Last Stage of Evolution


Article about the Ferrari F512M
By: Andrew Naber

As the saying goes, "All good things must come to an end." So goes the story of the mid-engine 12 cylinder boxer engine. With its last appearance in the F512M --which is a story about evolution. The F512M, the F for Ferrari the M for modifcato (modified), traces its roots back to the Testarossa from 1984. While the word Testarossa isn't in the name of the car it is still considered this by many. The car was a sign of a new era for Ferrari as consumers demanded more reliability and comfort in a car. The F512M was the transition for Ferrari into today's modern market.

The F512M debuted in October 1994 at the Paris Auto Show and hit markets early in 1995 with an MSRP of $195,780 U.S. dollars. Like its two predecessor the F512M looks strikingly similar in design with the most noticeable changes in the front and rear of the car as well as a softening of the cars edges. The sides of the car remained nearly untouched from the previous two models and kept the instantly recognizable lateral air scoops located just in front of the rear wheels. A masterpiece from the famous Italian coachbuilder Pininfarina. Designed by Sergio Pininfarina himself, the Testarossa will always remain in Ferrari history.

The most notable change to the F512M's body style from the pervious models is the absence of the popup headlights. Ferrari designers opted for single eye projection lights set behind glass. This obviously allowed for better airflow and reduced the car's coeificient of drag. Two small NACA ducts were added to the front hood, or bonnet, for increased air to the passenger interior and add to the car's already aggressive styling. Other changes to the front share design elements very similar to the F355 with the round fog lights. The rear of the car featured for the first time round indicator lights as opposed to the square lights. With the addition of the round lights Pininfarina changed the rear grill, which no longer covered the lights. The wheels on the F512M kept their five spokes but were still changed considerably. The wheels were shaped like a fan and helped to cool the brakes.

The F512M's interior improved driving conditions and comfort over the previous models. Ferrari offered an adjustable adjustable driving position and adjustable pedals (pedals were only adjustable by the dealer). Owners also had the option to have installed carbon-fiber Recaro seats.

Significant weight reduction was achieved with the F512M by using more aluminum throughout the car. The F512M was fitted with aluminum shock absorbers, brake calipers, hub carriers, wheel rims, and shift knob. The car had classic Ferrari tubular steel frame with insulated stainless steel exhaust. The suspension was race-car derived with 4 wheel independent shocks. Four disc brakes, with 4 piston calipers were used to bring the beast to a screeching halt. The drivetrain was a 5 speed, reverse longitudinal gearbox, with synchromesh.

Amedeo Felisa, the engine developer, incorporated forged aluminum-alloy pistons, titanium connecting rods, and a lighter crankshaft to further the weight reduction. For optimal weight distribution on the front and rear wheels respective the engine was mounted in the center of the cars frame. The flat 12 (called 180� V12 by Ferrari) now produced 440 bhp@6750 RPMs up from 390 bhp of the first Testarossa. The engine itself remained much the same, 4 overhead camshaft, 4 values per cylinder. Added was a Bosch Motronic M 2.7 engine management system to help boost power. The engine was cooled by twin radiators, a header tank and automatic fans.

With 440 bhp the F512M could obtain a top speed of 315 km/h (195 mph) and reach 0-100 km/h in only 4.7 seconds. This put the car at the top as Ferrari's fastest car ever until the following year when the F50 was released.

The F512M was a perfect end to the already beautiful tale of the V12 boxer and Testarossa. With the new line-up of models bringing the engine back to the front (456M, 550, and 575M). We are left with the hopes that Ferrari will reach back in history to bring us yet another mid-engine V12. Let us hope it is sooner rather than later.

Spec sheet for the F512M

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Posted by manung36, Friday, February 8, 2008 4:45 AM | 0 comments |

GTO Impressions



Article about the Ferrari 250 GTO
By: Stephen Mitchell

The 250GTO #3987 was the third car I�d ever owned. The first was a 3.8 E-Type Jaguar. It was a beautiful car, but featured a low-revving six cylinder with an unsynchronized first gear that was like a granny gear off a truck. The car was more at home on the open road than negotiating the beach canyons of Los Angeles. The second was a Ferrari Berlinetta Lusso. It was very different from the Jaguar with its V12 redlined at 7000 rpm. The Lusso loved the canyons as much as it did the highway. Just as the Lusso was a world apart from the E-Type, so was the GTO an advance over the Lusso. It was a high-revving V12 with six Webers and the gearbox was a 5 speed compared to the Lusso�s 4 speed. I don�t recall which final drive ratio it had, but upon entering a freeway, I would be passing the fastest traffic before needing to shift to second gear. This was worlds apart from the E-Type that would barely get you to 25 mph before requiring a shift to second. Seen in the context of its time, there was nothing quite like the GTO. From 1967-70, 3987 was my principal form of transportation, though I also had an Alfa-Romeo Giulia Veloce spider and the family Cadillac as back up.

When entering the cockpit, I never got used to the fact that the pedals were so close. I�m 5�10� and my knees were splayed around the steering wheel in an effort to fit into the car. Anyone who has ever made this complaint about a Lusso or GTE never sat in a GTO! This lack of legroom was probably a result of the rearward placement of the engine for better weight distribution. The bulkhead behind the seat limited aft seat travel, so there was no way to adjust for comfort. I always had it in mind to have the pedals moved forward, but never did. I once had a conversation with Mark Slotkin, a former owner of 3987, and he also had a list of things he wanted to do with the car that were never done. You adapt to the GTO, it doesn�t adapt to you. I�ve heard similar remarks made about the Old Man. Headroom was fine and the seat was comfortably wide. One of my favorite things about the car was the position of the gear lever in relation to the steering wheel. Visually, that marvelous aluminum gear knob looked as though it would be too high for comfort. One is accustomed to having to reach down for the lever to shift. With the GTO, the knob was only inches away from the wheel, so shifts could be made very quickly with a short lateral move of the hand. In front of you, the tachometer had a telltale that would move to--and remain at-- the highest revs attained. I rarely exceeded 7500 rpm. The view forward was defined by the two dramatic fender bulges and the �power bulge� in the center of the hood that made room for the twelve velocity stacks above the six Webers. It was a very exciting place to be!

When turning and pushing the ignition key, one was treated to a peculiarity common to Ferraris of the time. The starter motor made a constant whine instead of the more cyclical sound of most starters. To me, it was reminiscent of an aircraft starter. The engine always fired easily and suddenly you would feel the nervous tension of twelve cylinders turning over at 1000 rpm. It took awhile to warm up thanks to the dry-sump and large oil tank. First gear was to the left and back in the slotted gate and the clutch would engage directly without the care required by the Lusso.

