Ferrari F430

Debut: 2005
Maker: Ferrari
Predecessor: 360 Modena
Being beautiful, fast and soulful, Ferrari 360 Modena was my dream car for the past few years. With 17,000 cars sold from 1999 to 2004, it was also the most successful Ferrari in history. However, in the latter half of its life it faced stiff competitions, first from Porsche 996 Turbo, then Lamborghini Gallardo and Ford GT. Compare with the Ferrari, they are even faster and handled better, if not as entertaining to drive. Commercially, the Ferrari's sales was never threatened by these competitors, thanks to its superior brand image. But to maintain this superior image, Ferrari must do something to reverse the situation, otherwise sooner or later it will lose the top spot. It's time to strike back...

Design and Aerodynamics

So, here comes the new F430. Externally, it looks like a facelift of 360 Modena. Basically, all the critical dimensions are unchanged, such as wheelbase, width, height and tracks. Thankfully, the sexy shape of 360 Modena also retains.

Based on the beautiful design of 360, Pininfarina and Ferrari design chief Frank Stephenson injected more aggressiveness, such as a pair of vertical headlamps, Enzo-style half-recessed taillights, big oval front intakes (inspired by Ferrari 156 Grand Prix car of the early 60s), additional ventilation holes here and there... most of these modifications are driven by functions rather than art, but Ferrari once again proved that beautiful designs and functions are not mutually exclusive.

The tail of F430 incorporates a larger diffuser. Together with other underbody aerodynamic tweaks, it produces a lot more downforce than the already outstanding 360. For example, at 300km/h (186mph), it generates 280kg of downforce (130kg front, 150kg rear), compare to the Modena's 195kg. Remember, this is achieved without seeking help from any external spoilers. At the same time, drag coefficient remains unchanged at 0.33.

Engine and Performance

F430 might look like a facelifted 360, but underneath the familiar shape is a vastly improved machine. A total of 70% parts are redesigned, most notably is the new 4.3-litre V8 engine. It produces 90 more horsepower than the outgoing 3.6-litre V8, taking the total horsepower count to 490. Astonishingly, that’s more than the mighty F40, yet this is just the entry level Ferrari today ! 
Ferrari claims F430 can top more than 196 mph, which we have no reasons to disbelieve. As for acceleration, despite of a weight increase of 60kg, F430 still boosts considerably higher power to weight ratio than its predecessor (338 hp/ton vs 288 hp/ton), even beating Lamborghini Gallardo (329 hp/ton), if not Ford GT (357 hp/ton). Ferrari claims it take only 3.95 seconds to sprint from zero to 60 mph, 9.2 seconds to 100 mph and 21.4 sec to 150 mph. This is also fully trustable. This means the Ferrari's performance at least matches Lamborghini Gallardo. Maybe marginally quicker.

Storming performance aside, drivers will praise the much improved tractability of the larger capacity V8. Not only maximum torque is increased from 275 lbft to 343 lbft at 5250 rpm, the engine now delivers serious punch from 3000 rpm upward. This should silent those criticized 360 Modena for lack of low-end grunt.

The 4308cc V8 is an all-new design instead of an evolution of the old V8, whose history can date back to the 348-era. It shares the basic aluminum block with Maserati’s 4.2-litre V8, with 1mm longer stroke accounting for the increased capacity. Like the 360 engine, it runs a flat-plane crankshaft (unlike Maserati's fully-balanced cross-plane crankshaft), sacrifices a little refinement in exchange for lightness, hence higher rev and power. Other reciprocating moving parts are also lightweight items, including forged aluminum pistons and titanium connecting rods. In order to enhance thermal efficiency, the engine runs a 11.3:1 compression, up from the 360 and Maserati’s 11.1:1.

The cylinder head is a big departure from 360 Modena's. First of all, it dumped the 5-valve design and gone back to 4 valves per cylinder. Why? Ferrari engineering boss Amedeo Felisa said, "there is no more need of the fifth valve". Seeing the recent trend of development in F1 engines as well as the Enzo supercar’s V12, we can only agree it's the end of the 5-valve era.

