Ferrari Service and Repair Bay Area - History of 1967 Ferrari 275 GTB/4 Competition Speciale - Angelo Zucchi Motorsports Sonoma 707-334-3700

 

 

There were nearly 800 examples of the 275 Berlinetta produced from 1964 through 1968. A two-cam version of the 275 was introduced two years later. A four-cam version soon followed. Though the Ferrari factory never produced a competition 275 GTB/4, there was a run of alloy body versions manufactured to special order. These lightweight aluminum, alloy bodies weighed around 260 pounds less than their steel counterparts. For the two-cam Berlinettas, around 27 alloy bodies were constructed with two-gauges of aluminum used. Around 17-19 of the alloy-bodied cars were made with the four-cam engine.

This 1967 Ferrari 275GTB/4 Alloy Berlinetta is chassis number 10311 and wears coachwork by Scaglietti. It first race was at the 1968 Watkins Glen Six Hour race where it was run under the NART (North American Racing Team) banner. The drivers were Bob Grossman and Ronnie Bucknum. When the checkered flag fell, they were seated in ninth position after traveling 240 laps. To prepare it for the race, the bumpers had been removed, an outside exhaust system was installed, a roll bar was inserted, an external gas filler was built to feed the twin fuel tanks, twin Bendix electric fuel pumps and 15' x 7' Borrani wire racing wheels were fitted. Some tuning was done to the engine.

The car was brought to Daytona but it did not have a driver. There were a few drivers available, such as a young Sam Posey and Ricardo Rodriguez. Rodriguez was a cattle rancher from South American who had a passion for racing. Posey had never raced in a Ferrar. During the race, the gearbox failed. There was no spare, so the crew attempted to rebuilt it in the pits. The unit was fixed and the car returned to racing. It finished 2nd in class and 23rd overall. This was an impressive accomplishment, especially after loosing 3 hours in the pits.

By the early 1970s the car was in Houston. At this point in history it wore a metallic brown paint scheme and was owned by Dr. Ron Finger, a plastic surgeon, who would go on to own many interesting Ferraris. In 1972, the car was purchased by a young doctor Frenger for $8,000. During the next two years, the car was painted white, similar to its original ivory color. A $1,200 valve job was performed on the engine.

Skip Berg became the cars next caretaker in 1984. While in his care, the car was given a restoration. Some time prior in its life, the car had been in an accident and the repair job was done poorly. The cars restoration was featured in Cavallino magazine in issue number 40, August of 1987.

In 2008, the car was offered for sale at the 'Quail Lodge, A Sale of Exceptional Motorcars and Automobilia' presented by Bonhams Auction. It would leave the auction unsold.
By Daniel Vaughan | Dec 2008

During the late sixties, Ferraris road-oriented berlinettas split in terms of design from their race cars. After the 250 short wheelbase berlinetta, the dual purpose road / race Ferrari seemed gone. This new distinction motivated Ferrari to manufacture more civil road cars having impressive specification. The first example of this new trend was the 275 GTB.

As unveiled at the 1964 Paris Motor Show, the 275 sported race-inspired engineering. Features such as all-independent suspension, four-wheel disc brakes, a five speed transaxle and an optional alloy body distinguished the 275 from the much larger and heavier 330 GTC built beside it.

Being light, powerful and strikingly beautiful, the 275 was a very successful car for Ferrari. It sold well, with around 1000 examples made, and, as an afterthought, scored victories in endurance racing after the 250 LM was denied homologation.

In 1966 the 275 GTB was re-introduced with a four-cam version of the V12. Six Webber carburetors aided in delivering around 300 horsepower. To cope with the new power, the GTB/4 was given wider tires and a ZF limited-slip differential.

During the late sixties, Ferraris road-oriented berlinettas split in terms of design from their race cars. After the 250 short wheelbase berlinetta, the dual purpose road / race Ferrari seemed gone. This new distinction motivated Ferrari to manufacture more civil road cars having impressive specification. The first example of this new trend was the 275 GTB.

The 275 GTB/GTS was debuted in October 1964 at the Paris Salon. It was designed by Pininfarina and built by Scagliettie. The 275 GTB was based on the 250 GT Berlinetta Lusson and the 250 GTO. The GTS version drew styling from the 330 GT 2+2. Production continued through 1966.

The fastback Berlinetta coupe was the GTB series. This version was meant for driving on the road and at the track. The Open Spyder was the GTS series designed to replace the 250 California. This version was more comfortable and more suited for touring. Around 200 examples of the GTS were created during its two year production.

