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    David Lee is back with this famous Group B homologation car--the predecessor to the Ferrari F40 the #Ferrari-288-GTO ! / 1985-Ferrari-288-GTO / #1985 #Ferrari-288 / #Ferrari / #Ferrari-288GTO
    • Nice 288GTO - but power like modern BMW 340i
      2 months ago
    • Ferrari felony triggers Maranello memory The recent daylight theft of a Ferrari 288GTO in Dusseldorf elicited anger but reminded me of a trip to MaranFerrari felony triggers Maranello memory
      The recent daylight theft of a Ferrari 288GTO in Dusseldorf elicited anger but reminded me of a trip to Maranello in summer 1987, where I was surprised to see one. With only the hope that the Lottery gods will provide me with one, I’m always thankful to companies like Ferrari for giving us such magnificent icons to enjoy.
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      4 days ago
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    / #1959-Ferrari-250-TR-Tribute / #1959-Ferrari-250-TR / #1959-Ferrari-250-Testa-Rossa / #1959 / #Ferrari-250-TR-Tribute / #Ferrari-250-Testa-Rossa / #Ferrari-250 / #Ferrari

    The sound is simply intoxicating. Crazy that it was in a wreck before it was first going to be on the show. He pretty much built his own Ferrari and you have to love a guy that will go to those lengths to drive his dream car.
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    Jay Leno
    If you’re anything like me, your whole life probably revolves around things that roll, explode and make noise. Let’s face it, we’re the anomaly. Most people are not like us. I’m constantly amazed at how little most people know about cars. #Ferrari-512TR / #Ferrari-512 / #Ferrari / #Hasan-Minhaj / #Comedians-In-Cars-Getting-Coffee

    A friend of mine called the other day in a panic, they said a warning light they’d never seen before came up on the dashboard. ‘What does it look like?’ I asked, they said it looks like a little gas pump. I said, it means you’re about to run out of gas. Put some gas in it. they said, I don’t have time to stop, I have a meeting to get to. I said, if you run out of gas you won’t make the meeting, they said: ‘I never ran out of gas in my old car. I HATE this thing.’

    My friend Jerry Seinfeld has a very funny show on Netflix called Comedians In Cars Getting Coffee. He finds fellow comedians who have some connection with automobiles and then takes them for a ride in a car he thinks they would find interesting.

    Recently Jerry did an episode with a very funny comedian named Hasan Minhaj. The car was a Ferrari-512-TR , similar to the one basketball great Michael Jordan drove. Hasan was a big fan of Michael Jordan, so Jerry thought this car would be perfect. And as Jerry accelerated away, executing each shift perfectly, Hasan looked at him and said: ‘Now, that thing you just moved - what was that?’ the look on Jerry’s face was priceless. Not a car guy.

    One time I pulled my 1925 Doble steam car into a gas station. A woman stopped me and said, ‘Hey, your car is smoking!’ Sensing a chance to educate the public on how steam cars work, I said: ‘that’s not smoke, it’s steam, this is a steam-powered car.’ She then asked me: ‘Why are you putting gas in it?’ You use the gasoline as fuel to heat the water, I said, the water makes steam and that powers the car. She said: ‘If you want to heat the water, why not just park it in the sun?’ I tried to explain that if the sun could boil water we wouldn’t be here having this conversation. She accused me of being a smart-ass and drove off.

    An incident not even related to a car can tarnish its reputation forever. I’ve driven a number of hydrogen- powered cars. Yet whenever I told people they were hydrogen-powered, they would mention the Hindenburg and ask me why I wasn’t afraid to drive it.

    When Chrysler unveiled its turbine car to the public in 1963, it ran a contest where they asked ordinary people to write an essay on why they would want to drive a turbine- powered car. In all, 203 Americans were chosen. Young, old, rich, poor, they were each given the car for three months and told to keep a diary of any problems they had. they had the general public doing their R&D! Can you imagine that happening today in our litigious society?

    One Sunday morning I drove my 1906 Stanley Steamer Vanderbilt Cup Racer to a ‘Cars and Coffee.’ It looks like a coffin on wheels. You have a long hood - about as long as a coffin, actually - and two seats that sit just above the rear wheels. Under the hood you have an enormous fire- tube boiler which releases steam for the two-cylinder engine, which is connected directly to the rear wheels.

    this car has the distinction of being the oldest vehicle ever stopped for speeding on the 405 Freeway in Los Angeles, the chassis is made of wood, and you’re carrying an open flame. At the time I passed a police officer I was doing 76mph in a 65mph zone, the reason the officer stopped me was that, when I passed him, he noticed I was on fire, the flames were coming over the front of the coffin-nose hood as I went by.