The cylinder head also employs a better variable valve timing system - the outgoing 360 engine employed only a discreet-type VVT at the exhaust valves while the overcrowded intake valves did not have VVT. In contrast, the new V8 employs a continuous-type VVT at both intake and exhaust camshafts like the Maserati V8. This ensure optimized valve timing and larger overlapping to improve output across the whole rev range.

Some goodies are carried over from the 360 however, such as the resonance-type variable geometry intake manifold and the 2-stage variable back-pressure muffler.

Chassis and Systems

F430 continues to use the aluminum spaceframe chassis pioneered by 360 Modena. It is now 20% stiffer in torsion and has a stronger front end to comply with the latest US crash test. The tradeoff is a 10% increase of weight to the bare chassis. In addition to the larger engine and other new equipment, the whole car now weighs 1450 kg, 60 kg up from 360 Modena but still undercuts Lamborghini Gallardo (1520 kg) and Ford GT (1542 kg).

The stiffer chassis benefits handling. It won't flex or twist under g-force, thus allows suspension control to be more accurate. The suspensions continue to be all-round double-wishbones, with forged aluminum arms and electronic-controlled adaptive dampers. Predictably, wheel and tire sizes are up, as are the brakes. The difference is now you can opt for the super-powerful carbon-ceramic brakes at a price equivalent to a brand-new supermini. Bargain? those can afford the Ferrari may think so.

To enhance cornering stability, a small diameter twin-plate clutch replaced the large single-plate clutch. This allows the V8 to be mounted lower in the chassis. After the clutch is either a conventional 6-speed manual or a 6-speed F1 semi-automatic transmission (expect 80% customers will choose the latter). The software of the F1 box is improved again, enables much smoother gearchange. The gearbox transmit its power to a new electronic differential called "E-Diff". Ferrari claims this technology was transferred from its F1 cars and it is the world's first for production car. In fact, there is no fundamental differences between E-Diff and Mitsubishi's AYC or BMW's Variable M-differential. Well, it's a good technology, just don't mention "world's first" or "F1 technology" in every sentence.

The real F1 technology is "Manettino", a steering wheel-mounted control interface for various systems. When the car is as fast as F430, Manettino really relieves the burden of the driver and let him concentrate on the road. Behind the Manettino interface is the industry's most versatile integrated control system. It offers the driver 4 driving modes to choose from - Ice, Damp, Sport and Race. These modes alter the setting of the adaptive damping, F1 gearshift response, throttle response, CST traction and stability control and the setting of E-Diff.

On the Road

Open the door, you will see a cabin much different from 360. It still offers a lot of room, including the storage space behind the seats, but the ambience is much more intense, much more race car like. Instead of light-color leather trim, the new cabin is trimmed with black leather to match the cabin-fiber panels around console and ventilation outlets. The instrument is dominated by a big illuminated rev counter. The steering wheel has a simple rotary switch - the "Manettino". All things look the business, I mean racing business. Gone is the days of luxurious expression. Ferrari is going back to the no-nonsense era.

Start the V8, it sounds richer, thicker than the outgoing engine. Being basically a pair of 4-cylinder engine jointed at a common crankshaft, the flat-crank V8 roars like a pair of 4-cylinder engine in sync. It sounds nothing like American or German V8s, being more hollow, louder and angrier. That makes it immediately recognizable through the air.

The engine is always torquey. From just 2000 rpm it already delivers respectable pull, just like what its predecessor did at 3000 rpm. By 4000 rpm it punches out really strong torque, yet this is just halfway of its rev range. The crankshaft spins freely like without any inertia. The needle passes 5000 rpm, 6000 rpm and 7000 rpm so quickly. The V8 screams more and more crazily along with the rising rev. 8000 rpm, what an additive thunder ! 8500 rpm, some 490 horses are under your feet ! the pace it delivers is astonishing by production car standard. Mercedes SL65 ? bye-bye ! you need the world's rarest supercars like Enzo, Pagani, Carrera GT or SLR to beat it. Well, Ford GT is quicker, but the Ferrari V8 screams so thrilling that you would have believed it were faster !

