Review: Ferrari F355

Forget, for a moment, that we are behind the wheel of a Ferrari, and possibly the best mid-engined road Ferrari in history at that. Forget the scenery, which is beautiful, and the road, which is slick with rain and therefore rather difficult to forget. Forget the speed, which is, frankly, excessive, and forget the Mustang ahead of you, swelling in your windshield at a that’s-no-moon-it’s-a-space-station pace. Take a moment and listen.

The sound directly behind you is a flat-crank, forty-valve, titanium-connecting-rod vee-eight spinning at over eight thousand revolutions per minute. It’s not a traditional V8 musclecar sound. Instead, you hear a doubled four-cylinder, overdubbed like an Eighties Iron Maiden record to the left and right. It isn’t smooth, and it isn’t melodious, but it is absolutely compelling. There is nothing else like it.

Other cars offer the look, the performance, even the prestige, but none offer the sound. You’re at redline now. Open your senses, let it all come rushing back—the unfettered thrill of operating this peerless car, on this day, at full throttle—and select fifth gear. Gone.

Performance Rentals Incorporated, based in New York and providing service as far as Boston and Washington, D.C., offers seven different fascinating vehicles for daily or weekly rental, including a 750-horsepower supercharged third-gen Viper which they bill as “The fastest car available for rent in North America.” Compared to that Viper, this Ferrari is merely quick, but against unmodified modern cars the decade-old F355 can still hold its own.

The quoted thirteen-seconds-flat quarter-mile time feels easily achievable in this particular example, and the engine revs with a light-flywheel willingness almost unknown in emissions-compliant automobiles. Compared to my Porsche 993, which hails from the same era, the Ferrari pulls with less authority from low revs but easily outpaces the Super Beetle once the tach swings past the “50” mark.

Inside, it’s a thin-pillar retro delight. The metal-gated shifter performs just as one would expect, adding a solid “clank” to each throw, while the steering and brakes are new-car tight and responsive. Visibility is surprisingly good, far better than what one would find in a Corvette or Viper. The fruits of Luca di Montezemolo’s famous dictate to “make this an everyday Ferrari” are evident everywhere, from the easy-to-understand climate controls to the superb amount of shoulder room.

While the F355 traces its stylistic roots to Pininfarina’s 308GTS, the driving position and view from the cockpit are actually far closer to what one would find in the Bertone 308GT4. There, as here, one has a slight sense of sitting at the very forward end of the car, perched over the front wheels and quite close to the road rushing by beneath. It’s the complete antithesis of a front-engined Ferrari and one quickly understands why individual tifosi are rarely fans of both the Dino descendants and Daytona successors.

Most car enthusiasts who have never driven a Ferrari in real life imagine the driving experience provided by the mid-engined Fezzas to be Corvetteish, but the reality is best expressed by the fact that the driver of an F355 cannot stick his left leg straight out without kicking the left front wheelwell. By comparison, a Boxster feels positively cab-backwards.

The majority of the F-car rentals in this country are either tired old 360 Modenas or hyper-expensive F430s, but PRI chose the F355 in keeping with their philosophy of offering “performance-tuned drivers’ cars.” A perforated “Challenge” rear grille hints at the upgraded suspension, brakes, and retuned engine mapping. Every bushing in the suspension is up to spec, every bit of interior trim is freshened to new-car standards, and a reasonably complete, iPod-compatible sound system has been installed.

To be fair, I don’t know if it works, because I didn’t bother to turn it on, and you wouldn’t, either.

The F355 is probably the “best” modern Ferrari in the same way that the Porsche 993 is the “best” modern Porsche. In both cases, technology, usability, and character combine to provide a driving experience which feels suitably flavorful without the annoyances of Bosch K-Jetronic or bias-ply tires.

There’s enough performance on tap here to thrill (or kill) you three times over, it’s so good-looking that it’s virtually impossible to walk away without an oh-so-stereotypical backwards glance, and there’s no SUPER-DSC-ATTESSA-HICAS to save the untalented from their own shortcomings. Really, this is the Ferrari you want to drive, should you drive just one.

PRI’s daily rate for the F355 is just slightly under a thousand dollars a day. I can think of a few other ways for a gearhead to spend that kind of money, from a one-day class at the Mid-Ohio school to a set of Hoosier R6 tires for one’s track car, but the moment the Ferrari’s tach shows eight grand, you’ll forget there were any other choices.

Ferrari 430 Scuderia Coupe

2008 Ferrari 430 Scuderia Coupe Shown

2009 Ferrari F430 Scuderia THE PERFECT EXOTIC

According to the statistics, Ferrari claims the Scuderia can do anything the F430 can do, only better. And it wasn’t long after I heard the bark of the engine and put my right foot down that I was in complete agreement.

