REVIEWS AND ROAD TESTS

Off with the Top

Enzo Ferrari would have approved of the 550 Maranello, which is returning to the architecture he always preferred (front engine, rear wheel drive). "The horse is always placed before the buggy, not behind it," he liked to remind his engineers, who nonetheless designed a mid-engine architecture on several occasions.

This being said, the 550 Maranello remains not only the most exclusive and most powerful, but also the most exciting Ferrari. As a case in point, now the top is coming off, letting its driver get a suntan on the drive.The 550 Maranello has a remarkably comfortable interior, thanks to excellent ergonomics. Its wide and deep bucket seats are exceptionally comfortable and, generally speaking, it’s nice to see that since the release of the 550 Maranello, proper driving position has become a priority at Ferrari. With the 550, Ferrari has also made progress in the quality of manufacturing and in finishing. The first things you’ll notice about the 550 Maranello are its easy access, good visibility and extremely good instrumentation. Just close the door and you’re ready to go to the ends of the earth with this new Ferrari!There’s no question that before the 550, Maranello Ferrari had already demonstrated its expertise in front-engine architecture with the superb 456. But since it was a true 2+2, the need to provide enough room for passengers made it impossible to use a mid-engine solution. In contrast, the 550 Maranello is a two-seater in the strictest sense of the word. If you compare the two models, you’ll see that in general they have the same features.

On a test drive, your first impression is shaped by smooth controls, a smooth clutch and smooth shifting. This Ferrari is a modern automobile on par with the automotive industry’s best references, whether from BMW or Mercedes, not to mention all the distinction and raw power that comes with Cavillino drivetrain technology. The V12 purrs in the lower rpms and growls affectionately as it climbs higher. On board, indicator needles gyrate at the least provocation, but the 550 Maranello offers such consistent handling that domesticating its power is never a problem. However, the six- speed transmission is harder to tame and calls for a hand of steel to guide the lever through the nickel-covered gear box. As docile as it is feline and racy, the Ferrari 550 Maranello has absolutely staggering efficiency on the road and is unquestionably one of Ferrari’s most impressive accomplishments.

PROS
Staggering performance
Easy to drive
Constantly improved finishing

CONS
Astronomical price
Astronomical price
Astronomical price

REVIEWS AND ROAD TESTS

A Masterpiece on Wheels

If they could come back, do you think that Da Vinci, Picasso and Gaugin would redo their works of art? Never, you might say, and no doubt you’re right. You never rework a masterpiece for fear of robbing it of its magic. Yet the Pininfarina team, which gave shape and colour to several generations of Ferrari models, has been successful in revising one of its many milestone accomplishments: the 456.

The operation began by dropping the GT suffix and replacing it with the letter M (for Modificata) and continued with the removal of the vents that used mark the hood (now made of carbon fiber) and the addition of two fog lamps to the grille. And the 456’s insides are equally attractive, believe me.Pininfarina, Ferrari’s official styling genius, deserves a medal for his 456M. A sublime work of art on four wheels catches attention from all sides even before it has the chance to show its real prowess out on the road. All those who dare to claim that the 456M doesn’t send shivers up their spines, raise your hands! This model is just as magnificent on the inside, although it seems to bask in the nostalgia reminiscent of the 1960s, as witnessed by its circular air vents.

This 2+2 coupe has four leather bucket seats; in the front, they have been redesigned to offer more comfort but travelling in the rear isn’t a very pleasant prospect. To maintain the proper weight distribution on the 456M with automatic transmission (weight distribution has gone from 51/49 to 49/51), Ferrari has mounted the gearbox/differential duo on the rear end. However wise this decision may have been, it does cut down on trunk volume.Ferrari freaks will be outraged by the decision to replace the 456’s V12 with an automatic transmission, but the truth is that 90% of the 456s sold in North America have one. All we can do is deplore the fact that the automatic transmission doesn’t show as much refinement as everything else on this car does. First of all, it has only four speeds but worse, it blocks the engine at 6,750 rpm, while the manual transmission gives it free rein up to 7,200 rpm. In contrast, it’s best appreciated in bottleneck traffic and is much better than the six-speed transmission, whose clutch is a real challenge if you don’t have a foot and leg of steel.

This being said, remember that the 456M is not for the weak- hearted. Its acceleration power can put your heart in your mouth, its pickup is terrifying and its top speed will leave you gasping for breath. However, it still has a friendly personality and unlike other products of the same make, you can take it on long outings without the fear that driving it will wear you down and out. This is true because of an even more sufficient suspension, with variable-travel shock absorbers that offer more adjustment possibilities.

Automatic level control also ensures that your (small) rear- seat passenger don’t throw off the car’s balance. Lastly, and this is good news, the 456M has inherited the traction control system that used to be available exclusively on the 550 Maranello.

