Innholdsfortegnelse for Issue 8 i Enzo

THERE IS PLENTY of bad news at home right now, but we regret that we must begin by bringing you some more from across the pond: at the RM Sotheby’s Amelia Island auction in March, a 2005 612 Scaglietti sold for $291,000. That is more in simple dollar terms than the car cost when new, and by some margin the most we can recall anyone paying for a 612 at auction since 2007, when the model was still in production. RM’s car was, unsurprisingly, an exceptional example, with flawless Grigio Ingrid paint and fewer than 3000 miles on the clock. Its rare six-speed manual gearbox no doubt helped, too; only 199 of the 3025 612s built were equipped with the do-it-yourself transmission. Still, the old-fashioned wiggle stick has not traditionally…

Among motorsport artists, Tim Layzell stands out. Some go for realism, some for impressionism, but only Layzell captures and conveys moments of intense action in his unique, pop art style. What makes his pictures so compelling is that the cars themselves and their attitude are authentically rendered while the surrounding scene is given a terrific sense of speed by his trademark bars of colour streaking past from a point in the distance. It’s surely true that all motorsport artists are motorsport enthusiasts but it’s doubtful that many expressed themselves quite as early as Layzell, who was drawing racing cars, motorbikes and Spitfire aircraft at the age of two. ‘My dad was a printer who was into cars and he’d take us to VSCC meetings,’ Layzell recalls. ‘In my early teens…

Prince Jefri, the Sultan’s brother, probably didn’t need VAT relief on his new Ferrari. In fact, I’m pretty sure it didn’t even apply in Brunei, but somehow this tax-beating GTS Turbo caught the prince’s eye when he was finance minister of the oil-rich country. Based on the 328 but with the 3.2-litre V8 swapped for a 2.0-litre turbocharged V8, the targa-roofed GTS was shipped from Maranello in 1988 – originally Azzurro, later repainted Le Mans Blue at the factory on the prince’s wishes. His Highness drove it infrequently, so much so that the odometer read just 3671km when it was sold recently by Veloce Classic and Sports Cars of London. Veloce kindly helped Enzo locate the car and its new owner in Athens, Greece. Now wearing 3845km, it remains surely…

It is no exaggeration to say that the 1951 British Grand Prix marked a turning point in racing history, a point where the team that had been unarguably the greatest in the world handed over the baton to the one that, many believe, holds it to this day. But while plenty of you will know what happened that bright summer’s day at Silverstone, fewer perhaps know how it came about. This, then, is the story of that race, but also the circumstances that led up to it. I’ll say now that, indisputable facts such as who won the race apart, there are details here of which we cannot be sure, because what we are dealing with are the varying accounts of people with their own agenda to promote. So, for…

Daytona Beach, Florida, February 1967. Under hot winter sun, tens of thousands of motorsport fans have gathered for the 24 Hours of Daytona, the first round of the 1967 World Championship of Makes, and most are anticipating a win for the home team. After all, in 1966 the Ford GTs had trounced the Ferrari P3s not only at Daytona and Sebring, but most hurtfully at the home of endurance racing, Le Mans. Ferrari, though, is on a mission. The team was out testing at Daytona before Christmas, and it has come to the race with a veritable squadron of sports prototypes, including two brand new P4s. The extra preparation pays off. In a typically attritional race, one by one the Fords fall away. Three Ferraris finish 1-2-3 and cross the…

It doesn’t take long in the company of Jeff and Colin Fosker to discover their passion for Ferraris from the ’60s and ’70s, and their particular love of the iconic Daytona and Dino. But it’s no surprise given that their father, Bernard, set up the business in the ’60s, and by the early ’70s was specialising solely in Ferrari. He owned a Dino himself, so when Jeff and Colin joined the family business, in 1978 and 1982 respectively, the brothers’ lifelong infatuation with Ferrari was cemented. The original Foskers workshop was adjacent to the family home and saw some of the most stunning vehicles of the era coming and going from an unassuming residential cul-de-sac in Orpington, Kent. Bernard’s mechanical flair and his friendship with Bobby Bell of Bell &…