Not only in straight line, F430 also attacks corner much quicker than the 360. In Fiorano, the 360 was 3 seconds quicker than F355. Now F430 is 3 seconds quicker again. That means it trail the Enzo supercar by only 2 seconds a lap.

Apart from speed, you will discover 2 other improvements immediately. Firstly, ride is noticeably smoother than 360 and Lamborghini Gallardo. Secondly, the F1 gearbox now shifts smoothly, so smooth that few people can resist its temptation.

What about steering? many recent supercars and sports cars let us down in this aspect, such as Enzo, Gallardo and Porsche 997. But not the F430. It has one of the most feelsome steerings in the world, being light, precise and fully communicative. It steers exactly the way as the driver thinks, just like an extension of his body.

This is not only contributed by the steering rack (which is the same as 360), but also the electronic differential. While Gallardo and Ford GT feel somewhat big and clumsy, F430 feels light and agile. It is the only car out there displaying no understeer at hard cornering, just pure neutral. There is no scary oversteer like the 360 either, because the active differential always send the right amount of drive to each rear wheel to correct over/understeer. Praise must be given to the F430 engineering team. They resisted the temptation to follow the safe understeer trend like their competitors. They place driver control in first priority. They give the driver the best feedback from steering, brake pedal and throttle pedal, react the driver's input with the purest steering, the sharpest throttle response and the strongest braking power from the ceramic discs. They made F430 the most involving and thrilling car to drive.

Such a pure character makes F430 stand out from the crowd. Now the entry-level Ferrari is back to the center stage.
The above report was last updated on 1 Feb 2005. All Rights Reserved.

The road to higher level

With the vastly increased power and performance, the F430 got a price hike of about 6% from 360 Modena. It costs £117,000 in the UK and US$171,000 in the USA.

Interestingly, when Ferrari introduced 206GT in the late 60s, it was deemed to be a rival of Porsche 911. This did not change much in 308 and 328. Since 348 the V8 line started migrating to a higher category. This process accelerated after the death of F512M, by then Ferrari no longer had a flagship mid-engined sports car to sit above the V8 line.

In the mid-80s, 328 produced 270 horsepower. This increased to 300hp in the 348, 380hp in F355 and 400hp in 360 Modena. Now F430 gets close to the 500hp territory. Today, the V8 line no longer competes with Porsche 911 as it costs double the price. Instead, its biggest rival is Lamborghini Gallardo. 
The above report was last updated on 1 Feb 2005. All Rights Reserved.

F430 vs Gallardo

Ford GT might be faster than the F430, but the only real threat comes from Lamborghini Gallardo. The Italian neighbour has been Ferrari's arch-rival since 1963. Only it has the fame and exotic image to compete with Ferrari. In late last year, Autocar magazine and Evo magazine compared the F430 and Gallardo. The result is summarized below.

Both cars have strong engines. The Ferrari's 4.3-litre V8 is more urgent, with sharper throttle response and louder noise. Naturally, the Lamborghini 5.0-litre V10 is more torquey and flexible at all rev, this compensates the 70kg extra weight and the energy loss at the 4WD system. But the Ferrari could be faster when the driver squeeze its high-revving V8 to the maximum. Subjectively, it also feels faster.

In handling, the Gallardo shines only in one area - traction. Its 4WD system is an advantage in poor conditions, but it also introduces too much understeer. It feels larger and bulkier than the Ferrari. The drive to the front wheels also rob the steering feel, making it somewhat numb. In contrast, the Ferrari feels more agile and neutral to handle. On dry surfaces, its E-Diff provides consistent traction at the rear wheels. Its steering is lighter yet provides uncorrupted feel.

