Ferrari 360 Modena

3 Nov 2014 | Author: | Comments Off on Ferrari 360 Modena

another word needed to be is the name of the new car – there are naming systems in Maranello, as the engine capacity per cylinder 250GT), the capacity plus no. of (246GT, 308GTB and 512TR the capacity plus no. of valves per (F355), the no. of years Anniversary F40 and F50) and recently the engine plus a geographic name. 550 and 360 Modena belong to the last While most people Maranello, few know that is the place where Ferrari, and Lamborghini located around gave it the reputation as the capital of cars.

Styling and Aerodynamics

The sight of 360 Modena gives impression. Since the first every mass production emphasised a low waist line call it shoulder) which a feeling of low center of gravity. In of A-pillar the 360 is also quite but the waist line rise towards the C-pillar, where a big of muscle tops the rear The waist line flat out the little tail spoiler. what you see is a wedge, or a car that purely a mid-engined Ferrari in the but a muscular 550M at the rear.

admitted the shape is more the of wind tunnel job, 5400 hours was spent the development. Aerodynamists coming the F1 team got rid of two of our favourite features. 1) the headlights; 2) a pair of flying and the flat engine lid separating The former is replaced by a pair of headlights which are not only but also drag free. On the the fastback rear window weight, but its benefit to aerodynamic and high speed stability is As in F40, the red-head engine and frame can be seen through the screen.

Engine breathing and cooling separate intakes. Breathing is via air scoops over the muscular arches, and they look as if by the classic 250LM, Le Mans of 1965. Cooling takes in the nose, behind a pair of blackholes. Having learned Formula One, the radiators are in a tilt angle against the thus reduce drag. the radiator at the nose not only cooling efficiency (due to undisturbed fresh air) but contribute to the improved, 43 / 57 front to weight distribution. No wonder the new 911 did the same thing. Another to this change is to free up extra inches behind the in order to make room for a bag, though Ferrari is willing to admit.

Aerodynamic lies under the car – a channel has been added to the flat carbon fibre drawing air towards the raised at the tail. Speak more this introduce ground thus greatly enhance speed stability. At 180mph, is 180kg of downforce, roughly 4 of the F355. One source even this is more than the F50, believe or not. the distribution of downforce matches the front to rear weight thus contribute to a consistent irrespective to speed. The trade-off is modest – coefficient of increases from 0.32 to

Chassis and body

If the styling and are deemed to be big changes, chassis and are even more so. In dimensions, 360 has grown a lot from F355, than one can imagine. The length a massive 227mm, wheelbase by 150mm to 2600mm which even 550 Maranello#8217;s 2500. grows by 44mm to benefit room. Oddly, the width has reduced by 22mm to the still 1922mm. Despite of the growth in larger proportion of the extra has been spent to the overhangs in to accommodate the radiators and diffuser, to certain extent it seems not as as its predecessor. Overall speaking, the 360 is not a replacement of the small Ferrari, but fills the vacuum left by the flagship Testarossa / 512TR /

Most magazines just described the Modena#8217;s aluminium chassis, even though know it is the highlight of the technical So let us dig deeper #8230;. Record reminds me Honda NSX was the first car aluminium chassis in so-called production. Compare to the Japanese, seemed rather reluctant to try new Except the experimental 408GT of (an ugly concept car developed by rather than Ferrari), always rely on traditional steel spaceframe as their chassis. As time goes by, found themselves lagging the Lotus Elise, Renault Spider and even Audi A8 in technology. Sure, they are in carbon fibre chassis, but and vibration problem prevent it adopting to production cars. No they ask the American aluminium Alcoa for help. If you still Alcoa is the one developing the ASF with

360#8217;s chassis is the combination of and spaceframe, both of which are of aluminium alloy. The cabin is monocoque (like F355), which spaceframe mounted and to the front and rear. Most of the are made by extrusion like the which requires the simplest However, unlike Elise but Renault, individual frames are together by welding instead of and glue, quite conventional. The of welding can be seen on the frame the engine.

The chassis is 27% lighter than steel one. Torsional has been increased by a massive thanks to the larger section of the Although rectangular section less favourable than the circular section in terms of it provides flat surfaces for the aluminium body panels, the latter can also contribute to the rigidity. As usual, the body are made by its long term Scaglietti (now fully by Ferrari).

