The F430’s lines is designed by Pininfarina in collaboration with Ferrari’s Head of Design, Frank Stephenson. Each styling cue highlights the aggression and performance of a thoroughbred Ferrari, yet respects the functional demands of this kind of car.
Little has been carried over from the outgoing 360 Modena resulting in the new berlinetta having an even stronger personality and more muscular stance. The F430’s nose is characterized by two distinctive air intakes that channel air into generously sized radiators that cool the powerful engine.
Their shape draws inspiration from the Ferrari 156 F1 that Phil Hill drove to his F1 World Championship title in 1961.
The two intakes are linked at their lower edge by a spoiler that directs air towards the car’s flat underbody.
The F430’s vertically stacked headlights are extremely compact thanks to the use of Bi-Xenon technology. When the lights are on, the unique shape of the blinker, which is incorporated into the outer edge of the headlight, emphasizes the profile and makes the car immediately recognizable. Large air vents just ahead of the front wheels channel air out of the radiators and along the car’s flanks. A generous scoop above the rear wheel arches channels air into the engine.
The side view is completed by the new 19″ wheels with 5 twin-spoke layout that combine classic Ferrari design flair with exceptional levels of structural rigidity and light weight.The Enzo Ferrari was the inspiration for much of the rear styling of the new F430. The type and arrangement of the lights are the same and protrude quite prominently from the bodywork. Another similarity to the Enzo is the shape of the air vent for the engine with the chrome Prancing Horse in the middle.
The Ferrari’s meticulous aerodynamic detailing is also reflected in the new rear diffuser integrated into the bumper which boasts race-derived dimensions. The F430’s extreme performance capabilities are further underlined by such styling details as the new exhausts with anodized aluminum tailpipes.
Extreme care was taken designing the small details of the car. The wing mirrors, for example, now have a specially profiled twin mounting arms that channel airflow to the engine intakes. The F430 logo is embossed on the back of the driver’s side mirror. Even the finish of the engine bay is a work of art. Back to Top
The interior has been totally reworked to give the vehicle a more sporting feel. Instrument panels, dash, a slimmer central tunnel, new seats and trim are all areas that were subject to in-depth studies to improve ergonomics.
The instruments are housed in a new panel. The rev counter features new graphics and a choice of either a red or yellow background, a new metal surround, the digital readout of the gear ratio selected (F1 version) and a multi-function display.
The same uncompromising approach to driver control was the inspiration behind mounting the starter button and manettino directly on the steering wheel. The wheel design itself is new with the upper rim flattened to improve visibility in the straight-ahead position, and the horn actuators are integrated into the inner rim where they can be easily pressed.
The interior reflects the advanced technology and materials employed in the car’s construction, and can be personalized with carbon fiber or aluminum inserts.
The cockpit is noticeably bigger and the passenger comfort has been increased thanks to a slimmer central tunnel which houses the gear lever on the manual version and the F1 console on the paddle-shift version. There is plenty of space behind the rear seats, with a new electrically operated storage compartment and netting on the rear firewall.
The seats have been redesigned for greater lateral support and the standard electric seats can be substituted with more sporting items such as four-point harnesses to order (depending on markets).
The F430 is powered by a new 90° V8 featuring Ferrari’s traditionally uncompromising design approach with a flat-plane crank (180° between throws). This is an all-new unit that does not share any components with the 360 Modena’s engine.
The improvement in terms of performance, weight and reduction of overall dimensions is the result of applying Ferrari’s wealth of F1 experience to its road cars. Despite a 20% increase in engine displacement (from 3,586 cc to 4, 308 cc), engine weight has grown minimally by just 9 lbs, while performance is considerably improved across the board.
Torque increases by 25% (343 lb-ft at 5,250 rpm, 80% of which is already available at 3,500 rpm) and power by 23% (490 hp at 8,500 rpm). The engine is extremely compact with a cylinder spacing of just 104 mm. Similarly, Ferrari’s engineers integrated the sump and main bearings in a single casting which, along with a smaller diameter twin-plate clutch and flywheel, has reduced the engine height between the bottom of the oil sump and the crankshaft to just 130 mm (from 145 mm on the 360 Modena power unit). In line with the latest developments in high specific output engines, there are new 4-valve cylinder heads, and the inlet tracts and valve diameters are derived directly from designs used on the F1 engines. Support from the company’s Gestione Sportiva racing side was essential in defining performance characteristics.
