Coupe
The first model of the 360 to ship was the Modena, named after the town of Modena, the birthplace of Enzo Ferrari.
The Modena went into production in 1999 and remained in production until 2005 when it was replaced by the F430. The Model was followed 2 years later by the 360 Spider, Ferrari 20th road-going convertible which at launch overtook sales of the Modena. Other than weight, the Spider's specifications matched those of the Modena almost exactly.
Ferrari's latest interpretation of the V8 sports car, the 360 Modena is a clean-sheet design anticipating future trends in Ferrari road cars. These trends include weight reduction combined with greater chassis rigidity. The new approach employs technology based on the use of aluminum for the chassis, body shell, and suspension wishbones. The exclusive use of aluminum, a first for a Ferrari road car, has enabled Ferrari's engineers to reduce the 360 Modena's dry weight by 100 kg compared to the 355 despite rather more generous dimensions resulting in greater comfort and storage space. Performance has also improved across the board thanks to both a power:weight ratio 0.9lbs/bhp better than the car's predecessor, and the exceptional 3586cc 90° V8 engine providing 400bhp at 8500rpm and 275lb-ft at 4750rpm. The 360 Modena is the culmination of research and experimentation with the use of aluminum on everything from Formula 1 cars, to the 408 4RM prototype and the GT competition cars which were always fabricated in aluminum. The 360 Modena combines Ferrari heritage with innovation.
Aluminum responsible for improving the power to weight ratio byt 0.9lbs/bhp. As a result, the 360 Modena is 0.8 of a second faster at 22.9 seconds over a kilometre from a standing start and has also cut nearly 3 seconds off its predecessor's lap time at the Fiorano track. The transmission features a longitudinal gearbox that allows larger diffusers to be incorporated on the flat underside. The 6-speed gearbox is available as a manual or with the F1 electrohydraulic shift.
Design
The 360 Modena is the 163rd Ferrari designed by Pininfarina. This helps explain the successful mix of innovative design elements and styling solutions inspired by classic Ferraris, such as the 268SP, the 250LM and Dino 246GT.
The front is dominated by two large air intakes for the radiators. This solution is vital to the car's aerodynamics. The intakes channel air beneath the car's flat undertray to the two rear diffusers, providing ground effect, and the location reduces width and thus frontal area. Air pressure increases downforce as speed rises and, at 180mph, there is an impressive 397lbs pressing down on the car, evenly distributed between the two axles. This result was achieved without ruining the lines of the car and it also enhances safety by increasing the 'natural' steering load at speed. 5,400 hours of wind tunnel testing resulted in excellent Cd and CI figures without compromising the car's styling. The distinctive rear-end treatment leaves the engine in full view beneath the rear window.
The side aspect features a curvilinear waistline that runs from the edge of the front fender and goes all the way to the rear light clusters, its wedge conveying a sense of speed and control. The car's finely balanced proportions initially disguise the fact that it is mid-engined, with both the passenger compartment and the powerplant set neatly between the two axles.
Structure
The engineers' goal for the 360 Modena was 40% greater structural rigidity and a 28% reduction in weight from the F355, and these were achieved despite a 10% increase in overall dimensions. Extruded and formed aluminum, almost the exclusive component of the body and chassis, is responsible for the car's traits. The body and chassis pass all global passive safety requirements while providing excellent handling and a stunning appearance. The 360 Modena's bodywork evokes the sporting characteristics of the foremost V8 sports car whether static or in motion.
The 360 Modena's spaceframe chassis was designed by Ferrari and built in collaboration with US aluminum specialist Alcoa. Extruded box-section aluminum chassis members are combined with cast parts produced using different foundry technologies. The engineers' objectives were a minimum torsional rigidity of 10,127lb-ft per degree and a minimum bending stiffness figure of 22.5 tons per inch. These stringent parameters were amply exceeded by employing variable-section extrusions which are welded to cast sections. There are 12 of these castings incorporated in the lower part of the chassis, including the four suspension mountings. All parts are sand-cast in Ferrari's foundry in Maranello. Employing the same techniques used in F1, the shock absorber towers are CNC machined after assembly to ensure that the mounting points for the suspension components are drilled with absolute precision. The upper chassis structural assemblies are vacuum-cast to reduce their thickness.
