1997 FERRARI 355 f1    

 
 

      Specifications    

Car type    Street Body design    
Year    1997 Engine design    
Make     Engine type    F 129 C
Model    355 F1 Berlinetta Built by    
Colour ext/int     Total built    3938
Serial number     Built in period    xx/xxx/1994

till

  xx/xxx/1999
Launch date  
and place   		 24/May/1994 at Maranello Price    NL new: € 150.000
 US new: $ 113.000
Building date    xx/xxx/xxxx Version    Press Photo
 Engine  Dimensions
Nr. of cylinders    8 Length    4250 mm
Arrangement    V in 90 degrees Width    1900 mm
Bore    85.09 mm Height    1170 mm
Stroke    76.96 mm Wheelbase    2450 mm
Unitary and  
total capacity   		 436.936 cc
 3495.5 cc		 Track front  
Track rear   		 1514 mm
 1615 mm
Position    mid-mounted longitudinal Wheels make  
and type   		 (magnesium)
Cilinder block   and head    light alloy Wheel size front  
Wheel size rear   		 7.5J x 18
 10J x 18
Compression   ratio    11 : 1 Tyres make  
and type   		 Bridgestone Expedia S-01
Max power   output    380 bhp at 8200 rpm Tyre size front  
Tyre size rear   		 225/40 ZR 18
 265/40 ZR 18
Spec. power  
per liter   		 108.9 bhp/liter Empty weight  
Kerb weight   		 1370 kg
 1450 kg
Spec. weight  
per bhp   		 3.6 kg/bhp Maximum  
weight   		 kg
Max torque    360 Nm at 5800 rpm Engine weight    168 kg
Max revs  
(red  line)   		 8500 rpm Fuel tank    82 liters (20 reserve)
Timing gear    5 valves per cilinder
 DOHC		 Fuel tank   placement    
Fuel feed    Bosch Motronic M5.2 injection Weight distr.  
front / rear   		 ... % / ... %
Lubrication    dry sump with gear pumps    
Ignition    Bosch static electronic ignition    
Electrical  
system   		 FIAM 12V L3 70Ah-420A    
Cooling system    2 back radiators    
Sparkplugs    NGK R PMR7A    
Transmission Body and chassis
Wheeldrive    rear Body frame    aluminium
Clutch    dry, single plate Chassis type    pressed steel sections with a
 tubular subframe
Gearbox    longitudinal gearbox with 6 gears
 and reverse, electro hydraulic		 Number of seats    2
Differential    self-locking Suspension front    indepent wheels, upper and
 lower wishbones, coil springs,
 anti-roll bar, variable shock
 absorbers.
1st gear ratio    12.867 Suspension rear    indepent wheels, upper and
 lower wishbones, coil springs,
 anti-roll bar, variable shock
 absorbers.
2nd gear ratio    9.052 Brakes front    ventilated discs, ABS
3rd gear ratio    6.758 Brake size front    300 mm
4th gear ratio    5.325 Brakes rear    ventilated discs, ABS
5th gear ratio    4.257 Brake size rear    310 mm
6th gear ratio    3.544 Steering    rack and pinion, power assisted
7th gear ratio     Drive hand    l
Reverse gear   ratio    11.527    
Final drive  
ratio   		     
     Performance    
0-60 mph    4.6 seconds 0-100 kph    4.7 seconds
0-100 mph    ... seconds 0-200 kph    ... seconds
1/4 mile    13 seconds 0-1000m    23.7 seconds
1 mile    31.8 seconds Fuel   consumption   overall    20.8 liters/100km
top speed    295 kph    
     Features    

Car features  

 airbag
 central door locking
 electric windows
 electric mirrors
 heated mirrors
 climate control
 height adjustable steering column
 F1 paddle shifts

Options  

 Sport seats
     Car history    

 Date

 Occurance

 

 
     Race history    
<year & race>

<place pictures of the race here>
 
Type of   championship     Driver(s)    
Event     Car number    
Date(s) event    xx/xxx/xxxx

till

  xx/xxx/xxxx Previous races  
& results   		 
Circuit     Sponsors    
Race result     Other suppliers    
     Comments    

On Formula 1 cars the aims of electro-hydraulic gear and clutch systems with controls on the wheel are:
- to speed up gear changing
- protection against over-revving caused bij gear-change errors
- to enable gear changing without releasing the accelerator, so reducing dead time connected with control of the engine by the driver
- to allow gear changing without taking the hands off the wheel particularly important when cornering
- to guarantee greater driving precision, particularly advantageous on fast corners.

 The combination of an electro-hydraulic gearbox, controls on the steering wheel and the absence of a clutch, prevents changes to the car's set-up that may otherwise occur during manual lever manoeuvres. The adoption of the F1-type power train management on a road car guarantees similar benefits in terms of performance and safety.

The principles at the heart of the servo-assisted gear-clutch system on the Formula 1 312 T2 in 1978 were:
- speed of gear change
- concentrating on driving
- simplification of clutch control and body construction
- lightness
Testing carried out in co-operation with Magneti Marelli for the electronics and Bendix for the hydraulics was abandoned in order to prevent risks of failure in races during the experimental phase. the original design was much too premature for the times. Development of the possibilities offered by electronics in the past decade led to a test phase for the system during March 1988 on the 638B car. The debut was followed by 12 months of development.

At the beginning of the 1989 season Ferrari lined up with two F1-89's fitted with electro-hydraulically controlled transmission systems which, from that moment onward, were adopted. Since the technical team responsible for developing the transmission on Formula 1 cars has continued to develop the system, bearing in mind specific aims of a Grand Prix car: rapidity and precision, reliability compatible with the duration of a Grand Prix race, limited dimensions and weights.

Adapting this system for production cars imposes a series of constraints of differing complexity: from the need to limit the cost, to driving in the most varied climatic and use conditions. Furthermore, the fact that not all customers necessarily have the experience had to be taken into account. Transferring features tested in racing cars to road cars is part of Ferrari's mission.

Starting from this and other constraint, the application of the "F1-type transmission" for road cars was developed. Studies towards adopting the F1-type transmission on the F 355 have made it possible to transfer to customers benifits that drivers demand in races, plus a whole series of other important advantages in the daily use of the car.
Testing on the road took two years and was performed in all possible climatic conditions. It involved the co-operation of Magneti Marelli, the same partner involved in the development programme for the system's use in Grand Prix racing.
The F1 paddle shifts were introduced at the Frankfurt Motor Show, September 9, 1997.
 
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     Videos    

F355 F1 racing around (9MB)
 
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