In fact, the overall performance of the Scuderia is so impressive it has achieved a time of one minute, 25 seconds on the Fiorano test track – the exact same time as the legendary Ferrari Enzo.

Behind the wheel it’s obvious that it’s faster, brakes harder, corners with more finesse and control and yes, even changes gears quicker than an F430. Oh, the gear changes!

Equipped with an updated version of Ferrari’s F1-Superfast gearbox – the Superfast2 – the Scuderia changes gears in just 60 milliseconds – compared to 100 ms for the 599 and 150 ms for the F430.

Ripping through the gears, the Scuderia screams past 6000 rpm, alerting you that a shift is imminent. There may be 2500 rpm left to go, but in the blink of an eye you’re at 8500 and the steering wheel mounted shift lights have all lit up – signaling it’s time to make your move. Second gear and third gear fly by almost as quickly and already I’d be looking at a massive speeding ticket were the local law enforcement to see me... and catch me.

While braking for a corner and flicking the left paddle to drop gears I am surprised. The rev match on the downshift seems much more refined than on the stock 430. Perhaps Ferrari engineered a little extra throttle on the 430 for show purposes, or perhaps the new Superfast2 gearbox is just that much more efficient. Either way, it was a little disappointing.

MORE THAN 500 HP

Sweeping out of a nicely banked corner it is really starting to sink in that the Scuderia vastly outpaces its “standard” sibling. While we can partly thank the gearbox, it doesn’t hurt that the Scuderia is powered by a massaged version of the same 4.3-liter engine that puts out an additional 20 hp and four ft-lbs of torque thanks to reworked intake and exhaust systems, as well as a boost in compression from 11.3:1 to 11.88:1. The new total of 510 hp comes on at 8500 rpm and 347 ft-lbs of torque are available at 5250.

The added horsepower is, however, a somewhat trivial reason for the Scuderia’s added gusto. The real difference in performance comes as a result of weight reduction. In total 220 lbs have been shaved off for a new curb weight of just under 3,000 lbs.

The result is not only in acceleration, with a vastly improved 0-62 mph time of 3.6 seconds versus 4.0 in the standard F430, but in the braking and especially the handling.

STRIPPED DOWN

Some of the weight reduction is thanks to the 19-inch magnesium wheels and the carbon ceramic brakes. Other weight-saving measures include carbon fiber bay liners and air boxes as well as a Plexiglass engine cover.

The weight reduction effort is most noticeable, however, in the cockpit, where there is neither carpeting nor floor mats. Amazingly, however, it all still feels very luxurious and sporty, thanks to plentiful amounts of Alcantara. Light-weight seat inserts made of what Ferrari calls “technical fabric” (essentially a sort of mesh material) add to the look.

THE INTICINGLY ILLEGAL DRIVE

From the driver’s seat the feeling is incredible. The seating position makes it feel like you are situated ahead of the front wheels and because of the massive power, screaming V8 and perfect handling, you may find yourself explaining your forgetfulness to the police.

As this is a road test, I’m not pushing the car to its limits. Regardless, there isn’t even a hint of understeer, and the car reacts to quickly to the steering inputs and just darts wherever I point it.

As with all modern Ferraris, the Scuderia is equipped with a Manettino, however, there are some important differences to point out. There is no “Ice” or cold weather setting on the car – shame on those who would drive it in less than perfect conditions. Instead it has been replaced with a CT or, “traction control off” setting, which allows for some tire shredding fun while still retaining the safety of stability control. Both systems can be shut off simultaneously by flipping the little red toggle to the “CST-off” setting.

Don’t be fooled, however. You don’t need to turn the traction control off to get performance out of the Scuderia. It is equipped with E-DIFF2, an electronic differential that works with Ferrari’s F1-TRAC traction control system, allowing you to put down 40 percent more power out of the corners.

Another unique attribute is that Ferrari has allowed drivers to adjust the shock settings independently of the Manettino settings.

You don’t have to wind the car up to enjoy it either, as the airbox design produces an incredible note with throttle input at even low rpm. But wind it up to that 6000-rpm sweet spot and prepare for sound that will leave you with no doubt why this car was named after the Ferrari racing team.

STYLE TO SPARE

As for the aesthetics of the Scuderia, there is no denying it is vastly more aggressive than the stock 430 – especially the shark-like nose. Out back, the new diffuser immediately conveys the designed-for-the-racetrack message.

The entire body redesign, including slightly lower side skirts, increases the Scuderia’s downforce while retaining the same coefficient of drag as the stock 430.

Overall, the Scuderia is far edgier than the stock 430, which really helps to convey the message that this is no longer a sleek, sexy and sensuous exotic but a raw, mean and aggressive supercar.

