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    OliveBdr
    The Ferrari 308 is a classic Ferrari model, much loved and particularly popular with those who watched Magnum's adventures on television in the 80s. But beyond the dream, what can you expect from a Ferrari 308 today? today? How do I find a good copy? What points to watch in particular when buying? What to expect in terms of maintenance?
    As always in the "Long-term test" series, it's an owner who will answer all these questions, that is to say the best placed person! Thanks to
    @OliveBdr for agreeing to play the feedback game, to make the Ferrari 308 better known.
     

     
    @Franck : Quickly, what is your automotive background and why did you choose the Ferrari 308?
     
    @OliveBdr :  Like many enthusiasts, it started very early. As a child I collected posters of beautiful Italian cars from the 70s/80s (Ferrari Testarossa, 308, Dino and other Lamborghini Countach). Of course, I also devoured the few American and English television series that regularly showed these cars.
    More than anything, it was their line that moved me. I notice that it is particularly the paw of Malcom Sayer (E-type) and that of Leonardo Fioravanti which marked my youth.
    I then understood the merits of “light is right”. The Caterhams and Lotus Elans that I had the chance to own showed me the virtuous side of this approach. So I quite naturally lean towards small cars, not too heavy. In the Ferrari universe, this logically led me to the Ferrari 308 because I couldn't touch the Dino grail.
     

     
    @Franck : What were your criteria for buying a Ferrari 308 and how did you find this copy?
     
    @OliveBdr : For lack of means, I very quickly learned to take care of my motorcycles myself, then my cars. This is now an integral part of the pleasure they give me. Knowing how to use them and how they work, in detail.
    The only really complementary criteria for me were therefore the pedigree, the history, the traceability and the "complete" side of the car. After two years of searching, I was about to give up. It was finally a member of Ferrarista who put me in touch with an owner who was thinking about selling his car… It corresponded perfectly to my expectations.
     

     
    @Franck : What struck you the most about your Ferrari 308 in use?
     
    @OliveBdr : It is a rustic car, simple to use and simple to maintain. Accessibility to the majority of organs is generally good but the parts are expensive. It is therefore necessary to study the maintenance history in order to correctly define its purchase price.
    In use, the steering is hard when stationary, firm at low speed, but simply perfect on small roads. Its performance makes it perfectly consistent with the joys of security repression. Its dimensions allow it to fit easily into traffic, even in town or on small, narrow roads.
    Despite my meter eighty, it is remarkably comfortable even on long journeys. Braking is a bit dated, especially compared to modern productions. But its cornering behavior is delicious as the running gear faithfully communicates the road. In the winding, we find many points in common with the Lotus Seven.
    The cockpit is exquisite. All the aesthetic codes of the sports cars of the 60s/70s are there. It is also fun to compare it with a Dino. The small rockers, the large needles, the speed grid and its lever that slams when you handle it at a sustained pace...
    The materials are solid, carpets and leathers are thick. Only the reflection of the meter cap in the windshield is annoying. The entire dashboard deserves a matte, flocked material like that of a 246.
    The sound volume is quite bearable with its original exhaust. You can carry on a conversation without pushing your voice, even on the highway. It is also surprising to observe how well it is soundproofed, because the sound volume outside is much more demonstrative!
     

     
    @Franck : Can you tell us about the costs incurred for normal use of a Ferrari 308 (insurance, annual maintenance, major overhaul, contingencies, etc.)?
     
    @OliveBdr : The price of insurance is quite reasonable, even with a general insurer. I pay less than 600 euros for all risks per year. Fuel consumption is also reasonable for a V8 designed in the 1970s… around 10 liters per 100 when driving gently. The cost of maintenance depends mainly on the ability to do it yourself, and on the condition of the car at the time of purchase. It takes a ticket of 15,000 euros (+50% labor) to catch up on neglected maintenance. Then 1000 euros per year (+50% labor) for monitoring if you drive little (5000km per year). Again, it's light, rustic and strong...it helps a lot.
     

     
    @Franck : In your opinion, what are the points to watch out for on a Ferrari 308 over time
     
    @OliveBdr : Probably the same as those of the 206, 246, 308 Dino and 328. But also the same as all the car production of the 80s. Let me explain. These cars sold for the price of a Dacia 20 years ago. They were therefore neglected because the cost of maintaining them was not commensurate with their purchase value. Also, their maintenance record rarely followed the car. It is therefore often necessary to start all over again at the time of purchase.
    The points to be monitored are mainly the gearbox linkage seals, the sealing of the shaft covers with the ignition, the ignition cables, the fuel pump, the axle oil seals, the silent blocks of the gears, rack, ball joints and shock absorbers, engine silent blocks, timing and valve clearances. On the carb versions... the carbs! In short, more or less the same thing as on a Citroen DS or a Peugeot 403! We said it was rustic, right? Ferrarista is also a wealth of extraordinary information for diagnosing and maintaining our old cars.
     

     
    @Franck : And if we had to do it again ?
     
    @OliveBdr : I would do it again, but sooner. The 308 and 328 have an extraordinary line. Mix of dynamism and softness. The proportions are perfect, exciting but never vulgar. Looking at her would be enough for me. The engine is very well designed. It is the parallel of the light aviation twin engine. These are two independent 4-cylinders that work together. You had to think about it! With the type E, the 308 is for me the culmination of my definition of the automobile passion. Made to be admired, and to take its driver to the other side of the world!!!
     

     
    Thank you @OliveBdr for this exciting feedback on the Ferrari 308!
    If you too own a Ferrari 308, what other advice would you give to someone interested in owning one?
    If you're thinking about buying a Ferrari 308, what other questions would you want to ask an owner?
     
    If you liked this article, you may also like:
    - Long-term tests: the Ferrari Mondial Cabriolet 3.2 by Chagui
    - Long term test: Xav88's Ferrari Mondial
    - Long term test: Mika 348's Ferrari 512 TR
    - Long-term test: Glyde's Ferrari 348
    Franck
    After a first meeting in the Jura, organized by the Gang des Lyonnais, and the second in the Gorges du Verdon, organized by the Squadra du Sud, last year, no less than 70 Ferraris met over three days in Champagne mid-September 2022. Incredible! And yet this figure was reached very quickly and limited by the accommodation capacity of the hotels. Coming from all over France, Switzerland and Belgium, what had their owners been looking for? What did they experience during those three days? Why didn't they want to go back?
     

     
    Day 1 : Circuit des Ecuyers
     
    The first day, Friday September 16, was a day on the track! Why ? So many Ferraris on the circuit? The big advantage is that the circuit allows everyone to stay static in the same place, to facilitate meetings from day one. The Ferraris were parked by model, in order to allow exchanges between owners of the same model and to obtain an even more beautiful parking lot for the photos.
     
    Driving a Ferrari isn't always easy: they're expensive cars, a dream come true, and owners don't want to damage them. However, over the years, more and more members are taking the plunge. This is an opportunity to enjoy your Ferrari to the fullest in complete safety, without fear of the police. A majority of owners have taken their Ferraris to the track, in addition to the parade, which offers great photos of all our Ferraris on the track.
     


    The Circuit des Ecuyers, which had been selected, is a very secure circuit, with wide grass clearances. It's a technical circuit where you never go very fast. A hilly circuit more interesting than a flat circuit. The women's session, organized for the first time, was a huge success, with many getting behind the wheel of the Ferrari for the first time!
     
    Another big success of this first day were the Ferrari 296 GTB tests organized in collaboration with the Charles Pozzi Ferrari dealership. Thirty half-hour tests were done in one day, which is huge. There were many more requests than places, unfortunately. The feedback was very positive on these tests and on this new Ferrari
     
    A huge success also for the instructor pilots who were absolutely in demand all day. Having an instructor driver reassures, especially beginners, and helps them to progress quickly, quickly getting their bearings on this circuit and analyzing the particular points to improve in order to progress.
     

     
    Lunch, inside the circuit, was provided by the caterer Les Réceptions Bertacchi. The people in charge of the circuit told us that it was exceptional to bring together on the circuit so many cars of a single brand, that never happens again, and even of a brand as prestigious as Ferrari.

    It is the Hôtel des Francs in Soissons, which welcomed the participants to rest after the trip and this first day on the circuit. Their hospitality was exceptional, with, among others; the hotel manager, himself, helping the Ferraris park in the underground car park to make everything perfect.

    A tombola was organized at the time of the cocktail with a lot of Ferrari-related prizes, some of which offered by Francorchamps Motors Ferrari dealership and by Emilia Parts, the Ferrari parts specialist. Each participant left with at least a good bottle of champagne and glasses engraved with the image of the famous prancing horse. A beautiful souvenir to take home.
     
     
    Day 2 : Tourist circuit in Champagn
     
    The second day of this Ferrarista meeting started with very beautiful Champagne roads, almost empty on a Saturday morning, between Soissons and Reims. The objective was to visit the automobile museum of Reims, which offers one of the five largest collections in France. A great opportunity to dive back and talk about these cars that rocked our childhood and that we no longer see on the roads.
     
    Lunch was organized next door, in the famous Domaine des Crayères which has 2 stars in the Michelin guide. The car park was reserved for a magnificent lunch that will be remembered, as everything was perfect: the champagne of course, the delicious dishes, the impeccable service, the magnificent setting, etc.
     

     
    The participants then took the beautiful road between Reims and Epernay. The afternoon was devoted to visiting the cellars of Champagne Mercier, the only house capable of accepting such a large group of people. Their little train travels part of the 18 kilometers of underground cellars. The return to Soissons was on very beautiful roads, on the slopes of Champagne, between small typical villages, with very beautiful views.
     
    The evening started with a cocktail, during which was briefly presented the history of Ferrarista, where it is today and the prospects for the future. This beautiful evening was also marked by a surprise gift offered by the Hôtel des Francs in Soissons: a cake in the shape of the Ferrarista.club logo, made of marzipan. A very delicate attention, much appreciated.
     

     
    Day 3 : the Reims-Gueux circuit
     
    On Sunday morning, the Ferraris took other very beautiful country roads between Soissons and Reims, with the pleasure of admiring the long line of Ferraris winding through the valleys, with the smiles and thumbs up of onlookers.
     
    The objective was the mythical circuit of Reims-Gueux, where Ferrari won several victories. Thanks to a prefectural authorization, the 70 Ferraris were authorized to park along the famous restored grandstands of the circuit. Thanks to the Association des amis du circuit de Gueux, we were also able to have lunch in the stands opposite, with our Ferraris lined up in front of us. Exceptional there too!
     

     
    Special Thanks
     
    The weather was exceptional during these three days, which helped a lot to make it a memorable Ferrari meeting, like the previous two. It was also exceptional thanks to the 140 participants, their enthusiasm, their smiles, their benevolence, their lively exchanges.
     
    Nothing would have possible without @Stradale V8, who counted neither his time nor his passion to make this Ferrarista meeting in Champagne superb and specific. Thank you also to his family, who actively participated in the organization, as well as to all the members who wished to help during the meeting: @bernard, @Blaze, Califette and @Calif38, @Blaze, @joel, @aspym, @raff, @JNico, amongst others.
     
    If you were lucky enough to be able to take part in this meeting, what did you remember? What was the best moment from your point of view?
    If you are a Ferrari owner, will you be present with us at the Ferrarista 2023 meeting?
     
    If you liked this article, you may also like
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    chagui
    The Ferrari Mondial Cabriolet may not be the most beloved Ferrari, but to drive around in your Ferrari listening to the sound of the V8 hair in the winds, with your whole family, for a reasonable purchase and maintenance budget, with full of sensations from low speeds, there is no better! Produced from 1983 to 1993, the Ferrari Mondial Cabriolet is rare. Feedback from an owner is also essential to know how to choose the right model. @chagui fell into the Ferrari world when he was little and is therefore a true enthusiast as we like them on Ferrarista. Discover his fascinating story and his advice following the purchase of his Ferrari Mondial Cabriolet 3.2.
     

     
    @Franck : What is your automotive background and why did you choose this Ferrari?
     
    @chagui : I hope the readers have the time because to answer this question I will have to tell you about my life... Like Obelix, I fell into it when I was little. It is often said that the first memories are established around the age of 3, for my part it is a little earlier: the oldest memory of my life is directly linked to Ferrari, it is the Ferrari exhibition in the Cartier Foundation in 1987, where in particular, a large part of the Bardinon and Setton collections were exhibited. What wonders! There was also in the gardens, under one of the hot air balloons, a Ferrari Mondial Cabriolet 3.2 ...
     
    I had traveled from Bastia to Paris on my mother's lap, in my father's Ferrari 308 GTB, something unthinkable today! I made a sign to my father by opening my hands to ask him to take out the retractable headlights… But my Ferrari virus is even older, it was from my first days that my parents took me for walks in my bassinet in the back of the Ferrari 365 GT 2+2 that my father bought a few months before I was born (and which is still in his collection). And it is naturally that I tried to imitate the V12, long before I knew how to speak!
     

     
    The weekends of my childhood were often punctuated by outings to old car clubs, especially since Corsica is conducive to the arrival of many rallies. As a child, I remember admiring the Ferrari California SWBs of Antoine Midi and Brandon Wang parked by the roadside in the village of Venaco, during a Rally Story! I was also able to visit the Mas du Clos, I was 5 or 6 years old, and I had amazed the curator of the Bardinon collection who was visiting us, because I knew the difference between a P4 and a P3 /4, in this case #0848 and #0860 which were side by side, at the back of one of the rooms in his museum.
     
    As a child, I also loved watching the VHS of Jacky Setton's collection over and over, and in particular a car that has always impressed me, namely his Ferrari 308 GTB Gr4 Pioneer. When at the age of 16 I came across an advertisement for a Ferrari 308 Gr4 in Pioneer colors, I hastened to bring the magazine to my father explaining to him how great it would be if it arrived to negotiate this car. And a few weeks later, in exchange for a nice balance, a Porsche Carrera 3.0 and his Ferrari 308 GTB (standard) he came back with this marvel, which he still has today. In 2005, he treated himself to another gem, namely a Ferrari BB512 Competizione prepared by Bacchelli and Villa. And to finish a Ferrari 360 Modena in 2015.
     