Being light, powerful and strikingly beautiful, the 275 was a very successful car for Ferrari. It sold well, with around 1000 examples made, and, as an afterthought, scored victories in endurance racing after the 250 LM was denied homologation.

By moving the transmission to rear of the car, better weight distribution was achieved. The engine used was a Colombo-derived V-12 engine that produced 260 horsepower in the GTS and 280 horsepower in the GTB. With the GTB version, an option was given to the buyer to purchase the vehicle with three or six Weber carburetors.

In 1965, Ferrari created three examples of the 275 GTB for the purpose of endurance motor sport racing. The vehicles were dubbed the 275 GTB/C and outfitted with a light-weight aluminum body, air vents for the brakes, six carburetors, and a 320 horsepower engine, and a few other minor mechanical modifications.

In 1966 the 275 GTB was re-introduced with a four-cam version of the V12. Six Webber carburetors aided in delivering around 300 horsepower. To cope with the new power, the GTB/4 was given wider tires and a ZF limited-slip differential. The 4 in the name GTB/4 represented the twin camshafts per cylinder bank totaling four. This was the first quad-cam road-going Ferrari ever created. It was easily distinguished by its bulge in the hood. During its production run lasting until 1968, around 320 examples of the 275 GTB/4 were created.

The 275 P and P2 were purpose built to Capture the World Championship and in the process beat Ford. The 275 P was powered by a 3.3-liter powerplant; a 4 and 4.4 liter version were also used. These mid-engined, open-topped cars were comprised of many of the same components as the road-going versions.
By Daniel Vaughan | Dec 2008

source: http://www.conceptcarz.com/vehicle/z15314/Ferrari-275-GTB/4-Competition-Speciale.aspx

Ferrari Service and Repair Bay Area - History of Ferrari 1967 Ferrari 275 GTB/4 Berlinetta - Angelo Zucchi Motorsports Sonoma 707-334-3700

The history of the Ferrari 275 began in 1964 when the model was initially brought onto the market. It came as a replacement for the legendary Dayton and only stayed in production for four years until 1968. Initially, the model was offered only in a two-cam version, but at the 1966 Paris Motor Show, Ferrari also unveiled the 275 GTB/4 - or the four-cam version.

The new 275 GTB/4 was designed by Pininfarina, built by Scaglietti, and was the first Ferrari not be offered with wire wheels. It immediately became a legend on the market, and even now, many people still claim it is one of the greatest Ferrari’s ever built. With that stellar history, it’s no surprise that one of the only 330 units built was sold at RM Auctions, Inc (Amelia) for an impressive $1.1 million.

When the 275 GTB was launched in 1964, it came with some of the most impressive features ever offered for the Ferrari road cars: first four-wheel independent suspension and five-speed transaxle gearbox. Ferrari offered three distinctive versions of the 275 GTB. The first model was offered with a two-cam V-12 engine and a "short nose," while the later models received the brand’s legendary "long nose," a feature added for improved high-speed stability. Then, in 1966, Ferrari dropped the 275 GTB/4 - it was the final evolution of the 275 GTB - and offered a 3.3-liter V-12 engine rated at about 300 HP, an increase of 40 HP over the previous versions.

The extra power was obtained thanks to the addition of dry-sump lubrication and six two-barrel Weber carburetors. This was enough to sprint the car up to an impressive top speed of 150 mph (announced by Ferrari, but numerous test drives proved the can could do better than this - 156 mph).

source: http://www.topspeed.com/cars/ferrari/1967-ferrari-275-gtb-4-berlinetta-ar129873.html

Ferrari Service and Repair Bay Area - History of Ferrari Daytona: 365 GTB/4 & GTB/4 Spyder - Angelo Zucchi Motorsports Sonoma 707-334-3700

	The 365 Daytona is generally regarded as one of Ferrari's greatest ever GT's. A combination of enormous performance, stunning Pininfarina bodywork and its place in history as the last front-engined Ferrari GT that Fiat had no hand. Therefore it occupies a special place in Maranello history. The press in recognition of the prancing horse’s stunning 1-2-3 victory unofficially conjured up the world famous Daytona name at 1967's Daytona 24 Hours. Rumors persist that Ferrari was actually intending to name their new model as such but for some reason they never officially used this evocative title themselves.
A very early 365 GTB/4 Daytona from 1968

