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According to the Certificate of Conformity still with the car and essential should it ever be exported ,the car was completed on the 28th January 2004,and delivered to the UK by truck. First registered on the 30th April 2004 to Mr John Cooper of Sussex. In addition to the list price of £115,586.00 plus delivery charges number plates and road tax ,the car was factory optioned with, electrically operated seats (ELEC) £1,245.50, aluminium grey brake callipers (CALA) £481.75 six disc CD (CDCH) £705.00 and enamel Scuderia wing shields(LOGO)£670.00.
Passing to a second owner in 2013 ,Mr Michael Infante became the third registered owner on the 20th August 2013 with 14,000 miles c/o Maranello Sales.
The last owner from Sussex bought the car from Maranello Sales on the 1st July 2014 with some 15,000 miles. Joe Macari fitted the upgraded TCU (transmission control unit) on the 30th September 2014 at 15,937 miles .A Capristo sports exhaust has also been fitted, further improving the audible experience!
The car is complete as new with factory original service book, hand books, wallet and tools. The Certificate of Conformity is still with the car, important if the car is being imported into another country.
The 360 Spider is Ferrari’s 20th road-going convertible and is a record breaker in two quite different ways. It was also the best spider ever built at Maranello pre-2000 in terms of its technical content, styling and performance.
Ferrari’s 20th road-going convertible
In fact, this was the most technologically advanced spider in the world at the time of its launch thanks to the exclusive transfer of features derived directly from Ferrari’s experiences on the Formula 1 track.
Despite its 400-hp V8 engine’s mid-position (five valves per cylinder), the Ferrari technicians still managed to design a hood that folded away automatically inside the engine bay and guaranteed its superb purity of line. This was further underscored by two fairings in the bodywork to the rear of the seats which evoke memories of Ferrari’s classic sports cars and the roll-bars that guaranteed a safe ride for driver and passenger.
The work done on the chassis focused on delivering maximum static and dynamic rigidity. The sills were reinforced too, the front part of the floor pan was stiffened, and the windshield structure redesigned. The rear bulkhead too was stiffened to dampen engine noise. The 360 Spider’s structural prowess and dynamic response set a whole new chassis-bodywork benchmark for drop-top cars, in fact. The 360 Spider’s lucky occupants were enclosed in a very strong protective crash cage completed by two tubular steel roll bars which were an actually part of the drop-top system. Together with the strengthened windscreen frame, these guaranteed significant protection in case of a roll-over. The 360 Spider had the same suspension as the coupé (double wishbone suspension front and rear) with the same antidive and antisquat geometries. Rolling and pitching were reduced to an absolute minimum and the 360 Spider proved extraordinarily precise entering corners.
The 360 Spider’s running gear was exactly the same as the berlinetta’s: a mid-rear 3586 cc V8 that punched out 400 hp at 8,500 rpm with a longitudinal gearbox in unit with the differential. The result was that both on the track and on the road the 360 Spider delivered almost identical speeds to the Modena. When the top was up or down, it could exceed 290 km/h, in fact. It was barely 60 kg heavier than its berlinetta counterpart but had the same boot space and cabin space.
Retaining the aerodynamic efficiency of the berlinetta was just one of engineers’ goals with the 360 Spider. This was achieved by using twin radiators and an undertray to channel air beneath the car to extractors under its tail. Long hours spent in the wind tunnel also meant that even though it didn’t have a spoiler or wings, it still delivered downforce of over 170 Kg at maximum speed, just 10 less than the berlinetta. This downforce figure was achieved by adding a Formula 1-derived nolder on the leading edge of the tail. The Cd went the berlinetta’s 0.33 to 0.36 in the Spider, well within normal range for a drop-top car.
Taken from Ferrari own website
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