Story Transcript
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DENNIS ADLER
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Foreword by Luigi Chinetti, Jr.
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© 2016 Quarto Publishing Group USA Inc. Text © 2006, 2016 Dennis Adler Photography © Dennis Adler except where noted otherwise. First edition published in 2006 by Random House. This edition published in 2016 by Motorbooks, an imprint of Quarto Publishing Group USA Inc., 400 First Avenue North, Suite 400, Minneapolis, MN 55401 USA. Telephone: (612) 344-8100 Fax: (612) 344-8692 quartoknows.com Visit our blogs at quartoknows.com All rights reserved. No part of this book may be reproduced in any form without written permission of the copyright owners. All images in this book have been reproduced with the knowledge and prior consent of the artists concerned, and no responsibility is accepted by producer, publisher, or printer for any infringement of copyright or otherwise, arising from the contents of this publication. Every effort has been made to ensure that credits accurately comply with information supplied. We apologize for any inaccuracies that may have occurred and will resolve inaccurate or missing information in a subsequent reprinting of the book. Motorbooks titles are also available at discounts in bulk quantity for industrial or sales-promotional use. For details contact the Special Sales Manager at Quarto Publishing Group USA Inc., 400 First Avenue North, Suite 400, Minneapolis, MN 55401 USA. 10 9 8 7 6 5 4 3 2 1 Library of Congress Cataloging-in-Publication Data Names: Adler, Dennis, 1948- author. Title: Ferrari 70 years / Dennis Adler ; foreword by Luigi Chinetti, Jr. Other titles: Ferrari | Ferrari seventy years Description: Minneapolis, MN : Motorbooks, an imprint of Quarto Publishing Group USA Inc., 2016. | Revised edition of Ferrari / Dennis Adler ; foreword by Luigi Chinetti, Jr. New York : Random House, c2006. | Includes index. Identifiers: LCCN 2016022300 | ISBN 9780760351895 (hc w/jacket) Subjects: LCSH: Ferrari automobile--History. Classification: LCC TL215.F47 A35 2016 | DDC 338.7/6292220945--dc23 LC record available at https://lccn.loc.gov/2016022300
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ISBN: 978-0-7603-5189-5 Digital edition: 978-0-76035-306-6 Softcover edition: 978-0-76035-189-5 Acquiring Editor: Zack Miller Project Manager: Madeleine Vasaly Art Direction and Cover Design: Cindy Samargia Laun Book Design: Keith Betterley Additional Layout: Rebecca Pagel Printed in China
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For Jeanne, whose love and encouragement have kept me writing books; Luigi “Coco” Chinetti, for sharing great tales of the Cavallino Rampante; and in memory of my late friend and writing partner T. C. Browne, who began this road from Maranello with me many years ago.
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Contents
Foreword by Luigi Chinetti, Jr. ..........................................................................................................................................................................................vi Introduction: Cisitalia—Realization of the Modern Sports Car ................................................................................................ xv Chapter 1 Zero to Seventy Years—The Evolution of Ferrari .....................................................................................................................................................................3 Chapter 2 Enzo Ferrari’s Venture—An Independent Decision .............................................................................................................................................................23 Chapter 3 Early Road and Race Cars—Building an Image on Road and Track ..........................................................................................................................45 Chapter 4 Road Cars of the 1950s ..................................................................................................................................................................................................................69
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Chapter 5 The Dino—A Tribute to Enzo’s Son .............................................................................................................................................................................................117
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Chapter 6 Coming of Age in America—Ferraris of the 1960s and 1970s ...............................................................................................................................133 Chapter 7 The North American Connection .........................................................................................................................................................................................159 Chapter 8 The 1970s and a New Look ................................................................................................................................................................................................. 203 Chapter 9 Contemporary Ferrari Road Cars—1980s to the Present ..................................................................................................................................... 225 Acknowledgments............................................................................................................................................................................................................... 293
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Index .................................................................................................................................................................................................................................................... 294
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Foreword
By Luigi Chinetti, Jr.
T
here have been many examples of iconic figures in the automobile and automobile racing world. One can think of the great Ettore Bugatti, whose blue racers and sports cars evoke images of carefree days in the 1920s, and
whose personal mystique evoked class and aristocracy. Bugatti’s natural successor was Enzo Ferrari, who created his own mystique from relatively humble beginnings immediately after World War I, to the point where today, eighteen years after his passing, he is still revered as a man who pursued a dream of his own and created a legend in his lifetime. For me it is a particular pleasure to be asked to write this Foreword to Dennis Adler’s book because my father, Luigi Chinetti, shared almost every step of Mr. Ferrari’s often turbulent career and helped to create here, in the United States, the legend that is Ferrari today.
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Right: Luigi Chinetti, Jr., photographed by the author outside one of the Maranello factories during a tour of Ferrari facilities in 1998.
Picture, if you will, the early 1920s: A war had ravaged Europe, leaving it in financial and political turmoil. The enthusiasm for automobile racing was still strong, and these times saw a young Enzo Ferrari competing with Alfa Romeo, alongside greats such as Giuseppe Campari and Antonio Ascari. Ferrari was quick and justified his place on the team with a win in the Coppa Acerbo in 1924. My father began working with Alfa Romeo at exactly the same time, and fate was to bring him and Mr. Ferrari together and create a bond that existed for more than sixty years. How well my father knew Mr. Ferrari back in those days I do not know, but for sure the lives of both men were to become intertwined through their joint passion for automobile racing. Around 1931, Alfa Romeo sent my father to Paris, where he was known as a specialist in the marque and was to open his own garage. It was there that he developed his
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Chinetti, Jr., driving the 365 GTB/4 Daytona to victory at Le Mans in 1971.
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Foreword It was only when I was in my teens that I fully realized the im-
and then helping them to race. One was Raymond Sommer, one of
portance of my having been present, as a little boy, at the famous
France’s finest drivers. My father sold Sommer a 2300 Alfa Romeo,
meeting on a cold winter day in 1946 when my father and Enzo
and with it the two of them won the 1932 Le Mans 24 Hour race.
Ferrari sat down and created the seeds that were to develop into
It was to be the first of my father’s three Le Mans wins. He won
the Ferrari concern we know today. One must remember that Italy
his second Le Mans in 1934, with another French driver, Philippe
had been devastated by the war, and everything was in short sup-
Etancelin, again in an Alfa Romeo, and he went on to compete in
ply; yet the two of them shared a dream that saw beyond those
every Le Mans race until the beginning of World War II. It was a good
privations, to a time when people would indulge themselves once
life, but the political climate in Europe, with the rise of fascism in
more in automobiles and racing. The agreement they came to that
both Germany under Adolf Hitler and Italy under Benito Mussolini,
day was simple. Mr. Ferrari would build the cars, and Dad would
was to bring an end to this special era.
commit to selling them. These were not just race cars but Ferraris
The historians have amply stated that, during the 1930s, Enzo
for the street as well. The two men could see that selling the road
Ferrari had moved from actually racing cars to organizing and
cars would provide money for the racing exploits. It was a mar-
running many of Alfa Romeo’s racing efforts under his own name,
riage made in heaven.
Scuderia Ferrari. He operated from his premises at 31 Viale Trento Trieste in the center of his hometown of Modena.
Despite the aforementioned problems, immediately after the war, Ferrari had the charm and charisma to motivate a workforce that
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skill in persuading wealthy young Frenchmen to buy Alfa Romeos
was being heavily influenced by the Communist Party. Most companies in Italy were beleaguered by lightning strikes, but his was spared much of this disruption.
However, while introducing the Ferrari into the United States, Dad was also very instrumental in developing the marque in Europe,
As I understand it, my father returned to Paris as well during this
by presenting these early models, the 166 and the 212, in shows
period and, thanks to the network of influential friends he had built
like Paris and Geneva. He arranged for Vignale to build, based on
up before the war, was able to persuade two of the most successful
Giovanni Michelotti’s designs, some of the most stunning, in my
French businessmen of the time, Michelle Paul Cavallier and Pierre
opinion, road cars of the era.
Louis Dreyfus, to put much-needed capital into Ferrari, to help with
I think it was Ferrari’s victories in long-distance sports car racing
production, and to create a company that it was hoped would become
in late 1940s and 1950s that truly established the name. From then
a success on both the circuits of the world and the public roads. Money
onward the Ferrari legend simply grew and grew. Ask enthusiasts
was not wasted, and these investments enabled my father to participate
today about the truly great cars of the postwar period, and the
in and win events such as the Spa 24 Hour race, the 12 Hours of Paris
majority of those mentioned will carry the name Ferrari; the 250 GT
at Montlhéry, and, of course, the 1949 Le Mans 24 Hours.
Short Wheelbase, the Spyder California, the 250 GTO, all of them
During this period, Dad set out to make Ferrari known in the United
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Watkins Glen in 1949, thus starting the Ferrari legend in America.
powered by the indestructible Ferrari V12 engine.
States, and to this end he sold Briggs Cunningham the first Ferrari car
In 1956, Dad created the North American Racing Team (NART) in
imported to these shores. With that car Cunningham was to win at
order to provide an umbrella under which our clients and promising
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new drivers could compete in various events both in the United
point in my life. I state this even considering the fact that I was
States and around the world. In this way we were able to bring these
fortunate in winning, with Bob Grossman, my category at Le
drivers, who perhaps did not have the financial backing to race at
Mans in 1971 and, in doing so, bringing the 365 GTB/4 Daytona
their potential level, together with other drivers who did. Both could
into the history books.
profit from these partnerships, which gave one the chance to prove
Dennis Adler’s book gives a wonderful portrayal of the fascinating
his mettle and the other the chance to improve himself through the
story of Enzo Ferrari and his cars, and Dennis’s photographs bring
garnered experience.
back many memories, not only for me but, I am sure, for every
The team could be called a family of clients, drivers, mechanics,
enthusiast of the Cavallino Rampante. It is also touching for me
and volunteers, all out to strive for the best results possible. This
to see how successful my father’s lifelong friendship and business
relationship became fact when our car won Le Mans in 1965,
relationship with Enzo Ferrari has been. It was not always a happy
giving Dad his first Le Mans victory as a team owner and Ferrari
and contented partnership, but then you could not expect anything
his last victory at Le Mans. I was lucky to catch the tail end of
else from two such similar and remarkably self-confident men.
this period, before the circuits were somewhat emasculated by
The name Enzo Ferrari will live forever in the history of the
chicanes and Armco. To be able to race the fabulous Ferrari 312P
sporting automobile, and I feel privileged that our family played a
cars at Sebring and Daytona was for me a privilege and a high
part in a true-life automotive fairy tale.
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Foreword
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Introduction Cisitalia—Realization of the Modern Sports Car There is a beginning to every story, and often the beginning has little to do with how the story ends. Such is the tale of the Cisitalia, a design in search of a car.
T
hroughout the first five decades of the twentieth century, the automobile had captivated the French, the Germans, and the British, but it had somehow consumed the Italians. Driving and racing became
such a national obsession that during the Great Depression, the Italian government purchased shares of Alfa Romeo stock to ensure the company’s solvency through the 1930s! You see, it was a matter of national pride. Alfa Romeo was Italy’s Motorsports champion. The four-time winner of France’s Vingt-quatre Heures du Mans and the victor in ten consecutive Mille Miglias. Such unparalleled success could warrant no lesser fate than surviving the worst of economic times.
industrialist named Piero Dusio into the sport after World War II. Like Enzo Ferrari, he had made his fortune selling war materials to
In 1981 the Art Center College of Design cosponsored an exhibition with Fiat Motors of North America at the Pasadena Center in Southern California, celebrating Italian automotive design. The exhibition, Carrozzeria Italiana, was shown from May 23 to June 14. This was the first time many of these historic vehicles had been seen in the United States, and among the most exciting was an early Cisitalia 202 shown by Pininfarina.
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This national passion for motor racing drew a wealthy Italian
The Cisitalia 202 was a landmark design and the centerpiece of the Carrozzeria Italiana. Said Pininfarina of his father’s most important automotive design, “It was the best car he ever did. The Cisitalia was exhibited in the Museum of Modern Art in New York, and I think it set the pace for the design of sports cars.”
the Italian government. But unlike Ferrari, Dusio had found it profitable, even being on the losing side, and in 1946 he financed the development of an entire class of singleseat race cars, known by the graceful contraction of Consorzio Industriale Sportivo Italia, Cisitalia (eloquently pronounced “cheez-e-tahl-ya”). Dusio engaged the services of a talented Fiat engineer named Dante Giacosa, who designed a simple, Fiat-based race car that could be produced profitably in reasonable numbers. He also hired the former Fiat experimental engineer Dr. Giovanni Savonuzzi to put the car into production and none other than the great Piero Taruffi to test the first example. By August 1946, Cisitalia had produced seven of the new Tipo D46 Monopostos. In their debut race, the Cisitalias took the first three places, and in 1947 the legendary race
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driver Tazio Nuvolari steered his sports version of the Cisitalia to a second-place finish
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Ferrari
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Left: The Cisitalia Granturismo Berlinettas produced in 1947 and 1948 were built atop a simple Fiat 1100S platform, with a four-cylinder inline monoblock engine and ordinary underpinnings, all soon forgiven when surrounded by handcrafted Cisitalia bodies.
Below: The author met with Sergio Pininfarina in 1981 for the first of their many interviews over the years. Pininfarina was fifty-five years old at the time and recalled with great humor his early days working for Mr. Ferrari.
in the Mille Miglia. Orders for the D46 began to roll in. Now Dusio wanted to do the same for sports cars and underwrote the development of another Cisitalia model, the 202. In the late 1940s, England, France, and Germany were still reeling from the destruction wrought by six years of war. Italy, however, being a country motivated by its love of wine, automobiles, and racing, was among the first to resume production. In 1946, Dusio paid the equivalent of one million francs to secure the freedom of Ferdinand Porsche from a French prison. The Porsche family repaid the favor by designing the scintillating four-wheel-drive Cisitalia twelve-cylinder Formula One Grand Prix car for Dusio and his friend Nuvolari. Dusio then spent the last
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of his fortune for the design and development of the 1947 and 1948 Cisitalia 202 sports cars.
Left: The smoothly crowned fenders and oval grille were portents of things to come from Pinin Farina in 1947.
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Right: The ovoid ports were among many Cisitalia styling cues that would be seen for years to come on both European and American automobiles.
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For the Tipo 202, Savonuzzi had completed a preliminary layout
including the magnificent 1952–54 Nash-Healey, the first American
at Dusio’s request, but it was Battista Pinin Farina who finalized the
sporting car to have a chassis and suspension engineered in England
architecture of the body and built the first two Cisitalia 202 coupes. When
(by Donald Healey) and a body designed and built in Italy.
the first 202 appeared at the 1947 Villa d’Este Concours d’Elegance, the
The Cisitalia 202 was the finest expression of Pinin Farina’s highly
automotive world was astounded by both the simplicity of its design
personal style, one that was both simple and functional, in contrast to
and its fresh approach to sports car styling. Not only did the Cisitalia
the then current French design idiom, which was to overstate every
send every automobile designer in the world back to the drawing
line of a vehicle with coachwork, something Pinin Farina regarded as
board but it catapulted Pinin Farina into the postwar spotlight as the
both complex and irrational.
most renowned stylist on both sides of the Atlantic. In the 1950s he
The Cisitalia ignited within Italy the granturismo movements
would become the first Italian to design cars for American automakers,
in which a body was conceived as a single profile rather than as a
Ferrari
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construct of separate panels, as in the traditional prewar blueprint
surrounded by the swept-back, handcrafted Cisitalia body. Although
of hood, fenders, body, and trunk being individual components.
the little Fiat engine developed a mere 50 horsepower, the aerodynamic
The sleek envelope styling exemplified by the Cisitalia gained
lines of the Cisitalia allowed the car to cheat the wind and reach a top
momentum through the 1950s, particularly in the realm of high-
speed of 100 miles per hour! Thus the Cisitalia became the symbol
performance sports car design, with smoothly flowing bodies that
of the enveloping body, a school of design that would be emulated
satisfied both the eye of the customer and the ideals of the engineer.
throughout Europe for the next two decades.
The Cisitalia Granturismo Berlinettas produced in 1947 and 1948
However, by 1949 Consorzio Industriale Sportivo Italia was broke.
were built atop simple Fiat 1100S mechanicals, but one could overlook
Dusio sold the remains and departed for Buenos Aires, along with the
the languid four-cylinder in-line monoblock engine beneath the hood
Grand Prix race car designed by Porsche. All that was left of his short-
and the Italian automaker’s ordinary underpinnings when they were
lived enterprise was a handful of stunning Cisitalia 202 Berlinettas.
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A swept-back roofline and crowned rear fenders brought the enveloped body into harmony as it wrapped around the back of the car.
The rake of the backlight as it fit into the sweeping rear of the body was another styling theme that would be perpetuated through the 1950s and ’60s.
Bottom left: The interior of the Cisitalia was also of Pininfarina’s design and gave new brilliance to the otherwise pedestrian Fiat 1100S.
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Bottom right: Split windshields were still being used in 1947, but Pininfarina gave the Cisitalia a stylish curve at the top and bottom. The advent of onepiece, curved-glass windshields would be one of the very few improvements in 1950s sports car design not derived from the Cisitalia.
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Ferrari
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Left and below left: One can see the Cisitalia’s influence on the 1953 Nash-Healey, the first American sports car designed by Battista Pinin Farina. Nash president George Mason insisted that the hybrid AmericanBritish-Italian car have a distinguishable Nash Ambassador grille, which Pininfarina worked into the design. The massive chromed grille with integrated headlights was a little heavy handed compared with the sweet lines of the Cisitalia.
Below right: The sweeping fenderline of the Nash-Healey is almost identical to that of the 1947 Cisitalia 202.
Piero Dusio had bet the bank on a sports car and lost, but his money bought the most important design of the postwar era. The significance of the Cisitalia is exemplified by its selection for the 1951 New York Museum of Modern Art exhibition Eight Automobiles. It came to be regarded as the perfect example of sports car design. In 1972, Carrozzeria Pininfarina donated a 202 to MOMA’s permanent collection, where the legendary Cisitalia
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now serves as an example of machine art.
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Ferrari Luigi Chinetti had defied Ferrari’s wishes. Enzo had said he would not build a spyder (convertible) version of the 275 GTB/4 Berlinetta (coupe). Chinetti thought otherwise. He ordered ten of the new Berlinetta models and sent them just down the road from Maranello to Sergio Scaglietti, the master coachbuilder who had produced so many stunning Ferrari bodies. There, the ten fixed-head cars were rebuilt and, with Scaglietti’s mastery, reborn as 275 GTS/4 convertibles. The cars were all shipped to Chinetti’s Greenwich, Connecticut, dealership and sold under the NART (North American Racing Team) name. In what could be deemed the final insult, Scaglietti had painted the very first car received by Chinetti a pale shade of sun yellow, or giallo solare in Italian. When the non-factory-authorized Ferrari was scheduled to be raced at Sebring in 1967, Il Commendatore’s ire could no longer be contained. Enzo did not believe yellow was a proper color for a competition car bearing his name—they had always been red, and he told Chinetti so in no uncertain terms. Shrugging it off, Chinetti replied in his Italian-laced English dialect, “Probably, the scorers do not miss yellow so easily.” Ferrari peered over his sunglasses, shook his
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head, and with a dismissive gesture replied indignantly, “Tu hai fatto un taxi” (You have made a taxicab!).
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Chapter 1 Zero to Seventy Years—The Evolution of Ferrari
So many automobiles, so many names, but none can stir the imagination like the mention of Ferrari received a phone call on Christmas Eve 1946. It was an old friend,
automotive history took place. It involved only two men,
Luigi Chinetti. He was in Paris and wanted to visit Ferrari in
whose futures were to become intertwined and from whose
Modena that night to discuss an idea.
combined efforts would emerge a marque that has come to be
Chinetti had worked with Ferrari at Alfa Romeo in the 1930s,
known the world over as the last word and, for many, the only word
and the two had become distant friends, Chinetti having moved to
in sports cars—Ferrari.
the United States before the war. He was visiting France and Italy
After retiring as director of the legendary Scuderia Ferrari, Alfa
that December when he got word of Ferrari’s quandary. Chinetti
Romeo’s almost unbeatable factory-supported racing team, Enzo
knew of a market for Ferrari’s race cars, back home in the United
Ferrari established Auto Avio Costruzione to build racing cars under
States, where wealthy sportsmen were raring to go motor racing
his own name. Unfortunately, no sooner had he started than Hitler’s
now that the war was over. He explained this to Ferrari, and together
invasion of Poland in September 1939 ignited World War II.
they made a decision to enter into business; Ferrari would build
Ferrari managed to earn a living during the war by building machine tools for the military, but with the end of the conflict and Italy defeated, there was little need for his tools, and even less demand for Italian race cars. Ferrari faced a grim future until he
the cars, and Chinetti would sell them. That was the beginning of a relationship that would become legendary. Within a year Ferrari was producing a small number of twelve-cylinder race cars, and Chinetti was building the America distributorship.
The first Ferrari did not exactly receive rave reviews in the Italian press. After it appeared at Piacenza in 1947, one Italian newspaper referred to the Tipo 125 as “small, red, and ugly.”
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n December 1946, one of the most important meetings in
The next significant turning
The most significant of all early Ferrari body styles, the 166 Mille Miglia designed by Carrozzeria Touring. The earliest examples appeared in 1948. After the debut, the 166 MM was called the Touring Barchetta, barchetta meaning “small boat” in Italian. The 166 MM established Ferrari’s bold, oval grille design.
point in Ferrari road car production came in 1951, with the introduction of the Tipo 212. Whereas racing had once been Enzo Ferrari’s sole raison d’être, the design and production of road cars had now taken on equal importance. Among the most stylish of the early Ferrari road cars were those built by Carrozzeria Vignale. The luxurious Vignale 212 Inter was intended as a touring car but also managed to
Proof 1
Road Cars and Race Cars
4
acquit itself quite well when pressed into competition. A pair of 212
The difference between race cars and road cars in the early
Inters finished first and second in the 1951 Carrera PanAmericana,
postwar era was strictly a matter of interpretation. The race cars
with Piero Taruffi and Luigi Chinetti in the lead car, and Alberto
could, for the most part, be driven on the road, and the handful
Ascari and Luigi Villoresi close behind.
of road cars produced were also suitable for racing. But, like the
Between 1948 and 1952, Ferrari continued to increase
visually stunning 166 MM Barchetta, most were far from practical.
the swept volume of his twelve-cylinder engines, with each
What Ferrari needed most for his nonracing clientele was a
succeeding version more fortunate in competition than the last
convertible, and in 1949 the first Ferrari convertible made its debut
and possessing increasingly attractive coachwork by Touring,
at the Geneva Motor Show.
Pinin Farina, and Vignale.
Ferrari
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The Barchetta featured a dramatic hood scoop to draw air into the engine compartment. The Superleggera script on the side of the hood indicated the Touring’s lightweight coachwork had been used in the car’s construction.
The 225 S or Sport followed the design of the 212 Inter, with a
petition was becoming more clearly defined. However, to say that
Colombo short-block V12, now with a swept volume of 2.7 liters.
there was a “production” Ferrari in the 1950s would still be a bit of
The 225 S shared the 212’s chassis, with a double wishbone, transleaf
a stretch. The design and construction of bodies remained the work
spring front, and rigid axle, semielliptic spring rear suspension, and
of the individual carrozziera.
the same physical dimensions.
During the early part of the 1950s, Ferrari road cars varied from
Headlong into the 1950s and 1960s
through the 340 America (1951–52), 342 America (1952–53), and 375
By the mid-1950s, Ferrari was producing a substantial number of
America, introduced in 1953. These were the first road cars to carry
road cars, and the separation between them and those built for com-
the Ferrari name successfully beyond Italy, particularly to the United
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the 212 series (which remained in production until October 1953)
Although Pinin Farina had created several significant cars for Ferrari by 1956, the design of the 410 Superamerica was perhaps the most important in cementing the bond between these two great companies. Only nine examples of the 410 Superamerica were produced by Pinin Farina in the original 1956 style, but the influence of the car’s groundbreaking design would be felt for years to come. Beneath the Superamerica’s long hood was another marvel, a Lampredi-designed V12 increased to almost 5 liters in displacement (302.7 cubic inches) and delivering a wheel-spinning 340 horsepower at 6,000 revolutions per minute. Versions produced in 1958 and 1959 developed a chest-swelling 400 horsepower at 6,500 rpm. The Lampredi V12 said ciao to the Cadillac- and Chrysler-powered race cars as it dusted them off in sports car competition.
At Spa-Francorchamps in 1949, Luigi Chinetti drove a 166 MM to victory in the twentyfour-hour event. (The Klemantaski Collection— www.klemcoll.com)
States, where Luigi Chinetti had now established Ferrari as the most prestigious line of imported sports and racing cars in the country. Upon entering the American market, Ferrari discovered that, though American cars were heavy, chrome-laden machines, their engines were very powerful, with large displacements and tremendous horsepower. When big Cadillac and Chrysler engines were used to power race cars
Proof 1 2
The 212 Inter and Export models bodied by Vignale were the height of Italian styling in the early 1950s. The styling influence of the Cisitalia could still be seen.
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like the British Allards, those cars were outrunning Ferrari in sports car competitions. To level the playing field, Enzo embarked upon the design of a comparable V12 with tremendous horsepower and displacement. It would come to be known as the 410 Superamerica.
Ferrari
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Ferrari’s 225 S is one of the most beautiful race cars ever designed by Carrozzeria Vignale. A listing of serial numbers shows that about twenty were built during the model’s single year of production, 1952, and that all but one had coachwork by Vignale. Below: With a need to build road cars as well as race cars, Ferrari introduced its first convertible in 1949. Bodied by Stabilimenti Farina, it was shown at the Geneva Salon in 1949. Luigi Chinetti, Sr., was there to debut the first Ferrari ever displayed at a motor show outside Italy.
The Great Road Cars The lineage of the 250 GT series is replete with one legendary car after another, more so than any other model in Ferrari history. Topping that list are cars with unforgettable names like Tour de France and GTO. The Tour de France, a name affectionately given to the early 250 GT models following their domination of the ten-day race in 1956, remained in production until 1959, by which time a new benchmark Ferrari model, the 250 GT Short Wheelbase Berlinetta, was waiting in the wings. Ferrari unveiled the 250 GT SWB at the Paris Motor Show in October 1959. Built on a 94.5inch wheelbase, its overall length was only 163.5 inches (13.6 feet). The blunt-looking fastback
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carried a classic Colombo-designed 60-degree, 3-liter V12 beneath its elongated hood. As a result
The 410 Superamerica redefined the Ferrari image in the early 1950s with a highperformance V12 designed to compete with America’s big V8s. This is a Series III example, the last of twelve built between 1958 and 1959. With the highest output of the 410 Superamerica line, a rousing 400 horsepower from its Lampredi-designed 4.9-liter engine, this was the most powerful road car Ferrari had yet delivered into the hands of its customers. (Photographs by Don Spiro)
of the car’s design, shorter overall length, reduced weight, and increased output—280 horsepower at 7,000 revolutions per minute versus 260 horsepower at 7,000 rpm for the Tour de France—the Short Wheelbase Berlinetta was faster and handled better than its famous predecessors. All of the cars were equipped with four-speed synchromesh gearboxes, and later models were offered with electric overdrive. The 250 GT SWB was also the first GT Ferrari sold with disc brakes. The now-coveted 250 GT SWB Spyder California made its debut at the Geneva Salon in March
Proof 1
1960. These examples were equipped with new heads and larger valves, increasing output by 20
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Ferrari
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The styling influence of the 410 Superamerica can be seen in this 1958 250 GT Tour de France race car.
Below: The Pininfarina styling established by the 410 Superamerica can still be seen in the 250 GT Spyder California.
horsepower to 280 at 7,000 rpm. The track was widened on SWB models, which were also the first to switch from lever-type shock absorbers to adjustable telescopic units. The cars were also offered with a longer wheelbase, the LWB. The Spyder California, in either wheelbase, was one of the first Ferrari “driver’s cars,” capable of exceptional speed and handling yet comfortable and luxurious enough for daily use. The last example, 4167 GT, was sold in the United States in February 1963. With the debut of the 250 GT Berlinetta Lusso, Pininfarina had at once established a new level of style and luxury for Ferrari. Here was an awe-inspiring stretch of automobile that even rivals Maranello’s latest. Production of this now highly collectible GT totaled only 350
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from its introduction at the Paris Motor Show in October 1962 until
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The 250 GT Short Wheelbase Berlinetta was the consummate race and road car in the late 1950s and early 1960s. Unveiled at the Paris Motor Show in October 1959, the 250 GT SWB was built on a 94.5-inch wheelbase with an overall length of only 163.5 inches, (13.6 feet). The blunt-looking fastback carried a classic Colombodesigned sixty-degree, 3-liter V12 beneath its elongated hood. Interior appointments were luxurious by Ferrari standards of the era.
the last body left the Scaglietti atelier in 1964. When the last Lusso
as a two-cam model in 1964, it was the first of Ferrari’s now
pulled away from Maranello, it marked the conclusion of the 250 GT
legendary ’60s-era Berlinettas offered to customers in touring or
era. Over a period of ten years, the 250 GT designation had been ap-
racing configurations. Equipped with the Colombo-designed sixty-
plied to nearly 2,500 cars.
degree V12 displacing 3,286 cubic centimeters and dispensing 280 horsepower at 7,600 revolutions per minute, the 275 GTB was the
The most charismatic road car to come from Maranello after the 250 GT Berlinetta Lusso was the all-new 275 GTB. Introduced
ultimate expression of Ferrari’s ideology: a road car suitable for racing that gave up little, if anything, to competition models. The 275 GTB had been powered by a twin-cam engine but
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The Quintessential Ferrari—275 GTB
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that was not for long. In 1966 a four-cam model, the 275 GTB/4, was introduced. Sergio Pininfarina’s exotic styling for both the 275 GTB and 275 GTB/4 captured with great success the better elements of the competition-built 250 GTO as well as, at the rear, the styling of the GTB Lusso. The 275 GTB/4 may be as close to perfection as any sports car has come. The veteran race driver Phil Hill described the 275 GTB/4 as “like a
Out with Tradition—The Daytona Ferrari had established a “style” with the Touring Barchetta that gave every car from Maranello a menacing look, with wide, dark grilles that seemed to consume the fronts of the cars and looked as if they could just as easily consume the cars in front of them. However, for the new 365 GTB/4 Daytona, Sergio Pininfarina and his staff were about to take a detour. Aerodynamics was the new order in the late 1960s, and this dictated a new front end design for Ferrari. The Daytona did away with the traditional oval grille, replacing it with a sleek, aerodynamic visage that also eliminated conventional headlights. For more than twenty years the headlights had been a part of the fender design, but with the 365 GTB/4 there were no front fenders, at least not in a traditional sense. For this model, Pininfarina chose to set the headlamps back under a single band of clear plastic, which
The 275 GTB/4 was followed by the groundbreaking 365 GTB/4, which deposed the traditional Ferrari grille for a new aerodynamic, wraparound look with headlights concealed behind a clear strip of Perspex plastic. This is the original prototype built by Pininfarina. Far left: Among the rarest of the landmark Ferrari 275 GTB models was the competizione model designated 275 GTB/C. The car featured a lighter-weight all-alloy body construction.
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boulevard version of the GTO.”
Sitting still or racing down the highway, the 365 GTB/4 Daytona rewrote the book on Ferrari styling.
blended with the line of the front end. The design was dazzling and
injection, and an output of 210 horsepower at 11,000 revolutions
adventurous, breaking with all previous canons of Ferrari styling.
per minute. Ferrari’s first mid-engine production sports car (discounting the
Proof 1 2C
The Mid-Engine Ferrari
14
Dino) was the 365 GT4 Berlinetta Boxer. Introduced in 1974, it was
Racing has been the foundation for nearly all of Maranello’s
equipped with a 4.4-liter production version of the competition
advancements in the design of road cars. One of the most significant
engine mounted behind the driver and ahead of the rear axle. Output
was the development of the boxer engine in 1964. Ferrari’s first
was a rousing 380 horsepower at 7,200 rpm. This would be only the
flat-opposed (180-degree) boxer engine was a twelve-cylinder, 1.5-
first of an entire generation of rear-engine, twelve-cylinder models
liter Formula One engine with 11:1 compression ratio, Lucas fuel
that would remain in production for more than twenty years.
Ferrari
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The mid-engine Ferraris were the closest Maranello came in the 1970s to putting drivers behind the wheel of a roadgoing race car. The 512 Berlinetta Boxer remains one of the most spectacular of all Ferrari models.
Ranking the 250 GTO among the greatest Ferrari race cars ever built is something everyone, even nonFerrari enthusiasts, will agree upon. This example is perhaps the greatest of them all, the car that won at Le Mans in 1963.
Proof 1 2 T
Opposite: The 308 GTB, GTS, and later 328 series GTB Berlinetta and GTS Spyder (shown) were among the most popular and affordable of the road cars produced by Maranello in the 1970s and 1980s.
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The 365 GT4 Berlinetta Boxer was the first Ferrari road car
most distinctive and memorable styling characteristic of both the
since the 275 GTB/4 actually to give drivers a taste of what a race
365 and the 512, a solid division line between the upper and lower
car felt like. It remained in production until late in 1976, when the
body panels. On the 365, the lower part was always painted matte
new 512 Berlinetta Boxer was introduced. The body styling of the
black. The two-tone color scheme became an option on the 512 BB.
512 was almost identical to that of its predecessor. Pininfarina’s
Both the 365 and 512 boxers were raced by private entrants, but
revised styling added a chin spoiler, or air dam, beneath the egg-
their time in the sun was brief and the racing effort short-lived. They
crate front grille, and air ducts on the lower body sides forward of
were by far the best road cars Ferrari had brought to market up to
the rear wheels. The new model employed the same blended media
that time. The 512 BB, with its razor-edge styling and incomparable
construction as the 365 GT4 BB. The use of glass fiber led to the
mid-engine layout, remains one of the most distinctive of all Ferraris.
Ferrari
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In 1987 Ferrari celebrated its fortieth anniversary with a new model, the F40, a lightweight Berlinetta powered by a twin-turbocharged V8. The most sensational road car built up to that time, it had a transparent engine cover that revealed a view of raw Ferrari horsepower as never before. By the time the cars were sold out, they had increased in price from the $250,000 originally asked by the factory to nearly $1 million.
Evolution in design has led to many of the most outstanding and best-loved road cars, but none became more ubiquitous than the 308 GTB and GTS, the most recognized Ferrari ever produced, thanks in part to Tom Selleck and his Magnum P.I. television series. Moreover, Ferrari enthusiasts found this the most practical driver Maranello had thus far built. Pininfarina stylists combined the best attributes of the 246 Dino and 365 GT Berlinetta
Proof 1
Boxer in the 308’s design. Suspension was all independent in the then-traditional Ferrari
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Ferrari
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layout, and the cars were powered by a four-cam, ninety-degree V8
Today’s Ferrari
engine mounted transversely just ahead of the rear axle. The 308 offered
The latest generations of Ferrari, beginning with the fortieth
a spirited 255 horsepower at 7,700 revolutions per minute and drove
anniversary F40 in 1987, became the signature cars of Sergio
through a five-speed transmission. An open version of the 308, with
Pininfarina and Carrozzeria Pininfarina. At Pebble Beach in 2007,
a removable roof section similar to that used on the 246 Dino and
Sergio Pininfarina—who, until his passing at age eighty-five in 2012,
Porsche 911 Targa, was added to the line in 1977.
was a judge at the prestigious Pebble Beach Concours d’Elégance
The longest running model in Ferrari history, the 308 continued
almost every year—said, “I have had the pleasure of meeting many
on into the 1980s in improved versions, the 308GTBi, 308GTB Qv
people at the Concours, and they tell me that they own a new Ferrari,
(quattrovalve), and 328 Berlinetta and Spyder.
or an old one, and then they say, ‘Thank you for what you have done.’
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With the company not wanting a reprise of the F40 debacle caused by speculators buying cars for resale as the supply ran out, F50s were delivered to selected customers on lease; only after the term of the lease could they be resold. At nearly $500,000 a copy when new, and with every one of the 349 cars built through 1997 pre-sold, Ferrari achieved both price control and exclusivity.
Among the most exciting of contemporary models is the 550 Maranello. When introduced in 1997, it was the first front-engine Berlinetta to be built since the 375 GTB/4 Daytona. Designed by Pininfarina, this graceful new sports car readied Ferrari for the turn of the century.
There is no satisfaction in the world better to me than this.” His feelings about Ferrari, he said, were difficult to describe in Italian,
Proof 1
impossible in English. “When I see all these red cars in the sunshine, I
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456 GT 2+2, F355 Berlinetta and Spider, the fiftieth anniversary F50, the 550 Maranello, the Modena, Enzo, 575 Maranello, F60 America, 2+2 Ferrari FF, F12 Berlinetta, and 2015 Ferrari 458 Italia.
see one lifetime of work. In one way I feel very proud, and, in another,
As Ferrari celebrates its seventieth anniversary in 2017, the world
very conscious of the importance of my position [and Pininfarina’s]
awaits another legendary anniversary car and a new generation of
with Ferrari for the future.” That future took the form of cars like the
Ferrari road and race cars for the twenty-first century.
Ferrari
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One of the latest models, the 575 Maranello, takes the original 550 one step further, with even more power and refined styling.
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Among twenty-first-century Ferrari models was the limitedproduction Ferrari Scaglietti.
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Chapter 2 Enzo Ferrari’s Venture—An Independent Decision
“My return to Modena . . . represented . . . an attempt to prove to myself and to others that, during the twenty years I was with Alfa Romeo, not all my reputation was second-hand and gained by the efforts of others. The time had come for me to see how far I could get by my own efforts.” —Enzo Ferrari It is unlikely one could travel the world today and find any country, any town or city, where the name Ferrari is not known. Even in the 1930s, long before he had a company bearing his own name, Enzo Ferrari was well-known as the mastermind behind Alfa Romeo’s factory-supported racing team—Scuderia Ferrari. Born in Modena, Italy, on February 18, 1898, Enzo was the son of a local metal fabricator. When Enzo was ten, his father took him and his brother, Alfredo Jr., to an automobile race in Bologna. Enzo watched intently as Vincenzo Lancia and Felice Nazarro fought for victory in the 1908 Circuit di Bologna. “This race made a great impression on me,” wrote Ferrari. After sitting through several
Now a respected driver for Alfa Romeo, a more seriouslooking Enzo Ferrari was photographed with his mechanic, Eugenio Siena, at the May 1924 PescaraCoppa Acerbo.
more, young Enzo was certain that he wanted to become a race driver, but at age eighteen his world
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fell apart when he lost both his father and his older brother. “My father,” wrote Ferrari, “died
In 1920, an exuberant Enzo sits behind the wheel of an Alfa Romeo race car.
Proof 1
Top right: Ferrari and mechanic Siena pictured in the 1924 Alfa Romeo RL Targa Florio at the PescaraCoppa Acerbo, Circuito dell’Aterno, July 13, 1924.
24
beginning of 1916 of one of those bouts of pneumonia that the doctors
ninth place, what one might describe as a trial by fire for the twenty-
today can defeat in a few hours. My brother, Alfredo, too, died the same
one-year-old Ferrari. It was a most unusual race, as he recounted.
year of a malady caught whilst doing military service work. I found
Co-driving with his friend Ugo Sivocci, Ferrari found himself in a
myself quite alone and at a turning point in my life.” Enzo entered the
blizzard atop the Abruzzi mountains. “[We were] facing a risk we
army and spent World War I working as a farrier. He contracted the
had never bargained for: we were chased by wolves! These were put
flu during the great epidemic of 1918 and barely survived. After that,
to flight, however, by shots from the revolver which I always kept
he decided to fulfill his one childhood dream, that of becoming a race
under the seat cushion and by the arrival of a group of road gangers
car driver.
armed with torches and guns.” Ferrari and Sivocci would have
Discharged after the war, he entered his first major competition
finished higher but were detained by a roadblock set up outside
in 1919; it was the grueling Targa Florio, which was run through
Campofelice by the carabinieri (Italian police) to stop traffic while
the treacherous Sicilian mountains. Driving for Costruzioni
the president of Italy, Vittorio Emanuele Orlando, made a speech.
Meccaniche Nazionali, C.M.N. for short, he finished a respectable
Afterward they were permitted to go but were caught behind the
Ferrari
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presidential motorcade until it turned onto another road. Ferrari recalled, “When we eventually arrived, the timekeepers and spectators had all disappeared with the last train to Palermo; a carabiniere, armed with an alarm clock, was patiently recording the Ferrari and riding mechanic in the cockpit of an Alfa Romeo RL Targa Florio model in 1924.
times of the last arrivals, rounding them off to the nearest minute. On Monday, I went round to see Don Vincenzino Florio [the event’s organizer]. ‘Well, what are you grumbling about?’ he said in his usual blunt way. ‘You were late, you risked nothing, and we are even making you a present of including you in the classification!’ I was given ninth place, which was supposed to represent a success, albeit a small one. That was Don Vincenzino Florio! I considered that he presented Enzo with his son’s squadron badge, the famous
Through Sivocci, Enzo found employment with Alfa Romeo later
Cavallino Rampante, the prancing horse on a yellow shield. This
that year, beginning a career with the renowned Italian automaker
was to become Ferrari’s symbol, first as the head of Alfa’s racing
that would last twenty years.
team, Scuderia Ferrari, and later that of his own company.
His youth, determination, and fearless bravado behind the wheel
Ferrari was declared a full factory driver for Alfa and was scheduled
made Ferrari a strong competitor. In 1920 he returned to Sicily
to compete in the most prestigious race in Europe, the French Grand
and finished second in the Targa Florio, driving one of the 4.5-
Prix. What happened next has never been explained, but Ferrari
liter, four-cylinder cars, after which he came under the patronage
suffered what those close to him called a “crisis of confidence” and
of Giorgio Rimini, Nicola Romeo’s aide and director of sales and
withdrew from the biggest race of his career. Rather than leave the
racing. In 1923, Enzo was racing and winning at the famed Circuit
team, however, he became Giorgio Rimini’s right-hand man. He
of Sivocci at Ravenna when he met the father of the legendary
didn’t race again until 1927 and continued to race occasionally
Italian World War I flying ace Francisco Baracca. The senior Baracca
until 1931, as well as manage the Alfa team. He said, “I resolved to
was so enamored with the courage and audacity of young Ferrari
withdraw from active participation in motor racing in January 1932,
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Proof 1
him as a preceptor and, later, counted him as a friend.”
Ferrari is surrounded by Alfa Romeo drivers and mechanics after winning the 1924 Pescara-Coppa Acerbo, Circuito dell’Aterno.
when my son Dino was born. My last race of the previous season had
in 1925 and turned to Ferrari to assist their racing clientele with
been on the 14th of June, when I competed in the Bobbio–Monte
mechanical support, delivery of cars, and whatever other services
Penice, up the hills to the south of Piacenzia. I had a new 2,300cc
were required. In exchange Ferrari was guaranteed technical
Alfa Romeo eight-cylinder designed by [Vittorio] Jano, and won first
assistance from the factory, which purchased stock in his new
place. That day, however, I made a promise to myself that, were I to
company, Scuderia Ferrari.
have a son, I would give up driving and go in for something in the
Proof 1
way of organization and business. I kept that promise.”
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The world had met Enzo Ferrari at the 1919 Targa Florio but it came to know him as a result of the other great Italian race, the
The turning point in his life that helped make this decision
Mille Miglia. Said Ferrari, “When I talk about this race, I feel quite
possible had come after Alfa temporarily withdrew from racing
moved, for it played such a big part in my life. I knew it as a driver, a
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Far left: By 1934 Ferrari was managing the Alfa Romeo racing team. He is seen here at Parma-Poggio di Berceto, with Achille Varzi behind the wheel of this magnificent Alfa Romeo P3. Near left: Ferrari (far right) and two of the greatest drivers of their time, Tazio Nuvolari (far left) and Count Carlo Felice Trossi (right center). The third driver is identified only as Brivio. He raced for the Scuderia in 1933.
team director, and a constructor. In fact, this race not only provided
events, winning eight outright and scoring high in several others. It
enormous technical advances during its three decades, it really did
was a very good beginning.
breed champions. The race was an epoch-making event, which told
Alfa Romeo continued to support Scuderia Ferrari as the official
a wonderful story. It created our cars and the Italian automobile
racing department of the factory throughout the 1930s. And when
industry and permitted the birth of grand touring cars, which are
financial troubles arose because of the Depression, the Italian racing
now sold all over the world, fully justifying the old adage that motor
tire manufacturer Pirelli interceded and convinced Alfa to continue
racing improves the breed.”* During his tenure with Alfa Romeo,
supporting the Scuderia. The Italian government even stepped in, as
Ferrari’s team won the Mille Miglia ten times!
previously mentioned, and purchased shares of Alfa Romeo stock to keep the company solvent.
by one individual, with Giuseppe Campari and Tazio Nuvolari as
Shortly after the birth of Enzo’s first son, Alfredo (named after
his star drivers. In all there were fifty drivers being supported by
Ferrari’s late father and brother, but later known by the nickname
the Scuderia, which in its first full season competed in twenty-two
Dino), the millionaire sportsman and race driver Count Carlo
* Andy Marks, “The Great Races,” published in Car Collector magazine, 2005 Enzo Ferrari’s Venture—An Independent Decision
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Proof 1
Enzo Ferrari had created the largest racing team ever assembled
Proof 1 2 T
On May 11, 1947, the very first car bearing the Ferrari name appeared in public in Italy. Sports cars were practicing for racing at Piacenza, and two versions of the new Ferrari Tipo 125 S 1.5liter sports car were shown. One was a simple, two-seat Spyder Corsa, later referred to in an Italian newspaper as “small, red and ugly.” The example shown is a 166 Spyder Corsa, one of the very first Ferrari race cars built in 1947.
