Ferrari Service and Sales Bay Area - Museo Casa Enzo Ferrari Modena - San Francisco Motor Sports San Rafael

Cars. The creatures towards which Enzo addressed his creativity, his fantasy, his will to impress. Cars: from the beginning of a unique life, from the passion for certain Fiat models, in Ferrari’s thoughts they have always represented a mark of progress, an element of conquest, the tool to explore new frontiers.

Cars. Not only his ones, not only the ones named Ferrari. Because before the manufacturer, there was the wise and brave manager who, under the Scuderia’s sign, let Alfa Romeo cars race, with legendary drivers such as Nuvolari and Varzi at the wheel. From the extraordinary 8C 2300 Spider Corsa, to the Tipo 158, and the P3, not to mention the P3 and the Bimotore, Enzo tried to get the best from that car company.

He thought that enhancing the race cars they entrusted him was a moral duty: he felt they were his own, intimately bringing forward the professional and existential choices that would have turned him into a mechanics Creator God.

Unexpectedly, the first car entirely made by Ferrari’s genius has never had the full legal recognition…as a child: complicated contracft clauses, after his breaking-off with Alfa, stopped Enzo from giving his name to the Auto Avio Costruzioni 815. But this doesn’t matter: designed by Alberto Massimino and immediately registered to the Mille Miglia in 1940, this is the car that marks the turning point.

In strict accordance with the official rules, the Myth’s cars will come. Ferrari’s Ferraris: the 125 Sport, the 166 F2, the 166 MM Barchetta Touring.
These is the fascinating avant-garde of a cultural, industrial and sport revolution. Ferrari’s Ferraris managed to beat Alfa Romeo cars, they inspired the daring experimentations of the Stanguellini family and encouraged roaring battles with the Maserati, the Modenese cousin represented here by jewels such as the A6 1500 of 1947, the A6 Berlinetta Pf, the Spider Zagato.
Cars. The meaning of a life. The inimitable life of Enzo Ferrari.

The exhibition «Origins of the legend» is structured on the contribution that Modena offered over time to a generation of designers, engineers, constructors, stylists, drivers and enthusiasts from all over the world with refined, well-constructed and aesthetically impeccable products.

 

source: http://www.museocasaenzoferrari.it/en/museo/la-nascita-del-mito-la-prima-mostra/

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Ferrari Service Bay Area - History of the Targa Florio – Race Profile Part Two - San Francisco Motorsports San Rafael

History of the Targa Florio – Race Profile

History of the Targa Florio – Page Two

Between the wars, Bugatti dominated for five years (1925-29), then Alfa Romeo for six in a row with Tazio Nuvolari (1931 and 1932) and Achille Varzi (1930 and 1934) winning two each. The 1936 event was run over two laps for 1.5-liter cars and was taken by Constantino Magistri in a Lancia Augusta. Maserati won the last four of the decade—1937 to ’40—with Luigi Villoresi triumphant at the last two.

Czechoslovakian Elizabeth Junek with Vincenzo Floria. She was the first woman to compete in the Targa Florio in 1927. She was in third when the steering in her Bugatti Type 35B broke.

Driving an Alfa Romeo P2 over the 108 km Media Circuit, Achille Varzi won the 1930 Targa Florio in just under seven hours averaging 78 mph.

Then the world went to war again putting a hiatus on racing. In 1943, the Gestapo put Vincenzo and Lucia Florio in a Rome jail in an effort to persuade Italians to continue the fight. The next Targa wasn’t held until 1948.

Over the years since then, a number of familiar names competed including Umberto Maglioli, Piero Taruffi, Carroll Shelby, Luigi Musso, Oliver Gendebian, Dan Gurney, Jerry Grant, Bob Bondurant and Phil Hill.

Nineteen fifty-five was a tragic year for racing and a significant for the Targa. First, there was the horrific accident at Le Mans where more than 80 people died. In addition, Alberto Ascari, Bill Vukovich, Jack McGrath and James Dean died behind the wheel. Daimler Benz was competing for the World Manufacturers Championship and, for the first time, the Targa was included. Stirling Moss and John Fitch won the Tourist Trophy in September driving a Mercedes-Benz 300SLR, making the Targa in October the deciding event. At that point, Ferrari had 19 point while Mercedes had 16. So Daimler-Benz launched an all-out effort, going to Sicily with eight 300SLRs plus eight trucks with 45 mechanics.

