Ferrari F430 Spider
Discussion
The thread that keeps on given, bloody love the updates.
I reckon you must also have a time machine, how do you fit all this work in with the rest of your business life, house restoration and keeping the family happy etc.?!?!?!?!?!
I particularly like the nonchalant Le Ferrari comment.....
I reckon you must also have a time machine, how do you fit all this work in with the rest of your business life, house restoration and keeping the family happy etc.?!?!?!?!?!
I particularly like the nonchalant Le Ferrari comment.....
mwstewart said:
Thanks gents that's good advice. It can also stray into the pin itself and cause assembly or connection issues. I've learnt both issues the hard way - nothing worse than a kink in the cable outboard of the housing. I've ended up fairly deft at these deconstruction techniques over the years but getting a stock of OEM housings and pins would be good.
As per everyone else's posts; amazing build! Does anybody know a reason connector blocks/pins are so hard to come by? I assume they're not manufacturer specific but I've never been able to find a source for a decent selection in the past either on the odd occasion I've needed them.
Thanks all.
The brakes are CCM3 meaning the third generation of Ferrari carbon ceramic technology. This equates to a new pad & disc compound that has moved the game on - slightly. The calipers yield strength, cooling, and weight improvements both unsprung and a few kg from ditching the manual handbrake assembly and cables. I don't like electric handbrakes but can live with it on this car given how little it is used, and also the prospect of removing more unsprung weight.
The brakes are CCM3 meaning the third generation of Ferrari carbon ceramic technology. This equates to a new pad & disc compound that has moved the game on - slightly. The calipers yield strength, cooling, and weight improvements both unsprung and a few kg from ditching the manual handbrake assembly and cables. I don't like electric handbrakes but can live with it on this car given how little it is used, and also the prospect of removing more unsprung weight.
Effjay said:
Does anybody know a reason connector blocks/pins are so hard to come by? I assume they're not manufacturer specific but I've never been able to find a source for a decent selection in the past either on the odd occasion I've needed them.
I guess it's because there aren't many people doing things with them so there isn't really a market to make it worth retailing them. I have found knock-offs in Alibaba but not sure I'd want to go there...mwstewart said:
Thanks gents that's good advice. It can also stray into the pin itself and cause assembly or connection issues. I've learnt both issues the hard way - nothing worse than a kink in the cable outboard of the housing. I've ended up fairly deft at these deconstruction techniques over the years but getting a stock of OEM housings and pins would be good.
are they not just standard automotive connectors from TE etc. ?There have been many areas on this project where I could have taken the easy option and run cables by the shortest route, but I don't like doing that; if everything is as per factory diagrams it is straight forward to work on in the future if the need arises. The final stage of ABS installation was to run the 'CT off' wire to the clock spring connector on the steering column and it was one of areas where it would have been very convenient to take the easy option! I didn't though and removed the column to open the loom behind and run the wire as per factory spec.
I disconnected the loom from the drivers door, suspension & locking modules, and dashboard switches so that I could work more easily. Most of my time on the wiring has been spent getting access to things.
The wire was installed which completed the ABS and drive systems installation.
Scuderia electronics research – Part 6
The wiring is not yet over: the Scuderia centre console differs to the F430 not only in looks and construction but also its complement of buttons; it does away with the parking light switch, adds the 'bumpy road' button, and also a door lock button which is required because the carbon fibre door cards do not have a 'lock' button as per the F430.
Scuderia models don't have a heated rear window like the F430 Berlinetta/coupe does so the parking light button is relocated to that position in the drivers switch panel. Conversely the F430 Spider doesn't have a heated rear window either, but it does have the position filled by a heated external mirror switch and this struck me as strange: the heated mirrors on the coupe are controlled automatically by the Air conditioning and heating system node (HVAC module in short!) and the Spider shares the same module i.e. it too could have the mirror heating managed by the HVAC module. The control logic being something like turn on for 30 minutes if external temp is below four degrees C.
My guess is the marketing department didn't want people to think they were getting less when paying more for the Spider hence the manual control button was added. The following pic shows the drivers switch panel from my car with the heated mirror switch second from left.
Today I worked on moving the parking light button from the centre console to the drivers switch panel. The power feed is from fuse 15 in the rear LH fuse panel and I fully expected I'd need to run a new power supply and switched side to the front of the car, but more significantly it looked like I would need to have the A/C discharged and drain the coolant to withdraw the heater box to gain access the wires behind! I was quite pleased to find that the door marker lights share fuse 15 and a wire of the correct colour (light blue) runs to the each side of the dashboard i.e. right next to the drivers switch panel.
