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    Fred74
    Dive with us into the authentic world of the Italian berlinetta that makes purists’ hearts race.
    @Fred74’s Ferrari 348 TB is, above all, a story of passion — sharp lines borrowed from the legendary Testarossa, paired with a mechanical simplicity and raw character that are utterly disarming. A car used on the road with love and precision, rekindling the pure joy of driving without electronic filters.
    Here, you won’t find abstract technical jargon: only sensations, deliberate choices from an experienced owner, and a genuine invitation to share your own story.
    Ready to experience the soul of Ferrari through the 348? Let’s go.
     

     
     
    Specifications - Ferrari 348 TB
    Years: 1989 – 1993
    Production: 8,800 units
    Engine: 3.4L V8 (3,405 cc), 32 valves
    Transmission: 5-speed manual
    Max power: 300 hp @ 7,200 rpm
    Max torque: 324 Nm @ 4,200 rpm
    Curb weight: 1,393 kg
    Top speed: 275 km/h0–100 km/h: 5.6 s
     
    @Franck: Can you briefly tell us about your automotive journey and why you chose the Ferrari 348?
    @Fred74: Since childhood, I’ve always been passionate about the automotive world. As a teenager, I couldn’t wait to get my license so that one day I could own the most beautiful cars.
     
    At 18, after saving some money from my first job, I decided to buy my first new car at age 20: a Volkswagen Scirocco, later tuned by ABT. A small German sports car while waiting for something better. To this day, it’s the only sporty car I owned before Ferrari.
     
    Life led me to buy cars for daily use, as I didn’t have the budget for more exclusive ones. But I’ve always been passionate about the Prancing Horse, thanks to my father who passed down a little of his love for the brand. I also grew up during Ferrari and Michael Schumacher’s Formula 1 world titles. So, I always dreamed of owning a Ferrari!
     
    When I was a kid in the early ‘90s, living near the Swiss border, I vividly remember seeing a magnificent Ferrari Testarossa in the streets of Geneva. That was the moment I fell in love with Ferrari. I still recall the incredible sound of its V12. From that day on, I’ve loved the Testarossa line, carried through to the 348, the 512…
     
    Even today, I prefer those models compared to modern Ferraris. The 80s and 90s Ferraris give you goosebumps with their sound — they truly live — and that’s why I prefer them.
     
    Why the 348? They call it the “baby Testarossa” — and it’s true. The lines are very similar, and I’ve always loved it. Of course, I would have preferred a Testarossa or 512 TR, but when it came time to buy, the wallet spoke — the 348 was far more affordable.
     

    @Franck: What were your criteria when buying your 348, and how did you find it?
    @Fred74: My criteria were simple:
    A red 348 because for me, a Ferrari must be red! Yellow is acceptable too.
    Side skirts painted red — purely a matter of taste, but I find it looks much better this way.
    A car with solid maintenance history. Unlike some owners, I wasn’t afraid of mileage. To me, a car with kilometers on it is one that runs, and you’re less likely to face hidden issues.
     
    I found my car on Leboncoin and bought it from a garage in Saint-Étienne. The manager showed me its history, was fully transparent, and when he started it up for a road test, the stainless-steel exhaust note sealed the deal. I said, “I’ll take it,” without even driving it.
     

    @Franck: What advice would you give someone looking to buy a Ferrari 348 today?
    @Fred74: It’s a raw, masculine car that doesn’t go unnoticed, with high running costs. This isn’t just any sports car — you have to think carefully before buying.
     
    But if you’re a true enthusiast, don’t hesitate — go for it! It delivers unmatched driving pleasure. Be patient and determined to find your dream example. You’ll need to dig online, but at some point, you have to pull the trigger. Perfect cars don’t exist!
     
    As I said, it’s a 35-year-old model, so maintenance history must be impeccable. Don’t obsess over mileage: mine has nearly 102,000 km today and runs like clockwork. On the Ferrarista forum, you’ll find all the known strengths and weaknesses of the 348 TB, so read thoroughly and ask other owners questions.
    @Franck: What impressed you most about owning the 348, compared to your previous cars?
    @Fred74: That’s a tough one, because before the 348 I only had one sporty car, and going from Volkswagen to Ferrari is like changing planets.
    I’ve since driven several prestigious cars, both on road and track, including Ferraris like the F430, 458, 488… but for me, nothing beats the Ferrari 348. It’s sensational, and mine has an extraordinary sound thanks to a Nouvalari stainless exhaust.
     
    The driving pleasure is unmatched! Even today, I prefer driving the 348 over a Ferrari F8, despite the F8 having more than double the power. The 348, with no driving aids, is simply way more fun.
     

    @Franck: Can you tell us about the typical costs of owning a Ferrari 348 (insurance, annual maintenance, major service, unexpected repairs, etc.)?
    @Fred74: Insurance isn’t huge compared to modern Ferraris with far more power. For this 300 hp classic, I pay between €100–150/month (with a 50% malus), which is reasonable provided you have it appraised every 2–3 years. Classic car insurance relies on “repair packages,” so the appraisal is crucial.
     
    Maintenance, though, is the weak point of the 348. Costs are high for a car this age. I work in construction and don’t have mechanical skills, so I outsource everything to a specialist in prestige cars. I usually schedule servicing and repairs in winter, since he often works with race teams during the year.
     
    On a Ferrari, every part is expensive, especially if you want to keep it in concours condition. On a 1990 car, there’s always something to fix: mechanical, bodywork, or interior (plastics often wear out).
    Annual upkeep costs me around €4,000–5,000, and a major service with timing belt replacement hits €10,000.
     
    I’ve owned it for almost 4 years, and so far I’ve spent about €22,000 on maintenance (mechanical, bodywork, and interior). Surprises? With old cars there are always some, but I’ve been lucky not to face anything serious.
     

    @Franck: In your opinion, what are the key points to watch for long-term with a Ferrari 348?
    @Fred74:  Nothing specific really. It’s a reliable car if properly maintained. You won’t get nasty surprises, apart from replacing parts worn by time.
    @Franck: Would you do it all again?
    @Fred74: Absolutely. I have no regrets. It’s true that I’m not a wealthy Ferrari owner — I work hard every day to pay for it. I sacrifice quite a few things, but it all fades away once I’m behind the wheel.
     

    @Franck: How do you use Ferrarista in your ownership journey? What does the community bring you?
    @Fred74: I discovered Ferrarista after buying the 348. I was immediately drawn to the club’s simplicity: here, only the love of Ferrari matters. Whether you’re a big CEO with the latest hypercar or a modest owner with an “entry-level” Ferrari, everyone is equal. That’s what Ferrarista is all about.
     
    The forum is packed with essential information about every model, full of little tips that really help us day-to-day, especially with older cars.
     
    Thanks to this club, I’ve realized my dream of joining countless extraordinary gatherings — like the 500 Ferraris Against Cancer at the Vigeant circuit, and above all the Annual Ferrarista Meeting, where you meet incredible people and see exceptional Ferraris.
     
    @Franck: A huge thank you to @Fred74 for sharing his Ferrari 348 TB experience with such detail and honesty. These owner stories are invaluable: they expand our knowledge, strengthen our bonds, and remind us that behind every Ferrari lies a unique story.
     
    👉 Now it’s your turn: what do you think of the 348 TB? Have you driven one, or dreamed of adding it to your garage?
    Ask questions, share your stories and opinions: the more we exchange, the more Ferrari passion lives and grows together. ❤️
    LINO27
    All-aluminium chassis, a melodious naturally aspirated V8, razor-sharp handling, and timeless Pininfarina lines — the Ferrari 360 Modena captivates with its precision driving, lightness, remarkable reliability, and true versatility.
    But what can you really expect from a Ferrari 360 Modena that’s now over 20 years old?
    What should you watch out for when buying one?
    What budget should you plan for to enjoy the Ferrari legend with peace of mind?
    And what tangible pleasures await you as the miles roll by?
    @LINO27 shares here, with no sugar-coating, his years of ownership experience to guide anyone considering taking the leap — fully informed and with eyes wide open.
     

     
    Specifications
    Years: 1999–2005  Engine: 3.6L V8, 40 valves Transmission: 6-speed manual or F1 sequential automated manual
    Maximum power: 400 hp at 8,500 rpm Maximum torque: 373 Nm at 4,750 rpm
    Curb weight: 1,290 kg Top speed: 295 km/h (183 mph) Acceleration: 0 to 100 km/h in 4.5 seconds
     
    @Franck: Quickly, can you tell us about your automotive background and why you chose the Ferrari 360 Modena?
     
    @LINO27: After getting my driver’s license at 18, I started with a Peugeot 204, then moved on to Alfa Sprint and Sprint Veloce, a Lancia Beta Coupé, an Alpine A310 V6, and finally, in 2001, the realization of a dream — my Ferrari 308 GTB! A unique configuration and, in my opinion, still the most beautiful Ferrari ever made, even today. Sadly, after 13 years together, a stupid accident took it from me for good. It was declared beyond repair.
     
    The Ferrari 360 Modena hadn’t particularly appealed to me when it was first unveiled. But while attending the “500 Ferraris Against Cancer” event at Le Vigeant every year, I began to see in it the genes of the magnificent Dino 246. It was time to move on, to start another chapter… From that moment, I began looking for a 6-speed manual Ferrari 360 Modena.
     
    The first one I went to see was in the Netherlands. I instantly fell under the spell of its sound — and it had a Capristo exhaust! Just 29,000 km, but there were things in its history that bothered me, and during the test drive, I realized you could very quickly hit 200 km/h. So I thought, why not try an F1 gearbox? I went on to see two other 360 Modena F1s, but their condition wasn’t great. However, my choice was clear: it would definitely be a Ferrari 360 Modena!
     

     
    @Franck: What were your criteria when buying a Ferrari 360 Modena, and how did you end up finding yours?
     
    @LINO27: I set my criteria: I wanted Rosso paint, Challenge grille, Scuderia shields, and a black interior. I found one on Le Bon Coin that matched — 39,000 km — and, by chance, it was owned by a forum member, @soprano26! We exchanged many emails at first, then phone calls. It was a second-owner car, originally from Italy. I personally checked its history in Italy, and then with Ferrari France. Everything matched up perfectly. Train ticket in hand, I headed for the Drôme region!
     
    The deal was done that day, and the return trip was far more pleasant than the journey there! I was now the proud owner of my Ferrari 360 Modena F1, exactly as I wanted it, and even with the bonus of Rosso brake calipers! It even had the battery maintainer plug in the front trunk compartment! Complete with all original equipment! The only things missing were the flashlight and the car cover. I quickly took care of that, adding seat and steering wheel covers as well. Today, it’s truly complete and matches its original factory spec — except for the leather luggage set!
     
    @Franck: What advice would you give to someone looking to buy one today?
     
    @LINO27: Patience and determination — you need to go and see a few! But at some point, you have to make a decision. Perfect cars don’t exist, unless you buy them new! And in any case, these cars now tend to have higher mileage than before.
     
    I also think it’s really important to find one that matches your preferred configuration. On our forum, all the strengths and weaknesses of this beautiful Ferrari are well known, so don’t hesitate to browse the discussions and send private messages to current owners.
     

     
    @Franck: What has impressed you the most about your Ferrari 360 Modena in use, compared to your previous cars?
     
    @LINO27: In daily use, for me, it’s the mesmerizing, beautiful sound. I’m hesitating about changing my muffler for a Capristo Twin Sound or a Kline! I’d be happy to hear your opinions — in any case, I don’t want to lose the very high-pitched, metallic, and strident tones of the stock exhaust! On the other hand, I find it too understeery — though my 308 was the same. Maybe it’s an intentional factory setup? And the braking feels a bit weak, with poor pedal feedback. I also think it has too much body roll, although it remains quick to react. I believe it’s also very sensitive to tire pressures and quality.
     
    Behind the wheel, you need to stay fairly relaxed but focused! The steering is quite communicative. Beyond that, it’s pure joy! Compared to my previous cars, it’s obviously in another league — much more modern, much more powerful! I also love just looking at it while it’s parked, sitting behind the wheel, and telling myself again, “What a privilege!”
     
    @Franck: Can you tell us about the running costs of a Ferrari 360 Modena for normal use (insurance, annual maintenance, major service, unexpected expenses, etc.)?
     
    @LINO27: For costs, I think I average about €500 per month (regular servicing, major services, tires, insurance, and fuel).
     
    @Franck: In your opinion, what are the long-term points to watch out for on a Ferrari 360 Modena?
     
    @LINO27: No particular points to watch for. I had all the suspension rebuilt at 53,000 km, and during the last major service at Ferrari Le Mans, they also replaced all the intake gaskets as a precaution, along with the lambda sensors, ignition coils, and the charcoal canister.
     
    For major servicing, I now go to Ferrari in Le Mans, as I’ve been disappointed by too many so-called specialists with big reputations. But everyone has their own experiences and point of view.
     
    I have no major issues to report — I think that if maintenance is kept up to schedule, the car doesn’t suffer from any significant problems!
     

     
    @Franck: And if you had to do it all over again?
     
    @LINO27: If I had to do it all over again, I’d do it without hesitation! Just for its lines, which are aging quite well — very well, even! And for its sound! I find it more harmonious than its successor, the Ferrari F430, even if in terms of performance it’s obviously behind.
     
    @Franck: How do you use Ferrarista in connection with your experience with your Ferrari?
     
    @LINO27: I joined at the time thanks to a friend, then I met @Franck and we hit it off during the annual charity rides in Le Havre. After a few small outings, one thing led to another, and I started posting a few sketches on the site and developed friendships with certain members who will recognize themselves if they read this post.
     

     
    @Franck: What does the Ferrarista.club community bring you?
     
