Dennis (Bighead)
New member
Username: Bighead
Post Number: 26
Registered: 2-2003
| | Posted on Tuesday, March 04, 2003 - 1:12 pm: | |
FYI... note that they didn't do their math conversions from kg to lbs quite correctly, as I'm sure that the new 360 Challenge Stradale doesn't weigh more than a pair of Escalades. But interesting nevertheless... anyone ordered one yet?
Also, beneath that is an article also from the site on the 360 Challenge race car.
vty,
--Dennis
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The new Challenge Stradale
Everyone knows what a Ferrari is. Whether it's a racing car or sports saloon for the road, a Ferrari is always a Ferrari, thanks to all the technical and emotional content that makes it unique. But saying what a Ferrari should really be like is not so easy. Looking back over past sports saloons, such as the 166 or 250 GT and, somewhat later, the GTO or F40, you can see they're exceptional thoroughbreds. Cars focused entirely on performance in which every single gram of excess weight was eliminated. With these cars customer-drivers like Chinetti, Marzotto, Gregory and Guichet won the 24 Hours of Le Mans, the 12 Hours of Reims and the Mille Miglia or drove to victory in international championships and even rallies, as was the case of Tognana and Andruet with their 308 GTBs.
And so for years now Ferraris have remained Spartan in terms of their trim, even though they had luxurious touches like the use of top quality leather, above all red leather. But by the early '90s this way of conceiving cars seemed rather limited. Owning a Ferrari must give all-round pleasure and so any decision to limit comfort, usability and interior space excessively no longer made sense. The same went for colours. The enormous success of Ferrari cars over the past decade has shown that in their hearts customers really wanted models like the 456 GT and 550 Maranello (and today's 575 M Maranello), or the 355 and, later, 360 Modena eight-cylinder models. Cars that customers could personalise by choosing from a wide range of accessories and where the choice of colours offered rose to 16 (but in fact any colour was available on request, and the same went for interior trim too). Ten years on, this progressive mutation has now given way to a certain feeling of nostalgia. Nostalgia for a Ferrari with no frills, which models like the F50 and Enzo have continued to express even though they were produced in limited runs. With the Challenge Stradale Ferrari again proposes the very essence of a racing car. Every feature that in no way improves performance and safety has been reduced to the minimum or eliminated. It's even possible to have sliding windows, last used on the F40. The end result is an extremely lightweight, fast sports saloon, with a true racing-style set-up and impeccable handling.
A model offering top-level performance that incorporates experience gained over the many thousands of kilometres covered by drivers in Challenge Championships throughout the world and advanced testing with the 360 GTs that have participated in the FIA World Championship. There's a choice of two Challenge Stradale versions: a more extreme one with racing seats and sliding windows, and another, fitted with lighter, wrap-around, leather seats and wind-down windows.
THE CONCEPT
The new Ferrari Challenge Stradale lines up alongside the 360 Modena and 360 Spider with the precise aim of giving drivers the performance and feel of a true racing car for road use. This aim meant Ferrari technicians gave exclusive preference to Ferrari Challenge and 360 GT racing-type solutions for all aspects of the car and every single performance parameter, the combination of which give this car its highly individual character.
The starting point was aerodynamics, where the aim was to obtain increased vertical load, which gives more speed when cornering rather than a higher top speed, and then all the vehicle-specific features (transmission, set-up and braking, in particular the introduction of carbon-ceramic brakes as standard). And finally, that determining factor for all racing cars - achieving the lowest possible weight. In fact the car's drastic weight reduction is one of the most significant achievements of the Challenge Stradale project: the weight was lowered by incorporating racing solutions for every single one of the car's components, in addition to the benefit of using only aluminium to build it.
TECHNICAL CONTENT
EXTERIOR AND AERODYNAMIC STUDIES
The Challenge Stradale builds on aerodynamic concepts employed on the 360 Modena by taking advantage of the racing set-up (more rigid and lower) and adopting specific solutions that have led to a gain of 50% in vertical load compared with the 360 Modena. The results are extremely significant: at 200 km/h the load increase is about 40 kg for a gain corresponding to the effect of a wing with 15 cm chord length and 1.8 m span.
