FERRARI F458
almost exclusively, except for its steel connecting rods and forged steel crankshaft. Dindo says the 4.5-litre motor has seen as much as a two per cent improvement in fuel economy with the use of direct injection, and that the 90-degree V8, fed from a 90-litre fuel cell, was designed to swap between a variety of fuels, including E85
TECH SPEC
Length: 4518mm Width: 2036mm Height: 1160mm Wheelbase: 2650mm Front track: 1720mm Rear track: 1688mm Dry weight: 1245kg
Tyres: front – 325/650-18 Pirelli or 300/650-18 Michelin or 300/660-18 Dunlop; rear – 325/705-18 Pirelli or 310/710-18 Michelin or 310/710-18 Dunlop
Engine: naturally aspirated, 90-degree V8; 4498cc; direct injection
Block: aluminium Bore: 94mm Stroke: 81mm
Maximum power: 346.75Kw (465bhp) at 6250rpm
Maximum torque: 520Nm at 5750rpm
Transmission: Hewland six- speed sequential
ethanol and E10, depending on the series the F458 competes in. ‘[Direct-injection] is not a
big step because the primary goal at higher revs with the high-pressure pumps is to give some extra power, so it is between a 1.5 and two per cent improvement in race conditions,’ says Dindo. ‘Where you have open throttle, when you have a partial
load, the difference is higher but also it depends on the circuit and how much the driver is on or off the throttle.’
While the F458 produces
more power than the F430 it replaces, it carries extra weight compared to early versions of its predecessor, tipping the scales at the ACO’s 2011-mandated 1245kg which allows it to run
larger tyres. The need to shed weight and to optimise weight distribution led to the F458’s six-speed sequential Hewland gearbox receiving a lot of attention, as Dindo explains: ‘For the gearbox, we wanted
a quicker shift mechanism, and Hewland was able to give us a lighter gearbox case and gear cluster. We also wanted a lower
A heavier engine meant weight had to be saved in other areas to redress the balance. Hewland came up with a lighter six-speed sequential ’box with the added bonus of a lower centre of mass
www.racecar-engineering.com • June 2011
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