• Franck
    24 members went from the 16th until the 21st of May 2016 on a trip to Maranello and the Mille Miglia with Ferrarista.club. In the program, visits to the factories and museums of the Terra di motori around Modena (Ferrari, Lamborghini, Maserati, Pagani), the legendary Mille Miglia race, but also good Italian restaurants linked to Ferrari ... among others. What have they lived, seen, shared during that week? Why has it also been discussed about the LaFerrari Spider, just announced, and about Fernando Alonso? You'll find out later in this article.
    The meetings and the atmosphere
    Guillaume84, Oliv, Laelankar, Askim, Kani56, Camille, 308 GT4, Pascal71, Eric77, Pierre, CharlyBoy, Denis360 and their companions were on this trip. This is an opportunity to meet other members of Ferrarista living at the other side of the country. The group is restricted to 12 Ferrari maximum in order for everybody to discuss together and for the atmosphere to be excellent from the start. Some lend their Ferrari, jokes fuse, assistance is omnipresent. This is a week that changes you from the ordinary.

    Within a week around Maranello, meetings are numerous: Jacky Ickx at the Mille Miglia, Safet Rastoder at the Ristorante Cavallino ... but the most extraordinary was to find Fernando Alonso at the Ristorante Montana during our farewell dinner. Very friendly, he agreed to pose for a photo with everyone in our group. A superb keepsake for all!
    The visits of the Ferrari and Maserati factories were achieved through the Modena Sport concession in Toulouse. We first visited the Carrozzeria Scaglietti where the bodies of all the Ferrari are assembled. They are then sent to the Maranello factory to be painted then be returned to the assembly lines. The main highlight was the discovery of the Ferrari LaFerrari Spider! Hardly announced a week ago, we were among the first in the world to see it and to view that the gullwing doors were preserved. The director told us that 130 copies will be produced, validating it with a phone call. Nobody has broadcasted this figure. Parts of the carbon body are carried out by the Scuderia Ferrari, as in Formula 1.

    Another interesting detail: when a customer orders the carbon blades (blade on the rear vents) on the Ferrari 488, they are first in aluminum body. It is only later, on the assembly line, that they are replaced by carbon, after the paint has been finished. On the paint chain, they don't know not to paint blades only for those who are in carbon.

    We then visited the assembly line of V8 and V12, the interior assembly plant, assembly of engines (V6, V8 and V12), the machining of engine parts, F1 Clienti (tens of F1 belonging to customers ), the program XX (tens of FXX, 599XX and FXX K with a matt black) ... the big news was the visit of the Scuderia Ferrari in its new buildings. We could see the 5 F1 mounting box, going to the Grand Prix of Monaco, the part quality control, and the engine and electric areas. The old buildings of the Scuderia Ferrari are now destroyed and a new construction project is underway but our guide did not know what.
    At the Maserati factory in Modena, we visited the production lines of the Maserati GranTurismo and GranCabrio, but also Alfa Romeo 4C Spider and 4C. A magnificent registered Maserati MC12 Corsa, in blue, welcomes us in the showroom. I also noted the Alfa Romeo 4C equiped with an Akrapovic exhaust  (two central tailpipes instead of pots on each end) and a beautiful Alfa Romeo 4C white with a black roof and beautiful rims. On the chain, most of the Alfa Romeo 4C produced were red or white.

    We learned that the factory in Modena is now a development center for the sports models of the Fiat group. We noticed numerous Alfa Romeo Quadrifoglio Verde and Maserati Levante tests on roads around Modena but they will not be produced in the region. We find them in the Maserati factory that develops them.

    At Pagani, we still have two factories to visit: the former, which includes the showroom and the production of carbon parts and the new, where they assemble the Pagani. A museum, a new showroom under construction and the whole activity should be moved to the new factory by July.

    In the showroom are present, this time, the Pagani Zonda "nonna" and a beautiful yellow Pagani Huyara, with a black interior and yellow stitching. The "Nonna", which means "grandmother" in Italian has been driven 1 million kilometers. This is the chassis number 2 on which all changes to the Pagani Zonda have been tested over the years, before being put into production.

    In the assembly area, we find ten Pagani, among which a Pagani Zonda whose owner requested an upgrade to the latest version of the Pagani Zonda. Cost of the operation: € 2 million. We also find, among the more exotic specimens, a purple carbon Pagani Huyara with pistachio inside. It is intended for an Asian customer.
    The novelty we hear about at Lamborghini throughout the visit is the Lamborghini SUV! The Lamborghini Urus is placed right at the entrance of the museum with the LM002 very near. Previously the LM002 was hidden at the bottom! It's a sign ! This SUV will be produced from 2018. A new building for its production lines is being built behind the existing buildings. Maybe a car park will be added for visitors, which is not a bas news, as it is difficult today for visitors but also the employees to park. At present, the Lamborghini SUV is not yet fixed: V8 or V10, rates, etc. are not known. We noticed during our visit a beautiful dark green Lamborghini Miura SV, fully restored at Lamborghini, that came out for its first laps.

    During the visit, we go through the production line of the Lamborghini Huracan and Avantador, as well as the interiors production line. For the Lamborghini Huracan, it is only assembly, all parts coming from subcontractors. The engine comes from Germany. For the Lamborghini Aventador, we visited the assembly line of the Lamborghini V12. Unlike Ferrari, the engine parts are not produced by Lamborghini.

    Mille Miglia
    The only rainy day of the trip was the one that should not be: on Thursday the departure of the Mille Miglia in Brescia! That does not stop us to admire many old cars there, rolling, being parked, smelling the same as cars of that time, and you can talk to the driver. This is much better than a museum!

    Among the Ferrari present, there were beautiful Ferrari 250 GT Coupe Boano, Ferrari 250 GT Europa, Ferrari 500 TR Spider Scaglietti (photo), Ferrari 750 Monza Spider Scaglietti, Ferrari 857S, Ferrari 250 MM Berlinetta Pininfarina, Ferrari 212 Europa Berlinetta, Ferrari 375 MM Spider Pininfarina, Vignale Berlinetta Ferrari 225S, etc.

    And it is not finished

    We also visited the Enzo Ferrari Museum in Modena, the Panini collection (former Maserati museum) in the heart of an organic farm, the famous Toni Auto, which restores and maintain superb old Ferrari, the old town center of Modena, etc.

    If you were present during this trip, what impressed you the most? What stories would you add? If you were not there, what details would you like to know? Will you be present at the next trip?
    If you like this article, you might also read :
    - Do not miss those 21 Ferrari at Retromobile 2016
    - Tighten the leather of the airbag of your Ferrari in 5 steps by PhilM
    - Ferrari 308 and 328 buying guide : the various versions (1/3)
    What is today the market for the Ferrari 360 Modena and the Ferrari F430? What rates should you expect? Are they going up or down? On Ferrarista.club we follow their evolution since 2010, allowing you to get a significant history to detect trends.
    Reminder on the methodology of the study
    The data presented in this study are, for the French market, from the site La Centrale and, for the European market, from the site Autoscout24. They offer the greatest number of Ferrari ads on each of these markets. Replicas of Ferrari, wrecked cars, imports from the United States ... are removed from the published figures, as any questionable deals at extremely low or high prices, which would not be representative of the market and distord the data. The minimum and maximum rates are present only for information. It is the median price in bold which is representative of the market. This is thes price asked in the ads, not the actual sales prices, which are not known but inevitably lower. Changes in prices are representative of market trends.

    The market for Ferrari 360 Modena (1999-2005):
    While prices for the Ferrari 360 Modena followed a logical decline since 2010 (latest model), their rates have increased since one year and a half. This increase was global on Ferrari and vintage cars. The rates have not doubled as for other models, but they are still 22% higher than in 2014.

    You may notice that some people attempt rates never seen before, for instance 159,990 euros requested for a Ferrari 360 Spider. It is true that this copy has only 4000 kilometers on the odometer.

    Regarding the number of copies being for sale, it continues to decline, as often with a model that is becoming older. This means, as members are writing on the Ferrarista.club forum, that it is increasingly difficult to find a nice copy with a complete history and the options of your choice.
    Ferrari 360 Modena 1999-2005 Number France Min.
 France Median France Max. 
France Number Europe Min.
 Europe Median
 Europe Max.
 Europe January 2010 100 60 000 85 000 125 000 314 37 950 87 000 148 480 April 2010 125 

56 990 85 000 125 000 580 51 000 80 000 160 000 September 2010 129 

58 900 75 500 119 000 500 42 950 78 500 148 480
 Janujary 2011 131 

54 900 79 000 114 900 469 42 950 74 500 148 480 December 2012 138 

47 000 62 900 89 000 403 35 000 60 000 148 480 August 2013 88 40 000 59 400 80 900 N.A. N.A. N.A. N.A. August 2014 68 

43 900 57 280 89 900 N.A. N.A. N.A. N.A. April 2016 55 

49 000 69 990 159 990 254 48 950 72 000 148 480
    The market for Ferrari F430 (2005-2009):
    While the prices of the Ferrari 360 Modena rose 22% from a year and a half that of the Ferrari F430 has increased "only" 8%. Good news if you bought the Ferrari F430 in 2012: rates have remained the same. You could almost sell it at the same price than purchased.

