DM me with needs .
Intake sold Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
They aren't, Mike. This is not uncommon on the F430 engine. The rods are at their limit and become oval at the bing end, resulting in this.
The heads are very good, one is untouched the other requires very minor welding, new seats and guides in one cylinder. The block is absolutely repairable. Needs two liners and some cosmetics. All the damage is to the pan which also incorporates the main bearing caps. If it was a 1960s V12 I’d be fixing it for sure. I may tuck it away, many parts are NLA and will be priceless ten years from now. Image Unavailable, Please Login
Mine had a health check yesterday, apart from the rubbers under the suspension springs needing renewal and a couple of minor items i did well compared to this engine failure.
It it is very uncommon on a 430 engine. But this is on a challenge car shifting at 8500 every shift. So maybe not that uncommon. My 430 has no problem shifting at 8500 every time i drive it.
From the small amount of forensics I was able to do it appears that shortly after comprehensive rebuild it spun the number One (forward most) main bearing. That main bearing cap indicates the bearing was spinning in the cap and intermittently blocking oil supply. #1 & 8 conn rod failed shortly there after. It may be my imagination but the camshafts appear to be billet pieces with a racing profile. If so piston to valve clearance might also been a factor but at this point its all conjecture. There is virtually bo wear on any of the other main bearings.
As you can see from the attached photo things could have been much worse. Very repairable IMHO. If you look carefully at the main bearing journal at the bottom of the photo you’ll see the evidence that the bearing shell there rotated. Either it was not fitted correctly or the align bore was off. I believe the engine builder cut corners. Image Unavailable, Please Login
Is the challenge CF upper intake a different PN than the scuderia CF upper intake? Looks a different matte finish.
Not so unfortunately. None of this era is immune including the Scuderia. Ferrari addressed the issue in the 458 engine.
Obviously no engine is immune. I've certainly not heard of any failures but I'm in a small market. "Not uncommon" as you say, suggests it is common. What was the fix, stronger rods? Different bearings?
I believe this was assembly failure. The number main was, I believe, too tight, ie. not enough clearance. This can be caused if the bearing was slightly undersized or if that front main journal was not in line with the others. My Master told me forty years ago that Ferrari gave their race team engine builders 120 hours to teardown, machine, and reassemble a motor. That’s Iori at Sebring Image Unavailable, Please Login
The rod angle in the 430 motor is high. Also referred to as 'rod ratio'. It is such that there is a much higher loading on the 430 bearings than in the 458 (RPM being equal). The big end becomes oval over time with high RPM use, leading to failiure.
Ok that makes sense. (and might stop me redlining mine!) I used a longer rod and shorter compression height piston to achieve this in a muscle car engine I built and stroked. It worked well. It also reduces side loading on the piston with a reduced rod angle. But it also changes piston acceleration, deceleration and also dwell around TDC and BDC. Rod ratio quite a science and can raise much debate.
Display block with stand. I believe the block is repairable but the sump is badly damaged. Great Coffee table. $3,200 plus shipping Image Unavailable, Please Login Image Unavailable, Please Login
