Ferrari 430 Scuderia - 2007

430 Scuderia

Michael Schumacher spent a lot of time testing the 430 Scuderia when it was being developed, carefully applying the method that made him unique on the racetrack for many years. All the ingredients were there: a light and powerful car, comfortable and ergonomic, with an incredible weight/power ratio; ground-effect aerodynamics, which makes the car more effective, at higher speeds; powerful quick-response braking guaranteed by callipers and carbo-ceramic discs, and in particular the manettino mounted on the steering wheel that allows the driver to adjust the car set-up according to the driver’s requirements. During his racing career, the seventimes World Champion’s work on the manettino and steering wheel-mounted controls, in close association with the engineers and electricians, was one of the reasons for his extraordinary success on the racing track. Schumacher’s suggestions have also had a profound infl uence in the development of Ferrari Formula 1 steering wheels in recent years.

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This is why, when you saw him at the wheel of the 430 Scuderia on the old Nürburgring, you instantly knew what he was looking for in his continuous, methodical adjustments of the controls that coordinate gear change timing, traction, suspension compliance and stability.

This model has therefore profited from the incomparable sensitivity of this driver throughout its development. And now this experience is available for everyone.

Ferrari 430 Scuderia - 2007


Design  & Styling

Lightweight, simple and striking, with a distinctive engine and exhaust sound: every last detail of the Ferrari 430 Scuderia exudes uncompromising sportiness, born of its close links to the world of racing, a world reflected in its very name. Seven-times World Champion, Michael Schumacher, was also involved in the car’s development – and now the most advanced single-seater ever built is available to Ferrari’s most passionate Clients.

Launche the 360° EXPLORE

Racing style

The style of the interior is typical of a racing car with the predominant aim of reducing weight and using specifi cally suited, technical materials. The central tunnel has been purposely designed and manufactured in carbon fi bre, as have the interior door panels.

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Ferrari 430 Scuderia - 2007
Ferrari 430 Scuderia - 2007

Interior, simple but sophisticated

The floor is manufactured anti-slip aluminium footwells and has some unlined metallic parts to expose the actual bodywork; the seats are completely new and also designed for extra support in extreme driving conditions. The instrument display is fully functional and has its own specifi c graphic design. All the interior and upholstery are made of “3D” and Alcantara® technical cloth. The new “Super Racing” seat deserves special mention.

It is made entirely from carbonfi bre, is manually adjustable and is available in different sizes. The sides are lined in racing fabric and match the “3D” material which breathes easily and provides additional levels of grip.

Ferrari 430 Scuderia - 2007

The concept of the 430 Scuderia and its enhanced performance and dynamic capabilities meant that a number of internal and external style features have been re-evaluated. The objective was to produce a model which is a direct descendant from the F430 project while using style features to satisfy the requirements of aerodynamic effi ciency, inherent in a car conceived for maximum performance levels.

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Ferrari 430 Scuderia - 2007
Ferrari 430 Scuderia - 2007

Particularly extensive modifi cations have been made to the exterior with signifi cant efforts to enhance downforce. The 430 Scuderia has front vents with a larger design and a more distinctive style, with widemeshed metallic grilles. Work in the Wind Tunnel helped to re-defi ne the lower profi le of the bumpers and the chin spoiler to enhance the car’s front-end downforce.

The concept of the 430 Scuderia

The lateral radiator vents, with increased dimensions, have a new shape. An important contribution comes from the vehicle’s unifi ed appearance: a new shade of grey was used to give character to the grille and the central part of the front,the headlight units, wheel trims and racing stripes (optional) that define the length of the car’s body. The overall effect is one of balanced colouring befi tting the vehicle’s racing mission.

Ferrari 430 Scuderia - 2007
Ferrari 430 Scuderia - 2007

The side profi le immediately highlights the lower attitude of the 430 Scuderia (15 mm lower than the F430), the newly styled front sills with larger air intakes to the engine compartment and the new wheel trims with a light, functional design. New carbon-fi bre wing mirrors provide the fi nishing touch to the style features aimed at reducing weight. The rear of the car also has specifi c aerodynamic features: the rear spoiler with its prominent profi le and the rear diffuser, which has been completely re-designed to improve effi ciency, and to balance the downforce created by the new design at the front. Also new is the rear bumper which houses the high exhaust pipes, modelled on the version used in the Ferrari Challenge races with the successful F430 Challenge race car.

Careful research on reducing weight has led to extensive use of carbonfi bre. Certain elements have been manufactured using this material like the engine intake manifold, the separators and air fi lter boxes as well as parts of the car.



F1  Superfast2


F1-SuperFast2 is the latest development in the F1 Gear used on all Ferrari models. Reducing the time needed to change gears, expressed and calculated as an interruption to acceleration (not merely as the time required to select a new gear) is based on the “parallelization” concept of the times necessary for the various operations:
- cutting torque and disengaging the clutch;
- disengaging, selecting and engaging the gear;
- engaging the clutch and returning torque.