    Note that the prices are higher for manual transmission versions, which is a recent phenomenon. As seen with the Ferrari 360 Modena, the "speculative" increases only recently touched these models compared to other Ferrari, but some copies are at crazy prices (see max column.). But are there really buyers at this price, which is that of a Ferrari 430 Scuderia?

    Regarding the Ferrari 430 Scuderia, on LaCentrale you have only 35 ads for the Ferrari F430 but 25 for the Ferrari 430 Scuderia, much less produced (roughly 7 times less). Are there many owners who wish to enjoy the significant increase on the Ferrari 430 Scuderia by selling their copy?

    As for the Ferrari 360 Modena, the ads are increasingly rare, though still significant volumes for a Ferrari. It becomes increasingly difficult to find a nice copy with specific options.
    Ferrari F430 2005-2009 Number France Min.
 France Median France Max. 
France Number Europe Min.
 Europe Median
 Europe Max.
 Europe January 2010 150 91 500 140 000 194 900 491 86 700 140 000 255 850 April 2010 171 89 900 131 000 180 000 957 78 000 130 000 239 200 September 2010 175 91 900 129 000 199 900 843 89 500 129 000 239 200
 January 2011 177 79 500 124 000 199 900 498 79 500 119 900 217 000 December 2012 219 69 900 93 600 139 900 723 53 000 95 000 185 000 August 2013 113 64 900 86 000 139 500 N.A. N.A. N.A. N.A. August 2014 106 

56 900 87 400 127 900 N.A. N.A. N.A. N.A. April 2016 35 70 000 94 500 195 000 282 60 000 98 000 200 000  

    What thoughts inspire you those numbers on the prices of the Ferrari 360 Modena and the Ferrari F430 over the last 6 years? Do they reflect your impressions of the market and its evolutions? Do you think the prices for the Ferrari 360 Modena will continue to rise? And how do you believe the prices for the Ferrari F430 could evolve?

    A big THANK YOU to sbnormand for figures for 2013 and 2014.
    If you liked this article, you might also enjoy :
    - Ferrari 308 and 328 buying guide
    - Long term test: Matmatlr's Ferrari 348
    - 5 reasons to choose the Ferrari F355 against the 360 Modena or vice versa ...
    What are the best advices you could receive to buy your Ferrari 308 or 328 ? Without any doubt, it would be advices from owners who could tell you about their experience. After reviewing all the versions of the Ferrari 308 and 328, and then their cosmetic aspects, in the two previous articles, TripleBlack®, Speedy, Sebino, Yves and ScuderiaCH will now give you their buying advices. You will learn what to look for on each model, their known issues, and you will get a check-list to use when looking at an interesting copy.
    A. General and numbers
    Ferrari 308s are reliable cars with reasonable maintenance costs for this brand if maintenance is performed correctly and according to the period manufacturer's recommendations. In all cases, priority should be given to a car with a clear history that can trace its maintenance history for the past 10 years at least. Then, it will be possible to appreciate whether the maintenance has been thoroughly done or not because for a car that is now more than 30 years old, some restoration can be expected to have taken place on most of the car unless you find a model in an exemplary condition. Such cars do exist but are becoming increasingly scarce, furthermore, paint on fiberglass bodies is reputed not to age very well. If this might be hoped to be cosmetically, caution must be exercised for the engine and all undercarriage parts: seals and bushings do not have an infinite life. Life begins at 30 ? Yes, but not for rubber !

    If the car still has its warranty book, the chassis’ number is written on the first page; it is also engraved on the rear right side of the engine compartment, on the nameplate at the same location and also on the top of the steering wheel column. On most Ferrari 328 (except the very first cars), it is further repeated in etching on the windows of the car, followed by three letters.

    Engine and chassis numbers are not related. Given today’s communication policy of Ferrari SpA, it is difficult to ascertain if this is the original engine mounted in this frame by the factory or not.

    There is also another number generally stamped on the oil cooler bracket on the left of the engine compartment, which indicates the order of assembly, or « Assembly number ». It shows specifically the car's order in the production line and this position is not strictly linked to its chassis numbers, especially at the time of the fiberglass / steel transition.
    B. Ferrari 308 GTB/S and 308 GT4
    B.1. Known issues of the Ferrari 308 GTB/S

    Engine : The engine is generally reliable when proper maintenance can be ascertained. It is customary to replace the timing belts and tensioner bearings according to the manufacturer's recommendations. It is a simple and inexpensive operation (it is not necessary to remove the engine for this on this model) compared to the damage that may occur should they break. Two-valve engines have exhaust valves filled with sodium to dissipate heat. As they age, we read that they can sometimes get brittle, but it seems very rare. Valve guides wear may occur sometime; this seems due to unleaded gasoline use resulting in excessive oil use. This is a strong engine the difference between the least powerful of the 308 and 328 is only 25%, therefore the engine has development potential. The most common change in search for more power is to increase capacity to 3.4 litre, reworking bore and stroke, with new pistons and a 360 crank, with more specific camshafts. In conclusion, when researching a future car, it is advised to look for an engine that has been regularly run (long immobilization can be very expensive) and has been adequately maintained. Frame : The carrier trellis, made up of large tubes is very strong and resists corrosion. A review on a lift will allow detection of major repairs consecutive to an accident. Anyway, during the road test, you have to be careful (and suspicious!) of any path deviation. Many first generation models were « upgraded » with 16" wheels instead of their regular 14” equipment. Aesthetically, it's not bad but finding a set of 14" wheels is not simple, and in any case expensive.

    Electricity : There, the picture is less funny, especially on carbureted cars ! It's Italian, old time ... that said, although annoying, these problems are usually not very expensive in their consequences (many  peripheral elements come from the Fiat organ bank !). Note mainly (but small « fantasies » are innumerable): the power windows have motors that are not powerful enough and mounted with cables and pulleys. It is necessary to clean the old grease, often hardened with time, with a solvent, and replace it with lithium grease. We see the same problem with the engine wiper. Some replace fuse boxes with aftermarket parts that have a reputation of giving the system more performance. The advantage is that this is completely reversible. The lighting is "confidential". Should you really need at night, a small change with introduction of relays and taking the power more directly from the battery greatly improves things. In addition, this reduces the wear on the stalk which in this case, only serves to control the relay. Here too, the operation is completely reversible.

    Clutch : Before the change of the clutch mechanism in 1980, the clutch is reputed to be very stiff and tiring. However, it is relatively robust and it is not uncommon to do 30 000 Miles before replacement.
    Transmission : The gearbox is deemed to be reluctant to accept the 2nd gear when cold. There is no known real improvement available other than using a more suitable oil. The « o » ring seal on the shift shaft leak over time and the engine oil can flow into the gearbox. This causes an oil quantity above the recommended level which is easy to identify. Better rings can then be mounted to prevent new problem.

    Cooling : Cooling may seem inadequate, but problems often result from poor maintenance. Especially on low-mileage cars, pipes had ample time for clogging. Replacement costs little ( piping by the meter, with the exception of a right angle at the radiator entrance). Check the radiator core, fans, thermostat, thermal switch and bleed the circuit. With the engine in the rear and radiator in the front, and the difference in height minimal, bleeding is not easy: the system must be bleeded at both ends. And this is not possible on the first engines that have no bleed valve on the thermostat. The water pump should be monitored regularly; it is fragile on these models.

    Air Conditioning : Air Conditioning is designed for Freon (R-12) which is no longer available, but some owners convert to R134a. This is a less efficient fluid, but the charge is cheaper. Substittution by a Sanden compressor, more effective than the original Aspera is possible (some say the Aspera is incompatible with the R134). Suspension : Original rubber suspension bushings and dampers must be changed every 50 000km. Check if cracked or chipped. This is a very common problem.

    Ignition : The first cars have points ignition and electronic ignition appeared during 1977.

    Body : The steel on the carbed 308 was not rust-proofed therefore monitor the apparition of rust at the bottom of the doors (lower external and internal part at the joint), on the lower body notably behind the wheel arches. The doors can also rust inside (including on the fiberglass cars whose inner door frame is made of steel) due to a sealing of the window not very tight and water may collect in the bottom of the door if the drain holes are blocked. At the bottom of the windshield where water stagnates, at the junction of the sail panel and the rear wing, under the rear license plate and along the beltline gutter. Since 1981, the sheets are galvanized and treatment improves further in 1984. Roof Seals on GTS.

