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Ferrari 365 GTB/4 Daytona (very first) Prototype by Scaglietti
In the late 1960s, it seemed as if the performance car world was at a crossroads. With the introduction of Lamborghini’s P400 Miura and its revolutionary mid-engined design, some thought this design would be the future for the upper echelons of performance cars, and that front-engined cars would begin to fade from popularity.
Spurred on by the success of the Miura, Ferrari knew that the replacement of the 275 GTB/4 needed to be something spectacular and new in order to take the fight to Lamborghini. Rather than move to a mid-engined format, it was decided that the front-engined V-12 platform would remain, alongside coachwork penned by Pininfarina. Quite simply, if it works for you and your clients, why go about reinventing the wheel? After all, this is what Ferrari had built their reputation on, and there was no one better at building twelve-cylinder, front-engined GT cars than Ferrari. They were not to be outdone by this team of renegades at Lamborghini, headquartered just down the road from Maranello!
Chassis number 10287 was the genesis of that new model of Ferraris and the Scuderia’s fighting back against the Lamborghini and the Miura. At first glance to the casual observer, the car offered here seems to tread the line between a 275 GTB/4 and a 365 GTB/4 Daytona. Visual cues to both can be seen and some design elements seem to have blended together, but this car is far more than a design study to determine Ferrari’s future. A total of six 365 GTB/4 prototypes would be built, but this example, as the first, remains the most recognizable, the most unique, the most significant, and is undoubtedly the most desirable.
Chassis number 10287 is that of a Tipo 596 chassis, the same type which was used for the 275 GTB/4, made of tubular steel and a wheelbase measuring 2,400 mm (a wheelbase length shared by both 275 GTB/4 and 365 GTB/4). At its heart is a completely unique Lampredi engine, one that would not be seen in any other Ferrari road car at the time. Designated Tipo 243 internally, it is fitted with dry sump, three-valve heads rather than the usual four valves per cylinder, dual ignition, twin spark plugs per cylinder, and is topped with six Weber 40 DCN18 carburetors. The block itself is based on that of a 330 GT but has been bored out to 4,380 cc. What is worth noting about this completely unique and radically redesigned engine is that it bears similarities to the engines found in the 330 P4 prototype racers, the race car that won numerous races and earned its place in the history books after their memorable 1-2 finish with a 412 P coming in third at the 1967 24 Hours of Daytona. These racing cars also have double inlet valves with one exhaust valve per cylinder.
Aesthetically, the design in front of the windshield was similar to that of a 275 GTB/4, albeit with a slightly stretched and flattened nose, still boasting covered headlights and a bonnet with a central bulge similar to a 275 GTB/4. The shape of the tail section of the bodywork is instantly recognizable to anyone familiar with a Daytona, utilizing 275 GTB/4 boot hinges and a full-width rear chrome bumper. Chassis number 10287's side profile is most evocative of the production Daytona, and allegedly what Enzo Ferrari loved most about this particular prototype, featuring a near identical rear ¾ section and roofline. Looking at the nose and bonnet, similarities can be seen between this and Jaguar’s E-Type.
Once completed in early 1967, 10287 saw extensive factory testing at the Modena Autodrome over the course of that year. It was first registered on May 8, 1968, wearing Italian number plates ‘Roma B 85391’ through the official Ferrari dealer in Rome, Motor S.a.s. di Carla Allegretti e C, noting a sales price of 8,000,000 Italian Lira. It is interesting to note that, at the time, this was similar in price to a new 275 GTB/4, but by that time, the production version of the 365 GTB/4 Daytona had yet to be introduced, this being about five months before the 1968 Paris Auto Salon.
#Ferrari 365 GTB/4 Daytona#Prototype#Scaglietti#lamborghini p400 miura#275 GTB/4#Pininfarina#v12#Lampredi#Enzo Ferrari#Paris Auto Salon#24 Hours of Daytona
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Salon Privé announces new deal with Lockton ahead of biggest and best Club Trophy
- Long-term partnership announced with specialist insurance broker Lockton
- 2021 Club Trophy will have more car clubs than ever before
- Anniversary celebrations include 50 years of Maserati Bora, Lamborghini Countach and Ferrari 365 GT/4 B
Having welcomed more than 1,000 cars in 2020, the Salon Privé Club Trophy presented by Lockton is set to return to Blenheim Palace on Saturday 4 September as part of Salon Privé Week.
The UK’s most prestigious car clubs come together in majestic surroundings, and this year there will more of them than ever before.
The 2021 Club Trophy is particularly significant because Salon Privé has announced a long-term partnership with Lockton, whose Private Clients and Performance division specialises in arranging insurance for prestige marques such as Bentley, Porsche, Aston Martin and Ferrari.
‘The Salon Privé Club Trophy is the perfect event for us to partner with,’ said Rachel Gilliam, Partner and Head of Lockton Private Clients. ‘We share a passion for all things automotive, and seeing those great cars against the backdrop of Blenheim Palace, and meeting their enthusiastic and knowledgeable owners, will make for a truly memorable day.’
A number of significant anniversaries will be celebrated this year, including half-centuries for three Italian greats. The Lamborghini Countach stunned the world when it was first shown as the LP500 concept at the 1971 Geneva Motor Show, and although it didn’t go into production until 1974, the Bertone-styled sensation went on to become the ultimate ‘pin-up’ supercar.
It shares an anniversary with the Ferrari 365 GT/4 BB, which was introduced at the 1971 Turin Motor Show. Its use of a mid-mounted flat-12 engine was a radical departure for Ferrari road cars at that time, and marked the beginning of a line that would continue into the Testarossa during the 1980s.
The last of the ‘Italians at 50’ is the Maserati Bora. The Giorgetto Giugiaro design was the Modena-based marque’s first mid-engined car, and fewer than 600 were built between its launch in 1971 and the end of production in 1978.
Other milestones being celebrated during the Salon Privé Club Trophy presented by Lockton include 70 years of the Jaguar C-type, 40 years of the Lotus Esprit Turbo, and 20 years of the Aston Martin Vanquish. The iconic Jaguar E-type, meanwhile, is 60 years old in 2021, and Salon Privé will honour this most beautiful of automotive designs with a series of special events across the week.
There will be a Manufacturer’s Award and a Secretary’s Award for each club, with the top prize going to the most exceptional car in attendance, as shortlisted by the club judges and manufacturers. The awards conclude with a grand parade of the winning cars.
Salon Privé Director David Bagley said: ‘The Club Trophy is always an enjoyable part of Salon Privé Week, and we’re delighted to announce our long-term partnership with Lockton. This year’s event will be even more exclusive than in previous years – attendance will be limited to owners of a model from one of the selected marque clubs. It should make for a very special atmosphere.’
After experiencing the spectacle in the club paddocks, guests can explore the South Lawn. There they will find some of the most experienced and knowledgeable specialists and restorers in the UK, and will be able to enjoy unrivalled access to the automotive industry’s latest releases. There’s also a brand-new feature for 2021 in the shape of the Red Collection, a carefully curated set of cars that will be unveiled on Wednesday 1 September. The line-up will include the 1933 Alfa Romeo 8C 2300 Monza Zagato Spider that won last year’s Best of Show in the Concours d’Elégance.
With a full programme of events, this year’s Salon Privé Week is set to be the ultimate end-of-summer motoring garden party. Whether you’re looking to get close to some of the world’s finest cars, enjoy the latest designs from leading watchmakers in Salon Privé TIME, or be surrounded by retail therapy courtesy of the most luxurious international brands, Salon Privé has something for everyone.
Now in its 16th year, Salon Privé Week is a must-attend series of events for any car enthusiast or aficionado. A Partner Concours to the Peninsula Classics’ Best of the Best Award, Salon Privé is now recognised as one of the top events in the world alongside Pebble Beach Concours d’Elegance and Concorso d’Eleganza Villa d’Este. Held annually within the grounds of Blenheim Palace, Salon Privé is firmly established as the UK’s most exclusive automotive event.
Salon Privé Week 2021
1 September – Salon Privé Concours d’Elégance presented by Aviva
2 September – Salon Privé Concours d’Elégance presented by Aviva
3 September – Salon Privé Ladies’ Day presented by Boodles
4 September – Salon Privé Club Trophy presented by Lockton
5 September – Salon Privé Classic & Supercar
Tickets can be purchased via the website www.salonpriveconcours.com or by calling the Ticket Hotline: 0808 100 2205.
Charity Partner
Salon Privé is proud to once again have Rainbow Trust Children’s Charity as its charity partner. The organisation provides emotional and practical support to families who have a child with a life-threatening or terminal illness, and thanks to the generation donations of guests and Concours entrants, the event has so far raised in excess of £1.1 million for these great causes.
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The Jerrari is half Jeep Wagoneer and half Ferrari 365 GT, and it's for sale Performance SUVs are common today, b... https://mblogs.info/the-jerrari-is-half-jeep-wagoneer-and-half-ferrari-365-gt-and-its-for-sale/?feed_id=10739&_unique_id=60d0ea6c5b3ce #Ferrari #Jeep #Jerrari #sale #Wagoneer #fashion #food #lifestyle #tech #politics #business #travel #animals #celebrities #vip #hollywood
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1969 Ferrari 365 GT/B "Daytona" 撸先生：看片神器，每日更新，高清流畅，无需翻墙，t.cn/EVvnoK4
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Red Mist: A Sampling of the Greatest Ferrari Race Cars Ever
A sea of red racing machines to honor Scuderia Ferrari's 90th anniversary.
