Guide: Ferrari F355
Background
Ferrari’s first two-seat junior model, the Dino 206 GT, was launched in 1968, ostensibly to homologate a V6 engine for use in Formula 2 racing. However, when the gorgeous little Dino GT proved itself a critical and commercial success, Ferrari made the entry-level mid-engined line a permanent fixture. This move subsequently did much to keep the firm afloat during the tumultuous 1970s.
The V6-powered Dino was replaced by the V8-engined 308 GTB in 1975. Over the course of ten years, the 308 GTB sold in vast numbers and, like the Dino 246, was also offered with a targa-topped GTS body style.
The facelifted 328 was introduced for the second half of the 1980s before the clean-sheet 348 arrived in late 1989.
Although Ferrari invested heavily to bring the 348 to market, on reflection, certain aspects of the new model were deemed to have slightly missed the mark.
Most notably, when compared to Honda’s state-of-the-art NSX, the 348’s edgy handling was criticised. Nevertheless, the 348 initially managed to sell in large numbers until the global economy turned sour.
By 1994, things were beginning to improve as Ferrari’s key markets emerged from a multi-year slump.
To coincide with this new era of optimism, at the Geneva Motor Show in March 1994, Ferrari launched a massively improved successor for the pretty but flawed 348.
The resultant F355 was a vastly superior car every respect. At the heart of the new model was a more powerful engine with advanced five valve cylinder heads and a six-speed gearbox. Handling, refinement and performance also took a big step forward while, thanks to its Pininfarina-styled body, the F355 was arguably the prettiest sports car of its era.
Production started in May 1994, at which stage the F355 could be configured as either a Berlinetta or targa-topped GTS. It was offered alongside the front V12-engined 456 GT four-seater and the soon-to-be-replaced mid Flat 12-engined 512 TR.
Chassis
The 348 had been the first Ferrari production car built around a pressed steel monocoque bodyshell and the F355 followed suit.
Both cars used an identical 2450mm wheelbase and came with a tubular steel rear subframe upon which the engine and suspension assembly was mounted. This subframe could be dropped out of the car for easy maintenance.
Full underbody aerodynamics equalised downforce between the two axles which led to increased high speed stability.
Power steering was fitted for the first time on one of Ferrari’s junior models.
Independent suspension was via unequal length double wishbones with coil springs over gas-filled telescopic shock absorbers and anti-roll bars at either end. A new electronic damper control system gave the driver a choice of two settings (Comfort or Sport) via a switch on the centre console.
The ventilated brake discs had a 300mm diameter at the front and 310mm diameter at the rear. Switchable ABS was installed from the outset.
Handsome new magnesium wheels measured 18 x 7.5-inches and 18 x 10-inches front to rear. They were originally shod with Pirelli tyres. Track dimensions were 100mm wider at the back of the car.
An 88-litre fuel tank was installed between the engine and passenger compartment. This was seven-litres smaller than the one used for the outgoing 348.
Engine / Gearbox
Although the 348’s normally aspirated mid-longitudinally mounted 90° V8 was rightly considered one of the best in its class, Ferrari took a huge technical step forward with the F355.
The reconfigured motor was designed by Paolo Martinelli who created a power unit with the highest output per litre of any normally aspirated road car in history.
Most significantly, the new Tipo F129 B engine ushered in new five valve cylinder heads - a first for any road car. Forged alloy pistons with titanium connecting rods were also installed.
As per the 348, dry-sump lubrication was retained along with dual overhead camshafts. The engine block and heads were formed from lightweight alloys.
The cylinder bores were kept at 85mm, but stroke was taken out by 2mm to 77mm. This gave an overall displacement of 3496cc which represented a 91cc gain compared to the 348.
Engine compression was increased from 10.8:1 to 11.1:1.
Bosch Motronic 2.7 engine management was imported from the 348 GTB / GTS / Spider.
Peak output was 375bhp at 8250rpm and 268lb-ft at 6000rpm. By comparison, the Tipo F119 H engine used in later 348s produced 320bhp at 7000rpm and 238lb-ft at 5000rpm.
Another key improvement ushered in with the F355 was a six instead of five-speed gearbox. It came with with a rod-driven actuation system which enabled much quicker shift times than the 348’s cable-operated system.
Importantly, a new heat exchanger was also fitted that warmed the gearbox oil much faster than on previous models.
Transmission was via a dry single-plate clutch and limited-slip differential.
Bodywork
Cosmetically, the 348 had been inspired by that 1980s icon: the Testarossa. However, for this latest machine, Pininfarina dropped the distinctive slatted theme adopted for the sides and rear of the Testarossa / 348 in favour of a more curvaceous, more traditional design.
At the front of the car was a wide dummy intake, two sets of rounded supplementary lights and a discrete wraparound chin spoiler at each corner. Further up were a pair of retractable headlights – the F355 would be the last Ferrari to incorporate such a feature.