    @LINO27: There are always interesting posts for every section, every model… Each member brings their own contribution, knowledge, and experience — a much-appreciated place of sharing for the passionate enthusiasts we are. We even have our own F1 championship!
    I’d like to take advantage of this article to thank many of you — though this list is far from complete!
     
    @camille, for the exhibition at the Château de Taulane, @tifosi101 for all our warm exchanges, @houston, and of course the Squadra des Bretzels. Then Jérôme @Bagnaud, for the trust you gave me in creating the rally plates!
     
    And finally, to Franck and Isabelle, @Stradale56 (kani56), for their generosity and sharing — all with extraordinary simplicity!
     
    Thank you, @Franck, for creating this wonderful place for exchange!
    I look forward to seeing you all again soon!
     
    ---------------------------------
     
    A huge thank you to @LINO27 for this authentic and valuable sharing of experience with his Ferrari 360 Modena.

    Your opinions, anecdotes, or questions are very welcome! Don’t hesitate to comment to enrich the discussion, share your owner’s perspective, or ask about maintenance, budget, or driving sensations.
    The more we exchange as enthusiasts, the further we advance together in knowledge and the joy of Ferrari. The floor is yours!
     
    If you enjoyed this article, you’ll also like:
    - Long-term test: Ferrari 550 Maranello by Loli
    - The ultimate guide to Ferrari 360 Modena options and versions
    - How I found and restored my registered Ferrari F355 Challenge
    - Long term test: Ferrari 328 GTS by anto328GTS44
    ToniBleu TDF
    Produced between 2017 and 2024, the Ferrari 812 Superfast replaced the Ferrari F12 Berlinetta, adopting the rear-wheel steering system from the Ferrari F12 TDF for greater agility. This very recent Ferrari is equipped with the brand’s wonderful V12 engine, delivering 800 horsepower! A true dream car, but what should you know before considering buying one? What can you expect in daily use? What should you look out for when purchasing? What are the associated running costs? @ToniBleu TDF shares his experience here with his magnificent Blu Tour de France Ferrari 812 Superfast
     

     
    Specifications
    Years: 2017–2024  Engine: V12, 48 valves Transmission: 7-speed automated
    Maximum power: 800 hp at 8,500 rpm Maximum torque: 718 Nm at 7,000 rpm
    Curb weight: 1,705 kg Top speed: 340 km/h - Acceleration: 0–100 km/h in 2.9 seconds
     
    @Franck: What is, briefly, your automotive background and why did you choose the Ferrari 812 Superfast?
    @ToniBleu TDF: A father who was an automobile importer and owned a garage.
    An uncle who was a rally driver taught me to drive at the age of 12… on a Fiat 125 with dual Weber carburetors, producing 200 hp and equipped with a limited-slip differential. At the time, it was revolutionary.
    Since it was his rally car, the driver’s Recaro seat was welded to the chassis. My uncle was 1.80 meters tall, so I had to drive standing up! Those were the good old days…

    @Franck: What were your criteria for buying a Ferrari 812 Superfast and how did you manage to find your example?
    @ToniBleu TDF: For my first Ferrari, I always wanted a V12, preferably in blue. As soon as I saw this one, I started negotiating.
    It lasted 15 days, with a constant fear (relatively speaking) that another buyer would get it before me.
     

     
    @Franck: What advice would you give to someone looking to buy one today?
    @ToniBleu TDF: Don’t worry about the mileage if the car has a clear and well-documented service history.
    It should be uninterrupted and regular—not a single service should be missing.
    Of course, having a stamped service book, always maintained at an official Ferrari dealership, with one or two years of warranty, is a real plus.
    A V12 like this can take its owner very far, indeed.
    I have a friend who owns a 550 Maranello with 180,000 kilometers.
    Obviously, this isn’t a car for trackdays.

    @Franck: What stood out to you the most about your Ferrari 812 Superfast in everyday use compared to your previous cars?
    @ToniBleu TDF: From my very first trip from Paris to Biarritz (800 kilometers), what struck me the most was the comfort I felt after 8–9 hours behind the wheel. I got out without any back pain or headache.
    It’s very smooth, even on small roads. There’s a real sense of calm inside.
    But be careful: as soon as you take it above 3,800–4,000 rpm, it’s like 800 thoroughbreds tearing you off the tarmac!
    A big plus is the trunk, which served as my wife’s dressing room for four years!

    @Franck: Can you tell us about the costs involved in the normal use of a Ferrari 812 Superfast (insurance, annual maintenance, major service, unexpected expenses, etc.)?
    @ToniBleu TDF: My Ferrari 812 Superfast benefited from the 7-year maintenance program, so I don’t know the cost of a major service since I sold it before the end of the term.
    Before picking it up from Ferrari, I had a PPF (paint protection film) applied to protect the bodywork and headlights. This is something you should do without hesitation, even though the cost is very high for a job well done.
    This film saved me several times, as I noticed that the vortex around the car blows gravel and other debris onto the rear fenders and the diffuser.
    Above 50 km/h, a single stone chip on our beautiful paintwork is unforgiving.
    For a stone chip, repainting a rear fender in Blu TDF at Lecoq costs at least €5,500, and for the front hood with the tricolor stripes, it’s €12,000. The calculation is quick.
    As for fully comprehensive insurance with unlimited mileage for a car over five years old, I paid less than €1,800, which I find very reasonable for this type of car.
    I replaced my original Pirellis with four Michelins for €2,200–2,300 at Fiorano Racing, while dealers were asking €5,800!

    @Franck: What, in your opinion, are the points to watch out for on a Ferrari 812 Superfast over the long term?
    @ToniBleu TDF: According to some dealers, you need to keep an eye on the gearbox because, if it fails, you’re looking at around €25,000 to €30,000 for a replacement. But since I’m not hard on the car, it wasn’t an issue for me. I can’t say more about it—I’m very, maybe even too, careful with my cars. Also, keep an eye on the brake discs, but since I don’t drive aggressively, I don’t worry about that!

    @Franck: And if you had to do it all over again?
    @ToniBleu TDF: I would get another one without hesitation—in fact, when my back allows, I’ll get a Ferrari 812 GTS.
     


    @Franck: How do you use Ferrarista.club for your experience with your Ferrari?
    @ToniBleu TDF: I regularly check the sales section, the events section, and the section about my car—so right now, the one about the Ferrari 296.
     

     
    @Franck: What does the Ferrarista.club community bring you?
    @ToniBleu TDF: The sharing of experiences, the trips, and the meetings.
     
    A huge THANK YOU to @ToniBleu TDF for this detailed, long-term feedback as an owner of the Ferrari 812 Superfast!
    If you also own this model, do you see any other interesting points to add for those interested in the Ferrari 812 Superfast?
    If you’re interested in this model, what else would you like to know?
     

     
    If you liked this article, you mmight also like:
    - Long-term test: Ferrari 550 Maranello by Loli
    - Long-term tests: Ferrari 612 Scaglietti by Thunder49
    - Long term test: Ferrari F12 Berlinetta by geo27
    loli
    What is the Ferrari today with the legendary V12 front end, the sensations provided by the famous H-shaped grille of its manual gearbox, and modern enough to take you on long journeys with complete peace of mind? All while remaining relatively accessible. The Ferrari 550 Maranello received much praise in the 2000s.

    What do you need to know before buying one? How do you choose the right one? What should you look out for? What are the running costs? @loli has the benefit of his experience as a Ferrari 550 Maranello owner to tell you about all the aspects of the experience behind the wheel of this highly desirable Ferrari.
     

     
    Specifications
    Model years:  1996-2002  Engine:  V12 48s Transmission : Manual with 6 gears
    Maximum power: 485 ch at 7 000 rpm Maximum torque:  570 Nm at 5 000 rpm
    Kerb weight: 1 825 kg Top speed: 312 km/h Acceleration : 4.4 s from 0 to 100 km/h
     
    @Franck: Briefly, what is your automotive background and why did you choose the Ferrari 550 Maranello?
     
    @loli: I've always driven rather large Mercedes cars.
    I still own several to this day (500E, SL500, AMG GTS, S63).
     
    My first "sports" car was a Porsche 993 (which I still own, by the way), bought 13 or 14 years ago.
    I've always dreamed of a Ferrari 512 TR, but six years ago it wasn't within my reach.
    My criteria was to have a V12 with the famous H-shaped grille.
    All this within a relatively modest budget (a different era...).
     
    To be honest, I'm not a great expert on the brand, but the further I progressed with my project, the more the beauty of the Ferrari 550 Maranello became apparent to me.
    His media appearances (the film Bad Boys or the fact that my idol Schumacher owned one) may also have contributed to this.
     


    @Franck: What were your criteria for purchasing a Ferrari 550 Maranello and how did you manage to find your copy?
     
    @loli: Like most first-time buyers, owning a Ferrari worried me a little about the running costs such a car could generate.
    My main criteria were a clear history, quality follow-up, and, if possible, a major service performed close to the sale.
     
    I found my car on Ferrarista.club!
    I had signed up to get some information, and a dealer in my area contacted me.
    After the test drive, I was hooked.
     
    @Franck: What advice would you give to someone looking to buy one today?
     
    @loli: To go for it because it's truly a very endearing car.
    It's very subjective, but I find it beautiful like a classic and drivable like the modern car it is.
    There's a real gap between the 512 and the 550 in terms of practicality and driving pleasure.
    The V12 is a true marvel, even if the stock exhaust makes it a bit sluggish.
     
    I would also advise not to focus on the mileage.
    The engine is very robust, and it's better to have a car that's driven regularly than a garage queen.
     
    But that's a very personal opinion; I buy my cars to drive them, not to speculate on them.
     


    @Franck: What struck you most about your Ferrari 550 Maranello during your time in use?
     
    @loli: This car's presence on the road and its poise in traffic.
     
    For me, it's the perfect embodiment of the GT.
    A long-distance tourer that allows you to travel quickly and for long periods with a certain style.
     
    I mainly take long trips in it.
    Several trips to Italy (Tuscany, Umbria, Como, Liguria, etc.) and France.
    And each time, it's a real pleasure to travel in a Maranello.
     
    @Franck: Compared to your previous cars?
     
    @loli: The engine's character, its length, the pleasantness of the 6-speed gearbox.
    In short, everything that makes a Ferrari a truly unique car.
     
    And of course, people's opinions, even if they've always been kind.
    It's a little-known car, which raises questions.
     
    And its color makes it more "all-purpose."
     


    @Franck: Can you tell us about the costs involved in normal use of a Ferrari 550 Maranello (insurance, annual maintenance, major overhaul, unforeseen events, etc.)?
     
    @loli: To be honest, I'm anything but an accountant.
    When it's necessary, I do it and don't necessarily keep track of the detailed prices for servicing.
     
    Except for the last one, because I just received the invoice.
    €4,800 for the major service (all belts, filters, spark plugs, etc.), obviously done by an independent dealer, but that seems very reasonable to me.
    Especially since it costs €2,000 worth of original parts.
     
    In any case, I don't get the impression it's costing me more over time than the 993.
     
    I think the insurance is around €1,000.
     
    The 18-inch tires are quite affordable compared to modern ones, and that's a nice surprise.
     
    What surprised me most was the fuel consumption—a real pitfall!
    At first, I calculated to get an idea, and I think it's rarely less than 20 liters per 100 km.
    Fortunately, the huge tank allows for a comfortable range.
     
    In the unlikely event of an accident, I had the air conditioning compressor (covered under warranty) and the shock absorbers replaced.
    I was able to have them reconditioned, as well as the associated electronics box.
     
    Because replacing everything with a new one was really expensive (I remember a quote of over €15,000).
     


    @Franck: What do you think are the points to watch out for on a Ferrari 550 Maranello over time?
     
    @loli: A bit like what I mentioned earlier.
    The suspension is, I think, a point of vigilance.
    Perhaps the clutch?
     
    But overall, it's a very reliable car, if properly maintained.

    @Franck: What if you had to do it again?
     
    @loli: I would definitely do it again.
    It's a car I bought somewhat by choice, and it ended up being a revelation.
     

     
    It's currently for sale on our forum, but the more I see it, the more I realize I might miss it.
    Link to the sale announcement:

    @Franck: How do you use Ferrarista.club to enhance your Ferrari experience? What does the Ferrarista community bring to you?
     
    @loli: At first, it was to research the models that interest me.
    But since the outings with the club, it's been for the pleasure of reading with my friends.
     
    To be honest, I was a little skeptical about joining a Ferrari club.
    Afraid of finding myself among the ultra-rich, disdainful of young guys like me, passionate about who has the biggest car.
     
    But actually, not at all.
    It's all just a shared passion, and it's really great.
    I've made friends there, and that's ultimately what matters most.
     
    @Franck: A huge THANK YOU to @loli for all these very interesting details about your experience with your Ferrari 550 Maranello. A great help for anyone considering purchasing one.
    What other information would you like to know about the Ferrari 550 Maranello after reading this article?
    If you own, or have owned, a Ferrari 550 Maranello, what other information do you find interesting to provide to a potential buyer?
     
    If you liked this article, you might also like:
    - Long-term test: Zaz's Ferrari 599 GTB Fiorano
    - Long term test: Mika 348's Ferrari 512 TR
    - Long term test: Ferrari F12 Berlinetta by geo27
    cheki
    What should you do when a defective part on your Ferrari fails outside of the warranty? Buy the same part, with the same defects, and it will fail again? If not, what alternatives are available to you? Are they complicated to implement? Will you be able to make a financial difference? Without losing the authenticity of your Ferrari?
    @cheki's feedback on the Magneride shock absorbers on his Ferrari 599 GTB is very interesting and characteristic enough to provide you with concrete leads.
     