The twin overhead camshafts per cylinder bank feature continuously variable timing on both inlet and exhaust cams, and hydraulic tappets drive the valve gear. Actuation of the cartable valve timing is guaranteed by a high-pressure hydraulic system (20 bar), obtained by using a supplementary pump, an external accumulator and a circuit that works in parallel with the oil circuit for the hydraulic tappets this ensures that a full timing cycle is completed in 0.1 seconds.
Ferrari has dropped the mixed gear/toothed belt distribution system for a chain-driven system, thus reducing the overall length of the engine.
The intake manifold features straight inlet tracts to the two central plenums, which, in turn, have trumpets individually, cast at the top of the tracts for each cylinder to ensure optimum airflow to the cylinder heads. A rotating drum – actuated pneumatically by the engine control unit – compensates for variations in the effective volume inside the two plenums to optimize the intake resonance characteristics and therefore maximize the torque curve throughout the rev range.
The performance targets set were also achieved thanks to the unrestricted intake and exhaust ducts for optimum gas flow efficiency and the high compression ratio (11.3:1). The painstaking care taken over optimizing internal fluid dynamics and combustion efficiency has ensured a high specific power output despite conforming to the latest Euro 4 and LEV 2 emissions standards. Engine management is via two electronic Bosch Motronic ME7 control units with twin-motorized throttles, single coils and active anti-knocking control throughout the entire rev range. Back to Top
E-diff – Transmission – F1 Gearbox
One of the technical features that sets the F430 apart is the E-Diff or electronic differential. The E-Diff is now standard equipment on the F430 ? the first time that a production car has been equipped with such a sophisticated system for high-performance road holding.
On the track, the E-Diff guarantees maximum grip out of turns, eliminating wheel spin. On the road it is a formidable technological refinement that improves road holding. This system is available both on the F1-paddle sift version as well as on the manual gearbox model. It consists of three main subsystems:-A high-pressure hydraulic system, shared with the F1 gearbox (if present); -A control system consisting of valve, sensors and electronic control unit;- A mechanical unit housed in the left side of the gearbox.
Torque is continuously distributed between the wheels via two sets of friction discs (one for each driveshaft) controlled by a hydraulic actuator. The amount of torque transmitted to the driven wheels depends on driving conditions (accelerator pedal angel, steering angle, yaw acceleration, individual wheel rotation speed) and brings considerable advantages in terms of performance, direction stability, active safety and handling feedback.
F1 racing was a vital test bench that enabled Ferrari’s engineers to develop a highly sophisticated system that perfectly matches the requirements of a road car designed to reach over 196 mph and generate considerable cornering forces. The electronic differential actively helps reduce Fiorano lap times by 3 seconds compared to the 360 Modena.
For the driver, the E-Diff increases handling balance and grip (which noticeably improves acceleration), improves roadholding on the limit and also guarantees even better steering feel.
The F430 features a new cast aluminum transmission casing that houses the gearbox in unit with the electronic differential and bevel type final drive, as well as the engine oil tank. The 6-speed gearbox incorporates muilticone synchronizers, while both the 6th gear and the final drive have been lengthened to make the most of the greater power and torque of the new engine.
The F430 is available with either the classic Ferrari open-gate manual gearbox or with the F1 paddle shift that Ferrari has continuously developed and refined over recent years for its road-going berlinettas. Ferrari’s F1 gearbox for the F430 is state of the art, introducing a number of important modifications: the F1 gearbox management incorporates a new control strategy which further perfects gear change speed and smoothness under hard use.
Changing gear takes just 150 milliseconds, as measured by the ‘hole’ in acceleration during the change. While increasing the speed of changes during hard driving, the new software improves smoothness in the fully automatic mode (actuated by a button on the central tunnel), making the F430 a true all-rounder. Gear change strategies have been fully integrated into all the car’s other control systems and are modified by the settings selected by the steering wheel mounted manettino.
