Wednesday, February 27, 2013

Ferrari Sales and Service Bay Area - Road Test: Ferrari 430 Scuderia - San Francisco Motorsports San Rafael

Road Test Ferrari 430 Scuderia

We finally managed to achieve what the Italian smugs at Ferrari have long tried to prevent! This is our first and surely not our last road test of a red shiny prancing horse. And for those wondering, yes it is the faster, lighter, and more compelling version of the F430, the 430 Scuderia. Available to our disposal for one single day somewhere in Germany, the Scuderia delivered everything that the 430-series had to offer in a track-biased and powerful package.

Built to showcase the company’s F1 racing technology in a street car, the Scuderia followed in the footsteps of the 355 Challenge and the 360 Challenge Stradale when it was introduced at the IAA car show in 2007. Considered as the final hoorah of the 430 series, the Italians released a 16M Spider version in 2009 to commemorate Ferrari’s 16th victory in the Formula 1 Constructor’s World Championship 2008.

Based upon the ‘normal’ 430, the track-biased sports car is 100kg lighter than its standard brother. The weight is shed using an aggressive race-bred body kit including a Lexan – instead of glass – rear window, titanium springs, titanium lug bolts, carbon fiber bay liners and air boxes plus lightweight front and rear bumpers. The vehicle rides on 19 inch magnesium wheels shod in Pirelli P Zero Corsa. Carbon ceramic composite brakes are the main stopping tool. On the inside, the Italians fitted a minimalistic cabin without any carpeting nor floor mats and different lightweight race seats.

Road Test Ferrari 430 Scuderia 02

On a technical level, quicker gear shifts, special settings on the Manettino switch and an increase of 20hp up to 510hp complements the Scuderia’s performance. The 4.3 liter flat-plane-crankshaft V8 delivers its power linear throughout the rev band while being accompanied by a torque of 470Nm. The increase in power over the F430 was realized by new pistons and hand-polished intake manifolds, a slightly higher compression ratio (up from 11.3:1 to 11.9:1) and an exhaust sys­tem that breathes more freely and sounds absolutely brilliant.

The powerplant is linked to a flappy-pedal F1 shifter featuring 150ms shift intervals, which are cut to just 60ms if you have at least 5,000rpm on the dial and the throttle pressed more than halfway down. The automated manual Superfast2 gearbox is controlled via column-mounted pedals visible behind the ergonomically-shaped carbon steering wheel, which holds shift lights and the famous Manettino switch. This rotary button lets you to change the parameters for the engine, gearshift, E-diff and traction and stability controls.

The magic switch has a total of five settings. Compared to the F430, the ICE setting had been removed in favor of the CT setting which only deactivates the traction control, while leaving the stability control engaged. We started our journey in Sport mode, which is the best setting for every-day on-the-road use. Engage the Soft suspension mode and you travel with comfort in a track-biased sports car.

Sport was left behind quickly after several minutes behind the wheel of the 430. The RACE setting offered us more engagement, improved shifts, maximum performance and better stability while speeding on the famous autobahn and local German country roads. Via the CT setting we would have entered the territory of track superstars, but we decided differently in local traffic. With the CST setting, the traction and stability controls are switched off to allow maximum freedom and driving control on the racetrack. In this case there are no electronic devices to control the vehicle’s stability, except for the E-Diff.

Finding your way inside the Ferrari goes with ease. The Scuderia driver’s seat feels quite comfortable for a trackcar and communicates precisely what a driver wants to feel. While our body was strapped inside the carbon fiber racing seat, our ears were entertained by the screaming exhaust which opens its full arsenal of tunes above 3,500rpm. Our hands controlled the light steering precisely through the country bends. The steering felt surprisingly nimble up to a point you start to ask yourself how well Porsche’s are capable of moving you around corners. Yes, it is no match to a GT 911, but it comes pretty close!

Road Test Ferrari 430 Scuderia 03

The Scuderia is clearly a trackday weapon with its superb handling balance, great grip, intoxicating soundtrack and amazing brakes. The Formula 1-inspired Italian sports car revs all the way up to 8,500rpm where it plays its best cards. The F1 gearbox was an amazing piece of kit at its introduction and still leaves its mark in the sports car segment. The whole package excels in combining a raw and pure driving experience.

