Ferrari 195 Inter Berlinetta by Ghia 1950 - World Of Classic Cars -

Ferrari 195 Inter Berlinetta by Ghia 1950

By 1950, Enzo Ferrari was sufficiently established enough that he was able to concentrate part of his production on the creation of an exclusive road going car. He realised that, thanks to the success that his V-12-engined racing cars had achieved, he could attract customers to buy high-performance, luxury cars, which would hopefully help fund Scuderia Ferrari’s racing activities.
When the 195 was introduced in 1950, it was the newest Ferrari in the continual evolution of the marque at the time, as it utilised a chassis that was typical of Ferrari but had two oval longerons, which were cross-braced by further oval tubing. The front suspension was by unequal length wishbones with an anti-roll bar and transverse springs. At the rear, semi-elliptical springs supported a solid rear axle, which was well-located by upper and lower pairs of radius arms. Braking was achieved by huge 12-inch, hydraulically operated aluminium drums with steel liners. Borrani wire wheels were standard, with most Inters weighing only about 2,200 pounds.

Ferrari 195 Inter Berlinetta by Ghia 1950

The 195 was introduced almost simultaneously with the 212, and it did not see a great deal of competition use, as the 212’s larger displacement offered a slight advantage. Nonetheless, any Ferrari was suitable for racing, and several 195s did very well in international competition. Giannino Marzotto, a handsome young member of Italy’s industrial aristocracy, won the Mille Miglia in 1950, and that same car led at Le Mans before being side-lined by a failed generator mount. Racing victories aside, the real purpose of the 195 Inter was to provide a suitable mount for the exquisite artistry of Ghia, Vignale, Touring, and others. Its longer wheelbase and increased power output made it ideally suited to the task.

Ferrari 195 Inter Berlinetta by Ghia 1950

Carrozzeria Ghia was, and is, one of the most famous Italian automobile design and coachbuilding companies. Between the world wars, Ghia designed special bodies for Alfa Romeo, Fiat, and Lancia, with one of the most famous being the Fiat 508 “Ballilla” Sports Coupé in 1933. The design and construction of automobile bodies for both touring and competition had been Ghia’s foundation for nearly 25 years before the Second World War broke out.
When Giacinto passed, Santina Ghia was determined to have the family name continue, so she offered what was left of her husband’s company to two of his closest associates, Giorgio Alberti and Felice Mario Boano, with the latter having been chosen as a successor by Ghia before his death.

Ferrari 195 Inter Berlinetta by Ghia 1950

The Ferrari 195 Inter Berlinetta presented here, chassis number 0089 S, was completed on 26 October 1950 and delivered on 16 January 1951. Soon thereafter, it was shown at the Brussels Motor Show. Afterwards, it was delivered new to Comptoir Automobiles Richard SA in Brussels and later sold to Leon Sventorghetski, better-known as Leon Sven, who was the manager of the Spa Francorchamps race circuit. The car was raced on the legendary Liège–Rome–Liège Rally in late August 1957, at the hands of De Lannoy and Henry. It is pictured racing in the book Marathon de la Route 1931–1971 by Jean-Paul Delsaux, where the car is seen wearing Belgium registration plate 57.6206.

Ferrari 195 Inter Berlinetta by Ghia 1950

Mr William D. M. Hay, of Surrey, England, acquired the car in the 1960s in Zimbabwe and had the car flown back to the UK on a British Airways flight. Whilst little is known of the interim history, it has been confirmed that the car was totally disassembled and received a full restoration by UK-based specialists Hall & Hall in 2003. At this time, it was repainted dark red with black sides.
In May 2006, it was then driven on the Mille Miglia Storica by Mr and Mrs Hay, where it wore race number 233 and British license plate 803 UXC. In May 2008, the Ferrari was acquired by Mr Fritz Neuser, of Nürburg, Germany. Later that year, Neuser sold the car to Mr Werner Schmidt, of Schmidt Gingerbread Cake fame, who was a resident of Schwaig, Germany. The car then reappeared on the Mille Miglia in 2009, being driven by Werner and Maximilian Schmidt and wearing race number 133. In 2010, the 195 Inter was shown at the Unique and Special Ones Concours d’Elegeance, held in Florance, Italy. It was subsequently put on display at the Museo Ferrari in Maranello during 2011.

Ferrari 195 Inter Berlinetta by Ghia 1950

As the fourth of only thirty-six Ferraris bodied by Carrozzeria Ghia, chassis number 0089 S represents one of the most important remaining examples of an early coachbuilt, road going Ferrari, and of course, it would be welcomed with open arms at the world’s most prestigious historic automotive events.

Ferrari 250 GT/L Berlinetta 'Lusso' by Scaglietti 1963 - World Of Classic Cars -

Ferrari 250 GT/L Berlinetta 'Lusso' by Scaglietti 1963

THE BERLINETTA LUSSO

The gorgeous Ferrari 250 GT/L Berlinetta is generally regarded as being one of the most exquisitely proportioned and most beautiful of all Pininfarina-styled creations to be found on the legendary front-engined Ferrari 250 GT chassis. These were classic high-performance gran turismo cars with a difference, for they combined power and speed with the highest contemporary levels of elegance and comfortable accommodations for two, plus their luggage.
A prototype of the new 250 GT/L, or Lusso (for Luxury) as it became known, appeared at the Paris Motor Show in October 1962, and it was considered another stylistic triumph for the designer, Pininfarina, and coachbuilder, Scaglietti.

