Automotive designer Sergio Pininfarina passed away in July of this year, but there is every reason to believe that the memory of the vehicles he created will never die. That prediction is bolstered by the fact that he designed more than 100 Ferraris, and that the Ferrari Museum has just put 22 of them on display in Maranello in The Great Ferraris of Sergio Pininfarina Exhibition.
Sergio didn't 'retire' from the chairmanship of the design house the wore the family name until 2006 (he took the role of honorary chairman after that, until his death this year), but he first put his pen to work for Ferrari with the 1952 Inter Cabriolet. Since then, right through to the F12 Berlinetta, Pininfarina was responsible for a heart-melting procession of cars, which kept the enthusiasts' attention on Maranello, and brought new definitions to words like "Italian," "scarlet," "racecar for the road" and "playboy."
The exhibit is open now and runs until January 7, 2013. The various samples of Sergio's work are broken up into race, road and concept cars and span the decades from the 250 LM to the 599 SA Aperta. A couple of videos and a press release below go into more detail, and no, it's not too early to ask Santa for a trip to Italy.
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 aFerrari 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…!
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.
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.
Ferrari F1 Clienti Program Offers Real Formula 1 Cars to Private Owners
If you love vintage race cars and have attended theSonoma Historic Motorsports Festival(formerly known as the Monterey Historic Races at Laguna Seca) several times. One dream of many is to have the money and spare time to be able to own and race my own vintage race car. As a Formula 1 fan and as a lover of the Ferrari marque, the idea of being able to own and race a real Ferrari F1 car is quite an exciting proposition.
A Maserati MC12 Corsa was spotted in Paris a few weeks ago? It was being pulled inside the MotorVillage to be exposed for a few months, but another one recently surfaced!
That is two out of the twelve ever built in less than a month. And this time he spotted it on the track. The brutal Maserati MC12 GT1 was in action at the circuit du Vigeant Val de Vienne, during the 2012 Sport & Collection event.
1960 Ferrari 250 GT LWB California Spider Competizione
It's only four cars, but together they may fetch
upwards of $20 million when they go on the auction block next month at Pebble
Beach, near Monterey, Calif.
Auction house Gooding &
Co. has put its mitts on the Ferraris of a collector
named Sherman Wolf, who is described as one of the most zealous fans of the
famous Italian brand. Wolf died earlier this year.
"Sherman Wolf was one of the most
earnest and generous Ferrari enthusiasts I've ever known and he is dearly missed
by many friends in the collecting community," says David Gooding, president of
the auction house.
The star of among the four cars,
the one expected to fetch up to $9 million, is a 1960 Ferrari 250 GT
long-wheelbase alloy California Spider Competizione. Gooding says it is
"recognized as one of the greatest sports cars of all time," one of only nine
created. This one was displayed at the 1960 Chicago Auto Show.
The others include a:
•1953 Ferrari 340 MM Competition
Spider by Vignale. It was the lasts of 10 and was long part of the collection of
the chairman of the Pebble Beach Road Races Committee, a fellow named Sterling
Edwards, who picked it up on his honeymoon in Europe and raced it in 1953 and
1954. It's expected to be worth up to $6.5 million.
•1957 Ferrari 500 TRC by
Scaglietti. It is described as "one of the most beautiful Ferrari sports racing
cars ever built," one of only 19. It is expected to get up to $4.5 million.
•1985 Ferrari 288 GTO. The
Pininfarina-designed 288 was one of 272 cars, Ferrari's first supercar, yet it
has power windows and air conditioning. It could fetch up to $900,000.
Ferrari’s next stop in the Ferrari Corse Clienti 2012 tour was the Belgium circuit of Spa Francorchamps.
The Ferrari Corse Clienti is an unique program for customers of the Ferrari brand. The exclusive event is special testing program for the lucky owners of FXX, FXX Evolution, 599XX and 599XX Evolution racers giving them the option to drive the cars at the track, while being supported by the people from Ferrari.
A few days ago, we brought you a newseries of spy shotsfor the upcomingPorsche 918 Spyderand today, two new videos have popped up that show the car in action at the famous Nurburgring race track. These two videos may be short, but they do provide a good idea as to how cool the 918’s engine sounds.
As a reminder, the918 Spyderwill be powered by a race-derived 4.6-liter V8 engine combined with two electric motors for a total output of 762 HP and 552 lb-ft of torque. The model will be offered with "spectacular solutions such as a full carbon fiber reinforced plastic (CFRP) monocoque with unit carrier, fully adaptive aerodynamics, adaptive rear-axle steering, and the upward-venting ’top pipes’exhaustsystem." Sales will begin at the end of 2013 at a starting price of $845,000.
French representative Alexsmolik made this compilation of a few Ferrari F40 having fun on the Val de Vienne track during the 2012 Sport & Collection event. More than twenty were expected but sadly only seven showed up.
Just a small recap. The Ferrari F40 is powered by a 2.9 liter twin-turbo V8 engine with 478hp and a maximum of torque 577Nm. The performance from 0-100km/h was acceleration in 3.8 sseconds and top speed over 324km/h (201mph). The curb weight is 1,155kg.
As a young boy, Pierre Scerri was impressed by the looks and sound of the Ferrari’s which he saw in many races. So he wanted an Italian racing car, but because he couldn’t afford one he decided to build one himself. Recreating the Ferrari 312 PB which won the Targa Florio in 1972, turned out to be quite a challenge.
He snapped some pictures of the real Ferrari 312PB, which he translated into drawings and schematics. This process alone took him three years before he could start on his own Prancing Horse. He had not only make every single part of the car himself, he had also design and make the molds for all these parts. The rubber tires, glass headlights, battery, frame, gearbox or working gauges, all were made by Scerri who spent another twelve years in building this car.
The heart of the 1:3 scale model is fuel injected, dry sump, flat 12-cylinder engine with a displacement of 100cc which puts out 8 horsepower at 10,500rpm. It even makes the same sound as the original car.
A total of over 20,000 hours were put in this impressive project by the Frenchman before it was finally completed in December 1992. The result is not only a stunning looking and exact replica of the original Ferrari 312PB, but it’s also a monumental tribute to Pierre Scerri’s craftsmanship and patience. Check it out in the video below.
David Piper is a former british Formula One pilot. He is also well-known for having quite a nice collection of awesome cars, all in the “David Piper green”.
To the 2012 Sport & Collection event, Mr. Piper was kind enough to bring two jewels: his green Ferrari 250 LM, as well as the green Ferrari 330 P4, which is actually a replica, but with the authorization from Ferrari. YouTube member Alexsmolik filmed both cars.
David Piper also starred in the movie “Le Mans”, where he had an accident with his Porsche 917 and lost part of his leg. But that won’t stop a man with true passion to keep driving. Especially if he still can, and is still good at it. In other words, legendary man, legendary pilot!
