http://www.automobilismo.it/edisport/au ... ile/22.jpg
ENGINE
Type: V-8, aluminum block and heads
Bore x stroke: 3.62 x 3.19 in, 92.0 x 81.0mm
Displacement: 263 cu in, 4308cc
Compression ratio: 11.3:1
Fuel-delivery system: port injection
Valve gear: chain-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake- and exhaust-valve timing
Power (SAE net): 483 bhp @ 8500 rpm
Torque (SAE net): 343 lb-ft @ 5250 rpm
Redline: 8500 rpm

DRIVETRAIN
Transmission: 6-speed manual with automated shifting and clutch
Final-drive ratio: 4.30:1, limited slip
Gear, Ratio, Mph/1000 rpm, Max test speed
I, 3.29, 5.5, 46 mph (8500 rpm)
II, 2.16, 8.3, 71 mph (8500 rpm)
III, 1.61, 11.2, 95 mph (8500 rpm)
IV, 1.27, 14.2, 120 mph (8500 rpm)
V, 1.03, 17.5, 148 mph (8500 rpm)
VI, 0.82, 21.9, 186 mph (8500 rpm)

DIMENSIONS
Wheelbase: 102.4 in
Track, front/rear: 65.7/63.6 in
Length/width/height: 177.6/75.7/47.8 in
Ground clearance: 4.9 in
Drag area, Cd (0.34) x frontal area (21.5 sq ft): 7.3 sq ft
Curb weight (mfr's claim): 3200 lb
Weight distribution, F/R (mfr's claim): 44/56%
Curb weight per horsepower (est): 6.6 lb
Fuel capacity: 25.1 gal

CHASSIS/BODY
Type: aluminum space frame
http://www.automobilismo.it/edisport/au ... ile/24.jpg
http://www.rsportscars.com/foto/04/f43005_engine.jpg
C/D TEST RESULTS
ACCELERATION: Seconds
Zero to 30 mph: 1.3
40 mph: 1.8
50 mph: 2.8
60 mph: 3.5
70 mph: 4.2
80 mph: 5.4
90 mph: 6.5
100 mph: 7.9
110 mph: 9.3
120 mph: 11.0
130 mph: 13.0
Street start, 5-60 mph: 4.0
Top-gear acceleration, 30-50 mph*: 3.6
50-70 mph: 5.6
Standing 1/4-mile: 11.7 sec @ 123 mph
Top speed (redline limited): 186 mph

BRAKING
70-0 mph @ impending lockup: 147 ft
http://www.automobilismo.it/edisport/au ... ile/19.jpg
PROJECTED FUEL ECONOMY (C/D EST)
EPA city driving: 11 mpg
EPA highway driving: 16 mpg

INTERIOR SOUND LEVEL
Idle: 52 dBA
Full-throttle acceleration: 94 dBA
70-mph cruising: 74 dBA
*In 4th gear. The F1 gearbox won't accept 6th at 30 mph.

F430
Δύο από τις καινοτομίες παρουσιάζονται για πρώτη φορά παγκοσμίως στην παραγωγή αυτοκινήτων, Πρόκειται για το ηλεκτρονικό διαφορικό (Ε-Diff) και το τιμόνι που έχει ένα εγκατεστημένο διακόπτη, γνωστό στους πιλότους της Σκουντερία και ως manettino, που ελέγχει το συγκροτημένο σύστημα δυναμικής του οχήματος.
E-Diff Electronic Differential
http://www.automobilismo.it/edisport/au ... ile/10.jpg
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. 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

Manettino & Vehicle Setup

Just like in Formula 1, the F430 driver can change the set-up of his car using the innovative selector set on the steering wheel. The manettino is a rotary switch that has been adopted directly from racing, where the driver's 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 position of the manettino is an example of the rationalisation studies that went into the layout of all the controls inside the car.

The manettino enables car settings to be changed to suit the personal preferences of the driver, road surface conditions and available grip. The settings available to the driver have been concentrated in five different strategies. These, in ascending order according the level of performance (grip), 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). 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 downchanges, 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 tarmac. In this configuration, unlike ICE, the driver can still use the F1 paddle shift. The adaptive suspension setting is optimised 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 and 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. 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 race track. Gear changing is even faster to minimise gear-shifting times. CST intervention is reduced to a minimum (the engine management only cuts the engine when absolutely necessary). The damping also goes up one level.

