F430 New owner diary inc. maintenance & upgrades

Thanks Russell - that's really interesting. I'd not seen the video before.

 

My carbon plenum is nearly complete and I’m really, really, pleased with it. It was originally a challenge plenum therefore differed from a Scuderia version by the lack of gloss finish i.e. no lacquer equals less weight. My plenum had some crazing to the RH inlet duct and wear from chaffing braided hoses which has been repaired and also it’s been refinished to my spec.

I really like the standard F430 rosso plenum behind the engine window and of course that is lost when going to a full carbon plenum like the Scuderia, so to restore some colour I came up with a couple of designs that incorporated Rosso Corsa paint around the Ferrari script on each chamber.

In the end I settled on a style that Ferrari were already using, starting first on its FXX cars in the 2000’s, then later on the Speciale road car. The central Cavallino background is also satin black which gives a subtle contrast and makes it stand out; the usual giallo would have been too jarring against the rest.

I want to mention and link to the site of the person who's done the work for me but I'm just waiting for him to give the nod, because it's not his usual line of work.
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Thanks both

 

Thanks!

Mk1 air inlet ducts
Sometimes later parts are actually worse than their earlier version. I noticed when I drove my new car home from the dealer that the intake sound was nowhere near as sonorous as my last car, so it prompted a bit of research. I found a wealth of information and discovered that the air intake ducts were changed in late 2006 and went from a high quality single piece moulding to a very cheaply made two piece part: http://www.ferrarichat.com/forum/360-430-sponsored-yellow-compass-group/318087-answer-scud-sound-vs-16m-430-a-6.html

I’ve attached a photo showing frequency analysis of Mk1 and Mk2, courtesy of the Ferrari Life post

The 16M actually has its own design of inlet duct, but sadly they are also the cheaply made Mk2 type, so I tracked down a pair of the rare Mk1 Spider intake ducts from Exotic Auto Recycling. I noticed when looking at my new car it is pretty easy to tell from the outside of the car if the early intakes are fitted. The Mk1 intakes must be cast in a lost foam mould because the interior looks like the surface of polystyrene, and is a dark grey, whereas the Mk2 ducts are very smooth and black.

I noticed that the mesh used on the Mk2 was actually better than the Mk1, which was simply a piece of mesh crudely folded over the entrance aperture, so I cut down the end section of my old Mk2 ducts and bonded it on to the Mk1 ducts. I also sprayed the inside of the Mk1 with satin black.

To remove and fit the air ducts I had to remove the left hand side charcoal canister for the evap system, and loosen the fuel filler neck. I had a few issues with yet more of Ferraris cheese fasteners, by that I mean anything that isn't high tensile is made of the most appalling quality metal. I'm spending a bit of time replacing fasteners with either stainless or decent quality BZP.

Parts
There’s a photo for each item below.
- I’ve bought a sheet of 3mm textured ABS plastic from which I will make front bumper skid plates. It was only £14/$20 posted so works out considerably cheaper than an off the shelf version.
- Scuderia PAS cooler hard lines. These cost around 3x what the cooler did. Madness.
- Some 2008 onwards Spiders have water shields to protect the spark plugs. Mine didn’t so I’m retrofitting them. Before refitting the inlet runners I marked and drilled the A frame for M6 Rivnuts to mount the new coil/spark plug water shields. I noticed my cam covers are starting to look a bit scabby in places so I'll attend to them at some point.
- I now have the alloy tube for the rear cross member modifications.
- I have some 2.5” 304 stainless, some stainless plate, and perforated stainless plate to start modifying the Challenge exhaust. I am going to turn it into a silenced X Pipe.
- Butyl tape to reseal the headlights. This performs a great seal but is easily softened with a heat gun should I never need to disassemble the headlights again to clean them.
- In parts diagrams I noticed the F430 and Scuderia front bumpers are shown with a rubber trim along the upper inside edge. I’ve never seen this fitted to an actual bumper so I bought some generic rubber edging to see how it would fit. The trim is a perfect fit but I’ll need to evaluate it on the car.
- A load more seals, clips, hose clamps, etc. from Eurospares. Claudio also send a replacement header tank decal FOC.
- The crate containing a lot more of the Scuderia parts arrived today. Top marks to Simon Hammerson for his packaging.
- I made a wooden trolley for the gearbox. I really want to get this fitted now.
- I hadn’t realised before but the yellow background on the Scuderia cluster is more of a mustard yellow than the F430. It seems a bit strange to me because it doesn’t really match anything else!
- Scuderia coolant hoses, and also the thermostat housing and outlet elbow for the water pump. It’s larger than the F430 version. The water and oil pumps are also upgraded but I’ll cover those off when I start work on an engine build.
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Thank you. One was my old car (grey), then part way through I got the red car.