    As you can see, it was natural for me to focus on Ferrari. So I chose a profession, both passion, and allowing me to achieve my primary objective, namely to offer me a Ferrari as soon as possible! Passionate about navigation, I started a course as a Merchant Marine Officer and with my youth savings and my first salaries as a cadet and then as a lieutenant, I intended to treat myself to my dream, namely a Ferrari 308 carburetor. At 22, not yet having the budget for a Ferrari 308, I got caught up in an Ebay auction, and within a few hours I found myself the owner of a Ferrari Mondial 3.2 coupé in Belgium for only 20,000 €. It was in 2006. It had 160,000 km on the odometer but presented very well. A friend of my father, a Belgian collector, went to confirm its apparent good condition and a few days later my father and I went to pick it up. I had never flashed on this car, but I found the look of the 3.2 and the T much more pleasant than the 8 or the QV.
     

     
    The advantage of the Ferrari Mondial 3.2 over the T is of course the ease of access to the straps. I then discovered a car of very high quality, well finished, it was like new despite its mileage and ran like clockwork. Good handling and stable in fast corners. Smooth and responsive engine. Honestly, what qualities! But I kept my dream of a Ferrari 308 and less than a year later I came across a red carb GTS in Porto Vecchio. As often in this kind of purchase, an affinity is created between the seller and the buyer and this gentleman kept the car for me while I sold my Mondial. I had also bought a 1973 Alfa Spider 2L in the meantime and I managed to make a profit on these two sales to afford this 308.

    Unfortunately 5 years later I had an accident with it and twisted the chassis. After reflection and having seen quotes higher than the price of the car at the time (in 2013) I preferred to resell the car by having selected the only buyer who wanted to restore it rather than selling it in spare parts... It was a great heartbreak for me. I was planning on getting another one, seeing a Ferrari 328 or Ferrari Testarossa, which were still affordable at that time, but at the start of 2014 the Baillon sale took place and the start of a surge that quickly tripled the price of cars that interested me. In the meantime, I bought a house, got married and in 2015, still not having the budget, I flashed on a much more affordable Jaguar XJS V12 convertible.
     
    5 years later, my wife pregnant with our second child, and the Jaguar having only 2 seats, I decided to seek the best compromise while returning to Ferrari. My very good memories of the 3.2 and my budget directed me towards this car. But in terms of line and rarity, as well as the pleasure of driving hair in the wind in Corsica, I absolutely wanted a convertible. I find it more slender and elegant in this version. There are only a little over 300 copies in European version and left-hand drive, and then it is the only Ferrari having been used to transport a Pope! You rarely find more than one or two for sale in France and it took me patience to find one, as well as to sell the Jaguar. Fortunately I came across a professional and true enthusiast, Christophe Macé, from the 312 Classic company. We discussed a recovery of the Jaguar and agreed on a payment to make this exchange. Here again, the affinity between us was a triggering point and Christophe Macé understood that I, in turn, intended to pass on my passion to my son who was waiting for this Ferrari and that we absolutely had to do business.
     

     
    @Franck : How do you use it? Since when ?
     
    @chagui : I use my classic cars very little, a few hundred kilometers a year. Never in the rain or without knowing where to park them without risk. Only for pure pleasure or not to leave it too long without rolling. I have had it for a short time, at the end of 2020. I will sometimes just lift its tarp in the garage to look at it…
     
    @Franck : What were your purchase criteria for this Ferrari and how did you find this example?
     
    @chagui : As mentioned above, I absolutely wanted a European model, with its original rims and in very good condition. I hate Ferrari Mondials with non-TRX rims. No really precise color combination even if I don't think I would have succumbed to a black or a white one. The experience of my previous Ferrari Mondial with its 160,000 km did not make me fear a high mileage because well maintained, it supports it very well.
     
    However, I couldn't have timed it better. Mine had only 38,000 km, 1st hand until 2018 when it belonged to the wife of an Italian collector. It was then bought by Colombo Challenge in Marseille, which sold it within the year to 312 Classic in La Baule, after a general overhaul. The car has its original booklet as well. Christophe used it a little then it arrived in my garage. I did some cosmetic work (see forum "detailing my Mondial" on Ferrarista) to restore its shine and erase the few defects due to time, but it was already in superb condition. I bought a Ferrari car seat to take my 4 year old son for a walk, a Dustcover cover, completed his tool kit and here it is in competition condition!
     

     
    @Franck : Immediately after the purchase, what struck you the most at the wheel of this Ferrari?
     
    @chagui : Since it hasn't been driven much in recent years, I have noticed that the tires are very dry. There is not even the year inscribed on them, which means that they are over twenty years old. Although new in appearance, I planned to change them because I feel a difference in grip and precision compared to my old 3.2 coupe.
    Otherwise it's a real pleasure to rediscover the sensations of a Ferrari, especially after having had a cruising car like the XJS.
    However I remain careful with it, I want to keep it in the best possible condition.
     

     
    @Franck : Can you tell us about the costs incurred for normal use of this Ferrari (insurance, annual maintenance, major overhaul, contingencies, etc.)?
    @chagui : Generally I do as many things as possible myself or with the help of my father and mechanic friends. It's part of the fun of these old cars and part of my choice to avoid cars that are too complex. My father is very well equipped with tools (2 bridges, goat, pit jacks and innumerable sets of tools…). We can do just about anything. In case of specific advice, we are friends with Philippe Gardette as well as Antoine and Marc Leone, all recognized as being experts in this field.
    For insurance, it is in all risks for about 700€ per year. The gray card is collection.
     
    At the moment, I just had a little problem with the engine sometimes drowning out during semi-hot starts. I suspected the cold start injector. I unplugged it and it's been fine ever since. I dreaded the sudden cold starts in winter but it still leaves at quarter turn. It is therefore not very useful in the end!
     

     
    @Franck : And if you had to do it over again, what would you change?
     
    @chagui : Nothing ! It is perfect for my use.
    I don't think there is a Ferrari more versatile, reliable and so inexpensive to buy and maintain than this one!
     
    @Franck : What advice would you give to someone looking for this Ferrari? What are its flaws? What to pay attention to? What improvements can be expected?

    @chagui : Be patient ! As mentioned, it is a rare model.
    If you're not a fan of its design, go see one in person. Ferraris always look better in real life than in photos, and above all try it, you will be won over.
     
    Driving is old school, it remains virile compared to modern ones and the sensations are present even at low speed. However it remains very soft if it is not brutalized compared to Ferraris with carburettors.
    If you don't mind the look of a US version then you can find one at a lower price. The mechanics are reliable and if it has been serviced and there is no corrosion then everything should be fine.
     
    It is a simple car and the soft top is manual. This is a big advantage when you know the price of the mechanisms of the electric hoods of recent Ferraris (from the Ferrari F355) and especially the hassle it is when it breaks down in the middle of the sequence! The downside on the Ferrari Mondial is that the soft top is long and the kinematics a bit complex compared to a two-seater. Not easy and not quick to handle. And once folded, good luck clipping all the press studs on the hood cover! Personally, there is always one that I cannot put on because everything is too tight. It creates flutter at high speeds. If anyone has a solution, I'm interested…
     
    Therefore I top down in May and top up in October, so I don't bother too much!
    Also make sure that the soft top is stretched to the maximum when closed, otherwise there is no sealing on the top of the windshield.
     

     
    @Franck : How do you use Ferrarista for your experience with your Ferrari? What does the Ferrarista community bring you?
     
    @chagui : It's great to find all these enthusiasts. I use it mainly for sharing technical information when I'm in trouble! There is a lot of knowledge in this community. And kindness. I don't know any better in the Ferrara world.
    We are not in a snobbish environment, of owners looking for an outward sign of wealth, I only see real enthusiasts and lovers of the brand.
     
    @Franck : Thank you @chagui  for your very interesting feedback to read! If you own a Ferrari Mondial Cabriolet, what is your experience with this model and what other advice would you provide? If you are interested in the Ferrari Mondial, what more would you like to know?

    If you liked this article, you may also like:
    - Long term test: Xav88's Ferrari Mondial
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    ferdi_
    You would want to change the door sills of your Ferrari F355 for several reasons. First of all because they are damaged. The rubber used by Ferrari may have aged badly, water may have infiltrated and your door sills may then rust from below: deal with it before it's too late! Then you can do it for aesthetic reasons. The rubber used for the "Ferrari" logo is cheap, carbon door sills will match better with your carbon bucket seats, if your Ferrari F355 has them, and take on the style of the Ferrari F355 Fiorano kit.
     
    Where to find your door sills for Ferrari F355 and above all how to install them correctly? Is it a complicated operation, before you embark on this project? What does this actually consist of? @ferdi_ has just done it on his superb Ferrari F355 and details 4 simple steps to change the door sills of your Ferrari F355.
     
    BEFORE
     

     
    AFTER
     

     
    Step 1: Materials neede
     
    - A Ferrari F355, well yes, without it will be complicated!
    - A spatula
    - A cutter
    - A heat gun
    - A Phillips screwdriver
    - A product to remove rust
    - A roll of double-sided tape
    - A little glue
    - Elbow grease, not a lot but enough, we will see later...
     

     
    Of course, you also need door sills! Carbon door sills for Ferrari F355 are available in several places, at different prices and quality. The most important in the choice of these is the mesh of the carbon fiber.
    I found mine here: https://www.shineautoproject.com/portfolio/ferrari-f355/
     
    Ken, the owner of this company is well known in the Ferrari world. He even owns, among other things, two very beautiful Ferrari F355s. He is American and actively participates on the appropriate forum ending in chat.
     
    A bit pricey it's true, but the quality is felt and there are no rough edges for adjustments. Don't forget to ask him about the availability of the aluminum "Ferrari" script. This is a fairly rare part and not always distributed by known spare parts suppliers.
     
    Step 2: Remove the screws from the old door sill
     
    Identify the threshold! It's not complicated, there are two like dad...one on the right, the other on the left. In order to avoid being repetitive, we will concentrate on a single threshold. It will obviously be necessary to practice in the same way on the left or right one, it all depends on which one you start! lol
    Well then you tell me... I start with the one on the left!
     

     
    It would be better to turn off the battery at the circuit breaker, you will work a good time with the door open, although the light on the edge of the door will not drain your battery
     
    The threshold is held by 4 screws, and glued wildly, or not ... 3 screws are easily spotted, under the rubber seal, the 4th a little less. It is located under the tab in Ferrari script, here (see photo above). You understand, you will first have to unscrew them. Keep them with their washer, they will serve you later.
     
    Step 3: Remove the old door sills from your Ferrari F35
     
    Then, using a heat gun and a spatula, you will slide it slowly but firmly between the chassis of the car and the old sill while heating it with the gun. Go gradually, there's no point in rushing, the point of the exercise is not to destroy the old threshold.
     

     
    I forgot to tell you, before any attempt to take off ... protect your paint, especially the painted edge. You will see it in the photos. The perforated plates are not necessary, but very practical. I used them to gradually advance the intervals once the threshold lifted off. Simple way to prevent the sill from sticking together.
     

     
    You should end up with this:
     

     
    Then take a cutter and remove the mounds of glue, so as to flatten the surface. You may find some rust, especially around the 4th screw, which I did. Take the opportunity to treat rust, with a product such as this
     

     
    Clean, vacuum, degrease as much as possible! Your surface must be as clean and smooth as possible... Indeed your carbon threshold will not appreciate the differences in thickness and could structurally break on a simple pressure.
     

     
    Congratulations, you have successfully removed the old door sill from your Ferrari F355!
     

     

     
    It is in immaculate condition, because you have been progressive in the task and you have endeavored not to bend it but to play with the spatula!
     

     

     
    Step 4: Glue the new door sills of your Ferrari F35
     
    The simplest, the most trivial...
    You will notice that on the old sills, you have a rubber lip, peel it off, and stick it on the new one. This lip allows the possible flow of rain, it is necessarily useful. There she is:
     

     
    Then glue double-sided, not too thick, on the back of your new threshold, and affix sparingly small mounds of glue. Just enough to make contact...
     

     
    Mark with tape your mounting holes. This will allow you to locate them once your threshold is placed under the rubber seal
     

     
    There you go, you put everything back where mom was supposed to welcome dad... and find, with the means at hand, something to put pressure on for a few hours, the time it takes for everything to take
     

     
    You can replace the 3 screws under the seal. You are done, you should get this result
     

     
    Pretty cool, no?
     

     
    Now gently close the door of your Ferrari F355, hoping it closes and doesn't come and sabotage your work! Lol!
     

     
    Bonus:
     
    I for my part asked a company to cover my thresholds with a PPF Xpel in order to avoid any scratches caused by the soles of shoes. Indeed this material regenerates! Lol!
     

     
    Are you planning to change the door sills of your Ferrari F355? Do you have a recommended Ferrari F355 door sill supplier? What would be your advice for installing Ferrari F355 door sills?
     
    If you liked this article, you may also like:
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    - Tighten the leather of the airbag of your Ferrari in 5 steps by PhilM
    cheki
    As a Ferrari customer, a Ferrari dealership may offer you a test drive of a new model, such as the Ferrari 296 GTB which has just been released. How's it going with Esperienza Ferrari? What to expect? What experience will you benefit from? What could you really test? Can you really make up your own mind? @cheki, owner of a Ferrari 599 GTB, has just taken the opportunity to test the Ferrari 296 GTB in Italy. He gives you the details of his experience during these tests and his return to the Ferrari 296 GTB.
     

     
    Quick background
     
    My father and I are after-sales customers of the Francorchamps Motors dealership in Brussels. I had been invited to CERAM to try the Ferrari Portofino M but, not being available, I had specified to the young woman from marketing that I would like to try the Ferrari 296 GTB. She then offered me to come and try it in Italy, over two days. Quick leave, plane tickets and rental car and the deal was done!
     
    Not much to do since everything else is taken care of by Ferrari. The concession offered me to take a private flight with them and take advantage of the shuttle to reach Salsomaggiore, but at €3,000 for the plane ticket (vs. the €27 I paid), I preferred to allocate my good money to other things.
     
    Take off from Brussels at 6:20 a.m. (good at 14€ the ticket should not be pushed either), landing in Bergamo around 8 a.m., in an already trying heat (27 degrees). Pick up the rental car and head to the beautiful town of Cremona, for a breakfast break, while waiting to reach Salsomaggiore for the scheduled start of the program at 12:30 p.m
     

     
    Arriving on the spot at the appointed time, a few Ferraris and two Porsches (?!) show that some owners (French, Dutch, Germans) weren't afraid to put miles on their fine cars for this event.
     
    Room check-in and delivery of accreditations with the two-day programs. Very nice hotel, quite large and in the form of a maze for certain aspects. In the room, a beautiful photo book of the Ferrari 296 GTB and a welcome letter are available to guests.
     
