458 [2009-2015] [Official] Ferrari 458 Speciale A
The Ferrari 458 Italia (Type F142) is an Italian mid-engine sports car produced by Ferrari. The 458 is the successor of the F430, and was first officially unveiled at the 2009 Frankfurt Motor Show. It was succeeded by the 488 GTB (Gran Turismo Berlinetta) in 2015.
Rainer271
Kraftwagen König
First production Ferrari 458 Speciale Aperta fetches $900,000 for charity
First production Ferrari 458 Speciale Aperta
Production limited to 499 units
The first production Ferrari 458 Speciale A (Aperta) has managed to fetch $900,000 at an auction organized last weekend.
Ferrari is making only 499 units of the 458 Speciale Aperta and the first one was sold for $900,000 going to the American branch of "Daybreak" charity which conducts research to find cures for rare genetic diseases. The auction took place in Beverly Hills during Ferrari's 60th anniversary in United States celebrations and the car was sold by David Gooding. Pricing of the other 498 cars has not been announced yet but it will cost more than the $298,000 458 Speciale.
Like its fixed roof sibling, the 458 Speciale A comes with an upgraded version of the naturally aspirated V8 4.5-liter engine developing 605 HP (445 kW) and 540 Nm (398 lb-ft). Despite being 50 kg heavier (100 lbs) due to the roof mechanism, the open-top 458 is just as fast as the coupe in the 0-62 mph (0-100 km/h) sprint which takes three seconds.
"The most aerodynamically efficient Ferrari spider ever" features a retractable hard top that is opened or closed in 14 seconds. The first production unit rides on five-spoke forged Grigio Corsa wheels and features a triple-layer yellow body livery with a Blu Nart and Bianco Avus central stripe.
Source: Ferrari
First production Ferrari 458 Speciale Aperta
Production limited to 499 units
The first production Ferrari 458 Speciale A (Aperta) has managed to fetch $900,000 at an auction organized last weekend.
Ferrari is making only 499 units of the 458 Speciale Aperta and the first one was sold for $900,000 going to the American branch of "Daybreak" charity which conducts research to find cures for rare genetic diseases. The auction took place in Beverly Hills during Ferrari's 60th anniversary in United States celebrations and the car was sold by David Gooding. Pricing of the other 498 cars has not been announced yet but it will cost more than the $298,000 458 Speciale.
Like its fixed roof sibling, the 458 Speciale A comes with an upgraded version of the naturally aspirated V8 4.5-liter engine developing 605 HP (445 kW) and 540 Nm (398 lb-ft). Despite being 50 kg heavier (100 lbs) due to the roof mechanism, the open-top 458 is just as fast as the coupe in the 0-62 mph (0-100 km/h) sprint which takes three seconds.
"The most aerodynamically efficient Ferrari spider ever" features a retractable hard top that is opened or closed in 14 seconds. The first production unit rides on five-spoke forged Grigio Corsa wheels and features a triple-layer yellow body livery with a Blu Nart and Bianco Avus central stripe.
Source: Ferrari
JHF
Driving Dynamics Pro
First drive: Ferrari 458 Speciale Aperta
A fitting send-off for Maranello's naturally aspirated V8? Tom Ford is the first to drive the screaming 597bhp spider
What is it?
Pretty self-explanatory, really. It's the Ferrari 458 Speciale the quicker, harder, more aggressive 458 variant now with the retractable hard top from the Spider. There are only 499 being made, all for Ferrari ‘collectors', unfortunately. I say ‘unfortunately', because this is one of the greats and I can see it being seen in the same light as the 360 Challenge Stradale and 430 Scuderia before it.