For the first 3000 miles that I drove 3987, I kept it to 5000 rpm, as I recall. I did this on the advice of my mechanic, Sal DiNatale, who had just rebuilt the engine. The day I got the car out of the garage (the engine was in pieces when I bought the car) I drove it to Phoenix, Arizona as a break-in trip. A friend of the family was directing an episode of the television series �Then Came Bronson� on location in Tempe and I thought it would be a good opportunity to get to know the car. I left Los Angeles about 9pm and drove all night. Apart from the yoga position my legs had to adopt, the car was very peasant to drive. The sound of it was louder than the Lusso and the suspension was clearly race-tuned. Even at the conservative revs I was using, the car was delightful to drive and must have been a sight to other drivers on the road with its two orange �Le Mans� lights lit up on the roof. That night I became accustomed to hearing a car breath for the first time. It is the interesting sound of air being sucked through the twelve velocity stacks as you increase pressure on the accelerator pedal. I might have heard this on the Lusso were it not for the air filter masking the sound. But, this was new to me and re-enforced the fact that this was a race car. I also had the impression of the timing chains being noisier than those on the Lusso. This may have been owing to the lack of insulation, but it was thrilling to hear all the noises that are usually subdued. It made every drive an adventure. Sometimes, believe it or not, the Lusso was just transportation. The GTO never let you forget it was a star!

The day came when I was given the go-ahead by Sal to let it out and see what the car could do. I did. Up to that time, I had only taken it to 5000 rpm and was already in love with the car. Imagine what happened the first time I took it to 7500! At about 6-6500 rpm, the sound of the engine changes entirely from a low pitched growl to a high pitched banshee scream. It was a transcending experience and it felt like the car was thanking you for giving it release. It was an adrenaline rush every time I experienced it. Fortunately, the people in my neighborhood appreciated this sound and would often stop me in public to convey their amazement about the car. I was often stopped in public by members of the California Highway Patrol who also seemed to appreciate the sound.

The racing history of the GTO speaks for itself. My time with the car was subsequent to its time on the track, but prior to the organization of historic races that feature these cars today. However, I did instigate or take part in a great many informal gathering during which other cars of its kind were present. One very memorable event was staged at Willow Springs Raceway. My acquaintance and fellow GTO owner Mario Tosi wanted to have a farewell party for his GTO, so a bunch of us went with him and spent the day racing our cars on the track. Present that day were three GTOs (Cord/Tosi/Mitchell), a California spider (Peter Helm) and at least a half-dozen other cars. It was a great afternoon. For at least half the day, I was letting different people ride as passengers and it is interesting how this affects the handling dynamics when near the limit. The oil sump tank is located behind the passenger seat and probably provides some natural balance to offset the driver�s weight. The car was fairly neutral�though not in the way that a mid-engined car is neutral�and would oversteer on command. I liked the handling and it was a very forgiving car in my experience. On many occasions, the car would be seen in tandem with the famous Breadvan, which then belonged to my friend Matthew Ettinger. He, too, used his car as personal transportation and many are the times that we jointly recorded �Fastest Time of the Day� on one or more of southern California�s highways and byways.

The GTO was well-suited for sustained high-speed runs, as one would expect. Very often, I would get in the car and drive it from my home in Los Angeles to Las Vegas, Nevada. On these occasions, the car performed without any complaint and I would maintain a cruising speed in the 140 mph range, slowing to about 80 mph when approaching other cars that I would be passing. It never overheated or displayed any temperament. The only concessions to street driving were the installation of an electric fan for the radiator and the use of cooler spark plugs. If the GTO had any agenda of its own, it wanted to go faster. No matter how fast one was traveling, it was always the easiest thing in the world to make it go faster. After driving at 145 mph for a time, the slightest input took the car to 150 and above.

If one were to compare the GTO�s performance figures to those of more recent cars, one might begin to wonder what the fuss was all about. Even Porsche 911s that came not too long after could match it dynamically. The GTO was the dominant GT of its time and though that time has passed, what hasn�t is the manner in which the GTO delivers its performance. It had a personality as defined and characteristic as the man whose name it bore. It is a genuine icon with all of the history, myth, legend and chicanery attached to it that one would expect of a car now valued in the millions of dollars. The memory of the engine screaming as it came on the cam and the snick-snick of that excellent gear change makes almost any other car irrelevant to me. I was able to enjoy the car in a way that current owners wouldn�t dream of. That wouldn�t stop me for a minute, however, if the opportunity to have it back again ever presented itself.

Spec sheet for the 250 GTO

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Posted by manung36, 4:43 AM | 0 comments |

The 328 Replacement: The 348 TB/TS


Article about the Ferrari 348 TB
By: Bob Hagendijk

How does a car follow in the tire tracks of the 308 & 328 series? It isn't easy, but the 348 attempted just this.

The 348 line started with its introduction at the Frankfurt Auto Show. There were two variations of the model present: the TB and the TB. the TB was the normal berlinetta version, and the TS came with a targa roof. This was the first completely new car since the death of Enzo Ferrari, and it had to follow-up the 308/328 series, the most succesfull model in the history of the company. This wasn't an easy task, but Pininfarina and the designers at the factory yet again produced visual work of art.

The 348 was a car of a total different time. This was the first time the factory used large scale production machines to create the 348. The car was the first one to have a self-supporting frame, with a subframe for the engine. Because of this, the 348 didn't need special bumpers for the USA. The engine was now placed longitudinal, therefore the wheelbase of the car increased with 10 cm, and the luggagespace behind the engine disappeared. Instead of that, there was a small space created in the front due to the radiators being placed in the rear. With this placement the car had the same eggslicers as the Testarossa, for the winds to channel and help cool the radiators.

When the car was introduced the Ferrari market was hot, new or used, every single one sold because people thought it was a good investment. It wasn't until the beginning of the 90's that the exclusive car market collapsed and dealers had trouble selling their cars. It was for this reason Ferrari built the 348 Serie Speciale. This car was a normal 348 with something extra for the US market and limited to 100 cars. The biggest differences were: new frontspoiler, the underside of the car was painted in bodycolor, wider track, and the rear lights were no longer crossed by the grille.

In February of 1993 the Spider version was added to the 348 series. It was introduced on Rodeo Drive and as always the Spider version was gorgeous--all lines were just perfect. Every car lover dreamt of cruising with the top down on curvasious roads along the coast line, their hair in the fresh sea-breeze driving until the sun droped into the ocean. Just like the Serie Speciale the underside of the car was painted in the bodycolor.

The 348 was also the first Ferrari to have it's own racing competition, the 348 Challenge. For a fixed price you could buy a racekit for your car, and support on the tracks. After the races the car could easely be converted back to a normal street version. As most readers will recall this was a huge success, and the F335 and 360 Challenges followed in pursuit of the new tradition.

In october 1993 the TB and TB badges changed to GTB and GTS, the only visual difference was that the underbody was no longer painted black. A little fact: the black on the previous TB and TS was painted over the body color, creating an extra process, which most buyers did not like in the first place.

In 1994 the European dealers got their Serie Speciale, the "GT Competizione." Only 50 were built, of which 8 were right hand drive. The GT Competizione got modular wheels and Scuderia shields on its front quarter panels. In addition, the interior went through some minor design changes.

The previous model just mentioned had nothing to do with the 348 Competizione, 11 of these cars were built for the Italian Supercar GT-races, and 2 extra specific for the 24 hours of Le Mans, these were the 348 GT/C-LM.

The 348 GTB and GTS were replaced by the F355 Berlinetta and GTS in march 1994, and the Spider was replaced in April 1995.

