Tabla de contenidos para Issue 6 en Enzo

The 308 GTB - ‘B’ for Berlinetta - was introduced in 1975 with wonderfully curvaceous styling by Pininfarina. The earliest Vetroresina models featured glassfibre bodywork, and are now highly sought-after. In 1977 Ferrari returned to steel, which made the car slightly heavier. The GTS version - ‘S’ for Spider - was introduced in 1978, with a removable roof panel. Both the GTB and Spider models were powered by a 3.0-litre V8 engine with four twin-choke Weber 40 DCNF carburettors, making for exhilarating performance with roadholding to match. 1981 saw the introduction of the 308 GTSi, with those Webers making way for Bosch fuel injection. Whether you go for Berlinetta or Spider, the 308 is a stunning high-performance two-seater sports car. Eurospares is the world’s largest stockist of new and used…

Usually, in the course of my day job testing modern cars, I am happy to find myself in a minority of one. Reassured, even. If I go somewhere, drive something and am none too impressed, when I hear colleagues gushing over it later, I don’t fear I’ve misjudged it, I give thanks that my critical faculties appear to remain intact. I’m not saying they’re wrong and I’m right, for there can only be shades of opinion, but I do at least retain the confidence to believe my opinion is as valid as theirs and am therefore not afraid to say so. But with old cars it’s different. How do you know that anything more than a few months old continues to behave as its manufacturer intended? How can you therefore…

‘A manual 456 is something of a rarity. Rarer still is a manual 612’ Just the thought of owning a V12 Ferrari feels indulgent. Realising the ambition tends to depend on being well-heeled – or being prepared to take a sizeable gamble on a running restoration, where the cars gets fixed as it goes wrong. But there are a couple of ways of having a useable and reliable V12 in your life for a reasonable sum. Sure, they’re fourseaters rather than cosy berlinettas or breezy spiders, but then, being able to take the family along might well be the clincher. They are the 456 GT and 612 Scaglietti. The older and arguably more handsome of the pair is the 456. Launched in 1993, it was the first all-new car of…

In this engine series we’ve covered in depth Ferrari’s first roadgoing V8, the one with a career that began in the Dino 308 GT4 and finished, after much evolution, in the 360 Modena. (That was back in issue 2.) But for the Modena’s replacement, the F430, Ferrari wanted a bigger capacity and more power. More than that, it wanted to incorporate more modern design ideas in this next V8 generation. Crucially, there was also another force at work. With both Ferrari and Maserati increasingly integrated into the Fiat group, there was an opportunity for an economy of scale that would benefit both ‘brands’, as they were increasingly regarded in the Turin power-base. Maserati’s twin-turbo, 3.2-litre V8 was also becoming dated, so the new engine family, known in Fiat parlance as…

‘To really capture the public’s imagination, something glamorous was needed…’ Italy, the late 1940s. Three men from different backgrounds but with a shared passion for cars are in the process of forging careers and reputations. The first of them we know well. Enzo Ferrari has made his name as director of racing for Alfa Romeo and then as owner of the Scuderia Ferrari racing team. After falling out with Alfa bosses, he has just begun to build cars under his own name. Someone that Enzo always admired was Felice Bianchi Anderloni, a lawyer by training, who had left the courts behind to follow his own passion for cars. A test driver and racer for Isotta Fraschini in the early 1920s, in 1926 Bianchi Anderloni established a coachbuilding firm, Carrozzeria Touring…

FERRARI USED a Capital Markets Day at Maranello on September 18 to give investors an insight into its plans for the next five years. It revealed more about its forthcoming SUV, which has the working title of ‘Purosangue’ (thoroughbred) and which Ferrari still insists isn’t an SUV; it announced there would be an ‘elegant’ new GT inspired by classic models of the past, and it took the wraps off a pair of radical 800bhp barchettas, the Monza SP1 and SP2, which launch the company’s new ‘Icona’ (icon) line. Many companies use Capital Markets Days to give stakeholders the opportunity to meet the management, who in this instance included Ferrari’s new CEO, Louis Camilleri, previously board chairman at tobacco giant Philip Morris International. He was already on Ferrari’s board, too, and…

‘The one-off was predictably not to everybody’s taste’ AppEAlINg Though IT IS to imagine ourselves as news-breakers in the great journalistic tradition, we are well aware that no reader needs a quarterly magazine published in october to tell them what happened in August. You already know that 250 gTo chassis 3413gT became the most expensive car sold at auction when it changed hands for $48,405,000 at the RM Sotheby’s Monterey event. We won’t dwell on the result for too long, then, particularly since the number felt both ‘right’ in light of recent gTo transactions and somewhat preordained: those who perused the more text-heavy pages of the catalogue will have noticed that a minimum price had been guaranteed for 3413gT. There was no such certainty where other big-ticket Ferraris were concerned,…

