getting a feel for F430 F1 reliability

Was that 80% used up (with 20% left), or 20% used up?

Disconcerting, as I have checked my clutch visually, and my favorite Ferrari dealer did the same while my car was being repaired, I have 42% clutch used up, with 58% left. The clutch can be easily used up to 70% usage, and replaced.

My car will be 4 years old in 2 months, and it has seen many autocrosses, track days, time trials, drag races (ProSolo and fun passes at local drag ways), I used the secret U.S. Launch Control 4 times (this LC eats the clutch disc massively).

No idea how your car could have seen more clutch usage than mine.

By the way, the F1 actuator thingy looks like a wear item to me. I will post pictures, and follow up with you as I have my old faulty Scuderia TCU (Transmission Control Unit) available for troubleshooting.

My car came back from the dealer as good as ever. I'm pretty happy with it.

 

You can spend some money on these cars. My 07 ate a F1 actuator at 2800 miles. There are some issues. Prepare for 20k in repairs over a couple of years. You may be luckier than that .

Rad spent 30k or so.

I think it's worth it but be prepared.

 

Last year my car broke:

1.- F1 Actuator (it is a wear item). Entire F1 power unit is cheaper than actuator itself, it is a very expensive part.
2. TCU. I'm still puzzled about this, why would a computer away from heat, inside the car cabin, isolated from vibrations, fail, this is not a wear item.
3. e-diff control valve (another wear item due to heat exposure)
4. F1 solenoid (located next to the e-diff control valve), another wear item.

Clutch is still fine, but it is another wear item. With clutch, and all the other stuff mentioned, we are looking at a $30k bill. Personally, I think that Ferrari Italy (not FNA or the U.S. dealers) is overcharging for the Magnetic-Marelli Selespeed system.

I have looked at the part prices from Getrag for the DCT transmissions, and they are a lot cheaper, these DCT are longer lasting transmissions. I would trade my single-clutch F1 tranny for the extra weight of the DCT, due to its lower stress, lower running costs, and better reliability.

Fortunately, there is hope to get the entire power unit rebuilt (which I'm going to do), and keep it as a spare for the next expected replacement. The e-diff and f1 valves are affordable. The clutch kit is affordable and long lasting. The F1 pump motor is affordable and long lasting (not so in the Modena or Stradale). The TCU is expensive, so an alternative to get it fixed has yet to be found.

The Scuderia and F430 transmission is very strong, and so is the engine, very reliable units.

 

Clutch wear will not damage a normal F1 selespeed actuator. If the cluch wears to a point that drag is induced, this is shown as an input shaft speed figure that the TCU will see and prevent any gear selection (P0715 code). The actuators commonly fail due to an internal leak between the cylinders, seals fail. This is often manifested as a P1772 code.

What tends to happen, is people start getting wierd selection issues, so they take it to the dealer/specialist, who hooks up the diagnostic and attributes the issue to clutch wear when they see it at 60% or above, or if they see a clutch closed over PIS (P1773). So, New clutch gets fitted, hey presto, it still doesn't work right, because the actual fault was with the Actuator, not the clutch. Customer THEN gets told that they also need an Actuator. It's a scenario i have witnessed on both Ferrari and Lamborghini, and with shocking regularity.....

 

So how do we help keep the actuator in good health? scary numbers $$$ in this thread

 

I have disassembled a few failed units. The central 2 seals seem to be the culprits, once they fail the piston rubs on the bore and scores it beyond economical repair. Personally I suspect fluid changes are not being adhered to.

 

Eddie- There is no prescribed change interval for F1 fluid I have seen. During my annuals, I have my techs use a large hypodermic type device to suck out the top part of the fluid and replace with fresh so I get a defacto change about every 2-3 years without having to bleed the system.

What change interval have you seen in tech data or what do you recommend based on your experience?

 

80% used up. But Sherpa and I were talking about it and think there may be/is significantly more stress on the scud system too vs. the 430...either way, it's easy enough for me to change it out when I get to 30-35% left (aka 65-70% used up). I sold my Gallardo with almost 30k miles on it and it still had only eaten 50% of the clutch and that included several launches - so I am not saying the F1 systems are crap by any means either.
And the system in the Ferrari by all my experience so far is WAY better than the setup in the Lambo (standard car or superleggera), so I would do it again any day. (The shifting at full speed in the scuderia is straight insane...I have never felt anything like it before.)
Following all the advice on here and that I applied from my prior experience about how to drive one properly and not wear out the clutch and I have a lot of confidence in mine. Also if you have a Ferrari warranty on the car - the F1 pump and actuator are covered.