ferrari 355.pdf

F 3 5 5 B u y e r ’ s G u i d e

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Ferrari F355 Buyer’s Guide

ContentsFerrari F355 Buyerʼs Guide

Introduction & Model Information 3Driving Impressions 6Maintenance & Reliability 6Pros & Cons 7General Buying Tips 8Ownership Expectations 9Quotes From Owners 10Purchasing Options 11

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First Published November2004 by Ferrari Forum.

Revised & Updated May 2005

Phone (415) 216-8716Email: [email protected]

Copyright 2004 ALL RIGHTS RESERVED.

Author: William TaylorEditor: Andrew Naber

Photos by: Dirk de Jager Bob Hagendijk Andrew Naber

F e r r a r i F o r u m - w w w . f e r r a r i f o r u m . c o m

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F 3 5 5 B u y e r ’ s G u i d eF 3 5 5 B u y e r ’ s G u i d e

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The F355 was first shown in mid 1993 in Belgium with sales starting in Europe in 1994. US sales followed in 1995. The initial launch car was the Berli-ne�a, followed shortly a�er by the Targa/GTS, and finally the Spider. The F355 replaced the 348 in the Ferrari line up and represented a much simpler, cleaner design than it’s prede-cessor. Both the Testarossa sytle “cheese grater” side strakes and grill work on the rear covering the lights were eliminated. The F355 addressed the preceived-weaknesses of the 348 with improvements in both road han-dling and performance. Driving both models back to back will clearly demonstrate the differ-ences. The F355 was positively received by both the press and those lucky enough to get their hands on the first production cars. Generally the F355 is regarded as being a quantum leap forward from the 348. The F355 was the first Ferrari model to sell more than 10,000 units and also the first to carry the F1 transmission as an option. The F355 is destined to be one of the all time great classic V8 Ferrari’s. However, the large production number of 10,000 will undoubtably mean this model will never appreciate enormously when compared to earlier Ferraris. The F355 was universally praised for its clean lines, well appointed interior,

and spine tingling performance driven by the mid mounted 40 valve V8. Borrowing technology from the F1 engines, the F355 engine sported five values (3 inlet, 2 exhaust) per cylinder op-posed to the standard 4 values (2 inlet, 2 exhaust). The extra valve helped increase the power of the engine by allowing more air to be compressed. The cabin of the F355 is bathed in leather, luxurious, while remaining functional. The seats are supportive, and com-fortable for drivers over 6’3” while the driving position re-mains classic Italian, long arms, short legs. The engine song at red line can only come from a Ferrari. In 1997, Ferrari intro-duced the F1 gearbox as an option on the F355. The F1 gear box uses an electro-hydraulic transmission with dual paddle shi�ers behind the steering wheel rim. The F1 transmis-sion maintains the manual gear box but replaces the manual clutch with a electronic clutch and a hydraulic shi� actuator. It features four modes: Automatic, Normal, Sport, and Low Grip. Air-conditioning, ABS, adjustable dual mode suspen-sion, and Connolly leather interior were standard. Airbags were standard equipment on all US cars and European models as of 1996.

Introduction & Model Information


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Racing seats and direct, non power assisted steering, were the only standard edition factory offered options. When searching for an F355 it is important to realize the dif-ferences between the models: GTB (Berline�a which is the hardtop coupe), GTS (removable targa top), and Spider. The GTB provides the maximum safety and stiffness of a closed bodied coupe. Both the GTS and Spider are open bodies with potential trade offs in terms of body stiffness and water leaks. However, the upsides are sun and wind in the hair driving experi-ence. O�en the Spiders will com-mand a slightly higher price, and tend to offer be�er appreciation potential over the long term. You will also enjoy the 8 cylinder sym-phony more in the GTS and Spider. If you are looking for performance and drivability the Berline�a is the be�er choice and safer on a race track. Another difference to con-sider is the transmission. All the models were available with either the F1 or the 6 speed manual. The F1 was first used in the F355 it has had more reliability issues whereas the F1 transmission on the 360 Modena and 575M has been proven to be more realible. The F1 transmission on the F355 uses a hydraulic clutch, not a torque con-verter. In stop and go traffic, this does result in the clutch heating up and wearing quickly. To really answer the gear-