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 de-activated, the electronic differential has a specific calibration, which permits the car's incredible levels of handling and roadholding when free of stability controls. Gearshift speeds and damper settings are the same as in RACE. Over and above the significant technological breakthrough that the manettino represents, the approach to the new F430 underlines the importance given to exploiting the potential of the vehicle while maintaining ease of use under all conditions without jeopardising safety and stability.

This has led to a new way of conceiving the car, which is not only based on the use of new technical features (e.g. 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 optimisation 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 F430 features Ferrari's forged aluminium, double unequal-length wishbone suspension set-up front and rear with anti-dive and anti-squat geometries. The F430 also introduces new-generation adaptive suspension for the first time on a V8-engined Ferrari. Two sensors are mounted on the lower front wishbones to read suspension travel, two on the upper shock absorber mounting points to measure body movement, 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 fitted with 19'' rims with 225/35 tyres at the front and 285/35 at the rear. There is also the option of run-flat tyres combined with electronic pressure control. When flat, these tyres can be driven for 70 miles at a maximum speed of 50mph.

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 11 metres. The braking system of the F430 consists of powerful, all-round vented and cross-drilled cast-iron discs (330mm x 32mm) with four-pot callipers 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 186mph 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: 380mm x 34 mm with six-pot callipers at the front, and 350mm x 34 mm with four-pot callipers at the rear.

The diameters of the hydraulic pistons are differentiated to distribute the pressure exerted on the discs and optimise 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 in fact easily cover 350 laps at racing speeds on the Fiorano track.

Τest Drive
http://www.infomotori.com/a_16_IT_11649_1.html
http://www.caranddriver.com/article.asp ... le_id=8896

video
http://www.ferrari-of-ontario.com/
http://www.motorsport.it/html/pagina.php?id=1712
http://www.vividforums.com/printthread.php?t=17178
http://www.magcars.com/video_gallery.asp?Action=Ferrari

Photos
http://www.rsportscars.com/foto/04/f43005_03.jpg

http://www.automobilismo.it/edisport/au ... ile/18.jpg
http://www.automobilismo.it/edisport/au ... ile/07.jpg
http://www.italiaspeed.com/2004/cars/fe ... mages.html
http://www.automobilismo.it/edisport/au ... ile/15.jpg
http://www.automobilismo.it/edisport/au ... ile/21.jpg[/img]
http://www.rsportscars.com/foto/04/f43005_inter2.jpg
http://www.automobilismo.it/edisport/au ... ile/17.jpg

http://www.automobilismo.it/edisport/au ... ile/22.jpg
ENGINE
Type: V-8, aluminum block and heads
Bore x stroke: 3.62 x 3.19 in, 92.0 x 81.0mm
Displacement: 263 cu in, 4308cc
Compression ratio: 11.3:1
Fuel-delivery system: port injection
Valve gear: chain-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake- and exhaust-valve timing
Power (SAE net): 483 bhp @ 8500 rpm
Torque (SAE net): 343 lb-ft @ 5250 rpm
Redline: 8500 rpm

DRIVETRAIN
Transmission: 6-speed manual with automated shifting and clutch
Final-drive ratio: 4.30:1, limited slip
Gear, Ratio, Mph/1000 rpm, Max test speed
I, 3.29, 5.5, 46 mph (8500 rpm)
II, 2.16, 8.3, 71 mph (8500 rpm)
III, 1.61, 11.2, 95 mph (8500 rpm)
IV, 1.27, 14.2, 120 mph (8500 rpm)
V, 1.03, 17.5, 148 mph (8500 rpm)
VI, 0.82, 21.9, 186 mph (8500 rpm)

DIMENSIONS
Wheelbase: 102.4 in
Track, front/rear: 65.7/63.6 in
Length/width/height: 177.6/75.7/47.8 in
Ground clearance: 4.9 in
Drag area, Cd (0.34) x frontal area (21.5 sq ft): 7.3 sq ft
Curb weight (mfr's claim): 3200 lb
Weight distribution, F/R (mfr's claim): 44/56%
Curb weight per horsepower (est): 6.6 lb
Fuel capacity: 25.1 gal

CHASSIS/BODY
Type: aluminum space frame
http://www.automobilismo.it/edisport/au ... ile/24.jpg
http://www.rsportscars.com/foto/04/f43005_engine.jpg
C/D TEST RESULTS
ACCELERATION: Seconds
Zero to 30 mph: 1.3
40 mph: 1.8
50 mph: 2.8
60 mph: 3.5
70 mph: 4.2
80 mph: 5.4
90 mph: 6.5
100 mph: 7.9
110 mph: 9.3
120 mph: 11.0
130 mph: 13.0
Street start, 5-60 mph: 4.0
Top-gear acceleration, 30-50 mph*: 3.6
50-70 mph: 5.6
Standing 1/4-mile: 11.7 sec @ 123 mph
Top speed (redline limited): 186 mph