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…

‘As you would expect, the official performance figures are staggering’ AFTER A RELATIVELY short production run of four years, the 488 GTB is being replaced as Ferrari’s mainstream mid-engined V8 berlinetta by this car, the F8 Tributo. Somewhere in-between a facelift and a completely new model, the Tributo is clearly very closely derived from the 488, but Ferrari says it moves the game on in a number of important areas. Being a Ferrari, the story starts with the engine. The F8 features the most powerful version yet of Maranello’s much-feted twin-turbocharged 3.9-litre V8, at least as far as non-special-series cars go, developing an astonishing 710bhp (720 PS) at 7000rpm, with a no-less-impressive 568lb ft of torque at 3250rpm (that’s turbocharged engines for you). The peak power figure is 50bhp more…

ONE OF THE REASONS WHY the Ferrari Owners’ Club is so successful is that it enables its members to get the most out of their ownership of the world’s most exciting cars. It does this by putting on events both at a national level (racing, track days, socials, picnics and more) and also within the regions. Across England, Ireland, Scotland and Wales there are 24 area groups that put on a raft of fixtures throughout the season. Monthly meetings are a focal point for many of these groups, but most of them also organise regular runs out to places of interest. Some of the best area group events happen when two or more regions combine forces, whether that’s for a weekend away in the UK, a run out to a…

‘THIS IS NOT YOUR TYPICAL 288 GT0. THERE WERE SIX PROTOTYPES AND THIS IS ONE OF THE THREE THAT STILL EXIST’ For many Ferrari fans, the 288 GTO is their poster car, their lottery win purchase, their ‘if I could own only one Ferrari…’. So when they discover you’ve driven one and they ask ‘What’s it like?’ they do so warily, as if afraid of the answer. I know exactly how they feel. It’s my lottery win Ferrari, too, and the last thing I wanted was to discover that my hero car had, if you will, wheels of clay. So when I’m asked face-to-face ‘What’s it like?’, I say in a grave tone: ‘I’m sorry to have to tell you that it drives like it looks: it’s absolutely wonderful…’ Which…

You’re looking at Ferrari’s first turbocharged road-car engine. And just think of Ferrari now, with everything V8-powered now turbocharged. The modern boosted V8s aren’t as dinky as this one, though, nor do they exist for the same reason, other than the wide-ranging one of extracting more power from a given cylinder capacity. The idea of a V8 whose cylinders displace just 1991cc seems a case of extravagant over-complexity for a road car, even if yet-smaller V8s were the norm in Formula 1 a couple of decades earlier. But extravagance and aural theatre are allowed in a Ferrari, and killjoy taxation laws weren’t going to spoil it. Those laws, applicable most significantly in Ferrari’s native Italy, taxed cars with engines larger than 2.0 litres heavily, on the basis that they were…

‘Two hours with a GTO… I used up every last second’ 250 GTO by glen Waddington BUNGEE JUMP. On a greek beach. me, young and foolish. even now, if I think back, the heart-in-mouth sensation as I let go remains. The only other experience I can recall so viscerally is driving a Ferrari 250 GTO. I was still relatively young, only a little less foolish, bold enough not to question insurance arrangements when tantalised with the keys. The location was California’s Laguna Seca Raceway, over the Laureles grade to Carmel Valley, during monterey Car Week in 2004. The car? Chassis number 3445/gT, the fourth GTO built (with a riveted-on tail spoiler: Ferrari was learning as it went), raced early on by nino Vaccarella and better-known for its subsequent Ikea colour…

FOR US, THIS IS THE most exciting projectile we have ever been fortunate enough to handle, an electrifying sensation of a car that picks up its skirts and goes in response to the throttle like the proverbial bat out of hell. With the potential of reaching almost the legal motorway limit in the lowest of its five gears, owning such a car in this country might sound like folly. Fortunately the free roads of other countries are only minutes away by hovercraft or air, and for manoeuvres like overtaking the Daytona can flick up to unmentionable speeds and back again before anyone has time to notice. To put the Daytona in perspective, it took 1.3sec less to reach 60mph and 2.5sec less to reach 100mph than the Lamborghini Miura P400S…

The Ferrari engineer leaned into the cockpit of the 458 Italia and with a clenched fist beat its driver on the chest. ‘De extra two tenths,’ he said. ‘They in’ere.’ Now the pressure was on. We already knew Ferrari meant business when it came to setting lap times in its cars, but this time the stakes were higher than ever It was 2011 and Auto Express’s annual performance car of the year shoot-out, where we pitched the ten best driver’s machines against each other and the clock at the rolling, corkscrewing Anglesey circuit. However, this year it was only really about two cars – the Ferrari 458 Italia and McLaren MP4/12C. Getting these two together at the same time had taken months of persuasion, cajoling and outright begging, but eventually…