box question you first need to consider how you intend to use the F355.. Having the F1 allows you to focus your a�ention on steer-ing. Upshi�s are faster than you would achieve manually most of the time, downshi�s while braking are quicker than most mortals can execute unless you are king of heel and toe, can keep the car straight with one hand while braking hard, and working the gearbox. Net, net get the F1 if you like to drive really hard on curvy back roads or on the track. The classic manual gated gearbox is a special experience. With it you feel more ‘’connected”, but driving real fast on windy roads can be a humbling experi-ence. Taking care of that stick requires skill, coordination, and concentration. Having said that, running the stick gives you the beautiful clanking sound as you move through the gears. This somehow heightens the “connect-edness” of the whole experience. There is much more foot work involved but for some that is the fun of the manual. Very few major changes were made to the F355 during its 6 year production run. The main changes between the model years are:1995 - Dual airflow system, OBD I1996-1997 - Single airflow system, OBD II, 2nd generation brakes & headers1998-1999 - 3rd generation brakesWith the dual airflow system de-

livering an extra 5-10 bhp, the 1995 model is the fastest of the F355s. It is also the loudest.

Market Data Due to the F430’s recent introduction it is likely that the prices of F355s will continue to fall for a couple of more years. For a first time buyer this is great news as the F355 delivers a great Ferrari ownership experience. As of this writing (May, 2005) the prices of the F355 are still holding firm with the lows around $65,000 (30,000 + miles) for a GTB and the highs over $110,000 for low mileage late model Spiders. In general, Spiders will command a premium vs. the GTB/GTS of about $5,000. In cases of cars being “bargin” priced, make sure you have it throughly checked out by a qualified Ferrari mechanic before making any offers If you are reading this ar-ticle in early 2005, I would recom-mend waiting a few more months before buying a F355. With the F430 coming out a number of 360 Modena owners will be trading up to this car. In turn, quite a few F355 owners will likely be picking up the 360s being put back onto the market. When this happens the price of 360s will likely rise for six months before leveling. As this is happening, expect F355 prices to begin to fall.

F355 GTB F355 GTS F355 Spider


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Number Made 3928 Manual 1042 F1Engine Type V8Engine Displacement 3496 ccBore & Stroke 85mm x 77mmEngine Description Rear-mounted, longitudinal 90 degree V8, light alloy cylinder block and head Power 380 bhpTorque 268 lbs/ftTransmission Dry twin-plate clutch, 6-speed gearbox + reverse, ZF limited-slip differentialChassis Steel monococque and tubular rear sub-frame Front Suspension Double wishbones, coil springs and gas dampers Rear Suspension Double wishbones, coil springs and gas dampers Brakes Ventilated discs, 4-pot callipers, dual high-press Length 425 cmWidth 190 cmHeight 117 cmWheelbase 245 cmAcceleration 0-60 mph 4.7 secTop Speed 295 km/h

Number Made 2048 Manual 529 F1Power 380

Number Made 2664 Manual 1053 F1Power 380

GTB Specifications

GTS Specifications

Spider Specifications


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Driving Impressions The F355 is one of the most well rounded Ferrari’s ever pro-duced. It is docile and drivable in traffic while having plenty of grunt to make the hair stand on the back of your neck on the highway. The thro�le response is immediate and will give you a good shove back against the seat. Plenty of power is available across the range and the F355 will pull easily away in 2nd gear from a dead stop. Un-like earlier Ferrari’s, second gear is available shortly a�er start up. With a redline at 8500 rpms, one of the joys of driving a F355 is the engine noise. A low rumble at 2000 rpms, it starts screaming at 4000 rpms, and near the redline sounds like it belongs in a F1. Turn the key and you know you are strapped to an amazing machine.The only negatives are that at very high speed, the front end can feellight, and the windshield can be prone to fogging in heavy rain. The handling is sure, with the 225/40 ZR 18 Front and 265/40 ZR 18 Rear PZeros providing excellent control and surprising li�le road noise. It turns on rails if driven properly, with plenty of warning before the front and back ends reverse themselves. The steer-ing is light and does take some ge�ing used to as feedback is a bit remote. The interior allows for com-fortable driving for roads with lots of curves and the seats are accept-able for long journeys. However, on the track and driving with gusto on a coastal road, you will quickly notice the seats are unforgiving in side lumbar support. The driving position is comfortable for taller drivers and long journeys.Maintenance & Reliability

