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 Road to Higher Level

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. 
 

F430 vs Gallardo

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. 
 

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.
 

Incredible performance figures