Ferrari Service and Repair Bay Area - History of the Ferrari Queen Mother 365GT - Zucchi Motorsports Sonoma - 707-334-3700

History of the 1967-1971 Ferrari 365 GT

Ferrari built just over 1,000 examples of the wonderful and practical 330 GT 2+2 from 1964-1967, and as good as the car was, an improved model was needed in order to remain competitive in the marketplace. Those present at the 1967 Paris Auto Show saw the new Ferrari 365 GT 2+2, resplendent in new Pininfarina coachwork that utilized styling cues from the Superfast as well as the 330 GTC, combined with the new and larger 4.4-liter, 320-hp version of the veteran Colombo V-12. This package rode on a modified version of the 330 GT 2+2 chassis, now with a wider track to allow for more interior room as well as independent rear suspension—a first for a Ferrari 2+2. This suspension was developed in conjunction with Koni and it featured a self-leveling system designed to assist in maintaining ride height when rear passengers were carried.

Driving one of these "Queen Mothers," as Road & Track called them, is heightened by the sound of the car’s Weber carburetors, capable handling and braking (courtesy of four-wheel vented disc brakes), and a driver environment that included power steering, electric windows, air conditioning, and an abundance of wood and leather on the dash. There were no real options other than an automatic transmission that was fitted to only six cars, all of which were imported by Luigi Chinetti for the U.S. market.

Those shopping for a Ferrari 365 GT 2+2 today should be aware that like all Ferrari's from the 1960s, rust can be a present and costly issue. Other potential problems involve the electrical system as well as the self-leveling rear suspension, which can also be expensive to fix if it is not in correct working order. With these considerations taken into account, the 365 GT 2+2 is a luxurious and capable choice for any enthusiast who is looking to have one of the last of the classically styled Colombo V-12 2+2s from the 1960s. Earlier cars have glass fairings over their headlights while most cars built after 1968 have exposed lights, making the earlier units more favored today. Just over 800 examples were built from 1967 to 1971, which makes locating a car in good condition relatively easy.

 

source: http://www.hagerty.com/price-guide/1968-Ferrari-365_GT

 

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 cars 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 AutoShow. 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.
By Daniel Vaughan | Aug 2006
source: http://www.conceptcarz.com/vehicle/z8787/Ferrari-330-GT-2+2.aspx

Ferrari Service and Repair Bay Area - Video: Ferrari 599 GTO vs Lamborghini Aventador. Which Sounds Better - Zucchi Motorsports Sonoma - 707-334-3700

Obviously the predecessor to the Ferrari F12 Berlinetta, the Ferrari 599 GTO is the most extreme road-going version of the Ferrari 599 and features an uprated V12 engine now delivering 661hp at 8250rpm and 460lb-ft of torque at 6500rpm. With that power, Ferrari claims the 599 GTO can sprint from a standstill to 100km/h in just 3.35 seconds and a top speed of 305km/h. By comparison, the Lamborghini Aventador features a 6.0-liter V12 engine producing 692hp. It can hit 100km/h in just 2.9 seconds and a top speed of 350km/h. But which car sounds better?

 

 

 

source: gtspirit

by Zaid

 

 

Ferrari Service and Repair Bay Area - Review - Ferrari 458 Speciale review - Zucchi Motorsports Sonoma - 707-334-3700

The Ferrari 458 Speciale is perfect fodder for Channel 5’s questioning science show “How do they do it?”, the “it” in question, taking a Ferrari 458 Italia, a car heaped with praise, and making it even more of a thrill ride.

Carrying on where the old 430 Scuderia left off, the Speciale is a harder, faster, lighter 458 for the sort of well-heeled enthusiast looking to indulge in some occasional track work, and prepared to compromise a little for the privilege. At $281,000, the Speciale costs a not insignificant $49,500 more than the Italia, but that money buys a comprehensive package of engine, suspension and aerodynamic improvements that help make this one of the most enjoyable Ferrari sports cars ever built.

Already one of the greatest powerplants in the business, the 4.5-litre V8 benefits from new pistons for a sky-high 14:1 compression ratio, higher lift camshafts, new intake runners and a low back pressure exhaust. Power is up from 562bhp to 597bhp, giving it more bhp per litre than any other naturally aspirated engine, and accessed by a seven-speed dual clutch transmission that now swaps cogs 10 per cent faster on up changes, and a massive 44 per cent quicker on the way down.

