Ferrari 360 was the name given to six model variants of Ferrari cars. Three production road cars and three racing cars;
Ferrari 360 Production Road cars:
1. Ferrari 360 Modena, a fixed roof two-door luxury sports coupe;
2. Ferrari 360 Spider, a convertible two-door variant of the Modena;
3. Ferrari 360 Challenge Stradale, an F1 auto 360 Challenge inspired variant of a 360 Modena.
Factory Race cars
4. Ferrari 360 Challenge, an F1 auto stripped out circuit racing variant of the 360 Modena
5. Ferrari 360 GT, a GT racing variant of the 360 challenge race cars, more extreme than a Challenge.
6. Ferrari 360 GT-C, based on the 360 GT with 360 CS parts to compete in the N-GT class.
The 360 was the replacement for the Ferrari F355, which ended production in 1999. Compared to the Ferrari F355 the 360 Modena had a 40% stiffer all aluminium chassis, which helped the car weight 28% lighter despite a 10% increase in overall dimensions.The 360 has a 3.6 litre V8 engine producing over 300 kW (400bhp) of power and accelerating from 0-100 km/h in 4.3 secs. All have eight-cylinder engines and chassis produced in association with aluminium manufacturer Alcoa. The 360 also served as the basis for its replacement, the Ferrari F430 (internally referred to as the evoluzione or evo) which came out in 2004.
OVERVIEW
Intended as successor to the F355, the 360 Modena (named after the town of Modena, the birthplace of Enzo Ferrari) features styling by Pininfarina and an improved mid-mounted V8 engine; it is the first production Ferrari to be constructed entirely of aluminium. Its six-speed gearbox is available as a manual or F1 electrohydraulic shift. The car went into production in 1999.
Specifications
Profile of Ferrari 360 Modena.
Engine
Specifications
Profile of Ferrari 360 Modena.
Engine
No. of cylinders: 90° V8 F131
Bore & stroke: 85 by 79 mm (3.34 by 3.11 in)
Unit displacement: 448.2 cm³ (29.36 in³)
Total displacement: 3586 cm³ (218.8 in³)
Redline: 8500 rpm
Maximum power: 298 kW (395 bhp) @ 8500 rpm
Maximum torque: 373 N·m (275 lbf·ft) @ 4750 rpm
EPA Fuel Economy: 10 / 16
Performance
0-62 mph: 4.5 s
Top speed : 186 mph (299 km/h)
downforce: 180 kg @ 300 km/h (without rear wing)
lift/drag: -0.73:1
FERRARI 360 SPIDER
Description
The 360 Spider is Ferrari's 20th road-going convertible. It is simply the convertible version of the 360 Modena; other than weight, its specs match those of the Modena almost exactly
The 360 Spider is Ferrari's 20th road-going convertible. It is simply the convertible version of the 360 Modena; other than weight, its specs match those of the Modena almost exactly
Overall: length 4477 mm (176.3 in)
Overall: width 1922 mm (75.7 in)
Height: 1235 mm (48.6 in)
Wheelbase: 2600 mm (102.3 in)
Front track: 1669 mm (65.7 in)
Rear track: 1617 mm (63.6 in)
Weight: 1350 kg (2976 lb)
Kerb weight: 1450 kg (3197 lb)
Weight distribution: 42/58% front/rear
Fuel capacity: 95 L (25.1 US gal)
Engine
No. of cylinders: 90° V8 F131
Bore & stroke: 85 mm x 79 mm (3.34 in x 3.11 in)
Unit displacement: 448.2 cm³ (27.36 in³)
Total displacement: 3586 cm³ (218.8 in³)
Maximum power: 298 kW (395 bhp) @ 8500 rpm
Maximum torque: 373 N·m (275 lbf·ft) @ 4750 rpm
Challenge
Description
The Challenge was a track only car. It was a non-road legal variant of the Modena that shed 120kg's of weight by use of carbon fibre and stripping out of all of the road car's luxuries such as leather interior coverings, electric windows and mirrors. The car boasted a fully stripped out racing interior with full integrated welded in roll cage and fire extinguisher. Lightweight BBS 18" alloys, challenge rear grille and plexi-glass rear engine cover cosmetically distinguished the car from the standard 360. The Modena's advanced electronic suspension system with integrated ASR was dropped in favour of conventional racing Boge dampers. These changes lowered the car by an inch over the Modena while removing the electronic safety net of the road going car.