The mechanical bits for the roof add about 50kg over the standardCoupe Speciale (making it 1340kg dry, 1445kg kerb weight), but the rest is pretty much the same. Interestingly, Ferrari says this is the most aerodynamically efficient Spider in its history, with a drag co-efficient of 1.37 that delivers high downforce (Cl 0.485) combined with low drag (Cd 0.355). If anyone can explain those numbers in a way I’d understand, then answers on a postcard, please. I just know, having driven it, that it’s very fast, hitting 62mph in 3.0 seconds dead and 124 in 9.5. The top end is a possible 199mph, but we weren’t in a position to test that. Or I’d now be in jail, or smeared across the Italian countryside in an abstract manner.
The Speciale? Remind me?
Well, you know how lovely the 458 is to drive? It’s that, but turned up. So it’s a mite less gentle, but a lot more focused. Not quite Porsche GT3 RS levels of commitment, but certainly noticeably sharper.
It contains one of the loveliest engines ever a 4.5-litre flat-crank V8 with natural aspiration. Chucking out 597bhp (up from 562bhp for the standard car), it revs to 9000rpm, with 398lb ft of torque all the way up at 6000. Which means that it’s necessary, or rather your absolute duty, to rev the hell out of it at every opportunity. Bit of engineering for those that need detail: new cams, higher valve lift, redesigned (shorter) inlet manifolds and different pistons. It’s got a slightly bonkers compression ratio of 14:1, and posh materials and general millimetric shaving mean that the engine actually weighs 8kg less than the normal one.
There’s also the usual seven-speed double-clutch gearbox, this time with faster shifts. How they keep getting faster when they’re supposed to be instant in the first place is beyond me, though the Speciale does feel more aggressive, especially in downshifts, and it does exactly what you tell it. I couldn’t shift this fast or well in a manual, so it proves the point.
There are also other weight saving measures for the Speciale Coupe, carried over to the Aperta: lighter glass, lighter bodywork and exhaust, 20kg of mass out of the cabin and forged wheels that save 12kg. Altogether it should weigh about 90kg less than a standard Spider, which never felt like a fatty anyway. There are various active and passive aero flaps that change the car’s behaviour at speed, and bespoke tyres more of them in a minute.
What’s it like to drive?
With the roof up, pretty much like the Speciale. Which is to say, sublime. You can’t beat a naturally aspirated engine for connection and response, and this is one of the greats. A cliché, but you really do wear this car, not just sit in it. And when you drop the roof goodness, it’s a special car. Yes, you can feel a slight shimmy on rough roads, but not enough to spoil the fact that you get every aural ounce of that exhaust and engine’s effort unfettered to your ears. You
have to rev it it’s docile-ish at the bottom end but get it going and there’s just nothing like it. Other cars are faster, more brutal, but this is just poetic. Seriously. I got a bit emotional after one Italian hairpin-filled blast and had to sit for a minute and take it in.
Hard work, then?
Not especially so Ferrari’s Side Slip Control and various diff settings look after you but fling yourself into a corner and the way that the car slingshots around the curve is unbelievable. It’s just so solid, and reliable. The grip is immense, and it’ll let you slide out of a curve with just the right amount of counter-steer release. The engine is so beautifully linear and progressive that you’re never caught out. Even the most boost-addicted 800bhp GT-R owner would
appreciate it.
It also steers beautifully and stops like you imagine a supercar should. It even smothers bumps and we hit a lot, these were Italian backroads and felt secure enough to push. A thing about the tyres though at one point I had to stop for a few minutes, and then as soon as I went into the next corner quickly, it was if the tyres had gone cold. Bit slippy.
All the time, the Aperta lets you experience the whole gamut with all senses extended. It’s wonderful.
Is this the perfect 458, then?
In many ways, yes. I’d have the Aperta over the Coupe, simply because of the ability to hear the engine, and the difference in handling/ride isn’t enough to put me off. But, and there is a but, I don’t think the aerodynamically efficient rear end is as nice as the standard car. The rear diffuser is blockier and less elegant, and the two exhausts aren’t as neat as the standard 458's centre-mounted triplet.
There are also some horribly tacky Limited Edition and Engine of the Year plaques in the otherwise lovely cabin, though I suspect three minutes with a screwdriver could sort that. Small things, but they grate a little when you’re talking about a car like this.
