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The car entered production on 3rd May 1999 and was completed 17 days later 20th May finished in metallic deep red (Rosso Fiorano 322) with crema 3997 hide piped dark red 4481 with dark red 481 carpets. Upon completion the car was transported to Ferrari UK in Surrey, one of 352 of to officially imported of which approximately 278 remain taxed/SORN’d and this is believed to be the only manual finished in this shade of red. The car was delivered around the corner to Maranello Sales where my colleague Mark Hawkins first registered the car EJ 13 on 1st June 1999 -F1 team owner, TV presenter and businessman- a then 51 year old Mr Eddie Jordan of Oxfordshire. In addition to the list price of £101,243.87 plus delivery charges, number plates and road tax, the car was optioned with a 6xCD(CDCH)£732.00,enamel Scuderia wing shields (LOGO) £684.00,seat piping with colour upon request (PIP1)£336.00 and a space saver spare wheel(WHE 1) £456.00...............
The car is complete with its factory original service book, handbook, leather wallet, both sets of keys, both black immobilisers fobs and a huge file of past invoices and copies of his ledger book.
PLEASE CONTACT MIKE WHEELER FOR MORE DETAILS AND TO ARRANGE VIEWING
History: The 360 Modena is a clean-sheet design which anticipates trends for future Ferrari road cars. These include lower weight combined with greater chassis rigidity – seemingly contrasting objectives that have been achieved by employing innovative construction technology.
FIRST FERRARI'S PRODUCTION CONSTRUCTED ENTIRELY IN ALUMINIUM
The 360 Modena is the first production Ferrari to be constructed entirely in aluminium. Chassis, bodyshell and suspension wishbones are all made from this light-weight material, allowing the engineers to provide the best overall performance and handling ever achieved in a mid-engined Ferrari, along with levels of comfort unheard of before.
The 360 Modena, was announced at the 1999 Geneva Salon, to replace the beloved F355 range that had enjoyed a five year production run with no cosmetic changes during its lifespan. After the charismatic beauty of the F355, the 360 Modena was a radical departure from Ferrari classicism, as gone was the central egg crate “radiator” grille. This had been a Ferrari feature from what seemed like time immemorial, even if it had only been a dummy on some models like the Testarossa, 348 and the F355.
Aerodynamic considerations played a major part in the design of the 360 Modena, thus the front featured twin radiator inlet grilles, one either side, allowing airflow to pass under the raised centre section to feed via the flat bottom to the twin rear diffuser section, increasing downforce as the car’s speed rises.
The design featured some retro details, like the engine compartment intakes in the rear wings that hinted of 250 LM and the Dino, plus the traditional paired rear light treatment, but overall it was a high technology car for the new millennium, bristling with innovative details.
The 360 Modena was the first Ferrari road car to feature a full aluminium monocoque chassis, which was developed in conjunction with Alcoa. The chassis was constructed from varying section aluminium extrusions, welded together via twelve aluminium nodes. This construction provided 40% greater rigidity and a 28% weight saving compared to the F355 model which it replaced, despite being dimensionally 10% larger overall. The chassis had factory type reference F 131 AB M, for the manual gearbox car, and F 131 AB E for the version with the F1 gearshift assembly.
In simplistic terms, the design brief for the new car was basically to do everything that the F355 did already, but to do it better, with less weight, more interior space, greater comfort and superior performance. All these objectives were achieved, primarily through the almost exclusive use of aluminium and alloys in its construction. As already mentioned, the complete monocoque chassis unit was aluminium, as was the bodywork, with various aluminium alloys being used for the engine castings, transmission casings and the suspension components.
The lightweight aluminium alloy body panels are riveted to the chassis frame. The quality of the aluminium castings from the Ferrari foundry is legendary, and to enjoy these one only has to peer through the rear screen of a 360 Modena. Here the engine is open to view, and one can admire the red crackle paint finished intake plenums with the Ferrari script in relief, bridged by a plain alloy casting carrying the “Cavallino Rampante”.
The chassis had a 2600mm wheelbase, which was 100mm greater than the concurrent front engine V12 550 Maranello model, and 150mm more than the succeeded F355, with a front track of 1679mm and rear track of 1617mm, both of which figures are also greater than the models already mentioned. All were numbered in the continuous chassis number road car sequence, in the range from 104376 to 136686.