Ferrari 250 GT/L Berlinetta 'Lusso' by Scaglietti 1963

The elegant lines, which blend into a Kamm tail, were reminiscent of the 250 GT SWB Berlinetta. The Lusso’s stablemate was the mighty 250 GTO, a pure racer, but the 2,400-millimetre short-wheelbase chassis of the Lusso also bore a great resemblance to the immortal GTO, as did some of the styling.
The Lusso would be the last car to be fitted with the Colombo-designed 3.0-litre V-12 engine. With just three Weber carburettors, as opposed to the six used on the racing version, the unit that the Lusso used was capable of producing approximately 250 brake horsepower, propelling the car to a top speed of 240 km/h (150 mph), and covering the 0–100 km/h sprint in eight seconds. The GT/L was manufactured from 1963 until 1964, with only 350 being produced.

CHASSIS NUMBER 4735 GT

Ferrari 250 GT/L Berlinetta 'Lusso' by Scaglietti 1963

The 250 GT Berlinetta Lusso presented here, chassis 4735 GT, is the 84th of 350 produced. It was completed in August 1963 and then sent to the Auto Becker dealership in Switzerland. Factory records suggest that it was displayed at the Frankfurt Motor Show, and in September 1963, it was sold new to Mr O.Barchi, of Ticino, Switzerland. The car is still featured in its original and striking combination of Pino Verde Metallizzato over Beige leather, and it is believed that it is still wearing its original interior.
The car spent much of its early life in Europe, and after passing through two subsequent Italian owners, it came to be in the hands of Erich Traber, a well-known and respected classic car collector based in Switzerland, in 1983. Mr Traber kept the car for 20 years, until it was acquired by Jack Braam-Ruben, who exhibited the car at the 2004 InterClassics at Maastricht in the Netherlands. Later that year, the car was sold to Ed Hall in California, U.S.A., and soon thereafter, the engine was completely rebuilt by renowned Ferrari specialist Patrick Ottis.

Ferrari 250 GT/L Berlinetta 'Lusso' by Scaglietti 1963

On 11 July 2006, the car was inspected by Miller Motor Cars on behalf of Michael S. Bruno Jr., of New York. After the inspection, Michael bought the car and had the engine serviced in November. During his ownership, Mr Bruno also rebuilt the shock absorbers, springs, and bushes, amongst other things. This work totalled to in excess of $11,000. In 2011, Bruno had the engine serviced once more and the car fitted with a new ANSA exhaust. Finally, in August 2011, a previous owner, Paul Verbeeck of Belgium, traded in his 365 GTB/4 Daytona Competizione and purchased this Lusso, and in his ownership, the car has most recently been seen on the Ennstal-Classic in Austria in July of last year.

Ferrari 250 GT/L Berlinetta 'Lusso' by Scaglietti 1963

The Lusso received a tremendous reception when first unveiled, and it still does today. In May 1964, Car and Driver wrote, “…its proportions approach perfection”. Road and Track did not road-test the car until 1969, but when they did, they wrote, “…Ferrari’s most beautiful car; a classic at age five”. Ferrari Magazine called it “one of the all-time classics”, whilst German weekly Revue Automobile called it “the most beautiful car in the world”.

Ferrari 330 GT 2+2 by Pininfarina 1965 - World Of Classic Cars -

Ferrari 330 GT 2+2 by Pininfarina 1965

The formal replacement of the 250 GTE following the limited-production 330 America was Ferrari’s 330 GT 2+2. Ferrari had seen great success with the 250 GTE, which was their first production four-seat model, and the 330 GT 2+2 was sure to carry on the grand tradition of gentlemanly yet sporting motoring that the 250 GTE had started for Ferrari. This new car made its first public appearance at the Brussels Salon in 1964, and it featured several important updates over both the 250 GTE and 330 America.
Cosmetically, the 330 GT 2+2 was quite different from the 250 GTE. The most noticeable change was to the front end, where the designers at Pininfarina had crafted a unique quad-headlamp nose, allegedly to appease the American market. Both the nose and the tail of the car were slightly more angular, and the nose bore a wider front grille in an effort to increase airflow to the engine.

Ferrari 330 GT 2+2 by Pininfarina 1965

Similar to the interim 330 America that preceded it, the 330 GT 2+2 was fitted with a four-litre V-12 engine, which was mated to the existing four-speed-plus overdrive transmission of the 250 GTE. Engineers extended the car’s wheelbase by two inches over the outgoing 250 GTE and also fitted it with Koni adjustable shock absorbers in an effort to improve handling.
However, the 330 GT 2+2 in this format would be short-lived. A second-generation car was introduced halfway through the 1965 model year, and only 625 examples of the quad-headlight first-generation 330 GT 2+2 would be produced.

Ferrari 330 GT 2+2 by Pininfarina 1965

According to Ferrari historian Marcel Massini, chassis number 7467 was produced in June 1965 as a Series I U.S.-specification example that was finished in Argento Metallizzato over a Rosso (VM3171) leather interior and was fitted with power windows. Following its completion, the car was delivered new to Luigi Chinetti Motors in Greenwich, Connecticut. Whilst its early history is largely unknown, the car passed through an owner in Elmont, New York, before being purchased by Robert Contantine, of North Valley Stream, New York.

