Ferrari Service and Repair Bay Area - Ferrari 156 F1 'Sharknose' – Car Profile - Angelo Zucchi Motorsports Sonoma - 707-334-3700

Ferrari's racing car development program was based on evolution rather than revolution. This resulted in some of the greatest racers ever built, but also meant that drastic rule changes often left the Italian manufacturer trailing well behind the competition. This was hardly the case in 1961 when Formula 1 had switched from a displacement limit of 2.5 litre to 1.5 litre. That limit had previously been used for Formula 2 for which Ferrari had already developed a state of the art V6 engine. The (British) competition fought long to prevent the rule changes and as a result were very poorly prepared for the new season.

The twin-cam V6 engine bore close resemblance to the 2.5 litre that had been successfully raced in Formula 1 since 1958. It was first raced in a front-engine chassis and in 1960 appeared in Ferrari's first mid-engine single seater chassis. At first sight the mid-engine car that appeared in 1960 was brand new, but that would have gone against Ferrari's design principles. Closer inspection revealed that it was in fact the familiar F1/F2 chassis with the engine moved to the rear of the driver. The relocation of the engine did necessitate the development of a new gearbox.

Known as the 246P, the mid-engine Ferrari debuted at the 1960 Monaco Grand Prix, powered by the larger of the two V6 engines. Richie Ginther drove the new car and finished a credible sixth at a track where the much nimbler British Coopers and Lotus felt much more at home. After its Monaco debut, the Formula 1 engine was replaced by the smaller Formula 2 engine. One of Ferrari's other Works drivers, Wolfgang von Trips humiliated the competition at the 156P's only Formula 2 race. He won the Solitude Grand Prix with great ease.

Over the winter, chief engineer Carlo Chiti worked hard to refine the new Formula 1 car, although the basic design of the 1960 was retained. The chassis consisted of four large tubes and was suspended by double wishbones all-round. The most obvious change was the much slimmer bodywork with a very striking twin nostril front air intake, which gave the car the nickname 'Sharknose'. The biggest priority was the development of a new version of the V6 engine with a 120 degree V-angle, instead of the 65 degree angle of the original design. This freed up more space for the intakes and lowered the centre of gravity.

Even though the new changes should have favoured the nimbler British chassis, they were lacking a proper powerplant and were forced to start the season with a Climax four cylinder engine that produced a modest 150 bhp. That was a stark contrast with Ferrari, who had not one, but two engines ready for the 1961 both pumping out around 190 bhp. Needless to say the 1961 season was a complete Ferrari walk-over; they were beaten only twice by a brilliant Stirling Moss in his Lotus. It was not all good news for Ferrari as championship leader Von Trips had a fatal accident at Monza. This opened the door for Phil Hill to become the first American World Champion, winning the Belgian and Italian Grand Prix.

Ferrari's fortunes quickly turned as many key personnel left after the famous palace revolt in the winter of 1961/62. Among them was Carlo Chiti. As a result development grounded to a halt and the team had to make do with the 1961 car. The competition had caught up and left the 'Sharknose' well behind with their more advanced chassis and above all the new V8 engines from Coventry Climax and BRM. These were about as powerful as the Ferrari V6, which really revealed the weakness of the outdated tubular chassis design compared to the space frames and monocoques used by the other teams.

A very young Mauro Forghieri eventually replaced Chiti and went about developing a new chassis. A first sign of things to come was the 156/62P, which debuted at the German Grand Prix. It was the first Ferrari Formula 1 car to use a spaceframe chassis and also featured a much more reclined driving position. The sleeker body no longer had the trademark sharknose. The experimental 156 struggled at its debut, but at the following round at Monza was the fastest Ferrari and eventually finished fourth. In the difficult season the best results were a second and two thirds for World Champion Hill. Lorenzo Bandini added another podium to Ferrari's tally.

The experimental space frame car would form the basis for the 156/63. The chassis was carried over, but the double wishbone rear suspension was abandoned. Following the competition's example, the suspension now consisted of a lower wishbone, a top link and twin radius arms, which connected the upright with the bulkhead. Another novelty was the six speed gearbox, mounted between the engine and the final drive. The car was an improvement, but it was still one step behind the competition, who were now using a monocoque chassis, which was lighter and more rigid than a tube chassis.

