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The car entered production on Monday 27th October 2007 and was completed
three days later on Thursday 25th October. Transported to Ferrari UK by truck and in turn to the
Northern Ireland dealer, Charles Hurst, who registered it to the first owner Mr Phillip C on 21st February 2008. In addition to the £142.852 on the road price (1st May 2007) the car
was optioned with a red speedometer dial (INST) £? Enamel Scuderia wing shields (LOGO)£840, red brake callipers (CALR)£585.00 ,6x CD (CDCH)£715., Challenge Stradale style wheel rims (RIM3) £1410.00, racing seats in Connolly hide (RSL)£3240.00 with special black stitching (STC2) £245.00, carbon fibre inserts (TRIM)£?
The second owner, Mr Dean H of Bedfordshire, acquired the car on the 12th April 2014 with 21,900 miles. Acquired by the third and penultimate owner, Mr Simon B of Northern Ireland on the 9th January 2016 with 23,500 miles, who covered some 4,500 miles before selling it on the 2nd October 2017 to the last owner Mr James H also of Northern Ireland with just on 28,000 miles following a service inspection by the Ferrari main agents Charles Hurst.
The car is complete with its factory original handbook -with seven stamps as well as hand books, leather wallet and an upgraded Kenwood stereo system incorporating SAT NAV
The F430 Spider joins the F430 as the latest addition to the new generation of Ferrari V8-engined sports cars. The F430 Spiderís innovative aerodynamics, honed to generate dynamic air flows to increase down-force and improve cooling, and the F1 gearbox featuring upgraded software, are just two examples of how Ferrariís technological excellence has been transferred from the track to road.
The F430 Spiderís all-aluminium bodywork and chassis have also been carefully strengthened, to guarantee both occupant safety and the structural rigidity demanded by a car of such high performance.
Two very robust steel roll-bars are integrated into the windshield structure to guarantee maximum occupant protection. The electric hood is fully automatic and folds away under its own flush-fitting tonneau cover, allowing Ferrari engineers to hone the aerodynamics of the car with the hood down.
DESIGN & STYLING
Created by Pininfarina, the F430 Spider is inspired by the carís exceptional engineering and Formula 1. The nose, which is characterised by two distinctive air intakes, draws inspiration from the Ferrari 156 F1 that Phil Hill drove to his F1 World Championship title in 1961. The Enzo Ferrari was the inspiration for much of the rear styling of the new F430 Spider, and the Ferrari meticulous aerodynamic detailing is reflected in the design of the nolder incorporated into the engine cover and the new rear diffuser integrated into the bumper, which boasts race-derived dimensions.
Extreme care has also been lavished on designing the exterior details. The wing mirrors now have specially profiled twin mounting arms that channel air flows to the engine intakes, and the F430 name has been embossed on the back of the driverís side mirror. Even the finish of the engine bay is a work of art in terms of its distinctive shape and materials.
Taken from Ferrariís own website
The F430 hails the arrival of a whole new generation of Ferrari V8-engined berlinettas. Every inch of the car was inspired by the engineering research carried out at Ferrariís Gestione Sportiva F1 racing division.
The result is a highly innovative design characterised by cutting-edge technologies perfected for use on a road-going car. Two of these innovations are world firsts for production cars: the electronic differential (E-Diff) initially developed by Ferrari for its F1 single-seaters and designed to make the most of the engineís torque to optimise traction, and the handily placed steering wheel-mounted commutator switch (better known to the Scuderiaís drivers as the manettino) which directly controls the integrated systems governing vehicle dynamics.
The F430ís light, compact 4,308 cc engine is completely new and gives the car its name. It punches out 490 hp and delivers a specific power output of 114hp/l and 465 Nm of torque. Needless to say, performance is outstanding: acceleration from zero to 100 km/h in 4 seconds flat and a maximum speed in excess of 315 km/h. Every area of this latest Prancing Horse car has been influenced by Formula 1.
For instance, owners can order a braking system using carbon-ceramic discs which offer superior stopping power and give the driver the satisfying feeling of being in complete control of the vehicle even in the most demanding situations.
The F430ís aerodynamics are also highly innovative for a road car: its shape has been honed to generate special flows to increase downforce and improve cooling.
