The Ferrarista space at Le Mans Classic Legend 2026 : Exceptional Ferraris. Passionate owners. More than 15 years of meetings that give all its meaning to Ferrarista.club.

About fifteen Ferraris gathered for three days at the heart of automotive heritage.

From historic paddocks to Ferrari Challenges launched on the 24 Hours of Le Mans circuit, including the M24 museum, this edition offered everything a Ferrari enthusiast could expect.

But the most memorable souvenir will perhaps not be that of a car.

It will be a discussion around a Ferrari. A lunch shared between members.

A meeting between enthusiasts who previously exchanged behind a nickname on the forum.

Because for more than 15 years, Ferrarista has pursued the same goal: allowing Ferrari enthusiasts to meet, exchange, and live their passion together beyond the virtual world. 

The Ferraris were exceptional. The meetings even more so.

A Ferrarista space at the heart of Le Mans Classic

It is 9:30 am. The first Ferraris arrive one by one at our club space. The V8s and V12s respond to each other. Smiles are already circulating among the first members. Some meet again after several months, others finally meet "in real life", after having exchanged on the forum for a long time. Discussions that start around a Ferrari and can continue for hours. This is the sign of a good weekend starting.

Thank you to the members who participated and contributed to this beautiful atmosphere ! Thank you to @Spaton, @Loco44, @Mike051, @Thunder49, @Papycalou, @MaranelloGV, @thierryP, @17 JPS, @Hub56, @TitiFerrari, @Zaz, @joel, @antonino59, @Wilbo, @fab.gui.mondial3.2,@soprano26, @geo27, @Olivier Scud and all the members present for making the Ferrarista space come alive during this weekend.

The Ferraris present :

• Ferrari 599 GTB
• Ferrari 575M
• Ferrari F430
• Ferrari 812 GTS
• Ferrari Mondial,
• Ferrari 348 TS
• Ferrari F355
• Ferrari Mondial 3.2
• Ferrari BB512
• Ferrari 348 TS
• Ferrari California T

Thank you also to all those who came to meet us at the Ferrarista space.

These moments are exactly the reason for being of our community: allowing Ferrari enthusiasts to meet, exchange, and share their passion beyond the virtual world. This is where strangers become friends.

Several visitors stopped to chat with us when discovering the Ferrarista space. Some asked us how to join the club.

After taking the time to meet up, head for the paddocks.

Ferrari F40 (1987) — Enzo Ferrari's last creation With its 478 hp twin-turbo V8, its carbon fiber, and its radically performance-oriented approach, the F40 remains one of the most sought-after Ferraris by purists.

Ferrari Testarossa (1986) — The return of the mid-mounted 12-cylinder A symbol of the Pininfarina era, the Testarossa associates its 4,943 cc flat-12 cylinder engine with a silhouette that has become legendary. A green configuration that recalls the diversity of period customisations.

The Ferraris that caught our attention

Then, of course, it's impossible to go to Le Mans Classic without spending a lot of time in the paddocks, the Artcurial auctions, and the spaces of the different clubs. But there again, the pleasure is multiplied when walking through them among enthusiasts.

In front of Raul Marchisio's Ferrari F40, a Ferrari 488 GTE EVO, or a Ferrari 512S, we discuss:

• history;
• technical choices;
• mechanical evolutions;
• performance;
• restorations.

In front of the Ferrari F40, everyone had their memory or anecdote. Everyone brings their knowledge and experiences. As is often the case during our outings, the discussions quickly became very technical. It is this mix of expertise and friendliness that makes these moments unique. The paddocks are the place where everyone's knowledge complements each other.

There were four of us around the Ferrari F355 Challenge cars. Twenty minutes later, we were still there. The discussion had shifted from the difference between two configurations to our personal memories of these models. This is exactly what happens during Ferrarista outings: a car quickly becomes the starting point of a conversation.

Berlinetta Challenge: when the Ferrari Challenge cars return to the track

I did not expect much from the Berlinetta Challenge, having regularly attended Ferrari Challenge races. In the end, it was probably one of the best surprises of the weekend.

Seeing Ferrari Challenge cars from different eras, belonging to private owners, evolve on the legendary 24 Hours of Le Mans circuit is a rare experience.

It allowed us to detail them one by one in the dedicated paddock: Ferrari 348 Challenge, Ferrari F355 Challenge, Ferrari 360 Challenge, Ferrari F430 Challenge, Ferrari 458 Challenge ... with the specificities of each, their resemblance to the production model, the owners we know.

Cars designed for the track returning to their natural environment.

