Perhaps the most engaging styling theme lies below a piece of glass integrated into the rear decklid itself. The Modena uses the engine and even some of the chassis rails as design elements, each a demonstration of the many artistic ways to cast, machine, and finish aluminum. Power comes from Ferrari's 3.6-liter cinquevalvole (five-valve/cylinder) V-8, and its 400-horsepower rating and wailing 8500-rpm redline are unchanged for Spider duty. Take your choice between a conventional six-speed manual or Ferrari's new-tech F1 sequential "paddle shifter" transmission. With its nigh-identical weight to the Modena, we've no reason to doubt its ability to rip off sub-4-second 0-60s.
The interior is also every bit as accommodating as the coupe's. Unlike the F355, which tends to be a bit cramped for tall drivers, this downright commodious cabin has proven a fine place to while away the hours and miles. And it's good to know that Ferrari's pipe benders, muffler makers, and aerodynamicists worked very hard at creating the balance of engine, intake, and exhaust sounds to give the Modena its ethereal scream-its voice is just that much better in top-down, Spider form.
Ferrari has yet to release prices for this 2001 model, but expect it to command about a $25K premium over the Modena's current $138,225 base; add yet another 10 grand if you want the F1 transmission. Is the 360 Spider worth it? Of course. A bargain, actually, when you consider the price premium that many classic Ferrari convertibles draw over their coupe counterparts. Final sales estimates also are yet to come, but Ferrari plans to bring just 900 or so 360 models to the U.S. next year, with perhaps 70 percent of those being Spiders. So with maybe 650 to go around, well-heeled Ferraristi are lining up already.
What? Already been through the sofa cushions? The wife gave away your baseball cards and stamps and didn't tell you? Well, there's always mowing lawns. Or perhaps a bake sale. Just do what it takes to get hold of a 360 Spider. It'll be worth it.
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