Common issues are few for the F355 as Ferrari had substan-tially improved the build quality

and processes by it’s launch. In general, if you adhere to the fac-tory recommended maintenance schedule, the F355 is very reliable for a Ferrari. On the negative side, very li�le maintenance is can be done by the owner due to the large amount of electronic in the car. Diagnosis needs to be done by the dealers computer. One myth on the F355 is that the valve guides are a major problem and must be replaced. In reality, the problem occurred in 20% of the 1995 models and a small

number of 97’s and 98’s. If a par-ticular car did have a valve guide problem, as indicated by excessive oil consumption, it would be ap-parent almost immediately and at a maximum with the first 2 years of ownership. As a result, the prob-lem would have had to have been fixed long ago. It is highly unlikely that you would find a F355 today with valve guide problems. A simple leakdown test will confirm this.

Above: Single airflow system on a 1998 F355 engineBelow: Dual airflow system from a 1995 F355 engine


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Fluid Quantity PriceOil (10w30) 11 liters (12 quarts)Gearbox 4 litersBrake Fluid 1.6 litersAntifreeze 20 liters

Details of Service PriceAnnual Service 6,000 miles $1,000Major Service 18,000 miles $1,800Cambelts 4 years $3,000Valve Guides $900Clutches $800

Average Parts and Service Cost

Pros

Classic Design, with long term appreciation potentialGreat Drivers car and not hard on the driverReliableGreat performance, and highly responsiveHuge improvement on itʼs predecessorEven has reasonable trunk space

Cons

All maintenance done by the dealerCambelts require expensive engine removal Still depreciatingExhaust system likely to need replacement

Several issues that seem to be fairly widespread are: Cracked ManifoldsCracked C-Pillars which are also prone to rustHoods on the Spiders have been know to malfunctionTarga roofs on the GTS tend to develop leaks on the two front corners as the rubber seals deteriorate over timeThe clutch on the F1 gearbox is prone to wear rapidly in heavy traffic. Leather on front dash tray is susceptible to shrinkage

Other potential issues:Retractable headlights can jamCoolant hose running behind the front luggage compartment can come looseElectric fans occasionally fail resulting in engine overheatingPaint chips in side air intake scoops and front bumperCatalytic converter and exhaust bypass valve failureCenter consul paint contains rubber and can become sticky with ageCheck the underside tray for chips and cracks. The low ride height and speed bumps are a bad combina-tion

F355 GTB on the Spa racetrack in Belgium


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General Buying Tips

1. Demand to see the Service book and Maintenance History file. Makesure you have solid answers to any holes in the history. If not, move on.

2. Get the car inspected by a Ferrari trained mechanic. He will findthings you miss. Given the controversy surrounding the valve guides, a leakdown test is a must.

3. If the asking price is very low, there is a reason for it. In these cases, immediately revert back to rule #1.

4. Never buy the first car you see, look and test drive several.

5. Make sure the car has all the original Books, Tools, and Records. These are difficult and expensive to replace later.

6. Talk to other owners, join the Ferrari Forum.

7. Talk to the Mechanics that have historically serviced the car.

A Blu F355 GTS in Japan


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Ownership Expectations When you purchase a Fer-rari, you are not buying a car but rather a work of engineering art and a piece of history. A Ferrari has a soul and character unique in the automotive world. A Ferrari comes filled with Italian passion, for both be�er and occasionally worse. Driving a Ferrari is never boring. It is engaging. You are always involved and interacting with the car across a multitude of senses. While driving, this includes the constantly changing sound track as the engine moves through the rpm range, the heavy but exact clutch, and the metal-lic click with every gear change. There really is nothing else on the road that sounds like a Ferrari. Until you have driven one, it is im-possible to appreciate the totality

of the experience. It is this emo-tional link between car and owner that sets Ferrari’s apart from other sports cars Two other cars that many first time Ferrari owners consider are Lamborghini and Porsche. Lamborghini has similar roots in the Modena area . It however does not have the racing heritage or, for the majority of its life, the single minded guidance of a brilliant owner. Lamborghini’s ownership history has included everyone from Chrysler, an Indonesian Conglomerate, to Audi. This is re-flected in the history of the models. Lamborghinis tend to be overly flamboyant, difficult to drive, and highly temperamental. Porsche, on the other hand, is efficient, reliable, and an engineering masterpiece. It is also highly predictable and a�er a time, can be construed as boring.

