Can a drop-top driving experience be any better? We think not
The roof integrates seamlessly with the car’s Pininfarina-penned lines thanks to the two large buttresses, an iconic styling cue of past models such as the Targa-style GTS versions of the 308 and 328, and even more reminiscent of the Dino GTS. As a result, the Spider possesses a sort of heritage-correct look I really admire. Along with stiffer sills, the covered pillars also increase structural rigidity, in addition to providing ample rollover protection. No need for heavy rollover pop-ups. The only drawback? Since the roof assembly covers nearly 70 percent of the engine compartment you can no longer gaze at the 4.5-liter V8 and its Rosso red cam covers. It’s a trade-off I’ll accept. Just knowing it’s there is good enough.
Truth be told, the Spider looks even better than the hardtop 458, itself one of the most beautiful cars on the road. It’s also the most thrilling, offering a visceral driving experience unlike any car I’ve ever driven. For open-air sensory-overload excitement, it simply doesn’t get any better.
Running across the Apennines via the amazing S 62 (same road where in 1919 Enzo Ferrari competed in his very first road race), the Spider entered each turn with the sure-footed finesse and agility of a cat, and exited with the raw ferocity of a lion, and doing so without worrying about ending up backwards in a ditch, or worse. With the steering-wheel-mounted manettino set in Sport or even Race mode, the combination of the electronically controlled E-diff 3 and the F1-trac traction control teases you to push its limits, as if saying “Come on. Is that all you got?” It’s a feeling that inspires confidence, allowing you to take outrageous liberties with respect to speed, braking and cornering, and while maintaining an exquisite composure. Switch the manettino to CT Off or ESC Off, the Spider’s most extreme settings, and all bets are off. Here, you need to tread a bit more cautiously or at least be a lot more certain of the car’s limits as well as your own. On the flip side, the Spider can provide a very supple ride when placed in the least aggressive driver settings, even on the most demanding or imperfect roads. Ideal for just running around town or after a long day in the twisties.
Apart from relocating the engine intakes and exhaust pipes, now positioned at the bumper, the Spider features the identical insanely high-revving 4.5-liter V8 as the hardtop, so specs remain the same with an impressive 562 hp and 398 lb-ft of torque, 80 percent of which is available at just over 3000 rpm. As we’ve reported with the Italia, the engine is nothing short of a masterpiece, so much so an international jury of 76 automotive journalists from 36 countries bestowed it with the award for Best Performance Engine. Did we mention the Italia also won World Performance Car of the Year?
With all the beefing up of the chassis, the Spider is surprisingly only 110 pounds heavier than the coupe, which means there’s very little performance difference. Though we think it can do better, Ferrari says the Spider can sprint from 0-62 in just 3.4 seconds, identical to the coupe. And given the streamline aerodynamics with the top up, maximum speed is just 4 mph slower at just under the 200 mark. So close in fact, lapping Fiorano is just a half second behind the Italia. Unless you’re Fernando Alonso, most will never feel the difference.
Thank you. Plus, in addition to ample storage up front, the efficient packaging of the roof leaves room behind the seats for a luggage shelf suitable for a Ferrari-badged golf bag. Incidentally, Ferrari offers optional 458 Spider signature luggage for up front too. While we spent most of the drive enjoying the open-air experience, we did close up for a highway stretch providing a comfortably quiet, squeak-free environment. Should you miss the music from out back one needs only to press a button to adjust the small rear window, which also serves as a wind deflector with the top down.
The Spider is really a car with two distinct personalities. Unlike the 430 Spider, the new car can role-play when it wants to, as an incredibly sporting coupe or sexy roadster. Historically, the Spider outsells the coupe (3:2 in the U.S.), and I suspect the 458 Spider will push those percentages even higher, attracting the attention of even the most steadfastly loyal coupe owners. You’ve got ’til February to make up your mind.
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