The shift paddles are fixed to the steering column in tried and tested Ferrari tradition (right-hand paddle to change UP and the left to change DOWN) but reverse is now selected by a button on the central tunnel for greatest ease of use.
Manettino and Vehicle Set-up
Just like in Formula 1, the F430 driver can change different areas of the vehicle set-up by using a single selector set on the steering wheel.
The manettino, as it is called by Scuderia Ferrari drivers, is a control switch that has been adopted directly from racing, where the drivers’ total commitment to driving requires maximum efficiency and speed in controlling the car’s various functions. This switch quickly and simply controls the electronics governing suspension settings, the CST stability and traction control, E-Diff and the change speed of the F1 transmission, as well as the integration between each of these individual functions.
The manettino enables car settings to be changed to suit the personal preferences of the driver, road surface conditions and available grip.
The driver has five available settings. These are (in ascending order according the level of performance):
ICE: performance is significantly restricted (maximum intervention by the stability and traction control) for maximum stability ? indispensable for driving in very slippery conditions (snow or ice). The car reacts smoothly to driving inputs. The automatic gear changing mode is selected which prevents gear changes at high revs and reduces the possibility of the rear wheels locking up on down changes, even on ice.
LOW GRIP: this position ensures stability both on dry and wet surfaces. It is therefore recommended for surfaces with poor grip (rain), gritty roads or particularly broken or undulating blacktop. In this configuration, unlike ICE, the driver can still use the F1 paddles shift.
The adaptive suspension setting is optimized to provide a very comfortable ride without impeding the handling balance, and the stability and traction control remains in the ICE configuration.
SPORT: this is the standard setting that strikes the best balance between stability and performance. Ideal for the open road, this position provides an optimum compromise for maximum performance in safety. Compared to the previous settings, SPORT adopts a more sporting configuration for the adaptive suspension to maximize performance, handling and stability at high speeds. The CST also goes up a level, giving the driver greater freedom, without excessively reigning in the engine.
RACE: this setting must be used only on the racetrack. Gear changing is even faster to minimize gear shifting times. CST intervention is reduced to a minimum (the engine management only cuts the engine when absolutely necessary).
CST: activates or deactivates the stability and traction control. With the manettino set to off, the driver has full control over the car’s reactions.
The only driver aids that remain active are those that cannot be overridden such as ABS and EBD (electronic brake distribution). With the CST deactivated, the electronic differential has a specific calibration which releases the car’s incredible levels of handling and road holding free of stability controls. Gear shift speeds and damper settings are the same as in RACE. Besides the significant technological breakthrough that the manettino represents, the approach to the new F430 is to exploit the full potential of the vehicle while still maintaining ease of use under all conditions and without jeopardizing safety and stability.
This has led to a new way of creating a car, which is not only based on the use of new technical features (eg. Electronic differential, stability and traction control, and adaptive damping) but also on the improvement of Ferrari’s tried and tested technologies (F1 gearbox, advanced engine control) and the optimization of their integration. The adoption of stability and traction control (CST) together with the electronic differential has made the car even more stable, easier and safer to drive without affecting its handling and the excellent feedback the chassis gives the driver. The system ensures maximum safety in all driving conditions (from extreme track use to town driving) and on all road surfaces (rain or dry, or even ice). The CST intervenes in a smooth, unobtrusive way only as and when needed, without taking the driver’s mind off what he or she is doing.
The F430 features Ferrari’s uncompromising forged aluminum, double unequal-length wishbone suspension set-up front and rear with anti-dive and anti-squat geometries. The F430 also introduces new generation software for managing the car’s adaptive suspension to provide the perfect balance between handling and comfort.