The following photo shows the factory splice between the F430 centre console parking light button power feed and the rest of the wire which runs forward to the dashboard. I removed the section running to the centre console as it is no longer required.
At the front of the car again I could repurpose the heated mirror switch for parking lights, which is possible because all of the switches are electronically identical and the connectors aren't keyed. The only thing that differentiates them is the icon on the front! I think they are from an old Fiat.
I finished the parking light wiring so now the only things remaining are: 1) wire the heated mirrors to the HVAC module, and 2) wire up the door lock button.
Scuderia pedals
Given the pedal box is nice and accessible it seemed opportune to swap the driver's side pedals to Scuderia items. The castings themselves are the same - from what I can tell - but the faces are machined and the recesses are countersunk and drilled through. It's a cosmetic difference than meaningful weight saving. As per the other parts they have covered 1,200 miles.
Misc
8mm stainless steel P clips to replace the remainder in each wheel arch.
Replacement bolts for the underbody reinforcement panel. Lighter and more aerodynamic.
Interesting new part
Thanks to my new Ferrari friend in Italy I have discovered a very interesting part: a full dry carbon Scuderia front bumper manufactured by CBS. Thanks Carlo! Those familiar with the red parts label on the rear of F430 parts will already know that CBS manufacture the carbon for Scuderia models.
The bumper is one of several pieces that will help me approach the next weight loss target: 150kg.
I disconnected the loom from the drivers door, suspension & locking modules, and dashboard switches so that I could work more easily. Most of my time on the wiring has been spent getting access to things.
The wire was installed which completed the ABS and drive systems installation.
Scuderia electronics research – Part 6
The wiring is not yet over: the Scuderia centre console differs to the F430 not only in looks and construction but also its complement of buttons; it does away with the parking light switch, adds the 'bumpy road' button, and also a door lock button which is required because the carbon fibre door cards do not have a 'lock' button as per the F430.
Scuderia models don't have a heated rear window like the F430 Berlinetta/coupe does so the parking light button is relocated to that position in the drivers switch panel. Conversely the F430 Spider doesn't have a heated rear window either, but it does have the position filled by a heated external mirror switch and this struck me as strange: the heated mirrors on the coupe are controlled automatically by the Air conditioning and heating system node (HVAC module in short!) and the Spider shares the same module i.e. it too could have the mirror heating managed by the HVAC module. The control logic being something like turn on for 30 minutes if external temp is below four degrees C.
My guess is the marketing department didn't want people to think they were getting less when paying more for the Spider hence the manual control button was added. The following pic shows the drivers switch panel from my car with the heated mirror switch second from left.
Today I worked on moving the parking light button from the centre console to the drivers switch panel. The power feed is from fuse 15 in the rear LH fuse panel and I fully expected I'd need to run a new power supply and switched side to the front of the car, but more significantly it looked like I would need to have the A/C discharged and drain the coolant to withdraw the heater box to gain access the wires behind! I was quite pleased to find that the door marker lights share fuse 15 and a wire of the correct colour (light blue) runs to the each side of the dashboard i.e. right next to the drivers switch panel.
The following photo shows the factory splice between the F430 centre console parking light button power feed and the rest of the wire which runs forward to the dashboard. I removed the section running to the centre console as it is no longer required.
At the front of the car again I could repurpose the heated mirror switch for parking lights, which is possible because all of the switches are electronically identical and the connectors aren't keyed. The only thing that differentiates them is the icon on the front! I think they are from an old Fiat.
I finished the parking light wiring so now the only things remaining are: 1) wire the heated mirrors to the HVAC module, and 2) wire up the door lock button.
Scuderia pedals
Given the pedal box is nice and accessible it seemed opportune to swap the driver's side pedals to Scuderia items. The castings themselves are the same - from what I can tell - but the faces are machined and the recesses are countersunk and drilled through. It's a cosmetic difference than meaningful weight saving. As per the other parts they have covered 1,200 miles.
Misc
8mm stainless steel P clips to replace the remainder in each wheel arch.
Replacement bolts for the underbody reinforcement panel. Lighter and more aerodynamic.
Interesting new part
Thanks to my new Ferrari friend in Italy I have discovered a very interesting part: a full dry carbon Scuderia front bumper manufactured by CBS. Thanks Carlo! Those familiar with the red parts label on the rear of F430 parts will already know that CBS manufacture the carbon for Scuderia models.
The bumper is one of several pieces that will help me approach the next weight loss target: 150kg.
mwstewart said:
5harp3y said:
are they not just standard automotive connectors from TE etc. ?
