Ferrari 430 Scuderia Coupe

2008 Ferrari 430 Scuderia Coupe Shown

2009 Ferrari F430 Scuderia THE PERFECT EXOTIC

According to the statistics, Ferrari claims the Scuderia can do anything the F430 can do, only better. And it wasn’t long after I heard the bark of the engine and put my right foot down that I was in complete agreement.

In fact, the overall performance of the Scuderia is so impressive it has achieved a time of one minute, 25 seconds on the Fiorano test track – the exact same time as the legendary Ferrari Enzo.

Behind the wheel it’s obvious that it’s faster, brakes harder, corners with more finesse and control and yes, even changes gears quicker than an F430. Oh, the gear changes!

Equipped with an updated version of Ferrari’s F1-Superfast gearbox – the Superfast2 – the Scuderia changes gears in just 60 milliseconds – compared to 100 ms for the 599 and 150 ms for the F430.

Ripping through the gears, the Scuderia screams past 6000 rpm, alerting you that a shift is imminent. There may be 2500 rpm left to go, but in the blink of an eye you’re at 8500 and the steering wheel mounted shift lights have all lit up – signaling it’s time to make your move. Second gear and third gear fly by almost as quickly and already I’d be looking at a massive speeding ticket were the local law enforcement to see me... and catch me.

While braking for a corner and flicking the left paddle to drop gears I am surprised. The rev match on the downshift seems much more refined than on the stock 430. Perhaps Ferrari engineered a little extra throttle on the 430 for show purposes, or perhaps the new Superfast2 gearbox is just that much more efficient. Either way, it was a little disappointing.

MORE THAN 500 HP

Sweeping out of a nicely banked corner it is really starting to sink in that the Scuderia vastly outpaces its “standard” sibling. While we can partly thank the gearbox, it doesn’t hurt that the Scuderia is powered by a massaged version of the same 4.3-liter engine that puts out an additional 20 hp and four ft-lbs of torque thanks to reworked intake and exhaust systems, as well as a boost in compression from 11.3:1 to 11.88:1. The new total of 510 hp comes on at 8500 rpm and 347 ft-lbs of torque are available at 5250.

The added horsepower is, however, a somewhat trivial reason for the Scuderia’s added gusto. The real difference in performance comes as a result of weight reduction. In total 220 lbs have been shaved off for a new curb weight of just under 3,000 lbs.

The result is not only in acceleration, with a vastly improved 0-62 mph time of 3.6 seconds versus 4.0 in the standard F430, but in the braking and especially the handling.

STRIPPED DOWN

Some of the weight reduction is thanks to the 19-inch magnesium wheels and the carbon ceramic brakes. Other weight-saving measures include carbon fiber bay liners and air boxes as well as a Plexiglass engine cover.

The weight reduction effort is most noticeable, however, in the cockpit, where there is neither carpeting nor floor mats. Amazingly, however, it all still feels very luxurious and sporty, thanks to plentiful amounts of Alcantara. Light-weight seat inserts made of what Ferrari calls “technical fabric” (essentially a sort of mesh material) add to the look.

THE INTICINGLY ILLEGAL DRIVE

From the driver’s seat the feeling is incredible. The seating position makes it feel like you are situated ahead of the front wheels and because of the massive power, screaming V8 and perfect handling, you may find yourself explaining your forgetfulness to the police.

As this is a road test, I’m not pushing the car to its limits. Regardless, there isn’t even a hint of understeer, and the car reacts to quickly to the steering inputs and just darts wherever I point it.

As with all modern Ferraris, the Scuderia is equipped with a Manettino, however, there are some important differences to point out. There is no “Ice” or cold weather setting on the car – shame on those who would drive it in less than perfect conditions. Instead it has been replaced with a CT or, “traction control off” setting, which allows for some tire shredding fun while still retaining the safety of stability control. Both systems can be shut off simultaneously by flipping the little red toggle to the “CST-off” setting.

Don’t be fooled, however. You don’t need to turn the traction control off to get performance out of the Scuderia. It is equipped with E-DIFF2, an electronic differential that works with Ferrari’s F1-TRAC traction control system, allowing you to put down 40 percent more power out of the corners.

Another unique attribute is that Ferrari has allowed drivers to adjust the shock settings independently of the Manettino settings.

You don’t have to wind the car up to enjoy it either, as the airbox design produces an incredible note with throttle input at even low rpm. But wind it up to that 6000-rpm sweet spot and prepare for sound that will leave you with no doubt why this car was named after the Ferrari racing team.

