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Newsletter 54: FERRARI ICONS – F50

With Ferrari’s F40 regarded as one of the most iconic cars ever made, it often overshadows its anniversary successor, the F50, despite the latter being a much rarer machine, with just 349 made, against the F40s 1315, and an F50 is worth about three times as much!

F50 Front Logo

Both the F40 and F50 are of course anniversary models, with the F40 coming exactly 40 years after the first Ferrari badged car was built in 1947, whilst the F50 jumped the gun by a couple of years. Not that a couple of years matter when you start to soak up the detail of a car created to give a lucky owner as close an experience to driving a grand prix car as is possible to get.
The big difference to the F40 is, whilst that has all the huff and puff and whoosh and wheeze of a turbocharged engine, the F50 has got the rapturous harmony of a glorious, naturally aspirated V12.

F50 Engine

It sounds fantastic and is the same 65 degree, V12 block that powered the 3.5 ltr ferrari 641 Formula 1 Grand Prix car, in which Alain Prost took five wins and Nigel Mansell took one, back in 1990.
The engine was then stretched to 4 ltrs for use in their 333 sports prototype and then stretched even further, to 4.7 ltrs for the F50, pumping out a full 520 horsepower, albeit 230 less than the very high revving formula 1 engine, it will still launch you to 62mph in just 3.9 seconds, and whisk you effortlessly to 202 mph.
Model Year
Ferrari said they wanted to give the driver the full grand prix experience, so they created a carbon monocoque. They literally bolted the V12 to the back of the chassis, the same as an F1 car.
The engine is a stressed member of the whole construction, and the rear suspension hangs out on the back of the gearbox. Doing that, of course, means there is very little insulation from all the vibrations of the engine coming through the chassis, and that’s part of the unique sensation of the F50. You not only hear the engine, but you also feel it through your body.
Once you start winding it up, the sensation just gets greater and greater, to the point where you start to imagine you are Alain Prost!

Front Ferrari

Interior Ferrari

The only thing that doesn’t give the same experience as Prost’s 641, is the gearbox.
The F50 doesn’t have the flappy paddles, they were in the early segment development when the F50 was built and it was a bit too complicated to fit them, which most owners are delighted with, because instead, there’s the classic gated ferrari gearshift, leaving the steering wheel completely uncluttered, no paddles, no switches, nothing but a neat round steering wheel.
The F50’s not quite so simple on the outside, with ducts and intakes appearing across the carbon fibre body work, along with that iconic wing moulded into the rear corners of the car.

Ferrari Rear

The styling created a lot of debate when it first came out. It looks great from some angles but not so great from others, Clarkson even going so far as to call it ugly, which is a bit harsh.

F50 Side Mirror

The F50 weighs in at a quite high 1,397Kg’s, and with 42% of that weight on the front wheels and 58% on the rear, unlike the perfect 50 50 split so many people talk about, Ferrari made a definite decision with the balance. After all, you need slightly more weight on the rear to get all the available power on the road.
Handling wise, the F40 is very much the rough and tough racing car, ready to dance to whatever tune you play, with instant oversteer available on tap to put a smile on your face.
In contrast, the F50 has a much more smooth and refined approach, the power curve is consistent throughout the rev range, and it has a mild understeer, so some thought is required before you pitch it into the corners. All of this ads to the uniqueness of this car, it’s a true drivers car!
The secret to this being a sensational car is mostly in the steering. It has the most amazingly well sorted weight. At slow speed, it’s quite heavy, trying to just do a three-point turn, but as soon as you’re over about 10mph, it just comes alive in your hands, guiding you into a corner, kissing the apex, and then firing you out the other side.

Side View Red Ferrari

Ferrari intended to use the F50 to go racing, and produce three F50 GT prototypes, but the regulations changed, and they cancelled the program.

Red F1

So, while the F50 never actually got to be a racing car, it really is the closest you’ll ever get to driving a Grand Prix car on the road!

Front Angle Red Ferrari

You can read about another great Ferrari Icon here.

 

We are actively looking to buy stock.We are also keen to consign the right caliber of stock.

We specialise in Ferrari but all high end, luxury, sports and super cars welcome.

Contact Paul 082 851 3300

or

paul@ferriscars.com

or

info@ferriscars.com

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Newsletter 53: FERRARI FORMULA 1 – A RANT!

Formula one is about to resume racing after the summer break, and you know what that means……… Ferrari have not been able to F*&#K anything up for at least four weeks. But at least they went out on a big one at the Hungarian grand prix, the final race before the break.