That's a great site for AMP! I haven't come across it before. Sadly the smallest quantity they seem to sell is 200 and they don't stock Delphi.You could try RS Components for small quantities.
Heated mirrors completed
This turned out to be an interesting one. I found that the passenger/LH mirror is wired up to the Air conditioning and heating system node (NCL). I ran a continuity check on the white/blue wire through to the mirror and confirmed. The drivers/RH was not.
It soon became obvious that the Spider 'heated mirror' switch was simply a repurposed heated rear window switch and circuit from the coupe. A bit of investigation proved that to be the case. My Spider had the 30amp fuse and relay at the rear RH fuse board with an output running through into the engine bay loom to where the rear window connection would be on a coupe, and the drivers heated mirror feed is actually spliced from the load side of the window relay.
So, in summary I have a temperature triggered automatic LH heated mirror and a manually switched RH mirror. Weird! If it's the case that the Air conditioning and heating system node (NCL) cannot source sufficient amps to drive both mirrors I'd have thought it would have been better to instead trigger a relay, which does supply both mirrors.
I have stripped out all of the manually switched heated window/mirror loom and it's power feed. I have wired my car to Scuderia spec which is to have one mirror heated by the NCL.
During the work I noticed that my body loom was wired for provision of a manual gearbox. Yes, that is factory wiring.
Loom modifications complete
The final tally: two relays, three maxi fuses, two mini blade fuses, and a fair bit of wiring = 0.813kg.
I have one final job which is to change a connector on the centre console wiring on my body loom to accommodate the 16M sub loom. After a bit of digging I found the connection system used on the car is the Delphi GT 150 series: http://www.delphi.com/manufacturers/auto/connectio...
I also found an amazing UK stockholder who sells basically everything in small quantities: http://www.mouser.co.uk/Mobile/Delphi-Connection-S...
Testing | Parking lights switch | Pass
I don't have the dash installed yet so I just bridged the pins, but we have parking lights. Stef's new ILUAL43-HDRLV3 really is very bright! The auto dim feature is a nice touch.
Testing | Door lock button | Pass
Not much to say for this - it works.
Testing | Heated mirrors | Pass
As above.
Testing | Instrument cluster (NQS)| Pass
'Check OK' on ignition in position 2 so the cluster is talking with the Bosch engine ECUs and reporting an emissions readiness check. That's good news.
Testing | Drive mode systems (ABS, E-Diff, suspension) | Cannot run test
I need diagnostic equipment to progress further by:
- Clearing historic brake node errors from cluster memory. These were logged when I tested the cluster with F430 electronics (and learnt the ABS incompatibility). E-Diff will not operate until these are cleared.
- Calibrating the steering angle sensor i.e. set straight ahead
- Bleeding the ABS module
- Running my test then checking for codes in all modules.
I'm now trying to ascertain if anyone offers a mobile service. All I need is the procedures run, codes read and cleared, then I can work from the results.
This turned out to be an interesting one. I found that the passenger/LH mirror is wired up to the Air conditioning and heating system node (NCL). I ran a continuity check on the white/blue wire through to the mirror and confirmed. The drivers/RH was not.
It soon became obvious that the Spider 'heated mirror' switch was simply a repurposed heated rear window switch and circuit from the coupe. A bit of investigation proved that to be the case. My Spider had the 30amp fuse and relay at the rear RH fuse board with an output running through into the engine bay loom to where the rear window connection would be on a coupe, and the drivers heated mirror feed is actually spliced from the load side of the window relay.
So, in summary I have a temperature triggered automatic LH heated mirror and a manually switched RH mirror. Weird! If it's the case that the Air conditioning and heating system node (NCL) cannot source sufficient amps to drive both mirrors I'd have thought it would have been better to instead trigger a relay, which does supply both mirrors.
I have stripped out all of the manually switched heated window/mirror loom and it's power feed. I have wired my car to Scuderia spec which is to have one mirror heated by the NCL.
During the work I noticed that my body loom was wired for provision of a manual gearbox. Yes, that is factory wiring.
Loom modifications complete
The final tally: two relays, three maxi fuses, two mini blade fuses, and a fair bit of wiring = 0.813kg.
I have one final job which is to change a connector on the centre console wiring on my body loom to accommodate the 16M sub loom. After a bit of digging I found the connection system used on the car is the Delphi GT 150 series: http://www.delphi.com/manufacturers/auto/connectio...
I also found an amazing UK stockholder who sells basically everything in small quantities: http://www.mouser.co.uk/Mobile/Delphi-Connection-S...