Despite such a significant increase in vertical load, after all the modifications and adjustments to set-up the car has a Cd equal to that of the 360 Modena (Cd= 0.335). Four types of intervention were adopted to improve aerodynamics on the Challenge Stradale.
- Front section: modification of the bumper, which now extends below the air intakes to increase load at the front but without disrupting airflow toward the rear.
- Aerodynamic study of the car's underside and rear section: with the result of an increase in height at the rear and introduction of longitudinal fins to balance the load. The decision was also taken to modify the rear nolder to achieve greater efficiency by adopting a shape more appropriate to the function concerned.
- Drag and modification of the sills: the new shape streamlines the rear wheels more completely and contributes significantly to improving the car's efficiency and balance. The combined result of these interventions is that compared with the 360 Modena drag has remained unchanged, so leading to a significant increase in efficiency.
In addition to the interventions outlined so far, the focus on the Challenge Stradale's aerodynamics and styling has been enhanced by a painstaking review of all technical details of the project: 360 GT-style aerodynamic, carbon mirrors, new 19" wheels with a Challenge-type design.
CAR WEIGHT REDUCTION
Careful project development has led to a Challenge Stradale car weight that is fully 110 kg less than the 360 Modena, achieved by concentrating on three complementary spheres: materials, construction technology and project optimisation. The basic material used to build the Challenge Stradale is aluminium, as was already the case for the 360 Modena and Spider. Aluminium has been used for both body components and, above all, the space frame, a combination of castings, extrusions and plates. This initial approach towards drastically reducing the Challenge Stradale's weight already made it extremely competitive (compared with the 360 Modena) given that the basic material used, aluminium, has a specific weight one third of that of steel. Starting from this base new developments were introduced specifically for the Challenge Stradale. Titanium, already used for the piston rods, was also adopted for parts of the suspension, in particular for the wheel bolts (a 50% weight reduction) and damper springs (a 27% weight reduction). Carbon technology, derived directly from Formula 1 and used extensively on Ferrari limited-run road cars, was employed for the first time on an 8-cylinder car. For the Challenge Stradale it has been used for both structural parts (door panels, racing seat shells, filter-box covers) and for interior and exterior trim features. A particularly advanced construction technology was adopted for the car's floorpan. This involves impregnating the resin with multi-axial carbon fibres in a vacuum in order to obtain the necessary rigidity, but which simultaneously leads to a 50% reduction in the weight of the floorpan itself.
A key factor in the search for the best weight-performance ratio for the Challenge Stradale was adopting a braking system comprising carbon-ceramic (CCM) discs developed for Formula 1 combined with aluminium brake carriers as standard equipment. In terms of weight, the reduction achieved on the Challenge Stradale as a result of CCMs is 16% compared with conventional brake discs, but given that the weight eliminated affects unsuspended masses, its contribution to the car's performance can be assumed to be even more significant.
Below is an overview of the drastic weight reduction achieved for the Challenge Stradale (-110 kg), subdivided by the car's macro-assemblies:
Engine and gearbox , -11 kg, -4% in terms of total car weight
Unsuspended mass, -5 kg, -3%
Body, -94 kg, -12%
Reducing a car's weight also means a reduction in its inertia. The main effect of this on the Challenge Stradale, together with the peak power increase provided by the V8 engine, is a considerable increase in performance, particularly as regards pick-up and acceleration. The car accelerates from 0 to 100 km/h in 4.1 seconds and covers 400 metres from a standing start in 12.1 seconds.
RACING INTERIOR
Essentiality - in the most specific meaning of the term - is the dominant characteristic of the Challenge Stradale's interior, right from the elimination of unnecessary features like carpeting and mats, to a racing-style interpretation for every single feature. The rev counter located right in the centre of the instruments becomes the driver's main point of reference, emphasised by the yellow graphics and red indicator that ensure optimum contrast and legibility. The entire panel is enclosed within a carbon-fibre element that also houses secondary instruments and other telltales.
