Used Ferrari 458 Speciale 2013-2015 review

The engine’s changes shave 8kg from the car’s overall weight – the exhaust is all aluminium and the intake is carbonfibre. Those 8kg form part of a claimed 90kg total saving that was replicated to the kilo on our scales: at 1395kg now, versus 1485kg for a 458 Italia when we tested it four years ago.

Of this 90kg, 12kg is contributed by lighter, forged wheels, 13kg comes from bodywork and window changes (lighter glass all round and Lexan for the engine cover), and 20kg comes from the cabin, which we’ll come to in a moment. 

There are two flaps on the Speciale’s front valance, one either side of the prancing horse badge in its centre. Below 106mph these flaps remain closed, which diverts air towards the radiators. Above that speed, the radiators get quite enough cool air, thanks very much, so the flaps open, which reduces drag.

Then, above 137mph, they move again, lowering to shift downforce to the rear of the car, in turn adjusting the balance 20 per cent rearward in order to promote high-speed cornering stability.

At the rear, meanwhile, there is a new diffuser (the exhausts have been rerouted to make the most of its central section). Movable flaps in the diffuser adjust, but this time they are dependent not only on speed but also on steering angle and throttle or brake position.

When lowered, the flaps stall the path of air into the diffuser and improve the Cd by 0.03. When raised, the diffuser adds downforce as it should.

Bodywork changes, though, also bring some aerodynamic improvements, you’ll not be surprised to hear, with lessons applied from the LaFerrari and FXX programmes. In the front valance and under the rear diffuser, there are flaps that open at speed to reduce drag and improve downforce.

Finally, there are new Michelin Pilot Sport Cup 2 tyres in a unique compound – rather a sticky one, we suspect – plus new calibration for the adaptive dampers. The carbon-ceramic brake discs also use a new compound.

Here the Speciale has all of the terrific traits that the 458 Italia shows, but amplified by what feels like about two-thirds. It is supremely well balanced and, furthermore, more keenly adjustable than any rival, and its brakes are unburstable.

It’s aggressively quick in the way that it changes direction at and beyond the limit, but it manages to be more faithful than a 458 Italia while doing so. One of the terrific things about a 458 Italia is that it lets drivers indulge themselves near the limit. The Speciale does the same, and more. Braking performance is superb in the dry and turn-in is sharp.

If you turn in off the brakes, there can be a slight touch of understeer, but because the mechanical limited-slip differential’s degree of lock-up is electronically controlled, it’s not a ‘pushy’ car. Instead, it is an extremely sharp one, with quick, light steering.

Mid-corner is where things become terrific. In Race or TC (traction control off) modes, Ferrari’s Side Slip Control system takes control of the limited-slip diff’s operation, supplying enough lock to push the car sideways.

Too much slip and it eases off, spinning an inside wheel instead. Too little slip and it locks to increase the heroics.

Turn off the stability control and the Speciale is quick to push into oversteer but faithful once it lets go. Intoxicatingly so, in fact. Lightweight track specials or a Porsche 911 GT3 aside, there’s nothing else quite like it.