Ferrari 458 Speciale: Catch it While You Can
Already lauded as the best Ferrari of modern times, the status of the 458 Speciale is only heading in one direction
With the 458's replacement, the 488 GTB, migrating to force-fed induction, the world will look back at the era of naturally-aspirated supercars with extraordinary fondness - and in many ways, the 458 Speciale represents its pinnacle.
Greatness naturally thrust upon it
If the 458 is destined for historical greatness - and it is - the 458 Speciale is already the stuff of legend. It is, quite simply, a brilliant driver's car. For starters, it shaves 90kg off the 458's weight. It also has an effective drag-reducing and downforce-boosting aerodynamic package. But most of all, its engine is an absolute humdinger.
This is normally-aspirated V8 Ferrari heaven. Not only is this the most powerful NA Ferrari ever (605hp, some 35hp up on the regular Italia), it also has the highest specific output of any NA road car in history (135hp per litre). While the Speciale's performance gains are marginal (3.0 seconds to 62mph, some four tenths quicker than an Italia), it's the way the Speciale delivers its performance that's so exceptional: a responsiveness to right-foot inputs that's simply unmatched and an intoxicating eagerness to rev up to an indicated 9,400rpm. And the quality of the noise above 8,000rpm is unforgettably intense, suitably enhanced by the crackling roar of the Speciale's rerouted exhaust.
Be warned, though: this is a hard-edged experience. You'll struggle to find a track with noise limits accommodating of that fantastic din and its specially calibrated dampers are unforgiving in any setting.
Heroic few
The 458 Speciale is a collector's dream for another reason: it's a rare beast; one that sold out long ago. Ferrari still lists the Speciale on its website, but since the factory is now switching over to the 488 GTB, I'm told that Speciale production ceases in September. The very last Speciale coupe - in bright orange - is heading for, ah, James May's garage.
Ferrari hasn't divulged total production numbers for the Speciale, but it's unlikely to be more than 2,000 coupes, on top of which you can add 499 open-topped Speciale A examples.
Although priced new at £208,090, extras were always obligatory. Ferrari UK's yellow Speciale, in which I had quite a bit of fun earlier this year, has over £40,000 of extras fitted, which is actually quite modest, if some reports of options-list ticking I've heard are true.
As an example of the extras chosen by owners, a version ordered through Ferrari's 'Atelier Program' is up for grabs. It's a 2014 example in Azzurro (bright blue) with gold NART stripes, gold wheels and gold calipers, plus extra carbon bits (including race seats). It's only covered 875 miles and seems fair value at £239,995.
If you want even less mileage, a 2014 example with delivery miles will cost you £285,000, with a generous spec including a blue NART stripe, four-point belts, track camera, rear camera, sat nav and upgraded sound system.
As for the open-topped Speciale 'A' (Aperta) version, there's a brand new, delivery-mileage LHD example in red available for a whopping £525,000. That's more than double the original list price of £228,682.
What chance a sub-£200K car?
Sub-£200K Speciales are impossible to find, unless you go LHD - continental Speciales do find their way here, at prices well below RHD ones. Indeed, one was listed recently on PH at £199,995.
Will RHD cars go below £200K any time soon? I very much doubt it. With low-mileage 430 Scuderias still up for above £200K, the long-term prospects for the 458 Spesh are looking pretty special, I'd say.
It is a shame somewhat that this title of "the car to own" is being foisted upon it because whilst it is most definitely true that it is the last of the great NA Ferraris, it is also a car that any owner ought to be able to fully enjoy as often as they want.
It's a bit of a bizarre and cruel curse - more of a thing in this country it has to be said - that the very best drivers cars are by virtue of being cherished doomed to be garage queens, lest the owner forsake a sizeable chunk of their market value. With this car especially the profit margins for ultra low mileage cars are and will be as time goes on, I would think, hard to ignore.
I hope to be able to see one in motion one day, and hope that there are owners out there brave enough to actually drive them as Ferrari SpA intended.
The seccond bit then goes on to mention hp per litre.
EDIT: Damn just beaten to it^
This bit isn't true either - whilst there were some reports of that, there have also been posts on here where people have said there wasn't any sort of non-optional 'optional extra' spend forced upon them, so they weren't 'always' obligatory.
Edited to add, this is the thread I was thinking of: http://www.pistonheads.com/gassing/topic.asp?h=0&a...
The seccond bit then goes on to mention hp per litre.
EDIT: Damn just beaten to it^
Cheers,
Matt
"Ferrari hasn't divulged total production numbers for the Speciale, but it's unlikely to be more than 2,000 coupes, on top of which you can add 499 open-topped Speciale A examples."
So it my be rather Speciale, but it's not exactly rare is it? That's more than the entire annual output of Lotus Cars!
No quibble on the specific output, but there is no way that this is "the most powerful NA Ferrari ever".
Most powerful NA V8 Ferrari maybe?
I've often wondered if manufacturers fit tyres like they did to the E46 CSL, GT3 etc to make the lightweight model seem worth it You can get a second or two in lap time just with different tyres, but a lot of CSL/Speciale style weight reduction doesn't make as big a difference. Because we're only given the final laptime, not the contribution each elements makes, the sticky tyres make the whole project seem worthwhile by a big jump in performance and lap times.
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