Ferrari Service and Repair Bay Area - Happy New Years - Zucchi Motorsports Sonoma - 707-334-3700

Happy New Year

Ferrari Service and Repair Bay Area - Ferrari testing 458 Challenge Evoluzione at Mugello - Zucchi Motorsports Sonoma - 707-334-3700

Ferrari makes road cars, it makes racecars, and it makes road cars into racecars. The 458 Challengefalls into the latter category, transforming the 458 Italia into the basis for Maranello's one-make spec racing series. It replaced the F430 Challenge in 2011, which in turn followed the 360 Challenge, F355 Challenge and 348 Challenge that started it all in the mid-90s.

Now the Prancing Horse marque is set to move the game forward again with the revised 458 Challenge Evoluzione. Seen here undergoing testing at what could be any tree-lined circuit but is likely Mugello (which Ferrari just happens to own in addition to the Fiorano test track at the factory), the 458 Challenge Evoluzione takes a step further with a new aerodynamics package.

Other changes will likely be nominal, and Ferrari will probably offer existing customer racers the option of upgrading to stay at the front of the pack instead of replacing their $300k racers entirely. One way or another, Ferrari is set to unveil the 458 Challenge Evoluzione, also at Mugello, after the conclusion this year's Finali Mondiali, the event that ties up the end of Ferrari Challenge series from around the world next week.

source: Autoblog
by Noah Joseph

Ferrari Service and Repair Bay Area - Merry Christmas - Zucchi Motorsports Sonoma - 707-334-3700

Wishing all a Merry Christmas

 

 

Ferrari Service and Repair Bay Area - History of the Ferrari 330 Series - Zucchi Motorsports Sonoma - 707-334-3700

The Ferrari 330 series was produced from 1963 through 1968. They were replacements for the Ferrari 250 GT 2+2 with many of the series retaining the style and mechanical components of their predecessors. 
The front-engined, rear-wheel drive vehicle were powered by a derivative of the 400 Superamerica's four-liter Colombo 12-cylinder engine. 

The first in the series was the 330 America, which was actually a 250 with a new engine. During its production lifespan, lasting only a year, 50 examples were produced of the 2+2 sports car. 

The 330 GT 2+2 was introduced to the public at the 1964 Brussels Motor Show, built as a replacement for the 330 America. The 330 GT 2+2 is unique in that it provided ample seating for four individuals plus luggage. These were the ultimate road-going, practical sports car that could be used for every-day transportation. The 330 GT 2+2 was a new product, not just an engine modification. Under the hood was a Tipo 209, twelve-cylinder engine capable of producing 300 horsepower. Disc brake were placed on all four corners to provided the stopping power. The 1964 model used a four-speed manual gear box with overdrive. The 1965 version, known as the Series II, received a 5-speed manual gearbox. Other changes included alloy wheels, dual-light front clip, and optional power steering and air conditioning.

The 330 GT 2+2 was produced from 1963 through 1968. Around 1080 models were produced of the 330 GT with 50 of them being Type 330 GTE Americas.

The 330 was a replacement for the 275. The shortened wheelbase and independent rear suspension was courtesy of its predecessor. The GTC (Gran Turismo Coupe) Pininfarina designed vehicle was debuted in 1966 at the Geneva auto Show. It had a V-12 engine mounted in the front that was capable of producing 300 horsepower. The five-speed manual gearbox was located in the rear transaxle.

The 330 GTS (Gran Turismo Spyder) was shown in October 1966 at the Paris Auto Show.

There were around 600 coupes and 100 spyders produced during the production lifespan. In 1968 they were replaced by the 365 GTC/4 Daytona.

soruce: http://www.conceptcarz.com/vehicle/z8787/Ferrari-330-GT-2+2.aspx
by Daniel Vaughan

Ferrari Service and Repair Bay Area - Ferrari 212 Export Spider - Zucchi Motorsports Sonoma - 707-334-3700

This distinctive early Ferrari Spider has bodywork styled and crafted by Carrozzeria Rocco Motto of Torino – often referred to as ‘Ca-Mo’ – and unusually features an additional centrally placed long-range headlight in the lower radiator intake grille upon its nose.

