Official Novitec Rosso Ferrari 458 Italia

Novitec Rosso has finally released their program for the Ferrari 458 Italia. At the Geneva Motor Show 2011 the extensive program for the mid-engine sports car will celebrate its world debut.

The high-performance program includes engine tuning that increases power output to 609hp at 9,100rpm. Simultaneously peak torque grows from 540Nm to 569Nm at 5,400rpm, propelling the two-seater car to a top speed in excess of 330km/h. Powered by this engine the two-seater engine tuning reaches a top speed in excess of 330km/h.

The high-performance exhaust system, made from the same Inconel material also used in Formula 1 racing, optimizes both power yield and exhaust note while weighing in at 21 kilograms less than the production exhaust. The aerodynamic-enhancement kit was developed in the wind tunnel and is manufactured from carbon fiber. It also contributes to the lightweight-design concept of the conversion. A custom-tailored tire/wheel combination with diameters of 21 and 22 inches, a modified suspension with front lift system and interior options round out the upgrade for the Italian sports car.

The specialists have added an additional 39hp of power from the 4.5 liter V8. A new carbon fiber airbox with modified air routing is installed on the intake side. The exhaust system was developed to improve exhaust-gas flow. The exhaust system consists of two high-performance manifolds, sport catalysts and a rear muffler with a control flap, whose sound can be adjusted by the Manettino button on the steering wheel. The exhaust system features three tailpipes with a diameter of 90 millimeters. The engine conversion also includes newly programmed engine electronics with newly calibrated mapping for ignition and injection.

The body components were fine-tuned in the wind tunnel of the University of Stuttgart. The components are made from especially light high-strength carbon fiber and give the car and reduction of weight. The front spoiler is attached to the production bumper. In combination with the flaps to the right and left of the central air inlet its sophisticated shape minimizes lift on the front axle, which benefits directional stability at high speeds. Wings and the fender-mounted ventilation louvers now made from carbon fiber are also so part of the front.

The rocker panels create optimal airflow between front and rear wheel wells. Carbon fiber mirror housings add the final touch. To reduce lift on the rear axle the 458 Italia is equipped with a rear spoiler, a carbon fiber diffuser, ventilation louvers and the fog lamp surround. The roof panel of the car and the engine hood are also made from carbon.

Custom-tailored versions of the three-piece Novitec Rosso NF3 wheels size 9Jx21 in front and 12Jx22 on the rear axle. Technology partner Pirelli supplies PZero high-performance tires. On the front axle the tires are mounted in size 255/30 ZR 21. In the rear tires in size 335/25 ZR 22 provide optimal traction.

The sport springs lower the ride height of the Ferrari by some 35 millimeters. The hydraulic front lift system can raise the front of the car at the push of a button in the cockpit by some 40 millimeters, eliminating problems posed by speed bumps or parking garage ramps. At a second push of the button or automatically upon reaching a speed of 80km/h the front reverts to its original position.

The racing theme of the body kit is continued in the interior with a center console, scuff plates and longer shift paddles on the steering wheel, all made from carbon fiber.

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  1. Like anyone with half a brain, I’ve been willing to cut Ferrari some slack because it is, well, Ferrari –- the most famous fast car brand of all and the maker of cars that everyone wants to know about. Bang out a video of yourself drifting a new Jag XKR on YouTube and 17 people watch it; do the same in a 430 Scuderia and the audience is 500,000 strong. As a journalist, those numbers make you willing to accommodate truck-loads of bullshit, but I’ve had enough now. I couldn’t care if I never drive a new Ferrari again, if it means I never have to deal with the insane communication machine and continue lying about the lengths to which Ferrari will bend any rule to get what it wants. Which is just as well, because I don’t think I’m going to be invited back to Maranello any time soon. Shame, the food’s bloody marvelous.

    How bad has it been? I honestly don’t know where to start. Perhaps the 360 Modena press car that was two seconds faster to 100mph than the customer car we also tested. You allow some leeway for “factory fresh” machines, but this thing was ludicrously quick and sounded more like Schumacher’s weekend wheels than a street car. Ferrari will never admit that its press cars are tuned, but has the gall to turn up at any of the big European magazines’ end-of-year-shindig-tests with two cars. One for straight line work, the other for handling exercises. Because that’s what happens when you buy a 458: they deliver two for just those eventualities. The whole thing stinks. In any other industry it wouldn’t be allowed to happen. It’s dishonest, but all the mags take it between the cheeks because they’re too scared of not being invited to drive the next new Ferrari.

    Remember the awesome 430 Scuderia? What a car that was, and still is. One English magazine went along with all the cheating-bullshit because the cars did seem to be representative of what a customer might get to drive, but then during the dyno session, the “standard” tires stuck themselves to the rollers.


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