Factor in a kerb weight of about 1,390kg with fluids, down 90kg compared with the Italia thanks to forged wheels, lighter engine components and thinner glass, and you’ve got one of the few cars capable of making the 458 Italia’s performance look second rate. The 0-62mph sprint falls 0.2sec to 3sec and it can lap Ferrari’s Fiorano test rack in 1m 23.5sec, 1.5sec faster than either the Italia, or the old 430 Scuderia.

What those numbers don’t illustrate, is just how easy it is for mere mortals to tap into that performance. Acknowledging that only a fraction of Speciale buyers will possess the driving talent of the men responsible for honing its on-limit behaviour, Ferrari came up with SSC or side slip angle control. Essentially a clever algorithm that compares the actual slip angle of the car with a target figure and then adjusts the locking action of the rear differential to suit, SSC positively encourages you to drive up to, and beyond the tyres’ limits.

If SSC detects understeer, it reduces differential torque to increase agility and help the car turn. If it senses too much oversteer, more lock is applied to improve stability. And if you really get out of shape, the F1-trac system will subtly intervene. The system is smart enough to know that one spinning wheel, say from bumping over a kerb, doesn’t necessarily mean impending death. It does its little sums and, if possible, will always maintain drive to the wheels. No other supercar is quite so flattering of a modestly capable driver.

SSC isn’t the only significant tech though. Flaps in the front grille open at speed, directing air underneath to balance the car front and rear, while electrically controlled flaps in the rear diffuser can provide low drag in a straight line, and high downforce in corners. The other significant addition is a bespoke version of Michelin’s new Pilot Sport Cup tyre, which boosts steering precision and promises not to punt you into the scenery at the sight of standing water, a favourite trick of its predecessor, and the reason Ferrari has never used them before.

Perhaps the most welcome discovery is that despite its track day leanings, the Speciale works almost as well away from the circuit as it does on it. The interior is functional rather than lavish, the engine – soulful, but never sweet - sounds slightly more strained, and the ride is a little firmer. That’s firmer as distinct from uncomfortable, because you can still dial back the adaptive dampers using a button (one of too many) on the steering wheel when faced with less than Fiorano-smooth Tarmac.

Is the Speciale worth 20 per cent more than the standard 458, itself one of the greatest supercars any amount of money can buy? No one needs more than the 458 can deliver, and the Speciale is slightly less rounded in character. But machines like this are about delivering visceral excitement above all else, and you’d struggle to have more fun behind the wheel of a car.

source: http://www.telegraph.co.uk/motoring/car-manufacturers/ferrari/10447376/Ferrari-458-Speciale-review.html

by Chris Chilton

Ferrari Service and Repair Bay Area - Ferrari Finali Mondiali 2013 - Zucchi Motorsports Sonoma - 707-334-3700

The 2013 season ended for Ferrari fans in the best way possible, with the guaranteed excitement of racing in front of a large crowd Mugello circuit at this year's version of the Finali Mindiali. To make things even more exciting for fans, one day served as a tribute to Felipe Massa.

On this, the first of two days open to the public with free admission, the spectators were able to admire the Formula 1 cars run by the F1 Clienti Department and the laboratory cars from the XX programme. Also on show in the paddock, some amazing historic cars, first and foremost, a 250 GTO, as well as the entire current Prancing Horse range, with the LaFerrari obviously the star of the show.

 

 

 

The following day, a crowd of around 15,000 fans who had registered on the Ferrari website crowded into the Mugello grounds. They were be able to enjoy the excitement of the Challenge series Finali Mondiali and the Formula 1 car exhibition.

Fans also get the opportunity to salute a driver who has played a key role in the history of the Scuderia, namely Felipe Massa. The Brazilian will be taking part in his final appearance in Red in Italy, before bidding farewell at the end of this season to the team with which he has grown up. 

 

source: http://www.sportscarillustrated.com/News_2013/R/news13R_1763.html

 

photograph by Michael Tange

Ferrari Service and Repair Bay Area - Video: Two Ferrari 458′s Go Tunnel Blasting!- Zucchi Motorsports Sonoma - 707-334-3700

Tunnel blasting provides endless fun. Stereotypically groups of young men with tuned Subaru’s or small hatchbacks that have been fitted with outrageous wings but more importantly massive exhausts! Here however, we have a pair of tunnel blasting lunatics armed with two cars that need to tuning, tinkering or aftermarket exhausts, Ferrari 458′s!

source:gtspirit.com

by zaid

 

Ferrari Service and Repair Bay Area - Video: TaxTheRich Returns With a Ferrari 288 GTO Drifting in a Barn!- Zu cchi Motorsports Sonoma - 707-334-3700

TaxTheRich, for those that haven’t already seen the videos, obviously owns (or has access) to some of the finest automobiles on the market. In the past we’ve seen a Rolls-Royce Phantom Series II tear up a field,Ferrari Enzo drift through a farm and a set of Ferrari F50‘s locked in a tug of war! Hell, we even saw a Jaguar XJ220 set its wheels alight!

