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1999 Ferrari F355

The Ferrari F355 (Type F129) arrived in the spring of 1994 and retained nearly identical dimensions to its predecessor, the 348, yet it was virtually a new car, evident by its stunning coachwork. Extensive wind tunnel testing perfected the harmonious shape, incorporating an F1-style flat bottom with channeled airflow generating enough downforce to offset any lift. From design to specification, the F355 was precise and powerful, blending road-going comfort with track performance and endowed with enough driving aids to keep novice drivers in check. For experienced drivers, these aids could be disengaged, allowing the exploration of the vehicle's limits.

The 'F355' name bucked the traditional Ferrari nomenclature from the previous decades (engine capacity in liters followed by the number of cylinders), with the first portion of the name representing the 3.5-liter engine capacity, with the final '5' for 5 valves per cylinder.

Engine

Both the 348 and F355 were equipped with a mid-mounted V8 engine, the main differences being the increase in displacement from 3.4 liters (3,405 cc) to 3.5 liters (3,495 cc), and the five-valve cylinder head of the F355 which provided better intake permeability and greater horsepower. The 90-degree, aluminum block V8 engine of the F355 received a 2mm larger stroke than the 348's engine (now measuring 77 mm) and produced 375 horsepower at 8,250 RPM and 268 lb.-ft of torque at 6,000 RPM. It had an 11:1 compression ratio, Ti6-Al-4V titanium alloy connecting rods, a dry sump oiling system, and a Bosch Motronic 2.7 engine control unit. Beginning in 1996, the engine control unit was upgraded to a M5.2 unit. The 180-degree crankshaft produced equal firing intervals on each cylinder bank for perfect exhaust timing. The use of belt-driven dual overhead camshafts and hydraulic tappets was rewarded with quiet operation, even up to its 8,500 RPM redline.

Transmissions

The gearbox now had six speeds with a new type of synchromesh making changes so much smoother (the 348 had a transverse five-speed manual gearbox). The transverse gearbox of the 348 was the first application of a street Ferrari to use this design, a setup initially developed for the Ferrari 312T F1 car. The longitudinal V8 of the 348, and its mid-engine placement, was also one of the first uses of this design in a Ferrari road car, after the 288 GTO.

A paddle shift electro-hydraulic transmission, initially developed for Maranello's Formula 1 efforts, was introduced at the Frankfurt Motor Show of 1997. This upgrade would set the buyer back an additional $6,000, but most buyers did not shy away from the cost, as it proved to be a popular choice as it noticeably improved acceleration times and eliminated the need for a clutch pedal. Drivers could choose between Sport and Touring settings, which provided smooth shifting for normal driving or fast shifts for a thrilling driving experience.

Chassis and Dimensions

Ferrari changed its Berlinetta formula during the 1970s from two-passenger front-engine V12s to a mid-engine V8 with the introduction of the 308 GT. Over the years, this formula evolved as technology progressed, with the F355 of 1994 representing a major leap forward in the design, particularly in regards to aerodynamics.

The Ferrari F355 had a steel monocoque frame with a tubular steel rear sub-frame. Measurements included a 96.5-inch wheelbase, an overall length of 167.3 inches, a width of 75 inches, and stood 46.1 inches tall (the 348 had a 96.5-inch wheelbase, a 167-inch length, a width of 74.6 inches, and a height of 46.1 inches). The F355 weighed between 3,270 to 3,300 lbs, while the 348 weighed approximately 3,300 lbs.

The suspension was independent with unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers with electronic control servos and anti-roll bars. New electronically adjustable shock absorbers varied their stiffness within milliseconds to suit the road surface. The electronically managed variable shock-absorber system reads data from various sensors and adjusts damping forces to control wheel movement. The level of this system could be controlled by the driver, even shutting it off entirely from the cockpit of the car.

Unlike the 348, power-assisted TRW steering offered improved low-speed drivability. This feature could optionally be replaced with a manual steering rack setup like earlier Ferraris.

Design, Aerodynamics, and Bodystyles

Penned by Maurizio Corbi at Pininfarina and perfected through 1,300 hours of wind tunnel analysis, the shape of the Ferrari F355 was aesthetically pleasing and aerodynamically efficient. The F355 would be the last mid-engine Ferrari with the Flying Buttress rear window, a feature first bestowed upon the 1965 Dino 206 GT.

At the rear of the F355 was a nolder profile on the trunk (boot) lid complemented by a fairing on the underbody, creating downforce when the car is at speed. The slope of the hood and the rake of the windscreen were similar to the 348s, along with pop-up headlights at the front. The straked side air intakes of the 348, a design similar to those used by the Testarossa, were replaced with a large, circular opening on the F355.

Initially offered as a Berlinetta, a Spider (convertible) and the GTS (Targa) soon followed, arriving in 1995.

Production

- 4,871 road-going Berlinettas (3,829 with 6-speed / 1,042 with F1 transmissions)

- 3,717 Spiders (2,664 with 6-speed / 1,053 with F1 transmission)

- 2,577 GTS models (2,048 with 6-speed / 529 with F1 transmission)

- 11,165 total road-going F355 produced from 1955 to 1999

- 108 F355 Challenge models

Limited Edition Fiorano

A limited production run of F355 Spider models was built in the 1999 model year as 'Serie Fiorano.' Introduced in March 1999, a total of 100 units were initially intended to be produced, but that figure was slightly exceeded, with 104 units built. A total of 100 examples were sent to the United States market, with 74 having the F1 paddle-shift transmission and 26 with the 6-speed manual. Three examples were European models, and one was sent to South Africa.