     
    What's the problem?
     
    When I came back to pick up my Ferrari 599 GTB after it had been inspected, the inspector told me, "It's perfect, super clean, there's just a little grease on the right front shock absorber body, but nothing majorly out of balance!"
    The poor guy must have seen my face turn pale, and despite his "No, nothing serious, eh! A slight leak to watch out for," the cause was clear to me: something had to be done.
    So, why act quickly?
     
    For two main reasons:
    - The first is obvious: there's no way I'm driving a 620-hp car with sub-optimal damping performance.
    The Ferrari 599 GTB is a rather wild car and doesn't cope well with somewhat vague suspension. So loose geometry, wooden tires, or leaky shock absorbers are out of the question!
    - The second reason is structural. The Ferrari 599 GTB has several flaws: the TFT screen, the radiators, the silent blocks... and the shock absorbers, among others!
    So rebuilding them means leaving behind, at least for a while, a problem endemic to the model.
    The decision was made to rebuild the two front shock absorbers because we always work in pairs.
     
    The three possible options
     
    Faced with this problem, three fairly simple options presented themselves to us:
     
    1. Replace with new Ferrari shock absorbers
    This first option was quickly ruled out, since, at €1,800 each, replacing the same defective parts was absolutely out of the question. The original shock absorbers age very poorly and end up leaking oil. I don't want to go back to parts that have, on the one hand, the same technical properties as the ones I had, and probably the same age (even if they are sometimes recent stock).
     
    2. Replace with non-OEM shock absorbers
    This second option was considered, but the loss of modulation with the driving modes was not an option. It's a bit like putting steel discs on cars that are CCM.
    A new option seems to have emerged via @simlewiking84 but it was a bit late for me.

    This is the German company Aerosus which offers new reinforced magnetic shock absorbers: https://aerosus.fr/fiorano/amortisseur-arriere-ferrari-599-gtb-fiorano.html
    @Fioranosoul&power implemented it on his Ferrari 599 GTB, at a cost of €2,500 from his specialist, labor included, for two shock absorbers and a 15-day turnaround time.
    It was an attractive solution, but I didn't have much perspective on it, and I had already checked off the third option in my head.
     

     
    3. Have our existing shock absorbers reconditioned
     
    So, the third option was chosen. Things quickly became simple: not a single French damping specialist was capable of reconditioning magnetic dampers. EUROFAC, Sachs, Performance, etc.: I called everyone, but no one wanted to get involved.
     
    So, following the advice and experience of @ladivademaranello26, but also @Driveandbirdie, @Tavutatete, and @BTX, I decided to contact Nagengast, a company specializing in the reconditioning of magnetic dampers in Poland.
     
    In Nagengast's case, they replace all the damaged seals that were causing the leak, the piston rods are reconditioned, the lower ball joints are replaced, and the dampers are refilled with new magnetic fluid, since the existing one has lost its properties.
    This is now a solution that is well-known and proven by many owners on Ferrarista and elsewhere.
     
    The replacement process
     
    I must say that contact with Nagengast was easy and straightforward; I only communicated with them by email. I asked for a quote, which was sent to me and which I accepted.
     
    I then took my car to my specialist (https://www.byff.fr/), who dismantled and shipped it. I took advantage of his vacation so he could keep my Ferrari 599 GTB, without the front wheel, in his workshop, without it bothering him.
     
    Once the package arrived in Poland, I received a very well-designed tracking link, with details of the progress of the work and the expected timeframe. I then received an email confirming the feasibility of the work and the start of the work.
     

     
    As promised, the work was completed two weeks later. I paid the invoice by bank transfer, and the package was then immediately shipped to my specialist. Upon receipt of the package, my professional confirmed that the work was very thorough, with the added bonus of replacing the ball joints included in the price, which wasn't originally planned.
     
    And yet, the operation was delicate since the shock absorbers were split in two for repair!
     
    Feelings after reassembly
     
    Reassembly was done properly (3 hours of disassembly/reassembly) and recovery was completed last week. The car definitely feels more sound, more directional, and more responsive.
    Rust from the road seems to be handled much better, and I find it dives less under braking, especially on uneven ground.
    Nothing to report yet, so I'll be able to be more definitive after the Spa-Classic breakaway scheduled for the end of May.
     
    In short, as you've probably gathered, so far so good.
    The only annoying thing is that the price has been increasing significantly over the past few months.
    I didn't pay the same price as my friends who had the procedure done recently, and the price I paid is probably already different as we speak.
    A bit like everything else, you might say...
     

     
    By the way, how much does it cost?
    Well, I paid €1,900 for the entire service, including labor (€1,600 for the shock absorbers alone), which is the price of a single shock absorber without labor at Ferrari.
    So, I'd say it's a good deal!
     
    Nagengast assures that his procedure strengthens the shock absorbers once they've been rebuilt. We'll see how they work; if the shock absorbers start having problems again in 40,000 kilometers, that's fine with me, and at that point, I'd definitely go outside the OEM to improve the car's overall handling.
     
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    geo27
    Is the Ferrari F12 Berlinetta simply the best Ferrari? It has everything: the legendary Ferrari V12, which could still express itself vocally, but also with its aggressiveness high in the revs. One of the latest designs signed with Pininfarina, and its beautiful Italian curves. A “reasonable” price, a modern and practical car. A sign that is unmistakable: in a current market at a standstill, where nothing is being sold, the Ferrari F12 Berlinettas are highly sought after.
    But how do you find a nice copy? What options are essential? What are the points to watch out for? What can you expect on a daily basis with a Ferrari F12 Berlinetta? What are the costs associated with its use? Many questions to which only an owner can give you reliable answers. He has nothing to sell you and he has lived with it every day for a long time.@geo27 details his history with his magnificent Ferrari F12 Berlinetta Nero Daytona.
     

     
    Specifications
    Model years: 2012-2017  Engine: V12 6,3l 48s Transmission: Sequential with 7 gears
    Maximum power: 740 ch at 8250 rpm Maximum torque: 690 Nm at 6,000 rpm
    Kerb weight: 1 525 kg Top speed: 340 km/h - Acceleration : 3.1 s from 0 to 100 km/h
     
    @Franck : What is your automotive background and why did you choose the Ferrari F12 Berlinetta?
     
    @geo27 : I have been passionate about cars since I was little because I often saw an E type Jaguar on my street when I went to primary school and this car fascinated me with its long hood. I have also followed F1 since 1974. And obviously, a big supporter of the (very?) bad faith of Scuderia Ferrari.
     
    My first car was a Renault 10 in 1979 with a blocked engine, paid 200 Frs. I had rebuilt her engine and she allowed me to get used to it with my 90 stuck behind it.
    Then Peugeot 104, 205, including a GTI 1.9 bought new in 88. Meanwhile, I bought a wreck of Triumph TR5 that I completely restored myself (except the bodywork/painting), I also got involved in the TR Register club for years. I kept it for 19 years, I always said I would only sell it for a Ferrari.
    At the same time, I had, among others, several BMWs (5..., including an M3 E92), and a 911 3.2.
     
    My first Ferrari was the F355 at the start of 2007, I have excellent memories of it. Finally the dream accomplished. I sold it in 2012 for a Ferrari 430 Scuderia. This almost new car (12,000 km) gave me a lot of pleasure behind the wheel. I tried the F12 Berlinetta when it was presented and I always said to myself that this car will be for my old days...
     

     
    @Franck : What were your criteria for purchasing a Ferrari F12 Berlinetta and how did you find this example?
     
    @geo27 : The Ferrari 430 scuderia had everything a fan of the brand could love. The stripped down side, extreme toy, absolute love on small roads and now a collector side which also makes it a good investment, But it is a car which had become tiring for me, almost boring on long journeys. The noise, the discomfort, the lack of storage, the stiff seats and the harnesses (I hate harnesses on the road...) mean that I got tired of it after more than 9 years in its company. In addition, I never felt comfortable with its braking.
     
    All the cars correspond to a moment in his life. When I was over sixty, I decided to change to an F12. Having had 2 reds, I didn't want any red (apart from Rosso Fuoco or Rosso Berlinetta). I wanted it with the power guarantee (so in the network), Daytona upholstery (no seat), necessarily with the lift (I used a board to get out and into my garage with the scud).
     
    Paradoxically, there are few French cars with a lift. I don't know if it was the dealers who did not force their hand on this option or if the French customers thought that the roads did not have speed bumps against the law? So I was looking especially in Germany and Italy where this option is very present.
     
    I missed a beautiful blue Pozzi in Milan by a few hours and ended up finding my 2015 Nero Daytona in Rome at Samocar. 26,000 km, Daytona upholstery, interior with carbon inserts, lift and 2-year power warranty. After a few phone calls to discuss the condition, I got in touch with Moteur et Sens to do the Scud/F12 deal. Everything went very well.
     

     
    @Franck : Immediately after purchase, what struck you the most behind the wheel of your Ferrari F12?
     
    @geo27 : Its 2 cars in one side: the big cat that purrs when you drive quietly, the soothing sound of the V12, a real joy,..
    And when you want to play, the fury at very high revs, a second push towards 5000 rpm which propels you with enjoyable force towards the red zone.
    The gearbox is ultra fast, the downshifts are done for pleasure, we have hair...
    We buy this car for the engine/transmission assembly and the great music that goes with it. It's fabulous. The rest is a bonus.
     
    In addition, personally, I found everything that the scud did not have. A soft suspension mode for bumpy roads. It is very effective,
    Room for storage in the passenger compartment and a more practical trunk. Cruise control to keep your license on the highway.
     
    In terms of behavior, I was afraid of feeling the weight coming from a lighter car but that's not the case. The steering is precise and direct with an excellent feeling, I was afraid that it would understeer too much, given its weight, but I don't think so. It is well balanced by its distribution of masses.
     
    Braking is excellent and calming compared to my previous one. I also use it a bit on the track and apart from being careful not to burn the brakes and my wallet (!), it behaves very well for fun.
     
    But we must not lose sight of the fact that it is a 740 hp monster; you must be careful on wet or bumpy roads. The main trap is to drive quietly in auto mode, to want to accelerate suddenly because the light turns orange (I know, you shouldn't, but hey...), the gearbox thinks you want to play, it engages one or 2 gears, and then, it's crazy... You always have to enter the speed by hand in this kind of situation or if you want to overtake in the wet. This helps avoid the surge of torque and too much retracted speed. I advise you to be careful while riding in wet mode when the weather is cold or wet to be safe.
     
    The tires must be in good condition too. After finishing the Pirellis that were fitted to the car when I bought it, switching to Michelin 4S changes the car and offers much better grip.
     
    Well, I hadn't said anything about it yet, but I find it very beautiful, one of the last to have the Pininfarina logo. I'm always charmed when I take off the tarpaulin to go for a walk. She has an incredible face and presence. My neighbor always tells me I have a Batmobile...
     

     
    @Franck : Can you tell us about the costs incurred for normal use of a Ferrari F12 (insurance, annual maintenance, major overhaul, unforeseen events, etc.)?
     
    @geo27 : I have done 14,000 km since purchasing it in 2021. The first service was still included in the 7-year maintenance program.
    Then I did another overhaul in the network at Lecoq to respect the terms of the power contract (€1740).
    In 2024, I returned to Fiorano, I have been loyal there since my F355 days.
    New battery (€440), and service with 4 new 4S tires (€3,784).
    For insurance, it’s roughly €1,600 per year with possible circuit use.
    I did not extend the power warranty.
     

     
    @Franck : And if you had to do it again, what would you change?
     
    @geo27 : Nothing…
    The F12 gives me a lot of pleasure.
    I have tried many others, I like the versatility and formidable efficiency of the 296, the ultra violent side of the SF90 but I don't see myself going back to a mid-engined Berlinette.
     
    I really like the Ferrari 812 GTS, a Ferrari V12 cab, it's exceptional, but I find that it's not worth the €250k asked for more than an F12.
    And I like the 12 Cilindri spider too. I'd like to try it on. But the prices are increasingly crazy and the penalty is very dissuasive (also in principle).
    Sound level, from what we see on the videos already published, it is much less good.
    The modern dream is the SP3, but I'm not playing the lottery.
    I'm going to keep my F12, I'm very happy with it.
     

     
    @Franck : How do you use Ferrarista for your experience with your Ferrari?
     
    @geo27 : I've been reading, collecting scale models and supporting the scuderia ever since I can remember. And I always dreamed of having a Ferrari one day. For a rital, it’s like a religion.
    I was on the French section of Fchat and it was while reading it that I decided to take the plunge. But apart from 2 or 3 still here, we hardly ever met. At the same time, there was also the EAP forum with which we could do outings but it was multi-brand. I like all cars but our favorite brand remains the main topic of discussion for me.
     
    I also knew Karim before the creation of Club Scuderia but who did not have a forum...
    With you Franck, we have known each other since that time when we each had an F355. You had this idea of converting your Racing Driver blog into a forum and as soon as it was launched in November 2010, you warned me and came to register practically before anyone else, which made it possible to test any functionalities or bugs.
     
    For me, it is a place for exchanges and discussions between fans of my favorite brand. The forum also made it possible to have memorable meetings and outings, notably trips to Italy and annual meetings. At the beginning, there is always a certain reserve and shyness in approaching others when you arrive in a group, but conviviality allows you to fit in easily.
     
    I met a lot of members through this forum and some have become friends.
    That alone is already a lot.
    Thanks Frank. Almost 15 years will be celebrated...

    PS: On another level, we have also been waiting for a 17M for a long time…
     

     
    A huge THANK YOU @geo27 for this very interesting feedback to read, rich in information on the Ferrari F12 Berlinetta!
    Do you have anything else you would like to know about the Ferrari F12 Berlinetta?
    If you own one, what is your feedback and what advice would you give to someone who is hesitant about getting one?

