Ferrari Scaglietti 612 Wallpapers

Ferrari 612 Scaglietti (skal-yeti) is a Gran Turismo car produced by Ferrari since 2004. It is a large two door fastback coupe with a 2+2 seating arrangement. The 612 Scaglietti was designed to replace the smaller Ferrari 456M. Its larger size makes it a true 4 seater with adequate space in the rear seats for adults.

It is produced at Ferrari’s Carrozzeria Scaglietti plant, the former home of the car’s namesake coachbuilder in Modena, Italy. The design, especially the large side scallops and the headlights, pays homage to the custom 1954 Ferrari 375 MM that director Roberto Rossellini had commissioned for his wife, Ingrid Bergman.

Ferrari Scaglietti 612 Wallpapers

The styling of the 612 Scaglietti has proven to be controversial at best. Despite its classic roots, with the overall form of the car being very similar to the 250 GTO’s, it is considered by some to be rather ungainly, a criticism that is most often directed toward the small rounded headlights and the middle of the car’s front being shorter than the sides. Some also find the length of the hood (which is partially disguised by the side scallops) to be disproportionate to the rest of the body. Others find it merely unassuming: Top Gear’s Jeremy Clarkson opined that car isn’t really noticeable compared to other Ferraris.

The 612 is Ferrari’s second all-aluminium vehicle, the first being the 360 Modena. Its space frame (developed with Alcoa) is made from extrusions and castings of the material, and the aluminium body is welded on. The chassis of the 612 forms the basis of the 599 GTB.

The 612 Scaglietti shares its naturally aspirated 5.7 L (5748 cc) V12 engine with the 575M Maranello. The Tipo F133E engine produces 540 CV (533 hp/397 kW) at 7250 rpm and 588 N·m (433 ft·lbf) at 5250 rpm with a compression ratio of 11.2:1. The car is capable of 199 mph (315 km/h) and has a 0-60 mph time of 4.2 seconds. It comes with two six speed transmission options: a conventional manual or the F1A paddle shift system, a much refined version of the F1 system in Ferrari 360 Modena.

Ferrari Scaglietti 612 Wallpapers

On Top Gear, host Jeremy Clarkson drove a 612 Scaglietti in a race against co-hosts James May and Richard Hammond who took trains and buses – from the studio in Surrey, England to Verbier, Switzerland. Despite faulty windshield wipers (creating a maddening rattle) and being stopped for speeding, Clarkson beat May and Hammond to the resort lodge, passing the two a short distance from the lodge.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

The Ferrari P4/5 (officially known as the Ferrari P4/5 by Pininfarina) is a one-off sports car made by Italian sports car manufacturer Ferrari but redesigned by Pininfarina for film director and stock exchange magnate James Glickenhaus. The car was a Ferrari Enzo but the owner James Glickenhaus preferred the styling of Ferrari’s 1960s race cars, the P Series. The project cost Glickenhaus US$ 4 million and was officially presented to the public in August 2006 at the Pebble Beach Concours d’Elégance, but in July 2006 Glickenhaus allowed several websites to publish images of the clay model.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

In March 2005 James Glickenhaus, stock exchange magnate and known car collector, was approached by Pininfarina who asked if he was interested in commissioning a one-off car. Andrea Pininfarina, grandson of the company’s founder later said “The Ferrari 612 Kappa and this P4/5 are the first. But we want to grow this business.” indicating that Pininfarina is interested in producing other unique cars. Glickenhaus replied that he would like a modern Ferrari P and in June of that year he signed a contract with Pininfarina to produce the car including the price, approximately US$4 million though in an interview he said “I feel they gave me more than I expected”. Glickenhaus purchased the last unsold Enzo Ferrari and upon receipt of the car he took it to Pininfarina to be redesigned similar to the 1967 Ferrari 330 P4 which he also delivered to Pininfarina. Pininfarina’s styling team leader, Ken Okuyama said that “Pininfarina wanted to stay away from retro design and move towards a more forward thinking supercar” as they were excited by the opportunity to build the car, not just design it.

Ferrari P45 By Pininfarina – www.robson.m3rlin.org
Its design began in September 2005 with sketches by Jason Castriota moving through computer aided sculpture and stringent wind tunnel testing. More than 200 components were designed especially for the car though the engine, drivetrain and many other components are simply modified from the original Enzo Ferrari. The Vehicle Identification Number (VIN) is unchanged from the Enzo from which it was derived. The P4/5 was publicly revealed on August 18, 2006 at the Pebble Beach Concours d’Elégance and shown again at the Paris Motor Show in late September.

Upon seeing P 4/5 Luca di Montezemolo felt that the car deserved to be officially badged as a Ferrari and along with Andrea Pininfarina and James Glickenhaus agreed that its official name would be “Ferrari P 4/5 by Pininfarina”. Ted West wrote an article in “Car and Driver” about how this came to be: “The Beast of Turin”.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

Specifications

The Ferrari P4/5 can accelerate from 0-100 kilometres per hour (0-62 mph) in 3.0 seconds (0.14 seconds quicker than the Enzo). It has a top speed of 362 kilometres per hour (225 mph) only 3m/h slower than the Enzo Ferrari. The car has a frontal area of 1.906 square metres (20.52 sq ft) but the sharp nose and smooth curves mean it has a drag coefficient of only 0.34.

Interior
The P4/5

The interior of the P4/5 was designed by Glickenhaus himself with an iPod nano stereo and a tablet PC which features not only GPS but a 3D model of the car as well as a complete parts list and manual for easy servicing. The P4/5 also sports improved air conditioning over the Enzo and a high-strength alloy roll bar redesigned because the original was too thick and obstructed Glickenhaus’ view. The seats are custom built, Glickenhaus’ and his son’s bodies were scanned so Pininfarina could mould the seats for their comfort, accessibility and view of the road (as with race cars). With a frame of carbon fibre composite, the seats are covered with a black mesh and red leather as selected by Glickenhaus’ daughter. Pininfarina rearranged the wiring of the Enzo so as to make the car easier to service and 270 kilograms (595 lb) lighter than the Enzo.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

Exterior

The exterior of the car is made entirely of carbon fibre reinforced plastic and is similar in shape to the Ferrari 330 P4 as Glickenhaus requested, however it has been called a “rolling history of Ferrari-racing-DNA” sharing elements from several historic Ferrari vehicles, not just the 330 P4. The rear window is similar to that of the Ferrari 512S, the side vents are similar to the Ferrari 330 P3 and the nose is similar to that of the Ferrari 333 SP which improves cooling and the car’s frontal crash safety. The butterfly doors (similar to those of the McLaren F1) are designed such that even at 260 kilometres per hour (160 mph) there is no wind noise.[6] The improved aerodynamics have proven themselves, giving the car greater downforce at the same time as less drag than the Enzo also making the car more stable than the Enzo at high speeds.

Powertrain
The P4/5’s New York license plate

The P4/5 has the same engine as the Enzo Ferrari it was built on, a 65° Dino F140 V12. The 12 cylinders have a total capacity of 5998 cubic centimetres, each with 4 valves. The redline rpm at 8200 and the torque of 657 newton metres (485 ft lbf) at 5500 rpm are both the same as the Enzo, but it produces marginally more power with 492 kW (660 bhp) at 7800 rpm. The P4/5 uses the 6 speed semi-automatic transmission of the Enzo with black shifting paddles behind the wheel. It has two directional indicator buttons, one mounted on each side of the steering wheel.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

What better place for the debut of Pininfarina’s new creation than the most elite Concours d’Elégance in the world. The Ferrari P4/5 by Pininfarina is a one-off commissioned by James Glickenhaus, the American collector with a yen for the legendary racing cars of the Sixties.
The car has been designed, engineered and built entirely by Pininfarina, bringing to life something that, just a few months earlier, was just a dream and creating a sort of symbiosis between the customer and Pininfarina along the path leading to definition of this extraordinary model.
Starting from a Ferrari Enzo, the aim was to produce a unique vehicle inspired by sport racing cars with extreme vocations: not just a show-car but a vehicle to be enjoyed on the road.