BRAKING
70-0 mph @ impending lockup: 147 ft
http://www.automobilismo.it/edisport/au ... ile/19.jpg
PROJECTED FUEL ECONOMY (C/D EST)
EPA city driving: 11 mpg
EPA highway driving: 16 mpg

INTERIOR SOUND LEVEL
Idle: 52 dBA
Full-throttle acceleration: 94 dBA
70-mph cruising: 74 dBA
*In 4th gear. The F1 gearbox won't accept 6th at 30 mph.

F430
Δύο από τις καινοτομίες παρουσιάζονται για πρώτη φορά παγκοσμίως στην παραγωγή αυτοκινήτων, Πρόκειται για το ηλεκτρονικό διαφορικό (Ε-Diff) και το τιμόνι που έχει ένα εγκατεστημένο διακόπτη, γνωστό στους πιλότους της Σκουντερία και ως manettino, που ελέγχει το συγκροτημένο σύστημα δυναμικής του οχήματος.
E-Diff Electronic Differential
http://www.automobilismo.it/edisport/au ... ile/10.jpg
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. 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

Manettino & Vehicle Setup

Just like in Formula 1, the F430 driver can change the set-up of his car using the innovative selector set on the steering wheel. The manettino is a rotary switch that has been adopted directly from racing, where the driver's 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 position of the manettino is an example of the rationalisation studies that went into the layout of all the controls inside the car.

The manettino enables car settings to be changed to suit the personal preferences of the driver, road surface conditions and available grip. The settings available to the driver have been concentrated in five different strategies. These, in ascending order according the level of performance (grip), 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). 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 downchanges, 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 tarmac. In this configuration, unlike ICE, the driver can still use the F1 paddle shift. The adaptive suspension setting is optimised 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 and 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. 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 race track. Gear changing is even faster to minimise gear-shifting times. CST intervention is reduced to a minimum (the engine management only cuts the engine when absolutely necessary). The damping also goes up one level.

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 de-activated, the electronic differential has a specific calibration, which permits the car's incredible levels of handling and roadholding when free of stability controls. Gearshift speeds and damper settings are the same as in RACE. Over and above the significant technological breakthrough that the manettino represents, the approach to the new F430 underlines the importance given to exploiting the potential of the vehicle while maintaining ease of use under all conditions without jeopardising safety and stability.

This has led to a new way of conceiving the car, which is not only based on the use of new technical features (e.g. 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 optimisation 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 F430 features Ferrari's forged aluminium, double unequal-length wishbone suspension set-up front and rear with anti-dive and anti-squat geometries. The F430 also introduces new-generation adaptive suspension for the first time on a V8-engined Ferrari. Two sensors are mounted on the lower front wishbones to read suspension travel, two on the upper shock absorber mounting points to measure body movement, 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 fitted with 19'' rims with 225/35 tyres at the front and 285/35 at the rear. There is also the option of run-flat tyres combined with electronic pressure control. When flat, these tyres can be driven for 70 miles at a maximum speed of 50mph.

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 11 metres. The braking system of the F430 consists of powerful, all-round vented and cross-drilled cast-iron discs (330mm x 32mm) with four-pot callipers 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 186mph 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: 380mm x 34 mm with six-pot callipers at the front, and 350mm x 34 mm with four-pot callipers at the rear.

The diameters of the hydraulic pistons are differentiated to distribute the pressure exerted on the discs and optimise 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 in fact easily cover 350 laps at racing speeds on the Fiorano track.