Stirling Moss was teamed with Peter Collins, John Fitch with Desmond Titterington and Juan Manuel Fangio with Carl Kling. On October 16, 72-year-old Vincenzo Florio flagged off 47 competitors at 30-second intervals. According to Fitch, “By the end of the first lap, Stirling had stormed into the lead, having passed the entire pack and broken all records with a lap of 44 minutes averaging 60 mph on the narrow, twisting road where one blind corner followed another.” Castelotti was second in a Ferrari with Fangio close behind. But on the fourth lap, Moss went off the road damaging the car and losing coolant. After a pit stop for repairs, Collins took over and recovered the lost time, then handed back to Stirling who went faster and faster, finally setting a new record of 43 minutes, 7.4 seconds. Moss took the flag followed by Fangio and then the Castelotti Ferrari, thus securing the championship for Daimler-Benz. After 1955, the company retired from racing.

Juan Manuel Fangio (pictured) and Karl Kling in a Mercedes-Benz 300SLR were second overall in the 1955 Targa Florio. (Photo: Daimler Benz Archives)

John Fitch in the No. 106 Mercedes-Benz 300SLR leading Eugenio Castellotti in his Ferrari 860 Monza through the mountains of Sicily during the 1955 Targa Florio. (Photo: Daimler Benz Archives)

Tire change on the Mercedes-Benz 300 SLR of Stirling Moss and Peter Collins. (Photo: Daimler Benz Archives)

Stirling Moss (pictured) and his teammate, Peter Collins, won the 1955 Targa Florio in the Mercedes-Benz 300SLR, securing the World Championship for Sports Cars that year. (Photo: Daimler Benz Archives)

The following year, Moss drove a Porsche with Graham Hill. They came within 500 yards of winning when the rear axle broke. “It was bitterly disappointing,” Moss remembered, “but that was the Targa all over; triumph one minute and disaster at another and nothing to warn you what was coming next.”

My friend, Brian Redman won one of the last Targas in 1970 driving a Porsche 908/3. The previous year, Brian and Jo Siffert had won Brands Hatch, Spa, Monza, the Nurburgring and Watkins Glen clinching the World Manufacturers Championship for Porsche for the first time. Before the Targa, the Porsche team manager suggested Brian get some practice. “I spent two or three days driving around the 44-mile circuit trying to learn the impossible. In the race, whilst running among the top three, I had a drive-shaft break, so that was that.”

In 1970, Redman was teamed with Jo Siffert, who started, then came in after three laps for a driver change. “I jumped in and managed to close up to the leader, Nino Vaccarella in a Ferrari 512. I tried to pass him three times and three times he was going to push me off the road. Finally, I held my place about 100 yards behind for two laps and then closed right up at the pit stop where we had a faster driver change. So Jo went into the lead and, six and half hours after the start, finished in first place.”

1969 Targa Florio. Ferry Porsche in conversation with (from l-to-r) racing drivers Umberto Maglioli, Dick Attwood, Brian Redman, Ferry Porsche, Hans Herrmann, Udo Schütz, Rolf Stommelen (with glasses), Vic Elford, Rudi Lins and Gérard Larrousse. Gerhard Mitter is at the wheel of the Porsche 908/02, with race number 266. The 1969 Targa Florio was a great success for Porsche: 1st place went to Gerhard Mitter and Udo Schütz; 2nd to Vic Elford and Umberto Maglioli; 3rd to Hans Herrmann and Rolf Stommelen; and 4th to Karl von Wendt and Willi Kauhsen. All were in Porsche 908/02 Spiders. (Photo: Porsche AG)

Brian Redman driving the winning Porsche 908/3 at the 1970 Targa Florio. (Photo: Porsche AG)

Brian’s final year was 1971. On the first lap when the steering failed, he crashed into a pole; the car caught fire and exploded. “On fire from head to foot, doing a very fair imitation of Joan of Arc and blinded by fire, I staggered across the road and collapsed.” Ferrari entered Redman with Jackie Ickx in 1973, but Jackie crashed on the first lap.