After freezing styling with various touch-ups to the initial sketches, the surfaces were defined using CAS modeling, then moving on to actual construction and assembly.
More than 200 components were specifically developed through constant interaction between styling and design: from the bixenon lighting clusters specifically designed with an innovative system of yellow and white leds to the alloy wheels – 20-inch aluminum – milled from the block, up to and including the aluminum and special steel in-sight hinges.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

The sleek lines of the vehicle, characterized by a soft muscular touch, took shape on the body – made entirely of carbon fiber.
The tapered profile of the nose highlights both its aerodynamic function and the car’s new look; the central body is dominated by the single-shell windscreen, while the car is accessed via two butterfly type doors. The rear features powerful sides with the embedded teardrop type transparent rear window which also acts as engine cover and from which ceramic-coated exhaust tips peep out, as on racing cars of the Sixties.

Considerable attention has been dedicated to aerodynamics with continuous testing at the Pininfarina Aerodynamic and Aeroacoustic Research Center of Grugliasco (Turin, Italy) in an effort to reach the highest levels of performance combined with perfect functionality of all the appendices integrated in the body of the vehicle.
“Each of these projects – comments Paolo Garella, Head of the Pininfarina Special Projects Division – represents an exhilarating challenge ,i.e. trying to meet the Customer’s requirements in the best way possible without undermining the company’s approach based on elegance and  innovation”.
It is important to stress how re-styling was not restricted only to the outside of the car but continued also when defining the interior, completely redesigned according to the customer’s.

The Ferrari P4/5 (officially known as the Ferrari P4/5 by Pininfarina) is a “one-off” supercar made by Italian sports car manufacturer, Ferrari but redesigned by Pininfarina for James Glickenhaus. The car was an Enzo Ferrari but the owner James Glickenhaus preferred the styling of Ferrari’s 1960s race cars, the P Series. The project cost Glickenhaus US$4 million but in an interview he said “I feel they gave me more than I expected”. It was first presented to the public on August 18, 2006 at the Pebble Beach Concours.

In early 2005 James Glickenhaus, a car collector, imagined a modern Ferrari P and in June of that year he signed a contract with Pininfarina to make the image take shape. Glickenhaus purchased the last unsold Enzo Ferrari and upon receipt of the car he took it to Pininfarina to be redesigned similar to the 1967 Ferrari 330 P4 which he also delivered to Pininfarina.

Pininfarina’s styling team leader, Ken Okuyama, wanted to move away from the past and design a future oriented supercar as they were excited by the opportunity to build the car, not just design it.

Its design began in September 2005 with sketches by Jason Castriota moving through computer aided sculpture and stringent wind tunnel testing. More than 200 components were designed especially for the car though the engine, drivetrain and many other components are simply modified from the original Enzo Ferrari. The car shares the same Vehicle Identification Number as the Enzo it was derived from.

The interior of the P4/5 was designed by Glickenhaus himself with an iPod nano stereo and a tablet PC which features not only GPS but a 3D model of the car as well as a complete parts list and manual for easy servicing. The P4/5 also sports improved air conditioning over the Enzo and a super-strength alloy roll bar redesigned because the original was too thick and obstructed Glickenhaus’ view.

The seats are custom built, Glickenhaus’ and his son’s bodies were scanned so Pininfarina could mould the seats for their comfort, accessibility and view of the road (as with race cars). With a frame of carbon fibre, the seats fabric and colour was designed by his daughter.

Pininfarina rearranged the wiring of the Enzo so as to make the car not only lighter but easier to service and making the car 270 kilograms lighter than the Enzo.

The exterior of the car is made entirely of carbon fibre and shares its shape with the Ferrari 330 P4 as Glickenhaus requested, however it has been called a “rolling history of Ferrari-racing-DNA” sharing elements from several historic Ferrari vehicles not just the 330 P4; the rear window is similar to that of the Ferrari 512S and the side vents are similar to the Ferrari 330 P3. The nose is similar to that of the Ferrari 333SP which improves cooling and the car’s frontal crash safety. The butterfly doors (similar to those of the McLaren F1) are designed such that even at 260 kilometres per hour there is no wind noise.

The improved aerodynamics have proven themselves giving the car greater downforce at the same time as less drag than the Enzo also making the car more stable than the Enzo at high speeds.

The Ferrari P4/5 can accelerate from 0-100 kilometres per hour (0-62 mph) in 3.55 seconds (0.1 seconds quicker than the Enzo). It has a top speed of 362 kilmetres per hour also slightly quicker than the Enzo Ferrari.

The car has a frontal area of 1.906 square metres but the sharp nose and smooth curves mean it has a drag coefficient of only 0.34.

The P4/5 has the same engine as the Enzo Ferrari it was built on, a Dino F140 mounted at 65°. The 12 cylinders have a total capacity of 5998 cubic centimetres, each with 4 valves. The redline rpm at 8200 and the torque of 657 Newton metres (485 ft lbs) at 5500 rpm are both the same as the Enzo, but it produces marginally more power with 492 kW (660 bhp) at 7800 rpm.

The P4/5 uses the 6 speed semi-automatic transmission of the Enzo but instead of paddles behind the wheel, it has Formula 1 style, steering wheel mounted shift buttons. The front tyres have codes of ZR 255/35 and the rear, ZR 335/30.

The Ferrari 612 Scaglietti (skal-yeti) is a Gran Turismo car produced by Ferrari since 2004. It is a large two door fastback coupe. The 612 Scaglietti was designed to replace the smaller 456 M; its larger size makes it a true 4 seater with adequate space in the rear seats for adults.

It is produced at Ferrari’s Carrozzeria Scaglietti plant, the former home of the car’s namesake coachbuilder in Modena, Italy. The design, especially the large side scallops and the headlights, pays homage to the custom 1954 Ferrari 375 MM that director Roberto Rossellini had commissioned for his wife, Ingrid Bergman.

The 612 is Ferrari’s second all-aluminium vehicle, the first being the 360 Modena. Its space frame (developed with Alcoa) is made from extrusions and castings of the material, and the aluminium body is welded on. The chassis of the 612 forms the basis of the 599 GTB.

The 612 Scaglietti shares its naturally aspirated 5.7 L (5748 cc) V12 engine with the 575M Maranello. The Tipo F133E engine produces 540 CV (533 hp/397 kW) at 7250 rpm and 588 N·m (433 ft·lbf) at 5250 rpm with a compression ratio of 11.2:1. The car is capable of 315 km/h (199 mph) and has a 100 km/htime of 4.3 seconds. It comes with two six speed transmission options: a conventional manual or the F1A semi-automatic paddle shift system, a much refined version of the F1 system in the 360.

Very nice car, I don’t see many this car on the street.

The Enzo Ferrari is a 12-cylinder Ferrari supercar named after the company’s founder, Enzo Ferrari. It is currently the most powerful naturally aspirated production car in the world. It was built in 2003 using Formula One technology, such as a carbon-fibre body, F1-style sequential shift transmission, and carbon-ceramic brake discs. Also used are technologies not allowed in F1 such as active aerodynamics. After a downforce of 775 kg (1709 lb) is reached at 300 km/h (186 mph) the rear wing is actuated by computer to maintain that downforce.

The Enzo’s V12 engine is the first of a new generation for Ferrari. It is based on the architecture of the V8 found in sister-company Maserati’s Quattroporte, using the same basic architecture and 104 mm (4.1 in) bore spacing. This design will replace the former architectures seen in V12 and V8 engines used in most other contemporary Ferraris. The 2005 F430 is the second Ferrari to get a version of this new powerplant. In 2004, Sports Car International named the Enzo Ferrari number three on their list of Top Sports Cars of the 2000s.