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Ferrari 430 Scuderia - 2007
Ferrari 430 Scuderia - 2007

These operations are usually performed sequentially. With the F1-SuperFast2, a fully integrated and totally innovative software management system for the engine and gear-shift system allows the gears to be disengaged/engaged at the same time as the clutch is opened and closed. The result is that the 430 Scuderia benefi ts from a further-reduced gear-change time which can be as low as 60 ms.

This fi gure, the shortest in the Ferrari range, guarantees maximum sports-car feel, but without penalising the comfort of the driver or passenger. The 430 Scuderia transmission maintains the rear, longitudinal 6-speed architecture (plus reverse), all equipped with multiconal synchronizers, which assure excellent performance when changing gears. The gears and bevel type fi nal drive have been modifi ed both in speed ratio and geometry in order to optimize the application of the torque delivered by the engine which guarantees faster acceleration.

Ferrari 430 Scuderia - 2007

E-Diff and


The integrated E-Diff in the gearchange is undoubtedly the most signifi cant feature in making the 430 Scuderia drive like a racing car. This device has been used for many years in Formula 1, where it is also integrated into the vehicle’s stability control systems. After the F430, the 430 Scuderia is the first on-the-road car with outstanding performances to have an electronically-controlled differential unit. The torque is intelligently distributed to the wheels via the hydraulic implementation of a stack of clutch discs and their relative reaction discs. This occurs in direct relation to the driving conditions (accelerator pedal, steering angle, change of direction speed, difference in wheel speed), by transferring the power across the axle according to driving conditions to maintain performance, directional stability, active safety and driving pleasure. Fully integrated with the car’s other systems (Engine, F1 Gear Change, CST, ABS, electronic suspension system and F1- Trac), the E-Diff allows the set-up to be varied according to the driver’s demands and road conditions and is regulated by the manettino on the steering wheel.

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Ferrari 430 Scuderia - 2007
Ferrari 430 Scuderia - 2007

Transmission: E-Diff and F1-Trac

Like the E-Diff, F1-Trac traction control system is directly derived from experience gained with F1 cars. The system also allows a less expert driver to take the vehicle “to its limits” in terms of cornering, safety and stability. Introduced for the fi rst time on road vehicles with the Ferrari 599 GTB Fiorano, it is faster and more precise than a traditional control system and allows constant modulation of the engine torque to ensure that the desired trajectory is maintained. The system is capable of estimating the maximum levels of traction availabile by continually monitoring the relative speed of the wheels and through a self-adapting system function logic. By making a comparison with a model of the vehicle’s dynamics, stored in the control system, F1-Trac optimizes the delivery of engine torque to ensure to maximum effectiveness of how the power is transmitted to the wheels.

This system guarantees:

- maximum propulsion when coming out of curves;

- stability and ease in driving even in extreme driving conditions; – consistency in performance;

- driving comfort.

Ferrari 430 Scuderia - 2007
Ferrari 430 Scuderia - 2007

The result of this E-Diff and F1-Trac combination, compared to a traditional traction and stability control system, is shown by a 40% increase in acceleration when exiting corners. The greater potential provided by the F1- Trac can be best exploited when driving in racetrack conditions with excellent road-holding (RACE), achieving:

- near – professional driving performances even from less expert drivers (40% increased acceleration, coming out of bends);

- intervention comfort (reductions of vibrations or oscillations).

The F1- Trac potential can also be exploited on high and average roadholding surfaces, achieving:

- increased performance compared to traditional control systems (acceleration coming out of bends- up 20%);

- greater comfort and intervention safety (15% reduction in system’s vibrations).

Racing  Manettino

In respect to the manettino dial already used on Ferrari cars, the one on the 430 Scuderia is termed a “Racing manettino”; so it is particularly suitable for fast driving on racetracks, offering greater opportunities for electronic control parameter settings. Compared to the F430, the ICE setting has been removed in favour of theCT setting which only deactivates the traction control, while leaving the stability control engaged.
The manettino dial settings and the relative conditions of use are as follows:

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Maximum safety in all conditions,particularly recommended when road surface is wet or slippery.

Guaranteed safety when roadholding is good, best setting for every-day on-the-road use.

maximum performance and stability in perfect road-holding conditions, particularly recommended on racetracks.

this setting turns off the vehicle’s traction control system, to allow wheelspin, while maintaining the stability control to ensure a sufficient level of safety is maintained.

with this setting, the traction and stability controls are switched off to allow the driver maximum freedom and driving control on the racetrack. No electronic device acts on the vehicle’s stability, except for the E-Diff.


According to the specifi c driving conditions and driver preferences the suspension damping control of the 430 Scuderia can be separated from the default logic of the manettino dial using a specific switch located in the tunnel.
This function provides a higher level of comfort over uneven road surfaces (e.g. Nürburgring) or a more relaxed style of driving when on the motorway.


The integration between aerodynamics and design has allowed significant improvements in aerodynamic efficiency compared to the F430 by increasing the overall downforce whilst maintaining the same drag coefficient. This development was mainly carried out in the Ferrari Wind Tunnel on a 1:3 scale modular models.
A extensive number of configurations were tested and the configuration which was finally chosen was optimised right down to the smallest detail during track tests.