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    Anto328GTS44

    Long term test: Ferrari 328 GTS by anto328GTS44

    Par Anto328GTS44, dans Achat et revente, 

    And why not a Ferrari 328 GTS? It's a very beautiful classic Ferrari, with sensual Italian lines, allowing you to drive with your hair in the wind to better hear the vocals of the Ferrari V8, while remaining relatively reasonable in cost.
    What to expect behind the wheel of a Ferrari 328 GTS? Is this a Ferrari made for you, for your use, for your selection criteria? @Anto328GTS44 tells you in detail his story with his Ferrari 328 GTS, to know what to watch out for, what are the costs of use, what are the pleasures provided, ...
     

     
    Specifications
    Model years: 1985-1989  Engine: V8 3,2l 32s Transmission: Manual 5 gears
    Maximum power: 270 ch at 7,000 rpm Maximum torque: 304 Nm at 5,500 rpm
    Kerb weight: 1 263 kg Top speed: 260 km/h - Acceleration : 6.3 s from 0 to 100 km/h
     
    @Franck: Quickly, what is your automotive background and the memory of your first Ferrari experience?

    @Anto328GTS44: I was a motorcyclist at the start and, to make a long story short, a bit like those TV shows that restore for profit to move up the car range, one of my first collector's cars, which I restored, was a DAF 33 of 1969.
     
     
     
    Then, to try to make a big move after reselling the DAF, I bought this Elegant Coachworks Special from 1985, with an 8.2l Cadillac V8.
    This “big move” ended at zero but allowed me to purchase the Ferrari.
     
      
     
    @Franck: When did you decide to have a Ferrari and why did you choose the Ferrari 328?

    @Anto328GTS44: After the Elegante, I was undecided on the next one, to stay in an American V8 (Corvette C1) or look for the V8 of my childhood, Ferrari 308 or 328.
    My son guided my decision and I suspect he wanted to take advantage of it but I thank him for it.
     
    @Franck: What were your criteria for purchasing a Ferrari 328 and how did you manage to find your copy?

    @Anto328GTS44: My preference quickly turned to the Ferrari 328 for reasons of maintenance costs and reliability after having inquired.
    So, the decision made, as the condition of purchase was the trade-in of the Elegante, I sent emails to all the professionals who had a Ferrari 328 in their stock.
     
    After a good month of research, only one responded positively to my request, and the deal was concluded in 15 days.
     

     
    @Franck: What is your experience with your Ferrari 328 in use? What struck you the most while driving it? What is your fondest memory with her?

    @Anto328GTS44: Experience of more than 17,000 kilometers in 2 years and 3 months of pure driving over the 33 months since purchase and on all types of roads, but not yet on the circuit.
    We really find all the pleasures of pure driving, no assistance, we learn to drive again and sometimes get a few scares.

    In terms of memories, each outing becomes a new one, with always this pleasure of driving, these eyes which turn towards the car, these discussions which begin or the wonder of children and adults, when I offer them a ride inside to immortalize a moment of sharing and pleasure.
     

     
    @Franck: Can you tell us about the costs incurred for normal use of a Ferrari 328 (insurance, annual maintenance, major overhaul, tires, unforeseen events, etc.)?

    @Anto328GTS44: As for costs, I had a very major service done when I bought it, as it had done 10,000 kilometers in 32 years with its previous owner. So removing the engine for the distribution, the clutch, the spark plugs, the numerous oil seals, some hoses, the tires and so on... This service cost me an arm and a leg with an amount approaching 5 figures, but I negotiated it when purchasing... Phew!

    So since that ground zero, I haven't had any major maintenance costs. I had an unexpected incident, due to a micro-leak on the oil radiator, which was more expensive, while waiting for the part to be at a reasonable price, with 3 months of downtime, than on the overall cost of the intervention. I have to give it a little overhaul soon, I'll keep you posted.

    On this model, the advantage is that you can change the distribution and the clutch without removing the engine, unlike other models of those years. So, I think we can trust what is said on the forums with an average maintenance of €1,000 to €1,500 per year, without any major blows.

    In terms of insurance, you need to count on a little more than €100 per month for comprehensive insurance, theft and fire on appraisal value every 4 years.
    My overall average consumption is around a little less than 11l/100, which surprises a lot of people.
     

     
    @Franck: In your opinion, what are the points to watch out for on a Ferrari 328 over time? What preventative measures can be taken, or even improvements?

    @Anto328GTS44: Like all cars, but especially Italian ones, once hot, you can ask it anything and it will give it to you. On the other hand, when cold, if you make her scream, you risk getting angry.
    So respect the heating and cooling times, especially after sporty driving, regular maintenance, whether you ride or not, with regular monitoring of the levels, especially on old ones.
     


    @Franck: And if we had to do it again ? And if you could have any Ferrari, what would be next?

    @Anto328GTS44: To do again! Why, it's done... I would do it again of course. But with other means. I would perhaps have directed my choice towards other models by staying in those years or older.

    So, in approximate order... Ferrari 250 GTO, Ferrari F40, Dino 246 GT, Ferrari Testa Rossa and so on...
     

     
    @Franck: How do you use Ferrarista.club for your experience with your Ferrari? What does the Ferrarista community bring you?
     
    @Anto328GTS44: Unfortunately, I don't use it often enough, being on the move all year round, I have little time to benefit from all the forum discussions and read them all.
    But I got a lot of answers on the little problems I had with my 328 and met some very nice meetings with members of Ferrarista. So a big thank you to you and to all the founders of this community which brings us all good things in this world of brutes... 😉
     
    A BIG THANK YOU @Anto328GTS44 for all these interesting details about your experience behind the wheel of your Ferrari 328 GTS, hoping that it encourages others to take the plunge too.
    If you own a Ferrari 328, what other information would you give to someone interested in this model? What was your experience?
    If you're looking at the Ferrari 328 and thinking "why not", what other questions would you like to ask?
     
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    Franck
    Why does the Ferrari brand benefit from such an aura, placing it above all others? The Ferraris that you discover at Rétromobile give you the answer, allowing you to travel through automotive history. What were the most beautiful Ferraris present at Rétromobile in 2024? How can we learn about their fascinating history? And their chassis number, essential, because it allows you to follow their evolution over the years?
     
    A 2024 innovation on Ferrarista.club will help you: the photos from our on-site visit are accompanied by descriptive texts, translated, placed next to the Ferraris on the Rétromobile stands. This allows you to experience Rétromobile as if you were there. And if you were there, you probably didn't have time to read everything. Now you can do it, sitting quietly at home, to relive those good times! It is also a way of thanking the stands which take the time to write these explanatory texts for the general public, covering the history of the Ferrai presented, and to encourage other stands to do so as well.
     
    When you see a Ferrari present at Rétromobile again in 2024, thanks to its chassis number, you will find here which edition of Rétromobile it was, and in what configuration this Ferrari was presented. On the way to retracing the history of Ferrari with Rétromobile! Because if you are a Ferrari owner, and/or Ferrari enthusiast, you need to know this story.
     
     
    Ferrari 512 BB LM - 1981
     

     
    Chassis no. 35525
    Stand : Richard Mille
     
    60° V12 4.4 litres 352 HP at 7500 RPM 5-speed gearbox 320 km/h maximum speed Disc brakes  
    The modifications of the LM version of the 512 BB involved lightening along with improved high-speed aerodynamics, the engine was modified as were the suspension and cooling system.
    No. 35525 was sold to Wide World of Cars Inc. in 1981. The car raced at the 1981 24h of Le Mans where it arrived 3rd in class and 9th overall. The car remained in the US before returning to Europe in the early 2000s.
     
    Ferrari Classiche attestation for vehicles of historic interest
     
     
    Ferrari F1 - 312 B 3 - 1974
     

     
    Stand : Mécaniques Modernes & Classiques
     
    Technical Specifications:
     
    Engine: Type 001/11, rear-mounted 180° V12 derived from 001/1, light alloy cylinder block and head, aluminium wet cylinder liners, 112 mm connecting rods, water cooled Bore & Stroke: 80 x 49.6 mm Unitary and Total
    Displacement: 249.317/2,991.801 cc Compression Ratio: 11.5:1 Max. Power Output: 485 bhp at 12,500 rpm Timing Gear: 4 valves per cylinder, 2 overhead camshafts per cylinder bank, gear driven off the rear of the engine Fuel Feed: Lucas indirect injection Ignition: Single plug, Magneti Marelli Dinoplex electronic capacitive discharge Lubrication System: Dry sump Transmission: Rear-wheel drive, Borg & Beck multi-plate clutch, 628 rear longitudinal overhanging 5-speed gearbox + reverse, in unit with limited-slip differential Gear Ratios: Variable depending on track Chassis: Type 628 monocoque in boxed sheet aluminium Front Suspension: Double wishbones, rocker arms, inboard spring/damper units and anti-roll bar Rear Suspension: Upper arm, lower wishbone, upper radius rod and anti-roll bar Brakes: Lockheed discs and callipers, inboard at rear, separate hydraulic circuits, adjustable on both 2 axles Steering: Rack and pinion
     
    Length: 4,335 mm Width: 2,056 mm Height: 900 mm Wheelbase and Front/ Rear Track: 2,500/1,625/1,605 mm Kerb Weight (with water and oil): 578 kg Front Tyres: 9.0-20.0-13", Goodyear Rear Tyres: 14.0-26.0-13", Goodyear Wheels: cast light alloy; front 10x13", rear 16x13" Fuel Tank: 230 litres, 2 side-mounted tanks (NO 98/100 petrol) Bodywork: Aluminium single-seater, body with fiberglass elements
     
    Ferrarl 312 B 3 Production: only seven chassis were built for the 1974 F1 Championship
     
    The 312 B3 was the most powerfull and competitive car of the 1974 Championship, and Clay Regazzoni arrived 2ND in the World Championship leading also his team mate, Niki Lauda.
     
     
    Ferrari 312 PB - 1971
     

     
    Chassis no. 0890
    Stand : Richard Mille
     
    180° V12 3.0 litres 500 HP at 12 500 RPM 5 • speed gearbox Disc brakes  
    Official Scuderia Ferrari sport prototype raced in 1972 by Regazzoni, Redman, Merzario and Ickx (victory in the 1000 km Spa with Merzario-Redman and in the 500 km Imola with Merzario).
    Modified for the 1973 season and raced by ickx, Redman.•
    Pace and Merzario. Special bodywork with air intake on the right-hand side of the car and engine air duct above the roll-bar.
     
     
    Ferrari 365GTB/4 Daytona "Plexiglas" - 1970
     

     
    Chassis 12787
    Stannd : AS Classic Engineering
     
    Production Details: 56th body by Scaglietti, 54th on the assembly line, assembled between July 18 and 28, 1969. One of 530 plexiglasses out of 1,279 models
    Ferrari 365GTB/4 produced.
    History: Car presented at the Paris Auto Show in 1969 on the C.Pozzi stand.
    Fourth Daytona imported into France, second by Pozzi.
    Complete historical file.
    4 owners.
    First Owner: Delivered to a Lyon industrialist on February 19, 1970 in "Rosso Ferrari".
    Mr. Nicolas father and son took great care of the Daytona, returning to Pozzi for regular overhauls and maintenance.
    Today: In the collection of the current owner since 2000
     
     
    Ferrari 365 GTB/4 - 1970
     

     
    Chassis no. 13715
    Stand : Richard Mille
     
    60° V12 4.4 litres 352 hp at 7500 rpm 5-speed gearbox 280 km/h maximum speed Disc brakes  
    The 365 GTB/4, chassis no. 13715, was delivered in September 1970 to Motor S.p.A. - Bologna (Italy).
    In 1972 the car was converted by William Sala and Giovanni Marverti into a Group 4 competition version. it participated in several races from the 72' to the 74' season, arriving first in class at the 74' Coppa InterEuropa.
    Ferrari Classiche attestation for vehicles of historic interest.
     
     
    Ferrari 412 Р - 1967
     

     
    Chassis no. 0854
    Stand : Richard Mille
     
    60° V12 4.0 litres 420 hp at 8000 rpm 5-speed gearbox 310 km/h maximum speed Disc brakes  
    One of four produced, sold in in 1967 to Maranello Concessionaires Ltd. which fielded it at the 1000km de Francorchamps, BOAC 500 Brands Hatch and 24h Le Mans of the same year. It was then sold to David Piper's racing team participating in a number of races from 1967 to 1969.
    After a few changes of ownership; the car was exported in Japan and then re-imported in Europe.
    At the end of the 1990s it returned to the US and was then sold at auction last year.
     
     
    Ferrari 365 Р - 1965
     

     
    Chassis no. 0828
    Stand : Richard Mille
     
    60° V12 4.4 litres 380 hp at 7200 rpm 5-speed gearbox 300 km/h maximum speed Disc brakes  
    Official Scuderia Ferrari sport prototype for the 1965 season, Targa Florio winner with drivers Bandini - Vaccarella and 1000 Km Nürburgring winner with drivers Scarfiotti - Surtees.
    The 0828 was successively converted from 330 P2 to 365 P spec and sold to Ecurie Francorchamps which raced it at several competitions during the 66' season.
    The car underwent a complete restoration to 365 P configuration in 2016-2018 by Ferrari Classiche.
     