Ferrari 330 GT 2+2 by Pininfarina 1965

In Contantine’s ownership, the car was stored for about 10 years, for unknown reasons, before being purchased in 1987 by an Alfa Romeo enthusiast in North Carolina, who used it as a restoration project. The car was returned to running condition in his ownership but remained largely unrestored cosmetically.
In 2011, chassis number 7467 was sold to its current European collector owner, who chose to fully restore the car and refinish it in Silver over a gorgeous Beige leather interior.
This vehicle is one of only six hundred twenty-five first-series 330 GT 2+2s ever built and, in the realm of four-seater Ferraris, this makes it quite a rare automobile.

Ferrari 365 GTB/4 Daytona Berlinetta by Scaglietti 1973 - World Of Classic Cars -

Ferrari 365 GTB/4 Daytona Berlinetta by Scaglietti 1973

As the replacement of the legendary 275 GTB/4, the 365 GTB/4 had a lot to live up to upon its unveiling at the 1968 Paris Salon, but it quickly proved to be a worthy successor. As per usual, its design was penned in Pininfarina, but the Daytona’s bodywork, styled by Leonardo Fioravanti, represented a departure from Ferrari’s previous design language. Gone were the round and voluptuous wings of the lathe 1950s and 1960s, as they had been replaced with a more contemporary and aggressive profile, but the car was still instantly recognisable as a Ferrari.

Ferrari 365 GTB/4 Daytona Berlinetta by Scaglietti 1973

Not only did the Daytona push the envelope of Ferrari’s design language, but it also brought Ferrari’s performance to new heights. With 352 horsepower at 7,500 rpm and 315 foot-pounds of torque at 5,500 rpm from its magnificent V-12 engine, it goes without saying that the Daytona’s performance was incredible. The car was capable of sprinting to 100 km/h from a standstill in 5.4 seconds and achieving a top speed of 174 mph. At its unveiling, this made the Daytona the world’s fastest production car, as it was a full three mph faster than the Lamborghini Miura P400.

Ferrari 365 GTB/4 Daytona Berlinetta by Scaglietti 1973

Following Ferrari’s incredible 1-2-3 finish at the 1967 24 Hours of Daytona, the 365 GTB/4 quickly picked up the nickname “Daytona”, in celebration of Ferrari’s incredible finish.
The car’s performance was praised by both the motoring press and customers alike. Perhaps one of the most well-known quotes regarding the Daytona’s performance came from noted racing driver and journalist Paul Frere. After reportedly taking the Daytona to 176 mph on the Italian autostrada in 1969, he commented that the radio was useless past 120 mph. He further noted that “if you go faster, it’s the engine that makes the music, the finest music of all to the ears of the enthusiast, and the music he can enjoy in a well-sprung car, fitted with such amenities as electric window lifters, air conditioning…and a really capacious luggage locker—a grand touring car par excellence”.

Ferrari 365 GTB/4 Daytona Berlinetta by Scaglietti 1973

Chassis number 16393, the 1,000th Daytona produced by the factory, was completed on 6 February 1973 and finished in Rosso Chiaro (20-R-190) over a Beige (VM 3218) leather interior. This European-specification example was fitted with air conditioning and delivered new to the official Ferrari dealership in Perugia, Italy, Romeo & Sante Pedini, Pedini Automobili S.a.s, according to Ferrari historian Marcel Massini.
Not much is known about the car’s early history, but it was eventually exported to the United States. By 1987, the Daytona was shipped back to Italy for a full restoration. Bodywork was completed by Carrozzeria Egidio Brandoli and the car’s mechanicals were left to Autofficina Franco Toni. After being advertised for sale in the UK, the car was sold back to the U.S.A., where it resided in Florida for a number of years with a handful of owners.

Ferrari 365 GTB/4 Daytona Berlinetta by Scaglietti 1973

The car was purchased by an owner in Canada in 2008, and subsequently, it received a mechanical and cosmetic re-freshening, which included a full rebuild of the brake system. The interior was also re-trimmed in its original beige leather, with the addition of red inserts. The Daytona is currently sporting Campagnolo alloy wheels with knock-off hubs.
The Daytona is undoubtedly one of the most iconic Ferraris of all time, and it is prized just as much for its driving dynamics and performance as it is for its breath-taking looks. It marked the end of the line for Ferrari’s two-seater, front-engined V-12 grand tourers until the introduction of the 550 Maranello nearly a quarter-century later.

Ferrari 212 Export Barchetta by Touring 1952 - World Of Classic Cars -

Ferrari 212 Export Barchetta by Touring 1952

CHASSIS NUMBER 0158 ED: THE FINAL 212 EXPORT BY TOURING

Ferraris were campaigned frequently and with ferocity by both the factory and wealthy privateers, and the company’s reputation during its early days hinged on the success of its race cars. During these early years, Ferrari created a chassis numbering system that would create legends: the competition cars would be designated an even numbered chassis, whilst road going cars would receive odd chassis numbers. Whilst numerous road going “Inter” models would be built afterwards by Ferrari, this 212 Barchetta would be the final Touring-bodied, race-ready “Export” model built by the factory and fitted with the potent Tipo 212 engine. In today’s market, the “holy grail” for any tifosi is an even-numbered V-12 Barchetta, such as the Ferrari presented here.