Verdict?
Future classic, without doubt. Incredible noise, incredible handling, incredibly evocative drive. There’s a new turbocharged 458 due in the next generation, so this is the last of a line. A spectacular way to exit, mind.
TopGear
A fitting send-off for Maranello's naturally aspirated V8? Tom Ford is the first to drive the screaming 597bhp spider
What is it?
Pretty self-explanatory, really. It's the Ferrari 458 Speciale the quicker, harder, more aggressive 458 variant now with the retractable hard top from the Spider. There are only 499 being made, all for Ferrari ‘collectors', unfortunately. I say ‘unfortunately', because this is one of the greats and I can see it being seen in the same light as the 360 Challenge Stradale and 430 Scuderia before it.
The mechanical bits for the roof add about 50kg over the standardCoupe Speciale (making it 1340kg dry, 1445kg kerb weight), but the rest is pretty much the same. Interestingly, Ferrari says this is the most aerodynamically efficient Spider in its history, with a drag co-efficient of 1.37 that delivers high downforce (Cl 0.485) combined with low drag (Cd 0.355). If anyone can explain those numbers in a way I’d understand, then answers on a postcard, please. I just know, having driven it, that it’s very fast, hitting 62mph in 3.0 seconds dead and 124 in 9.5. The top end is a possible 199mph, but we weren’t in a position to test that. Or I’d now be in jail, or smeared across the Italian countryside in an abstract manner.
The Speciale? Remind me?
Well, you know how lovely the 458 is to drive? It’s that, but turned up. So it’s a mite less gentle, but a lot more focused. Not quite Porsche GT3 RS levels of commitment, but certainly noticeably sharper.
It contains one of the loveliest engines ever a 4.5-litre flat-crank V8 with natural aspiration. Chucking out 597bhp (up from 562bhp for the standard car), it revs to 9000rpm, with 398lb ft of torque all the way up at 6000. Which means that it’s necessary, or rather your absolute duty, to rev the hell out of it at every opportunity. Bit of engineering for those that need detail: new cams, higher valve lift, redesigned (shorter) inlet manifolds and different pistons. It’s got a slightly bonkers compression ratio of 14:1, and posh materials and general millimetric shaving mean that the engine actually weighs 8kg less than the normal one.
There’s also the usual seven-speed double-clutch gearbox, this time with faster shifts. How they keep getting faster when they’re supposed to be instant in the first place is beyond me, though the Speciale does feel more aggressive, especially in downshifts, and it does exactly what you tell it. I couldn’t shift this fast or well in a manual, so it proves the point.
There are also other weight saving measures for the Speciale Coupe, carried over to the Aperta: lighter glass, lighter bodywork and exhaust, 20kg of mass out of the cabin and forged wheels that save 12kg. Altogether it should weigh about 90kg less than a standard Spider, which never felt like a fatty anyway. There are various active and passive aero flaps that change the car’s behaviour at speed, and bespoke tyres more of them in a minute.
What’s it like to drive?
With the roof up, pretty much like the Speciale. Which is to say, sublime. You can’t beat a naturally aspirated engine for connection and response, and this is one of the greats. A cliché, but you really do wear this car, not just sit in it. And when you drop the roof goodness, it’s a special car. Yes, you can feel a slight shimmy on rough roads, but not enough to spoil the fact that you get every aural ounce of that exhaust and engine’s effort unfettered to your ears. You
have to rev it it’s docile-ish at the bottom end but get it going and there’s just nothing like it. Other cars are faster, more brutal, but this is just poetic. Seriously. I got a bit emotional after one Italian hairpin-filled blast and had to sit for a minute and take it in.
Hard work, then?
Not especially so Ferrari’s Side Slip Control and various diff settings look after you but fling yourself into a corner and the way that the car slingshots around the curve is unbelievable. It’s just so solid, and reliable. The grip is immense, and it’ll let you slide out of a curve with just the right amount of counter-steer release. The engine is so beautifully linear and progressive that you’re never caught out. Even the most boost-addicted 800bhp GT-R owner would
appreciate it.