     
    Ferrari 275 GTB - Mars 1965
     

     
    Stand : Provost Automobiles
     
    V12 engine Completely redone bodywork, starting from the chassis Structure & floors remanufactured identically, by hand on marble Frosted and glossy paint, hand finished Electricity & cycle part fully restored Engine testing & tuning Complete new upholstery  
     
    Ferrari 250 LM - 1964
     

     
    Chassis no. 5901
    Stand : Richard Mille
     
    60° V12 3.3 litres 320 hp at 7500 rpm 5-speed gearbox 287 km/h maximum speed Disc brakes  
    The Ferrari 250 LM was intended as a limited production volume car to compete in the GT sports car racing class. However, it was not approved and the only option left was to race in the top-level prototype class, against tailor-made sports racing cars. Nonetheless, the 250 LM model achieved prestigious results.
     
    Chassis 5901 was sold to Luigi Chinetti Motors Inc. in 1964 in the US where it remained before being re-imported in Europe during the 1990s.
     
     
    Ferrari 250 GT/L Berlinetta Scaglietti - 1963
     

     
    Chassis number: 4419 GT
    Stand : Thiesen Automobiles
     
    Early example of the small series of only 350 examples With one owner for more than 44 years, just 85.000 km Ferrari Classiche Frame-off restored by „Brandoli", Italien  

     
    The Ferrari presented here is an early example of the small production series of just 350 units. The car was completed in May 1963 by the Carrozzeria Scaglietti as the 31st vehiclke. In August 1967, the car was sold to Peter Gabriel from New-York, USA, and remained in hiis possession for 44 years. The car was fully restored at renowned addresses in Italy according to the photo documentation available.
     
    A Ferran Classiche comes with the car.
     
     
    Ferrari 250 GT Lusso Scaglietti Prototype - 1962
     

     
    Chassis n° : 4053 GT
     
    In late 1962 Ferrari launched its latest model the 250 GT/L, with the L indicating Lusso, Italian for Luxury. This was its last production 3 litre Ferrari and 351 cars were
    Ferrari made between 1962 and 1964. A Lusso prototype was first displayed at the 49' Paris Auto Salon in October 1962 and arrived at the new Portes de Versailles venue mid-way through the show on the second to last day.
     
    This car was metallic grey, with twin tail lights on each side. According to Ferrari Classiche, this car, 4053 GT was originally grey (grigio) and was delivered to Franco Britannic Autos (F.B.A.) here in Paris, in December 1962, having been completed in September 1962.
    'Car and Driver' in May 1964 stated ... 'its proportions approach perfection'
     
    Esteemed Ferrari historian and sales manager of F.B.A. in the 1960s, the late Jess Pourret, corresponded with the current owner, stating that 4053 GT was in fact the Paris Salon motor show car and provided detail and photographs of its early life in France, showing the car featuring its distinctive four rear tail lights.
    In his 1980 'The Ferrari Legend: The Road Cars', the much respected
    Ferrari historian Antoine Prunet states that the Lusso Prototype in both the marketing materials and at the Paris Salon is 'probably 4053 GT'.
    Other, more recently written reports, suggest that the other prototype 3849 GT was in fact the Paris Salon car. That prototype is understood to be mid-rebuild in Germany.
    According to Pourret, 4053 GT was in France for its first 10 years and sadly set on fire as an insurance scam in 1973. The car was then in storage in Holland and bought by an investor in the US in the 90s, who subsequently lost interest in the project.
    Having owned and tinkered with over 50 Ferrari 250 GTs including several Lussos, in 2007, the current owner recognised the significance of the car and had the understanding, experience and the resources to restore the car.
    He sent the original matching numbers engine block to Roelofs Engineering for a full rebuild and it was fitted with high compression pistons.
    The car was registered in the UK in February 2016.
     
    ENGINE
    2953cc 60 Degree V12 All alloy single overhead cam per bank. 73mm Bore, 58.8mm Stroke.
    Compression ratio 10.6:1. Three twin choke Weber lightweight 40 DCL6 carburettors. Twin coils and distributor ignition. Spark plugs outside the vee. 240hp @ 7500rpm. 178lb ft (242Nm) torque at 5500 rpm.
     
    SPECIFICATION
     
    CLUTCH: Single plate.
    TRANSMISSION: 4 Speed synchromesh manual, rear wheel drive.
    SUSPENSION: Front wishbones with coil springs and telescopic dampers. Watts linkage from the 250 GTO. Rear live axle, radius arms, semi-elliptic springs, co-axial coll springs and telescopic dampers.
    BRAKES: Front and rear Dunlon discs and calipers. Separate calipers on the rear discs for the handbrake.
    WHEELS: Polished aluminium Borrani 3801 wheels fitted with 185VR15 Pirelli Cinturato tyres.
    EQUIPMENT: Spare wheel complete with tyre.
    WEIGHT: 1020 kg
    SPEED: 150mph / 240 kph, 0-62 mph 6.5-7.5 seconds.
    WHEELBASE: 2.4m (Same as a SWB Berlinetta).
     
     
    Ferrari 250 GT Cabriolet Pininfarina Series II - 1962
     

     
    Chassis n° : 3469GT
    Stand : Car Collector
     
    Car details
    Engine: Ferran Colombo V12 (3.0L)
    Power: 240 HP
    Gearbox 4-speed manual
    One of Pininfarina's most elegant design
     
    Highlights
    This chassls 3469GT, finished In Griglo Conchigila, presents Itself in perfect condition, fully certified by Ferrari Classlche and ready to be driven and enjoyed. To the day, the Ferrari
    250 GT Serles 2 Pininfarina Cabriolet remains one of the most understated and beautiful Forrari while being a very usable oar.
     
     
    Ferrari 250 GT Berlinetta SEFAC Comp. - 1961
     

     
    Chassis n° :  3005GT
    Stand : Lukas Huni
     
    When Enzo Ferrari began building automobiles in his own name in 1948, the purpose was to be active in racing. He had already proven his ability to organise and manage a racing team, the Scuderia Ferrari, which had run the factory Alfa Romeo cars in the Thirties, as well as his ability to race a variety of race cars in the Twenties.
     
    Success came quickly to the new team at Maranello with wins in the Mille Miglia and the Targa Florio. In 1949 FERRARI again captured the Targa Florio and Mille Miglia, won the 24 Hours of Le Mans, and Spa Francorchamps. And in 1952 Alberto Ascari won the first Grand Prix Driver's World Championship. Between 1953 and 1961, seven of nine Constructors' Championships were won by FERRARI. FERRARI was also successful in supplying cars to privateers who were winning races all over the world.
     
    By 1959, FERRARI was firmly established as world's foremost manufacturer of Sports and Racing cars, and the immense success of the 250 GT (4 times Winner of the Tour de France) and the 250 Testa Rossa had cemented the foundation of the magic racing image of FERRARI. A new model was in preparation for 1960 that should continue the tradition of the Berlinetta Tour de France, but should be even faster and even more agile. Hence was created the new 250 GT Berlinetta Short Wheelbase, featuring a revised V12 3-litre engine with outside plugs and increased power, wheelbase shortened from 260 cm to 240 cm with yet another timeless coachwork design by Pininfarina.
     
    The 250 GT Berlinetta Short Wheelbase was divided into two separate models - the Steel (or road) version (with body made of steel) and the Competition version, obviously destined for Competition, featuring lighter aluminium coachwork, outside petrol filler cap, high-performance engine and optimised suspension.
     
    This particular car, 250 GT Berlinetta Short Wheelbase SEFAC Competition 1961 Chassis No. 3005GT 1961, is one of the rare last SEFAC Competition versions, featuring a thinner-gauge aluminium body, a thinner-gauge chassis specification, an even more highly developed competition engine and various other features aimed at making this last version most competitive.
     

     
    3005GT is a highly important member of the FERRARI history for the following reasons:
    last-produced SEFAC (with Tipo 539/61 chassis and all SEFAC features) official NART Team Car Winner of the 1961 1000 km of Paris with both Pedro and Ricardo Rodriguez one of the cars officially modified by the FERRARI factory to 6 carburettors  
     
    Ferrari 250 GT Berlinetta SWB Competizione - 1960
     

     
    Chassis n° : 1785GT
    Stand : Car Collector
     
    Car details
    Engine Ferrari Tipo 188B Colombo V12 (3,OL)
    Power 276 HP
    Gearbox 4 speed manual
    Coachwork by Scagletti
    One of the first Berlinetta produced with aluminium body. Initialy owned by Charlie Kreistar It ranked 4th at Sebring in 1960
    Later it secured 3rd place in the America SCCA Championship, in 1968.
    Swiss driver Reno Herzog rebuilt 1785GT with enhancements and it was ratified by tha FlA In the GTS series in 1980.
    The current owner continues to drive and race this historic Ferrari.
     

     
     
    Ferrari 250 Europa Pinin Farina Coupé - 1954
     

     
    Chassis n° : 0351EU
    Stand : Lukas Huni
     
    In the mid-Fifties, FERRARI had become world-famous as a manufacturer of sports and racing cars. All the knowledge gained on the track was immediately applied to production cars making them successful with owners and enthusiasts alike.
     
    Introduced to the public at the 1953 Paris Automobile Salon, alongside the 375 America, the 250 Europa was the first road-going Ferrari identified by the now legendary 250 series nomenclature and the only 250 to carry the Aurelia Lampredi-designed V12 engine which was the chosen engine for FERRARI early sports racing cars, producing over 200 HP. It was the 250 Sport, driven to victory by Bracco/Rolfo in the 1952 Mille Miglia, which demonstrated the engine's capabilities and prompted FERRARI to use it in its first luxury production sports car. Lampredi's race-proven long-block V12 engine endowed the 250 Europa with phenomenal performance - the 250 Europa was capable of 220 kph top speed and an acceleration of under 9 seconds from 0-100 kph.
     
    All cars were entirely hand-built, and no two were exactly alike, new knowledge and experience with the racing cars being applied instantly as production was going on. A mere 20 cars of the Tipo 103 250 Europa were built, of which 16 cars with Pinin Farina Coupé coachwork. The early cars had a projecting and overhanging radiator grille with a high waistline compared to the low but rather ordinary greenhouse. Later cars, including 0351EU featured a fully integrated more modern looking radiator with a redesigned greenhouse featuring a striking wrap-around rear window and the elimination of the rear quarter windows giving the car a sportier look.
     
    This particular car, 250 Europa Pinin Farina Coupé, Chassis Number 0351EU, is unique for a number of reasons. It is the last only around 20 250 Europa with the Lampredi engine built (before the introduction of the Europa GT with the Colombo engine) with the most striking Pinin Farina body design. It was finished on 25m May 1954 for Los Angeles-based famous movie director Clarence Brown (who produced numerous movies with actors such as Rudolph Valentino and Greta Garbo). Instead of taking the car directly to California he toured Europe for a few months, participating in the 1954 Cannes Concours d'Elegance Automobile, earning him laurels in the 1954 Ferrari Yearbook. Brown sold the car in 1958 to Washington resident Lawrence Garden who kept the car for 3 years before selling it to Stanley Baker from Seattle. It was Mr. Baker who ended up being 0351EU's custodian for an incredible 42 years.
     
    Early in his ownership he repainted the car to the beautiful enamel Ivory colour before showing it no less than 3 times in the renowned Pebble Beach Concours d'Elegance (1965, 1966 and 1990). Baker clearly cherished his beloved possession tremendously which is evidenced by the car's incredible originality including the original, preserved interior.
    A unique Luxury Gran Turismo Ferrari. in outstanding, extremely original condition, representing the best moment of PininFarina design of the Fifties.
     

     
    The further details of the car are as follows:
    Chassis Number: 0351EU
    Engine Number: 0351EU
    Engine Specification: V12-cylinder 2953 cc Lampredi engine with 220 HP
    Wheelbase: 2800 mm
    Colour: Ivory
    interior: Pelle Rosso Chiaro (original)
     
     
    Ferrari TIPO 625 MONOPOSTO - 1954
     

     
    Chassis No. 0540
    Stand : Sotheby's
     
    Ultra-rare early 1950s Ferrari Formula One example
    Sister car to Ferrari's first World Championship-winning car. the extremely successful 500 F2, which took Alberto Ascari to back-to-back World Championships in 1952 and 1953
    Factory-upgraded to 625 Fl specifications in early 1954
    The first Ferrari campaigned by the Belgian national team Ecurie Francorchamps
    The only Ferrari monoposto ever raced by the legendary Marquis Alfonso de Portago
    Retained for over 15 years in the prestigious Bardinon Mas du Clos Collection
    Matching-numbers engine example recently emerging from over 20 years of single ownership
     

     

     
     
    Ferrari 375 MM Pinin Farina Spider - 1953
     

     
    Chassis n° : 0362AM
    Stand : Lukas Huni
     
    The 375 MM models (boasting a Lampredi V12 4.5 litre engine with an impressive 340bhp and replacing the 340 MM with 4.1 litre), were built in 1953 and 1954, helping Ferrari win the 1954 Championship. Initially run as SEFAC Works Cars, the 375 MM was also sold to privateer teams, whilst the 375 Plus (increased to 4.9 litre) was also introduced during the 1954 season. Some 26 375 MM were built, of which 13 375 MM featured the stunningly beautiful Pinin Farina Spider design, with three of these being rebodied by Scaglietti in period, thus only ten remaining in their original configuration.
     
    375 MM Pinin Farina Spider 0362AM with Scuderia Parravano 1953 - 1958
    Tony Parravano, Italian-born and living in California, was the most important client of both MASERATI and FERRARI in that period and as such enjoyed preferential treatment by both manufacturers. Before production of the 375 MM had started, Parravano already paid for his car in 1953 and was allocated 0362AM by the factory. He very proudly took delivery of 0362AM on October 31st, 1953. The original Foglio di Montaggio shows that the identity of his car was changed from 0376AM to 0362AM before delivery. 0362AM was intensely raced by Scuderia Parravano in 1954 with many 1st OA in the American SCCA race series driven mainly by Jack McAfee. Its most important race was the 1955 Sebring where McAfee was going well, but had to retire due to the car catching fire, causing damage to the rear part of the car, repaired immediately afterwards and repainted in Maroon. The Parravano period ended with the mysterious disappearance of Tony Parravano (rumoured for reasons of tax evasion), resulting in 0362AM being sold to Colonel Sorrell in an IRS Auction, together with more cars and parts from the Parravano stable.
     