Motor Trend Classic named the Enzo as number four in their list of the ten “Greatest Ferraris of all time”.

The Enzo Ferrari is sometimes referred to colloquially (some say incorrectly) as the Ferrari Enzo and Ferrari F60; this gives the false impression that it was named for Ferrari’s 60th anniversary, which is 2007 rather than 2003 when the Enzo was launched (the official internal nomenclature is actually F131). The Ferrari Enzo Ferrari is commonly referred to as just the “Enzo” with no marque or other words attached.

The car is named after the company’s founder, Enzo Ferrari, who died in 1988.
The Enzo was initially announced at the 2002 Paris Motor Show with a limited production run of 349 units and priced at US$643,330. The company sent invitations to existing customers, specifically, those who had previously bought the Ferrari F40 and Ferrari F50. All 349 cars were sold in this way before production began. Later, after numerous requests, Ferrari decided to build 50 more Enzos, bringing the total to 399.

The 400th Enzo Ferrari was auctioned by Sotheby’s Maranello Auction on June 28, 2005 to benefit survivors of the 2004 Tsunami for €950,000 (US$1,274,229), almost twice its list price. This sum was presented to Pope Benedict XVI, while former Ferrari Formula One driver Michael Schumacher gave the pope a steering wheel to commemorate the donation. This wheel included a plaque which read, “The Formula 1 World Champion’s steering wheel to His Holiness Benedict XVI, Christianity’s driver.”

The Enzo Ferrari typically trades above $1,000,000 (£500,000) at auction.

Three prototype “mules” were built, M1, M2, and M3. Each was bodied to look like a 348, even though the mules were built in 2000. The third mule was offered for auction alongside the 400th Enzo in June, 2005, bringing €195,500 (US$236,300).

The Enzo is a mid-engined car with a 43.9/56.1 front/rear weight distribution. The engine is Ferrari’s F140 65° V12 with 4 valves per cylinder, dual overhead cams and variable valve timing. Bosch Motronic ME7 fuel injection is used and the engine is naturally aspirated. It displaces 5998 cc (366 in³) and produces 485 kW (651 hp/660 PS) at 7800 rpm and 657 N·m (485 ft·lbf) at 5500 rpm. The redline is 8200 rpm.

The Enzo has a semi-automatic transmission (also known as the F1 gearbox) using paddles to control an automated shifting and clutch mechanism, with LED lights on the steering wheel telling the driver when to change gears. The gearbox has a shift time of just 150 milliseconds.The transmission was a first generation “clutchless” design from the late 90’s, and there have been complaints about its abrupt shifting.

The Enzo Ferrari has 4 wheel independent suspension with push-rod actuated shock absorbers which can be adjusted from the cabin, complemented with anti-roll bars at the front and rear.

The Enzo uses 483 mm (19 in) wheels and has 381 mm (15 in) Brembo disc brakes.
Gear 1 2 3 4 5 6 Final Drive
Ratio 3.15:1 2.18:1 1.57:1 1.19:1 0.94:1 0.76:1 4.1:1

The Enzo can accelerate to 60 mph (97 km/h) in 3.14 seconds[9] and can reach 161 kilometres per hour (100 mph) in 6.6 seconds.[5][6] The ¼ mile (0.4 km) time is from 10.8 to 11.2 sec at well over 130 mph (209 km/h) and the top speed is estimated at 350 kilometers per hour (217+ mph).[5] It is rated at 18 mpg US (29.4 L/100 km) in the city and 12 mpg US (19.6 L/100 km) on the highway.

I spent the better part of two days basking in the light of this Enzo. Merely being in its exhaust wake reduced my voice to the hushed whisper usually reserved for a house of worship. Sure, it’s just a car, a machine comprised of so much metal, plastic and glass, but it’s also a showcase for Maranello’s best thinkers and tinkerers.

This Ferrari has been the star of more than a few auto shows, for the simple reason that it’s an Enzo, one of 399 examples found in the entire world. The fact that folks are shelling out upwards of one million dollars to park an Enzo in their garages doesn’t hurt, either. The owner of this car actually has a pair of Enzos, this red job and a screaming yellow zonker terrorizing the Canadian Territories. But more than just color differentiates these rides. The car featured on these pages has actually been customized by the crew at West Coast Customs (WCC), actions which no doubt left Enzo Ferrari spinning in his grave on the high side of 8000 rpm.

WCC has built a reputation on creating custom rides for such luminaries as Shaquille O’Neal, Mystikal and Tracy McGrady–basically guys who have more money than their employers. WCC recently finished a 2003 Bentley Arnage T, stretching it three feet with custom bodywork and installing proprietary suspension and bling-bling running gear. The car also included a high-end AV system, internet connection, wet bar and refrigerator. Apparently the boys from Bentley liked it so much, they wanted to buy it. Would the crew from Modena feel the same way about this ride? Given their elitist attitude, probably not. You buy a Ferrari and worship it. Modifying perfection takes a lot of sand.

Straight from the factory, the Enzo’s cockpit is a fairly Spartan piece of work. Basically, you get a pair of seats and a steering wheel. WCC made it a bit more hospitable with a custom-fabricated radio box located between the seats and small but potent hidden drivers. WCC also included a Clifford alarm, as the factory does not offer this kind of protection as an option (where are you going to sell a hot Enzo?). The Enzo rides on an Eibach-developed suspension with forged GFC running gear and Pirelli rubber. Actually, the car was fitted with black GFCs on one side and silver on the other–the owner has yet to decide which color looks better.

Although this Enzo lacks the advanced level of aftermarket development usually seen within this magazine, it still remains the most stunning car I have ever photographed. Moreover, it sounds like an F1 car, ripping the air with waves of raw sound and revving with preternatural speed. Our test drive was on public roadways, which gave us a good impression of what it would be like to live with such a beast. It’s actually quite comfortable, certainly better than the F40, which was akin to driving a carbon-fiber box with a huge engine. As traffic opened up, I selected a shorter, paddle-shifted gear and let loose. With an indicated 150 mph on the speedo, coming up in about the same time it takes to read this sentence, I pulled over, got out and prostrated myself in front of the Enzo.

Part I: Aston Martin V8 Vantage, Ferrari 360 Challenge Stradale, Ford GTX1, Lamborghini Gallardo (Spyder, Superleggera), Mercedes-AMG, McLaren Mercedes SLR, Pagani Zonda F

Part II: Lamborghini Murcielago LP640, VW Golf MKV R32, Toyota Supra, Königsegg CCX, Aston Martin V12-Models, Bugatti Veyron, Ferrari Enzo, Nissan Skyline GTR, Porsche 911 (GT3 & Turbo), Ferrari 430, Ford GT & Mustang

Part III: Audi RS4 (V8, MTM), Porsche Carrera GT (& Gemballa Mirage GT), BMW-M (M5, M3 CSL, Hartge H1, Z4M), Nissan 350Z, some others…

Part IV: BMW E92 M3, Cargraphic 911 GT3 RS, Formula 1, Ferrari FXX / F430 Scuderia, some Porsches, a lot of American Muscle, Tubi Style Murcielago & F40/F50/355/360CS, some Imports

Part V: Toyota Supras, Nissan Skylines, Mazda RX7s, SpeedArt Porsches (911, Boxster, Cayenne), Vipers, Carlsson Mercedes (SLK, SL, E), Golf R32 Turbos, M3s, Heffner Gallardo TT, WAIT FOR THE END!!!