    What you do with a Stanley like this, when you catch fire, is you close the fuel valve and then you increase your speed to blow out the flame. I know it sounds counter-intuitive, but it actually works. If you pulled over the whole vehicle would just be engulfed in flames. By increasing your speed with the fuel supply cut off, you’re able to extinguish the remaining gasoline.

    the reason you’re able to increase your speed with the fuel cut off is that the Stanley holds power in reserve. You have 15 gallons of water with about 800psi of steam in the boiler, much like a kettle after you’ve turned off the burner. It’s one of the few vehicles in which you can get burned to death and scalded to death at the same time. When the officer asked about the lack of safety equipment such as seatbelts, stoplights, headlights and turn signals, I explained that in California you only have to have equipment mandatory for the vehicle in the year it was built. He seemed to buy that and sent me on my way.

    I was reminded of this story when I got to the ‘Cars and Coffee’. A young man approached me, studied the Stanley Steamer for about ten minutes, and with a completely straight face looked at me - looked me in the eye - and said: ‘Does this have airbags?’

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    Untold tales The time #Performance-Car upset Ferrari with a #smokin ' Ferrari-456GT Words John Barker

    / #Ferrari-456GT / #Ferrari-456 / #Ferrari / #1994 / #Performance-Car / #1994-Ferrari-456GT /

    I was delighted that we'd managed to bag a big beast to re-launch the Performance Car magazine road test.

    The handsome 456 would produce some arresting numbers at Millbrook and look great on the cover. Best of all, I'd broached the subject of tyre wear with Tony Willis, our contact at Maranello Concessionaires, and was delighted when he said that he was planning to replace the whole set when it came back from the loan anyhow. Very much game on, then.

    At the track we suckered our Datron Correvit test gear to the rump of the 456, wound up its 5.5-litre V12 and side-stepped the clutch. The results were impressive and right on the money: 0-60mph in 5.1sec (the factory claim was 0-100km/h or 62mph in 5.2) and 100mph in 11.2sec. We tried to verify the claimed 186.5mph (300km/h) top speed but on the banked Millbrook bowl (hands-off speed 100mph), the big Ferrari faltered at about 180mph, possibly due to fuel surge, so we didn't push our luck.

    No matter; we got a superb set of photos, including a lovely sequence of oversteer shots at my favourite corner on the B660. For the cover, art director Gill Lockhart and photographer Michael Bailie had come up with a plan that involved a cherry-picker and a standing start with plenty of tyre smoke. With Bailie and his camera poised high up behind the 456,

    I wound the V12 right up and let it go. It felt ludicrous, the rear tyres immediately letting go and only after a few moments finding traction and sending the Ferrari howling down the mile straight.

    'It looks great,' said Lockhart, 'but there's not enough smoke.' Hmm. I tried a different technique, which involved side-stepping the clutch and moving that.

    ‘The editor got a letter from Ferrari UK. The gist was that we’d abused the car and made it unsaleable’ foot immediately to the brake. It worked a treat, the front brakes stopping the car on the spot while the rear tyres spun.

    After about five seconds the car was engulfed. Job done. The rear Bridgestones were hot but remarkably unscathed. In fact, it was the track that had suffered; each tyre had dug a groove in the asphalt. Oops. We cleaned the car up and delivered it back, explaining to Mr Willis how well everything had gone.

    A few days after the magazine hit the newsstand, the editor got a letter A long and very detailed letter from someone else at Maranello, listing everything that was wrong with the car It started with the tyres and went on to catalogue everything we might possibly be culpable for, including minor paint defects, light scuffs on the leather and even a slight smell in the glovebox. (OK, I made up that last bit but you get the idea.) The gist was that we'd abused the car and, because people would know it from the article, made it virtually unsaleable. I thought we'd just shown what a brilliant car the 456 was, both dynamically and in performance. terms. Happily, Mr Willis agreed. A few months later, all was amicable again.

    Left and below In 1994, Performance-Car re-launched its road test with a cover story showing what was involved in obtaining a full set of performance figures. Staged pics of smoking 456 didn’t go down well with Ferrari
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    Ferrari 400/412 values on the up. It could be now or never if you want to buy into the V12 dream for around £50k. / #Ferrari-400i / #Ferrari-400 / #Ferrari-V12 / #Ferrari / #V12 / #Ferrari-412i / #Ferrari-412i-Auto / #1988 / #1981 / #Ferrari-412-Automatic

    CHASING CARS Quentin Willson’s hot tips

    Quentin Willson’s hot tips There’s some bustle around the Ferrari 400 and 412. A change in affection has hardened prices with exceptional cars now touching £80k. Neal Gordon in Chelsea has a blue ’1981 right-hand-drive 400i auto with only 16,000 miles and total Ferrari history for £84,950, while Gallery Aaldering in Holland has an ’1983 LHD auto in dark blue with 22,000 miles, three owners and big history for £53,000. Right-hand-drive 400is are rarest, with only 152 cars produced, and the biggest prize is a UK-supplied manual with only 25 examples ever built. The later, rarer and more reined 412 is a good bet too, with Justin Banks in Kent offering an ’1988 412 auto in metallic black, with extensive history and 36,000 miles for a very reasonable £34,995.

