In the early 1960s Enzo Ferrari wanted to beat the Jaguar E-Type on the race track and the 250 GTO was born. The car was styled by Sergio Scaglietti and just 39 examples of the legendary car were built. At this year's Goodwood Revival at the Goodwood Motor Circuit in southern England, 15 of those sleek race cars were on the track, demonstrating just what the legend was all about.
The GTOs were joined at the event by several other racing Ferraris with significant race history. Here is a selection of photos from the weekend.
Source - Autoweek by Roger Hart
Pictures by Roger Hart
A stockFerrarihas finally crested the nosebleed barrier of 700 horsepower, and deliveries of said Prancing Horse are slated to start at the end of February in the States. This screaming newF12berlinettatakes it all to 730 horsepower at 8,250 rpm and 509 pound-feet of naturally aspirated Italian V12 torque at 6,000 rpm. It hurtles to 60 miles per hour in 0.3 seconds, we swear. Okay, it's 3.0 seconds officially, but we know in our collective heart that tests with appropriate velocimeters will record something near 2.8 seconds as it barrels toward a top speed of 211 mph. And it's 2.5 seconds quicker to 125 mph versus its599 GTB Fioranopredecessor.
But the F12's freakish speed factor is not the whole story here. Not even the half of it.
The two-seat F12berlinetta is gorgeousness on four Michelins (or Bridgestones or winter Pirellis if you like).Pininfarinaand Ferrari's ever more responsible on-campuscentro stilehave combined for one hell of an all-aluminum form that follows impressive aerodynamic functions. One senior company expert tells us, "You could say the front two thirds of the car are predominantly Pininfarina, while the centro stile here can take most credit for the rear end."
Maybe it depends on the color it's wearing, but this very design hit us as a little overwrought when it debuted at last March'sGeneva Motor Show. Yet all appeared in sync on our test drive day, in person and on Italian asphalt. Though it may seem bigger to the eye than the 599 it replaces, the F12 is actually smaller in every dimension – 2.0 inches shorter in length, 1.2 in. less in wheelbase, 0.7 in. down in width, with a mondo 2.5 inches off the height. The coupe's all-important center of gravity has been pushed down a full inch, too, and overall dynamics take advantage of this.
This Ferrari is a surprisingly tractable piece of machinery.
That's the third – and the major – ingredient to the F12's greatness: the ride and handling are spectacular by any evaluation. We half expected a hot-tempered horsepower-monger with the yips at lower speeds and revs, but we didn't get that at all. This Ferrari is a surprisingly tractable piece of machinery. That might have to do with every onboard system responding to the driver's desires 20-percent more quickly on average than in the 599. The latest generation of BWI Group's magnetorheological dampers, the mapping of all five settings for themanettinoswitch on the steering wheel, the very tight 11.5:1 steering ratio with only 2.0 turns lock-to-lock, or the towering, knock-free 13.5:1 compression ratio all have something to do with everything feeling so right.
In the interest of full disclosure, we must note that it rained for the better part of the day during our test in Italy. So, no, things weren't ideal, but nevertheless the show had to go on. Things dried up nicely by the afternoon, so we did get in some properly raucous miles over the hills south of Maranello. Whereas several preceding rear-wheel-drive Ferraris with twelve cylinders in front might have whipped us into the weeds on such a day, the F12 – even when we broke company rules for the wetness and put the manettino drive selector in Sport – was solid throughout on its 20-inch Michelin Pilot Super Sport tires (255/35 ZR 20 front, 315/35 ZR 20 rear). The F12's standard e-diff system was always involved to varying degrees, and its adhesion and side-to-side torque monitoring probably had much to do with its stellar comportment.
The F12 is two seconds quicker than the hallowed Enzo around Ferrari's Fiorano test track.
