ENGINE
The F430
is powered by a new 90 degree V8 featuring Ferrari's traditionally
uncompromising design approach with a flat-plane crank (180 degrees
between throws).
This is an all-new unit that does not share any components with the 360
Modena's engine. The improvement in terms of performance, weight and
reduction of overall dimensions is the result of applying Ferrari's
wealth of F1 experience to its road cars.
Despite a 20% increase in engine displacement (from 3586cc to 4308cc),
engine weight has increased minimally (just 4kg), while performance is
considerably improved. Torque increases by 25% (343lb.ft at 5250rpm, 80%
of which is already available at 3500rpm) and power by 23% (490bhp at
8500rpm).
The engine is extremely compact with a cylinder spacing of just 104mm.
Similarly, Ferrari's 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.
The twin overhead camshafts per cylinder bank feature continuously
variable timing on both inlet and exhaust cams, and hydraulic tappets
drive the valve gear. Actuation of the variable valve timing is
guaranteed by a high-pressure hydraulic system (20bar), 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 that, 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 - actuated pneumatically by the engine
control unit - 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. |
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