Testing | Parking lights switch | Pass
I don't have the dash installed yet so I just bridged the pins, but we have parking lights. Stef's new ILUAL43-HDRLV3 really is very bright! The auto dim feature is a nice touch.
Testing | Door lock button | Pass
Not much to say for this - it works.
Testing | Heated mirrors | Pass
As above.
Testing | Instrument cluster (NQS)| Pass
'Check OK' on ignition in position 2 so the cluster is talking with the Bosch engine ECUs and reporting an emissions readiness check. That's good news.
Testing | Drive mode systems (ABS, E-Diff, suspension) | Cannot run test
I need diagnostic equipment to progress further by:
- Clearing historic brake node errors from cluster memory. These were logged when I tested the cluster with F430 electronics (and learnt the ABS incompatibility). E-Diff will not operate until these are cleared.
- Calibrating the steering angle sensor i.e. set straight ahead
- Bleeding the ABS module
- Running my test then checking for codes in all modules.
I'm now trying to ascertain if anyone offers a mobile service. All I need is the procedures run, codes read and cleared, then I can work from the results.
Edited by mwstewart on Monday 31st October 12:55
5harp3y said:
TE own the AMP brand (and Deutsch)
You could try RS Components for small quantities.
You could try RS Components for small quantities.
Craikeybaby said:
If you're still struggling I can ask my colleague who builds test rigs for us - he also struggles to get loom connectors, but has been sourcing them for year, so always seems to get them.
Thanks both. I have struck gold with http://www.mouser.co.ukGlovebox delete
I don't use the glovebox and my mobile phone has a really good LED torch, so I'm not losing anything by converting to it to Scuderia spec. The glove box assembly is in several parts including the actual compartment itself which is bolted in to the rear of the dashboard.
I've removed the electronics for the release and interior light and of course any superfluous fastenings.
As part of this change I had to relocate the emergency bonnet release and a couple of electrical items.
Component weights. Total saved = 2.397kg.
I will cover the exterior/lid changes in a later update.
Chassis tidy up
This one's a winter job I had planned; the side skirts are off to attend to some galvanic corrosion around the steel Rivnuts in the chassis. It's only minor but I'd rather keep on top if it rather than have an issue years down the line. Dad has kindly taken care of this today whilst I was working on the glove box.
Affected areas back to bare metal ready for etch primer.
Also, I have sprayed wax sprayed on the external earth points.
Weight saving
Cracked the 100kg mark.
Sprung weight saved: 75.91 kg
Unsprung weight saved: 25.02 kg
Total weight saved: 100.93 kg
I don't use the glovebox and my mobile phone has a really good LED torch, so I'm not losing anything by converting to it to Scuderia spec. The glove box assembly is in several parts including the actual compartment itself which is bolted in to the rear of the dashboard.
I've removed the electronics for the release and interior light and of course any superfluous fastenings.
As part of this change I had to relocate the emergency bonnet release and a couple of electrical items.
Component weights. Total saved = 2.397kg.
I will cover the exterior/lid changes in a later update.
Chassis tidy up
This one's a winter job I had planned; the side skirts are off to attend to some galvanic corrosion around the steel Rivnuts in the chassis. It's only minor but I'd rather keep on top if it rather than have an issue years down the line. Dad has kindly taken care of this today whilst I was working on the glove box.
Affected areas back to bare metal ready for etch primer.
Also, I have sprayed wax sprayed on the external earth points.
Weight saving
Cracked the 100kg mark.