Ferrari 212 Export Barchetta by Touring 1952

Chassis 0158 ED remained in its native Italy for its formative years. It was purchased new by Baron Luigi Chiaramonte Bordonaro shortly after its completion and a factory road-test on 5 February 1952. Even in the earliest days of the company, Chiaramonte Bordonaro was already a previous Ferrari owner, as he had purchased a second-hand 166 Allemano Spider (chassis number 006I) in 1949, and he would go on to also own a 750 Monza (chassis number 0530M).
Like his 166, the Baron’s new 212 would be destined for the race track, with Chiaramonte Bordonaro campaigning the car in his native Italy from 1952 to 1955. After great success at the Corsa al Monte Pellegrino Hill Climb in April 1952, where he finished 1st overall, Chiaramonte Bordonaro entered his new car in one of the greatest motoring events in the world: the Targa Florio. For a privateer, his 10th overall and 5th in class finishes were incredibly impressive and a testament to Chiaramonte Bordonaro’s skill behind the wheel of his little red Barchetta.

Ferrari 212 Export Barchetta by Touring 1952

The remainder of the 1952 season proved to be equally fruitful, with the following year starting off with 2nd in class and 7th overall finishes at the car’s second outing at the Giro di Sicilia. Chiaramonte Bordonaro then entered the Targa Florio again, finishing a respectable 16th place overall. Following a pair of 1st place finishes at the Coppa dei Templi and the Passo di Rigano-Bellolampo Hill Climb, Chiaramonte Bordonaro finished 3rd at the Circuito di Reggio di Calabria, and he would continue his winning ways at the VI Coppa Nissena Hill Climb on 27 September 1953. It is important to note that on 6 June 1952, the original Tipo 212 rear axle was replaced by a stronger Tipo 340 rear axle.

Ferrari 212 Export Barchetta by Touring 1952

A minor accident to the rear end of the car during the Giro di Sicilia in April 1954 took 0158 ED out of contention for any major events that season. Nevertheless, the Ferrari returned to the track after it was repaired, and it was raced at the VI Gran Premio Pergusa in August, which was its last race of that year. Chassis 0158 ED returned for the 1955 season, and it remained competitive, earning one 4th in class and three 1st in class finishes before the end of the season.
Shortly thereafter, the car was sold to Edouard Margairuz, of Geneva, Switzerland, and registered as GE-30550. He continued to campaign it throughout 1956, with the car’s most notable outing that year being the Mille Miglia, where Edouard Margairuz was behind the wheel and Robert Gremaud was his navigator. However, after many competitive miles, the car did not finish. This did not discourage Margairuz though, and the Ferrari was campaigned in four more events under his name.

FROM THE RACE TRACK TO THE SHOW FIELD

Ferrari 212 Export Barchetta by Touring 1952

After its retirement from racing, 0158 ED was exported to the United States, where it was purchased by noted enthusiast Chris Cord, of Beverly Hills, California. Cord then sold the Barchetta to Ferrari collector Art Connell, of Pebble Beach. It is believed that whilst the car was in Connell’s ownership, Robert T. Devlin showed it on his behalf at the Pebble Beach Concours d’Elegance in both 1965 and 1966, taking a Second Place award in 1966.
Stephen Griswold, the owner of a Ferrari, Alfa Romeo, and Aston Martin dealership in Berkley, California, purchased 0158 ED from Art Connell and completed a full restoration. Subsequently, it was shown at the 1973 San Francisco Import Show, along with a brand-new 246 Dino GTS and a 365 GTC/4, to show how much Ferrari had changed over the past 20 years. Griswold took the 212 back to Pebble Beach in 1973 and 1974, where it once again received a Second Place (1973) and won the Hans Tanner Trophy (1974). The following year, Griswold elected to skip the concours and instead raced his 212 at the second annual Monterey Historic Automobile Races at Laguna Seca. A year later, Griswold sold the car to Henry Smith, and it was later purchased by Joseph J. Pendergast, of Tampa, Florida.

Ferrari 212 Export Barchetta by Touring 1952

Pendergast was an active member of the Ferrari Club of America and showed the car at a number of FCA events, including the 13th Annual National Meeting in St. Louis, Missouri, and the FCA Regional Meet at Lake Lanier Island in Georgia in 1976. The next year, Pendergast returned to the FCA National Meeting in Watkins Glen and also appeared at the FCA Florida regional event at Daytona and Disney World. June 1978 heralded the car’s third showing at an FCA National Meeting at Road Atlanta in Georgia.
In 1990, chassis 0158 ED was purchased by Juan Quintano of Ferrari Espanola in Madrid, Spain, and it would remain there for the next six years. It was then acquired by Ferrari collector Carlos Monteverde, of London, England, who owned the car briefly. The Barchetta was shown at Cavallino Classic in Palm Beach, Florida, in 1998 before it was attained by William Jacobs Jr., of Joliet, Illinois. Jacobs drove the car on the Colorado 1000 in 1998, 1999, and 2007. He also chose to return the car to the show field, where it was once again presented at Pebble Beach in 2001, as well as at the Amelia Island Concours d’Elegance in 2006.