The latest video focuses on the Ferrari 288 GTO. What would it look like if it were a Group B rally special? Perhaps a little like this…

It is fantastic to see the Ferrari 288 GTO being used as Ferrari intended to see. The figure of eight drifts are also particularly impressive given the tight space and the insane value of the car! Enjoy the video.

 

source: gtspirit.com

by Lawrence

 

Ferrari Service and Repair Bay Area - Ferrari XX Garage is What Dreams Are Made Of - Zucchi Motorsports Sonoma - 707-334-3700

For those that think regular Ferrari road cars just aren’t quite special or unique enough, Ferrari does have the Ferrari Corse Clienti programme offering extremely wealthy owners the ability to purchase and drive track-only variants of some of Ferrari’s most potent road cars. As it stands, Ferrari has so far produced the Ferrari FXX, Ferrari FXX Evoluzione, Ferrari 599XX and Ferrari 599XX Evoluzione.

During the recent 2013 Ferrari racing days held at Hockenheim, Ferrari brought down some of its most impressive cars as part of the XX-series and stored them all in this one, multi-million dollar garage beside the track’s pit lane.

For Ferrari and motorsport enthusiasts, this is as close as you can get to heaven on earth!

 

source: gtspirt

by Brad Anderson

Ferrari Service and Repair Bay Area - History of the Ferrari 365 GTC/4 - Zucchi Motorsports Sonoma - 707-334-3700

Ferrari 365 GTC/4, 1971-1972

Though it's only a letter off from the Ferrari 365 GTB/4 a.k.a. Daytona, the GTC/4 has a personality all its own. On the surface, the GTC/4 seems little more than a softened take on the Daytona theme. But the car has unique merits and deserves to be recognized as a brilliant grand tourer in its own right and not just as an easy to live with plaything for the rich. 

While the GTC/4 will never command the same respect as a Daytona, it is an undoubtedly important car in Ferrari's history. The GTC/4 marked the turn of a new era for the Maranello-based firm. 

In 1971, the year of the GTC/4's introduction, Fiat purchased a 40% stake of Ferrari under the guidance of Gianni Agnelli. This Ferrari was one of the first of the fabled manufacturer's creations to be produced by a no-longer independent company. 

Purists may cry at the loss of independence to such a pedestrian car builder. As expected, Fiat brought an end to many of Ferrari's wasteful but delightfully extravagant habits. A period of dazzling one-offs and show cars was succeeded by a newfound consistency that only an expert in mass-production could bring. All this startled Ferrari faithful.

Though nobody can be blamed for lamenting the loss of some of the charisma that once characterized Ferrari, it has to be said that Fiat's buying into the company was no bad idea. Enzo Ferrari knew how to race cars, and he did a great job learning how to build them as well. He wasn't a businessman in the same vein as Gianni Agnelli, though. Great car manufactures have come and gone, but thanks to Fiat's intervention, Ferrari is poised to remain a world leader secure in both its historical and financial success. 

Now back to 1971. Under Ferrari's new dependence, the GTC/4 was introduced in March at the Geneva Motor Show. Sharing mechanical similarities with the Daytona, the GTC/4 rode on a wheelbase of an extra 100mm and was sheathed in crisply pleated Pininfarina lines with just enough curvature to soften their visual impact. 

Under the sheet metal was an all-alloy V12, mounted up front in the manner of a traditional Ferrari GT. It displaced 4.4L and boasted a compression ratio of 8.8:1. With two Marelli distributors, four camshafts, and six Weber carbs, the engine was able to produce a hearty 340hp at 6,800rpm. Torque was rated at 318lb-ft at 4,000rpm. These numbers were impressive, and remain so even today, for a naturally aspirated mill of relatively modest displacement. 

Controlling the flow of power to the rear axle was a 5-speed with synchros for all gears. The car was suspended by an independent layout of unequal-length control arms at all corners. Four-wheel vented discs were standard fare. 

