A tough act to follow, the Ferrari 355. The mid-engined sports car is hailed unanimously as not only one of the world’s best cars to drive, but as one of the greatest Ferraris of all time.
More than up to the task is the new Ferrari 360 Modena. It may seem strange that Ferrari’s sports model has a V8, as Enzo Ferrari himself had said that a Ferrari should have 12 cylinders. Probably for reasons of prestige and cost, this “entry-level” Ferrari (if you can call $130,000 entry level) does not sport a V12 like its big brothers, the GT cars 550 Maranello and 456M.
This, however, is no ordinary V8. Its capacity is only 3.6 liters but it develops 400 bhp at 8500 rpm. That’s 111 bhp/liter! It also cranks out a massive 380 Nm of torque. It sits just behind the driver’s seat, and even from there can be admired through the huge glass engine cover. The V8 is quite compact, despite having 40 valves, four camshafts, a multi-stage air-intake system and a variable exhaust. The powerplant is coupled to a longitudinal gearbox, with six gears operated manually or via F1 type paddle shifters.
The 360 Modena looks quite different from the 355-as well it should. The F355 is actually a major facelift of the preceding 348, which in turn descended from the 328 and the original 308GT4 introduced in 1973.
Gone is the 355’s friendly but generic face, with its central grille and concealed headlamps. The Modena’s face sports two large exposed lamp clusters, and below those enormous nostrils, which house the radiators. It has no grille and a cutout at the bumper’s center, giving it a fierce bulldog appearance. The fender arches are pronounced, like a McLaren F1’s and flow smoothly into the side panels. Air scoops for the engine and brakes are sculpted into the door sills and rear fender.
As its radical styling suggests, the Modena is new from the ground up. All major components, from engine to chassis to suspension, are made from aluminum, much like the Honda NSX and the Audi A8. Like the A8, the Ferrari has an aluminum spaceframe-aluminum box sections extruded and welded together-to which the aluminum body panels are attached. Indeed, the aluminum frame is clearly visible in some areas, particularly surrounding the V8. Ferrari is apparently proud of its little beast, innards and all.
This new chassis was developed not just for the 360 but for the F60, which debuts in 2002. Like all other car manufacturers, even Ferrari has to save costs by reducing the number of platforms it uses. It previously had three-one for the 355, a second for the 456M and Maranello, and a third for the F50. That this new chassis is worthy of the future F60 should vouch for its strength and stability.
Brakes are bigger than ever at all four corners. They’re visible through the five spokes of the 18-inch wheels. Tires are 215/45 ZR18 front and 275/40 ZR18 rear. The fronts are narrower than the 355’s, for improved steering feel. Suspension is double-wishbone at all four corners, with some unique mounting choices. At the front, the upper wishbones are mounted well aft of the lower ones, apparently for better control. The suspension components are also aluminum to reduce unsprung weight.
This car is still not a lightweight, though-it weighs in a 1390 kg., about the same as a Honda Accord. I suppose this is due to all the comfort and convenience features that are standard, as well as the necessary safety equipment. But the new car is 80 kg lighter than a 355, despite the increase in size in all directions.
The increase in dimensions is mainly to the benefit of interior space. Ferrari’s F1 Technical Director Ross Brawn found out for himself when he tried the car. Not a height-challenged man, Brawn was pleasantly surprised to find sufficient headroom in the Modena. He can probably requisition one to replace his current company car-a 550 Maranello.
Aluminum is also the theme of the interior. It’s seen on the door, on the facia surrounding the stereo, and on the center console. Even the panel surrounding the instruments and the driver’s pedals are made of the metal. The rest is crafted from leather. Strangely, the passenger, too, gets an aluminum plate, presumably to brace against while the driver engages in some high-g braking. The seats are larger and more comfortable and storage space abounds-you can even strap a full set of golf clubs to the rear shelf!
Early drives have proven the car quicker than the 355. 0 to 100 km/h takes only 4.5 seconds, while you’ll need only 23 seconds for a standing kilometer. Top speed is around 295 km/h. More importantly, the 360 attains those performance figures while still being quite driveable. While the 355 has very high capabilities, it has been known to be recalcitrant when near the limit. Drive a 355 like Xenia Onatopp in Goldeneye, and you might spin, too. The 360 is considerably smoother and more controllable even when driven as fast as it can go.
Even a specialist manufacturer like Ferrari cannot afford to relax. Cars like the E55 and M5-and these are sedans!-are slower, but not by much. The M5 has a 400 bhp V8, just like the Ferrari. And you can buy an E55 and a V8 540i for one F360.
It’s not all about price and bhp figures, though. A Ferrari is still unique, and not just because it carries a prancing horse on its hood and rear end. It offers a driving experience that is worth every dollar. Maranello has launched not just another fast car, but one that boasts of advanced materials and construction behind its stunning looks and outrageous performance.
Text By Redline | Photos Courtesy of Ferrari of Italy
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