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Entering production on Wednesday 28th July 2004 and completed five weeks later on Wednesday the 25th August-Italian Summer holidays. Finished in Rosso Corsa DS 322 with crema hide (3997) and Bordeaux carpets (481) with a black hood. The Certificate of Conformity, -an essential and expensive piece of paperwork should the car ever be exported- was issued on the Monday 2nd August 2004, - the same day as its sister car #138963 which we have also bought and sold! Transported to the UK, to Ferrari UK in Thorpe, Surrey, who in turn sold the car on to Ferrari main agents, Lancasters of Essex, where it was first registered to EU54 EXT to 47-year-old company director, Mr P P of O H in Essex on 10th September 2004. In addition to the list price of £105,750 -April 2004 -which included delivery charges and first registration fee, but not number plates and road tax, the car was factory optioned with red brake callipers (CALR) £399.50, electrically operated seats (ELEC) £1245.50, ”Daytona” style seat trim (DAY) £1,468.75 and a six CD changer (CDCH )£705.00. Being a late model, the car came as standard with Xenon headlamps with power wash.
Passing to a second, as yet unknown keeper, or maybe a transfer from company to private ownership by the first owner, before the third owner, Mr B G also of Essex, bought the car, once again from Lancasters with 4,979 miles, just short of four years later in February 2008 for £86,000, part exchanging a silver 355 GTS #107068.
Just under six years later it was purchased by the fourth and penultimate owner,54-year-old company director Mr R L of Berkshire in October 2013 from Maranello Sales (tbc) who applied his own registration number (currently on a 458) to the car on 21st November 2013.
The final keeper, Mr K B of Hampshire, bought the car from Ferrari agents Dick Lovett of Swindon, four and half years later on 27th April 2018. The car was serviced by ourselves in December 2018 at 26,505 miles and a Challenge rear grille fitted-a.£352.50 option when new, but £850.00 fitted now, along with a customer supplied Capristo sports exhaust- in February 2019.Four new have also been fitted within the past few hundred miles.
15 services are stamped in the factory original service book-along with wallet handbooks, keys immobilisers, even the Maglite-, as well as past invoices and all 13 MOT’s supporting the 27,000 miles now covered.
One of the 478 manual spiders imported of which 338 are thought to remain and of which 187 finished in red.
The car is complete as new with factory service eservice book, hand books, wallet-including the Maglite torch and tools. The car has both black and red immobilisers and key sets. The Certificate of Compliance is still with the car, increasingly important if the car is being imported into another country.
History: 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’s own website
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