On the road, the ride is outstandingly composed if you opt for the softer shock settings. The 430 takes you to and from the track with great ease. At the track the quality of the interaction between machine, butt and cerebrum must be fabulous well controlled. Add these to the freedom of the Manettino drive settings and beginners, experienced drivers and trackday lunatics have a wonderful track toy at their disposal. One which shares the complete Italian thrill of driving and racing.


Monday, February 25, 2013

Ferrari Service and Sales San Francisco - 6th and Last Ferrari 365P by Rivitography - San Francisco Motorsports San Rafael

One of the first designs ever put into productiong by famed automotive designer Sergio Pininfarina was the Ferrari 365P.
The Ferrari 365P was a radical design for its day, as it was intended to compete at the 24 Hours of Le Mans. In non-race spec, the mid-mounted V12 produced a reported 380 horsepower. Information about the car is difficult to come by, but this car is currently owned by car collector Peter Sachs. As noted by Rivitography, the white circle located on the outside of the driver door (seen pictured) used to hold the number 37. The number was a designation used to historic racing, and not a continuation of numbering used during the cars earlier race history.

According to the Ferrari 365P – chassis number 581 – finished 1st in the 12 hours of Reims back in 1965 and 7th in the 24 Hours of Le Mans the same year. Following both impressive results, the car had a rather unfortunate string of DNF’s from late 1965 to 1967, in which the car failed to finish the 24 Hours of Le Mans and 24 Hours of Daytona.
Only 6 examples of the Ferrari 365P were built. Check out the picture by Rivitography for a closer look at this ultra-rare Ferrari.


Saturday, February 23, 2013

Ferrari Service and Sales San Francisco - Details the Legacy of the Ferrari Testarossa - San Francisco Motorsports San Rafael

Video: Petrolicious Details the Legacy of the Ferrari Testarossa

The Ferrari Testarossa not only holds the title as being one of the most iconic Ferrari’s ever produced, but it’s also one of the most revered supercars ever produced and in the latest episode of Petrolicious, this time narrated and hosted by Joe Ventura, we get a clear look into the prestige of the Testarossa while also helping to form a clearer image of “the Testarossa presence”.
Although it may not seem to be the case, Ventura makes the point that the Ferrari Testarossa is a truly practical supercar and even though it can’t carry a family full of children, it’s more than capable of being parallel parked like any other car on the market, despite its wide body.
What makes the Testarossa one of a very small dying breed is the fact that it features a true gated- manual transmission, something which is becoming rarer and rarer by the year. The only car that jumps to mind with a similar setup is the now defunct Lamborghini Gallardo.
If you’ve always been a fan of the Ferrari Testarossa and want a better look into its legacy, be sure to check out this video!

Friday, February 22, 2013

Ferrari Service and Sales Bay Area - This Drag Race Between A Ferrari F50 And An F1 Car Has A Surprising Result - San Francisco Motorsports San Rafael

 Welcome to Sunday Matinee where we highlight classic car reviews or other longer videos I find on YouTube. Kick back and enjoy this blast from the past.

Conventional wisdom is that the Ferrari F50 is nowhere near as great or as loved as its predecessor, the F40. That's kind of a shame, if you ask me. The F50 isn't as good looking as the F40, and it does without that car's two turbochargers, but it's extremely special in its own right. Keep in mind that since only about 350 F50s were ever made, it's even more rare than the F40.

It was also fast as hell and a lot of fun to drive. I don't know that from personal experience, unfortunately, but Jeremy Clarkson's account in this 1995 episode of Top Gear is good enough for me. 

And there's a surprising twist at the end -- Clarkson feels confident enough in the F50's abilities to pit it against a Formula One car in a drag race. Guess what? The F50 gets its ass kicked. But that's not the surprise. The surprise is that it was fairly close with the F1 car up to about 160 mph. Not bad. Maybe the F50 deserves more respect than it gets. 


