I’ve begun looking into purchasing a Ferrari F430 with the F1 gearbox. Anecdotally, I have read the newer the F430, the better the shifting. My question is, are there particular year ranges within the run that received specific gearbox updates, or is it that year over year, incremental improvements were made and it’s quite literally, the newer the car, the better the gearbox?; 09, is better than 08, is better than 07, etc. So, do I look for a year range (07-09 for example) or look for the youngest car possible? For those better informed than I, can you offer any insight?
08 and 09 for sure had a lot of improvements I dont think 07 Eg coil Packs on 08 plug in (not screw down), i believe gearbox internals also same as scud
Be careful with model years as a European car's model year is generally based on when registered not when manufactured, this is why sometimes you can find a 2010 F430. In the US, model years have a legal definition. So for a Ferrari, you need to check by assembly number, which is on a plaque in the engine compartment. Attached is a spreadsheet someone here created a few years back on the changes. These are only thru 2008. There were additional changes throughout the 2009 model year as I have noticed some parts on my 2009 are shared with the Scuderia and are different than some 2008 models I have seen. Got me in trouble when I ordered some used "parts" where the stamped part numbers matched but the actual part had been superseded. I think they used up the older parts stocks on the F430 and then started using the newer redesigned parts that were compatible with the Scud. The big change to the F1 system was when it moved to the CFC301 TCU, which had "Auto Easy Exit" which shifts faster and has better clutch life management. Since it has "Auto Easy Exit", you can quickly identify if the cars has the newer transmission/TCU because it will always start out in "Auto", annoying but the one time my wife did have to move my 430, was useful since she would not be the kind of person who would manually shift or even remember to put it in Auto.
As fir the F1 system Corey covered the 2008 change ..there was also a much smaller change in 2006 relating to a better F1 pump Sent from my moto g power using Tapatalk
Gearbox internals are not the same for the CFC301 based transmission between the Scud and later F430's. The later F430 transmission and TCU have many of the Scud improvements, but the gears on the Scud are cut differently to allow the ultra-fast shift times (60ms). There isn't an official time for the later F430 transmission, but numbers between 80 and 110ms seem to be the consensus when in Race and above 5000rpm. Compared to a 2005 or a 360, it is very noticeable. One thing that cannot be overstated, these times are all based on a well functioning F1 system. Take a 2009 F430 (or even a Scud) with an old accumulator vs a stock 2005 F430 with a new accumulator, the 2005 will shift faster and potentially smoother.
08/09 shift in 120ms When I had my 05 I replaced the F1 pump and accumulator with a later version and the only thing that changed was the smoothness but not the speed of the gear shifts. Here's a cool comparison test http://
That's expected..also reliability Shift speed will not change Sent from my moto g power using Tapatalk
Corey I definitely agree with keeping the F1 system in check will give you better performance but unless the accumulator is totally collapsed the statement you made above may be a stretch Sent from my moto g power using Tapatalk
When my F1 system needed an accumulator it felt a lot slower than my friends 2005 F430. I guess seat of the pants.
Honestly I can't remember but there have been lots of chats about it, especially on FChat: https://www.ferrarichat.com/forum/threads/took-my-scud-and-599-gto-for-a-back-to-back-drive.608059/page-2 08/09 definitely don't shift in 80/100ms, that's for sure
What it will affect , and maybe that is what you are referring to, is fast repeative shifting ..changing gears quickly Sent from my moto g power using Tapatalk
I do remember that post, but still no one has shown test data or any Ferrari documentation about the actual speed. I have seen arbitrary references to everything from 80ms to 120ms (I mis-remembered the 120 and said 110 above). I guess we need to have some back to back drives with a 2008/2009 F430, a 612 post 2007, a 599 and a 599 HGTE. Sounds like that would be a fun drive... Anyone with a 612 post 2007 or a 599 or a 599 HGTE in NJ or Eastern Pennsylvania want to do a little experiment?