The 212 Export model was powered by a new version of the classical Gioachino Colombo-designed, two-cam 60-degree V12-cylinder engine, displacing 2562cc. Most Exports were purchased for use in competition and so three Weber 32 DCF carburetors were normally fitted, and power output was a healthy 175bhp at 6,500rpm, transmitted through a slick-to-use Ferrari five-speed non-synchromesh gearbox. Typically weighing some ten per cent less than the ‘stock’ sister model 212 Inter, the competition-orientated Exports were capable of some 140mph and 0-60mph acceleration in as little as seven seconds. Production totaled only some 28 individual cars, of which only two are believed to have worn the Rocco Motto body style offered here on this very important 212 Export. 

This car’s first private owner ex-works was the enthusiastic Florentine amateur racing driver Piero Scotti. He took delivery of the car – unusually painted metallic grey – in the early Spring of 1951 and on April 28 that year he drove it in the XVIII Mille Miglia accompanied by Amos Ruspaggiari. The car’s start-time race number was ’434′, and Scotti achieved astonishing success with it – returning to the starting point at Brescia after 1,000 miles’ hectic racing on the public roads of Italy to finish third overall! 

Consequently this Ferrari 212 Export has since featured prominently in such respected publications as Giannino Marzotto’s books ‘La Ferrari alla Mille Miglia’ and ‘Red Arrows – Ferraris at the Mille Miglia”), and the Andrea Curami and Luca Ronchi book ‘Mille Miglia 1947-1957′, not to forget the manufacturer’s own ’1951 Ferrari Yearbook’. 

On June 3, 1951, Scotti reappeared in ’0094E’ now offered here, again finishing third – this time in the Giro di Toscana. Two weeks later he placed fifth in the more prominent V Coppa d’Oro delle Dolomiti – a wonderful public road race around the Italian mountain range – in which he also won the Ferrari’s class. His exploit there is well recorded in the Gianni Cancellieri and Cesare De Agostini book, ‘Polvere e Gloria -La Coppa d’Oro delle Dolomiti 1947-1956′. 

Scotti continued to campaign the car in public road events around Italy. On July 29, 1951, he contested the XIII Aosta-Gran San Bernardo mountain climb and on August 12 raced in the VII Circuito Automobilistico di Senigallia in which he finished second overall. Again this well-promoted Ferrari features in worthwhile books of racing history, Benito Quadraroli’s ‘Circuito di Senigallia-Annali’ and Andrea Curami’s ‘Cinquant’anni di mito Ferrari 1947-1997′. 

Ferrari 212 Export Spider racing in period

September 2 saw ’0094E’ driven by Scotti winning the Vittorio Veneto-Cansiglio climb outright, and the following weekend he ran it in the Sicilian Targa Florio – co-driven by Cantini – only to record a non-finish. Staying on in Sicily he bounced back by winning the Catania-Etna mountain climb and after returning to the Italian mainland on September 30, he set yet another Fastest Time of the Day at the Vermicino-Rocca di Papa climb followed by yet another overall FTD at Treponti-Castelnuovo – then another in the Coppa Colle San Rizzo event. 

Piero Scotti then sold this super-successful Ferrari 212 through Giuseppe Viannini to Roberto Wenceslao Bonomi, resident in Buenos Aires, Argentina. The car was shipped far south of the equator to the Argentine capital and in mid-March 1952 it ‘Cachorro’ Bonomi raced his new acquisition at Buenos Aires Autodrome, wearing race number ’13′ and proving it to be far from unlucky for him – as he won outright. On September 13, 1952, he drove ’0094 E’ again at the Autodrome, winning the Premio Eva Perón, and on October 19 he won there again in the Premio Lealtad. 