The new steering wheel, with a squashed crown in the upper section fitted with a sight just like on the racing version, has F1 gear-change paddles, the right one having been lengthened to facilitate changing up when pulling out of corners. The car is fitted with carbon fibre-structure racing seats upholstered with a high-grip textile. Door panels are made entirely of carbon fibre, as is the tunnel, which has been designed to house all the car's main controls - ignition button, reverse gear button, dynamic vehicle settings (race, launch control, ASR excluder) within easy reach of the driver. The car can be fitted with either 3-point attachment or 4-point racing attachment seat belts and an aluminium roll-bar that's 40% lighter than a conventional type, developed specifically for the Challenge Stradale.
ENGINE
The Challenge Stradale is equipped with the previous 360 Modena 90� V8 engine mounted centrally behind the cabin in a longitudinal configuration as a single block together with the gearbox and differential. Peak power output of the V8 engine has been raised to 425 bhp at 8,500 rpm to give an exceptional power rating of 118,5 bhp/litre, which makes it the most powerful aspirated V8 ever built by Ferrari. The extremely high peak torque remains unchanged at 38 kgm at 4,750 rpm.
On the mechanical front, couplings for rotating parts in the Challenge Stradale's V8 have been carefully selected and this has led to a significant improvement in performance.
Modifications to the engine can be grouped in the following areas:
1. Optimisation of the compression ratio by means of additional work on components involved in it (Heads, Pistons)
2. Optimisation of the engine's fluid dynamics, by means of the following interventions:
- use of an intake manifold with inserted stacks and burnished ducts, in addition to burnishing the intake ducts and head exhaust;
- optimisation of the section and head of the intake manifold coupling;
- use of a specific intake timing;
- use of a new low-load loss, airflow meter;
- new low counter-pressure exhaust silencer.
3. Optimisation of mechanical performance was achieved by means of the following interventions:
- selection of low-friction cylinder blocks;
- new positioning of valve-springs.
F1 GEARBOX
The entire development of the Challenge Stradale was based around F1-type electro-hydraulic transmission that controls the clutch and gearbox by means of blades integral with the steering column - a trademark of Ferrari cars and a solution developed specifically for racing. The increase in precision guaranteed by the new control strategy applied specifically to this car, and also by a faster processing speed, has reduced gear-change time throughout the entire range of use, with a minimum of 150 milliseconds when using the super-performance option.
The available gear-change configurations are consistent with the car's top-level sporting profile and so only include manual gear-change operated by the driver using F1-type paddles (there is no automatic gearbox option). The reverse gear is engaged by means of a button on the tunnel. There are two gear-change configurations (Sport and Race): each of these configurations corresponds to an integrated car-control logic as regards damper set-up and traction control (ASR). In �RACE� mode and with the ASR disengaged there's also a �launch control� strategy as used in Formula 1, a feature specially designed to give drivers a high-performance start in good grip conditions.
CHASSIS COMPONENTS (suspension, set-up, wheels)
The Challenge Stradale has been derived from the 360 Modena and maintains the same basic approach and architecture. However significant changes have been made to the suspension system and set-up. The titanium front and rear springs are more rigid than on the 360 Modena (around +20%), whereas the rear bar has a larger diameter. These interventions have increased resistance to roll and dip and in general terms have made reaction to direction changes more rapid, giving the driver a more direct feel of the car. Damper settings have been reviewed and defined specifically for this model. The car's centre of gravity has been lowered by 15 mm.
The tyres are Pirelli P Zero Corsa type - this new Pirelli super-low tyre adopted specifically for the Challenge Stradale measures 225/35 at the front and 285/35 at the rear and is fitted on 19" Challenge-style wheels secured by titanium bolts. The choice of these tyres exclusively for the Challenge Stradale confirms the effectiveness of cooperation between two of motoring's historic brands, not only in the case of the Ferrari Challenge-Pirelli Trophy but also in the FIA GT Championship. A long series of tests carried out together with Pirelli has identified a tyre compound and tread design that maximises torque transferred to the road surface and produces very high lateral acceleration (1.3 g) while maintaining superb balance between the two axles. The innovative characteristics of this tyre, which made its world debut at the Geneva Show together with the Challenge Stradale, means grip can be adjusted to suit the thermal conditions under which the tyre must perform.