Drivetrain
The 360's 5-valve per cylinder, 3586 cubic cm V8 engine produces 400bhp and is centrally mounted with dry-sump lubrication, and the oil tank is placed, F1-style, on the spacer between the longitudinal engine and unitary gearbox. The car rockets from 0-100 km/h in 4.5s and covers the kilometer sprint in 22.9 seconds. Pick-up is spectacular thanks to excellent torque which peaks at 275lb-ft at 4750rpm, 80% of that available at just 3000rpm. The engine's flexibility means that the car is relaxing and easy to drive even in heavy traffic. Power output is a record-breaking 400bhp at 8,500rpm (112bhp/litre) the highest figure yet achieved by a naturally-aspirated V8 production engine. The power unit features a variable geometry intake system, five-main bearing crankshaft with counter-balanced 180° crank throws, titanium con rods, 5 valves per cylinder (3 intake, 2 exhaust, the latter with variable valve timing for improved performance at high speeds) and a Bosch ME 7.3 electronic engine management system. The latter, via the CAN - Controlled Area Network - allows the injection system to transmit and receive data from the ignition which is integrated with the drive-by-wire electronic accelerator that, in turn, is connected to the ASR traction control and, where fitted, the system that manages the F1 electrohydraulic transmission.
The drive-by-wire regulates air induction with a motorized throttle. On the 360, the accelerator pedal activates a potentiometer connected to a pair of engine management units. The CAN system also allows the various control units to communicate with the ASR traction control system and the F1 gearbox control so that, taking into consideration performance parameters and vehicle speed, the engine management system decides on the appropriate throttle angle. The drive-by-wire system makes a vital contribution during gearshifts, ensuring that they take place at the engine speed recommended by the control unit. The 360 Modena has benefited enormously from Ferrari's experience with Formula 1 engine technology, which contributed variable-length intake manifolds to optimize torque at all engine speeds. The system incorporates two plenums each supplying air to one bank of cylinders, through short direct tracts connected to the same bank or through longer indirect ones connected to the opposite bank via valves.
The 360 Modena's 6-speed gearbox is available with either the classic gate-shift or the Fl-style paddle shift. The manual system offers triple cone synchronizers on 1st and 2nd gears, with a double cone on the others. The dry single plate clutch has coaxial hydraulic drive and the limited slip differential has different locking percentages (25% on acceleration and 45% on lift off). Ferrari introduced paddle shift to Formula 1 and this solution is now used by all teams. The 360 Modena's F1 transmission, which changes gears in a mere 150 milliseconds, has an optimized full automatic option as well as manual mode, and a low grip Snow and Ice mode. Manual changes are effected through the two paddles behind the steering wheel - the right paddle selects a higher ratio, while the left drops a gear. The pedal-less clutch is automatically activated by the gearbox's electronic control unit, and engages only when the engine revs are correct. If the sports suspension setting has been selected the gearbox software adapts the speed of changes, and the 360 Modena is thus stable in conditions beyond the capabilities of most sports cars.
Suspension The 360 Modena has superb road dynamics thanks to a long wheelbase, wide front track, a superb suspension geometry, and electronic control. The car rides on an adjustable suspension with dual aluminum wishbones front and rear. Anti-dive and anti-squat geometries are incorporated front and rear so the car remains level under braking and acceleration. The aluminum dampers, co-designed with Sachs, are equipped with an electronic control unit. All body and wheel movements are thus guided in a process that takes just 0.04 seconds to eliminate any rolling or pitching.
Befitting a high-performance sports car, the 360 Modena's brakes include large 13 inch diameter vented and cross-drilled discs with sensitive hydraulically actuated four-piston aluminum calipers, controlled by a braking effort proportioning valve and an ABS system that prevents wheel lock-up in deceleration. The large rotors also help maintain a low thermal load, and improve resistance to fading without forced cooling. Although Ferrari engineers placed an emphasis on decelerative stability, the 360 Modena stops in record short distances.
Wheels and tires have been designed for the Modena with the goals of reducing aquaplaning and steering effort; the results of computer simulations prompted the adoption of smaller front tires (215/45 ZR18) and larger rear tires (275/40 ZR18) mounted on 7.5' and 10' wide wheels respectively. The development tests carried out with Bridgestone, Michelin, Pirelli, and Goodyear, confirmed that the initial choice offered all desired advantages, and the special alloy wheels weigh about 2lbs less than the magnesium wheels of the F355, thanks to stylistic optimization and the new channel technology.
Interior
The layout and design of the 360 Modena's cabin are the result of research into the ultimate balance of sportiness, ergonomics and space. Thanks to increased dimensions, the interior is noticeably more spacious than that of previous two-seat V8 models. All the main instruments are grouped together in the driver's line of sight. On versions equipped with the F1 transmission, the tachometer incorporates a gear engagement read-out while the two gear selector levers are set behind the rim of the steering wheel. On all versions the latter adjusts fully and, despite its distinct appearance, incorporates a full-sized airbag. A passenger-side airbag is also standard. The interior is trimmed in traditional Connolly leather and features a number of aluminum parts, this metal being a defining aspect of the 360 Modena. The cockpit was designed to accommodate taller than average users, making ingress, egress, and the right driving position easy for anyone. The seats have four-way manual or six electric adjustments, and the colour of the sumptuous leather upholstery and even its stitching are up to the purchaser. The generous dimensions of the 360 Modena, especially its length and height, also allowed the design team to create a 4.2 cubic foot space behind the seats, large enough for a couple of suitcases or a golf bag, in addition to the front boot with its capacious 7.8 cubic feet of space.
by Ferrari
The Ferrari 360 Modena went into production in 1999 and served as a replacement for the F355. The name 'Modena' was used after the birthplace of Enzo Ferrari. The styling was courtesy of Pininfarina and mounted mid-ship was an eight-cylinder engine constructed entirely of aluminum. The engine was mounted to a six-speed gearbox available as a manual or F1 electro-hydraulic shift. Production continued until 2005 when it was replaced with the F430.