Ferrari as a brand just celebrated its 70th anniversary in Maranello, Italy, two years ago and we were there to help them party down. But long before Enzo Ferrari founded his own automaker, he was a race driver himself, then later the manager of Alfa Romeo grand-prix racing activities, and 2019 is thus Scuderia Ferrari's 90th anniversary. Ferrari felt a celebration was in order, and rightfully so. At the 2019 Pebble Beach Concours d'Elegance, a smattering of competition Ferraris through the years was assembled on the fabled golf course's first fairway and we found our favorite competition Ferraris to share with you. Forza!
1999 Ferrari 333 SP
Ferrari re-entered sports car racing in 1994 after a 20-year hiatus with the 333 SP. Jointly developed and built by Ferrari and Dallara originally, the 333 SP was earmarked for the World Sports Car championship and it had success in the IMSA GT championship as well, winning the 1995 and 1997 12 Hours of Sebring. Powered by a 4.0-liter version of the V-12 that was used in the Ferrari 641 Formula 1 car, output was somewhere around 650 horsepower and the engine was said to be quite reliable, as far as race engines go. This car is chassis 027 was originally bought by an Austrian collector and used at noncompetitive track days. It is a late example, built to incorporate several upgrades at a time when the car was aging and losing its competitiveness.
1948 Ferrari 166 Spyder Corsa
The 166 Spyder Corsa (Ferrari's official signage incorrectly referred to the car as an Inter Sport-Corsa), was a cycle-fendered, open-top racer that was essentially the second generation of the first Ferrari model produced, the 125 S. This car, chassis 04C, was likely the fourth Spyder Corsa built and one of only two remaining with its original bodywork. The 125 S V-12 engine was enlarged to 2.0 liters for the 166 (remember, in these days a Ferrari's model number was an indication of its displacement per cylinder in cubic centimeters) and this car was raced by the current owner's father into the 1950s. Now that's a family heirloom!
1966 Ferrari 275 GTB/C
This ex-Scuderia Filipinetti 275 GTB/C is a competition car (hence the 'C' in the model name) based on the 275 GTB grand-touring street car. To make the switch from street to track, Ferrari's competition department skinned this 275 and 11 more like it in lightweight aluminum, fitted a Tipo 213 race engine (a 3.2-liter V-12 making about 320 horsepower at 7,500 rpm), and set about to win some GT-class races. The famed Scuderia Filipinetti team was the first to make use of the car, bringing it to Le Mans in 1967 where it finished 11th overall, ahead of the team's own Ford GT40 and a Ferrari 412 P—both prototype class cars. The car was sold at Bonhams 2015 Scottsdale auction for $9,405,000.
1971 Ferrari 512 M
Anyone who has seen the epic racing classic Le Mans is familiar with the Ferrari 512 M as the antagonist to the leading Porsche 917 race car driven by Steve McQueen. This car began life as a 1970 512 S, an all-new prototype race car that Ferrari built to go head to head with said Porsches. When the car went unused in the 1970 season (Ferrari won Sebring in 1970 with another 512 S), the factory converted it to new 512 S spec, with revised bodywork and reliability improvements. It was sold to famed Ferrari importer Luigi Chinetti's North American Racing Team (N.A.R.T.) in 1971 as Ferrari handed its 512 racing efforts off to privateer team. It finished third overall at Le Mans in the same year.
1972 Ferrari 365 GTB/4 Competizione
Like the 275 GTB/C above, the 365 GTB/4 Competizione (you'll sound cooler in the Ferrari crowd if you just call it a "Comp Daytona") was built first as a street car, then made into a race car with aluminum bodywork and a higher-output engine. Three series of cars were built, this one being a later third series, and the progression from first to third essentially indicated fewer alloy body panels in exchange for wider wheels and fender flares. This car was originally raced by N.A.R.T in the '73 Daytona and '74 Le Mans events, crashing out at both. In 1975, it raced under the Interscope banner and won its class at Daytona while also finishing an impressive seventh overall.
1986 Ferrari 288 GTO Evoluzione
You've heard of the 288 GTO, but what of the Evoluzione? Think of it as a bridge between the GTO and the later Ferrari F40. Built as a Group B race car before the class was canceled over safety concerns, the Evoluzione uses a twin-turbocharged version of the GTO's 2.9-liter V-8; wider, lighter, downforce-inducing bodywork; and larger wheels and brakes. Just six were built and the visual cues to the later F40 production car are readily apparent. Oh, and it's 650-hp engine had just over 2,000 pounds to push around. Fun!
1992 Ferrari 348 Challenge
The Ferrari 348 Challenge series was the brand's first attempt at a "gentleman driver" spec-racing series, aimed at wealthy amateur racers. Races were held only in Europe at first, and the car itself was a lightly modified 348 TB street car with 20 more horsepower (320 total), a less restrictive exhaust system, modified air intakes, beefier brakes to combat fade, and of course sticky race tires, a roll cage, and a full complement of safety gear. The series ran until 1995 when it was replaced by the F355 Challenge, based on the 348's successor. This car was built as a promotional vehicle and was retained by Ferrari until 1997. Most recently, it was sold for $292,212 by RM Sotheby's at its auction in Maranello for the brand's 70th Anniversary celebration.
1996 Ferrari F50 GT
A racing variant on the limited-production F50 street car, the F50 GT was designed to compete in the GT1 racing class, against such competitors as the McLaren F1 GTR and Jaguar XJ220. Unfortunately, the race class's organizing body changed for the following season and Ferrari was unhappy with the new regulations, which would allow vastly more competitive cars in the series. As a result, just three F50 GTs were ever built, this very car being 001, the initial testing and development example. Six tubs were said to have been built, but the last three were reportedly destroyed. Reportedly.
1997 Ferrari F310-B
An evolution of the earlier F310, this F310-B was Ferrari's first Formula 1 car designed with input from new engineer Rory Byrne, who would go on to design six world-championship-winning F1 cars for the Scuderia. While Jacques Villeneuve would clinch the 1997 F1 World Championship in the final round in a Williams-Renault, Ferrari's new star driver Michael Schumacher would win five races that year, a sign of things to come. This car, chassis 0179, was the second-to-last F310-B built with lighter weight and a larger fuel cell. It boasts a mid-mounted 730-hp, 3.0-liter V-10 engine. Schumacher drove the car for only one race, preferring the dynamics of the previous cars, and teammate Eddie Irvine commandeered 0179 for two more races with disappointing results. บาคาร่าออนไลน์
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Ferrari Unites 60 Of The Greatest Cars To Celebrate At Pebble Beach
Ferrari Unites 60 Of The Greatest Cars To Celebrate At Pebble Beach #ferrari #pebblebeachconcours
This year at the 69th Pebble Beach Concours d’Elegance Ferrari brought together 60 of some of the greatest cars to celebrate 90 years of Scuderia Ferrari. Whaaat? “Didn’t they just celebrate 70 years?” I heard this more than once as I made my way around the special Ferrari show field. Apparently I wasn’t the only one perplexed by a celebration of 90 years when in 2017 they celebrated the 70th…
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#1934 Alfa Romeo Tipo B P3#1948 Ferrari 166 Inter Sport-Corsa Chassis 004C#1951 Ferrari 340 America Berlinetta Touring#1953 Ferrari 166 MM Chassis 0290M#1954 Ferrari 250 Monza chassis 0432#1956 Ferrari 750 Monza Chassis 0538#1957 Ferrari 500 TRC Scaglietti Spyder chassis 0662#1958 Ferrari 250 GT Berlinetta chassis 1031#1958 Ferrari 250 Testa Rossa Scaglietti Spyder 0754#1962 Ferrari 250 GTO chassis 4153#1963 Ferrari 330 LM Chassis 4453#1966 Ferrari 275 GTB Competizione chassis 09079#1971 Ferrari 512 M#1972 Ferrari 365 GTB4 Cometizione Chassis 16343#2019 Pebble Beach Concours d&039;Elegance#Scuderia Ferrari
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11 Amazing Cars from the 2018 Amelia Island Concours d’Elegance
AMELIA ISLAND, Florida — The Amelia Island Concours d’Elegance has established itself as the premiere East Coast concours in recent years, and miraculously avoids much of the pretension and rarified atmosphere of other high-end collector car events.
This year, as last year, the show was scheduled for Sunday but was moved forward to Saturday on threats of rain later in the weekend. Entrants seemed better prepared this year, meaning virtually all show vehicles were ready on time and attendees were able to enjoy a spectacular field of cars and great weather.
Here are 11 of our favorite cars from the 2018 Amelia Island Concours d’Elegance.
1963 Ferrari 250/275P
The winner of the Best in Show Concours d’Sport award, this Ferrari race car was built to compete in the World Prototype Championship in 1963. Originally fitted with a mid-mounted 3.0-liter V-12, this car was a factory racer and the overall winner at the ’63 ADAC Nurburgring 1000 Kilometer race with John Surtees and Willy Mairesse driving, then won the 1964 12 Hours of Sebring outright, then fitted with an uprated 3.3-liter V-12 for the new racing season. Ferrari importer Luigi Chinetti would then campaign the car under his North American Racing Team (N.A.R.T), which was the basis for the class this car was entered in.
1972 Ferrari 365 GTB/4 “Daytona shooting brake”
Said to be the 805th 365 GTB/4 built, this Daytona was modified in-period on commission from Luigi Chinetti Jr., son of the well-known U.S. importer. Built by Panther Westwinds in Surrey, England, the Daytona was given wagon-like coachwork but remained a two-door vehicle, this style often referred to as a “shooting brake” in England. The rear cargo area has gullwing-style glass that gives access to the space, instead of the traditional tailgate.