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Felice Trossi decided to invest in Scuderia Ferrari. He later became
In his memoirs, Enzo wrote of Nuvolari’s incredible driving skills.
president of the Scuderia, thus freeing Ferrari to devote his total
With Ferrari as a passenger in Nuvolari’s race car, the great Italian
attention to the team, which was coming up against extraordinary
pilota was prerunning the Three Provinces Circuit, upon which he
competition from Mercedes-Benz and the German Auto Union.
had never competed. Writes Ferrari: “At the first bend, I had the clear
The late 1930s were not as rewarding for the Scuderia as Ferrari
sensation that Tazio had taken it badly and that we would end up in
and Trossi had anticipated. The Germans were almost unbeatable.
a ditch; I felt myself stiffen as I waited for the crunch. Instead, we
With the exception of Nuvolari’s victory in the 1935 German Grand
found ourselves on the next straight in perfect position. I looked
Prix, major victories for Scuderia Ferrari and Alfa Romeo were few
at him: his rugged face was calm, just as it always was, and certainly
and far between through the rest of the decade, as Mercedes and the
not the face of someone who had just escaped a hair-raising spin.”
Auto Union continued to dominate.
Ferrari continued to note that he experienced the same sensation
Ferrari
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Far left: The Ferrari 166 Spyder Corsa was rudimentary in its design with a plain metal dashboard and only essential instrumentation. The right-hand-drive race car was equipped with a four-speed transmission. The gearshift was marked in Roman numerals.
wheels. Throughout the bend the car shaved the inside edge, and
to understand; in the meantime I noticed that through the entire
when the bend turned into the straight the car was in the normal
bend Tazio did not lift his foot from the accelerator, and that, in
position for accelerating down it, with no need for any corrections.”
fact, it was flat on the floor. As bend followed bend I discovered his
Ferrari went out with Nuvolari repeatedly in the 1930s, remarking
secret. Nuvolari entered the bend somewhat earlier than my driver’s
that “each time I seemed to be climbing into a roller coaster and
instincts would have told me to. But he went into the bend in an
finding myself coming through the downhill run with that sort of
unusual way: with one movement he aimed the nose of the car at the
dazed feeling that we all know.”
inside edge, just where the curve itself started. His foot was flat down,
In 1937, Ferrari found himself with a new dazed feeling. Alfa
and had obviously changed down to the right gear before going
Romeo decided to bring the racing department back in-house,
through this fearsome rigmarole. In this way he put the car into a
appointing Ferrari Direttore Sportivo under the management of
four-wheel drift, making the most of the thrust of the centrifugal
the new Alfa engineering director, Wilfredo Ricard. There was an
force and keeping it on the road with the traction of the driving
almost immediate acrimony between the two men. Ricard was a
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Proof 1
through the next several bends. “By the fourth or fifth bend I began
Near left: The 166S engine, first seen in 1948, displaced 1,995 cubic centimeters, compared to the 1946–47 Tipo 125 GT and 125 S engines with swept volumes of 1,496.7 cubic centimeters. Output was increased from 118 to 150 horsepower at 7,000 revolutions per minute. All of the engines utilized three 3 x 30 DCF carburetors.
Proof 1
The 166 MM Touring Barchetta was the first sports car ever shown on a Ferrari chassis. The aggressive body was set atop the patented Superleggera welded tubular steel frame on a wheelbase of 2,200 millimeters (86.6 inches). Track measured 1,270 millimeters (49.8 inches) front and 1,250 millimeters (49.2 inches) rear. The front suspension used Ferrari independent A-arm design, supported by a single transverse leaf spring. The rear utilized a live axle with semielliptic springs and parallel trailing arms on each side. Shock absorbers were the Houdaille hydraulic lever action type. The car pictured was originally raced by Luigi Villoresi and later sold to the race driver and Ferrari importer Luigi Chinetti.
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Spaniard with impressive credentials. He was a gifted speaker, fluent in five languages, and he quickly captured the political support of Alfa management. Said Enzo, “He impressed Ugo Gobbato [Alfa Romeo’s manager], I believe, with the way in which he presented his plans, with the clear and elegant manner in which he expressed himself, with the ease in which he pursued publications of every country, and finally, with the air of authority with which he knew how to submit explanatory diagrams prepared by a young graduate he had engaged as secretary for the Special Studies Office, namely Ing. [engineer] Orazio Satta, later to become Alfa Romeo’s design manager and the virtual father of the Giulietta car.” Though his appraisal of Ricard’s credentials sounded enviable, Enzo found his new boss a strange individual with whom he could not work.
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The interior of the 166 Barchetta features beautiful hand-sewn leather upholstery and trim. Its simplicity of design was purely race bred. The cars were considered luxurious, or lusso, when given the full interior treatment.
“With sleek, oiled hair and smart clothes that he wore with a somewhat Levantine elegance, Ricard affected jackets with sleeves that came down far below his wrists and shoes with enormously thick rubber soles. When he shook hands, it was like grasping the cold, lifeless hand of a corpse,” remarked Ferrari. When he finally decided to inquire about the unusual shoes Ricard’s reply left Ferrari almost speechless; the director answered straight-faced and deadly serious, “A great engineer’s brain should not be jolted by the inequalities of the ground and consequently needed to be carefully sprung.”
but Ferrari, having been Il Commendatore for so many years, found
It was November 1939, and, after two decades with the same
his subordinate position untenable, and in 1939 he left, bringing to
company most men would have taken their pensions and retired
a close his twenty-year career with Alfa Romeo.
to a life of leisure, but at age forty-seven, Enzo Anselmo Ferrari
Saying that he left Alfa Romeo in 1939 is a genteel way of saying
had another idea; he sought a reaffirmation of his destiny. Rather
he was fired. Ferrari began having repeated arguments with Gobbato
than retire on the laurels of his brilliant career with Alfa Romeo, he
over Ricard, and as Ferrari wrote, his heated discussions with Alfa’s
embarked upon a new adventure as an independent industrialist,
manager created a rift between them “that became unbridgeable
establishing a factory in Maranello, the Emilian town situated on
and led to my dismissal. The crisis caused me to realize two things.
the flat plain of the Po in the mountain chain of the Apennines some
Firstly, that I had been for too long a time with Alfa Romeo; and
ten miles south of his birthplace in Modena.
secondly, that when one is too long in an even indirect supervisory
Ferrari later described this decision to start anew: “My return
job, in the end the wear and tear inevitably begins to tell. I also came
to Modena after twenty years, in order to transform myself from a
to the conclusion that to spend a whole lifetime with one firm was a
racing driver and team organizer into a small industrialist, marked
mistake for anybody who wanted to learn: to learn, one must move
not only the conclusion of what I might call an almost biological cycle,
about and do other jobs.”
it represented also an attempt to prove to myself and to others that,
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Proof 1
Ricard proved to be a buffoon after several of his designs failed,
Proof 1
The sensuality of Ferrari was never more evident than in the first sports car, the Touring Barchetta. The ominous grille opening and hood scoop influenced automotive designs in Europe, Great Britain, and the United States well into the 1960s.
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during the twenty years I was with Alfa Romeo, not all my reputation
Modena. His first customers were Alberto Ascari and the Marchese
was second-hand and gained by the efforts of others. The time had
Lotario Rangoni Machiavelli of Modena, who might be regarded
come for me to see how far I could get by my own efforts.”
as Ferrari’s first patron. The eight-cylinder, 1.5-liter race car was
Indeed, the accomplishments that had made Scuderia Ferrari
designed by Alberto Massimino, who had also left Alfa Romeo’s
renowned throughout European racing circles in the 1930s would
racing division. It was ready for the 1940 Grand Prix of Brescia,
serve to establish Enzo Ferrari as an automaker the moment word
which was run in place of that year’s Mille Miglia. The car, however,
got out that he was going to build his own cars.
bore neither Ferrari’s name nor the Scuderia Ferrari crest. Lamented
Ferrari named his new endeavor Auto Avio Costruzione. The first
Ferrari, “I was still bound by a clause [in the agreement signed with
race car was built in 1939 in the old Scuderia Ferrari workshop in
Alfa Romeo upon his departure] that forbade my reconstituting the
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SScuderia Ferrari or engaging in motor racing activities for
and the French race drivers Rene Dreyfus and René Le Bègue
four years.” Alfa Romeo management feared that the Ferrari
to the United States, where they were going to compete in the
name might be misconstrued as still part of the company’s
1939 Indianapolis 500. Chinetti had signed on as the team
racing department. Thus, Ferrari’s first race car was known
manager. When the war prevented him from returning to
simply as Model 815, indicating the number of cylinders
Europe, Chinetti decided to stay in the United States. And
and the engine capacity–eight cylinders, 1.5 liters.
after the attack on Pearl Harbor, which drew America into
was easily consumed by World War II, but by June 1945, a
the conflict, he decided to make New York his home and become an American citizen.
month after V-E Day, when Enzo was free to begin building
After the war, Chinetti, his wife, Marion, and young
cars under his own name, there were precious few customers
son, Luigi Jr., traveled to France, where they planned to
with the liras to purchase one. Being on the losing side of
vacation before going on to Italy. In Modena, Enzo Ferrari
the conflict had left Italy in a shambles both financially and,
was struggling with the likelihood that he would never again
in some regions, where ground battles had been fought by
build race cars. Chinetti heard of this, and on Christmas
Allied and German forces, quite literally. Ferrari had survived
Eve 1946, the forty-five-year-old Italian race driver and
the war building machine tools for the military, and now, free
automotive entrepreneur packed his wife and son into the
to resume his automotive career, he was disillusioned by the
car and drove to Modena. Rather than celebrating the holiday,
dearth of patrons for handcrafted racing machines in Italy.
he found Enzo sitting alone in his office, contemplating the
Had it not been for the intervention of Luigi Chinetti, there
future. He was at a crossroad, torn between an unfulfilling
might not have been a Ferrari legend to be written.
business and the need to return to what gave him pleasure—
Luigi Chinetti, Sr., also worked for Alfa Romeo in the
The spare took up most of the Barchetta’s trunk, and what was left was consumed by the fuel tank.
the design and production of race cars.
1930s and had become a long-distance friend of Ferrari’s
Luigi Chinetti, Jr., remembers that wintry Christmas as
after moving to the United States at the beginning of the
being like a scene from an Ingmar Bergman film. Though only
war. He had accompanied the Ecurie Schell Maserati team
a child at the time, he has never forgotten his first impression of
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Proof 1 2 T
As for the four-year noncompetition agreement, that
Proof 1
In 1952 Enzo Ferrari presented this 212 Touring Barchetta to Henry Ford II. The car’s avant-garde styling may have contributed to the design of the 1955 Thunderbird. This car chassis 0253/EU was built on Ferrari’s long 2,600-millimeter (104-inch) wheelbase. The short wheelbase models had a length of only 2,200 millimeters (86.6 inches).
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Ferrari
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Far left: The “Carrozz Touring” winged emblem and Superleggera emblem meant that the car was of the patented Touring super-light construction method of small, lightweight steel tubes to which the body panels were attached.
the imperious Enzo Ferrari sitting in his cold, dimly lit office, a single bare bulb hanging from the ceiling above his desk. In the frugality of the early postwar years, heating office buildings was almost unheard of, and the small room was so cold that, when Ferrari first spoke, his breath hovered in the air like fog. Chinetti Sr. sat and explained to Ferrari that there was indeed a market for his race cars, not in Europe but in the United States. He then laid out a plan. “Let’s make automobiles,” he said. “That is the one thing we are good at.” Ferrari considered the idea and spoke of hiring Gioacchino Colombo, another former Alfa Romeo colleague,
One element that remained consistent throughout the production of the Barchetta was the interior layout, a simple, functional design suited for racing. On the Ford car the steering was changed to the left side, almost unheard of for Ferrari sports and racing cars in 1952. The transmission was a five-speed used in most Ferrari models of the era.
to develop engines. That night Luigi Chinetti and Enzo Ferrari set into motion events that would lead to the postwar revitalization of Auto Avio Costruzione, soon to become Auto Costruzione Ferrari. Of course, neither Ferrari nor Chinetti had the money to start
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Proof 1
a new business, but Chinetti had made many connections in the
Head on, it was 100 percent Ferrari in the bold styling idiom of the 1950s.
Proof 1
Carrozzeria Touring in Milan designed the original Barchetta body in 1948. The styling of the last Barchetta built for Henry Ford II in 1952 was quite different.
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The Superleggera hood emblem indicated that the car was of Carrozzeria Touring’s exclusive lightweight construction. The Superleggera name became as well recognized as that of the Milanese coachbuilder.
world of motor sports and had wealthy friends both in France and in the United States, investors who could seed the start-up of manufacturing. Returning to New York, and with only gentleman’s agreements in hand, he placed orders for the first eight cars. He then told Ferrari that he could sell twenty-five cars. And he did, many through the newly organized Chinetti Motors in Manhattan, which became the exclusive importer for Ferrari automobiles and parts in the United States. In creating his first postwar sports cars, Ferrari decided that if Maserati built four-cylinder engines, Talbot six, and Alfa Romeo eight, he would build a twelve. It was a resolution that the Ferrari historian Hans Tanner would later refer to as “daring and farsighted.” Tipo 166 Spyder Corsa, a simple, cycle-fendered version very similar
appeared in public in Italy. Sports cars were practicing for
in appearance to the previous year’s Type 125 S and 159 S. That any
racing at Piacenza, and two versions of the new Ferrari Tipo 125
resemblance to a road car could be found surrounding any early
S 1.5-liter sports car were shown—a simple, two-seat Spyder
Ferrari chassis was a tribute to the Milanese firm of Touring.
Corsa, later referred to in an Italian newspaper as “small, red
One of Italy’s oldest design houses, Touring was established in
and ugly,” and a roadster with full body work by Carrozzeria
1926 by Carlo Felice Bianchi Anderloni, renowned for designing and
Touring Superleggera. The 125 S was powered by a sixty-degree
building some of the most exciting sports cars of the 1930s. Enzo
V12 engine designed, as Ferrari had suggested that first night in
Ferrari’s relationship with Touring dated back to the years when he
December 1946, by Gioacchino Colombo.
had managed the Scuderia, and Anderloni designed and produced
By 1948, the Ferrari factory was producing a small number of
the majority of bodies for the Alfa factory’s racing cars.
twelve-cylinder competition models. One of the earliest examples
Convinced by Chinetti of the necessity to offer models with
to wear the yellow and black Cavallino Rampante emblem was the
more cosmopolitan appeal to serve the needs of both road and
Bold dual air intakes atop the hood were among the styling cues shown on the last Barchetta.
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Proof 1 2C
On May 11, 1947, the very first car bearing the Ferrari name
Although the Ford car was built on the Tipo 212 platform, the engine was the new 2,562-cubic-centimeter Colombo V12 used in the 225 S race cars. The design used a single overhead camshaft, two distributors, wet sump lubrication, and a trio of 36DCF Weber carburetors.
Proof 1 2C
The Ford Barchetta was fitted with Borrani 5.90x15 wire-spoke wheels. Henry Ford II had the Borrani wheels reshod with oneoff Firestone 500 whitewall racing tires, which appealed to him more than the black Pirelli racing tires the car had come with.
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track, Ferrari retained Anderloni to create sports car bodies,
More than half a century after its debut, it is still among
this time to complement the unattractive but successful
the most admired of all Ferrari models. The styling of the
cycle-fendered Spyder Corsas that had become standard
Barchetta was based in part on the BMW 328 Spyder designed
Ferrari fare. A year later the first sports car design ever
by Carrozzeria Touring in 1940. All the Barchetta bodies, of
shown on a Ferrari chassis, the 166 MM Touring Barchetta,
which Touring built some forty-six examples, shared the
was introduced. Few cars have left such a lasting impression
same sleek, swept-back lines, long hood, short rear deck, and
on the motoring world.
aggressively shaped oval grille, establishing this feature as a
Ferrari
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Ferrari trait for years to come. Those very descriptive words, “long hood, short rear deck,” would be heard echoing from the halls of Detroit automakers in the 1960s and would be used by Lee Iacocca to describe the benchmark 19641/2 Ford Mustang! The Barchetta’s visceral styling would also inspire the Tojiero Specials in England and the AC Ace and AC Bristol, which evolved into the Shelby Cobras of the 1960s. In one bold stroke, Ferrari and Anderloni had ingeniously closed the distance between race car and road car without compromising either. Anderloni wrote that the styling of the Barchetta was both a fascinating and a courageous undertaking: It was “fascinating because we were attempting to individualize the Ferrari and not to copy one of Ferrari’s 1948 victory in the grueling thousand-mile Italian road race;
because the results were obtained by overturning the strictest canons of
Barchetta, however, was readily used by everyone, even Ferrari.
sports car design, which was normally wide at the bottom, narrow at the
The Touring design was revolutionary not only in form, utilizing
top, and close to the ground.” The Barchetta had its maximum width
the firm’s exclusive Superleggera or superlight construction method of
just over halfway up the side and visibly high off the ground. It was so
small, lightweight steel tubes to which the body panels were attached,
different from other sports cars, said Anderloni, that when journalists
but in color scheme, sheathed in a unique blend of slightly metallicized
saw it on the Ferrari stand at the 1948 Turin Salon, they found it
red, not an orange red or a lipstick red but a color unique to Ferrari.
necessary to nickname the design Barchetta, which means “small boat”
Most of the 166 MMs were painted this deep, fiery hue, which has be-
in Italian, and from that moment on the new Ferrari body style was
come another Ferrari tradition. Virtually every Barchetta was a race car,
distinguished from all other two-seat sports cars. Officially, the cars were
whether a competition model powered by the 140-horsepower Export
cataloged as the 166 Mille Miglia or 166 MM, a name chosen in honor
V12, or the more luxurious Lusso, with the 110-horsepower Inter V12.
The front-end treatment was somewhat different from the original Barchetta design, but the rear styling was a total departure with a unique fender and taillight design. Interestingly, this car was built before either the 1955 Thunderbird or the 1953 Corvette!
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Proof 1
of the many ‘Spider’ two-seat sports cars in circulation. Courageous
Another engine variation seen with the Barchetta body was the Tipo 195 S. This was produced in 1950 and displaced 2,341 cubic centimeters from a bore x stroke of 65 x 58.8 millimeters. Output was 160 horsepower at 7,000 revolutions per minute. The engine’s designation was based on the displacement of each cylinder, i.e., 195.1 cubic centimeters.
The Barchetta’s hand-built body was attached to a welded
The 166 Mille Miglia was arguably the fastest sports car in the
tubular steel framework and then mounted on Ferrari’s short
world at the time, and with it Ferrari’s cannonade across Europe
2,200-millimeter (86.6-inch) wheelbase. The front suspension
recorded more than eighty overall or class victories between April
was Ferrari’s independent A-arm design, supported by a single
1948 and December 1953. Enzo Ferrari had handily reclaimed his
transverse leaf spring; the rear, a live axle with semielliptic springs
racing reputation.
and parallel trailing arms on each side. Early Ferraris also used
Proof 1
Houdaille hydraulic-lever-action type dampers.
40
In March 1949, Clemente Biondetti won the Targa Florio in a 166 MM, and 166 Inters were first and second in the Coppa Inter-Europa. In
Ferrari
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The design of this car, chassis 0253/EU, was the most avant-garde of
second in the Mille Miglia. But it was Luigi Chinetti who brought Ferrari
all the Barchetta bodies produced by Carrozzeria Touring and defined
its greatest victory, co-driving a 166 MM Touring Barchetta with Britain’s
a number of styling cues that were later seen in the final version of the
Lord Peter Selsdon in the 1949 Vingt-quatre Heures du Mans. At nearly
groundbreaking 1955 Ford Thunderbird. One can also see a hint of 1953
fifty years of age, “Iron Man Chinetti” drove twenty-three of the twenty-
Corvette in the car’s coachwork lines, particularly in the rear quarters.
four hours to clinch Ferrari’s first and most important international win.
“At FoMoCo,” wrote the Barchetta’s third owner, the former Ford
He went on to win the Spa-Francorchamps twenty-four-hour race for
and later GM styling, product planning, and research executive Dick
touring cars the following July. In 1950, Alberto Ascari won the Grand
Merritt, “the car was ‘off limits’ and only one or two top executives
Prix du Luxembourg and the Silverstone International Trophy. Dorino
were even allowed to drive it. The styling people studied it for ideas
Serafini and Luigi Villoresi came in second at Silverstone, driving a single-
at the time they were designing the Thunderbird. It was measured
carburetor Barchetta, in all probability the very car pictured in this book,
thoroughly, but I’m sure the engineers never ran any tests, or took it
which was sold to Chinetti and later to the American race driver Bill Spear.
apart as they usually do.” Well, almost.
For the longest time thereafter, whenever the name Ferrari was
During the summer of 1955, as it was later reported, a Ford test
mentioned, people would immediately picture the 166 MM Barchetta,
driver named Ted Mullee, “working midnights,” discovered Henry
the first and perhaps the most charismatic of all early Ferrari sports cars.
Ford’s Ferrari in the garage, where it was undergoing an exhaust re-
The very last Barchetta body was built by Touring in 1952 and
pair. “Not knowing there were only exhaust headers on the vehicle,”
fitted to a 212 chassis. It was given as a gift by Enzo Ferrari to
wrote the Prancing Horse editor Howard Payne, “he pushed the ve-
Henry Ford II and delivered new with the larger 225 (2,715-cubic-
hicle out of the garage and out to the test track, while all of the other
centimeter) engine used in the 225S race cars. Unusual for the era,
drivers were at lunch. Once on the track entrance ramp (2:30 a.m.),
Ford’s car was also equipped with left-hand drive. The American
Tom fired up the Ferrari; yes he did let it warm up, then he was off on
automaker later fitted the black Ferrari with a one-off set of
his midnight ride. I cannot imagine the thrill young Tom Mullee felt
Firestone 500 whitewall racing tires, replacing the standard and
on a warm, moonlit summer night in an open Ferrari, with no ex-
less fashionable black 6.50-15 Pirellis.
haust restraints, on the high speed loop of the Ford test track.”
Enzo Ferrari’s Venture—An Independent Decision
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Proof 1
April, Biondetti and Felice Bonetto, driving 166 MMs, finished first and
3C Proof 1 2C
In 1949 Luigi Chinetti, Sr., won the 24 Hours of Le Mans driving a 166 MM. Giving Ferrari its first significant victory on foreign soil, Chinetti (pictured with Selsdon at far right) drove twenty-three of the twenty-four hours, with Britain’s Lord Peter Selsdon clocking only one hour behind the wheel. (The Klemantaski Collection— www.klemcoll.com)
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Unfortunately for Mullee, the roar of the Ferrari’s unrestrained
The historian and author Phil Skinner, who knew Merritt, recalls
2.7-liter, triple-carbureted 225S racing engine awoke just about
that Merritt was hired by Ford on November 18, 1956, to be a product
everyone staying at the posh Dearborn Inn, just across the street
planner for the Special Products Division, which at the time was
from the test track! When he exited the track after seven or eight hot
developing a new line of cars then known as the E-car. He would become
laps, he was met by the track manager and the rest of the test crew.
one of the shortest-term employees of the Special Products Division, for
He got three days off without pay for his indiscretion, but even years
the very next day, November 19, 1956, the announcement came down that
later Mullee reminisced about that night and claimed it was worth
the new line of cars would be the Edsel, and those working on the project
it. Such was the allure of the car Enzo Ferrari gave to Henry Ford II.
would now be working for the Edsel Division of Ford Motor Company.
Ferrari
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of yours is really sharp. Would you let me know when you’re ready to sell it?” Now, we are talking about a guy who maybe was earning $3,600 a year, talking to a man worth millions about a car that cost $10,000 when new and had a market value then of at least $6,000 to $7,000. Reportedly Henry Ford II was taken aback by this upstart kid, gave him a somewhat semicourteous nod, and moved on to his appointed rounds. It would be several months later that Merritt got the chance to own the car. He had a little difficulty convincing the bank to lend him more than a year’s wages to buy a car, and a used one at that. The price, though, was spectacular, just $4,000, and his argument was that the car listed for $10,000 just a few years ago, and new ones cost even more! He
the Ferrari; its performance, styling, and engineering were all cutting
swung the loan, lived very lean for awhile, but owned one of the most impressive and sharpest-looking cars ever to bear the Ferrari name.
edge for the day. Now this was Merritt’s very first job in the auto
Stirling Moss summarized Enzo’s life in several paragraphs that
industry after graduating from college, and he was a little bit wet
composed the foreword of Ferrari’s 1963 memoirs, My Terrible
behind the ears. No one told him part of the etiquette at Ford World
Joys. Wrote Sir Stirling, “To nearly every motoring enthusiast the
Headquarters was that you only spoke to Mr. Ford if he directed
name Ferrari means, and has meant for some years, the essence
a question to you. One fateful day, he spotted Henry II walking
of motoring in the truly grand manner: the art and science of
down the hall with several of his associates on the way to a meeting.
automobile engineering at its greatest.” That was an opinion shared
Knowing that this might be his only opportunity, he walked up to
by virtually every sports and race car enthusiast in 1965, and it is still
Henry Ford II and blurted out, “Mr. Ford, I really think that Ferrari
true more than forty years later.
Enzo Ferrari’s Venture—An Independent Decision
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Proof 1
As he related the story to Skinner, Merritt was already a fan of
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Chapter 3 Early Road and Race Cars—Building an Image on Road and Track
When two stubborn men are at odds, little is ever accomplished, but when they work together, the results are often astounding. Such were the good days that Chinetti and Ferrari shared.
of interpretation. The race cars could, for the most part, be driven on the road, and the handful of road cars produced were also suitable for racing. But, like the visually stunning Barchetta, they were far from practical cars, strictly fair-weather automobiles with no tops and with unadorned interiors devoid of comfort or convenience features. Chinetti explained to Ferrari that what he needed for the road was a cabriolet. Ferrari commissioned Stabilimenti Farina to design and build the very first such car on chassis 011 S. In 1949, at the famed Geneva Salon, the very first Ferrari convertible made its debut with Luigi Chinetti at its side. This was the first time a Ferrari had been exhibited to the public outside Italy. With the obvious exception of the roof, and a flatter trunk, made necessary by the cabriolet top, the convertible’s design was almost identical to the 166 coupe. The body lines were simple, which was typical of Italian designs. Aside
Stabilimenti Farina produced the first Ferrari cabriolet (011 S), pictured here. This is one of the oldest known of the road cars, built in 1949 and displayed at the Geneva Salon by Luigi Chinetti. Geneva was Ferrari’s first showing outside Italy. The lines of the car were similar to those of other Farina and Pinin Farina designs of the time, such as the Alfa Romeo 6C 2500, and were repeated on the Simca Sport.
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Proof 1
The difference between Ferrari’s race cars and road cars in the early postwar era was solely a matter
Proof 1
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from the grille and bumpers, this first Ferrari cabriolet resembled the early postwar Alfa Romeo 6C 2500 Sport, designed by Pinin Farina, and the basic body lines of both cars were not too distant from those of the 1947 Cisitalia. The prototype cabriolet was later purchased by the Italian film director Roberto Rossellini. Farina produced several subsequent cabriolets through 1950, though no two were alike. One of the significant turning points in Ferrari road car production came in 1951, with the introduction of the Tipo 212. The 212 Berlinetta marked the beginning of a new era in Maranello. Whereas racing had once been Enzo Ferrari’s sole raison d’être, the design and production of road cars had now become of equal importance. Chinetti had finally convinced Enzo that not everyone enthralled by reverie of the Ferrari’s V12 and exhilarating performance wanted to race, or to suffer the discomfort of a race car’s purposeful interior and cockpit.
Proof 1
The Farina cabriolet (011 S) was among the first to cross the line that had been so firmly drawn by Enzo Ferrari, and the first open car to offer a convertible top. The idea of producing an open Ferrari that was not a competizione came from Luigi Chinetti. The basic body lines of this Ferrari cabriolet were nearly identical to those of the Stabilimenti Farina coupe. With the top raised, the 166 became an all-weather sports car. It was the beginning of a new era for Ferrari.
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The identification plate shows that the first Ferrari cabriolet was a 166 Inter. The 011 S car is in original condition, although at some point in its history it was repainted from the light color shown in 1949 to its present shade of deep red.
Top right: Instruments are large Jaeger design with the Ferrari logo imprinted. The dashboard and instrument panel is painted metal.
Although Ferrari considered competition his first priority and had little, if any, interest in building cars for nonracing clientele, Chinetti convinced him that one could serve the needs of the other. Chinetti’s logic was sound. Improvements in race car design enhanced the road cars, and the profits from road car sales financed the development of still better race cars. Ferrari’s racing engines could be detuned for the street, and, as for coachwork, in postwar Italy there was no shortage of carrozzieri available to clothe Ferrari’s magnificent chassis. This bespoke coachwork graced a number of early cars, exquisite twoand four-place creations such as Touring’s 166 Inter coupe, the Ghia 212 Inter, and Pinin Farina’s breathtaking Tipo 342 America of 1953. But these were all extremely limited, handcrafted cars. In later years,
Proof 1
Enzo finally came around to Chinetti’s way of thinking, remarking
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Beneath the elegantly shaped hood was a V12 utilizing a single carburetor, a unique two-part air filter, and special covers integrating the ignition, all characteristics of the first touring Ferrari models. This is the original engine from the 166 Inter, bodied by Stabilimenti Farina for the 1949 Geneva Salon.
that he now had three main categories of clientele: “the sportsman, the fifty-year-olds, and the exhibitionists.” Among the most stylish of early Ferrari road cars were those built by Carrozzeria Vignale. The luxurious Vignale 212 Inter was intended as a touring car but also managed to acquit itself quite well when pressed into competition. A pair of 212 Inters finished first and second in the 1951 Carrera PanAmericana, with Piero Taruffi and Luigi Chinetti in the lead car, and Alberto Ascari and Luigi Villoresi close behind. The 212 could also be ordered in a strippeddown Export or competizione version. Even when built for racing, the Vignale was a car with striking savoir faire. In all, it is estimated, and only estimated, since the assignment of serial numbers in the
Early Road and Race Cars—Building an Image on Road and Track
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Proof 1
early years was less than precise, that around eighty Tipo 212 Inter
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(noncompetition models) and twenty-seven
much handwork that one must study even
Export (racing) versions were built.
the smallest appointments to appreciate the
The Vignale 212 Inter represents the quin-
craftsmanship that went into the cars: hand-
tessence of the Italian coachbuilder’s art in
tooled door pulls with small Vignale cloisonné
the 1950s. And it is here that the true romance
emblems, chromed window moldings and
of Ferrari’s early years can be seen. The beauty
trim work, hand-sewn leather and fabrics. In
of the Vignale lies in the intricate detail of
virtually every detail, inside and out, this was
each and every facet of design. There is so
the work of artisans.
Early Road and Race Cars—Building an Image on Road and Track
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Proof 1
By the early 1950s, Ferrari road cars were growing in number, and most of Italy’s leading design houses were producing coachbuilt bodies to fit the new 212 Inter. Ferrari first turned to Carrozzeria Pinin Farina in 1952, to design a stylish sport cabriolet. The design, as would be expected from the drafting board of Battista “Pinin” Farina, established a new styling trend with flat-sided body panels. The shape of many later sports cars can be seen in this first Pinin Farina Ferrari.
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This page: As production of Ferrari road cars progressed, interior treatments became more luxurious and leather to cover door panels and the transmission tunnel more common. Aside from the instruments and the basic outline of the dashboard, interior decor was at the discretion of the coachbuilder and the client.
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Proof 1
Far left: One of the most prominent styling characteristics of the Pinin Farina design on chassis 0117 E was the grille and forward air intake, both profusely embellished with chrome.
The engine for the 212 Inter was of 2,562.51 cubic centimeters (156.3 cubic inches) in displacement, fueled by three Weber 36DCF carburetors. Output was rated at 180 horsepower at 7,000 revolutions per minute, with 8:1 compression. (Other figures show 170 horsepower at 6,500 rpm.) Earlier engines had one 36 DCF Weber twin-choke carburetor and developed 130 horsepower at 6,000 rpm. The original Colombo sixty-degree V12 was fitted with lightalloy cylinder head and block, special cast-iron pressed-in liners, an increased bore of 68 millimeters (2.68 inches), and the standard stroke of 58.8 millimeters (2.315 inches). Power was delivered via a fivespeed crash box with direct drive in fourth gear.
Among the more striking designs on the 212 Inter was the very first collaboration between Ferrari and Pinin Farina, a
Proof 1
A handsome Farina cloisonné was placed at the center of the deck lid handle. The emblem was also placed on the front fenders with the name in chrome beneath.
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cabriolet on chassis 0117 E delivered June 17, 1952. It was a low-line two-seater distinguished by a grille of generous dimensions, a hood with double air intakes, and a sweeping, integrated fender line that combined a subtle but distinctive return of the taillight pod into the rear fender.
Ferrari
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most intriguing dual-purpose models. How then did one distinguish
detail; the body was flat sided, interrupted only by the wheel arches,
between a Ferrari race car and a Ferrari sports car in the early 1950s?
a most unusual design trait in the early 1950s.
If Piero Taruffi or Alberto Ascari was driving, it was a race car.
The distinction between road car and race car was still of little
Between 1948 and 1952, Ferrari continued to increase the swept
consequence, and several of Ferrari’s most alluring competizione
volume of his twelve-cylinder engines, with each succeeding version
also made superb Berlinetta and Spyder versions for the road. Of
more fortunate in competition than the last, and each with increasingly
the latter, the short-lived Tipo 225 S stands out as one of Maranello’s
attractive coachwork by Touring, Pinin Farina, and Vignale.
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Proof 1
One of the car’s most significant details was actually a lack of
Proof 1
The 212 chassis measured 2,250 millimeters (88.6 inches) with front and rear tracks of 1,270 millimeters (49.8 inches) and 1,250 millimeters (49.2 inches), respectively. Coachwork varied from builder to builder, with Vignale, perhaps only in the shadow of Pinin Farina, producing the most stirring designs of all. A number of 212 Inter and Export coupes were, in a word, unflattering. Those from Vignale were usually striking in appearance and anticipated designs that would appear elsewhere. The similarities between the 1951 Vignale coupe, pictured, and the much-coveted 340 Mexico are unmistakable.
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With sports cars continually profiting from the lessons of the race track, the outcome was often an interim model, such as the 225 S. While the Barchetta would become the most popular Ferrari body style on the Tipos 166, 195 S, and 212 chassis, the 225 S was by far the most exciting open car of its day. A listing of serial numbers shows that about twenty were built during the model’s single year of production, 1952, and that all but one had coachwork by Vignale: twelve Spyder and seven Berlinetta bodies. Of those, around half a
Luxurious interior detail of the 212 Inter by Vignale featured leather upholstery and plush carpet throughout. There is so much hand labor that one must study even the smallest appointments to appreciate the workmanship that went into the Vignale cars.
dozen had the Tuboscocca form of chassis-frame with double outer tubes, one above the other, joined by a trusslike arrangement, with additional tubing used to create a skeleton outline of the body shape,
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Proof 1
to which hand-formed panels could be fitted.
Top left: The standard door latch for the Ferrari 212 was a recessed handle actuated by pressing the lock button. This is the same basic design that would later appear on the Mercedes-Benz 300 SL production cars. Bottom left and right: A hybrid of the 212 Inter and the Export, this luxurious Vignale coupe was equipped with competition gas tank and fuel filler, and an exposed spare wheel, but with the luxurious trim and upholstery of the Lusso model. This example, chassis 175 E, is believed, though not documented, to have competed in the 1951 Carrera PanAmericana.
Proof 1
Opposite: Tucked neatly under the Vignale 212’s hood is a 2,562-cubic-centimeter, sixty-degree V12 delivering 170 horsepower.
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Proof 1
The 1952 Type 225 S pictured, chassis number 0160 ED, was driven for Scuderia Ferrari in the 1952 Tour of Sicily by Piero Taruffi. The second Vignale sports racing Spyder built, 0160 ED featured the traditional styling used on most of the 2.7-liter cars, including the distinctive ovoid ports cut into the front fenders. Among the most significant styling cues of the 225 S, these ports were not part of the original concept. They were added by Vignale following the Tour of Sicily to improve ventilation of the engine compartment. At the same time, Vignale removed the car’s running lights ,and the round openings that had flanked the oval grille were converted to air intakes, creating a new, more aggressive front visage that would be reprised on the Vignale-bodied 250 MM and 340 MM Ferraris.
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The interior of the 225 S was nothing exciting, but, as with all Vignale designs, even a simple instrument panel had an air of elegance. In this instance, the two large combination gauges were positioned on the dash in a slightly flared and lowered center fascia. The panel was accented with a bold Vignale emblem.
a wheelbase of 2,250 millimeters (88.6 inches) with front and rear
Colombo short-block V12, bored and stroked to 70.0 millimeters ×
tracks of 1,278 millimeters (50.4 inches) and 1,250 millimeters (49.25
58.8 millimeters, and a cubic capacity of 2.7 liters.
inches) respectively. The only notable difference was that the 225 S
Essentially an engine variation, the 225 S shared the 212’s chassis,
used 5.25 × 16 tires on the front, compared with the 212’s 5.50 × 16.
with double wishbone, transleaf spring front, and rigid axle, semi-
Rear tires were identical at 6.50 × 16. It was the car’s styling, more
elliptic spring rear suspension, and the same physical dimensions:
than anything else, that set it apart from other Ferrari of the period.
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Proof 1
The 225 Sport followed the design of the 212 Inter, with a
Opposite: A trio of 36DCF Weber carburetors delivered the air-fuel mix to the V12 engine in the 225 Sport. With an 8.5:1 compression ratio, output was 210 horsepower at 7,200 revolutions per minute discharged to the rear wheels via a five-speed gearbox integral with the engine. The capacity of the Colombo short-block was increased to 2,715 cubic centimeters by taking the bore out to 70 millimeters. While the engine remained basically Colombo, the roller cam followers introduced by Lampredi were used. Most engines also had twelve port heads.
Drivers and engineers always surrounded Ferrari (second from left). Here he is flanked by driver Alberto Ascari (far left), racing department director Federico Giberti, and chief engineer Aurelio Lampredi (far right). The photo was taken at the Grand Prix of Italy in February 1950.
Proof 1
A 212 Export Berlinetta, bodied by Vignale, won the 1951 Coppa Inter-Europa with driver Luigi Villoresi.
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Proof 1
Ferrari took the checkered flag in the 1951 Mille Miglia with a 340 America driven by Luigi Villoresi in number 405.
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Proof 1
In the 1952 Mille Miglia, Ferraris lined the street at the start. At the front of the queue is a Ferrari 340 America; behind it is the 250 S that won the race, with driver Giovanni Bracco beating a Mercedes-Benz 300 SL in the only event that year not won by the Mercedes team. Bracco’s car, number 611, makes a photo finish just minutes ahead of the second-place Mercdes-Benz 300 SL.
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In May 1952 the car pictured, originally driven for Ferrari by
1955, this same car finished sixth overall in the 1000km of Buenos
Piero Taruffi, was sold through a dealer in Rome to Roberto Bonami,
Aires. It has led what most would call a charmed life—never crashed,
who campaigned the 225 Sport throughout South America, winning
never abused, still with its original engine, and in good hands from
the 1953 Buenos Aires 1000km race and the Argentine Sports Car
the day it was built. It is a far cry from that first “small, red and
Championship in both 1952 and 1953. Two years later, on January 23,
ugly” Ferrari.
Early Road and Race Cars—Building an Image on Road and Track
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Proof 1 2C
With a body very similar to the Vignale 212 Berlinetta, a Ferrari 225 S Berlinetta, also bodied by Vignale, dashes through a turn on its way to a first place at the 1952 Circuit di Les Sables d’Oionne.
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Chapter 4 Road Cars of the 1950s
The best material is nothing more than raw cloth until it falls into the hands of a tailor. Enzo made the finest cloth. . . . His tailors made Ferraris. By the mid-1950s, Ferrari was primarily relying on Pinin Farina and Vignale to design and produce a substantial number of road cars. Carrozzeria Vignale catered to a number of prominent postwar Italian automakers, including Ferrari, but, compared with Touring and Pinin Farina it was a relatively new company. The Vignale brothers had established their small workshop in Turin’s Grugliasco district in 1939, but it was not until after the war that Vignale became successful. In the early postwar years, Alfredo Vignale attracted a number of his former workmates away from the big Pinin Farina concern, establishing his carrozzeria as a small, more contemporary design house. Vignale later moved to a new facility in Turin and took in a partner, Angelo Balma, and a promising young designer named Giovanni Michelotti. Within two years, Carrozzeria Vignale had become a recognized car body designer, and through the firm’s work for Ferrari in the early 1950s, it rose to international fame. From 1950 to 1953, the Vignale works
Road Cars of the 1950s
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produced bodies for Ferrari that won three Mille Miglias and one Carrera PanAmericana.
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The 410 Superamerica was a road car in the fullest sense, as its size and weight, an average of 3,500 pounds, would have given it a decided handicap in racing. The handling and ride characteristics of the 410 Superamerica were better suited to vast open highways and cross-country touring than to winding mountain roads and city traffic. Given a good stretch of blacktop, the 4.9liter V12 could propell the 410 well into the triple digits.
Lloyd Wright in the heart of New York City. Hoffman offered a
discontinued in 1953 and overlapped with the short-lived 340
selection of stunning new sports cars from Porsche, BMW, and
America, 342 America, and 375 America, introduced in 1953. These
Mercedes-Benz, including the 1954 300 SL Gullwing Coupe, the
were the first Ferrari road cars to gain a foothold in the United States,
automotive scion of the world-beating 1952 Mercedes-Benz 300
where, by the early 1950s, Luigi Chinetti had established Ferrari as
SL race cars. Like Chinetti, Hoffman had the pulse of America’s
the most prestigious line of imported sports and racing cars.
sports car elite, and the battle for sales was fought all the way from
Chinetti had some pretty tough competition, sharing the New
the showroom floor to the pits at Watkins Glen and the Pebble
York spotlight with the automotive importer and entrepreneur
Beach road races in California. But Chinetti had something
Max Hoffman, who had a plush showroom designed by Frank
Hoffman didn’t. He had Ferrari.
Opposite: The Pinin Farina design for the 410 Superamerica surrounded Ferrari’s bold oval grille with high crowned fenders stretched into one fluid line along the length of the body and into a pronounced kickup just behind the doors.
Road Cars of the 1950s
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Proof 1
Ferrari’s road cars were composed of the 212 series, which was
Proof 1
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Ferrari
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When the 410 Superamerica was unveiled in 1956, it became
right-hand drive, just like the factory race cars! It wasn’t until
the first Ferrari road car intended to be sold in North America. It
production of the last 212 models that a left-hand drive Ferrari had
came on the heels of a short series of interim models beginning with
even been considered. The 342 series was also short-lived, concluded
the 340 America, a car that proved moderately successful, although
after only six examples. It was a stopgap between the 340 America
of the twenty-two constructed, only eight were even discernible
and the new, more powerful 375 America.
as road cars. The 340 was followed in the winter of 1952–53 by
The 375 had its engine capacity increased to 4.5 liters (4,522.94 cubic
the more luxurious 342 America, the first road car offered with
centimeters or 275.8 cubic inches) with a bore x stroke of 84 millimeters
left-hand drive. All Ferrari models before the 342 America were
× 68 millimeters (3.307 inches × 2.68 inches) and three twin-choke
Road Cars of the 1950s
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Proof 1 2C
The car’s elegant profile was accentuated by a wraparound backlight, slightly finned rear fenders, and a distinctive rear fender cleave that swept downward to the rockers, creating a sweep panel effect from the doors forward. Like the 340 and 375 America before it, the 410 was designed with the American market in mind. The master of design, Sergio Pininfarina, photographed by the author in 1981, when Pininfarina opened the Carrozzeria Italiana exhibit at the Pasadena Conference Center, in Pasadena, California. Explained Pininfarina: “It is not a matter of styling the car in one way more than another but designing the right type of car for the [American] market.”