Early in 1953 Señor Bonomi sold the Ferrari 212 to compatriot Jorge Cernadas, and in 1954 it emerged in the ownership of the fast-emerging Argentine star driver, Roberto Mieres. He raced it at the Buenos Aires Autodrome on December 19, 1954, finishing sixth, and into 1955 sold the car on to Jorge and Oscar Camaño. They raced it in the 1955 Buenos Aires 1000Kms classic – a Sports Car World Championship-qualifying event – finishing a superb sixth overall in the ageing car.

Oscar Camano then achieved a third place finish in the Premio Aniversario Ciudad de Mar del Plata on February 27, 1955, and on March 13 finished eighth in the Premio Autodromo de la Ciudad de Buenos Aires. At Rosario on April 3, Oscar Camaño took a fifth place, and on May 29 he finished fifth in the grueling 500 Millas Argentinas at Rafaela, Santa Fé, the car running there in white livery with a blue stripe. Still Oscar Camano raced on with ’0094 E’, second at the Circuito del Bosque, La Plata, on August 14, then seventh in the Premio Inverno, at BA Autodrome, on August 28. 

The energetic Camaño brothers then sold this Ferrari to Néstor Salerno, who continued to race the car into 1956, finishing fifth in it at the BA Autodrome on July 29, fourth there on October 12, and then contesting the major-league Buenos Aires 1000Kms on January 27, 1957, when Néstor Salerno and co-driver César Reyes finished eleventh. Salerno recorded three more fourth-place finishes in races at the Autodrome into 1958, when he eventually sold the Ferrari 212 Export to 19-year old Ricardo Masini, the car being registered on his behalf in the name of Jorge Ruanova to satisfy Argentine minimum-age regulations. On July 25, 1959, Carlos P. Milanesi drove the car into a fifth place finish on the Costanera Norte road circuit in Buenos Aires and that September saw him entered in the car for the Uruguayan Real de San Carlos Sport Club event, only to be sidelined pre-race due to an engine fire in practice. 

The Ferrari then fell into obscurity before being acquired by Buenos Aires-based enthusiast and collector Lucio M. Bollaert, in 1970. By 1984 it was the property of Hector Mendizabal, and had been repainted dark blue. It was advertised for sale in the September 22, 1984, issue of the Ferrari Market Letter, and later that year was acquired by Antoine Midy, of Paris, France. He re-registered the car on Parisian license plates ’140 GHF 75′ and had the distinctive Motto bodywork repainted in metallic silver-grey. 

Antoine Midy then ran the car in the 1987 Mille Miglia Retro, and in 1991 reappeared with it in the Rallye des 10,000 Virages. Appearances followed in the 1992 Tour de France Automobile and 1997 Monaco Historic Grand Prix meeting. The car was displayed during the Lyons Salon de l’Auto of 1999 and it was also exhibited at the Louis Vuitton Automobiles Classiques Concours d’Elégance at Bagatelle, and in the ‘Le Leggenderia Sport Delle Corse Di Durata’ display at the Galleria Ferrari in Maranello, Italy.

Its appearance as the ‘cover car’ of the Ferrari Club of America magazine ‘Prancing Horse’ (fourth-quarter edition, 2003) was followed by another outing in the 2004 Monaco Historic Grand Prix at Monte Carlo. As recently as 2007 ’0094 E’ was still impressing onlookers at the Retromobile exhibition in Paris, France. This incredibly well-raced and originally extremely successful private owner’s ideal racing Ferrari was offered here from Antoine Midy’s Estate, following his death on May 20th last year.

source: http://www.sportscardigest.com/car-profile-%E2%80%93-ferrari-212-export-spider/
bonhams

 

Ferrari Service and Repair Bay Area - Jim Glickenhaus's Newest One-Off Car Will Be An Absolute Masterpiece - Zucchi Motorsports Sonoma - 707-334-3700