Ferrari had lost former World Champion Phil Hill as he joined Chiti at ATS. He was replaced by motorcycle World Champion John Surtees. He was joined by either Willy Mairesse or Ludovico Scarfiotti. By fitting the V6 engine with Fuel Injection Forghieri had found another 10 bhp. Together with the new chassis this helped Surtees to score two podium finishes and two fastest laps in the first three races. He went all out for the German Grand Prix on his favourite Nürburgring track and managed to score his first GP win and Ferrari's first in almost two years. He had also recorded the fastest lap.

Towards the end of the season, the spaceframe cars were replaced by the 156 'Aero'. This used a semi-monocoque chassis consisting of a basic tubular frame covered in duralumin sheets. Surtees qualified the car on pole at its debut, but scored no further victories. In 1964 Forghieri had finally bridged the gap to the competition when he mated the 'Aero' semi-monocoque chassis to a brand new V8 engine that pumped out around 210 bhp. The new Ferrari 158 really came to its own in the second half of the season, with Surtees scoring two victories and eventually clinching the driver's title.

Unfortunately all of the 'Sharknose' Ferraris were scrapped after the 1962 season and today only some of the 1963 cars remain. In recent years various replicas have been constructed around original parts, including one that starred in Chris Rea's film 'La Passione'. Although competitive for a single season and eclipsed, the 156 'Sharknose' has earned its place among the all time great Formula 1 cars.

Ferrari Service and Repair Bay Area - Ferrari 365 GTB/4 Daytona Competizione – Car Profile - Angelo Zucchi Motorsports Sonoma - 707-334-3700

Ferrari 365 GTB/4 Daytona Competizione – Car Profile

The Ferrari 365 GTB 4 “Daytona” was neither intended nor designed for competition use, but like all Ferraris it had the basic attributes: a powerful and reliable engine, competent chassis with predictable handling and refined aerodynamics. Its speed, power and aerodynamics commended it to the great endurance races of its day, like Le Mans, Sebring and Daytona.

Luigi Chinetti was the first to prove the Daytona’s competition potential with an alloy-bodied example and later chassis no. 12467, which finished fifth overall at Le Mans in 1971. Witnessing the promise of these early attempts, and perhaps feeling the pressure of the increasing costs of prototype competition, Ferrari ultimately chose to begin development on the first series of factory competition Daytonas. Development began in the Assistenza Clienti division in summer 1971 and, ultimately, Ferrari produced three different series with five cars each.

Series III cars, in particular, are similar in appearance to their immediate predecessors, but subtle yet very important modifications are visible on this last and most evolved series of Daytona Competition cars. Fuel filler caps were located on both rear wings for ease of re-fueling during long distance races – the Daytona’s specialty. Windows were made of glass, like the previous series, and the cars received a deeper and narrower chin spoiler and steel bodies with aluminum bonnets and boot lids – again, to reduce weight.

In addition to suspension and brake modifications, various engine developments included different pistons, connecting rods, higher lift camshafts, larger carburetor jets and a larger cold air box, all of which amounted to greater output. All told, the Series III cars were the most evolved and powerful of all competition Daytonas although, as with most things Ferrari and racing-related, continual evolution and development make it nearly impossible to characterize each series definitively and without exception.

Despite the numerous upgrades conducted privately on Daytonas, only the 15 cars factory-prepared in Maranello between 1971 and 1973 are rightly regarded as the genuine 365 GTB 4 Competizione cars. They proved tremendously successful on the racetrack, securing class victories at Le Mans in 1972, 1973 and 1974. Incidentally, in 1972 the 365 GTB 4 Competiziones occupied the top five spots of the GT category at Le Mans before going on to secure both first and second places in the Tour de France the same year. At the 24 Hours of Daytona in 1979, a 365 GTB 4 Competizione finished second overall in a car that was six years old!

The Ferrari 365 GTB 4 Competizione presented here, chassis no. 16363, was the second of the Series III factory competition Daytonas built, completed on March 1, 1973. A left-hand drive car, it was bought new by French Ferrari importer Charles Pozzi SA in Paris-Levallois Perret, France. Originally finished in Rosso Chiaro, it was immediately given the red and white livery of its sponsor, the Thomson electrical appliance company, by Carrosserie G. Rivillon in Paris. It was also fitted with a small front spoiler below the grille, which was intended to allow for even higher speeds on the Mulsanne straight at Le Mans. A rear diffuser was fitted for the same purpose – a unique feature on this particular car, which makes it instantly recognizable in period photographs at Le Mans in 1973.