 

I had noticed that the carbon fibre plenums are always fitted with taper head Allen bolts instead of the regular cap screws used for the alloy plenum. A taper head usually indicates titanium so that's what I've gone for.

Plenum fitted. It was all plug and play except for the charcoal canister purge line, so I need to order an adapter hose for it.

I've made a start fabricating the rear cross member parts. My Dad has been helping me in the workshop.

The new rear bumper was offered to up check our exhaust measurements were spot on. I'm pleased to say they were.
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The rear cross member outer plates are finished. The scratches on the inside edge are to provide a better key for the adhesive.

Dad masked off the contact patches and sanded back to bare aluminium. He then sanded the rest of the rear area and degreased everything ready for me to repaint in satin black.

Epoxy applied.

Clamped up. The adhesive set in five minutes. Incredible stuff. We did a hammer and chisel test on two pieces of aluminium stuck with it, and the actual aluminium bent before the adhesive gave way.

Challenge exhaust
Here's the Challenge exhaust as-is before I started to modify it to suit the Scuderia bumper - the Challenge tailpipe spacing is different.

First I cut off the outer cover which is simply a container for a layer of heat management material. The outer cover does not seal any exhaust gasses. I wore a mask when removing the heat barrier as it’s a fibrous material that I can't imagine does any good inside a pair of lungs. I also removed the tailpipe trims because the Challenge type aren't suitable for the Scuderia bumper.

Next I opened the actual silencer itself which comprises three chambers. Originally it was packed with stainless steel wool but that had long since disintegrated and there were only a few strands left! I need to move the tailpipe positions further outboard so I cut off the existing pipes at a point where I can easily weld in some infill section.

I mounted the exhaust in the car to start measuring up for the new tailpipe positions.

I only managed to drill one tailpipe hole in the rear cross member because it claimed by drill. It had served me well for years so I can't complain; I will pick up a new one tomorrow.

Next steps for the exhaust are to weld in a Magnaflow X-Pipe into the silencer, then drill some holes in it, then repack with Insulfrax S ceramic fibre.

Interior
I tided up a couple of bits inside the car. Some of the countersunk washers used on lower trim panels had oxidised in places so I'm renewing all of them.

The map pockets in the rear shelf had been stretched and looked unsightly, so I removed them and took up the slack behind the net fixing points.
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Cross member complete
I have reinforced the exhaust trim aperture with 3mm aluminium tube cut to length. I've also added two M8 through-bolts to protect the adhesive from peeling forces.

I did one side and Dad did the other. We used a mixture of files and flap discs in the drill to get an interference fit between tube and cross member.

Both sides installed ready for adhesive. I added three M6 rivnuts on each side of the cross member to mount the exhaust tips.

After Dad degreased the rear panel I etch primed any bare metal then sprayed everything in satin black.

Bumper fitted but not yet adjusted hence some uneven gaps!

F430's equipped with the carbon upper segment are fitted with a couple of trim pieces behind the mesh, either to prevent the exhaust silencer from being seen outside the car, or to deflect air. The Scuderia does not have these - presumably to aid cooling - so I've removed them.

Exhaust mounting
After weighing the Challenge silencer I decided to use a single BMW exhaust mount and after some thinking and offering it up to the car I decided the best place was parallel with the diff casing on the gearbox. I described the design to Dad and he made a template for me.

I fabricated the bracket from 2.5mm stainless plate. It didn't need to be any thicker because most of the lower edge is supported by a boss on the gearbox, though I may add another two gussets between the mounting bolts.
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I've been replacing a few more fastenings around the car, for example I never liked the three chemical black mild steel machine screws holding on the nice stainless steel filler neck flange so they are now flanged stainless button heads. Yes, the car needs a good clean

I of course weighed the coil/plug water shields!

I have removed my instrument cluster to send off to Francorchamps of America, Inc. -I'm glad I did because one of the column stalk terminal pins was sticking out of the top of the central black connector - its locking pin hadn't engaged within the plug.

In a prior update I mentioned the Scuderia cluster yellow was different to the F430, but now are both next to each other out of the car I can see they are identical.
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Scuderia luggage compartment trim
Sometimes things don't work out how I expect them to. I stripped my luggage compartment to fit the Scuderia trim.