SEXPAND

In March of this year, we received word that Jim Glickenhaus of P4/5 and P4/5 Competizione fame would be unveiling a new car. We've now gotten our first tease, and it is going to be a masterpiece. This is your first look at the SCG003.P

As a reminder, here is what Glickenhaus said about the car in March, which we then knew as the P33:P

What if I stepped back? Simpler. Lighter. Smaller? Could it be that "Less is really more?" That's what our new road car is giong to be. Lighter, smaller, simpler and very beautiful. Our goals are similar HP/LB to my P 3/4 and something that is a new, forward design where it's three wing are integrated into the form as a Porsche 959's rear wing is. I'm calling it P 33 as it's our third one off and it will have three integrated wings. It's also a tip of the hat to the Alfa T33 Stradale but not a visual Hommage to it. It will be Dino Competizione sized. Henry Ford said: "When ever I see an Alfa Romeo I always tip my hat." and I do too. We're thinking CF tub, a TTV6 and a very sexy shape. Paolo will be heading up the team again my Long time friend and chief mechanic Sal Barone will be making sure it all works and Scuderia Cameron Glickenhaus and it's associates will be designing, engineering and building P 33. P 33 will be badged as an SCG as is P 4/5 Competizione. From the day I took the Ferrari Badge off of P 4/5 Competizione (something viewed by millions of people on our FB site) I haven't looked back.

When we have a sketch we're happy with we'll share them with you.P

He now has that sketch, and it's something else. P

SEXPAND

The car, which will debut at the Geneva show in 2015, will come in both road going and competition forms, kind of like the P4/5. He wants the car to set new records and benchmarks for stiffness and lightness in its class, which is exactly what we were told in March.P

Basically, it's LMP1 design for a GT car, so it sounds like it'll be a radical approach to car building.P

The intention is to run it in the 24 Hours of the Nurburgring in 2015 right after its debut at the Geneva show, where it'll run in the SPX class.P

SEXPAND

Currently it's known as the Scuderia Cameron Glickenhaus SCG003, with the competition version going by SCG003C. Now, 2013 isn't even over yet and Glickenhaus has just made me excited for 2015. 
source: http://jalopnik.com/jim-glickenhauss-newest-one-off-car-will-be-an-absolut-1485859630
by Travis Okulski

Ferrari Service and Repair Bay Area - The Best Looking Ferrari Ever? Ferrari 512 S / 512 M with history of each car - Zucchi Motorsports Sonoma - 707-334-3700

In 1970 the Ferrari 512 S replaced the 330 P4 / 612 model, the homologation rules required 25 cars, some cars of the 25 were used as spares. The 512 S was designed by a team headed by Mauro Forghieri, the engine was an all alloy V12 with almost five litres and 4 valves per cylinder. The tubluar spaceframe was devloped from the P4 and the 612, the bodywork was designed by Giacomo Caliri and made from ploycarbonate for leight weight. Built as berlinetta and spider. It took part in the Manufacturers' World Championship in 1970 and 1971, winning Sebring and Kyalami.

The 512 M is the desecndent of the 512 S. The race expirence resulted in more powerful rear disc brakes and improved suspension. A new lighter more powerful engine was supplied with more effiencent cyclinder heads retaining the four valves per cyclinder. The bodywork was redesigned, it was lower and more aerodynamic. It debuted in 1970 on the Zeltweg circuit and took part in the Manufacturers' World Championship.

All 512's started as S, most of the 512 S were later converted to M (modificato) specs. There were 2 types Spyder and Berlinetta. The serial numbers ranged from 1002 - 1050, the serial number 1000 was not used (also the serial number 900 was unused).

712 CanAm
For the CanAm series a car with very high torque matching the track characteristics was required, that led to a seven litre engine which was used first in a regular 512 M chassis, later various spider bodies were developed and replaced the 512 M berlinatte body. This was a one-off.