1973 Ferrari 365 GTB/4 Daytona Competizione Group IV

It was raced at the Le Mans test day on March 31st by Jean-Claude Andruet who achieved the 12th fastest time in the car’s first outing. The following day Andruet and Bob Wollek drove the Pozzi-entered Daytona, and not only recorded the quickest lap time of all the Ferrari Daytonas entered, but also drove to a class win and third overall in the Le Mans four-hour race – a fantastic second day of racing for 16363.

Pozzi brought the car back to Le Mans in June for the famed 24-Hour race with drivers Claude Ballot-Léna and Vic Elford. Chassis 16363 was one of nine 365 GTB 4s on the grid with other teams including Ecurie Francorchamps, J-C Bamford Excavators and N.A.R.T. Combined with the nine Porsche 2.8 Carrera RSRs and the three Corvettes on the track, the GT class was sure to be hotly contested. The #6 N.A.R.T. Daytona, driven by Sam Posey and Milt Minter, held the GT lead for quite some time, but the Ballot-Léna/Elford Daytona took the lead over the N.A.R.T entry and crossed the finish line in sixth overall, finishing first in the GT class.

Chassis no. 16363′s racing days were not over after its class win at Le Mans. In 1975 Pozzi SA sold the car to Jean-Claude Bajol from Toulouse, France, a long-standing Ferrari collector. Bajol sold it three years later to Jean-Piere Delaunay, who raced the car in 1982 at the Super Sports Car race at Montlhéry. From Delauney the car went to Mattey and in the late 1990s was sold through Gregor Fisken to Axel Schütte before going to Nicolaus Springer of Gstaad, Switzerland.

While in his ownership, 16363 was maintained in 1999 by David Cottingham’s DK Engineering, renowned for their race preparation and restoration of Ferraris. That same year Springer entered the historic Tour Auto in France in the Thomson-liveried Daytona and was cheered on by the French crowds.

Ferrari 365 GTB/4 Daytona Competizione Interior

Ferrari 365 GTB/4 Daytona Competizione Engine

1973 Ferrari 365 GTB 4 Competizione at Fiorano

Ferrari 365 GTB/4 Daytona Competizione at Fiorano

The current fastidious owner, an experienced and very successful historic racing driver, acquired the car in 2000 and immediately entered several events, including the Shell Ferrari Maserati Historic Challenge, the Targa Florio and the Tour Auto. After many successful finishes, he elected to bring the car to Roelofs Engineering in Holland for a full suspension set-up and total rebuild of the engine and gearbox. Since then the car has been used sparingly at events throughout Europe and most recently at the Le Mans Classic retrospective in 2008, where it was the feature car both during the race and the Daytona 40th Anniversary demonstration laps.

Following its historic participation at Le Mans, 16363 was returned to Roelofs Engineering and fully gone over. The gearbox was checked and the engine was rebuilt – the very same engine that pushed the car to its class win at Le Mans in 1975. In fact, 16363 is one of the few competition Daytonas to retain all of its original components, including the gearbox and engine.

 

source: http://www.sportscardigest.com/ferrari-365-gtb4-daytona-competizione-car-profile/

RM Auctions

Ferrari Service and Repair Bay Area - History of Ferrari 312P - Angelo Zucchi Motorsports Sonoma - 707-334-3700

Throughout the 1950s and well into the 1960s Ferrari was extremely successful with evolutionary sports racing cars. The V12 for example in the 330 P4 Le Mans racer of 1967 was still closely related to very first Ferrari engine designed some two decades earlier. The gradual development had resulted in bullet-proof machines that dominated sports car racing for many seasons. In 1966 the small manufacturer finally lost their Le Mans stronghold to the might of the Ford Motor Company. Despite valiant efforts, the 1967 edition again was a prey for the American manufacturer. Shortly after the race the sport's governing body, the Commissione Sportiva Internazionale (CSI), announced drastic rule changes that rendered Ferrari's cars obsolete for the following season. Enzo Ferrari was furious at the sudden changes and announced that his cars would not compete in the 1968 World Championship. Building a brand new car would take up considerable resources and Ferrari felt it was better spent on the ailing Formula 1 effort. So the team sat out the championship in 1968 for the first time in many, many years.