Ferrari 212 Export Barchetta by Touring 1952

Chassis 0158 ED currently resides in its adopted home of Southern California, and it remains one of the finest examples of its kind. Whilst many early Ferraris were campaigned hard early in their lives, few emerged largely unscathed from the rigors of competition. It is important to note that 0158 ED retains its original engine, gearbox, and axle. It has already proven itself capable of winning awards at some of the most competitive concours events on the planet, and it holds its own on historic rallies.
For many tifosi, ownership of an early, even-numbered chassis, V-12 Barchetta is a long-time goal, as they represent the purest incarnation of Enzo Ferrari’s dream. They were built and bred for racing, and they not only excelled on the track but also helped increase Ferrari’s reputation as a dominate force. This example is surely one of the best of its kind, and it is ready for use at concours events, rallies, and historic racing worldwide. As 0158 ED is a highly eligible Ferrari V-12 Barchetta, it is guaranteed entry at the Le Mans Classic, Mille Miglia, Tour Auto, Goodwood, and Monaco Historic Grand Prix.

Ferrari 458 Speciale A 2015 - World Of Classic Cars -

Ferrari 458 Speciale A 2015

Like the 16M before it, the Ferrari 458 Speciale A was introduced to the Ferrari line-up in 2014 as a limited-edition convertible sibling to the 458 Speciale Coupé. The “A” stood for Aperta, and the car provided its driver and passenger with a full open-air experience, putting nothing between them and the 458 Speciale A’s glorious exhaust note.
Save for its roof, the Speciale A is nearly identical to the 458 Speciale. Thanks to prolific use of carbon fibre and attention to detail in weight savings, the Speciale A only adds 50 kilograms to its curb weight over the Speciale, which is an incredibly small amount for a convertible. Furthermore, the convertible top takes just 14 seconds to deploy or retract at the push of a button. As a result, performance remains largely the same thanks to the car’s active aerodynamics, and it can sprint from 0 to 100 km/h in three seconds and has a top speed of 320 km/h.

Ferrari 458 Speciale A 2015

This 458 Speciale A, finished in Nero Daytona with blue and white Speciale A N.A.R.T. livery over a matching Nero interior, was completed in late 2014 as a 2015 model-year example, and it was delivered shortly thereafter to its first owner in Germany. This incredibly well-optioned car is fitted with such features as 20-inch sport wheels that have been finished in matte Grigio Corsa, blue-painted brake callipers, the AFS headlight system, a carbon fibre front spoiler, the hydraulic nose lifting system, driver and passenger adjustable racing seats with blue Cavallinos stitched in the headrests, the HELE engine start-stop system, and a rear-view parking camera and parking sensors, amongst other options.

Ferrari 458 Speciale A 2015

With the introduction of the turbocharged 488 GTB at the Geneva Motor Show just a few months ago, the 458 Italia and all its derivatives have been left as the last naturally aspirated V-8-engined cars in Ferrari’s range. Of the 458 models, the Speciale A combines the best elements of the platform—the uprated Speciale engine with the hardtop convertible roof of the spider—into one glorious package.

Ferrari F50 1996 - World Of Classic Cars -

Ferrari F50 1996

The goal of Ferrari’s F50, which was built on the culmination of four years of development and fifty years of success in motorsport, was to offer customers an experience as close to a Formula One car as possible but within the familiarity of a road-legal platform. The car was presented to the public for the first time at the 63rd annual Geneva Motor Show, and Luca di Montezemolo, Piero Lardi Ferrari, Sergio Pininfarina, and Niki Lauda were all on hand at the unveiling, illustrating the monumental importance of this new model to the history of Ferrari.

Ferrari F50 1996

The F50 was propelled by a 4.7-litre normally aspirated V-12 with five valves per cylinder, which was a first for a road going Ferrari V-12. It was derived directly from the powerplant that Ferrari used in the 1990 F1 season, and it produced 520 horsepower at an earth-shaking 8,000 rpm, but the 436-pound engine itself was capable of reaching over 10,000 rpm. The six-speed longitudinal gearbox, complete with a limited-slip differential, was fitted behind the engine, between which the oil tank was mounted for the dry-sump engine lubrication system. This layout was reminiscent of the one used in Ferrari’s contemporary Formula One cars.

Ferrari F50 1996

Ferrari placed monumental attention to detail on the car’s chassis, which was made entirely of Cytec aerospace carbon fibre and tipped the scales at just 225 pounds. The F50’s rubber bladder fuel tank was housed within the chassis, behind the driver and in front of the engine, which was another innovation inspired from the aircraft industry. Massively drilled and ventilated disc brakes were fitted, and Brembo supplied the four-piston brake callipers.
The interior of the F50 featured few creature comforts, as Ferrari wanted the driver to fully concentrate on handling the most powerful machine to ever leave their factory. The instrument panel featured a tachometer and speedometer, as well as fuel, oil, and water temperature and oil pressure gauges, which were all controlled by a microcomputer and displayed to the driver by LCD. The throttle, brake, and clutch pedals were all fully adjustable and drilled to further maximise weight reduction. The gated gearshift was traditional Ferrari; although, in the interest of weight savings, even the gear knob and lever were made of lightweight composite materials.

