||F360 Modena F1
||Argento Nurburgring met.
||Bordeaux leather & carpet
color combo, serviced with great records and a clutch & cam belt
service at 8,800 miles by Ferrari Orange County. Sold to a very
good client & friend in Chicago 06/07/2018 and was traded back
for an F430 Spider.
|2 keys - 2 remotes
||$83,500.00 / best offer
*Click on the above
thumbnails to view full
screen photographs of this automobile. More photos
available upon request.
(VIN: ZFFYU51A710123129), argento nurburgring met. (FER 101/C) / bordeaux leather and carpet, F1 trans., 12,300 original
miles, in-service date of 06/19/2001, sold new at Ferrari of Denver, mid-engine longitudinally mounted light alloy 3.6L 90° V8
with 4-overhead cams and 5 valves per cyl., dry sump lubrication with oil radiator, aluminum block and heads, 400 hp. @ 8,500
rpm., 276 ft-lb. @ 4,750 rpm., compression ratio: 11.0:1, bore ×
stroke: 85 mm × 79 mm, final drive ratio: 4.44:1, engine # 80688,
all aluminium body, dry weight of 3,197 lbs., Bosch Motronic ME 7.3 static electronic ignition and fuel injection with feedback
control and on-board diagnostics II, longitudinally mounted 6-speed gearbox with oil pump and cooler, tuned free flow exhaust
with dual 3-way catalytic converters, multi-link LSA toe correcting
rear suspension, stabilizer bars front & rear, limited slip diff-
erential, 4-wheel Brembo cross drilled ventilated disc brakes with 13" rotors and Brembo brake calipers front & rear, Bosch
5.3 ABS anti-lock braking and anti-slip regulation (ASR) systems, power rack and pinion steering, electronic damping suspen-
sion (2 settings - comfort and sport), front suspension: Independent, double unequal-length wishbones, coil springs, pressurized
gas dampers, anti-roll bar, rear suspension: Independent, double unequal-length wishbones, coil springs, pressurized gas
dampers, anti-roll bar, driver and passenger front airbags, 2-passenger
3-point seat belts, automatic climate control with charcoal
filter, intermittent windshield wipers, remote trunk release front and
rear, central locking system with alarm & engine immobilizer
with LED warning lights (2 keys and 2 remotes), Xenon headlights.
Options: F1 trans, Scuderia shields, black brake calipers, drilled and vented rotors, 18" Modena wheels with colored crest caps,
Challenge grille rear, carbon fibre under tray diffuser, carbon fibre exterior rear window trim and engine compartment oil tank,
chrome air intake boxes and int. fire extinguisher, Becker AM/FM premium sound w/ CD, glass covered engine hatch, custom
red car cover.
Power windows with one-touch convenience feature, power and heated exterior mirrors, heated exterior door locks, rear window
defrost, drilled aluminium pedals and passenger kick plate, aluminium door sill kick plates, Cavallino Rampante embossed in
headrests, rear under tray and diffuser, see-thru engine bonnet, EPA
fuel economy: city 10 / highway 16 MPG, fuel capacity: 25.1
gal, cold a/c, no oil leaks, very original vehicle that is in great
condition. Has complete tire inflator, tool kit, all services and
performed, checks out via FNA, battery tender installed, fully
galvanized unibody, 10 year anti-corrosion warranty, 3 owners since
new - most recent is a very good long-time client of BMI, clean CarFax report showing no issues or accidents, books, records,
manuals and good service receipts from new. No sticky switches,
no shrinking leather or warped dashboard, rims have no damage
and tires have very little mileage on them, always garaged, never smoked in.
Tires: Hankook Ventus V12 evo2 (215/45-18f & 275/40-18r)
Tread Measurements: DF: 9/32, PF: 10/32, DR: 9/32, PR: 8/32 (10/32 is new tire tread depth).
05/2001 - vehicle completed by manufacturer and delivered to dealership summer of 2001.
06/19/2001 - purchased from Ferrari of Denver by S.Wedman and registered in Littleton, CO, 59 miles.