I bought the Scuderia trim because I knew it was a lightweight version of the earlier trim that is made from a moulded/compressed fibreboard material and thus, heavy. When I stripped my trim I quickly realised two things: 1)MY08 F430's are already fitted with the later moulded plastic backed trim, and 2) The MY08 trim is lighter than the Scuderia trim to the tune of 1.2kg!

Because of the way the Scuderia and 16M trim is constructed, it actually adds weight over the F430 version; Scuderia & 16M have a layer of thin foam glued to the trim backing, then a further covering of material glued to the foam. In contrast, the majority of F430 trim pieces have the carpet moulded into the plastic backing.

I'm not going to blindly copy Ferrari at the expense of weight, so long live the carpet!

F430 tailpipe heat shields
The F430 has a heat shield behind each rear wheel well that protects various components from heat radiated by the tailpipes. The heat shield is superfluous on the Scuderia because the exhausts pass straight through the rear cross member, but the shields do also serve a secondary purpose as a splash shield hence they are still retained.

The shields weigh nearly 1kg which seemed a waste, so I have remade them from pre-preg carbon, then added some rubber edging trim - glued on.

Photos to show them fitted. I saved 0.5kg.

X Pipe silencer construction
In the end the only parts I've used from the Challenge silencer are the entry and exit pipes! Photo to show everything with the Magaflow X Pipe.

Work has started with templates and mock up construction - photo to show that.
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Weight saving update.
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Exhaust cont.
I've finished fabrication on the silencer so it's just welding to go, but sod's law the valve on my pure argon cylinder has leaked and I've run out, so no TIG today, just some MIG tack welds to hold everything in the right position.

Tailpipe alignment is spot on. I'm happy.

I've already fabricated the silencer end plates, and the next step is to weld those on and pack with ceramic fibre, then weld on the cover.

Wheel mounted paddles
I've mentioned before that I don't get column mounted paddles.

1) From a usability perspective I find them suboptimal.
2) Paddles are the interface to the gear system and like a manual gear linkage, a good paddle system makes all the difference. Column mounted paddles mean the fulcrum point of the switch is very far away from the fingertips and this effectively desensitises the micro switches. It's like a long-throw manual gear linkage. I don't like it one bit.

The first challenge on the F430 is getting three wires into the steering column area. I checked out the wiring diagram and for the standard F430 there are actually three spare/unused wires on the wheel node (connector ref D072) meaning three unused clock spring contacts that could be purposed for the F1 paddle switches. Unfortunately the Scuderia makes use of one of those spare terminals for the traction control off wire (CT off setting on the Manettino), so given I am converting to Scuderia electronics I needed to find another way.

I started looking at clock springs from other Ferrari and Maserati models, and I soon realised some of the Maserati’s had the same clock spring as the F430 but were fitted with a dual stage airbag. This is ideal because I can repurpose those two wires for the F1 system (the yellow sheath will be removed).

Photo to show the Maserati clock spring I purchased.

I've also ordered some paddles: late Mercedes non-AMG. The AMG version has larger paddles but also a larger base which looks a bit ungainly.

To get the best of both worlds I've tracked down some billet aluminium extended paddles for the non-AMG paddle switches. I am going to have these sprayed in the same grey as my newly painted F1 control panel. I did deliberate over carbon paddles but with a carbon instrument cluster and steering wheel they just get lost.

Header tank prep
There are aftermarket bracket mounting systems available to mount the carbon fibre header tank cover, but I don't like those. I have added tabs to my header tank which I will drill and insert M5 rivnuts.
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Silencer fabrication complete
Silencer internals drilled. I didn't want to drill the X pipe transitions, the rationale being to interfere with the gas mixing as little as possible. I have to thank my Dad for drilling which took an absolute age (1.5mm stainless).

I packed with ceramic fibre and stainless wire, then tacked the cover into place. Dad helped with this; it was a two person job because I've used 1.5mm thick stainless as per the Challenger silencer, and it's about on the limit of what can be bent by hand. I could have used 1mm but I've built in some durability at the expense of weight.

Completed and I'm fairly happy with it. The welding isn't a work of art like some of the aftermarket stuff available, but it's certainly with OEM! I also added a tab on each side ready for the mounting system, which I've yet to fabricate.

Something else I’m considering for the new exhaust is a neat shield. The outer cover on the OEM silencer is just thin stainless case to hold heat insulation material against the main silencer body. I had an idea to use some of it on my new exhaust, so I cut up the standard silencer to liberate the top section of outer case. I plan to weld stainless long nuts to the top of my new exhaust and modify the original silencer case to function as an upper heat shield. I am still undecided on it - going to have some more thinking time.