Every last component of this new Ferrari has been perfected to deliver outstanding performance and maximum driving pleasure.
The F430ís line, created by Pininfarina in collaboration with Ferrariís Head of Design, Frank Stephenson, is inspired by the carís exceptional engineering. Each and every styling cue highlights the aggression and performance of a thoroughbred Ferrari yet respects the functional demands of this kind of car. In design terms, little has been carried over from the outgoing 360 Modena with the result that the new berlinetta has an even stronger personality and more muscular stance.
The F430ís nose is characterised by two distinctive air intakes that channel air into generously dimensioned radiators that cool the powerful engine. Their shape draws inspiration from the Ferrari 156 F1 that Phil Hill drove to his F1 World Championship title in 1961. The two intakes are linked at their lower edge by a spoiler that directs the air towards the carís flat underbody. The F430ís vertically stacked headlights are extremely compact thanks to the use of Bi-xenon technology. When the lights are on, the unique shape of the side light, which is incorporated into the outer edge of the headlight, emphasises the profile, making the car immediately recognisable even at night. Large air vents just ahead of the front wheels channel the air out the radiators and along the carís flanks. Generous scoops at the top of the rear wheelarches channel air into the engine, while the lower rear intakes feed the water/oil heat exchanger and brakes.
The side view is completed by the 19Ē wheels with 5 twin-spoke layout that combine classic Ferrari design flair with exceptional levels of structural rigidity combined with light weight.
The Enzo Ferrari was the inspiration for much of the rear styling of the new F430. The type and arrangement of the lights are the same with the latter protruding quite prominently from the bodywork. Another similarity is the shape of the air vent for the engine with the chrome Prancing Horse at its centre.
The Ferrariís meticulous aerodynamic detailing is also reflected in the design of the nolder incorporated in the engine cover and the new rear diffuser integrated into the bumper which boasts race-derived dimensions. The F430ís extreme performance pretensions are further underlined by such styling details as the new exhausts with anodised aluminium tailpipes.
Extreme care was also lavished on designing the exterior details. The wing mirrors, for example, now have a specially profiled twin mounting arms that channel airflows to the engine intakes. The F430 name has also been embossed on their backs.
Even the finish of the engine bay is a work of art in terms of its distinctive shape and materials.
The F430ís interior is another area that has been totally reworked to give it a more sporting ambience. Instrument binnacle, dash, a slimmer central tunnel, new seats and trim are all areas subject to in-depth studies to improve ergonomics and practicality while underlining that exquisite and unique sensation of being aboard a thoroughbred Ferrari.
The F430 is powered by a new 90į V8 featuring Ferrariís traditionally uncompromising design approach with a flat-plane crank (180į between throws). This is an all-new unit that does not share any components with the 360 Modenaís engine. The improvement in terms of performance, weight and reduction of overall dimensions is the result of applying Ferrariís wealth of F1 experience to its road cars.
Despite a 20% increase in engine displacement (from 3,586 cc to 4,308 cc), engine weight has grown minimally by just 4kg, while performance is considerably improved across the board. Torque increases by 25% (465 Nm at 5,250 rpm, 80% of which is already available at 3,500 rpm) and power by 23% (490 hp at 8,500 rpm). The engine is extremely compact with a cylinder spacing of just 104mm. Similarly, Ferrariís engineers integrated the sump and main bearings in a single casting which, along with a smaller diameter twin-plate clutch and flywheel, has reduced the engine height between the bottom of the oil sump and the crankshaft to just 130mm (from 145mm on the 360 Modena power unit).
In line with the latest developments in high specific output engines, there are new 4-valve cylinder heads, and the inlet tracts and valve diameters are derived directly from designs used on the F1 engines. Support from the companyís Gestione Sportiva racing side was essential in defining performance characteristics. The twin overhead camshafts per cylinder bank feature continuously variable timing on both inlet and exhaust cams, and the valve gear is driven by hydraulic tappets. Actuation of the variable valve timing is guaranteed by a high pressure hydraulic system (20 bar), obtained by using a supplementary pump, an external accumulator and a circuit that works in parallel with the oil circuit for the hydraulic tappets. This ensures that a full timing cycle is completed in 0.1 seconds. Ferrari has dropped the mixed gear/toothed belt distribution system for a chain-driven system, thus reducing the overall length of the engine. Crankshaft, con-rods and pistons are also all-new.