Spec sheet for the 348 TB

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Posted by manung36, 4:42 AM | 0 comments |

The Boxer is Born


Article about the Ferrari 365 GT4 BB Boxer
By: Greg Markson of Sydney, Australia

For those that follow closely will have noticed this site's admin is a fan of all things boxer. In January 2004's article he covered the death of the beloved V12 boxer engine found in the F512M. What better way to follow up then to go back in time to the birth of this wonderful creation? The boxer, as most know, gets its name because of its shape and layout. Most call the engine a Flat 12 because that is exactly what it is but others know it as a 180� V12.

History
It all started at the Turin Auto Show in 1971. The prototype Berlinetta BB made it's debut there. The production did not start until 1973. It was the start of a totally new direction for the streetcars. The prototype was based on the mid-engined racecars like the 250 LM and 365 P. Prior to the introduction of the boxer no Ferrari street car had a mid-engined 12 cylinder. The Dino 206 GT was a year earlier with a 6 cylinder, but at that time they weren't recognized as Ferrari models, and did not have the same potential.

Ferrari needed to build a car with a mid-engine. Lamborghini started with the Miura, and from the moment that car was introduced it was faster than everyting else. Lamborghini already showed the prototype of the Countach before Ferrari showed their BB prototype. This suggested that Ferrari never really intended to build mid-engined cars, but were forced to produce them to keep up with the market.

The 365 GT/4 BB came after the 365 GTB/4 "Daytona" and the differences were significant. The BB is 6 cm shorter, and 6 cm wider. On top of that it was 12 cm lower. This basically told the whole story of the car. It was low, wide, and fast, very fast. Because it was a boxer, the engine's design was flat, which enabled Ferrari to put the engine very low in the chassis for perfect handling. The engine itself was a Flat 12 (or 180 degree V12) which produced 340bph @ 7200rpms. The bore & stroke of the engine was 81 x 71 mm and the engine could put out 308 lbs-ft of torque at 3900 rpms. The boxer could run 0-60 in 6.1 seconds or the 1/4 mile in 14.4 seconds at a speed of 101mph.

Most surprising about this car was that it was not available in the United States for sometime due to the strict emission laws that were in place. However that did not stop Chinetti Motors in Connecticut from importing the car via Canada. At one point there were aproximately 50 illegal boxers in the United States. Eventually the law was redrawn that allowed a loophole for the illegal cars in the U.S. Dr. Norman D. Shutler working for the EPA allowed for a 30 minute test which was needed to meet emission laws. A later model year became legal in the United States with a 3% power loss due to emissions standards, and the bumper was slightly altered. Other minor changes were the addition of a key buzzer, racing style rear view mirror and changes to the lights.

Views & Driving Impressions
The first thing you notice when you approach a 365GT/4 BB is that it looks smaller than in pictures you may have seen in magazines which tend to exaggerate the nose/bonnet area. From behind, the six exhaust pipes signal serious business and help distinguish it from the later 512 series. The unadulterated lines and flowing body make this car more pleasing to the eye than a 512. The roofline is waist high which accentuates the racing heritage of this car.

A small flick of the door release and the lightweight doors swing open willingly (so much that one has to be careful not to be too forceful as they reach there open limit very quickly). As you lower yourself into the seat, you realise that you are very close to the floor and your legs run horizontally rather down to the pedals. The instruments are well positioned and easy to read. The ignition key is quite small and turned clockwise. When turned you begin to hear the low frequency rumble of the fuel pumps. The starting procedure is always the same: let the fuel pumps run for 30 seconds, "pump" the accelerator 5 times to give those hungry 4 triple choke webers a taste of what is to come, depress the pedal halfway and the clutch pedal fully and turn the key to the next position. The engine then comes to life immediately and all 12 cylinders start singing in unison within a few seconds.

The clutch pedal feels quite heavy and requires some effort. The engine has immense torque even at low revs and on a level surface the clutch can be let out without depressing the accelerator. The gear lever is strongly spring loaded towards the centre plane and the gear changes are subsequently easy and accurate. Flatten the accelerator in 2nd gear and there is an instant slingshot effect: the rear of the car squats and there is a loud bark from the exhaust and suddenly it is time for third gear as the speedo shows 130km/hr. The engine flywheel is quite light and the engines revs to the redline easily and without effort;this also means the revs can drop quite quickly between gears and some adjustment to driving technique is required.

The brakes feel strong and the braking line is quite straight and sure. Brake fade is not appreciable. The car is probably undertired as wheel spin can be easily induced, particularly between gears, however this can be used with effect to add some enjoyment in the driving experience. Fitting larger tyres at the rear is not really an option due to wheel arch space. The steering is direct, however,over as well as understeer can be induced as the chassis is quite responsive to throttle steering. Backing off the throttle too quickly mid corner can bring the nose in too far, however the overall tendency of the car is to go round corners with remarkable stability.

The noise, as with other Ferraris, is a symphony reflecting superior mechanical engineering. The induction roar all the way to 7700rpm is purposeful and menacing. The accompanying barking exhausts sing a song that could wake those banished to the Underworld.

More luggage space would have been nice but hey! nobody is perfect. Similarly better air conditioning would help during a long hot Australian summer. Servicing and maintence costs are in keeping with the thoroughbred nature of this car.

The 365GT4/bb was the best sportscar of its time. It lead to a change in the way Maranello built its 12cylinder cars for some time and became iconic during the 1970's. It was a car which could be appreciated for its ability to reach 300km/hr as well being a 20th century art form.

A true classic!

Spec sheet for the 365 GT4 BB Boxer

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Posted by manung36, 4:41 AM | 0 comments |

166 Series


Article about the Ferrari 166 Mille Miglia Coupe
By: Bob Hagendijk

The 166 series was the first series to have real road-going cars. Ferrari realized in order to keep racing, he needed more money. And you get money by selling cars. It was not the way Ferrari wanted to go, since he was only interested in racing. Despite all this, the road-models would become a very important aspect in the coming years. All the money from the sales went to the racing projects. The knowledge that was gained with racing was used again in the next series of street cars, since those were basically tuned down race engines.

The first model was the 166 Sport. The old engine from the 159 S was enlarged to 1995cc. The bore and stroke became 60x58.8mm. This resulted in 90 hp at 5600 rpm. Only three were ever built, 2 by Allemano, and 1 by Touring. The first Allemano body was a Spyder, and the second a Berlinetta. This already gave an indication of how diverse the 166 series was. Only three cars were built and all three were different.

After the Sport came the Spyder Corsa model. The wheelbase was 200mm shorter (2420mm instead of 2620mm), this was for better handling in sharp corners. The engine was the same as found in the Sport, but because it was very light (basically a cigar on wheels), it was much faster.

The 166 Mille Miglia was the third racing version of the 166 series. This car was mainly used by private teams. People who had money and wanted to race. Because production became quite large now, Ferrari had problems of equipping the cars with bodies. This is the part were the coachbuilders came in. They designed the bodies for the cars, and the customers could choose between them. Ferrari basically delivered the chassis, and let the customer choose who would build the body. For the 166 Mille Miglia, almost all were bodied by Touring, 30 of the 32, of which were 4 Berlinettas and 26 Barchettas. One was created by Vignale, and one by Zagato. The Zagato car was originally built as a Berlinetta, but was later returned to Zagato and rebodied as a Spyder. This model had 125 hp at 7000 rpm.