| Original Part | Fitted Quantity | Original Part (kg) | Replacement Part (kg) | Sprung Saving (kg) | Unsprung Saving (kg) | Replacement Part |
|---|---|---|---|---|---|---|
| Brake servo & master cylinder - non-CCM | 1 | 3.964 | 2.435 | 1.529 | - | CCM |
| Brake disc, front - non-CCM | 2 | 8.3 | 5.466 | - | 3.06 | CCM - 380mm (alloy bell) |
| Brake disc, rear - non-CCM | 2 | 8.3 | 4.445 | - | 7.38 | CCM (alloy bell) |
| Brake caliper & pads, front - non-CCM | 2 | 4.9 | 5.94 | - | -2.08 | CCM - 380mm |
| Brake caliper & pads, rear - non-CCM | 2 | 4.9 | 4.58 | - | 0.36 | CCM |
| Door handles, exterior | 2 | 0.065 | - | 0.02 | 0.09 | Carbon |
| PAS reservoir cap | 1 | 0 | 0.065 | -0.065 | - | Alloy cover |
| Fuel Flap | 1 | 0.143 | 0.128 | 0.015 | - | Carbon |
| Seats - standard, electric, heated | 2 | 28.2 | 17.9 | 20.6 | - | 16M/Scuderia carbon |
| Seats - mounting bolts and washers - M10 | 8 | 0.028 | 0.017 | 0.088 | - | 16M/Scuderia - M8 |
| Strut & spring, front | 2 | 4.74 | 3.8 | - | 1.88 | 16M/Scuderia Mk2 |
| Strut & spring, rear | 2 | 5.37 | 4.59 | - | 1.56 | 16M/Scuderia Mk2 |
| Anti roll bar, front (19mm) | 1 | 3.04 | 2.73 | 0.21 | 0.1 | 16M/Scuderia |
| Side skirts - standard | 2 | 4.62 | 2.9 | 3.44 | - | 16/Scuderia carbon |
| Kick plates - standard | 2 | 0.841 | 0.163 | 1.356 | - | 16M/Scuderia (carbon) |
| Wheels, front - standard | 2 | 12.9 | 10.5 | - | 4.8 | 16M - optional 5 spoke |
| Tyres, 225/35/19 Pirelli P Zero Rosso (new) | 2 | 10.7 | 10.23 | - | 0.94 | 235/35/19 MPSS (new) |
| Wheels, rear - standard | 2 | 13.7 | 12.3 | - | 2.8 | 16M - optional 5 spoke |
| Tyres, 285/35/19 Pirelli P Zero Rosso (new) | 2 | 13.61 | 13.92 | - | -0.62 | 285/35/19 MPSS (new) |
| Wheel bolts - standard | 20 | 0.128 | 0.065 | - | 1.26 | Titanium |
| Engine lid grilles - standard | 2 | 0.677 | 0.219 | 0.916 | - | 16M (mesh) |
| Engine lid grille brackets | 2 | 0.354 | 0.216 | 0.276 | - | Modified to 16M spec |
| Engine lid grille screws - M6x20 | 14 | 0.007 | 0.002 | 0.07 | - | M5x8 |
| 16M badges, side | 2 | 0 | 0.073 | -0.146 | - | - |
| Anti roll bar, rear - 20mm | 1 | 3.008 | 1.839 | 0.858 | 0.311 | 16M specific (22mm hollow) |
| Air inlet ducts/resonators - Mk2 | 2 | 1.131 | 1.225 | -0.188 | - | Mk1 (single piece) |
| Plenum chamber | 1 | 5.063 | 3.19 | 1.873 | - | Challenge/16M/Scuderia (carbon) |
| Plenum chamber bolts | 1 | 0.176 | 0.1 | 0.076 | - | Titanium |
| Cross member exhaust modifications | 1 | 0 | 0.65 | -0.65 | - | Modified to 16M/Scuderia spec |
| Challenge grille air deflectors | 1 | 0.329 | 0 | 0.329 | - | Removed - Not 16M/Scuderia spec |
| Coil/plug water guards | 2 | 0 | 0.276 | -0.552 | - | Fitted to some 08> Spiders |
| Luggage compartment trim, base - Scuderia | 1 | 1.235 | 0.821 | 0.414 | - | MY08 carpet |
| Luggage compartment trim, bulkhead - Scuderia | 1 | 2.251 | 1.83 | 0.419 | - | Retrimmed F430 Challenge |
| Luggage compartment trim, LH - Scuderia | 1 | 0.855 | 0.572 | 0.283 | - | MY08 carpet |
| Luggage compartment trim, RH - Scuderia | 1 | 1.041 | 0.702 | 0.339 | - | MY08 carpet |
| Luggage compartment trim, front - Scuderia | 1 | 0.156 | 0.127 | 0.029 | - | MY08 carpet |
| CD changer | 1 | 1.5 | 0 | 1.5 | - | Removed |
| Exhaust heat shields, wheelhouse | 2 | 0.401 | 0.151 | 0.499 | - | Bespoke carbon version |
| Exhaust heat shields, wheelhouse - fastening set | 2 | 0.036 | 0.027 | 0.018 | - | 4mm shorter screws |