It also steers beautifully and stops like you imagine a supercar should. It even smothers bumps and we hit a lot, these were Italian backroads and felt secure enough to push. A thing about the tyres though at one point I had to stop for a few minutes, and then as soon as I went into the next corner quickly, it was if the tyres had gone cold. Bit slippy.
All the time, the Aperta lets you experience the whole gamut with all senses extended. It’s wonderful.
Is this the perfect 458, then?
In many ways, yes. I’d have the Aperta over the Coupe, simply because of the ability to hear the engine, and the difference in handling/ride isn’t enough to put me off. But, and there is a but, I don’t think the aerodynamically efficient rear end is as nice as the standard car. The rear diffuser is blockier and less elegant, and the two exhausts aren’t as neat as the standard 458's centre-mounted triplet.
There are also some horribly tacky Limited Edition and Engine of the Year plaques in the otherwise lovely cabin, though I suspect three minutes with a screwdriver could sort that. Small things, but they grate a little when you’re talking about a car like this.
Verdict?
Future classic, without doubt. Incredible noise, incredible handling, incredibly evocative drive. There’s a new turbocharged 458 due in the next generation, so this is the last of a line. A spectacular way to exit, mind.
TopGear
Attachments
He is absolutely mad to drive it in the rain with the roof off! Maybe spoiling the nice leather and alcantara and sure will smell nice afterwards!"What the hell he did to this wonderful interior" comments are coming 3...2...1...
I do like this car much much more than the 458S hard top, it looks spectacular and sounds even more amazing!
Sunny
Premium
^Actually, if keep moving at a decent pace, the interior shouldn't get wet. My first car was used 84 VW Golf cab (Rabbit in US), I got it for $1000. The roof mechanism broke soon after and it was down always. And I would drive it with the roof down all the time, even in rain. Of course stop signs and traffic lights were an issue.
savage-It
Meister Mechaniker
458 Speciale is EVO car 2014 (Ecoty). This was quite unusual for Ferrari (look at previous Ecoty).Probably Ferrari has given them the permission to make something rude and different just as a "thank" for the recent winning.Btw hard to believe and quite hard to see the video even if at the end I appreciate a lot the enthusiasm and skill of Jethro
THe 458 Speciale did win car of the year, but it still lost out to the 997 GT3 RS 2.0 in the best drivers car of the decade award.458 Speciale is EVO car 2014 (Ecoty). This was quite unusual for Ferrari (look at previous Ecoty).Probably Ferrari has given them the permission to make something rude and different just as a "thank" for the recent winning.Btw hard to believe and quite hard to see the video even if at the end I appreciate a lot the enthusiasm and skill of Jethro
savage-It
Meister Mechaniker
This is why I wrote it is unusual for Ferrari to win something with EVO magazine
JHF
Driving Dynamics Pro
Ferrari 458 Speciale Aperta (2015) review
The new 458 Speciale Aperta is the most hardcore V8 roadster that Ferrari has ever produced. In essence, Ferrari takes the 458 Spider and treats it to the same track-focussed upgrades that transform 458 Italia coupe into 458 Speciale. It then adds an A; it’s a reduction of Aperta, Italian for open. Performance goes up from the Italia and Spider’s 562bhp to 597bhp, and just 499 are to be built.
What are the changes on the Ferrari Speciale Aperta versus the regular 458 Spider?
It’s essentially the same logic as 458 Italia versus Speciale coupe. You’ll notice the bodywork first: the more aggressive front bumper, the vented bonnet, the new sideskirts with their aerodynamic fins, the larger rear spoiler. There’s also new dual exhausts to replace the triple-exhaust triangle – they’re mounted higher up to make way for the vast new rear diffuser that swoops up from the underbody.