Comparing the 730-hp F12 drive experience to that of the 612-hp 599 or 508-hp 575M Maranello before it is to border on the silly. Perhaps unsurprisingly, we have had this very same thought for seemingly every new front-engined V12 Ferrari we've ever driven. At 1'23" for a lap around Ferrari's Fiorano test track, the F12 is two seconds quicker there than the hallowed Enzo ever was. At first blush, there is no other production super GT with so much up front that can do things as well as the F12 does – not by a long shot. As a bonus, it can be driven to lead the pack at any track day. Face-off comparisons with the usual American, British and German suspects will be good stuff.
The F12 Berlinetta had its typical Ferrari internal project name – F152 – green-lit back in mid-2009. In 2007, however, Ferrari let the world know that one of its priorities for all future models was to reduce weight, and to this end, they showed theMillechili concept, which in English means "thousand kilograms" or roughly 2,205 pounds. A key effort in this weight loss plan has been to make Ferrari a center of expertise in the development and use of aluminum alloys. Through strategic use of twelve separate alloys used in building its chassis and body, the F12berlinetta's official curb weight of 3,594 pounds is 165 pounds less than the outgoing 599 GTB Fiorano. That's at least 200 pounds less than the predominantly carbon fiber 691-hpLamborghini Aventador LP700-4, another comparison car.
This latest aluminum approach has not only peeled off pounds, it has added crucial rigidity to the entire car – stiffness is up some 20 percent versus the 599. On the sinewy body shell alone, average panel thickness versus the panels of a 599 has likewise been reduced 20 percent.
Using the manettino on the multi-function steering wheel – a comfortable steerer with no menu switches for the onboard computer functions to gum things up – we readily felt the differences between Wet, Sport, Race, CT Off and ESC Off. (Yes, we tried them all even on this perilous rainy day – delinquent as charged.) This suite of features has come so far over the years, and it corrals in these power-packed Ferraris perhaps better than any other similar systems. The throttle remains authoritative, but is also sweet and helpful so that any nervy preconceptions we had heading in to our 730-hp drive day soon evaporated.
The F12's quad exhaust tips aren't stingy at all with their F1-inspired banshee call.
There is always the fear that these more stretched-out true GT style supercars will feel unwieldy with little incitement, that it'll end up being the car that is in charge of the proceedings – especially when things get wet. But the F12 takes that idea and crushes it. With all major drive system hardware having been brought in closer to the chassis' centerline and then lowered, the driving is much more in keeping with what you visualize in your head. We ain't no science PhDs here, but this is all advanced physics at work. And while Ferrari's physics class is happening all around, the remarkable amount of outward visibility puts the driver's mind at ease.
The rev limiter for this dry-sump 6.3-liter direct-injected "F140FC" is set at a glorious 8,700 rpm. The twelve-cylinder is more compact overall and, in keeping with the "hug the center" philosophy, it's mounted back and down as far as it can go in the engine bay. It sits a hair's breadth from one's right calf and foot, yet the sound in the cabin is kept at a remarkably proper level. The positive reactions of pedestrians near and far, however, make it clear that the F12's quad exhaust tips aren't stingy at all with their F1-inspired banshee call.
Does all this make the F12 a good everyday driver? Yes. Yes it does.
When playing with the seven-speed dual-clutch gearbox, it doesn't matter too much where you're at on the manettino setting; the shifts adapt themselves along with the throttle and the driver's desired mood to remain just as smooth as you'd like. The ECU is constantly monitoring the meeting of revs whether upshifting or downshifting, and after just a few getting-acquainted miles, we understood this relationship and felt free to do as we wished without fear. Never once did the transmission hung on the rear axle deny us a downshift. Hallelujah.
On a particularly rough stretch of provincial road where we were hoping to feel any suspension ticks we hadn't yet induced, the F12 and its double wishbones up front and a multilink rear sincerely didn't bat an eyelash. The new-generation BWI dampers are also noticeably improved beyond the already fine last-gen units, keeping this Italian's four rubber corners clawing the surface below. And we really diced it up, so you can believe us. Add to this the latest-gen Brembo carbon ceramic brakes that are positively squeal- and grind-free. We found them to be easily modulated, even while hauling things in from 125 mph to zero in record time. Does all this make the F12 a good everyday driver? Yes. Yes it does.