By Patrick George

Thursday, February 21, 2013

Ferrari Service and Sales San Francisco - Ferrari's F150 Hypercar Might be 950 Horsepower - San Francisco Motorsports San Rafael

 This could be the most accurate Ferrari F70 render yet

Remember when we found out that the McLaren P1 would have 903 horsepower a couple of hours ago? Well, it sounds like the Ferrari F150 will have 950 horsepower. Maranello is getting ready to kick some ass and possibly take some names.

At least 950 is the rumored number from an insider that claims to have knowledge of the car. To break that down, it would be 800 horsepower from the melifluous/orgasmic V12 as well as an extra 150 horsepower from two electric motors, one of which is supposedly inside the double clutch gearbox. Sounds like a very trick setup. Or my Italian translating skills need some work.

Acceleration figures are said to be staggering, with 0 to 60 times of less than three seconds and a 0 to 125 time of 7.3 seconds. 

The F150 is also said to be very compact, about the same size as the 458 Italia. The price isn't compact. Rumored MSRP is €1.2 million. That's $1.6 million. That's more than I make in a week!

By Travis Okulski

Friday, February 15, 2013

Ferrari Sales and Service Bay Area - Ferrari 550 GTZ Barchetta - San Francisco Motorsports San Rafael

2008 Ferrari 550 GTZ Barchetta

Zagato's 550 GTZ is one of the secret Ferraris that was made from the prying eyes of the press and Ferrari themselves. We first broke the story in 2007 when the Quail Motorsports Gathering had an advertisement for one in their program catalog. Since then, Zagato has denied the existence of the model despite including it in their latest book Zagato Milano 1919-2009: The Official Book.

Zagato and Ferrari's successful relationship started with the 1948 Ferrari 166 MM Zagato Panoramica and continued sporadically throughout Ferrari's lengthy history. The most famous example is the Ferrari 250 GT Zagato (GTZ) which helped Camillo Luglio become the Italian sports car champion twice over. We hope one day the relationship between Zagato and Ferrari reaches a similar level.

The new model pays tribute to the old by joining the exclusive group of Ferraris that are custom-built. Like Ferrari's early competition cars, the 575 GTZ has an all-aluminum body and is strictly a two seat affair.

Unlike the five Coupés Zagato made on the 575M Maranello platform, Zagato had to start with the much more exclusive Ferrari 550 Barchetta Pininfarina. These had the required chassis strength and provided a basis for the 550 GTZ.

Zagato only built five Coupés and three Barchettas. They first featured a silver example with red interior in their Official Book. A second car in Grigio Silverstone with Sabbia interior appeared at the 2010 Goodwood Festival of Speed as a display model for the Bonhams Auction. This second car was listed as a 2000 model year, which is probably the date the original Barchetta car left the factory. It also appears to be delivered new to England with the British plates WOF19 and has side markers in the front fender vents. Bonhams described it as “one of only five examples of the car bodied by the famous Italian carrozeria Zagato and the only Right Hand Drive example.”

We can only speculate as to why Zagato has tried to remove all traces of the 550 GTZ online. Our best guess is that this model was made without authorization from Ferrari who forbid custom bodies after the P4/5 was completed in 2006.
by Richard Owen
photos by

Wednesday, February 13, 2013

Ferrari Service and Sales San Franicsco - Ferrari F150 Enzo-successor takes some loud laps at Fiorano - San Francisco Motorsports San Rafael

Ferrari F150 Enzo prototype caught testing on circuit - video screencap

From recent spy shots to leaked information, we're starting to get a good idea about just how amazing the unnamed successor to the Ferrari Enzo will be, but now we've finally gotten to see some video of the car testing at the Fiorano Circuit in Italy. This video not only gives us an earful of the car's screaming engine and rumbling exhaust note, it also affords us a view of the car without its fish-face camouflage that it has been caught wearing recently.