Two sensors are mounted on the lower front wishbones to read suspension travel, two on the upper shock absorber mounting points to measure body movements, one on a rear shock absorber mounting point to measure roll and yaw, and a last sensor on the steering column to measure steering angle. The control logic adjusts the shock absorbers’ damping characteristics within a certain range based on the settings selected by the driver using the manettino on the steering wheel. The wheels are fitter with 19″ rims with 225/35 tires at the front and 285/25 at the rear. There is also the option for run-flat tires combined with electronic pressure control.
When flat, these tires can be driven for 75 miles at a maximum speed of 50 mph.The power steering has a servo that adjusts the degree of assistance on the basis of engine speed. The ratio is very direct at 60 mm/rev and the turning circle is around 36 feet.
F430 braking system consists of powerful, all-round vented and cross-drilled cast-iron discs (330×32) with four-pot calipers and is integrated with all the car’s electronic control systems (ABS, CST, EBD). Working in close collaboration with Brembo, Ferrari’s engineers have developed a new cast-iron alloy for the discs which includes molybdenum for better energy/heat dissipation. This new alloy provides significantly improved braking performance without increasing the size (and therefore the weight) of the discs. The overall heat-energy index for the F430 under braking from 186 mph is one of the lowest among high performance cars with cast-iron systems. An outstanding alternative is the option of specifying the latest generation system based on carbon-ceramic technology that Ferrari developed for its F1 single-seaters.
This technology has already been successfully employed on its road cars, starting with the Enzo Ferrari. Different diameter carbon-ceramic discs are mounted front and rear: 360x34mm with 6-pot calipers at the front, and 350x34mm with 4-pot calipers at the rear. The diameters of the hydraulic pistons are differentiated to distribute the pressure exerted on the discs and optimize performance.
Pedal travel is constant even under repeated braking, and fade has been eliminated even under hard track use.
The adoption of carbon-ceramic discs brings with it a significant increase in longevity. The new brakes can easily be run 350 laps at racing speeds on the Fiorano track.
Chassis & Aerodynamics
As for the 360 Modena (the first Ferrari berlinetta built entirely in aluminum) the F430 chassis is constructed at the Scaglietti facility in Modena in collaboration with the American company, Alcoa.
The choice of aluminum and the design methods used allowed to achieve two main objectives: considerable structural stiffness and excellent driver and passenger protection with minimal weight.
The space frame chassis consists of a mix of aluminum extrusions, paneling cast nodes and has been completely revised using finite element analysis to further reinforce key areas. Chassis rigidity, which is indispensable for optimal handling, has been increased by 20% in terms of torsion and by 8% in terms of flexure.
Just like with a F1 monocoque, the increased structural rigidity means that only the suspension absorbs imperfections in the road surface. Therefore there is no warping of the chassis to interfere with the car’s road holding in cornering, braking or under acceleration.
The improvements to the chassis have also brought the car’s passive safety features up to excellent standards. A minimal increase in overall chassis weight of 10% has enabled Ferrari’s engineers to increase the resistance to front-end impact by 37% (in compliance with US standard 301) and to rear-end impact by an astonishing 105%.To achieve such high standards, particular care was taken over the chassis design in the all-important crumple zones, integrating the design of the various elements with the type of aluminum used.
The central part of the chassis does not absorb energy, but is rigid enough to resist intrusion and roll over. Front and rear armature increases crash resistance, while the mountings of the side impact bars have been strengthened and reinforced so as to transfer energy throughout the chassis away from the area of impact. Similarly, the areas around the A-pillar and B-pillar and inner wheel arches have been reinforced. The floor of the car is in a new aeronautical alloy, being used for the first time in a production chassis.
This alloy (7075 T6) is extremely strong and its extreme light weight provides further advantages. The door structure, the chassis reinforcements, the positioning of the collapsible armrest and a more enveloping seat shape provide excellent protection. Scores in side impact tests were so good that side airbags were deemed unnecessary.
Traditionally, Ferrari has designed its mechanical package to achieve the maximum aerodynamic efficiency. F430 Aerodinamics have been developed with the same engineering approach and wind tunnel testing as used by the F1 team. The result is a highly efficient configuration that channels airflow for maximum down force and consequently higher grip. Similarly air is channeled to the engine to both increase power as well as optimize cooling of transmission and brakes even under the heaviest use. Perfecting the F430’s aerodynamics has brought about a 50% increase in down force compared to the 360 Modena, thus increasing high-speed stability and the car’s active safety. At 125 mph, a figure that equates to 100 lbs more down-force than the 360 Modena and this becomes 185 lbs at 185 mph, amounting to a total of 615 lbs.