Part VI: Caparo T1, Formula 1, Ferrari FXX, Renault Hillclimb, Maserati Tropheo, more American Muscle, loud BMW M5, Nissan 350Z, HKS Skyline, AMS Evo, tuned Carrera GT, Heffner Ford GT, Lexus LF-A, Loaded M3 CSL, LP640, Aston Martin DBS, Ferrari 599, tuned Porsches

Part VII: Audi R8LM, Audi S1 Rally Car, Nissan Skyline, Kreissig 911GT3, Kreissig Lamborghini Countach, Porsche Carrera GT, Zonda, Viper Racingcar, Lamborghini Murcielago..

Part VIII: Several Ferraris, F1, a lot of Racing Cars, Corvette C6R/C5R, Saleen S7R, V8s, Mazda 787LM, McLaren F1, Edo Maserati MC12, BMW M3 GTR, Ascari A10, Cadillac CTS-V Driftcar, RX7, Evo, 350Z, Supra, Lamborghini Gallardo & Diablo GT..

Hamann’s Black Miracle

The Ferrari F430 already is a brilliant, eye-catching vehicle. The “look“ as well as engineering technology presents many similarities to motor sports racing. In the latter instance, most vehicles here feature a catchy paint finish in “warrior look”. Hamann Motorsport now offers the mid-engine Ferrari a special outstanding design that equally provides a racing car look standing out from the crowd. It’s called “Black Miracle“ and will be responsible for great deal of turned heads.

Hamann’s “Black Miracle“ designed black car body via a foil suggests the appearance of a primary base coat versus a ready-finished lacquered vehicle. It leaves an impression as if the entire car body is covered in velvet. Here as well, comes an idea directly from motor sports racing scene where motor covers are often finished in black matt to aide drivers with glare reduction. The “Black Miracle” design by Hamann acts similar to a black hole absorbing all light. For the “light at the end of the tunnel” Hamann provides additional parts following customer preferences in brilliant red, orange or yellow finish. The contrast between black matt and each “luminizing” addition is unquestionably mesmerizing especially for countless admirers at Ferrari meetings. Such an individualized F430 entrance has never been seen before! The highlight of the “Black Miracle“ designs: when the black matt color doesn’t seem pleasing anymore, the foil can be easily removed.

The noted Hamann aerodynamic kit for the Ferrari F430 in dazzling colors grasps many elements directly out of motor sports. Front impressions of the F430 “Black Miracle“ through Hamann’s front spoiler provide a distinct racing sports face and minimize front axle buoyancy. The wide rocker panel wings give a lowering impression. Further reminiscence of sports racing awakens at the rear end through the Hamann diffuser and a powerful rear wing which provides more downthrust on the rear axle. Hamann air dams for the downforce generating Venturi Tunnel boosts the effect.

Additionally included in the “Black Miracle“ design are finished aerodynamic parts in red, orange or yellow as well as colored side mirrors and brake calipers, tinted rear lights, a colored engine cover framing, dark tinted windows (including front window), bi-colored leather furnishings (any choice of color combinations), Hamann logos within the head rests as well as the wheels finished in the color of the aerodynamic components and with completely covered black matt rim flange.

The absolute show stopper effect with the eye-catching “Black Miracle” colour in combination to the car body is achieved with the addition of Hamann constructed wing doors. This process is completed without compromise as Hamann offers a completely full car body integration through guaranteed technology minus that look of actually being built-in. In other words, this vehicle looks as if it just rolled directly off the assembly line.

Through new motronic programming including a new rear silencer plus a sporty high-performance header and sport steel catalyst, the F430 in Hamann “Black Miracle” style has a performance increase of 50 bhp which is naturally a plus for vehicle performance.

Even more driving pleasure is promised with a specially designed set of suspension springs. Through the Hamann springs, not only does the F430 lurk lower to the ground, it also moves noticeably with more agility.

The F430 “Black Miracle” comes equipped from Hamann with a 3-pieced, forged light weight wheel “Edition Race” in 20-inch. Available for the front axle in size 8,5 x 20 (tires 235/30 R20) and for the rear axle in size 12,75 x 20 (tires 325/25 R20).

One example of the ultra lightweight wheels with dimensions of 12,75 x 20 have an astounding weight of only 34 lbs! As previously indicated, within the “Black Miracle” package Hamann finishes a wheel spider in the color of the aerodynamic components and rim flange matching to the car body in black matt.

Engine
Type: V8
Displacement cu in (cc): n.a.
Power bhp (kW) at RPM: 538(401) / n.a.
Torque lb-ft (Nm) at RPM: n.a.
Redline at RPM: n.a.
Brakes & Tires
Brakes F/R: n.a.
Tires F-R: 235/30 ZR20 – 335/25 ZR20
Driveline: Rear Wheel Drive
Exterior Dimensions & Weight
Length × Width × Height in: 176.6 × 75.7 × n.a.
Weight lb (kg): n.a.
Performance
Acceleration 0-62 mph s: n.a.
Top Speed mph (km/h): n.a.
Fuel Economy EPA city/highway mpg (l/100 km): n.a.

Base Price: 2007 Ferrari Hamann F430 Black Miracle – n.a. (last update: 5/18/2007)

Limited Edition 575M Superamerica

The Pininfarina-designed Ferrari Superamerica combines Ferrari 12-cylinder berlinetta power with a highly original, innovative take on the convertible concept. The Superamerica is the first production car to employ an innovative rotating roof movement in combination with electrochromic technology developed exclusively for glass surfaces of these dimensions with Saint Gobain.

The Fioravanti-patented electric rotating roof movement allows the Superamerica driver to drop the top in 10 seconds flat, making it the world’s fastest convertible berlinetta (200 mph top speed).

Derived from the 575M Maranello, the Superamerica is available with either an F1-style or manual gearbox. Its big 12-cylinder engine has been boosted to deliver 540 bhp too. The new car can also be fitted with the GTC Handling package which offers Ferrari’s very latest high-tech features including carbon ceramic brakes.

The Superamerica’s unusual electric roof has been dubbed Revocromico to highlight the unique combination of its rearward rotation movement and electrochromic technology. It has a carbon-fibre structure and the boot capacity remains unchanged whether the roof is open or closed too. The glass rear window also acts as a highly effective wind deflector when the roof is open.

The use of electrochromic glass means that the driver can completely control the level of light entering the cockpit. There are five tint levels available and the glass can go from dark to light in under a minute, at the touch of a button.

What at first might seem to be the gimmicky gilding of an aged lily turns out to be just the right flourish for a car that has aged like a good malt whisky. The point may be infinitely arguable, but we’d assert that the 575 Maranello is the most enjoyable current Ferrari, more relaxed than the F430 yet more svelte than the 612 Scaglietti. The Superamerica’s flashy top, as well as its other, lesser modifications, makes it even more of a pleasure-mobile than the standard 575.

We drove the Superamerica in Monaco, which, like most locales in which Ferraris gather in number, is a place where seeing and being seen are major pastimes. In the Superamerica, the fun starts after just seven seconds, which is the time it takes the electrochromatic, laminated-glass roof to fling itself back onto the deck lid (after a quick yank of the parking brake and a release of the handle on the windshield header).

Not only is the fancy flip top fast-acting, but its integrated rear window, which pivots around but remains in place, acts as a wind blocker, protecting your artfully mussed hair from the ignominy of natural mussing. Because the open top lies on top of the carbon-fiber deck lid (without interfering with its operation), trunk space is undiminished. When the top is up and it’s shade rather than sun that you seek, a dial on the console turns the glass from pale green to dark blue, thereby blocking 99.5 percent of the heat and much of the light. The car also does this automatically when shut off, to keep the interior from baking.

It would be a shame to let the sun roast the acres of soft leather lining this lovely cabin. Ours had a tiny T-bar on the console, for engaging reverse with Ferrari’s F1A transmission. A button alongside selects the much-improved auto mode, which is just the thing for slogging through the prerace madness in Monte Carlo. Only a handful of the 559 cars to be built will be equipped with the manual six-speed.