Τest Drive
http://www.infomotori.com/a_16_IT_11649_1.html
http://www.caranddriver.com/article.asp ... le_id=8896

video
http://www.ferrari-of-ontario.com/
http://www.motorsport.it/html/pagina.php?id=1712
http://www.vividforums.com/printthread.php?t=17178
http://www.magcars.com/video_gallery.asp?Action=Ferrari

Photos
http://www.rsportscars.com/foto/04/f43005_03.jpg

http://www.automobilismo.it/edisport/au ... ile/18.jpg
http://www.automobilismo.it/edisport/au ... ile/07.jpg
http://www.italiaspeed.com/2004/cars/fe ... mages.html
http://www.automobilismo.it/edisport/au ... ile/15.jpg
http://www.automobilismo.it/edisport/au ... ile/21.jpg[/img]
http://www.rsportscars.com/foto/04/f43005_inter2.jpg
http://www.automobilismo.it/edisport/au ... ile/17.jpg

http://www.automobilismo.it/edisport/au ... ile/22.jpg
ENGINE
Type: V-8, aluminum block and heads
Bore x stroke: 3.62 x 3.19 in, 92.0 x 81.0mm
Displacement: 263 cu in, 4308cc
Compression ratio: 11.3:1
Fuel-delivery system: port injection
Valve gear: chain-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake- and exhaust-valve timing
Power (SAE net): 483 bhp @ 8500 rpm
Torque (SAE net): 343 lb-ft @ 5250 rpm
Redline: 8500 rpm

DRIVETRAIN
Transmission: 6-speed manual with automated shifting and clutch
Final-drive ratio: 4.30:1, limited slip
Gear, Ratio, Mph/1000 rpm, Max test speed
I, 3.29, 5.5, 46 mph (8500 rpm)
II, 2.16, 8.3, 71 mph (8500 rpm)
III, 1.61, 11.2, 95 mph (8500 rpm)
IV, 1.27, 14.2, 120 mph (8500 rpm)
V, 1.03, 17.5, 148 mph (8500 rpm)
VI, 0.82, 21.9, 186 mph (8500 rpm)

DIMENSIONS
Wheelbase: 102.4 in
Track, front/rear: 65.7/63.6 in
Length/width/height: 177.6/75.7/47.8 in
Ground clearance: 4.9 in
Drag area, Cd (0.34) x frontal area (21.5 sq ft): 7.3 sq ft
Curb weight (mfr's claim): 3200 lb
Weight distribution, F/R (mfr's claim): 44/56%
Curb weight per horsepower (est): 6.6 lb
Fuel capacity: 25.1 gal

CHASSIS/BODY
Type: aluminum space frame
http://www.automobilismo.it/edisport/au ... ile/24.jpg
http://www.rsportscars.com/foto/04/f43005_engine.jpg
C/D TEST RESULTS
ACCELERATION: Seconds
Zero to 30 mph: 1.3
40 mph: 1.8
50 mph: 2.8
60 mph: 3.5
70 mph: 4.2
80 mph: 5.4
90 mph: 6.5
100 mph: 7.9
110 mph: 9.3
120 mph: 11.0
130 mph: 13.0
Street start, 5-60 mph: 4.0
Top-gear acceleration, 30-50 mph*: 3.6
50-70 mph: 5.6
Standing 1/4-mile: 11.7 sec @ 123 mph
Top speed (redline limited): 186 mph

BRAKING
70-0 mph @ impending lockup: 147 ft
http://www.automobilismo.it/edisport/au ... ile/19.jpg
PROJECTED FUEL ECONOMY (C/D EST)
EPA city driving: 11 mpg
EPA highway driving: 16 mpg

INTERIOR SOUND LEVEL
Idle: 52 dBA
Full-throttle acceleration: 94 dBA
70-mph cruising: 74 dBA
*In 4th gear. The F1 gearbox won't accept 6th at 30 mph.

F430
Δύο από τις καινοτομίες παρουσιάζονται για πρώτη φορά παγκοσμίως στην παραγωγή αυτοκινήτων, Πρόκειται για το ηλεκτρονικό διαφορικό (Ε-Diff) και το τιμόνι που έχει ένα εγκατεστημένο διακόπτη, γνωστό στους πιλότους της Σκουντερία και ως manettino, που ελέγχει το συγκροτημένο σύστημα δυναμικής του οχήματος.
E-Diff Electronic Differential
http://www.automobilismo.it/edisport/au ... ile/10.jpg
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. 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

Manettino & Vehicle Setup

Just like in Formula 1, the F430 driver can change the set-up of his car using the innovative selector set on the steering wheel. The manettino is a rotary switch that has been adopted directly from racing, where the driver's 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 position of the manettino is an example of the rationalisation studies that went into the layout of all the controls inside the car.

The manettino enables car settings to be changed to suit the personal preferences of the driver, road surface conditions and available grip. The settings available to the driver have been concentrated in five different strategies. These, in ascending order according the level of performance (grip), 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). 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 downchanges, 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 tarmac. In this configuration, unlike ICE, the driver can still use the F1 paddle shift. The adaptive suspension setting is optimised 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 and 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. 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 race track. Gear changing is even faster to minimise gear-shifting times. CST intervention is reduced to a minimum (the engine management only cuts the engine when absolutely necessary). The damping also goes up one level.