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The efficiency of the new rear diffuser has been increased by the revised profile of the rear lip spoiler on the engine compartment cover and by the air ducts that channel air from the rear wheel arch to the rear bumper, creating a washing effect of the overpressure in the wheel arches (“Base Bleed” patent, developed by Ferrari in the FXX project).
The new lower sills allow a more even pressure distribution underneath the car, thereby generating an increase downforce which is evenly distributed between the front and rear. In this configuration, the shape of 430 Scuderia has an increase in vertical downforce, from 75 kg at 150 km/h, to more than 300 kg at maximum speed.

Engine Sound.  Inside and out

The sound of the engine and exhaust is one of the distinctive features of all Ferraris and cars bearing the Prancing Horse and has always been a fundamental factor in creating the strong bond between the car and its driver and increasing driving pleasure.

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This is achieved by paying particular attention to the levels and quality of sound in order to guarantee a comfortable noise level in all situations, with the use of particularly advanced calculation instruments and virtual simulators which worked on the air intake, exhaust and sound-proofing functions. Specifi c devices, called resounders, have been introduced into the air intake system to modulate and emphasize the engine’s voice, while the exhaust system is a direct descendant of the F430 Challenge and F430 with high exhaust pipes.

Just like the F430, the Scuderia uses by-pass valves with variable geometry. This system has been specifi cally improved in relation to the acoustic objectives set for the car. The sound of the engine is heard cleary inside the car, becoming particularly powerful and invigorating when you put your foot down, when the intake and exaust sounds become dominant.


brake discs

The braking system of 430 Scuderia with larger carbon-ceramic brake discs has been specifi cally designed to reflect to the car’s increased performance which required an overall increase in the braking performance compared to the F430.

The system includes:

- front disc brake measuring 15.6 x 1.4 in with one-block 6-pots aluminium callipers with a 30/34/38 diameter;

- rear disc brake measuring 13.7 x 1.3 in with 4-pots aluminium callipers with a 38/42 diameter.

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The front discs with a larger diameter (+ 0.7 in compared to the F430) increase the braking effi ciency and have been specifi cally designed to allow the correct heat dispersion while also providing an increased resistance to brake-fade. These components, together with the front 6-pots callipers, assure consistent and excellent performance on the racetrack.

The brake pedal feel has been optimised for all driving conditions and remains consistent even in extreme situations on the racetrack. Furthermore, the characteristics of the Carbon-Ceramic (CCM) material ensure that no vibration occurs when pushed to maximum performance unlike the traditional braking systems which often suffer from vibration under full load.

The adoption of the ESP 8.0 CPU has reduced processing times by about 15 per cent and has also optimised the calibration of the CST/ABS systems for the CCM brakes, thus ensuring maximum brake performance.


V8  Engine

Overall length 177.6 in
Overall width 75.7 in
Height 4 47.2 in
Wheelbase 102.4 in
Front track 65.7 in
Rear track 63.6 in
Dry weight 2775 lb*
Kerb weight 2975 lb*
Boot (trunk) capacity 8.83 cu ft
Fuel tank capacity 25.1 US gal (20.9 UK gal)
Weight distribution 43%/57% front/rear
Ful tank capacity front 15.6x1.4 in/rear 13.7x1.3 in
front 235/35 19”
rear 285/35 19”
Type 90° V8
Bore/stroke 3.26x3.19 in
Total displacement 263 cu in
Compression ratio 11.88.1
Maximum power 375,4 kW (510 CV) at 8500 rpm
Maximum torque 470 Nm (346.67 lbft) at 5250 rpm
Maximum revs per minute 8640 rpm (with limiter)
Specific power 118,4 CV/l
Electronic controls CST: Stability and Traction Control with new traction control logic F1-Trac integrated with thenelectronic differential (E-Diff)
Transmission and gearbox Electronic differential E-Diff2
Transmission and gearbox (E-Diff+F1-Trac)
Transmission and gearbox F1, 6-gears + Reverse
Maximum speed 198 mph
0-100 km/h (0-62 mph) in less than 3.6 s
0-200 km/h (0-124 mph) in less than 11.6 s
0-1000 m 20.9 s
Weight/Power ratio 5.4 lb/CV
Combined 15.7 l/100 km*
Combined 360 g/km*
* European market version

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The result of constant innovation

One of the main characteristics which unites all Ferrari customers is their desire for road cars which feature technology which has been developed by the company’s success in Formula 1. In 1997, Ferrari were the first in the world to launch an F1-style automated manual gearbox on a production car with the 355; Ferrari were again the first in the world to use Carbon-Ceramic technology for braking systems, first on the Enzo in 2002, then, on the Challenge Stradale in 2003 and, today, on the entire production line.

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These are only two examples of how the technology developed by the company’s racing cars is constantly being transferred to the GT cars.
Further technologies which have been developed by the company’s racing experience are the greatly reduced gear change timing and the use of electronics in the traction control and differential. The exhaustive study of sophisticated aerodynamics which started in 1994 with the introduction of ground effects on the F355 also derives from the Formula 1. The 430 Scuderia is, once again, light-years ahead in its application of innovative ideas aimed at maximising performance and thrills when driving to bring it even closer to the world of single-seaters.