1997 Ferrari F355

The Ferrari F355 was a revolutionary vehicle for the Italian marque as it signaled the beginning of the end of the old guard 'Ferraristi' philosophy that the only 'real' Ferraris were ones with 12 cylinder engines. It straddled the cusp between analog and digital and was the last of the hand-built cars before the 360 and later descendants moved to mass production.

Inheriting the proportions of its predecessor, the 348, the F355 was outwardly a much better-resolved proposition, both aerodynamically and aesthetically. Many hours of wind tunnel testing (over 1,300 hours) influenced the harmonious shape, which incorporated an F1-style flat bottom with channeled airflow generating enough downforce to offset any lift. Bodystyles initially included a fixed-head Berlinetta or Targa-topped GTS, and was later joined by a spider variant twelve months later.

The chassis was a steel monocoque with a tubular steel rear sub-frame and a suspension system comprised of unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers with electronic control servos and anti-roll bars. Two damper settings of 'Comfort' and 'Sport' allowed adaptability to various driving conditions and uses. The Pirelli tires measured 225/40ZR 18 at the front and 265/40 ZR 18 at the rear.

Concealed beneath the smoother skin were numerous advancements, including variable damping, a 100cc engine enlargement, and power steering. The longitudinally mounted 3496cc V8 produced 380 horsepower at 8,250 rpm and the gearbox now had six speeds with a revised synchromesh making gear changes even smoother. The F355's name is derived from its 3.5-liter V8 engine and five valves per cylinder - as denoted by the Cinquevalvole' inscription on the rocker covers. (3.5-liter capacity and 5 valves per cylinder). This nomenclature did not follow Ferrari's traditional naming scheme of engine capacity (in liters) followed by the number of cylinders.

The F355's stroke was 2mm larger than the 348's engine (77mm vs 75 mm), resulting in the displacement increase from 3,405cc in the 348 to 3,495cc in the F355. A new head design allowed for improved intake permeability, engine lubrication was via a dry-sump oiling system, and the compression ratio of 11:1 employed a Bosch Motronic 2.7 engine control unit in the 1995 model year, later changed to the M5.2 in 1996 through the end of production. The electronic fuel injection and ignition systems were controlled by a Motoronic system, with a single spark plug per cylinder. The connecting rods are forged in Ti6-Al-4V titanium alloy, the clutch is housed in magnesium alloy, and the Bilstein shock absorbers use electronic sensors to provide active damping. The stiffness of the suspension could be varied within milliseconds to suit the road surface, thanks to the new electronically adjustable shock absorbers. Issues with the transmission on earlier models were addressed with the addition of a coolant heat-exchanger which warmed the gearbox oil quickly, and a rod-driven actuation system for precision gear shifts. The power-assisted steering improved low-speed drivability compared to the outgoing 348 and could be replaced with an optional manual steering rack setup by special order. All of these changes allowed the F355 to lap Ferrari's 1.86 mile Fiorano test track two seconds faster than the 12-cylinder 512 TR.

The interiors were upholstered with hides from Connolly leather, and are fitted asymmetrically in the car, resulting in the driver being slightly closer to the car's centerline than the passenger.

Ferrari introduced the open-topped F355 Spider in 1955 representing the first production prancing horse to be equipped with an electronically powered, semi-automatic soft-top. The Pininfarina-penned lines had been honed by even more hours in the wind tunnel and to compensate for the lack of torsional rigidity caused by the lack of roof, the 355's structure was cleverly strengthened without making the Spider any heavier than the Berlinetta. Initially, the Spider was fitted with the 6-speed manual transmission prior to being offered with the innovative electro-hydraulic F1 transmission.

The Limited Edition Serie Fiorano was built for the 1999 model year with various enhancements aimed at improving its track performance. Upgrades included a competizione-sourced steering rack, carbon fiber inserts, suede-covered steering wheel, drilled and ventilated disc brakes and competition brake pads, and a competizione-derived Fiorano suspension pack (with a thicker anti-roll bar, stiffer springs, and a wider track).

The United States received the lion's share of the Serie Fiorano, with 100 examples being sent across the pod, including 74 with the F1 paddle-shift transmission and 26 with the 6-speed manual. One example went to South Africa, and three remain in Europe.

Production

Ferrari produced the F355 from May of 1994 for the 1995 model year through 1999, with 11,273 examples built. Of those, 4,871 were road-going Berlinetta body styles with 3,829 of those fitted with the six-speed manual transmission and 1,042 with F1 transmissions. Of the 3,717 examples of the F355 Spider built, 2,664 had the 6-speed manual transmission and 1,053 with the F1 transmission. 104 examples were the limited production run of 'Serie Fiorano' models. As many as 300 examples were F355 Challenge, however, it is more likely that 18 right-hand drive examples were imported by Ferrari UK, plus 10 for the rest of the right-hand-drive markets - thus a total of 28. Other sources state that 108 examples were built in total.