STYLE TO SPARE

As for the aesthetics of the Scuderia, there is no denying it is vastly more aggressive than the stock 430 – especially the shark-like nose. Out back, the new diffuser immediately conveys the designed-for-the-racetrack message.

The entire body redesign, including slightly lower side skirts, increases the Scuderia’s downforce while retaining the same coefficient of drag as the stock 430.

Overall, the Scuderia is far edgier than the stock 430, which really helps to convey the message that this is no longer a sleek, sexy and sensuous exotic but a raw, mean and aggressive supercar.

THE VERDICT

In many ways, the Scuderia is barely a road car, with no floor mats and a Plexiglas engine cover. And yet, with a stereo, power windows, a surprisingly smooth suspension and an engine that can operate with incredibly civility, it could certainly do commuter-duty in a pinch.

That, however, would be sacrilegious – like making Albert Einstein recite his multiplication tables, or forcing Tiger Woods to play mini-put.

As the Scuderia does practically everything the stock 430 does but better, and as the stock 430 is just about the best car money can buy, it’s not much of a stretch to conclude that this light-weight Ferrari might just be the perfect exotic. It’s not the best performance value on the road at $257,456 – a Porsche would be a far-wiser economic decision – but there is something (actually, a lot of somethings) that the Scuderia provides that can’t be found elsewhere.

Ferrari 360 Review

2003 Ferrari 360 Modena 2dr Coupe Shown

We like the Ferrari 360. In other news, we also like Dom Perignon, vacationing in Fiji and dating Heidi Klum (or to be fair, Brad Pitt). Indeed, coming up with "cons" for such a marvelous automobile like the 360 Modena and Spider is like criticizing Heidi for having a funny accent or Brad for dyeing his hair. This Ferrari set the bar for other "lower-end" supercars by providing blistering performance, ethereal steering, superior ride and tenacious grip. It didn't look half bad either, and who can argue with a car that proudly presented its engine under a glass hood?

Most Recent Ferrari 360

The Ferrari 360 was all-new in 1999 and offered in Modena coupe and Spider convertible body styles. They were powered by a mid-mounted 3.6-liter V8 that pumped out a raucous 400 horsepower at 8,500 rpm. Low-end power wasn't as plentiful with a "mere" 275 pound-feet at 4,750 rpm. The all-important 0-60-mph sprint was accomplished in a few ticks north of 4 seconds.

The standard transmission was a six-speed manual tied to a classic Italian gated shifter complete with chrome ball knob. Many Modenas and Spiders were ordered with the rather pricey F1 automated clutch manual gearbox that shifted via column-mounted shift paddles in a lightning-quick 150 milliseconds. Although we'd probably stick with the stick, the F1's adept ability at rev-matching downshifts and its automatic mode (admittedly not the smoothest system in the world) make it a good choice for both aggressive driving and commuting.

What makes a Ferrari a Ferrari is so much more than simply a go-fast engine and a logo imprinted with a startled horse. The 360 sported an aluminum space-frame chassis, adjustable aluminum double-wishbone suspension and a sleek body by Pininfarina constructed of -- you guessed it -- aluminum, which resulted in super-low weight for ideal performance and handling. Of course, the latter was also made possible by a wide-track body and suspension that reduced body roll to a theoretical concept, while the steering stayed Ginsu knife-sharp right up to triple-digit speeds. (The 360 maxed out at 175 mph.) But again, if you need us to tell you the Ferrari 360 is a blast to drive, perhaps enrolling in Exotic Cars 101 is in order.

Unlike some past Ferraris, the 360 had an interior worthy of the car's price tag. Supple leather, high-quality materials and straightforward ergonomics struck an excellent balance between luxury and driving-focused simplicity. The snug seats offered plenty of lateral support, with a comfortable reach to the divine steering wheel. Besides contributing to superb road-holding, the 360's wide body also provided lots of elbow room and enough space for a set of golf clubs behind the two seats. And really, what's the point of a country club if you can't show off your Ferrari? One of the rare downsides to the 360 was rear visibility -- particularly in the Spider convertible with its high rear deck, thick roll hoops and plastic rear window.

For those who wanted an even more capable Ferrari 360 (or a more exclusive one), the Challenge Stradale was introduced in 2004. This stripped-down club racing version of the coupe had, according to Ferrari, everything eliminated that did not contribute to increased performance or safety (or apparently a chilled interior, as air-conditioning remained). The result was a car 242 pounds lighter than a regular Modena, that also sported 25 additional horses. Along with a 20-percent stiffer suspension and aerodynamic changes that produced 50 percent more downforce, the Challenge Stradale was the closest thing one could get to Schumacher's F1 ride -- at least until the Enzo came along.