THE VERDICT

In many ways, the Scuderia is barely a road car, with no floor mats and a Plexiglas engine cover. And yet, with a stereo, power windows, a surprisingly smooth suspension and an engine that can operate with incredibly civility, it could certainly do commuter-duty in a pinch.

That, however, would be sacrilegious – like making Albert Einstein recite his multiplication tables, or forcing Tiger Woods to play mini-put.

As the Scuderia does practically everything the stock 430 does but better, and as the stock 430 is just about the best car money can buy, it’s not much of a stretch to conclude that this light-weight Ferrari might just be the perfect exotic. It’s not the best performance value on the road at $257,456 – a Porsche would be a far-wiser economic decision – but there is something (actually, a lot of somethings) that the Scuderia provides that can’t be found elsewhere.

Ferrari 360 Review

2003 Ferrari 360 Modena 2dr Coupe Shown

We like the Ferrari 360. In other news, we also like Dom Perignon, vacationing in Fiji and dating Heidi Klum (or to be fair, Brad Pitt). Indeed, coming up with "cons" for such a marvelous automobile like the 360 Modena and Spider is like criticizing Heidi for having a funny accent or Brad for dyeing his hair. This Ferrari set the bar for other "lower-end" supercars by providing blistering performance, ethereal steering, superior ride and tenacious grip. It didn't look half bad either, and who can argue with a car that proudly presented its engine under a glass hood?

Most Recent Ferrari 360

The Ferrari 360 was all-new in 1999 and offered in Modena coupe and Spider convertible body styles. They were powered by a mid-mounted 3.6-liter V8 that pumped out a raucous 400 horsepower at 8,500 rpm. Low-end power wasn't as plentiful with a "mere" 275 pound-feet at 4,750 rpm. The all-important 0-60-mph sprint was accomplished in a few ticks north of 4 seconds.

The standard transmission was a six-speed manual tied to a classic Italian gated shifter complete with chrome ball knob. Many Modenas and Spiders were ordered with the rather pricey F1 automated clutch manual gearbox that shifted via column-mounted shift paddles in a lightning-quick 150 milliseconds. Although we'd probably stick with the stick, the F1's adept ability at rev-matching downshifts and its automatic mode (admittedly not the smoothest system in the world) make it a good choice for both aggressive driving and commuting.

What makes a Ferrari a Ferrari is so much more than simply a go-fast engine and a logo imprinted with a startled horse. The 360 sported an aluminum space-frame chassis, adjustable aluminum double-wishbone suspension and a sleek body by Pininfarina constructed of -- you guessed it -- aluminum, which resulted in super-low weight for ideal performance and handling. Of course, the latter was also made possible by a wide-track body and suspension that reduced body roll to a theoretical concept, while the steering stayed Ginsu knife-sharp right up to triple-digit speeds. (The 360 maxed out at 175 mph.) But again, if you need us to tell you the Ferrari 360 is a blast to drive, perhaps enrolling in Exotic Cars 101 is in order.

Unlike some past Ferraris, the 360 had an interior worthy of the car's price tag. Supple leather, high-quality materials and straightforward ergonomics struck an excellent balance between luxury and driving-focused simplicity. The snug seats offered plenty of lateral support, with a comfortable reach to the divine steering wheel. Besides contributing to superb road-holding, the 360's wide body also provided lots of elbow room and enough space for a set of golf clubs behind the two seats. And really, what's the point of a country club if you can't show off your Ferrari? One of the rare downsides to the 360 was rear visibility -- particularly in the Spider convertible with its high rear deck, thick roll hoops and plastic rear window.

For those who wanted an even more capable Ferrari 360 (or a more exclusive one), the Challenge Stradale was introduced in 2004. This stripped-down club racing version of the coupe had, according to Ferrari, everything eliminated that did not contribute to increased performance or safety (or apparently a chilled interior, as air-conditioning remained). The result was a car 242 pounds lighter than a regular Modena, that also sported 25 additional horses. Along with a 20-percent stiffer suspension and aerodynamic changes that produced 50 percent more downforce, the Challenge Stradale was the closest thing one could get to Schumacher's F1 ride -- at least until the Enzo came along.

Pushing the Limits With Lamborghini Tuning

Lamborghinis are well known as being exceptional cars, they signify prestige and power and usually you’ll need a six figure income to afford one. Assuming you have then there’s a good chance you’ll be enjoying the speed and luxury of such a great car.

The thing is that for many petrol heads who own a car they will want to push that car to its limits and get the absolute most out of the car and its engine. By modifying or tuning any car you’ll be able to customise the ride of that car.

Whether it’s increasing the speed, acceleration, braking or handling then there is bound to be a part or a tweak for you to alter in order to achieve your desired effect. Just because Lamborghinis are among the fastest cars in the world, especially the latest powerhouse featured in this year’s summer blockbuster The Dark Knight, the Murcielago LP640, this doesn’t mean that you can’t get any better than the factory settings.