However, if you enjoy an effortless drive, Gallardo could be better. Its safe understeer makes the car insensitive to surfaces changes or side winds. As a result, it doesn't require constant steering correction like the Ferrari.

Both cars ride well, but Gallardo's low speed ride is not as good as F430. Both cars have strong brakes, but again the Ferrari's optional ceramic discs have the upper hands - it is stronger yet completely fade-free.

Overall speaking, the Ferrari is the winner. 
The above report was last updated on 1 Feb 2005. All Rights Reserved.

F430 vs Ford GT

In June 2005, Motor Trend magazine compared the F430 with Ford GT. The traditionally American car-biased magazine made a very objective verdict this time. It praised the Ferrari's handling, which is sharper and goes faster in the twisties than Ford GT. Although the latter has tremendous grip from its wider tires, the Ferrari's E-diff directs the right amount of torque to each rear wheel, enabling faster cornering. This is the first advantage over the GT.

Another advantage of F430 is steering. It is very accurate and communicative, just like a racing car's. In comparison, the GT's steering is more remote and viscous. In fact, all controls of the Ferrari are more precise than the Ford's, such as throttle and brake pedals. Both brakes are powerful, but the Ferrari's carbon ceramic discs cut 10% stopping distance from the Ford.

Motor Trend found Ford GT's superior torque (+157 lbft) and power (+60 hp) allows it to be driven effortlessly while providing astonishing acceleration. In straightline, it is faster than the Ferrari once it regain traction from 50 mph. By 100 mph, it is already leading for half a second (see table in the following topic).

GT also beats F430 by offering a smoother ride, which is a surprise considering the Ferrari has adaptive damping. However, it is the Ferrari that offers the better overall practicality and comfort, because its cabin is much more spacious (including a crucial 2.4 inch more headroom), its luggage compartments are truly usable (while GT's storage space is virtually non-existence), far superior all-round visibility, ease of access and the automated F1 gearbox.

In terms of desirability, the Ford cannot match the Ferrari of course. No matter the wide paneling gaps, the poor quality cabin materials and the mass production switch gears, the Ford does not seem like a car competing in the same segment as the Ferrari. Yes, it costs 25% less than the Ferrari, but it loses the traction / stablity control, ceramic brakes and F1 gearbox. After all, at this price level, a difference of US$50,000 is not very important to their target customers.

Overall speaking, F430 is the winner.
The above report was last updated on 24 Jun 2005. All Rights Reserved.

Incredible performance figures

In January 2005, Road & Track magazine tested a F430 at Fiorano, Ferrari's home test track. It recorded some astonishing figures: 0-60 mph took 3.5 seconds, 0-100 mph took 8.1 seconds. That's 0.45 sec and 1.1 sec respectively quicker than the official claim. That arouse my suspicion immediately. I remember Autocar once recorded a 360 Modena taking only 8.8 seconds to 100 mph, while other magazines found more than 10 seconds. The British magazine therefore suspected Ferrari provided a specially prepared test car.

In the same month, Car And Driver also tested the F430 at Fiorano. The figures are even slightly faster - 3.5 seconds and 7.9 seconds respectively. Car And Driver said their test car was not the same one as that tested by a "rival magazine" but the result was similar. It also revealed that both magazines tested the car at Fiorano's slightly downhill straight runway and not allowed to go in reverse direction. This may account for a few tenths for 0-100 mph, but cannot explain the big difference from the official figures.

Later, Italian magazine Quattroroute recorded similar figures again (3.55 sec for 0-60 and 8.1 sec for 0-100). Even the usually slow Motor Trend measured 3.7 sec and 8.3 sec respectively. It seems the F430 is really that fast !