The 400 horsepower engine produced around 400 horsepower and could carry the 2840 pound vehicle from zero-to-sixty in just 4.3 seconds. Top speed was achieved at 185 mph. Performance was improved with the introduction of the Challenge Stradale. This was a stripped-down performance version that was void of amenities and non-essential items. The aerodynamics were improved slightly; the chassis was constructed of aluminum. The engine, suspension, and brakes were all greatly improved. With 425 horsepower available and now weighing just 2600 pounds, the Ferrari 360 Challenge Stradale could go from zero-to-sixty in a mere 4.1 seconds. The overall top speed improved slightly, now at 186 mph.
In 2000 Ferrari introduced the 360 Challenge Series which gave privateers an opportunity to race modified Ferrari's in a regulated environment. The cars that competed in this series were dubbed the Ferrari 360 Challenge. They featured 18 inch BBS alloy wheels and a lowered ride height. A F1-gearbox was matted to the stock engine. The engines were sealed as to not allow tampering. The F1-gearbox is very quick, with gearshifts taking only 150 milliseconds. The suspension was improved to handle the tough track environment. The electronic damping system was replaced with Boge shock absorbers.
There were three championships - one in Italy, Europe, and North America.
by Dan Vaughan
Setting the standard for other supercars, the Ferrari 360 was introduced in 1999 as the successor to the very popular 355. The 360 in the cars title stood for 3.6-liter engine. The 360 would be lead the way for the Ferrari F430 which would debut in 2004 when the 360 was put to bed. The 360 was built by Ferrari from 1999 until 2005 and was offered in Modena coupe and Spider convertible body styles.
The first Ferrari to steal the scene with a clear glass engine cover, designer Pininfarina left the goods on display. Wanting to satisfy the enthusiasts who wanted to peek at the engine, he put the most important part of the car in plain view. Instead of the rounded, open-mouthed grille generally used by Ferrari the 360 had two small intakes under the headlights. Though it was larger than its predecessor, the 360 was lighter and featured an aluminum chassis with an aluminum body stretched over it. The design was created by Alcoa who had partnered with Alcoa to produce an entirely new all aluminum space-frame chassed 40% stiffer than the F355. The result was 28% lighter despite a 10% increase in total overall dimensions.
With a top speed of 180 mph, the two-seater sports car could reach 0-60 mph in just a little over 4 seconds. Constructed with a mid-engine layout the 3.6-liter V8 was hidden behind the cabin with 400 hp and a Formula 1-derived paddle shifted transmission. Drivers that opted to not have the paddle shifter could purchase a regular six-speed stick. The new engine used flat plane crankshaft and titanium connecting rods. The power to weight ratio was considerably improved on over the F355 due to the combination of more power and a lighter vehicle.
The inside of the stunning car was much larger than the 355 thanks to its longer wheelbase. The seats were encased in supple leather, high-quality materials and even had enough space for a set of golf clubs behind the two seats. The 360 had a price-tag in the neighborhood of $155,000
The first 360 model introduced was the Modena which gained its name from the town of Modena, the town of origin of Enzo Ferrari. The sports car had a six-speed gearbox that was available as a 6-speed manual or F1 electrohydraulic manual after late 2000. Going into production in 1999, the Modena continued to be built until 2005.
Two years after the Modena, the 360 Spider was launched on the scene. Completely overtaking the Modena sales the Spider was the marques 20th road-going convertible. The Spider's specifications were nearly identical to the Modena except in the weight department. By removing the roof of a coupe the torsional rigidity was reduced and the 360 was built for strength in various other areas, so the 360 was designed with a Spider version in mind. The sills were strengthened, the front of the floorpan was stiffened and the windscreen frame was redesigned by Ferrari designers. To quiet the cabin noise the rear bulkhead had to be stiffened. Additional side reinforcements and a cross brace at the front of the engine helped the convertible's essential dynamic rigidity. The safety of the passengers was taken care of by roll bars and a reinforced windscreen.