    Interior and tools : The interior materials are generally of average quality and finish. Imitation leather dashboard is often a bit « cooked » by the heat in the cabin in the summer and often has cracks (or more). Make sure the car is complete with all its period accessories, spare wheel (« pancake » spare wheel badged « Dino » on European 308, standard full size wheel on exports), jack (3 parts), tool kit (including 14mm spark plug tool), gauges, lights, emergency lamp, emergency crank windows, owner’s pouch with manuals. For GTS, roof cover. Check the long zip on the vinyl boot cover that protects luggage and the one on the spare wheel cover.
    B.2. Specific points to watch the Ferrari 308 GT4

    Some parts have become very hard to find such as lights, metal bands around the bumpers, the polyester molding that supports the fiber shroud under the bonnet which supports the spare wheel. Do prefer a car with intact door panels, as these were often cut to put loudspeakers.
    B.3. Customers changes on Ferrari 308

    - Aftermarket fusebox.
    - 328 water pump.
    - Aluminum toothed wheel for timing belts.
    - Exhaust, headers (originally stainless steel) and silencer (originally stainless steel).
    - 16" wheel for the carbureted 308 .
    - Racing brakes and calipers (only for 16" wheels).
    - Electronic injection changed to MSD or Electromotive type.
    - Larger diameter rear anti-roll bar.
    - Changing the heater fans from the back of the radiator.
    - Windows accelerators.
    C. Ferrari 328
    C.1. Known issues on the Ferrari 328

    Engine : The engine of the 328 is robust, and if the maintenance was carried out according to the factory recommendation, it should reach 100 000 Miles before requiring reconstruction. Oil consumption should be monitored; it should not be above the manufacturer's recommendations; the engine block should be inspected for leaks. The K-Jetronic Bosch injection is generally reliable if the circuit is clean and not clogged with impurities (a risk with cars stopped for a long time with their fuel in their tanks, which may decompose). Exhaust manifolds can crack or break, they should be inspected from time to time. If looking for a car, it would be, as usually preferable to choose a car with an engine that has been run regularly. A car that has just been re-started after a long sleep may appear capricious.
    In conclusion, during the search of a vehicle, cars with an engine that has been regularly run should be favored (long immobilization can be very expensive) and has been well maintained.
    Ignition : The leads and extensions have to be checked to avoid « hot spots », burns (blackened extensions). Some 328 can be moisture sensitive.
    Clutch : It is relatively robust, the change occurs in principle « about 40 000 Miles ».
    Transmission : The box is deemed reluctant to engage the 2nd gear when cold, although it may depend form car to car, the second gear should not be engaged by force as long as the gearbox oil is cold this will destroy the synchros; go from first directly to third if the gearbox oil is not hot. There is no known real improvement available other than using a more suitable oil.
    Cooling : Cooling of the 328 has been improved compared to its cousins / predecessors, and whatever the traffic conditions, a healthy 328 does not heat at all. The cooling circuit is notoriously difficult to bleed fully, as « air pockets » or « bubbles » form in the high points; this can cause coolant « spurts » through the overflow tube of the expansion tank. It is always advised before bleeding the coolant circuit, and after completing coolant, or when retrieving the car after revision, to run the first few tens kilometers with the heater circuit fully open, because this « parallel circuit » often retains air pockets. The water pump must be monitored regularly because it is fragile on these cars.
    Air Conditioning : Air conditioning is generally marginal on these cars; it was also originally designed for Freon or R-12 which is now prohibited; adaptation to R134a is usually less effective in providing cold air, and the hoses originally designed for R-12 are not perfectly sealed to the smaller R-134a molecules. In contrast, as the car produces large quantities of hot air, in winter heating is very effective.
    Efficient use of the windows and windshield defrost through hot air, however, requires some practise.
    Suspension : Original rubber suspension bushings and dampers must be changed every 30 000 Miles. Check if cracked or chipped. This is a very common problem.
    Body : The first 328s left the production chain a year and a half after adoption of the « Zincrox » rust-proofing process; their steel panels are therefore protected against corrosion; this does not preclude that some points should be monitored, as the folded « lip » around the semi-circle of the wheel arch in the fenders. As for the 308, water may tend to accumulate in the doors; make sure that the two drain holes in the bottom of each door are open (thereby also check for the presence of the door seal, frequently absent or sagging).
    Electricity : The electrical system is not generally the highlight of a Ferrari from this period, but that of the 328 is « relatively satisfactory »; power windows are not very fast, but motivate less complaints than 308.
    However, it must:
    - Check the control stalks for headlights and wipers: not only should these be fully functional make sure there are not too « loose » with too much play and that the bakelite not turn freely on the stalk.
    - Check electric mirrors servomotors; note that new switches are very difficult to find; check the operation of all electrical controls in the center console and in particular the illumination of the
    « LEDs » for ventilation and heating.
    - It is essential to check very closely and with great care both front fog lights (the two optical blocks that are at the left and right of the front grill and serve as flashing lights) and make sure they are not broken or cracked, as these fog light are now very difficult to find and therefore very expensive to replace.
    Interior and tools : Make sure the car is complete: with spare wheel (« pancake » on European cars, full size wheel on some exports), its hold-down bolt; the jack kit (3 parts), including the small magnetic lamp, tool roll (including the 14mm combination wrench to fit the 12mm spark plug wrench (and not 14mm plug as for 308) , gauges, lights, owner’s pouch with manuals. For GTS, roof cover. Check the large zippered canvas that protects the luggage compartment and its long zipper.

    C.2. Customers changes on Ferrari 328
    - Exhaust, manifolds (originally stainless steel) and silencer (originally stainless steel).
    - Wheel 17" and 18" from Compomotive, depending on the suspension (series1 / series2).
    - Carburetors kits for nostalgic.
    - Transparent roof for GTS called Saratoga Top.
    D. Checklist for your visit

    Checking the numbers
    - Chassis number (is the one on the right rear engine strut identical to the one on the steering column plate ?) :
    - Engine number :
    - Paint color label in the middle of the rear hood for carburetors car, near licence plate light for later 308 :
    Checking the dates
    - Last belt replacement (particularly timing belts) :
    - Last oil replacement, spark plugs change:
    - Geometry adjustment:
    - Full service history, invoices :
    - Consistency between warranty card/ maintenance bills / Odometer :
    Interior control
    - Headliner top :
    - Imitation leather of the dashboard :
    - Floor Mats and rear bulkhead (lifting carpets) :
    - Seats :
    - Trunk and spare tire (early models) cover zips :
    - Rubber on doors and windows (supple and not damaged ?) :
    - Comprehensive test of all electrics (especially power windows and headlights pods) :
    - Test the air conditioning :
    - Check the fuse table :
    - Check seat belts :
    - Antenna on the rear right fender and pre radio fittings :
    - Spare wheel :
    - Tools within the two kits :
    - Tool roll: carburetor key, set of 8 wrenches (6 to 22) pliers (180 mm), screwdriver (120 mm), screwdriver (150 mm), Phillips screwdriver (4 mm) Phillips screwdriver (5.9 mm), spark plugs wrench :
    - Jack bag: Yellow jack parallelogram jack, alternator belt, compressor belt AC, warning triangle, set of fuses, set of light bulbs, 2 spark plugs :
    - Emergency crank (windows) :
    - Emergency light :
    - Key locking doors :
    - Opening of the hoods :
    - Shock traces inside the front hood :
    - Oil in Water :
    - Water in oil :
    Control from outside
    - Alignment of the doors :
    - Check the wear on door hinges, their frictionless operation :
    - Verification of the opening of front and rear hood. Ensure that the main system and the backup work both (each hood has a backup loop / handle in case the main cable breaks; these loops are under the left edge of the dashboard for the front hood and behind the upper part of the driver's seat belt for the rear one) :
    - Inspection of the body in search of rust bubbles (doors, rocker panels, waistline, under the seal of the windshield, around the front hood where aluminum is mounted on a steel frame, even on the fiberglass cars) :
    - Is the car still in original paint or not :
    - Wheels: check the condition of the rims, scratches, bumps, etc… as some are hard to find and therefore expensive :
    - Wheel bolts, look carefully if they are bitten by rust, or if the chromium is not chipped; if it is, it will be changed, which means finding a new set (expensive, especially as original parts) or used (rare) or have them re-chromed :
    - Tires (check symmetrical wear ?) :
    - Scratch on the windows :
    - Inspection of rubber :
    - Badges :
    Control the underside
    - Signs of re-painting, beware of a chassis that has been supposedly treated and protected, it can hide a major repair :
    - Check corrosion on the door sills and wheel arches :
    - Drips of oil, water, brake fluid (check calipers), oil loss from the shock absorbers :
    - Control the front and rear “cradles” of the chassis: Accident symptoms: welding of tubes :
    - Shock absorbers + running gear: rubber seals control of the ball joints / joints :
    - Play in the wheels :
    - Brake discs condition:
    - Exhaust :
    - Water hoses :
    - Leaks of the water pump :
    Checking the engine bay
    - State of all hoses :
    - Check the play and the condition of belts :
    - Check for signs of leaks on the water box :
    - Check for leaks on the radiator (front hood) :
    - Engine cleanliness, especially between the carburetors ramps :
    - Before starting, check that the oil lamp lights at starting (on models that have one) and control of the generator :
    - Can all the gears be easily engaged without hearing crunches : - Start, cut and easy re-start :
    - Test the parking brake (usually not very effective) :
    - Operation of the fuel gauge :
    - Smoke at startup :
    - Hot Smoke :
    - Idling stability :
    - Do brake and clutch pedals after being depressed return to their level before release :
    - Second gear synchro usually reluctant, especially in the cold :
    - Course and noise of the clutch :
    - Does the car dart left or right spontaneously :
    - Braking behavior :
    - Make two loops 360° on each side and pay attention to any unusual noises :
    - Driving along a wall, note the unusual noises :
    - Steering play (dead center ?) :
    - At a 80 MpH speed, the engine has to run without a hitch :
    - Check noise and vibration when freewheeling :
    - Oil pressure >= 6 bar at 5000 rpm :
    - White smoke when accelerating (a little brown smoke is normal) :
    - Operation of fans (starting and shutdown) :
    - Check exhaust smell, oil smell or coolant smell after driving :
    You now have in your hands, with those 3 articles, a good amount of knowledge coming directly from the Ferrari 38 and 308 owners to help you reduce the risks when chossing your exemplar. A BIG THANK YOU goes to TripleBack®, Speedy, Yves and ScuderiaCH for these articles !
    For what other question would you like a reply, in order to help you choose your Ferrari 308 or 328 ? If you're already an owner, what advices would you add ?
    If you liked this article, you might also like reading:
    - Ferrari 308 and 328 buying guide : the cosmetic aspects (2/3)
    - Ferrari 308 and 328 buying guide : the various versions (1/3)
    - The dedicated website with the full Ferrari 308 and 328 buying guide
    - Long term test: Matmatlr's Ferrari 348
    After seing all the different versions of Ferrari 308 and 328 in its first part, this buying guide offers you now to discover all the cosmetic aspects. The different wheels, different colors of carpet and leather, countless exterior colors, etc. You won't miss a thing to imagine the Ferrari of your dreams or to discover that this Ferrari 308 was assembled with parts from different model years. A big THANK YOU goes to TripleBlack®, Speedy, Sebino, Yves and ScuderiaCH for writing and making available to other members of TheFerrarista.com this incredible source of information on the Ferrari 308 and 328!
    1. Rims:
    5 spokes (Daytona style) Campagnolo, originally in 14" diameter (Michelin XWX tires 205/70-14) and 6"1/2 wide (with 7"1/2 as option). Two other manufacturers appear over the production time frame: Cromodora then Speedline. Even if the design is basically the same, one can notice small differences between the brands (different angles and finishes, stickers on Campagnolo and Speedline, brand embossed on Cromodora). The central insert of the wheel is made of thick plastic on early versions giving a blurred aspect to the « Cavallino rampante ».