The model was available in right or left hand drive form, with power assisted steering as standard. The standard road wheels were stylised versions of the traditional five spoke “star” alloy design, featuring slim ridged convex spokes and five bolt fixing with 18″ diameter rims, 7.5″ wide at the front and 10″ wide at the rear. Independent suspension was provided all round with front and rear anti roll bars, the one at the rear running within the chassis frame. The suspension and braking systems were fitted with a Bosch 5.3 ABS/ASR system very similar in concept to that used on the concurrent 550 Maranello. This provided either “normal” or “sport” mode, or could be switched off completely, dependant upon the driver’s wishes.
When in “normal” mode the “brain” placed an emphasis on stability relative to road conditions, reducing power to the driven wheels via the engine management system, or bringing the ABS braking system into play, to maximise traction. When in “sport” mode the “brain” provided wider parameters before the system came into effect, placing greater emphasis on the driver’s input.
The continuously adjusting dampers were manufactured in aluminium by Sachs, to provide CDC (Continuous Damper Control) via an electronic “brain” that monitored various factions, like steering angle, road speed, braking effect or acceleration, to optimise the settings for the driving conditions. The ABS braking system integrated with the ASR drive control system actuated a ventilated and cross drilled disc brake on each wheel, each disc having a four piston light alloy calliper.
The engine was a derivation of that designed for the F355 with a small increase in cubic capacity to 3.6 litres, hence the 360 model designation. The longitudinally mid mounted 90 degree V8 engine had an actual cubic capacity of 3586cc, with a bore and stroke of 85mm x 79mm, five valves per cylinder, twin overhead camshafts per bank, and dry sump lubrication. The block, cylinder heads, sump, and sundry castings were constructed from light alloy, featuring Nicasil treated alloy cylinder liners, and titanium alloy con rods.
A Bosch Motronic ME 7.3 combined fuel injection/ignition engine management system was fitted, featuring a “fly by wire” throttle system, and a variable back pressure exhaust system, to provide a claimed power output of 400bhp, which equates to 112 bhp/litre, driving through a six speed plus reverse transmission in unit with the engine.
The gearbox was available with standard manual control via the traditional lever in the open gate, or an upgraded and more sophisticated version of the “F1″ system introduced on the F355 model, with “up” and “down” gear change paddles mounted on the steering column. One of the advances of the revised system was that on sensing an input from the driver on either paddle, the throttle opening was adjusted accordingly during the change process to automatically smooth out the gear change.
The interior was upholstered in leather as standard, with electronic adjustment facilities for the seats available as an option, with a luggage void behind them capable of housing a set of golf clubs, or a pair of slim suitcases. The occupants were reminded of the emphasis of aluminium in the construction, with aluminium panels covering part of the centre console, the lower door panels and the face of the instrument binnacle.
Twin airbags were provided, as was air conditioning, electric windows and door mirrors, plus a stereo system with an optional CD player. As an option sports seats were available, along with a range of items from the “Carrozzeria Scaglietti” personalisation accessory range specific to the model.
The 25 August 1999 issue of “Autocar” magazine featured a road test of an example with the F1 gearbox, where they recorded a 0-60 mph time of 4.2 seconds, and a 0-100 mph time of 8.8 seconds, quoting the manufacturer’s claimed top speed of 184 mph.
In their Road Test Yearbook that formed part of their final issue of the twentieth century, they pronounced it “the world’s best sports car”, quite an accolade to carry into the new millennium.
Taken form Ferrari’s own website
At the International Geneva Motor Show held in March 1999 Ferrari introduced its newest model, the 360 Modena. With V8 engined Ferraris accounting for almost two-thirds of total Ferrari production each year, the appearance of an all-new model in this configuration is extremely important to the Modenese firm.
While it continues the lineage of the 308, 328, 348 and F355, the new 360 Modena is all new, a car that Ferrari states was “planned for the new millennium”. Their objectives were to design a car with superior performance across the board, with innovative technical and aerodynamic features; provide new standards of space, comfort and ease of access; significantly reduce the car’s weight; and maintain the character and personality of a true sporting mid-engined Ferrari.