In our days the Ferrari 512M is dominating the Historic Car Scene and winning more races then ever, it leafs the 312 PB's, BB 512 LM's and the 330 P4's in the dust.

What is one of the top surviving 512 M worth today (August 2007) ?
The anamera experts would say 1 and a half of the 1st 4 lightweight Competizione 365 GTB/4 Daytonas.

1002 started life as a 512 S Spyder, was delivered to Spain to Escuderia Montjuich,in 1970 it had an accident in Le Mans, it did not finish the 500km Imola, but cross the 1000km Paris, Montlhery race in 2nd position and 1st in class. In 1971 it finished 5th in 1000km Buenos Aires, later it was converted to "M" spec Berlinetta and finished 1000km BrandsHatch in 5th, had an accident in the 1000km Monza race, finished 5th in the Imola 300km Interserie race, after 15h the 24h Le Mans ended for 1002 with gearbox problems. The 1000km Oesterreichring ended after an accident, The Tour de France was a big success Juncadella finished 2nd OA.

1004 started life as a 512 S Berlinetta and was used by the Scuderia Ferrari, Jacky Ickx and Peter Schetty did not finish the 24h Daytona, but John Surtees and Peter Schetty finished the 1000km Monza race 3rd OA, 1004 was the test car for the Targa Florio.  Ecurie Francorchamps owned the chassis in 1970 and sold it to Herbert Mueller in 1971.

1006 was a 512 S Spyder and was never converted to "M" specs but became a Berlinetta, it was delivered and raced by N.A.R.T. in 1970 12h Sebring, Donnybrooke (9th OA), Mid-Ohio (7th OA), Road America (7th OA), 1000km Buenos Aires (7th OA), 24h Daytona (2nd), 1971 12h Sebring, 24h Le Mans, 1006 was displayed for 10 years in the Rosso Bianco Collection, and in need of a complete restoration. It was auctioned May 20th 2007 in Maranello in RM's Leggenda e Passione Auction for Euro 2.6mio incl commision and VAT.

1008 was a 512 S delivered to Scuderia Filipinetti, Geneva, CH, Herbert Mueller and Mike Parkes finished 4th OA in the 1000km Nuerburgring race, Joakim Bonnier and Reine Wisell did not finish in Le Mans. In 1970 1008 sold to Herbert Mueller and later converted to a "M" spec Berlinetta. Moretti finished the 1000km Monza in 8th position. In July Pedro Rodriguez had an fatal accident at the Norisring when the 512 clipped the armco, the fuel tank was ripped open and the car burst in flames.  

1010 was a 512 S Spyder raced by the Scuderia Ferrari, was in July / August 1970converted to a "M" specs Berlinetta, in fact this was the 1st 512 M conversion. Jacky Ickx and Ignazio Giunti won the Springbok Series in Kyalami. In 1971 a 712 engine was installed, Arturio Merzario won he Imola Interserie race, there after 1010 was converted to 712 CanAm round body Spyder. Mario Andretti finished 4th OA at Watkins Glen. N.A.R.T. became the new owner and Jean-Pierre Jarier and Brain Redman raced it in Watkins Glen and Elkhart Lake.

1012  was a 512 S Spyder raced by the Scuderia Ferrari. Chris Amon and Arturio Merzario finished 5th OA in the 1000km Brands Hatch race, Nino Vacarella and Ignazio Giunti finished 3rd in the Targa Florio. Peter Schetty crashed during practice for the 1000km Nuerburgring race, 1012 did not start John Surtess raced with Nino Vaccarella in car #55.

1014 was a 512 S Berlinetta delivered and raced by N.A.R.T., it did not finish the 24h Daytona race driven by Dan Gurney and Chuck Parsons, Sam Posey and Ronnie Bucknum achieved the best 512 S finish in Le Mans with a 4th OA, in 1970 Francois Sicard converted 1014 to "M" specs at N.A.R.T. It was then sold to Greg Young, he and his brother Gregory raced the 512 in Daytona (dnf), Sebring (acc), it was painted black and raced in Ecuador (1st) and in the Fuji GP (acc).  