| Tool case (leather) | 1 | 0.818 | 0.375 | 0.443 | - | 16M (canvas) |
| Battery - FIAMM VRLA760 | 1 | 20.65 | 18.75 | 1.9 | - | Optima 'Red Top' 34R |
| Exhaust valve hoses | 2 | 0.078 | 0.003 | 0.15 | - | Solenoids unused - blanking caps fitted |
| Bumper, F430 rear fastening and spacer set | 1 | 0.76 | 0 | 0.76 | - | Removed - Not 16M/Scuderia spec |
| Bumper, rear - challenge grille, PDC | 1 | 13 | 9 | 4 | - | 16M/Scuderia - PDC added |
| 16M badge, rear | 1 | 0 | 0.122 | -0.122 | - | Added |
| Exhaust - tailpipes and fastenings | 2 | 6.5 | 0.423 | 12.314 | - | 16M/Scuderia - optional titanium |
| Exhaust - silencer | 1 | 13.4 | 9.65 | 3.75 | - | F430 Challenge - modified |
| Header tank | 1 | 0.721 | 0.872 | -0.151 | - | 16M/Scuderia (carbon) trim added |
| Exhaust - mountings and fastening set | 1 | 4.028 | 2.692 | 1.336 | - | Bespoke |
| Tyre repair kit (gel), manual, and packing foam | 1 | 0.877 | 0.189 | 0.688 | - | Replaced with Tyre String kit |
| MAF sensors and bellows (85mm ID) | 2 | 0.473 | 0.495 | -0.044 | - | 16M/Scuderia (90mm ID) |
| Airbox lids | 2 | 0.706 | 0.365 | 0.682 | - | 16M/Scuderia (carbon) |
| PAS cooler (tube) | 1 | 0.425 | 0.651 | -0.226 | - | 16M/Scuderia (bar and plate) |
| Bumper air ducts for radiators, front | 2 | 1.297 | 0.827 | 0.94 | - | 16M/Scuderia |
| Exhaust - mounting system heat shields & fastenings | 2 | 0 | 0.023 | -0.046 | - | Added |
| Rear numberplate plinth | 1 | 0.288 | 0 | 0.288 | - | Not used |
| Diffuser, rear - standard (fibreglass) | 1 | 8.9 | 3.85 | 5.05 | - | 16M (carbon) |
| Bumper, front - with PDC | 1 | 14.45 | 13.5 | 0.95 | - | Scuderia - PDC added |
| Diffuser, front - standard (fibreglass) | 1 | 0.94 | 0.85 | 0.09 | - | 16M (carbon) |
| Bumper, front skid plates | 2 | 0 | 0.385 | -0.77 | - | Added |
| Undertray, front | 1 | 4.74 | 3.065 | 1.675 | - | 16M/Scuderia |
| Engine bay trim heat shields | 2 | 0 | 0.147 | -0.294 | - | Added - 16M/Scuderia |
| Exhaust - manifolds | 2 | 7.85 | 4.75 | 6.2 | - | Capristo |
| Exhaust - manifold blankets | 2 | 0 | 1.9 | -3.8 | - | Capristo |
| Exhaust - catalytic converters | 2 | 5.15 | 3.2 | 3.9 | - | Capristo |
| Exhaust - catalytic converter blankets | 2 | 0 | 1.35 | -2.7 | - | Capristo |
| Engine lid trim piece (aluminium) | 1 | 0.2 | 0.087 | 0.113 | - | Bespoke carbon version |
| Headlamps - standard | 2 | 0.349 | 0.177 | 0.344 | - | 16M (carbon) |
| ABS/ESP - loom (Bosch 5.7) | 1 | 0.787 | 0.725 | 0.062 | - | 16M/Scuderia (Bosch 8) |
| ABS/ESP - module bracket (Bosch 5.7) | 1 | 0.475 | 0.326 | 0.149 | - | 16M/Scuderia (Bosch 8) |
| ABS/ESP - module (Bosch 5.7) | 1 | 3.12 | 2.303 | 0.817 | - | 16M/Scuderia (Bosch 8) |
| ABS/ESP - Yaw sensor (analogue) | 1 | 0.09 | 0.066 | 0.024 | - | 16M/Scuderia (digital) |
| Seats - heat & power loom | 1 | 0.813 | 0 | 0.813 | - | Removed |
| Chassis tunnel reinforcement - fastening set (bolts) | 1 | 0.804 | 0.643 | 0.161 | - | Button head bolts |
| Glove box delete | 1 | 2.397 | 0 | 2.397 | - | Internals and electronics removed |
Sprung weight saved: 75.91 kg
Unsprung weight saved: 25.02 kg
Total weight saved: 100.93 kg
Thanks both. These are the savings I already have planned out:
10kg - Front bumper (carbon). Stock fibre part weighs 14.45kg.
10kg - Soft top tray (carbon) - I already have this. Stock fibre part weighs 12kg.
9kg - Soft top cover/exterior body panel. Stock fibre part weighs 13kg.
7kg - Door cards (carbon).