    Day 1: 50 kilometers on the roads around Parm
     

     
    Quick lunch before moving on to serious things, I find the other guests of the concession as well as the hosts. Human warmth, quite characteristic of Belgians, means that you quickly make "friends". I have an appointment at 2:50 p.m. for the briefing and then the test drive. So on to the briefing:
     

     
    Very marketing explanations from the brand manager and in French please! As some have fairly rightly pointed out, very, very strong insistence on the fact that the car is "fun to drive" and that the sound has been particularly worked on. It's funny, that's precisely all I blame the Ferrari 488 and F8 duo.

    The Ferrari F8 Tributo precisely! I share this slide, which I found very symptomatic of something that jumped out at me throughout the presentation:
     

     
    As you can see, without any subtlety, the goal is to bury the Ferrari F8 Tributo with the arrival of the Ferrari 296 GTB. I found the presentation almost "insulting" to Ferrari F8 owners. The message was clearly "the Ferrari F8 Tributo is not fun to drive, the sound sucks, the Ferrari 296 GTB is just the opposite". I am magnifying the line but frankly it "swept" strongly from the speech.

    They explain the loop to us: 50 kilometers of ride, making it clear that it's a taste, before being able to discover the true potential of the car the next day on the track. Reminder of safety rules and speed limits, smothered in laughter ... we are in Italy. Anyway, enough talk, let's get down to business, heading to the parking lot:
     

     
    Arrival in the car park and discovery of a myriad of Ferrari 296 GTBs, in three main configurations:

    - Giallo TS, charcoal carbon bucket seats, diamond rims.
     

     
    - Rosso Imola (launch colour) comfortable seats, original rims.
     

     
    - Rosso Corsa, comfortable seats, diamond rims.
     
    I pass on the one and only Assetto Fiorano Grigio Scuro delivered Giallo, which I have not had the opportunity to try, unfortunately.
     

     
    First purely aesthetic observation: it is frankly more successful in real life than in photo! It's a pretty stocky car, just the way I like them. Still a bit of trouble with the front end, which I find a bit too neutral, but nothing alarming. It has a nice presence and I find it more homogeneous, as a whole, than the Ferrari F8 Tributo
     
    So we go for a walk in the province of Parma, alongside Ivano, a trilingual (including French) Sicilian, really very nice and hyper permissive in terms of the pace given to the car. A remark to start: a lot of audacity on the part of Ferrari, in terms of choice of roads. We start on very winding roads and in poor condition, in short everything that could highlight the faults of a car. Well, I'm not going to take four paths, I was literally amazed by this first approach.
     
    The engine to start with: the first acceleration with my feet in it really took me by the guts, an acceleration of the suffocating kind, with a two-stage engine, which pushes hard at the bottom and which gives a big blow towards 4,000 revs/ min without running out of steam up to 8,500 rpm. It's rather very physical and exciting. The exact opposite, for me, of the powertrain of the Ferrari 488 and F8, which I found linear and tasteless as possible.
    The sound is generally very present inside, muffled at low revs and melodious in the revs. The small V12 side didn't jump out at me (it must be said that the sound of the Ferrari 599 GTB is quite metallic). It doesn't look like much known from Ferrari. It sounds like a nice V6 and I admit that I like the sound of the V6.
     
    The box: nothing special to say about it, except that it is therefore the new BV8 of the Ferrari SF90. It is surgical and super fast. Nice little hit in the neck in RACE, soft and fluid in the modes below.
    In Sport I've noticed sometimes it doesn't respond right away to my paddle input, but there's so much going on electronically in this car that there must be a reason.
    The gunshot effect when upshifting and downshifting (in bursts) is particularly nice. Without the stupid pop & bangs that are so fashionable today.
    The sound is generally very present inside, muffled at low revs and melodious in the revs. The small V12 side didn't jump out at me (it must be said that the sound of the Ferrari 599 GTB is quite metallic). It doesn't look like much known from Ferrari. It sounds like a nice V6 and I admit that I like the sound of the V6.
     
    Brakes: same as for the box, reassuring touch on the road and strong deceleration force (accompanied by the small retractable spoiler) on heavy braking. We will talk more about it on the circuit part.

    Chassis/damping: this is certainly the part that impressed me the most in the test circumstances. I remind you, the roads were in a rather deplorable state. And yet, the car behaves imperially, but truly imperially.
    At low speed, it manages the roughness of the road with very surprising comfort and as soon as you put on the pace, even a lot of pace, you end up with a super serene car, a very directional front axle followed by a rear axle. which accompanies serenely without a sudden stall (as long as you don't mess with the 830hp waiting behind).
    I didn't use the "bumpy road" button, really no need despite the circumstances. The car is clearly fun to drive, it's not a small car but it's nimble and really easy to drive around.

    In short, a moment of real driving pleasure.

    I pass the speech on the fact that the power is really too much for the open road, it would be a little reductive for the rest of the car which really gives the driver a great time. Once again, it's the opposite of my feelings when testing the Ferrari 488 GTB.
     
    And the hybrid part will you tell me? I didn't mention it! It's true and for good reason, I did not focus my essay on this part.
    I drove a little in full electric, good bah it does like all the others: silent, lively on the 0 to 50, nothing special to say about it. Perhaps two remarks that are important:
    The autonomy is only 25km, it may not seem like much but it can be enough to cross a ZFE.
    And the other point where Ferrari demonstrates that they have the best engineers in the world is the management of energy recovery. In Hybrid or Qualifying mode, the car goes from 0 to 100% battery in just 10km. This means that overall you have all the power (thermal and electric) almost all the time.
    For me this BEV unit is definitely more of a KERS in its use than a PHEV. And it's that positioning that I think best suits a Ferrari. Kudos to them for choosing this angle!
     
    Quick observation on the inside: the best meets the worst.
    On the better side: enormous progress in terms of perceived quality. I liked the steering wheel, smaller than on the Ferrari Roma, the new "travel" of the paddles is quite nice, although more digital than before.
    On the worse side: the 100% tactile is really lame, apart from the fact that we end up with fingerprints everywhere and that we press commands without doing it on purpose. The simple fact of no longer having a nice button that materializes and "sensationalizes" the firing of the engine really bothered me. It completely breaks the magic of the start-up.
     
    Return to the hotel enthused, sharing feedback with staff and guests. Going to the bedroom for a shower and putting on your cocktail dress before the evening gala dinner. Not much more to say about it. Good Italian food, I made some friendships with other enthusiasts like me, so I had a very pleasant dinner.
     
    The guests moreover, for me there were three clans: the enthusiasts like all of us here, the show offs for whom it is above all important to have the latest Ferrari that will accompany the RM, the Berlutti and the total Vuitton panoply/ Prada/Hermès and finally a significant number of prospects and/or new buyers of the Ferrari 296 GTB, who are very interested in the car and in the Ferrari universe.

    Day 2: test on the Varano circuit
     

     
    It's the day most awaited by everyone finally ... not by everyone, since the second category mentioned above didn't give a damn.
    Departure therefore for the very small circuit (2,500 m) of Varano 50 kilometers from the hotel, by the small roads of the province of Parma. In the same way as for the choice of roads the day before, big-up to Ferrari for having dared to choose such a small track to present a big berlinetta of 830 hp. This shows (if we still doubted it) that they are particularly proud of this car.
     
    The choice of a small track also makes it possible to avoid excessive speed, and therefore risks, for a cast of guests who are little or not used to riding on the track, at least for 90% of them.
     

     
    We start with a real briefing on the basics of piloting: position of the hands, choice of trajectories and explanation of the course of the day.

    In the program :

    - A lap of the track as a passenger to understand the track.
    - An "ability contest" consisting of a timed lap on an agility course in 100% electric mode.
    - Three sessions of 5 laps at the wheel of the car, accompanied.
     

     
    So off we went for a lap as a passenger. Here is a short video with the Ferrari F8 Tributo for you to get an idea:
     
     
    A bit perplexed on the choice of the track but finally quite excited by the physiognomy, there is everything you need to have fun.

    Ability contest :

    There too, I was a little perplexed about the interest of the animation, but ultimately it was quite playful and we quickly got into the game. It's quite easy and fun to do it in full electric. Very proud that I am, I want to tell you that I finished 6th for the day, out of 60 guests, and that I would have finished first if I had not hit a cone at the end of the lap. It was necessary that for Ferrarista!

    I have attached two videos that could be called "two rooms, two atmospheres" with the same thermal and electric lap.

    You'll see that even from the outside it sounds pretty good, at least for the first two thirds of engine use, even though under full load it mostly whistles. The sound is the exact opposite of the Ferrari 599 GTB, in the latter, the exterior takes full esgourdes, while inside it is almost silent. The Ferrari 296 GTB is the opposite, modern times what do you want? 

    Track Sessions:
     
    This is the high point of this presentation for me. Frankly, very pleasantly surprised by the fact that Ferrari does not hesitate to test its car and its customers on relatively long track sessions, not very usual in Maranello.
    The first session is done a little in discovery mode of the car and discovery of the track. Special mention to the approach of the instructors: pedagogues, absolutely not restrictive, and even rather pushes to crime!
     


    What stands out more compared to the test of the day before?
     
    - The front axle always, really very directive and precise. You really feel that it likes to be loaded under braking to then allow you to fine-tune your trajectory as much as possible.
    - The rear axle follows with a lot of liveliness while being particularly stable: the electronics help a lot.
    - The engine: always this phenomenal punch, with an extension and a musicality that allows you to realize where you are at RPM.
    On the Ferrari 488 GTB, I was quite surprised by the limiter (700 rpm less also), on the Ferrari 296 GTB, it never happened to me and yet I can guarantee you that it works! Always amazed by this double-stage character which is often the prerogative of (good) atmospheric engines.
    - The brakes, less convinced than the day before on the road to be honest but as you will see later, certain circumstances can explain it. The digressive is rather easy to do with a very hard pedal which allows you to be calm and to place the car correctly. But what bothered me was the lack of consistency. I always had a form of apprehension at the bottom of the straight, wondering how they were going to react this time. Nothing dramatic though, but it's worth noting.
    - On the damping side, I found it a little soft for the exercise we were dealing with, but hey, it's still a road car. Didn't have the opportunity to test the Assetto Fiorano which is firmer. But overall, the dive and the roll are well controlled.
     
    I really liked the format offered, it allowed you to really enjoy the car, to raise your level but also to stop at the right time and not go around too much, the one that sends you into the wall . I did two of the three sessions with the same instructor with whom I hooked up well and I loved his advice and the speed with which progress appears.
     
    We come out of the car not very proven: ease of handling, electronics which help a lot and very efficient air conditioning mean that we benefited well but that we are not like Verstappen in Miami either.
     


    Last point on driving, electronics precisely. It would be vulgar to say that this car is ONLY electronic, but we can't deny the fact that it's omnipresent in the driving experience.
     
    There are two configurable aspects:
    - The classic manettino on the right with the modes we know: low grip, rain, sport, race and ESC Off.
    - A selection of electric thermal mode on the left of the steering wheel: full electric / hybrid / performance / qualifying
     
    Being well seen and in good confidence with my instructor, I was allowed to ride in RACE and in Qualifying mode while 90% of the other guests were forced to ride in Sport and in performance mode (qualifying for some).

    I did the first session in Sport and frankly you can feel and see, with the ASR lights, you can do almost anything and the electronics handle the rest. In my setup, RACE and Qualifying, the auto was much more permissive and directive, I didn't see (with the lights) or feel the electronics popping up but I'm 100% sure it helped me. That's also Ferrari's strength: making you believe that you're the boss and that you're going super fast when it's the one holding your hand.

    But electronics has its limits for the most gamers:
     

     
    And the electronics also brings up completely unknown phenomena, we wait for the gentleman to finish looking carefully at the brakes:
     


    We look at the four discs and what do we see?
     

     
    Yes, these are CCM disks that are almost dead, normal given the use you will tell me? Not quite since it is the rear brakes that are in this condition! The electronics are so forced to pinch the rear wheels to compensate for the lack of progressiveness of the apprentice pilots behind the wheel that the front discs stay relatively cool while the rears become real cheese graters. That too is the evil of our time

    We take advantage of the Ferrari hospitality one last time before going to lunch and leaving for France.
     

     
    Two small remarks of the small indiscretions gleaned here and there:
    - The Ferrari Roma would be a commercial flop: the dealers cannot sell their executive vehicles and the order intake is close to nil.
    - I found the Ferrari staff to be very "pushy" on the buying intentions of the guests on the Ferrari 296 GTB and on the FUV. It is a feeling shared by all the guests present. We clearly feel that they want and "need" to do a lot more volume than before.
    - A lot of purchasing intentions and information gathering from the guests, Ferrari seeming happy with the order taking. But many interested parties are waiting for the Ferrari 296 GTS before signing the order form.
     
    I had a great time, the impression of being truly privileged in the holy of holies beyond the pleasure felt by testing this car which frankly I liked. I don't have 300 K€ to put in a car today but I completely understand those who are going to be tempted, it's a well-bred car, well in its time, but with a real character. Congratulations to future owners!
     
    That's it ladies and gentlemen, that's all for me, I hope I was informative, don't hesitate if you have any questions or requests for clarification
     
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    Jérôme46
    The Ferrari 458 Speciale is the last Ferrari released with an atmospheric V8, and as such the most powerful, with this sound so characteristic and so much sought after now that the legislation no longer allows it! It is part of the special versions, such as the Ferrari Challenge Stradale, the Ferrari 430 Scuderia and the Ferrari 488 Pista, more radical and low-diffusion versions.
     
    What do you need to know before buying one? What are the associated costs? What points to check when buying? Today it is not one, as usual, but three owners of Ferrari 458 Speciale who give you their opinion. Even better to fill up with information on this superb model of Ferrari.
     
    @Franck: What is your automotive background and why did you choose this Ferrari? What is your use of it? Since when?
     
    @ceflotron: I have always been attracted to sports cars. The first one I bought was a gorgeous white Renault 5 Turbo 2 when I was 22-23. I kept it for a few months. Then followed all the Golf GTI models (1.6, 1.8, 16S, G60, VR6) then, family obliges, I switched to the BMW M (M3 and M5), then Porsche (G, 993 , 996 , 997 ) and finally Ferrari. Kind of a culmination for me.
    It is my fourth after a Ferrari California, a Ferrari 458 Italia and a Ferrari 550 Maranello that I will keep. This Ferrari 458 Speciale replaces a Porsche 991 GT3 Touring that I really enjoyed for two and a half years. This is the model that makes me dream the most at Ferrari, already having a V12 in the garage. I like the idea of having both and especially having a vintage and a modern one. I had been offered several times the purchase of a new Ferrari 488 Pista but, even if I find it magnificent, nothing to do, I do not get used to the very smooth character of the V8 turbo Ferrari. 
    I use it very regularly (weekends and outings with friends) for an average annual mileage of 7,000.
     