While we can wax euphoric about so much of the F12's dynamic envelope, we know its steering will take a little getting used to. For about the first hour, we were repeatedly surprised by how a little steering input goes such a long way in the F12. Some may feel badly about this inherent quickness, but we became accustomed to the 32-percent less steering angle needed to make any maneuvers. Through the numerous ascending and descending hairpins on our route, one hand left its normal position at the wheel only on rare occasions. After that first hour up in the hills, we fell in love with the steering's responsiveness.
The two starring functional features on the F12's exterior have to be the so-called "aero bridges" at the base of the windscreen pillars and the chin spoiler vents for cooling the front brakes. The former's aesthetics pick up where the flying buttresses on the 599 left off. Air flows directly off the nose and is channeled over and then down and around the body chiefly via these aero bridges. They're a major reason the F12berlinetta's aerodynamic efficiency and downforce have been improved by 98 percent compared to the 599. All of which means the F12's high-speed runs are laced with stability never seen before in a Ferrari.
Two outer low front air intakes make up the moveable aero equipment on the car. These smallish black metal flaps are automatically opened and shut by sensors that determine when front brake cooling is a good thing (Hint: they're always open during heated driving and they close automatically at any speed below 25 mph).
In regards to the cabin, there's really nothing revolutionary in terms of comfort, space or materials. Our F12 came with the standard sport seats dressed with Poltrona Frau leather in the optional Daytona design look. For this particular Ferrari, these would be our chairs, whereas in the458 Italiawe prefer the more aggressive and body-hugging racing seats. Prior to the start of F12 deliveries in Europe, though, Ferrari's new onboard computer with integral satellite navigation needs a lot of help. As it stands, we observed several beta-stage glitches and found it to be the most trying sat-nav system we've had to use in quite some time. Ferrari is aware of the troubles and is working closely with their supplier to eradicate all reasons for disgruntlement. We will need to live with the whole unfamiliar onboard system for a bit before passing definitive judgment.
What a package, though. And we got so swept up in the F12's glory that we nearly forgot to mention that fuel efficiency is up a useful 30 percent over the 599. Even the super-rich will appreciate that development, if only because they won't have to deign to visit gas stations as often. And according to our contacts, the base price for all this will not be oft-quoted $330,000 figure – it should be closer to $310,000. A bargain.
In the past, a model putting up these impressive numbers would be more than enough to justify its coronation as Maranello's halo car. But that's not the F12's role, at least not for long. Ferrari is readying a new Enzo successor with 800 or more horses, and it should be coming to an auto show by the start of 2013. Judging by our day's drive in the F12, it will have quite a lot to live up to.
Silverstonewasn’t the only place Ferrari fans needed to be over the past weekend.Supercars of Austriaattended the Giorni Rossi Festival 2012 in Zell am See, Austria where they shot this twelve minute video featuring some of Ferrari’s most famous supercars.
In the video you’ll see a Ferrari Enzo, a Ferrari F50, two Ferrari 599 GTO´s and a Maserati MC12 by Edo Competition. You’ll also see more ‘normal’ Ferrari models such as the F430, 360 and the 355. As you’ll be able to tell from the header image, a Ferrari Enzo returned with a mysteriously broken front nose. We don’t have any details on the crash but hopefully it didn’t cause too much damage.
This is a very rare Ferrari 250 GTO, owned by the Pink Floyd drummer, Nick Mason. It has the unique registration '250 GTO' and the car has a lot of history behind it. It was part of a parade at the Goodwood Revival 2012 along with an absolutely amazing collection of 15 GTO's, considering only 36 were ever made!! This car was driven by Jean Alesi and was raced at the Royal Automoblile TT race on the Sunday at Goodwood.
And, as with all things valuable, the market prices of GTOs have had peaks and valleys over the years.