The engine performance was left the same as the Modena (at 400 bhp) with the focus on handling, weight reduction and weight balance improvements. The Challenge was only available in F1 automatic variant, no manual cars where produced. The biggest differences in driving were attributed to the weight reduction and massive handling improvements through the use of uprated stiffer springs and uprated aluminium suspension flamblocks (bushes)
The Challenge was a track only car. It was a non-road legal variant of the Modena that shed 120kg's of weight by use of carbon fibre and stripping out of all of the road car's luxuries such as leather interior coverings, electric windows and mirrors. The car boasted a fully stripped out racing interior with full integrated welded in roll cage and fire extinguisher. Lightweight BBS 18" alloys, challenge rear grille and plexi-glass rear engine cover cosmetically distinguished the car from the standard 360. The Modena's advanced electronic suspension system with integrated ASR was dropped in favour of conventional racing Boge dampers. These changes lowered the car by an inch over the Modena while removing the electronic safety net of the road going car.
The engine performance was left the same as the Modena (at 400 bhp) with the focus on handling, weight reduction and weight balance improvements. The Challenge was only available in F1 automatic variant, no manual cars where produced. The biggest differences in driving were attributed to the weight reduction and massive handling improvements through the use of uprated stiffer springs and uprated aluminium suspension flamblocks (bushes)
Challenge Stradale
Description
Just like the Challenge cars the 360CS adopted the same basic approach to improved performance over the Modena, weight loss being the central theme, the car boasted 110kg's less weight than a standard Modena. Compared to the Challenge the car was designed to be a road car first and foremost with Ferrari's project team estimating 80% of the time the car would be used on the road and 20% on the track. As such aircon was still standard, carbon seats came with an adjustible back rest, carbon mirrors still had electronic controls and electric windows where still available, as was the optional stereo equipment. *Optional lexan sliding glass was a non-cost item on the options list in some markets - excluding the US. Seats as standard came with fabric for weight savings but leather was an optional extra.
The 360CS project was born out of the desire to have a 360 Challenge race car like experience on the road. While the 360 Modena was designed as a competent high end luxury sports coupe, the Challenge Stradale was more aligned to that of the Challenge car made road compliant and road legal. In essence they took a Modena and paired back the weight (improving the handling greatly), sharpened up the aerodynamics (and styling) while adding more power and 20% stiffer titanium suspension springs (again improving the handling even more). Just like the Challenge cars the CS only came available from factory as an F1 auto, improvements to shifting software dropped shift speeds down to 150ms in race mode. The wheels are 19" BBS alloys (1" larger than the Challenge cars to improve visuals) and mimick the style of the Challenge wheels. Improvements over the Modena include use of wider, gripper Pirelli P-Zero Rosso Corsa tyres (225/35 ZR19 front, 285/35 ZR19 rear). The 360CS can be compared to Porsche's GT3 RS model in design approach and many magazines have placed them head to head in road tests.
The CS was inspired by 360 Challenge car but it moved the game on even further in some aspects such as adoption of the latest Carbon Ceramic brakes as standard and further improved aerodynamics. Almost every part on the 360CS was designed exclusively for the car. Challenge racing parts would not have worked on a road car as they get changed every season, road car parts are expected to have much longer lifespan. Ferrari also decided to go one further and enhance the cars aerodynamics for improved downforce at high speeds.
It was officially introduced in March of 2003 at the Geneva International Motor Show and went into production shortly thereafter.
Description
Just like the Challenge cars the 360CS adopted the same basic approach to improved performance over the Modena, weight loss being the central theme, the car boasted 110kg's less weight than a standard Modena. Compared to the Challenge the car was designed to be a road car first and foremost with Ferrari's project team estimating 80% of the time the car would be used on the road and 20% on the track. As such aircon was still standard, carbon seats came with an adjustible back rest, carbon mirrors still had electronic controls and electric windows where still available, as was the optional stereo equipment. *Optional lexan sliding glass was a non-cost item on the options list in some markets - excluding the US. Seats as standard came with fabric for weight savings but leather was an optional extra.
