There were many, many developments over the F1 system since the F355. The F1 in the 355 really cannot even be compared to the later F360s or F430, that's parts like the solenoids, potiometers, F1 pumps, etc, all totally different. Additionally, the first thing I would suggest to any of the early F360 clients I have is to switch the TCU out because it has an autocalibrated Kiss point that either slips the clutch or has the car around sideways to find a happy medium, you cannot adjust it. It's not just the mechanical parts that went through redesign, or the NCRs (TCU's) but all the firmware as well. What you have in that Mas. is heads and tails above anything designed back in early 2000's.FYI all semi-auto gearboxes will downshift when coming to a stop, otherwise the engine will stall. For the GTS F1 that's the only time it will ever shift for you in manual mode. It won't even upshift for you at redline.
The gearbox is the tried and tested unit used in all semi-automatic Ferraris since the 355, until the Enzo/F430/599. Since the 458, Ferrari moved to a dual-clutch system with much faster shift times.
In the F430 and Enzo the shift times are 150ms. In our GTS F1 and 599 GTB (the 'F1 Superfast' refers to the improved gearbox) they improved it to 100ms. In the MC Stradale and F430 Scuderia it was further improved to 60ms.
What I don't quite like is that you only get the 100ms ('MC Shift') when you're above 5500rpm with more than 85% throttle (also the gearbox has to be warmed up, and then the 'MC Shift' indicator on the dash shows). Sometimes it's not easy to do that on public roads lol. When it does do the 'MC Shift' it feels awesome, a quick 'bwap!' and you're in the next gear and I don't lift at all.
Also, there is a very real purpose to not allowing the gearbox to slam through gears until warmed up, akin to pulling your car out of the drive way and nailing it when it's not up to operating temp. It's really not something you should do. There's an optimal operating temperature for machines, they design them with safety stops so you don't do something that will be costly.
Finally, if you have an F1 car you should be toggling neutral coming to a stop the majority of the time if you are saving on clutch wear. Save the down shifting for spirited driving, or if you prefer showing off. The other side to this is it also saves on actuator wear. You really don't need to have your actuator shifting down through all the gears to come to a stop. If you thought a clutch was expensive to replace try replacing an Actuator in a GT with an F1 system. It was also redesigned inwardly to shift faster than it's previous older brother the GS, so you cannot even use an Actuator from the GS, like you could a 4200 series car.