st-anger
02-12-2004, 05:51 PM
http://www.jabbasworld.net/photopost/data/503/206SA_CS1.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS2.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS3.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS4.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS5.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS6.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS7.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS8.JPG
here´re some translations....
Nurburgring:
the 425 HP strong and 1387 kilograms heavy "Lightweight" construction Ferrari plays an improtant role in the circle of the super sports cars. From its basis, the 360 Modena, nevertheless removes it on the North Loop 13 seconds and moves thereby for instance in the time window of the Porsche 996 GT3 and Lamborghini Gallardo. Its racing course fitness is thus proven thereby.
Hockenheim:
Its tremendous handlingt, which it has to owe also to the standard sport tires, brings it very far forward on the small course. It measures also here with the best ones. Reached, like the measured values, in the delay achievement no peak values occupy the high-performance brake assembly with disks from carbon ceramic(s) composite material. Probably however in the everyday life fitness (brake comfort) and in fading behavior.
Acceleration and Braking:
The CS misses acceleration and brakes into magic time border of 20 seconds (to accelerate form 0 to 200 kph and to break from 200 kph to stand) only completely scarcely. The standard semi-automated F1-gear box fits outstanding into the sporty surrounding field and shows also, what concerns the switching comfort, very acceptable achievements. The shortest switching time amounts to 15 milliseconds in the "Race"-mode then gets a bit hard. A braking control a very few competitors still do somewhat better, although the achievements shown do not give a cause for a complaint.
Maximum transverse acceleration:
The CS runs in series on Pirelli sports ytres of the type P Zero Corsa, in front in the quite small size of 225/35 ZR 19. On the rear axle the comparatively sumptuous format 295/35 ZR 19 is used. The guess: wider tyres in front would have entailed tendentious a much harder handling in the frontier.
Aerodynamics:
The extension of the front apron underneath the air ducts and the optimization of the air circulation at the under floor brings light drift at the front axle. At the rear axle the drift is reduced by aerodynamic fine cross section, among other things by the higher outline edge, easily. Also by the modified side spoilers the airflow within the tail range was improved. The absolute values do not cover themselves with the optimisticFerrari data, probably however indicated the tendency is confirmed.
Handling:
The close 18-meters handlöing track is still completely problem-free, therewhile the fast 36-meters handling track becomes a fastidious exercise:
The correct line to meet falls uncommonly heavily because of the jagged giving in behavior. Even small guidance corrections entail strong reactions in the handling. To approach the side inclination of the body driving along curves is hardly registered in the cockpit, why it falls in the CS every now and then heavily to reach the limit without doubts - about like that as it is possible with the BMW M3 CSL, which plays trumps here so impressively.
With the simulated, fast track switching the Ferrari does actually somewhat heavily, or the drivers. Which was said for the fast handling track, applies also here: the meeting of the correct point of giving in is completely simple nich and requires a lot of training. For rehabilitation is said:
The results look only compared with the brilliant CSL in such a way on the chassis sector somewhat weak.
Verdict:
"The meta-physical forces of the Ferrari are a component of its taking nature"
The subjective effect on outstanding ones as well as on that, which drives it, give it hardly an increase on the upward open sympathy scale. The uncommonly charismatic appearance of the Competitione Stradale is the one side, its hardcore program in things of driving dynamics the other one. The fascinating drive unit finds now also in an appropriate brake its countering part. The enthusiasm for the Competitione Stradale does not however only justify itself in the visible subject.
----
again, sorry for being that late....
http://www.jabbasworld.net/photopost/data/503/206SA_CS2.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS3.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS4.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS5.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS6.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS7.JPG
http://www.jabbasworld.net/photopost/data/503/206SA_CS8.JPG
here´re some translations....
Nurburgring:
the 425 HP strong and 1387 kilograms heavy "Lightweight" construction Ferrari plays an improtant role in the circle of the super sports cars. From its basis, the 360 Modena, nevertheless removes it on the North Loop 13 seconds and moves thereby for instance in the time window of the Porsche 996 GT3 and Lamborghini Gallardo. Its racing course fitness is thus proven thereby.
Hockenheim:
Its tremendous handlingt, which it has to owe also to the standard sport tires, brings it very far forward on the small course. It measures also here with the best ones. Reached, like the measured values, in the delay achievement no peak values occupy the high-performance brake assembly with disks from carbon ceramic(s) composite material. Probably however in the everyday life fitness (brake comfort) and in fading behavior.
Acceleration and Braking:
The CS misses acceleration and brakes into magic time border of 20 seconds (to accelerate form 0 to 200 kph and to break from 200 kph to stand) only completely scarcely. The standard semi-automated F1-gear box fits outstanding into the sporty surrounding field and shows also, what concerns the switching comfort, very acceptable achievements. The shortest switching time amounts to 15 milliseconds in the "Race"-mode then gets a bit hard. A braking control a very few competitors still do somewhat better, although the achievements shown do not give a cause for a complaint.
Maximum transverse acceleration:
The CS runs in series on Pirelli sports ytres of the type P Zero Corsa, in front in the quite small size of 225/35 ZR 19. On the rear axle the comparatively sumptuous format 295/35 ZR 19 is used. The guess: wider tyres in front would have entailed tendentious a much harder handling in the frontier.
Aerodynamics:
The extension of the front apron underneath the air ducts and the optimization of the air circulation at the under floor brings light drift at the front axle. At the rear axle the drift is reduced by aerodynamic fine cross section, among other things by the higher outline edge, easily. Also by the modified side spoilers the airflow within the tail range was improved. The absolute values do not cover themselves with the optimisticFerrari data, probably however indicated the tendency is confirmed.
Handling:
The close 18-meters handlöing track is still completely problem-free, therewhile the fast 36-meters handling track becomes a fastidious exercise:
The correct line to meet falls uncommonly heavily because of the jagged giving in behavior. Even small guidance corrections entail strong reactions in the handling. To approach the side inclination of the body driving along curves is hardly registered in the cockpit, why it falls in the CS every now and then heavily to reach the limit without doubts - about like that as it is possible with the BMW M3 CSL, which plays trumps here so impressively.
With the simulated, fast track switching the Ferrari does actually somewhat heavily, or the drivers. Which was said for the fast handling track, applies also here: the meeting of the correct point of giving in is completely simple nich and requires a lot of training. For rehabilitation is said:
The results look only compared with the brilliant CSL in such a way on the chassis sector somewhat weak.
Verdict:
"The meta-physical forces of the Ferrari are a component of its taking nature"
The subjective effect on outstanding ones as well as on that, which drives it, give it hardly an increase on the upward open sympathy scale. The uncommonly charismatic appearance of the Competitione Stradale is the one side, its hardcore program in things of driving dynamics the other one. The fascinating drive unit finds now also in an appropriate brake its countering part. The enthusiasm for the Competitione Stradale does not however only justify itself in the visible subject.
----
again, sorry for being that late....