    2. Carpet color codes:
    Nero (80), Rosso (81), Testa di Moro (83), Blu (84), Bruciato (85) replaced by Castoro (172) from year 1981.

    3. Upholstery designs and color codes:
    3.1 Upholstery designs (1976/1980 - 1981/1985 - 1986/1989):

    3.2 Upholstery color codes:
    Nero (VM8500), Beige (VM3218 become VM4208 from end of ye    ar 1988 and chassis 79662), Crema (VM3997), Sabbia (VM3234), Blu (VM3282), Rosso (VM3171), Testa di Moro (VM890), Tabacco (VM846), Nuvola (VM3015).

    4. Paint codes:
    4.1 From 1975 to 1980:
    Opaque colors : Rosso Chiaro (20-R-190), Rosso Dino (20-R-350), Blu Scuro Dino (20-A-357), Azzuro Dino (20-A-349), Nuovo Giallo Fly (20-Y-490), Bianco Polo Park (20-W-152), Nero (20-B-50), Blu Montecarlo (20-A-548).

    Metallic colors : Verde Pino (106-G-30), Verde Medio (106-G-29), Blu Dino (106-A-72), Blu Sera (106-A-18), Azzuro (106-A-32), Marrone Dino (106-M-73), Grigio Ferro (106-E-8), Oro Chiaro (106-Y-137), Argento Auteuil (106-E-1), Rosso Rubino (106-R-83), Rosso (133-R-10).

    4.2 From mid 1981 to 1983:
    Opaque colors : Bianco (FER100), Giallo (FER102), Rosso Corsa (FER300), Rosso Dino (FER301), Azzuro (FER500), Blu Scuro (FER501), Nero (FER1240).

    Metallic colors : Argento Auteuil (FER101/C), Oro Chiaro (FER103/C), Rosso Rubino (FER302/C), Marrone (FER303/C), Azzuro (FER502/C), Blu Chiaro (FER503/C), Blu Sera (FER504/C), Verde Medio (FER600/C), Verde Pino (FER601/C),  Grigio (FER700/C).

    4.3 From 1984 to 1989:
    Opaque colors : Bianco (FER100), Giallo (FER102), Rosso Corsa (FER300/6 then FER300/9 during year 1988), Nero (FER1240).

    Metallic colors : Verde Scuro (603/C), Verde Chiaro (602/C), Verde Tenue (604/C), Blu Chiaro (503/C), Blu Sera (504/C), Azzuro (505/C), Blu Medio (506/C), Marrone (800/C), Grigio (700/C), Oro Chiaro (104/C), Argento (101/C), Rosso (305/C), Prugna (306/C), NeroFer (901/C).

    4.4 Paint codes from 1973 to 1980 specific to the Ferrari 308 GT4:
    Avorio Safari (20-Y-546), Azzuro Cielo (20-A-547), Blu (20-A-185), Rosso (20-R-187), Prugna (20-R-549), Nero (20-B-50), Rosso Bordeaux (20-R-351).

    4.5 Color not in the catalogue:
    A color ordered on a special order « off the standard catalog » maybe encountered from time to time. Thus we have found a single (so far…), a Verde Germoglio (20-G-465) « vetroresina » 308 GTB and a Rosso Barchetta (FRE312) US model Ferrari 308 GTBi.

    5. Differences between export standards:
    - Indicators/front position lights white until mid 1977 (except white/orange for German cars from the beginning and orange lights for U.S. cars) then white/orange on all cars except U.S. all orange.

    - Rear all orange SIEM turning lights on carbureted European cars, reversing lights in the bumper. On U.S. cars and Euro cars after assembly number #601, reverse lights included in the center of the indicator light (Carello).

    - On all U.S. cars, more prominent bumpers with integrated shock absorbers, body panels reinforcements, lower rear apron (or « diaper »), four exhaust pipes, specific front compartment layout (specific standards on impact full size spare wheel unlike Euro cars). Large rectangular repeaters position lights on front fenders (larger than on Euro cars) and rectangular side marker lights on the rear fender. « Flags » rear view mirrors on steel bodies. Speedometer in MpH calibrated up to 180. « Seat belt » indicator on dashboard, large hand brake and starter lights. ABS indicator from 1988, large handbrake and starter lights.

    - On German models, rear engine cover vents flush to the sheet metal and lateral scoops in the doors body fitted with grids.
    This second article from the buying guide of Ferrari 308 and 328 introduced you in detail the different cosmetic choices on these models. Does your Ferrari 308 or 328 has other cosmetic characteristics? What other questions would you like to get an answer regarding the cosmetic aspects of the Ferrari 308 and 328?
    The next and final article in this series will give you buying advices from owners of these models. You will learn specifically what are the known problems of these models and how to fix them.
    If you like this article, you might also like :
    - Ferrari 308 and 328 buying guide : the various versions (1/3)
    - Ferrari 308 and 328 Buying guide : the purchasing tips (3/3)
    - The dedicated website with the full Ferrari 308 and 328 buying guide
    - 5 reasons to choose the Ferrari F355 against the 360 Modena or vice versa ...
    - Long term test: Matmatlr's Ferrari 348
    How to find which model is the right one for you in the different models of the long career of Ferrari 308 and Ferrari 328? When you want to acquire or restore one of these Ferrari, having the precise details of all options, changes over the years and known issues is essential to make a good choice or validate the authenticity of a copy. This buying guide for Ferrari 308 and Ferrari 328 is not a traditional buying guide. He will not speak to you of driving experience, the behavior of these cars or to check the completeness of the maintenance book. No, these points are subjective and of low interest for the buyer of these models that come in collection. This guide is different because it is written by passionate owners of these models, it gets you to the point: provide all the accurate details to refine your choice. This guide is divided into three separate articles, to address all the necessary matters: "The various versions," "The cosmetic aspects", "Purchasing tips and known issues".
    A big THANK YOU to TripleBlack®, Speedy, Sebino, Yves and ScuderiaCH for writing and made available to other members of TheFerrarista.com this incredible source of information on the Ferrari 308 and 328!
    Various versions of Ferrari 308 and 328
    Presented at Paris show in October, 1975, on the Ferrari Pozzi stand in yellow ( Giallo Fly), and on the Pininfarina stand in light blue metal (Azzurro metallizzato), the production of 308/328 is going to last about 15 years, what explains a whole series of modifications.
    As you will see, the conditional is often used because the Ferrari SpA of that period stayed a craft company and the small introduced improvements were often "continuous-flow", in the course of production, without generating inevitably a real modification of the specifications.
    1. From 1975 to 1979 : carbureted Ferrari 308 versions (fiberglass and steel)
    Body in fiberglass (Carrozzeria Scaglietti in Modena), except for the front hood, aluminum on steel frame (some possible problems of corrosion by electrolysis), then body made with steel (always produced at Scaglietti).
    Chassis numbers between 18677 and 21289 for fiberglass bodies.
    Chassis numbers between 20805 and 34503 for steel body.