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 de-activated, the electronic differential has a specific calibration, which permits the car's incredible levels of handling and roadholding when free of stability controls. Gearshift speeds and damper settings are the same as in RACE. Over and above the significant technological breakthrough that the manettino represents, the approach to the new F430 underlines the importance given to exploiting the potential of the vehicle while maintaining ease of use under all conditions without jeopardising safety and stability.

This has led to a new way of conceiving the car, which is not only based on the use of new technical features (e.g. 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 optimisation 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 F430 features Ferrari's forged aluminium, double unequal-length wishbone suspension set-up front and rear with anti-dive and anti-squat geometries. The F430 also introduces new-generation adaptive suspension for the first time on a V8-engined Ferrari. Two sensors are mounted on the lower front wishbones to read suspension travel, two on the upper shock absorber mounting points to measure body movement, 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 fitted with 19'' rims with 225/35 tyres at the front and 285/35 at the rear. There is also the option of run-flat tyres combined with electronic pressure control. When flat, these tyres can be driven for 70 miles at a maximum speed of 50mph.

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 11 metres. The braking system of the F430 consists of powerful, all-round vented and cross-drilled cast-iron discs (330mm x 32mm) with four-pot callipers 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 186mph 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: 380mm x 34 mm with six-pot callipers at the front, and 350mm x 34 mm with four-pot callipers at the rear.

The diameters of the hydraulic pistons are differentiated to distribute the pressure exerted on the discs and optimise 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 in fact easily cover 350 laps at racing speeds on the Fiorano track.

Τest Drive
http://www.infomotori.com/a_16_IT_11649_1.html
http://www.caranddriver.com/article.asp ... le_id=8896

video
http://www.ferrari-of-ontario.com/
http://www.motorsport.it/html/pagina.php?id=1712
http://www.vividforums.com/printthread.php?t=17178
http://www.magcars.com/video_gallery.asp?Action=Ferrari

Photos
http://www.rsportscars.com/foto/04/f43005_03.jpg

http://www.automobilismo.it/edisport/au ... ile/18.jpg
http://www.automobilismo.it/edisport/au ... ile/07.jpg
http://www.italiaspeed.com/2004/cars/fe ... mages.html
http://www.automobilismo.it/edisport/au ... ile/15.jpg
http://www.automobilismo.it/edisport/au ... ile/21.jpg[/img]
http://www.rsportscars.com/foto/04/f43005_inter2.jpg
http://www.automobilismo.it/edisport/au ... ile/17.jpg

Spider
http://speed.supercars.net/pitlane/pics/899596a.jpg
http://speed.supercars.net/pitlane/pics/899596c.jpg

Ferrari’s range of V8-engined sports cars will be joined by the new F430 Spider when it is unveiled at the Geneva Show (3-13 March 2005). Click here if you would like to avail of exclusive access to the Ferrari stand.

Ferrari’s new drop-top includes a number of important technical features which give hints of the car’s F1 pedigree, starting with the innovative electronic differential - first developed by the racing division for the Scuderia’s all-conquering F1 cars – which improves traction and roadholding under all conditions. The Spider also features the steering wheel-mounted commutator switch, known to the Scuderia’s drivers as the ‘manettino’, which allows the car’s set-up to be adjusted easily and quickly.

Formula 1 is thus again the inspiration for the development of the company’s road cars. Designed by Pininfarina, the F430 Spider’s sinuous lines, in fact, were fine-tuned using state-of-the-art computer aerodynamics simulation programmes usually employed exclusively by the F1 team.

The F430 Spider’s shape is the result of lengthy testing and features a pronounced nolder which is integrated into the end of the engine cover, new bigger rear air intakes that emphasise the car’s muscular stance, and a new rear valance that incorporates a diffuser of competition derivation. The engine itself is attractively set below a glass cover.

Just like the berlinetta, the new Spider incorporates two elliptical air intakes that feed the front radiators. The shape of the intakes is inspired by Ferrari’s racing cars from the 1961 season, especially the 156 F1 which Phil Hill drove to that year’s F1 Championship title. The spoiler that joins the two intakes at their bottom edge is highly effective in directing the central air flow towards the flat underbody.

