Price: $300,000 (est.)
Competitors: Aston Martin Rapide, Porsche Panamera 4
Powertrain: 6.3-liter V12, 651-hp, 504 lb-ft; seven-speed, twin-clutch transmission, all-wheel drive
EPA Fuel Economy (city/hwy): 11/18 (est.)
What's New: With a two-door, space-frame aluminum architecture and a 651-hp, 6.3-liter V12, on paper, Ferrari's new FF looks like any other big GT from Maranello. But this car marks a big departure for the Italians.
The first departure is the three-door hatchback body (known as a shooting brake in Europe), which acknowledges similar unofficial specials that have been built for super-wealthy customers over the years; if you wave a big enough check, Ferrari will build you a wagon. In fact the rogue nature of this sleek body shape goes back to the 1962 Drogo/Bizzarrini Ferrari 250 SWB Bread Van Le Mans racer and continues through the style of the Harold Radford Aston Martin DB5 shooting brakes, Lancia's HPE and the Reliant Scimitar GTE. Compared to its 612 Scaglietti predecessor, the new FF is lighter, faster and more economical, but it also has more interior room, which is one of the advantages of the shooting-brake—sorry, hatchback—body.
The FF is also Ferrari's first four-wheel-drive car. While Ferrari might balk at a description of “crossover,” the FF will get you up a snow-covered hill as effectively as most SUVs, but most likely a lot faster. Yet under the skin, the system is about so much more than just traction.
“We started with a system that would get owners up to their skiing chalets, but then we discovered what tricks you could play with it,” says Ferrari test driver Raffaele de Simone.
Tech Tidbit: Unlike most AWD cars, which use some sort of power takeoff from the transmission to power the secondary axle, the FF features two transmissions, one on either end of the engine. The main seven-speed transmission hooks to the rear of the engine and powers the rear wheels. The second two-speed gearbox connects to the front of the engine and links to the front wheels via a pair of computer-controlled wet clutches, one on each halfshaft. This secondary gearbox operates only when the main transmission is in the first four gears and vehicle speeds are below 124 mph. There's no differential; electronics monitor the wheel slip, speeds, yaw, steering angles and inclination, and predict when wheelspin will occur. The system then deploys the transmission, selects a gear and slips the axle clutches to deliver precise amounts of torque based on the computer's input. In addition to aiding traction—with 651 hp, yes, traction is a problem—the front axle is also employed to minimize and enhance the handling. Ferrari has developed the system over 10 years and the company claims it's about 100 pounds lighter than other AWD hardware. 
Driving Character: The FF's tall rear section wasn't an easy shape for the Italians to come to terms with, and despite some reworking of the original Pininfarina design, it's clear that the FF is a love-it or hate-it sort of car. There's no doubting its presence, however—wherever you park it, the new FF draws a crowd. Part of that drama is the size. At 16 feet, 1.1 inches in length, and 6 feet 5 inches wide, the FF is a slightly bigger car than its 612 predecessor. It feels big as you climb behind the wheel, with the hood stretching to infinity. The cabin is gorgeous, trimmed in soft aniline leather, with a fascia that wraps around the passengers. There's room in back for two 6-foot adults for medium-length journeys and, under the hatch, the trunk will swallow (just) four overhead airline suitcases.
Start her up and the big V12 booms. The car's introduction took place on a snowy track at the top of a mountain in the Italian Dolomites. Technical director Franco Cimatti said, “Snow is new for us.” Indeed. A short run on the white stuff proved that the FF is truly a Ferrari fit for a ski town. On powered, crushed snow, this 4144-pound car will pull away with no wheelspin, clanking clutch or clattering brakes. It works.
Back on paved roads, the FF is dominated by the engine, which whirrs and barks in the mountains and gives superlative acceleration (62 mph arrives in 3.7 seconds, and the car tops out at 208 mph). The effect of the four-wheel drive together with the twin-clutch seven-speed transaxle is that you can get on the power harder and earlier out of the turns, and it's simpler to be in the correct gear when you do. You simply don't notice the front-wheel drive unless you really hammer the car, whereupon it really does pull the car straight out of a slide like an invisible hand.
Front control arms and rear multilink suspension give a compliant ride, and adjustable damping means you can harden things up. There's a fair bit of noise from the rear suspension, however, and the exhaust can be noisy on part-throttle settings. The carbon-ceramic rotors are stunningly effective, with almost no tendency to fade. The steering feels inert around the straight-ahead position and you need to learn to trust that the FF will bite when you turn in; it always does.
Favorite Detail: Ahh, what to say? The passenger display showing the speed, traction distribution and trip distances? Or what about the beautifully soft leather upholstery and well-placed driving position? Perhaps the best detail is your first view of the nose when the garage door swings open. This is a grand tourer in the finest sense of the word.
Driver's Grievance: Do rich people have tiny feet? Mine are U.S. size 13 and they simply don't fit in the pedal box, so swapping brake for accelerator means scuffing toe caps across dashboard innards, leaving shoe polish streaks on tan leather. There were also some iffy details such as wonky door kickplates and bare hexagon-head bolts in the door handles.
The Bottom Line: With Bentley and maybe Jaguar looking to build an SUV, Ferrari needed a response, but one that didn't diminish the prancing horse. What's new here are the sophisticated electronics to make the system work so well and, perhaps, the bit of courage from current Ferrari chief executive Amedeo Felisa to actually greenlight such a dramatic shape.
Ferrari sold about 3000 of the 612 model in its six years of production; if it can't do that with this wonderful-looking modern classic, then heaven help them. We understand that while the rest of the world has given its blessing to the FF, U.S. Ferrari dealers were initially skeptical, though since then they're received a sackful of advanced orders. As a stylish way of getting up to the slopes, the FF has no peers. That it succeeds so well as a driver's car is icing on the cake.
This 1996 Ferrari F50 sold for $511,676, including buyer's premium, at RM's Automobiles of London auction at Battersea Evolution, London, on October 29, 2008.