The Alfa Romeo T33/3 of Nino Vaccarella and Toine Hezemans finished first at the 1971 Targa Florio. (Photo: Autosports Marketing Associates)

Practice at the 1973 Targa Florio - the Ferrari 312 PB of Jackie Ickx and Brian Redman. (Photo: Brian Redman Collection)

Brian summed up his experiences: “The Targa was something different, the last of the real old-style road races, run in a beautiful, mysterious country with feelings of incipient danger, whether actual ones on the road or those imagined from the unknown, were never far away.”

The record shows that the Targa Florio was the longest-lasting road race, outliving the Mille Miglia by 16 years. It was held 57 times in 67 years. After 1977 it has been run as a rally, but in Europe, rallies as are almost as tough as races.

Notes: I spoke with 94-year-old John Fitch on the phone a few days before writing this. He was at his home near Lime Rock, the same house where he has lived since 1960. In spite of some recent mishaps, Stirling and Susie Moss still live near the Hilton Hotel in London. They went on a cruise this January and he is still active making appearances. At age 80, he retired from vintage racing. Brian Redman is going at a “tour guide” to Italy for the start of the Mille Miglia in May. Next he plans trips to the Goodwood Festival as well as the Revival.

[Source: Art Evans]
http://www.sportscardigest.com/history-of-the-targa-florio-race-profile/2/

 

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Ferrari Sales and Service Bay Area - Wheels of Fortune Article from Money Magazine - San Francisco Motorsports San Rafael

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Ferrari Sales Bay Area - History of the Targa Florio - Race Profile - San Francisco Motorsports San Rafael

History of the Targa Florio – Race Profile

By Art Evans

What do you think was the toughest and most difficult race ever? After reading my September 2011 history column, you might say the New York to Paris. Then there was the 1950-54 La Carrera Panamericana. But these were short-lived point-to-point contests. How about a closed circuit race? In the opinion of many who competed there, it was the Targa Florio. The first was in 1906; the last in 1977.

I am fortunate to know quite a few who were there. Three of them—Sitrling Moss, John Fitch and Brian Redman—are friends who have shared their experiences with us. Moss won in 1955 with Fitch fourth; Redman won in 1970. Why was it so tough? According to Brian, “One 44 mile lap had 710 corners, not to mention unforgiving poles, stone walls, dogs, spectators and farm animals. Surfaces ranged from bad to worse. A missed turn might mean a horrific drop down the side of a mountain.”

The first Targa was organized by wealthy Italian aficionado Vincenzo Florio on May 6, 1906. Florio (1883-1959), from a prominent Sicilian family, had previously initiated the Coppa Florio, a race first run in 1900. The first Targa was three laps over the 92.7-mile Grande Circuit. Each lap was an ordeal as the roads weren’t designed for cars. Drivers encountered both domestic and wild animals as well as bandits. Entries had to be production cars of which ten had been made. Other than that, there were no rules. Vincenzo Lancia organized the betting, common at auto races in those days.

Thirty cars entered, but a dock strike in Genoa hampered travel, so only ten made it to the start. Each car was sent off from Campofelice every ten minutes. First away was bookie Lancia in his Fiat followed by Jacques Le Blon in a Hotchkiss with his riding-mechanic wife. To the dismay of those who had money on him, Lancia retired due to mechanical failure. Le Blond suffered a number of tire punctures; Mrs. Le Blon had to help changing them. Alessandro Cagno in an Itala 35/40 HP won in 9 1/2 hours averaging 29 mph. Carlo Graziani was second in another Italia while Paul Bablot in a Berliet was third.

The first Targa Florio took place in 1906. The Isotta Fraschini team (cars #7) are lined up in Termini attended by goats.

The Zust driven by Maggioni passing through the village of Petralia Sottana.

Allesandro Cagno won the inaugural Targa Florio in 1906 driving an Itala 35/40 HP for over nine hours averaging 29 mph.

Wealthy enthusiast Vincenzo Florio created the Targa Florio in 1906.

In 1907, some regulations regarding engine specifications and weight were instituted. With dock workers loading cargo, 50 cars entered. Vincenzo Florio’s former chauffeur, Felice Nazzaro, won in a Fiat with Lancia second, also in a Fiat and Maurice Fabry third in an Italia. Vincenzo Trucco in a Fiat won the 1908 contest, but 1909 experienced a severe earthquake near Messina, killing hundreds. Consequently only 11 cars showed up. Francesco won in a SPA.