Vwery intresting car ( do you know What is this?) samebody know’s????

The new car can count on an extremely low weight-to-power ratio of just 2.45 kg per bhp thanks to a low dry weight of just 2755 lb – 220 lb less than the F430 – and to the naturally-aspirated 4308cc V8’s 510 bhp at 8500 rpm.

Superb performance both on and off the track is assured by a series of cutting-edge solutions. There is the latest software – F1 Superfast – which reduces gearchange times to just 60 milliseconds, and new traction control which, for the first time, combines the E-Diff electronic differential and the F1-Trac traction and stability control in a single integrated system.

Vehicle dynamics, control and performance thus represent the zenith of Ferrari’s achievements in terms of developing road-certified sports cars.

The 430 Scuderia will be officially unveiled by Michael Schumacher at the IAA Motor Show in Frankfurt in September 2007.

Here’s a surprise: the new track-tuned high-performance version of the F430 won’t be called the Challenge Stradale like many thought, but instead will be known as the Scuderia, Italian for stable. That’s stable like a home for a powerful prancing horse, not like the state of mind that is constantly eluding Lindsay Lohan.
The rest of the car is what you would expect from an enthusiast version of a Ferrari. The engineers concentrated on lowering the weight and increasing the power from the standard F430. The Scuderia weighs in at 2755 pounds — a savings of 220 pounds — while producing an extra 27 horsepower over the F430 for a total of 510 ponies. This works out to a power-to-weight ratio of one horsepower to 5.4 pounds. Bravissimo!

Ferrari didn’t forget about the rest of the car, outfitting it with the latest technology from the company’s F1 program. An update to the transmission brings shift times down to a lightning-quick 60 milliseconds, while the traction and stability systems also get a race-inspired update.

All of this performance will no doubt come at a hefty premium, probably around $220,000. We’ll know more when the Scuderia is unveiled by Michael Schumacher himself at the Frankfurt Auto Show this fall. In the meantime, check out our photo gallery below.

Ferrari has nothing for the common cold, but if you suffer worries, boredom, grouchiness, or that debilitating ennui that settles in on Sunday afternoons around four o’clock, it has a hot new pill, and you won’t need to call the doctor in the morning.

One button pushed for 20 seconds drops the top of the new Ferrari F430 Spider into its lascivious splash of aluminum bodywork. Yes, just 20 seconds to a new and brighter you! Need more? Now try the button on the steering wheel, the one that says “Start.” Suddenly, you hear that sonorous purrrrrr, fast, fat, and deep, like a Bengal tiger getting its tummy scratched. That’s a 483-hp, 4.3-liter V-8 tugging on your leash, so you’d better want to run.

First gear stretches out to 8500 rpm, howling to make your shanks shake. Second gear should get you 60 mph in about 3.6 seconds and a misdemeanor conviction in four flat. Keep the hammer down through third, fourth, and fifth, and sixth will burn your scalp clean off at 186 mph, or so Ferrari claims.

For America, the wraps come off the spider this month. Or maybe in July. With Ferrari, the banal details of when and for how much tend to be a little hazy. The spider—yes, Ferrari retains the arachnid spelling used for previous ragtop models—will get here when it gets here. Likewise, its prices were unknown at press time. When announced, they should be six or seven percent higher than the outgoing 360 Spider’s, Ferrari officials say. Figure on writing a check for about $193,000 for the six-speed manual GT or about $206,000 for the paddle-shifted F1. Options will include carbon-ceramic brakes, which cost $15,364 on the coupe, and retro Daytona seats, currently $2579 on the coupe.

Bacchus would check every box. The Roman god of wine, sex, inebriation, and other basic pleasures lives in the 17th-century Palazzo Ducale di Sassuolo, the summer palace of the duke of Modena, where Ferrari gave journalists their first ogle at the F430 Spider. In 1634, Francesco I started converting an old fort into his bacchanalian hot-weather getaway. It’s now a military academy. The duke identified with Bacchus so much that his interior decorator, Jean Boulanger, painted one entire hangar-sized gallery with frescos depicting the guzzle god’s happiest days. The psychedelic ceiling reminds one of the Sistine Chapel in the Vatican, with its contorted bodies and flowing loincloths, except where Bacchus is trying out the launch control on the F430 Spider.

Chances are you’ll never get to try out this spider’s launch control, either. As with the F430 coupe, launch control will be “option non grata” in America for liability reasons. As we discovered growling away from the palazzo in an F1 for a 140-mph blast up the autostrada, the F430 Spider pushes off pretty well without it.

Coupe and spider share all their tech goodies, including the E-Diff electronic differential and self-adjusting Skyhook suspension. The spider carries another 150 pounds, mostly in the roof mechanism and steel rollover hoops. Seven electrohydraulic motors fold up the canvas top and stack it flat in a tiny compartment hidden under the headrest fairings. Ferrari rejected a folding hardtop like the Mercedes SL’s because it would have obscured the view of those blood-red engine intakes. Go, Italy!

Because Ferrari designed the F430’s cast- and extruded-aluminum skeleton for both tintop and topless duty, just 22 pounds go to frame reinforcement, all in the doors and rocker-panel boxes below the doors. Twisting and bending stiffness increases over that of the old 360 Spider. As the F430 thumps over rough pavement, the steering wheel and the floor are almost as jiggle-free as Francesco’s marble columns.

Wide, squat, and busied up with air dams, exhaust tubes, and mesh screens, the spider resembles the Millennium Falcon from the back as it screams past morning commuters in their microcubes. As with the F430 coupe, Ferrari credits both Pininfarina and Mini Cooper chief designer Frank Stephenson with the spider’s look. (Stephenson has since moved on to more mundane work within Fiat.)

Chopping the top reduced the F430’s aerodynamic downforce, so the spider’s tail spoiler rises to a higher peak to help make back the difference. At 124 mph, the spider is sucked to the road with 245 pounds of downforce and tracks with precision. Corners are quick work; a hand twitch cuts the apex, and the body stays flat. Smoothness takes longer to develop, especially with the touchy carbon-ceramic brakes.

Ferrari’s range of V8-engined sports cars has been joined by the new F430 Spider when it was unveiled at the Geneva Motor Show (March 3-13 2005).

Ferrari’s new drop-top includes a number of important technical features which give hints of the car’s F1 pedigree, starting with the innovative electronic differential (E-diff) – first developed by the racing division for the Scuderia’s all-conquering F1 cars – which improves traction and roadholding under all conditions. The Spider also features the steering wheel-mounted rotary switch, known to the Scuderia’s drivers as the ‘manettino’, which allows the car’s set-up to be adjusted easily and quickly.

Formula 1 is again the inspiration for the development of the company’s road cars. Designed by Pininfarina, the F430 Spider’s sinuous lines, in fact, were fine-tuned using state-of-the-art computer aerodynamics simulation programmes usually employed exclusively by the F1 team.

The F430 Spider’s shape is the result of lengthy testing and features a pronounced rear lip spoiler which is integrated into the end of the engine cover, new bigger rear air intakes that emphasize the car’s muscular stance, and a new rear valance that incorporates a diffuser of competition derivation. The engine itself is attractively set below a glass cover.

Just like the berlinetta, the new Spider incorporates two elliptical air intakes that feed the front radiators. The shape of the intakes is inspired by Ferrari’s racing cars from the 1961 season, especially the 156 F1 which Phil Hill drove to that year’s F1 Championship title. The spoiler that joins the two intakes at their bottom edge is highly effective in directing the central air flow towards the flat underbody.

The F430 Spider boasts a compact, fully automatic electric hood that allows the engine to be seen in all its glory at all times and which, once lowered, takes up relatively little space, despite the uncompromising central-rear engine layout.