By the time the F50 hit the drawing board, the modern supercar had been defined and for the most part perfected. Supercars are showcases of a manufacturer's technological ability in design and in performance. They are cost-no-object exercises, built in editions often limited to the marketing department's ability to sell them.
Prestigious manufacturers build supercars for a game where racking up magazine covers and feature articles may be as important as making money off the cars. The Ferrari 288 GTO set the stage in 1984, followed by the Porsche 959, the Jaguar XJ220 and the Bugatti EB110. Ferrari upped the bar with its F40, then McLaren blew away the field with the F1, a car so dominating in all respects that until the Bugatti Veyron was introduced more than a decade later, nothing else was in the same league (and some would maintain that even the Veyron isn't in the same league as the F1, but that's a different conversation). With such formidable competition, Ferrari needed a gimmick to make its F50 stand out, and by focusing on Formula One technology, it found one.
Ferrari has a reputation for passing its racing technology down to its street cars. Sometimes it was well after other manufacturers had adopted the technology, as with disc brakes or mid-engines. Other times, Ferrari was ahead of the pack, as with the paddle shift transmission. Ferrari recognized that the F50 could only be incrementally better than previous supercars, so rather than producing a car whose existence would be judged by comparisons to the F40, the company chose a different path. It decided to build a Formula One car for the street.
The concept started with two staples of an F1 car-a composite tub and an engine that serves both as a power plant and a part of the chassis. It is doubtful that you'll ever see an F50 stripped of its bodywork, but if you did, you'd find a carbon composite monocoque of just 225 lb. Fasteners are bonded to the tub with aerospace adhesive, and the car is built around the structure. The engine is rigidly attached to the monocoque, and the rear suspension, rear bumper, and rear bodywork are actually attached to the engine. In the front, a sub-frame is attached to the monocoque and it serves as an attachment point for both the racing-derived pushrod suspension and for the front bodywork.
The engine is a close derivative of the F1 V12
The engine is a departure from the 288 GTO's and F40's turbocharged V8s. It is instead a close derivative of a Formula One V12, cast in steel rather than alloy to meet the structural needs of a street car. The 4.7-liter unit is tuned to 513 hp at 8,500 rpm, some 35 horses more than an F40 but 2 hp per liter less than the earlier car. The 8,500 rpm redline is about half the revs an F1 version turns but far more practical for a street car.
The design loosely follows the theme of Pininfarina's Mythos: the nose profile of an F1 car is sculpted in the front of the F50, while with the rear resembles the winged profile of the race car. The aerodynamics are highly developed, again using lessons learned in F1.
But let’s leave that aside for a mo’ and go and drive these two examples, warmed and ready for action on the shoreline of Lake Geneva. Our man in Switzerland, Simon Kidston, procured this immaculate 1990 Ferrari F40 Berlinetta, a rare early example with pre-catalyst exhaust and non-adjustable suspension, and just 11,250 miles showing on the clock. I personally am not much taken with the F40’s Pininfarina-styled looks, but there is no denying it has a pugnacious presence.
With that sharply drooping snout and high rear wing it does look like a road-racer, and a quick one. The 2936cc V8 engine, an evolution of the previous 288GTO mill, with the help of two Japanese water-cooled IHI turbochargers, promises 478bhp at 7000rpm. And most of this forced induction plumbing is visible through the rear plastic engine cover. Very boy racer.
Open the flimsy carbonfibre door and the F40’s interior looks like that of a kit car: simple to the point of appearing homemade. The requisite Momo steering wheel is in place, there is a set of very red racing seats, the exposed Ferrari gearshift gate, a sprinkling of instruments and that’s it. No carpet, no door trim, no weight. And that’s where this Ferrari is a bit special – in the construction of its body and chassis.
Using F1 composite technology of the day, the F40 features a tubular steel spaceframe chassis with bonded-on panels of Kevlar, imparting torsional stiffness without weight. The doors, bonnet, bootlid and other removal panels are all carbonfibre. The result is an all-up weight of just 1100kg, about the same as the notably light Porsche 911 2.7RS Touring of the early 1970s.
Once clambered over the wide sill and cupped into the figure-hugging seat, you clack the door behind you. The Momo is set high and at quite a flat angle. The bare, black composite floor is shiny underfoot and gaps are sealed with what looks like green mastic. The pedals are naked metal and the dash is covered in cheap-looking carpeting, but the instruments are right in your line of vision, with the tacho redline marked at 7750rpm, and the long gearshift perfectly placed.
Check for neutral, turn the key and punch the starter button. The V8 behind you fires without much drama. It initially runs a bit unevenly but dab the throttle and it revs cleanly. Having a flat-plane crank arrangement, it sounds like two eager four-cylinders rather than whoofling lazily like an American V8. Depress the clutch – ouch, it is heavy – and pull the stiff gearlever back and down towards you for first. You would think that this Ferrari might choose to stall in true race-car style but no, just engage the clutch, add some throttle and the ample quotient of 425lb ft of torque eases the light F40 away.
Trundling through the centre of busy Geneva, the Ferrari is tractable and remains largely calm and docile. The clutch and gearshift are both heavy and you cannot see much behind you, but the steering is alive and sharp and the car seems to swivel from your hips. The untrimmed interior sounds just like a racing car: engine and suspension noise crash through the cabin, while every piece of grit thrown up from the road can be heard hitting the composite tub. Tyre noise rises markedly as we head out onto the motorway leading to the mountains.
Kidston and snapper Bailie in the photo car ahead wave me past as the motorway clears, so I drop a gear and depress the throttle. The Ferrari’s engine spools up and the rev-counter breaches 4000rpm. In a flash it is at 5000rpm and then in the next instant at the seven-and-three-quarters redline. Whilst not quite an on/off switch, the twin-turbo V8 gathers speed at a terrifying rate after about five thou’. Lifting the throttle to go for the next gear, there is an explosive phzzzooooo! noise from behind my right ear, loud enough to make me almost jump clean out of the seat.
Thank goodness for the racing harness. My first thought is that something must have blown in the engine bay but then it strikes me: must be the turbo pop-off valve. With my heart rate slowly coming down from about 170bpm, I give the F40 another squirt and change up through the ’box, enjoying the accompaniment of the pop-off with each cog swapped.