    @FF78:  I had my “sports coupe” period, starting with the Audi A5 coupe, then the RS5 with its big V8 atmosphere. Then a "hunting break" period with the Audi RS6, the last step before my first Ferrari, an FF. These beautiful GTs have marked my automotive career with their exceptional performance for family cars, real "fire engines". My dream of supercars then materialized with the Ferrari 458 Italia, then the Lamborghini Huracan Performante Spyder and the Ferrari 458 speciale. Today these last two, of exceptional character, share my garage for my greatest happiness.
     
    @Jérôme46: Since my first steps, I have been fascinated by the automobile and I quickly fell in love with the Prancing Horse. I like all sports cars, but Ferrari has an extra magic for me. However, I only took action very very late. Family and frequent moves to different countries made the dream inaccessible from a practical point of view. I took the plunge with a Porsche 991 GTS. Then the disease progressed very quickly: Ferrari 458 Italia, then Ferrari 458 Speciale, Ferrari F8 Tributo and the youngest: a Ferrari 812 GTS (not forgetting a small Alpine A110).
    The desire for a Ferrari 458 Speciale came to me when I had the Italia. I saw the Speciale as an Italia +++: more sassy, more beautiful, more bewitching. I found mine in September 2019 and have done 4,000 kilometers since then. These are essentially road trips over a few days or weekend outings with friends (especially with the two friends here).
     
    @Franck: What were your buying criteria for this Ferrari and how did you find this example?
     
    @ceflotron: I wasn't necessarily looking for a car in new condition because that's not my priority and I consider that cars are made to drive, so they wear out more or less. Rather between 10,000 and 20,000 kilometers but above all the possibility of having it checked in the network, in order to obtain a Power guarantee, which covers in particular the gearbox whose reliability is not perfect.
    On the other hand, I was very demanding on the configuration because there are essential options for me (size L seats, harnesses, reversing camera, lift, etc.) and I wanted an original color. In short, I was looking for a blue one but they are extremely rare and therefore difficult to find.
    After about a year of active research, I finally found this copy, by chance, on a classifieds site in Sweden. Luckily she was in the network. It is a rather exceptional model because it was configured by the factory for a show with more than 100,000 euros of options. It ticked all my criteria except a slightly high price but, when you want a blue one, you don't have much choice... I bought it in two hours without even going to see it.
     

     
    @FF78:  I was looking for an original French origin with less than 10,000 kilometers in an ideal configuration for me, rosso corsa, NART strips, harness. Moteur&Sens found me this rare pearl, a first-hand French car with 6,000 kilometers, in new condition, the original tires were barely worn, fully filmed and a clear maintenance book. Its gold rims add a racing side to it in reference to old racing cars. 
     
    @Jérôme46: Initially I was looking for a Rosso Corsa with NART stripes, matte gray rims, with lift, less than 10,000 kilometers, ideally in the network, and with the carbon engine bay. Unlike David and Fabrice, harnesses were not a must have for me. When I started my research, I was living abroad and initially I saw a lot of cars that had the right configuration…but not the right COC.
    A friend ended up finding one in Belgium, off the network, with the right COC and the right configuration except… the color: it was Giallo! Everything else (COC, NART strips, lift etc…) was ok, even the carbon engine bay, and even a complete film… But the color questioned me.
    I found the yellow even more visible than the red and I was not too sure to "assume". The fact that it was off the network also stressed me out a bit, even though it had the Power warranty. In the end, I didn't hesitate very long: I told myself that the yellow went well with the spirit of the Speciale and, the more I looked at the photos, the more I found it beautiful. Today I wouldn't change color for anything in the world... In short, after a test drive by my friend in Belgium, expertise and a bit of patience... I was behind the wheel!
     

     
    @Franck: Immediately after the purchase, what stood out the most to you behind the wheel of this Ferrari?
     
    @ceflotron: I was surprised by the difference with the 458 Italia. It is an exceptional car that flies over the road with great fluidity, consistency and responsiveness. The feeling is much more precise and rigorous than in the 458 Italia. Braking is much better too. The power of the V8 atmo remains reasonable and does not destabilize the car as would the colossal torque of the current V8 turbos. I had bought a 991 GT3 after having read and heard that it was the ultimate engine but the V8 Ferrari is much better at all levels (resume, character, power, sound...)

    @FF78:  A real scalpel on the road, surgical precision at the wheel, exceptional road holding, a full V8 at all speeds and peaking at 9,000 rpm, a total absence of inertia both in the engine and in the steering. The gearbox/engine couple is a marvel, the reports are linked instantly without any loss of load despite pleasurable jolts for the pilot. It's a car with which you really become one, so much the feedback, the dynamic qualities and the sensations are extraordinary, and what a line! Nothing to throw away, it is beautiful from all angles, one of the most beautiful Ferraris in my opinion.
     
    @Jérôme46: I share the opinions of Fabrice and David. The Speciale is more rigorous than the Ferrari 458 Italia, it is more precise in the placements, including during braking. It is a very homogeneous car and very pleasant to drive, with a gearbox/engine/chassis combination at the top. It is more brutal than the Ferrari 458 Italia, without being temperamental.
    Be careful to get the tires up to temperature before pushing and be careful when it rains. It is also less soundproofed than the Ferrari 458 Italia; therefore, in the passenger compartment, you can hear the car more “live and come alive” (for example the projections in the wheel arches). On the other hand, the engine sound surprised me: I find that it is much more "round", more serious than that of the Ferrari 458 Italia. We lose the treble in the high revs.
     

     
    @Franck: Can you tell us about the costs incurred for normal use of this Ferrari (insurance, annual maintenance, major overhaul, contingencies, etc.)
     
    @ceflotron: I have had it for a short time and it is still covered by the maintenance of the 7 years supported by Ferrari. For insurance it is 1,300 euros in all risks without deductible for 7,000 kilometers per year.
     
    @FF78:  The costs of use are reasonable for a supercar, compared to other brands, with reliable and widely proven mechanics. An annual maintenance of around €1,500, insurance for less than €2,000/year. To this must be added the classic expenses of consumables. Possibility of having a Ferrari Power guarantee to cover major mechanical breakdowns (box/engine, etc.) (allow €3,500/year)
     
    @Jérôme46: The next overhaul will be my first out of the 7 year Genuine Maintenance program. I'm counting on 1000-1500 € and it will take about 1000 € for the pads. The tires are still original (12,000 kilometers including 4,000 with me) and they have 55% wear. I am thinking of submitting a Power Guarantee to cover the big risks. In insurance, I pay €1,000 for up to 7,000 kilometers per year
     

     
    @Franck: And if you had to do it over again, what would you change? What advice would you give to someone looking for this Ferrari? What are its flaws? What to pay attention to? What improvements can be done?
     
    @ceflotron: It is for me the best Ferrari, apart from perhaps a LaFerrari, but the question does not arise. And I think I would be too stressed to drive it. It is not for nothing that the Speciale is part of the podium of the best sports cars of all time by the famous English magazine EVO.
    I don't have any specific advice except to be patient: it's better to wait a bit and choose "your" ideal configuration. I didn't care whether it had done a little bit of circuit or not, as long as it was well maintained and with brakes in good condition to avoid the 20,000 euros needed to replace them. When I'll change the tyres, I'm thinking of switching to Michelin Sport 4S (replacing the Sport cup2) because I use it 90% on the road and 10% on the circuit and they are much safer in the event of rain.
     
    @FF78 : Nothing, she's just perfect for me. My advice, be patient, investigate the off market (the market is so tense that cars don't even have time to find themselves advertised). Be ready to draw quickly to seize the opportunity if it arises.
    Two flaws in my opinion: its price obviously, which continues to climb, which is good for lucky owners but excessive or even unaffordable for new buyers. A second flaw is the original sound, which is too muffled for my taste. Indeed, my Ferrari 458 Italia made more noise thanks to a more permissive catalyst, due to the less restrictive standards at the time of its release (2010). A sports catalyst should do the trick for her to regain her full voice.
     


    @Jérôme46 : I really like the sound of the engine, but I admit that sometimes I would like a slightly wider range of sounds, with in particular a slightly more metallic sound at the top of the rev counter. For tires, Cup 2s are great for the circuit, but for most of my uses, 4S would suffice. So, like Fabrice, I'm going to think twice about it when I have to change the Cup 2s (why not 4S).
    Regarding research, there's no secret: you have to be patient as my two comrades say, especially if you want a fairly precise configuration. In my opinion, no concessions should be made on the clarity of the history, but I would not say that the fact that it is in the network is an imperative. It's a plus, of course, but if its logbook and history are clear and you can put a Power guarantee, then I wouldn't snub an off-grid car. If in doubt, an independent expert can be commissioned.
     
    @Franck: How do you use Ferrari for your experience with your Ferrari? What does the Ferrarista community bring you?
     
    @ceflotron: I log on to the forum almost every day. It's a great mine of information of all kinds, I particularly appreciate the experiences of the members necessarily different from mine. I also watch a lot of events and outings. I also sometimes organize them.
     
    @FF78: The happiness of sharing his passion with others, his experience, giving valuable advice and receiving it. This forum is a nugget whose scope and reputation do not exist anywhere else
     

     
    @Jérôme46:  Usually, I start my day with Ferrarista. I look at the messages during my breakfast. It is a source of information and exchanges, where people are rather benevolent. There are also organized events, which are an opportunity to enjoy your car and meet other enthusiasts.
     
    A big THANK YOU to @ceflotron, @FF78 and @Jérôme46 for your very interesting feedback on your Ferrari 458 Speciale!
    If you own a Ferrari 458 Speciale, what advice could you add? If you are looking for this model, what additional information would you like? And in which color would you prefer your Ferrari 458 Speciale?
     
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    XAV88
    The Ferrari Mondial is highly sought after by Ferrari enthusiasts who want to enjoy their Ferrari with their family for a budget, which can remain reasonable compared to other Ferraris. Produced by Ferrari from 1980 to 1993, four models succeeded: The Ferrari Mondial 8, the Ferrari Mondial Quattrovalvole, the Ferrari Mondial 3.2 and the Ferrari Mondial T. Which one to choose? What experience to expect behind the wheel? For what costs? What weak points to watch out for? @XAV88 talks to you in detail about his experience with his Ferrari Mondial 3.2 which has been owned for over 7 years.
     
    @Franck: What is your automotive background and why did you choose this Ferrari?
     
    @XAV88: Since my early childhood, I have been passionate about the automobile in general and motor racing in particular. I admired a neighbor who raced regionally and also owned a Ferrari 308 GT4 as a hobby car. For me, he was really a hero and I dreamed of doing the same.
     

     
    As a result, I first competed with a Renault Clio Group A, in hill climbs and the French Circuit Cup, then I decided to stop and I bought Porsches, which are more accessible, dreaming of Ferrari. And I decided to sell my 911 to take the plunge and buy the Ferrari 308 GT4 of my dreams. I went to see two of them but their condition did not inspire me. I finally decided to take an interest in the Ferrari Mondial which, at first, I liked less, but which I found more and more beautiful as I became interested in it.
     
    So I bought my first Ferrari, a Mondial T, which I got rid of at a loss after a very short time, following several breakdowns and quite a few expenses. It was, however, a superb first hand with 34,000 km from new, but it had been driven too little in recent years.
     
    At the time, I told myself that I would only buy a Ferrari when I could afford a new one, but seven years ago, when I saw a Ferrari Mondial on the street, I completely fell in love with its quirky faux Berlinette look and decided I absolutely needed one.
     
    I absolutely wanted a 3.2 because I don't really like the black bumpers of the previous models and because I no longer wanted Ferrari Mondial T, because of my bad experience, but also because they are more expensive to maintain, due to the obligation to remove the engine at each major overhaul. So I bought a Ferrari Mondial 3.2 which I am very happy with.
     

     
    @Franck: What is your use of it? Since when ?
     
    @XAV88: My use is purely recreational. I participate in the many Sunday morning outings that exist in the Paris region. I also went several times to Le Mans with, and even to England, to one of my sisters who lives there. Thanks to the rear seats of the Ferrari Mondial, I was able to make the trip with my two children.
     
    I also had the opportunity to drive on the Montlhéry circuit during the Italian Meeting. Basically, I just wanted to do a few laps to see but I had so much fun that I ended up doing more than 100 kilometers of circuit at the end of the day. I think I enjoyed it more than with other theoretically more track-focused cars I've owned before, such as my Hommell or my track-equipped Porsche 911 SC.
     

     
    @Franck: What were your purchase criteria for this Ferrari and how did you find this copy?
     
    @XAV88: I had the classic criteria of a Ferrari buyer when I was looking for this one. I wanted the most complete history and a car of European origin without traces of accident.
     
    But it turns out that I particularly liked this one. I had already spotted it a few years before and I had flashed on its modifications, whereas paradoxically I am rather a purist and normally prefer an entirely original car. But I wanted it and went to get it in the east of France, after I have had it checked by the Ferrari dealership in Mulhouse to validate its condition.
     

     
    @Franck: Immediately after the purchase, what struck you the most at the wheel of this Ferrari
     
    @XAV88: I appreciated its fairly versatile and easy to drive side. It was equipped with a QuickSilver exhaust by its previous owner which adds a sporty tone but is not tiring on long journeys and it is very pleasant.
     
    @Franck: Can you tell us about the costs incurred for normal use of this Ferrari (insurance, annual maintenance, major overhaul, contingencies, etc.)?
     
    @XAV88: The car is insured in collection with AMV for just over 500 euros for all risks and the running costs are not excessive due to accessibility. In 7 years, I did 2 major overhauls which cost me less than 2,000 euros each, and otherwise simple oil changes and a few odds and ends. I had no unforeseen events.
     

     
    @Franck: Et si c'était à refaire, que changerais-tu ? Quels conseils donnerais-tu à quelqu'un recherchant cette Ferrari ? Quels sont ses défauts ? Une attention quoi faire ? Quelles améliorations peuvent être à prévoir 
     
    @XAV88: I don't think I would change much since I didn't have any bad surprises with my Ferrari Mondial. I think a Ferrari Mondial 3.2 has no major flaws. On the first Ferrari Mondial, there are sometimes electrical faults which appear in some cases to change the fuse box but the more recent the models, the less frequent these problems are.
     