Following the new CSI regulations, the championship was open for Group 4 and Group 6 racers. Group 4 was open to sports cars with a maximum displacement of five litres and a production minimum of 50 examples. The Group 6 prototype racers that Ferrari and Ford had fielded the previous seasons now had their engines restricted to three litre. Using a much enlarged version of the P4 engine, Ferrari did build a new sports racer in 1968 to campaign in the popular and lucrative Canadian-American Challenge (Can-Am), which was run under the very lenient Group 7 regulations. Dubbed the 612 P, the new Ferrari was not ready until the very last race of the season and the little tested machine failed to make an impression. To attract more teams and manufacturers back into sports car races, the rules were changed once more for 1969, although in detail only. The homologation limit for Group 4 cars was lowered to 25 cars, while the limitations on Group 6 cars like windscreen width and a mandatory spare tire and luggage compartment were all lifted. This opened new opportunities for Ferrari as they could use the 612 P type chassis in combination with the V12 engine and gearbox from the Formula 1 car to create a brand new Group 6 prototype racer.

In good Ferrari tradition, the three litre V12 engine was based on the highly successful sports car engine. Although with its cutting edge twin-cam, four-valves-per-cylinder heads, it was easy to mistake it for a brand new engine. Its sports car roots made the sturdy V12 a bit too heavy for Formula 1, but an ideal unit for endurance racing. Ferrari quoted a figure of 420 bhp for the fuel-injected engine in endurance trim. Mated to a five speed gearbox the engine was bolted to a downsized version of the 612 P semi-monocoque chassis. Used for both the company's sports racers and Formula 1 cars, the so called semi-monocoque used a spaceframe reinforced with aluminium sheets, while a full monocoque was constructed from sheets alone. Completed late in 1968 the first '312 P' was fitted with a cut down, high downforce Spyder bodywork. Although the off-set driving position gave the truth away, Ferrari's new sports racer could easily be mistaken for a Formula 1 car fitted with an all enveloping body. The first 312 P (chassis 0868) was shown to the public in December of 1968 at a press launch at Hotel Fini in Modena.

From the outset Ferrari planned only limited racing activities in 1969 with chief engineer Mauro Forghieri and considerable resources dedicated to the design and development of a new flat-12 Formula 1 engine. The first and at that point single 312 P was damaged during testing so Ferrari could not compete in the opening round of the championship at Daytona. Fully repaired, the 312 P was entered in the Sebring 12 Hours for Chris Amon and Mario Andretti. Facing a contingent of lighter, but less powerful Porsche 908s, the new Ferrari impressed with a pole position just ahead of a Group 4 Lola T70. Mechanical problems hindered the 312 P during the opening stages of the race, but once sorted the blisteringly quick Ferrari sped to the head of the race. A collision with another car damaged the nose and despite repairs the car suffered from overheating for the remainder of the race. Nevertheless the 312 P managed to reach the finish in second overall and first in class. A second chassis (0870) was built and sent to the next championship round at Brands Hatch. Fitted with highly effective wings and spoilers, the Ferrari again claimed pole and eventually missed out on the victory because of a puncture in the opening stages and a lengthened throttle cable towards the end.

While the new 312 P was competing at Brands Hatch, the first example was at Le Mans for the official test weekend. Designed for high downforce tracks, the Spyder body proved to be a big handicap on the long Mulsanne straight. That, however, was the least of Ferrari's concerns as Porsche rolled out the all new 917, which was built to the Group 4 regulations. In a creative interpretation of the regulations the German manufacturer opted to build 25 examples of their new prototype racing car. Powered by a 550 bhp flat 12 engine, it looked set to eclipse all that had come before. Despite the poor performance at Le Mans, both 312 Ps excelled at the high speed Monza track during the next round of the World Championship. The two cars qualified on the front row due to their superior speed through the high speed corners. Unfortunately the track's banking was particularly rough on the Ferraris' Firestone tires and both cars had to make unscheduled stops from the lead for fresh tires. Both Ferraris failed to reach the finish with the new car dropping an engine and the original 312 P crashing dramatic fashion after its tail came off at high speed due to accident damage incurred earlier.