Having learned F50, the rear suspensions#8217; and shock absorbers are partially to the aluminium transmission casing. The is now mounted longitudinally behind the axle instead of transversely the engine, this lower the center of gravity. The wishbones are made of aluminium, which is an popular trend to improve quality as well as saving a few Suspensions are double wishbones all but a vertical toe-control link is to each of the rear suspensions. adaptive damping is still

All the weight saving works to keep the car lighter than Ferrari claimed the kerb 1390kg is some 100kg than its predecessor, but as usual the figures from Maranello are reliable. My record book, tells me the F355 weighs therefore weight saving is 32kg provided the figure for the new car is Anyway, for a 400-horsepower supercar, it is a super lightweight.

Lightweight better braking, however, insisted to upgrade the brakes 330mm discs all round exceeds 550M#8217;s 330mm / let alone F355#8217;s 300/310. In to the four-piston Brembo callipers, distance is roughly shortened by Wrapping around the discs are front tyres and 275/40ZR18 rubbers, sandwiched between is the 18 magnesium wheels.

Engine and Performance

Thankfully, the and soul of F355 hasn#8217;t much. The 40-valve V8 with con-rod is further developed for the new It is not only as high-revving as ever, but low and mid torque spread are also improved. By adding 2mm stroke to the (now totally displaces at a Kevlar variable intake and a phase-shifting variable valve to the exhaust valves (intake is overcrowded), 20% more torque is below 4,000rpm. Peak now occurs at 4750 instead of where an extra 7lbft is Maximum power increases to a full 400hp, and amazingly, occurs at an even higher (compare to the previous 8250) !

important new item is the individual, throttle. Firstly, its lightning sharpens the throttle response. it works in concert with the ASR traction control. Thirdly, it the downshift quality of the F1 transmission. the downshift pedal, the electronic will speed up the engine increasing the engine rev to match the new thus guarantee a smoother Within a few tenths of a second, the does this precisely nervous. Otherwise the F1 transmission#8217;s hasn#8217;t changed, the same for the box.

Ferrari 360

Those criticised V12 as too quiet will be pleased by the To overcome the EU noise regulation, clever engineers installed a variable exhaust, which different length to generate level of noise. It takes the of the flaw in EU#8217;s measurement switching the exhaust to the loud as soon as the measurement stopped.

In terms of performance, 360 is marginally than F355. Ferrari the top speed is more than 0-100km/h (62mph) in 4.5sec, in 12.6sec, 0-1km in 22.9sec. all English magazines can just these figures, the Italian has been given the first to test it against the clock. magazine took an F1 transmission car and 185mph top speed, 0-100km/h in 0-160km/h (99.4mph) in 9.7sec. in 12.7sec, 0-1km in 22.8sec, confirmed Ferrari#8217;s data. For information, F355 F1 did 0-60mph in and 0-100mph in 10.8sec.

Road impression

It#8217;s a little bit to see the interior design. The upright makes no sense for an exotic supercar. The modernised center and dashboard cover with the popular aluminium trim you can find in any Audi TT. Luckily the circular air ventilation holes are there, and there are 5 of them. The dimensions boost more in every direction, even the seats there is space for a set of Golf clubs. (Enzo have been disapproved ) Today Ferrari takes of millionaires.

At least the driving is good and the seats are as superb as The new 3-spoke steering wheel is far stylish than F355#8217;s, feels nicer to handle as it is more towards vertical. The aluminium gear knob for the car remains in the familiar place, so is the for the F1 shifter.

Once fire the all the unfavourable impression will be away. From 2700rpm, the note starts getting so does the driver. The improved digs in, raising the rev quickly 5700rpm, where the second of the variable intake and the tricky exhaust triggers, then a of power, noise and rev comes. a hesitation on the gear lever bring the rev meter to the 8,800 rpm The scream approaches the level of car.

Not even the F355 delivered experience. In terms of drivability, it pull decently from rpm. 3000rpm is more for F355.

Enter the first the 360 demonstrates its superiority over and virtually all other greatest in the world. It balances so well in the making power slide an job. When you just you#8217;ve entered too fast, the still press the rear firmly on the road. Welcome to the of Ground Effect. Go deeper, the super Brembo later, you reach the limit of the car. a F355 will swap nervously, Modena will its rear end gradually and let you have the to rescue – back off the and apply an opposite lock, the car its line without sweat. The balances so well !

The communication comes from steering Thanks to the narrower front (10mm reduction in width) as as the quicker steering ratio ( reduced from 3.2 to 3.0 turns), becomes sharper. On-lock is improved while kickback is

The conclusion is. Ferrari has succeeded to the highly appreciated F355 a car even more capable, exciting yet more practical. is a good news to those as well as car dreamers like me, but be a nightmare to the forthcoming Porsche 996

The above report was last on 4 May 99. All Rights Reserved.

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