The video shows the new supercar testing around the 12-turn, 1.877-mile track with an Enzo, and it is interesting to hear the differences between the 651-horsepower Enzo and its reportedly 950-hp hybrid successor. Scroll down to watch the newest Ferrari going through some track testing, and be sure to turn your speakers up.

by Jeffrey N. Ross

Monday, February 11, 2013

Ferrari Service and Sales San Francisco - 1953 Ferrari 340/375 MM Berlinetta - San Francisco Motor Sports San Rafael

 1953 Ferrari 340/375 MM Berlinetta

Built for the 1953 24 Hours of Le Mans, the type 340/375 combined the Mille Miglia-winning 340 chassis with Ferrari's F1 V12 engine. It was Ferrari's weapon of choice for many endurance sports car races. Mike Hawthorn and Giuseppe Farina won the 1953 24 Hours of SPA outright in their 340/375, but outright victories at Le Mans and the Carrera Panamericana eluded the model.

Pinin Farina was Ferrari's new coach builder of choice for competition cars and for the 375, they simply lengthened the Berlinetta body crafted initially for the 250 MM. Most of the length was added to clear the much larger engine which lenthened the hood considerably. Internal documents show that the body was designated “Special Le Mans-1953.”1

The 4.5-liter engine was taken straight out of the defunct F1 program. Called the Tipo 102, around 340 bhp was possible with seven main bearings, dual-magneto ignition and four-choke Weber carburetors. 0318AM was outfitted with this engine with a modified 4-speed transmission for the 1953 24 Hours of Le Mans. Driven by Alberto Ascari and Gigi Villoresi, it lead the race for several hours and dropped down to 2nd around hour 17 with clutch problems. After 19 hours 0318AM could not continue.

At Le Mans, 0318AM was joined by two 340 MM Berlinettas featuring the same bodywork: 0320AM & 0322AM. 0320AM was disqualified for replacing brake fluid too early in the race while Giannino and Paolo Marzotto piloted 0322AM to fifth place overall and first in class.

After their Le Mans outting, all three Berlinettas were taken back to Pinin Farina and fitted with a low-nose with covered headlights that was thought to be more aerodynamically efficient. The rear window was also reduced.

Before the 24 Hours of SPA 0320AM and 0322AM were fitted with the 4.5-liter Tipo 102 engine. In 0322AM, Mike Hawthorn and Giuseppe Farina won outright ahead of the Jaguar C-types with their superior disc brakes. The same two cars appeared at the 12 Hours of Pecara and this time 0320AM won outright with Mike Hawthorn and Umberto Maglioli.

For the final major event of the year, all three Berlinettas were prepared for the Carrera Panamericana. Racing between Tuxtla and Oaxaca, the team of Stagnoli and Scotuzzi blew a wheel at high speed killing both team members and permanently destroying the car. The remaining two cars finished 4th and 6th behind the very capable Lancia D24s.

Sources & Further Reading.

1. Mergard, Harald et al. Retrieved 2011.

Friday, February 8, 2013

Ferrari Sales and Service San Francisco - First Drive: 2012 Ferrari FF - San Francisco Motorsports

