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"         To an automotive journalist, Maranello in October beats the stuffing out of Paris in the spring. Especially when the occasion is the first chance to drive the Ferrari F430 \u2014 a 483-bhp, Ford GT-eating caricature of the 360 Modena with near Enzo-level performance. For a of the car, see our January 2005 issue. But for a small glimpse of what goes on behind the scenes at Ferrari&amp;#039;s fabled birthplace, and a closer look at some of the technicalities that make this new Ferrari special, read on.                     The distinctive yellow script above the factory&amp;#039;s new entrance. Welcome to the birthplace of the most storied of Italian marques.                           Ferrari&amp;#039;s wind tunnel, architectural statement and a useful tool. The tunnel, designed by architect Renzo Piano, was first operational in 1997.                           The F430&amp;#039;s 483-bhp, 90-degree V-8 in the flesh...er, aluminum, has dry-sump oiling, cam chains instead of belts and a separate Bosch Motronic ME7 control unit per bank.                            Compact, dohc 4-valve-per-cylinder heads. Intake ports, whose shape has profited from Formula 1 development, are fully machined and then hand-polished.                           F430 and F1 undertrays shows the lengths that Ferrari has gone toward generating downforce in their road cars. Blue shading indicates areas of greatest negative pressure.                           Carbon-ceramic brake rotors, impressive but cost $14,300 extra! Double-wishbone suspension has forged aluminum links and shocks with variable damping.                             This cutaway transaxle shows the clutch pack of Ferrari&amp;#039;s E-Diff, a hydraulically modulated, electronically controlled limited slip with a wide range of adjustability.                           Time to drive! Both Ferraris and journalists assemble in the courtyard adjacent to the company-owned Fiorano circuit. This will certainly be a good day.                           Decisions, decisions: silver, red or yellow? Both photographer Stephane Foulon and I opted for the last, but there is no wrong choice here for the F430.                             This would be an air molecule&amp;#039;s final view of the F430, after being spit out of that giant diffuser. At 300 km/h (186 mph), this Ferrari can generate 617 lb. of total downforce.                           On our test drive, south of the Maranello factory. Restyled interior shows adaptation of Enzo elements. And there&amp;#039;s plenty of cockpit width for arm-twirling for hairpin turns.                           The engine&amp;#039;s plenums, airboxes and exhaust are showcased to great effect under glass. New sump and smaller, twin-plate clutch allow the engine to sit lower than in the 360 Modena.                             The F430&amp;#039;s more powerful engine needs more air, and the coolant radiators get an extra shot through front intakes that recall the &amp;quot;shark nose&amp;quot; Formula 1 Ferraris of the early 1960s.                           Perhaps the strongest styling influence from the Enzo are the taillights...still round in the Ferrari tradition but protruding quite prominently from the bodywork.                           This image hints at how the F430&amp;#039;s acceleration can thoroughly\u2014and enjoyably\u2014assault the senses. It simply raises the bar for what&amp;#039;s considered a &amp;quot;fast&amp;quot; car.                             Yet another striking view of the F430. Its enlarged vents, ducts and scoops crank its menacing stare to a level well beyond that of the 360 Modena.                           As if there&amp;#039;s any doubt that Ferrari is proud of the technology transfer from Formula 1 to its road cars, the F430&amp;#039;s dash plaque puts it to rest.                                    "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/car-culture/a10308/ferrari-f430postcards-from-maranello/>