    As the last of the affordable V12 Ferraris, you can see why there’s been an upswing. With roots going back to the Daytona – including that distinctive body swage line – lush Connolly leather cabins and surprising usability, canny collectors looking for value are now seeing low-mileage 400s with fresh eyes. Significantly, they’re beginning to command more than 456 GTs which is another sign of new interest.

    They’re also historically significant as the first automatic Ferrari ever. They also had the longest model production run, 17 years. My punt would be on the final series ’1985-on 412 with its Marelli ignition, anti-lock braking, plusher cabin and better drivability – they’re rarer than the 400 too with only 576 built. In the metal all 400s look terrific, low, handsome and classy and were given an aesthetic knighthood by motoring scribe LJK Setright who described the silhouette as ‘one of the most beautiful and elegant bodies ever to leave the lead in Pininfarina’s pencilling vision’. He wasn’t wrong.

    Find yourself a wellfettled, low-mileage 400i or 412 with bulging history file and you’ll be buying one of the few Seventies/Eighties Ferraris that wasn’t hyped in the Prancing Horse boom years. Think of it this way – this is a front-engined V12 classic Ferrari still available for around £50k. That statement might not hold for very much longer.
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    CHOP-TOP PROJECT JOINS THE RATPACK / #Ferrari-Ratarossa / #Ferrari-Testarossa / #Ferrari / #Ferrari-V12 / #Ferrari / V12

    OWNED BY Scott Chivers
    FROM Wokingham, UK
    FIRST CLASSIC Porsche 912
    DREAM CLASSIC Ferrari F40
    BEST TRIP Le Mans 2015 in my 360 Challenge Stradale – the sound of heaven in long tunnels!

    Three years ago, while looking on the web for an obscure car part, my search returned this unrelated Ferrari Testarossa located in California. It was a project car that had been started (the roof had been chopped off and strengthening added to the chassis), but other than that it was a rolling shell with an engine and gearbox bolted in place, and hadn’t been on the road for well over 20 years.

    I told the seller that anyone else buying his Ferrari was likely to break it for parts because it was worth far more in bits. But I promised him that my sole intention would be to get the Testarossa built and put it back on the road. It arrived a few months later accompanied by two huge wooden crates of parts. At the time I owned another Testarossa coupé, so was lucky enough to use that car as the blueprint for my ‘Ratarossa’.

    Why the unfinished style? Part of the enjoyment of this project was that it didn’t have to be perfect, with its ‘rat’ look, so I just took my time and enjoyed the build. With the two massive crates of parts that came with the car I have been like a kid with a giant puzzle; it’s been a lot of fun and very satisfying figuring out where each item belongs.

    Ferrari made only one official #Ferrari-Testarossa-Spider for #Gianni-Agnelli , and it’s estimated that around 15 more were subsequently converted by aftermarket companies, making these a pretty rare sight. It’s also the car that many believe Ferrari really should have put into production. Obviously there have been a few head-scratching moments. Testarossas are 30 years old now, and the expertise on them has been whittled down to a few gurus worldwide. I have no background or any kind of training in this sort of thing, other than a hobby and passion. For the most part it was on-the-job learning for me.

    I faced a number of difficulties during the build. The engine hadn’t run in many years and the wiring was missing or not connected. My first job was to hear the engine roar once again. With a bit of luck and plenty of perseverance, I was able to bring the #Flat-12 back to life.

    Another challenge I’ve had is getting hold of parts. Many are no longer stocked by Ferrari and I’ve had to source items from around the world wherever available. But it’s amazing what pops up on auction sites across the globe. For example, I picked up a brand-new original dashboard in the correct colour for £180, shipped. If Ferrari still made the dash, it would have cost me £5000.

    Suspension was another massive problem; steel bars had been fabricated and welded into the mid section to reinforce the car’s structure and rigidity where the roof had been chopped off. They did a great job of keeping the car from flexing but the bars’ added weight caused the front end of the Testarossa to lift up. The factory suspension is pre-set and fixed, so I had to work with a suspension company to create custom shocks and springs. Eventually it took three sets of custom springs to get the right height I wanted.

    Other bits I’ve had to modify to work properly on the Spider include the safety belts; even with the original luggage straps behind the seats, the belts had to be anchored differently. Unless you really know Testarossas, however, you’d never spot the changes.

    When the Ferrari first arrived in the UK it was like the Flintstones’ car: there was no floor, wheelarches, carpet etc. It now looks really good and, eventually, I plan to have a mechanically perfect car, in pristine condition under the skin, yet clothed in a ‘rat’ look.

    Although it’s only recently been put back on the road, I have already taken it to a couple of events and really enjoy the reaction the car generates. It’s a bit like Marmite: you either love it or hate it. It doesn’t bother me either way because I built it to have fun! The Ferrari is by no means finished – it’s an ongoing project. I have blogged the build each step of the way, and you can follow my progress at #Drive-My .
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