12/07/2003 - purchased by 2nd owner and registered in Newport Beach, CA, 4,930 miles.
06/02/2018 - purchased by Buxton Motorsports, Inc and sold to a very good long-time client in Chicago, IL, 10,750 miles.
04/02/2019 - taken on trade from 3rd owner on a 2005 Ferrari F430 Spider, 11,850 miles.
08/2019 - vehicle offered for sale by Buxton Motorsports in Evansville, IN, 12,200 miles.
History of service:
06/21/2001 - vehicle serviced and prepped for delivery by Ferrari of Denver with 59 miles.
08/30/2001 - vehicle inspected and serviced by Ferrari of Denver at 80 miles.
09/25/2001 - vehicle inspected and serviced by Ferrari of Denver.
10/11/2001 - vehicle inspected and serviced by Ferrari of Denver.
07/25/2002 - battery replaced at 2,558 miles.
07/15/2003 - vehicle inspected and serviced at 4,650 miles.
10/24/2006 - vehicle inspected and 5,000 mile service performed by Ferrari of Newport Beach, CA at 6,369 miles.
11/23/2007 - vehicle passed emissions inspection at 6,732 miles.
11/12/2009 - vehicle passed emissions inspection at 7,675 miles.
11/13/2009 - vehicle inspected and recommended service performed by Ferrari of Newport Beach, CA, mileage not recorded.
01/26/2010 - vehicle inspected and recommended service performed by Ferrari of Newport Beach, CA at 7,803 miles.
01/26/2010 - battery and F1 hydraulic bump & relay replaced by Ferrari of Newport Beach, CA at 7,891 miles.
04/29/2011 - vehicle inspected and full 30K service performed (cam belt
change w/ tensioner, accessory drive belts, clutch with TO
bearing and seals / pins) by Ferrari of Newport Beach, CA at 8,719 miles.
12/03/2011 - vehicle passed emissions inspection at 9,106 miles.
01/28/2013 - vehicle inspected and recommended service performed by Ferrari of Newport Beach, CA at 9,697 miles.
11/26/2013 - vehicle passed emissions inspection at 10,271 miles.
11/29/2013 - vehicle passed emissions inspection and turn-signals were
repaired by Ferrari of Newport Beach, CA, mileage not recorded.
12/19/2013 - tire condition and pressures checked by Ferrari of Newport Beach, CA at 10,282 miles.
01/22/2014 - tire condition and pressures checked by Ferrari of Newport Beach, CA at 10,300 miles.
01/16/2014 - vehicle passed emissions inspection at 10,491 miles.
03/01/2018 - vehicle passed emissions inspection at 10,635 miles.
10/01/2018 - battery replaced, mileage not recorded.
04/18/2019 - vehicle inspected and serviced incl. oil and filter
change, windshield wipers replaced, replaced left bank MAF sensor,
engine software updated by Foreign Performance, Evansville, IN at
04/14/2019 - vehicle a/c system serviced and o-rings replaced by Foreign Performance, Evansville, IN at 12,205 miles.
Emotion in Motion
By Karl Brauer, Editor in Chief, Edmunds.com
The Ferrari 360 model first hit the market in 1999 as a replacement for
the Ferrari F355. Ask anyone who's driven both and they will assure you
that the Ferrari 360 was a tremendous leap forward from the F355, both
in terms of performance and packaging. The 360's interior offered
superior space and comfort, and the immediacy with which the car
responded to steering and brake inputs had many enthusiasts labeling it
"the best sports car ever."
Five years later, the supercar market has become quite crowded, with
new entries from the likes of Lamborghini, Porsche and even Ford.
Nearly all of these makers had the Ferrari 360 squarely in its sights
when they developed their competitive models (Lamborghini Gallardo,
Porsche 911 GT2 and GT, respectively). Ford went so far as to buy a
Ferrari 360 Modena and tear it apart to figure out how the company had
built the ultimate sports car. Yet, Ferrari seems to be taking the move
in stride, knowing full well what the sincerest form of flattery is.