1963 Chevrolet Corvette convertible
The original owner of this Aztec Gold, fuel-injected Corvette convertible was a Pan American pilot who saw an identical car being used in a Pan Am advertisement. Infatuated, he bought the exact same car from a California dealership and kept it the remainder of his working career, giving it to his son when he was too old to drive it. The current owner later bought it from the son, primarily because it reminded him of an identical car that was known to be among the quickest cars on the street in his native ‘60s Brooklyn, New York.
1984 Chevrolet Corvette GTP
Originally built and raced by Hendrick Motorsports (where the car still lives), this mid-engined “Corvette” is a purpose-built, tube-frame racer designed to compete in period IMSA races while developing GM’s period 90-degree V-6 engine. The car debuted in the 1985 season, competing in eight events and taking four pole positions and a win at Road Atlanta, the first ever IMSA win for a Corvette. The car is especially interesting as we look forward to a new mid-engine Corvette road car.
1976 Porsche 935/76
This car, chassis 935-001 is one of the most famous Porsche 911 race cars ever built. A Porsche factory team car, it raced and won the ’76 6-hours of Watkins Glen race driven by works drivers, Rolf Stommelen and Manfred Schurti. This car ushered in the era of high-powered, turbocharged Porsche race cars, its 3.0-liter flat-six engine producing 510 horsepower. The car is currently owned by Jerry Seinfeld and won an award for best restoration at Amelia Island this year.
1985 Lancia Delta S4
Anyone familiar with Group B rally racing will instantly recognize this Martini-themed Lancia works racer. The S4 was an evolution of the brand’s rally-dominating Delta Integrale, taken to the next level thanks to the wild regulations of the Group B class. With all-wheel drive and a both turbocharged and supercharged 1.8-liter twin-cam Lampredi-designed engine, the result was 500 horsepower and five race victories before the class was disbanded for safety concerns in 1986. Lancia built 200 street (or “stradale”) versions to homologate this rally rocket.
1967 MGC-GTS
One of just two factory-built lightweight MGC race cars, this car (known as “Mable”) was campaigned from 1967 to 1969. It was painted British Racing Green for its first race at the ’67 Targa Florio and originally ran with 2.0-liter MGB four-cylinder engine. Later, it received a 3.0-liter, six-cylinder Austin engine as fitted to the new MGC cars and won first in class at the ’68 12 Hours of Sebring.
1964 Alpine M64 Le Mans Prototype
By the 1960s, Alpine was the factory racing arm of Renault and this car, an M64, competed at the 24 Hours of Le Mans twice, winning its class. It also won the Index of Thermal Efficiency in the same year, completing 2,436 miles during the race at an average speed of 101 mph and an average efficiency of 21 mpg. Pretty impressive! It later won its class at the 12 Hours of Reims in 1964 and later became a test bed for the new M65 before being stashed away for nearly five decades. This was the 1-liter, four-cylinder racer’s first appearance since then.
1994 Penske-Mercedes PC-23
This PC-23, chassis number 4, was used primarily as a test car for the then-new Mercedes 500i engine, which was designed, developed, and manufactured in just half a year to win the Indy 500. This chassis was the first to receive the 1024-hp development engine and it was tested extensively by Emerson Fittipaldi and Al Unser Jr., the latter of which would go on to win the race. The victory gave Mercedes-Benz its first win at the Indy 500 since 1915, but the celebration was short lived as the engine was banned from competition soon after.
1968 Jeep Wrangler
This custom Jeep hunting vehicle is a replica of those famously used by the Kleberg family and friends on the King Ranch in Texas for hunting quail. Famous guests using the vehicles included Bing Crosby and Trader Vic’s founder Victor Bergeron. Among the custom touches include leather-lined hunting rifle holsters mounted on each front fender and elevated rear seating.
1968 Shelby Lonestar
This GT-40-based sports car had a mid-mounted Ford V-8 engine and was designed to be a more modern version of the Cobra sports and race car—a replacement for the Cobra 427, if you will. Internally called the Cobra III, Shelby had already sold rights to the Cobra name and planned to introduce the car as the Shelby Lonestar as an homage to his home state of Texas. Ultimately the project was scrapped, helped along by more aggressive new safety regulations that hit the late ‘60s U.S. automotive industry. What might have been?
The post 11 Amazing Cars from the 2018 Amelia Island Concours d’Elegance appeared first on Automobile Magazine.
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11 Amazing Cars from the 2018 Amelia Island Concours d’Elegance
AMELIA ISLAND, Florida — The Amelia Island Concours d’Elegance has established itself as the premiere East Coast concours in recent years, and miraculously avoids much of the pretension and rarified atmosphere of other high-end collector car events.
This year, as last year, the show was scheduled for Sunday but was moved forward to Saturday on threats of rain later in the weekend. Entrants seemed better prepared this year, meaning virtually all show vehicles were ready on time and attendees were able to enjoy a spectacular field of cars and great weather.
Here are 11 of our favorite cars from the 2018 Amelia Island Concours d’Elegance.
1963 Ferrari 250/275P
The winner of the Best in Show Concours d’Sport award, this Ferrari race car was built to compete in the World Prototype Championship in 1963. Originally fitted with a mid-mounted 3.0-liter V-12, this car was a factory racer and the overall winner at the ’63 ADAC Nurburgring 1000 Kilometer race with John Surtees and Willy Mairesse driving, then won the 1964 12 Hours of Sebring outright, then fitted with an uprated 3.3-liter V-12 for the new racing season. Ferrari importer Luigi Chinetti would then campaign the car under his North American Racing Team (N.A.R.T), which was the basis for the class this car was entered in.
1972 Ferrari 365 GTB/4 “Daytona shooting brake”
Said to be the 805th 365 GTB/4 built, this Daytona was modified in-period on commission from Luigi Chinetti Jr., son of the well-known U.S. importer. Built by Panther Westwinds in Surrey, England, the Daytona was given wagon-like coachwork but remained a two-door vehicle, this style often referred to as a “shooting brake” in England. The rear cargo area has gullwing-style glass that gives access to the space, instead of the traditional tailgate.
1963 Chevrolet Corvette convertible
The original owner of this Aztec Gold, fuel-injected Corvette convertible was a Pan American pilot who saw an identical car being used in a Pan Am advertisement. Infatuated, he bought the exact same car from a California dealership and kept it the remainder of his working career, giving it to his son when he was too old to drive it. The current owner later bought it from the son, primarily because it reminded him of an identical car that was known to be among the quickest cars on the street in his native ‘60s Brooklyn, New York.
1984 Chevrolet Corvette GTP
Originally built and raced by Hendrick Motorsports (where the car still lives), this mid-engined “Corvette” is a purpose-built, tube-frame racer designed to compete in period IMSA races while developing GM’s period 90-degree V-6 engine. The car debuted in the 1985 season, competing in eight events and taking four pole positions and a win at Road Atlanta, the first ever IMSA win for a Corvette. The car is especially interesting as we look forward to a new mid-engine Corvette road car.
1976 Porsche 935/76
This car, chassis 935-001 is one of the most famous Porsche 911 race cars ever built. A Porsche factory team car, it raced and won the ’76 6-hours of Watkins Glen race driven by works drivers, Rolf Stommelen and Manfred Schurti. This car ushered in the era of high-powered, turbocharged Porsche race cars, its 3.0-liter flat-six engine producing 510 horsepower. The car is currently owned by Jerry Seinfeld and won an award for best restoration at Amelia Island this year.
1985 Lancia Delta S4
Anyone familiar with Group B rally racing will instantly recognize this Martini-themed Lancia works racer. The S4 was an evolution of the brand’s rally-dominating Delta Integrale, taken to the next level thanks to the wild regulations of the Group B class. With all-wheel drive and a both turbocharged and supercharged 1.8-liter twin-cam Lampredi-designed engine, the result was 500 horsepower and five race victories before the class was disbanded for safety concerns in 1986. Lancia built 200 street (or “stradale”) versions to homologate this rally rocket.
1967 MGC-GTS
One of just two factory-built lightweight MGC race cars, this car (known as “Mable”) was campaigned from 1967 to 1969. It was painted British Racing Green for its first race at the ’67 Targa Florio and originally ran with 2.0-liter MGB four-cylinder engine. Later, it received a 3.0-liter, six-cylinder Austin engine as fitted to the new MGC cars and won first in class at the ’68 12 Hours of Sebring.
1964 Alpine M64 Le Mans Prototype
By the 1960s, Alpine was the factory racing arm of Renault and this car, an M64, competed at the 24 Hours of Le Mans twice, winning its class. It also won the Index of Thermal Efficiency in the same year, completing 2,436 miles during the race at an average speed of 101 mph and an average efficiency of 21 mpg. Pretty impressive! It later won its class at the 12 Hours of Reims in 1964 and later became a test bed for the new M65 before being stashed away for nearly five decades. This was the 1-liter, four-cylinder racer’s first appearance since then.
1994 Penske-Mercedes PC-23
This PC-23, chassis number 4, was used primarily as a test car for the then-new Mercedes 500i engine, which was designed, developed, and manufactured in just half a year to win the Indy 500. This chassis was the first to receive the 1024-hp development engine and it was tested extensively by Emerson Fittipaldi and Al Unser Jr., the latter of which would go on to win the race. The victory gave Mercedes-Benz its first win at the Indy 500 since 1915, but the celebration was short lived as the engine was banned from competition soon after.
1968 Jeep Wrangler
This custom Jeep hunting vehicle is a replica of those famously used by the Kleberg family and friends on the King Ranch in Texas for hunting quail. Famous guests using the vehicles included Bing Crosby and Trader Vic’s founder Victor Bergeron. Among the custom touches include leather-lined hunting rifle holsters mounted on each front fender and elevated rear seating.