A Porsche does everything with extreme competence, to the extent that you begin to wonder if you, the driver, are really needed. The fact is Ferrari’s are expensive to maintain and less reli-able than many other cars. This is simply a small part of the deal that comes with being a member of the small and special club of Ferrari owners. The Porsche is a cold ra-tionale machine, a Lamborghini is pure emotion, and a Ferrari gives you both.

A Rosso Corsa F355 GTS with black interior off the coast of Portugal


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Quotes from Owners

To end this Guide I’d like to leave you with quotes from F355 owners, recapping their experi-ences with their car.

I used to own a 355B, great car I really recommend it. The speed bump issue is a tough one for the 355 as the front air spoiler under the car is fairly low to the ground so it’s easy to hit. Most 355’s have some form of damage on this spoil-er due to scraping so check out the underside of any car you consider purchasing. Over here in Califor-nia, some cars have special skid pads added to the front underside of the 355 to avoid this damage.

I have had a F355 GTS for 2 years. It is a great drivers car. No issues with body stiffness, but it does leak slightly on the front corners of the Targa roof panel. It is not an issue when moving but can be annoy-ing if you get stuck in traffic in the rain. If you are buying for track use, go with the B, if for summer road use the GTS or Spider are more fun.

The Spider looks sensational and with the roof down there is very li�le to beat it. The black roof does stick up when it’s down and un-covered, but it’s not too obtrusive.

Handling-wise the Spider is super sharp and corners flat, but don’t believe any tales of a scu�le-free body because when you hit bumps mid corner you will feel the car shudder. The Berline�a feels far stiffer in all conditions and is the superior driver’s car especially on the track where you will really notice the difference. However... ...racing around is not the point of owning a 355 Spider. This is not a high-g car that you want to thrash. Maximum enjoyment comes from cruising, allowing people to see it,

and racing off at medium speeds but at high revs so that you can enjoy the engine without your eyes watering in the headwind.

If I had had my practical shoes on, I would’ve probably gone for the Berline�a, for the sole reason that it doesn’t sound too noisy when I’m flooring the car at 3 times the national speed limit. The GTS on the other hand has the best of both worlds, with a roof which is easy enough to dispatch. If you do decide to get one, choose the one with the colour coded roof, it looks be�er and you can tell yourself that it’s a berline�a version when-ever if you feel the need to.

Now regarding the Spider; the roof is not fully automatic. You have to slightly nudge the roof up a bit, until you hear a beep, and only then will you be able to bring the roof down with the motor. For-tunately bringing the roof up is a lot easier since it comes up all the way by its own, you only have to latch it in place; be wary though, the roof slams itself on the way in, so just put your hands above your head to slowly bring the roof in. I have heard of some faulty roofs for the spider, but I’m sure if you find one with a good owner, it should bring you some great motoring days for years to come.

Regardless of what you may choose, you’ll love it, the 355 is a joy to drive, and the sound it makes...?? Nothing even comes close. Get it with the Tubi and you’re set, oh and make sure you’re a true blue (red?) ferraristi, because the Tubi is LOUD, and if you don’t like it loud, then don’t get it. But the way it sounds past 5,000 rpms is brutal, almost like a banshee diving it’s way through the atmosphere...wailing all the way down. Baritone burble below 3500, but anything above on full

thro�le will most definitely freeze your blood. remember...a ferrari is not just a car, it’s an emotive expression of yourself, so choose with your heart as well as your mind and you’ll be happy...for a very very very...long time.

I never use the sports mode, ridicu-lously brutal. I very seldom use the auto mode either, except when i let someone drive the car for the first time. In the driving section, the only slight criticism would be that the thro�le blip when downshi�-ing from 3rd to 2nd is a tad shy, but I am being picky.

Now here comes the downside: bumper to bumper traffic, con-stant stop and go’s, manoeuvr-ing to park in tight spots. Simply said, you don’t have control on the clutch, and the car seldom seems to guess what you are about to do (a flying start or just move a few feet). Clumsy, clunky, my worst time in the car has been a long traffic jam on a uphill highway.