    1.1. Engines :
    Europe: V8 90°, 178.61 cu/in, 4 camshafts derived from the 308 GT4 engine. (F106A type 021: 255 bhp at 6 600 rpm (SAE), torque 209.76 ft/lbs at 5 000 rpm). Compression ratio 8.8:1, bore 81mm, stroke 71mm. four Weber carburetors 40 DCNF. Dry sump lubrication, one distributor and single exhaust pipe (only one left rounded cutout at left in the rear apron).

    U.S.A., Japan, Australia: wet sump (F106A type 020: 240 bhp at 6 600 rpm (SAE), torque 195.21 ft/lbs at 5 000 rpm), two distributors and four exhaust pipes (only one large cut-off in the lower part of the rear apron). Air pump device. In general, these power figures must be considered with great caution since data have varied along time.

    1.2. Interiors :
    Imitation leather (leatherette), except door panels and seats which are in leather; the seats have 3 black stripes in imitation leather. Clock and oil temperature gauge on the left of the Momo steering wheel. « Brico Pram » cigarette lighter. One Vitaloni Californian rear view mirror on the driver's side. Radio pre-equipment: wiring, antenna and speakers on all models.

    On all U.S. cars, more prominent bumpers with integrated shock absorbers, body panels reinforcements, lower rear apron (or « diaper »), four exhaust pipes, specific front compartment layout (specific standards on impact full size spare wheel unlike Euro cars).
    1.3. Options :
    Air Conditioning.
    Boxer paint scheme.
    Metallic paint.
    Car radio (head unit).
    Roof console with equalizer and auto Panasonic radio.
    Vitaloni Californian mirror on the passenger side.
    Large front spoiler available during 1978, from chassis 23611 (« Millechiodi »).
    Front and rear foglights : from 1979 onwards, metal tabs are welded to the bumper’s supports. Rear left fog light is factory-fitted to all cars delivered new in Belgium from 1976.

    « Sprint pack » including P6 cams, 42 DCNF Weber carburetors, Borgo HC pistons, matt black cam cover, four exhaust pipes, stamped Ferrari (two rounded cut-outs, one on each side of the rear apron for Euro models).
    16" Speedline wheels fitted with Pirelli P7.
    7" 1/2 wide wheels.
    Heated rear window (standard on U.S. version).

    1.4. Factory Modifications :
    1976 :
    - The « Disegno di Pininfarina » badge affixed on the right side behind the door changed position from the right to the left side between the door and the wheel arch on the bottom of the waistline. Cars left the factory with a single badge on one side only, right, then left.
    - Deletion of the flap over the brake fluid reservoir and front spare wheel housing now with a straight edge in october, 1976.

    1977 :
    - Bodies change from fiberglass to steel for the body panels, first for the U.S. (end of 1976) then for European cars (mid 1977). U.S. version now have a rear muffler guard.
    - On the U.S. version, change of the front hood anchoring from single central hook (Euro) to twin hooks on both sides of the zipper canvas and transverse mid-height reinforcement of front hood.

    - Change in the fuse cover mounting with the deletion of the right Tenax button, replaced by a « U » slide at the end of the fuse cover.
    - A small pocket for small items appears on the front of the center console in front of the gear change grid in December, 1977.
    - GTS variant released (in september 1977 at the Frankfurt auto show) with F106AS wet sump engine, one distributor. Interior with a different console and door trim. Black side grids covering the rear quarter windows with unpainted silver edge, those grills can be opened for window cleaning and filling the tanks at the left.

    - Change from the monobloc fiberglass spare wheel shell housing to one in two parts, first on the U.S. version in October, 1977, then on European version in December, 1977. As the same time, change from the windscreen washer soft pocket to an Isola SpA plastic bottle and the spare wheel zipped canvas to an open fiberglass molding.

    - The speedometer font lettering changes from double bar to single thick bar and change of the odometer numbers from small to large size (this in 3 stages 1976, then from 1977 to 1978, and from 1979 to 1981), change of the low beam symbol for the last version.

    - Change of the headlight front cover (in 3 stages: 1976 until assembly number #232, 1977/1979 and 1979/1980). Waterproof covers mounted on the headlights motors during 1977.

    - The chrome rim around the horn button disappears.

    - A seal appears around door opening lever's recess.
    - Change of the oil pressure gauge with the addition of a warning light for total loss of pressure (the sensor is situated on the back of oil filter symmetrically to the pressure measuring sensor), in October, 1977.
    - Engine code for U.S.A. and Japan version is now F106AE.

    - In December, 1977, catalytic device on the U.S. version with « Slow Down » lights on each side of the steering rack, one for each cylinder bank. Change of the carburetors and cams size to reduce emissions (engine 205 bhp (SAE)). The trunk of these cars is shallower due to the fitting of the catalysators, back engine cover with an « u » shaped cooling vent assembly with rain cover attached to the hood.
    - The fuse cover securing returns to two Tenax buttons.
    - Change of the GTS rear quarter windows grids from aluminium to plastic (early 1978).
    - Electronic ignition from chassis 23561 GTB and 23265 GTS.

    - Change of the engine cover supporting rod from single-rod to two struts, one each side with brackets on the body, this from chassis 27583 GTB and 27309 GTS.
    - Different design of cut-out of the center console bearing the various levers in December, 1978 for the U.S. cars, then at the end of the 1st quarter 1979 for the European version.

    - Metric Michelin TRX wheels fitted as standard by the factory in the middle of 1980.
    - Aluminum Nardi steering wheel with new horn button.

    2. From 1980 to 1982 : versions of the 2 valve injected Ferrari 308 GTBi and GTSi
    Chassis number between 31327 and 43059 for GTBi.
    Chassis number between 31309 and 43079 for GTSi.
    2.1 Engines :
    Early 1980: Indirect Bosch K-Jetronic injection, full electronic ignition Marelli Digiplex (F106B: 214 bhp at 6600 rpm, torque 179 ft/lbs at 4600 rpm), wet sump on all models. Gear box and clutch
    mechanisms improved on the basis of what had been done on the Japanese versions. Two distributors and four exhaust pipes.

    2.2 Interiors :

    Black Nardi steering wheel, new design for upholstery and floor mats, new door trim, snap flap pocket behind the passenger seat on GTS only, a « Cavallino rampante » embossed on the headrests,
    new windows controls on the console (previously on the armrests), « Cavallino rampante » on ashtray (previously under the gear change lever), clock and oil temperature gauge at the end of the
    vertical part at the end of the console. Switch back to the contour pattern of the first carbureted 308s for the console carrying the levers (before mid 1979). Black instrumentation support,
    new design for the symbols for flashlights, battery and hazard lights on the dashboard lights. New cover for the safety belt top nut and new powered Unielektra rear-view mirrors.
    Central door locking.

    2.3 Options :
    Air Conditioning.
    Boxer paint scheme.
    Metallic paint.
    Large front spoiler.
    Campagnolo or Cromodora magnesium alloy wheels 14"x6" or 7" 1/2 (metric Michelin TRX wheels as factory standard).
    Speedline magnesium alloy wheels 16"x7" 1/2 front and 8" rear half.
    Roof spoiler.
    Schedoni luggage in leather (4 pieces).
    2.4 Factory Modifications :
    1980 :
    - End of year, change of position for the two vertical gauges on the console to horizontal on US versions. Change of the font’s size of the odometer totalizer digits.

    3. From 1982 to 1985 : Ferrari 308 « Quattrovalvole » versions
    Chassis number between 42809 and 59071 for GTB.
    Chassis number between 41701 and 59265 for GTS.
    3.1 Engines :
    In October 1982: Engine evolution, F105A: 32-valve heads, « Quattrovalvolve ». Aluminium liners, Nikasil treated, compression ratio 9.2:1 (F105A: 240 bhp at 7000 rpm, torque 191 ft/lbs at 5000 rpm),
    two distributors and four exhaust pipes. New Tellurium valve guides, Nimonic aluminum exhaust valves.

    New front radiator grille, chromed « Cavallino rampante » in central position and long-range headlights that could be used for flashlights. Additional venting louver on the front hood. New rear bumper design. TRX rims polished / frosted. New rectangular indicator repeater. New electric rear-view mirrors with « Cavallino rampante » badge and the small circular chromed shroud around the door lock is now recessed into the door steel panel. Air vents behind the headlights are anodized.