Obedient and well-mannered, the 456M doesn’t mind if you drive with running shoes or comfy Gucci loafers on, it can accommodate every driving style and every mood!

PROS
Exquisite styling
Constantly better finishing
Civilized ride

CONS
Automatic transmission limitations
Astronomical price
Incredible repair costs

REVIEWS AND ROAD TESTS

A wild ride

Ferrari proceeded with the launch of the 360 Modena in 2000, a worthy replacement for the F355, the most popular of all Ferrari models (10,000 units sold in five years).

Under a relatively sporty guise, the 360 Modena has been designed for day-to-day use, and notably, for a female clientele who will succumb easily (gents will too) to the charms of the convertible version that was introduced only a few months ago. Hundreds of hours spent in wind tunnels have made it possible to perfect this Ferrari’s aerodynamics and its lines are still signed by the PininFarina team, Scuderia’s official designer.

Goodbye spartan and bizarre interior design. To begin with, the 360 Modena’s interior is considerably roomier than the F355’s. Secondly, ergonomics have become a priority for Ferrari. In short, the passenger compartment is the obvious result of attention to presentation and detail. On the down side, manufacturing quality still leaves much to be desired.A glass bubble provides a permanent panoramic view of the 3.6- litre V8 mid-engine. With a 400-hp output, it boasts five valves per cylinder, a technique that became standard with the F355 in 1994. What can we say about the mechanical system? If nothing else, it sounds as wonderful as ever and it can throw you far back into your seat. This model offers better pick-up compared to the F355. No wonder: the 360 Modena is not only more powerful, it’s lighter than its predecessor. To convey power to the rear drive wheels, Ferrari offers the choice between a semi-automatic (F1) transmission or a six-speed transmission that proves - surprisingly - to be fairly fun to use.

In fact, no other Ferrari transmission has ever been this cooperative. Compared to those on the Ferrari V12 models, it’s remarkable smooth and considerably responsive. What ’ s more, it is an excellent match for the V8. The flaws typical of the F355’s steering system are a thing of the past. On the other hand, the front-end has a marked tendency to understeer at lower speeds, which is a bit surprising. When the suspension is in the Sport mode and the traction control system is deactivated, it takes a bit of skill to handle the Modena’s special architecture (mid-engine).

Drivers also need to know how to handle its turning circle. In a nutshell, this is a very sporty but relatively comfortable model.

PROS
Good aerodynamics
More comfortable interior
Better performance levels

CONS
Marginal manufacturing quality
Understeering
Poor rear visibility

REVIEWS AND ROAD TESTS

A wild ride

Ferrari proceeded with the launch of the 360 Modena in 2000, a worthy replacement for the F355, the most popular of all Ferrari models (10,000 units sold in five years).

Under a relatively sporty guise, the 360 Modena has been designed for day-to-day use, and notably, for a female clientele who will succumb easily (gents will too) to the charms of the convertible version that was introduced only a few months ago. Hundreds of hours spent in wind tunnels have made it possible to perfect this Ferrari’s aerodynamics and its lines are still signed by the PininFarina team, Scuderia’s official designer.

Goodbye spartan and bizarre interior design. To begin with, the 360 Modena’s interior is considerably roomier than the F355’s. Secondly, ergonomics have become a priority for Ferrari. In short, the passenger compartment is the obvious result of attention to presentation and detail. On the down side, manufacturing quality still leaves much to be desired.A glass bubble provides a permanent panoramic view of the 3.6- litre V8 mid-engine. With a 400-hp output, it boasts five valves per cylinder, a technique that became standard with the F355 in 1994. What can we say about the mechanical system? If nothing else, it sounds as wonderful as ever and it can throw you far back into your seat. This model offers better pick-up compared to the F355. No wonder: the 360 Modena is not only more powerful, it’s lighter than its predecessor. To convey power to the rear drive wheels, Ferrari offers the choice between a semi-automatic (F1) transmission or a six-speed transmission that proves - surprisingly - to be fairly fun to use.

In fact, no other Ferrari transmission has ever been this cooperative. Compared to those on the Ferrari V12 models, it’s remarkable smooth and considerably responsive. What ’ s more, it is an excellent match for the V8. The flaws typical of the F355’s steering system are a thing of the past. On the other hand, the front-end has a marked tendency to understeer at lower speeds, which is a bit surprising. When the suspension is in the Sport mode and the traction control system is deactivated, it takes a bit of skill to handle the Modena’s special architecture (mid-engine).

Drivers also need to know how to handle its turning circle. In a nutshell, this is a very sporty but relatively comfortable model.

PROS
Good aerodynamics
More comfortable interior
Better performance levels

CONS
Marginal manufacturing quality
Understeering
Poor rear visibility