Ferrari F430

Ferrari  F430

The F430 hails the arrival of a whole new generation of Ferrari V8-engined berlinettas. Every inch of the car was inspired by the engineering research carried out at Ferrari’s Gestione Sportiva F1 Racing Division. The result is a highly innovative design characterised by cutting-edge technologies perfected for use on a road-going car.

Two of these innovations are world firsts for a production car: the electronic differential (E-Diff), initially developed by Ferrari for its F1 single-seaters and designed to make the most of the engine’s torque to optimise traction, and the handily placed steering wheel-mounted commutator switch (better known to the Scuderia’s drivers as the manettino), which directly controls the systems governing vehicle dynamics.

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The F430′s light, compact 4,308 cc engine that gives the car its name is completely new ; it punches out 490 hp and delivers a specific power output of 114 hp/l and 465 Nm of torque. Needless to say, performance is outstanding: acceleration from zero to 100 km/h in four seconds flat and a maximum speed in excess of 315 km/h.

Every area of this latest Prancing Horse car has been influenced by Formula 1. For instance, a braking system using carbon-ceramic discs has been installed within the car as standard. The discs offer superior stopping power and give the driver the satisfying feeling of being in complete control of the vehicle even in the most demanding situations. The F430′s aerodynamics are also highly innovative for a road car: its shape has been honed to generate air flows to increase down-force and improve cooling. Every last component of this Ferrari has been perfected to deliver outstanding performance and driving pleasure.

Ferrari F430


Design  & Styling

Created by Pininfarina in collaboration with Ferrari’s Head of Design, the F430 is inspired by the car’s exceptional engineering and Formula 1. The F430’s nose, characterised by two distinctive air intakes, draws inspiration from the Ferrari 156 F1 that Phil Hill drove to his 1961 F1 World Championship title.

The Enzo Ferrari was the inspiration for much of the rear styling of the new F430, and the Ferrari’s meticulous aerodynamic detailing is reflected in the design of the nolder incorporated into the engine cover and the new rear diffuser integrated into the bumper, which boasts race-derived dimensions. Extreme care has also been lavished on designing the exterior details. The wing mirrors now have specially profiled twin mounting arms that channel air flows to the engine intakes, and the F430 name has been embossed on the back of the driver’s side mirror. Even the finish of the engine bay is a work of art in terms of its distinctive shape and materials.

Launche the 360° EXPLORE

The F430′s interior has been redesigned for improved driver ergonomics.

The instruments are housed in a new binnacle, and this design together with the layout of the dashboard underlines the care that has gone into grouping all the major controls in front of the driver within easy reach.

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Ferrari F430 - Interior
Ferrari F430 - Interior

In the driver’s direct line of sight are the rev counter, which features new graphics with a choice of either a red or yellow background and 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 on the steering wheel.

The wheel itself is new with the upper rim flattened to improve visibility in the straight ahead position, and the horn pushes are integrated into the inner rim where they can be easily actioned.

The interior reflects the advanced technology and materials employed in the car’s construction, and can be personalised with carbon-fibre or aluminium inserts.

The cockpit is noticeably bigger and the already excellent passenger comfort is subsequently increased thanks to a slimmer central tunnel which houses the gear lever turret on the manual version and the F1 console on the paddle-shift version.

Ferrari F430 - Interior
Ferrari F430 - Interior

There is plenty of space behind the rear seats, with a new electrically operated compartment for oddments storage and catch netting to the rear fire wall. The seats have been redesigned for greater lateral containment and the standard electric seats can be substituted by more sporting items with four-point harnesses to order (depending on markets).

The F430′s line, created by Pininfarina in collaboration with Ferrari’s Head of Design, is inspired by the car’s exceptional engineering. Each and every styling cue highlights the aggression and performance of a thoroughbred Ferrari yet respects the functional demands of this kind of car.

