Spy photographers have caught in tests several mules that point clearly that a replacement for the F430 is in development al Maranello. Driving on the Fiorano race-track and disguised as F430 Challenge Stradale, the test cars show a medium development stage for the smallest Ferrari.
Early rumors pointed that the new car will be equipped with a V10 engine, in order to be successfully compete against the Lamborghini Gallardo. The changes made to Formula 1 regulations, that nowadays require the use of V8 engines, make this step irrational; therefore it is logical for Ferrari to stick with the traditional V8 configuration.
The main competitor, the child of the other Italian supercar producing house, the Lamborghini Gallardo uses a 5.0 liter originated from Audi. One might expect that Ferrari will improve their new comer displacement up to the same value in order to provide the same level of performance.
But, Ferrari is known to offer some of the best power per displacement ratios; therefore they are expected to produce 500 or more bhp, by only increasing the displacement to 4.5 liters. The rest of the power gain will be due to an increased maximum rev limit, of up to 10,000 rpm, improved air flowing and cooling.
Design lines will not be a revolution, but will be changed in order to keep up with the technical advances. All of the air intakes will be enlarged to ensure an increment in the cooling required by the improved engine and brakes. At the rear there is a possibility to see middle mounted exhausts, inspired by the Challenge Stradale.
Now that Ferrari has made the car official, check our review on the 2010 Ferrari 458 Italia and see the real thing.
The Ferrari F355 was build by Ferrari from 1994 to 1999 when it was replaced by Ferrari 360. The Ferrari F355, the fruit of half of century experience in V8 mid-engined coupes, is considered to be the greatest production sports-car of the 20th Century. It was the best selling Ferrari in history until that time, the car that saved the brand from imminent bankruptcy and the first model to be produced under the new leadership of Luca di Montezemolo. With performance figures that are enviable even a decade after the cars launch and an immortal design, the F355 is considered by many to be the most beautiful modern Ferrari.
The 1995 Ferrari F355 had as a basis the previous V8 engine Ferrari, the 348. The famous Italian design studio and Ferrari traditional partner, Pininfarina , did the styling of the new model. The F355 was produced between 1995 and 1999 in nearly 12,000 units and become one of the most popular Ferrari’s of all time. At launch it was available in fixed-head Berlinetta (or GTB) and Targa (GTS) followed later by a roadster (Spider) variant. The Spider was Ferrari’s first vehicle with an electronically actuated soft top.
The engine enhancements over the previous 348 model included an increased displacement from 207 cui to 213 cui and five valves per cylinder that allowed an 80 bhp plus. With 380 bhp the nearly 3000 pound F355 was able to reach 60 mph just 4.9 seconds and peak at a maximum of 183 mph. Additional improvements over the 348 l were the adjustable suspension that could accommodate various types of driving conditions, enhanced Brembo disc brakes and a steel and aluminum body that offered extra rigidity while remaining light-weight. In 1988, the Ferrari F355 was the first production vehicle to be equipped with a sequential gear-box operated by paddle shifters located on the steering wheel.
From 360 Modena to 360 Stradale and then to 360 Challenge Stradale
In 1999 Ferrari launched the first model from a 3-models series: the 360 Modena. The car is powered by a 3.586cc V8 engine with an output of 400 hp at 8500 rpm. The car has a curb weight of 3064 lbs and with the 400 hp it was easy to reach the 60 mph just in 4.3 seconds. The 360 Modena has a top speed of 185 mph.
The 360 Modena was designed as an interpretation of the Ferrari berlinetta with a V8 engine for the 21st century, radically innovative features such as significant weight reduction, a larger body and a higher level of equipment. One extremely important element, which is new on a Ferrari road car, is the use of aluminium to build the entire frame, combined with the bodyshell and chassis components which are also fabricated in aluminium.
In 2000 Ferrari introduced the 360 Challenge Series which gave privateers an opportunity to race modified Ferrari ’s in a regulated environment. The Challenge version was created to compete in the Ferrari Challenge Championship.
The car was powered by the same 3586 cc V8 engine with an output of 400 hp. The car has a curb weight of 2550 lbs and makes the 0 to 60 mph sprint in 4 seconds and has a top speed of 183 mph.
The Challenge Stradale version was launched in 2003. It is powered by a more powerful V8 engine and has a bigger top speed. The car accelerates from 0 to 60 in 4.1 seconds and a top speed of 186 mph.
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.
From F430 to F430 Challenge and then to F430 Challenge Stradale
In 2004 a more powerful Ferrari was launched: the Ferrari F430. It is powered by a 4,300 cc 90° V8 engine, which punches out 490 hp to achieve a specific output of 114 hp/litre. The car makes the 0 to 60 mph acceleration in 4 seconds flat and has a top speed of 196 mph.
The aerodynamic design embodies the very latest competition technologies, specifically the flat underbody and large rear diffuser to increase downforce.
The car offers a series of extremely significant innovations directly derived from the Ferrari Formula 1 single-seaters. Two of these innovations are world firsts for production cars: the electronic differential (E-Diff) and the steering wheel-mounted switch (better known to the Formula 1 Scuderia’s drivers as “manettino”), which manages the integrated systems governing vehicle dynamics.
The next step was the F430 Challenge launched in 2005. The car is specifically designed to meet the expectations of its sportier clients. The F430 Challenge retains the same general look and 490 hp engine as the F430 and it also incorporates a large number of significant track-oriented modifications and a host of new features not seen in the car currently used in the series, the 360 Challenge.