The interior of the 410 Superamerica was more finely detailed than that of any previous Ferrari model. The car utilized a four-speed synchronized (Porschetype) transmission but with different gear ratios from the 375 America. The most disconcerting feature of the transmission was that, on the majority of cars, first gear was found forward and to the right, and fourth was back and to the left.
42DCZ Webers replacing the 40DCF used on the 342. This new, more powerful model had been designed principally for Chinetti’s North American clientele, whereas the companion 250 Europa, also introduced in 1953, was intended for the European market. Both models were unveiled at the Paris Motor Show in October and with the exception of engines, were almost identical. The Europa was fitted with a smaller, 3-liter V12. Production of the 375 America ended a year later, after approximately thirteen cars were built, the majority of which were bodied as coupes by Pinin Farina. With such limited production numbers, it is easy to understand the high values placed today on so many early Ferrari models. In Detroit the construction of handcrafted cars was fast becoming a thing of the past by the early 1950s, and in Europe the introduction of unit-body construction after the war was further diminishing the demand and capacity for producing bespoke coachwork. Ferrari was an exception,
Proof 1
still building cars in the manner of a decade before, delivering rolling chassis to the local
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Ferrari
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Chrome was a Ferrari’s best friend in the 1950s. The pronounced oval grille of the 410 Superamerica was dramatically balanced by the use of brightwork around the functional side vents (the first use of side vents on a road car), on the deck lid, and the front and rear bumper treatments.
carrozziera to be individually bodied. In the very early
son Sergio, began working closely with Maranello to
postwar years, Ferrari relied on Carrozzeria Touring
design coachwork equal to the expectations of Ferrari’s
and Stabilimenti Farina.
wealthy clientele.
Farina, which opened its doors in 1905, was one of
Recalled Sergio Pininfarina: “After the war, in
the oldest body builders in Turin. From the house of
1947, my father designed the best car he ever did, the
Farina came talented designers such as Mario Boano,
Cisitalia. I think it set the pace for the design of sports
Giovanni Michelotti, and, of course, the youngest
cars throughout the next decade. Indeed, it is virtually
Farina brother, Battista “Pinin” Farina, who established
impossible to look at any European sports car designed
his own atelier in 1930. Two decades later, Pinin Farina
in the 1950s and fail to see some resemblance to the
took over the work of Stabilimenti Farina and, with his
Cisitalia. As I look at it today it is still so simple, so
Road Cars of the 1950s
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The 4.9-liter V12 engine was similar to the ones employed on the 1951 Formula One and on all sports cars until 1954. Displacement, however, was brought to the 5-liter limit through the use of new liners. The Lampredi-designed long-block sixty-degree V12 displaced 4,961.57 cubic centimeters (302.7 cubic inches) with an 88 x 68 millimeter (3.46 x 2.68 inch) bore x stroke, 8.5:1 compression ratio, and an output of 340 horsepower at 6,000 revolutions per minute.
Proof 1
The 375 MM was a purebred race car. This 1954 example is shown in competition with driver Jocky Maasland.
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Ferrari
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Left: The 250 MM, this example from 1953, was driven to victory by Luigi Villoresi in the Grand Prix at Monza.
Right: Enzo Ferrari (left) poses with the great Italian designer Battista “Pinin” Farina in front of the 250 MM at Monza.
Road Cars of the 1950s
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The 250 MM’s wheelbase measured 2,400 millimeters (94.5 inches), the shortest Ferrari had built since the 212 Export at 2,250 millimeters (88.6 inches) and the 166 MM at 2,200 millimeters (86.6 inches). The example pictured is one of the most distinctive of the Vignale Spyders. Car 0332 MM was completed in early April 1953 as the ninth of twelve Vignales. The Spyder was originally delivered to the Scuderia Ferrari factory team and remains the only 250 MM Spyder to have such distinction. While each 250 MM varied in appearance, the 0332 MM was highly distinguished by Vignale’s use of faired-in headlights, an aggressive frontleaning stance, and foreshortened front fenders. Notable Vignale traits were also the fender ports, triangular vents in the rear fenders, and air ducts in the rocker panels. This car competed in a total of twenty-five races from April 1953 to April 1956, beginning with the ’53 Mille Miglia (fifth in class, ninth overall). The car’s competition record includes five victories and four second-place finishes.
well proportioned, a masterpiece, difficult to
being responsible for the relation with Mr.
add anything to.”
Ferrari? He was a difficult man, a great man,
The 1950s was an important period for the
a man that, with my father, gave me my point
Pinin Farina factory as it began to work with
of reference for the love and dedication to
Ferrari. Sergio Pininfarina said, “In Italy, I would
automobiles.”
say we began to work with all the automobile
Although Pinin Farina had created several
manufacturers, and in Europe, with Peugeot, in
significant cars for Ferrari by 1956, the design
England, British Leyland, and some Japanese
of the 410 Superamerica was perhaps the most
firms. My father was also the first Italian to design
significant. Only nine examples of the 410
an American-built car, the Nash Ambassador,” Superamerica were produced by Pinin Farina
Proof 1
The cockpit of the 250 MM was just that, a place for the pilota, a traditional right-hand-drive racing configuration with two large combination gauges, bucket-type seats, and a large, wood-rimmed steering wheel. The 250 MM was equipped with a new four-speed all-synchromesh transmission.
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added Sergio with a note of pride. But it was
in this original style, but the styling cues created
Enzo Ferrari who brought the most prominence
for it were carried on for nearly a decade.
to Pinin Farina, not for the volume of work
Discussing the original 410 Superamerica
Maranello provided but rather because of the
design, Sergio Pininfarina said, “It [was] not a
adulation each new design received from sports
matter of styling the car in one way more than
car cognoscenti the world over. Pininfarina has
another but designing the right type of car for
designed almost every Ferrari road car produced
the [American] market. The car is not always
in the last fifty years.
moving, and it must be something that the
Explained Sergio, “My inclination for
driver enjoys just looking at. And then people,
sports cars is understood when you realize
ordinary people on the street, look at the car
that when I was twenty-five years old, in 1951,
also, and they must see something special. It
my father gave me responsibility of the Ferrari
must have a definite personality that shows to
section. Can you imagine a young engineer
the public distinctively that this is a Ferrari.”
Ferrari
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The competition V12 engine in this 250 MM delivered 240 horsepower at 7,200 revolutions per minute from a swept volume of 2,953 cubic centimeters (78 x 58.8 millimeters). The engine used one spark plug per cylinder and three Weber 36 IF4/C fourchoke carburetors.
Car 0423 SA, trimmed in white with a contrasting black roof, graced the Ferrari stand at the Brussels Auto Show in February 1956. The 410 Superamerica turned more than a few heads, and its styling would become the foundation for the 250 GT PF coupes and the later 250 GT Berlinetta Tour de France design, and would strongly influence the 250 GT Cabriolet and Spyder California, with its distinctive rear fender kickup. The 410 Superamerica had replaced the 375 America both
rounded coachwork of early Ferrari road cars, such as the first Tour
many of the same components along with the successful Lampredi-
de France models, and other examples bodied by Pinin Farina,
designed V12 engine that had won the Vingt-quatre Heures du Mans,
Vignale, Touring, and Carrozzeria Ghia.
the Buenos Aires 1000km, and the PanAmerican road race. Noted
Preceding the 410 Superamerica was a 375 concept car displayed
Enzo, “Lampredi was undoubtedly the most prolific designer Ferrari
at the Turin Motor Show in 1955. The styling of this sensational
ever had: starting from the 1½ liter, 12-cylinder, he first produced
coupe, also in white with contrasting black roof, clearly predicted
the 3-liter, then the 3,750cc, then the 4-liter; these were followed by
the body lines and color scheme of Pinin Farina’s forthcoming 410
4,200cc, the 4½ liter and 4,900cc; all 12-cylinder engines.”
Superamerica. The renowned Ferrari historian Antoine Prunet
The Lampredi V12 for the 410, increased to almost 5 liters, was
wrote that the 410 “represented important progress in the design of
given new cylinder barrels of an extreme 88-millimeter (3.46-inch)
the engine, the chassis, and the body.”
bore, while the 68-millimeter (2.68-inch) stroke was retained, giving
As a bare chassis and engine displaying Ferrari’s latest
the engine a displacement of 4,961.576 cubic centimeters (302.7
developments, the 410 Superamerica was shown at the Paris Motor
cubic inches). Utilizing three twin-choke 42DCZ Weber downdraft
Show in October 1955, and the following February it returned,
carburetors and a compression ratio of 8.5:1, the sixty-degree V12
clothed with the spectacular Pinin Farina body. The 410 utilized
now delivered 340 horsepower at 6,000 revolutions per minute,
Road Cars of the 1950s
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Proof 1 2C
mechanically and aesthetically, the America still bearing the heavier,
Proof 1
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and versions produced in 1958 and 1959, with 9:1 compression,
springs, as had been done on the Europa GT. Both the front and rear
developed a staggering 400 horsepower at 6,500 revolutions per
track were also increased from the 375 model by 130 millimeters, to
minute. Of course, at this point in history Ferrari was planning to
1,455 millimeters (58.4 inches) and 1,450 millimeters (58.2 inches),
sell cars in the United States, where such excessive power was the
respectively. Chassis length remained at 2,800 millimeters (110.0
sine qua non. But for Ferrari, this was to be the largest displacement
inches) until the 1958 and 1959 models, which were reduced to
engine ever to power a touring car.
2,600 millimeters (102.3 inches).
The chassis of the 410 employed designs already in use on the 250
The styling of Pinin Farina’s 410 Superamerica was quite similar
GT, specifically the front suspension, where the single transverse leaf
to a trio of Boano-bodied 250 GTs, also of 1956. This, however, was
spring used to support the A-arms on the 375 was replaced by coil
not unusual, as Pinin Farina and the Boano organization (which
Ferrari
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The Superfast 1 design was on the cutting edge, even by Pinin Farina standards, with its bold tail fins and triangular integral tail lights.
Superamerica sold for an astounding $16,800. To even begin to put
collaborated, and at times it was difficult to tell one coachbuilder’s
that in perspective, the most expensive American car in 1956, the
car from the other’s except for the Farina emblem, or the lack of a
Cadillac Fleetwood Seventy-Five Limousine, sold for $6,240. Even
body maker’s insignia on the Boano-built cars.
a year later, when Cadillac introduced the ultra-luxury Eldorado
For 1956, Ferrari’s Gran Turismo cars included the Boano 250 GT coupe, the Scaglietti lightweight 250 GT Berlinetta, at this time
Brougham, with the highest price for any American car of its day, it was still more than $3,000 less than the Ferrari.
produced in very limited numbers almost exclusively for competition-
With such a high price, it is no wonder that only fourteen
minded customers, and the equally limited-production 410 SA coupe,
Superamericas were produced: their serial numbers (odd numbers
built in no greater volume than one per month.
only) were from 0423 SA to 0497 SA. Ghia and Boano also produced
Although no two 410 Superamericas were exactly alike, those
coachwork for this model: Ghia built one coupe, the radical Chrysler
bodied by Pinin Farina were similar in appearance and considered
Gilda and the Dart-inspired 410 Superamerica, while Boano
the most aggressive yet offered as Ferrari road cars. In 1956 the 410
produced a single convertible and coupe. Pinin Farina prepared
Opposite: Battista “Pinin” Farina was also testing the waters with a 1956 concept car, the Superfast I, built on chassis 0483 SA. For this model, the coachbuilder shortened the Superamerica chassis by 20 centimeters. One of the first cars to propose enclosed headlights, the Superfast I also featured a pillarless windshield.
Road Cars of the 1950s
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Proof 1
produced the Ferrari 250 GT Boano/Ellena 1956–1958) occasionally
Shown at the 1957 Turin Motor Show, the 4.9 Superfast brought into production the innovations of the 1956 Superfast 1. Also the work of Carrozzeria Pininfarina (now spelled as one word), the 4.9 Superfast was one of the most elegant sports cars of the show.
a luxury, custom-built model, the Superfast I, number 0483
of the short-block Colombo-designed V12. Although the larger,
SA. This was a very special model on a shortened 410 SA chassis,
long-block Lampredi engine had been successfully converted from
which had been fitted with the twin-ignition racing engine used
a 4.5-liter Grand Prix engine into a suitable sports car power plant,
in the Scaglietti-bodied 410 Sport Spyders. Other features of the
Enzo Ferrari still believed in the original Colombo design.
Grugliasco designer’s genius on this car were faired headlights, the large, oval grille, and the pillarless windshield.
Proof 1
improved, increasing the displacement from an initial 1.5 liters to
In 1956, the short Superfast frame was used for the Series 2 410
2.7. In the spring of 1952, another manipulation of the bore and
Superamerica, of which seven were produced. Two years later, the
stroke doubled the engine’s original swept volume. The new 250
Series 3 410 Superamerica was introduced in Paris, after having
Sport engine, while maintaining the stroke at 58.8 millimeters
undergone a good number of body-work and engine changes.
(2.320 inches), had the bore increased from 70 to 73 millimeters
Approximately twelve examples were produced.
(2.875 inches), for a total displacement of 2,953 cubic centimeters
Back in 1952, Ferrari had also decided to continue development
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Since its introduction, the Colombo V12 had been continually
(180 cubic inches). This new engine was fitted with pistons giving a
Ferrari
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Left: Every detail of the body was hand finished right down to the side louvers. Right: The 4.9 Superfast had one of the most luxurious interiors of any Ferrari built in the early 1950s, and featured, among other things, an AM radio built into the passenger’s side of the dashboard.
robust 9.0:1 compression ratio and when paired with three Weber 36 DCF carburetors, it was capable of producing 230 horsepower at 7,500 revolutions per minute. The revised engine was mounted in a Vignale-bodied Berlinetta similar in appearance to the older 225 Sport, and this was the car Giovanni Bracco drove to victory in the 1952 Mille Miglia. The Ferrari historian Hans Tanner described the 1952 Italian road race as one of the greatest battles in the history of motor racing, as Bracco took on the whole of the Mercedes-Benz team. Up against bad weather and the incomparable Karl Kling driving a 300 SL, Bracco battled for the lead, gaining and losing it several times until the final leg of the race over the Futa Pass. “Using his knowledge of the treacherous road,” wrote Tanner, “Bracco caught up with and passed the Mercedes. When he reached Bologna at the foot of the pass, he was four minutes ahead of Kling, a lead he maintained for the balance of the race through Modena, Reggio, Emilia and Piacenza.” This was the only defeat Mercedes-Benz suffered in its championship 1952 season. The 250 Sport, denoting the new individual cubic centimeter displacement of one cylinder, was used
The Superfast was also equipped with the twinignition racing engine used in the Scagliettibodied 410 Sport competition spyders.
as a test platform in and around Maranello before being handed over to Bracco for the Mille Miglia.
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Proof 1
The successful debut of the 250 Sport was just the beginning. The car next appeared in the 24 Hours
Proof 1 2 T
The 410 Supermerica Series III was the last of the 410 models. This example, serial number 1495 SA, is the last of the run of twelve cars and also has the distinction of being the last car to use the Lampredi 4.9liter engine. It is owned by former Chrysler designer Dave Cummins, who says that the Series III “was a big Ferrari, and scale played a prominent role; indeed, the designer used counterpoints to play it up. Some of the basics were given: long hood, short deck, small cab, large sixteen-inch Borrani rims with huge finned brake drums, all in a relatively taut package. Moreover, wheel track was larger than on any street Ferrari to date, an impressive 100 millimeters of added width over the 250 series. This, on the 410, required substantially larger wheel openings. Farina kept them round and unadorned, which allowed the Borranis to be the primary reading in this area of the design— accentuating the employment of a Ferrari element, pure and simple.” (Photograph by Don Spiro)
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However, time was short, and at the 1952 Paris Motor Show only a bare chassis and engine were displayed. Nevertheless, the 250 Sport’s legendary season was enough to generate orders for the production version. The original Paris Motor Show chassis was sold in the fall to the Italian movie director Roberto Rossellini and sent to Carrozzeria Vignale for completion as a Competition Spyder. The production version 250 MM was equipped with twelve port heads and three four-choke 36 IFC/4 Webers. Output was increased from the 250 Sport’s 220 of Le Mans, this time being driven by Alberto Ascari and Luigi
horsepower at 7,000 revolutions per minute to 240 horsepower at
Villoresi. The two led for much of the race but were unfortunately
7,200 rpm. Both Berlinetta and Spyder configurations were offered
forced to quit after minor mechanical problems put them out.
with the majority in Berlinetta form bodied by Pinin Farina. A total
The 250 then appeared at the twelve-hour race at Pescara, once
of twelve Spyders were bodied by Vignale in two distinct series.
again driven to a first overall by Bracco.
At the time, Ferrari had looked upon the 250 Sport merely as
For the final outing of the season, the 250 Sport was taken to
a normal evolution of a well-proven and time-tested design. But
the Carrera PanAmericana, where Bracco led for five of the eight
rather than the last throes of the old Colombo engine, the 250 Sport
legs before having to retire with gearbox failure on the seventh.
marked the beginning of Ferrari’s longest-running series, the 250
Convinced by the success of the 250 Sport, Ferrari decided to put this newly developed engine into a series-built chassis.
GT. For nearly a decade, some 3,500 motors of almost identical design would power road car and race car alike.
Ferrari
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Right, top and bottom: Inside, all of the 410 Superamerica models were lavishly appointed. By the time Series III cars were built, they had reached a new level of fit and finish with the use of supple leather upholstery and leathercovered instrument panels. This car has an offset mounted hand brake (just forward of the driver’s seat on the right) but also retains the bracket for mounting the earlier type hand brake under the instrument panel. This was obviously a last minute design change. (Photographs by Don Spiro)
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Proof 1
This 410 Superamerica has the distinction of carrying the very last Lampredi 4.9-liter V12 built for the series. (Photograph by Don Spiro)
250 TR “Testa Rossa” The Red Head
car was driven in Nassau by Richie Ginther, but in its first outing the
the cylinder heads on the latest derivative of Gioacchino Colombo’s
250 TR failed to finish. This was to be one of the very few times a 250
V12. Now with a swept volume of 3,000 cubic centimeters, the
TR would not finish a race or, more often, win it. The factory team
engine made its debut in November 1957 under the hood of the
would win ten of twenty races entered between 1958 and 1961 in
first customer version of the 250 Testa Rossa, chassis 0710. The silver
World Sports Car Championship events and take the checkered flag
Ferrari was purchased by the West Coast distributor and race driver
at Le Mans in 1958, 1960, and 1961! In addition to the Testa Rossa’s
John von Neumann, who sent the car from Italy on a circuitous trip
three wins at the Circuit de La Sarthe, privately entered 250 Testa
to the 1957 Nassau Speed Week event via New York and Florida. The
Rossas finished fifth and sixth at Le Mans in 1958.
Proof 1
It was a paint color. To be exact, the red crackle paint used to cover
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Tipo 500 TRC, built in 1956–57, had a swept
coachwork by Scaglietti with bold, pontoon-
volume of 2,000 cubic centimeters (versus
style cutaway front fenders that left the massive
1,984.8 cubic centimeters for the Mondial)
oval grille standing alone. Later versions, like
and 190 horsepower, 30 more than the Series 1
the silver example shown, chassis 0672, also
and 20 more than the Series 2 Mondials. These
once owned by John von Neumann, had the
first Testa Rossas won numerous international
smoother fender line integrated into the grille.
championship races, including the 2-liter class
Neither twelve-cylinder model, however, was
and second overall at Nassau in 1956, with
the first Ferrari to bear the Testa Rossa name.
a repeat in 1957, the 2-liter class in the 1957
The first Testa Rossas were powered by a four-
Mille Miglia, the 1000km of Buenos Aires and
cylinder Ferrari engine replete with red crackle
Venezuela; and, in America, the 500 TRCs won
paint that had evolved from the factory’s earlier
top-place standing in class for the 1958 USAC
2-liter Mondial race cars. There were Series 1
Championship. The 2-liter Testa Rossa was
(1954) and Series 2 Mondials (1955–1957),
discontinued in 1957, when Ferrari introduced
both with four-cylinder engines. The Mondials,
the new 3-liter 250 TR model.
unfortunately, proved no match for the new
The 250 TR was the ideal vehicle for
2-liter Maseratis. The first Testa Rossas, the
reviving Colombo’s seasoned V12 engine, now
The Series I Testa Rossa is perhaps the most visually stunning with its bold pontoon front fenders. The number 26 car finished fourth at Buenos Aires in 1958 with driver Piero Drogo. Car number 211 was raced by Richie Ginther at Santa Barbara in 1958, and car number 16 was driven by J. M. Galia at the Circuit Cumbres de Curumo in 1960.
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Proof 1
The earliest V12 models featured distinctive
The silver Series 2 Testa Rossa pictured, serial number 0672, is from the Bruce Meyer collection and began life as one of only two 1957 TRC 625 models. Now considered a TRC 625/250 TR, it was originally purchased by the West Coast Ferrari importer and race driver John von Neumann and campaigned in Southern California by von Neumann and Richie Ginther.
at 2,953 cubic centimeters, with a phalanx of six twin-choke Webers and a stirring output of 300 horsepower. Top speed, dependent upon gearing, was more than 170 miles per hour. The frame for the 250 Testa Rossa was along lines similar to those of the 300 SL and Maserati Birdcage, utilizing a multitube configuration beneath the stunning Scaglietti coachwork. Sergio Scaglietti not only built the 250 TR but designed it as well. The Gabbia or cage (thus the Maserati’s designation Birdcage) was just that, a complete metal framework matching the contours of the outer skin, which was shaped on styling bucks and attached over the metal substructure. The Testa Rossa is regarded as one of the most visceral sports car designs of all time. As functional as they were beautiful, the massive long nose and grille were designed to draw as much air as possible to the brakes and radiator. The projecting pontoon fenders housed the covered headlights, giving the car its striking appearance but not offering the aerodynamic advantages of the more enveloped body design introduced with the Series 2 Testa Rossa. The balance of the 250 TR’s underpinnings were Ferrari’s “conventional” bill of fare—an independent front suspension utilizing coil springs, live rear axle with semielliptical springs, drum brakes, and a four-speed all-synchromesh gearbox located up front. Nothing was strikingly new about the driveline, only the increased power and the remarkable coachwork, which had been crafted by Carrozzeria
Proof 1
Scaglietti. That, however, was enough.
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Above and facing page: Testa Rossa meant “Red Head.” To be exact, the red crackle paint used to cover the cylinder heads on the latest derivative of Gioacchino Colombo’s V12. The 250 TR was the ideal vehicle for reviving the seasoned V12, now at 2,953 cubic centimeters, with a phalanx of six twin-choke Webers and a stirring output of 300 horsepower. Top speed, dependent upon gearing, was more than 170 miles per hour. Note that the inside of the rear deck lid is signed by John von Neumann. The fuel tank for the 250 TR consumed the entire rear of the car with the filler accessed through an opening in the driver’s head fairing.
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Coachwork for the Testa Rossa was by Carrozzeria Scaglietti in Modena.
Right: The later Testa Rossa models had their front fenders integrated into the body, giving the cars a more aerodynamic profile, compared with the earlier pontoon fender design.
Proof 1
Sergio Scaglietti penned what is arguably the most beautiful sports racing car ever. From any angle the 250 TR is a study in flowing contours that surround one of the most successful engine and driveline combinations of the 1950s.
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The silver Series 2 car pictured, serial number 0672, is from the Bruce Meyer collection and began life as one of only two 1957 TRC 625 models. Now considered a TRC 625/250 TR, it was originally purchased by the West Coast Ferrari importer and race driver John von Neumann and campaigned in Southern California by von Neumann and Richie Ginther. John von Neumann had one of the most important distributorships in the country, Southern California, where he was the importer for both Porsche and Ferrari, about as good as it got in the 1950s and ’60s. When Ferrari introduced the 500 TRC, it was von Neumann who convinced Enzo to built two Testa Rossas with the 2.5-liter Le Mans engines, one of which was 0672. (The 625 was a four-cylinder 2.5-liter Grand Prix engine, whereas the 250 TR was the new 3.0-liter V12 evolved from the original Colombo design.) The first of the two 2.5-liter cars, it was shipped to the Auto Club of Mexico on March 24, 1956, where it remained in storage until von Neumann raced it at Avandaro in April. His first
Proof 1
The driver’s head fairing concealed the fuel filler, which was located beneath the cantilevered rear deck lid.
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time behind the wheel of the Testa Rossa earned
Like all Ferrari race cars, the 250 TR was righthand drive, with the shifter to the driver’s left. The large central tachometer was the most important gauge on the panel, with redline indicated at 6,500 revolutions per minute. Oil temperature, oil pressure, fuel level, and water temperature completed the instrumentation. There was no need for a speedometer. It was part of the pit crew’s job to compute speed and lap times.
him a checkered flag. The car was then shipped back to Precision Motors in Los Angeles, where Richie Ginther and von Neumann campaigned 0672 for the balance of the 1957 racing season. Including victories at Santa Barbara, Salt Lake City, Pomona, Sacramento, and San Diego, the Testa Rossa and its two seasoned drivers won a total of eleven races by year’s end. The following year, 0672 was refitted with the new 250 Testa Rossa engine. Unfortunately, in 1958, the stars were not aligned for the 250 TR or for Ginther and von Neumann. Ginther won only a single race in Mexico City. Two years later he blew up the engine at the Times-Mirror Grand Prix at Riverside, and in 1961 von Neumann sold 0672 to his fellow auto importer and race team owner Otto Zipper. The Testa Rossa began a new life with Zipper’s team under the skilled hands of the legendary Ken Miles. The car’s first outing for Otto Zipper’s racing team was at Santa Barbara in May 1962, where Miles handily won the event. Later in the year, Miles blew up the engine at Pomona, and Zipper decided to retire the sixyear-old race car. By then John von Neumann had retired as well, not only from racing but from his import business, after selling his Southern California region dealership to Volkswagen AG and becoming a very wealthy man. As for 0672, it has been flawlessly restored and has a very nice home in Bruce
Proof 1 2C
Meyer’s garage.
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Driving for the Otto Zipper team in 1960, Ken Miles pilots the number 0672 Testa Rossa at Riverside International Raceway. Bottom left: Owner John von Neumann raced 0672 at the Pomona L.A. City fair grounds in 1959. Left: Richie Ginther sits behind the wheel, guiding the 250 TR off the car hauler before the race at Pomona in 1959. Below left: John von Neumann and 0672 at the Santa Barbara races in September 1958. Center: Ginther (left) and John von Neumann discuss the 250 TR prior to a race in the late 1950s.
Zero to Sixty Years—The Road Cars Evolution of the of 1950s Ferrari
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Proof 1 2 T
(All photographs by Dave Friedman)
Proof 1
The design for the 250 GT Berlinetta Tour de France followed the Mercedes-Benz 300 SLR accident at Le Mans in 1955. This tragedy marked a turning point for sports car racing, which had progressed to where competition sports cars were closer to Grand Prix cars. As a result, the Fédération Internationale de l’Automobile created new racing classes, and with help from Pinin Farina, Ferrari was ready to compete in the new GT category by 1956 with the 250 GT (Grand Touring) Berlinetta Tour de France.
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The Tour de France was a sleek, closed car designed specifically for racing. By design, a Berlinetta is a lightweight, streamlined body trimmed for racing—this being the distinguishing characteristic between a Berlinetta and a traditional coupe. The first series Tour de France, such as this 1956 model owned by Richard Gent, were unlike any Ferrari competition sports cars. Below: Enzo Ferrari watches as his mechanics work on a V12 engine in 1953.
Within the Ferrari lineage, the 250 GT SWB Berlinetta was one of those rare cars afforded legendary status by sports car enthusiasts from the day it was introduced. Why this model, designed for Ferrari by the distinguished engineer Giotto Bizzarini (who would later go out on his own and build sports cars)? It was simply the right car at the right moment, introduced on the heels of one great design—the 250 GT Berlinetta Tour de France—and preceding an even greater car—the Ferrari 250 GTO. The 250 GT SWB Berlinetta was the veritable bridge between two of Ferrari’s most significant road and race cars of the 1950s and ’60s. The design for the 250 GT Berlinetta Tour de France followed the tragic Mercedes-Benz 300 SLR accident at Le Mans in 1955, where the race driver Pierre Levegh was killed after a failed attempt to avoid hitting a slower car. His streamlined Mercedes careened off the back of Lance Macklin’s Austin-Healey after
Road Cars of the 1950s
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Proof 1 2 T
Macklin inadvertently cut him off trying to avoid Mike Hawthorne’s Jaguar. Levegh’s car slammed into
a retaining wall, where it burst into flames, catapulting burning wreckage into the crowd. More than eighty spectators lost their lives in what was to become the worst accident in the history of Le Mans. It also marked a turning point for sports car racing, which by 1955 had progressed to where competition sports cars were closer to Grand Prix cars than to road cars. As a result, the Fédération Internationale de l’Automobile (FIA) created new racing classes under the title Grand Touring. With help from Pinin Farina, Ferrari was ready to compete in the GT category with a brand-new sports car, the 1956 250 GT (Grand Touring) Berlinetta Tour de France. This was a sleek, closed car designed specifically for racing. As Sergio Pininfarina
Proof 1
Tour de France interiors were generally afforded minimal trim, insulation, and accessories, making them louder and less comfortable but not unbearable. As each car was essentially built to order, some were more luxuriously appointed than others, while a few could best be described as having gutted interiors. This example managed to combine the best of both, and even throw in some fitted luggage.
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explained to the author some years ago, a Berlinetta by definition is a lightweight, streamlined body trimmed for racing—this being the distinguishing characteristic between a Berlinetta and a Under the hood, the Tour de France was all business with the 250 GT engine delivering 240 horsepower at 7,000 revolutions per minute. The V12 breathed through three Weber 36 DCF carburetors.
traditional coupe. Berlinetta actually means “little sedan” in Italian. Their interiors were generally afforded minimal trim, insulation, and accessories, making them louder and less comfortable but not unbearable. As each car was essentially built to order, some were more luxuriously appointed than others, while a few could best be described as having gutted interiors. The Tour de France, a name affectionately given the early 250 GTs following their domination of the ten-day-long race in 1956, remained in production until 1959, by which time the new SWB Berlinetta was waiting in the wings. Far removed from the competition scene was another Ferrari, also called 250 GT, this a pure road car produced by Pininfarina, which formally changed the spelling of its name to one word in 1958, after
The 250 GT PF coupe became the first standard-production Ferrari
located in such a way that an independent rear suspension would
sports car. Thus, the Gran Turismo initials have been variously
have provided no advantage. The front suspension was wishbones
applied to any number of Ferraris. The 250 GT SWB Berlinetta,
and coil springs with an antiroll bar—the rigid axle rear, leaf springs,
however, was by no means a typical road car.
and radius arms.
Bizzarini, Carlo Chiti, and Mauro Forghieri had completed
Bizzarini’s goal had been to improve the handling of the long-
development of the prototype in 1959, utilizing a wheelbase
wheelbase 250 GT, and this he skillfully accomplished with the
measuring only 94.5 inches. The new car used a solid rear axle
SWB Berlinetta. Although the pure road car or Lusso models
Road Cars of the 1950s
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Proof 1
the design firm opened new facilities in Grugliasco, outside Turin.
Proof 1 2C
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were more softly sprung, the hard suspension of the competition
As a result of the GT’s redesign, shorter overall length, reduced
version gave the 250 SWB terrific cornering power in exchange for
weight, and increased output—280 horsepower at 7,000 revolutions
its harsher ride.
per minute versus 260 horsepower at 7,000 rpm for the Tour de
Ferrari unveiled the 250 GT SWB Berlinetta at the Paris Motor
France—the SWB 250 GT was faster and handled better than its
Show in October 1959. On the short 94.5-inch wheelbase, overall
predecessors, making it an even more ominous competitor. All of
length was only 163.5 inches, (13.6 feet). The blunt-looking fastback
the cars were equipped with four-speed synchromesh gearboxes,
carried a classic Colombo-designed sixty-degree, 3.0-liter V12
and later models were offered with electric overdrive. The 250 GT
beneath its elongated hood.
SWB Berlinetta was also the first GT Ferrari offered with disc brakes.
Road Cars of the 1950s
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Proof 1
The second-series Tour de France was an even more astounding car with bold new styling and distinctive high-crowned front fenders and rear tail fins. The TDF remained in production until 1959. The example shown was built in 1958.
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A new instrument panel with a black crinkle finish appeared on the second series TDF and a new instrument package provided better positioning of gauges for the driver.
(Ferrari was late to the game on this feature, following most of his competitors.) The car was the hit of the Paris Motor Show, and order books were soon full, much to the frustration of would-be owners, who were given no delivery date if their names were not known to be directly related to racing! The Pininfarina design bodies were produced for Ferrari by Scaglietti in Modena. In creating a design to fit the shortened wheelbase, Pininfarina eliminated the use of quarter windows, adding to the car’s aggressive and shortened appearance, almost hunched at the back, like a wild cat about to lunge on its prey, which on the racetrack was an apt metaphor for the 250 GT SWB. Most of the bodies were steel, with aluminum doors, hoods, and trunk lids, although a few all-aluminum SWB bodies were built to order for competition. Pininfarina actually manufactured certain components for the steel-bodied cars, while the doors, hoods, and deck lids were all constructed at Scaglietti.
Road Cars of the 1950s
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Proof 1
With the hood removed the air box surrounding the Weber 36 DCF carburetors can be seen. This aligned with the hood scoop to force more air into the carburetors.
Proof 1
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The most distinctive of all Tour de France models was this example designed and bodied by Carrozzeria Zagato. Ugo Zagato’s designers penned this “double bubble” Berlinetta in 1956 with a roof line that featured raised sections over the seats, an idea Zagato used more than once in their race car designs to give drivers a little more head room. Seen in the rear three-quarter view is another unique Zagato styling cue, the “Z” configuration of the rear quarter window and backlight pillar. The Carrozzeria’s stylists also lent their hand to the interior, not only in the handsome two-tone color combination of the upholstery but in the matching padded dashboard.
Road Cars of the 1950s
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Proof 1
Used for both racing and concours by the original owner, the sporty Zagato was powered by the 250 GT engine made popular in more than 2,500 Ferraris built from 1954 to 1964.
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Special racing versions of the 250 GT SWB, with either all-alloy or steel-and-alloy bodies, could be equipped with a larger fuel tank, necessitating relocation of the spare tire directly under the rear window. Additionally, a few 250 GT SWB competition models were built with tuned Testa Rossa engines and six carburetors, thus delivering 300 horsepower. At the time of its introduction, the 250 GT SWB was a contemporary of the Aston Martin DB 2/4 MK III, Jaguar XK-150 S, Maserati 3500, Mercedes-Benz 300 SL, and Chevrolet Corvette. As a road car, it was without peer, and in competition the 250 GTs
The 250 GT SWB Berlinetta was unveiled at the Paris Motor Show in October 1959. On the short 94.5-inch wheelbase, overall length was only 163.5 inches (13.6 feet). The blunt-looking fastback carried a classic Colombo-designed sixty-degree, 3.0liter V12 beneath its elongated hood.
quickly ran up a string of victories throughout Europe. In 1960, SWB Berlinettas won the Tourist Trophy race in England, the Tour de France, and the 1000km of Paris at Montlhéry. In 1961, Stirling Moss, driving Rob Walker’s SWB, won the Tourist Trophy for Ferrari a second time. In fact, during 1961 so many class wins were collected by SWB Berlinettas, that when the season came to a close, Ferrari owned the GT class in the Constructors’ Championship.
Road Cars of the 1950s
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Proof 1
Left: Giotto Bizzarini, Carlo Chiti, and Mauro Forghieri developed the 250 GT SWB (Short Wheelbase Berlinetta) prototype in 1959, utilizing a wheelbase measuring only 94.5 inches. The new car used a solid rear axle but located in such a way that an independent rear suspension would have provided no additional advantage. The front suspension was wishbones and coil springs with an antiroll bar—the rigid axle rear, leaf springs, and radius arms. In 1961 this car, serial number 2689, won the GT class at Le Mans. It is one of only five ultralightweight factory cars built specifically for the 1961 race.
Every Ferrari dashboard was designed to be functional, but not always attractive. As a purebred race car the SWB’s interior fell into the latter category.
Below: With the fuel filler coming through the left rear fender, a splash shield was mounted above the left exhaust pipes, just in case of a fuel spill.
With a top speed around 150 miles per hour, the 250 GT SWB Berlinetta was one of the fastest sports cars of its time, a driver’s car with nimble handling and superb balance that allowed it to be driven hard into corners as well as flat out on a straightaway. It was, as one driver wrote, “so easy and comfortable to drive fast, and so sure footed.” The 250 GT SWB, in either Lusso or competizione, wrote Hans Tanner, “more than any Ferrari before or since, was a car equally at home on a race track or a boulevard.” There were fewer than two hundred examples built from late 1959 until early 1963 in both competition and road car versions. The example pictured from the Bruce Meyer collection is one of the most famous of all the 250 SWB models. Chassis 2689, this factory race car fitted with the ultralightweight body
Proof 1
(one of five built for the race at Le Mans) was first in class in 1961, first overall at Monza in
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A stirring 260 horsepower lived under the hood of the 250 GT SWB. Swept volume was 2,953.21 cubic centimeters from a bore x stroke of 73 x 58.8 millimeters. Compression ratio was 9.2:1, with the air/fuel mixture dispensed through three Weber 38 DCN carburetors.
1961, first in class at the 1961 1000km at Montlhéry, first overall in the 1962 Coupe de Bruxelles, second overall in the 1962 500km at Spa, and second in class at the 1962 Nürburgring 1000km. These special competition cars were further equipped with higher-output engines utilizing extra-large 46DCF Weber carburetors. Output was boosted to 285 horsepower, and the top speed recorded down the Mulsane Straight at Le Mans was 160 miles per hour. Throughout Ferrari’s early history, the Road from Maranello was paved with legendary cars like the SWB Berlinetta—road cars that could go racing and race cars that could go touring. For the 1950s and early 1960s, owning almost any Ferrari 250 GT model truly was the best of both worlds.
A special poster was made for the 1961 Le Man’s winning Ferrari by owner Bruce Meyer. The list of victories by this single car makes it one of the most revered of all 250 GT SWB models. In addition to Le Mans are a first overall at Monza, 1961; first in class 1000km at Montlhéry, 1961; first overall, Coupe de Bruxelles, 1962; second overall, 500km at Spa, 1962; and second in class at the Nürburgring 1000km, 1962.
Road Cars of the 1950s
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Proof 1 2C
Le Mans 1961 and the 250 GT SWB races on to win its class in the twenty-four-hour day-into-night marathon.
Ferrari Gran 250 GTO Turismo Omologato Considered by many to be the most beautiful shape ever to grace an automobile, the Ferrari 250 GTO, the contraction for Gran Turismo Omologato (Omologato signifying homologated), was the quintessential Ferrari of the 1960s. The majority of GTO bodies were designed by Sergio Scaglietti and built for Ferrari by Carrozzeria Scaglietti in Modena, just a few miles down the road from the Ferrari factory. Introduced in 1962, the 250 GTO became the preeminent Ferrari road and race car. Only thirty-nine were produced through 1964, making this one of Ferrari’s rarest and most valuable models. It would be unusual to see one change hands today for less than $5.5 to $6 million. Essentially a refined version of the 250 GT SWB Berlinetta (1959– 62), the 250 GTO was equipped with an improved 3-liter V12 engine carrying six twin-throat Weber 38DCN carburetors, a five-speed,
Proof 1
The 250 GTO has accurately been described as beautiful and sinister. Whether at work or at rest, the car radiates a sense of urgency and almost unbridled power. At full throttle, it cuts through the wind as if it were running in a perfect vacuum.
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all-synchromesh gearbox (replacing the four-speed used in the 250 GT SWB), and delivering a minimum of 300 horsepower at 8,400 revolutions per minute.
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With its engine set deeper in the newly stiffened GTO chassis and pushed back toward the firewall, the engine location lowered the entire car’s center of gravity and created an almost perfect weight balance and power distribution. When the car’s 300 horsepower was combined with its aerodynamic shape, the result was beyond comprehension. Into, through, and out of the corners, the 250 GTO was poised. And down the straights, it was simply unmatchable and unbeatable.
One of the principal reasons that Ferrari had developed the GTO was the aerodynamic limitations that 250 GT SWB bodies had encountered at speeds above 155 miles per hour— the blunt front end of the Short Wheelbase Berlinetta hitting the wall, so to speak. The GTO then was a stretched SWB using aerodynamics as a styling guide. The design work at Scaglietti was supervised by Giotto Bizzarini. As an alumnus of the University of Pisa, he was allowed to use the university’s wind tunnel, and many of the styling refinements for the GTO came from his work at Pisa. The body design included numerous vents and openings to cool everything from the engine compartment to the brakes while at the same time decreasing the car’s coefficient of drag. The net result was an increase in top speed from 155 to 170 mph,
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a winning edge with drivers such as Phil Hill and Olivier Gendebien behind the wheel.
Proof 1
The GTO was the inspiration for a number of sports cars that featured this stylish fastback styling and rear spoiler treatment. The rear fender cutouts were used to vent brake heat.
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To make the new car slipperier in the wind, a higher roof line
and ventilation gills sliced behind both the front and rear wheel
and taller front windshield were installed. These gave the GTO
wells made the car look as much like a shark on the attack as it did a
a more aggressive stance than the 250 GT SWB. The rear quarter
race car on the run.
panels bulged over the deep-set and enlarged rear wheels; the nose
In order for the car to be homologated for racing, Ferrari was
of the car was lowered so that the wind would slip invisibly over and
required by the FIA to produce one hundred examples. At the time
around the higher windshield. And the new, lowered front end also
the cars were to be homologated, in 1962, Enzo Ferrari had produced
helped to eliminate drifting, which sometimes plagued the 250 GT
fewer then one-third of the necessary examples. When pressed by
SWB. The GTO’s back end was simply cut off behind the rear wheels
the international racing organization as to whether he intended
and crowned with a pronounced ducktail spoiler, which made the
to build the balance of cars required, Ferrari left the Federation
car as sleek in the eyes of the wind as any Ferrari GT had ever been.
directors stunned by his response: “The market for such a car was
Three half-moon vents cut into the leading edge of the front hood
already saturated and there were only a few men in the world who
Ferrari
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could master its ferocity!” A bombastic way of telling them no, as only Enzo Ferrari could, and no is no, even in Italian. Given that the 250 GTO was regarded by the Ferrari factory as merely an “improved version” of the 250 GT Short Wheelbase Berlinetta, as modified by Giotto Bizzarini and Sergio Scaglietti in 1961–62, the FIA, counting all the 250 SWBs that had been built, acquiesced to Ferrari’s position and homologated the 250 GTO without further question, opening the door for one of history’s greatest gran turismos. In point of fact, there was some truth to Ferrari’s claims, since the GTO chassis was of the same tubular-type construction as the 250 GT SWB’s, with an independent front suspension and live rear axle. The basic improvements over the Short Wheelbase Berlinetta were dry sump lubrication, a new five-speed gearbox, and a more aerodynamic body. It was a thinly disguised lie, but no one dared challenge Il Commendatore. As expected, the cars were virtually unbeatable, and the 250 GTOs brought Ferrari the coveted Manufacturer’s World Championship of sports cars for three consecutive years—1962, 1963, and 1964 with a total
Not a trace of interior luxury—just pure race car function inside the 250 GTO, yet despite its austere furnishings, the main instrument panel and steering wheel were the same as every 250 GT model. The seats were lightweight racing seats with leather upholstery. The rest of the interior was painted metal. Note the emergency brake positioned alongside the center tunnel just right of the foot box.
of twenty first-place finishes in twenty-eight races, fifteen seconds, and nine thirds! There are many who consider the Ferrari 250 GTO the most beautiful automobile ever created. While that opinion is open for debate, there is no question that the 250 GTO is one of the ten greatest cars in automotive history. Its styling is unrivaled by any sports car, past or
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present. Its performance, even forty-two years after the last 250 GTO was
Above left: Car number 24 at the start of the 1963 Vingtquatre Heures du Mans. (Photograph courtesy Chip Connor)
built, is awe-inspiring. The 250 GTO has become the rarest and most desirable road-race car ever to bear the Cavallino Rampante emblem. The striking Ferrari red 250 GTO pictured in this chapter, and on the cover of the book, was first in class at Le Mans and second
Above right: Car 24 on its way to victory circle at Le Mans in 1963. (Photograph courtesy Chip Connor)
overall in June 1963. It has had what could be called a storybook life: a winner from the start as a factory race car, never crashed, and has gone from one great owner to another for more than four decades. It was restored by none other than the World Driving
Proof 1 2 T
Right: Next stop victory lane and another chapter in the history of Ferrari at Le Mans. (Photograph courtesy Chip Connor)
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Champion and former Ferrari pilota Phil Hill. This championship Ferrari 250 GTO, chassis no. 4293 GT, is now part of the William E. Connor collection.