To achieve these goals for the 360 Modena meant that the project team, managed by Maurizio Manfredini, had to design the whole car from scratch, adopting new materials and construction methods. The single most important element of this redesign, a first for a Ferrari road car, was the extensive use of aluminium, not just for the body shell, but also for the chassis and other components.
Fortunately, the specialists at Ferrari could call on years of research and experimentation with the use of aluminium dating back to the Formula One cars of the early 1970s. The main benefit of the all-aluminium chassis and bodyshell is a reduction on the car’s dry weight of 100kg (220lbs) compared to the F355 - despite the fact that the 360 Modena is actually larger plus a significant improvement in structural rigidity.
The styling of the new car is by Pininfarina, who have been designing cars for Ferrari since 1952. The 360 Modena brings the total number of Ferrari models designed by Pininfarina to 163. In the modern era the styling of a Ferrari has to be closely linked to the aerodynamic and performance requirements of the model. This is evident on the 360 Modena, with its two separate front air intakes, the vents ahead of the front wheel wells, and the air ducts to the rear of the car. A total of 5400 hours was spent in researching the shape in the wind tunnel. Other aerodynamic features include the flat underbody; the cut out in the front bumper that channels air beneath the car; the twin rear extractors; and the sloping rear windscreen. The result was a Cd of 0.335 and, more importantly, a negative Cz figure that gives progressively greater negative lift forces as speed increases. This force is evenly distributed between the two axles and maintains excellent balance even during variations in trim caused by acceleration or braking. All of this was accomplished without the use of spoilers or other external aerodynamic devices, allowing Pininfarina to keep good clean bodylines.
While Ferrari and Pininfarina are careful to invoke the images of past Ferraris in reference to the styling – the separate front air intakes made necessary by repositioning the radiators are likened to the Formula One and sports/racing cars of the early sixties; the air intakes on the rear fenders are said to recall the 250 LM; and the fast-back rear window has a long tradition on Ferrari berlinettas – all elements are also claimed to be highly functional. It is the frontal styling that has caused the most negative comments. The front fenders, which Pininfarina described as “muscular”, and the absence of the traditional central Ferrari oval grille (which at times in the past had to be “faked”) has left some observers unimpressed. It appears that Ferrari and/or Pininfarina heard such comments. Before the Geneva show ended a black license, plate was added to the front of the 360 Modena’s on display, altering the appearance of the nose by adding that missing central element.
The engine powering the 360 Modena is a 90-degree V8, which has been completely redesigned to incorporate numerous innovations. Centrally mounted in-line behind the cockpit, in unit with the gearbox and differential, it has a total capacity of 3586cc, a bore of 85mm and a stroke of 79mm, and a compression ratio of 11:1. Delivering 400bhp at 8,500rpm, it produces 112bhp per litre making it the most powerful normally aspirated V8 ever built by Ferrari. It delivers a very generous peak torque figure of 38kgm at just 4,750rpm, and the torque curves even all the way up to 8,000rpm.
Combustion chamber design is new and incorporates bigger intake (three) and exhaust (two) valves, driven by four camshafts (two per bank) with hydraulic tappets. Lubrication is of the dry sump type. The main castings are in light alloy with wet steel cylinders liners, titanium connecting rods and forged aluminium pistons. Over-all weight of the motor is 184kg (495lb).
There is a particularly innovative inlet system feeding fuel separately to each cylinder bank. The Motronic ME7.3 dual engine management system, with two control units and two throttle valves that communicate through a Controlled Area Network (CAN) is the first dual system of its kind from Bosch.
The control units, small in size, take advantage of new micro-hybrid technology and are designed to function at high temperatures so they can be located near the engine. Using the position of the accelerator pedal and taking into consideration the vehicle speed, the ASR system and the F1 gearbox, the control units determine the actual throttle opening, the geometry of the variable inlet manifold, the exhaust timing and the engine control parameters.
The refined variable intake geometry intake manifold is a direct result of Formula One experience, and is clearly visible through the large rear windscreen, adding to the visual appeal of the automobile. There are two manifolds above the engine, which are connected to the underlying row of cylinders through short vertical ducts and the opposite bank of cylinders through longer ducts. Intake geometry is adjusted by two rows of throttle valves activated by the engine management control units. Air to the manifolds is supplied by the air intake in the left rear fender, which was designed to feed air in under pressure and thus produce a slight increase in power output – an extra 10 bhp at top speed. Engine noise is controlled by an acoustic baffle on the manifold. The exhaust system features variable backpressure with two valves on the silencer outlets. At low engine speeds the valves are closed, enhancing torque delivery while reducing noise to meet drive by noise emissions standards. At high engine speeds the valves open giving greater power and also increasing noise.