The F430 Challenge boasts a kerb weight of just 2700 lbs (1,225 kg), excluding petrol. Weight has been reduced in every area of the car, from the engineering to the bodywork. Of particular note are the Lexan windscreen, the all-carbon fibre intake plenum cover, and the specific exhaust system. It has a top speed of 198 mph.
The next step will be the F430 Challenge Stradale. he F430 CS will have a more powerful V8 engine than the F430 Challenge. For example, for the 360, both Modena and 360 Challenge were powered by a V8 engine with an output of 400 hp and the 360 CS got a more powerful engine: a 325 hp V8.
The F430 and F430 Challenge are powered by a 490 hp V8 engine and we expect the new F430 CS to get by the same V8 engine, but with bigger output: 520 hp. The standard F430 has a curb weight of 3196 lbs and it is expected that the new F430 CS to be 220 lbs lighter. What will be the difference between 430 Challenge and 430 CS? The biggest changes are the exhaust pipes that got moved up a bit and are producing a lot of great music to all Ferrari fans out there. The F430 uses aluminum extensively, so carbon-fiber components will be used in the quest for reduced mass: the inside of the doors for example will be made of carbon fiber.
With the purchase of Lamborghini by Audi/Volkswagen in 1998, an interesting challenge arised: adjusting the hot-blooded and temperamental machines to the Teutonic levels of quality and engineering. The result was the Italian supercar maker’s Lamborghini Gallardo . It met Audi’s mission to keep the style and attitude of V12-powered cars like Countach, Diablo and Murcielago but to make the car more usable and livable for daily use. This has been greeted with very positive reviews and strong sales, since the Gallardo’s debut in 2004.
The aluminum V10 engine tops out at 520 hp at 8,000 rpm and 376 pound-feet of torque at 4,500 rpm. It launches the car from zero to 60 mph in 4.3 seconds. The gasoline consumption is estimated at a 10 mpg city / 19 mpg highway rate. The V10 features an 18-degree offset crankshaft for even firing, continuously variable valve timing, dry-sump oiling and a variable-length induction system. All the V10 power is fed to the pavement through an AWD system that can vary front-to rear, if necessary, as the suspension front and rear is a double-wishbone design. The stopping duties are handled by the Beefy Brembo brakes that have eight-piston calipers clamping things down up things.
The chassis is a mix of alloy stampings, extruded elements and castings. The exterior is composed of thermoplastic panels, except for the doors, which are made of steel and swing out, instead of upward scissor-style.
As the first Audi mid-engined sports car, the R8 combines Audi’s experience gained from numerous motorsport triumphs with groundbreaking design and the acknowledged technological expertise of the brand. This expertise has led to the slogan ’Vorsprung durch Technik’ becoming a byword for leading-edge technology both on the race track and on the road.
The genes of the triumphant racing car were also passed on to the passenger car – which admittedly feels distinctly at home on the racetrack, too – in the model designation R8. The mid-engine concept is as integral to this genetic stock as the high-revving V8 engine with FSI petrol direct injection and the sequential gearbox with steering-wheel control. Whereas the use of quattro permanent four-wheel drive was prohibited on the racing version, the new R8 can of course now be equipped with it, for superior road behaviour and safety in all conditions.
The new Audi R8 now transfers this superiority from the racetrack to the road: like its role-model from Le Mans, it derives its power from a high-revving V8, located ahead of the rear wheels as a mid-engine. The 4.2-litre engine is a new development that features a full array of motor racing technology in the guise of dry-sump lubrication, straight intake ports and an exhaust manifold with equal-length pipes for all cylinders. Impressive performance figures.
This engineering achievement is suitably reflected by a host of impressive figures: the engine’s top speed is a notable 8,250 rpm. The engine delivers its peak output of 420 bhp at 7,800 rpm. With its displacement of 4,163 cm3, this outstanding engine breaks through the magic barrier for a production vehicle of 100 bhp per litre. The high-revving concept also means that the maximum piston speed is 24.1 metres per second at the engine’s rated speed. Every piston thus changes direction around 275 times per second. The torque is equally impressive: the peak value of 430 Newton-metres is achieved between engine speeds of 4,500 and 6,000 rpm. Better still, at least 90 percent of this figure is achieved across the impressively wide speed range from 3,500 to 7,500 rpm. This assures thrust across an extensive range of engine speeds and therefore superb pulling power, enabling the driver to drive in a relaxed style without frequent gear changes.
The primary objective for every 911 Turbo is to challenge the limits of technical feasibility. Not only in terms of performance and dynamics, but also when it comes to ride comfort. On this latest evolution, we’ve completely redesigned a number of systems and components. The result builds on the achievements of the previous 911 Turbo – a car widely acknowledged as the ultimate in sportscar design.As you would expect, the new 911 Turbo meets the highest expectations in terms of engine performance.
The classic flat-six unit develops 353 kW (480 bhp) at 6,000 rpm from a 3.6-litre displacement. Maximum torque of 620 Nm is available between 1,950 and 5,000 rpm. To achieve that capability, we’ve combined VarioCam Plus with twin turbocharger units featuring Variable Turbine Geometry (VTG) – a totally new technology on a petrol-engined car. With a standard manual gearbox, the new 911Turbo requires just 3.9 seconds to reach 100 km/h (62 mph). Equipped with the latest optional Tiptronic S transmission, the car is 0.2 seconds quicker on the standard sprint. Benchmark times to 200 km/h (124 mph) are 12.8 and 12.2 seconds, respectively. Maximum speed with either transmission is 310 km/h (193 mph).