    The only downside compared to a Ferrari Mondial Test is the lack of power steering. But personally I like the feeling of being one with the car. On the other hand, the slots propel a little force, especially on mine equipped with wider tires.
     

     
    @Franck: How do you use Ferrarista for your experience with your Ferrari? What does the Ferrarista community bring you?
     
    @XAV88: The Ferrarista community brings me a lot. This allows you to have a lot of technical information because there are very good connoisseurs and it allows you to find people for the meetings.

    I remember that during a meeting at Le Mans Classic, I heard a metallic noise that worried me. A member ( @33manu not to mention him) had inspected my car at length and concluded that there was no problem and that the noise was coming from my air conditioning. This had allowed me to end the weekend peacefully and the problem had been solved the following week with a simple air conditioning recharge.
     
    So thank you to you @Franck for bringing this friendly community to life, which allows us to use our beauties more serenely and to share our pleasure with other enthusiasts.
     
    @Franck: Thank you @XAV88 for your very informative feedback with your Ferrari Mondial 3.2! 
     
    If you also own a Ferrari Mondial, what additional advice would you give to someone interested in this Ferrari model? What is your experience with your Ferrari Mondial? If you are looking for one, what other points would you like to see addressed?
     
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    Zaz
    The Ferrari 599 GTB appeared in 2006 and was a great success, thanks to its line signed Pininfarina, its engine from the Ferrari Enzo and the magnificent sound produced by its V12! Highly sought after today, it represents the still modern, reliable and "reasonably priced" V12-powered Ferrari. What do you need to know to acquire a good copy? what is the feedback from its owners? Zaz has had decades of experience with Ferrari V12s and has referenced all the existing Ferrari 599s! He gives you his very interesting feedback with his Ferrari 599 GTB Fiorano
    .
     

     
    @Franck : What is your automotive background?
     
    @Zaz : I have a little trouble remembering my first vehicles, apart from my mother's Fiat 500 which I mistreated a little. I had to start strong because I think my first was a Triumph TR5. My grandmother, where I lived, didn't want me to buy a moped, she thought it was dangerous, so she gave me a TR5 that was lying around in an underground car park. 8,000 francs I remember, but in exchange I had to take her in a convertible to play her bridge games!
     
    I have always loved sports cars and I had the chance to work with Antoine Prunet and Serge Bellu, within Automobiles Classiques. I was doing freelance work, specializing in auctions.
     
    After or before, one, two Mini Coopers and then expatriation which allowed me to drive first in a Ferrari 330 GT, not kept for long, then a Ferrari 250 GTE, bought with the engine tight, redone and driven in VEC, what she had been doing for several years.
     
    And then at the same time, to drive on the road, a Ferrari 365 GT, bought at Osenat in Fontainebleau. I did 100 meters with it, coming out of the sale, no more clutch! At the time, there was no technical inspection that said (almost) everything.
     

     
    Then infidelity with the other prancing horse, a Porsche 3.2 G50 cabrio bought new, followed by a narrow 3.2 Porsche Speedster.
     
    And I accumulated: De Tomaso Pantera, I regret his line, Iso Rivolta IR 340, I do not regret, and other less prestigious like a Golf GTI 16S Oettinger. I stored everything in a public housing car park in Rueil-Malmaison!
     
    Then followed family life and nice family station wagons, Volvo T5R or Chrysler 300C. I sold everything except the Ferrari 250 GTE which I kept for 32 years. A history of succession forced me to sell it and as soon as I could, two years later, I bought a Ferrari 599 GTB Fiorano.

    My best memory of those years, a race in Monthléry during the Golden Age Cups with only Ferraris. I finished third, but bad mouths say that all the others had mechanical problems… 1st Jean Sage with his Ferrari 250 SWB, 2nd, the famous and awful 250 Breadvan, I don't remember who was driving.
     

     
    @Franck : What were your purchase criteria for this Ferrari and why did you choose this Ferrari?
     
    @Zaz : I wanted to be able to ride without worry, I was fed up with the towing trays... and I've always been attracted to the V12s. It was the 4th and it had to be blue like the previous three.

    And this Pininfarina line is of a purity that the following ones do not have anymore. That rear window, with the arched pillars in a "buttress" style that channel air around the rear section, is a work of art (and avoids a spoiler).
     

     
    @Franck : How did you find this copy? What is your use of it? Since when ?
     
    @Zaz : I found it in Switzerland, at a known dealer, who stores nearly 800 cars, seen with my eyes! Full of Bugattis, Lamborghinis and almost a hundred Ferraris. Why in Switzerland? Because I wanted it Blu Pozzi and none was for sale except in Switzerland and one in Germany.

    Bought it in April 2017, I have already done more than 20,000 kilometers and I only drive 6 months a year, no longer living in France. Including long trips like Paris-Maranello with Ferrarista. 
     

     
    @Franck : Immediately after the purchase, what struck you the most at the wheel of this Ferrari?
     
    @Zaz : The breakdown! What I wanted to avoid! I did Zurich-Paris-Brittany to get back and she didn't go any further, blocking the bridge. I sent it to the nearest Ferrari dealership (Le Mans) on the advice of the seller who NEVER wanted to pay a penny for the repairs. Lawyer, threats, nothing... The cause was never very clear, but they took the opportunity to do a complete overhaul, a clutch for safety... and the famous COC, result €9,000 more.

    Otherwise from the beginning I appreciated its smooth driving, admittedly it is a GT and heavier than a V8, but it corresponds perfectly to what I was looking for. And the torque is fabulous. It is true that having never owned a V8 Ferrari, I may have it all wrong but, with 41 years of V12 Ferrari, I am happy.
     

     
    @Franck : Can you tell us about the costs incurred for normal use of this Ferrari (insurance, annual maintenance, major overhaul, contingencies, etc.)
     
    @Zaz : Just over €1,000 insurance, a service at a Ferrari dealership every two years costs €1,700, with additional items depending on the maintenance schedule, auxiliary drive belts are changed every three years, per example, (a V12 is solid).
     
    The unexpected: a disease of the Ferrari 599, I will talk about it later, and an accident on the track. I have a brand new bumper now! I don't do anything myself, I can't. The car, in winter, stays in a garage run by the son of a Ferrarista member, so it is looked after!
     

     
    @Franck: What advice would you give to someone looking for this Ferrari?

    @Zaz : Not to do like me, too focused on a blue Pozzi, I bought the one that seemed interesting to me, 24,000 km, second hand but I should never have bought a vehicle that had probably not been driven for two years or had no service for three. Does the failure I had come from this lack?

    Buy a car that drives regularly and has been serviced properly, and this consideration is valid for all models. We always repeat it, better a car having traveled 30,000 km and maintained regularly rather than an ex. of 10,000 kilometers with big holes in the driving and maintenance.

    An aside on the types of Ferrari 599 GTB Fiorano

    There have only been two versions of the Ferrari 599 GTB, no Schumacher, no 60th Anniversary Edition or other editions as some sellers claim. Apart from a "China Edition" reserved for the Chinese market, 12 units! With Chinese characters on it, among other things, and a beautiful Rosso Fuoco.

    Regarding the HGTE version, it does not exist. This is a factory-fitted kit on a Ferrari 599 GTB, which mainly included: modular rims, a grille with 2 bars instead of 3, a different exhaust outlet in look and sound, an F1 box slightly faster, lowered suspension, anti-roll bar, HGTE embroidered leather/alcantara mixed seats, white tachometer, a little more carbon, especially around the center console buttons, etc. Many GTBs have mounted part of this kit, rarely the complete kit. For me, a real Ferrari 599 HGTE is a factory GTB with the line "Pack HGTE" on the invoice.

    The second version is the 60F1 at the end of production, probably to sell the last chassis. It is mainly an HGTE, with the addition of stickers all over the place..., harnesses, specific rims and 3 finishes to choose from: Alonso with or without stickers, most Rosso Scuderia and Gonzales, a dark red Rosso Storico. Officially there have been 40. I found 64 selling for a ridiculous price for the difference.
     

     
    @Franck : What are its flaws? What to pay attention to?

    @Zaz : No major defect, I found the notes of a dealership, presented below, embellished with my remarks.
    Maintenance is relatively simple in supercar terms, with timing chains rather than belts.
     
    The water radiator should be checked before buying, if it starts to ooze, you will have to think about changing it or having it redone soon. (or to do like me, put a product that clogs, very effective but perhaps not appreciated by the hoses).

    PS: I personally think that the 3-bar Ferrari 599 GTB's front grille, and even more so the 2-bar HGTE's, leaves a lot of space for small projectiles to damage the radiator. This is not the case with the “honeycomb” grille, which was an option on the HGTEs, and standard on the Ferrari 599 GTOs.

    The F1 gearbox (there have only been 50 manual gearbox versions which costed less than the F1s) is also fundamentally robust and reliable, but it is important that the oil is changed in time - at most at 50,000 km, but rather recommended every two years. Beware of the complex procedure for checking the engine oil level, too much oil leads to significant damage.

    If the gearbox comes back to neutral at some point, costly problems are looming. But sometimes a reset of the gearbox actuators via the Ferrari suitcase solves the problem. (lived)

    Clutch wear obviously depends on use. A clutch change is a work of €4,000 workforce included. When I started, it was in a difficult Parisian underground car park and it rarely went out without an "excessive clutch temperature" display. To avoid.
     


    Suspension, steering and brakes

    The ball joints are a weak point and replacement costs around €600 per side. So listen for knocking noises during the test drive. Also check for leaky shock absorbers, especially on cars that have been standing still for a very long time. Delphi MagneticRide units cost over $1,800 each and can only be purchased in pairs. This is a weakness that we encounter much more in the United States where cars drive much less.

    It is important that the car is fitted with the right tyres: original Pirelli P Zero or Michelin Pilot Super Sport. I haven't tried these yet but they seem superior in all behaviors. Available on PS5? We'll see.

    A word on braking, in my quest for a Blu Pozzi I overlooked the brake choices and got a steel braked version. This poses no problem in everyday use, but anyone who does a bit of track, or who does some spirited drinving, must prefer CCMs. Imperative.
     


    Bodywork, interior and electrical

    No serious corrosion issues, but check for the usual signs of accident damage. Also, take the car up onto a bridge to inspect the undercarriage, while any steering and suspension vibration could suggest a previous off-road run.

    The leather on the board tends to retire after 10/15 years and must eventually be repaired, especially if the car is left in the sun for a long time. I think I will be quiet in the North. But mine starts to shrink.

    The TFT screen is one the appears on a lot of car. Verify that the vehicle has no electric micro-coupling that will transform the screen into a blackboard. This is the beginning of more important problems and one-day, no more screen, which doesn't prevent from driving. The screen change can only be done as a standard exchange from the factory a fortune OR restored by a screen specialist (less than 2 000 € for me).

    Like many Ferrari of this period, the buttons become sticky all at once. To be treated before buying otherwise… to be changed by pieces sold mainly in the USA or Czech Republic, or clean them with the good product. I have not yet found the good one and my buttons have been sticking for a while.

    Some owners have reported cracks in the plexiglass rear lights (€ 600 per side to replace), so verify their condition. (never seen).

    Error messages are current, but can often be deleted by slowing down the car (or deactivating the battery, with the switch in the trunk, for 10 minutes). If they remain, read the error codes to avoid gross invoices later.

    @Franck: What improvements can be made?

    @Zaz : I don't see any apart from the change of these buttons a good time for all. The Ferrari 599 GTB Fiorano is often accused of being silent. It is true with closed glass at a stabilized speed. Personally, I recently replaced the secondary catalysts by a direct secondary bypass, purchased in the US. The sound of the car is transfigured. Others have installed a switch opening of the valves from the interior, there is a plethora of brands proposing that change.
     

     
    @Franck: How do you use your Ferrarista for your experience with your Ferrari? What does the Ferrarista community bring to you?
     
    @Zaz: I regret not having known Ferrarista before. I would certainly have read to have buying a Ferrari without a review before the sale was a mistake. Now I try to help the future buyers with advices on this or that chassis. I'm given the objective of registering all the chassis in the world. I think I have finished and I add more info every day.
     
    The Ferrarista lecture, one of the two active forums in the world, the others alive, is a constant discovery of the world of our passion. And of course, all the encounters, outings, and factory visits allow me to create friendships I have never imagined. I'm been part of the Ferrari UK club for a long time and it was more a club of retirees dining in tuxedo on a regular basis. I also attended an event of the French Ferrari club. Nothing to do with Ferrarista where all the worlds meet for the greatest pleasure of all.
     
    @Franck: And if you could do it again, what would you change?
     
    @Zaz: NOTHING, I will continue to use this fantastic car.
    NB: Of course, I'd like to change it for a Ferrari 599 GTO !
     
    What have you appreciated in this return of experience on the Ferrari 599 GTB Fiorano? What other elements would you like to know? If you own a Ferrari 599 GTB, what other tips would you give to a future owner?
     
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    Franck
    The Ferrari 458 Italia is the last Ferrari to offer an atmospheric V8, in its ultimate evolution without turbo, with the associated characteristic sound. As such, it is highly sought after, especially as it is recent and can still benefit from a Ferrari warranty. What do you need to know before taking the leap? What are its flaws? What to look for when buying? What to expect afterwards? @Nanthiat shares its feedback with you 5,000 kilometers after its purchase.
     


     @Franck :  What is your automotive background and why did you choose this Ferrari? What is your use of it? Since when ?

    @Nanthiat : My automotive journey began at 49, at the dawn of my 50s, an age when you have to start thinking a little about yourself. Corvette, Mustang, Porsche are only childhood dreams, especially old ones, my goal being to have a heterogeneous collection.

    But one day I "dared" to go to Modena Sport where I was admirably received. Shortly after I left with a Ferrari 360 Spider. A story we like between car enthusiasts.
     
    It's not easy to get into a dealership like Ferrari, not easy at all. But they are aware of it and precisely they do everything to relax the atmosphere, very considerate but not heavy. In the end, it is an “experience” to buy a Ferrari, they understood it well and I thank them for it.
     


     @Franck :  What were your purchase criteria for this Ferrari and how did you find this copy?

    @Nanthiat : During another visit to them, I was able to try a Ferrari FF and a Ferrari 458. Revelation for the Ferrari 458 Italia, impossible to miss this opportunity, which was like new: direct cracking!
     
