AERODYNAMICS

Traditionally, Ferrari has designed the bodywork to satisfy the need for maximum aerodynamic efficiency. In the case of the F430, this principle has been developed to the extreme, employing exactly the same engineering approach to computer development models and wind tunnel testing as used by the F1 team.

In this way, Ferrari's engineers have been able to modulate the airflow both around the car, as well as under it, to perfection. The result is a highly efficient configuration that channels air flow for maximum downforce and thus grip. Similarly air is channelled to the engine to both increase power as well as optimise cooling of transmission and brakes even under the heaviest use.

Perfecting the F430's aerodynamics has brought about a 50 percent increase in downforce compared to the 360 Modena, thus increasing high-speed stability and the car's active safety. At 124mph (200km/h), that figure equates to 45kg more downforce than the 360 Modena and this becomes 85kg at 186mph (300km/h), amounting to a total of 280kg.

The significant progress made in the car's aerodynamics is also reflected in the improvement of the ratio between the coefficient of downforce (Cl) and the drag coefficient (Cd) with a 40% improvement over the 360 Modena. This excellent result was in part achieved by including a new spoiler at the bottom of the front bumper where it cleaves 'clean' air, i.e. that still undisturbed by the turbulence generated around the body of the vehicle. Lengthy development of the shape and the angle of attack of the spoiler resulted in an impressive increase in downforce over the front axle - up to 130kg - which contributes in no uncertain manner to longitudinal vehicle stability and steering precision.

The spoiler on the trailing edge of the engine cover works in conjunction with the new diffuser between the rear wheels. The latter features similar fences (deflectors) to those used on Ferrari's single-seaters, and increases the speed of air flow under the tail of the car creating an area of depression and ground effect that pulls the car down. In this conformation, the underbody actively helps increase downforce to a maximum of 150kg over the rear axle.

Aerodynamic development also had a part in extracting the maximum performance from the new 4.3-litre V8. The two intakes for the engine are positioned over the driven wheels in an area of high flow pressure, thus guaranteeing a greater volume of air to the intake manifold.

At high speeds in fact, ram-effect induction accounts for 1 percent of the engine's maximum power. There is a new specific cooling system that makes the most of the new air intakes at the front and the flow over the radiators positioned ahead of the wheels. Hot air from the radiators escapes through vents on the sides of the front bumpers in an area of vacuum that maximises the extraction effect. The engine compartment is cooled by air from two intakes set into the front of the rear wheelarches.

The air is channelled and distributed to critical areas with a high thermal load to provide optimum cooling even under hard use. The brakes benefit from a greater airflow thanks to larger intakes and bigger diameter ducting. The new wheel design also helps maximise the expulsion of hot air from the brake discs to match their increased performance.