The dry sump lubrication system comprises a series of external pumps (thus reducing the overall height of the sump) and a circuit that has been optimised by eliminating the oil radiator and introducing a water/oil heat exchanger mounted inside the engine vee. Three scavenge pumps guarantee that excess oil is drawn out of the bottom of the cylinder block under all driving conditions, creating a strong vacuum around the crankshaft and thus reducing power loss through attrition.
The intake manifold features straight inlet tracts to the two central plenums which, in turn, have trumpets individually cast at the top of the tracts for each cylinder to ensure optimum air flow to the cylinder heads. A rotating drum Ė actuated pneumatically by the engine control unit Ė compensates for variations in the effective volume inside the two plenums to optimise the intake resonance characteristics and therefore maximise the torque curve throughout the rev range.
The performance targets set were achieved also thanks to unrestricted intake and exhaust ducts for optimum gas flow efficiency and the high compression ratio (11.3:1).
The painstaking care taken over optimising internal fluid dynamics and combustion efficiency has ensured a high specific power output despite conforming to the latest Euro 4 and LEV2 emissions standards. Engine management is via two electronic Bosch Motronic ME7 control units with twin motorised throttles, single coils and active anti-knocking control throughout the entire rev range.
E-DIFF ELECTRONIC DIFFERENTIAL
One of the technical features that sets the F430 apart is the E-DIFF or electronic differential.
This solution has been used for years in F1 single-seaters and has been continuously developed and refined, effectively transferring massive torque levels to track under extremely high cornering g-forces. The E-Diff is now standard equipment on the F430 Ė the first time that a production car has been equipped with such a sophisticated system for high Ė 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.
Torque is continuously distributed between the wheels via two sets of friction discs (one for each drive-shaft) controlled by a hydraulic actuator. The amount of torque actually transmitted to the driven wheels depends on driving conditions (accelerator pedal angle, steering angle, yaw acceleration, individual wheel rotation speed) and brings considerable advantages in terms of performance, direction stability, active safety and handling feedback. Again, F1 racing was a vital test bench that enabled Ferrariís engineers to develop a highly sophisticated system that perfectly matches the requirements of a road car designed to reach over 315 km/h and generate considerable cornering forces.
The electronic differential actively helps reduce Fiorano lap times by 3 seconds compared to the 360 Modena. For the driver, the E-Diff increases handling balance and grip (which noticeably improves acceleration), improves roadholding on the limit and also guarantees even better steering feel.
TRANSMISSION AND F1 GEARBOX
The F430 features a new cast aluminium transmission casing that houses the gearbox in unit with the electronic differential and bevel type final drive, as well as the engine oil tank.
The 6-speed gearbox incorporates multicone synchronizers, while both the 6th gear and the final drive have been lengthened to make the most of the greater power and torque of the new engine.
The F430 is available with either the classic Ferrari open-gate manual gearbox or with the F1 paddle shift that Ferrari has continuously developed and refined over recent years for its road-going berlinettas.
Thanks to that ongoing development, Ferrariís F1 gearbox for the F430 is state of the art, introducing a number of important modifications: thanks to inputs from the engineers on the Gestione Sportiva racing side, the F1 gearbox management incorporates a new control strategy which further perfects gearchange speed and smoothness under hard use. Changing gear takes just 150 milliseconds, as measured by the Ďholeí in acceleration during the change.
As well as increasing the speed of changes during hard driving, the new software improves smoothness in the fully automatic mode (actuated by a button on the central tunnel), making the F430 a true all-rounder. At the opposite extreme, the F430ís LAUNCH CONTROL (not available in North America) gives maximum performance away from a standing start with suitable road conditions (for example, on the track).
Gearchange strategies have been fully integrated into all the carís other control systems and are modified by the settings selected by the steering wheel-mounted manettino.
The shift paddles are fixed to the steering column in tried and tested Ferrari tradition (right-hand paddle to change UP and the left to change DOWN) but reverse is now selected by a button on the central tunnel for greater ease of use.