First Drive 2012 Ferrari FF
What happens when your Bentley is boring you, your Lamborghini isn’t practical enough and your Cayenne isn’t exclusive enough to take to a ski-resort? Well, you ask Ferrari if they can build something that can do all of those things! That’s the reason Ferrari builds the FF, because their customers simply asked for it. A supercar with four-wheel-drive, four seats and enough space to take your gear. But it also has to be a real Ferrari.
About three years ago I read a rumor that claimed Ferrari was planning to build a SUV. Months went by. I soon forgot about it, until a test-mule was spotted on back roads somewhere in snowy Europe. It looked like a 612 Scaglietti with different front and rear wheels, no badges and very large ceramic brakes. I found a freshly uploaded video-clip of it. I immediately noticed not only the rear, but also the front tires struggling for grip on the snowy surface. “Very odd”, I thought, “Ferrari would never build something with four-wheel-drive”. Even weirder was when I hit the replay button, the clip was gone. I never saw it again.
Two years later I’m standing on top of the icy Dolomites, with next to me; my father, a special snow track and a 650hp, four-seater, Italian supercar. The perfect combination for a huge half-a-million euro crash! I jumped into the back seat, my father behind the wheel and a Ferrari engineer in the passenger seat. Very cautiously we set off in snow-mode. The engineer then tells my dad to put the car in sport-mode and just floor the throttle. The FF has a pretty clever four-wheel-drive-system. The front and rear axles aren’t connected to each other. The power is send mostly to the rear wheels, but when it needs more traction, the front wheels can be driven individually too. In the snow it feels the same as Nissan’s GT-R system on a dry track. The front wheels pull the car trough the corner, while the rear wheels push just enough without over steering, making it possible to always have grip.
Unfortunately there was not much time left to take the car for a spin through the mountains. Of course I still wanted to test the FF as an everyday car. So in September I entered a charity event with it. Visitors could buy a ticket for € 45 (every euro to charity) and get a ride in the passenger seat of one of the supercars. People could register from 9 a.m. It only took fifteen minutes before the FF was fully booked. Fortunately for those not able to book an FF-ride there were a lot of other options. A 458, a 430 Scuderia, a Gallardo Spyder, some Aston Martin’s, but nothing was booked as quickly as the Ferrari’s!
I never imagined it being so much fun to give people such an experience! Most of them didn’t have a clue how 650hp feels like. They all were talking and asking questions in the beginning, but the moment I put my foot down they were quiet! Probably listening to the mighty V12 screaming as hard as it could. Every time reaching 240km/h in the blink of an eye! The 458, full throttle, in front easily being followed by the big Italian GT, with four people in it. One guy even screamed harder than the Ferrari itself, “POWER!, POWER!”. I drove non-stop until 7 o’clock, burned through two and a half tanks of petrol and did around fourty rides. The best one with a lady, asking if the FF runs on regular petrol or on kerosene.
Ferrari FF Previewed Ahead of Debut at Geneva 2011
Luckily I had the car for one more day. That morning I read all the documentation from the press-package I got in Italy. I also drove my special “testing route” a few times to really get a good comparison with the 458 Italia and Bentley GT. I have to say, it feels heavier than a 458 (duh!), but you wouldn’t give it the 1,800 kilos it actually weights! Strangely enough the FF also gives me more confidence than a 458, approach a corner quickly and just plant it in. That is something you absolutely wouldn’t think about doing in a Continental GT, which by the way, is 500 kilos heavier than the FF! That weight is probably why the FF is better fun, it’s more nimble. Actually, so nimble, if I had one I would take it to the racetrack.
What also caught my attention was the gearbox. The Italia has a double clutch system as well, but in the FF such a system feels more at home. It is so smooth! A very big improvement since the paddle-systems introduction. I also like the way they put one gearbox in the front of the FF and one gearbox in the back for better weight distribution. It also has something to do with the clever four-wheel-drive-system
So is there anything I don’t like? Yes, there are. I don’t like the look of the sat-nav. It looks like it doesn’t belong there. Too cheap in comparison with the rest of the interior. I mean, everything you see and touch is leather covered (even the boot!) and gives a perfect quality feeling. The ugly sat-nav system and its plasticy buttons just spoil the looks and therefore my overall judgment of the dashboard.
Also I like drifting. Even more with a big luxury horsepower-machine, like an M5. I would really like to see a button for switching off the four-wheel-drive-system, so that you can just shred a set of rear tyres. There is no better feeling than controlling a 650hp beast sideways!
In my opinion the FF is still too heavy. But, when I place that into perspective, there isn’t anything like it for sale. If this is Ferrari’s “SUV”, then please let them build a four-door saloon too! All together; the sound, the performance, its cornering ability make it a real Ferrari! It is an extraordinary machine!

Wednesday, February 6, 2013

Ferrari Service and Sales Bay Area - Road Test: Ferrari Enzo - San Francisco Motorsports

