One example is the Ferrari 458 Italia, the latest in a line of mid-engined models that started 40 years ago.
Unlike the pretty F430 before it, the 458 looks more aggressive with cab-forward styling reminiscent of the Enzo and the FXX.
It may not look beautiful at first glance but with its LED lights and triple tailpipes, it is sensational enough to make classics like the sensuous 355 look sadly dated.
The 458 has a brand new aluminium chassis with a new V8 engine and suspension.
The car is basically the same size as the F430 but with a longer wheelbase for greater directional stability. As a result, the overhangs are shorter and the cabin has an extra 10mm.
More interestingly, Ferrari has created numerous 'firsts' with the 458.
The new flat-bottomed steering wheel is inspired by the prancing horse's involvement in Formula One racing and houses all the driver functions required, in addition to the already familiar engine start button and manettino car set-up dial.
No stalks sprout out of the steering column. Instead, the switches for the indicator, wipers and high beam are all on or around the steering boss.
Stuart Martin road tests and reviews the Ferrari 458 Italia, with a lap at the company’s track in Fiorano. 
Ferrari has taken its two-seater V8 sports to new heights with the 458 Italia, but there's no manual in sight. 
Sharing some of the California's drivetrain, albeit with upgrades to suit the harder-core performance aspect of the coupe, the 458 is only being offered only as a double-clutch automated seven-speed manual when Australian deliveries start mid-2010, so low was the demand for 430 manuals. 
The company says the 458 - expected to cost as much as $600,000, or 10 per cent more than the 430 - completes the new generation Ferrari range, boasting better environmental credentials accompanied by more power and better performance.
The 458 is largely focussed on the driver, with the remainder of the cabin laid bare - the driver gets a steering wheel that has the bulk of the features now mounted on it, moving lights, indicators, windscreen washer/wiper function to the steering wheel, as well as the start/stop engine button, the independent damper switch and the all-important Manettino toggle.
That system controls the suspension, stability control and drivetrain via the one ECU, which Ferrari says allows the systems to work together for quicker response times.
The aluminium-spaceframe vehicle, which was developed with input from Michael Schumacher, sits on a double-wishbone front and multi-link rear suspension, with some similarity to the underpinnings of the California - but some of the suspension has been altered for 458 Italia duty, including the bushing.
The 458 is also stiffer than the outgoing 430 Scuderia, boasting only 30 extra kgs but with 50 more kiloWatts and 70 additional Newton metres of torque on hand, it's quicker than the outgoing sports model.
The alloy direct-injection engine is now 4.5-litres, with work done to reduce internal friction as well as using a dry sump and oil scavenger system, producing 425kW at a manic 9000rpm and 540Nm at 6000rpm, although 80 per cent of that is available from 3250 through until 9000rpm.
The sprint to 100km/h takes less than 3.4 seconds, it brakes from that point to standstill in 32.5 metres thanks to standard carbon-ceramic brake discs and a 1380kg kerb weight and the top speed is around 325km/h.
The car has also benefitted from considerable aerodynamic work, managing to cut drag - it's cD is 0.33 - but at the same time generating solid levels of downforce at speed - 360kg of downforce is being generated at the top speed of 325km/h.
Flexible front winglets, rear diffusers and subtle venting across the length of the body are all part of a complex aerodynamic package that aim to give the car ample track stability at speed.
Driving the car on its local Italian roads and the test track at Fiorano where much of the development work was done, the 458 feels well-sorted. The road drive revealed the latest incarnation of the magnetorheological controlled damping system deals well with ride quality, as well as tightening up appropriately when asked.
The engine sounds a little less inspiring at mundane speeds, but the drivetrain doesn't baulk at suburban dawdling.
But bury the right foot and the active exhaust brays with intent as the V8 spins with ferocious intent to 9000rpm - only race mode will stop the gearbox changing up at the limiter, but the pace at which the horizon closes in on the sharp nose of the 458 is astonishing.
On the Fiorano test track, the 458 is no less astonishing - the full throttle noise borders on a physical assault and the electronics are kept busy on a greasy track, but it feels cohesive and unlikely to bite, unless you switch all the electronics off - but we didn't.
There's little that occurs beneath the wheels that the driver is not aware of, but the talents of the car are best shown by the Ferrari test drivers, who demonstrate the 458 Italia's considerable potential.
The 458 Italia is the latest incarnation of the mid-rear engined berlinetta and will be unveiled at the next Frankfurt Motor Show. The Ferrari 458 Italia is a massive leap forward from the previous mid-rear engined F430. The Ferrari 458 Italia is a completely new car from every point of view – engine, design, aerodynamics, handling, instrumentation and ergonomics. The Ferrari 458 Italia, as is now traditional for all Ferrari’s road-going cars, benefits hugely from the company’s Formula 1 experience. The Ferrari 458 Italia’s interior gets a new layout and a revolutionary ergonomic interface where the main controls are all clustered on the steering wheel.
Ferrari’s track experience makes its presence felt in the 458 Italia not only in terms of pure technological transfer but also on a more emotional level, because of the strong emphasis on creating an almost symbiotic relationship between driver and car. The 458 Italia features an innovative driving environment with a new kind of steering wheel and dashboard that is the direct result of racing practice. Once again input from Michael Schumacher – who was involved from the very start of the 458 Italia project played an invaluable part.
The Ferrari 458 Italia’s Pininfarina design provides further evidence of the complete departure from the past that this new car hails. The Ferrari 458 Italia has a compact, aerodynamic shape, underscoring the concepts of simplicity, efficiency and lightness that inspired the project. The new 4499 cc V8 is the first Ferrari direct injection engine to be mid-rear mounted. The engine delivers 570 CV at 9000 rpm and, with an outstanding power output of 127 CV/litre, sets a new benchmark not only for the whole Ferrari range and the history of company, but also for the entire market segment. Maximum torque is 540 Nm at 6000 rpm, over 80% of which is available from 3250 rpm.
The car’s soundtrack is also typical Ferrari, with an exciting, powerful growl emerging from the engine before it channels through to the exhaust’s three rear tailpipes. The 458 Italia is equipped with the seven-speed dual-clutch transmission which increases performance whilst providing very smooth shifts even at full throttle. Despite the fact that the new engine is significantly more powerful than the V8s that preceded it, the Ferrari 458 Italia produces just 320 g/km of CO2 and fuel consumption is 13.7 l/100 km (combined cycle), the best in the entire segment.
The Ferrari 458 Italia reaches 0-100 kmph acceleration in under 3.4 seconds and a maximum speed in excess of 325 km/h. The supercar offers extremely rapid turn-in and body control whilst maintaining superior ride comfort. The ECU governs the high-performance ABS, providing even more precise control over the logic threshold and greater efficiency. The brakes also feature a prefill function whereby the pistons in the callipers move the pads into contact with the discs on lift off to minimise delay in the brakes being applied. This combined with the ABS has cut the 100-0 km/h braking distance to a mere 32.5 metres.
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