From the November 1999 issue of Car and Driver.

While most Ferrari enthusiasts praised our initial review of the 360 Modena from the July 1999 edition, a number of readers correctly noted the absence of key metrics like skidpad grip, noise levels, and maximum velocity.

Those who followed editor Csere's account closely knew that the Italian testing - performed under tight deadlines on Fiorano's main straight, using gear hauled from across the ocean, on a track nearly slick from approaching rain - fell short of optimal standards.

To advance scientific rigor, we carved out time amid our busy calendar to summon a Modena to our Hogback Road facility for a comprehensive evaluation. Such sacrifices we make for our audience! Gratitude accepted anytime.

The car barely paused in motion before passing between staff members during its stay. Viewed from every perspective, this machine exudes striking beauty, rivaling the most alluring Ferraris of recent decades.

Its elegance was marred solely by the oversized yellow Ferrari decal affixed to the front fenders - a superfluous mark that suits only imitation exotics like modified Pontiac Fieros. We pondered how swiftly overeager fans with blades might peel it away. No appreciation needed; vehicles of this caliber bring ample concerns already.

On public roads, the Modena proves remarkably refined, hushed like a luxury sedan below 4000 rpm. Beyond that threshold, a ferocious, tearing howl erupts, surging to and beyond 8000 rpm in near ear-splitting intensity. Inside, the symphony captivates; externally, it carries a rough, almost guttural edge. 'Wow,' remarked a bystander, 'reminiscent of my unmuffled RX-7.' Fair enough. Lacking the F355's silken melody, it nonetheless grips with raw allure. The F1 paddle shifters sit at 9 and 3 o'clock positions aft of the wheel rim. A prominent console button enables full automatic mode, invoked solely in gridlock. We'd wager you'd follow suit. Reverse engages via a delicate T-handle lifted from the console center and pulled back. Charming touch.

The cabin achieves comfort surpassing the F355 yet akin to the upscale Maranello, mirroring its wind-tunnel-shaped design. Entry and exit flow smoothly, seats support extended journeys, controls fall intuitively to hand, instruments scan clearly - save the digital fuel readout obscured under the tachometer. At our test unit's 14-mpg average, a traditional analog display would prove invaluable. Though not a hauler, it accommodates weekend gear, with space astern the seats for soft bags.

HIGHS: Ferocious engine roar, accommodating cabin, exquisite engineering, exhilarating acceleration.

Performance aligned closely with our July subject. This example lagged marginally - likely from its mere 300-mile odometer at test time - and showers blocked a follow-up run. The 395-hp V-8 hit 0-60 mph in 4.5 seconds, trailing the Italian car's 4.4 by a tenth yet outpacing the heavier 375-hp F355 F1 (4.9 seconds) from our 1998 trial. Quarter-mile clocked 13.0 seconds at 112 mph, off by a tenth and 1 mph. Braking excelled at 159 feet from 70 mph versus 173.

Skidpad yielded 0.96 g (untested abroad); the 1998 F355 F1 notched 0.97 g on Pirelli P Zero Direzionale tires (225/40ZR-18 front, 265/40ZR-18 rear). Our Michigan Modena ran Goodyear Eagle F1 GS Fiorano rubber (215/45ZR-18 front, 275/40ZR-18 rear), as did the Italian Pirelli-shod unit - accounting for minor variances.

LOWS: Paddle-shift delays and jolts, convoluted startup sequence, garish fender emblem evokes aftermarket tackiness, costs demand jackpot fortune.

Both achieved redline-capped 173 mph effortlessly. At high triple digits, front-end lightness emerges but stability holds. Steering slices keenly, corner entry anticipates thoughts. Only at absolute edges does understeer surface; beyond, the tail steps out. At 3241 pounds, far from featherweight, it dances lighter than figures imply - and 60 pounds trimmer than the F355 despite greater size. Ride quality absorbed all but Detroit's harshest bumps acceptably.

Two issues truly irked. Echoing counterpoints, manual shifts hesitated before jerking into gear. Absent from Csere's Italian notes or prior F1 boxes, our unit likely needed calibration. Most prefer the $10,000-cheaper six-speed stick.

Startup and launch added needless fuss. Key fob unlocks grants 15 seconds to fire or alarm locks out. Gear selection demands brake and closed doors. Yet twice staffers battled refusals across engine/door/brake states. Once stuck in reverse, it then accepted forward flawlessly for 60 miles. Interlock glitches seem probable - dealer fix routine.

Our sole recurring gripe mirrors all fresh Ferraris: inaccessibility sans sweepstakes aid. Could tonight's lotto yield $154,429 post-taxes?

VERDICT: Purebred excellence, minus neurotic temperament - a resounding win.

Counterpoints

Language fails to capture the shiver from dropping the 360's window to that seismic engine wail beside my ear. Dizzying bliss. I'd mortgage my home for one. Faultless save non-rotating shift paddles. Seating ideal, visibility broad, chassis solid sans vibes. Best auto 'box extant, yet I'd take manual for heel-toe downshift joy. Enviable if yours. -Larry Webster

Ferrari deserves props for piping F1 wizardry to affluent buyers of this stunning beast. The new F1 unit shines conceptually. Execution lags: upshifts dawdle then slam home - paddles or auto alike. Pause-thud! Progress stalls, focus fractures. Advice: manual gearbox saves $10,070 and headaches. -Tony Swan

Sure, potent soundtrack. Yet F355's WOT aria rang purer, siren-smooth versus 360's raspy strain - less exotic-distinct. F355 F1 shifted snappier too. Superior chassis and seduction boost it, but uplift over predecessor feels modest. -Don Schroeder

Specifications

Specifications

2000 Ferrari Modena F1
Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe

PRICE
Base/As Tested: $154,429/$154,429

ENGINE
DOHC 32-valve V-8, aluminum block and heads, port fuel injection
Displacement: 219 in³, 3586 cm³
Power: 395 hp @ 8500 rpm
Torque: 275 lb-ft @ 4750 rpm

TRANSMISSION
6-speed manual with automatic shifting and clutch

CHASSIS
Suspension, F/R: control arms/control arms
Brakes, F/R: 13.0-in vented, cross-drilled disc/13.0-in vented, cross-drilled disc
Tires: Goodyear Eagle F1 GS Fiorano
F: 215/45ZR-18
R: 275/40ZR-18

DIMENSIONS
Wheelbase: 102.4 in
Length: 176.3 in
Width: 75.7 in
Height: 47.8 in
Passenger Volume: 52 ft³
Cargo Volume: 8 ft³
Curb Weight: 3241 lb

C/D TEST RESULTS
60 mph: 4.5 sec
100 mph: 10.5 sec
1/4-Mile: 13.0 sec @ 112 mph
130 mph: 17.9 sec
150 mph: 27.1 sec
Rolling Start, 5–60 mph: 5.6 sec
Top Gear, 30–50 mph: 7.4 sec
Top Gear, 50–70 mph: 7.4 sec
Top Speed (redline ltd): 173 mph
Braking, 70–0 mph: 159 ft
Roadholding, 300-ft Skidpad: 0.96 g

Interior Sound
Idle: 54 dBA
Full Throttle: 90 dBA
70-mph Cruising: 77 dBA

C/D FUEL ECONOMY
Observed: 14 mpg

EPA FUEL ECONOMY
City/Highway: 11/16 mpg

C/D TESTING EXPLAINED