Frankfurt, September 13th 2011 – Ferrari’s exclusive new 8-cylinder, the 458 Spider has finally been unveiled to the public at the 64th Frankfurt International Motor Show. The latest addition to the Ferrari range is a mid-rear-engined two-seater featuring a fully retractable aluminium hard-top, a world first for a sports car with this layout. The 458 Spider’s innovative new hard-top is not only 25 kg lighter than a traditional folding soft-top, but is also quieter and thermally more efficient when raised. Aside from taking just 14 seconds to open or close, the hard-top was engineered to occupy a very small space when stored so that the designers were able to include a generous rear bench for luggage behind the two seats.
Ferrari 458 Spider debuts at Frankfurt.
Frankfurt, September 13th 2011 – Ferrari’s exclusive new 8-cylinder, the 458 Spider has finally been unveiled to the public at the 64th Frankfurt International Motor Show.
The latest addition to the Ferrari range is a mid-rear-engined two-seater featuring a fully retractable aluminium hard-top, a world first for a sports car with this layout.
The 458 Spider’s innovative new hard-top is not only 25 kg lighter than a traditional folding soft-top, but is also quieter and thermally more efficient when raised. Aside from taking just 14 seconds to open or close, the hard-top was engineered to occupy a very small space when stored so that the designers were able to include a generous rear bench for luggage behind the two seats.
The rear windscreen doubles as an effective wind-stop which is electrically adjustable. When the hard-top is folded away the wind-stop opens to the height that guarantees the most efficient aerodynamics, reducing buffeting in the cockpit.
The 458 Spider is powered by Ferrari’s 570 CV 4,499 cc V8 which was named International Engine of the Year 2011. This is coupled with Ferrari’s class-leading dual-clutch F1 paddle-shift transmission which delivers 0 to 100 km/h acceleration in under 3.4 seconds and a maximum speed of 320 km/h.
The all-aluminium chassis incorporates new alloys and castings, also adopted on the coupé, which ensure the 458 Spider already conforms to 2020 safety legislation.
Its category-topping performance aside, the new car also boasts class-leading fuel consumption and emissions levels. Thanks to the HELE (High Emotion Low Emission) system, in fact, fuel consumption on the combined urban cycle stands at 11.8 l/100 km with CO2 emissions of 275 g/km.
The new Ferrari 458 Spider: the world’s first mid-rear engined berlinetta equipped with a retractable hard top debuts at the Frankfurt Motor Show
Maranello, 23rd August – The new 458 Spider joins the 458 Italia, widening the range of Ferrari’s mid-rear engined V8s and offering the same uncompromising technological solutions, handling and performance in a refined open-top configuration. It is equipped with a Ferrari patented, fully retractable hard top, a world first for a sports car with this lay-out.
The 458 Spider is powered by Ferrari’s naturally-aspirated, direct-injection 4.5 litre V8 which was nominated as the 2011 International Engine of the Year for its engineering excellence in terms of driveability, performance, economy and refinement. The power is transferred to the road by Ferrari’s class-leading dual-clutch F1 paddle-shift transmission through the sophisticated E-Diff, itself integrated with the F1-Trac traction control and high-performance ABS for maximum handling dynamics.
Certain of the car’s features, such as its accelerator pedal mapping and the damping of the multilink suspension, have been calibrated to guarantee maximum sportiness and absolute driving pleasure with the top down, in line with Maranello’s exclusive spider tradition. Even the engine soundtrack has been honed to ensure that the car’s occupants are completely captivated by the drop-top driving experience.
Entirely in aluminium, the hard-top solution adopted for the 458 Spider offers a number of advantages over the traditional folding soft-top, including a reduction of 25 kg in weight and a deployment time of just 14 seconds. Fully integrated into the styling of the car, the hard-top was engineered to fit neatly ahead of the engine bay without compromising aerodynamics or the performance of the car. The small space needed to house the roof enables the designers to include a generous rear bench for luggage behind the seats.
The rear of the car is characterised by innovative forms with the buttresses designed to optimise the flow of air to the engine intakes and the clutch and gearbox oil radiators. For maximum comfort whilst driving top down the 458 Spider features a generously-sized adjustable electric wind stop. The design was perfected to slow and diffuse the air in the cockpit, enabling normal conversation to be held even at speeds over 200 km/h.
New technical solutions adopted for the chassis guarantee identical levels of structural rigidity with the roof up or down. The result is a car that is truly exciting to drive, blending extreme performance with the responsiveness that has always characterised Ferrari’s open-top berlinettas.
The engine is a dry-sump 90 degree V8 with a displacement of 4499 cc and is mid-rear mounted. It is an entirely new design engineered to reach a maximum of 9,000 rpm – a first on a road car – with a high 12.5:1 compression ratio and maximum power output of 570 CV. This equates to an outstanding power output of 127 CV/litre, a new benchmark for a naturally-aspirated production engine.
The generous torque available - 540 Nm at 6000 rpm, with over 80 per cent available from 3250 rpm – ensures rapid pick-up from all revs. The specific torque output of 120 Nm/l is another record.
The design of the engine components has been influenced by the carry-over of racing technology – F1 in particular – for maximum fluid-dynamic efficiency in order to achieve both performance and fuel consumption objectives, and meet the most stringent international emissions restrictions. The piston compression height was reduced as per racing engine practice. Similarly, thinner compression rings have been adopted to minimise friction between piston and liner. A graphite coating was applied to the piston skirt for the same reason.
To help further reduce internal friction, the cylinder block has four scavenge pumps. Two pick up oil from the cylinder heads and front and rear of the engine via dedicated oil recovery ducts outside the crankcase area, and two pick up oil from below the crank throws. The recovery ducts of the latter are interconnected in two groups of four cylinders to optimise the scavenge function and create a strong vacuum (800 mbar) around the crankshaft. This solution prevents excess oil splashing out of the sump and onto the rotating crankshaft and thus reduces power loss caused by friction. It also reduces losses due to windage caused by the pumping action of the pistons.
The engine oil pressure pump features variable displacement geometry which reduces the amount of power absorbed at high revs. Lowering the pump’s displacement actually increases the power available at the crankshaft for the same amount of fuel used.
As is traditional for Ferrari engines, the new V8 is equipped with continuously variable timing on both inlet and exhaust cams. The aluminium intake manifold has been lightened by reducing the wall thickness. It has short, almost straight inlet tracts to reduce losses and a system that varies the geometry of the manifold, optimising the volumetric efficiency throughout the rev range. This is achieved by incorporating three pneumatic throttle valves in the central section between the two plenums. The engine mapping provides four different configurations of the valves for optimum torque values at all revs.
The use of GDI with Split Injection improves engine performance by modulating the injection in two phases, increasing combustion efficiency and the torque at low revs (by up to 5 per cent). A high injection pressure (200 bar) guarantees adequate pulverisation of the petrol and an optimal air/fuel mix right up to 9000 rpm. This feature again results in better performance and lower fuel consumption. The exhaust system was designed to provide the kind of thrilling soundtrack owners of Ferrari’s V8s are used to whilst also guaranteeing high levels of acoustic comfort. One of the main objectives with the exhaust was to reduce weight. The catalytic converter is attached to the central section of the exhaust by a flexible element to reduce the amount of vibration transmitted and to thus allow thinner metal to be used. Similarly the pre-catalytic converter has been eliminated, lowering overall weight and reducing back pressure whilst still respecting strict Euro 5 and LEV2 emissions.