There were two prototypes (chassis number 10287 and 11001) built. Chassis number 10287 still survives.  It is a covered headlight car with the nose projected forward farther than the long nose 275 GTB body. Styling refinements continued until the current style of the present car.  The early cars had the headlights covered with a plastic band called perspex. The Daytona was a stopgap model between Ferrari's outgoing 275 GTB/4 and their mid-engined 365 GT4 Berlinetta Boxer, the development of which was running well behind schedule. Influenced by the fact they were beginning to suffer a number of financial problems, Ferrari decided to produce what was essentially an updated version of an existing model. However, despite the troubled background to its inception, Daytona's themselves were in no way affected, Ferrari producing what became the definitive GT of its time. A traditional welded tubular steel chassis designated Tipo 605 bore many similarities to the Tipo 596 of the 275 GTB/4, including its 2400mm wheelbase. Some important developments were made though, Tipo 605 frames most obviously having their inner tub now formed from fiberglass. A family lineage extended to the engine, Daytona's running what was essentially an enlarged Tipo 226 60° V12 from the outgoing 275. Designated Tipo 251, displacement was up from 3.3 to 4.4-liters, 4390cc to be exact, thanks to a bore and stroke of 81mm x 71mm respectively. Unsurprisingly then, output was also significantly higher with 352bhp at 7500rpm, compression being set at 8.8:1 and six twin-choke Weber 40 DCN 20/21A carburetors  (European spec cars running 40 DCN 21). This meant that, despite being an undoubted heavyweight at over 3880 pounds, the Daytona became the world’s fastest production car.

	A top speed of 175mph and zero to sixty-sprint time of 5.3 seconds were enough to eclipse every other manufacturer, even Lamborghini. Meanwhile, as had become normal practice since the mid fifties, Ferrari commissioned Turinese carrozzeria Pininfarina to design the Daytona's bodywork. Exuding power from every angle, the Daytona remains one of the most jaw-dropping post war GT's to this day. Panels were fabricated by Scaglietti of Modena who used hand-formed and hammer-welded small sections of steel for everything other than the doors, bonnet and boot lid, these being light alloy.
Pininfarina were responsible for the bodywork

The effortlessly long bonnet and chiseled nose housed a full width perspex cover over the headlights, the rakish cabin being set well back and accentuating the wild front end, both cockpit and wings leading seamlessly into the taught, muscular tail. But for a pair of engine vents carved into the hood, Pininfarina kept the Daytona free of ducts, louvers and blisters, its exceptionally clean profile undoubtedly minimizing the effects of age. Inside, the cabin was just as impressive and despite featuring nothing revolutionary, was nevertheless wonderfully styled and finished in the finest Connolly leather, all-round visibility proving very good. The dash covering on the earliest Daytona's was black vinyl, this soon getting replaced by an “anti-dazzle material” often called mousehair. Complemented by a wood-rimmed steering wheel, leather-trimmed bucket seats and electric windows, the new model was launched during October 1968's Paris Salon and won enormous praise.

	It was the fastest production road car available and would be the last of Ferrari's front-engined GT's, a fact not lost on writers at the time. Relatively few official options were available including air conditioning ($885.00), and either a Voxson ($285.00) or Blaupunk($390.00) radio. Later upgrades included Borrani wire wheels, wider Cromodora wheels and metal nose guards.  A handful of cars destined for important customers did make it to the Servizio Assistenza Clienti though, their Tipo 251 motors being breathed upon to produce around 380bhp.
An early retractable headlight 365 GTB/4

Shortly after debuting the gorgeous GTB/4 Spyder, a number of important revisions were introduced on both versions. These changes came about as a result of the newly imposed federal safety legislation in the USA that deemed covered headlights illegal.  Ferrari and Pininfarina were subsequently being forced into carrying out a mild front-end makeover. Their answer was to fit the Daytona with retractable headlights in early 1971. In this year the nose was decorating with a distinctive aluminum paint finish to give the impression of the old perspex arrangement. However idea was dropped the same year (see illustration above). As a consequence of these lighting requirements, only one genuine GTB/4 Spyder (that Frankfurt Show car, chassis 12851) was ever built with the perspex front-end. All subsequent examples featured retractable headlights. As production went on, Ferrari made changes to the indicator lenses. Later cars came more often than not with uniform orange lenses whereas earlier examples tended to get combination lenses. There was also a switch from aluminum to steel doors (these providing a little more side impact protection) and the arrival of a smaller-diameter leather-rimmed steering wheel. Production continued in both Berlinetta and Spyder forms until late 1973.  The Daytona was discontinued in 1973 to make way for the overdue mid-flat-12-engined 365 GT4 Berlinetta Boxer. By this time, Ferrari had completed 1284 GTB/4's, 179 of which were right-hand drive. A total of just 121(as well as one prototype Spyder making it a total of 122) Daytona Spyders were manufactured by comparison. Of the 122 Spyders only seven were right hand drive.