1968 Shelby Lonestar
This GT-40-based sports car had a mid-mounted Ford V-8 engine and was designed to be a more modern version of the Cobra sports and race car—a replacement for the Cobra 427, if you will. Internally called the Cobra III, Shelby had already sold rights to the Cobra name and planned to introduce the car as the Shelby Lonestar as an homage to his home state of Texas. Ultimately the project was scrapped, helped along by more aggressive new safety regulations that hit the late ‘60s U.S. automotive industry. What might have been?
The post 11 Amazing Cars from the 2018 Amelia Island Concours d’Elegance appeared first on Automobile Magazine.
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New Post has been published on Top 10 of Anything and Everything!!!
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The Top 10 Fastest Production Cars Made So Far
The Top 10 Fastest Production Cars Made So Far
We have already seen the top 10 Fastest Production Motorcycles Made So Far and now it is time for the supercars of this world. But these ten are once again not some concept car or supercharged machine, they are production cars and some of them are so fast they will break national speed limits in 2nd gear…
The Top 10 Fastest Production Cars Made So Far
Ferrari 365 GTB/4 Daytona
10 – Ferrari 365 GTB/4 Daytona (Top Speed: 174 MPH)
Wiki Info: The Ferrari Daytona, officially designated the Ferrari 365 GTB/4, is a two-seat grand tourer produced by Ferrari from 1968 to 1973. It was introduced at the Paris Auto Salon in 1968 to replace the 275 GTB/4 and featured the 275’s Colombo V12 bored out to 4.4 L. The Daytona was succeeded by the mid-engined 365 GT4 Berlinetta Boxer in 1973.
Lamborghini Countach LP400
9 – Lamborghini Countach LP400 (Top Speed: 179 MPH)
Wiki Info: The Countach entered production as the LP400 with a 3929 cc engine delivering 375 metric horsepower (276 kW; 370 hp). The first production Countach was delivered to an Australian in 1974. Externally, little had altered from the final form of the prototype except at the rear, where conventional lights replaced the futuristic light clusters of the prototype. The styling had become rather more aggressive than Gandini’s original conception, with the required large air scoops and vents to keep the car from overheating, but the overall shape was still very sleek.
Lamborghini Countach LP500 S
8 – Lamborghini Countach LP500 S (Top Speed: 182 MPH)
Wiki Info: 1982 saw another improvement, this time giving a bigger, more powerful 4754 cc engine. The bodywork was unaltered, however the interior was given a refresh. This version of the car is sometimes called the 5000 S, which may cause confusion with the later 5000 QV (next section). 321 cars were built.
Ferrari 288 GTO
7 – Ferrari 288 GTO (Top Speed: 188 MPH)
Wiki Info: The Ferrari GTO was built to compete in the new Group B Circuit Race series and a minimum of 200 cars were required for homologation. Due to lackluster participation caused by these regulations, Group B Circuit series never took off. As a result, the GTO never raced and all 272 cars built remained purely road cars.
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Porsche 959
6 – Porsche 959 (Top Speed: 197 MPH)
Wiki Info: The Porsche 959 is a sports car manufactured by Porsche from 1986 to 1993, first as a Group B rally car and later as a legal production car designed to satisfy FIA homologation regulations requiring at least 200 street legal units be built.
Ruf CTR
5 – Ruf CTR (Top Speed: 213 MPH)
Wiki Info: The twin-turbo Ruf CTR (Group C, Turbo Ruf) also known as the CTR Yellowbird or simply Yellowbird, was a limited-production, high performance sports car produced by Ruf Automobile of Germany. Introduced for the 1987 model year and based on the Porsche 911, the CTR featured an enlarged and highly tuned version of Porsche’s 3.2 litre flat-six cylinder engine,
McLaren F1
4 – McLaren F1 (Top Speed: 221 MPH)
Wiki Info: The car features numerous proprietary designs and technologies; it is lighter and has a more streamlined structure than many modern sports cars, despite having one seat more than most similar sports cars, with the driver’s seat located in the centre (and slightly forward) of two passengers’ seating positions, providing driver visibility superior to that of a conventional seating layout.
Bugatti Veyron EB 16.4
3 – Bugatti Veyron EB 16.4 (Top Speed: 253 MPH)
Wiki Info: The Super Sport version of the Veyron is recognised by Guinness World Records as the fastest street-legal production car in the world, with a top speed of 431.072 km/h (267.856 mph). Hennessey Performance Engineering made the Venom GT with a 4.238 km/h (2.633 mph) faster than the Veyron Super Sport, but the 2014 run was in only one direction, so it was not recognized by Guinness.
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Bugatti Veyron 16.4 Super Sport
2 – Bugatti Veyron 16.4 Super Sport (Top Speed: 267 MPH)
Wiki Info: The Bugatti Veyron 16.4 Super Sport is a faster, more powerful version of the Bugatti Veyron 16.4. Production is limited to 30 units. The Super Sport has increased engine power of 1,200 PS (880 kW; 1,200 bhp), a torque of 1,500 N·m (1,100 lbf·ft), and a revised aerodynamic package. The Super Sport has a 431.072 km/h (267.856 mph) top speed, making it the fastest production road car on the market although it is electronically limited to 415 km/h (258 mph) to protect the tyres from disintegrating.
Koenigsegg Agera RS
1 – Koenigsegg Agera RS (Top Speed: 277 MPH)
Wiki Info: The Koenigsegg Agera RS was unveiled at the 2015 Geneva Motor Show, along with the prototype version of the Koenigsegg Regera. The Agera RS is an advanced version of the Agera R, implementing some of the new technology and features of the One:1 and combining the features of the Agera R and the Agera S. Koenigsegg billed it as “the ultimate track tool” due to its lightweight features and track optimized technologies. The Agera RS produces 450 kg of downforce at 250 km/h. The 5.0 litre V8 engine now produces 865 kW (1,160 hp) on regular pump gasoline.
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Nine Unique Ferraris Shown for the Brand’s 70th at the Rockefeller Center
Ferrari is celebrating a big moment this year, as it was 70 years ago that the world’s first Ferrari-badged car, the 125 S, made its debut. To commemorate this big year, the Prancing Horse went on tour, putting some of its most iconic cars up for display in various cities around the world.
Earlier this month, over the course of three unusually warm October days, Ferrari swung by the Big Apple, setting up displays in Midtown Manhattan for thousands of eyes to gaze over. One of the grandest displays was at the world-famous Rockefeller Center and featured a special car from each of the last seven decades.
1949 Ferrari 166 MM
The Ferrari 166 was the follow-up to the 125 and the 166 MM Barchetta variant (MM standing for Mille Miglia, an Italian road race that 166 models won twice) was named by our friends at Motor Trend Classic as one of the 10 Greatest Ferraris of All Time. It shared many components with the 125, including the Aurelio Lampredi-designed tube frame, double wishbone and live axle suspension, and it was powered by the Colombo V-12, though displacement was up from 1.5-liters to 2.0. Only 39 examples were made between 1948 and 1953.
1963 Ferrari 250 GT California Spyder
Ferrari’s 250 series of cars was the first indication of volume production from the brand, with race cars and road cars sharing many chassis and engine components and more body styles on offer than ever before. The Ferrari 250 GT California Spyder, famous in part for its role in “Ferris Bueller’s Day Off,” is particularly special because of its seductive bodywork and exhaust note from its 3.0-liter Colombo V-12. Motor Trend Classic placed the 250 GT California Spyder on its list of the “Greatest Ferraris of All Time.”
1973 Ferrari 365 GTB/4 “Daytona”
Hot on the heels of the reveal of the radical Lamborghini Miura, the debut of the 365 GTB/4 at the 1968 Paris Motor Show could have been regarded as slightly disappointing. Ferrari was yet unwilling to offer customers a mid-engined V-12-powered supercar, believing such a configuration to be too dangerous for non-professional drivers. Nevertheless, the 365 GTB/4, unofficially referred to as the “Daytona” after Ferrari’s 1-2-3 sweep of the 1967 24 Hours of Daytona, would be the last front-engined, two-seat, 12-cylinder Ferrari made until the launch of the 550 Maranello in 1996. With an equally iconic body penned by Pininfarina, the 365 GTB/4 is unmistakable. Power comes from a 4.4-liter Colombo V-12 with six Weber carburetors, resulting in a 0-60 time of just 5.4 seconds.
1985 Ferrari 288 GTO
The Ferrari 288 GTO is more extreme version of the 308 GTB that was designed to meet homologation requirements for the wild Group B racing series. In order for it to compete, Ferrari had to produce a minimum of 200 cars. Unfortunately, the series was canceled before the cars had a chance to compete, so all 272 cars built were converted for comfortable road use. It is one of Ferrari’s few turbocharged automobiles, sporting a 2.9L twin-turbo V-8 good for 400 horses and a 0-60 time of just 5.0 seconds. More than that, the 288 GTO ushered in the contemporary Ferrari supercar, the first of a lineage that leads straight to the current LaFerrari.
1993 Ferrari 512 TR
When the Testarossa launched in 1984 with its distinctive side strakes, designed to funnel air to the radiators inside each rear fender, no one knew that nearly a decade later the car would still be in production. That’s how advanced a design it really was. With a mid-mounted, naturally-aspirated, 4.9-liter flat-twelve, the 512 TR was an update on the original Testarossa, with a focus on refinement. Testarossa production finally ended in 1996 with the F512 M being the ultimate iteration.