    3.2 Interiors  :
    New Momo steering wheel with new horn button.

    3.3 Options :
    Air Conditioning.
    Boxer paint scheme.
    Metallic paint.
    Rear view-mirror on passenger side.
    Central part of seat trim in fabric.
    Large front spoiler.
    Magnesium alloy wheels 16"x7" front and 8" 1/2 rear with Pirelli P7 or Goodyear tires as an option (metric Michelin TRX polished / frosted as standard factory).
    Roof spoiler (standard in Japan).
    Schedoni luggage in leather (4 pieces).
    3.4 Factory Modifications :
    1984 :
    - Steel body panels rust protected by « Zincrox », from December 1984 onwards.

    1985 :
    - Change of the fuse cover attachment.
    - Double accessory belts, one for alternator and one for the water pump, this from chassis 52349.
    4. From 1985 to 1989 : versions Ferrari 328
    Chassis number between 58735 and 83017 for GTB
    Chassis number between 59301 and 83136 for GTS
    4.1 Engines :
    In 1985, the 328 is introduced by Ferrari at the Frankfurt show , it has an evolution of the 90° V8 engine, with an increase in capacity to 194.36 cu/in (F105: 270 bhp at 7000 rpm and 224.23 ft/lbsof torque at 5500 rpm) through a bore augmented to 83mm (against 81mm for the 308) and a 73.6mm stroke (against 71mm for the 308). Compression ratio is higher also, from 9.2:1 to 9.8:1 (except for US engines, increase from 8.6:1 to 9.2:1).
    Other changes are made: different camshafts, different cylinder heads, Microplex ignition and a bigger oil cooler. Steering rack is identical to the one of the Ferrari 288 GTO.

    New front radiator grille, body colored fiberglass bumpers, black painted rocker panels, door release handle embedded in the door. Larger front hood vents and grill for hot air exit, deletion of the hot air vents behind each headlight pods. Hot air exit grill on the engine hood is « U » shaped on all 328s (no difference between markets). Round indicator repetitor behind the front wheel arch. New design for the « pancake » spare wheel with 5 spokes.

    4.2 Interiors :
    New console, new seat design and a pocket with snap flap behind the passenger seat, new door handles, new orange color for instrument panel lettering, change of the handbrake position (besides the driver’s seat, door side). Gear knob numbers in orange . Fuel, oil temperature gauges and clock are mounted in a small console above the radio drawer.

    4.3 Options :
    Air Conditioning.
    Boxer paint scheme.
    Metallic paint.
    Roof spoiler, black or body color (except on US cars, all delivered with the spoiler).
    Schedoni luggage set in leather (4 pieces), with two types of handles: folding on the side or pantograph.
    Extended leather on rear window surround and leather headliner.
    Leather dashboard.
    ABS during 1988 from chassis N° 76626 (except for U.S.A. version: MY 1988 cars all without ABS (so called « 88 1/2 » all MY 1989 with ABS).
    4.4 Factory Modifications :
    1987 :
    - New exhaust manifolds.
    - New electrical harness in the engine compartment.
    - Introduction of a leather sheath around the handbrake lever.

    - New valves from Euro chassis 71381 and U.S.A. 71401.
    - Current year, changes in trim the vinyl for the armrest (from leather to imitation leather), change of location of the inside door handle , modification of the dashboard with the appearance of a stitched seam in front of the binacle from chassis 71597.

    - Change for the lifting strut of the front hood, originally mounted on the left side then passing on the right side from chassis 75592.
    - Change in the external door opening, the housing around the opening flap becomes separated from the door by a small gasket from chassis 75928.
    - New oil cooler.
    - New heaters fan motors.
    - An insulating carpet appears under the rear hood.
    - Appearance of optional catalyst on some export versions with a specific grille on the top of the rear bumper. (US and Australian cars from the beginning of production, Swiss model from mid 1987, then Japan, etc…)
    - Introduction of a second rubber pad for foot support on the vertical part of the passenger carpet.
    1988 :
    - Improved suspension with convex wheel allowing ABS option with chassis 76626 in february 1988.
    - Double hook on front hood for all cars with the introduction of ABS (previously, only US cars were so equipped).
    - New valve seats from chassis 76666.
    - New asbestos free clutch disc from chassis 76824.
    - 10 mm Shift of the steering column from chassis 77451.
    - A flexible hose is substituted to the air intake conduit.
    - New regulator on the engines of the water radiator fans' motor.
    - New seat mechanisms, new quality of leather for the « beige » color, carpet insulation under the front hood, this before the end of 1988.
    5. From 1973 to 1980 : The Ferrari 308 GT4 versions
    In October 1973, Ferrari introduces a 2 + 2 hatchback designed by Bertone at the Paris auto show. The body is made of steel sheet, except the front and rear hoods which are aluminum on a steel structure. Chassis are numbered in an even sequence as were the 206 and 246 unlike previous Ferrari road models. At the beginning of production, the « Ferrari » brand does not appear, giving way to the name « Dino ».
    Engine: First production V8 engine for Ferrari at 90° angle, 178.61 cu/in, 4 camshafts. (F106A type 020: 250 bhp at 7700 rpm (SAE), torque 209.76 ft/lbs at 5000 rpm). Compression ratio 8.8:1, bore 81mm, stroke 71mm. Gearing is different from the GTB/S in fifth with 1:3.529. Wet sump lubrication, two Magnetti Marelli S159A distributors and four exhaust pipes. 4 Weber 40 DCNF carburetors. Michelin tire XWX 205 / 70-14.
    5.1 From 1973 to 1976 Ferrari 308 GT4 series 1 :
    Series badged « Dino » until 1975 (some U.S. cars had the two badges (« Dino » and the Ferrari « Cavallino rampante ») just before the change of series, the « Cavallino rampante » badge being then placed on top by the importer or seller according to factory technical bulletin 266/8), grid recessed from the bumper, black hoods grids, six spoke Cromodora wheels with a large central plastic « Dino » badge in blue on yellow to cover the wheel bolts. Horn button badged « Dino », glove box opening from below, 3 switches (fan, hazard lights and rear defrost) corresponding to 3 lights on the left dashboard, fuse box visible from the glove box. Fog lights (depending on the option) integrated into the body of each side of the front grid. Optional rear view mirror.  Black door handles. Michelin tire XWX 205 / 70-14. Headbands on bumpers show no particular logic between black and chrome.

    5.2 From 1976 to 1980: Ferrari 308 GT4 series 2 :
    Series badged with the « Cavallino rampante », wide front grid, foglights behind it, Cromodora six spoke wheels badged « Cavallino rampante » and chrome bolts. An extra « Cavallino rampante » on the tail on U.S. model, horn button badged « Cavallino rampante », glovebox lock and new front opening mechanism, 4 switches (speed wiper, hazard, fan, fog) on the left dashboard. New fixation for the rubber on the rear bumper. European model Magneti Marelli S127G distributor until 1978 and Magnetti Marelli AEI200A electronic ignition with SM805A distributor from chassis 14070 LHD 14020 RHD. From 1978, engine type AE: 230 bhp at 7700 rpm (SAE), torque 203.25 ft/lbs at 4600 rpm. U.S.A., Australia and Japan models keep the two igniters with the gasoline vapor recovery system and air pump.

    5.3 Options :
    Air conditioning.
    Boxer paint scheme.
    Metallic paint.
    Auto radio (head unit).
    Auto radio (head unit).
    Power windows (standard on the series 2 cars).
    Tinted windows (standard on the series 2 cars).
    Interior half-leathered or fully leathered (the standard interior was in cloth) with smooth door trim for the cloth interior or mirroring the seat pattern when it is all leather.

    Fog lamps (standard on the series 2 cars).
    Heated rear window (standard on U.S. cars).
    Rear luggage tray.
    Five spoke wheels.
    Goodyear Grand Prix 800s tyres.
    6. Production figures
    308 GTB fiberglass body: 712 (according to Mr Rouch) or 808 (according to SpA), include 100 US versions  (other numbers cited 110), 154 UK RHD version, 44 AUS RHD version.
    308 GTB steel: 2 185  (other numbers cited 2089).
    308 GTS: 3 219.
    308 GTB i: 494.
    308 GTS i: 1 749 (other numbers cited 1743).
    308 GTB QV: 748.
    308 GTS QV: 3 042.
    308 GT4: 2826 (other numbers cited 2987).
    328 GTB: 1 344 include 135 for US market and 130for UK market (RHD)
    328 GTS: 6 068 include 152 for Australian market (RHD) and 542 for UK market (RHD).
    A Ferrari 328  convertible chassis n° 49453 made by the factory.
    7. Identification :
    - Nameplate on the right side of the engine compartment and chassis number also casted onto the frame.
    - Identification on the steering column's plate.
    - Label on the door jamb for standards in Europe (only on carbureted model) and for import safety standards conformity anywhere else
    - « Assembly sequence number », printed on the chassis in several places depending on the model and which is found in elements such as fiberglass doors revetment, console, dashboard...
    - Motor identification on top of the engine block between the carburetors ramps or induction ramps.
    - Gearbox identification.
    This first article has helped you to go around all versions of Ferrari 308 and 328 to narrow your choice, with their characteristics, their options, their changes over the years ... Do you know other characteristics which are not listed? What have you learned from reading this article? If you own one of these models, is yours any different? The next two articles will help you discover, in detail, the cosmetic changes in these models (wheels, color carpets, bodywork, leather, dashboard, indicators, ...) and to benefit from owners buying tips for these models (including known issues and how to fix them).
    If you liked this article, you might enjoy reading :
    - Ferrari 308 and Ferrari 328 buying guide: the cosmetic aspects (2/3)
    - Ferrari 308 et Ferrari 328 buying guide: purchasing tips (3/3)
    - The dedicated website with the full Ferrari 308 and 328 buying guide
    - Long term test: Matmatlr's Ferrari 348
    The Ferrari F355 and the Ferrari 360 Modena are currently in close prices, while the Ferrari 360 Modena was the successor, with big developments, of the Ferrari F355. If you are looking for a Ferrari with a rear centered V8 engine, that might be your first Ferrari, which one should you choose? What are the criteria that will allow you to make your choice? Which of those two models of Ferrari is it better to avoid? From an idea of Seadweller (thank you to him), I propose you to take a view on these two highly regarded Ferrari.