Ferrari F355 Challenge

The F355 Challenge was introduced by Ferrar in 1995 as a race-ready model designed for use specifically in the Ferrari Challenge Series. The vehicle began life as a standard Ferrari F355 Berlinetta and was then modified with a $30,000 factory-to-dealer supplied kit. Initially, in 1995, the cars were supplied with factory-fitted cage mounts and without carpets, however, each year, the cars arrived with more and more factory-fitted race parts, culminating in 1998 with full-evolution cars which were supplied as virtually complete race cars.

The modifications made by the factory were more substantial than its predecessor, the 348 Challenge, and the engine, gearbox and shock-absorbers were sealed with special tags to prevent unauthorized alterations. The engine and physical dimensions were the same as the original road-going car and were backed by a 6-speed manual transmission. At the Ferrari factory, the F355 Challenge received a roll-cage, racing bucket seats, manual radiator fan control and upgraded fans, competition steering wheel, competition clutch, upgraded 14-inch Brembo brakes (carried over from the F40), solid suspension bushes, competition springs, and brake cooling ducts amongst a number of other detail changes from the base car.

by Dan Vaughan

GTS Spider

The Ferrari F355 is a sports car built by Ferrari from May 1994 to 1999. It is an evolution of the Ferrari 348 and was replaced by the Ferrari 360. It is a mid-engined, rear wheel drive V8-powered 2-seat coupe. One major difference between the V8 in the 348 and that in the F355, apart from the displacement increase from 3.4 to 3.5 liters, is that the F355 features a 5-valve per-cylinder head that is considerably more powerful, producing 375 horsepower. The engine's compression ratio was 11:1 and it employed the Bosch Motronic M2.7 engine control unit in the 1995 model year, and switched to the M5.2 in 1996 through end of production, using electronic fuel injection and an ignition control system with a single spark plug per cylinder and a dry-sump oil lubrication system.

This all original F355 is one of just 6 produced in white producing 425 horsepower.

GTS Spider
Chassis number: ZFFXR48A0V0106482

Ferrari produced about 3,717 examples of the F355 Spider from 1955 through 1999. This example is finished in Argento Nurburgring color and has spent most of its life in California. Currently, it has approximately 27,000 miles on the odometer. It rides on black Ruffino wheels and features Brembo brakes with cross-drilled rotors. It has its original owner's manual and original dealership brochure.

by Dan Vaughan

GTS Spider
Chassis number: ZFFXR48A8V0107198

This Ferrari F355 Spider was completed in October of 1966 and finished in black with tan leather interior. It has a six-speed gated manual gearbox, and carbon fiber trim in the interior and engine compartment. It was sold new in California and sold to its next owner in 1998. In 2002, it traveled to Florida, where service work was performed at Ferrari Maserati of Fort Lauderdale. During 2004, the F355 displaying around 13,000 miles, service work was transferred to Algar Ferrari of Pennsylvania. The last service was performed in 2008 at approximately 15,500 miles.

by Dan Vaughan

Targa
Chassis number: 109333

Ferrari made a total of 11,273 of the F355 in three versions, a coupe, a Targa-top and a spider, the GTS, from 1994 through 1999. It was preceded by the 348 and succeeded by the 360. All F355s were mid-engine - the F355 carrying a 5-valve, lightweight 90-degree V8 engine of 3,405cc rated at 375 horsepower at 8,250 RPM designed by Paolo Martinelli. Both a manual and an automatic transmission were available, both 6-speed.

This example has covered more than 176,000 miles, yet in 2013 it was totaled in the middle of a five-car pile-up while on a charity rally. Further, before and after repair, it has won multiple Ferrari Club of America awards.

GTS Spider

The F355 came in three body styles, with the Spider being a top-down open 2-seater, the Berlinetta was a closed coupe, and the Targa-roof (GTS) - based on the coupe. With a quoted 380 horsepower from its 3.5-liter, 5-valve V8 (355 results from those numbers, a change from Ferrari's previous naming philosophy) it is no slouch. That's one reason as to why it is such a popular car with some 11,273 units produced across the three major body styles - 1995 through 1999. 2,577 were the GTS model, 2,048 with the 6-speed, 529 with the F1, the Formula 1 style paddle shifting electro-hydraulic transmission.

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