The 360CS project was born out of the desire to have a 360 Challenge race car like experience on the road. While the 360 Modena was designed as a competent high end luxury sports coupe, the Challenge Stradale was more aligned to that of the Challenge car made road compliant and road legal. In essence they took a Modena and paired back the weight (improving the handling greatly), sharpened up the aerodynamics (and styling) while adding more power and 20% stiffer titanium suspension springs (again improving the handling even more). Just like the Challenge cars the CS only came available from factory as an F1 auto, improvements to shifting software dropped shift speeds down to 150ms in race mode. The wheels are 19" BBS alloys (1" larger than the Challenge cars to improve visuals) and mimick the style of the Challenge wheels. Improvements over the Modena include use of wider, gripper Pirelli P-Zero Rosso Corsa tyres (225/35 ZR19 front, 285/35 ZR19 rear). The 360CS can be compared to Porsche's GT3 RS model in design approach and many magazines have placed them head to head in road tests.
The CS was inspired by 360 Challenge car but it moved the game on even further in some aspects such as adoption of the latest Carbon Ceramic brakes as standard and further improved aerodynamics. Almost every part on the 360CS was designed exclusively for the car. Challenge racing parts would not have worked on a road car as they get changed every season, road car parts are expected to have much longer lifespan. Ferrari also decided to go one further and enhance the cars aerodynamics for improved downforce at high speeds.
It was officially introduced in March of 2003 at the Geneva International Motor Show and went into production shortly thereafter.
SPECIFICATIONS
DIMENSIONS
Overall length: 4477 mm (176.3 in)
Overall width: 1922 mm (75.7 in)
Height: 1199 mm (47.2 in)
Wheelbase: 2600 mm (102.4 in)
Front track: 1669 mm (65.7 in)
Rear track: 1617 mm (63.7 in)
Kerb weight: 1180 kg (2601 lb)
Fuel capacity: 95 L (25.1 US gal)
Engine
No. of cylinders: 90° V8 F131
Bore & stroke: 85 mm x 79 mm (3.34 in x 3.11 in)
Unit displacement: 448.2 cm³ (27.36 in³)
Total displacement: 3586 cm³ (218.84 in³)
Compression ratio: 11.2:1
Maximum power: 317 kW (425 bhp) at 8500 rpm
Maximum torque: 275 lbf·ft (373 N·m) at 4750 rpm
Performance
0-62 mph: 4.0 s
Top Speed : 186 mph (299 km/h)
downforce: about 270 kg @ 300 km/h (without rear wing)
lift/drag: about -1.1:1
Styling
The 360 was well-received but some people found the new Pinifarina styling as too radical compared to the F355 it replaced.
Handling
Handling at the limit was described by some journalists as tricky on the limit, similar to its predecessor (the 348) while conflictingly others such as the well known Tiff Needell (from BBC's Top Gear, now Fifth Gear) loved the handling. In Tiff's review of the car for BBC's first review on Top Gear he was gushing about how well the car handled at the limit and how progressive the car behaved after driving the car on the track.
Much later on in the new format series of BBC's Top Gear TV program, the F360 was lambasted on various occasions, mostly for its propensity to spin when at the limit of traction. James May quipped jokingly, "You know why its called an F360 ? the first time you go round a corner hard you do a 360 (spin), holding on the steering wheel going 'F......'!".
The 360 was well-received but some people found the new Pinifarina styling as too radical compared to the F355 it replaced.
Handling
Handling at the limit was described by some journalists as tricky on the limit, similar to its predecessor (the 348) while conflictingly others such as the well known Tiff Needell (from BBC's Top Gear, now Fifth Gear) loved the handling. In Tiff's review of the car for BBC's first review on Top Gear he was gushing about how well the car handled at the limit and how progressive the car behaved after driving the car on the track.
Much later on in the new format series of BBC's Top Gear TV program, the F360 was lambasted on various occasions, mostly for its propensity to spin when at the limit of traction. James May quipped jokingly, "You know why its called an F360 ? the first time you go round a corner hard you do a 360 (spin), holding on the steering wheel going 'F......'!".
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