Running trough town, I familiarize myself with the dizzying number of new steering-mounted controls. The removal of the steering column-mounted stalks and the clustering of the main controls on the steering wheel, now also including the lights, wipers, and all, means that you can make any adjustments or gearshifts required with your hands firmly on the wheel. It all feels very intuitive, although signaling with your thumbs does take a little getting used to.
The minimalist dash features a pair of monitors at either side of the center-mounted tach, which provide instrument display, infotainment, and vehicle dynamics, including the engine, brake, and tire temps. Pretty much everything but a backup camera.
Thanks to a slight increase in cabin space, it's nice and comfy, even for my 6-foot 4-inch frame. There's even a little more room for light storage behind the seats. The well bolstered, supple Italian leather-covered buckets are nice, but the optional carbon fiber race seats are the way to go. The familiar circular air vents have been replaced with rectangular units designed to resemble F1 exhaust chimneys.
Overall, the driver-to-car interface is about as good as it gets, and I'm starting to itch for some open roads. The VDA tells me the engine is ready, but my tires are still cold. That'll soon change.
The all-new 4.5-liter is a remarkable, technological work of art all its own, willing and able to rev at an unheard-of 9000rpm (highest ever for a V8 production road car). The naturally aspirated engine produces an impressive 562 horses (an 80hp bump) and 398 pound-feet of torque, which places it on par with the 10-cylinder output of Lambo's new LP570-4 Superleggera. Nothing like a little good competition. The forthcoming 458 Scuderia will have something to say about that.
The engine retains the 430's fundamental characteristics, including the flat-plane crankshaft, and its signature continuously variable timing, but also adds direct fuel injection, lofty 12.5:1 compression, dry-sump scavenger lubrication, and super finishing surface treatments for friction parts like the piston skirts, cams, and tappets. Despite the increase in engine capacity and power, reduced internal friction has increased fuel efficiency, dropping fuel consumption by 13 percent. It also offers record low C02 emissions with 13.3 l/100 km and 307 g/km, respectively.
Roughly 30 minutes of city driving passes before I decide to abandon the map book for a serpentine road that has my name on it. The route called for lots of challenging roads and open stretches, but I just can't wait. I can usually sniff out a good road and this one is tailor-made. I switch the manettino from Sport to Race, lean on the throttle, and simultaneously sink deep into the seat. When idling and light on the throttle, the exhaust note is actually fairly quiet using only the middle of the three exhaust pipes, ideal when not wanting to attract attention and for normal in-town driving. Hold the pedal, and the outer pair comes alive, emitting an awe-inspiring, harmonious, iconic roar that only a Ferrari can claim.
Paired with the new seven-speed dual-clutch F1 gearbox, acceleration is like no other naturally aspirated engine and power continues to build nearly all the way around the 10,000rpm dial. Over 80 percent of the power output is readily available at just 3250 rpm, as well as handfuls of record torque. G-force-induced stops are made with Brembo-sourced brakes with massive carbon-ceramic rotors, now standard on all Ferraris.
Laughably fast, zero to 62 arrives in a blistering 3.4 seconds, and a mere 10.4 seconds is all that's needed to hit 124mph. Top speed breaks the 200mph barrier with change to spare. Ferrari says the 458 ties the Scuderia's Fiorano lap time of 1:25, which means it also matches the legendary Enzo.
With performance numbers like this, there's really no need to offer a manual trans, and thus, the 458 is the first Ferrari that will not receive a manual gearbox, and I doubt anyone will miss it.