Weighing in only 130 pounds more than the coupe, the 360 Spider sported a curvilinear waistline. The engine was cramped by the convertible's top's storage area and needed extra air supply through especially large side grills. Rather than lying apart like in the Modena, the intake manifolds were moved near the center of the engine between the air supply conduits in the Spider engine compartment. The top speed went from 189 to 180mph compared to the Modena and the 0-60 mph was slightly slower at 4.4 seconds because of the weight increase. The top was electrically operated and was able to stow into the compartment when not in use. The top was offered in blue, black, grey and beige colors and would open in a two-stage folding action.
A finale model, the Challenge Stradale was a special edition high performance road-legal version of the 360. Introduced in March 2003 at the Geneva International Motor Show the CS can be compared by some to Porsche's GT3 RS. Basically a lightened, factory tuned version of the Modena, it featured many optional extras as standard. The Stradale featured carbon seats, racing exhaust, carbon engine bay, carbon ceramic brakes, track tuned suspension and much more. It came with a reduced weight, power improvements and an updated gearbox. Other items to optimize the chassis included stiffer titanium springs, stiffer bushes, a remapped active suspension computer and an uprated rear anti roll bar. The main emphasis in the design of the Stradale was improving its track lapping performance by focusing on handling, braking and weight reduction; critical issues for true racing cars. The goal in the design of the car was 20% track day use and 80% road use.
The Stradala could accelerate 0-60mph in just 4.0 seconds. Other changes from the Modena included larger 19' BBS wheels, 20% stiffer titanium springs, the use of carbon fiber for the seat and mirror frames and Carbon fiber-reinforced Silicon Carbine ceramic composite brake disks. To further help reduce the weight the leather in the interior was replaced with fabric, the stereo was removed and the power windows and mirrors went away. A Lexan rear cover was added except in Europe where Lexan side windows were added.
Ferrari also produced several low volume factory race cars derived from the 360 Modena and for the first time they were produced as separate models in their own right, rather than as a retro fit kit. The 360 Modena Challenge was used in a one make series of factory built racing car. The 360MC was a non road legal car created to compete in Ferrari's one-make racing series called the 'Ferrari Challenge'. Only available with the F1 gearbox, the 360MC could accelerate from 0-62 mph in 3.9 seconds. Bosch provided race tuned ABS software and Brembo racing supplied the upgraded Gold colored calipers and larger floating 2-piece discs. Able to pass drive-by noise tests, Ferrari used a valve system that made the cars more socially acceptable at lower revs. A factory built track car the 360 MC had a stripped down interior without basic creature comforts like a stereo, electric windows and locks, air-conditioning, soundproofing or even a handbrake. A single carbon fiber racing seat replaced the regular seat and FIA approved restraint harnesses took the place of the regular seatbelt. A roll cage was fitted for safety along with a fire suppression system. A monochrome LCD was worked into the instrument cluster. Adjustable racing dampers replaced the adaptive suspension of the road car and larger brakes with addition cooling ducts were added.
Michelotto was the official tuner who constructed factory built racing cars. A race version of the 360 Modena, the Ferrari 360 GT was produced by the Ferrari Corse Clienti department in Maranello. It was developed in a joint collaboration with Michelotto Automobili to compete in the FIA N-GT class. During the 2001 FIA GT Championship Team JMB Fiesse raced the cars and won the championship.
Another special model created was a single 360 Barchetta; a special wedding present to Ferrari president Luca di Montezemolo. Ferrari 360 GTs have been sold through Ferrari's Corse Clienti department since 2002.
Replacing the previous 360 GT was the 360 GTC in 2004. Developed by Ferrari Corse Clienti department in collaboration with Michelotto Automobili it was to compete in the N-GT class. With a dry weight of 1100 kg, the 360 GTC made use of recent innovations that had been successfully race tested on the Ferrari 360 GT with a consecutive six-speed gearbox and additionally improved Magneti Marelli electronics package. With considerably different aerodynamics from the 360 GT, the 360 GTC had been newly homologated by FIA/ACO from the Stradale. It took its basic elements from the double rear end, engine cover, side skirts and front bumper. With impressive improvement in vertical downforce wind tunnel research has led to a new system for the rear wing. In terms of fuel consumption the engine has been greatly improved.
A privately owned Veloqx-Prodrive Racing 360 raced de-restricted, fully tuned variant of the GT-C can by found racing in endurance races worldwide. These races include Sebring, Le-Mans and Silverstone.
The GTC had improved power output compared to the original 360GT of 445 horsepower at 8750 rpm. The GTC had peak power at 472 bhp. It featured a top speed of 200 mph and could accelerate 0-62 mph in 4.2 seconds.
Sources:
http://en.wikipedia.org/wiki/Ferrari_360
http://exoticcars.about.com/od/FerrariCars/ss/Ferrari-360-Modena-Spider-And-Challenge.htm
http://www.edmunds.com/ferrari/360/
by Jessican Donaldson