terça-feira, 11 de junho de 2013

Ferrari F430

The F430's chassis is heavily based on its predecessor, the 360. Internally, both cars are referred to as the same model (F131), but for the most intimate, the car is simply known as the Evo.

The design of the F430 was developed jointly by the studio Pininfarina and Ferrari. The style is inspired by old racing cars, especially the model 1961 world champion Formula 1 with Phil Hill, and also in the modern - in the back, it is a reduced copy of the Enzo. According to Ferrari, the aerodynamics received priority over the visual. The body was sculpted in the wind tunnel in order to obtain a good drag coefficient (Cx), high pressure into the ground (down force) and sufficient airflow to cool brakes and engine.

Regarding F360 predecessor, the new V8 grew 20% for transportation, shrank in the external dimensions and won only four kilograms of mass. Contributed to this new materials and components of small size (as the dry sump and clutch of smaller diameter). The intake system has been improved with the use of pipes and valves dimensions equal to those of Formula 1 engines. Camshafts are continuously variable intake and exhaust to and driven by a hydraulic high pressure. The power curve is nearly a straight line (with a slope of 60 degrees relative to the x axis). And the torque runs parallel to power until it reaches its peak. The 3500 rpm has 23% power to 80% of torque. The maximum power of 490 horsepower arrives at 8500 rpm and maximum torque of 47.4 lb-ft at 5250 rpm. On the track, the performance is out of the ordinary. According to Ferrari, the V8 accelerates the 1450 kg of F430, 0-100 km / h in just 4 seconds. And the maximum speed reaches 315 km / h. With all this performance, the engine is able to meet the emission limits of European standards (Euro 4) and American (LEV2).


The brakes of the F430 were designed in collaboration with Brembo. The result has been a new cast-iron alloy for the discs. The new alloy includes molybdenum which has better heat dissipation performance. Another option Ferrari is providing is the carbon-ceramic discs. The pottery has a heat resistance much higher than metals, thus providing not only a good performance to F430 brakes, but also a longer lifespan. Ferrari says that the brakes do not desgatam even after 300-350 laps at the Fiorano circuit, a test track.


The wheel of the F430 is a summary of those in the Ferrari Formula 1, piloted by Felipe Massa and Fernando Alonso. The racetrack riders have different dials that adjust parameters such as time shifting, differential control and throttle opening. On the streets, drivers have the option of five programs that govern the behavior of the car, interfering with the suspension, transmission and other electronic controls. Outside the slopes, it makes sense to individually adjust each position of the car, as the torque distribution between the wheels, for example, each curve.
The programs developed for the F430 provide different degrees of sportiness, the taste of the driver. But Ferrari recommends that the selection meets the conditions of adhesion pathways. In the first, called Ice (ice), the intervention of electronic systems is complete.
The exchange rate enters the automatic mode, with soft and exchanges without stretching the gears, and stability control and traction (CST) works in the safest way possible. This option should be used when running on snow or ice. In the second, Aderenza Bassa (low tack), the rates can be used in manual mode, but the CST still remains cautious. It is ideal for use in wet conditions. The intermediate mode is the standard car, the Ferrari christened Sport. With it is the best compromise between stability and performance.
In relation to the above, the suspension gets a more sporty and CST behavior becomes more tolerant. It is recommended for dry track. Those seeking a direction more sports can opt for Race (race). This, according to the factory, should be used only in closed circuits, where the car can be enjoyed without major risks.
The rates reduces the time of shifting by the CST only acts at risk and the suspension is firmer. In the fifth stage (represented by the acronym CST), stability is no longer controlled by electronics, only the ABS remains in place.

The pilot takes full responsibility for his actions. Even the electronic differential takes a break. In this mode, goes into operation a program fixed standard conditions for maximum performance. The rates and suspension remain configured with the behavior of the previous mode.

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