Ferrari 360 GT-C
The Ferrari 360 GTC is a race version of the 360 Modena. With a dry weight of 1100 kg, it was developed by the Corse Clienti Department in Maranello, in collaboration with Michelotto Automobili to compete in the N-GT class. It made use of recent evolutions successfully race tested on the Ferrari 360 GT, with a sequential six-speed gearbox and a further improved Magneti Marelli electronics package. The aerodynamics are substantially different from the 360 GT, given that the 360 GTC has been newly homologated by FIA/ACO from the Challenge Stradale, taking up from its basic elements: front bumper, side skirts, engine cover and double rear end. Wind tunnel research has led to a new system for the rear wing, with a notable improvement in vertical downforce. The performance of the 90-degree V8 3586.2 cc engine has been improved in terms of fuel consumption.
In 2009 a privately owned Veloqx-Prodrive Racing 360 raced de-restricted, fully tuned variations of the GT-C in endurance races around the world including; Silverstone, Sebring and Le-Mans.
The original 360GT power output was 445 horsepower (332 kW) at 8750 rpm, the GTC bettered that raising peak power to 472bhp while still breathing through the mandatory 30.8mm air restrictors. (Without the mandatory [for racing in N-GT class] air restrictors in place the engine dyno’s at an astonishing 550bhp).
Source: Wikipedia
Seeing Red by Woody Ang on Flickr.
The Ferrari 348 is Beautifully Engineered
This was the first Ferrari I ever watched go around a race track. Consequently, it’s the only Ferrari I actually want, and for $35k used, they’re a bargain.
After a very successful history of more than fourteen years, the 308/328 series was finally replaced in 1989. And even if on the exterior there weren’t many significant changes the big changes on the new 348 models was made under the hood. The 348 series remained into production between 1989 and ’95, and it was built in berlinetta, targa and spider body styles, with a few special editions being offered: the US-market only Serie Speciale and the GT Competizione.
The 348 series was produced in order to allow Michelotto-prepared cars into the GT3 class of international endurance racing. IN its five years time existence it turned out to be a very successful model: firstly it experienced some notable success against Porsche’s mighty 911 RSR’s, but it also became the most commercially successful models in Ferrari’s history with over 9000 units sold.
Like with most of the Ferrari models, the body was designed by Pininfarina, and bore a strong family resemblance to the Testarossa model, but on a smaller scale. The similarities are particularly noticeable in the horizontally straked air inlets in the door ducts to the side mounted radiators, and the rear light treatment, where the lenses are hidden behind a full width matte black slatted grille. The front “radiator grille” was a dummy inset satin black egg crate pattern unit, to provide the traditional Ferrari face. The alloy wheels maintained the traditional Ferrari five spoke design, with five bolt fixing, but with an aerodynamic spoke profile unique to this series of models.
The 348 was the first series production Ferrari not to have a separate tubular steel chassis frame. Instead it used a pressed steel chassis, with a separate tubular steel engine sub-frame bolted to it, with the body panels robot welded, and bolted, to the main structure.
The car’s heart was a 3.4 liter V8 unit with a bore and stroke of 85mm x 75mm, with spark plugs between the camshafts, fitted with a Bosch Motronic M2.5 combined fuel injection and ignition system, which was upgraded to the M2.7 version during the production run. At the rear of the mid mounted engine was a transverse five speed plus reverse all synchromesh gearbox and transaxle unit.
Video:
Source: topspeed.com
C/SiC Brakes are Beautifully Engineered
Carbon Fibre Reinforced Silicon Carbide
Carbon–carbon (abbreviated C/C) is a composite material consisting of carbon fibre reinforcement in a matrix of graphite. It was developed for the nose cones of intercontinental ballistic missiles, and is most widely known as the material for the nose cone and wing leading edges of the Space Shuttle. It has been used in the brake systems of Formula One racing cars since 1976; carbon–carbon brake discs and pads are a standard component of Formula One brake systems.
Carbon fibre-reinforced silicon carbide (C/SiC) is a development of pure carbon–carbon, and can be used in automotive applications, such as components of brake systems on high performance road cars, namely the brake disc and brake pads. C/SiC utilises silicon carbide with carbon fibre, and this compound is thought to be more durable than pure carbon–carbon.
Introduction and Advantages:
At the IAA in Frankfurt in 1999, the carbon-ceramic brake disk had its world premiere. The use of the high-tech material had revolutionized the brake technology: In comparison to the conventional grey cast iron brake disk the carbon-ceramic brake disk weighed round 50 per cent less reducing the unsprung mass by almost 20 kilograms. Further significant advantages are: improved brake response and fading data, high thermal stableness, no hot judder, excellent pedal feel, improved steering behavior, high abrasion resistance and thus longer life time and the advantage of avoiding almost completely brake dust.
The 2001 Porsche 911 GT2 was the first car to feature carbon-ceramic brakes.
Links:
Source: Wikipedia
