The all-aluminium body is riveted and welded together, and is 20 per cent stiffer than the 360’s and eight per cent better at resisting flex. The 430 also produces 50 per cent more downforce, helped by the small front wing and a diffuser that manages under-body airflow.
The F430’s V8 is an all-new engine. Built with the classic Ferrari 90-degree flat-plane crank configuration, it measures 4308cc (up from the 360’s 3586cc) and yet weighs only an additional 4kg. Now chain driven, it features variable cam timing on both inlet and exhaust cams and variable valve timing within its four-valve heads. The result is 483bhp at 8500rpm and 343lb ft of torque produced at a relatively high 5250rpm, though Ferrari claims that 80 per cent of peak torque is developed by 3500rpm.
The V8 puts its power through a development of the 360’s six-speed gearbox, with sixth gear and the final drive lengthened to give a higher top speed. Once again, Ferrari customers can choose between an open-gate manual or the F1 semi-automatic transmission of our test car. The F1 ’box has undergone much development since its unveiling on the F355 in 1997. It can now swop cogs in 150 milliseconds and usefully engages reverse 50 per cent faster. From the gearbox, drive is sent to the E-diff, Ferrari’s new active limited-slip differential. A hydraulic actuator takes data from pedal and steering inputs, yaw angle and wheel rotation speed, and controls the torque distributed to the rear wheels.
Double unequal-length wishbones suspend the new 19-inch alloy wheels and there is electronic adaptive suspension and speed-sensitive power steering. Keeping motion in check are 350mm cross-drilled cast-iron disc brakes, or - as on our test car - optional 380mm carbon-ceramic discs. This impressive arsenal of technology is controlled by the driver using the Manettino - a small rotary switch on the steering wheel that toggles different modes of suspension, traction control and gearbox shift pattern.