The significant progress made in the car’s aerodynamics is also reflected in the improvement of the ratio between the coefficient of down force (CI) and the drag coefficient (CD) with a 40% improvement over the 360 Modena. This excellent result was in part achieved by including a new spoiler at the bottom of the front bumper where it cleaves ‘clean’ air, i.e. that still undisturbed by the turbulence generated around the body of the vehicle. Lengthy development of the shape and the angle of attack of the spoiler resulted in an impressive increase in down force over the front axle ? up to 285 lbs ? which contributes in no uncertain manner to longitudinal vehicle stability and steering precision.
The spoiler on the trailing edge of the engine cover works in conjunction with the new diffuser between the rear wheels.
The latter features similar fences (deflectors) to those used on Ferrari’s single-seaters, and increases the speed of air flow under the tail of the car creating an area of depression and ground effect that pulls the car down. In this conformation, the underbody actively helps increase down force to a maximum of 330 lbs over the rear axle.
The resulting combination of stability, road holding and traction give the driver impressive feedback when acceleration out of a corner, and breakaway characteristics at the limit are more progressive and controlled even at high speeds. Aerodynamic development also had a part in extracting the maximum performance from the new 4.3-liter V8. The two intakes for the engine are positioned over the driven wheels in an area of high flow pressure, thus guaranteeing a greater volume of air to the intake manifold.At high speeds, in face, ram-effect induction accounts for 1% of the engine’s maximum power (490 hp).
There is a new specific cooling system that makes the most of the new air intakes at the front and the flow over the radiators positioned ahead of the wheels. Hot air from the radiators escapes through vents on the sides of the front bumpers in an area of vacuum that maximizes the extraction effect. The engine compartment is cooled by air from two intakes set into the front of the rear wheel arches. The air is channeled and distributed to critical areas with a high thermal load to provide optimum cooling even under hard use.
The brakes benefit from a greater airflow thanks to larger intakes and bigger diameter ducting.
The new wheel design also helps maximize the expulsion of hot air from the brake discs to match their increased performance.
Carrozzeria Scaglietti Personalization Program
The Carrozzeria Scaglietti personalization program is Ferrari’s way of ensuring that its relationship with each of its clients is absolutely unique.
The program offers F430 owners a range of racing and styling features and personalized finishes so wide that the possible combinations are virtually limitless.
A total of 16 bodywork colors, 12 leather colors and 8 colors for floor mats are available. Owners can also choose between carbon and aluminum dashboard inserts and a yellow or red background for the rev counter.
The program offers virtually endless freedom when it comes to creating your very own bespoke car.
The personalization options are divided into four main areas: Racing and Track, Exterior and Colors, Interior and Materials, Equipment and Travel.
Clients who wish to give their car a sportier flourish will be able to order our exceptional carbon-ceramic brakes and body-hugging carbon-fiber bucket seats. These may also be combined with a four-point safety harness (depending on the market). Last but not least, there’s even a leather-trimmed aluminum roll bar (depending on the market). Owners can also choose a color for their car’s bodywork that is not included in the standard range or even supply their own sample. “Scuderia Ferrari” shields can be fitted to the wheel arches too and red, yellow or aluminum brake calipers can be specified at the same of order.
Challenge-style wheels are also available.
The F430’s interior can be personalized in any number of ways: owners can choose between various leather trim color combination or opt for Daytona-style upholstery with perforated inserts.
There’s even a special leather trim for the rear bench. So detailed is the program that even the color of the thread and the spacing of the stitching can be specified. The Travel options include an upgraded stereo system with sub-woofer, a satellite navigation system, and Bluetooth wireless technology for your mobile to the speakerphone system built into the radio.
An exclusive luggage set, specially tailored to the fit F430, is also available.