While any car carrying the Ferrari badge is inspirational to enthusiasts, there are certain models that seem even more infused with the magic that has made this the most desirable sports car brand on the planet.
These particular models achieve instant cult status through a combination of looks, performance and rarity, and if they are genuinely exceptional cars, their provenance will only be reinforced as time goes by. However, just the fact that a particular Ferrari model is the most expensive or limited in production numbers does not always guarantee it a place at the top table.
While the F40 was king of the hill in the early ‘90s, and to this day is the stuff of legends, the F50 that succeeded it received a relatively lukewarm reception and has never been seen in the same light. Conversely, the Enzo was the Ferrari of the moment from day one and is still considered one of the seminal supercars of all time.
Officially, Ferrari built 399 Enzos, a tribute to the F399 Formula One racer that swept the board in 1999, winning the Constructors title for Ferrari.
A 400th car was built as a gift to the late Pope John Paul II, and subsequently auctioned by Sotheby’s on behalf of his successor, Pope Benedict XVI. The proceeds of US$1.1 million were donated to the victims of the Tsunami that year.
Unlike the mighty F40, whose values took a tumble in the early part of the 21st Century, before recovering on the back of Ferrari’s relentless F1 winning streak, the value of the Enzo has been consistently creeping upwards, and any perfect example is now a million dollar car.
However, it is a fact of life that very powerful supercars often fall into the hands of clientele whose driving skills fall short of the cars abilities, and sadly around 15 Enzos have been crashed. Of course the cynical will say that this has increased the value of the survivors!
Many Enzos are in private collections and are hardly, if ever driven. Thankfully, not all wealthy collectors see cars as objects ‘d art to be salted away, and some owners actually take their four-wheeled treasures out for an airing, so that both they and onlookers can enjoy them.
Some supercars promise more than they deliver, but the Enzo, designed by Ken Okuyama under the aegis of Pininfarina, drives exactly as it looks, and absolutely as you would expect it to.
If you have driven an F430, its older, bigger brother is not that much different in the way things work. That said, the functions of the later F430’s steering wheel mounted ‘manettino’ switch that allow you to select Road, ASR off and Race, are looked after by three separate buttons on the wheel of the Enzo.
The paddle shifters and the separate Start button are similar, except that the Enzo’s big red button is on the centre console rather than the steering wheel. The one feature that the Enzo has over the F430 is height adjustable front suspension for clearing steep ramps.
Strapped in, seat and mirrors adjusted, I turn the key in the ignition. A pull on both paddles ensures we are in Neutral, and then I push the red button. The 5,998cc litre DOHC V12 bursts into life with a bark from its exhaust that could probably be heard a mile away on a still night out in open country.
The electronic management ensures that the motor settles down immediately, but even this significantly subdued mechanical concerto echoes down the street, its sound components at fast idle not far off what you would hear in the pits at a race meeting. Stealth is not part of the Enzo’s repertoire at any speed!
I pull the right paddle towards me to select first gear, drop the fly-off handbrake to the left of the seat and apply gentle pressure to the throttle. The Enzo moves off smoothly, the immense torque of its V12 just off idle easily neutralising its mass.
Rated at 651bhp at a screaming 7,800rpm, 400rpm short of its cut-out, the race inspired motor has a mighty 657Nm of torque at 5,500rpm. With just 1,365kg to haul, this mega-motor will catapult the Enzo to 100km/h in 3.14sec, to 160km/h in 6.6 sec and on to around 350km/h.
As the oil and water need to warm through, I upshift at 3,500rpm, taking the time to feel how the car moves down the road. The paddle shift arrangement suits me fine and is a far cry from the recalcitrant dogleg manual gearbox in my Daytona, which effectively denies you selection of second gear when cold.
Even limbering up, the Enzo more than hints at what is to come. Its power-assisted steering is light to medium weight, but so full of feedback that you could imagine grading the size of the stones on the road blindfolded. Despite its obvious physical width, the carbon-fibre construction and resultant modest kerb weight means that the Enzo feels light and responsive even at town speeds.
This relatively low mass, coupled to the big, torquey, normally-aspirated motor is a recipe for hair-trigger acceleration, and once things are warmed up, the experience is both mind blowing and addictive.
Press the throttle progressively, and the Enzo surges forward with an instant and incredibly rabid urgency. Even with the electronics in Road mode, upshifts are fast, and the acceleration relentless.
Lifting the throttle slightly to anticipate the next ratio, a technique I use in all cars with clutchless manual gearboxes, allows fairly seamless upshifts. In Race mode though, the upshift speed makes smoothness hard to achieve, and when you are blatting round racetrack, is of less consequence anyway. On downshifts, the electronics blip the throttle for you, making you sound like a hero to bystanders.
The complex soundtrack from behind your head is simply amazing, a rhapsody of intake, exhaust and sheer mechanical activity that changes pitch and intensity with engine speed. But when you are concentrating hard on an unfamiliar road, the flurry of other inputs can overwhelm your senses to the point where even this heroic soundtrack recedes into the background.
With any powerful rear-drive car, warming the tyres properly before applying a lot of throttle is a given. The massive torque and quick throttle response of cars like the Enzo and Carrera GT make it very easy to unhinge the rear on cold tyres.
From experience, I expect this, and a quick flick of the wrist as the wide, red tail moves out of line halfway through a spirited application of power in second gear instantly stops the slide. But it would be all too easy for someone caught unawares to lose the car, even at modest speeds. The handful of Enzos crashed, even at not too far above legal urban speeds is a testament to this.
Once the rubber is properly warmed, mechanical grip is impressive, but you really do have to be aware of the road surface and not over-drive the car into bends. The rear-biased weight distribution means that big understeer is waiting to catch out anyone who enters a tight turn carrying too much speed.
Power oversteer is there for the asking on the way out, but while this is huge fun on a race track, it is not advisable on public roads. Apart from anything else, the Enzo is very wide, and touching a kerb or any other solid object would be disastrous.
It may look brutal, but the Enzo is far from a blunt instrument. A sensitive and communicative partner that you need to feel your way with, it responds best to gentle inputs and clearly dislikes being prodded. This is a car that talks to you all the time, but when it begins to raise its voice, you need to listen.
Drive smoothly and progressively and it will tell you through its steering and the seat of your pants when you are approaching the limit, and therefore how much power the available grip can cope with. Get that bit clear and the rewards are both immense and on several levels. But you need to take your time to learn it.
The good thing is that instant gratification is there at all speeds, and as you get to know the car better, you will uncover more layers of its personality. There is little chance of anyone getting bored with Enzo ownership, even over time.
The last Enzo left the factory in Modena in 2004, but the adulation has not stopped. 

