Ferrari F430 Revolutionary Electro Controlled Diff
Ferrari has done it again in response to competition it has moved the goalposts for supercars in the 400-500 bhp range. The new Ferrari F430 doesn't just look different from the 360 Modena and it looks just brilliant but it bristles with new technology straight from the race track. The result is a very quick car bringing a new era in control. And you can have it in coupe of soft top form. How quick? Ferrari quotes a maximum speed of 196 mph, and a 0-60 mph sprint in 4 seconds flat. That sort of performance takes it head to head with the Lamborghini Gallardo. No doubt it was the success of the Gallardo, which has the same level of performance as the F430 that spurred Ferrari to develop a new 4.3 liter engine for the F430 and hence the name F430.
New generation of electronics give the driver more control
But the new engine is just part of the story. Brand new on the F430 are new electronic controls that allow the driver to set up the way he wants the car to respond from sporting to electrifying. Then, there is the revolutionary E-Diff. This electro-hydraulic differential doesn’t just stop slip, but sends the right amount of torque to each wheel depending on whether the car is cornering or not, and by how much and so on.
Supercars require a lot of skill to drive them fast, but the combination of the E-Diff, the new control switch and stability control allows the less skilled driver to have as much fun as the highly skilled maestro – and with safety. As always on a true supercar, you can dispense with almost all of the security blanket if you wish.
Great looks, better aerodynamics
Does the F430 look like the supercar it is? You bet; this is the most elegant Ferrari for some time, and makes the 360 Modena look a bit gauche, particularly from one or two angles.
By contrast the F430 is a synthesis of flowing curves, starting with the two large oval air intakes for the twin radiators, and the neat fair in headlamps. The swooping lines are real Ferrari, and the rear end is reminiscent of the Enzo with large protruding rear lamps and air outlets beneath the body to reduce lift and drag. Above the rear fenders are large scoop intakes which help give the car it muscular look.
Coupe or soft top
The whole car is combination of elegance and practicality every curve was checked in the wind tunnel for drag and lift, and the underside reflects latest Grand Prix car know-how in how to get the air out with minimum drag. The F430 has about 50% more downforce compared with the 360 Modena that’s about 300 lb more at the front axle and 330 lb more at the rear axle at 186 mph.
Somehow, a coupe seems the right shape for a supercar of this performance, but quite a few people prefer a soft top. Ferrari has launched a convertible version of the F430 - the F430 Spyder - which has an electrically operated soft top. The best of both worlds?
More spacious, new multi-control switch
Inside, the car is more spacious than in previous Ferrari V8s, especially when the F1 semi-automatic gearbox is specified. There is no gear lever, just a button for reverse on the tunnel. The instruments, right in front of the driver as usual, could be straight from a racing car, as could the latest innovation - the manettino control on the steering wheel. Used for some years by Schnumacher and Barrichello on the F1 cars, this little switch lets the driver choose the settings for the transmission, suspension damping, traction and stability controls whenever he wants to. More later.
4.3 liter V-8 develops 483 bhp
As usual with a supercar, the heart of the F430 is a mighty powerful engine, in this case a 4.3 liter 90-degree V-8 with four valves per cylinder and variable valve timing. The engine has much in common with the 4.2 liter V-8 used in the Maserati models, but has been completely redesigned for the F430, with the power output being pushed up to 483 bhp at 8,500 rpm. Maximum torque of 343 lb ft (465 Nm) is developed at 5,250 rpm, indicating that there is a good spread of torque. In fact, 80% of torque is available from 3,500 rpm upward.
Since the car is much the same size as the 360 Modena this guarantees good performance at any road speed.
This is a compact engine, with cylinders spaced pretty close together – 104 mm spacing for a 92 mm bore – and the crankshaft is of the flat-plane type, which means that there are 180 degrees between crank throws. To reduce engine height and increase stiffness, the main bearing caps are built into the oil pan casting. A twin-plate clutch also helps reduce engine height. The result is that the crankshaft is 15 mm lower than in the 360 Modena.
Chain-driven camshafts and variable valve timing
The camshafts are driven by chain a chain/toothed belt system has been used by Ferrari previously. The chain drive is more compact and more reliable.
As you’d expect on a modern supercar, valve timing is variable, and a separate oil system with its own pump is used to alter the valve opening points according to engine speed. The use of a separate system ensures it can operate very quickly. It can change the cycle completely in 0.1 second.
Of course, there is a dry-sump lubrication system. It has three pumps pulling oil out of the sump. These pumps are able to maintain a constant negative pressure in the crankcase, which reduces resistance.
F1 semi-automatic improved
To get the most out of this engine, it’s best to opt for the F1 semi-automatic gearbox, which has been improved a lot, thanks to help from engineers from Ferrari’s Grand Prix team. Shifts are now made in 150 milliseconds that’s quick and shifts are smoother than before, particularly in the fully-automatic mode. Yup, you can use it as a full automatic if you want it.
Automatic option!
OK, so you might think that’s out of place on a supercar, but can’t you think of one situation in which automatic would be an advantage? Well, Ferrari engineers found one in their testing as you’ll see later.