    5 good reasons to choose the Ferrari 360 Modena:
    1. Maintenance costs
    The Ferrari 360 Modena, over time, should cost you less to maintain than the Ferrari F355. If we consider only routine maintenance, and not unexpected one, the Ferrari F355 will cost you more during big revisions to change belts. Indeed, the engine removal is required, which takes several hours, while a hatch exists on the Ferrari 360 Modena to change the belts more easily. In return, the clutch change will cost you less on a Ferrari F355, with an easier access. But this is not enough to offset the cost of changing the belts.
    2. Reliability
    The Ferrari 360 Modena is known as a Ferrari with no major problem. The first ones are from 1999, nearly 20 years ago, allowing to have a feedback from the aging of its components. On the Ferrari F355, you must pay attention to the exhaust manifolds. The ideal is that a previous owner had fitted Tubistyle collectors.

    3. habitability
    The Ferrari 360 Modena no longer has the format of the Ferrari F355 Berlinetta, its predecessor. It shows in its cabin, more spacious and roomy. It is also more modern, while that of the Ferrari F355 looks more like that of a classic car. Your driving position on the Ferrari 360 Modena is not shifted to the right as a Ferrari F355.
    4. Day to day usability
    With the Ferrari 360 Modena, Ferrari has tried to provide a Ferrari that could be used every day, realizing that the market for cars that go out only for driving pleasure is reduced. With a Ferrari 360 Modena, you do not have fans that light up constantly in traffic because the engine temperature rises too much. You do not have your calf that hurts after ten stops and starts in traffic.

    5. A perfect F1 box
    The F1 box appeared on the last versions of the Ferrari F355. As this was the first copies, it now appears slow and consumes a little more clutch than newer models. With the Ferrari 360 Modena, many improvements have been made over the years. A F1 box on a Ferrari 360 Modena, especially if you equip it with the latest version of the management software (or that of the Ferrari Challenge Stradale) was a real joy to use. You can not revert to a mechanical box.

    5 good reasons to prefer the Ferrari F355:
    1. The design
    The Ferrari 360 Modena has its followers. But when a survey is carried out on the most beautiful Ferrari, the Ferrari F355 is very far ahead, if not in the lead. It is the most popular, all colors look good on it. The Ferrari F355 is now a classic in the history of Ferrari. But aesthetics remain a personal choice.

    2. The thrills
    The Ferrari F355 is the latest Ferrari berlinetta without any electronic help. On the first versions, you even have a button to remove the ABS and power steering was an option. On the Ferrari 360 Modena, traction control appeared. The chassis of the Ferrari F355 is also reputed to be very good and relatively permissive.
    3. The GTS version
    The Ferrari F355 is the latest to offer a GTS version. Then only the coupe and the spider version were available in the catalog. Yet the GTS model is the best of both worlds: a hard top to keep the look of the coupe and not risk to have problems with your soft-top, and a removable roof to benefit from ballads with wind in your hairs, taking full advantage of the V8 melody.

    4. The sound
    The Ferrari F355 introduces 5 valves per cylinder that are partly responsible for the noise produced by this fabulous Ferrari. The sound produced is excellent in the Ferrari F355 series (first versions in particular), and will be magnified by a TubiStyle or Capristo exhaust, according to your taste. It is often compared to the sound produced by a Formula 1. The Ferrari 360 Modena requires a TubiStyle because the sound is too muffled when the valves are not opened.
    5. The depreciation
    As regular studies published on TheFerrarista.com show you, the Ferrari F355 has lost roughly 10 000 euros of its value over the past 3 years. For the Ferrari 360 Modena, it is more than the double! Even if you pay a higher maintenance on the Ferrari F355, because of its depreciation the Ferrari 360 Modena would amount to much more. Obviously this is the theory, and each case is different (potentially unforeseen breakdowns, specific to your model). Just as it is difficult to predict how the price of a Ferrari will change in the coming years.

    The Ferrari 360 Modena was a very big change compared to the Ferrari F355. When you read their differences above, you find that your choice will depend on what you are looking for in a Ferrari. A beautiful line or more modernity, for an easier everyday use and a reduced risk of unexpected maintenance costs. The right choice would be to try the two, like me, who initially opted for a Ferrari F355 GTS, to change a few years later for a Ferrari Challenge Stradale. In the end, these are two very different Ferrari.
    What are the other criteria, according to you, to differentiate the Ferrari F355 from the Ferrari 360 Modena that could be decisive when making a choice? If you own a Ferrari F355, why have you preferred it over the Ferrari 360 Modena? And if you own a Ferrari 360 Modena, why doesn't the Ferrari F355 catched your attention?
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    - Tighten the leather of the airbag of your Ferrari in 5 steps by PhilM
    - Do not miss those 21 Ferrari at Retromobile 2016
    - Long term test: Matmatlr's Ferrari 348
    Over the years, it is recurring on Ferrari that the leather in the cabin relaxes in places, especially at the passenger airbag. The first solution is to take the time to find the right specialist to make an appointment, to deposit your Ferrari then pick her up. And good work is not cheap. Can't you do it yourself, quicker and cheaper? PhilM offers, through its tutorial to tighten the leather airbag his Ferrari 575M, to discover the steps to have the pleasure to do it by yourself on your Ferrari.
    Your Ferrari leather will tend to relax especially if you leave it in the sun or if you live in the south of France. This is indeed the heat which causes the leather to shrink and the glue is no longer working. You can regularly observe this phenomenon in the interiors of Ferrari F355, Ferrari 456 or Ferrari 550 Maranello, for example. To prevent this problem at most, you have to regularly maintain your leather by cleaning and nourishing it. When the damage is done, this is what it may look like before action:

    Step 1: activate the circuit breaker to disable the airbag
    I advise you to inquire beforehand about the handling of airbags, there are precautions to take and everything you do will be at your own risk. For starters, think about opening the passenger door.
    You can then operate the circuit breaker (circled in red in the picture). Because obviously if you do it before opening the door, the window remains in high position ...

    Step 2: Remove the door of the glove
    Open the glove box and remove the screw 1 (circled in red on the photo) with Allen key 6 sections of 3 mm. Attention, the mechanism that holds the door of the glove box has a strong spring.

    Then remove the screw 2 (green arrow in the photo) with a Phillips screwdriver. I stuck the handle with a 2nd screwdriver to help me (especially practical at reassembly). Then you can release the lever completely.

    It is not necessary to completely remove the door of the glove, but it is not difficult and it simplifies things. You have to remove 4 screws (always 3 mm Allen key). In the photo you can see a screwdriver (green arrow) in the screw hole that holds the lever. It was just to help me for holes centering during reassembly. Besides, if you can have an Allen wrench with a handle like a screwdriver it will be much more convenient than a "L" key.

    then remove the door of the metal amount sandwiched inside.

    To remove the glove box, you have to remove 6 Phillips screws: 4 black on the upper part (circled in green) and 2 from below, metallic (circled in red).

    You also have a screw to loose that is just beneath the bottom. In the photo, she is pointed in red, but the plastic tab of the box is not inserted (photo taken during reassembly).

    You can then carefully remove the glove box. There are 3 wires to disconnect: the 2 connectors of the bulb, you just have to pull over,

    And a third connector that clips:

    Step 3: Remove the passenger airbag
    I don't have any photos of nuts holding the airbag unit in place, as they are not very visible. There are four, they are 10mm nuts. The easiest way to remove them is a small wrench 1/4 10mm socket with an extension for the upper left that is the most difficult to access (socket wrench surrounded in blue in the picture)

    Once the 4 screws are removed, you can remove the airbag block, knowing that it is still plugged in and the connector must be removed from the bracket before being unclipped.
    Here is the airbag block removed with the back on the stems which come to put the bolts that hold the block in place:

    Step 4: take off the leather
    I decided not to remove all the leather of the airbag, but only the part that is taking already off. For this I used a refined plastic spatula which does not damage the leather (well, this is a dog-headed tongue depressor but it does the trick ).

