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Image credits: Ferrari
The Evolution of The 360GTFrom the 1980s forward, Ferrari devoted all its competitive efforts to Formula One. Rapidly developing technology and intense competition dictated that even with Fiat money behind Ferrari, the proliferation of competition designs in sports cars, prototypes and grand prix couldn't be sustained. Fiat's interest in the production side of Ferrari also limited the exchange of technical, material and production support which had characterized Ferrari's organization in an earlier, and decidedly simpler, era.
It was an era of specialization that, even in sports car prototypes, saw major manufacturers like Honda, Nissan, Mazda, Jaguar and even Porsche develop short-term projects with massive resources behind them to conquer a single championship (or even a single race, i.e., LeMans) and then withdraw to reap the commercial benefits from their racing successes.
Rules and series, too, were Balkanized by national and regional promoters so cars that were developed and configured to specific promoters' ideas of commercially viable events and series had to be significantly altered to compete in other series.
Ferrari's decision made commercial sense, but that mattered little to committed owners who recalled the joy, pride and excitement of racing Ferraris. They cajoled, wheedled and importuned Ferrari to develop competitive sports cars and prototypes. They even offered to pay large (some might say 'huge') sums to guarantee the financial viability of a sports car racing program. And gradually Ferrari saw the value, not only in enhancing its image but also in generating revenue.
A series of outsourced and half-heartedly backed Ferrari sports cars, the 512 BB/LM, showed there was potential, but it wasn't until the F40's success was followed by the creation of the Ferrari Challenge, a factory-backed racing series using specially prepared production based F355 Berlinettas that included appearances as support races at major professional races and a year-end championship runoff for regional and national championships.
The Challenge was a success and continued with the introduction of the 360. Wisely, Ferrari created a new class for the F355 Challenge cars, prolonging both their owners' investments and offering an affordable entry to aspiring competitors.
The 360 GT Berlinetta
Ferrari racers are nothing if not enthusiastic. Maybe it's a gene shared with Enzo Ferrari and Michael Schumacher. When offered a competitive Ferrari racer, they immediately think of making it faster and taking on even greater challenges. So it was with the Ferrari 360 Challenge cars. Based on the already technically advanced 360 Modena, the 360 Challenge was quick out of the box. Made some 240 pounds lighter through the increased use of high-strength composites and titanium as well as elimination of nonessential comfort and convenience features, it had specially developed aerodynamics for 50% greater downforce with no increase in drag.
The 3,585 cc V-8 engines were treated to similar refinement, ultimately increasing power to 425 bhp at 8,500 rpm. All 360 Challenges used Ferrari's paddle-shift F1 6-speed gearbox capable of clutchless gearshifts in 150 milliseconds. Carbon ceramic brake discs with 6-piston calipers provided retardation to match the 360 Challenge's speed potential. Ferrari's publicity describes the 360 Challenge as created for 'individuals who yearn for an even more pure sporting experience.'
Event that wasn't enough for some Ferrari owners. A few believed that 'some is good, but more is better.' For those few, Ferrari again turned to its Padu service center, Michelotto, to create a Ferrari 360-based race car that would be competitive in international FIA GT and North American Grand-Am series. There was no 'stradale' in Michelotto's race car. It was dedicated competition car that took the Challenge theme to the next level. Competing in the FIA N-GT category in Europe, the Ferrari 360 GT capture the 2001 FIA GT Championship. In North America, Ferrari of Washington captured the Grand-Am GT Championship in both 2002 and 2003 with a team driving 360 GT's.Source - Gooding & Company
It was an era of specialization that, even in sports car prototypes, saw major manufacturers like Honda, Nissan, Mazda, Jaguar and even Porsche develop short-term projects with massive resources behind them to conquer a single championship (or even a single race, i.e., LeMans) and then withdraw to reap the commercial benefits from their racing successes.
Rules and series, too, were Balkanized by national and regional promoters so cars that were developed and configured to specific promoters' ideas of commercially viable events and series had to be significantly altered to compete in other series.
Ferrari's decision made commercial sense, but that mattered little to committed owners who recalled the joy, pride and excitement of racing Ferraris. They cajoled, wheedled and importuned Ferrari to develop competitive sports cars and prototypes. They even offered to pay large (some might say 'huge') sums to guarantee the financial viability of a sports car racing program. And gradually Ferrari saw the value, not only in enhancing its image but also in generating revenue.