    For me, the purchase from a Ferrari Authorized Dealer is an important criterion, because it is linked to a real guarantee and a real traceability, knowing that in addition, on the Ferrari 458 Italia, I have two years of guarantee. Who does better on a 10 year old car?
     


    @Franck : Immediately after the purchase, what struck you the most at the wheel of this Ferrari? 

    @Nanthiat : Ease of handling is a bike. Easy at low rpm (it has torque), comfortable, magic box, a child can drive it... On the other hand, the other side of the coin, we go very very quickly with it.

    The finish is also noteworthy: Ferrari has really made great efforts on this point. Nothing to do with the Ferrari 360 Modena. And then, finally, she has a "plastic"! It's something to look at in your garage a Ferrari 458. We don't look at it, we contemplate it, it's a work of art. 
     


    @Franck : Can you tell us about the costs incurred for normal use of this Ferrari (insurance, annual maintenance, major overhaul, contingencies, etc.)?

    @Nanthiat : On this point, I will not be very specific because it has only been in my procession for a few months. I only did 5,000 kilometers with it.
     
    The insurance, I pay 980€ with 50% bonus. Maintenance is relatively simple, there is the small overhaul and the big one, around €900 and €1,200, from memory.
     
    We are on another era compared to the old ones. No more tedious interviews! But I can't expand any further. She's 10 years old, 35,000 miles, nothing has changed.
     


    @Franck : And if you had to do it over again, what would you change? What advice would you give to someone looking for this Ferrari? What are its flaws? What to pay attention to? What improvements can be expected? 

    @Nanthiat : To do it again: immediately! I intend to keep it for a long time.
     
    Advice, what to say about a Ferrari 458 Italia? Latest naturally aspirated V8 engine, designed by Pininfarina, tuned by Schumi, bewitching sound, easy to handle... hard not to recommend a 458. Proof of this is that it is highly sought after.
     
    His faults, ha! That damn steering wheel where all the controls are on it. A misery to understand and, ultimately, not at all practical. On-board computing is not intuitive, from another era. Too bad, the information is complete and useful, such as engine temperature, tires, gearbox and brakes at the same time. There is everything, you just have to find it.

    You have to be very careful, when buying, about its traceability and where it comes from. At Modena Sport, they sometimes research Ferrari 458 Italia for clients. They have a hard time finding nice cars.
     


    @Franck : How do you use Ferrarista for your experience with your Ferrari? What does the Ferrarista community bring you?

    @Nanthiat : I regularly come to Ferrarista. I share some of my experiences because, for me, there is no pleasure without sharing. I have all the info I'm looking for.

    I learn a lot of things, because I am a young padawan at Ferrari. I discover and document myself on the old models. I was very surprised, when I started, on the user-friendliness of the forum. Frankly, we are among enthusiasts, real ones. The forum is well done and structured as it should be. What, good luck.
     

     
    A big THANK YOU to @Nanthiat for this detailed feedback on the Ferrari 458 Italia. If you own one, what would you add to enlighten a future owner? If you are looking for one, what other information would you like to know about it?
     
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    Franck
    After these periods of confinement and pandemic, it feels great to come back to Rétromobile! Fewer exhibitors, return to a smaller space, was the show going to keep its promises or mark a change in trend? What were the beautiful Ferraris not to be missed on the spot, because they are rare to see otherwise? What was this Retromobile 2022 vintage worth?
     

     
    First there was the Artcurial sale with the four Ferrari hypercars: the Ferrari F40, the Ferrari F50, the Ferrari Enzo and the Ferrari LaFerrari! They were accompanied by a Ferrari 599 GTO!
     

     
    These Ferraris went up for auction for the following amounts:
    - Ferrari F40 from 1989 #80761 : 2.102.400 €
    - Ferrari F50 from 1996 #105265 : 4.161.600 €
    - Ferrari Enzo from 2003 #132053 : 2.846.000 €
    - Ferrari LaFerrari from 2013 #199747 : 2.714.440 €
    - Ferrari 599 GTO #173816 : 774.800 €
     

     
    In old and rare Ferraris, Atelier des Coteaux presented a Ferrari 212 Inter Spider Vignale. Out of 80 examples of Ferrari 212 produced between 1951 and 1953, only 7 examples of Spider were made by Vignale.
     

     
    This example, chassis #0125EL, has a special history. In May 1951, this chassis was used by the Ferrari factory to finalize the tests of the model, in the form of a coupé. In August 1951, Vignale rebuilt it as a spider. Of the 7 existing examples, it is probably the only one to have 3 carburettors. Indeed the Inter configurations were road models, equipped with a single twin-barrel carburetor, while the Export configurations were intended for competition with 3 carburetors (optional for Inter models).
     

     
    In 1987, the Italian coachbuilder Dino Cognolatto acquired it and transformed it into a racing berlinetta. The current owner bought it in this configuration from DK Engineering in 2015, who called it back a few months later to announce that they had found the original #0125EL bodywork! It was then fully restored.
     

     
    On the common stand between Eleven Cars and Guickas GTC, only Ferrari! Starting with a beautiful Ferrari Daytona :
     

     
    And an interior to which she gave her name for decades to come:
     

     
    Behind her, a magnificent blue Ferrari 550 Maranello:
     

     
    With a magnificent beige interior, in very good condition, and the associated suitcases:
     

     
    The Ferrari 312 PB, which raced in Sport Prototypes from 1971 to 1973, with the V12 of the Formula 1 Ferrari 312:
     

     
    The Ferrari 512 BB #24127 Pozzi "THOMSON" n°88 :
     

     
    The Ferrari 365 GTB/4 Michelotti NART Spyder #15965, entered by Luigi Chinetti in the 1975 24 Hours of Le Mans, and powered by a 4390 cc V12, developing 352 hp at 7500 rpm:
     

     
    A very beautiful Ferrari 365 GT 2+2, presented in 1966 and designed by Pininfarina:
     

     
    On the stand of Historic Cars, a beautiful Ferrari 250 GT Pininfarina S2 from 1959, dark blue in color. Originally, #1629GT was painted "Nero Tropicale", with a "Verde" interior. Color changed during its restoration.
     

     
    The only Ferrari 250 GT SWB present this year was on the stand of Speed 8 Classics in a beautiful Rosso Corsa livery, with a blue fabric interior, together with beautiful De Tomaso, Bizzarini and Iso:
     

     
    On the stand of Cecil Cars, a Ferrari 250 GTE gray red interior completely restored:
     

     
    On the stand of Sport et Collection, two red Ferraris were present: a rare Ferrari 500 SuperFast and a Ferrari 275 GTB :
     

     

     
    On the stand of Oldtimerfarm, the very beautiful Ferrari 328 GTS black of a well-known member of Ferrarista. This example dates from 1987 and the Ferrarista sticker is clearly visible at the bottom of the windshield:
     

     

     
    On the same stand was also offered a beautiful Ferrari Testarossa blue for 200,000 euros:
     

     
    At Franco Lambo, A beautiful Ferrari 330 GT serie 2 (thus round headlights in front) blue, of French origin, and with many specificities, including a Cioccolato interior, with soft leather and a specific dashboard.
     

     

     
    On the same stand, you could admire a beautiful Ferrari BB 512 gray with a red interior:
     

     

     
    On the stand of the insurer AON, a magnificent and blue Ferrari 365 GT4 BB:
     

     
    On the Osenat auction house stand, a beautiful Ferrari 330 GT serie 1 "four eyes" :
     

     

     

     
    German society Messina Classics presented a beautiful Ferrari 275 GTB/2 from 1966:
     

     
    a beautiful Ferrari Mondial T Cabriolet, blue tan interior, on the stand of My Classic Car Life:
     

     
    And a Ferrari 400 on the stand of Catawiki :
     

     
    Relatively small stand for the Charles Pozzi dealership, but who attracted attention thanks to a Ferrari F40 with all its openings deployed, to promote Ferrari Classiche:
     

     

     
    In the end, many beautiful cars to see, in a smaller show, despite the absence of the usual big foreign sellers and manufacturers. The crowd was also smaller, apparently, because on Sunday morning it was easy to get around. It remains to be seen how this show will evolve in the years to come, but Rétromobile remains an excellent way to see exceptional vehicles and to (re)immerse yourself in the history of the brands.
     
    Have you been to visit Retromobile 2022? What did you think of it? Which models have impressed you the most? If not, which models impressed you the most in this article? Which ones would you like more information on?
     
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    Franck
    An official recall, reference C24000078, has just been launched this week by Ferrari regarding a potential problem with the brakes on the Ferrari 458 and 488. The brakes are an important safety element of your Ferrari, so it is essential to find out if your Ferrari is affected, and notify owners you know who could be affected.
     
    Which models are affected? What are the symptoms of the problem and what to do if it occurs? What exactly is this recall? We will attempt to provide you with all the information in this article, the purpose of which is to serve as a reference for the owners concerned (current and future).
     
    What is the history of this problem?
     
    This problem was announced in November 2021. It is a brake fluid leak.
    At the time the cause was not known even if the master cylinder was suspected by Ferrari.
    A potential recall campaign was then mentioned, but first Ferrari had to find the origin of the problem to offer a solution.
     
    Example of articles that appeared in the media at the time on the subject:
    https://www.autoblog.com/2021/11/01/ferrari-brake-failure-recall/
    https://fr.motor1.com/news/544892/ferrari-problème-frein-458-488/
     
    Which Ferrari models are affected?
     
    There is talk in the published articles of around 10,000 Ferrari, and even 9,985 to be precise. This is a figure to be confirmed because transmitted before the problem is fully analyzed. The affected models are:
     
    - Ferrari 458 Italia produced between 2010 and 2015,
    - Ferrari 458 Speciale produced between 2014 and 2015,
    - Ferrari 458 Speciale A produced in 2015,
    - Ferrari 458 Spider produced between 2012 and 2015,
    - Ferrari 488 GTB produced between 2016 and 2019,
    - Ferrari 488 Spider produced between 2016 and 2019.
     
    Knowing that around 25,000 Ferrari 458s were produced, this means that not all copies are affected.
     
    What are the symptoms of the problem?
     
    If the brake fluid leak occurs and less than 48% of the expected volume remains, a "Brake fluid level low, go to dealer slowly" message will appear on your dashboard. The brake pedal will then not have much response.
     
    What should I do if my Ferrari encounters this problem?

    If this happens to your Ferrari, then Ferrari advises you pull over and contact Ferrari Roadside Assistance to have you towed to the nearest Ferrari dealership.

    Your brake pedal should not have much response, so it is advisable to use your engine brake, or even your electric parking brake to stop your Ferrari (see message from Ferrari USA below).
     
    How do I know if my Ferrari is affected by the recall?
     
    Recall C24000078 was just issued this week. The parts concerned are being sent to the dealerships. For the moment, it is via your "MyFerrari App" that you will see if your vehicle is affected.
     
    You can also enter your Ferrari's VIN here to find out if your Ferrari is affected: https://www.ferrari.com/en-EN/auto/car-part-services
     
    We can imagine that Ferrari will then send a letter to all the owners concerned. Here is the mail already received by some owners in the United States:
     
    We wanted to inform you that Ferrari is investigating whether a problem exists in certain Model Year 2010-2015 458 vehicles. The vehicles involved are equipped with a braking system that could potentially leak brake fluid, which may lead to a total loss of braking capability, and result in an accident. We want to assure you that your safety is our priority, and we are committed to correcting this condition in your vehicle if it exists.

    Our records show that you are the owner of this vehicle. Ferrari is conducting further research to determine the root cause and possible scope of this problem. We will contact you as soon as we have further instructions for you. In the meantime, if a message appears on your dashboard, “Brake fluid level low, Go to dealer slowly”, please pull off the road as soon as it is safe to do so. Then contact Ferrari Roadside Assistance at 1.866.788.6760. Your car will be taken to the nearest authorized Ferrari dealer and inspected free of charge. If necessary, Ferrari will perform any necessary repairs to your vehicle for free.

    Note: The vehicle’s electric parking brake can be used as an emergency brake when the vehicle is in motion. See your Owner’s Manual for further information.

    If you have any questions, please contact your local authorized Ferrari dealer. You can find a listing of them at https://www.ferrari.com/en-US/auto/dealers

    Sincerely,

    Ferrari North America, Inc.
     
    What items are replaced during this recall?
     
    The cause of the problem would be the brake fluid cap that would leak liquid. It will therefore be replaced. In fact, when the brake fluid heats up, the pressure rises and the current cap does not allow it to be evacuated. The tank container takes up more space and escapes. The design of the new cap should allow pressure to escape.
     
    The reference of the new cap, now black, is 000810768.
     

     

     
    The biggest change from the previous cap is that the cap now also consists of a transparent flexible diaphragm instead of just a solid plastic part. The black cap is clipped on.
     

     
    A sticker will be placed in your owner's manual indicating that the recall has been carried out. This sticker bears the reference 079641778 (at least for the American model pictured below).
     

     
    SAFE4NOW photos posted on FerrariChat.
     
    The operation would also include erasing any stored errors related to this problem, as well as updating the software to take account of the changes made. The operation would take about two hours in all.
     
    Have you been contacted about this recall by your dealership? Or were you able to check using the information provided in this article if your Ferrari was affected? How soon will your Ferrari be picked up? What items have been indicated to you by Ferrari as needing to be replaced? Do you need more information about this recall? If you are concerned with your Ferrari, please share your feedback with this recall in the comments.
     
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    Mika 348
    The Ferrari Testarossa is a myth, an icon of the 80s. The subject of strong speculation at the death of Enzo Ferrari, its poster adorned the walls of many rooms of young enthusiasts at the time. Young enthusiasts who would scale it well 1:1 in their garage today. Which model of Ferrari Testarossa to choose? What to expect behind the wheel? What are the maintenance costs for this old Ferrari? The best is to ask an owner, and precisely, @Mika 348 has owned both models, the Ferrari Testarossa and the Ferrari 512 TR so can tell you about their differences.
     

     
    @Franck What is your automotive background and why did you choose this Ferrari? What is your use of it? Since when ?
     
    @Mika 348 My first Ferrari was a Ferrari 348 GTS in 2013. Then the Ferrari F355 Berlinetta in 2014, which I still have. Then in 2019, I sold my Ferrari 348 for the 1991 Ferrari Testarossa, so with 5 nuts and 2 mirrors. In 2020 the Ferrari 512 TR replaced the 1991 Ferrari Testarossa. I also have a 1962 Austin Healey that I completely rebuilt. 3 and a half years of work!
     