Finally there was the street version, the 166 Inter. The compression of the engine was lower, and that reflected in the power of the engine. This version only put out 110 hp at 6000 rpm. 37 were built, and 7 different kinds of bodies were fitted to it. Most of those bodies came from Touring. Enzo choose Touring because they used very light aluminium panels instead of steel for the body. They called this superleggera.

Last but not least, the 166 Mille Miglia/53 was introduced. The updated version of the normal Mille Miglia drove on a 2250 mm wheelbase. The engine was upgraded to 160 hp at 7200 rpm. The engine also ran smoother because of a few years extra development. One Abarth Spyder was created for this model, which was later rebodied. It is a shame, because this was the only one built, and quite special as the body was very easy to remove.

With a total of 88 victories this was a very succesful model. It also set the trend for the coming years of Ferrari. They built a racing version, and of that car they tuned down the engine, sent the chassis to a coachbuiler and sold it to customers. This way Enzo Ferrari could ensure he had enough money to keep his racecars going.

166 Sport 3 1947
166 Spyder Corsa 8 1947 - '48
166 Mille Miglia Touring Barchetta 26 1948 - '51
166 Mille Miglia Zagato Berlinetta* 1 1949 / '50
166 Mille Miglia Touring Berlinetta 4 1949 - '50
166 Mille Miglia Vignale Berlinetta 1 1950
166 Inter Touring Coupe 9 1949 - '50
166 Inter Stabilimenti Farina Berlinetta 5 1949 - '50
166 Inter Stabilimenti Farina Cabriolet 3 1949 - '50
166 Inter Touring Berlinetta 10 1949 - '50
166 Inter Vignale Berlinetta 6 1950
166 Inter Vignale Coupe 2 1950
166 Inter Ghia Berlinetta 1 1950
166 Inter Touring Barchetta 1 1950
166 Mille Miglia / 53 Vignale Berlinetta 3 1952 - '53
166 Mille Miglia / 53 Abarth Spyder 1 1952
166 Mille Miglia / 53 Ferrari Spyder 2 1952 - '53
166 Mille Miglia / 53 Vignale Spyder 6 1952 - '53
166 Mille Miglia / 53 Pinin Farina Berlinetta 1 1953

Spec sheet for the 166 Mille Miglia Coupe

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Posted by manung36, 4:40 AM | 0 comments |

The 250 LM: Fast But Nasty


Article about the Ferrari 250 LM
By: Michael Sheehan

Perhaps the best-known Ferrari street/race cars of the '60s are the 250 GTO and the 250 LM. Although they were built in similarly small numbers, the value of 250 LMs has always languished far behind that of the GTO.

There are many reasons for this. The 250 GTO, equipped with a predictable solid rear axle, Watts link rear suspension, and easy-to-use, five-speed synchromesh transmission, made a bad driver look good. The 250 LM, built with a flexible chassis, tough-to-shift, non-synchro transaxle and unforgiving rear suspension geometry, made a talented driver look, at best, busy. Add in little headroom, right-hand-drive steering, a left-hand shifter, and a driving position complicated by having the gas, brake and clutch pedals offset well to the center line of the car, and the 250 LM was not favored by many Ferrari drivers. Additionally, the cockpit of the 250 LM is even noisier, more cramped and hotter than the 250 GTO, making our busy driver miserable as he tries to save his life on the race track.

All 250 Le Mans were sold to privateers or to concessionaires who later sold them to privateers, and many suffered accordingly, being crashed and rebuilt repeatedly, usually on limited budgets. Several 250 Le Mans gained double identities when rebuilt, with various parts going into two separate rebuild projects, each claiming the S/N and lineage rights to the damaged car. As a result, of the thirty-two 250 Le Mans built by Ferrari, at least thirty-eight exist today, a survival rate exceeded only by the often-duplicated D-type Jaguars.

Like all collectible racing Ferraris in a booming economy, the price of a 250 Le Mans has risen in the last five years. 250 Le Mans S/N 6023, a car with a good race history and provenance, sold for $2,147,500 at Christie's auction at Pebble Beach, August 28, 1999, to a California exotic car dealer. This same car was resold to an English collector in March 2000 for $2,500,000.�

More recently, RM sold S/N 6173 for $2,310,000 at their Amelia Island auction. While a fully documented car, 6173 had been heavily crashed and rebuilt, while 6023 was relatively pristine, accounting for the price differential. While $2,500,000 is a record price for a 250 LM in this decade, it is well below the record price of $5,500,000 paid for S/N 6313 in 1990, and is also well below the price of a comparable condition 250 GTO today, which would sell for well over $6,000,000. In general, the prices of 250 LMs have always been around 50% of those of GTOs with similar provenance, and you can expect that ratio to remain constant for the foreseeable future.

This article has been featured on Ferrari Forum with the permission of Michael Sheehan. (As Michael's article appeared in Sports Car Market Magazine, May 2000)

Spec sheet for the 250 LM

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Posted by manung36, 4:39 AM | 0 comments |

Which Boxer For You?


Article about the Ferrari 365 GT4 BB Boxer
By: Michael Sheehan

Ferrari's sporting and Grand Touring reputation through the '50s and '60s was built around low and sleek Italian bodies fitted with front engine V12 engines. The pinnacle of the road-going, front-engine V12 era was the 365GTB/4 Daytona of 1969-1974.

By 1973 the Lamborghini Miura and Countach were making the Daytona look and feel old-fashioned, and Ferrari had to answer Lamborghini's threat with something equally as exotic. Since Lamborghini used a transverse, chain-driven, V12, Ferrari had to be different and produced an in-line, belt-driven, flat-12 with its transmission mounted below the engine.

Ferrari's stated rationale for a mid-mounted flat-12 was that the new configuration would allow a lower center of gravity and better handling.

First in the new line of Ferrari supercars was the 365GT4/BB, produced from 1973-1976. With only 387 made, it remains the rarest of Boxers and the quickest, thanks to peaky cams and "short" transmission gearing. A well running 365 BB is a rocket-ship going through 1st, 2nd and 3rd gears. Its stunning acceleration is accompanied by the wonderful sound of a very busy flat-12 with lots of carburetors sucking air.

Following the 365 was the 512BB, built from1976 to1981. With only 921 cars produced, the carbureted 512's are relatively rare, especially compared to Ferrari's current production numbers. While not as quick as the 365GT4/BB through the first three gears, the extra 600cc's affect the top end, giving the carbureted 512BB to king-of-the-hill rights as the fastest of the Boxers.

With ever-toughening emissions controls worldwide, Ferrari added fuel-injection to the 512, creating the 512BBi. The engine was tuned for more bottom and mid-range performance, but a weaker top-end. From 1981 and 1984 1,007 512BBi's were produced.

A reasonable guess would be that perhaps 25% of the total production of 2,315 cars, or about 550, Boxers were imported into the US, all through the gray market as there was never an offical US Boxer model. With the toughening of American emission laws in the late 1980's and a tremendous export boom to Japan and back to Europe, between 1985 and '91 perhaps half of the total US Boxer population was sold to Japan or back to Europe, resulting in perhaps 250 Boxers remaining in America today.