This Berlinetta Challenge was the opportunity to catch up with @Olivier Scud, entered with his Ferrari 458 Challenge, the only example present, to test the relevance of the Ferrari 458 Challenge among the previous Ferrari Challenges. Being able to chat with an owner who actually brings this car to life on the circuit adds another dimension to the experience.

Berlinetta Challenge — The evolution of the V8 Ferrari in competition 348, F355 and F430 Challenge: three generations of berlinettas dedicated to the track, with optimized chassis, weight reduction, and specific equipment to rediscover the sensations of Ferrari competition.

Ferrari F430 Challenge (2006) — The F136 V8 unleashed for the track From the Ferrari Challenge program, the F430 Challenge uses the 4.3-liter V8 from the production berlinetta with a chassis optimized for competition. A particularly noticed example in this unusual green hue.

The moment that many will remember: the Ferrarista picnic

If one particular moment of the weekend had to be remembered, the Saturday picnic in our Ferrarista space would probably be among the first.

No complicated program. No protocol.

Around noon, simply enthusiasts gathered around a meal, around our Ferraris, with time to chat, laugh, and discover each other's stories.

It is often in these simple moments that we learn the most:

• the story behind a Ferrari;
• why a member chose a specific model;
• a restoration project;
• an anecdote experienced during a previous outing.

A Ferrari brings people together.

But it is the meetings that create the memories.

Once lunch was over, it was time to leave and discover the Ferraris that had made us come all the way to Le Mans.

M24: a journey through Ferrari history

With the high temperatures of the weekend, the visit to the M24 museum came at the best time, at the hottest hour, after lunch.

A break in the cool air, but above all a true discovery.

On Saturday, arriving at the museum required a bit of patience with the access controls and the visitor flows, but once this first step was passed, the richness of the collection largely rewarded the wait. The museum offers a particularly interesting selection of historic automobiles, notably including several remarkable Ferraris. Impossible to name them all, but five Ferraris particularly interested me:

• Green 1953 Ferrari 375 Thinwall;
• Blue 1960 Ferrari 250 GT SWB;
• 1969 Ferrari 312 P, successor to the famous Ferrari 330 P4;
• Ferrari 512 S;
• Michael Schumacher's F2002 Ferrari in 2002;
• ... and dozens of other racing Ferraris that would deserve an article on their own.

A place to absolutely discover during a future visit to Le Mans. This museum represents the link between Ferrari heritage and our current passion.

Ferrari 512 S (1970) - Endurance prototype with a 5-liter V12 developing 610 hp, developed to face the Porsche 917. Eleven examples took the start of Le Mans 1970, before the victorious evolution into the 512 M.

Ferrari 375 Thinwall (1953) - Single-seater with a 4.5-liter V12 developing 400 hp, sold by Ferrari to Tony Vandervell. Deeply modified, it participated in developments that would lead to the creation of Vanwall in Formula 1.

Our feedback on this new formula

A new formula more pleasant to experience

After several busier editions, this new annual formula brings in my opinion several appreciable improvements.

I particularly appreciated:

• fewer people;
• less waiting;
• much smoother circuit access in the morning;
• paddocks more pleasant to walk through;
• less waiting to get food;
• more time to actually enjoy the cars;
• novelties like NASCAR and the Berlinetta Challenge, the tribute to Gordon Murray

We perhaps lose a bit of the "grand exceptional gathering" effect, but we gain enormously in comfort and quality of experience.

A few ideas to go even further

A few improvements, coming from the feedback of Ferrarista members, would however allow making the experience even better.

More action on the track on Saturday

Before the start at 4 pm on Saturday, activity on the track seemed relatively limited to me, parades, with several significant waiting periods.

A denser program would allow better pacing of the day.

Screen broadcasts

Cutting off the giant screens from 8 pm on Saturday is a shame.

On a circuit as long as the 24 Hours of Le Mans, it is impossible to correctly follow the remaining races from the grandstands without a broadcast, waiting for the cars to complete a full lap.

Keeping the screens active until the end of the races would truly improve the spectator experience.

More technical information in the paddocks

The panels presenting the cars could also be enriched.

Adding some simple information would be highly appreciated by enthusiasts :

• engine displacement ;
• engine architecture (V8, V12, Flat-12...) ;
• power output ;
• racing history.

This would allow visitors to better understand the cars they discover.