    The Ferrari Testarossa is first and foremost its line. Impressive. And then it's his engine. A couple / a sound. We always have the feeling that he does not force. Even at 7000 rpm, it feels easy, without forcing, that it still has a huge margin.
     
    My use is 100% geared towards weekend outings, ride mode, pleasure. A privileged moment that makes me forget everything for thirty minutes, a day, a weekend.
     

     
    @Franck What were your purchase criteria for this Ferrari and how did you find this copy?
     
    @Mika 348 For the Ferrari Testarossa, it was with a tracking, a history. I don't mind having to take it to a professional for work, but I want to know what has been done to the car since new and therefore deduce what remains to be done. That goes for any Ferrari for that matter.
     
    I found it at De Widhem Automobiles in Paris . It had 27,000 kilometres. it had its notebook, a history. it was going to Fiorano Racing before delivery for a review and various checks. So I was quite reassured. The price was right for the time.
     


    @Franck Immediately after the purchase, what struck you the most at the wheel of this Ferrari?
     
    @Mika 348 Immediately, after a few kilometers I thought that she did not have the physique of her use. It's a GT with a supercar physique. That's what makes it interesting. GTs are often discreet (Ferrari 550, Ferrari 412, etc.), this one is exuberant.
     
    Then comes the total pleasure of feeling these 12 atmospheric cylinders push, with their atypical sound, all with the manual gear lever. I'm daydreaming!
     


    @Franck Can you tell us about the costs incurred for normal use of this Ferrari (insurance, annual maintenance, major overhaul, contingencies, etc.)?
     
    @Mika 348 Insurance: 850€ per year, in all risks, at Allianz, but I insure 3 cars so that plays a little.
    Revision every 18 months: around 750€
    Distribution every 6 years: approximately €6,500
    Tyres: €1,200 for 4
     
    The weak points of the Ferrari Testarossa:
    1/ The differential block: it cracks according to use and in any case because of its alloy. You have to fix it before it breaks. On the Ferrari Testarossa, I did not have time to do it but on my Ferrari 512 TR it was done as a preventive measure by Toni Auto in Maranello (€2,500 the intervention).
    2/Gearbox sprockets: they wear out in 1/2/3 ratios due to the enormous torque passing through them. The wear obviously depends on the user. It's 1,500€ per sprocket but that's not necessarily a problem. It is related to the use made of the car.
    3/ The electric plate: it is imperative to send it to a specialist to make it reliable. The intensity passing through it is too high and, even with 27,000 kilometres, you can see that the lugs are blackened and the electrical problems then follow in a cascade, with power cuts: fuel pumps, ignition coil, fans , etc
     


    @Franck And if you had to do it over again, what would you change? What advice would you give to someone looking for this Ferrari?
     
    @Mika 348 First thing would be to take a car that drives regularly. We say it all the time but in the end I succumbed to the siren songs with this 27,000 kilometers Ferrari Testarossa and finally I spent my time correcting and controlling what had not been done by my predecessor, who drove too little. In particular, the electrical problems that I spent my time getting repaired.
     
    This one-year adventure in a Ferrari Testarossa allowed me to have certainties:
    1/ I love this unique and extraordinary line. Ferrari Testarossa and Ferrari 512 TR. I have a hard time not to say that I don't like the Ferrari 512 M which loses all the original design of the Ferrari Testarossa.
    2/ Its engine, by its torque and its sound, is a Holy Grail that I want to keep.
    3/ The Ferrari Testarossa doesn't brake, it slows down. This is because of its 16-inch wheels which cannot accommodate large discs and therefore beware of emergency braking!
    4/ The Ferrari Testarossa drives like a GT and it's hard to exploit its monster heart because of its stiffness and braking.
     
    So I drew the conclusion that became obvious: buy the Ferrari 512 TR! This is the best Ferrari Testarossa in my opinion. We keep the extraordinary line of the Ferrari Testarossa, with a few details: front and rear bumpers, body-coloured sills, design and size of the rims, design of the interior cabin.

    We sublimate the road behavior. It's not the same car to drive. The 12-cylinder gives even more from low revs and even higher in the towers. Always with this impression of never forcing.
     
    The chassis is welded and no longer bolted, which makes the body much more rigid. The 18-inch wheels can house large perforated disc brakes, which makes it possible to slow down this time. The center of gravity of the TR is lower which allows it to have, in addition to the welded chassis, a much better handling in curves. The TR's seats and steering wheel are top notch. We sit lower than in the Ferrari Testarossa, the small steering wheel identical to that of the Ferrari 348 is perfect.
     

     
    In summary, the Ferrari 512 TR is a better Ferrari Testarossa. We keep what is great about the Ferrari Testarossa and improve the weak points.
     

    The different models of Ferrari Testarossa:
    - 1984 to 1986: the highly sought-after mono-retro. Beware of TRX tires that cannot be found! And not easy to maneuver the machine with a single retro highly perched. But I must admit that it is sublime!
    - 1986 to 1987: The mono-nut and 2 mirrors. Some are in TRX tires but not all. 
    - From 1988, they have 2 mirrors and 5 nuts, and frankly, in use, it is the best. Affordable with available tires, easy to disassemble unlike mono nuts. Two mirrors are better for maneuvering.
     
    The Ferrari Testarossa is the icon of the 80s. The Ferrari 512 TR keeps the DNA and becomes, for me, the last still affordable Ferrari supercar. Since the Ferrari 512TR / Testarossa, all 12 Ferrari cylinders are in the front position. The only ones with a 12 cylinder in the rear center position are overpriced cars for me: Ferrari F50, Ferrari Enzo and Ferrari LaFerrari.
     


    @Franck  How do you use Ferrarista for your experience with your Ferrari? What does the Ferrarista community bring you?
     
    @Mika 348 I read Ferrarista almost every day. On all types of subjects: watches, other brands, the economy, purchases / sales, presentations of new enthusiasts, outings, etc.
     
    Ferrarista quite simply allowed me to become a Ferrari owner by desecrating this act of purchase which seemed improbable to me. The many enthusiasts are full of good advice. This exchange of experience is constant and wonderful. I met people through the outings that I enjoy seeing again on each outing. Generous, approachable, passionate, friendly, of all ages, from all walks of life...
     
    Hoping that my feedback will help some to take the plunge!
     
    If you own or have owned a Ferrari Testarossa, what additional elements could you bring to help future owners? If the Ferrari Testarossa interests you, what did you learn from this article and what else would you like to know? What does the Ferrari Testarossa represent for you?
     
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    Franck
    The Ferrari 360 Modena is a classic at Ferrari, especially for first-time buyers. It remains modern, accessible, reliable... and like any car, there are certain points that are more to watch than others. Looking back over the years, what are these points to look at if you own or plan to acquire a Ferrari 360 Modena? @tifosi101 has had one for about ten years, and as an engine engineer carrying out the maintenance himself, he has the experience to keep a Ferrari 360 Modena in top condition. Here is his exciting feedback, full of references and advice, with your Ferrari 360 Modena.
     

     
    @Franck : What is your automotive background and why did you choose this Ferrari? What is your use? Since when ?
     
    @tifosi101 : My journey is very quickly summarized. I have always been Ferrari by "confession" and in fact owning a Ferrari and even working for Ferrari were the driving forces of my youth and my studies.
    From my first job after finishing my engine engineering studies, I treated myself to a Porsche Boxster 986 2.5. A very affordable car, with a real engine with the typical sound of the brand, and a sporty and healthy behavior, which gave me a lot of pleasure. With her I made my first steps: access to a specific universe, rides with other prestigious GTs, circuit outings and first mechanical experiences because I am autonomous on this point.
     
    But as soon as the opportunity to offer me MY Ferrari presented itself then I took it immediately. It was 2012, the "good old days", when we went shopping in Italy and brought back a Ferrari 360, a Ferrari 550 and a Ferrari Testarossa for the price today of a Ferrari F430 Spider...
     
    My initial wish was the Ferrari F355 for its typical Ferrari line, for its F1-sounding engine and because rocked by the legendary video game "F355 Challenge". But the period also allowed me to consider a 360 so the question arose seriously and the decision was quickly made to go for the latter for the modernity of its chassis, its neo-classical line, its supercar size (which with hindsight is a constraint on small roads with its long wheelbase), its easier maintenance on the distribution side and especially its engine under the glass, which for an engine enthusiast like me was a shocking argument.
     
    The engine being the same as the Ferrari F355, I didn't draw a line under the F1 sound. Better still, it is the culmination of this V8 block with complications - to draw a parallel with watchmaking - which make it even more sharp and characterful. A real racing engine! You have to whip it high in the revs to take advantage of its character and its power and I love that unlike the majority, who with dieselisation, today only know how to appreciate the big torque.
     

     
    With the hindsight of the years of ownership, almost 10 years, I am a big fan of the mix between modernity and classicism that is the 360. The years go by, the generations of cars, which succeeded it, both at Ferrari and at the competition, modernize, become "sped up", become more complex, but aseptic because the very good becomes perfect and even too perfect. Coming out of a test at their steering wheels, I always end up telling myself that the Ferrari 360 still does the job very well, that of offering pleasure and sensations on all levels. Maybe also because I improved my Ferrari 360 to make it to my liking, i.e. more sporty.
     
    If when I started driving it, I happened to go with it to the port of Saint Tropez just for the pleasure of having a drink there after a sporty drive in the famous Dom forest, or even leaving the department with (!), today I refocused on the essentials, sport. And so I take it out only to get my adrenaline shot on a small winding road in the middle of the Var scrubland and enjoy the Formula 1 vocals, which come to my ears against the rock walls. Pure fun plus it's a Ferrari! And since racing is Ferrari's reason for existing, every year I treat myself to one or two runs on the legendary Paul Ricard circuit, which is still on the F1 world championship calendar.
     
    @Franck : What were your buying criteria for this Ferrari and how did you find this example?
     
    @tifosi101 : It was the heyday of announcements on AutoScout24.it, which made us all dream in the evening before going to sleep full of projects. I almost signed for a yellow manual Ferrari 360 in Milan. But the first Ferrari must be red! So I finally set my sights on a red 360, black leather, manual gearbox, which was on sale at Castauto, a prestige vehicle dealer located very close to the village of Don Camillo.
     
    My first criterion was to find a healthy, healthy and healthy Ferrari 360 because everything is repairable except the irreparable or the inconceivable. I was not fixated on the history of previous interviews, stamps, notebook. I leave that to people who don't have the option of buying this kind of car "safely". Because when I buy a used car I redo from the start the maximum of maintenance by myself to leave on a known basis and as a bonus to appropriate and understand the car in its operation and in its design.
     
    My second criterion was a manual gearbox to maximize reliability. My final criteria was that she would make my jaw drop with its photos on the ad! Mileage was therefore not a criterion.
     
    For its purchase in Italy, I took my mechanic uncle with me (talented and experienced, with whom I do the maintenance), I let him judge for himself both for the static visual checks (we put it on the bridge of the first garage nearby) and for the test drive (if the timing or another component has to give way now was the time!). I got his green light! The beautiful story could begin and dreams could come true. Before heading back to France, we stayed overnight in nearby Maranello to capture the moment forever. A big moment !
     

     
    @Franck : Immediately after the purchase, what stood out to you the most at the wheel of this Ferrari?
     
    @tifosi101 : First, you have to understand, even if it may seem incomprehensible, that I did not try my Ferrari 360 once before even becoming its owner. As I didn't have a cool head, I preferred to let my uncle do it during the first trip to go and see it and even when the keys were handed over during the second trip for the purchase, it was him who took the wheel.
     
    I took it in hand, very feverishly, only to enter in Maranello, just to mark the occasion. This car impressed me a lot, both because I was realizing MY lifelong dream and because it was very intimidating. It was very low (too low), wide and had a sound to wake up the dead with its Tubi and catalyst bypasses. An F1! I can still hear at the Stop the cries of amazement and excitement of the children in the playground on the edge of the village that we were leaving to reach Maranello... On the way back, when I was following my Modena at the wheel of my car, I was surprised by the immense yellow flames which came out of the exhausts and by the amazement of the other motorists who attended the spectacle. I was also marked by the enthusiastic solicitations of the Italians in the motorway tunnels that I guessed were saying "Forza!" raising their fist to encourage me to drop three gears and gratify them with the F1 melody. I was marked by the Carabinieri on the side of the road, at the entrance to Maranello, with a thumbs up as I passed while I felt guilty (of nothing…).
     
    In short, I understood very quickly that driving a Ferrari was going to be a very different experience from anything you can imagine behind the wheel of any other car brand. For some it's Italy, which passes before their eyes, for others it's a big dream toy or even the Virgin! Since then, I have not missed an opportunity to share my pleasure, such as letting the children sit behind the wheel to take the souvenir photo and reward them with a "work well at school" which always pleases the parents...! And I never have negative reactions
    .
     

     
    @Franck : Can you tell us about the costs incurred for normal use of this Ferrari (insurance, annual maintenance, major overhaul, contingencies, etc.)?
     
    @tifosi101 : For insurance, I would say that it is the fairly standard rate for this type of car, around 1000 euros for 8000 km/year in all risks. But in the end, I don't do a lot of kilometers in a year because I don't need to accumulate any to be happy behind the wheel and the "pleasure" roads or circuits are in the immediate vicinity, so no or very little of what I call "useless miles" add up on the odometer.
     
    I'm not the best example to talk about cost because in addition to not being a big wheeler, I'm not a customer of garages since I do everything myself. This aspect is also a good point for this model because it means that it is an "accessible" Ferrari for a do-it-yourselfer. The annual or even biannual maintenance depending on the intensity of use is very reasonable and classic for this type of car. The "big overhaul", which has become technically easier compared to the F355, is a selling point so that says it all.
     
    Now there is all the feedback, which is by definition outside the manufacturer's schedule, but which with hindsight due to the years and kilometers accumulated by the 360 Modenas should be taken into account by the maintenance program in 2021. Ferrarista.club is very powerful for this because many are the owners of 360 and, among them, many are those who share the technical facts encountered.
     
    My January 2000 Ferrari 360 Modena, acquired in 2012 with 56,000 km, now totals around 75,000 km. It sleeps in a closed garage (therefore in the shade) and temperate and at each stop in the sun I install the sun visor for the leathers and it hibernates in July-August to protect it from the heat of the South (the engine compartment says thank you!).
     