Ferrariå Ferrari
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The Four-Cylinder Ferrari
The twelve-cylinder Ferraris are so revered these days, we
overhead camshafts, dual magneto ignition, dry sump lubrication,
often forget the small four-cylinder Mondial models built in the
roller tappet cam followers, and two Weber 40 DCO A3 carburetors
early 1950s. The 500 Mondial was simply the sports car version
working in concert to deliver a conservative 160 horsepower at 7,000
of the highly successful 2.0-liter single-seat race cars that won the
revolutions per minute to the rear wheels.
championship for Ferrari (driven by Ascari) in 1952 and 1953.
The power was delivered via a multiplate clutch and four-speed
The Mondial’s Lampredi-designed racing engine featured twin
transaxle mounted at the rear of the chassis. Also, as in the single-seat
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500 Mondial
One of the first six 500 Mondial race cars built, this example, bodied by Pinin Farina, was retained by Ferrari for the factory team. A Mondial finished an outstanding second overall in the 1953 Mille Miglia, and the cars were very successful in 1954, winning their classes at Casablanca, Agadir, and Dakar in North Africa. Later, Mike Hawthorne and Umberto Magioli scored a magnificent victory at the Supercortemaggiore Grand Prix at Monza by outrunning the larger three-liter cars!
Proof 1
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Ferrari
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The 500 Mondial was a sports car version of the highly successful 2.0-liter single-seat race cars. The Mondial’s Lampredi-designed racing engine featured twin overhead camshafts, dual magneto ignition, dry sump lubrication, roller tappet cam followers, and two Weber 40 DCO A3 carburetors working in concert to deliver a conservative 160 horsepower at 7,000 revolutions per minute to the rear wheels.
2.0-liter race cars, the front suspension was independent by unequal length A-arms. The rear suspension was a de Dion axle supported by a transverse leaf spring. The car pictured, serial number 0418, is one of the first six built that were retained by Ferrari for the factory team. The first half of the total of thirty-four cars built were bodied by Pinin Farina and the remainder by Carrozzeria Scaglietti. A Mondial finished an outstanding second overall in the 1953 Mille Miglia, and the cars were very successful in 1954, winning their classes at Casablanca, Agadir, and Dakar in North Africa. Later, Mike Hawthorne and Umberto Magioli scored a magnificent victory at the Supercortemaggiore Grand Prix at Monza by outrunning the larger three-liter cars! The 500 Mondial continued to be successful throughout the early 1950s in the hands of privateer race
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drivers, making them one of the most coveted, but least popularized of early Ferrari models.
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Chapter 5 The Dino—A Tribute to Enzo’s Son “I never thought a son could leave his father a legacy but my son did; for it was only after he had passed away that I realized to the full the goodness of this young man, who knew he was going to die yet never inflicted the burden of his infinite suffering either on me, his father, or on the friends who went to see him.” —Enzo Ferrari The Ferrari legend would not be complete without the Dino, even though it is a Fiat, not a Ferrari. In a very lose interpretation, the Dino is to Ferrari what the 914 was to Porsche, a less expensive companion model built by another company. (In Europe the 914 was a Volkswagen, not a Porsche.) For Enzo Ferrari, the reasons for producing the Dino were not based on economies of scale; they were very personal and, in fact, led to his decision to write his memoirs in 1963. “The death of my son Dino,” wrote Ferrari, “induced me to pause sadly and reflect. Catching my breath, I looked back down the long road I have traveled. With my life stretched away behind me, I decided to find release in this dialogue with myself, hoping it would not be too late; a dialogue in solitude, in the shadow of the greatest sorrow of my life.” The V6 Dino models were produced to commemorate Il Commendatore’s son, who had died in 1956. “He was born into motor racing,” wrote Enzo. “He became a motor racing enthusiast to the exclusion of all other sports and himself drove with skill the various cars I let him have. The first was a little Fiat
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Toplino 500; after this came a Fiat 100TV and, finally, a 2-liter Ferrari that he would now and again take
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The Dino design by Pininfarina was one of the most curvaceous bodies ever produced for a sports car, a fact that contributed to the Dino’s longevity. The 206GTs were the only Dinos bodied in aluminum. Designed by Pininfarina, the coachwork was built by Scaglietti while the alloy engines were produced by Fiat. Dino production started early in 1969. The cars bore no Ferrari emblems, and the only reference to Ferrari was the Dino GT name next to the taillights and the Pininfarina body plate forward of the rear wheel well. The cars were produced on a 2,336-millimeter (92.1inch) wheelbase welded tubular steel frame with four-wheel independent suspension and disc brakes.
to the Modena track to try out. This passion of his was a cause of concern to me, not so much for any risks he might run, but because his health was precarious and I was afraid he might overtax himself.” Although Alfredo “Dino” Ferrari had suffered from muscular dystrophy since birth, he had his father’s indomitable will. He managed to get through school and acquire a degree in engineering, but as his health began to fail in his early twenties, Dino was forced to spend most of his time in bed. Enzo and his close friend the brilliant engineer Vittorio Jano, whom Ferrari had hired away from Fiat back in the 1920s, would spend time with him discussing Dino’s designs for a new 1.5-liter racing engine. Dino had even written a two-part article on the design of his high-performance V6 engine in the Italian magazine Velocità. “For reasons of mechanical efficiency,” noted Enzo, “[Dino] had finally come to the conclusion that the engine should be a V6 and we accepted his decision.” Five months after Dino passed away, Ferrari built his son’s engine, the 156 Dino. “He was a young man with a surprisingly serene outlook. When I was worried about something, for instance, he never failed to have a soothing word for me. He was young, but he
Proof 1
always had the right word ready at the right moment,” wrote
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Enzo. Though his death was an inevitability, when Dino finally
he was going to die yet never inflicted the burden of his infinite
succumbed to his illness, it came as a staggering, almost life-altering
suffering either on me, his father, or on the friends who went to see
blow to his father, and, in order to honor Dino’s memory, Ferrari
him. He was a noble lad and a generous one, and not only because
developed not only the 156 but an entire line of Dino engines over
he paid for books and subscriptions to technical journals for his
a ten-year period for use in Formula One, Formula Two, sports
needy friends. Leaving me his great spiritual inheritance, my son
racing, and GT road cars.
above all taught me that we remain children up to all ages, until,
“I never thought a son could leave his father a legacy,” said Enzo,
tried by some great sorrow, we suddenly learn the meaning of
“but my son did; for it was only after he had passed away that I
goodness, renunciation, charity and duty. And, too, what life means
realized to the full the goodness of this young man, who knew
to a young man who is leaving it.”
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The engine in the first Dino model, the 206GT, was a 180-horsepower, sixtyfive-degree V6 displacing 1,987 cubic centimeters with a bore x stroke of 86 x 57 millimeters. The engines used in the 246GT (pictured) and GTS displaced 2,418 cubic centimeters with a 92.5 x 60 millimeter bore x stroke and increased output to 195 horsepower at 7,600 revolutions per minute.
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Knockoff wheels were standard on the Dino 246GT.
In 1965, Carrozzeria Pininfarina bodied the first
a five-speed transaxle. An additional prototype was
Dino road car to be powered by the mid-mounted
shown in Brussels the following year, and, early
V6 engine. The prototype, known as the Dino
in 1969, Dino production started at Carrozzeria
206GT Speciale, was displayed at the Paris Motor
Scaglietti. By the end of the year, roughly 150 had
Show in October. A second version, called the Dino
been built, all with hand-formed aluminum bodies
Berlinetta GT, was displayed at the 1966 Turin Motor
of exceptional style.
Show; like that of the earlier example, its engine was
With the engines built by Fiat, the cars had the
positioned longitudinally ahead of the rear axle. A
distinction of being the first production Ferraris to be
third and final version made its debut at Turin in
given only even chassis numbers (road cars had, with
November 1967; this one had the Fiat-produced
few exceptions, been serialized in odd numbers only)
engine mounted transversely and built-in unit with
and the first to wear neither the Cavallino Rampante
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The 246GT Dino succeeded the 206GT at the end of 1969 and remained in production through 1973.
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The Dino name was proudly displayed on the hood where a Ferrari emblem would have otherwise been mounted. Owners often replaced the Dino badge with the Cavillino Rampante emblem. Neither the Ferrari nor Fiat name was used on the cars.
The rear styling of the Dino was again the inspiration for numerous sports cars built in the 1970s. The long sail panels and curved-in backlight were benchmark designs.
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Far left: The styling of the Dino by Pininfarina was the inspiration for a number of later sports car designs, but none had the unique character of the Scaglietti-bodied Fiats.
Right and opposite: The Dino dashboard was done in the Ferrari style of the period and was nearly identical to the new Ferrari 365GTB/4 Daytona.
emblem nor the Ferrari name. They simply bore the signature “Dino
which all of the V6 engines, whether for racing or for road cars, were
GT” on the right corner of the body below the engine cover.
so designated. The 206 identification was derived from the engine’s
The mechanical basis for the 206GT Speciale was the 206
Proof 1
engine, which had been built in small numbers for the 1966 racing
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total displacement in deciliters, 206, indicating 20 deciliters or 2 liters, and six cylinders.
season. The compact V6 utilized four overhead camshafts, a design
In order for Ferrari to use the Dino engine in Formula Two
descended from the engine of the 1961 1,500-cubic-centimeter
competition, it had to come from a mass-produced automobile of
Formula One World Championship car. The Dino name was first
no fewer than five hundred units; thus, Maranello entered into an
applied to the engine used in a single-seat Formula Two car, after
agreement with Fiat to build five hundred engines and use them in
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Two single-seaters, and, of course, in the Dino 206GT, 246GT, and
was a hasty but efficient means to an end for Ferrari.
246GTS. Of the 206GT versions, it is estimated that no more than one
While it is regarded as a Fiat engine, all of the lower part of the
hundred were completed before the 246GT took their place. Nearly
Dino—oil sump, gearbox, drive shaft, and differential for each
identical in appearance, the new number designation indicated that
engine—was produced in Maranello by Ferrari and shipped to Fiat
the 246GT had a larger swept volume, of 2.4 liters. This was achieved
for the final assembly, so the engines are as much Ferrari as they are
through a new bore x stroke of 92.5 × 60 millimeters. Output was
Fiat! The Dino V6 was later found in various forms, in the Fiat Dino
consequently increased from the 206’s 180 horsepower at 8,000
Pininfarina Cabriolet, the Fiat Dino Bertone Coupes, the Formula
revolutions per minute to 195 at 7,600 rpm, and torque was improved
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a vehicle that could quickly attain homologation requirements. This
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The Dino 246GTS was added in 1972 and featured a removable Targa-type roof panel. The last Dino model concluded production in 1974. Total numbers for the 206GT, 246GT, and 246GTS far exceeded the original five hundred units Ferrari had been required to build. By the time the Dino was retired from production, more than four thousand had been built, of which twelve hundred were the popular 1972–1974 GTS models.
to 166 pounds/feet at 5,500 rpm, delivered to the rear wheels via a five-speed, fully synchronized gearbox. Another change was in the wheelbase. The 206 had measured 89.7 inches, whereas the 246GT returned to the earlier Dino prototype’s span of 92.1 inches, an increase of 6 centimeters. With the engine mounted transversely ahead of the rear wheels, the Dino had given the stylists at Pininfarina a fresh canvas upon which to design the body, leading to one of the car’s most distinctive features. Aside from being the first Ferrari Gran Turismo with a mid-mounted engine, the Dino featured a concave, vertical backlight wrapping around the front of the engine compartment. This allowed the sides of the roof line to slope into dramatic, flowing sail panels that extended beyond the crown of the rear fenders, thus silhouetting them against the elongated roof line. The aluminum bodies were built at Scaglietti in Modena, giving the Dino yet another significant tie to Maranello. If the Dino’s dramatic styling wasn’t enough to attract customers, its price certainly was. In 1970, one
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could purchase a Fiat Dino for just $13,400.
Proof 1
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As an automaker, Fiat is one of Italy’s oldest and largest, and
concluded Dino production in 1974. Total numbers for the 206GT,
though not highly regarded in the United States, in Italy, Fiat is the
246GT, and 246GTS far exceeded the original five hundred units
equivalent of General Motors. It is the country’s largest automaker
Ferrari had been required to build. By the time the Dino was retired
and today includes Alfa Romeo, Lancia, and Ferrari among its
from production, more than four thousand had been built, of which
various holdings. Through the Turin automaker’s 105-year history,
twelve hundred were the popular 1972–74 GTS models.
it had occasionally flirted with greatness, and one of the high-
Far more than a footnote to Dino history is the Dino-derived
water marks was certainly its collaboration with Enzo Ferrari on
V8 engine used in the 1973 Dino 308 GT4 2+2. This brief series of
the Dino.
models, with coachwork designed by Bertone, was entirely different
The majority of first-series Dinos were sold in Italy and Europe,
in design from the original Dino. One example of the 2+2 was even
although a few were brought into the United States by Luigi
entered at Le Mans in 1974 by Luigi Chinetti’s NART racing team. Yet
Chinetti in 1969. The 206GT was replaced at the end of 1969 by the
another version of the Dino, the 2-liter 208 GT4, was sold exclusively
246GT, which remained in production through 1973. The 246GTS,
in Europe. The end result of the 308 GT4 was the new Ferrari 308 GT,
featuring a removable Targa-type roof panel, was added in 1972 and
which finally took the place of the Dino in 1975.
Ferrari
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Chapter 6 Coming of Age in America—Ferraris of the 1960s and 1970s
In the 1960s and ’70s, a generation of Americans was growing up with contempt for authority, government, and possessions. Little did they know of Ferraris, winding mountain roads, and the sound of a V12 echoing in the air.
Superamerica came the 250 GTB Lusso, Spyder California, and 500 Superfast, models that would leave enthusiasts muttering to themselves and glorify forever the history of the sports car. The pages of Road & Track, Sports Car Graphic, and Motor Trend, among others, were continually paying homage to Ferrari with reviews that left enthusiast readers yearning for one of the maker’s cars in their garages. Few, however, had the means to fulfill that dream. By the 1960s, a Ferrari was one of the most expensive automobiles in the world and, in some instances, one of the most luxurious. Luxury is not a word one would immediately associate with Ferrari sports cars of the 1950s, but by the 1960s Enzo Ferrari had come to realize his cars would have to meet the needs and demands of a much diversified clientele. In 1964 luxury became a word that
The stylish 250 GT Cabriolet Series I, introduced in 1957, was a dramatic departure from traditional sports car styling of the period. The design, by Pininfarina, featured an aggressive front-end appearance, accented by headlights faired into the fender line and covered by Perspex, as had been done on 250 GT race cars, an air intake consuming nearly a third of the hood area, and bold chromed vertical bumperettes, flanking the grille and faired into the shape of the fenders.
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In the early 1960s, Ferrari introduced one spectacular road car after another. In the wake of the 410
Proof 1
The 250 GT Cabriolet interior was plush for a Ferrari, with leatherupholstered seating, console, door and kick panels, and a dashboard finished in a glare-resistant, matte black crinkle texture.
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one could indeed attribute to a Ferrari. That was the year Ferrari
attributes of a road car and a race car in one did not reach maturity
introduced the 500 Superfast.
until the Superfast was unveiled.
It had been briefly preceded by the 400 Superamerica, a sports car
Aside from pure race cars, every Ferrari road car of the 1950s was
afforded an extra measure of interior luxury and comfort, and thus
luxurious for its time. There was, however, what many customers
distinguished from more traditional race-bred road cars. The luxury
perceived to be a compromise in Maranello’s road-going Spyders and
Gran Turismo premise had its beginnings with the 410 Superamerica,
Berlinettas, which were tied more closely to the company’s racing
but refining the ride and interior, and combining the very best
heritage than to the luxury and comfort one found, for example, in
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early postwar Alfa Romeo road cars. This was a point Luigi Chinetti continually brought to Enzo’s attention, a bone of contention that seemed to have both men at odds throughout the 1960s.
The engine in the 250 GT Cabriolet Series I was a Colombodesigned sixty-degree V12 with a bore x stroke of 73 x 58.8 millimeters (2.870 x 2.315 inches) displacing 2,953 cubic centimeters (180 cubic inches). The valve operation was by a single overhead camshaft on each bank with roller followers and rocker arms to inclined valves. With three twin-choke Weber carburetors and a compression ratio of 8.5:1, output from this engine was 240 horsepower at 7,000 revolutions per minute.
By the latter half of the 1950s, a persistent demand was arising for a car with more luggage space and more luxurious appointments than Maranello’s purebreds had to offer. Bespoke coachwork from Italy’s leading ateliers had from time to time risen to the occasion with exquisite two- and four-place creations, but in general a Ferrari was not a luxury car. The move to lusso styling, luxurious in an American context as Ferrari saw it, didn’t happen until the Pininfarina 250 GT 2+2 arrived in 1961. By the end of 1963, more than 950 had been delivered. For Ferrari, such sales for a single model were phenomenal. For Enzo Ferrari, it
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Proof 1
was almost an epiphany.
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The 250 GT Pininfarina Cabriolet was also the star of the 1958 Ferrari exhibit in Paris.
Back in 1957, Ferrari had commenced series production of its first convertible, the 250 GT Cabriolet. The first example designed by Pininfarina was shown at the 1957 Geneva Motor Show. The GT Cabriolet was not intended for competition, although with a 240-horsepower Colombo V12 under the hood, there wasn’t much aside from suspension, tuning, and a very plush interior that separated the car from those built for competition.
The Cabriolet’s chassis was identical to that of the Boano coupes being produced at the same time, both using a welded oval tubular steel, ladder-type frame with independent front and live rear axle, and drum brakes. With a handsome if not a stunning design, the early cars were noted for their very dramatic grilles, protruding Perspex-covered headlamps faired into the fender lines, and bold vertical front bumperettes. The Pininfarina design
Far left: At the 1958 Geneva Motor Show, Ferrari displayed three very different types of sports cars with the Pininfarina Cabriolet stage center.
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Proof 1
It was perhaps the ideal compromise between the two extremes for the late 1950s.
Proof 1
The 400 Superamerica was afforded an extra measure of interior luxury and comfort, and thus distinguished from more traditional racebred road cars. The luxury Gran Turismo premise had its beginnings with the 410 Superamerica, but refining the ride and interior, and combining the very best attributes of a road car and a race car in one did not entirely succeed with the short-lived 400 Superamerica line.
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featured a prominent air intake laid almost flat and extending nearly
While the 250 GT Cabriolet was an excellent compromise
three-quarters of the hood’s length. This, along with the headlight and
between race car and road car, with the emphasis on the latter,
bumper design, gave the car an extremely aggressive appearance from
in New York, Luigi Chinetti was looking for a more aggressively
the front. The first-series cars were limited to approximately two dozen
styled GT convertible to sell. Chinetti’s was not the only voice
examples, all of similar design, while later versions (another twelve
beckoning Enzo to send Pininfarina back to the drawing board and
cars produced in 1958–59) featured a one-piece, wraparound front
his engineers to task on a revised chassis and suspension. Ferrari’s
bumper and less dramatic uncovered headlights pushed farther out to
West Coast distributor, the race driver John von Neumann, agreed
the corners, giving the front end more of a squared-off appearance. It
that the 250 GT Cabriolet was not the kind of Ferrari his customers
is estimated that Series I production ran to around forty examples, all
wanted. He told Enzo that an open car with the characteristics of
with steel bodies by Pininfarina.
the lighter Berlinettas would be very popular in the United States.
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Proof 1
The 1962 Superamerica Superfast IV, designed by Pininfarina, was the most exotic of the Superamerica series. The Superamerica was succeeded in 1964 by the 500 Superfast, the styling for which evolved in part from the Superfast IV.
Proof 1
In the midst of building road cars, Ferrari also managed to produced two remarkable race cars in the early 1960s, the first being the 250 GT Short Wheelbase Berlinetta.
140
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The 250 GT SWB was a beautifully styled sports car capable of being both a competizione and a Lusso, one of the few sports cars that would offer this duality of purpose in the 1960s.
Il Commendatore complied and gave approval for a special series to be built; the 250 GT Spyder California went into limited production in May 1958 and was built through 1960 on the long wheelbase GT Berlinetta chassis. The revised coachwork, penned by Pininfarina, was once again manufactured at Modena in the workshops of Scaglietti. The cars were produced in two series, the long wheelbase, of which fewer than fifty were built, and the short wheelbase, a lighter-weight, steel-and-aluminum-bodied
141
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Proof 1 2C
version, introduced in 1960 and built through 1963. The total was again around fifty examples.
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Regarded as an even sportier version of the Spyder California, the short wheelbase model was
According to Enzo Ferrari, the 250 GTO was regarded by the factory as merely an “improved version” of the 250 GT Short Wheelbase Berlinetta, as modified by Giotto Bizzarini and Sergio Scaglietti in 1961–62. This was his rationale for not building the requisite number of 250 GTOs for homologation. The GTO was equipped with an improved 3-liter V12 engine carrying six twin-throat Weber 38DCN carburetors, a five-speed, allsynchromesh gearbox (replacing the fourspeed used in the 250 GT SWB), and delivering a minimum of 300 horsepower at 8,400 revolutions per minute.
built on the same chassis as the 250 GT SWB Berlinetta, measuring 20 centimeters (7.9 inches) less in wheelbase than the first series Spyder California. The SWB cars had essentially the same handling characteristics as the competition-bred Berlinettas and, like the first-series Spyders, were genuine sports cars. Among a handful that were pressed into competition was one entered by Luigi Chinetti’s North American Racing Team and driven by Bob Grossman and Ferdinand Tavano to a fifth overall finish in the 1959 Vingt-quatre Heures du Mans. Several California Spyders were also fitted with competition engines and, upon special order, supplied with all-aluminum bodies. The cars were
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Proof 1 2 T
otherwise made of steel, with aluminum doors and deck lids.
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Proof 1
Luigi Chinetti was looking for a more aggressively styled GT convertible to sell in the late 1950s and early 1960s, as was Ferrari’s West Coast distributor John von Neumann. They both agreed that the 250 GT Cabriolet was not the kind of Ferrari their customers wanted. In 1958 Enzo Ferrari took their advice and gave approval for a special series to be built, the 250 GT Spyder California. The first series went into limited production in May 1958 and was built through 1960 on the long wheelbase GT Berlinetta chassis. The car pictured is a 1960 SWB model.
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The second series Spyder California was built on the short GT Berlinetta chassis and featured a number of mechanical and design improvements. The example shown also has the optional removable hardtop.
Among the most notable successes for a competition Spyder
and chassis were utilized. It is estimated that twenty-seven second-
California was the ninth place overall and GT class win of Richie
series cars were produced between the end of 1958 and the end of
Ginther and Howard Hively in the 12 Hours of Sebring. Another
1959. Most of the competition versions came out of this production
250 GT Spyder California, this one driven by Giorgio Scarlatti
run. The third-series cars were fitted with the outside plug V12
and Carlo Abate, captured the GT class at the 12 Hours of Sebring
engine, developed from the 250 Testa Rossa, and equipped for the
in 1960.
first time with disc brakes. Minor styling changes by Pininfarina to
seven cars were built before the new LWB 250 GT Berlinetta engine
update the cars included reshaping of the rear fenders to reduce their width, a new rear deck, and new one-piece taillights.
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Proof 1
The LWB Spyder California was produced in three series. About
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Air vents were a styling trait of the Spyder California, although some examples were built without them.
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Proof 1
Opposite: The track was widened on SWB models, which were also the first to switch from levertype shock absorbers to adjustable telescopic units.
Proof 1
Opposite: Minor styling changes by Pininfarina to update the Spyder California included reshaping of the rear fenders to reduce their width, a new rear deck, and new one-piece taillights.
150
The SWB Spyder California made its debut at the Geneva Motor
The Spyder California, in either wheelbase, was one of the first
Show in March 1960. These examples were equipped with new
Ferraris to be described as a “driver’s car,” a car that was capable
heads and larger valves, increasing output by 20 horsepower to 280
of exceptional speed and handling yet comfortable and luxurious
horsepower at 7,000 revolutions per minute. (Competition engines
enough for daily driving. The last example (4167 GT) was sold in the
were further increased to 300 horsepower with even larger valves,
United States in February 1963.
high-lift camshafts, and lighter-weight connecting rods and pistons.)
At the same time Scaglietti was turning out Spyder Californias,
The track was widened on SWB models, which were also the first to
Ferrari took steps to further differentiate the Cabriolet model,
switch from lever-type shock absorbers to adjustable telescopic units.
introducing the Series II in 1959. This model was built concurrently
Ferrari
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with the Spyder California through 1962. Still on the long wheelbase, the Series II Cabriolet was even more of a boulevardier than the Series I, with styling similar to the Pininfarina coupe, sans roof. It proved to be one of the most luxurious open Ferraris of the era. “In Italy, it was hard for the factory to understand a convertible as a serious fast car,” explains Luigi Chinetti, Jr. “To them high speed was the domain of the closed car, the Berlinetta, a lightweight, streamlined body trimmed for racing.” Enzo saw things differently, perhaps from a purely Italian perspective. “The sportsman usually goes for the Gran Turismo coupé,” he explained. “In most cases he is a gentleman who possesses a good private income, drives passably well, and is convinced he knows how to handle a car ‘almost like a racing driver.’ Some of these customers actually do take part in competitions with their cars and may continue to take an interest in motor sport for quite a number of years if they do not give it up after the first event or two. The man who does go on, however, ends up by becoming an habitué of Maranello.”
as the “fifty-year-olds.” This class of customer, he said, “is a large one, a market survey having revealed that 80 percent of Ferrari owners are men with more than half a century behind them. These
The Spyder California’s dashboard configuration and finish were virtually identical to the earlier Pininfarina Cabriolet Series I cars. The Spyder California was not as luxuriously upholstered as the Cabriolet, and it had more purposeful interior trim. Some were delivered as special orders with more luxurious interiors, while others were provided minimal trim for competition. The cars used a four-speed allsynchromesh transmission with direct drive in fourth.
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Proof 1
Next Ferrari explained the role of older owners, men he classified
Proof 1
By the 1960s the assembly lines in Maranello were humming along at a rate that, by Ferrari’s standards, could have been described as “mass production.”
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Ferrari
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fifty-year-olds are men who, by making an old dream come true,
cars, with their powerful acceleration, give the driver a strong
wish on the one hand to award themselves a sort of prize for the
feeling of security, especially when he has to overtake. We all know,
financial position they have managed to build up for themselves and,
in fact, that on today’s crowded roads one must overtake quickly if
on the other, to snatch back a little of their youth.” Ferrari reasoned
one is to overtake safely or at all; and the Ferrari, with its rocket-like
that by the end of a week’s hard work, these individuals “settle
acceleration, is one of the few cars that allows one to get past in an
behind the wheel of one of my powerful responsive cars and, in the
instant and, thus without risk.”
physical joy of dominating it, find a mental relaxation that takes
Finally, Ferrari addressed those patrons who had little interest
years off their shoulders.” It should be added, he wrote, “that these
in either racing his cars or Ferrari’s history: “a customer who has
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Proof 1
The SWB Spyder California made its debut at the Geneva Motor Show in March 1960. These examples were equipped with new heads and larger valves, increasing output by 20 horsepower to 280 horsepower at 7,000 revolutions per minute. (Competition engines were further increased to 300 horsepower with even larger valves, highlift camshafts, and lighterweight connecting rods and pistons.)
Proof 1 2C
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no inkling of how a car works and buys a Ferrari merely because it
always un-amusing—position that does not arise even in the case
is, as it were, the mink or—in the case of the Superamerica model—
of professional drivers whose cars are their bread and butter.”
the chinchilla among automobiles. There are not really a great
In America, the situation was almost the opposite, and the latter two
many customers of this kind—far fewer, indeed, than is generally
categories of Ferrari owners were the majority, with sportsmen being
believed. Here at Maranello, we see just a small number of these
the foundation of Chinetti’s and von Neumann’s customers but not the
customers during the course of a year, nearly always accompanied
lifeblood. In New York, Chinetti Sr.’s customers were clamoring for an
by breathtaking women who exercise a magnetic effect on every
aggressively styled convertible, and the same was true on the West Coast.
mechanic in the workshop. With these clients, the discussion of
“It was with great reluctance that Mr. Ferrari acquiesced to
their car—needing much patience—is chiefly concerned with the
building these cars for the American market,” says Luigi Chinetti, Jr.
color of the body, the shade of the upholstery and the various
“Ironically,” he adds, with an unrestrained smile, “the 250 GT Spyder
internal fittings.” Ferrari commented that the men taking such
California turned out to be the most successful Ferrari model sold in
orders were sometimes placed in a “most embarrassing—albeit not
this country up to that time!”
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Proof 1
Chassis number 1803 is the very first 250 GT SWB Spyder California produced. Chassis specifications for the SWB were almost identical to those of the SWB Berlinetta. With a wheelbase of only 94.5 inches and lighter overall weight than the LWB Spyder California, the 1960–63 models were the best handling of the series and the most attractively styled.
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Chapter 7 The North American Connection
There was one thing that separated Ferrari from every other imported sports car sold in America . . . Luigi Chinetti.
With the Lusso, Sergio Pininfarina and his staff had delivered
just as Ferrari was gaining a solid foothold on American shores. By
the first contemporary Ferrari road car of the new decade. The
the early 1960s, NART was blazing across road courses from the
Lusso body was a series of graceful curves, from the front fenders
East to the West Coast of America. The most important role NART
to the upturned rear spoiler, and free from any superfluous
was to play, however, was in its influence on Enzo Ferrari.
chrome trim to embellish its shape. Antoine Prunet described
At the time, the 250 GT Berlinetta Lusso was the most daring
the new design as Pininfarina’s escape from the “cubist” period,
new design from Ferrari and Carrozzeria Pininfarina since the
which had prevailed through most of the 250 GT and 410 SA
410 Superamerica. With styling that resembled a touring version
models. However, the Lusso actually capitalized on many of those
of the 250 GTO, the 250 GT Berlinetta Lusso is deemed by many
earlier designs. The forward-projected headlamps integrated in
the most beautiful Ferrari ever built. But such acclaim has been
the fenders were straight off the Series I Pininfarina Cabriolet.
conferred upon many Ferraris designed in the 1950s and 1960s,
Even the bumper design drew its shape from the bumperettes of
including the 250 GTO.
the early Cabriolet. Where the Lusso departed from past designs
The 275 GTS/4 NART Spyder was the creation of Luigi Chinetti and Sergio Scaglietti. Based on the 275 GTB/4, the cars were bodied by Scaglietti for exclusive sale in the United States.
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Proof 1 2 T
The North American Racing Team (NART) story begins in 1956,
Proof 1
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Although the engine and chassis of the 250 GT Berlinetta Lusso were standard Ferrari fare, the body was Pininfarina’s greatest design achievement of the 1960s. The Lusso was a genuine GT; consequently, it was not well insulated, so engine noise (hardly a negative characteristic when it is a Ferrari V12) filled the cockpit, making conversation difficult. Dean Batchelor noted that most of the noise was due to the low rear axle gearing (high ratio), which caused the Lusso’s V12 to run at a higher rpm.
was in the rear fender treatment, which began at the windshield pillars and carried all the way back through the tops of the doors until they met with the edge of an abbreviated deck lid—the only flat surface in the entire design. The styling of the Lusso, noted Prunet, “was all in accord with the aerodynamic theories of Doctor Professor Wunibald Kamm of the Stuttgart Technical University, and proven by Pininfarina and Ferrari on the 250 GTO.” Sergio Pininfarina recalled that before the firm had a wind tunnel to test aerodynamics, he used to attach ribbons of wool to the cars and then drive them on the autostrada at high speed to see how they reacted. It was a primitive but effective means of checking the aerodynamic efficiency of a new design—the poor man’s version of smoke in a wind tunnel. “That might sound like fun, because
The North American Connection
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Proof 1
everybody likes to drive fast, but when you have to do it, that’s different,” said Pininfarina. “It took
Proof 1
The styling of the Lusso inspired a number of subsequent designs, particularly the rear aspect, which appeared again on the new 275 GTB. One of the most interesting characteristics is the narrow rear pillar, giving the car an almost wraparound window effect and virtually no blind spot.
162
us seven years to design, make, test, and start operation of a wind
were housed in two large pods, uncharacteristically located in the
tunnel, which we opened in 1972.” Back in the days of the Lusso,
center of the dashboard, with the smaller secondary gauges set into
however, it was fast driving on the autostrada and lots of wool.
the dash behind the steering wheel. This unusual instrumentation
The Lusso’s sleek, contoured shape, which pioneered the
design was unique to the Lusso. There was also a full luggage shelf
aerodynamic vogue of the 1960s, was complemented by an interior
behind the seats, as well as a modest trunk, making this the first
that was the most luxurious yet for a Ferrari. Within the roomy cabin,
Ferrari road car that could carry enough luggage to actually take on
driver and passenger sat in true bucket-type seats, upholstered in
the road. As such, the Lusso was the kind of car Chinetti was able
buttery, hand-sewn Italian leather. The speedometer and tachometer
to sell to his American clientele, who wanted the cachet of Ferrari
Ferrari
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Above: In profile, the Lusso displayed its stunning fender lines, flowing from the headlights through to the truncated rear-deck lid. The styling of the Lusso pioneered the aerodynamic vogue of the 1960s and gave the already long-lived 250 GT chassis a new lease on life. During its two-year production run, approximately 350 were built.
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Proof 1
The Lusso interior was unique to this model, with a distinctive, if not unusual, placement of the primary gauges in the center of the dashboard, perhaps to give the passenger an opportunity to note exactly how fast the car was going! For its time, the Lusso interior was exceedingly plush for a Ferrari, with a great deal of attention paid to leather trim and carpeting. The dashboard was also upholstered in nonreflective black leather, lending both a luxurious and a functional touch to the instrument panel.
Proof 1
Within the production run of 275 GTB and 275 GTB/4 models, there were shortnose and long-nose versions, a slightly larger rear window, and exposed trunk hinges. The car pictured is the actual 1966 prototype for the GTB/4 built by Pininfarina and displayed by Ferrari at the 1966 Paris Motor Show. This example exhibits many of the aforementioned traits, including the exposed trunk hinges. The 275 GTB chassis, with a wheelbase of just 94.5 inches, was a proven design of ladder-type welded tubes, with a fourwheel independent suspension consisting of unequal-length A-arms, coil springs, and telescopic shock absorbers.
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The door opened just wide enough to settle yourself on the seat and turn into position behind the wheel. This was Maranello’s finest example of touring luxury since the days of the 212 Vignale Inter and Export models. Leather was used liberally throughout, from the dashboard and door panels to the adjustable sport seats, center console, and transmission tunnel. The smell was nearly intoxicating, the appearance, aesthetically pleasing to a fault. Sports cars of this ilk were never quite so lavish.
ownership with none of the compromises in comfort that came
Enzo Ferrari and Luigi Chinetti, Sr., that they never quite got over.
with most models based on Maranello’s 250 GT race cars. Aside
Introduced as a two-cam model in 1964, the 275 GTB was the
from exemplary styling and interior design, the 250 GT Berlinetta
first of Ferrari’s now legendary 1960s-era Berlinettas offered to
Lusso was the fastest sports car of its day, with a top speed of 150
customers in either touring or racing configurations.
Proof 1 2C
miles per hour at 7,400 revolutions per minute.
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Customers had the option of three Weber carburetors (with which
When the last Lusso pulled away from Maranello at the end of
the GTB was homologated for competition by the FIA) or a phalanx of
1964, it marked the beginning of a new era for Ferrari. The 250 GT
six Weber 40 DCN/3s, endowing the engine with a brake horsepower
was gone, but in its place arose a new GT engine, the 275 GT. It
capacity approaching 300. There was also a choice of construction,
was this car, the 275 GTB, which would lead to a quarrel between
offering a combination of steel and aluminum or all-alloy body work,
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the GTB/C. Stylish Campagnolo 14-inch cast alloy wheels, re-creating
Powered by a Colombo-designed sixty-degree V12 with a swept
the design used on the 1963 Tipo 156 Formula One cars, were standard,
volume of 3,286 cubic centimeters (77 × 58.8 millimeter bore x stroke)
with the traditional Borrani wire wheels offered as an option.
and dispensing 280 horsepower at 7,600 revolutions per minute with
The historian Dean Batchelor noted in the Illustrated Ferrari
the triple Weber carburetors, the 275 GTB was the ultimate expression
Buyer’s Guide, “The 275 series marked the progressive change in
of Ferrari’s ideology: a road car suitable for racing that gave up little,
Ferrari design philosophy from thinly disguised racers to comfortable
if anything, to purebred competition models. With that in mind,
and luxurious transportation vehicles. Because of the chassis changes—
Ferrari also offered a limited number of 275 GTB/C competizione
primarily the four-wheel independent suspension—the 275s were
(about a dozen) stripped for out-and-out racing, equipped with a
not only faster, but more comfortable than their predecessors.”
dry sump engine and lighter weight sheet metal body work.
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Proof 1
The Colombodesigned, sixtydegree, two-cam 275 GTB V12 had a swept volume of 3,285.7 cubic centimeters (273.8 cc per cylinder), and an output of 280 horsepower at 7,500 revolutions per minute.
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Very light alloys were used in manufacturing the GTB/C. The aluminum of the body work was thinner than usual and, with the exception of the windshield, all windows were of Plexiglas. From the exterior, the only obvious differences between the GTB and the GTB/C were larger wheels, usually Borrani wire wheels, and slightly flared wheel wells. Ferrari produced twelve 275 GTB Competition cars between May and August 1966.
Lamborghini. Enzo was more or less being compelled by
an even more powerful four-cam version made its world
the competition to build a double overhead cam engine.
debut at the Paris Motor Show.
However, if he was going to join in the fray, it would be on
Ferrari was seldom first to introduce technical
his own terms.
innovations. After all, Jaguar had been offering a double
The 275 GTB four-cam was derived from the 3.3- and
overhead camshaft engine in their production and
4.0-liter engines that had powered the 275 and 330 P2
competition cars since the late 1940s. Ferrari had been
prototypes of the 1965 racing season, engines that were
content to offer a single overhead cam engine (albeit a
themselves derivatives of Colombo designs dating as far
V12) until the early 1960s. By that time, more and more
back as 1957. It was change, but not for the sake of change.
European road cars were appearing with four-cam engines
It is interesting to note that between the first Ferrari twelve-
beneath their hoods, not only Jaguar but Aston Martin
cylinder 125 model of 1947 and the 275 GTB of 1964, that
and, in Italy, Alfa Romeo, Maserati, and a new marque,
is to say over a seventeen-year career, Ferrari’s sixty-degree
Far left: Ferrari addressed the needs of its racing clientele with the 275 GTB/C or GTB Competizione, first offered in spring 1966. While the GTB/C retained the general appearance of the GTB, mechanically the differences were really quite radical. Note that the hood of the twocam GTB does not have the raised power bulge that distinguishes the GTB/4 models at a glance.
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Proof 1
Exactly two years after the introduction of the 275 GTB,
V12 had gained more than 140 percent in specific power! Never before
The 275 GTB body had everything one could dream of in a road
had Ferrari offered such a competition-oriented road car to the public:
car, a long, plunging hood; small, oval radiator intake; streamlined,
double overhead cams, dry sump lubrication, six twin-throat Weber
covered headlights; pronounced hood bulge; truncated rear; and
carburetors, and 300 horsepower at 8,000 revolutions per minute.
fastback roof line—all perfectly harmonized to the contour of the
The new four-cam engine was introduced in a revised 275 GTB
The GTB/C models were fitted with the external quick fuel filler.
steeply inclined and sharply curved windshield.
body at the October 1966 Paris Motor Show. The prototype GTB/4, with
The GTB/4 proved an incomparable dual-purpose sports car
chassis number 8769 GT and engine 8769 GT, was designed by Pininfarina
that could challenge the ability of even the most skilled drivers.
and built (as were nearly all 275 GT bodies) by Sergio Scaglietti.
Commented the author Stanley Nowak, in his book Ferrari—Forty
Sergio Pininfarina’s exotic styling for the 275 GTB and GTB/4 had
Years on the Road, “Like all of the best Ferraris, driving [the GTB/4]
captured with great success the better elements of the competition-
automatically focused one’s concentration on getting the most out
built 250 GTO, as well as, at the rear, the styling of the GTB Lusso.
of it. It responded in kind. The more one puts into it, the more one gets out of it. Like most Ferraris, it is intended for serious drivers.” The veteran race driver and former World Driving Champion Phil Hill described it as “like a boulevard version of the GTO.” While there are enthusiasts who will argue the point, the majority will agree that the 275 GTB and GTB/4 were the best-looking Berlinetta body styles ever produced by Ferrari, despite differing opinions about the 250 GTO and Berlinetta Lusso. Of the four-cam models, only about 280 examples were built. The rarest of all 275 GTB/4 models, however, were not Berlinettas, nor were they entirely built by Ferrari. These were the NART Spyders, the most controversial Ferrari ever built. In My Terrible Joys, Enzo barely mentioned Chinetti’s name,
Proof 1
yet without him, it is unlikely Enzo Ferrari would have had much
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to write about. History will remember Chinetti, who succumbed
The 275 GTB/C engine had high-lift camshafts, 250 LM valves, reinforced pistons, a special crankshaft, and new Weber 40 DFI 3 carburetors. Built solely as a competition car, the GTB/C was equipped with a dry sump engine lubrication system and a separate oil reservoir.
to a heart ailment in 1994, shortly after celebrating his ninety-third birthday, as the man who truly built the Ferrari legend. As a dealer and importer, Chinetti understood the American market far better than Enzo. To please his customers, Luigi would not only challenge Il Commendatore’s decisions but at times would have special Ferrari models produced at his own expense! The North American Racing Team was to be an independent arm of the Scuderia Ferrari that would, on occasion, also represent the factory when Enzo Ferrari decided not to enter events under his own The development of the NART Spyder in 1967 was the culmi-
acronyms in American motor sports and a virtual who’s who of leg-
nation of one of Chinetti and Ferrari’s most famous disagreements.
endary race drivers: Mario Andretti, Dan Gurney, Masten Gregory,
To Luigi, Spyders and convertibles were not interchangeable designs.
Pedro and Ricardo Rodriguez, Paul O’Shea, Richie Ginther, Phil
Each had a well-defined purpose. When Chinetti had been a race
Hill, Stirling Moss, Bob Bondurant, Sam Posey, Jim Kimberly, Brian
driver, Spyders were open competition models like the 166 MM
Redman, and Denise McCluggage. In the twenty-six years between
he had piloted to win Le Mans, cars that had no windows or tops,
1956 and 1982, NART campaigned in more than two hundred races
whereas a convertible had a folding top and windup windows. The
with more than 150 different drivers, including Luigi Chinetti, Jr.
fact that the differences were becoming less defined by the late 1950s
Because of their friendship, Ferrari had granted Chinetti the right
was one reason Chinetti had pressed Ferrari into building the 250
to use the Cavallino Rampante emblem as part of the NART insignia;
GT Spyder California in 1958, and then the SWB version in 1960.
however, all the decisions regarding the team were Chinetti’s, and
Both examples sold well in the United States.
he often found himself at odds with Ferrari. They were two very
By 1964, the Ferrari production car line had been divided into
stubborn men heading at times in the same direction and, at others,
four models: first the lavish 500 Superfast, continuing the luxury
quite the opposite way.
image Ferrari had established in the early 1960s with the 410 and 400
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Proof 1
name. Over the years, NART became one of the most illustrious
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Superamericas, then the sleek 330 GT 2+2, and the stunning 275 GTB
Equipped with a four-cam V12 breathing through six Weber
and GTB/C Berlinettas. But at the end of the line was the passionless
40 DCN 17 carburetors, and delivering up to 330 horsepower at
275 GTS, a Spyder in name only. It was built atop the GTB chassis but
8,000 revolutions per minute, the renamed 275 GTS/4 models
with an entirely different style body. This was a much more conservative
were built atop a revised Tipo 596 all-independently suspended
styling concept that retained none of the exquisite lines penned by
chassis, with the engine, prop-shaft tube, and transaxle all rigidly
Sergio Pininfarina for the 275 GTB. To Chinetti, calling the 275 GTS
mounted along the frame, as on the new Ferrari 330 GTC.
a Spyder was a sheer corruption of the word and, in terms of its spirit
From the exterior, any four-cam model was easily distin-
and intent, an unworthy replacement for the Spyder Californias, with
guished from the standard 275 GTB two-cam by a central power
which he had achieved so much success in the U.S. market.
bulge in the hood. It was also obvious whenever a driver applied
Enzo simply had no desire to build another special model for
substantial pressure to the throttle pedal—the GTB/4 and GTS/4
Chinetti’s American market. He believed the 275 GTS was enough.
could move from rest to 60 miles per hour in 6.7 seconds and
If it had been regarded as a Cabriolet, perhaps it might have been,
reach a top speed in excess of 150 miles per hour.