    To prevent debris, or anything else, to fit into the airbag, I wrapped in plastic film and masking adhesive.

    Step 5: sand and glue the leather
    I didn't do photo of the work that followed, but it is largely the longest and the most painful. It is necessary to remove the entire residual glue on the leather and plastic. There is a sub-layer of foam on the front that I have not touched. I then finely sanded surfaces (leather and plastic rim without foam).
    Then I tried to replace the leather when cold but it was impossible to get a satisfactory result. With a steam iron, I planned to steam on the leather and have stretched it with small pliers (homemade) put on the plastic rim. I did it a little every day for about a week to get a result that suited me.
    To glue it, I used a bomb with contact glue for the large surfaces and a liquid glue tube for the corners. You reassemble everything, following the above steps in reverse, and here's the end result:

    Do you have questions regarding additional details about this operation? Do you have the leather of your Ferrari that shrinks? What model of Ferrari and where? Do you fix it yourself? If you have already done, what additional advice would you give?
    If you enjoyed this article, you may also like:
    - Do not miss those 21 Ferrari at Retromobile 2016
    - Long term test: Matmatlr's Ferrari 348
    Retromobile is one of the finest exhibitions of old vehicles in the world. This is a good opportunity every year to admire beautiful cars and especially beautiful classic Ferrari. What were the most outstanding Ferrari in this 2016 Retromobile edition? Here is a review to discover the Ferrari that should not be missed.
    Visiting Retromobile is every year the opportunity to meet other members of TheFerrarista. It is also an opportunity to discuss with the organizers of the various events that will punctuate the coming year and to see the recognized industry professionals. The Ferrari world is relatively small.
    It is also an excellent opportunity to admire rare Ferrari. Here is the most remarkable Ferrari that this 2016 edition offered over the aisles. You will not find here the Ferrari that were sold in the auction rooms, which were widely publicized, such as the Ferrari 335 S that sold for 32 million euros.
    Here are, rather in order of personal preference, the 21 Ferrari that you should not miss in Retromobile, or an up session if you did not get there this year.
    1. Ferrari 250 Cabriolet Pininfarina serie 2 : produced at 200 units between 1959 and 1962

    Another copy after restoration at Ferrari Classiche :



    2. Ferrari 365 California (1966) : only 14 units produced (one per month):


    3. Ferrari 340 America :

    4. Ferrari 512 BB Competizione : 4 units produced in 1978 before the 512 BB LM


    5. Ferrari F40 LM (1993) : #18 of 19 produced by Michelotto (between 850 and 900 hp)


    6. Ferrari 250 GT SWB (1962) : 165 units built (90 Strada + 75 Competizione), thank you Georges for the information!)


    Another copy restored by Ferrari Classiche in 2010 (93 steel copies produced)

    7. Ferrari 365 GTB/4 Daytona Spyder : the last of the 123 copies, produced in Oro Chiaro

    8. Ferrari 250 SWB California Spyder (1961) :

    9. Ferrari 250 GT LWB Tour de France (1959) : serie 4, with 42 265 kilometers


    10. Ferrari 275 GTS : ex-Raquel Welch on the booth of Touring Superleggera who restored it. Chassis #7359 in blue Caracalla.
    Another copy on the MMC Stand: chassis #8015 from 1965

    11. Ferrari 250 GT Coupé :

    12. Ferrari 250 Europa chassis court : chassis #0297EU, 2 units, 1953

    13. Ferrari 288 GTO : the asking price for this copy (# 52475), with very few kilometers, was 2.25 million


    15. Ferrari 250 GT Lusso :

    Another almost identical copy

    16. Ferrari 312 : Formula 1 from 1966 to 1969, here the chassis #007 from 1967

    17. Ferrari 512 S :

    18. Ferrari 212 Inter Vignale : chassis # 0161EL, that finished second in the Panamericana 1951 with Ascari and Villoresi at the wheel.

    19. Ferrari 250 S : chassis #0156ET

    and a Ferrari 225 S, chassis # 0152EL (Aureil Thanks for the info!)

    20. Ferrari 512 BB :

    21. Dino 246 GT orange

    Finally, a video of some pictures I took there, to see the Ferrari, and other marquees, in dynamic:
    Which of these is your favorite Ferrari? In which order ? Were you at Retromobile for this 2016 edition? Are there any other Ferrari present at Rétromobile you would put on this list? Do you have more informations on those presented here?
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    - Tighten the leather of the airbag of your Ferrari in 5 steps by PhilM
    - Long term test: Matmatlr's Ferrari 348
    The Ferrari 348 appeared in the late 80s, after the death of Enzo Ferrari, amid infighting for his succession. Sometimes considered unloved, the Honda NSX having wronged it after its release, it brought joy to its owners. They love its little Testarossa look and its unassisted steering feel (last Ferrari without power steering or controlled suspension).
    What should you know about the Ferrari 348 before buying one? The best is to request the return of experience of an owner. Matmatlr is a member of Ferrarista.club who has the pleasure of driving his Ferrari 348 for a while.
    Franck : Hello Matmatlr, what is, quickly, your automotive journey and why did you choose the Ferrari 348?

    Matmatlr : Hello Franck, my passion for sports cars goes back to childhood and I have always had a weakness for Italian cars, their design, sportiness and faults that make you love them so much. After my studies, and when I thought to acquire my first car, I went abroad for work where I could not drive. So I waited for six long years and my return to Paris. I took the opportunity to splurge on a Porsche 911 3.2.

    I continued to watch the Ferrari 348 for their look and their old behavior! I also watched the Ferrari F355 but I thought their lines were too angular. I grew up with the lines of the Ferrari Testarossa and thus the Ferrari 348 was required!

    Franck : What were your criteria for buying a Ferrari 348 and how did you get this copy ?

    Matmatlr : The criteria were many: I wanted a Ferrari 348 TS, rosso corsa, black seats and red carpets. Of course with books and invoices and in very good state! I followed the market for a while when I found my happiness with a Ferrari dealership. No luck when I called, it had just been sold to Jean Marc (Roadking).
    By the time he presented himself on the forum,I told him to think of me if one day he wanted to part. This happened about six months later. I have been to see the car and have confirmed the purchase on the day of my 30 years.

    Franck : Immediately after purchase, what did impress you the most about your Ferrari 348?

    Matmatlr : Many things surprised me compared to the 911 that I had to sell. Firstly, the indescribable aura of the Ferrari 348 from other motorists. I lost count of the Thumbs Up and friendly signs!

    On the driving part, everything is faster, the chassis is excellent, it turns flat, the steering is very precise and center of gravity is very low. Of course revving is accompanied by the V8 symphony and have nothing to do with those of the Flat 6, reminiscent of a tractor engine.

    The Ferrari 348 is an excellent antidepressant. We forget everything at its wheel!

    Franck :  Looking back, what are the good points of your copy of the Ferrari 348 and have you encoutered any problems or defects?

    Matmatlr : I must say that I have not encountered any problems since I am its owner. This copy was well maintained, with due bills, nt, it does not fail me once! No special fault except some false electrical contacts in the cabin but nothing too bad for a grandma who has more than 20 years.

    No fault in my opinion on this model, some drawbacks which are an integral part of the charm of the car (pedal shifts, low visibility, hard steering ...) but I have taken the car knowing it and all these little things make me love it even more!

    Franck : Can you tell us about the costs involved for a normal use of the Ferrari 348?

    Matmatlr : It takes about € 800 for an annual service by a specialized independent. The major revision is to be carried out every four years and costs between 4500 and 6000 euros depending on what you want to change. It's the opportunity to repair the water pump and, as the engine is out, we replace what needs to be replaced

    Consumable prices are very reasonable for a sports car. The tires are however a little more complicated to find but no problem if you search a little in advance.

    For these two years with it, my feedback does not really reflect what it would have cost me because, being quite picky, I changed a lot of things during the first year (repair of interior plastics, refurbishment of interior leather, back to the original configuration, work impacts, catalyst replacement by TubiStyle tubes, new relays for window motors, etc.)

    All these points were absolutely not mandatory therefore to be considered as optional costs. For now, if we only consider the "mandatory" costs, it's € 1,600 for 2 years. Everything added, I spent € 13.000 for a vehicle in exceptional condition.
    Franck :  What advice would you give to someone wanting to buy a Ferrari 348?

    Matmatlr : First, to hurry because the fine examples are becoming increasingly rare! Then look for a car well attended by a specialist, with its bills. Please do not focus on the mileage that is secondary in my view. And do not hesitate to be accompanied by an expert so as not to miss out certain defects.
    Do not neglect the future maintenance as these are models which deserve special attention given their age. But do not listen to everything you hear about the reliability of Ferrari, which is absolutely not justified!

    A big THANK YOU to Matmatlr for sharing all this information! Do you have any further questions on the Ferrari 348? In this case, leave a comment, and also if you have a Ferrari 348 and want to add some precision.
    If you liked this article, you may also like:
    - Do not miss those 21 Ferrari at Retromobile 2016
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    - Ferrari 308 and 328 buying guide : the various versions (1/3)