    For the inconveniences I have experienced on the interior side, I would cite the classic sticky plastics, which can be treated very well with isopropyl alcohol, elbow grease and patience. The exterior door opening control cables (ref. 68602600) which get stuck in their sheath. The headliner peeling off. The air conditioning button that no longer held in the OFF position (repaired for zero euros). The gear lever foot ring (ref.174967) which becomes oval over time and affects the gear change manoeuvre. The plastic of the ashtray is of poor quality and becomes brittle over time. The door seals settle over time, creating a leak in the upper part of the window and air noise in the rear view mirror. The most annoying was the potentiometer of the accelerator pedal (ref. 170038), which makes the engine amorphous when the feedback of the depression of the pedal is no longer operational (unlike the F355, there is no no more connecting cable between the accelerator pedal and the throttle valves on the engine side, everything is electric like a Playstation pedalboard!), a classic fault on the 360, which is very easily repaired.
     
    On the engine compartment side, my only real failure was the left exhaust manifold which cracked. I had it initially re-welded by a pro but I have since switched to aftermarket collectors from the Italian specialist Supersprint, designed to last. I also experienced the classic cracking of the support brackets of the Tubistyle pot and the connecting bracket of the dual exhaust outlets. The two large water hoses (ref.181742), which carry the coolant to and from the radiators located in the front bumper, have cracked over time. I found after opening the air intake plenum for a completely different reason, the air compensation butterfly (ref. 182092) which had disappeared and fortunately the two small screws, which fix it on its axis, have not been sucked in by the cylinders! Finally, seeing frequent "slow down" alerts while it was inconsistent with the conditions of their appearance ("cold" engine for example), I replaced the two centraline (catalytic temperature control station) by the signal decoys of the catalyst thermocouples from Technistrada.
     
    The air conditioning compressor has died, most certainly a victim of the heat radiating from the engine, but its replacement is a formality starting from an Opel Vectra B air conditioning compressor base (ex ref. 8FK351102-001).
     
    On the running gear side, I experienced the suspension fault reported on the dashboard. It was the vertical acceleration sensor (ref. 232690) located in the engine compartment (also a victim of the surrounding heat).
     
    When I took my engine out at 67,000 km and 16 years old to give it a nice overhaul with a lot of preventive, I could see that the two engine silent blocks (ref. 182142) were in fact out of service but their configuration makes it hard to see and they know how to hide it! While the silent block of the gearbox (ref. 186698) is easily noticed when it is out of order. When the latter is replaced, I advise to insulate it thermally by offering it the dedicated heat shield (ref. 67912300). I took the opportunity to replace the clutch (which was not HS) and in fact I mounted a Hill Engineering thrust bearing. I replaced all the oil, DA, water and fuel hoses that I had the chance to do. At the same time, I took advantage of the easier access by removing the engine to thoroughly clean the engine and the engine compartment, redo the thermal insulation and add some where I thought it would be useful (DEI plates ref. 634162) and finally redo the paint (expansion tank, oil deaerator, cylinder head covers, intake plenum, etc.). The list of parts replaced during this operation was quite substantial (for around 6000 euros of parts) and justified by the combination of their age/dilapidation and their easy accessibility: universal joint boots, complete distribution, water pump, chain tensioner oil pump with its shaft (tensioner in poor condition...a recurring topic on the forum), numerous engine ball bearings, engine thrust bearing silent blocks, engine gasket kit, gearbox oil cooler (another topic recurrent on the forum), revision of the starter and the alternator by the specialist Var Electric Auto, etc. Beforehand, I had checked the compressions of the engine because if a cylinder was sick it would have been a good opportunity to take care of it!
     
    Before or after this major overhaul, I did preventive replacement of the thermostat style (ref. 183758), expansion tank cap (145030), richness regulation lambda probes (before catalysts) (Bosch 0 258 007 001) , catalyst efficiency diagnostic lambda probes (post catalysts) (Bosch 0 258 006 196), flow meters (Bosch 0 280 218 012), ignition coils (Bosch 0 221 504 015), spark plugs (PMR8B), battery ( Varta E44), etc.
     
    Finally, my last technical fact dates back to the beginning of this year when I noticed that the front right water radiator fan was out of order. I wrote a topic on the forum entitled "Fan out of order on 360 Modena" and the important thing is to remember that a small pebble can get lodged between the blades and the strapping around them and thus block the propeller and burn out the electric motor.
     

     
    @Franck : And if you had to do it over again, what would you change? What advice would you give to someone looking for this Ferrari? What are its flaws? What to pay attention to? What improvements can be made?
     
    @tifosi101 : Coming from an Italian family, my 360 is really considered a full member by my close family circle. Only Ferrari can do that. Hence my motto, which signs each of my posts on Ferrarista: “No man shall completely own a Ferrari. He will just be its guardian, for future generations...". So if I had to do it again, I would do it again a thousand times as this car is a source of happiness for me, my loved ones and a majority of those who will approach it or see it during its outings.
     
    Admittedly, this Ferrari model enjoys a reputation for reliability, but if you are a purist in its condition and/or in its operation (in the performance sense) then it is a car that requires a lot of attention. And I love it, because like other Ferrarista who will recognize themselves, I like to maintain it or even improve it when possible and justified, as much as driving it. On the other hand, it requires a lot of time and reflection by immersing myself in the various technical documents about it and the various Ferrari forums around the world. At the end, I know my Ferrari a little better each time, which is an exciting model because it was innovative for its time and still relevant in its design and architecture that is still up to date.
     
    So my advice for anyone looking for a Ferrari 360 goes against what is usually said because I recommend finding a mechanically sound car rather than a car with good detailing and nice stamps in the logbook. This then makes it possible to pay less to invest the savings made immediately in a major overhaul integrating everything recommended by the feedback from Ferrarista subjects. You only need to have relative confidence with the "it's been done" or "it will be done for sale"... Thus made reliable, it will be possible to use a Ferrari 360 without a second thought.
     
    Now, I talked about reliability and not performance, nuance... Because many 360s are in "very good condition", but do not work like when they left the factory. They say you don't see your child grow, it's the same for the power on a 360 that you don't see degrading with age (like all cars).
     
    I therefore strongly advise replacing the lambda probes of the richness regulation (before catalysts) (Bosch 0 258 007 001) around 50,000 km. Ditto for the ignition coils (Bosch 0 221 504 015) as long as they are hot! For spark plugs (PMR8A or better and cheaper PMR8B) I would say maximum 15000km. Finally, and because it ruined my life, I now consider the Ferrari 360 to be very sensitive to battery amperage. You therefore need a battery that is always in top shape to have a motor that performs well (unexpected complete discharges have irreversible consequences on the battery). To do this, I recommend letting your Ferrari 360 sleep on CTEK charge maintenance or failing to cut the circuit (but this resets the learning of the engine ECUs each time). For Ferrari 360s that drive too little, I recommend having the injectors serviced by a specialist (with new seals) to correct the phenomenon of lacquering of the injector nose and restore good spraying. All these initiatives will have a beneficial impact on the running of the engine and therefore on its performance.
     
    Because the engine compartment is a furnace, I recommend fitting a Challenge grille to evacuate the heat and opening the engine bay at every opportunity to evacuate the calories produced by the engine as quickly as possible. Otherwise the sensors, plastic parts, rubber, alternator, starter, air conditioning compressor, etc., will suffer. In the same vein, redo the thermal insulation and add wherever possible (DEI plate ref. 634162).
     
    Finally, I strongly recommend keeping a small ELM327 type OBD diagnostic reader in the glove box at all times, which only costs 5 euros, but which, combined with the very easy-to-use Piston smartphone application, will allow you to check the fault codes when the engine light is on on the dashboard. It is always simpler, more efficient and more pleasant to immediately know the nature of the fault and thus to be able to judge whether you are returning by your own means while driving or whether you are calling a repairman as a precaution. Much more effective than calling a friend in stress or throwing a bottle overboard at Ferrarista from the side of the road without being able to give useful technical details. At least, the response will be accurate. In addition, this small OBD reader will make it possible to control the richness corrections (LTFT and STFT), very important indicators, which reflect the proper functioning of the organs that I recommended replacing previously.
     
    Naturally, the Ferrari 360's 40-valve V8 is a very weather-sensitive engine. Certainly it is atmospheric but it pays the price for its high specific power and therefore its small displacement. Living in a region which can be very hot, I noticed big differences in motor character depending on the weather. In the summer when the weather is dry and hot, my engine is anemic. It always has "enough" power (according to Rolls-Royce) but for me its use is without interest, without pleasure. On the other hand, in cool weather (like 20°C) and slightly humid (the day after rain for example) my engine has lightning to the point of giving me chills! That sharpness is exactly what makes me love the Ferrari 360 but it can be a big flaw for others and that's in my opinion why Ferrari increased the engine capacity by 700cc of the V8 of the F430 when it took 20 years for the block of the 360 to go from 3.0l on the 308 to 3.6l... CQFD ("thank you" the dieselization of the car fleet).
     
    The 360 has few or no faults strictly speaking, it is a Ferrari and a sports car, which improves over time both in design and in driving pleasure. Nevertheless, if it is lighter than an F355, its supercar size and its long wheelbase are not the most suitable for the small roads of the Var.
     
    I consider there are three swords of Damocles above the engine of the Ferrari 360 Modena:
    The inevitable death of the engine control units (ECU), which had the bad idea to lodge in the engine compartment which is a furnace. Consequence: an inoperative engine. The broken oil pump chain. Consequence: an out of order engine. In reality, it is the rupture of the pawn ref. 169594, which acts as the axis of rotation of the chain tensioner. There is a reference evolution so everything is said. If it breaks, the tensioner shoe is placed across the pad, which will wear out prematurely. The chain will play until it breaks. The oil pump will no longer be driven and therefore engine lubrication will be immediately interrupted… Corrosion drilling of the engine water/gearbox oil tube heat exchanger which is located in the engine V. Consequence: broken gearbox. Unlike the F355, which has the same part but not the same problem, no longer having to drop the engine to do the timing no longer necessarily involves draining the coolant. And so over the years, the latter becomes corrosive to the point of piercing one or more tubes of the exchanger and the pressure being stronger on the water side then it will pollute all the gearbox oil, making mayonnaise ( regularly check the surface of the water in the vase, drain the coolant at each distribution and replace the exchanger asap)  
    On the improvement side, I adopted a philosophy for more sportiness because I wanted a more sensational Ferrari 360. Originally the 360 is a compromise between comfort and sportiness, as always with this type of car, and past the first emotions behind the wheel, I found the model too wise. To gain sensation, I opted for:
    A geometry typed "trackday" to gain incisivity. It is successful but in return the car reads the road more. Short H&R springs (ref. 29405) to firm up the damping, combined with a Ferrari Challenge Stradale height type (no problem with killer speed bumps). 19-inch OZ Ultraleggera HLT rims (thanks @oliv!), stronger and lighter than Ferrari Challenge Stradale rims and yet cheaper. This gave me access to a wider range of tires on the market and I opted for the Michelin Sport Cup 2s (thanks @oliv!) for maximum grip. On the braking side, grooved discs on aluminum bowl from PFC in original size to keep a hint of the vehicle's homologation... which I associated with yellow Pagid type RS29 pads (ref. 1408), avia hoses and brake fluid Motul RBF600. The result is excellent and - with my level of driving - I can testify on the track of Paul Ricard of brakes still and always on top even after 40 minutes of non-stop driving. Inside, I bought the magnificent Sparco Carbon Evo monocoque bucket seats from @canadifucile's monstrous Diablo 6.0 Edo Competition. I didn't want Ferrari's "fake" optional bucket seats, I wanted monocoque to have a "rigid" connection of my buttocks with the body to better feel the movements of the car. It's successful and as a bonus, their black leather upholstery with red stitching went automatically with my cabin and the harness passages are strictly the same as those of the Ferrari bucket seats. To this, I added the red Sabelt harnesses (tribute to the F40) delivered with the seats but it is only for circuit use to gain front-rear support and even if the assembly is carried out according to ORECA specifications, I always add the seat belt ("belt and suspenders" as they say). On the engine side, the reprogramming of AV Engineering catches my eye, but in the meantime I have only installed K&N sports filters for the pleasure of hearing the air intake whistle at low load. On the other hand, I am a fan of 10W60 grade oil, recommended by the manual for intensive use or in hot countries and I regret seeing 5W40 in the majority of engines (admittedly it is cheaper…). Finally, last but not least, the "free" exhaust to enhance the naturally F1 sound of the 40-valve block. I would be interested in an exhaust (by abuse of language) type X-pipe but already with the Supersprint exhaust manifolds (large diameter), the bypasses and the Tubi pot, the sound is enjoyable! But tiring… And the surges of the engine at high revs even more furious, to the detriment of a degradation of the times under 4000 rpm.  

     
    @Franck : How do you use Ferrarista for your experience with your Ferrari? What does the Ferrarista community bring you?
     
    @tifosi101 : Ferrarista is much more than a web forum. It is above all a virtual club where you can very quickly and very healthily make buddies and friends in real life, it's a Wikipedia of the Prancing Horse brand, it's a workshop manual with an infinite number of pages. Ferrarista is even addictive for many of us, just seeing the daily attendance. Ferrarista allows you to precisely target your need, your choice before purchase. Once implemented, Ferrarista allows you to live your passion with other Ferraris during outings but also to experience a technical problem as best you can thanks to the natural and spontaneous mutual aid that reigns there.
     
    Because for me, clearly the strong point of Ferrarista is the richness and technical precision of the information shared there. The experience feedback is very great on this forum, many owners share, without snobbery and without hiding, their disappointments and explain them to prevent others from suffering the same mishap. There are technicians - in the noble sense of the term - of great talent on this forum, who share their knowledge, explain and even play down to help better live with a breakdown. Others come to their senses when the quotes are crazy or offer to help in real life. It's very powerful and the amount of useful information on Ferrarista will help keep our Ferraris running for a very long time. This site should never ever close! Without forgetting the 2nd Ferrarista National Meeting, which I had the pleasure of organizing with other members of the forum with whom we formed the "Squadra du Sud" and which was a great moment of passion and sharing.
     
    Forza Ferrarista ! And thank you to all those who make it live whether with a simple remark, a beautiful photo or a scholarly calculation.
     
    @Franck : Thank you @tifosi101 for your fascinating feedback to read, a real bible! What did you learn from reading this article? What additional details would you like? If you own a Ferrari 360 Modena, what could you add?
     
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