This Ferrari is frighteningly fast. Your need to recalibrate your brain to absorb information at the speed the Ferrari requires. The rise of revs, the concentration required for the recalcitrant gearshift, the way speed piles onto the speedometer, the way the motorway narrows and other cars come back at you as you fly past. Then the need to process the fast-shrinking distances screaming towards you through the large windscreen. After driving normal historic cars, this is like a computer game – a very hot and noisy one.
Settling in and becoming more comfortable with the Ferrari, you notice that the firm ride is acceptable on the smooth Swiss motorway and the car always feels securely planted. Peeling off and into the mountain roads, the Ferrari attacks a steep climb with gusto. Twirling it through the corners it shoots to the next bend, where you can throw it in, quickly. The well-sorted suspension keeps it flat at all times and on these dry roads grip is no problem, with massive 335-section Pirelli P7s at the rear. But the brakes begin to prove a bit of a challenge, needing a firm shove and not biting with much conviction. As you climb higher up the mountain, the road gets tighter and the Ferrari begins to feel a tad wide. Also, the corners come up more quickly so you have to be careful to judge when the turbos cut in, trying to get them on-boost on the way out and not boosting when going in. Damn hard work but enormous driving fun. 
The F40 is basically a large go-kart. It has that typical Ferrari nervousness, feeling tightly wound and super responsive. As well as the less than co-operative gearbox, the throttle pedal is awkward, being sticky when you drive slowly. It much prefers to be down more than half its travel, where all hell breaks loose.
Clambering out of the now very hot Ferrari atop a mountain, I am perspiring and shaking a little. What a car. What an adrenalin pump! This is a supercar of the late ’80s but it feels like a classic of the ’60s. Much faster and more effective, of course, but providing that pure driver feel, unsullied by power assistance, servo assistance, rubber bushing, sound deadening, suspension compliance and all that boring stuff. Fortunately Kidston has arranged a luncheon at his favourite restaurant stop so I have a chance to calm down.
The dashing Ferrari FXX is the ultimate race car with high performance and is manufactured in Maranello in Italy. The sole purpose of this car is to burn the roads and the race tracks. You can buy this car only if you have the heart to do it and of course the pockets too. But Ferrari does it again with the Ferrari FXX.
Design and Features
The red hot Ferrari FXX is a car that is similar to Ferrari Enzo, a car which was released by Ferrari few years back. Though it is not very similar to it but it has used some technology from Enzo with a few additions from the Ferrari and its suppliers. The unusual part about this car is though the buyers of this car pay round about $1.8 million, and then they are allowed to drive their Ferrari FXX on special track days which the company has agreed upon. A similar car to that of Ferrari FXX has been developed by its sister company which is the Maserati, and the name of the car is MC12 Corsa.
Safety Features
The Ferrari FXX comprises of all the safety features that were included in the Enzo and there is not much of a difference between the two. As the company is known to have been keeping the best and the most updated safety features in its cars.Engine
Being a race car, the car has awesome engine of Max power: 588 kW (800 PS; 790 hp) at 8500 rpm and a maximum torque of 686 N•m (506 lb•ft) at 5750 rpm. The specific output 128 PS (94 kW; 126 hp) per litre. The top speed is 391km/h. the car operates on Bosch Motronic ME7 Sequential Electronic Injection
Handling and Suspension
The car has Triple wishbones with push-rod actuated coil-shock units, adaptive dampers, electronic shock absorbers and anti-roll bars. The wheel base is almost 2,650 mm (104 in). The steering is rack and pinion, and definitely power assisted. The brakes are all round C/SiC that is Carbon fiber-reinforced Silicon Carbide Ceramic, whereas the Gear Box is Paddle operated 6 speeds sequential. The car is also fitted with the RWD Drive system and TCS Drive system.
Price
$1.8 million
Conclusion
The Ferrari FXX is solely meant for the purpose to burn the race tracks with speed and safety.
We know that Ferrari can do extreme, passionately focused and engaging, but can it do novel, versatile and cosseting? Perhaps more pertinently, should it? The California takes Ferrari into new territory, into a region of the market that is defined by the cars already in residence. There are expectations, then, and the California is equipped to meet them, but can it nail the demands of the class and still be unmistakably a Ferrari?
It’s a question that seems to bother Ferrari itself. A predictably confident press conference detailed the key features of the car, namely a torque-biased evolution of the F430’s 4.3-litre V8 with gasoline direct injection (GDI), a new DSG-style seven-speed dual-clutch transmission, a folding metal hardtop and a new suspension design developed with ride comfort in mind. These are all firsts for Ferrari, and I detected a faint whiff of anxiety in the ranks.
The California takes the company outside its comfort zone and invites comparison with a range of impressive adversaries including the Porsche 911 Turbo Cabrio, Aston Martin DB9 Volante, Bentley Continental GTC and Mercedes SL, which in SL63 AMG form offers a hurtfully powerful V8, seven-speed paddle-shift gearbox and folding metal roof. We’ll come back to that later. The 453bhp California charts at the low end of the power table, yet when it arrives in the UK in the middle of next year priced at £143,320 it will be more expensive than any of them.
As is often the case, the California looks better in the metal than in photos. For me, the clean, crisp nose works well but the shape gets less convincing the further back the eye travels. (‘You try to style a car these days with all the regulations you have to comply with,’ grouched one employee.) The pronounced swage line that kicks up into the tall-decked tail looks a bit over-worked, while the rear lacks cohesion. Still, it works on a practical level, allowing stowage of the folded roof with useful boot space beneath, and a space-saver spare in the floor below that. Also, the bumper-level smoked-lens rear lights can still be seen while the boot carapace flips back and the roof folds itself away.
Yet while the exterior may not be wholly convincing, swing open the door and, oh yes, this is a Ferrari all right. It’s one of its best cockpits, too. Simply sculpted and leather trimmed with aluminium highlights, it has an attractive, faintly classic feel. In part this is fostered by the facia’s quartet of circular air vents and also by the lack of clutter thanks to the multi-function touch-screen display and the hiving off of all the heater controls to an underslung pod. I’m not so sure about the ornamental bridge running down the centre console, nor the ‘metal’ surrounds of the air vents that are actually plastic, but overall it’s warmly inviting and a great success.