With room for the tallest driver, adequate air conditioning, light steering and excellent brakes, the Boxers are a driver's delight. On the negative side, while the balance and handling are very good, once the handling limits are reached the car can and will swap ends for the over-exuberant or unwary driver.

The prices of all three models are virtually identical today, ranging from $55,000 for "just a car" to $75,000 to $80,000 for the best of the best. With top quality Daytonas selling for $125,000, a Boxer at about one half that price is the Ferrari world's supercar bargain.

My favorite? The 365GT4/BB. Rare, and with aggressive cams and "short" transmission gearing, it provides F-16 style acceleration. The carburetors make a great gobbling sound as they suck in air. And finally, the earlier styling with a clamshell front spoiler makes the 365 the cleanest design and best looking of the Boxer series. Dollar per horsepower, you'll never find a better deal.

For more information about Michael Sheehan visit www.Ferraris-Online.com.

Spec sheet for the 365 GT4 BB Boxer

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Posted by manung36, 4:38 AM | 0 comments |

F40 & F50: Bucking the Trend


Article about the Ferrari F50
By: Michael Sheehan

While 360 Berlinettas and Spyders, 456 GTs and 550 Maranellos and Barchettas are dropping in price, F40s and F50s are increasing in value. Why? 360s, 456s and 550s are all massproduction Ferraris, with more coming off the production line every day. As supply meets demand, their prices come down. Further, many of these cars are driven on a daily basis, racking up the miles. With time they become �just used cars,� albeit very exotic, exclusive and state-of-the art used cars.

But F40s and F50s are entirely different animals. There were only about 200 factory-built US-spec F40s and around fifty US-spec F50s. They were the most exclusive Ferraris of their eras (�88-�91 and �95-�97). When new, all were sold to those with the right connections to be at the top of the lengthy waiting lists, and the financial wherewithal to pay $300,000 to over a million dollars for a car that they would, in all probability, rarely use.

All markets seek a level. Despite a list price of around $300k, the first few F40s were sold for over $1m. Prices dropped, bottoming out in the late 1990s at approximately $250k-$275k, before climbing to today�s $300k-$350k level.

A new F50 listed for about $450k, but could only be leased, not purchased. As they came off lease, prices started to rise and never stopped. Today, a very lowmileage (under 1,000), well-documented and properly serviced F50 will easily bring a mind-boggling $750k. With only fifty US cars built, this is the price of exclusivity.

Service problems on both the F40 and F50 are minimal, even when buying a 500-mile �garage queen.� The F40 tensioner bearings tend to tighten up, causing the outside of the cam belt to scuff and gall against the tensioner, leading to belt failure; the bellhousing is magnesium and consequently emits gases that will cause the clutch hydraulics to fail.

The major problem with the F50 is its all-electronic instrument cluster. Prior to purchase, the car should be run through its entire start-up and electronics check sequence. If some part of the dashboard is defective�not an The Italian Superbird. Continued on page 74 uncommon occurrence�the dash must go back to Italy for a sixmonth, $10,000 repair. For those not married to their local authorized Ferrari dealer, an independent Ferrari shop in the US rebuilds the dashes at one-half the price and with a much faster turnaround. The F50s had a factory recall for a defective front main seal, and any car with ultra low miles may not have had the update. Finally, the belly pan on the F50 tends to hide leaks by holding dripping fluids and must be checked for pools of problems before purchase.

On both the F40 and F50, excluding F50 dash nightmares, a preventative trip to your favorite Ferrari expert and a check for $5,000 to $10,000 will resolve all of the hangar queen problems. And if you think $5,000 to $10,000 is a lot of money, you�re right, but not when you are considering s p e n d i n g $500,000 or more on a car. Besides, as the saying goes, if you have to ask�

I see no reason, barring global recession, that the prices of F40s or F50s will do anything but increase, albeit more slowly as we come to the end of the current market adjustment. For collectors of means interested in modern supercars, these are the ultimate Ferraris.

For more articles and information about Michael Sheehan visit www.Ferraris-Online.com.

Spec sheet for the F50

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Posted by manung36, 4:35 AM | 0 comments |

The Ups and Downs and Ups of the 250 GTO


Article about the Ferrari 250 GTO
By: Michael Sheehan

(Sports Car Market Magazine � September 2002 issue)

The legendary Ferrari 250 GTO was first shown to the press at Ferrari's annual press conference in February 1962. This newest Ferrari was both strikingly beautiful and, as history would prove, a race winner out of the box.

With only 36 cars built (and three of the 4�liter 330 GTO), it was the last of a line of highly competitive dual�purpose racing Ferraris. It has become the most valuable, sought after, and instantly recognizable racing Ferrari of all time. Further, with its tremendous performance coupled with superb balance, the 250 GTO is one of those rare race cars that can make even a bad driver (read that as wealthy amateur) look good on the track.

GTO stands for Gran Turismo Omologato, meaning homologated for FIA racing. The 250 GTO was a development of the 250 SWB, with the addition of dry�sump lubrication, larger valves, a five�speed gearbox, six carburetors, an oil cooler, a coil spring shock absorber combination in front and rear, and Watts linkage rear suspension. All of this made the car's handling much more stable and predictable than its predecessor, the 250 SWB.

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.

Spec sheet for the 250 GTO

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Posted by manung36, 4:32 AM | 0 comments |

Thumbs Up for the Lusso

Article about the Ferrari 250 GT Lusso Berlinetta
By: Michael Sheehan

(Sports Car Market�May 2003 issue)

The Ferrari market is a fluid animal, with both classic and modern cars moving in and out of favor. Here�s my current read on where the action is.

The flavor of the month is definitely the 250 Lusso. Three years ago, you couldn�t give a Lusso away. Now great Lussos are bringing two and three times as much as Daytonas. For example, Bonhams sold a competition�prepared Lusso, S/N 5367GT, with period TdF history, for $424,362 at Gstaad in December of last year. At the same event, a concours�condition street Lusso, S/N 5303GT, sold for $235,897. The two Daytona coupes that sold brought $93,958 and $102,632.

There�s a reason for this popularity. The Lusso shares the same engine, transmission, brakes and suspension as the �street��model 250 SWB. Because it is eligible for the many rallies and touring events now so popular in Europe, the Lusso has become the �alternative� to the 250 SWB, without the million�dollar�plus price.

While the Lusso may weigh 100 kilos more than a steel�bodied 250 SWB, it has a superior Watts�link rear suspension, evolved directly from the 250 GTO. Consequently, a well�prepared Lusso is comparable in performance with a steel�bodied 250 SWB on the track. Further, in my eyes the Lusso is more attractive than the 250 SWB.

With the Euro up more than 25% against the dollar during the past few months, it is not surprising that the few Lussos that come on the market in the US are finding their way to the other side of the Atlantic. And as always, while top cars are bringing top prices, the rustbuckets and Bondobarges are still stuck in the Ferrari dog pound, unsellable at nearly any price.

Demand for the 246 GT and GTS continues to be strong. Their timeless styling, comfortable yet race�car�like cockpits, light steering, braking and shifting all combine with an engine that sounds more powerful than it is. Because the 246 series gives a great illusion of performance and speed, it makes every trip to the grocery store seem like a practice session for Le Mans, without the fear of speeding tickets.