The F430 Spider is powered by Ferrari’s new 490 bhp, 4,308 cc 90° V8 which is capable of pushing the car to a top speed of over 193 mph and covering the 0-62 mph sprint in just 4.1 seconds. This lightweight and highly compact power unit produces a specific output of 114 bhp per litre with a weight-to-power ratio of 6.4 lbs (2.9 kg) per horsepower (dry weight).

Specifications
Engine Type: V8
Displacement cu in (cc): 263 (4308)
Power bhp (kW) at RPM: 490(360) / 8500
Torque lb-ft (Nm) at RPM: 343(465) / 5250
Redline at RPM: n.a.
Brakes & Tires Brakes F/R: ABS, vented disc/vented disc
Tires F-R: 225/35 ZR19 – 285/35 ZR19
Driveline: Rear Wheel Drive
Exterior Dimensions & Weight
Length × Width × Height in: 177.6 × 75.7 × 48.6
Weight lb (kg): 3351 (1520)
Acceleration 0-62 mph s: 4.1
Top Speed mph (km/h): >193 (>310)
Fuel Economy EPA city/highway mpg (l/100 km): n.a.

Base Price: 2007 Ferrari F430 Spider – $192,484

[googlevideo]6926734586352368534[/googlevideo]

Ferrari F430 Ferrari Video.

The F430 signals the arrival of a brand new generation of V8-engined Ferrari berlinettas. Every inch of the car was inspired by the engineering research carried out at Ferrari’s Gestione Sportiva F1 racing division. The result is a highly innovative design, characterized by cutting-edge technologies perfected for use on a road-going car. Two of these innovations are world firsts for production cars: the electronic differential (E-Diff) initially developed by Ferrari for its F1 single-seaters and designed to make the most of the engine’s torque to optimize traction, and the handily placed steering wheel-mounted rotary switch (better known to the Formula 1 drivers as the manettino) which directly controls the integrated systems governing vehicle dynamics. The F430’s light, compact 4308 cc engine is completely new and gives the car its name. It punches out 490 bhp and delivers a specific power output of 114 bhp/liter and 343 lb-ft of torque. Needless to say, performance is outstanding: acceleration from zero to 62 mph (100 km/h) in 4 seconds flat and a maximum speed in excess of 196 mph (315 km/h).

Two of these innovations are world firsts for production cars: the electronic differential (E-Diff) and the steering wheel-mounted switch (better known to the Formula 1 Scuderia’s drivers as “manettino”), which manages the integrated systems governing vehicle dynamics.

The other main characteristics of the new F430 are its light, compact 4,300 cc 90° V8 engine, which punches out 490 hp to achieve a specific output of 114 hp/litre, also providing the new Ferrari berlinetta with a weight-to-power ratio of 2.8 kg/hp (dry weight); a braking system with carbon-ceramic discs for optimal efficiency under extreme use (optional); a Formula 1-derived gearbox that cuts gear shifting times down to 150 milliseconds allowing the driver to make the very most of this truly high performance car (0-62 mph acceleration in 4 seconds flat, a top speed in excess of 196 mph) and an aerodynamic design that embodies the very latest competition technologies, specifically the flat underbody and large rear diffuser to increase downforce.

Engine & transmission
Type: V8
Layout: Mid Engine / RWD
Displacement (cm3): 4308
Power (bhp): 490@8500
Torque (nm): 465@5250
Gearbox: 6-Speed Tiptronic
Performance
Acceleration 0-100 km/h: 4.0 sec
Acceleration 0-200 km/h: n/a
1/4 mile: n/a
Top speed: 315 km/h
Dimensions & Weight
Lenght: n/a
Width: n/a
Height: n/a
Weight: 1450 Kg

All favorite sport cars on the road.

Straight from Europe’s Extreme TV Gumball series delve right into the madness, fury and comedy of the Gumball Rally. This is a must see for all Gumball fans.

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Ferrari GG50 F1 Racer

The Ferrari GG50 was a created by Italian sportscar and supercar manufacturer, Ferrari. The GG50 was first introduced at the 2005 Tokyo Motor Show. This supercar concept marks the fifty years Giugiaro has been creating automobiles.

The Ferrari F1 GG50 has special F1 modifications to make performance and speed better and faster. The GG50 uses a 65 degree V12 naturally aspirated petrol engine. The engine develops a peak power of 540 horsepower which translates to 94 horsepower per liter. The compression ratio is 11.2:1. The GG50 uses an odd sequential mode automatic transmission.

The GG50 is a 2+2 coupé supercar. Most of the cues of the interior design are from the similar Ferrari 612 Scaglietti, as well as part of the exterior design. Some cues, such as the steering wheel, derives from Ferrari’s F1 vehicles of the past. Unique parts of the GG50 are its dashboard and the fact that the GG50 uses the AVIC–X1R satellite navigator created by Pioneer.

The Testarossa name, which, in Italian means “red head”, comes from the red-painted cylinder heads on the flat-12 engine. The engine was technically a 180° V engine, since it shared flat-plane crankshaft pins with opposing cylinders. Output was 390 hp (291 kW), and the car won many comparison tests and admirers – it was featured on the cover of Road & Track magazine nine times in just five years. Almost 10,000 Testarossas, 512TRs, and 512Ms were produced, making it one of the most common Ferrari models, despite its high price and exotic design. In 1985, the Testarossa retailed for about $94,000 ($176,032 in 2006 dollars) in the United States. This included a $2,700 (i.e., $5,100) “gas-guzzler” tax.

The car’s roots may be traced back to the 512 BBi of 1981. Both shared the same basic platform, though the Testarossa added coilover shocks to the double wishbones at the rear. The engine was similar, too, though it now featured 4 valves per cylinder. One significant mechanical difference was the radiator: the 512 BB featured a single radiator in the nose, while the Testarossa used a pair of smaller units on each side in front of the rear wheels. This necessitated the distinctive side-mounted air intakes and strakes, as well as the wide body. It also helped in lowering the cabin’s temperature, since the radiator’s hoses didn’t run under it.

Although successful on the road, the Testarossa did not appear on race tracks, unlike the 512BBi, which had done so with minor success.

The original Testarossa was thoroughly re-engineered for 1991 and released as the 512TR, effectively a completely new car. It increased the output of the 4.9 L engine to 428 hp (319 kW).

The 512TR’s engine was modified in many ways. Nikasil liners were added, along with a new air intake system, Bosch engine management system, 10.1:1 compression ratio with new pistons, larger intake valves, and a revised exhaust system. In addition to the extra power, the modifications delivered a flatter torque curve for better acceleration.

Gearshifting effort, long a complaint about the Testarossa, was eased with a new single-plate clutch, sliding ball bearings, and better angle for the shifter. The braking system included larger front rotors and cross-drilling all around. Quicker steering, lower-profile tires, and new shock settings improved handling. Most importantly, engine and gearbox position was rethought, which improved the centre of gravity, aiding the handling and making the car less fearsome on the limit.

The interior was revised too, with the center console split from the dashboard, and the climate controls relocated. Pininfarina tweaked the body of the car to better integrate the spoilers and engine cover and update the design in line with the recently released 348. A recall was issued in 1995, regarding fuel hose fitting issues[citation needed]. Over 400 models had this defect. Certain variances in temperature and environment would cause the hose to fail.

The 512TR could accelerate to 100 km/h (62 mph) in 4.8 seconds and could reach the quarter mile mark in 12.8 seconds. Top speed was 192 mph (309 km/h). It cost US$212,160 in 1992 with luxury items, the “gas-guzzler” taxes, and destination freight.