Ferrari F50 1996

Of course, Ferrari’s fanatical attention to detail and weight reduction meant massive dividends in terms of performance. The F50’s top speed was purportedly 325 km/h, and the 0–100 km/h dash required just 3.7 seconds. Keeping one’s foot on the accelerator pedal would bring the F50 to a standing mile time of 30.3 seconds. However, all this performance wouldn’t be available to every person with the appropriate funds to purchase Ferrari’s newest supercar. Only 349 examples were made, one less than what Montezemolo believed the market demanded and just over a quarter of total F40 production.

Ferrari F50 1996

The F50 presented here, chassis number 106570, was the 215th example built. It was completed in October 1996 and finished in traditional Rosso Corsa (FD-80) over a Nero and Rosso (8500) interior. Once complete, the car was delivered new to official Ferrari dealer Forza Torino in Italy. It was then purchased on 19 November by Giancarlo Pronotto, of Torino, and it has remained in Europe ever since.
The F50 is undoubtedly one of the most iconic vehicles created in the 1990s, as it celebrates 50 years of Ferrari’s continuous development and integration of road and racing technology. It was the supercar that gave Ferrari’s best customers the opportunity to experience similar levels of performance and exhilaration previously reserved for the company’s Formula One drivers.

Ferrari Enzo 2002 - World Of Classic Cars -

Ferrari Enzo 2002

As Ferrari entered the new millennium, its Formula One team was embarking on another golden era. The team would go on to win six constructors’ titles between 1999 and 2004, and it would then go on to win a further two world championships in 2007 and 2008. After several years in the doldrums, Ferrari was back on top at the highest level of racing.
In the words of Luca di Montezemolo: “The third millennium has begun with Ferrari enjoying a period of great competitiveness on the world’s racing circuits; so authentic a laboratory for advanced research as it has in recent years. To bring together our racing success and the fundamental role of races, I decided that this car, which represents the best of which our technology is capable, should be dedicated to the founder of the company, who always thought racing should lay the foundations for our road car designs. And so this model, of which we are very proud, will be known as the Enzo Ferrari”.

Ferrari Enzo 2002

These words were spoken at the Paris Auto Show in September 2002, during the unveiling of the Enzo Ferrari, the successor to the F50. The world was waiting with baited breath, as the F50’s successor had very big shoes to fill.
The Enzo Ferrari featured the pinnacle of technology, engineering, and design, combining lessons from Ferrari’s Formula One success with a development team that strived for the best. In fact, Ferrari’s engineers spent countless hours carefully sculpting the car’s design in order to hone the perfect balance of downforce and top speed. The interior is awash in carbon fibre, but there are no superfluous elements in the cabin to distract the driver from the task at hand. Aside from the leather bucket seats, the only nod to luxury is a climate-control system. Not even a radio was available, as it would add unnecessary weight and mask the glorious sound of the 12-cylinder engine sitting just inches behind the cockpit.

Ferrari Enzo 2002

At the Enzo’s heart is its 660-horsepower, Tipo F140B, naturally aspirated V-12 engine. This is an all-new unit that has been developed specifically for use in this car, and when it is coupled with a six-speed, sequential F1-style gearbox, it is capable of launching the Enzo from 0 to 60 mph in just 3.6 seconds, thanks also in part to its lightning-quick 150-millisecond gearshifts. If the pilot is offered a stretch of road long enough, the Enzo can accelerate to an astonishing 218 mph, making it the fastest road car Ferrari had ever produced at the time. As owners would expect of a car of this calibre, the carbon-ceramic brakes are on par with its incredible performance, and the Ferrari can grind to a halt from 80 mph in a scarcely believable 188 feet.

Ferrari Enzo 2002

In keeping with Ferrari’s long-held philosophy of building its flagship cars in limited numbers, the decision was made to produce just 349 examples. Ferrari invited only their best and longest-standing customers to purchase the car, as a reward for their loyalty to the Scuderia. As a result, every Enzo was spoken for before production even began. After numerous requests from clients around the world, Ferrari offered Enzos to an additional 50 customers, making for a total run of just 399. That being said, the 400th Enzo was presented to Pope John Paul II as a gift and was later auctioned off for charity on his behalf.

Ferrari Enzo 2002

The Enzo presented here, chassis number 129581, was produced in July 2002 and is one of just a handful of Enzos finished in striking Giallo Modena with a Nero leather interior. This car was displayed at the Paris Motor Show on the Pininfarina stand in October 2002, where the Enzo was first publicly unveiled to the world. In September 2003, it was then shown by Ferrari France at Magny-Cours.
The car, along with its optional fitted luggage, was sold through Ch. Pozzi S.A to Mr Tunon Gregorio in Monaco on 17 December 2003. In October 2005, the Enzo participated in the first International Enzo Ferrari Rally Maranello-Modena, where it featured Monaco license plate 1111. Additional service records note that the Ferrari was then taken to Eberlein Ferrari Kassel in Germany on 24 January 2012.

Ferrari Enzo 2002

The Enzo was an instant success when new, and it has become even more desirable to collectors over time. It is undoubtedly the most collectible of the Montezemolo-era Ferraris, and whilst production of the Enzo ended a decade ago, its performance is still considered world-class. The Enzo is a product of a time when Ferrari was operating at its peak both on the road and track.

