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. ❤️

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

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

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

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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