Transmission Problem on my 360 Spider (F1)

I've chased similar problems in a track Ferrari and all we could put it down to was a bit of water in the F1 fluid.

We've stripped the entire F1 hydraulics down and cleaned it all out and have yet to run the car again to make sure that's the problem.

 

Your problem is 90% due to an excessive clutch wear, have your dealer verify your clutch wear with the SD2 tester, if it is more than 70% you need a new clutch assembly. If the number are below 70% always with the SD2 tester tell them to verify the P.I.S. and to adjust it to the peoper manufacturer values. You can perform this only if your car has the 2003 Transmission control unit.
If you go for a new clutch i suggest also to replace the trow out bearing.

Good luck

Costa

 

I had the same problem with my 360 F1. It was absolutely due to clutch wear which was around 95% at the time. The clutch also slipped like a motha when it was warm.

 

I wonder what % is really caused by a worn clutch and what is caused by other causes.

My ’04 360 F1 used to go into neutral every once in a while, and was “cured” by adjustments by my dealer. It only happened about 1 in every 60-100 shifts or so.

Both my ’04 Maser Spyder and my ’06 GranSport Spyder also did the same thing with about the same frequency.

All the above cars missed gears almost from new so a worn clutch wasn’t an issue.

Tim

P.S. Interesting that I’ve never missed a gear with my stick Ferraris…

 

The main culprit is probably the throw out bearing. This has been an on going issue with 360's and ferrari is on their 3rd design iteration of the throw out bearing.

Only solution is to replace bearing with latest bit and pray.

 

The redesigns in throw out bearings have only been for seal and scraper issues.

If it goes to N on an increasingly frequent basis it is due to clutch wear. For the cars that do it once in a great while only it is generally an actuator alignment issue. The computer in the 360's do not have the abilityto track and compensate for the changing clutch geometry over it's life span very well. At high levels of wear it cannot distinguish the different geometry and TO bearing travel from a clutch that does not disengage fully. Since it thinks the clutch is still partially engaged it protects the trans by going to N.