F2001 Chassis #211, Michael Schumacher’s 2001 Grand Prix de Monaco-winning Car
On the northern end of Rockefeller Center sat the Ferrari F2001 Chassis #211, the exact one Michael Schumacher piloted to victory at the 2001 Grand Prix de Monaco, his fourth win of the season. Schumacher finished 2001 with a record nine wins, as well as five second-place finishes, clenching the driver’s championship by a record 58 points. RM Sothebys recently announced that Chassis #211 will be up for sale at its Contemporary Art Evening Auction on November 16, right here in the Big Apple, where it’s expected to sell for around $4 million (though we feel that estimate is light–perhaps by a large margin).
2005 Ferrari 575 Superamerica
Like the 512 TR, the Ferrari 575 Superamerica is based on a car from a decade earlier. The 575 came around in 2002 as an extensive rework of the 550 Maranello, which was offered from 1996 to 2001, offering substantial mechanical improvements that increased both performance and overall drivability. The 575 Superamerica arrived in 2005 featuring a bespoke electrochromic glass panel roof that rotates 180 degrees when going up or down. Go-power comes from a 540-horsepower 5.7-liter V-12 and the 575 was the last two-seat, V-12 Ferrari to be offered with a manual transmission–though most buyers chose the F1-style paddle-shift unit instead.
2017 Ferrari 488 Challenge
The 488 Challenge is the latest offering for Ferrari’s Challenge Series – a spec-race series that began in the early ‘90s with the 348 in which well-heeled, would-be racers duke it out in largely identical-spec, race-modified versions of the latest entry-level mid-engine Ferrari. A 3.9-liter twin-turbocharged V-8, delivering 661 horsepower and 561 pound-feet of torque powers the latest 488 Challenge.
2017 LaFerrari Aperta
Last but not least, at the center of the display sat one of 210 examples of the LaFerrari Aperta. As the topless version to the original LaFerrari, it equally comes with as much exclusivity. Only 200 will be sold worldwide to private customers, while nine have been allotted specifically for Ferrari’s 70th anniversary celebrations. This white Aperta is one of those nine. Power comes from Ferrari’s first-ever hybrid powertrain, a 6.3-liter V-12 equipped with F1-style KERS regeneration that serves up as much as 950 horsepower when at full blast.
The post Nine Unique Ferraris Shown for the Brand’s 70th at the Rockefeller Center appeared first on Automobile Magazine.
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At Dark among the Prancing Horses: We Wander a Field of 70 Historic Ferraris
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At 10 p.m. on a Saturday night, it’s curiously quiet just up the road from the Lodge at Pebble Beach, which in a few hours will become the teeming locus of this year’s Pebble Beach Concours d’Elegance. Crews are undoubtedly scurrying to finish up preparations ahead of the moment the first automobiles will roll onto the lawn, just eight hours from now, but over on the 17th fairway, it’s practically silent. Seventy Ferraris sit, most of them covered, some by plastic sheeting, some under custom-fitted covers. And we’re just wandering around, taking them in, alone, under the high Monterey fog.
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We’d been invited down to the grass by Ferrari North America public relations representative and photographer Michael Shaffer, who’d recently taken an interest in light painting and wanted to try it out on some of the historic cars the storied Italian concern had assembled to honor its 70th anniversary. The affable Shaffer, one of the most beloved characters on the international press-junket circuit, is the lens behind plenty of the photos you see credited to “the Manufacturer” in automotive publications. Although he lends his talents to numerous clients, he’s a dyed-in-the-wool member of the tifosi, and he was perhaps even more thrilled than we were to be out among the cars, left alone in darkness to capture their significant forms.
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As far as significance goes, the 212 [above right] pales a bit between the first 125 of 1947 and the series of 250-badged cars that defined Ferrari from the late 1950s well into the ’60s. In contrast to the cars that followed but like its predecessors, the 212 carried a stumpy and pugnacious mien. Younger fans of the marque might find it a bit stodgy; it’s admittedly a car this author has grown to love only as he hit middle age.
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This particular example, a 1951 212 Inter, was the oldest car on the field, exemplifying Ferrari a mere four years into its existence. Despite its civilized demeanor, courtesy of the Giovanni Michelotti–penned Vignale body, it’s got legit motorsport cred. In 1951, Ferrari entered this car in the deadly and grueling Carrera Panamericana. Driven by Pierro Taruffi and Luigi Chinetti, the latter of whom would wind up as Ferrari’s very influential North American importer, this little Inter (distinguished from the 212 Export by its longer wheelbase) won the whole shebang. A second Inter, piloted by Alberto Ascari and Luigi Villoresi, would place second. In honor of the victory, Ferrari produced the 340 Mexico the following year, powered by Aurelio Lampredi’s short-lived larger take on the Ferrari V-12. The 212 carries a 2.6-liter version of the Gioacchino Colombo–designed engine, which bowed in the 125 and saw duty for more than 40 years.
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Mention the number 250 to a Ferrari enthusiast, and the models come fast and furious: SWB Berlinetta, GTO, Tour de France, Testa Rossa, and, of course, California Spider. The Cal Spider was available in both short- and long-wheelbase variants. It’s an SWB car that was so convincingly played by an MG in Ferris Bueller’s Day Off. But to some, its older brother—the long-wheelbase, Scaglietti-bodied variant—is the more Hollywood elegant of the pair.
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This 1959 model was originally delivered with metallic blue paint over beige upholstery, its Colombo V-12 making a reported 235 horsepower. It even has a connection to C/D. We tested this very car—still wearing its original paint—in the September 1959 issue of Sports Cars Illustrated, which, as our esteemed deceased readers may remember, was what we called our magazine back then. Not long thereafter, it was traded in for a short-wheelbase GT, and shortly after that, it was repainted red. Since then, it has been restored a number of times, had its color changed to black, and during its most recent restoration in 2011, was sprayed in the attractive Amaranto hue it wears today.
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In the latter half of the 1960s, the Colombo V-12 increased rapidly in displacement, growing from the 250’s 3.0 to the 365’s 4.4 liters. The big engine bowed first in the exceptionally rare 365 California Spider and sold most successfully in the 365GT two-plus-two, but it’s best remembered for its four-cam iteration, the mill that powered the 365GTB/4 Daytona. We found one sitting uncovered next to its short-lived sibling, the four-seat 365GTC/4.
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The Daytona competed in sports-car racing, looking both buff and exceptionally fetching in competizione guise. A knockoff version of the Spider variant (actually a McBurnie-crafted fiberglass body mated to a third-generation Corvette chassis) appeared as the hero car during the first two seasons of Michael Mann’s revolutionary Miami Vice. But most important to this publication, a Kirk F. White–owned example served as the steed that ferried Dan Gurney and our own Brock Yates across the country in 35 hours and 54 minutes during the 1971 running of the Cannonball Baker Sea-to-Shining-Sea Memorial Trophy Dash. Fifteen years ago, long before his employment at this publication, your author asked Yates whether a more affordable modern car, like a Chevrolet Camaro or a then-new Nissan 350Z, might do the job just as well. His exact words elude recollection, but the Assassin’s eyes went a bit starry as he explained his continued reverence for the old machine, emphatically noting that he’d happily drive the car cross country again.
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West Coast Ferrari distributor and casino magnate Bill Harrah reportedly hated the new 365 Berlinetta Boxer Enzo sent him. He loathed the mid-engined, flat-12–powered car so much that he returned it in exchange for a Daytona that had been sitting around Maranello. The burnt-orange car featured hot cams and rear wheels so wide that the factory added vestigial flares to the rear fenders, making the car a standout among standouts. The rumor goes that Harrah was once approached by a helicopter salesman, who sensibly suggested that air travel would make for a quicker trip between Harrah’s Reno and Tahoe casinos than making the schlep by road. Harrah told the poor sod that if the chopper was indeed faster than his Ferrari between the two points, he’d purchase one. There was supposedly a race. Harrah did not buy the helicopter. That car sold over the weekend at Monterey’s RM Sotheby’s auction for $687,500, which, if we’re frank, seems low.
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We wandered across the field, trying to pick out the year of Michael Schumacher’s F310B 1997 Formula 1 car without peeking at its accompanying placard, guessing at which cars sat under covers. We were chuffed when we picked out a 330GTS just by its silhouette under a gray sheet. One particular example of the open 330 remains this author’s personal favorite Ferrari, due to a chance encounter nine years ago. It’s a yellow car featuring a black top and a rare three-abreast seat swathed in blood-red leather, which was spotted outside the banquet hall after the Greenwich Concours d’Elegance. For some reason, just sitting there, surrounded by modern, mass-market Phantoms and Flying Spurs, the convertible from 1967 seemed defiant, radiant, and absolutely perfect in the Connecticut summer night.
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On the far side of the grass, wearing a similar hue to our beloved 330, sat a 288GTO, a car obsessed over by a certain subset of Ferrari nerds for its extreme take on Pininfarina’s beautiful 308GTB design. As iconic as is the 308 is to a generation who grew up watching Tom Selleck wheel a targa-topped GTS around Hawaii, the Dino 246GT’s successor wasn’t one of Maranello’s most stellar performers. Italian engineers weren’t immune to the plagues of the Malaise Era and were struggling to make power and shed weight in a new age of emissions control and more stringent safety regulations. Egged on by the madness of Group B competition in the 1980s, Ferrari turned the 308’s transverse V-8 90 degrees, lengthened the car to accommodate the new longitudinal drivetrain, and bolted a pair of turbos to the debored engine.