All the body mods are functional. Of particular interest are the active aerodynamics: the flaps either side of the Prancing Horse in the front bumper push open beyond 106 mph, reducing airflow to the radiator and therefore reducing drag; meanwhile, the horizontal flap below them pushes open at 138mph – it feels noticeably stickier to open by hand – channelling air under the Speciale A and increasing downforce.
Inside you’ll see lightweight sports seats with their centres trimmed in technical fabric and bordered by grippy Alcantara. Alcantara also adorns the dashboard, centre console, and even the sides of the footwell. A track-focussed car’s interior wouldn’t be complete without lashings of carbonfibre, and the Speciale doesn’t disappoint: the door cards, some dash trim and foot plates that replace the carpets are all made from the stuff, helping to slash weight.
Finally, remember your man/handbag: even the glovebox bites the dust to save weight. Click here to watch our Ferrari 458 Speciale coupe vs Porsche 911 GT3 video review.
What’s new under the 458 Aperta’s skin?
As with the Speciale coupe, the mid-mounted V8 retains its 4.5-litre displacement, but it’s 8kg lighter thanks to carbonfibre induction plenums and a lighter exhaust with 25% less back pressure. It’s also heavily re-worked with 10mm shorter inlet tracts, higher-lift cams, pistons coated in an F1-derived low-friction finish, a compression ratio ramped up to 14:1 from the Italia’s 12.53:1, and optimised ignition and injection.
The seven-speed dual-clutch transmission is also now even faster – and no-one ever called it sluggish – with Ferrari claiming upshifts are performed 20% faster, and downshifts 44% faster. You’ll also find uprated suspension, a new generation of carbon-ceramic brakes shared with LaFerrari hypercar, and the latest Michelin Pilot Cup Sport 2s – a new tread design is said to drastically increase wet-weather performance. It does too: we drove the car during a torrential rainstorm, and the way they bite through standing water puts the old Cups – as previously featured on the 997-era 911 GT3 – to shame, though other tyres do still do a better job of clearing water.
Finally, there’s Side Slip Angle control, a kind of hyper-optimised stability control Sport mode. It probably works well on the track, but I still find it too intrusive on the road.
What’s it like to drive the Ferrari Aperta?
It’s still sensational, if noticeably shaded by the Speciale when it comes to the ten-tenths stuff. The chassis doesn’t have quite the same telepathic precision, and you can definitely feel the structure flexing more on less than perfectly smooth roads. To be expected, really.
Yet this is all a matter of degree, because the Speciale is so extraordinarily sharp, and its open-top sibling is still one of the most intoxicating driving experiences out there. The steering is incredibly quick-witted, responsive, and more feelsome than the regular 458, the body control excellent, and the chassis balance continues to delight: the front end bites into corners with real vigour, leaving you to play with the throttle and make the rear end dance to your tune. You feel completely connected to this car in a way that really pumps up your confidence.
Five years on – and with those mods to increase power and response still further – the V8 still feels mind-blowing. It’s tractable down low, but takes a little gulp of air at around 2400rpm and just fires to 9000rpm with so little inertia that it’s shocking. Tight gear spacing and those even faster shifts only intensify the experience. Mad to think, but even the 430 Scuderia shifts were staggeringly quick back in 2007, and still the progress keeps coming.
If anything, the Aperta’s suspension feels softer than the Speciale coupe but it still manages to feel hard-wired into the surface while parrying bumps, and it’s exhaust is less bombastic than both the Speciale coupes I’ve previously driven – no Speciale sounds as good as an Italia, alas, but the less harsh note suits this car.
And when you’re not haring about? Well, you must be stopped to raise or lower the roof, but it takes just 14 seconds to do either, does so with a quieter grace than its predecessor – the fabric-roofed 16M – has almost no impact on the 458’s stunning looks when closed (though it obscures the engine bay), and is mostly very refined – though wind noise was more pronounced above 90mph than expected in our car.