CARBON-CERAMIC BRAKES
The braking system on the Challenge Stradale comprises carbon-ceramic (CCM, Carbon Composite Material) discs: the result of highly advanced studies conducted by Ferrari in conjunction with Brembo, the supplier of this system. Dimensions of the brake discs are as follows: front: 380 mm diameter x 34 mm thickness, and a differentiated-diameter, 6-piston calliper; rear: 350 mm diameter x 34 m thickness; and a differentiated-diameter, 4-piston calliper The carbon-ceramic system installed on the Challenge Stradale, together with the aluminium brake carriers, makes for astounding performance and braking distance levels.
In terms of weight, the reduction achieved for the Challenge Stradale is 16% when compared with conventional brake discs. Overall deceleration rates for the Challenge Stradale are 15% better than for the 360 Modena.
TECHNICAL SPECIFICATIONS
Dimensions/Weights
Length, 4,477 mm, 172.26 in
Width 1,922 mm 75.67 in
Height 1,199 mm 47.20 in
Wheelbase 2,600 mm 102.30 in
Front track 1,669 mm 65.71 in
Rear track 1,617 mm 63.66 in
Pirelli tubeless radial tyres
Front 225/35 ZR 19
Rear 285/35 ZR 19
Light alloy fuel tank capacity 95 l 20.9 gal (25.1 US gal)
Kerb weight without fuel 1,180 kg 8551 lb
Kerb weight 1,280 kg 9275 lb
Engine
Type 90� 8-cylinder V
Bore and stroke 85 x 79 mm 3.34 x 3.1 in
Single cylinder capacity 448.2 cm3 30.5 cu in
Total engine capacity 3586 cm3 366 cu in
Compression ratio 11.2:1 11.2:1
Peak power 425 bhp at 8,500 rpm
Peak torque 38 kgm at 4,750 rpm
Four overhead camshafts
Five valves per cylinder
Electrostatic injection/ignition Bosch Motronic 7.3
Lubricants Shell
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360 Challenge: from road to race
Ferrari�s GT cars have always been highly competitive in the hands of privateers, and their racing achievements have played a fundamental role in the company�s motor sport history. That�s why the Ferrari Challenge one-make racing series was created � it was Ferrari�s way of getting owners of its road-going GT cars back on the track. The idea for a specific competition for the 8-cylinder cars first became reality back in 1993 with the 348 Berlinetta. In 1995 Ferrari launched the F355 Challenge which was equipped with a special kit developed in-house. The 2000 season saw the debut of the 400-bhp 360 Challenge alongside the F355. The 360 Modena maintains the same output (400 bhp @ 8,500 rpm) as the standard road car, but incorporates a number of modifications designed to radically improve its performance in track use.
The road-going 360 Modena offers class-leading standards of performance and was the ideal basis for development work on the competition version. The engineering team concentrated on optimising weight, tyres, brakes, suspension and gearbox for track use. During development over 9,000 test miles were covered on the Fiorano track and on a number of other tracks used regularly during the Italian championship, including Imola, Monza and Mugello. The 360 Modena Challenge proved to be on average one second per kilometre (0.6 of a mile) quicker than the F355 Challenge. The 360 Modena Challenge�s minimum kerb weight of 1,170 kg (2,574 lbs) � 150 kg (330 lbs) less than the F355 Challenge � was partly achieved thanks to the standard car�s design which employs aluminium throughout its construction. In addition, considerable attention was paid to reducing weight even further with the result that the Challenge weighs an impressive 120 kg (264 lbs) less than the road-going version.
This reduction was achieved by removing the air-conditioning system, gearchange water/oil heat exchanger, electric window lift mechanisms and all extraneous fittings, sound deadening and interior trim. Weight reduction also involved fitting lightweight front and rear bumpers, a lightweight sports exhaust system, Lexan side windows and Lexan engine cover. Inside the car, carbon fibre was used to trim the central console, tunnel and door panels.