Fastenings/misc.
One of the finishing touches on the Scuderia spec cross member is to reattach the assembly number plaque; the F430 position was directly above where the new LH tailpipe area is.

I've replaced the disc securing fastenings. One of them is an odd cone shape that Ferrari have been using for years. I can only imagine that on one of the older models it served as a wheel locater - it doesn't on the F430. The other fastening is an M8 that I've replaced with a stainless version.

I noticed that the rubber on a few P clips around the car had deteriorated and cracked, so I’ve replaced them with stainless clamps (Ferrari use BZP).

The cat to manifold mounting bolts stood out to me as being well past their best (I had to cut two of them off) so I've replaced them with stainless.
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A couple more weight saving parts.

Luggage compartment bulkhead trim
I'm already using the lightest luggage bulkhead trim at 2.042kg (Scuderia 2.042kg) which is heavy given its function, so I knew there was scope for further reduction in that area. My goal for this project is to save weight and increase performance without reducing the civility to the point where it becomes a chore to drive for more than a quick blast, so although the car is pretty raw to begin with, I will not embark upon thoughtless weight reduction.

The luggage bulkhead separates the luggage compartment from a void between the cabin bulkhead that holds the rack, brake servo, and other things. This void is open to the wheel arches on both sides and on the bottom separated from the road by the thin front under tray, so really the mass of the luggage compartment trim is going to have little-to-no bearing on cabin noise. Given this, I’m happy to reduce its mass.

I estimated there’s 1.5kg to be saved whilst still maintaining a part strong enough to confine luggage, so I obtained some quotes for a bespoke carbon replica of the OEM moulded bulkhead. I then discovered the 360 and F430 Challenge cars had a dry carbon fibre panel, so I checked the price and as I’m finding with most Challenge parts it’s actually really cheap - £87.93/$126.27cheap. It’s now on order.

There’s a photo of the part below – for some reason in photos all of the Challenge carbon looks like a yellowy grey fibreglass. After it arrives I’ll remove the carpet from my original trim and use it to retrim the Challenge part.

Spider roof tray exterior panel
I discovered when working on my cars that the external body panel covering the roof tray is made from thick fibreglass and weighs 12kg. It doesn’t serve any noise suppression function so is fair game for weight removal.

Stoian at Parts3000 has quoted for a carbon replica, and his team estimate a finished weight of between 3-4kg (the part needs to be sufficiently strong to maintain integrity at high speed). For the surface finish I’m going for a gloss finish 1x1/plain weave to match the OEM carbon, and I’m going to see how it looks exposed. I will have it painted in Rosso if I don’t like it.

I am on the way to saving 100kg. More acceleration, better braking, better handling. I have two continental road trips planned for this year - one with my fiancée and one with my Dad. Can't wait!
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A couple of small bits.

Firstly another change to suit the Scuderia exhaust/rear cross member and carbon plenum. On all F430 & Scuderia models there is an engine vacuum accumulator mounted behind the LH tail lamps which serves the exhaust flap valves, but on Scuderia models there is an additional take off for the pulse air injection valve and the two vacuum hoses linking it to the inlet are different to suit the carbon plenum.

I've bought the Scuderia accumulator and specific hoses from the Glickenhaus car.

Photo of both my original and the Scuderia version. Note the second take off for the pulse air system. I also noticed that in addition to the exhaust valve to exhaust valve hose the accumulator to valve hose is also silicone; on the F430 this section is rubber.

Something for the interior and another change to make the car into the spec I would have ordered from new: a rosso instrument cluster cowl. It has bianco stitching but that's fine - I have a black Sharpie and a glass of brandy in front of me.
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Francorchamps of America, Inc. have finished with my Scuderia cluster. It has been reprogrammed for a Spider, my data swapped over etc. Rod did not have any metric auxiliary gauge faces so I'll make my own.

I've got some 599/Scuderia CCM calipers to suit the 398mm discs. These calipers are essentially the same family but have more reinforcement around the pad area to facilitate larger pads without suffering undue flex. There will be a weight penalty with these which I'll evaluate later on. I'm going to have them refurbished in giallo/yellow. My complete front brake setup will be for sale.

Rear cross member detail
A few more pics from the rear bumper conversion. On the F430 the engine lid release cable runs underneath the cross member, but on the Scuderia it runs on top and directly through the reinforcement panels for the new exhaust outlets. I've replicated there here. It may seem like an insignificant change but it's small details like this that give a lot of satisfaction.