My 5 favorites of the weekend

❤️ The Ferrarista picnic

❤️ @Olivier Scud's Ferrari 458 Challenge on the track
❤️ The blue 250 GT SWB from the M24 museum
❤️ Discussions in the paddocks around the Ferrari Challenges
❤️ The 1970 Ferrari 512 S

Ferrari 355 GT MasterCar — A F355 born for endurance racing Entered in the 2001 24 Hours of Daytona with Andrea Montermini, this racing F355 received a specific GT preparation : 3.5-liter V8, racing gearbox, dedicated aerodynamics, and reinforced chassis.

Ferrari 400 GT — The last carbureted Ferrari V12 Presented by Artcurial Motorcars at Le Mans Classic, this large GT embodies 70s Ferrari luxury : 4.8-liter V12, 340 hp, automatic transmission, and a Grand Touring philosophy unique in Maranello's history.

What I remember most from this weekend

Leaving Le Mans on Sunday evening, one thing became obvious.

We had seen Ferraris valued at several million euros.

Cars that wrote the history of motorsport.

Models that many simply dream of getting close to.

But the memory that will last the longest will probably not be a spec sheet or a lap time.

It will be a discussion around a Ferrari. A shared lunch.

A meeting between two enthusiasts who until then had only known each other through a nickname on a forum.

This is exactly why Ferrarista has existed for over 15 years.

Ferraris create the initial contact. Enthusiasts create the memories.

When is the next meeting?

And you, what is your best memory of Le Mans Classic Legend 2026?

You were present at Le Mans Classic Legend 2026 :

• What is THE moment you will remember from this weekend?
• Which Ferrari impressed you the most?
• What would you like to find again (or improve) for the next edition?

Your memories, photos, and anecdotes will keep this topic alive long after the event is over.

And if you have never participated in a Ferrarista outing before, I hope this article will make you want to join us for the next one.

Continue your discovery

A family Ferrari, discreet, usable daily, and equipped with a naturally aspirated V12 paired with a manual gearbox: on paper, the 456 GT ticks all the boxes of the ideal GT. But what is it really like after several years of living together?

Long remaining in the shadow of other more high-profile Ferraris, the 456 GT is nevertheless winning over more and more enthusiasts looking for an authentic, elegant Ferrari capable of swallowing up miles in remarkable comfort.

Owner of his Ferrari 456 GT for several years, @knvbparis opens the doors of his garage to us today and directly shares his feedback: purchase, usage, maintenance, budget, reliability... A valuable testimony for anyone interested in this endearing V12-powered GT.

Ferrarista : What is, briefly, your automotive background and why did you choose the Ferrari 456 GT?

@knvbparis : The automotive passion was passed on to me by a childhood friend who was a die-hard Porsche fan. He bought all the sports car literature available at that time (the 90s); we spent hours and hours reading magazines and watching Turbo or Automoto on VHS, which were our main sources of information back then.

My first sports car was a 1971 Porsche 2.2T. Not necessarily my wisest purchase; the dealer charmed me with a nice test drive, making me forget a few minor rust spots to check 😉. After several experiences with Porsche (even one with a front engine) but always with "classics," I decided to look elsewhere and see how things were done on the other side of the Alps.

At the time, the specifications were mainly dictated by the family factor... I buy cars to drive on all occasions, and when you have a large family, it's better to have more than 2 seats to increase the chances of driving, and it's a pleasure I like to share, hoping to pass the automotive bug on to my children. Despite the 4 seats of the 456, I still can't take the whole family and the dog!

Ferrarista : What were your purchasing criteria for a Ferrari 456 GT and how did you manage to find your car?

@knvbparis : There were the mandatory 4 seats, as already mentioned, and overall comfort, but also, of course, the price; even though I am lucky enough to be able to own and maintain passion cars, there are pleasures I cannot afford. The Roma had just come out and the rear seats are just for show, the GTC4 Lusso, whose design I like very much, was not within my price range (and it's automatic anyway), and even less so the 365 GTC/4.

That left the 365 GT4/400/412/308/Mondial/456/612. I didn't like the 612 with its "Kardashian-style" rear end, and on the 400 and 412, there were too many Fiat parts for my taste, even though having a "Colombo" under the hood is appealing. The Mondial had the benefit of 4 seats and being a cabriolet, but an unconvincing test drive at the time made me change my mind.

So the 456 became an obvious choice. I absolutely wanted a GT (I don't like the suppository look of the M's front hood, nor its redesigned interior), non-red, and a manual gearbox of course. I started spreading the word left and right that I was looking for a 456, and very quickly a friend put me onto a "Corsican" 456 looking for a new home - triple black - a few gaps in the history but with a service book and some invoices. First registered in Germany as a company car, some time in Belgium, and then a few French owners.