One of the 122 genuine 365 GTB/4 Spyders s/n 16915

Ferrari 365 GTB/4 Daytona

Years Made:	1968-1973
Engine Type:	251
Cylinders:	12, in 60° V
Bore:	81 mm / 3.19 in
Stroke:	71 mm / 2.79 in
Capacity:	4390 cc / 268 cu in
Compression Ratio:	8.8 : 1
Horsepower:	352 bhp / 7,500 rpm
Torque:	315 lb ft / 5,500 rpm
Camshafts:	4, DOHC
Valves:	2 per cylinder
Ignition:	2 distributers
Spark Plugs:	1 per cylinder
Fuel System:	6 Weber 40 DCN 20 (Europe) 6 Weber 40 DCN 21 (U.S.)
Lubrication:	Dry sump
Cooling:	Water
Gearbox type:	Manual, synchromesh
Gears:	5 forward, 1 reverse
Clutch:	Borg & Beck single disc
Chassis type:	605
Chassis construction:	Multi-tube steel
Body:	Berlinetta: steel, with aluminum doors, hood and trunk lid
Body designer:	Pininfarina
Body builder:	Scaglietti
Body length:	4425 / 174.2 in
Body width:	1760 mm / 69.3 in
Body height:	1244 mm / 49.0 in
Wheelbase:	2400 mm / 94.5 in
Track front:	1440 mm / 56.7 in
Track rear:	1425 mm / 56.1 in
Weight (with oil and water):	1633 kg / 3600 lb
Suspension front:	Independent, unequal A arms, coil springs, tubular shock absorbers, anti-roll bar
Suspension rear:	Independent, unequal A arms, coil springs, tubular shock absorbers, anti-roll bar
Brakes front:	Vented disc, 287 mm / 11.3 in
Brakes rear:	Vented disc, 294 mm / 11.6 in
Tires front/rear:	Michelin XVR, 215 / 70-15
Wheels front/rear:	Cromodora cast light alloy, 15 x 7.5L
Top speed:	278 kmh / 174 mph
0 to 60 mph:	5.9 seconds
Options:	Borrani wire wheels

  source: http://www.daytonaregistry.com/

Ferrari Service and Repair Bay area - History of the Ferrari Boxer - Angelo Zucchi Motorsports - Sonoma 707-334-3700

Raced in 1970 and 1971, the Ferrari 512 was a sports vehicle, related to the Ferrari P series of sports prototypes that was eventually withdrawn from competition after a change in regulations in 1968. A year later Ferrari decided to do what Porsche did six months earlier and build 25 5.0 L cars at one time to be homologated as sports car prototypes. The surplus vehicles were intended to be sold to racing customers. 

The 512 S carried a motor with a new V12 with 560 PS output. Unfortunately not air-cooled like the Porsche's flat-12 the 512 was equipped with a variety of cooling pipes and a heavy radiator. Weighing more than 100 kg than the alloy-framed 917, the chassis was of sturded steel that was reinforced with aluminum sheet. Despite the weight difference, the Ferrari 512S and Porsche 917 were evenly matched.

Predictable teething problems and a weak suspension and transmission were the main issues with the Ferrari 512s in the beginning of 1970. 

Produced between 1973 and 1984, the Berlinetta Boxer, or the Ferrari 512 was the name for a series of vehicles produced by Ferrari in Italy. A huge venture for Enzo Ferrari, the Boxer was a mid-mounted flat-12 engine that replaced the FR Daytona and succeeded in the Ferrari stable by the Testarossa.

Though Enzo feared that the mid-engined road car would be too difficult for his buyers to handle, he eventually agreed to his engineers request that he adopt the layout. In the late 1950s this attitude began to change as the marque lost its racing dominance to mid-engined competitors. The result of all this was the mid-engined 4, 6 and 8 cylinder Dino racing vehicles that Ferrari eventually allowed for the production Dino road cars to use the layout also. While the Daytona was launched with its engine in front, the company moved its V12 engines to the rear with its P and LM racing vehicles. Finally in 1971 a mid-engined 12-cylinder road vehicle came on the scene.

Released at the 1971 Turin Motor Show, the first Boxer was the 365 GT4 BB with the production intent to rival Lamborghini's Miura. In 1973 it was finally released for sale at the Paris Motor Show. A total of 386 units were sold with only 58 of them being right hand drive. The most prestigious of all Berlinetta Boxers, this was the fastest and most rare model.