Ferrari F40 1991 - World Of Classic Cars -

Ferrari F40 1991

“THE BEST-EVER FERRARI”

Nineteen eighty-seven was a big year for Enzo Ferrari. Not only did he celebrate his 90th birthday, but more importantly to him, it was 40 years since he built his first car. A year earlier, Enzo was reported to have said: “Let’s make something special for next year’s celebrations, in the way we used to do it”.
That special car was the F40, and it would be the last one that “The Grand Old Man”, as he was affectionately known, would see launched from the legendary company he had created.

Ferrari F40 1991

At that time, Ferrari was engaged in an all-out war with arch-rivals Lamborghini and Porsche. Lamborghini’s Countach had taken the world by storm, with its radical styling and record-breaking performance, and it became the ultimate poster car for a whole generation. Not to be outdone, Porsche introduced the superb 959 in 1986. The car was laden with a host of technological firsts and was capable of an unbelievable 197 mph, making it the world’s fastest road car.
Never one to be bested by his rivals, “Il Commendatore” did not sit idly by and let Lamborghini and Porsche have the last word. His response would be emphatic, describing the car as “the best Ferrari ever”.

Ferrari F40 1991

The name for this new car had been suggested by a friend of Ferrari’s, Gino Rancati, who was at Ferrari’s office for a meeting with Razelli, the general manager. Razelli had shown him the new Ferrari, which was to be unveiled at the Frankfurt Motor Show. Rancati asked what it would be called, and Razelli replied that they had two or three possible names but wondered what he would call it. Rancati replied: “Since Ferrari’s biggest market is the United States, and since it is now 40 years since the first Ferrari car has appeared, it should have an English-language name, for example ‘Ferrari Forty’”.

Ferrari F40 1991

Rancati received a silver plaque with the inscription: “To Gino Rancati, for a brilliant idea”. On the left was a black Cavallino Rampante and on the right “F40 June 1987”. An accompanying letter said: “Dear Rancati, with this plaque I want to commemorate our meeting on the 4th June, when you kindly contributed to the choice of name for the GT car we presented at the Frankfurt Motor Show. Your contribution has produced excellent results—the ‘F Forty’, based on the idea of 40 years of Ferrari cars, identifies and personalises the fastest Ferrari GT. Kindest regards, G.B. Razelli”. Next to this, in slightly shaky script and violet ink, was “To Signor Gino, Ferrari”.

Ferrari F40 1991

Mechanically, the F40 bore much in common with the 288 GTO, and it was, in fact, closely based on the 288 GTO Evoluzione, which was a race version of the GTO. The F40’s engine was also based on the 288 GTO’s twin-turbocharged V-8, which was bored to displace almost three litres. When this displacement was combined with additional tuning, the car’s output exceeded 478 horsepower, making the F40 Ferrari’s most powerful road car to date. Ferrari’s riposte to the Lamborghini Countach and the Porsche 959 was to create the first production car to break the mythical 200-mph barrier, and the F40 did just that, as it was capable of reaching a top speed of 201.4 mph.

THIS FERRARI FORTY

Ferrari F40 1991

This F40 was produced in May 1991 and originally sold in Italy by Crepaldi Autos, of Milan, to Mr Pietro Brigato, of Grumolo delle Abbadesse, Vicenza. It was first registered through his company, Old Cars S.r.l. The F40 was then offered for sale in November 1991, showing only 625 kilometres on its odometer. The Ferrari was bought by a resident of Fürstenfeldbruck, Germany, and then, on 4 June 1992, it was taken to Garage S&T in Munich for its first service. Later that year, the car returned to the shop for another service. The F40 was regularly maintained by S&T, receiving four additional services up until April 2002. Its next service was at Eberlein Automobile, another Ferrari dealer in Kessel, Germany, where it was noted that the cam belts were changed. In 2008, the car received another cam belt service, this time at Ch. Pozzi S.A.R.L. in France.

Ferrari F40 1991

The car, a later model in the production run, which ended in 1992, comes with catalytic converters and adjustable suspension. It has been submitted for Ferrari Classiche certification and has recently received a full service at Motor Service S.r.l in Modena, which included the installation of new cam belts and a new set of Pirelli P Zero tyres, fuel tank, suspension, and brake rebuilds, and an engine calibration.

Ferrari 250 GT SWB California Spider by Scaglietti 1961 - World Of Classic Cars -

Ferrari 250 GT SWB California Spider by Scaglietti 1961

LA DOLCE VITA

For most motoring enthusiasts just mentioning the words “California Spider” stir up emotions of la dolce vita and the finest motoring experience that one can imagine. The car featured incredible drop-top styling by Pininfarina and Scaglietti, a sumptuous Colombo 3.0-litre V-12 engine, space for two plus their luggage, and race-bred performance, and it was adorned with a Prancing Horse on the front—what could be better?
In the late 1950s, Luigi Chinetti and John von Neumann, Ferrari’s two U.S. distributors, both realised that a convertible version of the 250 GT Berlinetta Tour de France would sell well in the United States, as clients desired the performance of the TdF yet yearned for the excitement that a convertible provided. The California Spider proved to be a success, and as Ferrari updated the 250 GT Berlinetta to ensure that it remained competitive in motorsport, it was only natural that the California Spider received a similar set of upgrades.