With just one 312 P left, Ferrari opted to skip the Targa Florio and reappeared at the Spa 1000 km round of the World Championship. Here the 312 P Spyder first encountered the Porsche 917 in racing conditions. Now fully homologated as a Group 4, the slippery Porsche easily clinched the pole. The 917 was no force during the race and despite another unscheduled pit stop to repair damage from an accident early in the race, the 312 P finished a credible second. Next on the agenda was the Nürburgring 1000 km, which saw an even slippier version of the Porsche 908 Spyder. Compared to the Ferrari, the eight cylinder engined Porsche had about 60 bhp less, but made most of that up with its lighter weight and better fuel efficiency. With six Porsches on the grid, the sole Ferrari was also outnumbered. The 312 P again qualified on the front row and during the race formed the only opposition for the fleet of Porsches. Unfortunately the V12 engined machine ground to a halt just halfway through the race, just after Amon had broken the lap record. The mount of the ignition box had failed. Porsche won the race and the Championship.

To cure the drag problems at Le Mans, Ferrari's engineers had developed a very clean Coupe body around a shortened 206 SP Dino windshield. The second car was rebodied and a third chassis (0872) constructed to replace the car that was wrecked at Monza. As Ferrari had officially entered chassis 0868 and 0870 in the race, the new chassis was stamped 0868 to prevent administrative problems. The Porsche 917 again showed its superior speed during qualifying, but few believed they had a real chance in the race. The first retired in dramatic fashion in the opening lap in a hefty crash, taking the live of driver John Woolfe. Aboard one of the 312 Ps, Amon hit debris from the Porsche and also saw his race end during the first lap. The surviving Ferrari proved to be fast and for a change more frugal than the Porsches. Sadly a silly problem again prevented the Ferrari from reaching the finish. This time it was a retaining nut of the gearbox that had vibrated loose, causing an oil leak. The problem was solved twice, but eventually the gearbox failed altogether. At 5:30 a.m. that Sunday morning the 312 P program, as far as Ferrari was concerned, ended.

The arrival of the Porsche 917 had shifted the balance and Ferrari knew that the 312 P could not be a real competitor once the Germans had cured the big beast's problems. Immediately after Le Mans, Ferrari began the development of a Group 4 racing car. Dubbed the 512 S, it was used by the Works team during the 1970 season. Both 312 Ps that had raced at Le Mans were sold to Ferrari's American agent Luigi Chinetti's North American Racing Team (N.A.R.T.). The first chassis was repaired, fitted with an empty 612 P engine and handed to Pininfarina, who turned it into the 512 S Concept shown in Turin late in 1969. In the hands of N.A.R.T. the two 312 Ps were not able to fight for overall victories, but they scored several class victories in major races like the Daytona 24 Hours and the Sebring 12 Hours. They were eventually eclipsed by Ferrari's new flat-12 engined 312 P, more commonly referred to as the 312 PB, which was raced in the Group 4 class with great success from 1971 onwards. In the few months the 312 P was raced by Ferrari, it showed great promise. With a more substantial program, it is not inconceivable that the beautiful Ferrari could have been a race winner.

Featured is the third and final 312 P produced. It was raced by N.A.R.T. until 1971 by which time it was fitted with a new Spyder body. Subsequently, it was disassembled and the drivetrain used in a new car that was commonly referred to as the 'Flying Shingle.' In the early 1980s all original parts were reunited and reassembled. The Sebring and Daytona class winning machine was owned for a long time by well known Ferrari collector and racer Peter Sachs. He completely restored '0872' in the late 1990s and only showed it at very rare occasions since. More recently a Swiss enthusiast bought the car and completely rebuilt it to racing standards. Equipped with a Spyder body, it was first raced late in 2007. To be eligible for the Ferrari Classiche certificate, the car was subsequently converted back to its original Coupe configuration. It was first shown in this state during the 2008 Monterey Historic Races and Pebble Beach Concours d'Elegance. It was a rare opportunity to see a 312 P in action as the other example, owned by Pierre Bardinon since 1970, has not been seen in public for many years.