Verdict
The Speciale A, might not be quite as focussed as the coupe, but it’s probably perfectly judged. There’s no better Ferrari V8 roadster to drive, and it comes close to the excitement of the coupe, but dials down some of that car’s excesses, including the sometimes tiresome exhaust noise. But drop the roof and give it some welly and the sound is glorious.
It’s also worth noting that, for a car with such serious intent, sitting in its interior never feels like a compromise, with comfort sacrificed or road noise increased. Even if you never use more than five tenths of the Speciale A’s performance capability, I don’t think you’d regret buying the regular 458 Spider.
Alas, you may have to do just that, what with all 499 of these cars now being sold.
Statistics
On sale in the UK: Sold out
Engine: 4497cc 32v V8, 597bhp @ 9000rpm, 398lb ft @ 6000rpm
Transmission: Seven-speed dual-clutch, rear-wheel drive
Performance: 3.0sec 0-62mph, 199mph, 24mpg, 275g/km (with optional HELE system)
How heavy / made of? 1445kg/aluminium
How big (length/width/height in mm)? 4571/1951/1204mm
CAR's rating
Handling
Performance
Usability
Feelgood factor
Readers' rating
Ferrari 458 Speciale Aperta (2015) review
The new 458 Speciale Aperta is the most hardcore V8 roadster that Ferrari has ever produced. In essence, Ferrari takes the 458 Spider and treats it to the same track-focussed upgrades that transform 458 Italia coupe into 458 Speciale. It then adds an A; it’s a reduction of Aperta, Italian for open. Performance goes up from the Italia and Spider’s 562bhp to 597bhp, and just 499 are to be built.
What are the changes on the Ferrari Speciale Aperta versus the regular 458 Spider?
It’s essentially the same logic as 458 Italia versus Speciale coupe. You’ll notice the bodywork first: the more aggressive front bumper, the vented bonnet, the new sideskirts with their aerodynamic fins, the larger rear spoiler. There’s also new dual exhausts to replace the triple-exhaust triangle – they’re mounted higher up to make way for the vast new rear diffuser that swoops up from the underbody.
All the body mods are functional. Of particular interest are the active aerodynamics: the flaps either side of the Prancing Horse in the front bumper push open beyond 106 mph, reducing airflow to the radiator and therefore reducing drag; meanwhile, the horizontal flap below them pushes open at 138mph – it feels noticeably stickier to open by hand – channelling air under the Speciale A and increasing downforce.
Inside you’ll see lightweight sports seats with their centres trimmed in technical fabric and bordered by grippy Alcantara. Alcantara also adorns the dashboard, centre console, and even the sides of the footwell. A track-focussed car’s interior wouldn’t be complete without lashings of carbonfibre, and the Speciale doesn’t disappoint: the door cards, some dash trim and foot plates that replace the carpets are all made from the stuff, helping to slash weight.
Finally, remember your man/handbag: even the glovebox bites the dust to save weight. Click here to watch our Ferrari 458 Speciale coupe vs Porsche 911 GT3 video review.
What’s new under the 458 Aperta’s skin?
As with the Speciale coupe, the mid-mounted V8 retains its 4.5-litre displacement, but it’s 8kg lighter thanks to carbonfibre induction plenums and a lighter exhaust with 25% less back pressure. It’s also heavily re-worked with 10mm shorter inlet tracts, higher-lift cams, pistons coated in an F1-derived low-friction finish, a compression ratio ramped up to 14:1 from the Italia’s 12.53:1, and optimised ignition and injection.
The seven-speed dual-clutch transmission is also now even faster – and no-one ever called it sluggish – with Ferrari claiming upshifts are performed 20% faster, and downshifts 44% faster. You’ll also find uprated suspension, a new generation of carbon-ceramic brakes shared with LaFerrari hypercar, and the latest Michelin Pilot Cup Sport 2s – a new tread design is said to drastically increase wet-weather performance. It does too: we drove the car during a torrential rainstorm, and the way they bite through standing water puts the old Cups – as previously featured on the 997-era 911 GT3 – to shame, though other tyres do still do a better job of clearing water.