The Modificata F512M was the modified final Testarossa, with power now climbing to 440 hp (328 kW). The first Ferrari 512M was also a modified version of the 512S race car in 1970. Released in 1994, the 512M was the company’s last mid-engined 12-cylinder car, apart from the F50 and Enzo supercars, and featured the company’s last flat engine. It was replaced in 1996 by the front-engined 550 Maranello coupe. It should also be noted this car featured a different front lid with twin NACA ducts, and totally revised fixed headlamps. The rear of the car also controversially received four round F355 style lamps, replacing the classic straked rear grille.

The Testarossa appeared prominently in the 1980s TV series Miami Vice, from the third season onwards, making it one of the most recognized Ferraris since the 308 GTS used on Magnum P.I.. Testarossas were provided for “Miami Vice” by Ferrari in order to replace the replica Ferrari Daytona (a modified Chevrolet Corvette C3) of the first few seasons.
In his column in Evo Magazine, McLaren F1 designer and columnist Gordon Murray described the Testarossa as “dreadful”, having a centre of gravity “the same as a double decker bus”.
The Testarossa was the car used by the player in the 1986 arcade game Outrun which was later converted to home computer formats.
The Testarossa features in the music video for Kavinsky’s ‘Testarossa Autodrive’.
The Testarossa can be seen in the 2000 Disney movie “Mom’s Got a Date with a Vampire”. Charles Shaughnessy of “The Nanny” fame is seen buying one in the movie and paying for it in cash.

Ferrari Race Car.

Honda S2000 Race Car.

Europen Race Car DTM.

Vauxhall Race Car DTM.

Seat Toledo Race Car DTM.

Ferrari 550 Maranello and 550 Barchetta were 2-seat Gran Turismo sports cars. Introduced in 1996, the 550 was an upmarket front-engined V12 coupe of the kind not seen since the Daytona. It shared its platform and 5.5 L (5474 cc) engine with the 2+2 456 (Engine Code: F133) but was positioned as the company’s highest-end model. The car used a transaxle layout, with the 6-speed manual gearbox located at the back, in-line with the driven wheels.

The demise that same year of the F512M left the company with only the exotic F50 and V8 F355 as mid-engined models. Although the 550 was a softer GT model, it did take the place of the F512M as the company’s upmarket coupe, discounting the F50 supercar.

The 550 featured a luxurious and roomy interior. The (rear) trunk was tall and wide, though not very deep, and could accept a full set of golf clubs or standard overnight bags. It also had performance to look up at, with a top speed at 323 km/h (199 mph) and a 0-100 km/h acceleration time of just 4.5 seconds.

The Ferrari FXX is a car developed as part of an unusual development program by automobile manufacturer Ferrari in Maranello, Italy. Production of the FXX began in 2005.

The car uses some technology developed from the Enzo and combines it with some all-new developments from Ferrari and some of the suppliers. However, the car is only a part of the overall program: customers pay £1.3 million ($2.5 million USD) but are only allowed to drive the car on special track days approved by Ferrari and after they drive the car they have to brief Ferrari on the car’s performance. Michael Schumacher was given the last one (number 20) when he retired from Formula One racing at the end of 2006. Ferrari’s sister company, Maserati, has developed a similar car, the MC12 Corsa.

This car was built with the same idea in mind as when Ferrari made its F50 GT.

Essentially an evolution of the Enzo, the FXX shares some components with its parent car, but significant portions are exclusive to the FXX.

The FXX’s engine is based on the Enzo’s but has been expanded to 6.3 L (6262 cc) from 6 L (5988 cc), and output has been boosted from 660 PS (651 hp/485.4 kW), as seen in the Enzo, to 812 PS (800.9 hp/597.2 kW) at 8,500 rpm.

The gearbox incorporates the latest developments from Ferrari’s F1 program and has a shift time under 100 ms. The brake pads are upgraded compared to those on the Enzo. It does, however, retain the ceramic discs found on the Enzo.

The tires on the FXX are 19 inch slicks custom-developed for the car, though road-legal.

As with the Enzo, the seat and pedal configuration are custom fit to the user’s exact measurements.

The FXX features a comprehensive data-monitoring and telemetry that not only allows the driver to improve performance, but also provides Ferrari technicians with valuable data to improve the FXX and future road-going Ferraris.

Ferrari has built 20 (original number 19) of these cars, and they have all been sold to preselected past Ferrari customers, except for one that Ferrari S.p.A. kept, including Ferrari’s F1 World Champion driver, Michael Schumacher, the 20th. Schumacher’s FXX differs from others in that it is the only black FXX without a stripe and comes with red trim on the wheels, matte exhaust tips (regular FXX’s have chrome tips) these few customers will not only own a Ferrari FXX, but also participate in further testing and brand development. As the vehicle is not street-legal, owners have the option of storing the car at Ferrari’s facilities. As part of the FXX program, the car is maintained by the Ferrari factory. The purpose of this particular program is to allow Ferrari’s top customers exclusive access to its most up-to-date technology and to use their input to help develop future models. The FXX was reported to cost 1.5 million euro (excluding taxes), for the car and the services that Ferrari provides with it.

The Enzo Ferrari is a 12-cylinder Ferrari supercar named after the company’s founder, Enzo Ferrari. It was built in 2003 using Formula One technology, such as a carbon-fiber body, F1-style sequential shift transmission, and carbon-ceramic brake discs. Also used are technologies not allowed in F1 such as active aerodynamics. After a maximum downforce of 775 kg (1709 lb) is reached at 300 km/h (186 mph) the rear wing is actuated by computer to maintain that downforce.

The Enzo’s V12 engine is the first of a new generation for Ferrari. It is based on the architecture of the V8 found in sister-company Maserati’s Quattroporte, using the same basic architecture and 104 mm bore spacing. This design will replace the former architectures seen in V12 and V8 engines used in most other contemporary Ferraris. The 2005 F430 is the second Ferrari to get a version of this new powerplant.

In 2004, Sports Car International named the Enzo Ferrari number three on their list of Top Sports Cars of the 2000s.

Every four years Ferrari plans on coming out with a new version of the Enzo (not necessarily being called the Enzo). The new model of the Enzo comes equipped with a carbon fiber front bumper, and instead of having mirrors it has cameras(the views are displayed on a navigation system in the center console.

Motor Trend Classic named the Enzo as number four in their list of the ten “Greatest Ferraris of all time”.

The Ferrari 360 is a mid-engine two-seat sports car produced between 1999 and 2005. The 360 replaced the Ferrari F355 and was itself replaced by the fairly similar Ferrari F430. For the 360, Ferrari partnered with Alcoa to produce an entirely new all-aluminum space-frame chassis that was 40% stiffer than the 355, yet 28% lighter despite a 10% increase in overall dimensions. Along with the new frame was a new Pininfarina body styling that broke ranks with the last decade’s sharp angles and flip-up headlights, replacing them with a rounded appearance that harkened to the 1960s. The new V8 engine, common to all versions, was only slightly larger and more powerful than the 355’s at 3.6 litres and 300 kW (400 bhp) of power, but the lighter frame and added stiffness improved performance; the 0 to 100 km/h acceleration performance improved from 4.6 to 4.4 seconds (not as trivial as it might seem), and in the Challenge versions it was as low as 4.0 s. An engine replacement resulted in the current V8 road model, the F430 (internally referred to as the evoluzione or evo) which came out in 2004.

Seven versions of the basic 360 were produced, three road models, three race versions & a one-off wedding present to Ferrari president Luca di Montezemolo:

Ferrari 360 production road cars:
1. Ferrari 360 Modena, a fixed roof two-door luxury sports coupe, available with a 6-speed manual or F1 electrohydraulic shift;
2. Ferrari 360 Spider, a convertible variant of the Modena;
3. Ferrari 360 Challenge Stradale, an F1 electrohydraulic shift 360 Challenge inspired variant of a 360 Modena.