 

source: http://www.ultimatecarpage.com/car/1049/Ferrari-312-P-Berlinetta.html

 

 

Ferrari Service and Repair Bay Area - Construction of the Monza Raceway - Angelo Zucchi Motorsports Sonoma - 707-334-3700

 

Construction of the Monza Autodrome was decided in January, 1922, by the Milan Automobile Club to mark the 25th anniversary of the club's founding in March, 1897, in an embryonic form. The building of' a permanent, independent installation to be used for motor sports and testing was suggested by the technical and commercial requirements of the various Italian car constructors who, even then, looked toward foreign markets as a step in the development of production. Another stimulus was provided by the good technical and sporting results of the first Italian Grand Prix for automobiles which had been run in 1921 on the fast but poorly equipped semipermanent circuit of Montichiari near Brescia. The French driver Goux in a Ballot had established the respectable average of almost 145 kilometres per hour (90 mph) over a distance of 519 kilometres (323 miles) on this track.

The first problem was to find a location worthy of the Italian Grand Prix, which aimed at rivalling the already well-established Grand Prix of the French Automobile Club, founded at the beginning of the century.
Indeed, Monza, the final choice, has been for almost 70 years by now the natural venue for Italy's top automobile racing event. The need was also felt of having a permanent installation for carrying out tests and experiments on all kinds of motor vehicles. Segments of the layout were therefore included in the preliminary project which would allow continuous running at the highest speeds attainable at the time, together with segments with a more varied conformation capable of stressing all mechanical parts. Several possible locations were considered for the autodrome, the most convincing of which were in the "moorland" area of Gallarate, where Malpensa international airport now lies, and the Cagnola district which at that time was on the outskirts of Milan.

The draft projects for these two solutions called for a peripheral ring circuit with possible complementary courses inside it. But the final decision fell on the Villa Reale park in Monza which, at that time belonged to the Italian Veterans' Institute. Monza brought together several ideal conditions with its extensive open area and enclosed park at a short distance from Milan, with which it had good connections. To build the autodrome, the S.I.A.S, -- (Società Incremento Automobilismo e Sport - Automobile and Sport Encouragement Company) was set up at the Milan Automobile Club with entirely private capital. Senator Silvio Crespi was Board Chairman and the company's object was the construction and management of the installation. The job of drawing up the designs was given to Alfredo Rosselli, architect.

Initially it was though to lay out an autodrome including a speed track and a circular road track side by side for a total distance of 14 kilometres (8.7 mi) at an estimated cost of 6 million liras. The first stone was laid by Vincenzo Lancia and Felice Nazzaro at the end of February, 1922, but only a few days later the first ecological concern began to show up with the intervention of the under-secretary for Public Education, who ordered suspension of work for reasons of "artistic and monumental value and landscape conservation". As the intricate controversy developed the argument for the absolute necessity of the autodrome prevailed, even though with smaller size than originally planned, and at the end of April official approval was received. A circuit with features comparable to those originally called for, although with a total length reduced to 10 kilometres (6.2 mi), was built on an area of 340 hectares (840 acres).

Work began on May 15th with completion date set for August 15th: 3,500 workers, 200 waggons, 30 lorries, and a narrowgauge railway 5 kilometres (3.1 mi) long with 2 locomotives and 80 cars were employed. The autodrome was completed in the record time of 110 days and the track was entirely covered for the first time on July 28th by Petro Bordino and Felice Nazzaro in a Fiat 570.The circuit conceived by Alfredo Rosselli included a high-speed loop with a total lenght of 4.5 kilometres (2.79 mi) featuring two banked curves on an embankment rising 2.6 metres (8.5 ft) above surrounding terrain. These curves had a radius of 320 metres (1,050 ft) and made possible a theoretical top speed of 180-190 kilometres per hour (112-118 mph). They were linked by two straights, each 1,070 metres (3,424 ft) long. The road track was 5.5 kilometres (3.41 mi) long and included a curve with radii varying from 600 metres (1,920 ft) to 90 metres (288 ft) and maximum roadbed width of 12 metres (38.4 ft). The two straights were connected on the south by the "little curve" with a radius of 155 metres (496 ft) and slightly banked, The road and speed tracks intersected on two levels with an underpass in the Serraglio zone.

