This new chassis was developed not just for the 360 but for the F60, which debuts in 2002.  Like all other car manufacturers, even Ferrari has to save costs by reducing the number of platforms it uses.  It previously had three-one for the 355, a second for the 456M and Maranello, and a third for the F50.   That this new chassis is worthy of the future F60 should vouch for its strength and stability.

Brakes are bigger than ever at all four corners.  They're visible through the five spokes of the 18-inch wheels.  Tires are 215/45 ZR18 front and 275/40 ZR18 rear.  The fronts are narrower than the 355's, for improved steering feel. Suspension is double-wishbone at all four corners, with some unique mounting choices.  At the front, the upper wishbones are mounted well aft of the lower ones, apparently for better control.  The suspension components are also aluminum to reduce unsprung weight.

This car is still not a lightweight, though-it weighs in a 1390 kg., about the same as a Honda Accord.  I suppose this is due to all the comfort and convenience features that are standard, as well as the necessary safety equipment. But the new car is 80 kg lighter than a 355, despite the increase in size in all directions.

The increase in dimensions is mainly to the benefit of interior space.  Ferrari's F1 Technical Director Ross Brawn found out for himself when he tried the car.   Not a height-challenged man, Brawn was pleasantly surprised to find sufficient headroom in the  Modena.  He can probably requisition one to replace his current company car-a 550 Maranello.

Aluminum is also the theme of the interior.  It's seen on the door, on the facia surrounding the stereo, and on the center console.  Even the panel surrounding the instruments and the driver's pedals are made of the metal. The rest is crafted from leather. Strangely, the passenger, too, gets an aluminum plate, presumably to brace against while the driver engages in some high-g braking.  The seats are larger and more comfortable and storage space abounds-you can even strap a full set of golf clubs to the rear shelf!

Early drives have proven the car quicker than the 355. 0 to 100 km/h takes only 4.5 seconds, while you'll need only 23 seconds for a standing kilometer.  Top speed is around 295 km/h.  More importantly, the 360 attains those performance figures while still being quite driveable. While the 355 has very high capabilities, it has been known to be recalcitrant when near the limit.  Drive a 355 like Xenia Onatopp in Goldeneye, and you might spin, too.  The 360 is considerably smoother and more controllable even when driven as fast as it can go. 

The new 360 Modena's chassis wasn't just developed for this car, but will be used for future Ferraris, like the F60 in 2002 as well.
The increase in dimensions is to increase interior room.  Aluminum is also the theme of the interior, with lots of it at the center console and gear shift lever as well.
This baby will go from a standing start to 100 km/h in only 4.5 seconds!  However, more than straight line speed, the new 360 Modena is more stable and controllable at high speeds.