The longitudinal six-speed gearbox housing incorporates the engine oil tank in its single-piece casting, and the rear section serves to absorb impact energy. It was designed to work with either a manual gear change or with the electro-hydraulic actuated F1 system, which has been highly modified and improved on the 360 Modena. There are triple cone synchronisers on the first two gears and double cone on the others. The single dry plate clutch has coaxial hydraulic drive, and the limited slip differential has different locking percentages for acceleration and lift off.
Actuation of the F1 gearbox is by means of levers behind the steering wheel, just like on the Formula One car. When the Sport Mode is activated, the time for each single gear change is only 150 milliseconds. There are two other modes-Automatic, which requires the drive to only accelerate and brake while gear selection is automatic, and Low Grip, in which the car starts in second gear and all upshifts occur at lower engine speeds.
Taking advantage of the drive-by-wire engine management system, the 360 Modena F1 gearbox governs the accelerator completely during gear changes. While going down a gear it automatically “blips” the throttle, when changing up the system matches the best engine speed as the clutch closes. Thus, both shifts are smoother and gear changes easier. With the gearbox, engine and traction control integrated the 360 Modena is significantly safer and more controllable.
The 360 Modena features a classic Ferrari space frame chassis design. However, the structural frame members are made of extruded aluminium connected by castings where the members join. These castings allow for expansion during assembly, and also provide extra strengthening in areas subject to the greater stress. This process introduces a large number of new manufacturing and assembly technologies, which were designed specifically with the American Alcoa Company.
The specific weight of aluminium is one-third that of steel, and the weight of the overall chassis was cut by 28% despite a 10% increase in volume when compared to the F355.
Wheelbase and front track, respectively 150mm (5.9inches) longer and 155m (6.1 inches) wider than on the F355, increase cabin space, while improving stability and tyre wear. A double wishbone layout for the suspension was adopted front and rear with full kinematic properties and with anti-dive and anti-squat geometry. The upper and lower wishbones are in aluminium.
An innovative damping system was developed with Sachs. The four aluminium dampers each incorporate a solenoid, three sensors and a control unit, which also picks up car speed and braking signals from onboard sensors. A dashboard switch allows two driving programs, Sport and Normal. Using all the sensor’s input makes it possible to “brake” body movement immediately, maintain the best wheel-to-road contact, increasing grip and stability.
The steering is equipped with a non-speed-sensitive servo. The turning circle is just 10.8m (35ft 5 in) compared with 12 meters (39ft 5in) on the F355. The front tyres are smaller while the rear tyres are larger, offering advantages in handling, grip, aquaplaning and uniform wear. The alloy wheels weigh about 1kg (2.2lbs) less than the mag wheels on the F355.
Particular attention was paid to the quality of life on board the 360 Modena, starting with improved access made possible by increasing the size of the door cutout. The interior dimensions have been improved in all dimensions – length, height and width – as compared to the F355, thanks to the increased size of the car boot and redesigning the interior. In addition to the increased luggage space up front, due to the repositioning of the cooling radiators, there is also a bench behind the seats large enough for a pair of suitcases or a golf bag.
The increased use of aluminium is in evidence throughout the passenger compartment in numerous functional elements, which become styling elements as well: the tunnel, the pockets in the door panels, the driver’s pedals and the passenger’s footrest. The upholstery is available in 12 different colours to compliment the 15 exterior colours currently available, and the customer can even choose the colour of stitching.
The cockpit is functional, offering the driver all the information he needs without distracting him - the layout of the dashboard puts all the main car control instruments in front of the driver with the large tachometer in the centre. The steering wheel can be adjusted for height and reach. Dual airbags are fitted. The seats have four-way manual adjustment or six-way electric adjustment on request.
Taken from the “Ferrari Market Letter” 20th March 1999.
Whilst every effort is made to ensure the accuracy of the above details, we do not warrant that such details are accurate. You are therefore advised to independently verify them for yourself.
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