As is the noise. Any concerns over the timid idle soon vanish, replaced by at least four families en route who've abandoned lunch to see and hear the 458. Some are filming, others cheering; no one is complaining. The note is not only ridiculously loud but also varied and with that shrillness unique to a Ferrari V8.
If there is a downside, it is that on the road there are precious few opportunities to use all of the 458's performance. Even in Italy. If you're lucky you'll see all of second gear, and occasionally third, but such is the extent of the rev range and force of 562hp that by then you're really traveling.
It's rained overnight and while autumnal leaves may look pretty, they do nothing for adhesion. But the 458 runs the latest version of the Ferrari's E-Diff, now controlled by the same ECU as the traction control, for a faster response. And this car provides its driver with much more confidence in the front end than the F430 ever did.
More than the styling or engine, it is this element that represents the biggest gain. This is not simply a matter of there being more outright grip; there's more consistency and better communication.
The engineers explain that while the front of the car feels most different, this is mainly down to improvements in the multi-link rear suspension. By better controlling the camber angle and wheel center movement, Ferrari has been able to increase roll stiffness and run faster, more precise steering.
And what of that quicker steering? It takes a little getting used to, but only in that it feels foreign to make such small movements. But because the response is linear and immediate, you soon find yourself intuitively applying the correct amount of lock in a single application.
Later, when I get the opportunity to try the 458 at Fiorano (it laps as quickly as the Scuderia, apparently), the steering does an excellent job of communicating when the grip is running out.
Later still, when Ferrari CEO Amedeo Felisa asks what I think of the car, it's the steering he's most interested in, and specifically, how it compares with that of a Lotus Evora. The 458's helm isn't as chatty as the Lotus', and it's ultimately not as "feelsome," but it is more precise and suffers less kickback.
The bottom line, though, is that not only does it work but it's also enjoyable to use. So much so that you can drive the 458 in mixed conditions and still enjoy yourself, without fear of a trip into the scenery. Leave the manettino switch in low-grip or normal settings and the electronics will keep things tidy; switch to race and it lets the back slide a little wide under power. But it is testament to the predictability, steering accuracy and throttle response that the last two modes (“traction off” and “you're on your own”) aren't completely off the menu.
Whether on track or road, the 458 is an entertaining and competent sports car, but also a relatively comfortable one. With the California, Ferrari went after a slightly different type of customer, offering a broader, more focused GT.
I was expecting this to allow the company to go even more extreme with its sports cars, but while there is no questioning the 458's performance or excitement, it is surprisingly refined. Road and wind noise are very acceptable, and the ride is calm. As with the 430 Scuderia, it is possible to decouple the suspension settings from the manettino groupings, so you can have the dampers in their most compliant mode while still retaining the fastest gearshifts.
Do so and the 458 copes with even very bumpy roads easily, but even in the firmer settings the ride is far from jittery. This is probably helped by an aluminum spaceframe chassis that's 20 percent stiffer than the F430's.
All of which leaves a Ferrari that you could genuinely use for longer-distance trips, especially given the interior. Ferrari has never had a problem with the cow-count, although sometimes the ancillary switches have left a little to be desired. But in the 458 the cabin has a consistent quality (including two TFT color screens), plus some genuine innovation. Ferrari has done away with the indicator stalks, putting the signals, light and wiper controls on the steering wheel. Not everyone will like it, but I think it works well.
The pedals are slightly offset, but fine to use. And while the standard seats are good, I'd go for the optional race seats, which are more supportive and lower, without being any less comfortable or significantly compromising visibility.
I'm painting a very positive picture here. So much so that you'd be forgiven for concluding that the 458 Italia increases windage instead of reducing it. But here's the thing: I drove the 458 solidly for five hours and came away hugely impressed. It responded to my two big doubts (the gearbox and steering) in the best possible way: by putting a smile on my face.
Some may have been expecting more from the 458, hoping that a brand renowned for adopting new technology might herald a sea change in the way we think about sports cars. It doesn't do that.
But in the detail, there is a lot that is new about the 458 and as a product it is much, much more complete than its predecessor. Others may question the price – expected to creep up to $260,000 – especially next to Porsche's 911 GT3. But that is a different car, more analogue and pared back.
In comparison, the 458 Italia goes further and accomplishes more. It is a truly exceptional achievement.
Jamie Corstorphine/Autocar