The F430 Spider boasts a compact, fully automatic electric hood that allows the engine to be seen in all its glory at all times and which, once lowered, takes up relatively little space, despite the uncompromising central-rear engine layout.

The F430 Spider is powered by Ferrari’s new 490 hp, 4,308cc 90° V8 which is capable of pushing the car to a top speed of over 310 km/h (over 193 mph) and covering the 0-100 km/h (0-62 mph) sprint in just 4.1 seconds. This lightweight and highly compact power unit produces a specific output of 114 hp per litre with a weight-to-power ratio of 2.9 kg (6.4 lbs) per horsepower (dry weight).

F430 in Paris
http://img75.exs.cx/img75/2525/DSCN9447.jpg
http://img75.exs.cx/img75/5571/DSCN9456.jpg

H πρωτη F430 στην χωρα μας by Αρης Βωβος!
Photos by popolaros

http://briefcase.pathfinder.gr/download ... 30_003.JPG
http://briefcase.pathfinder.gr/download ... 30_002.JPG
http://briefcase.pathfinder.gr/download ... 30_001.JPG

Video
http://www.socalm3.com/Montreal F430 start.AVI
http://dl.totalcar.hu/tc316_3.wmv
http://turbo.m6.fr/v2/html/magazine/emi ... ndex.shtml

The FASTEST production-car we ever tested

engine 5*
Hp and torque, furious after 4500rpm, incredibly 'soft' @ low rpm. it responds to the throttle 'on demand'!

acceleration 5* GOLD
0-100 3.6s: the FASTEST production-car we ever tested!! perfect integration between engine, e-diff and 'F1'

acceleration high gear/low rpm: 5*
incredibly V8

gear 5*
comfortable in rain-mode, 'fast and forious' when race-mode!

brakes 5*
200-0 Kph only 133m, average-test 1.18g: composite brakes are so powerful, no fading

on the street 5*
I've just to select the right-setup: F430 is amazing, easy and so fast always!

fuel economy 2*
stop dreaming: F430 needs fuel!!

price 3*

warranty 3*

http://speed.supercars.net/Pics?vpf2=y& ... 106096&l=c
http://speed.supercars.net/Pics?vpf2=y& ... 106096&l=d

Olo to arthro tis dokimis!!!!!!!!!!!!!ante geia!!!!!!!!!

http://speed.supercars.net/pitlane/pics/1111450c.jpg
http://speed.supercars.net/pitlane/pics/1111450d.jpg

http://speed.supercars.net/pitlane/pics/1111451c.jpg
http://speed.supercars.net/pitlane/pics/1111451d.jpg

http://speed.supercars.net/pitlane/pics/1111452c.jpg
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http://speed.supercars.net/pitlane/pics/1111454d.jpg

http://speed.supercars.net/pitlane/pics/1111455c.jpg
http://speed.supercars.net/pitlane/pics/1111455d.jpg

Stradale
http://img293.echo.cx/img293/8841/106466f340c6vy.jpg

Θα γινει της Κορεας....

http://www.forumdellecapre.com/public/D ... 1_gt01.JPG

http://www.racingworld.it/fermas/downlo ... enge/1.jpg
http://www.racingworld.it/fermas/downlo ... enge/4.jpg
http://www.racingworld.it/fermas/downlo ... enge/6.jpg

Ο χρήστης nickolas έγραψε:

http://www.4troxoi.gr/4tforum/viewtopic.php?t=8915&highlight=ferrari+430

τι εννοείς? ότι υπάρχει ήδη τόπικ? τι λε ρε! άστα αυτά! ποιον πα να δουλέψεις?

E, αφού υπάρχει...

Που λεγεται F430 στο παρισι

Η F430 θα κανει την εμφανιση της το 2007 και θα χρησιμοποιει την επαναστατικη τεχνολογια Uniair της Fiat που επιτρεπει τον χρονισμο καθε βαλβιδας ξεχωριστα......540hp

Red hot chili pepper-stradalle

http://www.supercars.net/pitlane/pics/1237220b.jpg
http://www.supercars.net/pitlane/pics/1237220c.jpg
http://www.supercars.net/pitlane/pics/1237220d.jpg

Απολαυστε photos & video της F430

http://www.ferraridatabase.com/The_Cars ... 202004.htm

Eτοιμη και η Ferrari F430 Challenge

http://www.autoweek.nl/images/800/12944.jpg
http://www.autoweek.nl/images/800/12949.jpg
http://www.autoweek.nl/images/800/12947.jpg
http://www.autoweek.nl/images/800/12943.jpg