When introduced in early 1962, 250 GTO S/N 3387 was sold by Ferrari to Luigi Chinetti Motors for $9,700 and immediately resold to Bob Grossman for $12,000, plus $1,600 for Le Mans preparation.
Because GTOs were very competitive racecars through the early and mid 1960s, they were highly sought after and changed hands in the $12,000 to $18,000 range throughout the early and mid–1960s.
But by the very early 1970s the 250 GTOs had become merely old, non–competitive racecars, used as macho but impractical street machines. Prices dropped, with S/N 5573 going to Kirk White for $5,800 and S/N 3769 sold to Gordon Barrett for $8,500, both in 1971.
By the late '70s the collector car market had started to blossom and prices were rising. 250 GTO S/N 3757 went to Nick Mason, drummer for Pink Floyd, for approximately $86,000 in 1978. In the early 1980s Ferrari prices continued to rise, and Joe Marchetti paid what was then the unbelievably high price of $285,000 for 250 GTO S/N 4091.
In 1985. as the Ferrari market gathered momentum, 250 GTO S/N 3987 sold to Ralph Lauren of Polo fame for $650,000, and S/N 3705 went to Yoshiyuki Hayashi for $500,000.
In 1986 the Ferrari frenzy was gathering steam and S/N 3589 went to Frank Gallogly for $1 million. Mr. Gallogly did well with his 250 GTO, selling it in August of 1988, to Bert Stieger in Switzerland for $4.2 million
The Ferrari madness of the late 1980's peaked in 1989 with the sale by this author of 250 GTO S/N 3909 to Kato in Japan for $13,837,500. The only higher price ever paid for a Ferrari was $17,000,000, paid in January 1990 to Arnold and Werner Meier of Switzerland for their 330 GTO, S/N 4561 SA.
By 1990, the collector car market had sarted to collapse, and 250 GTO S/N 3607 was sold to Giorgio Perfetti in Switzerland for what seemed like a bargain at $9,588,780.
The market bottom was defined in January 1993 with 250 GTO S/N 4219 going to Brandon Wang for $3.5m and, in Septmeber of 1994, with the ex–Kato car (S/N 3909), previosuly purchased for $13,837,500, going to John Collins of Talacrest for $2.7m.
But no bear market lasts forever, and by 1996 the Ferrari market was again on the rise. 250 GTO S/N 3455 went to Matsuda in Japan for $4.2m, and 250GTO S/N 4293 sold to Patrick Ma in Hong Kong for $4.1m.
In the late '90s, prices continued to rise. Out of respect for the privacy of the recent purchasers, we won't name any names. However, S/N 3729 went to a Northwest SCM'er for $5.25m; S/N 3413 to another SCM'er in the same region for $5.5m; S/N 3909 to the Bay Area for $7m; and, in the highest price recorded in the recent market, 250 GTO S/N 4293 was sold to an SCM'er in Asia for $9m, a number close to the nose–bleed prices of late 1989.
While no one can foresee the future, I would offer that a GTO is pretty safe investment at the current time, at least in financial terms. While they haven't yet hit their former peak prices, if financial uncertainties continue to roil the world's markets, owning one of 36 GTOs certainly seems prudent compared to owning several million shares of any number of publicly traded companies whose duplicitous management makes even used car dealers look like princes.
Further, owning a GTO guarantees you an invitation to any event, competition, concours or otherwise, on the planet. By owning one you have become an instant player, one of the bad boys who walk down Main Street with a GTO ignition key dangling from your Connolly leather holster. After all, there are far fewer GTOs than there are Gulfstream Vs or Canadair Global Express superjets.
And owning a private jet just means you are rich. Owning a GTO means you understand the world of collector cars, and have decided to grab the gold ring and put it in your garage.
source: sports car market magazine (sept 2002 issue) by Michael Sheehan
The Silverstone circuit in England held an attempt to break the Guinness World Record number for “The Largest Parade of Ferrari Cars”. A staggering number of 964 Prancing Horses attended the parade last Saturday, shattering the previous record of 490 cars dating back to 2008 at Japan’s Fuji Speedway Circuit.