The 275 GTB had been the first Ferrari road car to offer four-wheel independent suspension. The GTB/4 would be the first equipped with a double-overheadcamshaft engine. Not what you could call a significant change in the model, at least from appearances, but from behind the wheel, the GTB/4 had a character that clearly set it apart from its single-overhead-cam predecessor. Although it looked nearly identical, except for a prominent hood bulge, the GTB/4 offered owners a 300-horsepower doubleoverhead cam V12.
but the demand from Chinetti’s customers was for an open racing version of the 275 GTB/4. Thus, Chinetti took it upon himself to build it without Ferrari. Luigi Jr. had actually proposed to his father the idea of building a Spyder based on the new 275 GTB/4 Berlinetta, arguably the car Maranello should have been building instead of the ignoble 275 GTS. To accomplish this task, the Chinettis turned to Enzo’s principal coachbuilder, Sergio Scaglietti, commissioning the carrozzeria to build a series of competition Spyders out of Berlinetta models, exclusively for Chinetti Motors and NART. Scaglietti was an artist when it came to converting Berlinettas into Spyders and what emerged from the Modena coachbuilder’s palette
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Proof 1
was a hand-built masterpiece.
The styling of the 275 GTB and GTB/4 was an evolution of the 250 GTO and GT Berlinetta Lusso, the influences of which can be seen in this rear threequarter view.
Below: The 275 GTB/4 engine was another Colombobased sixty-degree V12 design utilizing double overhead camshafts on each bank. Compression ratio was 9.2:1, with fuel delivered by six Weber twin-choke downdraft carburetors. Output for the fourcam was rated at 300 horsepower at 8,000 revolutions per minute.
The redesigned 275 GTs were delivered from Scaglietti to Chinetti Motors and sold exclusively in North America. Although Maranello scarcely acknowledged the existence of the 275 GTS/4 NART Spyder, it was to become one of Ferrari’s most sought-after models, and today many copies exist, cars that started life as Berlinettas and ended up converted into Spyders. The first car arrived stateside in February 1967. Stamped with chassis number 09437, it was painted giallo solare (sun yellow) and contrasted with a rich black leather interior. To give his new car a proper introduction, Chinetti had the first NART Spyder entered in the 12 Hours of Sebring. To drive, he selected two women, Pinkie Rollo and Denise McCluggage. The two had proven themselves in an OSCA
Proof 1
at Sebring in the late 1950s, and McCluggage had won her class, finishing tenth overall at Sebring in 1961
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Luigi Chinetti, Sr., was the most important figure in Ferrari history with the exception of Enzo Ferrari himself. Chinetti established Ferrari in the United States and, as a race driver, brought the company its greatest early victory, winning at Le Mans in 1949.
Proof 1 2C
Right: Luigi Chinetti, Sr. (second from left), created the North American Racing Team (NART) in 1956. Over a period of twenty-six years NART campaigned in more than two hundred races with more than 150 different drivers, including Luigi Chinetti, Jr. One of the most illustrious acronyms in American motor sports the team was a virtual who’s who of legendary race drivers including Mario Andretti, Dan Gurney, Pedro and Ricardo Rodriguez, Richie Ginther, Phil Hill, Stirling Moss, Bob Bondurant, Jim Kimberly, Brian Redman, and Denise McCluggage.
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McCluggage. “Truth be told, Luigi had a knack for manipulating his wealthy clients into subsidizing those less blessed with monetary riches but with keener hand, eye, and right foot coordination. Some of his rich Ferrari clients caught on and willingly collaborated in support of Luigi’s racing program. Some waxed indignant at the heavy cost for Ferrari maintenance and bad-mouthed Luigi around the car world (Luigi shrugged his classic Italian shrug). And some just kept paying. They might themselves log only a few laps in the race car they had paid so much to with a Ferrari Berlinetta. However, while driving the NART Spyder
prepare for Le Mans or Sebring, but they belonged. Their helmets rested
at Sebring, McCluggage would encounter a driver’s worst nightmare,
on the pit wall along with those of Phil Hill, Portago, Pedro Rodriguez,
a disorganized pit crew. Perhaps they were out of step because, at
etc.; they were part of Luigi’s NART—the North American Racing Team,”
this race, Luigi Chinetti was not present to supervise.
explained McCluggage with a sense of pride in her voice.
“Luigi was a scoundrel or a champion, depending in part on how
Though Luigi Chinetti might often be described as a Ferrari
much money you had and how much talent as a racing driver,” said
distributor and dealer, and the man who brought Ferrari to
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the United States, he was far more than that. “Without Luigi,”
progression to iconic status in the New World. He even found
contended McCluggage, “it’s possible that a disheartened Enzo
Ferrari’s first American champion, Phil Hill.
Ferrari would never have returned to building racing cars when
“So some clients were miffed at being used, the ones whose souls
World War II ended.” History knows that Ferrari did return to
were blind to Luigi’s vision of finding promising drivers to race the
building race cars, and it was the road cars that paid for them.
cars he had on that dim Christmas Eve in 1946 talked Enzo Ferrari
“Luigi introduced the cars to France and to the U.S. and found
into building. For Luigi the world was in balance when good drivers
rich people to buy them and talented people to race them,” said
drove good cars and won races. His purpose in life was to make that
McCluggage. “And he ably juggled the two to assure Ferrari’s
happen. He was uniquely able to do it.”
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Proof 1
Luigi Chinetti, Jr., conceived the idea for an open version of the GTB/4 called the NART Spyder. Carrozzeria Scaglietti produced ten, all of which were sold in the United States. This is the first example, built in 1967.
Proof 1 2C
Built on the greatest Ferrari platform of its time, the chassis for the NART Spyder was the 275 GTB/4 Berlinetta. Redesigning the stunning 275 GTB/4 Berlinetta into a Spyder was a task few would have undertaken, but Sergio Scaglietti took the Pininfarina fastback and cut the roof cleanly away, leaving the flowing rear fender line intact and blended perfectly into a reardeck lid.
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McCluggage, an award-winning journalist, author, and race
victories at Le Mans, more than anyone else could claim for a long
driver, became specifically aware of Luigi Chinetti in her first race
time to come. Nor did I know of his reputation for discovering and
in a Jaguar XK140 at the Montgomery, New York, airport in 1957.
nurturing racing talent. I had been well and truly complimented and
She recalled, “He was smiling broadly at me and waggling my elbow
it had passed by my ears.
saying: ‘Pro-BOB-ly’—he always said it like that—‘Pro-BOB-ly we
“I did get into a Ferrari several years later, a short-wheel-based 250
should get you into a Ferrari.’ I didn’t understand the significance
GT Scaglietti-bodied Berlinetta. It was dark blue and had been raced
of that then because I was only vaguely aware of his racing history—
at Le Mans in 1960. How could I even think of a Ferrari? I was a free-
with Alfa Romeo where he and Ferrari were team drivers, his records
lance journalist living in a five-flight walk-up in New York’s Greenwich
set at Montlhéry, his Mexican road race experiences, and his three
Village. The place was so small I could stand in the center of my
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kitchen and touch all four of its walls. My book shelves were scavenged
that Allen got some practice at a deserted Lime Rock and in a small
bricks and boards. But thanks to Luigi and Briggs Cunningham the
race at Vineland, New Jersey. He had a knack for driving, one that
unimaginable became reality and I owned a Ferrari. It was not only
transferred well to the race course though not all do.
my only car, it was my only thing. At the time a used Ferrari was
“At Sebring we finished tenth overall, winning our class and
$9,000. Upkeep? Someone was probably paying but I never got a bill.
the Grand Touring category. First in GT drew the same in prize
“The Berlinetta came into my hands in time for Sebring in
money ($2,000) as first overall which was won by Phil Hill and
March 1961. That was the plan. My co-driver was a jazz musician,
Olivier Gendebien in a factory Testa Rossa. Before the money
saxophonist Allen Eager, who had raced before only in his fantasies.
could burn a hole in our pocket we used it to fly the Ferrari to
It was my wont to indulge men’s fantasies insofar as I was able so
Europe and enter the 1000 K’s at the Nürburgring. Racing, like
I asked him if he wanted to drive with me at Sebring. Oh yes he
most everything else, was simpler then. And affordable enough to
did. And the process of acquisition was set in motion. I saw to it
be engaged by whim.
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Proof 1
When Luigi Chinetti formed the North American Racing Team in 1956, Enzo Ferrari granted him permission to use the Cavallino Rampante emblem, which Chinetti flanked with a stylized American flag and the NART acronym.
The first NART Spyder, equipped with U.S. instrumentation, had a maximum speed, as tested by Road & Track magazine, of 150 miles per hour. The interior of the NART Spyder was straightforward in Ferrari tradition: no superfluous trim, just the necessary instruments and a hand-sewn leather dashboard. Seats were upholstered in black leather. The color scheme was a vivid contrast to the soft yellow exterior of the first car. Note the large metal-gated shifter used on the 275 series.
“I had the entrant of record at Sebring for the Berlinetta. But it could just as easily have been a NART entry. The North American Racing Team was never a team like racing understands teams today. It was more like a pick-up basketball game at the corner playground. But, mind you, in a seriously competitive neighborhood. For each race, Luigi would improvise his entries according to who was available, who he wanted to give some seat time and who had deep pockets. He might pair a promising or even proven driver with a moneyed client who might or might not get a satisfying stint at the wheel. It took careful planning: the idea was to win which meant the best driver would be longer at the wheel. But the client whose largesse might be needed for a future race must not feel short-changed. Luigi was a master at this juggling act,” recalled McCluggage. “NART was thus any entry Luigi made with any drivers he nominated. He might have as many as seven or eight entries in any one race. I was, and I’m sure others were too, a NART driver without really thinking about it,” said McCluggage. “We were simply driving a car that involved Luigi. NART, it seems to me, has taken on the structure of a real racing team only in retrospect. Years after the fact people who are given to imposing order on past events and calling it History have compiled lists of all the drivers who ever drove a NART entry. I was on the list and seeing my name there realized I was a NART driver. The list is
Proof 1 2 T
an impressive one. A few of the names on it: Phil Hill, Dan Gurney, Stirling Moss, Richie
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Ginther, John Surtees, the Rodriguez brothers, Jim Hall, Mario
“But we had a sponsor, a rarity then. Citgo had bought a book I
The Tipo 226 V12 used in the NART was based upon the P2 prototype racing engines that had been used by the factory team in 1965. The dual overhead camshafts were an obvious major design change from the previous 3.3-liter GTB. The revised V12 delivered up to 330 horsepower at 8,000 revolutions per minute and breathed through six Weber 40 DCN 17 carburetors, which are shown here. Rarely does one see a picture of this engine with the carburetors exposed.
had written called Are You a Woman Driver? to give as a premium,
Denise’s best-known NART ride was that first 275 GTS/4, although
like steak knives, to purchasers of full tanks of gas—the gas
technically it wasn’t a NART entry! At Sebring the previous year Mario
station experience was different then, too. And Citgo extended the
Andretti, driving for NART, had been involved in an incident at the turn
relationship to include sponsoring the 275 GTS/4 at Sebring. I think
known as Webster’s, in which two spectators died. Threatened lawsuits
that involved their paying Luigi $6,000.
kept Luigi from entering the race the next year. Indeed, the risk of
“Nonetheless without Luigi present at the
litigation kept him out of Florida entirely. “He turned the Spyder over
race course we had a rather haphazard crew
to me (I think I may have paid a dollar for it) and I entered the car in the
arrangement. At least to begin with.” As the race
Twelve Hours of Sebring,” said McCluggage. “At the time I was living at
progressed the five other Ferraris entered fell out
the Sugarbush ski area in northern Vermont so I took ‘NART’, knocked
and that left McCluggage’s pale yellow convertible
the bar out of the A, flipped it over and voila: NVRT: the Northern
as the only prancing horse on the track. With five
Vermont Racing Team. Did I say things were simpler in those days?
cars out, the idled Ferrari mechanics all migrated
The firewall identification plate on the first NART Spyder still identifies the car as a 275 GTB/4, i.e., a Berlinetta.
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Andretti, A. J. Foyt, etc.”
Denise McCluggage was one of the first professional women race drivers in America, and the first to race the 275 GTS/4 NART Spyder. Her first turn behind the wheel of the new fourcam Spyder was at Sebring in 1967. (Photograph by Dave Friedman)
to McCluggage’s pits hoping to help avoid total erasure of the marque. “I don’t know if they were there for the disastrous pit stop in which all four wheels were removed but only three could be found to replace them! The car went out to circulate with worn rubber while another wheel was outfitted with a new tire and then was called back in. Maybe that extra stop stole enough time to lose us the class victory—it was close—but then the Shelby American that won had an added incentive, or so their head mechanic told me later. ‘We didn’t want to get beat by no women!’ “The yellow Spyder was the first of a proposed twenty-five such Pininfarina convertibles that Luigi commissioned Scaglietti to build for the U.S. market. Only ten were actually made,” said McCluggage. “Our race car was one of only two with aluminum bodywork and the only one known to be raced. “Enzo didn’t like open cars and Luigi did. Nor did Enzo like yellow cars,
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and Luigi did. Luigi told me with a laugh: ‘He say, ‘You make a taxi cab!’ ’
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his dark car was missed in the rain and gloom on one lap, a lap that would have meant another victory. A yellow car, he believed, would have been seen and noted.”
But Luigi believed that he would have won Le Mans four times instead
After Sebring the NART Spyder went on to a short movie career
of three if his car had been more readily visible to the scorers. He thinks
with Steve McQueen (who bought the sixth NART Spyder) and Faye
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Coincidentally McCluggage was the guest Grand Marshall of the event and presented the trophy. “An occasion for some eyes misty with nostalgia,” she said. Another coincidence McCluggage reveals is that before Steve McQueen had left New York to become a TV and movie star, “we two had been an item in Greenwich Village where we both had MG-TCs. “Later this storied car’s sale financed the birth of Brumos Porsche in Jacksonville, or so I was told by Bob Snodgrass, a Brumos principal. And in 2005 at Pebble Beach the car drew the top bid for any car in any auction held that week—3.6 million dollars. I drove the car up on the platform with Luigi Chinetti, Jr., as my passenger. “Pro-BOB-ly Luigi Sr. would have smiled and shrugged.” Right after the race at Sebring, Chinetti sent the NART Spyder off to Road & Track magazine for testing. The article appearing in the September 1967 issue reported an impressive top speed of 155 miles
As a race driver turned importer turned race team manager, Luigi Chinetti was a master at getting the most out of his drivers and his cars. Chinetti is seen here at Daytona in 1963 with driver Pedro Rodriguez.
per hour and the velocity at the end of a 14.7-second standing start quarter-mile as 99 miles per hour. R & T
Dunaway in the 1968 version of The Thomas Crown Affair. It was
Although ten examples hardly constitute “pro-
painted a more camera-friendly burgundy for the occasion. And then
duction,” among Ferraris it is a respectable number,
years later in 1987 following a Shelton restoration in Florida—and a
especially for a car that the factory had no intention of
return to its original yellow—the NART Spyder won best-in-show at
building. Fortunately, thanks to Luigi Chinetti’s vision of
the Ferrari Club of America’s 25th anniversary Concours d’Elegance.
a proper Spyder, today we have the 275 GTS/4.
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proclaimed it “the most satisfying sports car in the world.”
The Chinettis and NART By R. L. Wilson
from father and son about their adventures in racing and in dealing with not only the ultimate in sports cars but with the ultimate in clients.
Because I was a keen admirer of both automobile racing and Ferraris
In 1981, ’82, and ’83 I was one of the sponsors of the Chinetti entry
from the 1950s—though I did not possess a driver’s license until age
at Le Mans. Contributing to the race effort and costs, supporters could
twenty-five—my circumstances led to a close friendship with the NART
stay at the country house property rented exclusively for the team
racing team and the Chinetti family, Luigi Chinetti, Sr., and Luigi, Jr.,
and its sponsors, in a quiet, sedate part of Le Mans. You ate with the
affectionately known as Coco.
team, traveled to the track with the Chinetti entourage, and had the
As a Ferrari owner (my first was a 246GT Dino), I brought the car down from my home in Hadlyme (east of New Haven) for servicing at Chinetti
Each year the Chinettis entered a 512BB, specially modified by the
Motors. On one occasion, Marion, Luigi’s wife of many years, and a lovely
factory, and with sponsors—among others, Cartier. With a photography
lady, asked me if I ever drove the Dino in the rain (she didn’t approve).
pass I could freely enter the pits, and walk around the track (with cars
On another, Miles Davis’s road manager had brought in the jazz trumpet
speeding by at more than two hundred miles an hour; I doubt that insurance
legend’s white 246GT for service. The incredible clientele of the Chinettis for
today would permit those long walks). You could cross the track at the end
Ferraris, and for other high-performance machines, was one of the reasons
of the Mulsanne Straight—as long as the safety marshal waved you over.
Enzo Ferrari had struck up an arrangement with Luigi Sr. in 1946. Luigi told me they had been friends since he was about nineteen years of age! Once Luigi sold me a Formula Two Ferrari, one of five he had imported
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in the late 1960s. This magnificent machine was the centerpiece of my
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complement of credentials.
Le Mans became like old home week for both Luigi Sr. and Luigi Jr. As official photographer, I would take thousands of pictures. Luigi Sr. particularly would often ask to be photographed with old friends, some he had met during his first race as the Alfa Romeo representative in Paris, in the early 1930s.
Hadlyme office for a couple of years. I remember when the car was wheeled
For the 1982 race, a fabulous dinner was set up at a monastery in Le Mans,
out of his Greenwich showroom; he turned away and went into his office.
celebrating the fiftieth anniversary of Luigi’s first Le Mans win (in an Alfa).
That beautiful machine had been a fixture on display for years, and he had
This was a major event, attended by every dignitary and celebrated with the
an emotional attachment to it. Luigi felt that the finest of performance
kind of party that Old World Europeans can do without compare.
cars, the racers, had souls. Over the years, until days before Luigi Sr.’s death,
Later that year several of NART’s drivers were present at New York City’s
I had frequent opportunities to hear a considerable number of stories
Wave Hill estate for a fiftieth-anniversary dinner sponsored by Road &
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Track magazine, again commemorating Chinetti’s first victory at Le Mans
When authoring The World of Beretta many years later, I learned that
and his remarkable automotive career. Among the guests were Dan Gurney,
the Ferrari factory had a shotgun shooting team, which from time to time
Phil Hill, Carroll Shelby, Jim Kimberly, Denise McCluggage, Bob Grossman,
would visit Beretta’s main factory in Gardone, Val Trompia. Ugo Gussalli
and more than one hundred fellow racers, clients, and old friends (the likes
Beretta is himself a car enthusiast, and had met Ferrari.
of Zora Arkus-Duntov, Rene Dreyfus, John Weitz, and Bill Ruger). Among
On my first visit to Beretta, when I was under contract with Random
those who sent their best wishes were Mario Andretti, Richie Ginther, Janet
House to author the book, Luigi Jr. was along, as were the author Dennis Adler
Guthrie, and Stirling Moss. Remembered by all were the late Harry Schell,
and our mutual friend Steve Fjestad (publisher and author of the Blue Book of
Graham Hill, the Rodriguez brothers, and the Marquis de Portago—all
Gun Values). On that occasion we spent a day at the Ferrari factory and were
NART alumni. Like many others, the marquis’ racing career was launched
allowed to drive on the Fiorano track the latest models of cars (I as a passenger
by Luigi Chinetti (in the bar at the Ritz Hotel, Paris, Luigi persuaded de
with Luigi—a highly experienced and expert white-knuckle driver). As I traveled with both Chinettis over the years, it became clear that
Arno Werner, the renowned bookbinder for Harvard’s Houghton
each had his particular lifestyle and joie de vivre. The Chinetti-NART story
Library rare book collection, bound a beautiful scrapbook in leather.
still needs to be told. The Chinetti collection of more than ten thousand
Every guest signed the book, and a collection of photographs and press
photographs, trophies, and memorabilia helps to document a unique and
clippings was part of the volume. Its presentation was done by me, after an
breathtaking panorama of the competition automobile from the 1920s
introduction by Luigi Jr., as one of the two masters of ceremony.
through modern times. Luigi Sr. told me of Coco racing against Gilles
As the years passed, Luigi Jr. moved to Lyme and we were neighbors—
Villeneuve, in a Formula event in Canada, in which (driving equal cars)
often watching Grand Prix races on a large-screen satellite TV hookup
Coco bested Villeneuve. Luigi Sr. was convinced that Coco could have
in my office, and getting together socially and occasionally at Ferrari
been a World Formula One Champion. That Coco was an only child had
club meets or racing events. Luigi’s fiftieth birthday was at my Hadlyme
to have been a factor in dissuading Luigi Jr. from the intense dedication
property. Several pages in my guest book are inscribed by the more than
that kind of career would have demanded. Anyone who knows Coco
seventy-five longtime friends who attended, including Morley Safer of 60
recognizes a depth of automobile knowledge that is unique. I have always
Minutes. The presence of Luigi Sr. prevented the otherwise inevitable mega
felt privileged to have been a part of the NART story, if only from behind
food fight—something for which Coco has developed a worldwide reputation.
the lens of a camera.
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Portago that auto racing was more exciting than horses).
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When R. L. (Larry) Wilson first met the Chinettis, in the early 1970s, he had already been a car buff since boyhood. An inveterate collector, he saved everything he could and kept notes of numerous trips, races, cars, and stories from both Luigi Sr. and Coco. Photographs at the Daytona 24 Hours (1979) and from Le Mans (1978, 1982, and 1983) were thanks to press credentials obtained by the Chinettis and requested by Wilson’s editor at Simon & Schuster, Michael Korda. Working mainly in color print film, but occasionally in black and white, Wilson shot thousands of pictures, and a set of the best prints was then given to the Chinettis partly to encourage their writing a book of their own. Early design of the NART-Ferrari logo, approved by Ferrari and unique to NART, at upper left, ultimate evolution, at lower left, to the right of the Ferrari logo silk tie. The prancing horse tile used at Ferrari factory sites in Italy, as well as by the Chinettis in their Greenwich and New York showrooms. Early black-and-whites at left document Luigi Sr.’s friendship with the Formula One Bugatti racer Rene Dreyfus and early racing and sports car pursuits during the World War II period in the United States. Left center, the Hotel Fini, the customary place to stay when at Ferrari factory visits. Lower left, black-and-white of 1964 Formula One car (blue and white with NART logo) at Watkins Glen, John Surtees at the wheel, entered for Ferrari by the NART team. The casual portrait photo of Luigi to right of the Formula One was a favorite, taken in front of his home, holding a model of the victorious 1949 Le Mans car, the 166 MM Number 22, by the journalist, photographer, and Chinetti friend Tom Burnside. Book at left showing Chinetti in the pits at that race is Ferraris at Le Mans, by Dominique Pascal, signed to Wilson with a display of Chinetti wit by Luigi.
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Miniature car of the 365 GTB/4 Daytona of Coco and Bob Grossman, which won first in class at Le Mans 1974, after which sales of that model took off. Model of the 1965 Jochen Rindt and Maston Gregory 275 LM salutes the 1965 NART victory at Le Mans. Model of the 1933 Alfa Romeo 2300 of Nuvolari-Compagnoni, symbolic of 1932, 1933, and 1934 competitions at Le Mans of Chinetti, who won in Alfas in 1932 and ’34, and was beaten by Nuvolari in 1933. Above, 365 GTB/4 Daytona black-and-white showing the NASCAR chief Bill France, Sr., and entourage, at the 1979 Daytona 24 Hours, with Luigi in front of his boxer entry, Number 68. Drawings by Coco at top center (to right of NART driver Gregg Young trackside in sweater). The car crashed on the high banking, and Wilson photographed it extensively for NART’s insurance claims. The automotive journalist and racer Paul Frere and Luigi Jr. with Daytona at Le Mans, to left of snapshots of Luigi Sr. and his wife, Marion, at Wilson’s Hadlyme (Connecticut) home; the 1968 Ferrari Formula Two purchased from the Chinettis in the 1970s. At center, next to a crashed 308GTB, Coco at the Ferrari factory; at right, Engineer Florini, who worked with the Chinettis in the late 1970s and early ’80s preparing factory cars for racing. Wilson’s son Peter, whom Coco termed his “aide-de-camp,” to left, with a youthful Ferrari engineer. Above, Le Mans press pass for 1978, the Chinettis again with Paul Frere, keen on Ferraris and a longtime Chinetti friend and colleague. Above, Wilson’s son Peter with the 1980 Le Mans entry number 74. Boxer number 72 was the entrant for 1982. Above Peter and number 74, Amedee Polledri of Paris, with Philippe le Rouvillois of Monaco, both old friends of the Chinettis, who were regulars at the Le Mans events.
“American Commendatore” was the title of Pete Lyons’s cover-story tribute to then ninety-three-year-old Luigi in the Autoweek issue August 22, 1994. Chinetti was “the man who first represented the Prancing Horse in America, who passionately waved its banner on the track and skillfully sold its image to rich, Ferrarifeverish Americans, sometimes in the face of Enzo’s enmity.” The Denise McCluggage article “Coco Is Best Served in Italy” appeared in Autoweek, December 12, 1988, describing an inspired design and manufacturing project of Coco, with Scaglietti, of a then unnamed Modena-built but Coco-designed super exotic sports car—and of an ambitious 12-liter, twelve-cylinder dream machine, the Chinetti Doppia Dodici. Below, front end of Le Mans number 72 NART boxer at upper right, Luigi sitting on a Niki Lauda Formula One wheel in his home garage; the yellow NART coupe, a Chinetti design project of which there were numerous others over the years, many of them designed by Coco. These two rare machines were among a select group that Luigi kept at his home rather than at the showrooms on West Putnam Avenue. Center right at bottom, black-and-white showing a 288 GTO at a restaurant near Maranello, photographed by Coco, who gave Wilson a 168-mile-an-hour ride up to Gardone, Brescia (Val Trompia), from the Ferrari factory—a four-hour trip in but forty-five minutes, to visit the gunmaker Aldo Uberti and his beautiful daughter Maria. Top right, both Juan Manuel Fangio and the designer John Weitz were among the legion of friends and colleagues who figured in the careers of the Chinettis and the long reign of NART. There were many tributes to Luigi as the years passed by, among them a fiftieth-anniversary dinner at Le Mans, 1982, celebrating his first win there in 1932. The gala event at Wave Hill, also in 1982, organized by Road & Track magazine, drew more than 150 attendees. A highlight of the evening was a photograph made in front of the mansion, with all who attended. The “Profile” article, by Jonathan Thompson, was published in the Road & Track issue of October 1982. Luigi Sr.’s death in August 1994 came just before the Pebble Beach Concours d’Elegance and the attendant Laguna Seca vintage racing weekend. The 1996 Ferrari Club of America’s tribute to NART and the Chinetti legacy proved a well-attended, popular, and timely event. Coco was a featured speaker on the final evening. Bottom right, helping to celebrate the legacy of Ferrari and Chinetti, and the magic of the motorcar, are the collectors Arturo Keller and Bob Lee, at Pebble Beach. Lee is the owner of Chinetti’s 1949 Le Mans–winning 166 MM. (Photograph montage by Douglas Sandburg)
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Michelotti, with one of the Le Mans officials at the wheel. Wilson and his then girlfriend Suzanne O’Sullivan are treated to a 170-mile-per-hour trip down Mulsanne in this machine, with Coco at the wheel. Upper right, signatures of Luigi Sr. and Jr., and of Marion, taken from Wilson’s guest book. Luigi’s dedication to cars, to performance, and to speed was such that he told Wilson his doctor had said he could still drive in competition at Le Mans. Should he have had a heart attack, he would still have been able to maneuver the car off the track! In the early 1980s, when driving with Wilson as a passenger from Maranello to Paris, Luigi kept a Ferrari 400 at about 175 miles per hour continuously, and made the trip in just over nine hours! It was necessary that he drive all the way since insurance on the car covered only him as the driver. The 400 hit a large bird with the windshield on Wilson’s side while at 175 mph; that missile disappeared immediately; Luigi kept right on driving and didn’t miss a beat. But it brought on yet another story—about the PanAmerican race in which a vulture was struck by a Mercedes 300 SL ahead of Luigi, then hit his car, going through the windshield: “There was blood and feathers everywhere!” That was always part of the pleasure with the Chinettis—they never forgot anything and were brimming with the most amazing stories of two incredible lives. (Photograph montage by Douglas Sandburg)
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Between them spanning more than eighty years of dedication to the magical world of performance automobiles, the Chinettis shared a knowledge and experience rivaled by few. Luigi Sr. enjoyed cars as a boy in his uncle’s garage in Milan and had met Ferrari by the time he was nineteen. They were very close in age and developed one of the classic collaborations in the history of motor sports, as well as automaking and distribution. In contrast to the first collage, this collection concentrates primarily on the Chinettis in racing, with Berlinetta Boxers entered into Daytona 1979 (number 68) and at Le Mans in 1980 (number 74) and 1982 (number 72). At top center, the pits at Le Mans, in an uncharacteristically quiet repose. A few shots relate to the period before World War II, such as the deck chair racers onboard the Comte di Savoia in May 1940. From left, Luigi, Rene Dreyfus, Mrs. Le Bègue, and Harry Schell. The Chinetti and Dreyfus voyage to America is covered in detail in My a creek bed (she was then three months pregnant with their son Two Lives: Race Driver to Restaurateur, by Dreyfus with Beverly Rae Kimes. At lower left, attending the New York World’s Fair, Stephen, today a car buff) the day the machine was to be at Chinetti Motors for a fifteen-hundred-mile checkup! 1939, at the Ford Pavilion, with René Le Bègue, Harry Schell, Rene The Hotel Fini brochure included, for many years, a lounge photo Dreyfus (all except Luigi smoking). Upper left, above, Le Mans photo showing Wilson, his son Peter, and Coco, enjoying the ambiance of a of number 22 166 MM at Indianapolis, with the Maserati entered with preferred hotel while visiting the Ferrari factory. Dreyfus as driver, 1940. Above, the monastery in Le Mans at which Bottom right, Salvador Dalí ashtray suggests a keen interest in the fiftieth-anniversary dinner was held honoring Luigi, 1982. To right, art; both Chinettis were prone sometimes to take it in trade on cars. ticket to the Ferrari Museum, Modena. Top right center, Luigi Sr., as Marshal of the 1982 Le Mans Lower left, one of the most detailed histories of NART and Ferrari race, waves the flag at the start; the tremendous speed of the cars in America was Albert R. Bochroch’s article in the 1975 Automobile seems to be sucking the entourage onto the track. Wilson held on Quarterly/Dutton book Ferrari: The Man, the Machines. The inscribed to Luigi to make sure he did not disappear into the thundering herd image shows Chinetti in the pits at Le Mans, c. 1961. of powerful machines. Right center, Ferrarisima, a limited, numbered, and signed Left center, above a New York Yacht Club packet of soap, the edition of five thousand copies, number 21 (published 1994), charming hotel in Le Mans, leased for years by NART for its team, included a tribute to Luigi titled “When Ferraris Were White and sponsors, and guests during race week. Among NYYC members Blue,” by R. L. Wilson. was the racer Briggs Cunningham, an early patron, then rival, of the Bottom center, the Chinettis with Phil Hill, 1982. Under the Ferraris Chinettis and NART. at Le Mans book by Dominique Pascal, a photograph of Coco with Top right, the author-publisher Michael Korda, to the right of Francois Secard, a longtime mechanic with the Chinettis who worked “programme official,” wrote letters to request press passes at Le Mans several races as part of team NART. for Wilson in the hope of publishing the official history of NART and the Far right, Coco with Dennis Adler (right) and the author/publisher Chinettis. To right, Luigi at the Le Mans pits, 4:00 pm, just at the start of Steve Fjestad at the Ferrari factory, Maranello. The crashed 246GT the 1983 race. He was determined to remain trackside as long as the Dino and 308GTB were Wilson’s, the former totaled by him braking NART cars were still in the race. down from sixty-five miles per hour to avoid a near head-on collision Note drawings by Coco; drumsticks recall one of his many talents— on a Connecticut River country road. In the process the steering wheel music; he also pursued photography and was involved in films on NART was bent as (without seat belts) he held on to prevent heading through and racing in the 1960s. Top center, one of Coco’s custom designs, the the windshield. The 308 was crashed by Wilson’s wife, Charlotte, into
Road Cars for America and the World The influence of the Chinettis on Ferrari sales and notoriety in the United States led to the North American market becoming one of the most important for Ferrari’s continued success. Thus, many of the cars built in the late 1960s, into the 1970s, and to this day, have been created with American buyers in mind. While the Lusso had come closer to being a true touring car than any of its predecessors, and ideally suited to the American market, Ferrari had already undertaken development of a genuine luxury model with the 400 Superamerica, which was built concurrently with the Lusso through 1964. The 400 Superamerica was also designed by Pininfarina, drawing on several auto show styling themes from the early 1960s, including the sensational Superfast II shown at the Turin Motor Show in 1960. The styling of the 400 Superamerica, which gave rise to the 500 Superfast in 1964, has been a subject of debate for decades among Ferrari owners and sports car enthusiasts. On one side there are the critics, who called the 400 Superamerica ugly and disproportionate; wrote one pundit, “cover up first the front, and then the back with your hand or a piece of paper, and they do not look like the same
Proof 1
One of the greatest patrons of the Cavallino Rampante was millionaire hotel and casino owner William Harrah. Harrah and Ferrari posed for this photo at the Maranello, Italy, factory in May 1961. Harrah’s impact on promoting Ferraris through his own contacts and clientele proved significant.
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vehicle.” On the other side were those who called it one of the most exciting designs of the era. Somewhere between the extremes was the truth, although the 500 Superfast was undeniably a better-looking
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With sleek, aerodynamic styling, the 500 Superfast was truly worthy of its name—originally coined by Pininfarina for a show car. The body design was based in part on the 250 GT Berlinetta Lusso and the Superfast’s predecessor, the 400 Superamerica.
headlights, and a more graceful rear pillar and backlight.
The 500 Superfast made its debut at the Geneva Motor Show in March 1964. A larger, more luxurious, and more powerful replace-
In creating the 500 Superfast, Sergio Pininfarina had retained
ment for the 400 Superamerica, it had beneath the hood a modified
the aesthetic lines of the aerodynamico coupes but refined and
sixty-degree V12 based on both the Colombo and the Lampredi
tailored the lines of the 500 more closely to those of the 250 GT
designs. Displacement was increased from the Superamerica’s 3,967
Berlinetta Lusso, which had been a styling triumph for both Ferrari
to 4,962 cubic centimeters, to arrive at a cubic inch displacement
and Pininfarina.
that was highly regarded in America, 302 cubic inches (actually
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car, with softened body lines, a squared-off transom tail, uncovered
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Pininfarina relied heavily upon established Ferrari styling cues when designing new models. The Superfast, for example, had fender louvers similar to the 400 Superamerica’s, which were derived from the earlier 410 Superamerica. The fender lines have their origin in the Lusso. Said the late designer, Sergio Pininfarina, “Creating a new design is not always an easy task. On one hand, if you are following too much of a traditional look, you risk repeating yourself and not being innovative enough. On the other hand, I think it is right that I resist the temptation to make every car I design extraordinary.”
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302.7). This was accomplished by using the 108-millimeter (4.26-
longer stroke of 71 millimeters (2.79 inches), displacing 3,967 cubic
inch) bore centers of the 1950 Lampredi-designed long block sixty-
centimeters (242 cubic inches). With this momentary return to the
degree V12 with the general mechanical layout of the big Colombo
older Lampredi dimensions for the 500 Superfast, engine output was
V12, thus creating a hybrid engine with 88-millimeter (3.46-inch)
now a robust 400 horsepower at 6,500 revolutions per minute, the
bore and 68-millimeter (2.68-inch) stroke.
same as it had been for the 1950s-era 410 Superamerica. Changing
The Lampredi design used in the 410 Superamerica series,
the engine’s compression ratio was another assist in output. The
produced from 1956 to 1959, had the same bore and stroke as the
Lampredi engine used 8.5:1 and delivered 340 horsepower at 6,000
new 500 Superfast. The big Colombo V12, introduced with the 400
rpm. The later engines, with 9:1 compression, produced the much
Superamerica, used a smaller bore of 77 millimeters (3.05 inches) and
vaunted 400 horsepower. The 500 Superfast had an 8.8:1 compression
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With the use of wood veneers to accent the instrument panel and center console, the interior of the 500 Superfast was the most luxurious of any Ferrari built up to that time.
Right: The 330 GTC was an astounding combination of three Ferrari body styles, utilizing elements from the 400 Superamerica, 500 Superfast, and 275 GTS. “A combination that could have been a disaster,” as the late Ferrari historian Dean Batchelor once noted. Instead, the 330 GTC turned into one of Ferrari’s most attractive two-place coupes.
ratio, the same as that of the Colombo-based 400 Superamerica, which had delivered only 340 horsepower at 7,000 rpm. It should also be noted that the early 400 Superamerica had a 9.8:1 compression ratio and produced the same 400 horsepower as the 500 Superfast but at a higher rpm. Both the Lampredi and Colombo engines used three twin-choke Weber downdraft carburetors. In 1964 the 500 Superfast had the most powerful engine available in a passenger car. The first series, about twenty-five examples, used the four-speed, all-synchromesh transmission with electrically operated overdrive from the 400 Superamerica. The second series, an even dozen cars built from late 1965 to the end of production in 1966, were little changed but did include side louvers in the fenders and a five-speed, all-synchromesh gearbox, with direct drive in fourth gear. The Superfast was built on a 2,650-millimeter (104.2-inch) wheelbase (50 millimeters longer than the 400 Superamerica
Proof 1 2 T
A rear-deck design traditional on Ferrari Spyders such as the 330 GTS adapted surprisingly well to the coupe configuration of the 330 GTC, which actually preceded the 330 Spyder into production by six months.
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Fender louvers became a Ferrari trademark after the 410 Superamerica of 1956. Pininfarina continually revised the design, which on the 330 GTC took on a very artistic appearance.
LWB platform) with a 1,407-millimeter (55.5-inch) front and
Proof 1 2C
Top right: Taking its interior styling cues from the 500 Superfast, the 330 GTC featured wood veneer on the dashboard, although leather was again applied to finish the center console. Power windows (switches on either side of the cigarette lighter) were one of many convenience features offered. This example was also equipped with air conditioning.
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1,397-millimeter (55.2-inch) rear track, both slightly wider than the 400. The suspension was of similar design: A-arms, coil springs, telescopic shock absorbers in front, and a live axle rear with semielliptic springs and telescopic shock absorbers. Other than the engine, mechanical specifications for the 500 Superfast were almost identical to those of the companion 330 GT, introduced in 1964. The 500 Superfast was the most luxurious car Ferrari had built up to that time: the ultimate in front-engined Ferraris “for those who like the Rolls-Royce touch with their performance,” as the historian Hans Tanner wrote in 1974. But no one summed up
Ferrari
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The 330 GTC utilized the same engine as the earlier 330 GT 2+2, a 300-horsepower Colombo-based V12 displacing 3,967 cubic centimeters (242 cubic inches). The cars were equipped with a five-speed, all-synchromesh transmission built inunit with the differential.
the Superamerica better than Antoine Prunet, who decreed that
were a standard feature, as was an AM/FM push-button radio.
“Ferrari and Pininfarina had, without question, created quite well
When construction of the 500 Superfast concluded with the thirty-
Maranello’s flagship coupe was luxuriously upholstered in
Ferrari coupes and Berlinettas. The Superfast and its kin were gone
buttery leather and accented with hand-rubbed wood trim on the
forever and with them a chapter in Italian sports car history that will
instrument panel, dashboard, and center console. Power windows
never be forgotten.
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seventh car in the series, it brought an end to limited-production
the Ferrari ‘Royale.’ ”
Luigi Chinetti, Sr., had a long and wonderful career. He is seen here in 1991 with a new Ferrari Testarossa. Chinetti passed away in 1994, shortly after celebrating his ninetythird birthday.
Proof 1
Opposite: Despite his father’s misgivings, Luigi Chinetti, Jr., became a professional race driver, and went on to win his category at Le Mans in 1971, driving a 365 GTB/4 Daytona. Although now in his early sixties, the author can personally vouch for Chinetti’s driving skills on the race track, having spent time with him on the Fiorano track testing new Ferraris.
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Ferrari’s advances in luxury GTs reached an all-time high for the
However, in the skilled hands of Pininfarina, the juxtaposition of
1960s with the 1966 introduction of the 330 GTC and GTS models.
design elements from two Berlinettas and a Spyder turned into an
The GTC made its debut in March at the Geneva show. The 330
extraordinarily attractive coupe.
GTC was the ultimate Ferrari hybrid, utilizing the chassis of the 275
A truly modern Ferrari for the times, it featured four-wheel fully
GTB, the engine of the 330 GT 2+2 (introduced in 1964), and a body
independent suspension with unequal-length A-arms, coil springs
design by Pininfarina that combined the aerodynamic styling of the
and telescopic shock absorbers, disc brakes on all four wheels, and
400 Superamerica and 500 Superfast with the 275 GTS: what Dean
a five-speed, all-synchromesh transmission built in-unit with the
Batchelor once called “a combination that could have been a disaster.”
differential to deliver 300 horsepower from the Colombo-based V12.
Ferrari
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The 330 GTC was closer than any model had yet come to combining the power of a Ferrari V12 with the unadulterated luxury of a touring car. It was fast, comfortable, and quiet. It even had air conditioning as an option. Being all things to all people has always been a difficult task, but Ferrari made one remarkable overture to that end with the 330 GTC. Production lasted from mid-1966 to the end of 1968, at which time the engine was enlarged to 4.4 liters and the car renamed the 365 GTC. This version was continued through 1969. As Ferrari prepared to enter the 1970s, an entirely new line of road and competition cars was under development—cars that would once again break new ground in design, performance, and engineering. Exactly two years after the 275 GTB/4 had appeared on the Ferrari stand in Paris, the all-new 365 GTB/4 Daytona made its debut, and from that moment on, all bets were off. In 1972 a new sales arrangement was created for Ferrari North America. In the eastern United States, a partnership was formed by the Chinettis and Al Garthwaite. In the West, where the Von Newmann brothers at Competition Motors had handled sales, the new importer was Modern Classic Motors in Reno, Nevada, owned by the renowned car collector and casino owner Bill Harrah. This was the arena that had been established by Chinetti, and as a new decade was dawning, the true heirs were about to set foot upon the stage. Ferrari would stun the motoring world with sports and racing cars unlike
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any that had yet come from Maranello.
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Chapter 8 The 1970s and a New Look
Nothing says Ferrari like red. Screaming out loud, hold on to the seat of your pants, drop –dead red; and no Ferrari was better suited to that color than the 365 GTB/4 Daytona. This was the car that gave young men pause to reconsider their futures; a car upon which aspirations could be built.
the Ferrari language, words that define the essence of the automobile
the only Daytona actually built by Pininfarina. The production car bodies were built for Ferrari by Scaglietti.
before one even knows the year or model. So it was to be with the 365
Since Ferrari began offering road cars in the late 1940s, the
GTB/4, which for many Ferrari collectors has become the ultimate
Berlinetta design had evolved into one of Maranello’s most
example of these differing approaches to design.
popular body styles for both road and competition cars. Ferrari
The Ferrari Daytona was introduced in Europe as a Berlinetta in
styling had for years dictated that every car have a dynamic grille,
1968 and as a Spyder the following year. Displayed at the Paris Motor
and a pronounced, aggressive visage, epitomized by models such
Show, the prototype coupe was actually the third Daytona design
as the 250 MM, 340 Mexico, Tour de France, and 250 GTO. For
created by Carrozzeria Pininfarina but the first to use the new 365
the Daytona, however, Sergio Pininfarina and his staff were about
motor and to resemble the production car closely. Built on a 275
to take a detour, departing from all previous Ferrari models and
GTB chassis, every body panel and piece of glass was different from
abandoning for the first time the oval grille that had become a
the later 365 GTB/4 production models, and the 1968 prototype was
Ferrari hallmark.
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The words Berlinetta and Spyder are two of the most important in
Breaking from tradition was a difficult decision for Sergio Pininfarina. For more than a decade he had designed bodies for Ferrari that were imbued with a sense of heritage and, however different they may have been from model to model, always had a look that was unmistakably Ferrari. The 250 GTO, 250 GTB Lusso, and 275 GTB had been the first cars significantly to advance aerodynamic design at Ferrari, but they had still borne the traditional Ferrari styling cues. As he began designing a body for the new 365 GT engine and driveline, Pininfarina was convinced that aerodynamics were now as important as the car’s performance. Thus he decided to replace the aggressive oval grille with a sharp, thin line from the front, with the radiator intake forming a horizontal slit beneath the nose. In one bold stroke he had changed the Ferrari’s formidable open mouth into a malevolent grin. This new approach to front end styling presented one unique challenge: where to place the headlights, which
Proof 1
Left and opposite: The first of their kind, the 1968 Ferrari 365 GTB/4 Berlinetta and 1969 Ferrari 365 GTS/4 Spyder prototypes. Both cars featured the Perspex nose band with concealed headlights, a stunning design that was not permitted in the United States.