As before, shifts are made with the Ferrari signature paddles left-hand paddle for down and right-hand for up with reverse being selected by pressing a button on the central tunnel.
The new E-Diff
It’s one thing to get all this power through the transaxle, but another to get the full blast of 483 bhp through two wheels, especially when cornering. This is where Ferrari’s new E-Diff system comes in one more innovation that comes from racing experience. It uses electronics and hydraulics to ensure that the maximum amount of torque available is fed through each tire at all times.
It used to be said that racing improves the breed. Then racing cars became so remote from road cars that most people said this just wasn’t true. Well, here’s the proof that this is so again.
Here’s what the E-Diff does
When you accelerate in a straight line, you’ll get equal distribution of power to both wheels – unless you think you’re going straight, and actually have a bit of lock on, in which case the E-Diff will make sure that the more heavily loaded wheel gets more torque so you go straight up the road.
When cornering, there are many possible scenarios, according to the road surface, the speed of cornering and so on. For example, if one tire is on a slippery surface and the other one on a good one, almost all the torque will go to the one on the good surface. As soon as both tires are gripping again, the torque is divided more equally and of course this works when you’re accelerating out of corners, too. In fact, it works all the time.
The E-Diff just gets the maximum torque to the wheels that the tire will take. The result is smoother, faster driving. Ferrari says that the E-Diff has reduced lap times by the 360 Modena around the Fiorano track by 3 seconds – and that’s a lot. Clearly, a major development in improving performance from a rear-drive car.
Here’s the technical Stuff about the E-Diff
The main units of the E-Diff are a set of friction discs, actuated hydraulically which can alter the amount of torque fed to each wheel in an instant. There is one on each drive shaft, and these vary the amount of torque sent to each wheel continuously. Of course, the hydraulic system is controlled electronically, and responds to a number of sensors which measure what is happening to the car.
The power transmitted to each wheel depends on how far the driver has pressed the throttle, the steering angle and yaw acceleration (cornering) and the speed of rotation of each wheel.
Electronic controls and the Manettino
There’s more new tech stuff to come in the variable electronic control for handling and braking. This all revolves around a small rotary switch on one side of the hub of the steering wheel. It rejoices in the lovely Italian name of manettino.
Just like a Grand Prix driver, the owner of an F430 can change the set-up of his car to suit his preferences and skill using the manettino rotary switch.
More tech stuff about the electronics
The settings available include those for very slippery conditions such as ice as well as driving mode and are:
ICE: performance is significantly restricted to give maximum stability vital with so much power when 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 down changes, even on ice. This is where the automatic is not just a good idea, but the only option.
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 optimized to provide a comfortable ride without limiting 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 provides more sporting settings for the adaptive suspension to maximize performance, handling and stability at high speeds. The CST (stability control) also goes up a level, giving the driver greater freedom.
RACE: this setting must be used only on the race track. Gear changing is even faster to minimize 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. ABS and EBD (electronic brake distribution) which cannot be overridden remain in operation. With the CST de-activated, the electronic differential has a specific calibration giving the best handling and road holding. Gear shift speeds and damper settings are the same as in RACE.
The manettino control system shows just how ease of control and very high performance handling can be obtained. The adoption of stability and traction control (CST) together with the E-Diff makes the car more stable, easier and safer to drive without affecting its handling and the excellent feedback the chassis gives the driver.
Aluminum suspension and big brakes
Even so, you need good basic suspension and brakes to make such a system work on a supercar, and these are up to typical Ferrari standards. First, the wishbone suspension arms are made from aluminum forgings to combine minimum weight with great strength. The suspension is designed to counteract dive on braking and squat on acceleration. Also included in the suspension are the sensors needed to help the control system determine optimum damper settings according to the situation.
The Brembo brakes are new, featuring a new alloy for the cast iron discs on the standard car, while carbon-ceramic discs, developed from the race track are available as an option. They are tucked into the 19 inch wheels which has 225/35 front and 285/35 rear tires, the sizes matching the 47:53% front:rear weight distribution.
Improved alum space frame
And what holds all these components together? They are housed in the latest version of Ferrari’s aluminum space frame, developed and built in conjunction with Alcoa as was the frame fore the 360 Modena. However, the new frame is stiffer, so handling is further improved. Also, it combines front, rear and side crumple regions with a very stiff cockpit module.
The new car is about 130 lb heavier than the old one, which is pretty good bearing in mind the larger, more powerful engine and transaxle. Surprisingly, though, curb weight is about 45 lb more than the Lamborghini Gallardo. True, the Gallardo is a bit smaller, but it carries a penalty of about 130 lb in the four-wheel drive system. However, the F430 manages to cover the standing quarter mile about 1.0 seconds quicker than the Gallardo, so the weight doesn’t seem to be a handicap!
Without doubt, the Ferrari F430 is a stunning new car that had revolution on handling and control of mid-engine, rear-drive cars. If you don’t want that control, of course, you can switch it off and use your skill just as you’d like. Sounds like the best of both worlds to me, and a car we’ll look back on as a true benchmark for supercars.