We were fortunate enough to land a ride in a 2004 Ferrari 360 Spider,
equipped with the Formula One transmission, up to Monterey for the 2004
Monterey Historics and Pebble Beach Weekend. The trip was part of the
7th Annual Ferrari Challenge Rally, and as you can imagine, if driving
a Ferrari is rewarding, driving a convertible Ferrari through
California, with nearly 50 other Ferraris, is about as close to sports
car nirvana as it gets.
But even without the company of other Ferraris, the Ferrari 360 Spider
offers plenty of entertainment. Its midengine aluminum chassis, active
double-wishbone suspension (also constructed of aluminum) and wide
track design imbue the car with otherworldly handling qualities, making
it feel as capable as anything we've driven. Yet, the Ford GT has it
beat (just barely) by offering up similar all-out handling performance
along with superior ride quality. The car never feels harsh, but you
are aware of every bump in the road. A good thing — for the most part —
in a car like this, but long-distance touring can get old due to the
amount of road surface information constantly coming through the
steering wheel and seat.
Body roll is essentially nonexistent with the active suspension placed
in "Sport" mode, and its ability to track over bumps without upsetting
the chassis is spot-on thanks to electronic dampers that take a mere
0.04 second to react. Cowl shake is miniscule (but perceptible) over
larger bumps, though it's never enough to distract the driver or dampen
confidence while flinging the Spider along snaking canyon roads. When
not in "Sport" mode the 360 Spider softens a bit, improving its ride
while allowing for greater body roll.
Feeding this advanced suspension is a steering system that feels better
than any we've ever tested. Although close, the 360 is superior to
Porsche's excellent Boxster and 911 in terms of overall feedback,
precision and vehicle response. In terms of refinement, it absolutely
trounces the Chevy Corvette and Dodge Viper while also edging out the
Ford GT. Of course, the Ferrari 360 Spider costs more than any of those
cars, but it's in these subtle areas (steering feedback and chassis
dynamics) that the Ferrari's higher cost of entry begins to make sense.
The 360 isn't substantially better than a 911 or Ford GT in terms of
pure steering bliss, but it is better, and at this level of
performance, even fine degrees of "better" cost money.
The steering wheel itself is pretty simple in terms of design and
materials quality, but it's perfectly sized (with a large, grippy rim)
to make it very effective. No audio or cruise controls. No fancy
metallic inserts. Just a focused tool that really works, much like the
rest of the car.
Yet, despite the 360's magical driving dynamics, with this car it's all
about the engine. Not just in terms of acceleration — the car reaches
60 mph in about 4.5 seconds — but also in terms of sound and emotion.
The 3.6-liter's engine note isn't as throaty as an American V8; it
sounds more like a Ducati V-twin than any other four-wheeled conveyance
we've experienced (except for a Stradale). It's also more visceral than
anything we've driven and, along with the steering, that is one of the
elements that separates it from Porsches, Aston Martins and Ford's new
Unfortunately, it doesn't have any torque below 4,000 rpm, which is
where the Ford smokes this one (literally). The Ferrari 360 Stradale
weighs less and has more torque and horsepower, so it feels much
livelier, as do Porsche's various horizontally opposed engines. For the
fastest launches, you have to turn off traction control, floor the
throttle and be ready to shift before the engine hits its rev limiter
at around 9,000 rpm (redline is at 8,500). Even with the F1
transmission, you have to be on your toes (eh, make that fingers) to
beat the rev limiter, as the engine's lack of alacrity vanishes above
4,000 rpm. From that point on, the V8 becomes a fiery demon of noise
and power, rocketing the 360 Spider forward while emitting a shriek
that can both frighten and delight — usually both.
The F1 transmission has been refined by Ferrari over the past few
years, and in its current form it works well enough. There's still the
occasional lurch between gears, especially during the 1-2 upshift, but
low-speed engagement is relatively smooth. BMW's SMG still feels
better, and the Audi TT's DSG system far exceeds this one's refinement
level. The problem with the BMW and Ferrari trannies is that they still
behave like what they are: manual transmissions pretending to be
automatics. When left in "Auto" mode, this one doesn't downshift
readily enough, and it won't go into first gear by itself unless the
car comes to a complete stop. When you combine this behavior with the
engine's lack of torque below 4,000 rpm, you find yourself regularly
lugging the engine unless you take control and manually downshift the
transmission every time you drop below 25 mph. And unlike Audi's
system, the first manual shift knocks the F1 tranny out of "Auto" mode,
meaning there's little reason to use the automatic mode during
low-speed conditions unless you want to keep turning it back on.