Finally, there’s Side Slip Angle control, a kind of hyper-optimised stability control Sport mode. It probably works well on the track, but I still find it too intrusive on the road.
What’s it like to drive the Ferrari Aperta?
It’s still sensational, if noticeably shaded by the Speciale when it comes to the ten-tenths stuff. The chassis doesn’t have quite the same telepathic precision, and you can definitely feel the structure flexing more on less than perfectly smooth roads. To be expected, really.
Yet this is all a matter of degree, because the Speciale is so extraordinarily sharp, and its open-top sibling is still one of the most intoxicating driving experiences out there. The steering is incredibly quick-witted, responsive, and more feelsome than the regular 458, the body control excellent, and the chassis balance continues to delight: the front end bites into corners with real vigour, leaving you to play with the throttle and make the rear end dance to your tune. You feel completely connected to this car in a way that really pumps up your confidence.
Five years on – and with those mods to increase power and response still further – the V8 still feels mind-blowing. It’s tractable down low, but takes a little gulp of air at around 2400rpm and just fires to 9000rpm with so little inertia that it’s shocking. Tight gear spacing and those even faster shifts only intensify the experience. Mad to think, but even the 430 Scuderia shifts were staggeringly quick back in 2007, and still the progress keeps coming.
If anything, the Aperta’s suspension feels softer than the Speciale coupe but it still manages to feel hard-wired into the surface while parrying bumps, and it’s exhaust is less bombastic than both the Speciale coupes I’ve previously driven – no Speciale sounds as good as an Italia, alas, but the less harsh note suits this car.
And when you’re not haring about? Well, you must be stopped to raise or lower the roof, but it takes just 14 seconds to do either, does so with a quieter grace than its predecessor – the fabric-roofed 16M – has almost no impact on the 458’s stunning looks when closed (though it obscures the engine bay), and is mostly very refined – though wind noise was more pronounced above 90mph than expected in our car.
Verdict
The Speciale A, might not be quite as focussed as the coupe, but it’s probably perfectly judged. There’s no better Ferrari V8 roadster to drive, and it comes close to the excitement of the coupe, but dials down some of that car’s excesses, including the sometimes tiresome exhaust noise. But drop the roof and give it some welly and the sound is glorious.
It’s also worth noting that, for a car with such serious intent, sitting in its interior never feels like a compromise, with comfort sacrificed or road noise increased. Even if you never use more than five tenths of the Speciale A’s performance capability, I don’t think you’d regret buying the regular 458 Spider.
Alas, you may have to do just that, what with all 499 of these cars now being sold.
Statistics
On sale in the UK: Sold out
Engine: 4497cc 32v V8, 597bhp @ 9000rpm, 398lb ft @ 6000rpm
Transmission: Seven-speed dual-clutch, rear-wheel drive
Performance: 3.0sec 0-62mph, 199mph, 24mpg, 275g/km (with optional HELE system)
How heavy / made of? 1445kg/aluminium
How big (length/width/height in mm)? 4571/1951/1204mm
CAR's rating
Handling
Performance
Usability
Feelgood factor
Readers' rating
Ferrari 458 Speciale Aperta (2015) review
D
Deleted member 25
Readers' rating ?
JHF
Driving Dynamics Pro
Porsche Guy
Kraftkurve King
The private/used market pricing on this car is absurd. 650,000+ USD.
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Ferrari
Ferrari S.p.A. is an Italian luxury sports car manufacturer based in
Maranello, Italy. Founded in 1939 by Enzo Ferrari (1898-1988), the company
built its first car in 1940, adopted its current name in 1945, and began
to produce its current line of road cars in 1947. Ferrari became a public
company in 1960, and from 1963 to 2014 it was a subsidiary of Fiat S.p.A.
It was spun off from Fiat's successor entity, Fiat Chrysler Automobiles, in 2016.
Official website: Ferrari
Official website: Ferrari
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