    Further Racing for 0362AM 1955 - 1968
    As was typical for the period (with new models introduced and changing FIA rules) 0362AM was modified by Scuderia Parravano and later with Frank Arciero in California. In 1955 the chassis was shortened to enter the 1955 Carrera Panamericana (event cancelled), and in 1958 0362AM was fitted with a Mistral fiberglass body to compete in the USAC and Pacific Coast Sports Championship series. Indeed 0362AM enjoyed significant race success when driven by Dan Gurney, Skip Hudson and Bob Bondurant.
     
    Charles Betz and Fred Peters 1968 - 2014
    Charles Betz and Fred Peters, very knowledgeable collectors from Orange, California, were successful in buying 0362AM with the help of Ron Kellogg in 1968. In a difficult search and intense activity during the subsequent years, Betz/Peters were successful in tracing those parts which over the years had been removed from 0362AM. Many of them were in the Sorrell estate, some were sourced from Chinetti, and more from Newport Beach collector Ernie Beutler. A skilful and comprehensive restoration by Betz/Peters over the coming years, involving the best specialists of the time including Steve Beckman of Costa Mesa, was most successful, re-uniting 0362AM with the original parts, and restoring 0362AM to its original specification as delivered new in 1953.
     
    In a Private European Collection since 2015
    To the delight of the Ferrari Collectors World, 0362AM has been seen back to original splendour in recent years, including participation in the Mille Miglia each year.
     

     
    The further details of the car are as follows:
    Chassis Number: 0362AM
    Coachwork: Spider Coachwork by PininFarina (one of 13)
    Engine Specification: V12 Lampredi engine with 4522 cc and 340 bhp
     
     
    Ferrari 340 America Berlinetta - 1951
     

     
    Chassis n° : 0122A
    Stand : Axel Schuette

    • Ferrari Classiche Certificate • Well known Belgium history • 1 of 2 Touring Berlinettas built
     
    The car presented here was delivered to Ferrari dealer Comptoir Automobiles Richard SA in Brussels, Belgium on August 20, 1951. On January 19, 1952, the vehicle was exhibited at the 35th Brussels Motor Show. In the first years the vehicle was owned exclusively by Belgian Ferrari enthusiasts.

    Then in 1953 the car was sold to Jacques Swaters of Garage Francorchamps. Through Mr. Swaters, the 340 America went to racer Pierre d'Haveloose, who participated in a number of races in Belgium. In 1957, Armand "Blary" Blaton, the father-in-law of Jacky Ickx, bought the car and participated, among others, in the 4th Rallye d'Automne.
    In the following years, the car went back into the possession of Garage Francorchamps and then to the famous collector Dr. Paul F. Schouwenburg, who had the car restored and documented the process in his book "Ferrari Fever".

    From 1986 to 2010, the vehicle was part of the famous Lucchini collection in Italy.
    It participated several times in the famous Mille Miglia with three previous, while it is in our clientele since 2013. In 2017 it was certified by Ferrari Classiche with a so-called "Red Book".
     
     
    Scuderia Ferrari Alfa Romeo 8C 2600 - 1933
     

     
    Chassis n° : MONZA #SF25
    Stand : AVC Prague
     
    MONZA #SF25
    Engine: 8-cylinder, DOHC with Supercharger, 2.557 cm3
    Body: Monza by Carrozzeria Brianza
    Year: 1933
     
    • Scuderia Ferrari Alfa Romeo 8C chassis nr. SF25
     
    For the 1934 competition season S.A. Scuderia Ferrari produced the final Alfa Romeo 8C Monza's, using locally built chassis frames to their own specifications and increasing the engine size to 2.6 liters, and new bodies by Carrozzeria Brianza. All other components used came from second series Alfa Romeo 8C 2300's that were in stock at the Scuderia workshop.
     
    SF25 was registered - MO 7139 - on the 4th of April 1934, and a little time later in the Mille Miglia, Tadini and Barbeiri led the way racing SF25 to Roma holding off Nuvolari, Varzi, and all the other aces while averaging 120 kmph.
     
    You will find more photos of Rétromobile, taken by Ferrarista.club members, here:
    https://www.ferrarista.club/forum-ferrari/forums/topic/19437-rétromobile-2024/
     
    A big THANK YOU to all the stands which provide visitors with so many explanations on the models on display. Some give much more detail than others, the levels of information are disparate and stands which do not provide any information should be encouraged to do so, so that people become even more passionate about the models on display.
     
    Is this innovation, presenting you with the descriptive texts present at the show; in addition to the photos taken on site did you like it? What could be improved?
    Were you present at Rétromobile 2024? What did you like the most? What other Ferraris have left their mark on you?
     
    If you liked this article, you may also like:
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    - Rétromobile 2022 : 27 Ferrari not to be missed
     
    Franck
    Why is there such a price gap between two Ferrari 360 Modenas? What options are essential if you want to resell your Ferrari 360 Modena more easily? What improvements have been made to the Ferrari 360 Modena over the years? What elements were really delivered as standard or optional, or even as a free option? Which items on this example of Ferrari 360 Modena are not factory options? If you own or are interested in purchasing a Ferrari 360 Modena, knowing this information is essential to fully understanding the Ferrari 360 Modena in front of you.
     
    Ferrari 360 Modena version history
     
    When were the different Ferrari 360 models released? How many copies? Are there any special series you should know about?

    1999: Launch of the Ferrari 360 Modena coupe with an all-aluminum design and a 3.6-liter 400 hp V8, derived from that of the Ferrari F355. The transmissions offered were the six-speed manual gearbox and the six-speed “F1” robotic gearbox. Around 8,800 Coupé versions were produced, including 2,630 with manual gearboxes. Price of the Ferrari 360 Modena BV6 in 2004: 133,400 euros, price in F1 box: 141,700 euros.
     

     
    2000: Release of the Ferrari 360 Spider, mechanically identical to the 360 Modena, with an electrically folding soft top and chassis reinforcements adding 59 kg to the total weight. Around 7,565 Ferrari 360 Spiders were produced, including 2,119 with manual transmissions. Price of the Ferrari 360 Spider in 2004 in BV6: 152,000 euros, price in F1 box: 160,300 euros.
     
    The Ferrari 360 Modena Challenge was introduced the same year for one-make racing series

    2002: Introduced the Ferrari 360 GT, a non-road legal racing car, made available to customers intending to use them for track events.

    2003: Launch of the Ferrari Challenge Stradale of which 1,288 examples were produced. The many changes made include carbon-ceramic brakes, taken from the Ferrari Enzo, a big reduction in weight, of the order of 110 kg, thanks to lexan windows, the use of many carbon elements and titanium, and a stripped interior. The base price was 171,200 euros. The list of options was specific.
     
    2004: The Ferrari 360 GTC replaces the Ferrari 360 GT and remains a track-only derivative.
     
    2005: The last Ferrari 360 rolls off the production line and is replaced by the Ferrari F430.
     

     
    Improvements to the Ferrari 360 Modena over the years
     
    As with any automobile, modifications were made by Ferrari throughout the distribution of the Ferrari 360 Modena, to meet new regulatory standards or resolve certain teething problems, among others. Here is the list of the main changes made:
     
    1999: This first vintage did not have pre-catalysts in the exhaust manifolds. This first vintage would potentially be more efficient and has one less part that could fail.

    2000: To comply with new emissions rules, pre-catalysts were added.
     
    2001: Xenon headlights come standard. On previous vintages, you will find halogen headlights if the xenon option had not been chosen. The variator and starter flywheel ring issues have been resolved on vintages starting this year.
     
    2002: New wishbones were introduced to solve the problem of premature wear of the ball joints. Ferrari 360s from 2002 also allow you to upgrade their TCU to 2003 or Challenge Stradale specification. On this vintage, all major and minor problems have been resolved.
     
    It was also in 2002 that the Ferrari factory produced a unique example: the Ferrari 360 Barchetta. It was commissioned by Gianni Agnelli, ex-president of the Fiat group, to give as a wedding gift to Luca di Montezemolo (president of Ferrari).

    2003: A new version of the TCU (Transmission Control Unit) software is delivered allowing manual adjustment of the PIS (point of initial clutch slip). This TCU can be installed on 2002 vintage Ferrari 360 Modena.
     

     
    Ferrari 360 Modena options list
     
    The list of options shown below was the exhaustive list in 2004. Some options have been added over the years, such as the Racing exhaust. Others have disappeared, like the xenon headlights (at 1,479 euros) delivered as standard from 2001.
     
    Note that certain options were only available for the coupe version and others only for the spider version.
    The prices indicated were a priori excluding taxes and changed over the years and the markets. We must rather consider them as an idea...about twenty years ago.
     

     
    To this list of options, to know if your Ferrari 360 Modena is equipped with original elements, do not forget to add that Ferrari Genuine offers rims, load maintainers, covers or titanium studs , for example, which you can later add to your Ferrari 360 Modena. With a list that has evolved over the years.
     
    Two specific options in detail
     
    Two options of the Ferrari 360 Modena may surprise you because they are not very common and more expensive than the others. They in fact appeared later in the catalog, probably in connection with the Ferrari Challenge Stradale, featuring, among other things, a specific exhaust and numerous carbon elements.
     
    Carbon kit for the engine compartment
     
    The carbon finishing kit for the engine compartment was available on both the Coupe and Spider models.
    It includes: grilles on the side of the engine bay, filter covers, plate with prancing horse between the intake chambers.
    Separate elements of the kit, or other carbon elements, may have been offered by Ferrari after-sales.
     

     
    Racing exhaust system
     
    The kit contains a complete exhaust, a specific computer for the engine, catalytic converters. This solution is 7kg lighter than the standard exhaust and delivers a more powerful, racing-style sound.
     
    The racing-style exhaust has been approved in Europe for Ferrari 360 Modena and Spider vehicles complying with Directive 1999/102/EC (and following) on polluting emissions.
     
    These are “Euro Stage 3” type vehicles (CE approval codes: e3*98/14*0043*03 and following), introduced in autumn 2000. Consequently, only vehicles of this version, and the following, can be equipped with the Racing exhaust.

    Which options to favor?
     
    Finally, certain options are more sought after at the time of resale, such as the Daytona seats or the Racing seats, or the fender badges and the Challenge grille at the rear. Moreover, this Challenge grille for the Ferrari 360 is not the same as that of the Ferrari Challenge Stradale, whose ventilation holes are wider.

    What are the preferred options from your point of view? What additional details could be provided regarding the options and developments made by Ferrari on the Ferrari 360 Modena? What other information would you like to know about this model?

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    Jean66
    Did you have his poster in your room? This is the Magnum Ferrari, a classic, timeless, magnificent! Highly appreciated and sought after, it symbolizes the Ferrari, while remaining relatively accessible and in keeping with the times. How to find the right copy? What to expect in terms of maintenance costs? What elements to pay attention to in prevention? What sensations can you expect at the wheel, for a car that is around forty years old?
    It's @Jean66, a converted Porsche fundamentalist, who will tell you about his and share his feedback with you, exuding passion and authenticity.
     
    @Franck Quickly, what is your automotive background and the memory of your first Ferrari experience?
     
    @Jean66 It all starts with my father who was a great enthusiast of sports cars, and a great maniac, a high-level competitor in Karting. So in the atmosphere of beautiful cars and sport, I quickly became passionate. I got my license 2 days after my 18th birthday. I already knew how to drive 🙂 after a 2 hp and a Fiat Panda 45, at 20 years old, my first sports car was a Fiat 128 Abarth and the BMW 323 I E21 that my dad lent me and told me "don't break it".. .If he knew what I did with it... 🙂 An Opel Manta GSI that I loved, then a few BMW 3 series which went well and, very quickly, at the age of 24, the start of a long line of Porsche 911s, with which I did all kinds of motorsport. And all the time, the good old days!
     
    My first Ferrari experience in 2014 was a stunning Giallo Modena yellow Ferrari F355 GTS. His line drove me crazy! I wanted at all costs: a yellow one without a roof. I bought it without seeing it, by word of mouth, and through Porsche and Ferrari friends. And so, it was her discovery at the brand specialist with whom she was, because its owner did not want to make himself known, and preferred to go through a “pro”. Its start-up and exit from said garage, in Lyon, a memorable moment of stress and great happiness, my first laps in a Ferrari! I quickly learned the beast! The dream of a Ferrari came true!
     

     
    Specifications
    Model years: 1982-1985  Engine: V8 3,0l 32s Transmission: Manual 5 gears
    Maximum power: 240 ch at 7,000 rpm Maximum torque:  260 Nm at 5,000 rpm
    Kerb weight: 1 275 kg Top speed:  255 km/h Acceleration: 6.1s from 0 to 100 km/h
     
    @Franck When did you decide to have a Ferrari and why did you choose the Ferrari 308 today?
     
    @Jean66 I decided to move to Ferrari after almost 25 years of absolute passion dedicated to Porsche and the 911, and therefore for a very sad reason. The ambient autophobia and the helping repression in France meant that I completely changed my path by calling myself, the Porsche fundamentalist, and why not a Ferrari?
    Telling myself, a car that we look at and experience like a work of art, and which is less encouraging to get into it, than a 911, which will suit me more at that moment. And so I entered the legend with a yellow Ferrari F355 GTS, then a Ferrari 360 Spider, also yellow, to finally return to the old ones that I love so much.
    I didn't choose her, she chose me! LA 308! in GTB and quattrovalvole, called QV, rare model. Only 748 examples were produced, almost half the production of the Ferrari F40.., and a rare beauty! Because I wanted to rediscover the feeling of my old 911s, and I was not disappointed! The sensations and performances are there, you don't need to be at 200 km/h to enjoy it! This Ferrari is a world of permanent senses, extraordinary!
     