The Boxer was as unique as possible, though it shared its numerical designation with the Daytona. Like the Dino, the Berlinetta Boxer was a mid-engined vehicle that housed the now flat -12 engine mounted longitudinally rather than transversely. Sharing the internal dimensions of the Daytona V12, the engine was spread out to 180_ as on Ferrari's 1970 Formula One car. Mounted above a five-speed manual transmission the engine produced 344 hp at 7200 rpm and 302 ft_lbf of torque @ 3900 rpm. This engine also used timing belts instead of chains.

In 1976 the 365 was updated as the Ferrari 512 BB, resuming the name of the previous Ferrari 512 racer. A total of 929 of the 512 BBs were produced. Though peak horsepower was off slights to 340 hp @ 6200 rpm (redline 7000 rpm), the engine was larger at 4942 cc. Due to a larger displacement and a longer stroke, torque was now up to 46 kgf_m from 44 kgf_m at 4600 rpm. To achieve a lower center of gravity dry sump lubrication was used. New external features were a front spoiler, added NACA side air vents that ducted air to the brakes, four tail lights instead of six and wider rear tires. 

In 1981 the Bosch K-Jetronic fuel injected 512Bbi was released. The end of the series, the new fuel injected motor released cleaner emissions and 340 hp at 6000 rpm and produced 333 ft_lbf of torque at 4200 rpm. New updates included badging and a change to metric sized wheels along with the Michelin TRX metric tire system, red rear fog lamps outboard of the exhaust pipes in the rear valence and small running lights in the nose. A total of 1,007 512Bbi units were produced.

A total of 25 512S Ferrari's were produced within the first nine months with even chassis numbers from 1002 to 1050. In 1970, 19 of those units were raced, with five of them being spyders. At the end of the season, the 1020 was converted as a 512M and sold to NART which entered it in competition a year later.

By Jessica Donaldson
http://www.conceptcarz.com/vehicle/z8808/Ferrari-512-BBi.aspx

Ferrari Service and Repair Bay area - History of the Ferrari 348 - Angelo Zucchi Motorsports - Sonoma 707-334-3700

The introduction of the Ferrari 348, after the long running success of the 308/328 era, was no easy act to follow. The 348 was filling the shoes of Ferrari’s most successful model to date and one that had become the moniker of Ferrari road presence.

The prospect of a whole new design had buyers pre-ordering the car months in advance.

The 348 was breaking new ground with new technology and a whole new look. Following in the footsteps of its big brother, the Testarossa, the 348 brought along the now famous “cheese grater” side strakes and the “not so traditional” grated tail light treatment, stepping away from the traditional round taillight set-up. The prospect of a whole new design had buyers pre-ordering the car months in advance. This was during a hot period of exotic car history and the Ferrari 348 was smack dab in the middle of that rush.

The Ferrari 348 was the last development in existence when the new Ferrari leadership came into play after the death of Enzo Ferrari in 1988. When the current leader of Ferrari, Luca di Montezemolo (LDM), took over the reins in 1991, he immediately bashed the 348 and claimed it to be one of the worst Ferraris ever developed. Referencing his experience about getting beat in a stop light drag race, LDM pledged his distaste for the model and vowed to change it and save Ferrari’s reputation. He soon replaced it with the now legendary 355 line up. The harsh words spoken by LDM hit home and the little 348 has suffered from this reputation ever since.

So, with the above in mind, I took the opportunity to find out what the Ferrari 348 was all about. It just so happens that an associate of mine owns a 1991 Ferrari 348 TS. I have heard him defend the car against many an insult, stating that the reputation is not warranted. In the same breath I have heard him talk about the expensive “engine out” timing belt service and notchy cold second gear shifts.  I myself have asked him why he holds on to it as he has plenty of means to purchase a newer and more improved model. Without hesitation he always responds that it is about the character of the car. “You have to drive it to understand it.”

So, after all the ribbing and prodding, he finally decided to prove it to me. He invited me to take the car for the day and put it through its paces. I agreed but told him that I if I did, I wanted to write an article for ECR about my experience. I told him to be careful what he wished for because I would write it with complete honesty. He agreed and handed me the keys.

I had my cell phone on full charge because I suspected I would be calling for a tow truck or mechanic in short order.

It was about 65 degrees the morning I met to take possession of the “worst Ferrari ever built”. I had my cell phone on full charge because I suspected I would be calling for a tow truck or mechanic in short order. I also brought my best batch of sarcasm as I let the proud owner know that I was going to do my best to expose his years of deception and find the flaws in his prized possession. He was a good sport and jested back for me to give it my best shot.