Ferrari describes it as its most extreme one-off design yet, and when you consider what has gone into the creation of the P80/c, it’s hard to disagree. It was built for a special customer – described as a leading connoisseur and collector of Ferraris – who wanted a state-of-the-art track car inspired by the great sports-prototypes of the late ’60s, specifically the 330 P3/4 and the dino 206 s. and that’s pretty much exactly what Ferrari has given him. The project started way back in 2015, meaning it’s had the longest development time of any of the recent special Project series of one-offs. the design was executed by the Ferrari styling centre under the direction of Flavio Manzoni, and, with the P80/c being intended exclusively for track use, particular emphasis…

2006 race-worn Michael Schumacher helmet £49,000 | mementoexclusives.com In his final year with Ferrari, Michael Schumacher couldn’t quite wrest the F1 Drivers’ Championship from Fernando Alonso, mechanical failures (and a bit of ill-advised gamesmanship in Monaco) thwarting his challenge. That 2006 season did his reputation no harm at all, though: he recorded his 85th, 86th, 87th, 88th, 89th, 90th and 91st wins, and, unsurprisingly, every one of those record-setting victories is priced into this piece of memorabilia. Mangiare by Richard Kelley From £500 | snapgalleries.com Richard Kelley’s camera captures dinner time in the Ferrari garage on the eve of the 1977 US Grand Prix, wine bottles and pasta balanced atop a part-prepped 312 T2B. Apparently all that Lambrusco had no ill effect on the mechanics, because both 312s lasted the…

Have you heard of Nicola Materazzi? He may well be the most extraordinary Ferrari engineer to have slipped under the media radar, for he is nothing less than the father not only of Ferrari’s turbocharged engines but also of such cars as the 288 GTO and F40. Today he enjoys a busy retirement in his house in the Salerno area facing the Gulf of Sapri, surrounded by a collection of 12,000 books, 8000 of them car-related. It’s the region he calls home, having been born in January 1939 in nearby Caselle in Pittari. ‘I have always loved books,’ he says, ‘ever since I was a teenager. They are a resource of inspiration. I have read all of these, and in reading them you learn. Learning every day is still the…

The ‘accessible’ Ferrari. That was the idea behind the three cars you see here: the California, its twin-turbo evolution and its reincarnation as the new Portofino. Accessibility is a notion with many forms, however. Affordability, usability, versatility – all are aspects of accessibility. There was much speculation about the putative entrylevel Ferrari before the California’s launch in 2008. Some had hoped for a ‘new Dino’, compact and Porsche-priced, but the reality proved very different. Then-chief engineer Amadeo Felisa explained why. ‘We could easily make a car like a Lotus Exige,’ he said, ‘but buyers equate money with size everywhere except in the UK and Switzerland. They wouldn’t accept a car the size of the original Dino any more.’ ‘Ferrari reckons the Portofino is more practical, more usable yet more sporting…

A Ferrari 375 Mille Miglia, two Ferrari 750 Monzas, an Alfa Romeo 6C 3000CM, a Talbot-Lago T26CS, two Allards and a V8 Ford special with classic Ardun hot-rod cylinder heads. Not the entry list for an exclusive auction on the French Riviera, but a typical starting field in the ‘large special sports car’ class on a lake outside Ludvika in the winter of 1956. Extraordinary as it may seem, on many a cold winter Sunday in Sweden in the mid-1950s you could see a bunch of racing cars just like these – racers that could just as well have been driven in the Le Mans 24 Hours – fighting for position on a frozen lake. This was an era when sports car racing was huge in Europe and the natural…

‘IN THE 1960S, HILLCLIMBING WAS A VERY BIG DEAL INDEED’ What is Ferrari’s most successful racing car to date? Actually there aren’t that many candidates, but two present themselves immediately. First is Aurelio Lampredi’s gorgeously simple, devastatingly effective 500, which ruled Formula 1 like no other car before or since. Across both entire championships held in 1952 and 1953 there was just one race it did not win. And then there’s the sports car candidate, the 312PB that won 10 of the 11 rounds of the 1972 championship, missing out only at Le Mans not because anyone else was quicker or more reliable, but because Ferrari chose not to enter. And although our story takes place three seasons earlier, there is a crucial link between the 312PB and the car…