Vincenzo Lancia in his Fiat before the start of the 1907 Targa Florio.

Felice Nazzaro won the 1907 Targa Florio in a Fiat.

Vincenzo Lancia finished second in the 1908 Targa Florio driving a Fiat.

After WWI, cars were scarce and little had been spent on road repair. So Florio transformed the Targa into a Formula Libra; run what you brung, as they say. He also shortened the total mileage from 651 miles to 268. The new course—called the Media Circuit—was 22.5 miles around. The race was held on November 23, 1919. Twenty-four cars came including Enzo Ferrari in a CMN. There were thousands of spectators from all over Europe. The hotels, bars and restaurants did a land-office business. Andre Boillot won the four-lap race in a Peugeot EXS.

A young Enzo Ferrari at the wheel of a CMN.

Count Masetti won the 1921 Targa Florio in a Fiat.

With his 115 HP Mercedes Grand Prix racing car from 1914, Count Giulio Masetti won the 1922 Targa Florio over a distance of 432 km. (Photo: Daimler Benz Archives)

Christian Werner with co-driver (start number 39) in a Mercedes 28/95 PS without supercharger at the 1922 Targa Florio. Werner took second place in the category for production cars with over 4.5-liter displacement. (Photo: Daimler Benz Archives)

source: http://www.sportscardigest.com/history-of-the-targa-florio-race-profile/

 

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Ferrari Service and Sales Bay Area - Ferrari Boxer History - San Francisco Motor Sports San Rafael

The Ferrari Berlinetta Boxer was produced between 1973 through 1984 with a total of 2,323 examples of all 'BB' models produced. This was a very important model for the Ferrari marque, and one that followed in the footsteps of the mid-engined road car, the 206 GT Dino. Mid-engine placement had been proven to be a useful technique in improving handling and performance; Cooper was one of the first marque's to showcase the potential in motor sports. 

When Ferrari introduced their 206 GT Dino, they also introduced a model that stayed true to their heritage, with the 'cart before the horse.' The 365 GT/4 Daytona front-engined car was a phenomenal vehicle, equipped with a V12 power plant, and soon became legendary.

The 365 GT4 BB, for Berlinetta Boxer, was introduced at the 1971 Turin Motor Show. It incorporated many design features from the P6 Show Car of 1968. Mounted mid-ship was a flat-12 engine which shared its design and construction with Ferrari's racing program. It was introduced to rival Lamborghini's Miura. The production version was shown at the 1973 Paris Motor Show with sales beginning that same year. A total of 386 were constructed with 58 being right hand drive. 

The flat-12 engine was longitudinally mounted in the engine bay at a 180-degree angle with the gearbox mounted directly under the engine. The flaw in this design was too much weight in just one place and not evenly dispersed throughout the vehicle. Sixty percent of the weight was in the rear, as well as the engine sitting rather high since it was above the gearbox. 

In 1976 at the Paris Motor Show Ferrari introduced their next iteration of the BB series, the 512 BB. This version brought changes to the vehicles design along with a five-liter power plant. The triple tail lights were replaced with double units. 

In 1981 the 512 BBi was introduced. The 'i' signified a fuel injection system. The 512 BBi remained in production until 1984 when it was replaced by the Ferrari Testarossa.

By Daniel Vaughan | Nov 2007
source: http://www.conceptcarz.com/vehicle/z8808/Ferrari-512-BBi.aspx

Ferrari Sales and Service San Francisco - Ferrari Daytona – Genesis and Design in 7 Days - San Francisco Motorsports San Rafael

According to the bible, it took God just seven days to create the world as we know it.  Unfortunately, God doesn’t design cars, because the average time to develop a new car can be as long as four years.  With computers and high tech design systems, the time can be shortened, but the process is still massive, costing an automaker billions of dollars.  Even a single component can take years, as in the case of Jaguar and its 17-year development of the V12 engine.

Like God, the automotive world has its own “divine” being, controlling beauty, power, and inspiration.  Of course, I am talking about Ferrari, and when Enzo Ferrari decided it was time to replace the 275 GTB/4, he called Pininfarina studios, who gave the job to a young designer named Lionardi Fioravanti.  Like Genesis, the Ferrari 365 GTB/4 was created in just seven days.