In fact, the data reveals why it can be so quick: its launch control gives it a lot of advantage in standstill acceleration, eliminating initial wheelspin and optimize the rev at which gearchange is made. Take the Motor Trend's data for example:

Ford GT
0-30 mph 1.7 sec
1.3 sec
0-40 mph
2.4 sec
1.9 sec
0-50 mph 3.0 sec
2.9 sec
0-60 mph 3.6 sec
3.7 sec
0-70 mph 4.5 sec
4.5 sec
0-80 mph 5.4 sec
5.7 sec
0-90 mph 6.3 sec
6.8 sec
0-100 mph 7.8 sec
8.3 sec

You can see F430 launched to 30 mph in an eye-popping 1.3 sec, quicker than Ford GT by as much as 0.4 second ! once overcame the wheelspin, Ford GT used its power and torque advantage to strike back, levelling the Ferrari at 50 mph and pulling away from 80 mph. To the Ferrari, rolling acceleration from 50-100 mph is every bit reasonable for its power-to-weight ratio (which is lower than Ford GT's). The main contributor to its astonishing acceleration is the super-responsive initial launch.
The above report was last updated on 24 Jun 2005. All Rights Reserved.

F430 Spider

The Spider version of F430 brings no surprise to us. Its cabriolet stuffs - the soft top, glass engine lid, semi-flying buttresses and twin-roll bars - are transplanted directly from 360 Spider to the F430 body. The fabric roof and its electric mechanism are again made by CTS (Car Top System), the Porsche-owned cabriolet maker. It still stores neatly under the hood and takes very little space from the mid-engined sports car. What make difference is now it takes 20 seconds to open, versus the previous 28 sec.

The conversion to cabriolet usually pays price in weight and chassis rigidity. F430 Spider is no exception. It adds 70 kg to the kerb weight of F430 Coupe, while chassis rigidity is almost halved*. Anyway, 360 Spider had never been complained for insufficient chassis stiffnes, and F430 Spider gained another 10% torsional rigidity from it. Suspension setup is basically identical to the Coupe, only softer suspension bushings give the Spider a slightly smoother ride.

Ferrari claims near identical performance for the Spider: top speed is 193 mph (down from 196 mph), 0-100 kph takes 4.1 sec (up from 4.0 sec). Behind the wheel, this is easily believable. All journalists said that the car is very quick and shows very little deterioration in handling.

But to me, the coupe is still the better choice - stiffer, lighter and cheaper. The strongest point of Spider is styling - it looks more exotic than the coupe, and the glass screen showing the engine is always a stunning feature. Millionaires will prefer the Spider, while purists will choose the Coupe. Ferrari estimated 55% customers will be the former.

* Ferrari provides no figures about chassis rigidity for comparison, but from my new and old data I can conclude that if the torsional rigidity of 360 Coupe is 100, then 360 Spider is 60, F430 Spider is 66 and F430 Coupe is 120. The difference between Coupe and Spider actually grew bigger in F430.
The above report was last updated on 29 Apr 2005. All Rights Reserved.

430 Scuderia

Porsche 911 GT2 and Lamborghini Gallardo Superleggera are exciting, but this Ferrari is simply sensational...

Four years ago, Ferrari introduced the first stripped-out, track-oriented version of its V8 line, the 360 Challenge Stradale. This car thrilled car enthusiasts by its sharp handling and strong track performance so that it immediately became a hit. Having seen its success, Lamborghini followed suit by introducing the lightweight Gallardo Superleggera. Not long later, Porsche fought back by upgrading its GT2 to 997-spec. Car lovers have never been so excited. But the best news still comes from Maranello: the successor of 360 Challenge Stradale has finally arrived ! It is called 430 Scuderia, where "Scuderia" is the name of the Ferrari grand prix team since the very beginning. It implies that the car has strong links with F1 technologies, as we shall see later.

As you would expect for a track-oriented special edition, 430 Scuderia costs considerably more money than the production F430, i.e., £173,000 versus £129,000. Rich guys are unlikely to care about the difference. What they require is maximum performance and the most thrilling driving experience, both of which can be found in the Scuderia.