On the F430 some of the rear wiring loom runs above the cross member, but on the Scuderia it runs underneath and is fastened to the exhaust panel reinforcements with P clips. I have also insulated the loom with heat barrier as per OEM.

I had to extend one wire to rear the engine lid closed switch/sensor.

The final change was to add spacers for the upper bumper mounts. I fabricated these after measuring the gap with bumper installed, and managed to get them perfectly accurate such that spacers aren't required - more weight saving over the F430.

I'm really happy with the result given I’ve had only two Scuderia photos to work from.
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Thanks. I don't : that pic is of a challenge car to show the carbon trim I have ordered.

 

Another update. As per my previous posts I try to start a new line of text to describe the next attached photo - it doesn't read partoicularly well but it's the best I can do given the board doesn't support inline images.

16M tool kit case
The F430 toolkit is housed in a sturdy leather clad case and because of that it is pretty heavy. I had noticed that the Scuderia models are fitted with a canvas case that matches the tyre kit fitted to all F430's, and is presumably lighter because of that, then later I realised the inside is embroidered with the model type. I ordered the 16M version. F430 version is on the left.

Believe it or not all of the tools do fit in the 16M case.

Because the 16M case is smaller the F430 leather strap was too long and needed some more adjustment holes before it would clamp tightly. I used punch pliers to make additional holes then trimmed off the excess strap with a scalpel.

Optima 'Red Top' 34R
I didn't want to go too light with the battery because practicality and reliability is very important to me. I've gone with the OE Scuderia battery which is an Optima 34R. The OE battery in my car was a lead acid battery whereas the 34R is an AGM type and is nearly 2kg lighter.

The Scuderia has a smaller battery tray to suit the contours of 34R but I decided against fitting it. My rationale is that if I was to suffer a problem when on a road trip in another country it's very likely that I would struggle to find a 34R at short notice, hence I want the flexibility of being able to fit a standard lead acid type again.

I added a Rivnut to the battery tray and made a stop out of a cap screw and plain nuts. I can easily remove it at any time should I need to fit another battery type.

Optima fitted.

F430 Challenge luggage bulkhead
As expected for a race car part the Challenge bulkhead comes untrimmed.

I bought some carpet, adhesive, and 12mm square draught excluder to trim the Challenge bulkhead to road car spec.

The carpet adhesive is a contact type so must be applied to both surfaces. This makes it a bit tricky as it's not possible to reposition anything.

Draught excluder added on the rear side.

The finished result with luggage straps fitted. It looks exactly like the F430 version.

It's not that much lighter than the original so I don't really recommend it!

Misc
'16 F1 Constructors World Championships' rear plaque fitted.

I'm going to commission a rebuild of my seat belts using red webbing. The company I've been in discussion with sent some colour samples so I've chosen a shade that matches the OEM rosso leather.

The exhaust I've made does not utilise valves so the solenoids are defunct but they must remain in place to prevent triggering of an EML. To save a bit of weight and keep things neat I've replaced the solenoid to valve hoses with silicone blanking caps.

Some more weight saving comes in the form of spacers and fastenings that were used on the F430 rear bumper; none of this lot is fitted nor required with the Scuderia bumper.

In preparation for sourcing a Scuderia steering wheel and converting it to wheel mounted paddles I've purchased the upper and lower steering column trims for a manual F430. The manual versions don't have cut outs for column mounted paddles.

The clock spring mount on the steering column is also different on the manual because there aren't paddles to secure, so I've bought tone of those, too.

The 16M front radiator supply pipe has arrived so I'll fit that later this week.

New OEM titanium wheel bolts.

The tyre gel in the tyre repair kit weighs 0.79kg so I'm going to replace it with a tyre string kit.

Exhaust mounting system
I've had a re-think of my exhaust mounting system and decided I would have the single BMW M3 exhaust mount for the silencer but augment it with a smaller mount for each catalytic converter.

I've used some Powerflex polyurethane mounts and some stainless hangars, both of which are universal types made for car projects.

I figured out a design then used a blow torch to heat then lump hammer bend the stainless hangars into shape.

I made use of the original cat mounting brackets; in standard form these are rigidly mounted to the exhaust. Crazy.

I cut off the end of the stock bracket and welded on the hangars I had bent to spec. The next step is to weld the other stainless hangars to the exhaust but I need the rear silencer back from ceramic coating before I can figure out the right position for it.

Weight saving
Sprung weight saved: 53.67 kg
Unsprung weight saved: 23.29 kg
Total weight saved: 76.96 kg
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