So, snuggle into the firmly bolstered, deep-sided seats (which are electrically adjustable every which way) and grasp the fat, sculpted rim of the steering wheel. Dead ahead the instrument pack is dominated by a large tachometer with wonderfully clear, retro markings; the numbers go all the way to 10 with the crimson band beginning at 8. The flat-bottomed steering wheel is similar to that in other Ferraris, with a juicy red start button on the left and the twist switch of the manettino on the right, only here you’ll find what Ferrari has dubbed the ‘GT manettino’, a simpler version offering just three drive modes – comfort, sport and stability control off – compared with the usual five. Is this Ferrari lite? Time to push the big red button…
The starter whirrs at double speed before the California’s flat-plane-crank V8 fires up. It has a similar architecture to the F430’s V8, but as well as being direct injection, which allows a higher compression ratio, it displaces 4297cc (instead of 4308cc) due to a wider bore and shorter stroke. Yet it sounds exactly the same as a cold-idling F430 – clean, hard, resonant – just with the volume turned down a couple of notches.
It could be a front-engined F430 – up to the point where you pull back on the right-hand paddle to select first gear, squeeze the throttle and drive the still-cold car out of its parking space on full lock. Ferrari has mastered the automated manual transmission (AMT) better than anyone else, but its F1 shift hates such scenarios, revs rising and falling, clutch in and out. There’s no cringing today, though. With its new twin-clutch gearbox the California drives away with near torque-converter-auto smoothness. 
Half a mile up the road, my initial reaction is that Ferrari has pitched the California just right. A confident tautness pervades the whole car, from the firmness of the seat beneath you to the weight and directness of the steering to the resilience of the ride. A grand tourer the California is, but on the comfort scale it’s lodged at the firm end, offering long-distance suppleness in what used to be a typical German style. At a motorway cruise with the roof up there are low levels of wind noise and road roar, and although there’s a faint hammery note from the engine, it’s nothing that a little light music can’t suppress.
Left in its default ‘auto’ setting the transmission shuffles unobtrusively into the highest practicable gear ratio, and ambling at low speeds on a light throttle the engine note fades to little more than an indistinct and distant whirr, like the sound of a big fan. Press the throttle and the engine becomes vocal again, working with a flat, hollow drone. Snap it to the floor and you’re instantly and seamlessly up to around 6000rpm and enveloped by an enthusiastic yowl thanks to the gearbox’s responses and willingness to work the engine at the top of its rev range. Stow the roof – a one-finger, 14-second operation – and the volume of the engine seems to go up threefold; you can also better hear the lip-smacking phat! at the tailpipes on full-throttle shifts.
Jean-Jacques His, Ferrari’s powertrain manager, states that DCT transmissions will feature on most of the company’s upcoming models because as well as being superior to an AMT in general use, they also meet ‘all sports requirements’. That is to say they offer full-throttle upshifts the equal of those of the F1-Superfast2 ’box in the Scuderia, the fastest AMT of all. The ability to respond quickly and smoothly, and the seven progressively spread ratios, help the California to feel genuinely potent and deliver a 0-62mph time of ‘less than 4sec’ and a 12.2sec quarter mile. The top speed of 193mph is reached in seventh.
All very good, but a desirable feature of most GTs is their ability to make rapid progress without being worked to within a few millimetres of the red line. Judged by figures alone, things don’t look good for the California – its V8 makes 358lb ft of torque at 5000rpm compared to 343lb ft at 5250rpm for the F430, a car not noted for its root-ripping muscularity. Then factor in that the California weighs 1735kg, a solid 300kg more, and things look even worse. However, if you twist the manettino to the top setting, as well as switching off stability control, you’ll also have full manual control of gear selection and, against expectation, you’ll discover that there’s more than adequate go at modest engine speeds.
On fast, flowing roads the California gives a positive, connected feel through its taut ride and weighty steering. Yet while the detail ride remains firm, mid-corner lumps and bumps reveal an absorbency that takes the swing out of their impact. The trick, as other car makers have discovered, is to have suspension-mounting bushes that are firm laterally but flexible longitudinally, allowing the wheel to move rearward when it hits a bump. On the California, Ferrari’s traditional double-wishbone rear suspension has been replaced by a multi-link design to better perfect this characteristic because, as project manager Andrea Binotti explains, in cornering the rear wheels take much more of the load and exert a stronger influence over how the car feels. And it works well at speed, the car feeling comfortable and stable. 
Some, perhaps many, California owners will never turn the manettino to the top and switch off stability control, but when we came across a sequence of second- and third-gear corners we felt obliged to do so in the interests of science. Go halfway there, from comfort to sport, and the gearbox will help out with snappier shifts and a willingness to hold on to gears, while the stability control cuts in early so that neither end slips. But switch it off and it’s surprising how much attitude the California adopts.
Our car had standard damping – an adaptive electro-magnetic set-up is optional – and felt positive and accurate diving into the turns. Although the surface wasn’t the grippiest, the California quickly built up quite a lot of roll, the nose lifting and tail squatting, before the power overcame the grip of the rear tyres. Stay positive, maintain throttle and the slide can be cleanly and easily gathered up. Back off sharply when you’ve prodded it wide and the weight transfer and shift in attitude makes it a bit of a handful. My colleague John Simister reports that the magnetic damper option improves things slightly rather than transforming matters.
That’s hardly going to bother anyone who is in the market for a convertible GT like the California, though. In every other practical respect, this new Ferrari hits the bullseye. It’s a comfortable long-distance cruiser, it’s impressively poised at speed on lumpy A-roads and it’s a doddle to drive in town. It’s practical too – you can specify tiny rear seats and there’s a fold-through facility for long items such as skis.