Performance modifications bestowed upon the Serie Fiorano included a competizione-sourced steering rack, competizione-derived Fiorano suspension pack (wide track, stiffer springs, and a thicker anti-roll bar), and drilled and ventilated brake discs and competition brake pads. It was given a suede-covered steering wheel, Challenge rear grilles, enameled Scuderia Ferrari shields, a numbered plaque affixed to the dashboard (U.S. delivered examples), and carbon-fiber inserts (door sills, paddle-shifters, and center console).

Fiorano Handling Pack

The Fiorano Handling Pack was offered on European-destined F355 & 355 F1 models built during the final year of production. This package included a lowered ride height, uprated springs, wider track, thicker anti-roll bars, Challenge EVO suspension ECU, quick steering rack & pump, and upgraded brake pads with red calipers and drilled discs.

by Dan Vaughan

Spyder
Chassis number: ZFFRG35A1N0093393

Formula 1-derived technology made its way into Ferrari's road cars in 1998 with the 355 F1. Its 6-speed gearbox used hydraulic actuators attached to the transmission's mechanical systems so that upshifts and downshifts were accomplished by tugging paddles situated just behind the steering wheel. The following year, the factory's Scaglietti customization program became available on all 355s.

Spyder
Chassis number: ZFFXR48A3X0115938

It is said that inspiration for the F355 came from the Acura NSX, a car that could be driven on the road or track. In 1994, Ferrari introduced the F355 in Berlinetta and GTS Targa bodystyles. A Spider joined the lineup in 1995. The goal was to produce a true GT sports car that offered a docile driving experience in traffic, as well as on the open road. An extraordinary amount of time was spent in the wind tunnels to sculpt the body for optimal aerodynamics, in turn, producing exceptional downforce. The engine was a revised version of the outgoing 348, boring it slightly and adding 5-valve heads among the major changes. It was equipped with ultra-lightweight internals like titanium connecting rods. The engine management was courtesy of Bosch Motronic 2.7, Bosch M5.2 debuting in 1997 and later cars.

In 1997, Ferrari offered the F1 electrohydraulic paddle-shift transmission that provided nearly instantaneous shifts and a F1-car sound. Cars equipped as such received a slight name change from F355 to 355 F1.

This particular example has 12,050 original miles. It is a California car with the 3.5-liter V8 engine, Bosch Motronic fuel injection, and the F1 gearbox. It is finished in Rosso Corsa over Tan leather interior and has the Scuderia shields.

by Dan Vaughan

For the F355, Ferrari developed a new 3.5 liter 90° V8 engine developing 375bhp at 8250 rpm with a redline of 8500 rpm. Maximum torque was 268 lbs-ft at 6000 rpm. The specific output of this remarkable 5-valve unit was 109bhp per liter.

The engine's aluminum block had Nikasil-coated wet steel liners. Peculiarly light forged aluminum-alloy pistons drove the crankshaft through titanium alloy con rods previously seen only in Formula 1 engines. The engine's greatest innovation is its five-valves per cylinder, three intake and two exhaust, that combined high revs with high intake permeability maximizing gross efficiency. The aluminum head was ultra-high-strength with variable rigidity dual valve springs. The radial intake valves made conical cam profiles necessary and the high rotation speed necessitated a high lift for both reliability and long-term performance. The control lobe for the central intake valve was slightly offset, reducing pulse stress and the emission of un-burned hydrocarbons. The valves were actuated by hydraulic tappets with automatic play take-up, a first for engines that rev over 8000rpm. In accordance with racing design, Ferrari engineers created an extremely compact high-swirl combustion chamber of 11:1 compression ratio. The engine was controlled by a Bosch Motronic M2.7 twin hot wire electronic injection-static ignition system, and lubricated by a dry-sump engine oil circuit.

The exhaust system was insulated stainless steel and featured twin-branch delivery to the catalysts: one main branch to a ceramic matrix catalyst and one by-pass branch to steel matrix catalysts. The by-pass branch only comes into play at high speeds in response to the opening of a throttle valve controlled by the Motronic system. This optimizes engine performance by reducing exhaust back-pressure.

The F355's drivetrain featured a 6-speed gearbox or an optional F1 electro-hydraulic transmission system with paddle shifters, derived directly from current Formula 1 technology. The manual, all-synchronized system offered short travel through the classic Ferrari gated shifter actuating rigid rods for a positive feel. The ratios were designed to make the most of the torque curve, thereby enhancing the driveability and sporty performance of the car. The differential was a multi-plate limited-slip type with segmented lock that adopts a differentiated drive and over run. The single dry plate clutch was hydraulically actuated, its housing being magnesium alloy. A water/oil heat exchanger ensured the gearbox oil was rapidly brought to optimal operating temperature.

Ferrari's 6-speed F1 electro-hydraulic transmission, debuted on the F355, signaled a new era in drivetrain design and performance. The driver shifts a sequential system controlled with paddles behind the steering wheel, exactly as on a Formula 1 car. There is no clutch pedal. The system has four driver-selectable modes of operation: sport, normal, auto, and low grip. The Ferrari 'Fl-type power train management' is the best solution for racing and road use. The system guarantees almost instantaneous gear changes, allowing the driver's desired gear to be engaged without either taking the hands off the wheel or operating the clutch, even during hard cornering. For safety, it is impossible to avoid engaging intermediate gears during rapid downshifts. The system can be used in a fully automatic mode without impacting fuel consumption, and the software that controls the system is integrated with other systems in the car to increase control in varied conditions.

by Ferrari

by Ferrari