MANETTINO AND VEHICLE SET-UP
Just like in Formula 1, the F430 driver can change various areas of the set-up of his car using a single selector set on the steering wheel. The manettino, as it is called by Scuderia Ferrari drivers, is a commutator switch that has been adopted directly from racing, where the driverís total commitment to driving requires maximum efficiency and speed in controlling the carís 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 manettino is set on the steering wheel and is an example of the rationalisation studies that went into positioning 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, are:
ICE: performance is significantly restricted (maximum intervention by the stability and traction control) for maximum stability Ė 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 down-changes, 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 blacktop. 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 standard setting that strikes the best balance between stability and performance. Ideal for the open road, this position provides an optimum compromise for maximum performance in safety. Compared to the previous settings, SPORT adopts a more sporting configuration for the adaptive suspension to maximise performance, handling and stability at high speeds. 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).
CST: activates or deactivates the stability and traction control. With the manettino set to off, the driver has full control over the carís 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 deactivated, the electronic differential has a specific calibration which exalts the carís incredible levels of handling and roadholding when free of stability controls.
Gear shift 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 (eg. Electronic differential, stability and traction control, and adaptive damping) but also on the improvements of Ferrariís 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 in fact 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 CST intervenes in a smooth unobtrusive way only as and when needed, without taking the driverís mind off what he or she is doing.
The F430 features Ferrariís uncompromising forged aluminium, double unequal-length wishbone suspension set-up front and rear with antidive and antisquat geometrics. The F430 also introduces new generation software for managing the carís adaptive suspension to provide the perfect balance between handling and comfort.
Two sensors are mounted on the lower front wishbones to read suspension travel, two on the upper shock absorber mounting point to measure body movement, one on the 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 absorbersí 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 19Ē 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 120 kilometres at a maximum speed of 80 km/h.
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 (330x32) with four-pot callipers and is integrated with all the carís electronic control system (ABS, CST, EBD). Working in close collaboration with Brembo, Ferrariís 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 300 km/h 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: 360x34 mm with 6-pot callipers at the front, and 350x34 mm with 4-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 the racing speeds on the Fiorano track.
The chassis of the F430 fully exploits the technology of aluminium. As for the 360 Modena, the first Ferrari berlinetta built entirely in aluminium, the F430 chassis is constructed at the Scaglietti facility in Modena in collaboration with the American Company, Alcoa.
The choice of aluminium and the design methods used have enabled two main objectives to be achieved: considerable structural stiffness and excellent driver and passenger protection with minimal weight.
The spaceframe chassis consists of a mix of aluminium extrusions, panelling cast nodes and has been completely revised using finite element analysis to further reinforce key areas.
Chassis rigidity, which is indispensible for optimal handling, has been increased by 20% in terms of torsion and by 8% in terms of flexure. Just like with a F1 monocoque, the increased structural rigidity means that only the suspension absorbs asperities from the road surface. This in turn means that there is no deformation of the chassis to interfer with the carís road-holding in cornering, braking or under acceleration.
The improvements to the chassis have also brought the carís passive safety features up to excellent standards. A minimal increase in overall chassis weight of 10% has enabled Ferrariís engineers to increase the resistance to front-end impact by 37% (in compliance with US standard 301) and to rear-end impact by an astonishing 105%.
To achieve such high standards, particular care was taken over the chassis design in the all-vital crumple zones, integrating the design of the various elements with the type of aluminium used. The central part of the chassis does not absorb energy, but is rigid enough to resist intrusion and roll over. Front and rear armature increases crash resistance, while the mountings of the side impact bars have been strengthened and reinforced so as to transfer energy throughout the chassis away from the area of impact. Similarly, the areas around the A-post and B-post and inner wheelarches have been reinforced.
The floor of the car is in new aeronautical alloy which sees use for the first time in a chassis. This alloy (7075 T6), is extremely resistant and its extremely light weight provides further advantages. The door structure, the chassis reinforcements, the positioning of the collapsible arm rest and a more enveloping seat shape provide excellent protection. Scores in side impact tests were so good that side airbags were deemed unnecessary.