Spitzley/Zagari Archive prints From £350 | spitzleyzagari.com In 1966, Franco Zagari waded into a flooded barn near Modena to retrieve photographs taken by the late Dr Ferruccio Testi – and thank goodness he didn’t mind getting his trousers wet. Among Testi’s glass plates, which are now part of the Spitzley/Zagari Archive, were some of the most revealing and beautiful images from Ferrari’s early history. All of those images are now available to buy as limited-edition silver gelatin prints, but this is our favourite of the lot: an almost effervescent shot of Enzo celebrating victory in the 1932 Coppa Acerbo with spectators, mechanics and a Champagne-swigging Tazio Nuvolari. Rado Ceramica Automatic £2010 | rado.com Rado’s scratch-resistant ceramic watches have always been pretty much impervious to the ravages of time, but this…

‘The reason I became a motoring journalist was the hope that, sooner or later, I would get behind the wheel of a Daytona’ I don’t know exactly when it happened, but it must have been 1970 and I would have been 13 or 14. I don’t know exactly where it happened. Possibly the Egham by-pass. dusk. we were travelling home from holiday in the family MG 1300 Mk2, my view of the outside, as ever, accessed from the back seat. dad was an enthusiastic driver more accustomed to overtaking than being overtaken, the little MG saloon’s 70bhp, 1275cc engine a willing and surprisingly effective accomplice. we weren’t dawdling. Far from it. Five seconds is all it took. A peripheral presence to my right, as sudden and shocking as a jump-cut…

His name is inextricably linked with one marque, and it isn’t Ferrari. Derek Bell MBE is a Porsche man. Everyone knows that. Four of his five victories in the 24 Heures du Mans were racked up with the works team, after all. The thing is, the man himself sees it differently. Bell made his Grand Prix debut driving a red car from Maranello. His maiden start in a sports-prototype was also aboard a Ferrari. Throw in ownership of a 275 GTB/4, Daytona and more recent fare and it is abundantly clear that he’s a hardcore Ferrari fan. Now in his eighth decade, and still competing as and when the mood takes him, this racing silverback was relatively late to the party. He was 23 when he first ventured trackside in…

Specification EnginE V8, 4308cc, 32 valves MAx powEr 503bhp @ 8500rpm MAx torquE 347lb ft @ 5250rpm trAnsMission Six-speed ‘F1-SuperFast2’ automated manual, E-diff, F1-Trac suspEnsion Front and rear: double wishbones, coil springs, electronic dampers, anti-roll bar BrAkEs Vented carbon-ceramic discs, 398mm front, 350mm rear, ABS, EBD tyrEs 235/35 ZR19 front, 285/35 ZR19 rear wEight 1440kg powEr to wEight 355bhp/ton 0-62Mph 3.7sec (claimed) top spEEd 196mph (claimed) pricE nEw £198,524 in 2008 (£262,000 in today’s money) vAluE todAy £250,000-plus It might not have the ultimate version of the F136-generation V8 in the back (that honour went to the 458 Speciale), but from the moment the 16M fires up there’s no doubt it’s going to deliver a spectacular aural performance. Sure, we’re inside a showroom that’s twice the size of your average…

The official line was that it was Ferrari’s 40th birthday present to itself, but the subtext was clear for all to see. The F40 was Ferrari’s riposte to Porsche’s 959, and has there ever been a more graphic demonstration of the differences in cultures between two rival sports car makers? As any fan of 1980s supercars knows, the 959 was born out of motorsport, specifically the Group B category, which had been conceived to pit the world’s great marques against each other on both race circuit and rally stage. Porsche’s contender was a technological wonder, with electronically controlled four-wheel drive, adjustable damping and anti-lock brakes. It was also phenomenally fast, its 450bhp 2.8-litre twin-turbo flat-six powering it to a claimed 197mph. Ferrari had its own Group B contender in the…

Following hot on the heels of the 488 Pista comes the Pista Spider, the latest addition to the line of ‘Special Series’ Ferraris that features enhanced versions of regular models. Revealed at the Concours d’Elégance at Pebble Beach in California, the Spider is powered by the same 710bhp 3.9-litre twin-turbo V8 as the coupé and apart from the folding hardtop is distinguished by unique striping and diamond-cut, 20in forged alloys. For the first time, one-piece carbonfibre wheels that are 20 per cent lighter are offered as one of many lightweight options and will be available for the coupé, too. in standard trim, the Spider weighs 50kg more than the berlinetta, but Ferrari says it is capable of identical benchmark performance – zero to 100km/h (62mph) in just 2.85sec. the extra…

