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 GT.
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 midsection) look.
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 to 100.
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?
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 GT.
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 midsection) look.
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 to 100.
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?
Add A Comment »
newco says:
06:46 AM, 09/08/2010
YOU BURNT IT BUDDY
newco says:
06:26 PM, 09/07/2010
I JUST BOUGHT A 2002 360 SPITFIRE WITH LESS THEN 10,000 MILES ON IT.
IT HAD ONE OWNER.
I HAVE DRIVEN 235 MILES DURING THE LAST THREE WEEKS.
TODAY MY CLUTCH BURNED OUT.
APPROX WHAT KIND OF COSTS AM I LOOKING AT??
PLS SEND ME IN THE RIGHT DIRECTION
I LIVE ON THE SOUTH SHORE OF lONG iSLAND. NEW YORK 11598.