Another long-running design theme that would not be seen again was the flying buttresses that swept down to the tail from behind the cockpit.
Intake scoops along each flank were left unadorned and the tail reverted to a simple body coloured fascia with a pair of circular lights on either side. An integrated kick-up rear spoiler further increased high-speed stability.
Body panels were a mix of steel and aluminium.
The GTS came with a targa top that could be stowed behind the seats when removed.
Interior
Inside, the seats and dash were subtly redesigned while the rest of the cockpit was mostly new.
The rounded instrument binnacle housed large read outs for road and engine speed with smaller gauges for oil pressure and water temperature in between. Three additional instruments (oil temperature, fuel and a clock) were housed in a central binnacle above the audio system.
Connolly leather was used to upholster practically every surface that wasn’t carpeted.
Standard equipment included electric windows, electric mirrors, air-conditioning and manually adjustable seats.
Options
During the course of the F355’s production life, Ferrari offered a variety of optional upgrades (not all of which were available from the outset).
The list of extras included carbon composite racing seats with coloured inserts in fabric or leather. Buyers could also specify four-point harnesses, a black mesh Challenge grille, red instead of black brake calipers, drilled brake discs, coloured upper dash and steering wheel upholstery, a manual instead of power-assisted steering rack, Scuderia Ferrari wing shields, a set of fitted Schedoni luggage and a carbonfibre interior package.
There was also the desirable Fiorano handling pack that offered lower ride-height, stiffer springs and dampers, wider track, thicker anti-roll bars, drilled and ventilated brake discs and competition brake pads.
The F355 GTS could be specified with a body coloured instead of black targa roof panel.
Weight / Performance
Both the F355 Berlinetta and GTS weighed in at 1350kg (20kg less than the equivalent 348 variants).
Performance was dramatically improved. Top speed went from 174mph to 183mph while the 0-62mph time dropped from 5.4 to just 4.7 seconds.
To put the substantial gain into perspective, the F355 was an astonishing seven seconds faster round Fiorano than the 348 and four seconds quicker than the 512 TR.
F355 Spider
To complement the fixed-head Berlinetta and targa-topped GTS, Ferrari introduced a drop-top Spider at the Monaco Grand Prix in May 1995.
The elegant new variant came with a power-operated roof that could be specified in a range of colours. It looked sublime from every angle with either the roof raised or lowered. When down, the roof mechanism could be covered with a leather tonneau that matched the interior.
Despite a variety of bodyshell reinforcements (most of which were around the sills, door gussets and A-pillars), the F355 Spider tipped the scales at the same 1350kg as the Berlinetta and GTS.
Similarly, the top speed and acceleration times were unchanged.
Production began a few weeks later for the 1996 model year.
1996 Model Year Production Changes
Ferrari also made a series of subtle across-the-board changes to the F355 for the 1996 model year.
Most importantly, the Bosch Motronic 2.7 engine management system was replaced with the latest Motronic 5.2. Visually, engines that ran the Motronic 5.2 could be identified on account of their separate airbox inlet pipes whereas the 2.7 system employed a combined central pipe.
At the same time, a new exhaust system was fitted and the original three-spoke steering wheel was switched to a four-spoke item complete with airbag. A passenger airbag was also now fitted.
F1 Gearbox
At the Frankfurt Motor Show in September 1997, Ferrari introduced a new F1 gearbox option. It comprised a manual gearbox with conventional clutch that was electro-hydraulically operated by shift paddles behind the steering wheel.
The F1 system offered a choice of Sport and Touring settings, the former of which had shift times of just 150 milliseconds. There was also a fully automatic mode.
Cars equipped as such officially dropped the ‘F’ prefix and were known simply as 355. The oil pressure gauge normally located between the speedometer and rev counter was moved to the centre console where it replaced the oil temperature read out. In its place was a new digital indicator that informed the driver which gear was selected.
Serie Fiorano
To replace the F355, Ferrari launched the 360 Modena at the Geneva Motor Show in March 1999. Alongside the exciting new 360 a run-out iteration of the F355 Spider was also introduced.
Dubbed Serie Fiorano, these last-of-the-line F355s were loaded with options to include the Fiorano handling pack, Scuderia Ferrari wing shields, a Challenge rear grille and the carbonfibre interior pack that featured carbon inserts for the centre console, door sills and paddle shifters.
Special equipment included a quicker steering rack from the 355 Competizione and engine software that was re-mapped for more a little more power and torque.
Although Ferrari planned to build 100 examples of the Series Fiorano, 104 were reputedly completed.
End of Production
Production of Berlinetta and GTS iterations of the F355 continued until mid 1999. Spider assembly lasted a few months longer.
By the time production ended, Ferrari had completed 11,206 examples across the three different body styles.
This figure comprised 4915 Berlinettas (with 496 in right-hand drive), 2577 GTS (with 434 in right-hand drive) and 3714 Spiders (with 454 in right-hand drive).
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