Now, I have driven and/or owned too many cars to count, including modern Ferrari’s, Porsches and Lamborghini’s. So, I felt I had the knowledge to tell a good sports car from a dud. So, with all my “education” from LDM, and past experience, I was ready to give the 348 a realistic report card.

I have to be honest; I have always loved the look of the Ferrari 348. It identifies well as a Ferrari and will never be mistaken for anything else. Those side strakes, the grilled taillight treatment and pop-up headlights scream 1980’s Ferrari. I was starting to get excited about my voyage. But, I held my excitement at bay because LDM had prepared me to get past the visual appeal.

So, after admiring Pinanfarina’s design, I opened the door and climbed inside. I am 6 feet tall and weigh 200lbs. I am not old, but am no “spring chicken” either. This car is not the easiest to get in and out of. It sits very low and the seats are a bit narrow for my 38” waist. But, once I poured myself inside, I was reasonably comfortable.

I spent a considerable amount of time looking over the interior. The entire cockpit smelled like a new catcher’s mitt. I couldn't get enough of the smell of that Italian leather. This is something that most cars cannot replicate and it really makes the car seem special. But, I had to catch myself because LDM knows best and I did not want to get caught up in some trickery of fine leather.

The interior is laid out well and once again screams 1980’s design. The tach and speedo were a little blocked by the steering wheel but not to the point where they were not useful. The rest of the gauges are well designed and in the right places for me. Many Ferrari’s suffer from the dreaded “sticky” plastic pieces. This particular car has had these issues addressed so I experienced none of that.

I twisted the key and brought the little 348 to life.

So, the big moment! I took the odd looking folding key and placed it in the ignition. When I did, the automatic seat belt attacked me and came sliding back. This I could do without. But, after fending off my aggressor, I twisted the key and brought the little 348 to life. I have to mention that this 348 is completely original except for an upgraded Nouvalari exhaust. So, I do not know how much difference there is from stock to this sound, but I liked what I was hearing…I liked it a lot!  But, LDM was constantly reminding me so I was not going to be fooled by some musical enchantment, designed to lull me into a false sense of “exotic” dreaming.

I let the car warm up for about five minutes and then took the shifter and put it in first gear. After years of driving modern cars, the dog leg first seems a little odd. But, I have to admit, it added to the uniqueness of the car. I was warned beforehand to take it easy on second gear until the car warms up. Once the car was warm, I was told to give it hell.

So, once in first gear I slowly pulled off and immediately shifted into second gear. The gear did give a slight grind and I kept the rpm’s low to avoid any breaking of parts. I accelerated slightly, got out of second gear, and was now cruising at the speed limit.

The steering was one of the best I have ever felt in any car!

The first thing I noticed was the feel of the steering. It is simply magnificent!! The 348 boasts manual steering but it is not difficult at all. It is surprisingly easy at slow speeds and just perfect at cruising speed. This was something LDM failed to mention during his evaluation.

The ride was stiff but comfortable. The car transmitted just enough information from the road without feeling like a truck. LDM must have missed this.

Once the car was fully warmed up, and I had a nice winding country road, I started to get a feel for this little stallion. What I found was a car that was pretty snappy for a 20 year old machine. It handled bends surprisingly well and I was falling in love with the “click – clack” of the gated shifter. In and out of the bends I went and the car followed suit. I have gotten used to all the traction control devices of modern cars and could definitely feel there were none on the 348. I got the distinct impression that if I pushed too hard, I would be making an insurance claim. But, this also added to the appeal. LDM must have only driven in a straight line. I was starting to wonder if the reputation was warranted.

I drove the car for a total of 3 hours. I drove on country roads, highways and in traffic. The little 348 never missed a beat. And the looks…wow!!!. Do not drive one of these cars if you are shy. If you want pictures of my drive, check the web because there were a lot of cell phones at work on this day. By the way, I have to mention the steering feel of this car once again. Magical!!!!

I will say that first gear pretty much seemed worthless to me. It is geared too low and makes the car feel a bit lazy off the line. This is likely what LDM was referring to. But, this is not a drag race machine. This car was built for long drives on winding roads, and I was getting the point.

I have never really liked the taste of crow, but I had no choice but to eat it.

When my time was up, I pulled into the industrial park where the owner was waiting. With a look of arrogance and a bit of worry, he waited for my verdict. I have never really liked the taste of crow, but I had no choice but to eat it.