The big ideas it embodies – direct injection, the dual-clutch transmission and the folding roof – may not be new, but they’re used to great effect. The new gearbox is especially impressive, among the very best of its type, and it helps make the California a serious every-day proposition. Indeed, in anticipation of owners clocking up bigger mileages than is the Ferrari norm, the California has been designed to require just 11 hours of servicing in 50,000 miles.
So, yes, it turns out that Ferrari can do novel, versatile and cosseting, but more importantly than that, the California still feels, drives and sounds like a Ferrari.
The warm sun is gently baking my brow, the air- flow is barely ruffling my hair and photographer Kenny P and I are enjoying the sound of the Ferrari F430 Spider's 32-valve, eight cylinder hi-fi. It sounds like a leisurely moment encapsulating the appeal of open-top motoring but right now the F430 is hauling hard at over 150mph.
I'm impressed at how utterly stable and composed the F430 is and amazed at the calmness of the air in the cockpit. Conversation would be possible if the V8 behind us wasn't howling full bore, sending the needles of the speedo and rev counter ever further round their dials.
Until now, I've taken a hard line on convertible supercars, arguing that decapitating a perfectly good coupe makes no sense. Drop-tops are heavier because of the strengthening required to compensate for the lack of a roof, and even with extra bracing their structural integrity is inevitably reduced, compromising handling precision. On top of that, with the hood down you get blown about and hood up they're noisier.
The F430 Spider blows most of my objections clean away in its carefully managed slipstream. Yes, it's heavier than the F430 Berlinetta, by about 85kg, and yes, with the fabric roof raised there's a rustle of wind noise from its leading edges at speed, but neither detracts appreciably from the F430 experience.
I haven't driven the Berlinetta F430 but within a few miles I know that the Spider is an improvement over the 360, even the Challenge Stradale. Compared with the 360 Spider, the F430 claims 10 per cent greater torsional rigidity and 5 per cent greater resistance to bending for a weight penalty of about 70kg, some 45kg of which is accounted for by the difference between 360 and F430 Berlinettas. Its aerodynamics have been tuned to emulate those of the coupe as closely as possible, resulting in greater stabilising downforce at speed, hood up or down.
Performance is on a par with the regular F430 too, with a 0-62mph time of 4.1sec, just a tenth down, and a top speed of 'over 193mph' compared with 'over 196mph'. These figures illustrate how effective the wind tunnel work has been and what an absolute corker of an engine the new 4.3-litre V8 is. Like the old 3.6, the new engine is highly tuned and high-revving, making 112bhp per litre and developing its 483bhp at 8500rpm, with 343lb ft at 5250rpm.
There's no question that the F430 performs much more vigorously than the 360, its more generous delivery apparent right from the off. It's much less languid over the first couple of thousand rpm and even in sixth will pull with urgency from 1500rpm. The sound is wonderful and much more readily appreciated in the Spider.
At low revs the note is deeper and more engaging than the 360's, starting as a smooth, fruity chug. Just before 4000rpm the note softens and fades and then resumes at 4500rpm when there's a distinct kick and ramping up of the torque. From here the engine really starts to pile on the pace, its bark becoming ever-more manic until at 7000rpm there's another kick and the V8 wails gloriously to the redline. To hear and feel this engine work its way from tickover to the limiter in fourth gear is a thrill I doubt you'd ever tire of.
There's more to the F430 than a stunning engine, though. Immediately impressive is the ride quality. The adjustable dampers have three settings and around town the Spider is supple and absorbent, rounding off the worst pocks and ridges with aplomb. There's barely a hint of steering wheel shudder or rear-view mirror shake, suggesting near-coupe levels of structural rigidity.
Like the Berlinetta, the Spider has the steering-wheel-mounted 'manettino', a little red anodised toggle switch that gives access to five distinct dynamic settings. It adjusts not only damper stiffness and the shift time of the F1 gearbox, but also the threshold at which the traction and stability control system intervenes and the characteristics of the electronically managed, hydraulically actuated E-Diff.
The structure feels so torsionally stiff that you can probably take it as read that at the limit the Spider handles with all the alacrity of the Berlinetta. Select the Sport or Race mode and you have a sharper car beneath you and a faster gearshift at your fingertips. Hold the throttle flat and there's a thump as the next gear goes home but this latest iteration of the F1 system is the most polished I've yet encountered.
The question isn't why you would want the Spider version of the F430 but why you wouldn't. Any dynamic degradation must be very small indeed, while you get to enjoy the sound of that brilliant new V8 in all its glory. As far as I can see the only objections are that the Spider is less handsome and costs an extra £10K. Ferrari is predicting that 55 per cent of F430s sold will be Spiders. I reckon that might be an underestimate.
Ferrari F430 is specially designed and built for all those customers who want to experience phenomenal driving performance. Due to its latest styling, it has huge demand. This ultimate sports car is specially owned by speed fanatics. It can easily achieve record timing on racing tracks. It offers powerful performance and for speed freak, this Ferrari model is one of the perfect choices.
Its high quality spare parts are the highlights of this model and all these parts are responsible for its smooth and safe ride. This model is like the combination of latest technology and new design. Some buyers are fascinated with its handling as well as with its safety. On the other hand, some customers are impressed with its ride performance.
This stylish roadster has powerful 4.3 – liter 32 – valves DOHC V8 engine that produces 470 bhp of maximum energy at 8,500 rpm and 450 Nm of torque 5,250 rpm. To boosts its engine performance, it is mated with standard rear – wheel drive and six – speed manual transmission. Its overall length is 4,512 mm and width is 1,923 mm while the height is 1,214 mm.
The wheelbase of this two – door car is 102.4 inches and its curb weight is 3,350 lb. The Ferrari F430 can comfortably accommodate at least up to two people. Just within 3.9 seconds, it can reach from zero to 60 km. The maximum speed of this model is approximately 186 mph. As per the EPA fuel estimation, it achieves 6.50 km / liter on highways and 4.5 km / liters on city streets.
It has rear electronically controlled differential which helped to enhance vehicle balance and acceleration. This fuel efficient automobile allows the driver to choose chassis dynamics according to the individual liking because of the availability of dial which is available on the steering wheel. By accessing automatic climate control, driver or passenger can maintain precise temperature in the car. Its low fuel level warning system gives the idea regarding minimum fuel level.