Ferrari 360 factory race cars
4. Ferrari 360 Challenge, a 360 F1 electrohydraulic shift stripped out circuit racing variant of the 360 Modena .
5. Ferrari 360 GT, a GT racing variant of the 360 challenge race cars, more extreme than a Challenge.
6. Ferrari 360 GT-C, based on the 360 GT with 360 CS parts to compete in the N-GT class.
Ferrari 360 one-off special
4. Ferrari 360 Barchetta, a one-off wedding present from Ferrari to Ferrari’s president.

The first model of the 360 to ship was the 360 Modena, named after the town of Modena, the birthplace of Enzo Ferrari. Its six-speed gearbox is available as a manual or F1 electrohydraulic shift. The car went into production in 1999 and remained in production until 2005 when it was replaced by the F430. The Modena was followed by the 360 Spider, Ferrari’s 20th road-going convertible. Other than weight, the Spider’s specifications match those of the Modena almost exactly.

The 360 Challenge Stradale (or 360 CS) was a later addition to the road line. It was essentially a lightened version of the Modena, dropping 110 kilograms. Changes included larger 19″ BBS wheels, the use of carbon fiber for the frames of the seats and mirrors, titanium springs which were also 20% stiffer, and carbon ceramic brake disks. A variety of option allowed for further weight reductions, including replacing the leather interior with fabric, removal of the power windows and mirrors, and leaving off the stereo. Lexan side windows were available in Europe only. It was officially introduced in March of 2003 at the Geneva International Motor Show and went into production shortly thereafter. The 360 CS can be compared to Porsche’s GT3 RS model in design approach and many magazines have placed them head to head in road tests. Jeremy Clarkson compared the two and chose the 360 CS to be his favorite.

All models featured the same layout:

* No. of cylinders: 90° V8 F131
* Bore & stroke: 85 by 79 mm (3.34 by 3.11 in)
* Total displacement: 3586 cm³ (218.8 in³)
* Redline: 8500 rpm

For Modena and Spider:

* Maximum power: 298 kW (395 bhp) @ 8500 rpm
* Maximum torque: 373 N·m (275 lbf·ft) @ 4750 rpm

For Challenge Stradale:

* Maximum power: 317 kW (425 bhp) @ 8500 rpm
* Maximum torque: 373 N·m (275 lbf·ft) @ 4750 rpm

Interior of the Modena with the Rossa Corsa paint and tan leather. This example is equipped with the F1 gearbox, controlled by the “paddles” on the steering column
Interior of the Modena with the Rossa Corsa paint and tan leather. This example is equipped with the F1 gearbox, controlled by the “paddles” on the steering column.

* 0-62 mph: 4.5 s[1]
* Top speed : 300 km/h (186 mph)[1]
* downforce: 180 kgf (1.77 kN) @ 300 km/h (without rear wing)
* lift/drag: -0.73:1
* EPA Fuel Economy: 10 mpg U.S. city/16 mpg U.S. highway (24 L/100 km and 14 L/100 km)([2]

The 360 Spider is Ferrari’s twentieth roadgoing convertible. The model was regarded a classic even when launched in 2000. Designer Pininfarinas lines are by many regarded as timelessly beautiful and yet sportingly aggressive.

The engineers worked hard from the start of the 360 project to lay the foundation for a Spider with exceptional torsional and flexional rigidity. They had to strengthen the sills, stiffen the front of the floorpan and redesign the windscreen frame. The rear bulkhead had to be stiffened to cut out engine noise from the cabin. The convertible’s necessary dynamic rigidity is provided by additional side reinforcements and a cross brace in front of the engine. Passenger safety is ensured by a strengthened windscreen frame and roll bars.

The 360 Spider displays a curvilinear waistline. The fairings imply the start of a roof, and stable roll bars are embedded in these elevations. Due to use of light aluminium constructions throughout, the Spider weighs in with only 60 kg (130 lbs) more than the coupé.

With its hood up, the Ferrari 360 Spider looks extremely aggressive. Lowering the hood totally transforms the look. Seen from the side, the 360 Spider resembles a sports racer, a sensation underlined by the length of the rear engine bay, the twin roll bars, the rear fairings and the steep windscreen.

As with the Modena version, its 3.6 litre V8 with 400 bhp is on display under a glass hood. The engine – confined in space by the convertible’s top’s storage area – acquires additional air supply through especially large side grills. The intake manifolds, with the classical Ferrari covers, cuddle up to each other between the air supply conduits in the Spider engine compartment, as opposed to lying apart as with the Mondena.

Despite the car’s mid-mounted V8 engine Ferrari’s engineers found a way of creating a hood that automatically folds away inside the engine bay, thus ensuring purity of line. The top canopy of crease free material comes in black, blue, grey and beige. The striptease from a closed top to an open-air convertible is a two-stage folding-action that has been dubbed “a stunning 20 second mechanical symphony”. After a short to and fro, the entire top disappears into a closed storage area between the seating and the engine.

The interior of the Spider is identical to the coupé.

* Overall: length 4477 mm (176.3 in)
* Overall: width 1922 mm (75.7 in)
* Height: 1235 mm (48.6 in)
* Wheelbase: 2600 mm (102.3 in)
* Front track: 1669 mm (65.7 in)
* Rear track: 1617 mm (63.6 in)
* Weight: 1350 kg (2976 lb)
* Curb weight: 1450 kg (3197 lb)
* Weight distribution: 42/58% front/rear
* Fuel capacity: 95 L (25.1 US gal)

The Challenge Stradale is the hard-core, race-focused version of the Modena. With a modified 3.6-litre V8 motor from the Modena, the Challenge Stradale accelerates from 0 to 100km/h (62mph) in just 4.2 seconds.

In total, the CS is 110 kg (243 lbs) lighter than the ordinary Modena. 94 kilos (207 lbs) was taken off on the aluminium bodywork and by stripping the interior. The engine and transmission was slimmed down 11 kg (24 lbs).

The common difference between a Challenge Stradale and the base Modena is by the larger 19″ BBS wheels on the CS, and carbon-fibre side mirrors. Other noticeable differences include an updated front bumper, lower ride height, and a black mesh grille at the rear end of the car, with the unique Challenge Stradale badge.

The car also has unique bucket seats which are noticeable from the outside.

* Overall length: 4477 mm (176.3 in)
* Overall width: 1922 mm (75.7 in)
* Height: 1199 mm (47.2 in)
* Wheelbase: 2600 mm (102.4 in)
* Front track: 1669 mm (65.7 in)
* Rear track: 1617 mm (63.7 in)
* Curb weight: 1180 kg (2601 lb)
* Fuel capacity: 95 L (25.1 US gal)

* 0–100 km/h (62 mph): 4.5 s[3]
* Top Speed : 300 km/h (186 mph)[3]
* downforce: about 270 kgf (2.6 kN) @ 300 km/h (without rear wing)
* lift/drag: about -1.1:1

The Challenge was a track only car. It was a non-road legal variant of the Modena that shed 120 kg of weight by use of carbon fibre and stripping out of all of the road car’s luxuries such as leather interior coverings, electric windows and mirrors. The car boasted a fully stripped out racing interior with full integrated welded in roll cage and fire extinguisher. Lightweight BBS 18″ alloys, challenge rear grille and plexi-glass rear engine cover cosmetically distinguished the car from the standard 360. The Modena’s advanced electronic suspension system with integrated ASR was dropped in favour of conventional racing Boge dampers. These changes lowered the car by an inch over the Modena while removing the electronic safety net of the road going car.

The engine performance was left the same as the Modena (at 400 bhp) with the focus on handling, weight reduction and weight balance improvements. The Challenge was only available in F1 automatic variant, no manual cars were produced. The biggest differences in driving were attributed to the weight reduction and massive handling improvements through the use of uprated stiffer springs and uprated aluminium suspension flamblocks (bushes).