In fact, from the exterior design you can immediately tell the difference - the 430 Scuderia has an apparently optimized aerodynamic package including deeper lip spoilers, reshaped front intakes, extra side vents, tilter tail spoiler and a more effective diffuser to produce more downforce. The high-mounted, large-diameter twin-exhaust (instead of four smaller exhaust pipes) looks purposeful, as do the blackened door mirrors and tail panel. The new car also looks lower - you are right, its ride height has been dropped by 15 mm to enhance stability. If you are a good observer, you may also notice that the front tires have been widened by 10 mm and the front brakes have been enlarged from 380 mm to 398 mm. Oh yes, Brembo CCM carbon ceramic discs and 6-pot aluminum calipers are standard on this car in order to provide fade-free stopping power while reducing unsprung weight.

Don't fool by its track-car appearance, the Scuderia is not only faster on track, it is also more user-friendly on road...

Open the door, the lightweight treatment is simply sensational. Apart from the existing dashboard panels, carbon-fiber is used extensively for door panels, transmission tunnel, bulkhead, bucket seats and door mirrors. There is no sound deadening materials, leather or carpet in the cabin. The floor and door sills expose the bare aluminum chassis like Lotus Elise. The rear window is made of lightweight Lexan instead of glass. More weight savings are found outside the cockpit, such as the carbon-fiber air boxes of the engine, the lighter alloy wheels with titanium nuts, the aforementioned ceramic brakes, the lighter twin-exhaust and titanium suspension springs. Overall, the 430 Scuderia weighs 1350 kg in kerb, some 100 kilograms less than the standard car. While such reduction is not as impressive as Porsche 911 GT2, you should understand that the standard F430 already employed a lot of lightweight materials so that it doesn't offer as much room for improvement as the case from 911 Turbo to GT2. From this point of view, the 100 kg reduction is by all means respectable. Most important, it keeps the Scuderia some 80-90 kg lighter than the GT2 and Lamborghini Gallardo Superleggera.

However, lightweight alone is not enough. Ferrari also tuned the 4.3-liter V8 to produce more punch. Smoother intake and exhaust and a higher compression ratio (11.9:1 instead of 11.3:1) made possible by ion-current knock-sensing technology (like BMW M5 and M3) releases another 20 horsepower and 4 pound-foot of torque. The power delivery is not only no peakier than the regular car, but there is actually more mid-range torque from 3000 to 6000 rpm, surprisingly. In addition to the lightweight, 430 Scuderia feels more tractable to drive at regular speed. Up the pace, its fabulous V8 engine sends thundering noise into the uninsulated cabin and pushes the car to 60 mph in 3.5 seconds. 100 mph can be reached in the high 7-second range – and this can be consistently repeated because it employs the formula one-inspired F1-Trac traction control system !

In straight line, the Scuderia is probably no quicker than GT2 and Superleggera. But to the driver it certainly feels quicker and more thrilling, thanks to the sensational engine noise and the mind-blowing F1 Superfast 2 gearbox. Through the years, Ferrari transferred what it learned from Grand Prix racing to its road-going semi-automatic transmission. Now it finally delivers what it promised for years – lightning gearchanges and the sensation of uninterrupted power delivery. It takes only 60 milliseconds to finish a gearshift, compare to 150 ms in F430 and 100 ms in 599 GTB. It is also much smoother than other similar systems, for example, Lamborghini E-gear and BMW SMG. Yes, Porsche may strike back with a double-clutch gearbox soon, but even so I doubt whether it can match the speed of F1 Superfast 2.

For the first time, the Manettino switch works independently from adaptive damping. It should have been that from the outset !

The lightweight, the beefed up suspensions and brakes, the tuned engine and the speedy gearshift let 430 Scuderia to lap Ferrari's Fiorano track in 1 min 25 sec, a full 2 seconds faster than F430. In fact, it is even faster than the Enzo, believe or not ! Considering that supercar provided 150 more horsepower, obviously, 430 Scuderia needs to be very good in handling to beat it.