In design terms, little has been carried over from the outgoing 360 Modena with the result that the new berlinetta has an even stronger personality and more muscular stance.

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The F430′s nose is characterised by two distinctive air intakes that channel air into generously dimensioned 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 the 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 side light, which is incorporated into the outer edge of the headlight,emphasises the profile, making the car immediately recognisable even at night. Large air vents just ahead of the front wheels channel the air out of the radiators and along the car’s flanks. Generous scoops at the top of the rear wheelarches channel air into the engine.

The side view is completed by the new 19″ wheels with 5 twinspoke layout that combine classic Ferrari design flair with exceptional levels of structural rigidity combined with 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 with the latter protruding quite prominently from the bodywork. Another similarity is the shape of the air vent for the engine with the chrome Prancing Horse at its centre.

The Ferrari’s meticulous aerodynamic detailing is also reflected in the design of the nolder incorporated in the engine cover and the new rear diffuser integrated into the bumper which boasts race-derived dimensions. The F430′s extreme performance pretensions are further underlined by such styling details as the new exhausts with stainless steel ball-polished exhaust tailpipes.



Manettino and vehicle set-up

The F430 driver can change the set-up of his car using the innovative selector mounted on the steering wheel.

Just like in Formula 1, the F430 driver can change various areas of the set-up of his car using a single selector set on the steering wheel. The manettino, as it is called by Scuderia Ferrari drivers, is a commutator switch that has been adopted directly from racing and allows the driver maximum efficiency and speed in controlling the car’s various functions.

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This switch quickly and simply controls the electronics governing suspension setting and 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 settings available to the driver have been concentrated in five different strategies. These, in ascending order according the level of performance, are: 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). 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 particu-larly broken or undulating blacktop. In this configuration, unlike ICE, the driver can still use the F1 paddle shift.

SPORT: 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 maximise performance,handling and stability at high speeds.

RACE: this setting must be used only on the race track.Gear changing is even faster to minimise gear shift 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).


Air flow modulation

Developed using the same approach (and Wind Tunnel) as that of the F1 team.

Traditionally, Ferrari has clothed its mechanical package in forms that are dictated by the need for maximum aerodynamic efficiency. In the case of the F430, this principle has been developed to the extreme, employing exactly the same engineering approach to computer development models and wind tunnel testing as used by the F1 team.In this way, Ferrari’s engineers have been able to modulate the air flow both around the car, as well as under it, to perfection.

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The result is a highly efficient configuration that channels air flow for maximum downforce and thus grip. Similarly air is channelled to the engine to both increase power as well as optimise cooling of transmission and brakes even under the heaviest use. Perfecting the Ferrari F430′s aerodynamics has brought about a 50 percent increase in downforce compared to the 360 Modena, thus increasing high-speed stability and the car’s active safety. At 200 km/h, that figure equates to 45 kg more downforce than the 360 Modena and this becomes 85 kg at 300 km/h, amounting to a total of 280 kg.

The significant progress made in the car’s aerodynamics is also reflected in the improvement of the ratio between the coefficient of downforce (Cl) and the drag coefficient (Cd) with a 40 percent 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 downforce over the front axle – up to 130 kg – which contributes in no uncertain manner to longitudinal vehicle stability and steering precision.


Racing heritage

The F1 gearbox introduces a number of important innovations, thanks to input from Gestione Sportiva engineers.

Thanks to that ongoing development, Ferrari’s F1 gearbox for the F430 is state of the art, introducing a number of important modifications: thanks to inputs from the engineers on the Gestione Sportiva racing side, the F1 gearbox management incorporates a new control strategy which further perfects gearchange speed and smoothness under hard use. Changing gear takes just 150 milliseconds, as measured by the ‘hole’ in acceleration during the change (intended as the overall time from declutching, changing gear to releasing the clutch). As well as 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.

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At the opposite extreme, the F430′s Launch Control (not available in North America) gives maximum performance away from a standing start with suitable road conditions (for example, on the track). 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 greater ease of use and the selection time is down by 50 percent compared to the 360 Modena.