Few concessions to Fiat's new leadership could be found in the mechanicals, most of which were familiar Ferrari touches. A couple giveaways of Fiat's desire to make this car's driving experience more accessible, though, could be found in the GTC/4's self-leveling rear suspension and ZF power steering. Both were standard, and both were hated by purists as much as they were loved by the American market. 

Two rear seats were included with the GTC/4. These uninhabitable perches added little practicality to the Ferrari, but their presence has established the GTC/4 as a legitimate predecessor of the 400, 412, 456, and current 612 Scaglietti.

Rear seats and power steering aside, the GTC/4 looked and drove like a real Ferrari. It was the first production Ferrari to have a design aided by Pininfarina's new wind tunnel. The resulting shape had proportions a tad more relaxed than the Daytona, with a purity rivaled by few other 1970's exotics. Five-spoke Cromodora rims finished off the corners with the same clean detail. Four tail pipes trumpeted the GTC/4's arrival while complimenting the circular taillights.

This Ferrari's design has aged well. The body's beltline follows cleanly from the sweeping hood, and swoops down at the front windows before sloping back up at the rear quarter windows and ending crisply as it converges with the fastback roofline. In the process, distinctly triangular quarter windows are formed. The door handles, though used on many other Pininfarina designs including mass-produced cars like the Alfa Romeo Spider, carry the triangular theme and work surprisingly well for parts-bin pieces. 

The bumpers themselves are great accomplishments. Federal safety regulations were growing relentless by the 1970's. Most companies assumed that to keep passengers safe, a car's design must inevitably suffer. Bumpers got bigger and cars got blockier. Ferrari's approach to the dreaded rubber bumper mandate, though, proved the existence of stylish means with which to counter strict new regulations. The GTC/4's rear bumper was light, delicate, and clean, free of fuss and well-incorporated with the design. Up front, the situation was even better. A matte black ring offsetting the sparkling grille, the front bumper was seamless in its execution and matched the GTC/4's design perfectly. 

From any angle, the GTC/4 stands ready to cut into the landscape and turn miles into memories. An honest grand tourer, it can hold 27.6 gallons of fuel. With its power steering and sophisticated suspension, the GTC/4 can cruise effortlessly on the interstate. Maybe it lacks some of the soul of its ancestors. It remains, though, a perfect balance of Ferrari firepower and cool calm. An ideal car for the American market, Ferrari produced 500 of them in just two years. Whether viewed as a saving grace for Ferrari or as a diluted interpretation of a once pure brand, the GTC/4 defined a new age for its parent company. 

Sources:

Donnelly, Jim; Spiro, Don. 'Ferrari 365 GTC/4 .' Hemmings Sports & Exotic Car Feb 2009: 18-23.
Charman, Andrew. Ferrari. First. Bath, UK: Parragon Publishing, 2005.
'Details.' Ferrari 365 GTC/4 2006 4 Mar 2009 http://www.365gtc4.com/Reference/.http://www.conceptcarz.com/vehicle/z9313/Ferrari-365-GTC/4.aspx

By Evan Acuña

Ferrari Service and Repair Bay Area - Quite Possibly The BEST Sounding Ferrari, And It's NOT New - Zucchi Motorsports Sonoma - 707-334-3700

When you're a gearhead, it's tough to say you LOVE only one car

That's because each vehicle has its own personality.

But I do have a soft spot for a particular automobile.

That, my friends, is the Ferrari F355. Not only do I love its design, I also adore its V8 motor. The sound it makes is downright unbelievable and while Tifosi are smitten by the sounds of the F430 and 458 Italia, I am not impressed. Aside from the vintage V12s, the F355 and 360 Challenge Stradale, they're just "OK."

One problem with the 355s. Although you can come by them at a reasonable price, you'd need a fortune akin to Fort Knox to keep one. First you'd have to acquire it and do some standard fixes, like get rid of the "sticky" buttons. Then the ongoing maintenance — like those "engine out" services — will drain your bank account quick unless you've got a nice reserve.

I'll tell you what though, when I come across a great 355 video, I always smile. And THAT is priceless.

I've had the opportunity to put my two GoPros inside and out an awesome Ferrari F355 GT Race Car. The video includes footage of the car in action on track, including start up, onboard camera, exhaust view with flames, fly bys and much more!