The Dino downside is that these cars are now 30�plus years old and are the poster children for deferred maintenance and the need for a detailed mechanical and body inspection as part of the purchase agreement. Simply put, the older the Ferrari, the greater the need for a thorough inspection.

While Dinos haven�t gotten back to the world�record $250,000 paid for one in Monterey during the boom, it�s not surprising to see a very nice GTS with chairs and flares come near the $100,000 mark. Coupes are just not very popular in the US, even if they drive better, and seem to move in the $60,000�$70,000 range, again for superb examples. It appears that Dinos will always be high on the list of Ferrari collectibles, and buying one today, even at full market prices, may seem like a shrewd move in 24 months.

The 456 GT and the 550 Maranello are getting close to bargain�basement pricing. A 1995 456 now sells for as little as $75,000, while 550s can be found for $125,000. Both the 456 and the 550 offer state�of�the�art supercar performance and creature comforts for what is, in the Ferrari world, low pricing, especially when compared with their MSRPs ($207,000 for the 456, $208,000 for the 550).

The downside? No question these cars are close to fully depreciated, but �how close? We thought that TRs were cheap at $65,000, and now look at them. Which brings us to�

The 512 BB at $65,000 and the Testarossa at $50,000 have failed the test of time as collectibles. While they are user�friendly and practical to use on a daily basis, and remain the high�performance bargains in the Ferrari world (selling for less than a 246 GT or GTS), no one seems to care.

Of course, while the price of entry may be low, both normal and deferred maintenance can make these supercar bargains into money pits, as the cost of an engine may exceed 50% of the value of the car. If you have to have one of these, buy only a perfect car, and sell it before the next major service comes due.

The award for chasing the market down seems to go to the dozen or so die�hards who continue to advertise Euro 550 Barchettas at prices up to (and even over) $300,000, or US�spec 550 Barchettas at prices over $300,000.

While the 550 Barchetta may be gorgeous when topless, its impractical and very�hard�to�operate folding top makes it less than user�friendly on anything but a sunny day. Then add in the many US model 550 Barchettas on the market and the many soon�to�finally�be�legalized Euro cars about to become available here (another case of speculators seeing higher prices in the US, but by the time their cars have cleared all the necessary importation hurdles, the market here has begun to sag to near�European levels). The correct market price today for a US Barchetta, in my opinion, is a more modest $275,000, while a Euro car would be hard�pressed, once releases were in finally in hand, to bring $245,000.

Spec sheet for the 250 GT Lusso Berlinetta

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Posted by manung36, 4:29 AM | 0 comments |

Ferrari Enzo vs. McLaren F1

Article about the Ferrari Enzo
By: Michael Sheehan

Comparing the ultimate supercars is much like comparing the various attributes of the world�s top supermodels: It�s all about what fantasy turns your crank, as few of us mere mortals will ever get to test drive the cars or date the models. Those few who own both an Enzo and an F1 will tell you straight�off that the performance level of either car is so high that only professional drivers can explore and compare the limits.

THE CHAMP: MCLAREN F1�Developed by McLaren Cars and designer Gordon Murray, the motivation behind the F1 was to build the best street car ever, regardless of cost. The design goal was to create the highest power�to�weight ratio possible in a user�friendly, roadworthy machine. To this end, the McLaren F1 was the first road car to use a complete carbon fiber chassis and body with lightweight composites and exotic metals throughout. A magnesium�cast BMW engine mated to a very lightweight (and very expensive) transverse gearbox further helped weight savings.

The F1 is surprisingly small on the outside, but it actually seats three people, with two passengers flanking a center�positioned driver. The driving position is difficult to get used to, but it makes for an ideal weight distribution. Appropriately, the first two pages of the owner�s manual are entitled �getting in� and the next two cover �getting out.�

Once you master entry, the McLaren�s controls fall perfectly to hand, with the shifter to the right at four o�clock. The panoramic view from the wrap�around windshield and the gauges� big, bold numbering on a white background are a study in efficiency. But despite the excellent ergonomics, the McLaren dash layout and shifter feel dated, especially when compared with the cutting�edge styling of the Enzo.

Behind the wheel, the steering and brakes are on the heavy side, but with incredible feedback, as should be expected, while the 6.1�liter V12 gives staggering performance, with torque that never ends, in any gear, at any time. Fifth is absolutely usable from 35 mph all the way up to 210�the push just increases astronomically as the revs rise.

McLaren chose to reject technology like power steering, powerassisted brakes, anti�lock brakes, traction control, and stability control, all well known and accessible at the time by virtue of its relationship with the McLaren Formula One race team. But really, only the ABS is missed�and how�as it takes a top-level racing driver to feather the brakes on this car in the wet or a panic situation. Even so, the savings in weight with all the electronics absent is huge: The F1 weighs a mere 2,500 pounds, vs. 3,230 for the Enzo.

For all that it �lacks,� the car does incorporate active aerodynamics, with a pair of lightweight fans that suck air from diffusers under the car so that no huge rear wing is needed to maintain stability at speed though a small tail spoiler does rise to lend some rear downforce.

Your greatest fear when driving an F1 is that the car is simply so good that it eggs you on to drive faster and faster, entering a performance fantasy land that can bite back when you exceed your own talents.

THE CHALLENGER: FERRARI ENZO�The Enzo is certainly Ferrari�s best effort in the supercar wars to date, but it still comes up second in the running for the fastest car title. Styled by Pininfarina, the Enzo is built to resemble a Formula One racecar, but without McLaren�s hell�bent�for�speed attention to maximizing power�to�weight. The result is that the Enzo tries too hard to merge the design of a road car with an open�wheeled racer, and at least to my eyes, the styling suffers, especially when compared to Ferrari�s previous efforts, the much more attractive F40 and F50.

As is now standard practice in most supercars, the Enzo�s chassis is made of carbon fiber, while the bodywork uses a combination of aluminum and carbon fi ber. Huge air intakes allow the Enzo to generate immense downforce, while a small retractable rear spoiler comes up at speeds in excess of 100 mph. The cab�forward interior sports lots of carbon fiber, a semi�automatic six�speed gearbox, launch control, and a variable damping suspension for luxury cruising.

The Enzo�s 6.0�liter, naturally aspirated V12 can rev to 8,000 rpm, yet 80 percent of its torque comes in at only 3,000. In keeping with the lightweight theme, its V12 is one of the lightest in the world at just 496 pounds. By comparison, the 427�ci engine in the Cobra weighed 680 pounds.

Stocked with all the latest high�tech gizmos adapted from its own F1 racing program, the Enzo is a techie�s dream. Advanced technology like stability control, electronic brake�force distribution, traction control, and ABS keep the car in check, making it more user�friendly than the McLaren. The Enzo also has a driver�controlled, up�down lift in the front, which takes the crunch out of getting in and out of driveways.

THE PERFORMANCE VERDICT�The numbers tell the story: While the stock F1 has a �mere� 627 hp versus the Enzo�s 650, and the McLaren must make do with 479 ftlbs of torque versus the Ferrari�s 485 (not to mention a redline of just 7,500 rpm for the F1 against the Enzo�s 8k limit), its smaller mass puts the McLaren out ahead. The Enzo is a leaden 717 pounds heavier than the F1.