‘It’s what ownership is all about: enjoying a drive out to socialise in a beautiful location’ AS ThE mOTORINg SEASON dRAWS to a close, the Ferrari Owners’ Club is reflecting on another magnificent year full of social and motorsport events, most of which have taken place in glorious conditions thanks to the outstanding summer that the UK has enjoyed. Since the last issue of Enzo landed on your doormat, the events that the club has put on for its members have come thick and fast. The biggest occasion of the year took place in July: the Summer garden Party at danesfield house near marlow. hundreds of members came along to enjoy live music, eat sumptuous food and take the opportunity to meet up with fellow members in a wonderful setting.…

‘Glickenhaus had the means and the bloody-mindedness to bring this extraordinary concept to life’ Jim Glickenhaus gets it. He’s a collector who loves to drive. A man who appreciates the artistry of great car design but has a passion for hard-nosed racing. He’s steeped in the history of Ferrari and its many great champions but cares little about upsetting the factory. As he so eloquently puts it when discussing his Enzo-based P4/5 project: ‘People kept telling me I was upsetting Ferrari. Well, what are they gonna do? Come over here and kill me? No? Then I really don’t give a sh**.’ He means it, too. Glickenhaus is not a man to be dictated to and he has a taste for doing the unexpected, be that the P4/5 collaboration with Pininfarina,…

ooking like a dream garage made pinch-yourself reality, Classiche is Ferrari’s in-house restoration division. A yellow 250 LM instantly catches our attention in the showroom-like workspace, a perfect example of the midengined racer that scored Ferrari’s last Le Mans win in 1965. Tucked to one side, Piero Ferrari’s Testarossa awaits attention. All around sit neatly arranged new parts and tools, or old engines stripped down, their blackened valves standing to attention on a workbench, throttle bodies topped with metal gauze and arranged like microphones waiting for backing singers. At the back of the workshops, distinctive silhouettes lie hidden beneath red car covers; the tightly stretched material reduces the gorgeous curves of a Dino and the long, sharkish bonnet of a 250 GT SWB to their essential essence, aping the fast…

‘Received wisdom says you don’t use light switches with wet hands and you don’t put big miles on Ferraris’ Guy Cherry likes to use his cars. His F12 is his daily driver and, of course, gets used for longer trips, too. Last year he drove it to Maranello. ‘I parked it by reception at the factory and a Ferrari chap wearing all the red Scuderia gear wandered out for a fag and was looking around it. “Quanti chilometri? [how many kilometres?]” he asked, so I swung the door open and showed him. “Noooo!” he exclaimed. When I got back from lunch there were half a dozen of them looking around it.’ Back then, Guy’s F12 had done just shy of 37,000 miles. At the time of writing, it is booked…

‘Taruffi thought hard about retiring. And yet the lure of one more Mille Miglia was too great’ It is possible you may not have heard of Piero Taruffi. As a Grand Prix driver he was good, but not one of the greats. He competed in just 18 World Championship GPs and, while he won the 1952 Swiss Grand Prix, it was only after former World Champion and team-mate Dr Giuseppe Farina’s Ferrari 500 had packed up. Thereafter Taruffi never reached the top step again. In sportscar racing outside his native Italy, Taruffi never even finished at Le Mans. Yes, officially he won the 1956 Nürburgring 1000km for Maserati, but only after he and teammate Harry Schell were booted out of their 300S mid-race to be replaced by the quicker crew…

LaFerrari/LaFerrari Aperta (2013-17) Ferrari poured everything it knew into creating a new ultimate road car in the shape of the extraordinary, hybrid LaFerrari, its 789bhp V12 boosted by a KERS unit to deliver up to 950bhp. Just 500 were built, with production switching in 2016 to the open-top Aperta, of which only 209 were to be made. LaFerrari: 6262cc V12 plus KERS, up to 950bhp, 217mph 458 Speciale/Speciale A (2013-15) Successor to 430 Scuderia, so a hardcore 458, with power up by 35bhp, weight down by 90kg, and a sharper chassis. Also a last hoorah for the naturally aspirated V8. Speciale A convertible launched in 2014. 458 Speciale: 4497cc V8, 597bhp, 202mph+ 488 GTB/Spider (2015-) Latest in long line of mid-engined V8 cars stretching right back to the 308. What…