The straights were surfaced with tarred mecadam while all the curves were surfaced with concrete, also tarred. The public was received in two separate areas. The stands enclosure included the central grandstand with 3,000 seats, and six side stands with 1,000 seats each, entirely built of wood and measonry. The park enclosure included bleachers on the outside of the high-speed curves, the small south curve, and near the confluence of the two tracks. The track was officially opened on a rainy 3rd September 1922 with Premier Facta present, a race being run with Voiturettes and won by Pietro Bordino in a racing model Fiat 501. This was followed on September 8th by the motorcycle Grand Prix of Nations with overall factory going to Amedeo Ruggeri on a Harley Davidson 1000 and Gnesa making a brilliant showing with a 2- stroke Garelli 350 in the 500 class. On September 10th the second Italian Grand Prix for automobiles was again won by Bordino in a 6-cylinder Fiat 804.

All the events mentioned were run on the full 10-kilometre track, as they were in the following five years. The circuit fullfilled its assigned task excellently, both as to its show and testing-ground functions, even though within a very few years competition cars and motorcycles had greatly increased their speed and exceeded the limits provided for by the characteristics of the banked curves. In 1924 already, and even more in1925, the supercharged Alfa Romeo P2, winner of these first two Grand Prix races, reached speeds better than 220 kilometres per hour (136 mph), and the best bikes of the thirties came close to the fateful 200 km/h (l24 mph) limit.

Apart from the Italian Grand Prix, the most successful shows had motorcycles for their stars. The Grand Prix of Nations for 1924 was a triumph for the Guzzi 500, a one horizontal cylinder bike with overhead camshaft and four valves, ridden by Mentasti, who gave Italy its first victory in the exclusive world of champion 2- wheelers. Starting the following season a sort of standardization of mechanical values was established, which predominated over technical factors at Monza. From 1925 to 1929 the single-cylinder Bianchi 350 with double camshaft initiated a kind of dictatorship in its class thanks mainly to Tazio Nuvolari.

Then the Sunbeam with overhead valves had four consecutive wins in the 500 class ridden by Varzi, Arcangeli and Franconi. In 1926 the single-camshaft Moto Guzzi 250 made its debut and began setting a series of records difficult to equal and broken only in 1938 by Benelli, which took the first three places in the class. A similar situation developed in the 175 class due to Benelli.Minor events were also run on the full 10-kilometre circuit like the Tourism Grand Prix for motorcycles and the Sidecar Criterium, won respectively in 1923 by Rubbietti on a Bianchi, and Cavadini on a Norton; the automobile Grand Prix of the Fair, won in 1925 by Vaghi on a Sam, and in 1926 by the Fiat team; economy runs; and other events.

In the 1928 Grand Prix of Italy and Europe the first and most serious accident in the history of Italian motor racing occured, causing the death of the driver Emilio Materassi and twenty-seven spectators. This tragic event, caused by a collision on the grandstand straight, had a negative effect on the organization of the Italian Grand Prix at Monza, which was temporarily suspended.

source: http://www.monzanet.it/en/show/606/La%20leggendaria%20storia%20del%20circuito%20di%20Monza%20-%20EN

Ferrari Service and Repair Bay Area - VIDEO: Dial Up The Volume — Ferrari 250 GT "Breadvan" Giving It The Beans - Angelo Zucchi Motorsports Sonoma - 707-334-3700

Ferrari passion was intense at the Rolex Monterey Motorsports Reunion in Laguna Seca, California recently. This event took spectators back in time as vintage Ferraris from the 1950's to 70's raced one another. It also gave them an opportunity to see the radical evolution of race design and technology as it progressed through each group. The Monterey event is unique in that some of the most expensive Ferraris are driven like they were originally intended. One of the most exciting was the famous 1963 Ferrari GTO. Not only is this car worth over $30 million USD, but also it's still extremely fast around the circuit. Furthermore, there was an expensive 1954 Ferrari 500 Mondial Spyder and 1961 Ferrari SWB that aggressively competed. Beyond these gorgeous automobiles, other rare Ferraris likewise recorded some impressive lap times.

UP CLOSE AND PERSONAL

The Rolex Monterey Motorsports Reunion is one of the few events that give spectators direct access to the cars. According to Mazda Raceway, onlookers are encouraged to walk through the paddock to get a close look at some of the most historically significant automobiles in the world. Obviously, with direct access everyone enjoyed taking photographs. But a small few took this opportunity too far and were unfortunately seen touching them. Many were surprised to see the 1971 Ferrari 312 B2 (S/N: 005) Formula One racecar present. This car is famous for winning the 1972 Nuerburgring piloted by Jacky Ickx. It's powered by a unique 180 degree flat V-12 engine. Most people would love to have F1 go back to the big V-12 motors like this one instead of the little turbo charged six cylinders that they plan to switch to next year.