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Its bodywork was a hodgepodge of fiberglass, Kevlar, and carbon fiber; only the 308’s steel doors remained. The result, as was the case with many other Group B homologation specials of the era, was utterly nuts, but the Ferrari had no direct rival on the market when it arrived in 1984. What’s more, it never found itself in competition, due to the cancellation of the specification it was built to, and was ultimately overshadowed by its successor, the vaunted F40.
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If the 288 was a thorough rework of the 308, the F40 was an absolute perversion of the shape, as far removed from the 308’s sexed-up take on the 1970s wedge as its competitor for the hearts and minds of young boys in the late 1980s—the Porsche 959—was from a dowdy old 911. In short, if you were 11 years old in 1987, the F40 may as well have come from Mars as from Maranello.
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As with the 959, the F40’s roofline was about all that was left of its predecessors. And if the steel-tube frame underneath was decidedly retrograde tech, even for the day, one piece of the F40 heralded the future of mainline Ferrari road cars. As a 911 Turbo now carries a standard all-wheel-drive powertrain and liquid cooling, so does the 488GTB feature a longitudinally mounted twin-turbo V-8 under its rear glass. The F40 looked like no Ferrari before it, and no Ferrari since has carried its blend of brute purposefulness and Italian beauty quite so well. Perhaps only the track-special FXX K has come close. And unlike the 288, the F40 did see competition, albeit only in the hands of privateers.
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Its 12-cylinder successor, the F50, looks best under a red tarp. Though it’s often hailed as the progenitor of a series of top-line, limited-production Ferraris, the F40 truly marked the end of one era of Ferrari’s history, while the F50 heralded the dawn of another. The latter car is the direct forebear of the super Ferraris that have followed it, the Enzo of 2002 and the recent LaFerrari. In this class, beauty is secondary to purpose, and the purpose is to package everything conceivable that the company has learned from its F1 program into a roadgoing machine capable of going toe to toe with most anything the Volkswagen Group or McLaren can muster.
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Remember, however, that the F50 was ginned up during a time when the only real competition for such a machine was McLaren’s F1, which cost roughly twice as much as the Ferrari. Jaguar’s XJ220 had finished production in 1994, the year before the F50 bowed, and besides, Coventry’s high-speed entry in the supercar sweepstakes offered only a lowly V-6. The 959 was done, leaving the occasional-production 911 GT2 at the top of the line until Porsche’s Carrera GT arrived to do battle with the Enzo. The mid-engined 911 GT1 Straßenversion homologation special was so rare, it hardly counts. During instrumented testing, we found that the F40 largely outperformed its successor and that a pedestrian F355 could outbrake it. Nevertheless, the F50 remains a car of import, a herald of stupefying machines yet to come.
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Under the cover of darkness, wandering freely without throngs of gawkers to impede our view of the machinery, bench-racing cars we’ve only read about in books, we walked the fairway with Ferrari PR man Jeff Grossbard, discussing machines that our jobs occasionally afford us the opportunity to drive, even if the size of our paychecks precludes even considering their purchase. One can get cynical about the lofty perch the brand occupies, the wealth of many of the owners who care more about the prancing horse on the nose than the machinery underneath or the history that black stallion represents. But earlier in the week, the true import of the marque had made itself clear to us.
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Leaving the Inn at Spanish Bay in a blue 488 Spider, we felt a bit plebeian, preceded as we were in immediate departure by a LaFerrari and a Koenigssegg. In that company, the open 488 seemed about as impressive to the assembled gawkers as a Kia Cadenza. But out on Pebble Beach’s 17-Mile Drive, we’d stop among the throngs of tourists who weren’t necessarily in town for the Car Week hullabaloo. At one such pause along the edge of the Pacific, a retiring 13-year-old boy from London, still growing into his newfound height, cautiously approached, snapping pictures as if the Ferrari might be an unpredictable animal, one quick to flee or attack. His father sized us up warily, hoping his son wasn’t in for disappointment at the hand of a unsympathetic adult. We called out, “Hey, you wanna sit in it?” The kid’s face lit up, though he barely said a word. He removed his Adidas sandals before he stepped over the car’s high sill and proceeded to sit silently in the 488’s driver’s seat for probably 15 minutes, taking in the angles of the dash, the purposeful little red-anodized manettino on the steering wheel, the large carbon shift paddles, lost utterly in the dreams that schoolboys dream.
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Wyld Stallyns: The 12 Greatest Ferraris of All Time
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Our Favorite Cars at the 2017 Pebble Beach Concours d’Elegance
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Ferrari: News, Reviews, Photos, and More
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The best thing about a Ferrari—and, by extension, the best thing about communing with 70 of the things at night on an empty fairway—is that it taps in to that sense of awe and wonder that so often gets swept away in the mundanity of adulthood. Whether the first car to captivate you was a 250 Lusso, a 308GTS, or, yes, even an F50, the most wonderful thing about a Ferrari is merely that it exists in the world; that for 70 years these cars have fueled the dreams of generations of children as well as the inner children of many an adult. The racing victories are part of it, surely, as are the legends of men like Chinetti and Lauda, Harrah and Colombo. As is the purple ink that flowed from Il Commendatore’s pen. But to hear a 250 Testa Rossa light off, to catch a glimpse of a 308 on the street, to have the chance, as a kid, just to sit in one of the damn things and drink in the feeling, that’s a good 90 percent of the joy of the marque. The last 10 percent is reserved for owners, and we’re awfully glad the owners of these 70 cars chose to share.
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At Dark among the Prancing Horses: We Wander a Field of 70 Historic Ferraris
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At 10 p.m. on a Saturday night, it’s curiously quiet just up the road from the Lodge at Pebble Beach, which in a few hours will become the teeming locus of this year’s Pebble Beach Concours d’Elegance. Crews are undoubtedly scurrying to finish up preparations ahead of the moment the first automobiles will roll onto the lawn, just eight hours from now, but over on the 17th fairway, it’s practically silent. Seventy Ferraris sit, most of them covered, some by plastic sheeting, some under custom-fitted covers. And we’re just wandering around, taking them in, alone, under the high Monterey fog.
–
We’d been invited down to the grass by Ferrari North America public relations representative and photographer Michael Shaffer, who’d recently taken an interest in light painting and wanted to try it out on some of the historic cars the storied Italian concern had assembled to honor its 70th anniversary. The affable Shaffer, one of the most beloved characters on the international press-junket circuit, is the lens behind plenty of the photos you see credited to “the Manufacturer” in automotive publications. Although he lends his talents to numerous clients, he’s a dyed-in-the-wool member of the tifosi, and he was perhaps even more thrilled than we were to be out among the cars, left alone in darkness to capture their significant forms.
–
–
As far as significance goes, the 212 [above right] pales a bit between the first 125 of 1947 and the series of 250-badged cars that defined Ferrari from the late 1950s well into the ’60s. In contrast to the cars that followed but like its predecessors, the 212 carried a stumpy and pugnacious mien. Younger fans of the marque might find it a bit stodgy; it’s admittedly a car this author has grown to love only as he hit middle age.
–
This particular example, a 1951 212 Inter, was the oldest car on the field, exemplifying Ferrari a mere four years into its existence. Despite its civilized demeanor, courtesy of the Giovanni Michelotti–penned Vignale body, it’s got legit motorsport cred. In 1951, Ferrari entered this car in the deadly and grueling Carrera Panamericana. Driven by Pierro Taruffi and Luigi Chinetti, the latter of whom would wind up as Ferrari’s very influential North American importer, this little Inter (distinguished from the 212 Export by its longer wheelbase) won the whole shebang. A second Inter, piloted by Alberto Ascari and Luigi Villoresi, would place second. In honor of the victory, Ferrari produced the 340 Mexico the following year, powered by Aurelio Lampredi’s short-lived larger take on the Ferrari V-12. The 212 carries a 2.6-liter version of the Gioacchino Colombo–designed engine, which bowed in the 125 and saw duty for more than 40 years.
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Mention the number 250 to a Ferrari enthusiast, and the models come fast and furious: SWB Berlinetta, GTO, Tour de France, Testa Rossa, and, of course, California Spider. The Cal Spider was available in both short- and long-wheelbase variants. It’s an SWB car that was so convincingly played by an MG in Ferris Bueller’s Day Off. But to some, its older brother—the long-wheelbase, Scaglietti-bodied variant—is the more Hollywood elegant of the pair.
–
This 1959 model was originally delivered with metallic blue paint over beige upholstery, its Colombo V-12 making a reported 235 horsepower. It even has a connection to C/D. We tested this very car—still wearing its original paint—in the September 1959 issue of Sports Cars Illustrated, which, as our esteemed deceased readers may remember, was what we called our magazine back then. Not long thereafter, it was traded in for a short-wheelbase GT, and shortly after that, it was repainted red. Since then, it has been restored a number of times, had its color changed to black, and during its most recent restoration in 2011, was sprayed in the attractive Amaranto hue it wears today.
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In the latter half of the 1960s, the Colombo V-12 increased rapidly in displacement, growing from the 250’s 3.0 to the 365’s 4.4 liters. The big engine bowed first in the exceptionally rare 365 California Spider and sold most successfully in the 365GT two-plus-two, but it’s best remembered for its four-cam iteration, the mill that powered the 365GTB/4 Daytona. We found one sitting uncovered next to its short-lived sibling, the four-seat 365GTC/4.