Monday, February 4, 2013

Ferrari Sales and Service San Francisco - Ferrari F150 Tipped as First Production Car to Set Sub-7 Minute Nurburgring Lap Time

As we get closer and closer to the debut of Ferrari’snext supercar, the successor to the Enzo, more details are leaking out surrounding the internally-named F150 Project.
With details surfacing earlier this week surrounding the final specifications on the exotic, it’s now being reported that the Italian automaker has estimated a 1:20 Fiorano lap time and a sub-7 minute lap time around the Nurburgring.
Those testing laps were done with Formula One driver Fernando Alonso behind the wheel, and if it proves to be true, it’ll be the first-ever production car to run the Nurburgring in under seven minutes.
The only street legal car to ever run a sub-7 minute time is the Radical SR8, though it’s hardly a production car and not street legal in much of the world. The next closest time belongs to the Gumpert Apollo, with its 7:11.57 while the generally accepted best lap time by a true street legal production car is the Dodge Viper ACR with a 7:12.13.
Source: Motor Trend
by Jason Siu

Friday, February 1, 2013

Ferrari Sales and Service San Francisco - New F12 Against 599 GTO - San Francisco Motorsports San Rafael

How far has Ferrari come since the 599 GTO? Jethro Bovingdon investigates.
In the coming weeks and months expect to see a litany of reviews of Ferrari's V12-powered flagship, as just last week the F12 was rolled out in front of the world's press in Maranello for them to have a taste of the 740 horsepower supercar.

To date, evo magazine's Jethro Bovingdon has delivered the best of the current reviews, as he is the first to compare the new Ferrari F12 against its natural predecessor, the 599 GTO. Released just two years ago, when the former flagship was introduced it was the fastest street-legal car to wear the Prancing Horse, a distinction that now belongs to the F12berlinetta.

The 599 Grand Turismo Omologato is powered by a 670hp 6.0-liter V12, can sprint from 0-60mph in 3.4 seconds, hit a top speed of 205 mph and is quicker round Fiorano than the Enzo. But can it live with the F12? Jethro finds out.

Evo Pips New F12 Against 599 GTO

 Evo Pips New F12 Against 599 GTO

by Adam Lynton