Traditionally, Ferrari has clothed its mechanical package in forms that are dictated by the need for maximum aerodynamic efficiency. In case of the F430, this principle has been developed to the extreme, employing exactly the same engineering approach to computer development models and wind tunnel testing as used by the F1 team.
In this way, Ferrariís engineers have been able to modulate the air flow both around the car, as well as under it, to perfection.
The result is a highly efficient configuration that channels air flow for maximum downforce and thus grip. Similarly air is channelled to the engine to both increase power as well as optimise cooling of transmission and brakes even under the heaviest use.
Perfecting the F430ís aerodynamics has brought about a 50% increase in downforce compared to the 360 Modena, thus increasing high-speed stability and the carís active safety. At 200 km/h, that figure equates to 45 kg more downforce than the 360 Modena and this becomes 85kg at 300 km/h, amounting to a total of 280 kg. The significant progress made in the carís aerodynamics is also reflected in e improvements if the ratio between the coefficient of downforce (CI) and the drag coefficient (Cd) with a 40% improvement over the 360 Modena.
This excellent result was in part achieved by including a new spoiler at the bottom of the front bumper where is cleaves Ďcleaní air, i.e. that still undisturbed by the turbulence generated around the body of the vehicle.
Lengthy development of the shape and the angle of attack of the spoiler resulted in an impressive increase in downforce over the front axle Ė up to 130 kg Ė which contributes in no uncertain manner to longitudinal vehicle stability and steering precision.
The nolder on the trailing edge of the engine cover works in conjunction with the new diffuser between the rear wheels.
The latter features similar fences (deflectors) to those used on Ferrariís single-seaters, and increases the speed of air flow under the tail of the car creating an area of depression and ground effect that pulls the car down. In this conformation, the underbody actively helps increase downforce to a maximum of 150 kg over the rear axle.
The resulting combination of stability, road holding and traction give the driver impressive feedback when accelerating out of a bend, and breakaway characteristics on the limits are even more progressive and controlled even at high speeds.
Aerodynamic development also had a part in extracting the maximum performance from the new 4.3-litre V8. The two intakes for the engine are positioned over the driven wheels in an area of high flow pressure, thus guaranteeing a greater volume of air to the intake manifold.
At high speeds, in fact, ram-effect induction accounts for 1% of the engineís maximum power (490 hp). There is a new specific cooling system that makes the most of the new air intakes at the front and the flow over the radiators positioned ahead of the wheels. Hot air from the radiators escapes through vents on the sides of the front bumpers in an area of vacuum that maximises the extraction effect. The engine compartment is cooled by air from two intakes set into the front of the rear wheelarches.
The air is channelled and distributed to critical areas with a high thermal load to provide optimum cooling even under hard use.
The brakes benefit from a greater air flow thanks to larger intakes and bigger diameter ducting. The new wheel design also helps maximise the expulsion of hot air from the brake discs to match their increased performance.
INTERIORS AND PERSONALISATION
The F430ís interior has been redesigned for improved driver ergonomics. The instruments are housed in a new binnacle, and this design together with the layout of the dashboard underlines the care that has gone into grouping all the major controls in front of the driver within easy reach. In the driverís direct line of sight are the rev counter, which features new graphics with a choice of either a red or yellow background and a new metal surround, the digital readout of the gear ratio selected (F1 version) and a multi-function display.
The same uncompromising approach to driver control was the inspiration behind mounting the starter button and manettino on the steering wheel. The wheel itself is new with the upper rim flattened to improve visibility in the straight ahead position, and the horn pushes are integrated into the inner rim where they can be easily actioned.
The interior reflects the advanced technology and materials employed in the carís construction, and can be personalised with carbon-fibre or aluminium inserts.
The cockpit is noticeably bigger and the already excellent passenger comfort is subsequently increased thanks to a slimmer central tunnel which houses the gear lever turret on the manual version and the F1 console on the paddle-shift version.
There is plenty space behind the rear seats, with a new electronically operated compartment for oddments storage and catch netting to the rear fire wall. The seats have been redesigned for greater lateral containment and the standard electric seats can be substituted by more sporting items with four-point harness to order.
Whilst every effort is made to ensure the accuracy of the above details, we do not warrant that such details are accurate. You are therefore advised to independently verify them for yourself
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