 

source: http://cafespa.com/index.php?news=000170&title=Ferrari-Passion-at-Monterey-Motorsports-Reunion&img=4#top

by Dominic Conetto

Ferrari Service and Repair Bay Area - VIDEO: Dial Up The Volume — The “so choice” Ferrari from ‘Ferris Bueller’s Day Off’ sells for $230,000 - Angelo Zucchi Motorsports Sonoma - 707-334-3700

This replica Ferrari from 'Ferris Bueller's Day Off' fetched $230,000 at auction.

It’s a scene that makes you laugh, and cringe.

Cameron Frye, friend of Matthew Broderick’s character, Ferris Bueller, in the hit film ‘Ferris Bueller’s Day Off,’ has major problems with his parents.

When he vents his rage on his father’s beloved Ferrari 250 GT California Spyder, you know things aren’t going to end well.

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The car's curvaceous body is made of fiberglass. At a glance, you'd probably never know this wasn't a real Ferrari.

Spoiler alert: kicking an exotic car while it’s on a jack-stand is never a good idea.

The Ferrari used in that scene was one of three replicas built for the movie. So relax, no Ferraris were actually damaged or destroyed.

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Replica or not, this is one very pretty interior.

In fact, the film’s totaled Ferrari was only a rolling chassis.

This example, a Modena Spyder California, was one of two used for the majority of driving scenes. Fresh from a decade-long restoration, Mecum Auctions recently sold this ‘Ferris Ferrari’ in Monterey, California.

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This Modena Spyder California was one of three cars used during filming. This example was owned for 25 years by the founder and co-designer of California-based Modena Design.

While a price-tag of $230,000 is pretty steep for a phony Ferrari, rest assured this is not your average replica.

There is always the obvious Hollywood connection.

 

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It says 'Ferrari' on the engine headers, but this is an all-American V-8 with approximately 500-horsepower.

But what makes this car so much more than a rolling tribute to 1980s nostalgia is the fact it’s completely road-worthy and, from the spec sheet, really darn fast!

The 1963 Ford V-8 used in the movie car has been ditched in favor a more powerful 427 cubic inch V-8, which pushes out an estimated 500-horsepower.

Tipping the scales at only 2,650 lbs., the Modena Spyder would have no trouble scorching its wheels down Chicago’s Lake Shore Drive.

A stunning red paintjob, tan leather interior, and a sublime set of Borrani wire wheels gives the Modena Spyder all the head-turning appeal of the real thing – with the bonus that many parts could be sourced at your local auto supply shop.

And let’s not forget, you can put endless miles on the odometer without worrying what Cameron’s dad might say when he gets home.

source: http://www.nydailynews.com/autos/bueller-ferris-bueller-ferrari-sold-auction-article-1.1439588#ixzz2dMofG02P
By Nick Kurczewski / NEW YORK DAILY NEWS

Ferrari Service and Repair Bay Area - VIDEO: Dial Up The Volume — Ferrari 250 GT "Breadvan" Giving It The Beans - Angelo Zucchi Motorsports Sonoma - 707-334-3700

 

 Though the Ferrari FF seems blasphemous with its peculiar form, you actually didn't have to look very far to see where the company might have gotten inspiration.

The world famous Ferrari 250 GT SWB is one of those cars that lives on forever as one of the most desirable pieces for many gearheads but for a select few, the "breadvan" is the ultimate.

But if you're a lover of Ferrari, you probably don't want to just sit and look at it. You'll want to hear it. Particularly this vintage V12.

Though you'd expect the driver of this prized Ferrari to take it easy, think again. Check out the action.


Pole Position lap of the Ferrari Breadvan at the Oldtimer Grand Prix at the Nürburgring 2013.
Lap time 2.06:419.
Drivers: Gaby Spangenberg/Max Werner

source: http://www.autospies.com/news/VIDEO-Dial-Up-The-Volume-Ferrari-250-GT-Breadvan-Giving-It-The-Beans-77782/