1016 was 512 S Berlinetta, NOT converted to "M" specs, but received a Spyder conversion. I was delivered to Scuderia Filipinetti, Geneva, CH, and raced by Herbert Muller and Mike Parkes at Brands Hatch (13th), Monza (8th), Targa Florio (6th), at Le Mans Parkes qualified the car eighth and soon moved up to sixth and in the third hour to fourth. While avoiding a slower car he was forced to the sidelines ending the day in the sand. In 1971 Herbert Muller Racing entered the car for Heinrich Wiesendanger and Cox Kocher, but the car was either dna, dns or dnf.

1018  was a 512 S Spyder delivered to Georg Loos, Koeln, D - Gelo Racing Team KG, then and today one of the most active campaigned 512's. Georg Loss raced his car in 1970 in Brands Hatch (dns), 500km Zolder (1st OA), 1000km Monza (dns), 24h Le Mans (acc), Watkins Glen (dnf), 1000km Oesterreichring Zeltweg (7th OA), 1000km Paris (dnf). In 1971 1018 was converted to "M" specs as Berlinetta. George Loos raced in 1971 in Imola, the 1000km Nuerburgring, 24h Le Mans, 500km Norisring (6th), Hockenheim (6th), and Paris (acc). After the Paris accident Pierre Bardinon had bought the car from Loos.

1020 was never used as "S", N.A.R.T. received delivery  and raced the 512 M as Berlinetta with a bubble in the roof. In 1971 it was raced at 24h Daytona (dnf), 12h Sebring (dnf), 24h Le Mans (3rd OA), 6h Watkins Glen (dnf), Watkins Glen CanAM (6th).

1022 was a 512 S Berlinetta was a Scuderia Ferrari car, raced in Daytona (acc) and took part in the Le Mans test trials driven by Jacky Ickx. Sold to Corrado Manfredini using the identity of 1032.  In December of 1970 it was send back to the factory to be modified to "M" specs. 

1024 was a 512 S Berlinetta, but never used as S. In 1971 it was sold to Scuderia Brescia Corse (BC) in "M" spec configuration and raced by "Pam" in Monza, Imola, Zolder, Oesterreichring, Norisring, Hockenheim and Paris.In the 1990's it was owned for several years by Albert Uderzo. 

1026 was a 512 S Berlinetta and used by the Scuderia Ferrari in 24h Daytona (3rd OA), 12h Sebring (1st OA), 1000km Monza (4th OA), 1000km Spa (4th OA) and in the 24h Le Mans (acc). During the filming of the "Le Mans" movie the car was destroyed when driven by Derek Bell. Today the recreated (Spyder) car is owned by Nick Mason.

1028 was a 512 S Spyder,  used by Solar Production for the Steve McQueen movie "Le Mans", until 1971 it was not raced and sold new to David Weir, the owner of SSR = Snake Speed Racing.  It was entered in 12h Sebring race and stopped in lap 20 with technical problems; David Weir was partnered by Chuck Parsons. 1028 was entered in the 1000km Monza race, but did not arrive. It was converted at the Ferrari factory by Eddie Wyss to an "M" spec Berlinetta, it was raced by Chris Craft and David Weir in 1971 in the 24h Le Mans raced and achieved the 2nd best Ferrari 512 M finish in Le Mans. SSR used the David Piper entry, since David could not race after the accident which happened during the movie "A french kiss with death". 1028 was in 3rd position overall and leading 1020 when 1028 lost it's clutch at 9am on Sunday moring and required a change, it finshed 4th OA with just having 2nd and 5th gear left. It went back to the factory was refurbished and sold. 