     
    @Franck What were your criteria for purchasing a Ferrari 308 and how did you manage to find your copy?
     
    @Jean66 I don't have any particular criteria in general, other than a copy with a clear history and rather a high-performance version. I am a great perfectionist, so already in very good general condition. This is just the basics for me. This time I wanted it red.
    On the other hand, she was the one who found me! This Ferrari 308 GTB QV fell on me like love at first sight. Destiny made me come across it and ride with it, a memorable weekend! Thanks to its former owner and friend who dared to lend it to me! Because I had just sold my Ferrari 360 Spider, while I was registered for the GT in the heart of Carcassonne, an annual Ferrari charity event not to be missed!
    And so, no longer owning a Ferrari, when I came back from this event, I just told him "I loved it so much! One day it will be mine" and that was the case 5 years later. I thank him again, he who had also pampered her for 7 years, before being willing to hand her over to me! Thanks again to you @Oliv. For your passion and this adventure that I perpetuate with this Ferrari 308 QV, this true Italian, with a clear past.
     

     
    @Franck What is your experience with your Ferrari 308 in use?
     
    @Jean66 Well we can already say, only happiness!! Just seeing it, opening the door and smelling it, sitting there, already puts a smile on your face! And turning the key, it’s just Wow! In short, an extraordinary experience! Whatever the reason for the trip, it's a treat, knowing that I'm mainly doing leisure with it. A few exhibitions, but that's not really my thing. I especially like driving, personal rides, club outings, or old-timers, and historic regularity rallying.
     
    In use, whether in town, on the highway, or in the mountains, this Ferrari is a real Swiss army knife. Its engine and chassis approval allows a very wide choice of uses, and above all very reliable. I always leave without any second thoughts regarding a possible breakdown.
     

     
    @Franck What struck you the most while driving it?
     
    @Jean66 How can we explain this feeling? A return to basics. With it, I rediscovered the sensations and the excitement that I had when I had my very first 911. And the smile! It's been almost ten years since I lost my faith. I had fun with my cars, but without the flame that this 308 QV reignited in me! An indescribable sensation, that those who have had it, or experience it, will understand. Just riding with it is memorable. Just writing these lines, and thinking about it, makes me smile!
     
    @Franck What is your fondest memory with her?
     
    @Jean66 Without hesitation, my first contact with her. My first laps of the wheels to get to the GT du coeur in Carcassonne, from the Var and back, including the weekend on site. We even had snow, but that will stay with me for life! On the way back, I told her owner that one day she would be mine... and indeed 5 years later, she was mine.
     

     
    @Franck Can you tell us about the costs incurred for normal use of a Ferrari 308 (insurance, annual maintenance, major overhaul, tires, unforeseen events, etc.)?
     
    @Jean66 Regarding this question, I'm not going to take my example because I'm a bit fada, as they say back home in the South. I do almost everything preventatively and I want perfection... but to put it simply, it is a very reliable and very affordable car in terms of maintenance and miscellaneous costs.
    Even if the specific coins happily follow the curve of the rating and galloping inflation. All the mechanics are largely affordable for a good Sunday mechanic, or any real mechanic. There are no specific subtleties, and everything is known. Knowing also that the Ferrarista forum helps if you need specific information. Since then, almost everything there has been explored and could have an answer.
     
    Some key figures :
    - all-risk insurance, based on appraisal value, €1,000 on average per year,
    - a basic annual overhaul, excluding labor, €200 to €400,
    - Michelin tires in 16,500 € for 4 installed,
    - a major revision with a hyper accessible distribution and easily valid for 5 years, 1500 to 2000 €, 3000 perhaps with a renowned professional,
     
    In short, average costs for this type of car from the 80s. The ideal being for me, either do it yourself, or take it to an independent who knows the subject, without extorting you because it's is a Ferrari. I will not comment on the official network, for this type of model, and having no real experience.
    As for big surprises, or very, very big revisions, plan for a basket of 10,000 euros and you're good to go.
    Keep in mind, though, that it's an old Ferrari, and regardless, costs can add up very, very quickly!
     
    @Franck In your opinion, what are the points to watch out for on a Ferrari 308 over time?
     
    @Jean66 Paradoxically, if everything is done regularly, it is in good general operating and maintenance condition, it is driven as often as possible, I don't see any particular points to watch out for, ah yes... your driving license 🙂
     

     
    @Franck What preventative measures can be taken, or even improvements?
     
    @Jean66 There, it's very simple, on average, they are around forty years old. Even if the Ferrari 308 QV is renowned as one of the most reliable and efficient, and the last manufactured, if it has not been done, or too old, all the running gear connections, all the hoses, without exception, complete check of the electrical harness. 

    For improvements, two sure bets: the famous classic Koni shock absorbers, set to the hardest, if you play with them. It's still a Ferrari! Basically a car designed by a competitive man. And Michelin Pilot Sport 4 tires for the 16' rims! Improvement coupled with redone running gear, and good geometry, and it's just extraordinary, the 308 comes back to life, and becomes formidable! And very secure in sporty driving.

    For prevention, obviously, the fuse box! Also imperative to improve. Over time, it has a strong tendency to catch fire. And the electric windows. Grease, in doors and engines, dries over time and blocks everything. There are tutorials and posts on the forum to explain all this 😉
     
    @Franck And if you had to do it again ?
     
    @Jean66 But yes and without any hesitation!! Me, the former fundamentalist Porschist, who was ready to piss on the wheel of a Ferrari when I saw one...what an idiot! Another world, a legendary brand! What a joy to be able to experience this in your life as a car enthusiast!
     
    @Franck And if you could have any Ferrari, what would be next?
     
    @Jean66 Argggh what a tough question! Obviously the Ferrari 250 GTO, or an F40. But almost too banal 🙂 Actually a Ferrari 288 GTO would be perfect!
     


    @Franck How do you use Ferrarista for your experience with your Ferrari?
     
    @Jean66 I spend there every day, from a few minutes to a few hours. I post there regularly about my Ferrari. I share my experiences on everything that revolves around my Ferrari 308. I often add photos. A Ferrari is so beautiful. And I don't fail to look for an answer or ask a question to the big names of the model who are there: in short, essential! Besides, I think that without Ferrarista, my car would not be as good as I wanted it to be.
    And then what pride to display the now famous annual crest, club sticker, on my quarter panel.
     
    @Franck What does the Ferrarista community bring you?
     
    @Jean66 
    Lots of things, exchanges and sharing above all, information, and a view on all the models and their owners. I discovered a community that I never suspected, enthusiasts with quite incredible knowledge of the brand and models, and all good-natured, with general respect, without the "I'm the one who has the most.. ." Always ready to keep the forum alive, I won't be able to do without it. I became a real Ferrarista addict,
    Thanks Franck!
     
    @Franck A big THANK YOU @Jean66 for your very detailed feedback, a gold mine for anyone interested in the Ferrari 308!
     
    If you own a Ferrari 308, would you have any other points to add for a future owner?
    If you are interested in this model, do you have any additional questions?
     
    If you liked this article, you may also like:
    - Long-term test: Ferrari 308 GTB by OliveBDR
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    - Take a look back at 2023 to get started on your Ferrarista 2024 program!
    Stradale56 (kani56)
    How can you successfully buy that rare, sought-after, hard-to-find Ferrari that you dream of? How to move forward in such a project, not give up in the face of disappointments, find the right opportunities, the right contacts, the right service providers?
    @kani56-Stradale56 details his Ferrari F355 Challenge project step by step, over the 3 years it lasted, in the middle of his ultra-busy schedule, to inspire you, give you ideas, make you dream!
     

     
    Features
    Years: 1995-2000  Engine: V8 3,5l 40s Transmission: manual 6 gears
    Maximum power: 380 ch at 8 250 tr/min Maximum torque: 363 Nm at 6 000 tr/min
    Weight with fluids: 1 355 kg Maximum speed: N/A Acceleration: N/A
     
    My journey in sports cars
     
    The automobile has been a lifelong passion. Ferrari is a brand that inspired me, that made me dream from a very young age.
    My father was an auto mechanic, he maintained the collection of a local industrialist who owned a Ferrari F40, a Porsche 944 Turbo, a De Tomaso Longchamps, Jaguar XJ220, Porsche 930 Turbo... I passed the garage every day on my way back from school, there was always at least one car inside.
    On Saturday morning, we lived in an HLM 100 m from the workshop, I never missed an opportunity to go back and see if a new car had arrived. There was also often the Alpines weekend and an R5 Turbo1… I also dreamed in front of a white Fuego Turbo belonging to a friend’s father!

    My father also specialized in restoring/building Tractions for his mechanic boss. He was reforming Traction wings! I was fascinated.

    I never went inside these wonders (he didn't want to), which kept the frustration and the dream alive. He had all the extreme cars of the time. Two cars fascinated me in particular: the Ferrari F40, a red car with a racing car look, I had a poster of it in my room, and the De Tomaso Longchamps, an incredible sound!
    I also bought, whenever I could, a car magazine, often Sport Auto.

    I bought my first Ferrari 11 years ago. My goal was to buy a Ferrari before I was 40. Previously, I had a Peugeot 205 GTI 1.9, a Porsche 944 Turbo, a Nissan 300 ZX, an Audi S3 but never an ultimate sports car. I bought a yellow Ferrari F430, then a Ferrari F355 two years later... in the Vigeant parking lot, without even having seen it (Karim's car from the forum)
     

     
    The challenge of the special series Ferrari V8s
     
    The Ferrari F430 was sold to buy a Ferrari 458 Speciale. A year already to find the right configuration and above all to agree to take the psychological step of buying a car for more than 300,000 euros! I then decided to only have Special Series, with the objective of purchasing the entire series. The Ferrari Challenge Stradale was next, an incredible car! The Ferrari 488 Pista was presented just after the purchase of the Ferrari 458 Speciale. I decided to try to “obtain” a purchase order, which was really not easy at the time.
     
    During a Ferrarista trip to Maranello with the yellow F430, I met Arnaud Papini from the Modena Sport dealership in Toulouse. I explain to him the overall project and the Ferrari 488 Pista project. He was the only one who listened. He tells me that he obviously isn't promising me anything but that he will try to find a car. A few months later the magic phone call!! And he found me a purchase order!
    It was my first Ferrari bought new. Then I had the opportunity to go configure it at the factory, at the Workshop, even though places were very limited. An incredible experience for a first new Ferrari!
    At the same time, on the day of delivery of the Ferrari 488 Pista, I bought the Ferrari 430 Scuderia in the parking lot of the Toulouse dealership!!
    A year later, I took a further step and moved away a little from the initial project. I'm buying the Ferrari 599 GTO, a car in the same vein as the Challenge Stradale, which potentially launches a second plan, getting the special V12 series!!
     

     
    La Ferrari F355 Challenge
     
    At the time of taking the Ferrari 430 Scuderia, I began to look at the Ferrari F355 Challenge to obtain continuity from the Special Series V8s.
    I started discussing this with @Trois cinquante cinq. He gave me a lot of information about the car. I looked all over Europe to see that it was very difficult, between those that were involved in accidents and the fact that very few were registered.
     
    Those found in Europe cannot all be registered in France, because they have benefited from registration of convenience in their country, which cannot be transposed. And I didn't want to buy a car just to do track days. 109 Ferrari F355 Challenges were produced in total. There is no precise figure on the number of Ferrari F355 Challenge registered in France. It's between 19 and 30, but more like a low twenties.
    It was the Charles Pozzi dealership that registered the cars. They are not different from the unregistered versions, but since they have not gone through the whole procedure, they are not registrable. The mine type on the Carte Grise indicates MOD following assembly of the Challenge kit.
     

     
    The difficult quest for a beautiful example of Ferrari F355 Challenge
     
    I looked through the ads for two years. I found a very nice Ferrari F355 Challenge in Modena, Italy. But I wasn't available to go see the car right away. It went to the USA and was sold for $250,000!
    Then I found a car in Paris, but after information from Ferrari, it was a Ferrari F355 Challenge which had been badly damaged, then another at Pozzi where despite my trip with an appointment to Paris, I never had the price !!??
     
    I was stalling and last year I found myself doing a run at Castellet in a Ferrari 488 Challenge. There, a friend who knows my fleet and knew that I was looking for a Ferrari 355 Challenge, tells me about one of his friends who is bringing in a Ferrari F355 Challenge today.
    Are you interested in this? He calls his friend, the boss, who tells him that two foreign customers have already positioned themselves there and must travel in the next few days. The next day when it opened after a 2-hour drive, at 9 a.m., I was in front of the garage.

    And this is the discovery of the car: it is a former Cathy Caly, who had raced in rally-cross at the time with a pink Audi Quattro, and in a Citroen ZX. I see the car with a complete file, including a complete set of invoices. She had never been in an accident because she was at the bottom of the rankings. It was serviced by Pozzi before and after each race. I think very quickly, I buy it in half an hour without trying it.
     

     
    Mechanical and cosmetic restoration service providers
     
    We agreed on a major mechanical update at Cheval Cassé. I met Sébastien there, a very nice encounter, a true enthusiast, who was a mechanic in Ferrari Challenge at the time. He works in a closed workshop, above Nice. He only works on very beautiful Daytona cars, Ferrari F40, F50, Maserati MC12, etc. He owns two Ferrari F355s and a very beautiful Ferrari Testarossa Grigio, and is therefore very happy to be able to work on this Challenge again.
     