3.27kg - Rear undertray (composite). Stock fibre part weighs 5.83kg.
2.5kg - Chassis tunnel reinforcement (carbon). Stock fibre part weighs 4.3kg.
Total = 41.77kg.
There will be more to come
10kg - Front bumper (carbon). Stock fibre part weighs 14.45kg.
10kg - Soft top tray (carbon) - I already have this. Stock fibre part weighs 12kg.
9kg - Soft top cover/exterior body panel. Stock fibre part weighs 13kg.
7kg - Door cards (carbon).
3.27kg - Rear undertray (composite). Stock fibre part weighs 5.83kg.
2.5kg - Chassis tunnel reinforcement (carbon). Stock fibre part weighs 4.3kg.
Total = 41.77kg.
There will be more to come
Dashboard stitching
Another winter job. Like my last car the stitching on the dashboard of the new one had begun to fade near the bottom of the windscreen, so given the dashboard is already out it was the ideal time to rectify it.
My OH kindly helped (quite readily - it must have been the bottle of fizz!) and we used red Sharpies to re-dye the faded stitchiung. We had it finished within an hour.
It was hard to photograph the result but the pink stitching is now back to factory red.
I've ordered some UV protectant that I'll apply to all stitching using a small modelling brush.
Interior retrim
I've removed some miscellaneous interior pieces ready to be re-trimmed to my spec.
Bulkhead and rear carpet panels: black Alcanatara with red stitching;
Front drivers’ and passenger foot well panels: black Alcanatara with red stitching;
Instrument cluster binnacle: a shade of red Nappa leather that more closely matches Rosso Corsa;
Drivers airbag: red leather;
Handbrake - perforated red leather.
This is the steering wheel design:
This is the look I am going for on the panelling:
The person I'm using is a trimmer for Bentley who takes on the occasional job in his spare time. As to be expected his work is superb.
Weight saving and performance
I've been having a think about performance, weight saving, and what I want from the car, so I decided to gather some data on other Ferrari models in order to help me understand what degree of performance I'm liekly to be happy with. I can make this call after studying how the other models perform on road and track. I should explain that these type of statistics alone are not important to me but in this case they are a useful tool to help with future scope of the project - not a means for me to validate my car choice or ownership experience!
It goes without saying that torque and gear ratios also affect statistics but PwR is always a pretty reasonable gauge of performance
F430 Spider = 324.41 bhp/tonne
Kerb weight: 1519.988 kg (brochure)
Flywheel power: 493.1 bhp (Capristo dyno - avg. of multiple runs)
F430 Coupe = 340.14 bhp/tonne
Kerb weight: 1449.681 kg (brochure)
Flywheel power: 493.1 bhp (Capristo dyno - avg. of multiple runs)
458 Spider = 341.84 bhp/tonne
Kerb weight: 1614.8952 kg (brochure)
Flywheel power: 552.04 bhp (Capristo dyno - avg. of multiple runs)
458 Italia = 346.11 bhp/tonne
Kerb weight: 1595 kg (weighed/verified)
Flywheel power: 552.04 bhp (Capristo dyno - avg. of multiple runs)
16M = 346.17bhp/tonne
Kerb weight: 1439.988 kg (F430 brochure minus 80kg)
Flywheel power: 498.48 bhp (Capristo dyno - avg. of multiple runs)
Scuderia = 362.79 bhp/tonne
Kerb weight: 1374 kg (F430 brochure minus 80kg)
Flywheel power: 498.48 bhp (Capristo dyno - avg. of multiple runs)
* My car (now) = 381.61 bhp/tonne *
Kerb weight: 1419.058 kg (F430 brochure minus 100.93kg)
Flywheel power: 541.52 bhp (Capristo dyno + 10bhp for my airboxes and porting)
* My car (target weight) = 395.54 bhp/tonne *
Kerb weight: 1369.058 kg (F430 brochure minus 150kg)
Flywheel power: 541.52 bhp (Capristo dyno + 10bhp for my airboxes and porting)
458 Speciale = 400.07 bhp/tonne
Kerb weight: 1490.958 kg (weighed/verified)
Flywheel power: 596.483 bhp (brochure)
* My car (target weight and Scuderia cams) = 402.57 bhp/tonne *
Kerb weight: 1369.988 kg (F430 brochure minus 150kg)
Flywheel power: 551.52 bhp (Capristo dyno + 20bhp for my airboxes, porting, and cams)
* My car (target weight and engine build) = 437.96 bhp/tonne *
Kerb weight: 1369.988 kg (F430 brochure minus 150kg)
Flywheel power: 600 bhp (target 600bhp @ 9000rpm)
The figures tell me I should probably evaluate plans for an engine build once the next 50kg is removed because in its current spec the car is already 57.2 bhp/tonne up on standard! The standard car is no slouch, but to put the increase into perspective the Superfast 2 gearbox & 38.38 delta looks like this: https://www.youtube.com/watch?v=6a922y4R1ok
Another winter job. Like my last car the stitching on the dashboard of the new one had begun to fade near the bottom of the windscreen, so given the dashboard is already out it was the ideal time to rectify it.