–
The Daytona competed in sports-car racing, looking both buff and exceptionally fetching in competizione guise. A knockoff version of the Spider variant (actually a McBurnie-crafted fiberglass body mated to a third-generation Corvette chassis) appeared as the hero car during the first two seasons of Michael Mann’s revolutionary Miami Vice. But most important to this publication, a Kirk F. White–owned example served as the steed that ferried Dan Gurney and our own Brock Yates across the country in 35 hours and 54 minutes during the 1971 running of the Cannonball Baker Sea-to-Shining-Sea Memorial Trophy Dash. Fifteen years ago, long before his employment at this publication, your author asked Yates whether a more affordable modern car, like a Chevrolet Camaro or a then-new Nissan 350Z, might do the job just as well. His exact words elude recollection, but the Assassin’s eyes went a bit starry as he explained his continued reverence for the old machine, emphatically noting that he’d happily drive the car cross country again.
–
West Coast Ferrari distributor and casino magnate Bill Harrah reportedly hated the new 365 Berlinetta Boxer Enzo sent him. He loathed the mid-engined, flat-12–powered car so much that he returned it in exchange for a Daytona that had been sitting around Maranello. The burnt-orange car featured hot cams and rear wheels so wide that the factory added vestigial flares to the rear fenders, making the car a standout among standouts. The rumor goes that Harrah was once approached by a helicopter salesman, who sensibly suggested that air travel would make for a quicker trip between Harrah’s Reno and Tahoe casinos than making the schlep by road. Harrah told the poor sod that if the chopper was indeed faster than his Ferrari between the two points, he’d purchase one. There was supposedly a race. Harrah did not buy the helicopter. That car sold over the weekend at Monterey’s RM Sotheby’s auction for $687,500, which, if we’re frank, seems low.
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We wandered across the field, trying to pick out the year of Michael Schumacher’s F310B 1997 Formula 1 car without peeking at its accompanying placard, guessing at which cars sat under covers. We were chuffed when we picked out a 330GTS just by its silhouette under a gray sheet. One particular example of the open 330 remains this author’s personal favorite Ferrari, due to a chance encounter nine years ago. It’s a yellow car featuring a black top and a rare three-abreast seat swathed in blood-red leather, which was spotted outside the banquet hall after the Greenwich Concours d’Elegance. For some reason, just sitting there, surrounded by modern, mass-market Phantoms and Flying Spurs, the convertible from 1967 seemed defiant, radiant, and absolutely perfect in the Connecticut summer night.
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On the far side of the grass, wearing a similar hue to our beloved 330, sat a 288GTO, a car obsessed over by a certain subset of Ferrari nerds for its extreme take on Pininfarina’s beautiful 308GTB design. As iconic as is the 308 is to a generation who grew up watching Tom Selleck wheel a targa-topped GTS around Hawaii, the Dino 246GT’s successor wasn’t one of Maranello’s most stellar performers. Italian engineers weren’t immune to the plagues of the Malaise Era and were struggling to make power and shed weight in a new age of emissions control and more stringent safety regulations. Egged on by the madness of Group B competition in the 1980s, Ferrari turned the 308’s transverse V-8 90 degrees, lengthened the car to accommodate the new longitudinal drivetrain, and bolted a pair of turbos to the debored engine.
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Its bodywork was a hodgepodge of fiberglass, Kevlar, and carbon fiber; only the 308’s steel doors remained. The result, as was the case with many other Group B homologation specials of the era, was utterly nuts, but the Ferrari had no direct rival on the market when it arrived in 1984. What’s more, it never found itself in competition, due to the cancellation of the specification it was built to, and was ultimately overshadowed by its successor, the vaunted F40.
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If the 288 was a thorough rework of the 308, the F40 was an absolute perversion of the shape, as far removed from the 308’s sexed-up take on the 1970s wedge as its competitor for the hearts and minds of young boys in the late 1980s—the Porsche 959—was from a dowdy old 911. In short, if you were 11 years old in 1987, the F40 may as well have come from Mars as from Maranello.
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As with the 959, the F40’s roofline was about all that was left of its predecessors. And if the steel-tube frame underneath was decidedly retrograde tech, even for the day, one piece of the F40 heralded the future of mainline Ferrari road cars. As a 911 Turbo now carries a standard all-wheel-drive powertrain and liquid cooling, so does the 488GTB feature a longitudinally mounted twin-turbo V-8 under its rear glass. The F40 looked like no Ferrari before it, and no Ferrari since has carried its blend of brute purposefulness and Italian beauty quite so well. Perhaps only the track-special FXX K has come close. And unlike the 288, the F40 did see competition, albeit only in the hands of privateers.
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Its 12-cylinder successor, the F50, looks best under a red tarp. Though it’s often hailed as the progenitor of a series of top-line, limited-production Ferraris, the F40 truly marked the end of one era of Ferrari’s history, while the F50 heralded the dawn of another. The latter car is the direct forebear of the super Ferraris that have followed it, the Enzo of 2002 and the recent LaFerrari. In this class, beauty is secondary to purpose, and the purpose is to package everything conceivable that the company has learned from its F1 program into a roadgoing machine capable of going toe to toe with most anything the Volkswagen Group or McLaren can muster.
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Remember, however, that the F50 was ginned up during a time when the only real competition for such a machine was McLaren’s F1, which cost roughly twice as much as the Ferrari. Jaguar’s XJ220 had finished production in 1994, the year before the F50 bowed, and besides, Coventry’s high-speed entry in the supercar sweepstakes offered only a lowly V-6. The 959 was done, leaving the occasional-production 911 GT2 at the top of the line until Porsche’s Carrera GT arrived to do battle with the Enzo. The mid-engined 911 GT1 Straßenversion homologation special was so rare, it hardly counts. During instrumented testing, we found that the F40 largely outperformed its successor and that a pedestrian F355 could outbrake it. Nevertheless, the F50 remains a car of import, a herald of stupefying machines yet to come.
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Under the cover of darkness, wandering freely without throngs of gawkers to impede our view of the machinery, bench-racing cars we’ve only read about in books, we walked the fairway with Ferrari PR man Jeff Grossbard, discussing machines that our jobs occasionally afford us the opportunity to drive, even if the size of our paychecks precludes even considering their purchase. One can get cynical about the lofty perch the brand occupies, the wealth of many of the owners who care more about the prancing horse on the nose than the machinery underneath or the history that black stallion represents. But earlier in the week, the true import of the marque had made itself clear to us.
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Leaving the Inn at Spanish Bay in a blue 488 Spider, we felt a bit plebeian, preceded as we were in immediate departure by a LaFerrari and a Koenigssegg. In that company, the open 488 seemed about as impressive to the assembled gawkers as a Kia Cadenza. But out on Pebble Beach’s 17-Mile Drive, we’d stop among the throngs of tourists who weren’t necessarily in town for the Car Week hullabaloo. At one such pause along the edge of the Pacific, a retiring 13-year-old boy from London, still growing into his newfound height, cautiously approached, snapping pictures as if the Ferrari might be an unpredictable animal, one quick to flee or attack. His father sized us up warily, hoping his son wasn’t in for disappointment at the hand of a unsympathetic adult. We called out, “Hey, you wanna sit in it?” The kid’s face lit up, though he barely said a word. He removed his Adidas sandals before he stepped over the car’s high sill and proceeded to sit silently in the 488’s driver’s seat for probably 15 minutes, taking in the angles of the dash, the purposeful little red-anodized manettino on the steering wheel, the large carbon shift paddles, lost utterly in the dreams that schoolboys dream.
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Wyld Stallyns: The 12 Greatest Ferraris of All Time
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Our Favorite Cars at the 2017 Pebble Beach Concours d’Elegance
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Ferrari: News, Reviews, Photos, and More
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The best thing about a Fer
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Nine Unique Ferraris Shown for the Brand’s 70th at the Rockefeller Center
Ferrari is celebrating a big moment this year, as it was 70 years ago that the world’s first Ferrari-badged car, the 125 S, made its debut. To commemorate this big year, the Prancing Horse went on tour, putting some of its most iconic cars up for display in various cities around the world.
Earlier this month, over the course of three unusually warm October days, Ferrari swung by the Big Apple, setting up displays in Midtown Manhattan for thousands of eyes to gaze over. One of the grandest displays was at the world-famous Rockefeller Center and featured a special car from each of the last seven decades.
1949 Ferrari 166 MM
The Ferrari 166 was the follow-up to the 125 and the 166 MM Barchetta variant (MM standing for Mille Miglia, an Italian road race that 166 models won twice) was named by our friends at Motor Trend Classic as one of the 10 Greatest Ferraris of All Time. It shared many components with the 125, including the Aurelio Lampredi-designed tube frame, double wishbone and live axle suspension, and it was powered by the Colombo V-12, though displacement was up from 1.5-liters to 2.0. Only 39 examples were made between 1948 and 1953.
1963 Ferrari 250 GT California Spyder
Ferrari’s 250 series of cars was the first indication of volume production from the brand, with race cars and road cars sharing many chassis and engine components and more body styles on offer than ever before. The Ferrari 250 GT California Spyder, famous in part for its role in “Ferris Bueller’s Day Off,” is particularly special because of its seductive bodywork and exhaust note from its 3.0-liter Colombo V-12. Motor Trend Classic placed the 250 GT California Spyder on its list of the “Greatest Ferraris of All Time.”
1973 Ferrari 365 GTB/4 “Daytona”
Hot on the heels of the reveal of the radical Lamborghini Miura, the debut of the 365 GTB/4 at the 1968 Paris Motor Show could have been regarded as slightly disappointing. Ferrari was yet unwilling to offer customers a mid-engined V-12-powered supercar, believing such a configuration to be too dangerous for non-professional drivers. Nevertheless, the 365 GTB/4, unofficially referred to as the “Daytona” after Ferrari’s 1-2-3 sweep of the 1967 24 Hours of Daytona, would be the last front-engined, two-seat, 12-cylinder Ferrari made until the launch of the 550 Maranello in 1996. With an equally iconic body penned by Pininfarina, the 365 GTB/4 is unmistakable. Power comes from a 4.4-liter Colombo V-12 with six Weber carburetors, resulting in a 0-60 time of just 5.4 seconds.