    A major mechanical overhaul was carried out, including a major overhaul, the replacement of all the hoses, the re-cured cylinder head cover, the screws changed, etc. I had the exhaust remanufactured at Tubistyle, which required three round trips. I now have 3 exhausts: one from Challenge, a TubiStyle and one which did Spa-Francorchamps in 98, and which is so sonorous that it only did one race.
     
    Between May and December 2022, there was the temporary closure of the workshop in December, then the recovery of the car, which was repatriated to the Ranrouët workshop of  @askim2. Sébastien, its mechanic, carried out all the remaining finishing touches, mechanical and aesthetic, finishing with the bodywork. This lasted from December to June 2023. That’s one year in total.
     
    The interior was redone by a local craftsman, Laurent Fleury, who works for Wheeler Dealer, and occasionally for Ferrari Classiche at the Trident dealership.
    I hesitated for months on how to redo it, in leather, in Ferrari F40 interior fabric, or in Alcantara fabric.
    I inquired and noticed that two Ferrari F355 challenges had been redone in Alcantara at the Classic department of Ferrari. So it was possible and it was done again on the following special series. Some Ferrari F355 Challenges were originally released with Alcantara on the dashboard and rear upholstery. The result is superb and contributes to this “racing” atmosphere.
     

     
    The impossible to find part: the seats
     
    In the meantime, I bought a multitude of pieces on the internet in the USA, the Netherlands, and Germany, which is part of the fun. It was an interesting treasure hunt full of pitfalls, scams... The biggest problem was the seats because it didn't have the original seats.
     
    It was delivered with a single OMP seat. I put the leather seats back. At the end of the season, the OMP seats were thrown away because they were no longer approved. Some have been salvaged to have a second seat, so there are very few OMPs left. This is why other Ferrari F355 Challenge are today in Sabelt or other brands.
    I was confronted with a lot of scams, for a budget between 20 and 25,000 dollars, with never the certainty of getting the seats. I found sales ads with carbon kevlar, but there were only carbon seats on Ferrari F355.

    Desperate, I contacted the OMP factory for seats, but an order for two seats is not possible. OK if the order is for 50 or 60 seats. I tell them yes, we can think about it!! Certainly some Ferrarista’s would have been interested!
    I obtain an agreement in principle. OMP needed confirmation from Ferrari to validate the order, but we never got a response. The OMP track has therefore fallen away.

    Looking at the ads as usual, I come across another Ferrari F355 Challenge for sale at Cobalt Automobiles, registered, with seats. I call the garage to tell them that I am ready to take back the seats with an exchange of mine + 20,000 euros. The owner thinks about it for two or three days, a priori not against it. In the end, he did not give up on doing the operation. Back to square one.

    My idea then is to buy the car to get the seats! This also allows the recovery of the original fire extinguisher. The car was purchased, its owner having driven 37,000 kilometers with it. The seats were recovered in May 2023. The car then went to Le Mans Auto Racing for cosmetic preparation and decaling consistent with its presentation livery in 1995.
     

     
    A Ferrari F355 Challenge for what?
     
    I'm picking it up the weekend of the Le Mans Classic 2023, Centenary Edition. I'm taking it on Friday to try it out and do a few first spins. It's an extraordinary experience, there's no better atmosphere. A real thunderbolt !!
    You have to get in the car, harness it, turn on the circuit breaker, start it and then it produces an extraordinary sound, with its Tubistyle exhaust. You have to ride with a helmet because the Ferrari F355 Challenge brakes very hard, you get the roll bar in your head, which risks hitting you. The interior is very narrow. These first turns of the wheels were extraordinary, magical.
     
    The car is complete, but I am not satisfied with the seats, the fabric is damaged, bleached and the rest of the interior is new. I continue my research in Italy to find the fabric this time... without success... finally after discussing with Andrea Modena (Director of Classiche), I decide to bring it to him after the riding season. I should get them back early this year.
     
    It’s a Ferrari F355 Challenge that will drive and do roadtrips, like all my other Ferraris…and the track!
    Moreover, his first real outing was the annual Ferrarista Meeting, at Mas du Clos!! It was an extraordinary ride and I was able to have certain members try this Challenge as passengers but also at the wheel!
    I'm thinking about doing historical events with it. Ferrari is also considering setting up a historic Challenge. They could give the Ferrari F355 Challenge a try. The problem remains the availability of parts. They don't know how to answer this problem at the moment. This would allow the development of the notion of heritage. This car is highlighted on parades today, as part of the Ferrari Challenge in 488.
    Let’s hope for the start of a new story for these Ferrari F355 Challenge.
     

     
    Additional tips if you're looking for a Ferrari F355 Challenge
     
    The finished budget for this car is around 240,000 euros. I have no regrets, quite the contrary! It’s a very endearing car, rather delicate to
    driving on the road, but what a treat!! It has astonishing agility, extraordinary braking and its musicality is incredible!
    It really has its place in my collection and I always find it extremely interesting to move from a car of this type to my future Ferrari SF90 XX.
    Experiences so far away… but so exciting!

    Des conseils pour qui chercherait ce type de Ferrari au final après cette expérience ?
    Patience, patience et patience !! le budget, prévoir large et surtout bien vérifier l’origine de l’auto. Accidentée, pas forcément rédhibitoire sur une auto de course.
    Les compressions évidemment en conditions suspensives.
    Jamais on ne regrette un tel achat !
     
    If you liked this article, you may also like:
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    Franck
    What were the highlights of 2023 with Ferrarista.club? Those that were really worth living and marked our memory? What will be the experiences not to be missed in 2024? Which ones to mark in your calendar today? To make good resolutions in 2024.
     

     
    Ferrarista.club trip to Maranello in May
     
    The traditional trip to Maranello, since more than twenty have already been organized, was this time exceptional in more than one way.
    On the one hand, it started in Turin, where everyone met in the former Fiat factory, the Lingotto, famous for its rooftop test track, and transformed into a hotel. The opportunity to discover a beautiful part of Italian automotive history, which continued the next day with an exceptional private visit to the Stellantis Heritage Hub, which brings together legendary cars from Abarth, Alfa Romeo, Lancia and Fiat.

    On the other hand, we had reserved the new program for the visiting card of the Ferrari factory, allowing us to discover, in addition to the previous editions, the Ferrari foundry, the painting department and the design department. As usual, we had also added, in addition to the classic visit to the assembly lines, the visit to the Scaglietti bodywork, but also the assembly of Formula 1 cars and sporting activities (F1 Clienti and XX program).
     
    To stay in tradition, we also visited the two Ferrari museums (Modena with a Ferrari 330 P4 and Maranello), the Maserati factory, the Pagani factory and museum, the Stanguellini museum, the Motor Valley Festival (presentation in advance -premiere of the Ferrari Roma Spider, Pagani Utopia and Lamborghini Revuelto among others, as well as a very nice tribute to Mauro Forghieri), the Toni Auto garage, etc. We also had the opportunity to see the Ferrari SF90 XX Stradale before its presentation, as well as the replacement of the camouflaged LaFerrari, on the road. Not to mention excellent dinners at the best Ferrari-related restaurants.
     

     
    If you want to see more photos, you can find this 2023 trip to Maranello here:
    https://www.ferrarista.club/forum-ferrari/forums/topic/18339-inscriptions-voyage-à-maranello-du-8-au-13-mai-2023/

    Parade of 24h of Le Mans drivers in mid-June
     
    We were asked to represent Ferrari during the 24h of Le Mans drivers' parade, which takes place on Friday. We already knew that the Ferrari drivers were on the first two rows at the start. The excitement was at its height. It was just before winning the 24h of Le Mans with the Ferrari 499P!
     
    It was a privileged moment, to be able to be with the 24h drivers the day before the start, in incredible conditions, to rub shoulders with them up close before the start of the parade: the Ferrari drivers, of course, but also Jenson Button, Sébastien Bourdais, Jean-Eric Vergne, etc.
     
    It was incredible to pass through a crowd of 200,000 people admiring our Ferraris, taking photos of them and waiting to hear our engines roar. With a feeling of incredible communion and shared pleasure... on a large scale. Magic ! With top-notch organization from the association that manages the event.
     

     
    Registrations were made for members via the private forum:
    https://www.ferrarista.club/forum-ferrari/forums/topic/18396-votre-ferrari-participant-aux-24h-du-mans-2023-in-cro-ya-ble/
    You will find photos and videos of the pilots’ parade here:
    https://www.ferrarista.club/forum-ferrari/forums/topic/18602-24h-du-mans-2023-les-100-ans/?page=3
     

     
    Le Mans Classic 100 years of the 24 hours of Le Mans at the start of July
     
    To celebrate the 100th anniversary of the 24 hours of Le Mans, with an unprecedented number of participants, Ferrarista.club was the only Ferrari club (apart from two clubs specialized in a specific model) present in the club area to represent the Ferrari brand.
    A traditional dinner was organized on Friday evening allowing members to meet and share in a special, quiet moment.
     
    Photos of members during the 2023 Le Mans Classic:
    https://www.ferrarista.club/forum-ferrari/forums/topic/17913-le-mans-classic-2023-inscriptions-avec-ferrarista/
     

     
    Meeting International Ferrarista 2023 mid-September

    The 4th annual Ferrarista.club meeting brought together nearly 80 Ferraris in Auvergne in mid-September. He started on the legendary Mas du Clos circuit which had just reopened. He continued on the most beautiful roads in the region, discovering its specialties (Michelin Museum, Saint Nectaire, etc.).

    Three days in an atmosphere of Ferrari enthusiasts, timeless, in a friendly and festive atmosphere. A huge organization, top notch, by @Calif38  Califette, @chtisuisse and @grhum! With great photos from @Ferruccio!
     


    You will find more photos from this meeting here:
    https://www.ferrarista.club/forum-ferrari/forums/topic/18176-4ème-meeting-international-ferrarista-15-17-sept-2023
    If you are a member, you have access to even more photos in the private area:
    https://www.ferrarista.club/forum-ferrari/forums/topic/19130-rewind-meeting-2023-rallye-des-légendes/
     

     
    Ferrarista.club 2024 program

    Following a survey carried out among members on the private forum, here is the 2024 program including the events which won the most votes:
     
    1. Spa Classic: mid-May
    2. Trip to Maranello: end of May
    3. Ferrarista dinner at the 30th Sport & Collection: early June
    4. Parade of Ferrari drivers at the 24 hours of Le Mans: mid-June
    5. Chantilly Art & Elegance: mid-September
    6. 5th Ferrarista meeting: end of September
    7. Trip to Maranello + Finali Mondiali: end of October
     
    These events being in high demand and filled in 1 day or 2 (or even 10 minutes for some), only members can register.
     
    To become a member in 2024:
    https://www.ferrarista.club/forum-ferrari/store/product/2-membre-de-ferraristaclub/
    To become a Premium member, with registration for events 2 days before everyone else (among other benefits):
    https://www.ferrarista.club/forum-ferrari/store/product/9-membre-premium-de-ferraristaclub/
     
    What event did you attend in 2023? Which event would you like to attend in 2024? What other event would you like us to add to the schedule?
     
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    Franck
    As curious as it may seem to you, the question comes up very often: Is the official color of the Ferrari brand yellow? And what color was the very first Ferrari? Why should the color of your first Ferrari be red? Why are Ferrari Formula 1 cars red? Taking a brief look back at the fabulous history of Ferrari will allow you to see things more clearly and find your answers.
     

     
    The yellow of the city of Modena
     
    Scuderia Ferrari was founded in Modena, Italy on December 1, 1929. Originally, Scuderia Ferrari was a subsidiary of Alfa Romeo, whose cars it prepared for private drivers. The Scuderia Ferrari logo features a prancing horse on a yellow background and the colors of Italy at its top.
     
    Yellow is chosen because it is the color of the city of Modena. Modena is the city where Enzo Ferrari was born and where Scuderia Ferrari was created. The prancing horse was the personal emblem of Francesco Baracca, a heroic pilot who died during the First World War. In 1923 Enzo Ferrari met Count Enrico Baracca whose wife, Countess Paulina, told him one day “put my son's cavallino rampante on your machines. It will bring you luck.” Enzo Ferrari's brother, Alfredo, died at the start of the war while serving in the Baracca squadron.
     

     
    The red of Italy in motor racing
     
    On March 12, 1947, the first car bearing the Ferrari brand was produced in Maranello. This is the Ferrari 125 S (Chassis 01C) equipped with a 1,500 cc V12 developed by Gioacchino Colombo. Scuderia Ferrari is responsible for entering it in competition. The first victory took place in 1947 at the Rome Grand Prix where this first Ferrari 125 S was driven by Franco Cortese with the number 56. In six months, no less than 6 races were won out of 14 contested.
     
    This first Ferrari is red since the beginning of the century all cars have worn the color of their country during the Grand Prix. It's red for Italy, blue for France, green for Great Britain and gray for Germany, for example. This explains why Ferrari Formula 1 cars are still red today. This also explains why the most requested color for a road Ferrari is red as in competition, from which the entire history of Ferrari comes. The famous Rosso Corsa which has actually evolved over the years.
     
    In summary, the color of the Ferrari logo is yellow, the color of the city of Modena. The color of the first Ferrari brand car is red, because it is the color of Italian Grand Prix cars.
     
    Did you know these details of the history of Ferrari and the different colors used? Do you know any other interesting details related to Ferrari colors? What else would you like to learn about the Ferrari colors and logo?
     
    If you liked this article, you might also like reading;
    - 5 reasons to choose the Ferrari F355 against the 360 Modena or vice versa ...
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