1030 was a 512 S Berlinetta, sold to Garage Francorchamps, Brussels, B, it was raced Derek Bell, Hughes de Fierlant, Alistair Walker, Gustave Gosselin, Alain de Cadenet, Motschenbacher in 1000km Spa (8thOA), 24h Le Mans (5th OA), 9h Kyalami Springbok Series (6th OA), 1000km Buenos Aires (6th), 24h Daytona (dnf). In 1971 it raced in "M" spec configuration in 24h Le Mans (dnf), Zolder (1st), 6h Watkins Glen (4th), Silverstone Interseries (2nd). 1030 is offered by GTC in Marseille, France.

1032 was a 512 S Berlinetta and sold to Scuderia Picchio Rosso of Corrado Manfredini, Italy. Entered by Manfredini and Giampiero Moretti in the Daytona 24h race, it did not finish due to a broken chassis, which was after the return to Europe repaired by the factory, it was involved in an accident at the Coppa Verona, the wreck was sent back to the factory and scrapped expect for the engine and gearbox, from now on 1022 used the identity from 1032.

1034 was a 512 S Berlinetta raced by Scuderia Ferrari in Coda Lunga configuration at the 24h Le Mans by Arturio Merzario and Clay Regazzoni, crashed heavily, it was destroyed and written off.

1036 was a 512 S Berlinetta used by the Scuderia Ferrari as test and backup car. In 1971 it was sold to Herbert Mueller Racing it was converted to "M" specs, using different engines e.g. 5 litre, a 5,7 litre and a 7 litre engine. It was raced by Charly Wietzes, Herbert Mueller in Mosport (11th), Road Atlanta (4th), Watkins Glen (dns), Mid-Ohio (18th), Road America (6th OA), in 1975 Helmut Kelleners raced 1036 in the Interserie.

1038 was 512 S Berlinetta used in 1970 by the Scuderia Ferrari, Jacky Ickx and John Surtees finished 2nd OA in 1000km Spa race, in the 24h Le Mans race it was driven by Jacky Ickx and Peter Schetty and was destroyed in an accident and written off. 

1040 was a 512 S Spyder sold in 1970 to Chris Cord and Steve Earl, it was raced by Jim Adams and Bob Bondurant, in Watkins Glen (20th), Edmonton (7th), Mid-Ohio (8th), it was sold to Roger Penske and converted to "M" specs and received a new leightweight body by Berry Plasti-Glass the engine was tuned by Traco Engineering. It was raced by Mark Donohue and David Hobbs in 24h Daytona (3rd OA), 12h Sebring (6th), 24h Le Mans (dnf), Watkins Glen (dnf), in the '90's it was actively campaigned by Peter Heuberger, Carlos Monteverde who bought the car for $2.5mio.

1042 was a 512 S Spyder used in 1970 by the Scuderia Ferrari. It was raced by Jacky Ickx, Peter Schetty, Ignazio Giunti, Nino Vacarella, Chris Amon, John Surtess, Mario Andretti and Arturo Merzario, in 12h Sebring (dnf), 1000km Monza (2ndOA), 1000km Nuerburgring (3rd), 6h Watkins Glen (3rd OA), Watkins Glen CanAM (5th), 500km Imola (dnf).

1044 was a 512 S Berlinetta used in 1970 by the Scuderia Ferrari. It was raced by Peter Schetty, Ignazio Giunti, Nino Vacarella and Arturo Merzario, for the '71 season it was converted to "M" specs and sold to Herbert Mueller Racing. Herbert Mueller and Rene Herzog raced it in 1971 in Brands Hatch (4th), 1000km Monza (6th), 1000km Spa (6th), 1000km Nuerburgring (dnf), 1000km Oesterreichring (acc), Interlagos (3rd), Norisring (acc), 6h Watkins Glen (acc), Lexington (4th), Road America (10th), Donnybrooke (dnf). In 1972 Herbert Mueller raced the 512 M by him self in 1000km Oesterreichring (4th), Hockenheim (4th), Norisring (dnf), nuerburgring Interserie (acc).  In the Nuerburging accident 1044 burned and was severly damaged - it was rebuilt, using a spare chassis, aquired from Filipinetti and Swaters. The new car was in 1973 raced in swiss hillclimbs and in Hockenheim (6th) and in 1974 by Kochert in Silverstone.