There's also an element of connection with the car that is lost by not
having to row the gears manually, and there's still the inevitable head
toss during upshifts when left in "Auto" mode, something the Audi
system has eliminated. If the engine had more torque and the
transmission worked liked Audi's, it would be a viable alternative to
the classic Ferrari metal-gated shifter. Thankfully, when driven like a
Ferrari is meant to be driven, the F1 does indeed provide quicker
(150-millisecond), smoother shifts. Downshifts are particularly
enjoyable due to the F1's throttle-blipping/rev-matching abilities that
keep the chassis settled and the driver focused on other things, such
as the fabulous steering and highly capable brakes.
For those times when you aren't pretending to be Michael Schumacher,
the 360 Spider makes for a surprisingly civil companion. Our test car
had the optional Daytona seats, and these provide excellent side
bolstering and lumbar support. Seat controls consist of power
adjustments for the seat bottom and seat back angle as well as a power
lumbar adjustment. There was also a manual twist knob on the inside of
the seat back to adjust the lateral bolstering cushions. Legroom and
headroom proved adequate, if not abundant, and the quality of the
leather reflected the 360's price tag. Seat comfort/style is yet
another area where Ferrari continues to outpace its primary competitors.
Like most midengine cars, rear visibility in the Ferrari 360 Spider is
atrocious. The high rear deck, thick roll hoops and rear fairings
behind the seats make it hard to see out back, even with the top down.
Gazing forward and over the rising "humps" above each wheel well is
inspiring. The most distracting visual element is the shiny, exterior
panel just behind the roll hoops. It's obviously meant to look good
when the top is down (like any exterior body panel), but these areas
cause reflections that make you think a vehicle is in your blind spot
whenever you want to move into the right lane. We found ourselves
constantly having to look twice to confirm whether a car was really
there, or if it was just a passing reflection off of this panel.
Raising the fully automatic top somewhat reduced the mirror effect on
these panels. It only takes about 25 seconds, but there's a fair amount
of whining noise during the process, certainly more than we remember in
any 911 or Mercedes convertibles. The plastic rear window similarly
disappointed us, as did the fact that the top material was already
retaining wrinkles when up, even after only 2,000 miles on the
odometer. At least the top tucks under a hard tonneau cover when
lowered, giving the car a clean (if somewhat chunky through the
Wind noise, with the top up or down, is effectively drowned out (as is
tire noise) by the engine's roar. This isn't necessarily a bad thing
since it sounds fantastic, but if at some point you get a hankering for
less engine noise, there's not much you can do (putting the top up
reduces it marginally). Air management is excellent because of the high
rear deck, roll hoops, three-piece wind blocker (one inside each roll
hoop and a removable section between the roll hoops) and sweptback
windshield. In this way, the 360 Spider feels more like a targa than a
true convertible. With the side windows down, wind buffeting isn't an
issue below 70 mph, and with them up, it remains calm in the cabin up
Ferrari kept the 360's interior very simple and straightforward. Unlike
many of today's premium vehicles, the climate control vents are not
ringed in a metallic finish, the gauges aren't lit by
electroluminescence, and the dash has a simple shape with a basic
two-tone leather design (black on top, tan on the bottom). All 360s
feature standard metallic trim around the center stack, on the center
console and on the lower door panels. The hand-stitched leather looks
and feels better than what you'll find in a Porsche and about on par
with that of the Lamborghini Gallardo.