Flat-plane crankshaft

The engine’s flat-plane crank (with 180° between throws) epitomises Ferrari’s uncompromising design approach.

Eight-cylinder engines with a 90 degree angle between their cylinder banks are a relatively recent addition to Ferrari history.
Apart from the engine sported by the 1956 World Championship-wining F1 car, which Ferrari inherited from Lancia after the latter pulled out competition, and the one mounted to the 248 sports prototype in the early 1960s, it was 1973 before a Ferrari would be powered by an engine with this specific architecture.
Characteristically flat-plane crankshaft engines have a crankshaft with crankpins angled at 180 degrees to each other or “flat” i.e. on the same plane.

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Generally speaking V8 engines have a 90 degree angle between the cylinder banks with each crank pin offset at 90 degrees from the adjacent ones i.e. they are “crossed” at 90 degrees. Hence the cross-plane name. Whether a flat or cross-plane crankshaft is chosen depends on what kind of performance is required. To get maximum performance from the engine, the flat-plane must be used but for all-round functioning the cross-plane is best. This why all Ferrari V8s engines (from the 308 to the 328, the 348 to the 355,the 360 to the 430,and the special high performance GTO series, the F40 and the recent California, our first front V8) use a flat-plane crankshaft.

The advantages of the flat-plane crankshaft over the cross-plane one can be summarised as follows:
A flat-plane crankshaft is lighter than a 90-degree, or cross-plane crankshaft, and, having a lower rotating mass than the latter, provides sharper response as well as allowing higher maximum revs, useful when seeking higher power outputs. Another advantage of the flat-plane crank is that it allows more efficient exhaust manifold design.

E-Diff Electronic Differential

One of the technical features that sets the F430 apart is the E-Diff, or electronic differential.

This solution has been used for years in F1 single-seaters and has been continuously developed and refined, effectively transferring massive torque levels to the track under extremely high cornering g-forces. 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 roadholding. On the track, the E-Diff guarantees maximum grip out of bends, eliminating wheel spin.

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On the road it is a formidable technological refinement that improves roadholding. This system is available both on the F1-paddle shift version as well as on the manual gearbox model and 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 actually transmitted to the driven wheels depends on driving conditions (accelerator pedal angle, steering angle, yaw acceleration, individual wheel rotation speed) and brings considerable advantages in terms of performance, direction stability, active safety and handling feedback. Again, F1 racing was a vital testbench that enabled Ferrari’s engineers to develop a highly sophisticated system that perfectly matches the requirements of a road car designed to reach over 315 km/h 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.


Increasing downforce

The underbody actively helps increase total down-force (to a maximum of 150 kg) over the rear axle.

The nolder 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 downforce to a maximum of 150 kg over the rear axle. Aerodynamic development also had a part in extracting the maximum performance from the new 4.3-litre 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.


Read the numbers

Measures of quality

Graphics and figures on the performance of the F430 that clearly illustrate what makes a Ferrari.

F430 engine’s torque and power diagram. A torque of 465 Nm at 5,250 rpm; 80% of the max, torque is available at 3,500 rpm. Maximum power of 490 bhp at 8,500 rpm.

Hairpin, Fiorano. The E-Diff distributes drive to the wheels in an adaptive manner and is fully integrated with the rest of the car’s electronics to ensure maximum stability and traction at all times. Result: -3 seconds a lap faster than the 360 Modena at Fiorano.


Focus On


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 4 kg, while perform-ance is considerably improved across the board. Torque increases by 25% (465 Nm at 5,250 rpm, 80% of which is already available at 3,500 rpm) and power by 23% (490 hp at 8,500 rpm).

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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 the valve gear is driven by hydraulic tappets.