It had been taken in as part of a deal by a merchant – once the car was back on the continent, I went to see it and fell under its spell! A couple of adjustments/works to be done by the dealer, and there I was, the buyer of the beauty, once again without overthinking it!

A deal based 100% on trust (since I'm hopeless at mechanics), even though I took care to read and reread the various buying guides here and there and the experiences of Ferrarista owners. I had been warned!

Frankly, reading them was enough to make you worried, with all the "plagues of Egypt" promised to the future buyer: electrical problems, headlight motors, windows, sticky buttons, and suspensions...

But I was well surrounded: a wise friend, an honest dealer (and probably a bit of luck).

Ferrarista : What advice would you give to someone wishing to buy one today?

@knvbparis : Not to do what I did! Go see the car with a "456-ologist" who will have the eye and a major focus (like 100% of our cars) on maintenance, preventive & curative work. The engine/gearbox have a reputation for being indestructible, but the "peripherals" can be temperamental and anxiety-inducing, so you have to pay attention to them.

The small flaws are well known and easy to check (others will surely arise as the cars age)...

The small flaws are well known and easy to check (others will surely arise as the cars age). Seeing a beautiful or very beautiful one (possibly belonging to a Ferrarista), even if it is not for sale, helps you be able to spot a rotten or average car at first glance behind the wheel. Evaluation by comparison is often a fairly reliable method.

Do not fear the kilometers on the odometer as long as the maintenance has been done well and regularly. Once again, it is solid, even if the electronics sometimes remain temperamental (not to the point of being unable to drive).

Ferrarista : What has struck you the most about your Ferrari 456 in use compared to your previous cars?

@knvbparis : The foolproof simplicity of use (in urban areas, on the German Autobahn, or pushing it (gently) on small roads)! A top level of comfort. A great sympathy capital, a flexible and bulletproof engine.

I use it for everything, going to Leroy Merlin, taking the kids to sports, on weekends, going to a restaurant 5km from my place… it does it all. And beneath its multi-purpose side hides a wild beast!

Even my wife has adopted it and recognized that behind the wheel, you can feel that the car wants you to push it up the rev range…

Ferrarista : Can you tell us about the costs involved in normal use of a Ferrari 456 (insurance, annual maintenance, major service, unexpected issues, etc.)?

@knvbparis : First of all, I would like to point out that the troubles promised to me when buying a 456 did not all come true.

Insurance is around €1200/year I think, a year without unexpected issues is +/- €2000 all in (excluding fuel, and it is thirsty).

As for unexpected issues, on the 1st day the alternator gave out on me (covered), a cracked radiator (my fault after a slightly too optimistic pass over a speed bump), and the foam of the fuel pump disintegrated in the tank. The radiator was able to be repaired (lower cost), and for the cleaning / reconditioning operation of the fuel pump, it must have cost me around 1000 excluding VAT.

Among the works that were not necessarily useful but still indispensable in my eyes, I had, among other things, the front windows adjusted as best as possible, changed the wheel nuts, had the A/C put back in normal working order, and had the epoxy paint of the engine block redone– I have everything done from A to Z by a professional.

It goes out in all weathers even for a few kilometers, so I want everything to be perfect (as much as possible). But in my eyes, the maintenance cost is nothing compared to the grin the car gives you when you turn the ignition key.

Ferrarista : What are, in your opinion, the points to monitor on a Ferrari 456 over time?

@knvbparis : I have already listed the well-known points to watch out for, and we can think that overall now, with the age of our 456s, these points have now been addressed.

For a new buyer, if that is not the case, you should walk away.

Personally, every time I visit the mechanic, I ask him if he sees any preventive work to be done and, as far as possible, I do it quickly.

I read the Ferrarista posts of other 456 owners to learn from their misadventures and anticipate as much as possible.

Ferrarista : And if you had to do it all over again?

@knvbparis : If I had to do it all over again, I would do it sooner! The incredible magic of the V12

Ferrarista : How do you use Ferrarista for your experience with your Ferrari?

@knvbparis : The experience of the members / participants is more than valuable. A goldmine of advice, tutorials.

Even though I have never met anyone to this day, I still feel like I belong to a community.

Ferrarista : What does the Ferrarista.club community bring to you?

@knvbparis : Not a day (or almost) goes by without me logging onto the site.

I know that if I ever have a very technical question there will always be a "passionate fan" to answer me, so Ferrarista brings me peace of mind.

If I were to acquire another Ferrari, I would like to buy it from a member.

Continue your discovery

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