The safety system of this automobile adds electronic stability control, tire pressure monitoring, anti – theft alarm system, rear and front active headrests, child seat anchors, antilock disc brakes, airbags, electronic stability program, parking sensors, traction control, and traction control and so on.
It is equipped with responsive brake system, rear defogger, rear spoiler, intermittent variable wipers, and differential options. The interior area of this vehicle has racing elements to match up with its exterior design. For its interior paneling, this roadster has carbon fiber. The steering wheel is available with LEDs which light up sequentially. It comes with spacious leg, shoulder, hip, and head room.
With the help of upgraded 19 – inch wheels and competition wheels, the Ferrari F430 runs smoothly on any type of bumpy roads. Passengers will surely enjoy their road trip in this vehicle as its entertainment system adds MP3 capable audio system, satellite radio, speakers, stereo system, Bluetooth connectivity, hands – free phone, and AM / FM / CD player.
For convenience of occupants, it is fully loaded with all essential amenities like keyless remote entry and ignition, interior carbon fiber trim, special paint, fitted luggage, tachometer, trip computer, clock, external temperature display, and auto dimming mirrors and many more. It’s well crafted seating arrangement gets racing seats, leather upholstery, and height adjustable driver and passenger seats.
While production, this leading automobile manufacturing company considered all the basic requirements of customers. Due to its low maintenance rate, owners can keep their roadster in a good condition for long period by providing regular servicing. Its every feature helps to make your ride comfortable.
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.
Tailor-Made Programme
Ferrari chose Frankfurt to introduce a new service, displaying an area of the stand dedicated to the Tailor-Made Programme which will enable owners to reach an even more personal level of distinctiveness with the specification of their cars.
The Tailor-Made Programme provides clients with an extensive range of exclusive cloth trim, colours, finishes and technical materials for a final specification inspired by unique classic Ferraris and by motor racing. The selection is available in three innovative collections - Classica, Scuderia and Inedita – specifically conceived by Ferrari’s Styling centre.
In creating a truly bespoke car clients will be assisted by their own Personal Designer throughout the decision-making process, right up until delivery.
The Carrozzeria Scaglietti programme continues the range of personalisation options open to clients.
The Ferrari range
Lining up alongside the 458 Spider is the entire Ferrari range, including the 458 Italia, the maximum expression of an extreme, high-performance driving experience. Today the V8 berlinetta is even more sporty.
New control software for the magnetorheological dampers improves body control, enhancing the feedback in sporty driving.
With the manettino in RACE - in other words, at the highest level of performance with all the dynamic vehicle control systems still engaged - an evolved software for the F1 dual-clutch transmission makes gearchanges even more decisive, while there’s even faster acceleration out of bends thanks to an improved calibration of the F1-Trac traction control.
Also being showcased on the Ferrari stand is the Ferrari California, the mid-front-engined V8 GT that melds performance, versatility and driving pleasure. The example on display is finished in an elegant two-tone Bianco Fuji with a Nero Daytona roof and bordeaux interior.
It is flanked by the Prancing Horse’s two majestic 12-cylinder models. The FF is the revolutionary four-seater which, for the first time in Ferrari’s history, employs a Ferrari-patented four-wheel drive system to combine unprecedented levels of performance from its 660-CV engine with comfort and versatility. The 599 GTB is shown at Frankfurt with the HGTE Package.
No Ferrari stand would be complete either, of course, without a Formula 1 single-seater to celebrate the most victorious team ever in this, the ultimate motor racing category.
Ferarri's new lust-worthy 562-hp supercar hits 60 mph in 3.4 seconds. It's indisputably attractive, but it is also derivative, as though it had been concocted from the best parts of previous great Ferrari designs. Let's see what it can do on real roads.
The Specs
Ferrari's early cars were dominated by V12 engines. But the Italian sports car maker inherited its first V8 from Lancia in 1955, and its mid-engined V8 sport coupes have been the backbone of the company's model range for the last 35 years. Strictly speaking, the first road-going production-V8 Ferrari was the wedge-shaped, Bertone-designed Dino GT4 of 1973. The most recognizable was of course the Pininfarina-designed 308 launched at the 1975 Paris Motor Salon--a car that starred quite prominently in the hit TV series Magnum PI.
Since then, this series of uncompromising mid-engine V8 driver's cars has dominated Maranello production. This year, the F430 will occupy over 70 percent of Ferrari's annual global output, which is expected to be down just 6 percent, at 6100 cars--not bad in this economy. Next year ushers in the seventh model in the series, the all-new 458 Italia. Also a Pininfarina design, the 458 uses an all-new aluminium chassis expected to be in use for the next decade.
Look closely and you'll recognize bits of all sorts of good-looking Ferraris in the 458. If the result may not be exactly pretty, it is certainly attractive--even those bizarre headlamps, which combine a total of 40 light-emitting diodes stacked above the main projector units.
Under the gauze-like aluminium coachwork there's a lot of serious thinking in this new chassis. Aerospace aluminium alloys give strength with light weight, although there is still a steel crossmember at the front. The suspension is upgraded with an L-shaped lower control arm for the front wishbones and new links for the multilink independent rear suspension. The result is a stiffer car, with much more accurate control of the wheel geometry and lateral movement. Brakes are Brembo carbon-ceramic rotors. Despite all the chassis unobtainium, this 3274-pound car is 300 pounds heavier than the outgoing 430. Ferrari engineers blame the latest U.S. crash-test requirements and the Getrag twin-clutch transmission, which, for the first time ever, is the only option.
The engine uses the same basic castings as last year's Ferrari Californiamodel, but the machining is different, with a longer-stroke crankshaft giving 4.5-liters instead of 4.3. The pistons and tappets get low-friction coatings, and the crankcase is divided into two air chambers to minimize pumping losses, which also requires two scavenge pumps for the dry sump. Ferrari uses valves in the intake manifold to open up different plenum chambers and increase low-end torque, and valves in the muffler that reduce back pressure and create lots of lovely noise through the trio of exhaust snaps.