The Ferrari 348 is a magnificent little car. The steering in this car is by far the best I have ever felt in any car I have ever driven. It is something that would sell the car all by itself if people were given the chance to feel it. This car captured my attention and completely dispelled any LDM bashing I was accustomed to believing. I was now a true fan of this car and felt almost a bit angry that I had missed out on this experience for so many years.

Now to be fair, is the power the same as modern Ferrari’s? No. And that goes the same for most cars that are 20 plus years old. But, the power is plenty to enjoy and certainly enough to make you feel you are in the cockpit of a true Italian sports car.

I do not blame LDM for his comments. He was taking over the number one exotic car maker in the world and needed to make his mark. Coming into Ferrari and saying all is well would not have built the legacy he has today. Plus, as a result of his desire to establish himself as the new man of Ferrari, he released the legendary and awesome Ferrari 355, one of my personal favourites and arguably the sexiest car ever built.

But, that is where the debate needs to end. The Ferrari 348 is a true Ferrari! It is the ancestor of a long list of legendary Ferrari’s like the 355, 360, 430 and the current, and unreal, 458. It is getting long in the tooth but holding up well.

So, will the 348 drift off into the sunset and be remembered as just a mistake made before the 355? Or, will it one day get its just due for the wonderful car that it truly is? I for one believe that the Ferrari 348 will shake this reputation and, like the Dino, take it’s place at the head table and become a desirable and collectable Ferrari.

The bottom line? Don’t believe the hype, check it out for yourself.

RS – Exotic Car Resource Contributor Robert Scacco
http://www.exoticcarresource.com/ferrari-348-black-sheep/

Ferrari Service and Repair Bay area - History of the Ferrari 328 - Angelo Zucchi Motorsports - Sonoma 707-334-3700

Ferrari's removable roof 328 GTS (along wîth the fixed roof 328 GTB) debuted at the 1985 Frankfurt Auto Show. While often considered the final evolution of the 308 series, the 328 was a substantially new car. Extremely high performance, incredible 308-derived Pininfarina styling, improved road holding, and greater comfort, ensured the 328's desirability. Ferrari's challenge was to consolidate market share gained through 1970s and early 80s by improving an icon without alienating its acolytes. The 328 easily became the most successful model in Ferrari's history to that time. It remains a highly sought after sports car almost two decades after its introduction. 

Design 

Without hampering the magnificent balance of the 308 design, Pininfarina made significant though subtle changes to modernize the looks of the 328 and improve its aerodynamics. The designers smoothed out the 308's sharpness and produced in the 328 a lighter crispness of flatter planes and more integrated shapes. Though it appears slightly flatter and longer, giving the car an even lower appearance, the roof line of the 328 is basically the same as that of its ancestor and the 328 is almost half an inch taller than the 308qv. Contributing to the illusion is an optional body-color rear spoiler to guide air over the rear of the cabin. 


The windshield, curved rear glass and rear quarter windows (featuring full louvered covers on the GTS versions) were unchanged from the 308. The GTS version also kept its vinyl-covered fiberglass roof section. The buttressed C-pillars connected the roof to the rear deck in a unifying sweep. The rear deck itself was given a cleaner look by combining all the vents into a single, large, slightly raised wraparound unit. 

Behind the engine bay, the luggage compartment provided adequate space for light touring or shopping. Protected by a thick canvas and vinyl zippered cover, the luggage was accessed through the single rear deck lid. 

Structure 

The 328 body was formed mostly from steel. The front hood was aluminum, the floorpan was fiberglass-sandwiched steel. Fiberglass was employed for the inner wheel arches, while strong ABS plastic was used for some louvers and valance panels. The adoption of galvanized steel to drastically retard corrosion was a key improvement. 

Únder its skin, the 328 chassis was an oval-section tube frame construction, offering race-car construction and rigidity, without a weight penalty. The exterior and structural design actually reduced the car's weight to an impressive 3165lbs for the GTS, substantially lower than their predecessors. 

Drivetrain 

The 328 was designated a new model primarily because of changes to its engine. This second major development of the venerable 90° Ferrari V8, was the first to increase displacement, accomplished through increased bore and stroke. 

Other changes included the replacement of shrunk-in cast iron and nikasil cylinder liners wîth shrunk-in aluminum/nikasil cylinder liners. A larger, redesigned oil cooler system was added to the larger, hotter engine and new spark plugs were also assigned. The Marelli Microplex single module ignition system was adopted. Intake camshafts were revised to complement throttle body and intake manifold changes. The piston casting was also new, helping to produce a compression ratio of 9.2:1. Efficiency and reliability were increased along wîth power and torque. 