In terms of its basic design and purpose, the Ferrari 360 Spider isn't
that different from, say, a Porsche Boxster S. Both are midengine
designs mounted on stiff structures. Both offer excellent steering,
superb suspension tuning and excellent brakes. Both are a thrill ride
when driven hard. But the Ferrari has that subtle yet undeniable
advantage in the areas of steering and suspension tuning that neither a
Boxster S nor even a 911 Turbo can match. The steering is more
communicative and telepathic. The suspension is more informative as to
the nature of the tires' grip and chassis' dynamics. As a result, it
handles better and feels far more nimble than it looks. Its wide stance
and somewhat "heavy" styling cues (such as the high rear deck and
fairings behind the seats) suggest it will be a handful around corners.
But drive it hard and its go-kartlike nature emerges, allowing the car
to turn instantaneously and shoot rapidly from corner to corner (as
long as the engine is in the sweet zone).
It's these types of intangible elements that separate the Ferrari 360
Spider from similarly priced competitors. They can't be tracked by
performance testing equipment, and they can't easily be described. But
they do exist, and currently strong market values for 360 models
suggest that more than enough people know about them.
The replacement for the 2004 Ferrari 360 Spider will be in showrooms in
a matter of months, and that car is said to have more torque and an
improved F1 transmission. If both rumors are true, we could be looking
at the greatest sports car on the planet.
Sounds familiar, don't it?
Components: The 360 uses the same Becker head unit as Porsche and, now,
Chrysler in the Crossfire. This means only a single CD slot behind the
head unit's display, though a dealer-installed CD changer is available.
There is one midrange speaker in each door and two bass drivers mounted
between the seats. And there's one small tweeter near the top/front of
each door, just below the A-pillar.
Performance: This Becker head unit uses too many tiny buttons, a small
display that's difficult to read, and a complex menu system for items
like manually adjusting the radio and tonal settings. Why various
European automakers continue to use it is beyond us. Sound quality was
excellent, as the system did a commendable job of drowning out engine
and wind noise, even at highway speeds. Plenty of power and effective
separation and imaging.
Picks: very minor rock pecks / road rash on the front bumper cover, as with most 360's the dash lights are very weak.
The body shows no dents, dings or paint issues, the glass is excellent with no chips or other marks, the engine comp-
artment is well detailed and shows like new. Leather interior and carpeting are both excellent and show like new, dash
shows no warping - there is a small area in front of the passenger where the glue has released from the heat and sun but
does not require any sort of repair. All the rims are clean with
no curb marks or scuffs. The paddle shifters have some
marks from a driver wearing rings - no sticky switches or buttons. Really
about as nice as a pre-owned vehicle comes.
Nothing else to reasonably fault, the full set of photos show the condition, so please request and review them.
Numerical Condition Evaluation:
(1 denotes Very Poor
/ Item needs
replacement, 10 denotes Excellent / Showroom New)
CONV. TOP: n/a
INT. CARPETING: 10
SERVICE RECORDS /
OWNERSHIP HISTORY: 8
Conditions of Sale: All
vehicles presented on this site are represented as accurately as
possible and to the best of our knowledge at the time of listing.
While every reasonable effort has been made to ensure the accuracy of
the above data, mistakes regarding hp ratings, options, etc. can be
made. Content is based on inspection, research, or information
provided from previous owners and any paperwork that may be available
to us. We make every effort possible to ensure all of the
equipment on our cars is in working order, unless noted as
non-operational in the listing above. It is the customer’s sole
responsibility to verify the accuracy of any claims to originality,
history, equipment, or other information provided. BMI is not
responsible for misprints in content or pricing. I have also done
my best to be very honest and very critical about the cosmetic and
mechanical condition of this vehicle. Of course, it is not possible to
pick-up on every single detail or flaw. Please keep expectations
realistic as this is a pre-owned vehicle, and I have personally found
blemishes on brand new undriven vehicles. If you are an exceptionally
detailed oriented person, please contact me to verify any information
directly, and I will do my best to specifically photograph anything you
request and to answer any of your questions to the best of my ability.
All vehicles are sold AS-IS unless otherwise noted.
BMI reserves the right to change
pricing without notice or end the listing at any time. BMI
charges a $185.00 document fee for all retail transactions. Purchase deposits given on vehicles are non-refundable.
Pricing does not include any state tax, tag, title, or registration fees.
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