with a loud exhaust and a different airbox ?
In a nutshell yes. I don't care what anybody says the CS is basically a factory modified 360. It's an amazing car but you can't deny that fact.
The Challenge Stradale builds on aerodynamic concepts employed on the 360 Modena by taking advantage of the racing set-up (stiffer 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. 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. 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 a specific weight one third of that of steel. This initial approach already made it extremely competitive (compared with the 360 Modena). 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. 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) that mean a 16% reduction in the weight compared with conventional brake discs; given that the weight eliminated affects unsuspended masses, its contribution to the car's performance can be assumed to be even more significant. 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. 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 that exceeds 118.5 bhp/litre, which makes it the most powerful aspirated V8 ever built by Ferrari also thanks to the ram-effect induction which, at maximum speed, increases power by 2%. 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: Optimisation of the compression ratio by means of additional work on components involved in it (heads, pistons) 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. Optimisation of mechanical performance was achieved by means of the following interventions: selection of low-friction cylinder blocks; new positioning of valve-springs. 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. 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 stiffer 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 transfer 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. 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. 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. 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 central 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.
Thats exactly what it is, but it doesn't take away from anything. Its faster and more exclusive than a 360.
Challenge_Stradale, Its good that your trying to give good information on the CS, but copy/paste procedures should not be done like that as the person who wrote it could take legal action. Summarizing it is fine, but always provide a link. Thanks.
To me, CS's main appeal are: 1. Exclusivity 2. Difference in interior (CF, Suede, club sport look) 3. Lighter weight 4. Louder sound The improvements in aero, brakes, etc are not really what sells the car bc the improvements are subtle.
I wouldn't call ceramic carbon brakes that stop NOW and 150ms, slam your head into the seats shifting subtle at all. Brutal, perhaps, but not subtle.
Give me more of those "subtle" improvements then. A CS laps Fiorano (a short track) 3.5 secs faster than a 360 Modena and is reported to do the 'ring in 7:56 vs 8:09 for a 360 Modena.
Yin - The CS is a wonderful piece of machinery, but don't underestimate the effects of the R-compound rubber. Most experts figure they are about 3 sec per minute of track time faster than pure street tires. Gary
Gary - Fair point, I've heard that as a generic claim of R-compounds over good street tires. That does leave me wondering - if we assume that 3 secs goes to the tire (I believe Fiorano is right around 1 minute laps), that leaves 0.5 secs for everything else (in relation to Ferrari's lap time claims at Fiorano). I can see that the increased down force and 2% HP due to ram effect are effective only at the higher speeds. That leaves the 100Kg lighter weight and maybe 20 HP increase (claimed) due to other engine/exhaust improvements. Does that amount to "only" 0.5 secs or is the delta somewhat less than 3 secs between Pirelli Corsas and Pirelli P-Zeros? Yin
Well, all the rules of thumb are just that, pretty vague estimates. You would have to do laps at the same track/same day/same tires/same driver to establish a delta between a CS and a Modena. If I had to guess I would say 1 sec per minute, which is certainly significant, but I think 3.5 sec at Fiorano is mostly down to the tires. Gary
Modifications to the CS engine include: 1. Optimization of the compression ratio and fluid dynamics through changes to the heads and pistons. 2. Expanded and polished intake and exhaust ports and manifolds. 3. Timing improvements. 4. Use of a new low-load loss airflow meter. 5. Back pressure reduction through exhaust system changes. 6. Reduced friction cylinder liners. 7. Repositioned valve springs.
The rule of thumb is 2 sec per minute vs. top performance street tires like you'd find on the 360. That might be 3 sec on Fiorano. HOWEVER, the CS tires are not full R-compound tires... they are a very interesting compromise... roughly halfway between streets and R-compounds. (I used to run good R's on my 360.) Thus, I'd estimate 1-2s on Fiorano is due to tires... leaving 1.5-2.5 due to the other stuff. From my own track experience, the handling improvements and the aero improvements are very clear. The power diff is not particularly noticeable (seat of the pants), but I am going faster at the end of the straights. The brakes don't really stop a lot faster on the first stop... but behave much better after many laps... even compared to having racing pads on my 360.
love the cs but still feel hype was greater than what factory actually provided for $. i would love to see how a cs compares to a 360 tuner car like novitec, etc. imho factory gave a subtle body kit, lowered suspension, c brakes, bigger wheels, r tires, chip engine/transmission, exhaust/intake, and interior kit. could easily do all of above to base 360 and skip wildly costly and fragile brakes. fantastic car but mostly because base 360 is fantastic to start with. factory marketing job to keep interest until 430 available which worked like charm.
ferrari does not seem like the type of company that has a "suggestion box" at the front door. if so, then my suggestion is to make enough cars to meet demand so they can sell at sticker price.
Good to see you post Brian, seems like I haven't seen you posting much lately. I'm probably just not in the same sections you are usually. Hey have you had to replace your brakes yet? Just pads, or rotors too? I remember a thread here a while back discussing trouble getting the rotors for the CS.
Been busy... very, very busy. Pads once; next set are lasting much longer... I am staying out of ABS based on those prior conversations, and that seems to be helping. Rotors had 38% wear at 13K miles. Clutch 3.79% wear.
Uhh.. don't you mean 37.9% wear for the clutch?? I mean, you stated you track the car so that would seem legitimate. However, when did you replace the pads? Around what mileage? I have ~9k miles on my CS and the brake light hasn't come on yet. Did you wait for the light to come on in the dash below the speedometer ('Brake' light)??
Nope... 3.79%... as in "less than 4%". Light came on and I replaced them... about 5K miles. A couple threads and some good discussion pointed to ABS pulsing as a major wear factor for carbon-ceramic brakes. So, have stayed away from engaging ABS... and at 13K miles the brake pads still look good.
I replaced my CC pads on my F430 at 5550 km (3500 miles). Cost A$5322. Track days consisted of two light days when running the car in (1000km) and then two heavy track days with two drivers giving the brakes a fairly hard work out. The CC brakes worked exceptionally well. No brake fade, excellent firm progressive pedal. I did not wait for the warning light to come on, but I replaced them as they were about 70% worn, and I have another track day tomorrow.