My OH kindly helped (quite readily - it must have been the bottle of fizz!) and we used red Sharpies to re-dye the faded stitchiung. We had it finished within an hour.
It was hard to photograph the result but the pink stitching is now back to factory red.
I've ordered some UV protectant that I'll apply to all stitching using a small modelling brush.
Interior retrim
I've removed some miscellaneous interior pieces ready to be re-trimmed to my spec.
Bulkhead and rear carpet panels: black Alcanatara with red stitching;
Front drivers’ and passenger foot well panels: black Alcanatara with red stitching;
Instrument cluster binnacle: a shade of red Nappa leather that more closely matches Rosso Corsa;
Drivers airbag: red leather;
Handbrake - perforated red leather.
This is the steering wheel design:
This is the look I am going for on the panelling:
The person I'm using is a trimmer for Bentley who takes on the occasional job in his spare time. As to be expected his work is superb.
Weight saving and performance
I've been having a think about performance, weight saving, and what I want from the car, so I decided to gather some data on other Ferrari models in order to help me understand what degree of performance I'm liekly to be happy with. I can make this call after studying how the other models perform on road and track. I should explain that these type of statistics alone are not important to me but in this case they are a useful tool to help with future scope of the project - not a means for me to validate my car choice or ownership experience!
It goes without saying that torque and gear ratios also affect statistics but PwR is always a pretty reasonable gauge of performance
F430 Spider = 324.41 bhp/tonne
Kerb weight: 1519.988 kg (brochure)
Flywheel power: 493.1 bhp (Capristo dyno - avg. of multiple runs)
F430 Coupe = 340.14 bhp/tonne
Kerb weight: 1449.681 kg (brochure)
Flywheel power: 493.1 bhp (Capristo dyno - avg. of multiple runs)
458 Spider = 341.84 bhp/tonne
Kerb weight: 1614.8952 kg (brochure)
Flywheel power: 552.04 bhp (Capristo dyno - avg. of multiple runs)
458 Italia = 346.11 bhp/tonne
Kerb weight: 1595 kg (weighed/verified)
Flywheel power: 552.04 bhp (Capristo dyno - avg. of multiple runs)
16M = 346.17bhp/tonne
Kerb weight: 1439.988 kg (F430 brochure minus 80kg)
Flywheel power: 498.48 bhp (Capristo dyno - avg. of multiple runs)
Scuderia = 362.79 bhp/tonne
Kerb weight: 1374 kg (F430 brochure minus 80kg)
Flywheel power: 498.48 bhp (Capristo dyno - avg. of multiple runs)
* My car (now) = 381.61 bhp/tonne *
Kerb weight: 1419.058 kg (F430 brochure minus 100.93kg)
Flywheel power: 541.52 bhp (Capristo dyno + 10bhp for my airboxes and porting)
* My car (target weight) = 395.54 bhp/tonne *
Kerb weight: 1369.058 kg (F430 brochure minus 150kg)
Flywheel power: 541.52 bhp (Capristo dyno + 10bhp for my airboxes and porting)
458 Speciale = 400.07 bhp/tonne
Kerb weight: 1490.958 kg (weighed/verified)
Flywheel power: 596.483 bhp (brochure)
* My car (target weight and Scuderia cams) = 402.57 bhp/tonne *
Kerb weight: 1369.988 kg (F430 brochure minus 150kg)
Flywheel power: 551.52 bhp (Capristo dyno + 20bhp for my airboxes, porting, and cams)
* My car (target weight and engine build) = 437.96 bhp/tonne *
Kerb weight: 1369.988 kg (F430 brochure minus 150kg)
Flywheel power: 600 bhp (target 600bhp @ 9000rpm)
The figures tell me I should probably evaluate plans for an engine build once the next 50kg is removed because in its current spec the car is already 57.2 bhp/tonne up on standard! The standard car is no slouch, but to put the increase into perspective the Superfast 2 gearbox & 38.38 delta looks like this: https://www.youtube.com/watch?v=6a922y4R1ok
Edited by mwstewart on Tuesday 8th November 17:14
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