1985 Ferrari 288 GTO
The Ferrari 288 GTO is more extreme version of the 308 GTB that was designed to meet homologation requirements for the wild Group B racing series. In order for it to compete, Ferrari had to produce a minimum of 200 cars. Unfortunately, the series was canceled before the cars had a chance to compete, so all 272 cars built were converted for comfortable road use. It is one of Ferrari’s few turbocharged automobiles, sporting a 2.9L twin-turbo V-8 good for 400 horses and a 0-60 time of just 5.0 seconds. More than that, the 288 GTO ushered in the contemporary Ferrari supercar, the first of a lineage that leads straight to the current LaFerrari.
1993 Ferrari 512 TR
When the Testarossa launched in 1984 with its distinctive side strakes, designed to funnel air to the radiators inside each rear fender, no one knew that nearly a decade later the car would still be in production. That’s how advanced a design it really was. With a mid-mounted, naturally-aspirated, 4.9-liter flat-twelve, the 512 TR was an update on the original Testarossa, with a focus on refinement. Testarossa production finally ended in 1996 with the F512 M being the ultimate iteration.
F2001 Chassis #211, Michael Schumacher’s 2001 Grand Prix de Monaco-winning Car
On the northern end of Rockefeller Center sat the Ferrari F2001 Chassis #211, the exact one Michael Schumacher piloted to victory at the 2001 Grand Prix de Monaco, his fourth win of the season. Schumacher finished 2001 with a record nine wins, as well as five second-place finishes, clenching the driver’s championship by a record 58 points. RM Sothebys recently announced that Chassis #211 will be up for sale at its Contemporary Art Evening Auction on November 16, right here in the Big Apple, where it’s expected to sell for around $4 million (though we feel that estimate is light–perhaps by a large margin).
2005 Ferrari 575 Superamerica
Like the 512 TR, the Ferrari 575 Superamerica is based on a car from a decade earlier. The 575 came around in 2002 as an extensive rework of the 550 Maranello, which was offered from 1996 to 2001, offering substantial mechanical improvements that increased both performance and overall drivability. The 575 Superamerica arrived in 2005 featuring a bespoke electrochromic glass panel roof that rotates 180 degrees when going up or down. Go-power comes from a 540-horsepower 5.7-liter V-12 and the 575 was the last two-seat, V-12 Ferrari to be offered with a manual transmission–though most buyers chose the F1-style paddle-shift unit instead.
2017 Ferrari 488 Challenge
The 488 Challenge is the latest offering for Ferrari’s Challenge Series – a spec-race series that began in the early ‘90s with the 348 in which well-heeled, would-be racers duke it out in largely identical-spec, race-modified versions of the latest entry-level mid-engine Ferrari. A 3.9-liter twin-turbocharged V-8, delivering 661 horsepower and 561 pound-feet of torque powers the latest 488 Challenge.
2017 LaFerrari Aperta
Last but not least, at the center of the display sat one of 210 examples of the LaFerrari Aperta. As the topless version to the original LaFerrari, it equally comes with as much exclusivity. Only 200 will be sold worldwide to private customers, while nine have been allotted specifically for Ferrari’s 70th anniversary celebrations. This white Aperta is one of those nine. Power comes from Ferrari’s first-ever hybrid powertrain, a 6.3-liter V-12 equipped with F1-style KERS regeneration that serves up as much as 950 horsepower when at full blast.
The post Nine Unique Ferraris Shown for the Brand’s 70th at the Rockefeller Center appeared first on Automobile Magazine.
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Nine Unique Ferraris Shown for the Brand’s 70th at the Rockefeller Center
Ferrari is celebrating a big moment this year, as it was 70 years ago that the world’s first Ferrari-badged car, the 125 S, made its debut. To commemorate this big year, the Prancing Horse went on tour, putting some of its most iconic cars up for display in various cities around the world.
Earlier this month, over the course of three unusually warm October days, Ferrari swung by the Big Apple, setting up displays in Midtown Manhattan for thousands of eyes to gaze over. One of the grandest displays was at the world-famous Rockefeller Center and featured a special car from each of the last seven decades.
1949 Ferrari 166 MM
The Ferrari 166 was the follow-up to the 125 and the 166 MM Barchetta variant (MM standing for Mille Miglia, an Italian road race that 166 models won twice) was named by our friends at Motor Trend Classic as one of the 10 Greatest Ferraris of All Time. It shared many components with the 125, including the Aurelio Lampredi-designed tube frame, double wishbone and live axle suspension, and it was powered by the Colombo V-12, though displacement was up from 1.5-liters to 2.0. Only 39 examples were made between 1948 and 1953.
1963 Ferrari 250 GT California Spyder
Ferrari’s 250 series of cars was the first indication of volume production from the brand, with race cars and road cars sharing many chassis and engine components and more body styles on offer than ever before. The Ferrari 250 GT California Spyder, famous in part for its role in “Ferris Bueller’s Day Off,” is particularly special because of its seductive bodywork and exhaust note from its 3.0-liter Colombo V-12. Motor Trend Classic placed the 250 GT California Spyder on its list of the “Greatest Ferraris of All Time.”
1973 Ferrari 365 GTB/4 “Daytona”
Hot on the heels of the reveal of the radical Lamborghini Miura, the debut of the 365 GTB/4 at the 1968 Paris Motor Show could have been regarded as slightly disappointing. Ferrari was yet unwilling to offer customers a mid-engined V-12-powered supercar, believing such a configuration to be too dangerous for non-professional drivers. Nevertheless, the 365 GTB/4, unofficially referred to as the “Daytona” after Ferrari’s 1-2-3 sweep of the 1967 24 Hours of Daytona, would be the last front-engined, two-seat, 12-cylinder Ferrari made until the launch of the 550 Maranello in 1996. With an equally iconic body penned by Pininfarina, the 365 GTB/4 is unmistakable. Power comes from a 4.4-liter Colombo V-12 with six Weber carburetors, resulting in a 0-60 time of just 5.4 seconds.
1985 Ferrari 288 GTO
The Ferrari 288 GTO is more extreme version of the 308 GTB that was designed to meet homologation requirements for the wild Group B racing series. In order for it to compete, Ferrari had to produce a minimum of 200 cars. Unfortunately, the series was canceled before the cars had a chance to compete, so all 272 cars built were converted for comfortable road use. It is one of Ferrari’s few turbocharged automobiles, sporting a 2.9L twin-turbo V-8 good for 400 horses and a 0-60 time of just 5.0 seconds. More than that, the 288 GTO ushered in the contemporary Ferrari supercar, the first of a lineage that leads straight to the current LaFerrari.
1993 Ferrari 512 TR
When the Testarossa launched in 1984 with its distinctive side strakes, designed to funnel air to the radiators inside each rear fender, no one knew that nearly a decade later the car would still be in production. That’s how advanced a design it really was. With a mid-mounted, naturally-aspirated, 4.9-liter flat-twelve, the 512 TR was an update on the original Testarossa, with a focus on refinement. Testarossa production finally ended in 1996 with the F512 M being the ultimate iteration.
F2001 Chassis #211, Michael Schumacher’s 2001 Grand Prix de Monaco-winning Car
On the northern end of Rockefeller Center sat the Ferrari F2001 Chassis #211, the exact one Michael Schumacher piloted to victory at the 2001 Grand Prix de Monaco, his fourth win of the season. Schumacher finished 2001 with a record nine wins, as well as five second-place finishes, clenching the driver’s championship by a record 58 points. RM Sothebys recently announced that Chassis #211 will be up for sale at its Contemporary Art Evening Auction on November 16, right here in the Big Apple, where it’s expected to sell for around $4 million (though we feel that estimate is light–perhaps by a large margin).
2005 Ferrari 575 Superamerica
Like the 512 TR, the Ferrari 575 Superamerica is based on a car from a decade earlier. The 575 came around in 2002 as an extensive rework of the 550 Maranello, which was offered from 1996 to 2001, offering substantial mechanical improvements that increased both performance and overall drivability. The 575 Superamerica arrived in 2005 featuring a bespoke electrochromic glass panel roof that rotates 180 degrees when going up or down. Go-power comes from a 540-horsepower 5.7-liter V-12 and the 575 was the last two-seat, V-12 Ferrari to be offered with a manual transmission–though most buyers chose the F1-style paddle-shift unit instead.
2017 Ferrari 488 Challenge
The 488 Challenge is the latest offering for Ferrari’s Challenge Series – a spec-race series that began in the early ‘90s with the 348 in which well-heeled, would-be racers duke it out in largely identical-spec, race-modified versions of the latest entry-level mid-engine Ferrari. A 3.9-liter twin-turbocharged V-8, delivering 661 horsepower and 561 pound-feet of torque powers the latest 488 Challenge.
2017 LaFerrari Aperta
Last but not least, at the center of the display sat one of 210 examples of the LaFerrari Aperta. As the topless version to the original LaFerrari, it equally comes with as much exclusivity. Only 200 will be sold worldwide to private customers, while nine have been allotted specifically for Ferrari’s 70th anniversary celebrations. This white Aperta is one of those nine. Power comes from Ferrari’s first-ever hybrid powertrain, a 6.3-liter V-12 equipped with F1-style KERS regeneration that serves up as much as 950 horsepower when at full blast.
The post Nine Unique Ferraris Shown for the Brand’s 70th at the Rockefeller Center appeared first on Automobile Magazine.
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