 

source: http://www.autospies.com/news/VIDEO-Quite-Possibly-The-BEST-Sounding-Ferrari-And-It-s-NOT-New-78788/

by agent00r

Ferrari Service and Repair Bay Area - Amazing: 1980 Ferrari 308 GTB Group 4 Tribute - Zucchi Motorsports Sonoma - 707-334-3700

This 1980 Ferrari 308 GTB (chassis F106AB*28817) has been converted to historic Group 4 rally spec. In addition to looking absolutely, jaw-droppingly awesome it’s sold with full FIA papers and is said to be ready to race. The Lancia works inspired Alitalia livery shown here wasn’t ever actually used by any of the original Group 4 308′s, but nonetheless seems 200% appropriate. It’s been built and prepped

Lancia Stratos wheels have always been among the best designs ever made in our opinion, and they might look even better in this context. Wearing fat, fast tarmac spec rubber, they fill beautifully formed arch flares to perfection. A purposeful, long-travel ride height and giant, obnoxious mud flaps add to the car’s magnetic presence and outsized personality. The big light pod in front is another highlight in a car riddled with them.

Arguably, things get even better inside. A full-width, custom made sheet metal dash wears a lovely black crackle finish and is scattered like buckshot with well-labeled toggles, gauges, fuses, push buttons, and pull switches. A digital rally timer and deep dish suede covered wheel complete the dash, while door panels are clothed simply in black felt with rudimentary pulls and a single electric window switch per side. The pedal box assembly resembles a work of art, and we’re thrilled to see a standard looking open gated shifter and black plastic knob. Race seats with harnesses and a beefy looking roll cage help keep things safe.

The engine bay looks immaculately detailed, and it’s a pleasure to see the little quad cam, flat plane crank V8 unimpeded by the ugly fuel injection hardware later cars wore. We highly recommend scrolling through the MAT’s full photo set – the levels of craftsmanship and attention to detail shown are stunning. We’re positive it’d be a stunning drive, too, but looks entirely too nice to get dirty or risk smacking into a granite wall during the kind of flat-out driving  it’s been built for. Egged on by the wonderful noise it surely makes, we’d get over this feeling, but it wouldn’t be easy.

source: http://bringatrailer.com/2013/11/07/amazing-1980-ferrari-308-gtb-group-4-tribute/?utm_source=rss&utm_medium=rss&utm_campaign=amazing-1980-ferrari-308-gtb-group-4-tribute

Ferrari Service and Repair Bay Area - This is what it's like to drive Magnum PI's Ferrari 308 - Zucchi Motorsports Sonoma - 707-334-3700

In the pantheon of 80s pop culture, few cars have such provenance as the Ferrari 308. Sure, vehicular icons like the DeLorean and Pontiac Trans Am (especially in time machine and KITT guise) made us swoon back in the day, but there's something about the bright red Italian that makes it stand out; perhaps it is the 308's performance credibility, at least when compared to other memorable cars of its ilk.

Our fondness for Magnum PI's Ferrari 308 is shared by Oscar Verdugo, who's featured in the video you'll see below. Brought to you by theAFICIONAUTO, this video highlights the bond between the men and women who own and love such so-called star cars, and it focuses on one particular 1981 Ferrari 308 GTSI. Scroll down to watch the video below.

News Source: theAFICIONATO via YouTube

Autoblog

by Jeremy Korzeniewski

Driver Coaching Bay Area - Zucchi Motorsports Sonoma - 707-334-3700

Most people don’t feel like they don’t need a coach, because they feel like they don’t need someone to teach them how to do something. (Not only is that incorrect, since we can always do things better, but the definition of a coach is also just misunderstood).  A coach takes on a different role than an instructor. Coaches aren’t there to tell you how to do something, they are there to help you improve what you already know you can do. A good coach is a mentor who use their skills to improve the mental programming of their student, and act as counsel as they encounter challenges.  More like a buddy-teacher with more experience, rather than a drill sergeant.

Coaching is not a new thing in sport. Many of our greatest athletes at the peak of their careers have had one. Also, you don’t only need a coach when you are a developing novice.  Accomplished people like Tiger Woods and Michael Jordan have had coaches, even when they were at the peak of their powers. They’ve helped to mold them, keep them focus and support them into the zone when they need to perform at their best.

Unfortunately, most racing drivers feel like they don’t need coaching, because they view coaches as instructors who will try to re-teach them how to drive, rather than being their driving peer. (That’s also because most ‘coaches’ inappropriately  act like instructors, which serves to make the problem worse.)

