Market. Model Focus: Ferrari-F430. Maranello melded Performance and usability with the F430, and you can even get it with a manual gearbox! By Adam Towler. / #Ferrari-F430
The F430 is arguably the First truly modern, mass-market Ferrari. It’s a car no excuses had to be made for, one that could be used every day without issue. It was also the point where the ‘junior’ Ferrari took off into the performance stratosphere, offering nearly 500bhp and a price to match, the car retailing in the UK for around £117,000.
The all-new 4.3-litre engine (fundamentally shared with Maserati) was chain-driven, so the belt-change maintenance regime of older V8 Ferraris was a thing of the past. Overall, it really was good news in terms of reliability and running costs, as our two experts (right) attest. There are four variants of the F430: the Berlinetta and the spider (both 483bhp, and arriving in 2004 and 2007 respectively), plus the #Ferrari-430-Scuderia
and its roofless Scuderia spider 16M counterpart (both 503bhp, and launching in 2007 and 2009 respectively).
Tony Glynn at Foskers says: ‘it’s a shock they’ve gone up in value so soon – 18 per cent in two years. The strongest sellers are manual-gearbox cars – people perceive them to be the last manual Ferrari, and good to have in years to come. The scuds and 16Ms are very strong, too. You can expect to pay around £95,000 for a 15,000-mile spider with the F1 ’box, with a coupe perhaps £5000 less.
A manual car would be around £110,000, with a Scuderia £200,000 and a 16M £275,000. The collector market wants sub-10,000-mile cars but these can’t be driven. Up to 20,000-mile cars can be used, but over 30,000 there’s quite a tail-off in values. A Scuderia with that mileage is almost unsaleable – it would need to be kept long-term.’
If the thought of paying £200,000-plus for a Scuderia you can’t drive sounds absurd, you’ll be interested in the prices of those leggier examples. We’ve seen a 42,000-mile Scuderia priced below £130,000 at an official Ferrari dealer. Such cars may not appeal to investors, but they’re begging to be bought, loved and – above all – driven.
TOM KEYS, FERRARI-SERVICING.COM
‘Mechanically these are very strong. Engine and gearbox issues are rare but the operating systems linked to the E-diff and the F1 system can occasionally give trouble, although it’s usually easily rectified. Exhaust manifolds are known to crack and in extreme circumstances could cause engine damage. Numerous solutions exist, such as fitting aftermarket manifolds or having them “rebuilt” with thicker-gauge steel to prevent future issues.
‘Servicing is relatively cheap. The 430 is chain-driven so no cambelts. An annual service costs £600 and a major is £1320 here at Keys Motorsport. ‘Ball-joints are a common failing point. Signs of this are rattling from the suspension over bumpy and uneven ground. We fit upgraded, Hill Engineering ball-joints and shields as they are superior quality and actually cheaper than the Ferrari part. Budget approximately £300 to supply and fit each individual ball joint – there are eight on the car in total.
‘F430s came with either carbonceramic or steel brakes. Steel-equipped cars are friendlier on the wallet; budget £14,400 to replace ceramic discs and pads, if fitting genuine parts.’
ALASTAIR GILL, FOSKERS.COM
‘The thing is to make sure you get the right example in the first place. From there, maintenance is key: stick to the service schedule, as this will pay dividends in the long run. These cars must always be kept on battery conditioners – the electronics will kill a battery within two weeks. Jump-starting is a major no as this can lead to serious electrical issues with blowing ECUs.
‘Clutch replacement is a grey area. It all depends on how the car has been used and if it’s an F1 or a manual. The cost to replace a clutch assembly on either works out at approximately £3600. F1 pumps are sometimes an issue, but sadly on the 430 there is no cheaper alternative – unlike on the 360 – as it has a different pump that also supplies the E-diff.
‘The suspension ball-joints, front track rod ends and also the rear suspension tie bars are weak points. The other key issue is the exhaust manifolds. These were prone to breaking up and blowing, which if left and continually driven could result in serious engine issues. Most of them have been replaced now, but if they need renewing this can be very costly as the manifolds alone are around £2400 per side.’