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had for more than twenty years been a part of the fender design. With the 365 GTB/4, however, there were no front fenders, at least not in a conventional sense. This brief impasse led to the second most dramatic styling change in Ferrari history—the elimination of faired-in headlamps. For the 365 GTB/4, Pininfarina chose to set the headlamps back under clear rectangular covers, which blended in with the lines of the front deck. Small horizontal bumpers were set into either side of the radiator air intake, with small parking lights tucked in just above and small, round marker lights positioned on each side of the front fenders. At least one prototype incorporating these changes was built in the late summer and early fall of 1968. On the final version, the paired headlamps were set slightly back from the nose of the car, but the entire nose was now covered by a single band of transparent plastic. This nose band—a sheet of Perspex approximately 8 inches high—was then carried around the front corners to integrate parking and side marker light units, ending just short of the front wheel arches. Toward either end, where it covered the four headlights, this plastic band was left essentially
Proof 1
clear (there were fine, white vertical lines on the inner
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The Daytona’s original design called for headlights concealed behind a clear plastic cover. The dynamic new design, however, was not in accordance with U.S. federal headlight height requirements and had to be changed for export models. Ferrari found it necessary to design a second front end, which positioned iodine headlamps in a retractable housing that mimicked the Perspex nose when the lights were off and “popped” up (Corvettestyle) when they were turned on. All models originally sold in the United States were so equipped.
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surface). In the center, the inner surface of the Perspex was painted
sides and approximately halfway back, there were two recessed air
black (still with fine white, vertical lines), except for the very center,
vents, located in a low-pressure area and serving as outlets for warm
left clear to display the rectangular Ferrari emblem attached to the
air passing through the combined water and oil radiator. Adding to
body work underneath.
the complexity of the hood, the trailing edge was curved to conform
There was, however, much more to the 365 GTB/4 than its radical
to the base of the windshield, with the gap between the hood and
new headlight design. The hood was a highly complex series of
windshield varying from a mere fraction of an inch at the sides to
curves and one of the most difficult pieces on the entire car. On both
several inches along the centerline of the hood. At the same time, the
Ferrari
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The prototype Daytona (below) had a different trunk design, which did not extend down into the rear apron between the taillights. The car was built on a 275 GTB chassis, and every body panel and piece of glass was different from the later 365 GTB/4 production models, and the 1968 prototype was the only Daytona actually built by Pininfarina.
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plane of the hood bent sharply upward along the rear edge, giving
reflections and, by tucking them behind the louver at the rear of the
the effect of a louver and in theory directing the air flow up to the
hood, improving aerodynamics. In actual practice, the wipers had to
windshield rather than bluntly into it.
be parked in view in order to clean the windshield.
The large gap created by the curve of the hood as it rounded the
A factory press release noted that the large, double-curved
windshield served a dual purpose: as an additional outlet for engine
windshield had “an extremely aerodynamic line” and was sharply
compartment air and as a storage space to park the windshield
angled to the rear. It was attached to the body without a visible rubber
wipers. In theory, the wipers were supposed to be removed from the
gasket, which was recessed to improve the smoothness of the lines and
line of vision through the windshield, thereby precluding annoying
covered by a thin strip of bright metal surrounding the windshield.
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The 365 GTB/4 Berlinettas were campaigned successfully at Daytona, Le Mans, Watkins Glen, and the Tour de France; less successfully at Sebring and the SpaFrancorchamps. In the archives of SEFAC Ferrari, the Daytona reigns as the last great frontengined V12 model, the greatest car of its time. (SEFAC—Società per Azioni Esercizo Fabbriche Automobili e Corse—was the corporate name of Ferrari S.p.A. from 1960 until 1969, when Enzo Ferrari relinquished a 50 percent holding in the company to Fiat, which took charge of road car production.)
Proof 1
Ferrari and Pininfarina introduced the world to the all-new 365 GTB/4 Daytona at the Paris Motor Show in October 1968. At that time it was the most expensive (at just under $20,000) and fastest (the factory claim of 174 miles per hour was verified, within 1 mile per hour, in a 1970 Road & Track test) road car in the company’s history. This is the actual prototype car as it appeared in 1968. The first factory sales brochure was printed in three languages: French, Italian, and English.
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Ferrari
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The 1970s and a New Look
There was a decidedly rakish angle to the Daytona’s roof line, establishing a fastback appearance at the rear of the body before angling down to the deck lid and an extremely large and almost flat backlight. This was installed in a manner similar to that of the windshield and surrounded by a thin strip of brightwork. The tail section of the fastback was taken up with the rear-deck lid, which ended along the rear edge of the upper body work
The graceful lines of the 365 GTB/4 Daytona Berlinetta rewrote the book on Ferrari design. Both examples shown are the European models with the Perspex nose not approved for sale in the United States.
on the prototype but extended down between the paired round taillights on production versions. With only a few exceptions—most notably the 1962 250 GT Lusso—Ferrari Berlinettas were notorious for restricted rear vision. The Daytona would not follow suit. In designing the 365 GTB/4, Pininfarina used taller side windows, extending upward from the belt line to the flat roof line, allowing drivers improved over-theshoulder visibility. The door glass featured front vent windows on each side, and aft of the door glasses, in the rear sail panels, were rear quarter windows, followed in turn by a set of crescent-
Proof 1 2C
shaped air outlet vents, which were painted black.
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Ferrari
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The same design in all other respects, the models approved for export utilized a Corvette-style headlight design with pop-up housings. The lights, when raised, created turbulence that disturbed the smooth flow of air over the aerodynamically designed hood line.
The entire window ensemble was surrounded by bright, thin metal frames and an additional piece of brightwork along the drip molding above the windows to accent the roof line. Overall, the large expanses of glass helped lighten the visual effect of the rear half of the car as well as provide much improved driver visibility. In keeping with Pininfarina’s decision to eliminate unnecessary embellishments, the trim around the windows was just about the only evidence of brightwork or decoration. Even conventional door handles were eliminated. Instead, small levers swiveled out parallel to the bottom of the door windows, looking more like part of the window trim. On the rear center of each door there was a small
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key lock, and that was all Pininfarina allowed to impair the smooth flow of the body lines.
One of the most significant styling characteristics of the 365 GTB/4 was the troughline, a concave molding used to create a visual divide between the upper and lower body panels without resorting to the use of chrome trim. Encircling three-fourths of the car, it extended the length of the body from behind the front wheel arches to those at the rear and then around the back of the body above the bumpers. The troughline was derived from the indent along the top third of a long-blade knife or bayonet. The sides of the Daytona
Proof 1
were also somewhat narrowed in appearance by the
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sharp inward slant of the rocker panels, giving the car an almost barrel-sided roll between the wheel arches. Filling the void left earlier in the year by the discontinued 275 GTB/4 Berlinetta, the all-new Daytona made an immediate splash when introduced at the Paris Motor Show; however, it was not immediately available, and Ferrari did not produce the cars in any great number until the last half of 1969. Although it was the first Ferrari to be built in quantity to meet the U.S. regulations, the European version was marketed first, and the U.S.-legal cars were not available on a regular basis until mid-1970. Real quantities did not arrive until early 1972, when the new U.S. Ferrari importers took over.
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The Daytona Berlinetta interiors were beautifully designed, luxurious, and for the late 1960s, as modern in appearance as the car itself.
Proof 1
On models sold in the United States, the 4.4-liter (268-cubic inch) sixty-degree, double-overhead cam V12 delivered 352 horsepower at 7,500 revolutions per minute.
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In all probability the 365 GTB/4 shown in Paris was the final
Ironically, the car’s most attractive feature, the Perspex-covered
Pininfarina prototype finished in a bright Ferrari racing red, with
headlights, became its greatest handicap when Ferrari went to sell
a red and black interior. The prototype built on chassis 11795
the Daytona in the United States. The headlights were not in accor-
stayed with the factory until it was sold to one of their Formula
dance with federal height requirements. Ferrari found it necessary
One drivers, Arturo Merzario, in December 1970, and is now in a
to design a second front end just for export to the United States. The
private collection.
second design positioned iodine headlamps in a retractable housing
Ferrari
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that mimicked the Perspex nose when the lights were off and “popped” up Corvette-style when they were turned on, at which point Pininfarina’s aerodynamic theory of an unbroken front surface was spoiled. The body of the new car was not the only innovation. In order to
Above: Coming or going, this was the look, and the model, Americans and Europeans came to regard as the ultimate Ferrari road car in the late 1960s.
meet federal emissions regulations that went into effect in the United
clean-burning engine. The 365 GTB/4 model’s designation followed the Ferrari custom of stating the displacement of a single cylinder, followed by a set of letters and numerals that further defined the car. Thus, the new Berlinetta had 365 cubic centimeters per cylinder (precisely, 4,390.35 cubic centimeters total displacement), was a Gran Turismo Berlinetta, and had an engine with four camshafts.
By the late 1960s, Enzo Ferrari, shown in front of the Maranello factory main entrance, had established himself as the most prominent manufacturer of sports and racing cars in the world. The name Ferrari was recognized on every continent and in every language.
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States in 1968, Ferrari’s engineers had to come up with an efficient,
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Although the Daytona Spyder was first shown in 1969, it was not available until 1971. The prototype car pictured (serial number 12851) was the only example built with the Perspex-covered European headlights. Any other Spyders with such covers were either retrofitted by the owner or converted from European Berlinettas to Spyders, a common practice in the 1980s.
The new sixty-degree, double-overhead-cam V12 was derived from earlier designs by Gioacchino Colombo and Aurelio Lampredi. Displacing 4.4 liters (268 cubic inches) and teamed with six Weber DCN20 twin-barrel 40-millimeter downdraft carburetors, the fed-legal Ferrari engine delivered 352 horsepower at 7,500 revolutions per minute, taking the drive through a ZF all-synchromesh five-speed transaxle built-in unit with the differential. Following the 275 GTB/4, the Daytona had a four-wheel independent suspension composed of unequallength A-arms with tubular shock absorbers, coil springs, and front and rear antiroll bars. The Daytonas were also equipped with Dunlop ventilated disc brakes on all four wheels. Underneath, a welded tubular steel ladder frame supported the car’s 94.5-inch wheelbase and was wider than normal 56.6-inch front and rear track. The Berlinetta’s broad stance was contrasted by an overall
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length of 174.2 inches (14.5 feet).
At the time of its introduction, the 365 GTB/4 Berlinetta was the most expensive and fastest road car in Ferrari’s twenty-one-year history. Priced at just under $20,000, the Daytona was capable of reaching a top speed of 174 miles per hour according to the factory. Road & Track recorded zero to 60 in 5.9 seconds and a top speed of 173 mph. Following the successful introduction of the Daytona Berlinetta, work was begun on a Spyder version, to be introduced in 1969. Although building Spyders was becoming something of a tradition around Ferrari, beheading the 365 GTB/4 flew in the face of reason. Designed to take advantage of Europe’s high-speed autoroutes, the Daytona was the most aerodynamic model in Ferrari’s history. Pininfarina claimed that the outline of the body had been developed, both in general lines and in many smaller details, in accordance with studies conducted in the wind tunnel at the Turin Polytechnic Institute. Aerodynamics was as much a part of the car’s performance
The interior of the Spyder was identical to that of the 365 GTB/4 Berlinetta, less, of course, a roof over your head and quarter windows.
as the refined V12 engine under the hood. If the roof was removed, the aerodynamic gains were gone with the wind, so to speak. Making a Daytona Spyder was not logical. Of course, who said logic has anything to do with automobiles? “In Europe, we are accustomed to thinking of a sports car as a Berlinetta. On the contrary, a sports car for an American many times means a Spyder,” explained Sergio Pininfarina. In total, 1,383
Opposite: Mechanically, the 365 GTB/4 Berlinetta and Spyder were identical, although the Berlinetta showed consistently superior performance—the Spyder’s reduced aerodynamics exacted their toll on top-end velocity. There were also a number of structural changes made to strengthen the convertible body, making the 365 GTS/4 heavier than the GTB/4. Heavier, too, was the price—a hefty $26,000 in 1973.
Daytonas were produced, including 122 Spyders, 96 of which, not
Proof 1
surprisingly, were sold to customers in the United States.
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The Other 365 GT The California Spyder
Proof 1
The interior featured the lavish use of polished wood veneers and hand-sewn leather upholstery throughout to make the 365 GT California Spyder one of the most luxurious Ferrari models of the 1960s.
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Ferrari got hooked on naming cars for the United States market
The California Spyder represents an amazing composite of
when the company introduced the 340 America in 1951. It was
Ferrari designs, a 2+2 convertible uniting elements from the
followed in 1956 by the 410 Superamerica, and then the first Spyder
ritzy 500 Superfast, the luxurious 330 GTC, itself a compilation
California in December 1957.
of designs, and the sleek 206 Dino, all seamlessly tied to the
The rarest cars to carry the California epithet were the 365
formidable power of Ferrari’s new 4.4-liter, 320-horsepower V12.
California Spyders, successors to the much-vaunted 500 Superfast
Like its luxury counterparts, the 365 offered power steering, power
models introduced in 1964. For Ferrari, these were to be uncommon
windows, and air conditioning.
cars, hand-built, high-performance luxury models. Even more exclu-
While the California was nothing out of the ordinary under
sive in number than the Superfast, the 365 California would be limited
the skirts, basically a mirror image of the 330 GT 2+2, it was the
to just ten months’ production, from October 1966 to July 1967, allow-
only Ferrari convertible model at that time designed to seat four.
ing a mere thirteen cars, plus the Geneva prototype built in July 1966.
Combined with Pininfarina’s extraordinary body design, featuring
By name, the car was related to the legendary two-seat 250GT
pop-up driving lights, Dino-like door-into-fender air scoops, and
Spyder California, but by design, closer to the Superfast, with seating
uncharacteristically large, canted taillights, the 365 California Spyder
for four, albeit as a convertible rather than a coupe.
was a unique car, even among Ferraris.
At the time the 365 California Spyder was penned, designer Sergio
The example shown, serial Number 10077, was among the
Pininfarina was planning to break away from traditional Ferrari
last four built in the series and has been a part of the renowned
styling with the all-new 365 GTB/4 Daytona. The 365 California
Nethercutt Collection in Sylmar, California, since 1981. It is one
Spyder fell somewhere in between past and future, a byproduct
of the few contemporary automobiles deemed significant enough
of Pininfarina’s archetypal school of design and the company’s
to share a place among the great American and European classics
emerging aerodynamic vogue.
in the collection.
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The 1970s and a New Look
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Proof 1
The 365 GT California Spyder was an amazing composite of Ferrari designs: a 2+2 convertible uniting elements from the ritzy 500 Superfast, the luxurious 330 GTC, itself a compilation of designs, and the sleek 206 Dino. Combined with Pininfarina’s extraordinary body design, featuring pop-up driving lights, Dinolike door-into-fender air scoops, and uncharacteristically large, canted taillights, the 365 California Spyder was the only fourseat Ferrari convertible model of the 1960s.
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Chapter 9 Contemporary Ferrari Road Cars—1980s to the Present
The F40 was one of those cars that beckoned you, no, compelled you, if you had any spirit at all, to take hold of the wheel and master the machine. It was how a seasoned horseman might have felt when he came upon a wild stallion.
The 365 GT4 Berlinetta Boxer—Ferrari’s first mid-engine
achievements in the design of road cars. One of the most significant
production sports car (discounting the Fiat-powered Dino)—was
was the development of the boxer engine in 1964. Ferrari’s first flat,
fitted with a 4.4-liter production version of the competition engine
opposed (180-degree V12) boxer engine was a twelve-cylinder, 1.5-
in 1974. Mounted behind the driver and ahead of the rear axle, it
liter Formula One engine with 11:1 compression ratio, Lucas fuel
delivered 380 horsepower at 7,200 revolutions per minute.
injection, and output of 210 horsepower at a screaming 11,000 revolutions per minute.
The 365 GT4 BB would be the first of a generation of new rearengine twelve-cylinder models, which would remain in production
The boxer name itself was derived from the pistons’ reciprocating
for more than twenty years. The main body structure of the 365 GT4
movement, back and forth, toward and away from each other, like
was steel, with the hood, doors, and rear-deck lid made of aluminum
two boxers sparring. The term, however, was actually of German
and the lower body panels constructed of fiberglass. As usual, the
origin, used to describe the layout of the early Porsche and VW four-
design was by Pininfarina with the actual body production handled
cylinder engines, which were also of flat-opposed design.
by Carrozzeria Scaglietti in Modena.
The styling of the 512 Berlinetta Boxer was already established with the 365 GT4 BB, but updated by Carrozzeria Pininfarina with the addition of a spoiler under the grille, which squared up the front end perspective, and NASA ducts on the lower body sides forward of the wheel openings.
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Proof 1
Racing has been the foundation for nearly all of Ferrari’s
Proof 1
“A Ferrari should be designed to always show the engine, because that is the heart of the machine,” says Sergio Pininfarina. This dictum was never more apparent than in the sculptured engine cover of the 512 BB, a stylistic work of art that focused attention on the Ferrari engine as never before. Beneath the deck lid was an equally attractive engine, the Forghieribased flat-opposed V12 designed to look as impressive as it felt under full throttle.
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The most famous taillights in Ferrari’s sixty-year history, the twin round lenses of the 512 BB model. This design would be repeated on numerous Ferrari models.
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Proof 1
The 365 GT4 BB (Boxer) and 512 BB were fairly large cars, built on a wheelbase measuring 2,500 millimeters (98.4 inches), almost 4 inches longer than the 275 GTB/4 and 365 GTB/4 models preceding them. The cars’ overall length was accentuated by the long front overhang and the height of the rear deck.
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The
cars
utilized
the
For a car that was closer to a race car than to a road car in performance and handling, the 512 BB provided driver and occupant with an exceptionally high level of interior comfort and trim.
latest
Ferrari suspension technology, with unequal-length A-arms, coil springs, tubular shock absorbers, and antiroll bars front and rear. Dean Batchelor noted in his review of the 365 GT4 BB, “Handling is great for the enthusiast driver. The steering, which is heavy at low speeds, lightens up as speed increases and the tail-heavy weight distribution (43/57 percent), which would normally cause oversteer, is offset by a suspension with understeer The 512 BB employed the same blended media construction as
The 365 GT4 BB was the first Ferrari road car in many years to
the 365 GT4 BB, using steel for the main body structure; aluminum
give drivers a taste of what a race car actually felt like. Ferrari
for the hood, doors, and engine cover; and glass fiber for the lower
produced the car until late in 1976, when the 512 Berlinetta Boxer
body panels. The use of glass fiber led to the most distinctive and
took its place. The body styling of the 512 was almost identical to
memorable styling characteristic of both the 365 and the 512: a solid
that of its predecessor. Pininfarina’s revised styling added a chin
division line between the upper and lower body panels. On the 365,
spoiler (air dam) beneath the egg-crate front grille and air ducts
the lower part was always painted matte black. The two-tone color
on the lower body sides forward of the rear wheels. Other changes
scheme was also available as an option on the 512 BB.
included the now famous 512 BB taillight array, with two large, round lenses per side, reprised on the 1995 Ferrari F 512 M.
Displacement of the Forghieri-based 180-degree V12 engine used in the 512 BB was enlarged to 4,942 cubic centimeters (up from 4,390
Opposite: The use of glass fiber led to the most distinctive styling feature of the 365 and the 512: a solid division line between the upper and lower body panels. On the 365, the lower part was always painted matte black, whereas the two-tone color scheme was optional on the 512 BB.
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Proof 1
designed into it—resulting in an agile, maneuverable car.”
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The 512 BBi (1981–84) rang down the curtain on what was, for the time, the most powerful road car ever put into the hands of everyday drivers. The BBi utilized Bosch K-Jetronic fuel injection, replacing the four 40IF3C carburetors used on the 512 BB. Output remained unchanged, but 340 horsepower now arrived at 6,000 revolutions per minute rather than 6,800 rpm.
in the 365) by a bore increase of 1 millimeter to 87-millimeters and an increase in the stroke of 7 millimeters to 78 millimeters. While output from the revised boxer engine was actually decreased by 5.2 percent (down from 380 horsepower to 360 horsepower), peak horsepower was reached at 6,200 revolutions per minute instead of 7,200, an interesting trade-off. Both the 365 and 512 boxers were raced by private entrants, but their time in the sun was brief and the racing effort short-lived. They were by far, however, the best road cars Ferrari had brought to market up to that time. Dean Batchelor wrote of the 512 BB, “The
the sheer pleasure of driving the ultimate sporting GT car.” Almost
The longest-running model in Ferrari history, the 308 was produced from 1974 through the 1980s and with continuing improvements culminating with the 308GTBi and 308GTB Qv (Quattrovalve) models.
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Proof 1
boxers are fantastic cars to drive, with little raison d’être other than
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Beginning in 1982, two years after Ferrari North America replaced Chinetti-Garthwaite Imports and Modern Classics as the sole United States importer, the decision was made to allow the European specification 400i to be sold through American Ferrari dealers for customer delivery at the factory in Maranello. At this time, European spec models from Ferrari, Lamborghini, Mercedes-Benz, and others were being brought into the United States as gray-market cars. This decision gave U.S. Ferrari dealers parity with independent importers for the first time.
dealerships for the lowest-priced model in years, found this to be the
styling and incomparable mid-engine layout, remains one of the
most practical driver’s car in Ferrari history.
most desirable Ferraris, a car that still looks like it is going 200 miles
Pininfarina stylists combined the best attributes of the 246 Dino and 365 GT Berlinetta Boxer in the 308’s design. Suspension
per hour while standing still. Evolution in design has led to many of Ferrari’s most outstanding
was all independent in the then-traditional Ferrari layout, and
and best-loved road cars, but none became more ubiquitous than
the car was powered by a four-cam, ninety-degree V8 engine
the 308 GTB and GTS, probably the most recognized Ferrari ever
mounted transversely, just ahead of the rear axle. The 308 offered
produced, thanks in part to the television series Magnum, P.I.,
a spirited 255 horsepower at 7,700 revolutions per minute, and
starring Tom Selleck. Moreover, Ferrari enthusiasts, who flocked to
drove through a five-speed transmission. An open version of the
Far left: One of Ferrari’s longest-lived road cars was a true boulevardier. The 400 GT was introduced in 1976 and succeeded by the 400i GT in 1979 and the 412 in 1985. These were the first full-size 2+2 luxury touring cars to be equipped with automatic transmission.
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Proof 1
thirty years after its introduction, the 512 BB, with its razor-edge
Proof 1
The 400i was the most luxurious Ferrari of its time, and the first to compete in the luxury touring car market against Mercedes-Benz, BMW, and Maserati. The car could be equipped with either a GM automatic or a five-speed gearbox. The interior of the 400i was completely redesigned from that of the 1976–79 400 2+2. Available as an option was dual (front and rear) air conditioning.
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308, with a removable roof section similar to that used on the 246 Dino and the Porsche 911 Targa, was added to the line in 1977. The longest-running model in Ferrari history, the 308 continued on into the 1980s in improved versions, the 308GTBi, 308GTB Qv (Quattrovalve), and 328 Berlinetta and Spyder. Another of Ferrari’s longest-lived road cars was a true boulevardier, the 400 GT, introduced in 1976 and succeeded by the 400i GT in 1979 and the 412 in 1985. These were the first full-size 2+2 luxury Ferrari touring cars to be equipped with an automatic transmission. Unfortunately, the initial models were not imported into the United States because of specific safety standards and EPA emissions certification issues. Beginning in 1982, two years after Ferrari North America replaced Chinetti-Garthwaite Imports and Modern Classics as the sole U.S. turn sold the cars. They were not, however, under warranty through
400i to be sold through American Ferrari dealerships for customer
U.S. distributorships. The decision to offer factory deliveries gave
delivery at the factory in Maranello. Once driven in Italy by the
U.S. Ferrari dealers parity with the independent importers and took
owner, the car could be shipped to the United States under a provision
at least one European-only model off the market. In addition, it gave
allowing an individual to import a “used” car from Europe or abroad.
owners the full factory warranty and a car that could be serviced at
At this point in time, European specification models from Ferrari,
any Ferrari dealership in the country.
Lamborghini, Mercedes-Benz, and other foreign automakers were
As a whole, the era of gray-market imports in the 1980s was
also being brought into the United States as gray-market cars,
not one of the automotive industry’s finer moments; some of the
modified and emissions certified by independent firms, which in
European models were not acceptably modified for U.S. roads, nor
Luxurious, yes, but still a Ferrari, the 400i was powered by a 4,823-cubiccentimeter sixtydegree V12 with an output of 310-horsepower at 6,400 revolutions per minute, later increased to 315 at 6,400 rpm after September 1982.
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Proof 1
importer, the decision was made to allow the European specification
Proof 1
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The February 27, 1993, unveiling of the new Ferrari 348 Spider in Beverly Hills, California, was complemented by a display of racing cars from the Ferrari factory and a Concours d’Elegance along Rodeo Drive.
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Proof 1 2C
Below: The 1993 world introduction of the 348 Spider was hosted by the late designer Sergio Pininfarina (left), then– Ferrari USA president and CEO Gian Luigi Buitoni (center), and then–Ferrari S.p.A. Chairman and CEO Luca Cordero Di Montezemolo.
Proof 1 2C
The 348 was the first two-seat convertible since the 365 GTB/4 Daytona Spyder, last sold in 1974, and also the first mid-engine two-seat Ferrari Spider ever. (Note that Ferrari had changed the spelling of Spyder, with a y when referring to the Daytona, to an i when addressing later models.) The Spider was the evolution of the 348 tb/ts series announced in 1989. Power for the mid-engine 348 convertible was Ferrari’s proven ninetydegree light-alloy V8.
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were their emissions up to EPA standards. As a result, a number of
but still a Ferrari. The 400i was powered by a 4,823-cubic-centimeter
importers were fined, others shut down, and, in some instances, the
sixty-degree V12 with an output of 310 horsepower at 6,400 revolutions
cars seized and impounded.
per minute, increased to 315 at 6,400 rpm after September 1982.
The 400i was the most luxurious Ferrari of its time and the first
The 1995 Ferrari 456 GT 2+2 took up where the 400i and 412 had
to compete in the luxury touring car market against Mercedes-Benz,
left off a decade earlier, presenting owners with a luxurious four-
BMW, and Maserati’s 4-Port. The cars could be equipped with either
passenger touring car built in the Ferrari tradition. The car featured
a GM automatic or a five-speed gearbox. The interior of the 400i was
a clean-sheet-of-paper 442-horsepower V12, six-speed transmission,
completely redesigned from that of the 1976–79 400 2+2. Also available
and electronically actuated, fully independent suspension, as well as
as an option was dual, front, and rear air conditioning. It was luxurious
state-of-the-art traction control and antilock braking.
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The Ferrari Challenge Series put the 348 (shown in the Speciale Berlinetta edition) and later F355 models into competition with driver-owners who have qualified under Sports Car Club of America standards. The series promoted owner enthusiasm for and appreciation of Ferrari’s proud racing heritage. It also gave owners a chance to find out what a Ferrari was capable of under actual race conditions.
288 GTO Another Gran Turismo Omologato
In 1985 Ferrari resurrected the Gran Turismo Omologato acronym GTO and attached it to a new 308-derived sports racing model. With a more distinctive front end and additional ducting at the rear, the 288 GTO concealed a mid-mounted, twin-turbocharged V8 engine. The car had been introduced a year before in March at the annual Geneva show, and although appearing to be a street car, it was in fact a Group B homologated GT racer. For a model to be homologated, Ferrari had to produce two hundred cars, and, unlike with the first example to bear the GTO name, Maranello not only built but quickly sold all two hundred 288 GTOs by word of mouth alone! The demand became so high, in fact, that fabricators in the United States began converting 308 models into 288 GTO copies. Sales of the factory cars were allocated by country, with the United States receiving sixty. The balance was divided among Italy, which retained forty-five examples; Germany, receiving only twenty-one; France, fifteen; Switzerland, fourteen; Great Britain, thirteen; Belgium, seven; and the balance of twenty-five for the rest of the world. With the Twin IHI turbocharged Ferrari V8 mounted longitudinally, rather than transversely, as on the 308 and 328, the rear wheels had to be moved back 110 millimeters (a little more than 4 inches), and rear
Proof 1
luggage space was sacrificed as well.
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A Group B homologated GT racer. Ferrari had to produce two hundred cars for homologation, but unlike the case of the first GTO Maranello not only built but quickly sold all two hundred 288 GTOs by word of mouth alone! The engine was accompanied by twin IHI turbochargers and was mounted longitudinally, rather than transversely, as on the 308 and 328.
The 288 GTO engine was formulated on the 308GTB Qv (Quattrovalve) block but the bore was reduced to 80 millimeters in order to lower the engine’s swept volume to 2,855 cubic centimeters. This became necessary because of the Japanese-built IHI turbochargers and homologation rules requiring no more than a 1.4 times equivalence ratio among supercharged, turbocharged, and normally aspirated engines. Therefore, the maximum allowable capacity to homologate a turbocharged engine was 2,857 cubic centimeters, a mere 2 cubic centimeters more than that of the 288 GTO’s engine! Output was rated at no less than 400 horsepower with the twin turbos engaged. Top speed was around 190 miles per hour. Almost every Ferrari sports racing model was a success, but the 288 GTO has a postscript. After the first two hundred were built, demand
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Proof 1
was still so high that another seventy-one cars were assembled in 1985.
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After the 512 BB (1976–81) and 512 BBi (1981–84) concluded production, the flat-opposed twelve-cylinder design found a new home in a stunningly innovative, all-new model that would resurrect a historic name from Ferrari’s past, Testa Rossa. In the fall of 1984, Ferrari unveiled the Testarossa (now one word) in Modena on the site of the original Scuderia Ferrari facility
The 1995 Ferrari 456 GT 2+2 took up where the 400i and 412 left off a decade earlier, presenting owners with a luxurious fourpassenger touring car built in the Ferrari tradition. The car features a cleansheet-of-paper, 442-horsepower V12, six-speed transmission, electronically actuated, fully independent suspension, as well as state-of-the-art traction control and antilock braking. The interior design of the 456 GT 2+2 is more like a two-place sports car with two extra seats in the rear. The instrument panel is reminiscent of those of earlier Ferrari road cars, and there is, of course, the gated shifter one expects in a Ferrari.
in the heart of town. The name Testarossa, meaning “red head,” had been taken from one of Ferrari’s most legendary race cars, the 250 Testa Rossa, which had rampaged across Europe in the late 1950s. And, like its namesake, the 1985 Testarossa was a radical departure from conventional Ferrari design. Pininfarina had pulled out all the stops, taking form and function to a new level by essentially
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Proof 1 2C
designing the body around the engine, a 4,942-cubic-centimeter flat
Proof 1 2C
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Ferrari factory blueprints show the plan view of the 456GT interior and the new Ferrari 456 V12 engine.
twelve delivering 390 horsepower at 6,300 revolutions per minute in European trim and 380 horsepower in U.S. specification. The most outstanding aspect of the design was the horizontal air intake strakes rending their way through the doors and into the rear fenders. This became the car’s most distinctive characteristic, and one that has never been successfully duplicated, except by Ferrari in the Testarossa’s two succeeding models, the 512 TR and the F 512 M. Back in 1987, when Ferrari celebrated its fortieth anniversary, Modena introduced the F40. The name was chosen to commemorate the production of Ferrari automobiles from 1947 to 1987, but the
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Proof 1 2C
F40 was no badge-engineered commemorative issue. It was the first
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Ferrari since the 512 BB that was closer to a race car than a road car. It was also the least practical Ferrari ever produced, although, in the spirit of the original sports cars built in Modena forty years earlier, the F40 was the ideal model to honor Ferrari’s anniversary year. It was a sports car pure and simple. The body was a Kevlar and carbon composite shell surrounding a tubular steel, Kevlar, and carbon composite framework, to which Ferrari had mounted a 478-horsepower, twin-turbocharged dualoverhead-camshaft, four-valve V8 engine and a highly articulated four-wheel independent suspension. Little more was needed to take an F40 into competition than some additional safety equipment and numbers on the doors. A recessed latch opened the lightweight doors, allowing the driver to climb or drop, depending upon style or build, into the contoured racing seat. Getting out of or into the F40 became a learned art, like that of the 300 SL Gullwing. Until drivers mastered ingress and
The second coming of the Testarossa became one of Ferrari’s most successful road cars, with production lasting from 1985 to 1996. From the first Testarossa models built (pictured) through 512 TR and F 512 M, this body style remained unsurpassed as the benchmark design of the 1980s.
egress, they were disposed to bruising hips and shoulders along with several other vital parts of the human anatomy that become subject to impact if one slides into the cockpit the wrong way. For the $250,000 originally asked by the factory (prices approached $1 million as speculators bought and resold cars throughout the late 1980s), one received a great deal of sensory gratification with
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the F40, but little else. The interior had a full complement of gauges,
Proof 1
The fortieth-anniversary Ferrari, better known as the F40, became one of the most speculative models in Ferrari history. At a suggested retail price of $250,000, the limited-edition cars soared to nearly $1 million as speculators and investors traded them around like commodities until the sports car market crashed in the early 1990s. The bold, midengine F40 was a pure, brute-force street car that, with the addition of a roll cage and fire extinguisher, was ready to race.
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everything the driver needed to know, and nothing more. No twelve-
had, who needed music? The deep bass exhaust note under throttle,
way power adjustable seats with driver memory. No power windows
the treble whine of the V8, and the rhythm of the Pirelli P Zeros
or accessories. Virtually no interior trim, not even door panels or
beneath you were a symphony for the senses.
door handles; you just pulled the cable slung in the hollow of the
The F40 was all pretty simple. You stepped on the gas pedal, the
door and it unlatched. And no radio. Had there been one, it would
car went fast, very fast; you hit the brakes, it stopped; you turned
have required a 300-watt system to boost the volume over the engine,
the wheel, and it went where you pointed. Just the way Enzo Ferrari
because the F40 had virtually no interior soundproofing. Even if it
intended things to be.
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The two views most other drivers saw of the F40, one in their rear view mirror, the other through the windshield. The cars were easily capable of 185 miles per hour.
Ferrari and Pininfarina paid little attention to the interior of the F40 other than to make it functional. Soundproofing was at a minimum, the dashboard was carpeted, and there were no accessories. Even the door panels were hollow. The angled cord in the recess was used to unlatch the door from inside, and the door glass was raised and lowered with oldfashioned hand cranks.
Proof 1
The F40 was the closest Ferrari came to building a pure race car for the street.
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Pininfarina’s penchant for displaying the Ferrari engine reached an alltime high with the F40’s clear plastic engine cover, which gave everyone a look at the inner workings of this incredible sports car.
The F 512 M was a glorious revival of the 1991 512 TR, itself a generation beyond the first Ferrari Testarossa. The F 512 M drew upon history as well for its name, resurrected from the 512 Berlinetta Boxer. This car also had another historical imperative. It was to be the first “interim” Ferrari model in decades. An improved version of the Testarossa, restyled by Pininfarina hard on the heels of the new F355 Berlinetta and the 456 GT 2+2 in 1995, the F 512 M was destined to be discontinued, and everyone knew it. This was a car that would be judged as few had. Not by the press, whose opinions are often taken too seriously, but by the very owners who
12 more than the 512TR. With 367 pounds/feet of torque at 5,500
would plunk down hard-earned lire for a car whose fate had already
rpm, the new F 512 M had no difficulty vanquishing either of its
been sealed. The F 512 M was to be the end of the line for the boxer
predecessors. Zero to 60 was a scant 4.6 seconds, and top speed just
engine, a line that concluded an eleven-year run in 1996, when the
4 miles per hour short of 200!
front-engine Berlinetta since the 365 GTB/4 Daytona. Without overdoing the technical analysis, one could say very little of the original TR remained. Mechanically, the F 512 M was
From the exterior, the most striking visual change in the Pininfarina styling was the aggressive front, reminiscent of the F40 and tempered with a touch of the new 456 GT’s graceful form in and around the grille.
a generation beyond. The Formula One–inspired boxer design
The F 512 M was a lighter, more powerful, more agile, and better
delivering a heart-pounding 440 horsepower at 6,750 revolutions
built version of the Testarossa, still as impressive in appearance as the
per minute, a full 50 horsepower better than the old Testarossa and
original, generously wide on the exterior and incomprehensibly narrow
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F 512 M was officially replaced by the 1997 550 Maranello, the first
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The last version of the Testarossa was the 1994 model 512 M, which clearly bore its namesake’s styling, with bold side body strakes and high crowned rear fenders. For the 512 M the Testarossa’s covered headlights were reveled and the taillights gave way to the classic twin round lenses first seen on the 512 BB.
inside, a Coke bottle mounted on aluminum caps and propelled by a V12 that could snatch your breath away at full song, and leave you wishing for legendary roads to challenge. Indeed, the F 512 M was an interesting way to bid farewell to both the Testarossa and the venerable boxer engine. Traditionally, Ferrari’s new model introductions were held in Italy and throughout Europe before the cars were shown in the United States. However, no automobile, let alone a Ferrari, has ever been introduced to the world on a city street. Of course, Ferrari is no ordinary automobile, and Rodeo Drive in Beverly Hills, California, no ordinary street. On Saturday, February 27, 1993, the most famous stretch of pavement west of Wall Street was
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closed to traffic and lined from one end to the other (some three city blocks) with more than 125
The F355, introduced in 1994, improved upon the virtues of every Ferrari built over the previous half century. It was the first of the New Guard, the bold, the complete, the Ferrari for a generation of prancing horse devotees who had little in common with the wonderfully brutish cars of the past.
Ferraris, dating from 1948 to 1993. It was without question one of the most impressive displays of Ferraris ever assembled, and all for the introduction of the latest model, the 348 Spider. The public debut of the new Ferrari was conducted by the designer Sergio Pininfarina and then Ferrari S.p.A. Chairman and CEO Luca Cordero Di Montezemolo, who told the crowd that Ferrari chose Beverly Hills and Rodeo Drive for the car’s world introduction because California is very important to Ferrari. Pininfarina said that creating a new design is not an easy task. “The fundamental problem that exists with any new design is always the same. Our cars have been the best or among the best in the world, the highest prestige for fifty years. Every new car then is a challenge, because each time we have
Proof 1
to reaffirm that we are good enough to redesign a car which brings such satisfaction to the owner.”
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The F355, in either Berlinetta or Spider (shown), was at the time the most powerful Ferrari ever produced with a naturally aspirated V8 engine. Output from the ninety-degree, 3.5-liter, forty-valve, dual-overhead-cam V8 was rated at 375 horsepower at 8,250 revolutions per minute. This exhilarating performance was tempered by a computer-controlled, fully independent suspension, antilock disc brakes, and variable ratio power steering.
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The 348 was the first two-seat convertible since the 365 GTB/4 Daytona Spyder, last sold in 1974, and also the first mid-engine two-seat Ferrari Spider ever. (Note that Ferrari had changed the spelling of Spyder, with a y when referring to the Daytona, to an i when addressing the new model.) The Spider was the evolution of the 348 tb/ts series announced in 1989. Power for the midengine 348 convertible was Ferrari’s proven ninety-degree light-alloy V8. Displacing 3,405 cubic
output rated at 312 horsepower at 7,200 revolutions per minute, and 228.6 pounds/foot of torque at 4,000 rpm. The transmission was a transverse five-speed gearbox. Since the debut of the 348 Spider, Ferrari has introduced a new model almost every year, keeping a promise Di Montezemolo made in 1993. He summarized Ferrari’s new, more aggressive design and marketing approach rather poignantly: “Ferrari’s strongest asset is its technology. We have to show our ability to create new designs and to improve that technology. If you stop in our job, you lose.” Ferrari has never lost.
Introduced in 1996, the F355 Spider was the most elegant open Ferrari in history and only the second model in Ferrari lineage (the other was the 348) with a mid-engine configuration. In Ferrari’s own words, the F355 was the “combination of the tried and tested with the highly innovative.” Those same words would have suited the first road cars offered by Ferrari, those bodied by Vignale, Touring, and Pinin Farina, cars that lent luxury to the Ferrari name for the first time.
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centimeters with an 85- × 75-millimeter bore and stroke, the four-valve-per-cylinder engine had an
The F355, introduced in 1994, improved on the virtues of every Ferrari built over the last half century. It was the first of a new era, the bold, the complete, the Ferrari for a generation of prancing horse devotees who have little in common with the wonderfully brutish cars of the past. The F355, in either Berlinetta or Spider (1996), and the F355 F1 (1997) were the most powerful Ferrari models produced up to that time with a naturally aspirated V8 engine. Output from the ninety-degree, 3.5-liter, forty-valve, dual-overhead-camshaft V8 was 375 horsepower at 8,250 revolutions per minute. The car’s exhilarating performance was tempered by sophisticated computer-controlled, fully independent suspension, antilock disc brakes, and variable ratio power steering. The F355 became a sports car for those who sought the élan of the Cavallino Rampante but fell back in apprehension when thinking of a Ferrari as a daily driver. No more. The F355 brought Ferrari owners the same equanimity Porsche Carrera drivers had enjoyed for years. This was also the first Ferrari in history to feature an electronically operated convertible top. In Ferrari’s own words, the F355 was the “combination of the tried and tested with the highly innovative.” Half a century
Proof 1
before, this remark would have suited the first road cars offered
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The 1997 model 550 Maranello replaced the F 512 M as Ferrari’s performance flagship. The new SWB Berlinetta was the first front-engine V12 since the 365 GTB/4 Daytona. The 550 was powered by a version of the sixty-five-degree V12 used in the 456 GT. The car also shared the 456’s driveshaft, light-alloy oil sump, and 334-cubic-inch displacement. The 48-valve, dual-overhead-camshaft V12 delivered 485 horsepower at 7,000 revolutions per minute through a sixspeed manual transmission. Built on a 98.4-inch wheelbase chassis, the 550 was equipped with the same independent front and rear suspension and computer-controlled damping as used on the 1997 anniversary model F50.
by Ferrari, those bodied by Vignale, Touring, and Pinin Farina, cars that lent luxury to the Ferrari name for the first time. The first Ferrari was an open-bodied car. The F355 Spider was the furthest stretch of the envelope at the time. The future of Ferrari has taken the form of the most spectacular cars ever to come down the road from Maranello, models such as the 550 Barchetta, the Enzo, and 575M Maranello, and now the very latest Ferraris for the twenty-first century, the Superamerica, 612 Scaglietti, and F430 Berlinetta and Spider. Cars very different from their ancestors, yet each a Ferrari in its design and engineering, a sports car that can proudly wear the Cavallino Rampante and give each owner the same thrill when the engine ignites as Enzo Ferrari
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and Luigi Chinetti felt in 1947.
The Amazing F50 Cinquant’anni
The F50 was the accumulation of forty-five racing models and
pounds. This formed the central part of the car, where the driver
endless Gran Turismo and Sports models. In theory, under the
sits. Following Formula One design disciplines, the engine-gearbox-
exotic Pininfarina-designed body, Ferrari’s F50 was a road-going
differential assembly was attached to the chassis with the engine anch-
adaptation of the 1990 Ferrari 641/2 Formula One car.
oring the suspension, rear bumper, and body work elements. This was the
Built around a central monocoque, and made entirely of Cytec
Proof 1
Aerospace carbon fiber, the F50 had a total chassis weight of just 225
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first occasion that a system employing the engine as a structural element as well as the propulsion medium, had been used on a street vehicle.
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The F50’s design placed 43 percent of the car’s weight on the
Williams movie score. The engine actually changed temperament above
front axles and 57 percent over the rear. To guarantee a tendency
4,500 rpm, and the two-stage induction system opened fully to double
to understeer, the front track measured 18 mm wider than the rear:
the volume of air being delivered. At the same time, the Motronic
1,620 versus 1,602 mm.
control unit reduced back pressure on the exhaust. With the low-profile
you got into the power over 4,500 revs, the F50 trumpeted like a John
Fioranos it could paste you into the seatback in a heartbeat. Zero to 60 miles per hour time was 3.7 seconds. Less time than it takes to say it!
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Under 4,500 revolutions per minute, engine noise was muted. When
The styling of Ferrari’s fiftieth anniversary model, the F50, was the most futuristic in the company’s history until the 2002 Enzo. The body design by Pininfarina was a road car adaptation of Ferrari’s Formula One race cars. The body was built entirely of composite material with carbon fiber, Kevlar by Cytec Aerospace, and Nomex honeycomb, in an aerodynamic curve that visually and functionally rose from the integrated front bumper to the profile of the rear wing.