Asking for a good coach  just means that you are seeking a mentor to help sharpen your abilities, not admitting that you have faulty skills. That is an important awareness.  It’s noting that you need someone who is more skilled to help you improve, not that you are weak.

source:  http://startinggrid.org/2012/10/07/driver-coaches-arent-just-for-bad-drivers/
 by Davin Sturdivant

Race Car Preparation Bay Area - Zucchi Motorsports Sonoma - 707-334-3700

 A race car which has been properly prepared in the shop has many advantages but some racers tend to overlook this very important element of racing.  It's far too common to see racers wash dirt from the previous race from the car, load it on the trailer and drive off to the next race.  Let's look for a moment at what happens when a car is not properly prepared.  The first clue is usually the first session on track when something does not perform correctly.  This may mean an early retirement from the session, sometimes an embarrassing flat tow back to the paddock and then a frantic spurt of work to get the car ready for the next session.  This process sometimes snowballs and continues throughout the weekend with frustrating results.  Such race weekends are rarely either successful or enjoyable. 

    A secondary result of improper prep is the additional parts and supplies which are inevitably used or used up.  These can be as minor as gasket sealer and safety wire or more expensive, such as brake pads, wheel bearings or ring-and-pinion assemblies.

    It should be obvious that a third result is that a driver's finishing position will be adversely affected by the poor performance of the car.  Considering all these negative attributes, it's a mystery why so many choose to ignore proper attention to all the details on a race car which can ruin a weekend.

That is where we can help at Zucchi Motorsports here in Sonoma


source:http://www.metcalfracing.com/live_pages/raceprep.php

Race Car Preparation Bay Area - Does anyone love the Ferrari 712 Can-AM? - Zucchi Motorsports Sonoma - 707-334-3700

Also known just as the 712. I simply love the car. It was a truly crazy piece of engineering. If you want. . . you can continue reading. I wrote about how it came to fruition.

It was made for the Can-Am series in America. Ferrari never competed in Can-Am, until they made this car. Why? Well Enzo didn't have any engines that could actually put out the massive power numbers that the big block Chevy V8's could('MURICA!!!). He also thought that it was stupid to just make a massive engine because he wanted the technology to trickle down into his road cars.

Apparently, a North American importer of Enzo's cars convinced him to try the racing series out. . . or atleast that is what I have heard. In the end though, Ferrari decided to finally build a car for the racing series. It became known as the 712! And yes, the 7 does stand for what you think it stands for. . .kind of.

SEXPAND

It is actually a 6.9L V12. Quite the mouthwatering recipe. The engine is the same one found in the 512S. The whole car itself actually started out as a 512S, which was heavily modified.

This is were things get somewhat confusing, but stay with me here. The chassis number on the 512S was 1010. Most of the customer cars were sold off, but this one wasn't. Instead it got a more powerful engine and newer body work. It was now called the 512M! It took on the Porsche 917 at Monza, it was actually in the lead. That is until the it figured out it was Italian, and broke down.

Here is a picture of a 512M and a 512S. Look at the tails of the cars. Also notice how the nose of the 512M is lower and does not contain the lights that the 512S has. Actually nearly the whole rear end of the car has been redesigned. I do think the 512S looks better though.

Here is the 512S. It looks shorter, and more feminine. One of my favorite Ferraris, due to the fact that it was in Steve Mcqueen's "Le Mans."

SEXPAND

This is the 512M. Looks more masculine to me. I think that the flattened haunches over the wheel make the car look worse, but not by much.

SEXPAND

Next, the car was further modified for the Can-Am races in 1971. This is where it got completely new body work, an enormous engine, new driveline, new suspension. It was literally all new. And it was fast. It had 680 horsepower(or 750 horsepower. I am not quite sure, as different sources say different things!) and it only weighed 680 kilograms. Of course it was going to be fast! And oh man is it loud!

Granted it is not the most beautiful car, but it is a really cool looking car. Can Am cars always look awesome.

SEXPAND

Mario Andretti drove this car in Can Am and finished 4th. . . and then it never raced again that season. Then it reappeared again in 1972, now with a different driver, but by now, the almighty Porsche 917/30 was just completely dominating Can Am. The poor Ferrari never stood a chance, and obviously did not win the Can Am championship

I feel as though people have completely forgotten about this car. Yes, I know it didn't race very much. It also didn't win any races, but this is one of those cars you look at and think "What could have been?" What if it was competitive, and Ferrari then made a 8L V12 to compete with the Mclaren M8E, M8F, and M8FP? Could you imagine!? A high revving 8L V12? I think I would be weak at the knees.


source: http://oppositelock.jalopnik.com/does-anyone-love-the-ferrari-712-469081074
by: yoursterotypicalindian