Actuation of the variable 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. Crankshaft, con rods and pistons are also all-new. The dry sump lubrication system comprises a series of external pumps (thus reducing the overall height of the sump) and a circuit that has been optimised by eliminating the oil radiator and introducing a water/oil heat exchanger mounted inside the engine vee. Three scavenge pumps guarantee that excess oil is drawn out of the bottom of the cylinder block under all driving conditions, creating a strong vacuum around the crankshaft and thus reducing power loss through attrition.


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 air flow 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 optimise the intake resonance characteristics and therefore maximise the torque curve throughout the rev range. The performance targets set were achieved also thanks to unrestricted intake and exhaust ducts for optimum gas flow efficiency and the high compression ratio (11.3:1).

The painstaking care taken over optimising internal fluid dynamics and combustion efficiency has ensured a high specific power output despite conforming to the latest Euro 4 and LEV2 emissions standards. Engine management is via two electronic Bosch Motronic ME7 control units with twin motorised throttles, single coils and active anti-knocking control throughout the entire rev range.


V8 Engine

Overall length 177.6 in
Overall width 75.7 in
Height 47.8 in
Wheelbase 102.4 in
Front track 65.7 in
Rear track 63.6 in
Front overhang 43.3 in
Rear overhang 32.0 in
Dry weight 2975 lb*
Kerb weight 3196 lb*
Boot (trunk) capacity 9 cu ft
Fuel tank capacity 21 UK gal (25 US gal)
Weight distribution 43%/57% front/rear
Type 90° V8
Bore/stroke 3.62 x 3.19 in
Unit displacement 32.9 cu in
Total displacement 262.9 cu in
Compression ratio 11.3:1
Maximum power 360.3 kW (490 CV) at 8500 rpm
Maximum torque 465 Nm (343 lbft) at 5250 rpm
Specific power 114 CV/I
Dry weight/power 6.1 lb/CV
Transmission and gearbox Manual or F1
Electronic controls Electronic differential (E-DIFF)
Electronic controls Control for Stability and Traction (CST)
Front 225/35 ZR 19”
Rear 225/35 ZR 19”
Maximum speed over 196 mph
0-100 km/h (0-62 mph) 4.00 s
Manual gearbox: 0-400 m 12.00 s
Manual gearbox: 0-1000 m 21.65 s
F1 gearbox: 0-400 m 11.95 s
F1 gearbox: 0-1000 m 21.60 s
Combined 15.2 l/100 km
Combined 345 g/km
* European market version
** Note for all models’ technical specifications Engine power is expressed in kW, in accordance with the International System of Units (SI) and in CV for reasons of homogeneity. The horse power (hp) can be calculated as follows: 1 kW=1.34 hp

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F430, a new car generation

The F430 signals the arrival of a brand new generation of Ferrari 8-cylinder models. This new car takes Ferrari’s extraordinary achievements with aluminium technology, begun with the 360 Modena, to a whole new level, and offers a series of extremely significant innovations directly derived from the Ferrari Formula 1 single-seaters. Two of these innovations are world firsts for production cars: the electronic differential (E-Diff) and the steering wheel-mounted switch (better known to the Formula 1 Scuderia’s drivers as ‘manettino’), which manages the integrated systems governing vehicle dynamics.

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The other main characteristics of the new F430 are its light, compact 4,300 cc 90° V8 engine, which punches out 490 hp to achieve a specific output of 114 hp/litre, also providing the new Ferrari berlinetta with a weight-to-power ratio of 2.8 kg/hp (dry weight); a braking system with carbon-ceramic discs for optimal efficiency under extreme use; a Formula 1-derived gearbox that cuts gear shifting times down to 150 milliseconds allowing the driver to make the very most of this truly high performance car (0-62 mph acceleration in 4 seconds flat, a top speed in excess of 196 mph); and an aerodynamic design that embodies the very latest competition technologies, specifically the flat underbody and large rear diffuser to increase downforce. The car was officially presented during the Paris Motor show in September 2004.