1046 was disassembled for parts immediately after the homologation. In 1971 Herbert Mueller Racing Team, Reinach, CH - chassis with body only, assembled by Herbert Mueller in coda lunga configuration with parts recoevered from 1008 and parts purchased from Ferrari. In 1972 it was offered by Herbert Mueller to Pierre Bardinon as a new car, never raced, asking SFr. 100.000.-.  The Pininfarina Modulo is based on 0864.

1048 was a 512 S Berlinetta used by the scuderia Ferrari as backup and test car, before it was sold to  Scuderia Filipinetti, Geneva, CH, Itwas raced by Ronnie Peterson, Joakim Bonnier, Mike Parkes and Henri Pescarolo, in 1000km Buenos Aires (acc in free practice), 1000km Buenos Aires (7th OA), 24h Daytona (wdn). In 1971 it was converted to "F" specs. In 1971 it did not finish the 24h Le Mans, In 1972 it finished 10th in Riverside driven by Mike Parkes. 

1050 was a 512, due to strikes the preparation of 1032 was delayed and so GES sold a brand new tube, chassis 1050, already modified to M-specs, to Manfredini using some mechanical parts of 1032. Corrado Manfredini and Giancarlo Gagliardi drove the car in the 1000km Monza race (dnf), Imola Interseries race (dns), 1000km Spa (dnf engine) and it did not finish in 24h of Le Mans.

Ther is one more car a special by Pininfarina called 512 S, which should not confused with the cars described here, it was build on the 312 P chassis 0868 using engine 0866.

Technical spec's

	Ferrari 512 S
Engine	Rear-mounted 60° V12, light alloy cylinder block and head
Timing gear	4 valves per cylinder, twin overhead camshafts per cylinder bank
Bore and stroke	87 x 70 mm
Total displacement	4.993.53 cc
Compression ratio	11.5:1
Maximum power	550 bhp at 8.000 rpm
Transmission	Multi-plate clutch, 5-speed gearbox + reverse, ZF limited-slip differential
Chassis	Semi-monococque
Front suspension	Independent, double wishbones, coil springs
Rear suspension	Independent, double wishbones, coil springs
Wheelbase	2.400 mm
Front- and rear track	1.518 / 1.511 mm
Kerb weight	840 kg
Front tyres	4.25 x 11.50 / 15
Rear tyres	6.00 x 14.50 / 15
Fuel tank	2 x 120 litres
Top speed	340 km/h
	Ferrari 512 M
Engine	Rear-mounted 60° V12, light alloy cylinder block and head
Timing gear	4 valves per cylinder, twin overhead camshafts per cylinder bank
Bore and stroke	87 x 70 mm
Total displacement	4.993.53 cc
Compression ratio	11.5:1
Maximum power	610 bhp at 9.000 rpm
Transmission	Multi-plate clutch, 5-speed gearbox + reverse, ZF limited-slip differential
Chassis	Semi-monococque
Front suspension	Independent, double wishbones, coil springs
Rear suspension	Independent, double wishbones, coil springs
Wheelbase	2.400 mm
Front- and rear track	1.518 / 1.511 mm
Kerb weight	815 kg
Front tyres	4.25 x 11.50 / 15
Rear tyres	6.00 x 14.50 / 15
Fuel tank	2 x 120 litres
Top speed	340 km/h   source: http://www.finecars.cc/en/editorial/article/news/collectors-corner-ferrari-512-s-m/index.html Anamera