Yes, it is. Many regards this as the best chassis Ferrari has ever produced, one that even surpasses 599 GTB. Its balance, its neutrality, its grip and its braking are all beyond the level of F430. The wider front rubbers add front-end bite and eliminate the slight understeer associated with the standard car. The lightweight steering might lack the tactile feel of Porsche, but it is undoubtedly accurate and very responsive. The electronic brains in this car work so well to assist the driver without feeling artificial. The E-diff active rear differential now integrates with F1-Trac traction control to distribute the right amount of power to each rear wheel. As a result, the Scuderia is incredibly stable at the limit. It won't threaten its driver by kicking out the tail suddenly as in GT2 and Superleggera. It gives its driver full confidence to exploit its talent. It delivers an intimate feel lacking in its rivals. You can find a similar feel in Lotus Elise or Porsche GT3, but this is the first time a supercar at this performance level is associated with this feel.

Surprisingly, 430 Scuderia is also a better day-to-day companion than F430 as well as its arch-rivals. This is contributed by the torquer engine, the smoother gearshift and the possibility of setting adaptive damping independent of the Manettino dynamic control (which alters throttle response, transmission response, active differential and traction control). Leave the suspension at Comfort mode and you will find the ride is incredibly agreeable.

So 430 Scuderia is an amazing car, one that delivers giant-killing performance in the real world, one that really gels with its driver and one that usable as a daily car. Perhaps Enzo Ferrari was wrong. Now the best Ferrari is back to the mid-engined camp.
The above report was last updated on 17 Oct 2007. All Rights Reserved.


General remarks

F430 Spider
430 Scuderia
Mid-engined, RWD
Mid-engined, RWD Mid-engined, RWD
Aluminum spaceframe
Aluminum spaceframe Aluminum spaceframe
Aluminum Aluminum
Length / width / height 4512 / 1923 / 1214 mm 4512 / 1923 / 1234 mm 4512 / 1923 / 1199 mm
Wheelbase 2600 mm 2600 mm 2600 mm
V8, 90-degree, flat-crank
V8, 90-degree, flat-crank V8, 90-degree, flat-crank
4308 cc
4308 cc 4308 cc
Valve gears
DOHC 32 valves, DVVT
DOHC 32 valves, DVVT DOHC 32 valves, DVVT
Other engine features
Max power
490 hp / 8500 rpm 490 hp / 8500 rpm 510 hp / 8500 rpm
Max torque
343 lbft / 5250 rpm 343 lbft / 5250 rpm 347 lbft / 5250 rpm
6-speed automated manual
6-speed automated manual 6-speed automated manual
Suspension layout
All double-wishbones
All double-wishbones All double-wishbones
Suspension features
Adaptive damping
Adaptive damping Adaptive damping
Tyres front/rear
F: 225/35ZR19
R: 285/35ZR19
F: 225/35ZR19
R: 285/35ZR19
F: 225/35ZR19
R: 285/35ZR19
Kerb weight
1450 kg
1520 kg
1350 kg
Top speed 196 (c) / 197*** mph
193 mph (c)
198 (c) / 199*** / 199^ mph
0-60 mph (sec) 3.95 (c) / 3.5* / 3.5** / 3.55*** / 3.7**** / 3.8^ / 3.9^^
3.5 (c) / 3.3*** / 3.1**** / 3.5^ / 3.4^^^
0-100 mph (sec) 9.2 (c) / 8.1* / 7.9** / 8.1*** / 8.3**** / 8.6^ / 8.4^^
7.3*** / 7.51**** / 7.5^ / 7.4^^^
Performance tested by: *R&T, **C&D, ***Quattroruote, ****MT, ^AMS, ^^Sport Auto, ^^^Autocar

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