The introduction of Superfast was when the shifting went from 120 to 100 or 85 depending on model e.g. 599 vs 599 hgte ..Superfast 2 went to 60 ms for the Scud and I believe the 599 GTO I am not aware if any f430 had Superfast software .. does it say it on window sticker Here is some training material from Masi - it helps explain some of the differences - of course this is Masi and you need to corelate to Ferrari
I found this online... but it doesn't say which models got which... Though we know the later 430's are a minimum of Sofast III+. So the question is, do they have the updates for the 100ms shifting. I guess if someone can check NCR (pin 80 CFC301) and NCM (pin 81 Motronic ME7.1.1) are connected that would answer everything. • PRE-SOFAST and SOFAST transmission control system (CFC201): this is the first generation of transmission control system as introduced in 1999 on the 360 model. The name SOFAST (soft + fast) was introduced little later when a new control software was applied with the aim to enhance operating comfort. Management of gearchanges is not influenced by information concerning vehicle dynamics. • SOFAST II transmission control system (CFC231): a new control unit with new software was introduced to optimise gearchange comfort and reduce noise levels. An improved operating management of the clutch was obtained by the introduction of the Kisspoint self-learning procedure. Management of gearchanges is not influenced by information concerning vehicle dynamics. • SOFAST III transmission control system (CFC301): the introduction of Sofast III involves a new control unit and the introduction of a longitudinal acceleration sensor and a clutch pressure sensor. The longitudinal acceleration information allows a gearchange and clutch management influenced by vehicle dynamics. The clutch pressure information allows the ECU to calibrate the clutch diaphragm spring characteristic. These modifications resulted in a much improved clutch management. • SOFAST III+ transmission control system (CFC301): identical to SOFAST III but with modified clutch and new operating software for further improved clutch management. • SOFAST IV with Superfast shift transmission control system (CFC301): new operating software and various hardware modifications are applied. The introduction of the Superfast shift gearshift operating strategy reduces gearshift times to 100 ms. • SOFAST IV with Superfast shift 2 transmission control system (CFC301): new operating software and various hardware modifications are applied. The introduction of the Superfast shift 2 gearshift operating strategy further reduces gearshift times to 60 ms. Hydraulic pressure sensor on clutch housing (Sofast III onward) An analogue pressure sensor measures the hydraulic pressure in the clutch actuator, which is in direct relation to the application force of the diaphragm spring. By this way the exact clutch characteristic can be identified. This component is installed starting from sofast III. Longitudinal acceleration sensor (Sofast III) A longitudinal acceleration sensor was introduced on the Sofast III system to allow to calculate the road gradient (flat surface, uphill, downhill). This information is used by the NCR (TCU) to adapt the clutch activation during driving away and the gearshift strategy in automatic driving mode in base of the road gradient. Starting from assembly 24275, the sensor has been dropped and longitudinal acceleration information is received from the ABS / ESP system (NFR) over the C-CAN line. Specific components for Sofast 4 with Superfast shift • Reinforced gearbox housing (new differential lid) • Reinforced, three-pad gearshift forks made of a new material • New clutch “Ribbed finger” (PIS value still 4,2mm – 327 bit) • New clutch housing with double support bearing • New electric pump with increased capacity and air conveyor • Clutch position sensor with improved thermal isolation for wiring • New hydraulic circuit oil: Shell Donax TX (0,5L) • Direct connection between NCR (pin 80 CFC301) and NCM (pin 81 Motronic ME7.1.1) for engine cut-off in Superfast shift mode: When Superfast shift mode is active, the fuel cut-off command during gearshift to the engine control system is not given over the C-CAN line but by a direct connection by an “active low” signal. This allows a faster command and improved synchronisation between gearbox control and engine control during gearshift phase. • Note: in case of failure of the line (interruption, short circuit) a specific error code will be stored (DTC P1761) and the Superfast shift mode will be disabled. • Activation of reverse lights via CAN: pin 41 of the CFC301 unit is no longer used to operate the reverse lights relay. Instead, it operates the LED behind the Reverse button on the control panel located on the central console. Specific components for Sofast 4 with Superfast shift 2 (CV2) (60ms) Sofast 4 with Superfast shift 2 gearshift strategy is an evolution of the Sofast 4 with Superfast shift system (100MS) as used on the 599 GTB model. The only hardware modification regards the gearshift finger in the hydraulic actuator: in order to further reduce the needed time for a gearshift operation it was necessary to develop a system that does not require a centering in the neutral position during the gearshifting. This system involves removing the engagement actuator tappets and increasing the lever/fork clearance, consequently increasing the actuator stroke by 2mm. Simplification of the system, thanks to the elimination of the centering tappets and relative seals, use of a piston shaft with only one seal, reduced machining work on the engagement shaft due to the elimination of the sealing seats. The actuator interface components have been redefined: • Gearshift finger • Latch and relative drive bushings The following internal components of the hydraulic actuator have been modified: • Engagement piston sleeve • Engagement shaft • Selection movement lobe
M0Y8 is 120ms, earlier F430 is 150ms. 08 is Sofast III, without Superfast. The 599s of the period were quicker (around 100).
You all are amazing and I can’t tell you how much I appreciate the depth and minutia of the information you have provided. It is incredibly helpful and I’m so glad I joined/posted here. Best group ever.
All the F1 systems were evolving at about the same time. 575 Superamericas and early 612s had the F1A system with 180 ms min shift time. HGTS and HGTC 612 models from around 2006 lowered that to ~160 ms. In 2007 a change was made to all 612s that lowered the shift times to 125 ms, about the same as late F430s. The Sessanta and OTO 612 models received the 599 twin-disc clutch and Superfast I software for 100 ms min shift time. The V-8 and V-12 models were both benefitting from about the same upgrades in similar time-frames.