Leisure drives, occasional drive ways, week-end or evening blasts, Grand Turismo in the full meaning of the word ? I don’t think you will regret the F1 box

Purchasing Options

In general most Ferrari Buyers purchase their cars at one of four channels:- Official Ferrari Dealers- Independent Specialist Dealers- Private Sellers- AuctionsEach has it’s own strengthens and weaknesses. In summary:

Official Ferrari DealersPurchasing through an official dealer will provide the most piece of mind when making the rather considerable investment in a Prancing Horse badged automo-


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bile. In almost all cases the car will come with some sort of warranty, a comprehensive service history, and a clean bill of health. All of this comes with a cost and you will likely pay a 10-20% premium vs. other options. One other limitation is that dealers normally only stock the current, plus 1-2 generations of prior models. As a result, dealers are really only an option for the modern (1990’s -) model enthusi-ast. Independent SpecialistIndependent Specialist can pro-vide both outstanding service and a wide range of models to choose from, covering all price ranges. Reputation is critical and so is do-ing your research on an Indepen-dent Specialist before writing out a check. Information and insights on different Specialists can be obtained both through your local Ferrari Owners Club members and via posts on the Ferrari Forum. Like official dealers, many special-ist can provide warranties (via 3rd parties) and on-going maintenance facilities. The quality of the main-tenance for modern models can be on par with the official dealers as many independents employee Ferrari trained mechanics. For modern models though it is critical to confirm that the service center has the necessary diagnostic equip-ment and so�ware (SD1 or SD2) for your model. For Classic and Vintage Ferrari’s, independents many be your only, or best (for more recent models) option. Prices at Independent’s should be 5-20% less than Official Dealers. In most countries, purchas-ing from either an Official Ferrari Dealer or an Independent Special-ist will provide you with the stron-gest legal rights should anything go wrong.

Private SellersCaveat Emptor. Buying from a

private seller is both the lowest cost and highest risk option. In all Ferrari purchases, a Pre Purchase Inspection (PPI) by a specialist is recommended, in the case of a private purchase, it is critical. Purchasing well privately is both a ma�er of form and substance. First the form which is mostly related to general appearance and presentation:- check the condition of the inte-rior, is the leather conditioned and cleaned- pull up the mats, check the condi-tion of the under carpet- spray water on the car, make sure it beads up immediately- look in the engine bay- is the owner a member of the lo-cal Ferrari Owner’s Club Positives on the above are an initial indication of a careful owner, but could also be the result of a pre-sale clean up. Then move onto the substance:- review the service records, a com-prehensive file is always a good sign- check the history of the car, make sure it has always been well cared for- always check that the mileage on the odometer matches the other records- confirm that the seller is the car’s owner and that the title is clear- spend time both test driving the car and talking to the owner. No car is perfect, does the owner point out both the good points of the car and the issues needing a�ention ? Buying from a private seller will provide both the lowest cost of acquisition and the highest risk should any major undisclosed is-sue emerge post purchase. Doing your homework properly is critical and in many cases it is a rewarding and enjoyable experience for both parties.

AuctionsAs a very broad guideline, cars that appear at auction are either very

high value recent models (example – Enzo) or models no longer carried in the Official Dealer network. As per purchasing from a private seller, it is critical to do you homework ahead of time. All auction houses provide for pre-sale viewing but it is very unlikely that a PPI or test drive will be permi�ed. Both need to be included in the buyers pur-chase risk consideration. Auction Houses act as agents on behalf of the sellers so your legal protec-tion in many countries is not much greater than in the case of a private sale. On the positive side, auctions provide both the opportunity to acquire very rare, unique cars with important histories and other mod-els at a potentially outstanding value. Many Independent Special-ist a�end auctions, it is critical that a private buyer understand the environment that he is competing in. Fee schedules differ significant-ly between the auction houses, so it is strongly advised that these be reviewed ahead of time. Currently the most famous Ferrari Auction is Bonhams December Auction in Gstaad, Swtizerland. Other well know auction houses include: Christies, R&M (North America), Barle� Jackson (North America), Barons (UK), H&H (UK), Coys (UK), and Artcurial (France).

Ferrari Forum’s Buyer’s Guides are available for the following models:

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