Ferrari 250 GT SWB California Spider by Scaglietti 1961

The biggest difference between the original California Spider and the newer series that had first been shown at the Geneva Salon in March 1960 was the change in wheelbase. In an effort to improve handling and increase the car’s cornering speeds, the wheelbase was reduced from 2,600 millimetres to 2,400 millimetres. Through utilising the newer Tipo 168 design with new heads and larger valves, the engine was now reported to produce up to 280 horsepower. Additionally, the track was wider than that of the outgoing California Spider, and the car’s lever-type shock absorbers were replaced with newer Koni adjustable and telescopic shock absorbers. Braking was transformed by the inclusion of four-wheel Dunlop disc brakes, and the SWB California Spider became the contemporary of the legendary 250 SWB Berlinetta.

Ferrari 250 GT SWB California Spider by Scaglietti 1961

In 1961, a gentleman driver could drive his California Spider to the race track, easily outrun comparable Aston Martins and Jaguars, and drive home again in the early evening with the top-down and in utmost comfort. The car’s dual-purpose nature appealed to many well-heeled individuals, and SWB California Spiders were owned by film stars, such as Alain Delon, James Coburn, and Roger Vadim; European aristocracy, including Vittorio Emanuele of Savoy; and even racing drivers. Jan De Vroom campaigned his SWB California Spider at both the 1960 24 Hours of Le Mans and the 1961 12 Hours of Sebring, where he finished 12th overall, which is an incredible result for a street-legal convertible.

CHASSIS NUMBER 2505 GT: A EUROPEAN SPIDER

Ferrari 250 GT SWB California Spider by Scaglietti 1961

Whilst the majority of California Spiders were delivered new to the United States, a handful of cars remained in Europe, and such was the case with chassis 2505 GT. The chassis was completed in February 1961 and by 22 July of that year, its engine had been built, tested on the dyno, and the car passed on its first run. The car was completed by the factory on 25 July 1961 and finished in Grigio Conchiglia (16249 M) over a Pelle Blue (VM 3087) interior. It was the 18th of a grand total of 56 SWB California Spiders built, but just the fourth of sixteen examples finished with open headlights. According to the factory build sheet, the car was fitted with Pirelli tyres and an 8x32 rear axle with a limited slip differential upon delivery.

Ferrari 250 GT SWB California Spider by Scaglietti 1961

According to the red Ferrari certification binder that accompanies the car, it was delivered new to Gastone Crepaldi S.a.S., the official Ferrari dealership in Milan, Italy. The 250 GT was then sold by Crepaldi to its first private owner later that year. By the late 1960s, the car was residing in Rome and had been refinished in classic Ferrari red over a beige interior.
Chassis 2505 GT remained in Italy until 1974, when it was purchased by Karl Mösch, of Uitikon-Waldegg, a suburb of Zürich, Switzerland. Mösch would go on to own the car for over 20 years, and he used it in various events with the Bugatti-Ferrari Owners Club Switzerland throughout his tenure. In 1997, the car was sold to a well-known collector in the UK, and later that year, it was sold again to Karl-Gustav Diederichs, of Remscheild, Germany. In his ownership, the car was restored by Uwe Messiner’s Modena Motorsport Ltd., of Langenfeld, Germany. Diederichs continued to use the car in the same fashion as Mösch. For the next few years, the Ferrari was seen at a handful of events in Germany and Italy, including at Villa d’Este in 2004.

Ferrari 250 GT SWB California Spider by Scaglietti 1961

In 2007, shortly after its acquisition by its current owner, chassis number 2505 GT returned to Ferrari’s facilities in Maranello, where it was subjected to a complete restoration by Ferrari Classiche. During the restoration, all mechanical systems were fully re-built and it was refinished in the stylish shade of Blu Scuro over a Pelle Beige interior. At the same time, the car also received Ferrari Classiche certification, confirming that it is fully matching numbers and correct throughout. As one would expect, the standard of the restoration, the correctness of the finishes, and the panel fit are second to none, making this one of the very finest and most authentic examples of the model in the world.

Ferrari 250 GT SWB California Spider by Scaglietti 1961

Following the completion of the restoration in 2010, the California Spider’s first concours outing was at the Ferrari Challenge World Finals in Valencia in 2010, where it was driven on the parade lap by none other than Ferrari President Luca di Montezemolo. Following this, it was shown at the Cavallino Classic in January 2011. The car’s breath-taking restoration was clearly very well-received by the judges, as it received a Platinum award and won the coveted Ferrari Classiche Cup for being the finest Classiche-certified Ferrari entered for judging. It also received a Mention of Honour at the 2013 Concorso d’Eleganza Villa d’Este. Beginning in April 2014, chassis number 2505 GT was displayed at the Museo Ferrari in Maranello as a part of the California Dreaming exhibition, which celebrated Ferrari’s 60 years of history in the United States.

Ferrari 250 GT SWB California Spider by Scaglietti 1961

As the most celebrated open-air Ferrari ever made, the 250 GT SWB California Spider is an automobile with few peers. Ownership of such an automobile, both now and when new, is something that almost every Ferrari enthusiast aspires to yet something that few can attain. It is the epitome of la dolce vita in the automotive world, as it combines timeless style with incredible performance, and it is an automobile equally capable of pleasing its owner on the open road, the race track, or both in a single day.