This motor is a fairly insane beast, with the 90-degree, double-overhead-cam, 32-valve mill producing 562 hp at a screaming 9000 rpm and 398 lb-ft of torque at 6000 rpm--a huge increase over the 483-hp F430. The 458's top speed is 202 mph, with 0 to 62 mph in less than 3.4 seconds and 0 to 124 mph arriving in just 10.4 seconds. That means this Ferrari can run to nearly 130 mph before a Toyota Priushits 60 mph.
So never mind the current F430; this car is faster to 60 mph than a Ferrari Enzo and less than a second slower than that epochal million-dollar car to 124 mph. Yikes. What's more, Ferrari has even managed to improve the fuel economy and the 458 achieves 17.68 mpg (U.S.) in the NEDC combined cycle, although around town or if you start using the performance, you'll struggle to better 10 mpg (U.S.).
Aerodynamics play a big part in this performance equation. With a Cd of 0.330, the 458 is one of the most slippery Ferrari models ever, but that's not the whole story. There are deformable winglets on the lower grilles which bend in the airflow at high speeds and direct more air under the car rather than into the radiators. The engine and transmission coolers are ducted into the rear spoiler and then the air is jetted out through the tail, which reduces aerodynamic tumbling at the rear. Even the engine bay is vented with high-pressure air from the rear-wheel arches. Downforce at the top speed of 202 mph is equal to 794 pounds, almost a third of this car's curb weight.
Where Mercedes-Benz and Porsche have been going back to basics with their sports cars, Ferrari has unashamedly upped the electronics quotient with the 458. The revised suspension provides more accurate wheel articulation, and the steering rack ratio has been made quicker--a mere two turns lock-to-lock. To prevent such a quick rack from feeling too darty at speed, the safety systems (stability control, electronic differential, electronically adjustable dampers, ABS and the engine and transmission controls) are all handled by the same master electronic control unit which speeds responses and allows more tailored intervention. Chassis calibration settings on the steering wheel switch include; Wet, Sport, Race, Traction off (with only emergency stability intervention) and `everything off' for the brave, or the very stupid. 
Matteo Lanzavecchia, Ferrari's chief dynamics engineer, says that the new systems make the 458 easier to drive and safer, but one can't quite escape the conclusion that they also reduce the gap between the car's capabilities and the point where the owner might run out of talent. For the future, Ferrari is working on even more advanced chassis control systems inspired by the Northrop Grumman B-2 Stealth bomber, where they engineer an unstable but dynamically superior car and rely on electronic intervention to prevent drivers from getting into trouble.
The Drive
There are no steering-column stalks on the 458 Italia, and all the major functions grouped haphazardly on the center of the steering wheel. A two-seat coupe is hardly the acme of practicality, but the simple cabin has tiny door pockets, with a small shelf behind the all-embracing leather bucket seats. Oh, and there is a fair-size trunk. The instrument binnacle is dominated by an enormous yellow-backed rev counter and gear display, with two further displays on each side that show a choice of sat-nav, a conventional speedometer, temperature and pressure gauges, lap timers, or a vehicle-condition display with the specific heat of the brakes, tires and engine.
So you press the big red starter and the flat-plane V8 whirrs into life without a trace of temperament and sounding almost disappointingly quiet. Pull the right-hand steering-wheel paddle and first gear engages with a slight thump - Ferrari seems to have introduced graunch and crunch into this gearbox, which is so much more civilized in the California. As soon as you touch the accelerator, the noise changes to a hardcore buzz as muffler valves open. Unlike the old automated manual transmission Ferraris, maneuvering this twin-clutch model is easy, with no telltale whiffs of burning clutch.
At first, the 458 feels darty and abrupt. The steering is so sharp you could cut yourself, and it's very easy to overdrive this car in a series of twitching, elbows-out wheel movements. If you calm down and trust the steering, it starts to feel more natural. Similarly, the throttle is overly sensitive and on a bumpy road it is easy to find yourself kangarooing through corners until you learn to brace yourself with your left boot against the firewall.
Thus equipped, you are able to savor the superlative performance, which is shockingly accessible in almost all conditions. Rainy Italian hill routes gave a good test of the car's grip levels and while the 458's tail wags on the exit of a slippery turn, the front end bite on turning in is satisfyingly tenacious. The engine note is hardcore race car and Italians would stand at the side of the road applauding the scarlet coupe trundling past sounding like an Indy 500 entrant.
Supercars like this have an unreal quality, with such profoundly superior performance and handling that it almost feels as though they could take off and fly to their destinations. You rarely get an opportunity to use full throttle on a public road and when you do, the acceleration leaves you short of breath. The gear change is almost instant, and in race mode, where the gearbox opens one clutch at the same time as the other closes, the acceleration is seamless but never brutal.
On the track, the 458 shows that in dynamic terms, it surpasses the F430. The new accuracy of suspension movement means that slides are more benign to control, without the unwinding feel of its predecessor that could result in a fishtailing series of opposite-lock slides. In fact the chassis is very docile, and the electronics keep it that way even if you provoke it. And while the engine is top-shelf-material rude, it has a torque curve flatter than the high plains, so you can leave the car in gear and make speedy progress or rev it to 9000 rpm and make speedy, noisy progress. Fortunately, the carbon-ceramic disc brakes are eye-poppingly powerful, although the pedal feels soft on the first application. At absolute extremes, the anchors fade quite considerably.
The Bottom Line
Read more: 2011 Ferrari 458 Italia Review - Lust-Worthy Supercar Hits 60 mph in 3.4 Seconds - Popular Mechanics
The Ferrari Enzo model was produced in the year 2002 using Formula One Technology and Like the Formula One sports car, this Ferrari model also has electrohydraulic shift F1 – style transmission, fiber – reinforced carbon silicon ceramic carbide composite disc brakes, and carbon – fiber body.
The Ferrari F50 is the predecessor and the Ferrari 599 GTO is the successor of this range. It comes under the category of racing and sports car and has 2 – seat Berlinetta body style. It has RMR layout and this Enzo model was designed by famous Ken Okuyama at Pininfarina. Due to its minimum maintenance rate, owners can keep their model in a perfect condition for maximum duration by offering regular servicing.
