The 360 was the first Ferrari road car to be made entirely of aluminium – that means chassis, body, engine and suspension. Unequal-length wishbones, coil springs, shock absorbers and anti-roll bars are used front and rear. For the Challenge Stradale, Ferrari also used titanium for the stiffened springs, firmer shock absorbers and a wider diameter anti-roll bar. The CS sits 15mm lower to the ground on 19-inch Challenge wheels.
For the Modena and Spider, 18-inch five-spoke alloy wheels were standard. They have 215/45 ZR18 front tyres and 275/40 ZR18 rears, while the CS has 225/35 ZR19 fronts and 285/35 ZR19 tyres at the rear. Fitting the larger 19-inch alloy wheels to the Modena and Spider is easily done, but many owners report the ride quality suffers and the larger wheels can rub on the inner arches on full steering lock. The steering is hydraulically assisted rack and pinion with a turning circle of 10.8 metres.
Brakes were a particular strong point
Steel disc brakes are used on the Modena and Spider, with 330mm vented discs front and rear. All cars are fitted with Bosch 5.3 ABS anti-lock braking, while the CS uses carbon ceramic discs of 380mm front and 350mm rear sizes.
The brakes on the 360 are one of its strongest points, especially on the Challenge Stradale. There should be no wandering, soft pedal feel or shudders. Look at the service record for details of regular maintenance with genuine Ferrari parts and the best brake fluid. Front pads wear quite quickly, but are simple to replace.
Modena and Spider models have Continuous Damper Control (CDC) developed by Sachs that is computer-controlled depending on steering, throttle, braking, acceleration and speed to adjust the settings for the shock absorbers. Working in conjunction with the ASR traction control, the CDC offers the driver a choice of normal or Sport modes, altering how much the traction control intervenes. It can also be switched off completely. Sport mode also firms up the dampers for less body roll.
Any knocks or clunks from the suspension are most likely to be worn ball joints, which many longer-term owners regard as a service item as they need replacing at 10,000 mile intervals. Each ball joint costs around £125 and there are two on each hub, plus the ball joints need to be put in under pressure, so the cost of replacing a full set can add up to more than £1000. Hill Engineering offers an upgraded ball joint made from stainless steel for £115 per joint.
Owner's view:
"The key to keeping the running costs reasonable seems to be buying a well maintained car in the first place then using a good independent specialist and keeping on top of the small jobs etc as well as the annual service."
Mike Woodley
Buying guide contents:
Introduction
Powertrain
Rolling Chassis
Body
Interior