Nicknamed the Daytona, much to the disdain of Enzo, the car first appeared at the 1968 Paris Motor Show and became an instant sensation.  To describe the design intent, Pininfarina said “The whole idea was really a search for this sense of lightness and rake, a slender look.”  In 2008, Fioravanti described it as “the best I have ever done and the one I am most proud of” adding, “there isn’t much I would change.”

The Daytona was the last classic-era, front engined V12 Ferrari produced before Fiat ownership, and was aimed directly at the Lamborghini Muira.  The car was a Grand Tourer, capable of speeds of 174mph and costing $10,000 when new.  Designed to be more angular and shark-like than previous Ferraris, it still paled in comparison to the outrageous looks of the mid-engined Muira.  Performance and drivability was the Daytona’s strong suit, and the Muira’s design fell short due to a design flaw.  The Muira’s gas tank was mounted over the front wheels, making the car very light in the front when the tank was low, and very difficult to drive at speeds.

The production Daytona’s V-12 displaced 4.4-liters and, like the Ferrari 275 GTB/4, had four overhead cams.  This magnificent engine was crowned by six downdraft Weber carburetors and produced 352 horses at 7500 rpm.  In its first road test of the new car, Road and Track exclaimed, “It might as well be said right now, the Ferrari 365 GTB/4 Daytona is the best sports car in the world.”  Autocar Magazine came to the same conclusion, stating “It is hard to capture in mere words all the excitement, sensation, and sheer exhilaration of this all-time great among cars.  For us it has become an important new yardstick, standing at the pinnacle of the fast car market.”

Though the designer never envisioned a convertible version, Italian coachbuilder Sergio Scaglietti created an open-air prototype, and Ferrari was inundated with requests for a Daytona Spyder.  The convertible was finally introduced at the 1969 Frankfurt Auto Show, and designated the Ferrari 365 GTB/4 Daytona.  Production began in mid 1970 and fewer than 125 were built over three years, with almost 80 percent going to America.

The 365 GTB/4 Daytona was one of the most popular cars ever produced by Ferrari.  It remains one of the most recognized, and beautiful cars ever made.  The Daytona, and the creation of the world, prove that with the right designer, it is easy to make something magnificent and unforgettable.

source: www.autodebut.com

by Chris Raymond

 

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Ferrair Sales and Service Bay Area - Ferrari P4/5 Competizione Is Awesomely Loud - San Francisco Motorsports San Rafael

We haven’t been hearing much about the Ferrari P4/5 Competizione, James Glickenhaus’ play thing, since it’s Nurburgring 24 hours outing. But YouTubistMarchettino was in the right place at the right time to capture its fabulous looks and magnificent sound, as it went round the Imola race track. The car attended the Pistenclub trackday event.

The footage includes some close-ups and many fly-bys:

 

The Ferrari P4/5 Competizione is based o the Ferrari 430 Scuderia and uses the same basic 500-hp V8. Unlike its road-going brother, which is based on the Enzo, it doesn’t get the V12 because it is a serious race car and has to comply with output rules and what not.

source: www.motorward.com
by Arman Barari

 

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Ferrari Sales and Service San Francisco - Ferrari Heaven at Targa Florio 2012 - San Francisco Motorsports San Rafael

At this year’s Targa Florio many Ferrari owners from all over the world, from Europe, Canada, the USA, South Africa and even Hong Kong, descended on Sicily to take part in one of the world’s most magnificent motoring events. To celebrate this, Ferrari put together this nice montage showcasing what Targa Florio is all about: cool people, fantastic cars, amazing scenery, having a good time!