. It has been estimated the fleet of supercars boasted more than 500,000 horsepower in total – with models from the past 40 years taking part.
Felipe Massa led the parade in a Ferrari 458 Spider. The Formula One driver said “it was a really unforgettable experience”. It was all in a good cause, as Ferrari donated £5 for every car in the parade to BEN, a British charity that supports employees from the motor industry and their family in times of hardship or distress.
Alexei Sayle holds on tight as he's taken for the ride of his life up the Goodwood hillclimb in a Ferrari 458 Spider.
It has always seemed to me that the experience of being drunk resembles being trapped in a DVD which from time to time is randomly fast-forwarded by some unseen hand. So it is early evening and you are in a bar in Knightsbridge with some Guardsmen talking about Tolstoy, you have a couple of pints and then there is a whirring noise. Seemingly without time having passed, you are on a yacht in the Baltic doing a dance amongst a group of ballerinas, somebody hands you a tall glass, the whirring noise comes again and abruptly you are in Bradford Town Hall dressed only in your underpants.
Well, having a passenger ride in a Ferrari 458 Spider "Up the Hill" at theGoodwood Festival of Speedis like being imprisoned in that same DVD, except you are sober, the whirring noise is replaced with the mechanical scream of a 4.5-litre V8, there is no blackout as every microsecond is experienced in appalling high-definition clarity, and halfway through there is a very good chance that you could go into a flint wall at 120mph.
My driver was Ray Grimes, a former two-times Fiorano Ferrari Instructor of the Year. Before we met I asked the Ferrari Director of Communications, "Erm, if I said I was frightened would Ray slow down?"
"No he'd probably go faster," he replied, so in the supercar paddock I was forced to maintain a machismo which nervously drunk so much water I really needed to use the toilet. Urinating while wearing a full face helmet is one more experience I can add to the day's list.
Ten minutes later we reached the start line, Ray selected Launch Control and buried the accelerator. I truly did not know it was possible to go so fast so quickly. If you have never experienced it I would say this level of acceleration seems like something from another universe where the laws of physics have been repealed. Ahead of us in the distance was a Ferrari FF, which amazingly had two passengers in the back. It must have felt like the most terrifying minicab ride ever.
These two special supercars where spotted on the road in London. Ferrari FXX and Maserati MC12 were both on display at the Chelsea Auto Legends 2012 car event.
The Ferrari FXX is a high performance race car and prototype built by automobile manufacturer Ferrari in Maranello, Italy. The FXX is based on the street-legal Enzo. The Maserati MC12 is a two-seater sports car produced by Italian car maker Maserati to allow a racing variant to compete in the FIA GT Championship. The Italians designed and built the car on the chassis of the Enzo.
At nearly two-tons, and with four-wheel drive, the new Ferrari FF is not the ideal drifting machine. But the 651bhp V12 should help it do something spectacular
The next Ferrari Special Project to leave the Maranello factory will be the Ferrari SP Arya, commissioned by 32-year-old businessman Cheerag Arya. It will be the fifth car to leave the factory following the SP1, the P540 Superfast Aperta, Eric Clapton’s SP12 EPC and the Ferrari Superamerica 45. The owner is based in Dubai and runs a Petrochemical business.
An article that appeared in the March 2012 edition of the Official Ferrari Magazine reveals that the SP Arya has received the go-ahead and will be based on the Ferrari 599 GTO. The one-off supercar will join Arya’s collection which already features a Ferrari 599 GTO, a Ferrari SA Aperta, a Ferrari Daytona, a Ferrari F40 and his exclusive Ferrari 599XX.
For the SP Arya he opted to retain the running gear from the 599 GTO with possible suspension and exhaust upgrades. It gets unique bodywork, designed through a process which took the best parts from twelve seperate designs. Details are thin at the moment, so we can’t share any further details until the car gets delivered.