The Challenge version of the 360 Modena incorporates the F1 gearbox � the first time the paddle change has been used on the competition version. The 360 Modena Challenge uses the same software as the road car, effectively excluding the Normal setting so that gearchanges are effected in just 150 milliseconds. In addition, the input parameters for the software have been modified to optimise response allowing, for example, the engine to rev 100 rpm higher during down-swaps to increase engine braking. The standard clutch has been substituted with a racing synterised clutch plate and the gearbox has been fitted with its own oil radiator to reduce operating temperatures during track use.
During development, the engineers chose not to play with the production car's aerodynamics, thus avoiding the use of spoilers or wings that would have ruined the car's lines. In standard form, the 360 Modena already offers negative lift which ensures increasing downforce as road speed increases. At 290 km/h (180 mph), the car generates some 180 kg (396 lbs) of downforce which is distributed evenly between the front and rear axles, and remains constant under cornering, acceleration and braking. The 360 Modena Challenge is delivered with a standard Fiorano-type suspension set-up or with a kit including a thicker front anti-roll bar and stiffer front and rear springs for faster tracks. These alternatives, along with the adjustable camber and toe-in allow the drivers to set the car up to their individual taste.
Modifications to the road car�s suspension include replacing the electronic damping system with racing Boge shock absorbers, fitting racing springs (0.0551 mm/kg spring rate front and 0.0424 mm/kg rear which equates to a 20% increase in stiffness) aluminium suspension bushes and racing bump stops, lowering the ride height by 30 mm (just over an inch) and fitting stiffer anti-roll bars front (21 mm) and rear (22 mm). The steering rack was also reduced to 110 mm (4.3") to increase turn-in speed and steering feel - just 1.83 turns of the wheel are needed between locks. Directional P-Zero racing slicks were specifically developed by Pirelli for the Challenge series, using the telemetry figures available for the car�s performance parameters and suspension geometry. The slicks measure 235/645 R18 front and 295/680 R18 rear, while the wet compound tyres are 215/45 R18 and 275/40 R18 respectively. Tyre pressures also change depending on the tyres fitted - 1.6-1.7 bar for slicks and 1.8 bar for wet tyres. The car is equipped with 18� BBS alloy wheels.
The Brembo braking system has also been uprated using racing, one-piece aluminium 4-pot callipers and larger vented discs (355 x 32 mm (14 x 1.3�) front and 330 x 28 mm (13 x 1.1�) rear) with special air intakes front and rear and brake balance adjuster on the rear axle. The callipers are fitted with Ferodo DS 3000 pads - 21.5 mm front and 16 mm rear. The cockpit features a Magneti Marelli digital dash readout which allows the driver to check performance data acquired by the on-board, F1-style telemetry system. The system constantly monitors engine temperature and liquid pressure, wheel speed and lateral acceleration, the ABS and the use of the gearbox.
To make the racing as close as possible, the Challenge series regulations limit the performance modifications that can be made, and all the cars run with strictly standard engines which are sealed by the factory. These units (known in-house as the F 131B) feature an alloy cylinder block with steel wet liners, variable geometry intake manifolds and a cooling system which employs a centrifugal pump without a thermostat. The engine produces a maximum of 400 bhp (294 kW) at 8,500 rpm and peak torque reaches 373 Nm (275.6 lbs/ft) at 4,750 rpm. A number of modifications have been made for track use, including fitting a larger oil radiator (with its own specific air intake which called for a modification to the rear right-hand wheelarch), stiffer engine mounting bushes with aluminium washers and a FIA-specification exhaust system producing a maximum of 98 db.
Specific safety features include an automatic fire extinguisher system, an OMP racing bucket seat with 6-point harness, FIA-approved roll-cage and safety fuel tank with a capacity of 100 litres (22 Imperial gallons) and two filler pipes for rapid filling. The result of the development work is a car that underlines the company's commitment to producing competition versions of its production models in the spirit of cars such as the legendary 250 GTO - cars that were as effective on the track as on the road.
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