 

During the event the roads of the “Giro di Sicilia” hosted a fine collection of old and new Ferraris. This is something to think, or at least dream, about; what you rather take part in? An old Fezza or a modern one?  There is no denying driving a classic Ferrari is an utter joy. But there’s also no denying they are quite fragile. If we were to participate in Targa Florio, we would go in a Ferrari 458 Spider. It is fantastic to drive in every way, and we’d get to drop the top occasionally and enjoy the Italian countryside whenever possible. If only…!

source: www.motorward.com
by Arman Barari

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Ferrari Service Bay Area - Ferrari 333 SP - San Francisco Motorsports San Rafael

Model history:
Exactly 20 years after Ferrari last raced a sports prototype, the Maranello based firm surprised the world with the 333 SP in 1993. Jointly developed with Dallara, it was Ferrari's first new prototype racer in over two decades. Designed specifically for the new IMSA prototype regulations, the 333 SP was intended for customer racing only. The impulse for the project was given by Giampiero Moretti, founder of MOMO and Gian Luigi Buitoni, president of Ferrari North America. The program was nick-named 'Il Sogno Americano', the American Dream.

IMSA regulations specified that the engine used could not displace over four litres and had to be derived from a road car. The V12 used was similar in design to Ferrari's contemporary Formula 1 engines, but it was homologated because it would power the upcoming Ferrari F50 road car. For the F50 the 3.5 litre F1 engine was increased in size to 4.7 litre and then reduced again for the 333 SP. All technical aspects, like the 5 valves per cylinder setup, were retained for both the F50 and 333 SP engine. Like many of its legendary predecessors the 333 SP was named after its engine's unitary displacement of 333 cc.

Much of the design work for the chassis and body was done in Dallara's windtunnel. Following the regulations, the 333 SP featured a flat bottom chassis. Carbonfibre and other composites were used for the chassis and body, resulting in a very light but rigid monocoque construction. Double wishbones and push-rod operated coil springs/dampers were used all-round. The rolling chassis was not much different from the contemporary F1 designs, except for the increased width to accomodate a 'passenger.'

Completed, the 333 SP truely looked the part, a prototype more than worthy to bear the name Ferrari. Throughout its racing career, various modifications were made to the body, including a longer nose, but it did not loose its characteristic look. Apart from its looks and performance, it will be remembered best because of its sound. With a red line far beyond 10,000 rpm, the V12 produced a high pitched sound, pure all the way from idle to its maximum revolutions. On Spa Francorchamps it could be heard all around the 7 km track.

After thorough testing late in 1993, the 333 SP made its public debut at the Palm Beach Cavallino Classic in January of 1994. Three months later it made its racing debut at the Road Atlanta Sprint race. Ferrari's return to prototype racing was a return in style with a 1-2 finish in the first race and a stunning 1-2-3 finish in the next. Even though the cars were run by privateers only, three more victories were scored before end of the season. With a revised nose, the 333 SP was entered in the 1995 Sebring 12 Hours. A victory was had in this legendary race; the first Sebring win for the marque in 23 years.

More victories were scored, resulting in the IMSA driver's and manufacturer's championship in 1995. A natural progression would be an assault on the Le Mans 24 Hours. For long distance racing a special version was created with a larger fuel tank and a slightly detuned engine. In 1995, the only 333 SP entered had little success at Le Mans. A year later one of the 333 SPs entered qualified second and set the fastest lap in the race, only to retire after an accident. In 1997 a sixth place finish was scored. Le Mans remains as the only important endurance race not won by 333 SP in its lifetime.

After an already successful racing career, the best was yet to come in 1998. In the 1967 Daytona 24 Hours, Ferrari booked one of their most legendary victories, with the 1-2-3 finishing cars crossing the line side-by-side. With a further revised body and updated engine, the MOMO team entered the 333 SP in the 1998 running of the 24 Hours race. 31 Years after the legendary victory a Ferrari won the race again, it was also the marque's first 24-hours victory since the 1967 win. In the following years, the 333 SP was raced with considerable success both in Europe and in the US. The 2002 Daytona 24 Hours was the car's last official race, finishing off a very successful career that stretched over eight seasons.

The 333 SP's performance and great reliability record made it a popular pick among sportscar racers. By the end of its career, 40 examples were produced, an incredible amount for any prototype racer, let alone a Ferrari. The first 14 cars were constructed by Dallara, the next 26 by Michelotto. Many of them were later modified by the owners with revised sides, noses and wings to suit their particular needs, usually with help from Michelotto. In the final seasons some chassis were fitted with Judd engines, mostly for cost reasons. 

source:  http://www.ultimatecarpage.com/car/627/Ferrari-333-SP.html
by Wouter Melissen
 

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