Overview

2000

360 Spider

The 360 Spider is Ferrari’s 20th road-going convertible and is a record breaker in two quite different ways. Without doubt it is the best spider Maranello has ever produced in terms of engineering, looks and performance. And, thanks to the exclusive experience Ferrari has accumulated as a Formula 1 constructor, it is the most technologically advanced convertible available today.

Focus On

Despite the car’s mid-mounted V8 engine Ferrari’s engineers have found a way of creating a hood that automatically folds away inside the engine bay, thus ensuring purity of line.

The intrinsic quality of the design is underlined by the two fairings in the bodywork to the rear of the seats which evoke memories of classic sports cars.

Prosegui

These are matched by the two roll bars that add the final touch to providing maximum safety for the car’s two occupants.
The 360 Spider was Ferrari’s 20th road-going convertible. It was also the best spider ever built at Maranello pre-2000 in terms of its technical content, styling and performance. In fact, this was the most technologically advanced spider in the world at the time of its launch thanks to the exclusive transfer of features derived directly from Ferrari’s experiences on the Formula 1 track.

Despite its 400-hp V8 engine’s mid-position (five valves per cylinder), the Ferrari technicians still managed to design a hood that folded away automatically inside the engine bay and guaranteed its superb purity of line. This was further underscored by two fairings in the bodywork to the rear of the seats which evoke memories of Ferrari’s classic sports cars and the roll-bars that guaranteed a safe ride for driver and passenger.

Technologically advanced spider in the world at the time of its launch thanks to the exclusive transfer of features derived directly from Ferrari’s experiences on the Formula 1 track.


The work done on the chassis focused on delivering maximum static and dynamic rigidity. The sills were reinforced too, the front part of the floor pan was stiffened, and the windshield structure redesigned. The rear bulkhead too was stiffened to dampen engine noise. The 360 Spider’s structural prowess and dynamic response set a whole new chassis-bodywork benchmark for drop-top cars, in fact.

The 360 Spider’s lucky occupants were enclosed in a very strong protective crash cage completed by two tubular steel roll bars which were an actually part of the drop-top system.


Together with the strengthened windscreen frame, these guaranteed significant protection in case of a roll-over. The 360 Spider had the same suspension as the coupé (double wishbone suspension front and rear) with the same antidive and antisquat geometries. Rolling and pitching were reduced to an absolute minimum and the 360 Spider proved extraordinarily precise entering corners.

The 360 Spider’s running gear was exactly the same as the berlinetta’s: a mid-rear 3586 cc V8 that punched out 400 hp at 8,500 rpm with a longitudinal gearbox in unit with the differential. The result was that both on the track and on the road the 360 Spider delivered almost identical speeds to the Modena.

When the top was up or down, it could exceed 290 km/h, in fact. It was barely 60 kg heavier than its berlinetta counterpart but had the same boot space and cabin space.


Retaining the aerodynamic efficiency of the berlinetta was just one of engineers’ goals with the 360 Spider. This was achieved by using twin radiators and an undertray to channel air beneath the car to extractors under its tail.

Long hours spent in the wind tunnel also meant that even though it didn’t have a spoiler or wings, it still delivered downforce of over 170 Kg at maximum speed, just 10 less than the berlinetta.

This downforce figure was achieved by adding a Formula 1-derived nolder on the leading edge of the tail. The Cd went the berlinetta’s 0.33 to 0.36 in the Spider, well within normal range for a drop-top car.


Will feature a 4ME gallery, the correct 4Me gallery ID can already be provided

Will feature a 4ME gallery, the correct 4Me gallery ID can already be provided

Specifications

V8 engine

Motore posteriore, longitudinale, 8V 90°
Alesaggio e corsa 85 x 79 mm
Cilindrata unitaria 448,29 cm3
Cilindrata totale 3586,20 cm3
Rapporto di compressione 11 : 1
Potenza massima 294 kW (400 CV) a 8500 giri/min
Potenza specifica 112 CV/l
Coppia massima 373 Nm (38 kgm) a 4750 giri/min
Distribuzione bialbero, 5 valvole per cilindro
Alimentazione iniezione elettronica Bosch Motronic ME7.3
Accensione mono, elettronica statica Bosch Motronic ME7.3
Lubrificazione carter secco
Frizione monodisco
Telaio tubolare in alluminio
Sospensioni anteriori indipendenti, quadrilateri trasversali, molle elicoidali, ammortizzatori telescopici, barra stabilizzatrice
Sospensioni posteriori indipendenti, quadrilateri trasversali, molle elicoidali, ammortizzatori telescopici, barra stabilizzatrice
Freni a disco
Cambio 6 rapporti + RM, manuale o elettroidraulico F1
Sterzo pignone e cremagliera
Serbatoio carburante capacità 95 l
Pneumatici anteriori 215/45 ZR 18
Pneumatici posteriori 275/40 ZR 18
Tipo di carrozzeria spider, 2 posti
Lunghezza 4477 mm
Larghezza 1922 mm
Altezza 1235 mm
Passo 2600 mm
Carreggiata anteriore 1669 mm
Carreggiata posteriore 1617 mm
Peso 1350 kg a secco
Velocità massima oltre 290 km/h
Accelerazione 0-100 km/h 4,6 s
0-400 m 12,7 s
0-1000 m 23,1 s
Ciclo Urbano ECE (Versione "Euro 3") 30,2/100 km
Ciclo Extraurbano EUDC (Versione "Euro 3") 12,9 l/100 km
Consumo Combinato ECE+EUDC (Versione "Euro 3") 19,3 l/100 km
Emissioni CO2 Combinato (Versione "Euro 3") 440 g/km