The McLaren goes from 0�60 mph in 3.2 seconds; the Ferrari in 3.5 seconds. The McLaren�s 0�100 mph time is 6.3 seconds, while the Ferrari takes 6.6 seconds. And finally, 0�150 mph in the McLaren takes just 12.8 seconds while the Ferrari is a few tenths back at 13.1.

The Enzo�s front�end aerodynamics and many high�tech gizmos weigh the car down to the point that top speed is only an estimated 218 mph, well below the McLaren�s documented 240 mph. Yes, the F1 is still the fastest road car of all time, even with its decade�old technology.

While the F1�s mid� and high�speed acceleration easily beats the Enzo, a factor of its much lighter weight, all who have driven both cars will agree that the huge, state�of�the�art ceramic disc brakes of the Ferrari easily surpass the McLaren�s steel brakes.

The McLaren F1 was a successful attempt to build the best road car ever, regardless of costs, while the Enzo was always intended to make money for Ferrari, which it most certainly has. This, by its very nature, creates entirely different production criteria: While the build quality of the Enzo is good, the McLaren is simply perfect.

Exclusivity is in the F1�s favor as well, with only 64 road�going cars built, against 399 Enzos (plus six to ten pre�production prototypes that will eventually find their way into private hands). This makes the ultrarich buyer�s odds of meeting anther Enzo on the street versus meeting another F1 a healthy six�to�one, causing the Ferrari to seem almost �common.�

MONEY TALKS�Maintenance costs on both cars are staggering, though doubtless their owners are not concerned with the shop bills. An F1 will need a new clutch every 3,000 to 6,000 miles, at a cool $12,000. Its $25,000 fuel cell needs replacing every five years. A starter motor replacement is a 90�hour job, as the engine has to be removed, and that runs $12,000. Should you break the transverse transaxle, expect a $100k repair bill.

As for the Enzo, they are all still under warranty but soon enough that will change and many Ferrari service managers will go shopping for new luxury boats. Once off warranty, a full brake job with new carbon fiber pads ($2,300 front and $2,100 rear) and rotors ($7,400 each) will be in the $40,000 range, while a new clutch assembly should cost only a modest $6,000.

The ultimate test of the cars is, of course, the market. The first U.S.�spec Enzo sold on the private market brought $1,350,000, but prices have been dropping and the current �ask� is in the $1,150,000 range, while the actual �sell� is certainly less. In the next few months, almost every U.S.�spec Enzo is due to pass its one�year, �you�can�t�sell� date imposed by Ferrari, and I personally know of six owners who are planning on putting their cars on the market. This will only further drive down prices.

Only a few McLaren F1s change hands every year, with the last recorded sale at the Christie�s auction in London on Dec. 2, 2003, for $1,257,750. (See English Profile, page 48.) Christie�s sold another F1 for $961,875 on June 16, 2003. While the Enzo may have the market edge as of this moment, the F1 has clearly passed the test of time, and should appreciate, while the Enzo loses value, albeit slowly, for the next ten years or so. In the long haul, the difference in production numbers means the F1 will always be worth more than the Enzo. How much more? At least 25 percent, in my book.

Both the McLaren F1 and Ferrari Enzo are cars few ever see, let alone drive or ride in, not to mention own. While I�m a Ferrari guy at heart, it simply must be said that the F1 is the fastest, most expensive and most exclusive supercar I�ve ever had the opportunity to drive. And either would certainly be welcome in my garage.

Spec sheet for the Enzo

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Posted by manung36, 4:27 AM | 0 comments |

Looking At The New Ferrari F430

Article about the Ferrari F430
By: Michael Sheehan

Ferrari is expected to define the leading edge in automotive styling and technology, and its new F430 promises to be no exception. A replacement for the 360 Modena, this new entry�level Ferrari debuted at the Paris Motor Show in late September.

It continues the �new� Ferrari look that began with the Enzo, and incorporates multiple design elements lifted from its big brother. The F430 also boasts a new 4.3-liter, 490�hp engine, a unit based on the 4.2�liter V8 now found in all Maserati models.

STYLING�The basic look of the 360 Modena, itself an evolution of the F355, has further evolved in the F430, though it is less of a styling leap than the 360 was when introduced for the 2000 model year.

In the front, the F430�s Enzo�esque headlights are near vertical, while the 360�s are horizontal. The F430�s front air intakes are larger and feature a small splitter in the middle, again, like the Enzo. The 360�s small, sculpted �nose� in the center of the bumper has been eliminated for a cleaner look, and the air duct on the trailing edge of the F430 front spoiler is also much larger than the one on the 360.

At the back, the F430�s rear air intakes and lower air intakes continue the Enzo influence, as do the taillights, mounted high on the rear fascia. The F430 has five cutouts on each side of the engine cover, compared to none on the 360 (though there are four on the 360 Challenge Stradale). The rear air diffuser is more prominent on the F430, with vertical canes similar to those found on the Enzo. The rear bumper is much more cleanly integrated into the rear body than on the 360.

HARDWARE�While the F430 has an aluminum spaceframe similar to the 360, its engine is a Maserati�based, 4.3�liter, 90�degree V8. It kicks out 490 hp and 343 lb�ft of torque, an increase of 90 horses and 68 lb�ft over the 360 Modena. This boosts the power�to�weight ratio significantly, even though the F430 grew to 3,197 pounds, from the 360 Modena�s 3,064. Each of the F430�s horses has to move just 6.52 pounds, compared to 7.66 pounds/hp in the Modena, and 6.64 pounds/hp in the Challenge Stradale. Ferrari claims the F430 can reach 62 mph in 4.0 seconds, with a top speed north of 196 mph.

The F430 is the first V8 Ferrari to feature driver aid controls on the steering wheel, as seen previously on the Enzo and 612 Scaglietti. A knob on the right�known to Ferrari F1 drivers as the manettino�controls the car�s dynamic modes (sport, race, etc.). The now de rigeur paddle shifters bang off shifts in as little as 150 milliseconds, transmitting power through Ferrari�s new electronically controlled differential, another technology lifted from its F1 team. Dual�spoke, 19�inch wheels similar to the Enzo�s are fitted, and carbon�ceramic brakes are a reported $20,000 option.

NEW AND OLD TOYS�When the F430 first arrives in the U.S. in late March or April, MSRP will be in the $200,000 range. Of course, like all new toys for rich boys, it will sell for far above window sticker on the immediate secondary market. If you are not near the top of the list with your local Ferrari dealer and want to be the first on your block to own an F430, plan on spending $245,000-$250,000 to put one in your garage.

If you�re thinking that now would be the time to get into that 360 you�ve always wanted but couldn�t afford, that�s not quite the case. Yes, prices have dropped slightly, as six months ago a fully loaded 360 coupe had a window sticker of about $185,000 and was selling for about $10,000 over on the secondary market; in early winter that number had dropped to sticker. (The 360 Spyder has seen a similar drop of about $10k, to $230,000 from its six�month�ago price of $240,000 on the secondary market for a $210,000�window�sticker car with all the bells and whistles.) But these are just minor shifts, more attributable to the uncertainty that involved the presidential election and the looming thought of snow on the ground.