There was an unusually solid sound when the doors closed, not
Proof 1
the hollow thump you heard in the F40. The doors were upholstered
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exposed interior surfaces made of carbon fiber. The floor mats were rubber. It was simple, but it had character.
and finely detailed. By comparison, the interior of the F50 was like
Racing-style seats using a composite frame were luxuriously
that of a Rolls-Royce, and considerably more spacious than the F40’s.
upholstered in Connolly leather surrounding red fabric inserts for
Still, it was purely functional, the lower dash panel and most of the
the seatback and cushion. The driver’s seat and pedal rack were both
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the F40, a straightforward, no-frills road car with a race car temperament, the F50 was a bespoke Italian suit. The most prominent feature of the clean, uncluttered interior layout was the center tunnel and shifter. The F50 gearbox was a wonderful blend of old and new. The high-tech carbon fiber shift knob and lever rested inches above a traditional polished steel shift gate, linking the driver to a six-speed transmission with ZF twin cone synchronizers and a limited slip differential. Such technology must come in an appropriate package, and Carrozzeria Pininfarina pushed the envelope with the F50’s styling. This was an outrageous-looking automobile, second only to the current Enzo model for pure audacity. With the massive air ducts in the hood, wide oval grille, and integrated headlights, when seen head on, the F50 almost appeared to be grinning. At nearly half a million dollars a copy when new, and with every one of the 349 cars built through 1997 having been pre-sold, someone in Maranello certainly was.
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adjustable to tailor the car to each owner. Unlike
The F50’s Formula One– derived suspension is something you can’t miss when the rear section of the body is raised to reveal the engine-gearboxdifferential assembly. The coil springs, painted bright red, and accompanying struts are mounted horizontally between the engine and differential. Following contemporary race car design, a pushrod system is used to connect the horizontal spring and damper with the suspension’s upper and lower control arms. A similar arrangement is used at the front. Formula One again played a role in the design of the F50’s 286.7-cubic-inch V12. The layout is a narrow V of sixty-five degrees, based on Ferrari’s 1990 Formula One car but increased in displacement from 3.5 to 4.7 liters. Utilizing four overhead camshafts and five valves per cylinder (three intake, two exhaust—a total of sixty valves in case you’re counting), bore x stroke is 3.35 x 2.72 inches and compression a copious 11.3:1. As rated by Ferrari, maximum horsepower was 513 at 8,500 revolutions per minute. Peak torque, 347 pound feet delivered at 6,500 revolutions per minute.
Proof 1 2C
In 1999 and 2000, Ferrari introduced the 360 Modena and 360 Spider, respectively, the latter being the company’s twentieth road-going convertible. Despite Ferrari’s mid-mounted, 400-horsepower engine, stylists found a way to design a roof that automatically folded into its own well between the cabin and engine bay, thus creating a clean, uninterrupted line for the Spider, while preserving the classic Berlinetta backlight in the 360 Modena.
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A great example of racing-inspired design, the 2002 Ferrari Enzo was limited to only 399 examples. To quote Ferrari S.p.A., “this car offers drivers the combined experience of multiple consecutive World Constructors’ titles with the technical ideas and engine tuning skills of World Champion Michael Schumacher.” The Enzo was powered by a naturally aspirated, sixty-five-degree V12 with a completely new design based on Formula One experience. Maximum output was rated at 660 horsepower at 7,800 revolutions per minute. The body styling by Pininfarina was also inspired by Formula One race car design, creating a look never before attempted in a road car.
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Following in the footsteps of the 550 Maranello, the 2002 575M Maranello was an even more powerful, more luxurious, sporty, front-engine V12 Berlinetta. With an engine increase to 5,750 cubic centimeters (thus the name), the 575M Maranello offered a significant increase in both power and torque over the 550. The M designation in the model name is for Modificata, or modified. Among 575M features was an F1 gearbox with paddle shifters mounted behind the steering wheel. This was first offered on the F355 F1.
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The sixty-five-degree V12 in the 575M had four overhead camshafts, four valves per cylinder, and an output of 515 horsepower at 7,250 revolutions per minute.
Proof 1
Maranello’s boldly styled 2007 F430 Berlinetta and Spider.
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Above: The 612 Scaglietti was another uniquely individual model. Named after the great Italian stylist and coachbuilder Sergio Scaglietti, it was the world’s first four-seat sport coupe. The 612 featured F1 paddle shifters on the steering wheel, and the first application of integrated traction and stability control in a Ferrari. Power came from a 540-horsepower V12 displacing just under six liters. The 612 Scaglietti was a true grand touring car in the Ferrari tradition. Above left: Also new for 2007 was the Ferrari Superamerica, resurrecting one of the greatest names in Ferrari history.
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Left: The magnificent 2007 Ferrari 599 GTB Fiorano. This model combined the most innovative and technologically advanced features ever applied by Ferrari to a front-mid-engined two-seater and set a new benchmark of excellence in terms of handling, driving pleasure, and design. The Fiorano boasted absolutely stunning performance from a six-liter V12, developed from the engine that powered the Enzo supercar, to deliver 620 horsepower at 7,600 revolutions per minute. The Pininfarina-designed Ferrari 599 GTB Fiorano replaced the last in that great line of Berlinettas, the 575M Maranello.
Proof 1
(Photograph by EGphoto/Alamy Stock Photo)
The F60: Six Decades in America
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American drivers were devotees of Ferrari convertibles, or Spyders
A lot of great Ferrari designs had traveled American roads between
in the Italian idiom, and thus to commemorate Ferrari’s six decades in
1997 and 2014, and the special-edition model would signify Ferrari’s
the U.S. market, the special limited-edition anniversary car would have
long history in North America. This sixtieth-anniversary car would be
to be a Spyder—or rather Spider, since Ferrari had finally rationalized
an even more breathtaking model than any before, with the possible
the designation with other Italian firms to one popular spelling with
exception of the 2013 LaFerrari. While the LaFerrari had been a
an i instead of a y back in 1993.
Berlinetta, the F60 was (as mentioned) a Spider, and the most limited
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race-bred aerodynamics below and a sweeping hood line above that
the factory was going to build a finite number of cars with exquisite,
tore a page right out of classic 1960s Pininfarina design. The F60 was
custom coachwork surrounding the closest thing to a race-car-level
bold, with a malevolent grin ready to consume all in its path; it was
suspension, engine, and transmission as road cars could permit. This
unlike any of its predecessors but woven from the same fabric. The rear
idea hearkened back to Luigi Chinetti’s fabled 275 GTS/4 NART Spyders
was accentuated by two leather-trimmed roll hoops backed by carbon-
sold exclusively in the United States in 1967. Only nine of those cars
fiber-trimmed flying buttresses that stretched from behind the cockpit
had been produced—for the F60 America, the number would be ten.
to the rear, imbuing the elegant and harmonious forms of the tail with
Powered by Ferrari’s incomparable 6.3-liter, 730-horsepower, mid-
a sense of motion. The open-top car was designed to be a fair-weather
front-mount V12 engine, the first example was unveiled during a
performer, with only a fabric panel insert to cover the cockpit, and at
sixtieth-anniversary celebration at Beverly Hills City Hall. Once again
that it was only to be used for speeds of 75 miles per hour or less.
Ferrari chose Beverly Hills for the debut, underscoring the importance
The F60 America’s open interior redefined the sport-luxury spider
of California and the U.S. market to Ferrari’s continued success.
genre by utilizing an asymmetrically designed dash that cleanly
Coupled to a seven-speed automated manual transmission, the F12
separated the driver’s side with unapologetic Ferrari red trim, con-
Berlinetta-based F60 America was capable of 0 to 62 miles per hour (0
trasted by a stark black finish for the passenger side. The instrumentation
to 100 kilometers per hour) in a heart-pounding 3.1 seconds and a top
and controls were all race car inspired, with the cabin-trim dash,
speed of over 211 miles per hour!
tunnel, and door panels on the driver’s side all covered in composite
The body styling was a menagerie of classic Ferrari lines that recalled
materials. The competition-style seats incorporated a stylized
so many historic cars in its fender lines, grille, doors, and back light that
American flag in the backrest in honor of both the U.S. market and the
one is given pause to reflect on such legendary models as the 275 GTB,
car’s model designation, and the fenders and interior bore a version of
365 GTB/4, 512 TR, Enzo, and 612 Scaglietti—all combined, tempered,
the legendary NART prancing horse emblem to complement the car’s
and blended into an entirely new look that held true to Ferrari heritage.
blue-and-white NART racing color scheme. Priced at $2.5 million, the
The front was dominated by a classic single grille combined with
F60 America became a dedicated design for U.S. shores.
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of all anniversary cars. As Ferrari had done in the 1950s and 1960s,
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The 2007 Ferrari 430 Scuderia, named for the company’s renowned racing department and loaded with Formula One–derived technology, was one of Ferrari’s fastest and most sophisticated road cars. With 510 horsepower at 8,500 rpm hitting the ground from the car’s naturally aspirated 263-cubic-inch V8 engine, it had an extraordinarily low weight-power ratio of just 5.39 pounds per horsepower. (Photograph by John Lamm)
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Ferrari’s sixtieth anniversary year was amply covered by its new flagship model, the 599 GTB Fiorano—named after the factory test track in Maranello and the displacement of its V12 engine, 5,999 cubic centimeters. With a top speed of 205 miles per hour, the 599 put 612 horsepower to the ground through a six-speed F1 gearbox. Ferrari’s racingderived F1-Trac system—engineered to monitor the speed of the front and rear wheels, determine the maximum amount of grip required, and respond accordingly—increased the car’s acceleration by 20 percent over traditional traction and stability control systems, making the experience as close as you could get to driving a Formula One race car on the street. Then, for 2008, the manufacturer celebrated its sixteenth Formula One Constructor’s World title with the Scuderia Spider 16M. The convertible
attached to the rear grille commemorating the Constructor’s World title.
The 599 GTB Fiorano was a front-midin Ferrari’s V8 lineup, the 458 Italia featured bold visual character engine design, meaning the engine inside and out with a race-car-inspired cockpit and dual-clutch, was mounted farther seven-speed F1-Superfast2 paddle-shift transmission on the steering back in the chassis than a regular frontwheel combined with vehicle dynamic driving modes, from highway engine car. It ranks as one of the best Ferrari (Sport) to competition (Race). The Superfast2 was an evolution of the road cars ever built. (Photograph by F1 gearbox used on all of Ferrari’s models and engineered to reduce John Lamm)
The cars were available in three distinctive color schemes: black with gray
gear-shifting times to just 60 microseconds, the fastest time of any of
trim, red with gray trim, and yellow with gray trim.
the models and the lowest overall of any automated-manual gearbox.
combined the 430 Scuderia Berlinetta’s design with the thrill of driving a Spider. The model was limited to only 499 cars, which were equipped with the F1 Superfast gearbox and dedicated to Ferrari’s most passionate clientele. With 0–60 times of 3.7 seconds and a top speed of 196 miles per hour, each of the high-performance models came with a special plaque
engine and best engine above 4 liters. Designed as the sportiest model
In 2009, the 458 Italia was introduced and immediately acclaimed
The 458 Italia also combined exemplary luxury and comfort features
“Performance Car of the Year” and “Car of the Year” on its way to earning
into the cockpit with all major functions controlled from within the
more than thirty international awards, including best performance
circumference of the steering wheel.
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version of the 510-horsepower, eight-cylinder, rear-engine sports car
Outside, a sweeping front end with integrated bumper, fender,
for the V12’s mid-front engine mounting. The PTU delivers power to
and headlight design put the car’s visual stance in motion even at a
the front wheels only when necessary, and as conditions dictate the
standstill. The body design was engineered to improve aerodynamic
Ferrari FF can distribute torque to each of the four wheels individually,
efficiency by increasing overall downforce. The mid-rear-engine, 4.5-
directly from the crankshaft. The FF is also the first GDI V12 to be
liter V8 unleashed 562 horsepower at 9,000 rpm and 398 pounds-
teamed with the seven-speed F1 dual-clutch gearbox. Delivering 651
feet of torque at 6,000 rpm. The car could go from 0 to 60 in just 3.3
horsepower at 8,000 rpm, 0–60 time is a stunning 3.7 seconds for the
seconds, and its top speed was 202 miles per hour.
four-passenger sport touring car, with a top end of 208 miles per hour;
In 2011, Ferrari landed on all fours with the groundbreaking Ferrari FF 2+2 four-wheel-drive sports car. The first production four-
Styled by Pininfarina, the lines of the Ferrari FF reflect a clear-
wheel-drive model from Maranello, and also the manufacturer’s first
cut balance between all-out driving performance and versatility, with
production hatchback design, the FF (for Ferrari Four) was viewed
a front end reminiscent of the limited-edition F60 America and a
as successor to the 612 Scaglietti 2+2 introduced in 2004. But the
unique rear quarter and back-light design never seen on a Ferrari road
FF crossed into waters formerly uncharted by Ferrari, despite the
car. The FF can comfortably accommodate four in its contoured sport
marque’s longtime successes with 2+2 designs such as the 400i, 412,
seats or create a cargo-hauling luggage area by folding the rear seats,
and 456GT, the predecessors to the 2004 Scaglietti 2+2. The FF offered
together or independently. The FF offers more luggage space than
a completely new approach to a sporting GT, a grand departure in
not only any other sports car in its category, but also many four-door
Ferrari styling that seamlessly combined a high-performance 2+2 with
models, making this the most powerful four-seater in the world.
a very functional and practical design. “Practical” was never really a
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word commonly used when describing a Ferrari.
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these are four of the fastest seats on earth!
The 2011 model year also saw the introduction of another 458 model, the Spider, featuring Ferrari’s first-ever retractable hardtop.
The four-wheel-drive system in the FF controlled the distribution
While retractable hardtops are not new to the world of sports cars,
of power to the wheels through an innovative power transfer unit
they are something Ferrari had never dabbled with before. The 458
(PTU) that differs from conventional front-engine four-wheel-drive
Spider combined mid-rear-engine performance with a retractable
systems by permitting the rear wheels to be driven by the traditional
folding hardtop for unprecedented quiet and comfort when closed and
method of a single driveshaft powered by the rear transaxle—ideal
open-air Spider performance when open. The car makes the switch
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Top left: Just 499 examples of the Scuderia Spider 16M were built, intended for Ferrari’s most passionate clientele. Each came with a special plaque attached to the rear grille commemorating Scuderia Ferrari’s sixteenth Constructor’s World title. (Photograph by John Lamm) Top right: The 2009 458 Italia was a pure race car for the road, with race-inspired and aerodynamically driven features inside and out. (Photograph by John Lamm)
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Left: The 2011 FF was Ferrari’s first production four-wheel-drive model as well as its first production hatchback. Effortlessly melding extreme sports-car performance with the versatility and comfort of a genuine GT and boasting an extremely innovative design, the FF broke new ground for Ferrari. (Photograph by GuoZhongHua/ Shutterstock)
In 2011 Ferrari took a benchmark Berlinetta design and made it into a Spider. The 458 Spider introduced Ferrari’s first-ever folding retractable hardtop on a mid-rearengine car, providing exceptional noise reduction and comfort when closed and weighing less than either a traditional hardtop or a fabric top. It could be opened or closed at the push of a button in just 14 seconds. (Photographs by John Lamm)
from Berlinetta to Spider with the push of a button and 14 seconds in
With the two-section roof folded away, the symphony of the road,
operation, making it one of the world’s fastest “convertibles.” The 458
the engine, and the surroundings pour in around you. The new eight-
Spider’s unique hardtop doesn’t deform at speed like a soft top and
cylinder engine unleashes 562 horsepower channeled through an
is incredibly light, as well, weighing 88 pounds less than a traditional
improved seven-gear dual-clutch Formula One transmission that takes
hardtop and 55 pounds less than a fabric top. The roof design also
the Spider from 0 to 62 miles per hour in 3.4 seconds and a top end of
provides improved cabin space and comfort due to its double curvature
199 miles per hour. The improved Ferrari gearbox in the 458 Spider,
and tucks tightly away in front of the engine bay when retracted. This
with gear-shifting time (the overlap between opening and closing
compactness is important for superb aerodynamics, for attractive rear
phases of the two clutches) being zero, removes any interruption of
styling, and for the engine’s mid-rear position. An electric wind stop
engine torque to the wheels. Short, evenly spaced gear ratios match the
rises when the hardtop has folded away to prevent high wind noise and
power and torque curves of the V8, guaranteeing high torque even at
preserve the Spider’s aerodynamics. (The wind stop’s position can also
low speeds. The E-Diff electronic differential is now incorporated with
be adjusted, allowing the driver to stow it fully and unleashing a bit
the gearbox, making a more compact, lighter unit. And the car receives
more sound from the engine when the top is up).
its own gear sets with unique ratios for the final drive, first, and seventh gears. Drivers will notice plenty of low-down torque, strong acceleration throughout, and a seventh gear to reach the Spider’s maximum speed. Rekindling a love affair with the open road inspired in the 1950s by the legendary Ferrari 250 GT California, the name was brought back in 2009 with the Ferrari California. Further improvements in 2012 created the California 30, which was 30 kilograms (66 pounds) lighter in body weight with an increase of 30 horsepower from the midfront-mounted V8. Cutting-edge aluminum fabrication techniques and construction technologies used by Carrozzeria Scaglietti in the manufacture of the California’s chassis allowed this weight savings
Proof 1
without impinging in any way on its structural rigidity or performance.
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The California returned in 2009, followed by an improved version, the California 30, introduced in 2012. The most exciting feature of this line was its retractable hardtop, making the California a Berlinetta and a Spider in one. (Photographs by John Lamm)
The net result was a reduction in 0–60 acceleration time to 3.8 seconds. The California 30 was powered by a new direct-injection V8 engine; a seven-speed gearbox with steering wheel-mounted F1-style paddles coupled with a new dual clutch; a new suspension system featuring double wishbones at the front and multilink at the rear; the new evolved F1-Trac traction-control system; and Brembo brakes with carbon ceramic material (CCM) discs as standard. Using Ferrari’s new retractable hardtop technology, the California was offered in two
Proof 1
versions: as a two-seater with a traditional rear bench for storage or as
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The sleek, aerodynamic body styling is, of course, by Pininfarina,
convertible hardtop closed) Berlinetta performance at the cutting edge of road-car design.
and it offers a host of signature Ferrari styling cues. The aerodynamic
In 2012, Ferrari reinvented its legendary F12 Berlinetta with a
sweep of the hood handsomely contrasts the short deck design and
completely new body design and V12 engine. The V12 has been the
pulled-back cabin to give the car a modernized look reminiscent of the
heart and soul of Ferrari since its first sports cars were produced
1957 cars with the grille and slender air intake at the center of the bonnet
seventy years ago—to quote Ferrari, “Perhaps this has to do with
notably characterizing the 250 GT California. The single round LED
the fact that our very first car, the 125 S, was itself a 12-cylinder or
taillights are inset directly along the edge of the trunk , and the unique
maybe it’s because purists see the 12-cylinder as the engine size par
vertically stacked twin tailpipes are an original Pininfarina flourish.
excellence.” Every V12 has initiated a new era in Ferrari history, a fact
The car’s interior reflected the same level of design sophistication,
that dates back to such models as the 375 America introduced in 1953,
exuding a sense of refined luxury, comfort, and bespoke quality.
the groundbreaking 250 GTO, and the 365 GTB4 Daytona. Decades
Situated between the front seats, the new aluminum-trimmed center
later, they are among the most collectible of all Ferrari models. The
console was another distinctive touch that went beyond the merely
latest F12 Berlinetta promises that same heritage.
aesthetic, beautifully combining functionality and design.
As the first in a new generation of mid-front-mounted V12s, the F12
The new V8 was the first in the history of Ferrari road cars to be mid-
Berlinetta’s naturally aspirated 65-degree, 6.3-liter engine delivers 730
front mounted. Built entirely from aluminum, it retained the typical
horsepower through a seven-speed, dual-clutch automatic. Remarkably,
Ferrari architecture, with a 90-degree angle between the two cylinder
even with greater power, the new F12 has better fuel consumption by
banks and a 180-degree angle between the cranks. Output was rated at
up to 30 percent. The Pininfarina body also sits on a shorter wheelbase
460 horsepower at 7,750 rpm, channeled to the ground through a dual-
and rides lower than the F12 Berlinetta it replaces. The space-frame
clutch seven-speed gearbox with the now-traditional steering-wheel-
chassis and body are both entirely new and incorporate no less than
mounted F1-style shift paddles. With the dual clutch, one is used for
twelve different aluminum alloys, some of which had never been used
even-numbered gears and the other for odd-numbered ones, allowing
before in the automotive industry.
the preselection of the next gear required. With a 3.8-second 0–60
Designed in combination with the Ferrari Style Center and
time and top speed of 196 miles per hour, this is open-air or (with the
Pininfarina, the F12 Berlinetta focuses on brilliantly balanced
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a +2 version with the rear bench equipped for seating two passengers.
scoops in the sides, where the air interacts with the wake from the wheel wells to decrease drag. The Blown Spoiler uses the rear airflow passing through a special intake to modify the pressure field in the wheel well, thus boosting overall efficiency. Last is the flat underbody, which is combined with a new front splitter that generates downforce while simultaneously directing the air flow toward the rear extractor. Aerodynamic dams and semicone diffusers have been placed ahead of the front wheels, which, as well as generating downforce, also help cool the brakes. The rear dam has the dual role of directing the airflow away from the wheels and generating a vortex that isolates the underbody from the centrifugal forces caused by the movement of the rear wheels.
Proof 1
The legendary F12 Berlinetta model returned in 2012 with a new body design and a 730-horsepower, mid-front-mounted V12. It was a dynamic combination of form and purpose, with body lines that contributed to it being the most aerodynamically efficient Ferrari ever. This is vehicle that looks like it’s racing even when it’s parked. (Photograph by John Lamm)
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The rear of the car is characterized by a modern, functional reinterpretation of the Kamm tail (developed for racing) to seamlessly integrate the rear fender lines with the back of the car, resulting in the Ferrari T shape. The design also incorporates two full-LED
proportions with a dynamic look and truly functional body lines that
circular taillights and the Formula One–inspired rear fog light. The
contribute to it being the most aerodynamically efficient Ferrari ever,
fastback rear glass unlocks and lifts on hydraulic cylinders to allow
with a coefficient of drag (Cd) of just 0.299. Formula One and racing
easy access to the rear storage area, which is uncommonly large for a
technology exude in its design. The car’s aerodynamic efficiency is
high-performance sports car like this. Embodying styling cues from
mainly produced through three design elements: the Aero Bridge, the
the latest Ferrari models of the twenty-first century, the F12 creates an
Blown Spoiler, and the aerodynamic underbody. The first uses the
exterior visage certain to become as timeless as the 250 GTO.
hood line to create downforce by means of an aerodynamic channel
Back in 2009, Ferrari had launched the 458 Italia series, which became
on each side; these pass below a bridge in the area between the front
the sportiest V8 model in the company’s history. With striking body lines,
wheel arch and the bottom of the A-pillar and deflect the airflow into
a race-car-inspired cockpit, and dual-clutch, seven-speed F1-SuperFast2
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exhausts located farther apart and higher, in similar fashion to those
engineers and designers another four years to top the 458 Italia Berlinetta
of the F430 Scuderia. Active rear flaps raise and lower electronically as
and Spider, but in 2013 the Speciale A (Aperta) was unveiled. Based
required to prioritize downforce or low drag, a similar principle to the
on the Spider, the Speciale A’s aluminum retractable hardtop actually
one used in F1 with Drag Reduction System (DRS). The 458 Speciale
reduced the model’s weight by 110 pounds compared to the Speciale
A’s body sculpture is chiefly aimed at performance—most of the
coupe. The folding top also took only 14 seconds to raise or lower,
bodywork panels have been redesigned without modifying either the
making a transformation possible even while waiting at a stoplight!
passenger cell or the signature design features. Composite bumpers are
Like the earlier 458 models, the Speciale A was intended for a
redesigned, and the hood features two deep air outlets to channel air
competition-minded owner pursuing a more track-oriented driving
exiting the radiator. Air outlets at the sides of the headlight assemblies
experience. The performance of the 458 Speciale A Spider is exceptional,
also include three louvers reminiscent of the 250 GTO and F40.
going from 0 to 62 miles per hour in 3 seconds and 0 to 124 in just
Ferrari’s designers had to raise their own bar with this model and
9.1 seconds. Its lap time around the Fiorano test track was 1 minute
offer drivers an even more extraordinarily intense driving experience
23.5 seconds—that’s just 3.5 seconds under the Formula One–based
than the 458 Italia, while doing so in a way that makes the edge of the
LaFerrari’s record!
performance envelope a bit more approachable and allows clients to
One of the secrets in the aerodynamic design of the car is two vertical
improve their skills through the car’s technology. Electronics, brakes,
flaps centered at the front of the body and a horizontal flap below them.
suspension, and tires all feature new technological innovations that
At low speed, the flaps remain closed, channeling air into the radiators.
deliver outstanding performance. These not only improve time elapsed
However, at speeds over 105 miles per hour, the flaps open, reducing
over single laps but also build a repeatability of that performance on
air flowing into the radiators and lowering the car’s drag coefficient. At
subsequent laps for nonprofessional drivers, offering breathtaking
speeds of over 137 miles per hour, the horizontal flap lowers to balance
exhilaration. With a response to steering input of 0.060 seconds and
downforce between the front and rear axles, creating a 20 percent shift
lateral acceleration of 1.33 g (it used to be that 1 g was considered
in overall downforce towards the rear; a larger and more exaggerated
barely achievable in a road car), the 458 Speciale A breaks the record
rear spoiler creates additional rear downforce for even greater stability.
for a Ferrari production car powered by its highest-performance V8.
The 458 Italia’s trio of central exhaust pipes is also replaced by dual
This is the most powerful naturally aspirated V8 Spider ever built by
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paddle-shift transmission, this was a race-ready road car. It took Ferrari
the manufacturer, with an output of 597 horsepower at 9,000 rpm. The
oversteer as a result of the change in tire sizes through an innovative
Speciale A is limited to just 499 cars.
rear-wheel steering system known as the Virtual Short Wheelbase.
Ferrari was already undertaking the proposition of building a better
This technology is integrated with the other vehicle dynamic control
Berlinetta after the 2012 introduction of the F12, and the end result
systems and guarantees the steering-wheel response times and turn-in
is a remarkable new version with an historic name, the F12tdf. The
of a competition car while increasing stability at high speed. Cornering
three letters have great meaning, denoting the company’s victories in
speeds are also higher than the 2012 F12 Berlinetta due to a significant
the legendary Tour de France, which the Scuderia won repeatedly in
87 percent increase in downforce, an unprecedented level for a front-
the 1950s and 1960s—notably with the 250 GT Berlinetta, famously
engined V12 Berlinetta. A radical redesign of the bodywork, interior,
known itself as the Tour de France, or TDF. Between 1951 and the last
engine, transmission, and running gear, along with the abundant use
Tour de France road race in 1986, Ferrari GTs won the coveted racing
of carbon fiber inside and out, helped reduce the tdf ’s overall weight
title twelve times.
by 242 pounds. The end result is a new F12 that can race from 0 to 62
With competition sports cars getting closer in performance to
miles per hour in a breathtaking 2.9 seconds, reach a top speed of over
Grand Prix cars back in the 1950s, the GT category, created by the
211 miles per hour, and lap the Fiorano test track just 1 second slower
FIA in 1956, helped make the Grand Touring Ferraris unforgettable.
than the LaFerrari at 1 minute, 21 seconds flat.
Remembering that more than half a century later, Ferrari’s F12tdf is
Proof 1
the epitome of a luxury grand tourer with a bent for competition.
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Ferrari road cars are no strangers to turbocharging technology. Twin turbos were used on the 476-horsepower F40 back in 1987, and
The F12tdf ’s performance is assured by the 769-horsepower,
the company has manufactured turbocharged V6 and V8 engines
naturally aspirated V12 derived directly from the F12 Berlinetta’s multi-
for Maserati, another division of parent company Fiat S.p.A. (and
award-winning engine. The combination of the car’s seven-speed
part of the sports-car group comprising Alfa Romeo, Abarth, Ferrari,
F1 dual-clutch gearbox with its engine, suspension, and body design
and Maserati). In designing the new Ferrari California T, a twin IHI
delivers exhilarating dynamic handling, specifically lateral acceleration
turbocharged engine was used to boost the 3.9-liter V8’s performance
in corners, due to an 8 percent increase in the ratio of the front tires
by an additional 70 horsepower for a total output of 553 horsepower
to the rear tread. The car compensates for the natural tendency to
at 7,500 rpm. Somewhat unconventionally, Ferrari places its turbos
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on the sides of engine rather than between the cylinder banks, as is
the 1960s. The California T’s interior exudes a sense of warmth
the usual practice; this, according to Ferrari, is to lower the center of
and craftsmanship combined with ergonomic design and the latest
gravity. The California T’s twin-turbo V8 has zero turbo lag through
technology derived from the Scuderia Ferrari’s Formula One designs.
the use of Ferrari’s innovative Variable Boost Management, a new
The dash is decidedly compact, with a sleek horizontal movement
control system integrated with the ECU that adjusts torque delivery to
accented with two-tone leather trim; the sculpted design underscores
suit both the revs and the gear engaged. As the driver goes through the
the fact that the main dash is separate from the center tunnel. Two
gears, the amount of torque delivered by the engine also increases. This
small rear seats can accommodate two children or two small adults
has allowed Ferrari to adopt longer gear ratios for its F1 dual-clutch,
on shorter trips. Alternatively, the seatbacks can be folded down to
seven-speed transmission in the higher gears, thus helping to cut
expand the luggage compartment into the main cabin, increasing total
both fuel consumption and emissions without affecting straight-line
available luggage space.
hour in just 3.6 seconds and reach a top speed of 196 miles per hour.
The combination of the California T’s uncompromising design, dynamic controls, and new engine guarantees a truly modern inter-
To deliver more precise handling and an even greater sense of
pretation of a classic open-air Grand Tourer, making it the twenty-first
performance, roll and pitch are reduced with 11 percent stiffer springs
century counterpart to the legendary 250 GT SWB Spyder California
and a new steering box with a 10 percent quicker rack to make steering
of the 1960s.
more direct and reduce steering-wheel activity over twisty roads. The
The 488 GTB arrived some forty years after Ferrari’s original mid-
California T is equipped with a Brembo carbon-ceramic braking system
rear-engined V8 Grand Turismo Berlinetta, the 308 GTB. The GTB
that features a new pad material delivering a higher coefficient of friction,
suffix has been attached to such monumental models from the past
which remains constant under all conditions and is less prone to wear
as the 275 GTB, 275 GTB/C and GTB/4, 328 GTB, and 365 GTB/4
so that both pad and disc will last more or less for the car’s entire life!
Daytona. With 660 horsepower from the new twin-turbo V8 and a
The body lines of the latest California model bear a strong
top speed of over 205 miles per hour, the 488 GTB surpasses even the
resemblance to the limited-edition Ferrari F60 America, with a broad
458 Speciale it replaced by 63 horsepower and a faster lap time at the
front grille and short tail reminiscent of classic Ferrari designs from
Firoano test track by half a second.
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performance. The California T can race from a standstill to 62 miles per
LaFerrari: 499 Ultimate Road Cars While the F12 Berlinetta is destined to become a classic, the LaFerrari,
entire automotive industry. LaFerrari is the finest expression
introduced in 2013, is the first limited-edition model to rival the Enzo
of our company’s unique, unparalleled engineering and design
for its sheer audacity of style, not to mention being the first Formula
know-how, including that acquired in Formula One.
One–inspired gas-electric hybrid for the road. With only 499 models to be built, at around $1 million each, this is the Ferrari for collectors of the Cavallino Rampante.
La Ferrari makes use of the Scuderia Ferrari’s F1 KERS technology, which combines battery-stored electric energy to power electric motors
As Ferrari’s former president, Luca di Montezemolo—who spent
that work in unison with a car’s gas engine. Essentially, energy that is
twenty-three years at the helm before departing in 2014—declared on
normally wasted in actions such as braking and cornering is captured
the car’s debut:
and stored for use to increase the V12’s performance and output.
Proof 1 2 T
The LaFerrari is equipped with dynamic controls that are integrated
284
We chose to call this model LaFerrari because it is the max-
for the first time ever on a Ferrari road car with active aerodynamics:
imum expression of what defines our company—excellence.
front diffusers and guide vane on the underbody, and rear diffusers
Excellence in terms of technological innovation, performance,
and rear spoiler that generate downforce when needed without
visionary styling, and the sheer thrill of driving. Aimed at our
compromising the car’s overall drag coefficient. These devices deploy
collectors, this is a truly extraordinary car which encompasses
automatically on the basis of a number of different performance
advanced solutions that, in the future, will find their way onto
parameters that are monitored in real time by the car’s dynamic
the rest of the range, and it represents the benchmark for the
vehicle controls and Ferrari’s proprietary programming, which
Ferrari
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Proof 1
(Photograph by Mark Bourdillon/Alamy Stock Photo)
governs all the systems. The LaFerrari can achieve absolute levels of
latter instance, rather than being sent to the wheels, the excess torque
performance, aerodynamic efficiency, and handling without any form
is converted to energy and stored in the batteries.
of compromise, making it the fastest-handling road car in the world. This is the first road car in Ferrari history to be powered by the HY-
with the interior design, which features a human-machine interface
KERS system, with a V12 that punches out 950 horsepower at 9,250
(HMI) inspired by F1 single-seaters. For example, the driver’s seat is
rpm—a record for an engine of this displacement. It also features a
permanently fixed in place, and the pedals and steering wheel adjust
very high 13.5:1 compression ratio. The high torque levels available
to the driver. The car has a newly designed steering wheel sporting all
at low revs from the electric motor allowed the engineers to optimize
the major commands, and the gear-shift paddles are longer and more
the internal combustion engine’s performance at higher revs, thus
ergonomic. The signature bridge on which the F1 gearbox functions
providing a constant supply of exceptional power throughout the rpm
are clustered has taken on a sleek, suspended, wing-like shape—the
range. In cornering, for instance, the HY-KERS keeps the V12’s revs
whole interior, in fact, has a fiercely track-inspired, pared-back allure.
high to guarantee better acceleration on exit. The electric motor is
The LaFerrari’s chassis, which is made in the racing department in
coupled with the F1 dual-clutch gearbox to provide optimal weight
Maranello, features no less than four different types of carbon fiber, all
distribution, but also to boost energy efficiency, as torque is instantly
hand-laminated and autoclave-cured in the racing department using
available to the wheels and vice versa, from the wheels to the electric
the same design and production methods as the Formula One cars.
Proof 1
motor in recharging.
286
A very advanced and uncompromising approach was also taken
The F1-inspired styling of the car is unique, with its upswept door
The hybrid system is composed of two electric motors developed in
design, a sharp, downward-sloping nose, and a very low hood line to
collaboration with Magneti Marelli—one powering the driven wheels
emphasize its muscular wheel arches, as well as a tail section that exudes
and the second the ancillaries—and a battery pack attached to the floor
uncompromising sportiness. All in all, LaFerrari guarantees maximum
of the chassis consisting of cells that are assembled in the Scuderia
driving thrills in every situation and top-notch performance levels:
Ferrari department. The batteries are charged in different ways: under
0 to 62 miles per hour in less than 3 seconds and a lap time at the
braking (even hard braking with the ABS active) and every time the
Fiorano test track of under 1 minute, 20 seconds—that’s 5 seconds
V12 produces more torque than required, such as in cornering. In the
faster than the Enzo and over 3 seconds faster than the F12 Berlinetta.
Ferrari
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With an exceptional engine, sophisticated aerodynamics, and refined
spoiler, which both boost the efficiency of the radiator and generate
vehicle dynamic controls, the 488 GTB has improved the already razor-
downforce. The 488 GTB also has an innovative aerodynamic underbody
sharp responsiveness of Ferrari’s road cars to near-racetrack level. The
that incorporates vortex generators—special curved aerodynamic
new V8 is paired with a Variable Torque Management seven-speed
appendages that accelerate the air, thereby reducing pressure. The
gearbox, both developed through Ferrari’s experience in F1 and GT
result is that the car’s underbody is “sucked” down to the ground, and
racing, in which the previous 458 model won its category twice in the
downforce is higher while drag is not increased. The Ferrari-patented
24 Hours of Le Mans.
blown spoiler is another new solution: air enters an intake at the base
supplies oil at either high pressure or low pressure. Cylinder heads with
of the rear windscreen and exits via the bumper to further increase downforce without having to extend the height of the rear spoiler.
roller-finger followers reduce the power absorbed by the valvetrain by
These elements all tie into the unique 488 GTB body style penned by
10 percent at low revs thanks to reduced friction. The use of Ferrari’s
the Ferrari Styling Center. There is also a tip of the hat to the original
flat-plane crankshaft architecture guarantees maximum compactness
308 GTB in the large air intakes built into the rear fenders. The 488’s
and lower mass in addition to helping improve the engine’s internal
intakes are divided into two sections by a splitter; the flow over the
fluid dynamics. Numerous components contribute to the exceptional
upper part, which is also used for the engine air intake, is deflected and
response times of the powertrain, including the twin turbos, which are
exits from the tail area to reduce the drag caused by the low-pressure
on ball-bearing-mounted shafts to reduce friction. The compressor
wake directly behind the car, while the flow from the lower part goes to
wheels are also made from TiAL, a low-density titanium-aluminum
the intercoolers to cool the intake charge.
alloy that increases their spool-up speed, reducing turbo lag time to zero.
As mentioned above, the bold, wide front spoiler uses a double profile
The 488’s striking aerodynamic lines were inspired by the Scuderia’s
to improve the thermal efficiency of the radiators positioned at the sides.
experience on the track in increasing downforce without increasing
At the center, two pylons are combined with a deflector to channel air
aerodynamic drag. As a result, downforce for the 488 GTB is 50 percent
toward the flat underbody. At the rear, the blown spoiler and large air
higher than for the 458, despite having less drag. The front of the car
vents help to improve both the car’s looks and its road performance.
is dominated by the central Aero Pillar and an F1-inspired double
The 488 GTB simply sets the standards for future V8 Ferrari road cars.
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Proof 1
The performance-dedicated 488 GTB V8 uses an oil pump that
Throwing caution (and some of the aerodynamics) to the wind, a
with a throttle response time of just 0.8 seconds. This is thanks not
year after the 488 GTB was introduced Ferrari added a Spider version.
merely to components such as the turbos but also to a sophisticated
This is presently the most powerful ever mid-rear-engined V8 car to
production process only made possible by Maranello’s leading-edge
offer a patented retractable hardtop along with the highest level of
facilities, which are shared with the Scuderia to foster the transfer of
performance and technology ever incorporated into a Ferrari road
racing technologies to the road cars.
car. As with all previous Spider models, the 488 is designed for drivers
The new Spider body was designed Flavio Manzoni at the Ferrari
desiring maximum performance from an open-air sports car. Every
Styling Center in Maranello. Utilizing the same improved downforce
area of the vehicle has been engineered to set new technological
and reduced-drag designs developed for the GTB, including a blown
benchmarks, from the aluminum space-frame chassis and body design
spoiler and aerodynamic underbody vortex generators, this is the most
to the new turbocharged V8. The aerodynamic engineering reconciles
aerodynamically efficient Ferrari spider ever built. Designed around
the need for greater downforce with reduced drag, along with the
the concept of the retractable hardtop, it has a space-frame chassis
specific cabin airflow demands of a Spider and vehicle dynamics that
made of eleven different aluminum alloys combined with other noble
render it fast, agile, and instantly responsive. This ultimate combination
metals, such as magnesium, each one used in a highly specific way.
of comfort, handling, and power virtually redefines the segment.
This yields the same torsional rigidity and beam stiffness figures as
Beneath the engine cover is the same 3,902-cubic-centimeter
the GTB, improving the chassis’ performance by 23 percent over the
turbocharged V8 introduced in 2015 on the 488 GTB. The Spider’s
458 Spider—an extraordinary result, given that the roof is structural,
performance levels are nothing short of extraordinary: a maximum
something only possible through the expertise of the Scaglietti center
power output of 661 horsepower at 8,000 rpm that takes the Spider
of excellence that engineers Ferrari’s aluminum chassis and bodies.
from a stand to 62 miles per hour in 3 seconds and a top speed in
Proof 1
excess of 200 miles per hour.
288
Futuristic virtual design techniques used by Ferrari in a simulator similar to those used by the Scuderia in engineering its F1 cars allowed
Like the 488 GTB, the 488 Spider takes the place of the earlier
the driver’s interface with the car to be explored from the earliest stages
naturally aspirated 458 models. The twin-turbocharged V8 has a
of design, long before the first prototype was even built. To make the
unique character, delivering increasing levels of power right across
488 Spider’s dynamic behavior more responsive to road conditions and
the rev range and completely eliminating the traditional turbo lag
driver input, its mechanical set-up and electrical systems were fully
Ferrari
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integrated through Ferrari’s advanced SSC2 Side Slip Angle Control System, resulting in 12 percent faster acceleration out of corners than the 458 Spider. Over all, response times are 9 percent faster without any compromise to driver comfort with the top up or down. In fact, the Spider’s dynamic behavior is effortless; it is remarkably easy to drive on the limit thanks to flawless handling even on the most demanding of roads. It was a fitting update for the 2016 model year, which completed Ferrari’s transition to the new twin-turbocharged V8 engine and seven-speed dual-clutch transmission. The very latest entry into the Ferrari stable is a new 2+2 derived from the four-wheel-drive FF design: the 2016 GTC4 Lusso. The name once again acknowledges another famous Ferrari model from the 1960s, in this case the 250 GT Berlinetta Lusso. Once regarded as “the four fastest seats on earth,” the Lusso name brings to mind epic V12 performance in a four-passenger Ferrari model. Combining historic styling aspects from two legendary cars—the 330 GT 2+2 and the 250 GT Berlinetta
The 2014 California T was an evolutionary design that combined the best features of Ferrari’s twenty-first-century body designs into a stunning Spider that exemplifies the timeless Spyder California models. Its body lines bear a strong resemblance to the limitededition Ferrari F60 America, with a broad front grille and short tail reminiscent of classic Ferrari designs from the 1960s. Continuing the use of Ferrari’s innovative folding hardtop, the California T is perhaps the most stylish (and desirable) road car ever to roll out of Maranello. (Photograph by John Lamm)
steering Ferrari provides true sports-car performance with road-car
quicker from a stand to 62 miles per hour, closing the distance in 3.4
comfort and driving ease, a hearty mix of disparate requirements.
seconds, while top end remains the same as the FF at 207 miles per
The car’s engine delivers smooth, consistent power that just exceeds
hour. The GTC4 introduces the latest 4RM-S four-wheel-drive system,
the Ferrari FF and nearly encroaches on the F12 Berlinetta. The GTC4’s
integrated with the company’s latest-version (4.0) Slip Side Control
naturally aspirated 6.3-liter V12 has an output of 680 horsepower at
system (which works in conjunction with the car’s electronically
8,000 rpm, 29 prancing horses better than the FF’s output, and a high
controlled differential and electronically adjustable dampers), now
compression ratio of 13.5:1 versus the FF’s 12.3:1. The GTC4 Lusso is
all linked to the rear wheel steering. This provides the Lusso with
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Proof 1
Lusso—the latest four-passenger, four-wheel-drive, four-wheel-
Right: The 2016 Ferrari 488 Spider is the most powerful mid-rear-engined V8 car ever to feature the company’s patented retractable hard top, along with the highest level of technological innovation and cutting-edge design. This is the culmination of seven decades of Ferrari history. What lies ahead in 2017 to surpass the 488 Spider challenges the imagination. (Photograph by Arnaldo Magnani/Getty Images)
Proof 1
Below: Awesome, in the literal sense of the word, best describes the 2016 Ferrari 488 GTB, the generational heir to the famous 308 GTB. (Photograph by John Lamm)
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unparalleled handling on every road surface, from parched desert pavement to snow-covered mountain roads. But there is more here than performance and handling. Styling elements from the latest 488 GTB model have been integrated into the GTC4’s front fascia, combined with a hint of the legendary 330 GTC’s styling in new restyled fender air vents. At the rear, new round quad taillights capture the look of other historic models, such as the 365 GTB/4 Daytona, and a refreshed roof line and back light give the new model sleeker lines. Inside this remains a luxury car by any definition. Combined with Ferrari’s latest double-cockpit design, a more compact steering wheel, and seven-speed dual-clutch transmission, the 2016 GCT4 takes the FF concept to the next level.
two things, performance and styling. He never looked too far ahead without a backward glance at the road he had traveled—he knew where he had come from and how hard he had fought for every
Ferrari’s 2016 GTC4 Lusso is a new 2+2 derived from the Ferrari four-wheel-drive FF design. The Lusso name has meant “the four fastest seats on earth” since the original 1960s model, and the 2016 GTC4 captures the historic styling aspects of two legendary cars—the 330 GT 2+2 and 250 GT Berlinetta Lusso—in a truly dramatic new way. (Photograph by Harold Cunningham/Getty Images)
achievement. Change, when change was necessary, always came, but
stylists pay homage to the great designs of the past. How do you define
never too soon or in favor of one idea over another; the V12 remained
a brand? For Ferrari at seventy, by history, tradition, and staying true
the foundation of Ferrari models, the limelight shared, but never stolen,
to the ideals established by Enzo Ferrari in 1947.
by the V8. Today both engine platforms deliver unrivaled performance
Sir Stirling Moss described it better than anyone else: “To nearly
combined with race-car-developed and track-proven suspension
every motoring enthusiast the name Ferrari means, and has meant for
technology and cutting-edge body design that, like a fine Italian wine,
some years, the essence of motoring in the truly grand manner: the art
has been aged to perfection. Even with the latest 2016 models, Ferrari
and science of automobile engineering at its greatest.”