There are plenty of power inducing Performance Parts for Lamborghini that can help generate 5 to 10% more power in your Lamborghini and whilst it may seem small to most people but if you want to be the cream of the cream of the crop then you’ll look to making your sports car better than the next person’s.

Various Lamborghini Tuning parts include uprating your turbo unit to reduce lag and increase peak power, other ways including making the inside of your engine icy cold whether you are heating and cooling the engine block or engaging in a bit of forced induction to keep everything nice and cool whilst being able to reach super speeds.

Other ways in which you can make a more noticeable alteration to your Lamborghini is visual alterations; many customisation groups can provide a more racing car styled body kit to complement the raging bull engine within.

There are many Lamborghini pictures of these kits as well as other styling mods like new alloy wheels, there are a plethora of different styles and sizes, Lamborghinis look stunning with larger sized alloy wheels and even coloured wheels can help make your Lamborghini stand out even more.

Lamborghini - a Ferrari Killer?

Just like when talking about Ferrari, Lamborghini projects a clear image of power and wealth to those who own one of these super vehicles. This is an Italian company founded by Ferruccio Lamborghini in 1963, so it can be said that this car manufacturing company is fairly new, but it has kept an excellent quality and performance record which rivals that of Ferrari.

Unlike Ferrari's founder (Enzo Ferrari), Lamborghini's founded did not have a passion for racing cars like Enzo did, quite the contrary, Ferruccio Lamborghini had a tractor factory!. This tractor factory was indeed the financial base used to create the car company Lamborghini.

The origins of the company as told by Ferruccio Lamborghini's son is quite amazing. It turns out that Ferruccio went to meet Enzo Ferrari at his factory to complain about he quality of the clutch in the Ferrari 250 GT which he owned at the time (this is a sports car model of the 1950's). Enzo Ferrari then sent him away by telling him to go drive tractors because he didn't know how to drive cars. Lamborghini then had his Ferrari's clutch dismantled and realized that the clutch manufacturer was the same company which provided the clutches for his tractors!, Lamborghini then found a spare part in his warehouse which the thought might solve the problem and voila!, it did the job indeed. Ever since, Lamborghini became a dissatisfied Ferrari client and aimed to beat Ferrari in his own game.

Ferruccio then decided that his cars would have a V12 engine so he hired Giotto Bizzarrini who worked under Ferrari's engine development team in the past.

And as it turns out, Ferrari and Lamborghini are two automotive groups which are considered rival companies, and equivalents in quality as well as price.

Ever since its creation, Lamborghini has experienced continuous sales growth. It's cars are among the most powerful, expensive and exclusive in the world, they feature several exclusive characteristics such as high tech V10 - V12 engines, carbon fiber construction and custom styling by the most prestigious automotive designers such as: Franco Scaglione, Zagato, Marcello Gandini, etc.

Among the most recent popular models produced by this company we have: the V12 Lamborghini Diablo reaching a maximum speed of 330km/h; the V12 Lamborghini Murcielago; the V10 Gallardo; the V12 Murcielago LP640 and last but not the least the one of a kind Lamborghini Reventon debuted at the 2007 Frankfurt Auto show. This vehicle manufacturer is without a doubt one of the best in the world.

Lamborghini Embolado

Lamborghini Embolado

The Lamborghini Embolado is an extreme sportscar characterized by an aggressive design with sharp and steady lines. The author is Luca Serafini, an Industrial Design final year student at University of Parma, Italy.The project idea came from the designer's dream to work as a designer for Lamborghini; a very natural desire, since he lives in Modena, just a few kilometers away from Sant'Agata Bolognese.

As Luca Serafini explains "the inspiration came from the research of a Spanish festival, named "Embolado Bull" (or Toro Embolado).

"The choice of the name was the first step towards the creation of this concept".

"Based on the Gallardo dimensions, I started to define the main lines in a very marked and steady way, giving the front end taurin forms".

The movement of the side surfaces gives the car a natural sleek appearance. All the design is based on the "aggressivity" theme.

"After the recent launch of the Gallardo Superleggera, in order to make a tribute to it, I have adapted the Embolado Concept basing on the aestethic modifications of the new model, with some post-process in Photoshop."

The Embolado was modeled in Rhino; the final renderings were created in 3DStudio MAX, with some post-process in Photoshop.

About the Designer

Luca Serafini is currently in his final year of the Industrial Design Course at the University of Parma, Italy.

For three years he participated in the chassis design of the Formula Student racing car, in partnership with the University of Modena.

Among his professional experiences are collaborations with the MilanPolitecnico and with car cutomization projects. He is starting a career as a freelance designer.