430 chaindrive cams ?

Correct, chain driven - no more cam-belt services!!

 

Id love to know ????


Why didnt they change yrs ago???

 

I'll ask the question

 

If it's on a similar time-span as the Enzo, the manual states "to check the condition of the timing chain" every 60,000 km.

I'll post the F430 info when I get it.

 

Yes but with the e-diff it means 3 clutches!!

Ferrari Spa aren't going to loose their servicing revenue without a fight!

 

It's about freeking time! Bravo, bravo, bravo!!! The timing chain alone makes it worth getting. The other thing that Ferrari finally did was, up the displacement big time. In the past all they did was up it by just a little bit. They went from 3.0 liters to 3.2, 3.4, 3.5, and then 3.6. But this time the jump was really big, almost a full liter. As a matter of fact, correct me if I'm wrong, it is the first time a V8 in a Ferrari has been over 4 liters. This is very promissing. Could it bet that the 430 becomes the most reliable model Ferrari has ever made? Is the 328 about to be dethroned? Only time will tell.

 

Probably wouldn't be hard or expensive to convert a belt drive to chain, would it?

 

Yeah it would be very hard to convert. The chain is completely enclosed and it has to have access to a constant oil supply. The belt/s just has a cover over it and no oil supply needed. However you can convert a chain over to gears. I wonder why Ferrari didn't just skip the chain altogether and go right to the gear driven cam? Now that really would have been awesome. But lets not get greedy, hahaha.

 

More spec on the 430..........

A brand-new engine

The F430 is powered by a new 90° V8 featuring Ferrari’s traditionally uncompromising design approach with a flat-plane crank (180° 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 3,586 cc to 4,308 cc), engine weight has grown minimally by just 4 kg, 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 104 mm. 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 130 mm (from 145 mm 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 company’s 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 - 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.

 

not to rain on your guys parade, but sadly Ferrari only makes these types of basic improvments after their compitiion does and if it's new on a Ferrari doen't be shocked when it crapps out early, .....I still want one though, just wish it would have came out awhile aften Honda's new NSX and Toyotas project so they're be forced through embarsement again to be inovative AND reliable. But oh well. What are u gonna do. cross my fingers