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Proof 1
How do you define a brand? For Enzo Ferrari, it was always about
Proof 1
Acknowledgments
292
Ferraris are a passion, and passion knows no bounds. For seventy
Ferrari to surround himself with talented people throughout his career.
years the cars with the yellow-and-black Cavallino Rampante emblem
The names of engineers such as Gioacchino Colombo, Vittorio Jano,
have represented the ultimate expression of speed and automotive
and Aurelio Lampredi, and the designers Carlo Felice Bianchi Anderloni,
sensuality. Throughout the last seven decades, they have been
Battista Pinin Farina, Sergio Scaglietti, Mario and Gian Paolo Boano,
compared with the muscular stature of an athlete, the grace and speed
and Sergio Pininfarina have become as much a part of Ferrari lore as the
of a thoroughbred, and the beauty of classic architecture. Ferrari
cars themselves. And let us not forget the greatest Ferraristi of all, the late
designs have been emulated by automakers the world over, and remain
Luigi Chinetti, Sr., without whose efforts there would likely be little, if
the yardstick by which all other sports cars are measured.
anything, to write about today.
My dear late friend and writing partner T. C. Browne noted many
Since this book was originally published to commemorate Ferrari’s
years ago that scholars throughout the world agreed Ferrari is the most
sixtieth anniversary in 2007, there has been some criticism that I have
recognized word in the Italian language. We celebrate that distinction
gave Chinetti too much credit. But his contributions, from inspiring Enzo
with “the road from Maranello,” a road that has been paved by triumph,
to begin again after the war, championing his cause in North America,
tragedy, and genius. We honor a man, his machines, and all that they have
and crusading for Ferrari, both from behind the wheel as a factory race
meant to sports car enthusiasts since the early postwar years when Enzo
driver, and on the showroom floor in New York as the marque’s first major
Ferrari lent his name to the first Tipo 125 Sport in 1947.
U.S. importer, have made Luigi Chinetti, Sr., as much a part of Ferrari
Enzo Ferrari had many gifts, talents that he used to his advantage.
lore as Enzo himself. Without these two men, either working together or
Though he was a skilled driver with numerous victories to his credit, his
occasionally in deference to one another, neither would have achieved
greatest talent was an ability to take command and direct others, whether
as much individually, nor made the Ferrari name so fundamental to the
it was leading the Alfa Romeo race team or building a race car. Wrote
history of sports cars.
Enzo of his own attributes and innate talent for “stirring up” men, “I have
Ferraris are among the most written about of all automobiles, and
never considered myself as a designer or inventor, but only one who gets
it is with great respect that I acknowledge all the authors who have
things moving and keeps them running.” That innate talent enabled Enzo
driven along this road that leads from Maranello before me. Most
Ferrari
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notable is the work of Antoine Prunet, who has made understanding Ferrari history a crusade; the late Hans Tanner, who with Doug Nye created the most comprehensive early history of the marque ever written and a must-have reference on Ferrari racing; and of course, my very first editor, the late Dean Batchelor, whose excellent Ferrari books have become standard references the world over. Additional research for this book came from a remarkable two-volume set, Ferrari Catalogue Raisonné, published in Italy by Automobilia; from Ferrari—Design of a Legend, the Official History and
published by Abbeville Press; and from The Enzo Ferrari Memoirs: My
The author at South Bay Studio in Long Beach, California, photographing the Henry Ford II Barchetta for Ferrari: The Road from Maranello.
Terrible Joys by Enzo Ferrari (1963, Motoraces Book Club, Hamish
who was a wonderful friend and great Ferrari enthusiast; Dr. Ron
Hamilton London, 1965).
Busuttil; Chip Connor; and my buddy and consummate car guy, Bruce
Others who have contributed to the content of this book include the late Denise McCluggage, one of the first women to race for
Meyer, without whose generous help this book would be lacking a certain number of spectacular cars.
Ferrari under the NART banner and one of the true shining stars in
All of the archival color and black & white photography for this
automotive journalism. There are many others who worked behind
book was provided by Ferrari North America and Ferrari S.p.A. in
the scenes to make this book possible, not once but twice, including
Italy and my personal thanks goes out to everyone at Ferrari for their
my agent Peter Riva, the Robert M. Lee Collection, the late Robert E.
contributions over the years. With this seventieth anniversary edition,
Petersen, Ferrari collectors Skeets Dunn; David Sydorick; Sam and
another milestone has been reached, and I am certain Enzo and Luigi
Emily Mann, my friend and occasional Italian interpreter Luigi “Coco”
would be pleased, even if they may not have agreed upon how they
Chinetti, Jr.; the incomparable R. L. Wilson; the late Greg Garrison,
were pleased!
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Proof 1
Catalog, by Gianni Rogliatti, Sergio Pininfarina, and Valerio Moretti,
Index
Page numbers in italics refer to illustrations.
Proof 1 2 T
A-arm design, 40 Abate, Carlo, 147 AC Ace, 39 AC Bristol, 39 Adler, Dennis, 185, 191 aerodynamics, 13, 109–10, 111, 161–62, 163, 193, 204, 209, 213, 217, 220, 222 Agadir, 113, 115 air conditioning, 198, 201, 234, 239 air dam, 16, 229 air ducts, 16, 37, 54, 77, 225, 229, 263 air vents, 206, 149 Alfa Romeo, xv, 3, 23–32, 33, 37, 130, 135, 169, 184 Alfa Romeo P3, 27 Alfa Romeo 6C 2500, 45, 47 all-alloy body construction, 13, 105, 166 aluminum body, 101, 119, 123, 129, 166, 169, 225, 229 Anderloni, Carlo Felice Bianchi, 37–38 Andretti, Mario, 171, 176, 181, 185 antilock brakes, 239, 243 Argentine Sports Car Championship, 67 Arkus-Duntov, Zora, 185 Ascari, Alberto, 4, 32, 41, 49, 55, 64, 84, 113 assembly lines, 154 Aston Martin, 105, 169, 282 Austin-Healey, 95 Auto Avio Costruzione, 3, 32, 35 Auto Costruzione Ferrari, 35 automatic transmission, 233, 235 Avandaro, 91 Balma, Angelo, 69 Baracca, Francisco, 25 Barchetta, see 166 MM Touring Barchetta Barchetta body, 38–41 Barrichello, Rubens, 295 Batchelor, Dean, 161, 167, 196, 200, 229, 231 Belgium, 78, 123, 240 Beretta, Ugo Gussalli, 185 Berlinetta, definition of, 97, 134, 203, 220 Bertone, 130 Biondetti, Clemente, 40 Bizzarini, Giotto, 95, 97, 105, 109, 111, 143 BMW, 71, 234, 239 BMW 328 Spyder, 38 Boano, 80–81, 137
294
Boano, Mario, 75, 80 Bobbio-Monte Penice, 26 Bologna, 23 Bonami, Roberto, 67 Bondurant, Bob, 171, 176 Bonetto, Felice, 41 Borrani wheels, 38, 84, 167, 169 boxer engine, 14, 225–33, 251, 253 Bracco, Giovanni, 66, 83, 84 brakes, 8, 99, 119, 119, 147, 219, 239, 243 Brescia Grand Prix, of 1940, 32 British Allards, 6 British Leyland, 78 Brivio, 27 Brussels Auto Show, 78, 123 bucket seats, 78, 162 Buenos Aires, xix Buenos Aires 1000km, 67, 79, 87 Buitoni, Gian Luigi, 237 Busuttil (Ron) collection, 99 Cabriolet, 45, 57, 51, 54, 173 011 S (Farina), 44–45, 45, 46, 47, 47, 48 250 GT, 79, 132, 133, 134–37, 137, 139, 145, 150, 159 Cadillac, 6 Eldorado Brougham, 81 Fleetwood Seventy-Five Limousine, 81 California (2009–), 276, 278, 278–279 California T, 282–283, 289 Campagnolo wheels, 167 Campari, Giuseppe, 27 camshaft, 38, 169 carburetors, 29, 38, 54, 62, 63, 74, 79, 79, 97, 101, 107, 107, 108, 113, 115, 135, 166, 170, 171, 173, 174, 181, 196, 219, 231 Carrera PanAmericana, 4, 49, 58, 69, 84 Carrozzeria Italiana exhibit (1981, Pasadena, California), xv, xvi, 73 “Carrozz Touring” emblem, 35 Casablanca, 113, 115 Cavallino Rampante emblem, 25, 37, 112, 123, 125, 171, 179 Chevrolet Corvette, 39, 41, 105, 206, 213, 217 Chinetti, Luigi, Jr., 33, 35, 153, 157, 171, 173, 176, 177, 183, 184–85, 186–91, 200, 201
Chinetti, Luigi, Sr., 1, 3–4, 6, 7, 30, 33–37, 41, 42, 43, 45, 49, 130, 143, 145, 157, 170, 176, 183, 186–91, 200, 259 Enzo Ferrari and, 33–37, 45–49, 135, 166, 170–73, 182, 184, 190–91 as Ferrari importer in America, 3, 5–6, 37, 71, 73, 74, 139, 157, 159, 162, 171–91, 192–201, 206, 215, 216–17, 220, 222–23, 233, 235 NART racing program, 159, 171–91, 186–91 1949 Le Mans run, 41, 42, 176 quarrel with Ferrari, 166, 171, 173 R. L. Wilson and, 184–91, 190–91 Chinetti-Garthwaite Imports, 201, 233, 235 Chinetti Motors, New York, 37, 173, 174, 184 chin spoiler, 16, 225, 229 Chiti, Carlo, 97, 105 chrome, 75 Chrysler, 6, 81 Circuit Cumbres de Curumo, of 1960, 87 Circuit de La Sarthe, 86 Circuit di Bologna, of 1908, 23 Circuit di Les Sables d’Oionne, of 1952, 67 Circuit of Sivocci, of 1923, 25 Cisitalia, xv–xxi, 6, 47, 75 202, xv–xxi, xv–xxi Formula One Grand Prix, xvii Granturismo Berlinetta, xvii, xviii–xix interior, xx styling, xviii–xix, xviii–xx Tipo D46 Monoposto, xvi–xvii Citgo, 181 coachwork, 48, 51, 53, 56, 57, 57, 58, 58, 74–75, 81–82, 87, 88, 90, 119, 123, 129, 130 Colombo, Gioacchino, 35, 37, 86, 219 Colombo engines, 5, 7, 11, 35, 37, 38, 54, 62, 63, 82–83, 84, 86, 87, 88, 91, 99, 105, 135, 137, 167, 167, 169, 174, 193, 195, 196, 199, 200, 219 color: black, 41 burgundy, 183 red, 39, 48, 86, 203, 216, 277 two-tone, 16, 103, 229 white with black roof, 79 yellow, 1, 174, 180, 182 Competition Motors, 201 Connor (Chip) collection, 109, 112 Consorzio Industriale Sportivo Italia, xix
Constructors’ Championship, 105, 285 convertibles, 4, 4, 7, 44–45, 45, 46, 47, 47, 48, 171, 220, 222, 223, 258 Coppa Inter-Europa, 40, 64 Cortese, Frank, 277–78 Corvette, 39, 41, 105, 206, 213, 217 Costruzioni Meccaniche Nazionali (C.M.N.), 24 Coupe de Bruxelles, of 1962, 107 Cummins, Dave, 84 Cunningham, Briggs, 179, 191 Cytec Aerospace carbon fiber, 260, 262 Dakar, 113, 115 dashboard, 29, 48, 53, 63, 85, 103, 106, 126, 127, 134, 152, 153, 162, 163, 166, 180, 195, 198, 199, 220, 222 Daytona Berlinetta, see 365 GTB/4 Daytona Daytona Spyder, see 365 GTS/4 Spyder Daytona 24 Hours, 190, 209 death of Dino and eponymous car, 117–31 de Portago, Marquis, 185 Di Montezemolo, Luca Cordero, 237, 254, 257 Dino, 117–30, 116–31, 184, 222 206 GT, 119, 121, 123, 123, 126, 127, 129, 130, 222, 223 208 GT4, 130 246 GT, 18, 19, 121–25, 127, 129, 130, 233, 235 246 GTS, 126, 127, 128–29, 130, 130–31 308 GT4 2+2, 130 badge, 123, 125, 129 Berlinetta GT, 123 engine, 117, 119, 120, 121, 121, 123, 126–27, 129, 130 Fiat collaboration, 117–30 interior, 116, 126, 127 price, 129 rear styling, 125 door latch, on 212, 58 double-overhead-cam engine, 169, 173, 216 Dragoni, Eugenio, 290 Draper, David, 147 Dreyfus, Rene, 33, 185, 190, 191 Drogo, Piero, 87 dual air intakes, 37 ducktail spoiler, 110, 110 Dunaway, Faye, 182–83 Dusio, Piero, xv–xxi
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199, 200, 219 Dino, 117, 119, 120, 121, 121, 123, 126–27, 129, 130 eight-cylinder, 8, 18, 19, 37, 130, 233, 238, 240, 247, 256, 257, 258 Enzo, 265 four-cylinder, 87, 113–15, 115, 225 Lampredi, 6, 8, 63, 75, 79, 82, 84, 85, 113, 115, 193, 195, 196, 219 mid-engine, 14–19, 225, 238, 257 rear engine, 14, 225 single vs. double overhead cam, 169 six-cylinder, 117, 119, 121, 123, 126–27 twelve–cylinder, 4, 5, 6, 7, 8, 14, 37, 39, 47, 49, 54, 55, 59, 62, 63, 71, 74, 75, 79, 79, 80, 82, 84, 85, 87, 88, 95, 97, 105, 108, 113, 135, 137, 143, 147, 161, 166, 167, 169–70, 173, 174, 181, 193, 195–96, 199, 200–201, 209, 239, 243, 245, 253, 259, 265, 267, 269 enveloping body, xix, xix Enzo, 20, 259, 262, 263, 265, 269 Export V12 engine, 39 4.9 Superfast, 82, 83 400 GT, 232, 233, 235 400i GT, 233, 234, 235, 235, 239, 243 400 Superamerica, 79–85, 134, 138, 172, 192, 193, 194, 196, 200 410 Sport Spyder, 82, 83 410 Superamerica, 6, 8, 9, 70, 71, 72, 73, 73, 74, 75, 78–82, 84, 85, 133, 134, 138, 157, 159, 171, 194, 195, 198, 222 410 Superamerica coupe, 81 410 Superamerica Series II, 82 410 Superamerica Series III, 8, 82, 84, 85 412 GT, 233, 235, 239, 243 430 Scuderia, 272, 273 456 GT 2+2, 20, 239, 242–45, 251, 259 458 Italia, 273, 275 458 Speciale A, 281–282 458 Spider, 274, 276, 277, 280–281 488 GTB, 281, 287–288, 290 488 Spider, 288–289, 290 500 Mondial, 113–15, 113–15 500 Superfast, 133, 134, 139, 171, 192–99, 193–95, 200, 222, 223 512 Berlinetta Boxer, 15, 16, 184, 225–33, 224–32,
243, 247, 251 512 BBi, 230, 231, 243 512 TR, 245, 247, 251 550 Barchetta, 259 550 Maranello, 20, 20, 21, 251, 258–59, 267, 269 575M Maranello, 20, 21, 259, 266–67, 269 599 GTB Fiorano, 269, 273, 273 F12 Berlinetta, 279–80, 280 F12tdf, 281 F40, 18, 19, 225, 245–51, 248–51, 262, 263 F50, 19, 20, 259, 260–63, 260–63 F60, 270, 270–71 F355 Berlinetta, 20, 251, 254–55, 256, 257–59 F355 F1, 258, 267 F355 Spider, 20, 239, 256, 257, 257, 258–59 F430 Berlinetta, 259, 268 F430 Spider, 259, 268 F512 M, 229, 245, 247, 251, 252–53, 253, 259 factory, see Maranello faired-in headlights, 77, 82, 133, 205 Fangio, Juan Manuel, 190 Farina, Stabilimenti, 7 Farina cabriolet (011 S), 44–45, 45, 46, 47, 47, 48 Fédération Internationale de l’Automobile (FIA), 94, 96, 110, 111 fender, 13, 205 212 Inter, 54, 54 225 S, 61 250 GT Berlinetta Tour de France, 98, 99 250 GTB Lusso, 159, 161, 163 250 GT Cabriolet, 133, 137, 159 250 GTO, 110 250 GT Spyder California, 147, 150, 151 250 MM, 77 250 TR, 87, 88, 90, 279 330 GTC, 198 365 GTB/4 Daytona, 205 410 Superamerica, 70, 71, 72, 73 500 Superfast, 194, 196 Barchetta, 39 Cisitalia, xviii, xix, xxi louvers, 198 Nash-Healey, xxi Ferrari, 130 American market, 3, 5–6, 37, 71, 73, 74, 80, 139, 157, 159, 162, 171–91, 192–201, 206, 215, 216–17, 220, 222–23, 233, 235–39, 240, 253–54
beginnings of, 3, 32–43 early road and race cars, 45–67 evolution of, 3–21 Enzo Ferrari’s venture, 23–43 move to lusso styling, 133–35 of 1940s, 4–5 of 1950s, 5–8, 69–115, 133–35 of 1960s, 8–14, 108–12, 117–31, 133–57, 159–83, 192–201, 203 of 1970s, 15–19, 201, 203–24, 225 of 1980s, 19, 225–49 of 1990s, 19–20, 237, 247–64 of 2000s, 20–21, 262–69 prices, 81, 129, 133, 179, 210, 220, 247, 263 racing history, 275–95 role of customer, 153–57 Ferrari, Alfredo, Jr., 23, 24, 27 Ferrari, Dino, 26, 27, 117–21 car named after, 117–30, 116–31 death of, 117, 120–21 Ferrari, Enzo, xv, 1, 3–4, 23, 24, 25, 26, 27, 64, 77, 78, 82, 95, 110–11, 117, 133, 145, 153, 192, 209, 217, 249, 259 Alfa Romeo career, 23–32, 23–27 Luigi Chinetti and, 33–37, 45–49, 135, 166, 170–73, 182, 184, 190–91 death of Dino and eponymous car, 117–31 early road and race cars, 45–67 fame of, 217 leaves Alfa Romeo, 31 life of, 23–43 My Terrible Joys, 43, 117 NART and, 159, 171–72 quarrel with Chinetti, 166, 171, 173 racing teams, 23–32, 23–27 on role of Ferrari customers, 153–57 starts own company, 32–43 Ferrari Club of Americas, 183, 190 Ferrari North America, 201, 233, 235 Ferrari Scaglietti, 21 FF, 274, 275 Fiat, xv, xvi, 117, 120, 130, 209 Dino collaboration, 117–30, 116–31 Ferrari holdings of, 209 Fiat Dino Bertone Coupes, 127 Fiat Dino Pininfarina Cabriolet, 127 Fiat Motors of North America, xv
Index
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Proof 1 2 T
Eager, Allen, 179 Edsel, 42 egg-crate grille, 16, 225, 229 eight-cylinder engines, 8, 18, 19, 37, 130, 233, 238, 240, 247, 256, 257, 258 electric overdrive, 8 Emilia, 83 emissions, 217, 235, 239 engine, 169–70, 226 125, 278 166, 29, 49, 280 166 Inter, 49 212 Inter, 54, 59 225 S, 62, 63 250 GT Berlinetta Tour de France, 97, 101, 103 250 GTB Lusso, 161 250 GT Cabriolet, 135, 137 250 GTO, 108, 109, 143 250 GT Spyder California, 147, 150, 155 250 GT SWB Berlinetta, 99, 105, 107 250 MM, 79 250 TR, 87–88, 88, 89, 91, 92 275 GTB, 167, 167, 169–70 275 GTB/C, 171 275 GTB/4, 173, 174 275 GTS/4 NART Spyder, 173, 181 288 GTO, 240, 241, 241 308 GTB, 233 312 F1, 291 330 GTC, 198, 199, 200–201 365 GTB/4 Daytona, 203, 209, 216, 217, 219 400i GT, 233, 235, 239 410 Superamerica, 79–80 456 GT, 243, 245 500 Mondial, 113–15, 115 500 Superfast, 193, 195–96 512 BB, 225, 226, 229, 231, 233 575M Maranello, 267 860, 282 F40, 247, 251 F50, 260, 261, 263 F355, 256, 257, 258 boxer, 14, 225–33, 251, 253 Colombo, 5, 7, 11, 35, 37, 38, 54, 62, 63, 82–83, 84, 86, 87, 88, 91, 99, 105, 135, 137, 167, 167, 169, 174, 193, 195, 196,
Proof 1 2 T
Fiat 100TV, 117 Fiat 1100S, xvii, xix, xx Fiat Toplino 500, 117 fiberglass, 225, 229 Firestone tires, 38, 41 Fjestad, Steve, 185, 191 flat-sided body panels, 51, 55 Ford, Henry II, 36, 38, 41, 42, 43 Ford Barchetta, 35, 36, 38, 41–43 Ford Motor Company, 41–43 Edsel division, 42 Special Products Division, 42 Ford Mustang, 39 Ford Thunderbird, 39, 41 Forghieri, Mauro, 97, 107, 226 Formula One, xvii, 126, 167, 190, 225, 260, 262, 263, 265 Formula Two, 126, 127, 184 four-cam engine, 13, 19, 169–70, 173, 217 four-cylinder engines, 87, 1113–15, 115, 225 four-seat convertible, 222, 223 four-wheel independent suspension, 167, 173, 219 Foyt, A. J., 181 France, xv, xvii, xviii, 3, 25, 37, 240 French Grand Prix, 25 fuel filter, external quick, 170 Galia, J. M., 87 Garthwaite, Al, 201 gearshift: early, 29, 35 five-speed synchromesh, 108, 143, 196, 199, 200 four–speed synchromesh, 8, 74, 78 Gendebien, Olivier, 109, 179 General Motors, 130 Geneva Motor Show, 4, 7, 8, 45, 49, 136, 137, 150, 155, 193, 200, 240 Gent, Richard, 95 German Auto Union, 28 German Grand Prix, of 1935, 28 Germany, xv, xvii, 28, 240 car racing, 28 Nazi, 3 World War II, 3 Ghia, 79, 81 Ghia 212 Inter, 48 Giacosa, Dante, xvi Giberti, Federico, 64 Ginther, Richie, 86, 87, 91, 92, 93, 147, 171, 176, 180–81, 185 Gobbato, Ugo, 30, 31 Grand Prix at Monza, 77, 113, 115 Grand Prix du Luxembourg, 41
296
Grand Prix engine, 82 Grand Prix of Italy, of 1950, 64 granturismo movements, xviii–xix, 108, 134, 138, 240 Gran Turismo Omologato, see 250 GTO; 288 GTO gray-market cars, 235, 239 Great Britain, xv, xvii, xviii, 32, 39, 78, 240 Gregory, Masten, 171 grille, xxi, 4, 13, 16, 32, 38–39, 52–53, 54, 61, 70, 71, 75, 82, 87, 137, 203–204, 225, 229, 263 Grossman, Bob, 143, 185, 190 Grugliasco, 82, 97 GTC4 Lusso, 289, 291, 291 Gurney, Dan, 171, 176, 180, 185 Guthrie, Janet, 185 Hall, Jim, 181 hand brake, offset mounted, 85 hardtop, removable, 147 hardtop, retractable, 274, 276, 277, 288 Harrah, William, 192, 201 Hawthorne, Mike, 95, 113, 115 headlights, 13, 159 Daytona, 204, 204, 205, 205, 206, 206, 212, 213, 216–17 enclosed, 13–14, 77, 81 faired-in, 77, 82, 133, 205 iodine, 206, 216 Perspex-covered, 204, 205, 205, 206, 212, 216, 218, 219 pop-up, 213, 217, 223 Healey, Donald, xviii Hill, Graham, 185 Hill, Phil, 13, 109, 112, 170, 171, 176, 177, 179, 180, 185, 191 Hitler, Adolf, 3 Hively, Howard, 147 Hoffman, Max, 71 homologation, 240, 241 hood scoop, 5, 32 Iacocca, Lee, 39 Illustrated Ferrari Buyer’s Guide, 167 imports, 235 American market, 3, 5–6, 37, 71, 73, 74, 80, 139, 157, 159, 162, 171–91, 192–201, 206, 215, 216–17, 220, 222–23, 233, 235–39, 240, 253–54 1980s gray-market, 235, 239 Indianapolis 500, 33 instrumentation: 225 S, 63 250 GT Berlinetta Tour de France, 101
250 GTB Lusso, 162, 163, 166 250 GTO, 111 250 GT Spyder California, 152, 153 250 TR, 91, 92 275 GTS/4 NART Spyder, 180 365 GTB/4 Daytona, 214, 215 365 GTS/4 Spyder, 220, 222 410 Superamerica, 85 456 GT 2+2, 243 500 Superfast, 195, 199 Dino, 116, 126, 127 early, 29, 48, 53, 63 wood veneer accent, 195, 198 Inter V12 engine, 39 iodine headlights, 206, 216 Italy, xv, xvii, 3 government, 24, 27 World War II, 33 Jaeger instruments, 48 Jaguar XK 140, 178 Jaguar XK-150 S, 105 Jano, Vittorio, 26, 120 Japan, 78, 291 Kamm, Wunibald, 161 Kevlar, 247, 262 Kimberly, Jim, 171, 176, 185 Kling, Karl, 83 knockoff wheels, 123 Korda, Michael, 190, 191 LaFerrari, 284–86, 285 Lamborghini, 169, 233, 235 Lampredi, Aurelio, 64, 79, 219 Lampredi engines, 6, 8, 63, 75, 79, 82, 84, 85, 113, 115, 193, 195, 196, 219 Lancia, 130 Lancia, Vincenzo, 23 Le Bègue, René, 33 left-hand drive, 35, 41, 73 Le Mans, xv, 16, 41, 42, 79, 83–84, 86, 93, 94, 95–96, 105, 107, 112, 130, 143, 176, 178, 182, 184, 190–91, 200, 201, 209 Levegh, Pierre, 95–96 lightweight construction, 35, 37, 39, 40 Lini, Franco, 290 louvers, fender, 198 luggage space, 135, 162, 240 lusso styling, 31, 79, 97, 133–35, 138, 159, 167, 171, 192
Maasland, Jocky, 76 Machiavelli, Marchese Lotario Rangoni, 32 Macklin, Lance, 95 Magioli, Umberto, 113, 115 Magnum P.I. (TV show), 18, 233 Manufacturer’s World Championship, 111 Maranello, 9, 11, 13, 14, 16, 18, 31, 47, 55, 75, 78, 83, 126, 127, 129, 135, 154, 166, 173, 191, 192, 203, 217, 233, 235, 240, 259, 270–73, 278, 285 Maserati, 33, 37, 87, 169, 234, 239 Maserati Birdcage, 88 Maserati 3500, 105 Mason, George, xxi Massimino, Alberto, 32 mass production, 154, 271 McCluggage, Denise, 171, 174, 176–82, 182, 183, 185 McLaren-TAG, 293 McQueen, Steve, 182, 183 Mercedes-Benz, 28, 71, 234, 235, 239 Mercedes-Benz 300 SL, 58, 66, 71, 83, 88, 105, 191, 233 1955 Le Mans accident, 94, 95–96 Mercedes-Benz 300 SL Gullwing Coupe, 71 Merritt, Dick, 41–43 Merzario, Arturo, 216 Meyer (Bruce) collection, 87, 91, 92, 105, 106 Michelotti, Giovanni, 55, 69, 75 mid-engine Ferrari, 14–19, 225, 238, 257 Milan, 36 Miles, Ken, 92, 93 Mille Miglia, xv, xvii, 26–27, 32, 39, 41 65–66, 69, 77, 83, 87, 113, 115 Model 815, 33 Modena, 31, 32, 83, 108, 120, 129, 243, 270, 271 Modern Classic Motors, 201, 233, 235 Mondial, 87, 113–15 500, 113–15, 113–15 Series 1, 87 Series 2, 87 monoblock engine, xvii, xix Montlhéry 1000km, 105, 107, 178, 281 Monza, 77, 107, 113, 115, 288 Moss, Stirling, 43, 105, 171, 176, 180, 185, 291 Motor Trend, 133 Mullee, Ted, 41–42 Museum of Modern Art, New York, xxi 1951 Eight Automobiles exhibition, xvi, xxi
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011 S (Farina Cabriolet), 44–45, 45, 46, 47, 47, 48 125, 2, 3, 28, 29, 169 125 S, 37 166 Inter, 39, 40, 48, 48, 49, 49, 57 166 MM Touring Barchetta, 4, 4, 5, 6, 13, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40–41, 42, 45, 77, 171, 190, 191 engine, 29, 49 Ford models, 35, 36, 38, 41–43, 297 interior, 31, 35, 275 introduction of, 38 rear-styling, 38–39, 39 spare, 33 166 Spyder Corsa, 28, 29, 37, 38 175 E, 58 195 S, 40, 57 older owners, role of, 153–55 O’Shea, Paul, 171 oval grille, 4, 13, 38–39, 61, 70, 71, 75, 82, 87, 203– 204, 263 ovoid ports, xviii, 60, 61 PanAmerican road race, 79, 191 Paris, 82 Paris Motor Show, 7, 9, 11, 74, 79, 84, 99, 101, 105, 123, 137, 164, 169, 170, 203, 210, 215 Parma-Poggio di Berceta, 27 Payne, Howard, 41 Pebble Beach Concours d’Elegance, 19, 71, 183, 190 Perspex-covered headlights, 204, 205, 206, 206, 212, 216, 218, 219 Pescara-Coppa Acerbo, 23, 26, 84 Peugeot, 78
Piacenza, 37, 83, 277 Picard, Francois, 93 pillarless windshield, 80, 81 Pinin Farina (later Pininfarina), xxi, 45, 47, 51, 53, 54, 55, 56, 69, 73, 257, 259 Boxer designs, 225, 226, 229 Daytona and California Spyder prototypes, 203–205, 208, 212, 216, 220, 222, 223 Dino design, 118, 123, 125, 129 emblem, 54, 81 Lusso design, 159–67 1950s body designs, 71–84, 94, 96, 101, 113, 115, 133, 137, 139, 141, 147, 150 1960s body designs, 118, 123, 125, 129, 133, 135, 139, 159–67, 170, 192–94, 200, 203 1980s–2000s designs, 250, 251, 262, 263, 265, 269 spelling changed to Pininfarina, 97 Pinin Farina (later Pininfarina), Battista, xviii, xx, xxi, 51, 75, 77, 78, 81 Pinin Farina (later Pininfarina), Sergio, xv, xvi, xvii, xxi, 4, 6, 9, 13, 16, 19–20, 73, 73, 75, 78, 96–97, 159, 161, 193, 194, 220, 226, 237, 254 Pirelli, 27 tires, 38, 41, 249 Pironi, Didier, 292 pit crew, 182 disorganized, 176 Plexiglas windows, 169 Poland, Nazi invasion of, 3 Pomona L.A. City fair grounds, of 1959, 93 Po River, 31 Porsche, 71, 91, 117, 183, 225 Porsche, Ferdinand, xvii, xix Porsche Carrera, 258 Porsche 911 Targa, 19, 235 Porsche 914, 117 Posey, Sam, 171 Postlethwaite, Harvey, 293 power windows, 198, 199 press, Italian, 3 Prunet, Antoine, 159, 161, 199 race cars, xv, 3, 4–5, 6, 15, 16, 134, 225 difference between road cars and, 45, 48–49, 55, 95, 97 early, 4–5, 39–41, 45–67, 275–85 radio, 249 AM, 83 AM/FM push-button, 199 Ravenna, 25 rear engine, 14, 225, 287
Redman, Brian, 171, 176 Regazzoni, Clay, 290 Reggio, 83 Rheims 12 Hours, 284 Ricard, Wilfredo, 29–31 right-hand drive, 73, 92 Rimini, Giorgio, 25 Riverside International Raceway, 92, 93 Road & Track, 133, 180, 183, 185, 190, 210, 220 road cars, 4–5, 47, 134 for America and the world, 192–201 difference between race cars and, 45, 48–49, 55, 95, 97 early, 4–6, 32–43, 45–67 evolution of, 4–21 Lusso, 159, 167 of 1950s, 69–115 Rodriguez, Pedro, 171, 176, 181, 183, 185 Rodriguez, Ricardo, 171, 176, 181, 185 Rollo, Pinkie, 174 Rolls-Royce, 198, 262 Rome, 67, 278 Romeo, Nicola, 25 roof panel, removable Targa-type, 128, 129, 130 Rossellini, Roberto, 47, 84 Ruger, Bill, 185 running lights, 61 612 Scaglietti, 259, 269 625, 281, 283 641/2, 260 Safer, Morley, 185 San Marino Grand Prix, 292 Santa Barbara races, 92, 93 Satta, Orazio, 30 Savonuzzi, Dr. Giovanni, xvi, xviii Scaglietti, Sergio, 1, 11, 81, 82, 83, 87, 88, 101, 108, 111, 115, 141, 143, 150, 159, 173, 182, 183, 190, 225, 269 250 TR design, 87, 88, 90 Berlinetta converted to Spyder, 173–74, 178, 182, 183 Daytona design, 203 Dino coachwork, 119, 123, 129 GTO body design, 108, 109, 111, 143 Scarlatti, Giorgio, 147 Scheckter, Jody, 292 Schell, Harry, 185, 190, 191 Schumacher, Michael, 265 Scuderia Ferrari, 3, 23–32, 33, 37, 61, 77, 171, 243 Scuderia Spider 16M, 273, 275
seats: F50, 262–63 bucket, 78, 162 Sebring 12 Hours race, 147, 174, 176, 179, 181–82, 209 Selleck, Tom, 18, 233 Selsdon, Lord Peter, 41, 42 Serafini, Dorino, 41 Sharknose, 288 Shelby, Carroll, 185 Shelby Cobra, 39 shock absorbers, 9, 149, 150 side vents, 75 Siena, Eugenio, 23, 24 Silverstone International Trophy, 41, 281 Simca Sport, 45 single-overhead cam engine, 169, 173 Sivocci, Ugo, 24, 25 six-cylinder engines, 117, 119, 121, 123, 126–27 Skinner, Phil, 42, 43 Società per Azioni Esercizo Fabbriche Automobili e Corse (SEFAC), 209 South America, 67 Spa-Francorchamps, 6, 41, 107, 209 spare tire, 33, 58 Spear, Bill, 41 speedometer, 92, 162 spoiler, 16, 110, 225, 229 Sportivo, Direttore, 29–30 Sports Car Club of America, 239 sports car racing: Alfa Romeo team, 23–27, 23–32 NART team, 159, 171–91, 186–91 1955 Le Mans accident, 94, 95–96 Scuderia Ferrari, 3, 23–32, 33, 37, 61, 77, 171, 243 Spyder, definition of, 134, 171, 203, 220 Stabilimenti Farina, 45, 47, 49, 75 steel body, 101, 166, 225 steering wheel, wood-rimmed, 78 Stuttgart Technical University, 161 Superamerica. See 400 Superamerica; 410 Superamerica; Superamerica (2007) Superamerica (2007), 259, 269 Superamerica Superfast IV, 139 Supercortemaggiore Grand Prix, Monza, 113, 115 Superfast I, 80, 81, 81, 82 Superfast II, 192 Superleggera emblem, 5, 22, 35, 37 superlight construction, 35, 37, 39, 40 Surtees, John, 181, 190 suspension, 40, 105, 119, 167, 229, 263 four-wheel independent, 167, 173, 219
Index
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Proof 1 2 T
NART (North American Racing Team), 1, 130, 143, 159, 171, 176, 186–91 Chinetti’s racing program, 159, 171–91, 186–91 emblem, 171, 179, 190 Spyder, 158, 159, 170, 171–91, 176–91 Nash-Healey, xviii, xxi, xxi, 78 Nassau Speed Week of 1957, 86 Nazarro, Felice, 23 Nazism, 3 Nethercutt Collection, 222 New York, 37, 71, 139, 183 North Africa, 113, 115 Nowak, Stanley, Ferrari—Forty Years on the Road, 170 Nürburgring 1000km, 107, 179 Nuvolari, Tazio, xvi, xvii, 27, 27, 28–29, 190, 292 driving style of, 28–29
Switzerland, 240 Sydorick (David) collection, 28, 103
Proof 1 2 T
206 GT Dino, 119, 121, 123, 123, 126, 127, 129, 130, 222, 223 212, 4, 5, 6, 6, 38, 41, 47, 55, 56, 57, 57, 58, 59, 71, 73 212 Export Berlinetta, 64, 67, 77, 166 212 Inter, 4, 5, 6, 6, 49–51, 50–51, 54, 54, 56, 57, 58, 63, 166 225 Sport, 5, 7, 38, 41–42, 55, 57, 60–61, 62, 63, 67, 82–83, 84 246 GT Dino, 18, 19, 121–25, 127, 129, 130, 233, 235 246 GTS Dino, 126, 127, 128–29, 130, 130–31 250 Europa, 74 250 GT, 7–11, 79, 80–81, 84, 97, 133, 163, 166 250 GT Berlinetta Tour de France, 81, 94, 95, 95, 96, 97, 97–103 250 GTB Lusso, 9–11, 13, 97, 106, 159–67, 160–67, 170, 174, 192, 193, 204, 212 250 GT Boano/Ellena, 81 250 GT Cabriolet, 79, 132, 133, 134–37, 137, 139, 145, 150, 153, 159 250 GT LWB, 9, 97, 147 250 GT LWB Spyder California, 141, 143, 145, 147, 150, 157, 171, 173, 222 250 GTO, 7, 13, 16, 95, 108–12, 108–12, 129, 142–43, 159, 161, 170, 174, 203, 204, 241 250 GT PF, 97 250 GT SWB Berlinetta, 7–9, 10, 11, 95, 97–107, 104–107, 108, 109, 110, 111, 140, 141, 143, 157 250 GT SWB Spyder California, 8–9, 9, 79, 133, 141, 143, 147–57, 144–57, 171, 173, 222 250 GT Tour de France, 7, 8, 9, 79, 203 250 GT 2+2, 135 250 MM, 61, 77, 78, 79, 84, 203 250 MM Spyder, 77, 84 250 Sport, 66, 82, 83–84 250 Testa Rossa, 86–93, 86–93, 147, 200, 243, 251 275 GTB, 1, 11–13, 159, 162, 164, 166–70, 173, 200, 203, 204, 208 275 GTB/4, 1, 13, 16, 159, 164, 165, 170, 172, 173–78, 182, 183, 201, 215, 219, 227 275 GTB/C, 12–13, 13, 167, 168, 169, 169, 170, 171, 173
298
275 GTS, 173, 174, 196 275 GTS/4 NART Spyder, 158, 159, 170, 171–91, 176–91 288 GTO, 240–41, 240–41 308 GT, 130 308 GTB, 16, 17, 18–19, 231, 233, 235, 240, 241 308 GTBi, 19, 231, 235 308 GTB Qv, 19, 231, 235, 241 308 GTS, 16, 17, 18–19, 231, 233, 235 328 GTB Berlinetta, 16, 17, 18, 19, 235 328 GTS Spyder, 16, 17, 18, 19, 196, 200, 235, 240, 241 330 GT, 173, 198 330 GT 2+2, 173, 199, 200, 220 330 GTC, 173, 196–99, 200–201, 222, 223 340 America, 5, 65, 66, 71, 73, 222 340 Mexico, 56, 203 340 MM, 61 342 America, 5, 48, 71, 73, 74 348 Spider, 236–39, 254, 257 360 Modena, 264 360 Spider, 20, 264 365 GTB/4 Daytona, 13, 13, 14, 14, 20, 190, 200, 201–20, 201, 202–20, 227, 238, 251, 257, 259 365 GTC, 201 365 GT California Spyder, 222, 222, 223, 238, 257 365 GT4 Berlinetta Boxer, 14–16, 18, 225, 226, 227, 228, 229, 231, 233 365 GTS/4 Spyder, 203, 204, 205, 218–19, 220–23, 218–24 375 America, 5, 71, 73–74, 79, 80 375 MM, 76 tachometer, 162 tail fins, 81, 99 tail lights, 73, 81, 125, 147, 150, 151, 227, 229, 253 Talbot, 37 Tanner, Hans, 37, 83, 106, 198 Targa Florio, 24, 26, 40 Taruffi, Piero, xvi, 4, 49, 55, 61, 67 Tavano, Ferdinand, 143 Testa Rossa, see 250 Testa Rossa Testarossa (1985–1996), 243–45, 246–47, 251–53, 251–53 Thomas Crown Affair, The (movie), 183 Three Provinces Circuit, 28 Times-Mirror Grand Prix, 92 Tipo 125, see 125
Tipo 212, see 212 tires, 38, 41, 249 Tojiero Specials, 39 Tour de France, 97, 105, 209, 284 Touring, 4, 36–41, 55, 69, 75, 79, 257, 259 Touring Barchetta, see 166 MM Touring Barchetta Tourist Trophy (England), 105 Tour of Sicily, of 1952, 61 transmission, 35, 8, 74, 78, 108, 153, 196, 199, 200, 233, 235, 239, 259, 263 TRC 625/250 TR, 87, 91 Trossi, Count Carlo Felice, 27, 27, 28 trunk hinges, exposed, 164 Tuboscocca, 57 Turin, 69, 75, 130, 278 Turin Motor Show, 39, 79, 82, 192, 123 Turin Polytechnic Institute, 220 twelve-cylinder engines, 4, 5, 6, 7, 8, 14, 37, 39, 47, 49, 54, 55, 59, 62, 63, 71, 74, 75, 79, 79, 80, 82, 84, 85, 87, 88, 95, 97, 105, 108, 113, 135, 137, 143, 147, 161, 166, 167, 169–70, 173, 174, 181, 193, 195–96, 199, 200–201, 209, 216, 219, 222, 225, 226, 235, 239, 243, 245, 253, 259, 265, 267, 269 twin-cam engine, 11 two-seat sports cars, 39 unit-body construction, 74 United States, xviii, 3, 6, 32, 37 Detroit auto industry, 74 emissions regulations, 217, 235, 239 Ferrari market, 3, 5–6, 37, 71, 73, 74, 80, 139, 157, 159, 162, 171–91, 192–201, 206, 215, 216–17, 220, 222–23, 233, 235–39, 240, 253–54 Nash-Healey cars, xvi, xix West Coast Ferrari distributorship, 139, 145, 157, 201, 222, 237, 253–54 World War II, 33 upholstery, 51, 157 166 Barchetta, 31 212 Inter, 57 250 GT Berlinetta Tour de France, 103 250 GTB Lusso, 162, 163, 166 250 GT Cabriolet, 134 250 GTO, 111 275 GTS/4 NART Spyder, 180
365 GTS/4 Spyder, 220, 222 410 Superamerica, 85 500 Superfast, 195, 199 F50, 262 early 31, 53, 57 hand-sewn in factory, 271, 271 USAC Championship, of 1958, 87 Varzi, Achille, 27 Velocità, 120 Vignale, 4, 5, 6, 7, 49–51, 55, 69, 79, 155, 257, 259 early 1950s body designs, 55–67, 69, 77, 84 emblem, 63 Vignale, Alfredo, 69 Villa d’Este Concours d’Elegance, xviii Villeneuve, Gilles, 185, 291, 292 Villoresi, Luigi, 4, 30, 41, 49, 64, 77, 84, 280 visibility, 162, 212–13 Volkswagen, 117, 225 Von Neumann, John, 86, 87, 88, 91–92, 93, 139, 145, 157, 201 Walker, Rob, 105, 285 Watkins Glen road race, 71, 209 Wave Hill, New York, 184–85, 190 Weitz, John, 185, 190 Werner, Arno, 185 wheels, 38, 84, 123, 167, 169 Wilson, R. L., 184–91, 186–91 windows, 198, 199, 212–13 windshield, xx, 80, 81, 206, 209, 212 wood veneer, as instrument panel accent, 195, 198, 222 World War I, 24, 25 World War II, ix, xv, 3, 33, 177 Wright, Frank Lloyd, 71 Zagato, 103 Zagato, Ugo, 103 Zipper, Otto, 92, 93
Ferrari
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13/7/16 4:13 PM Job: 11460 Title: 224458 - Ferrari 70 Years_9780760351895 (ProVision) SLC GLP SLC Page: 298