A series of outsourced and half-heartedly backed Ferrari sports cars, the 512 BB/LM, showed there was potential, but it wasn't until the F40's success was followed by the creation of the Ferrari Challenge, a factory-backed racing series using specially prepared production based F355 Berlinettas that included appearances as support races at major professional races and a year-end championship runoff for regional and national championships.
The Challenge was a success and continued with the introduction of the 360. Wisely, Ferrari created a new class for the F355 Challenge cars, prolonging both their owners' investments and offering an affordable entry to aspiring competitors.
The 360 GT Berlinetta
Ferrari racers are nothing if not enthusiastic. Maybe it's a gene shared with Enzo Ferrari and Michael Schumacher. When offered a competitive Ferrari racer, they immediately think of making it faster and taking on even greater challenges. So it was with the Ferrari 360 Challenge cars. Based on the already technically advanced 360 Modena, the 360 Challenge was quick out of the box. Made some 240 pounds lighter through the increased use of high-strength composites and titanium as well as elimination of nonessential comfort and convenience features, it had specially developed aerodynamics for 50% greater downforce with no increase in drag.
The 3,585 cc V-8 engines were treated to similar refinement, ultimately increasing power to 425 bhp at 8,500 rpm. All 360 Challenges used Ferrari's paddle-shift F1 6-speed gearbox capable of clutchless gearshifts in 150 milliseconds. Carbon ceramic brake discs with 6-piston calipers provided retardation to match the 360 Challenge's speed potential. Ferrari's publicity describes the 360 Challenge as created for 'individuals who yearn for an even more pure sporting experience.'
Event that wasn't enough for some Ferrari owners. A few believed that 'some is good, but more is better.' For those few, Ferrari again turned to its Padu service center, Michelotto, to create a Ferrari 360-based race car that would be competitive in international FIA GT and North American Grand-Am series. There was no 'stradale' in Michelotto's race car. It was dedicated competition car that took the Challenge theme to the next level. Competing in the FIA N-GT category in Europe, the Ferrari 360 GT capture the 2001 FIA GT Championship. In North America, Ferrari of Washington captured the Grand-Am GT Championship in both 2002 and 2003 with a team driving 360 GT's.Source - Gooding & Company
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In 2004 automobile critics proclaimed the 360 as one of the best sports cars available.
| Photos grouped by event | |||
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Concorso Italiano |
Ault Park Concours d'Elegance |
Hilton Head Island Concours Car Club Display |
2005 Le Belle Macchine d'Italia |
2004 Ferrari 360 |
|
| Year | 2004 |
| Make | Ferrari |
| Model | 360 |
| Engine Location | Mid |
| Drive Type | Rear Wheel |
| Price | $153,200.00 |
| Weight | 2822 lbs | 1280.1 kg |
| Engine | |
| Engine Configuration | V |
| Cylinders | 8 |
| Aspiration/Induction | Normal |
| Displacement | 3.60 L | 219.7 cu in. | 3600.9 cc. |
| Valvetrain | DOHC |
| Horsepower | 425.00 HP (312.8 KW) @ 8500.00 RPM |
| Torque | 275.00 Ft-Lbs (372.9 NM) @ 4750.00 RPM |
| HP to Weight Ratio | 6.6 LB / HP (Vehicles with similar ratio) |
| HP / Liter | 118.1 BHP / Liter |
| Vehicles with similar horsepower and weight | |
| Transmission Information | |
| Gears | 7 |
| Transmission | Automatic |
| Transmission Information | |
| Gears | 7 |
| Transmission | Shiftable |
| Dimensions | |
| Cargo Volume | 12.00 cu. ft. |
| Seating Capacity | 2 |
| Exterior | |
| Length | 172.301 in | 4376.4 mm. |
| Width | 75.701 in | 1922.8 mm. |
| Height | 47.201 in | 1198.9 mm. |
| Wheelbase | 102.301 in | 2598.4 mm. |
| Vehicles with similar dimensions | |
| Suspension | |
| Suspension | four-wheel independent suspension rear stabilizer bar |
| Tires / Wheels | |
| Tires | Front : P225/35ZR19 Rear : P285/35ZR19 |
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Replies: 5 Saturday, June 05, 2004 |
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com