For enhancing its driving capabilities, it has a 6.0 – liter DOHC 48 – valves V12 engine which is able to pump out more than 660 hp of maximum energy at 7,800 rpm and 485 lb – ft of torque at 5,500 rpm. As per the fuel EPA economy, it achieves 7 mpg on city roads and 12 mpg on highways.
To boosts its engine performance, it is mated with standard 6 – speed semi- automatic transmission, rear locking differential, front and rear double wishbone suspension, independent 4 – wheel suspension, and rear wheel drive. The wheelbase of this roadster is 2,650 mm and the length is 4,702 mm while the width is 2,035 mm.
Its height is 1,147 mm and the overall curb weight is 1,365 kg while the compression ratio of this Ferrari Enzo is 11.2:1. The maximum capacity of its fuel tank is 29.1 gallons and the weight of this car is 3,020 lbs.
Its rear track is 65.0 inch and front track is 65.4 inch. Among speed enthusiasts, it is more popular as the top speed of this vehicle is approximately 217 mph. Only in 3.4 seconds, it accelerates from zero to 60 mph.
To make this model more superior, it has coil springs, pushrod dampers, and lower and upper control arms. In the year 2004, it achieved 3rd position in the list of Top Sports Cars of the 2000s by Sports Car International, famous American magazine.
This vehicle is also positioned in the list of ‘Greatest Farraris of all time’ by leading American magazine, Motor Trend Classic. The exterior area of this model has performance tires. For the safety of occupants, its security panel offers 4 – wheel antilock disc brakes, front fog driving lights, high intensity discharge xenon headlights, 2 – front headrests, traction control, electronic brake – force distribution, integrated front headrests, self – leveling headlamps, and rear and front ventilated disc brakes.
For the comfort of the occupants, its well designed seating arrangement gets leather upholstery and front sport seats. Its list of amenities includes adjustable pedals, carbon trim on dash, center console, rear defogger, trip computer, clock, and doors, leather and carbon – wrapped steering wheel, and transmission control steering wheel and many more.
The instrumentation panel of Ferrari Enzo adds tachometer. The entertainment system of this model gets AM / FM / MP3 player, hands – free phone, Bluetooth, USB interface, iPod connectivity, and satellite radio and so on.
Every amenity of this model is specially fitted to make your long or short distance road trip comfortable and safe. To grab the attention of the crowd, this range comes in various vibrant color schemes. Most consumers are impressed with its ride performance as well as with its safety.
It gives a tough competition to all other current branded vehicles. Its high quality auto parts are the major attraction of this automobile and these spare parts are available at a reasonable cost in the vehicle market. Driving this vehicle is really fun and the dream of every eye.The Ferrari Enzo model was produced in the year 2002 using Formula One Technology and Like the Formula One sports car, this Ferrari model also has electrohydraulic shift F1 – style transmission, fiber – reinforced carbon silicon ceramic carbide composite disc brakes, and carbon – fiber body.
The Ferrari F50 is the predecessor and the Ferrari 599 GTO is the successor of this range. It comes under the category of racing and sports car and has 2 – seat Berlinetta body style. It has RMR layout and this Enzo model was designed by famous Ken Okuyama at Pininfarina. Due to its minimum maintenance rate, owners can keep their model in a perfect condition for maximum duration by offering regular servicing.
For enhancing its driving capabilities, it has a 6.0 – liter DOHC 48 – valves V12 engine which is able to pump out more than 660 hp of maximum energy at 7,800 rpm and 485 lb – ft of torque at 5,500 rpm. As per the fuel EPA economy, it achieves 7 mpg on city roads and 12 mpg on highways.
To boosts its engine performance, it is mated with standard 6 – speed semi- automatic transmission, rear locking differential, front and rear double wishbone suspension, independent 4 – wheel suspension, and rear wheel drive. The wheelbase of this roadster is 2,650 mm and the length is 4,702 mm while the width is 2,035 mm.
Its height is 1,147 mm and the overall curb weight is 1,365 kg while the compression ratio of this Ferrari Enzo is 11.2:1. The maximum capacity of its fuel tank is 29.1 gallons and the weight of this car is 3,020 lbs.
Its rear track is 65.0 inch and front track is 65.4 inch. Among speed enthusiasts, it is more popular as the top speed of this vehicle is approximately 217 mph. Only in 3.4 seconds, it accelerates from zero to 60 mph.
To make this model more superior, it has coil springs, pushrod dampers, and lower and upper control arms. In the year 2004, it achieved 3rd position in the list of Top Sports Cars of the 2000s by Sports Car International, famous American magazine.
This vehicle is also positioned in the list of ‘Greatest Farraris of all time’ by leading American magazine, Motor Trend Classic. The exterior area of this model has performance tires. For the safety of occupants, its security panel offers 4 – wheel antilock disc brakes, front fog driving lights, high intensity discharge xenon headlights, 2 – front headrests, traction control, electronic brake – force distribution, integrated front headrests, self – leveling headlamps, and rear and front ventilated disc brakes.
For the comfort of the occupants, its well designed seating arrangement gets leather upholstery and front sport seats. Its list of amenities includes adjustable pedals, carbon trim on dash, center console, rear defogger, trip computer, clock, and doors, leather and carbon – wrapped steering wheel, and transmission control steering wheel and many more.
The instrumentation panel of Ferrari Enzo adds tachometer. The entertainment system of this model gets AM / FM / MP3 player, hands – free phone, Bluetooth, USB interface, iPod connectivity, and satellite radio and so on.
Every amenity of this model is specially fitted to make your long or short distance road trip comfortable and safe. To grab the attention of the crowd, this range comes in various vibrant color schemes. Most consumers are impressed with its ride performance as well as with its safety.
It gives a tough competition to all other current branded vehicles. Its high quality auto parts are the major attraction of this automobile and these spare parts are available at a reasonable cost in the vehicle market. Driving this vehicle is really fun and the dream of every eye.