Further, as Ferrari has stopped 360 production to ramp up for the F430, the supply of new cars is drying up. This ensures that prices for the last of the 360s will firm up just as spring approaches. Expect the market to stay in the $10,000�over�sticker range�and maybe even a bit more on the Spyders, as we should not expect a U.S.�model F430 Spyder until the spring of 2006.

TIMING THE MARKET�This means that if you�re in the market for a 360, you should either put down this magazine and buy while there is still snow on the ground, or plan to wait until next winter. If you are looking to sell your 360, you�ll get an optimal price once the snows clear. But parking your Ferrari for a few more months while continuing to make those payments may not make sense when we�re only talking about an extra $10,000 to $15,000.

As for the older Ferrari V8s, a fully loaded 1999 355 Spyder with low miles and all the services was selling for about $115,000 six months ago and is now down about $5,000, again more due to the winter effect and the election rather than in any reaction to the F430. I really don�t expect to see much movement in the V8 Ferrari market for at least a year or so after F430s begin to make it to our shores.

Remember, if there is one thing Ferrari has mastered in the past decade, it is less automotive engineering and more branding and marketing. With high demand for all things Prancing Horse and a cleverly limited supply, you won�t be seeing any �move out the metal� sales with low interest rates and sweetheart leases to be had. It�s rarely empty�pocket bargain hunters you see sniffing out the best prices on new Ferraris; rather, it will be shrewd businessmen who are looking for the best possible deal on a piece of merchandise, just like they do in their day jobs.

For more information about Michael Sheehan visit www.Ferraris-Online.com.

Spec sheet for the F430

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Posted by manung36, 4:22 AM | 0 comments |

The 275 GTB/2�Sorry Guys, the Cheap Ones Are All Gone

Article about the Ferrari 275 GTB Short nose
By: Michael Sheehan

Last year it was Lussos that were in the Prancing Horse flavor�of�the�month club. Their values languished in the �why�would�you�want�one�of�those� $125,000�$150,000 range. Today, there are folks standing in line to buy great ones at $250,000 plus, and cars with period race history have cracked the $400,000 barrier.

Now it�s the 275 GTB/2s that are making their run.

But before we talk prices, a short history lesson. These cars are properly called just 275 GTBs. That makes sense, because when they were built, there were no longnose or four�cam models being produced. It�s just like with Jaguar E�types: The pre�1968 cars were never called �first series,� not until the second series was introduced.

The 275, with its sensuous Pinin Farina�designed and Scaglietti�built body, is a study in mechanical evolution. The four variations are the original 275 GTB (referred to hereafter as the 275 GTB/2 shortnose), the 275 GTB/2 longnose, the 275 GTB/2 longnose torque tube, and the 275 GTB/4.

The 275 GTB/2 shortnose entered series production in 1964 with S/N 6003. It was Ferrari�s first attempt at incorporating four�wheel independent suspension and a rear�mounted transaxle into a production car. It was also one of the final cars built by Ferrari that made a real attempt at being a true dual�purpose car, as capable of winning races as cruising down to St. Tropez in the summer.

The 275 was and continues to be visually breathtaking. In addition to its classic and sensual body lines, it offered more�than�adequate performance, nimble handling, and the sounds of a screaming V12 rated at 280 hp (but actually producing about 260). But cockpit comfort and ventilation, rustproofing and the driver�s rear vision were not high on the design committee�s agenda.

Add in brakes that were described, in period, as �adequate� and a sexy squared�off nose that caused aerodynamic front�end lift and vague steering over 100 mph, and the end result was high�speed driving that was exciting and kept a driver busy, to say the least.

The 275 also had a solid�mounted driveshaft, with no U�joints, but instead a center�mounted bearing that required the crankshaft centerline, the driveshaft, the center support bearing, and the gearbox input shaft to be in perfect alignment or your teeth would be vibrated loose.

These user�cruel features, all well known to Ferrari cognoscenti, combined to put the 275 GTB shortnose at the bottom of the 275 GTB food chain. A total of 246 were built, with S/N 7827 as the last shortnose.

The only major update during shortnose production, beginning with S/N 7315, was the decision to make the firewall, the entire floor, and the rear bulkhead in fiberglass, which helped to prevent the rust problems endemic to the earlier cars.

The 275 GTB longnose entered production in early�mid 1966, starting with S/Ns in the 7800 range. Its longer, lower front�end shape cured the aerodynamic lift problems, and a new driveshaft with constant�velocity joints solved the driveshaft vibration. A larger back window improved rear visibility, and dual side�mounted fuel tanks allowed the spare to be lowered, which coupled with external trunk hinges, provided more trunk room.

At the same time, the cylinder heads were fitted with improved valve guide seals, helping to reduce the typical early Ferrari exhaust smoke problem. About 102 longnose, CV-joint 275s left the factory.

In mid�1966, at S/N 8305, the �interim� driveshaft was replaced with a torque tube between the engine and gearbox, eliminating all driveshaft vibrations. About the same period, the brake system was updated with a much�improved master cylinder and power booster, improving the braking from �adequate� to �acceptable.� About 108 of the 275 GTB longnoses were delivered with torque tubes.

The final iteration was the four�cam. Beginning with the prototype, S/N 8769, the new�and�improved 275 GTB/4 featured a dry�sump engine, with six dual�throat Webers standard (they were optional on some earlier models). Breathing and performance from the four�cam heads was much improved, with 300 claimed horsepower. Production ended with S/N 11069 for a total of 330 cars.

Shortnose 275 GTBs have jumped from the $200,000 range to the $275,000 range in only the last year, with almost all cars sold staying in or going to Europe.

There are two factors at work here. The first, although surprisingly not the most important, is the continuing devaluation of the American dollar against the euro. Cars with asking prices in cheap American �pesos� are simply 30 to 40 percent less expensive to a German, Swiss, English or French buyer than they were 18 months ago.

Second, and most important, is the continued rise in interest in events such as the Tour Auto, the Modena Cento Ore and the Tour d�Espagna. The cut�off date to be eligible for an overall win is generally 1965 or 1966, the final build years of the 275 GTB/2, although later cars can enter. European collectors are known for being less risk�averse than their often�timid American counterparts, and these �balls�out� events give them a chance to run their cars hard on hillclimbs and race tracks.

But as the numbers of applications continue to climb, event organizers look for cars that are increasingly exotic. They could easily fill their entire fields with 1965 Porsche 911S�s, but instead try to have as many rare high�performance cars as possible. Hence the appeal of the 275/GTB2, as it was built in the right period, has a great look, and, of course, is a vintage V12 Ferrari.

Is it too late to get a great buy on a 275 GTB/2? If you mean in relation to last year�s prices, yes. But Ferrari isn�t building any more, and the number of rich guys who want to play hard with their toys continues to increase. Assuming the global economy continues to march along, there is no reason to expect that prices won�t continue to rise to the tune of 10 to 15 percent per year.

If you�re in the game for the long haul, I believe this is a model that hasn�t yet hit the redline on its value curve.

For more articles like these please visit www.ferraris-online.com

Spec sheet for the 275 GTB Short nose

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