Much was retained from the three liter V8. Along wîth the block casting, the 308qv's four-valve per cylinder dual overhead camshafts and five main bearing crankshaft were kept. All engine components were balanced and matched. The free-flowing exhaust system of large diameter tubing was altered only by further changes to emission control requirements. The Bosch K-Jetronic fuel injection and metering system, the best then available, continued from the 308. This helped ensure that the 328 had Ferrari's most trouble-free engine to that point.

Power was produced wîth full emission controls in place, a testament to Ferrari's development prowess. Even wîth its larger wheels and tires, the greater power and lower weight of the 328 rocketed it to 60 mph in well under six seconds, wîth a terminal speed of 150mph. The 328 was something of a rarity in being able to hit its redline in fifth gear, a further testament to its design and ability. The 328's driver knows the car's full potential is always available. 

The close ratio, 5 speed transmission of the 328 was similar to that of the last 308, except for a shorter first gear. This helped to provide neck-snapping acceleration off the line, and more than made up for the torque lost to increased wheel diameter. The gears were connected to the shifter by rods, providing precise gear changes wîth the tactile 'click' Ferrari owners have long enjoyed. The unit was all synchromesh and received power from the engine via an unassisted single plate clutch. From the transmission, power was fed to the rear wheels through a limited slip differential and solid driveshafts wîth constant velocity joints. 

Suspension 

The 328 suspension was the time-tested unequal-length dual wishbone design wîth coil springs over Koni shock absorbers. It featured standard front and rear anti-roll bars. In calibrating the suspension and making use of improved technology, Ferrari improved both ride and road holding. In high speed and track conditions especially, the 328 adhered to the asphalt noticeably better than its predecessor, particularly at the rear. A revision that evened front to rear weight balance helped wîth the road holding. 

The brakes were large vented discs wîth twin piston calipers, actuated as in the 308 by a hydraulic system offered security through redundancy. Anti-Lock Braking, an option before 1988, became standard on the 328 and the suspension geometry was revised to further reduce squat and dive. Steering was by unassisted rack and pinion giving purity of feeling. 

Changes to the wheels and tires contributed to the improved performance and subtle change in exterior appearance. The 308qv's wheels were of proprietary metric size. The 328 gained standard sized wheels wîth slightly greater dimensions of 16X7' in front and 16X8' at the rear. The stock tires were Goodyear NCT's, 205/55VR 16 in front and 225/50VR 16 at the rear. The size revision, combined wîth softer rubber compounds, helped achieve the overall improvements which benefit the car. The wheels were traditional Ferrari five-spoked stars shaped from cast alloy, tinted a dull brass color and, in cars wîth ABS, given convex centers. 

Interior 

The interior of the 328 owed as much to Ferrari's 1984 GTO supercar as it did to the 308. The GTO was a homologated racing car derived from the 308 series. The GTO's interior was significantly different from the 308's, maintaining a hint of luxury mixed wîth the purposeful simplicity of a racing cockpit. The 328 benefited significantly from the development of the GTO's interior, gaining a simple modernity without sacrificing style. 

The back-lit orange on black gauges of the GTO were installed into the 328 almost unchanged. The main instrument binnacle, seen through the anatomical Momo §teering wheel, presented the driver wîth information from the large tachometer and speedometer wîth odometer and trip counter. Between these large round gauges were two smaller ones for coolant temperature and oil pressure. The binnacle facia was flat black. In the center of the broad dashboard, angled towards the driver, a rectangular pod held auxiliary gauges, above the center console dominated by the hallmark Ferrari steel shifter and polished gate. The 328 seats and doors were upholstered in leather. The inner doorskins were substantially redesigned to integrate a generous map pocket and arm rests.

Source - Ferrari

Ferrari Service and Repair Bay Area - Ferrari FF and Ferrari 360 CS Drift at Circuit of the Americas - Angleo Zucchi Motorsports Sonoma

Since being first unveiled and opened to the public ahead of the 2012 Formula One race at the Circuit of the Americas, the new $400 million circuit has held numerous exotic car events, and this latest video showcases an entertaining sliding session between a Ferrari 360 Challenge Stradale and a black Ferrari FF.

Filmed by Merfin22 on YouTube, this clip includes some awesome drifts and donuts from the two Italian supercars in the wet conditions and is a 5 minute video well worth watching!

source: http://www.gtspirit.com/2013/05/29/video-ferrari-ff-and-ferrari-360-cs-drift-at-circuit-of-the-americas/