If they were going to keep their championship hopes alive, they needed Charles Leclerc to win and something to go wrong for Max Verstappen, and that’s exactly what they got……… almost!

Ferrari lined up second and third on the grid, behind George Russell. Max Verstappen was down in tenth, after a problem in qualifying and by lap thirty nine, Leclerc had overtaken Russell for the lead of the race, pulled a gap on the field and was the fastest man on track. Finally Ferrari were going to take some points away from Max Verstappen………………………but wait……………………………..

Max Verstappen comes home in first place, from tenth on the grid, then Sainz, then Perez, ahead of Leclerc in sixth!

How is that even possible????

Yet again, Charles was in the lead of the race, and it was ruined. But why was it ruined? Well, to find out we’re going to play a game of who wants to be an Italian disgrace?

Showing people with Italina DisgraceFirst question, for zero dollars……..choice of optionsWow, how many of you guessed it? ……………………. It’s B, of course its B, its always B!!

 

Yes, once again Ferrari made a complete arse of the strategy. We’ve seen them do it a thousand times………………. and that’s just this season.

So, who are the people who make these stupid decisions?

Firstly, there’s this man: Mattia Binotto – He’s the Team Principle.

Dressed like a Clown

(Also know in Italy as “€50,000 Dead or Alive”)

Then there’s this guy: Riccardo Adami – Carlos race engineer

A man from a car race dressed in red

He’s the man that tells Carlos Sainz, “Everything looks fine on the data”, while Carlos is busy burning to death!

Then we have this man: Xavier Marcos – Charles race engineer

A car race commentor

He’s the guy that tells Charles, in Monaco, to “Stay out, Stay out” as Charles is busy driving down the pit lane!

Last but not least, there’s this dude: Inaki Rueda – Chief Strategist

A man with his face changed from a race

He’s the first ever blind, deaf and schizophrenic person to work in Formula 1

Even with this team of crack engineers Ferrari has ended up NINETY SEVEN points behind Red Bull.

The Ferrari pit wall has become more of a meme than a team this season, thanks to some of their questionable strategy Decisions.

We all know the details by now, missed pit stops and bad tyre selection, coupled with an engine that would prefer to destroy itself than see the checkered flag more than twice.

Ferrari’s season is a story of disappointment and missed Opportunity.

So how are they, and more importantly, are they going to resolve the situation?

It’s fair to say that this season is almost certainly lost. Red Bull would have to have some major disasters in the second half and don’t forget, Mercedes is on a resurgence.

Ferrari are not going to win another championship until someone gets in there and slaps everyone around a bit!

@Jeremy Clarkson

“As abuse is no longer allowed when we speak about F1, I’m forced to say Ferrari’s strategists are brilliant”

Rant over!

 

RECENTLY SPOTTED IN MARANELLO.

a race car

Purosangue – Ferrari’s new FUV, spotted outside the factory two weeks ago. Eagle eyed will notice that this is actually a camouflaged Maserati Levante. The Maserati is used as a test mule for the Purosangue’s V12, so, despite the camouflage, the Purosangue won’t actually look anything like this!

A black car with headlights A white car with something dragging behind

Roma Spider – Despite Ferrari denying that they would be producing a spider version, this one was spotted, at 4 o’clock in the morning, testing on the streets outside the factory and another spotted at the back of the factory during the day!

a car on the race track

The new Ferrari LMP1 – Testing at Fiorano.

As we know, Ferrari will be entering the Le Man’s series next year, as a works team. The new car has been spotted quite frequently zipping around Ferrari’s bespoke test track.

Side view of a F1 race car A Ferrari F1 driving away

As always, we are looking for stock to buy or consign.

We specialise in Ferrari but all, high end, luxury, sports and supercars welcome.

Contact Paul 082 851 3300

or

paul@ferriscars.com

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Newsletter 46: THE FERRARI NUMBERING SYSTEM

HERE’S HOW…………. WHY!

First, let’s take a look at how it all began in the car industry.

The first-ever car was called the ‘’Benz Patent-Motorwagen’’. Karl Benz, the founder of Mercedes-Benz, applied for the patent of the automobile on the 29th of January 1886, it was, therefore, a logical choice to name it after himself and his patent. He revealed it to the public in July of that year.

Very old car

When Ford began production in 1903, it started with Model A. Model B and C followed and the next production Ford was the Model K. Henry Ford mainly used lettering designations between C and K for development and prototypes. Model N, R and S were also production cars. In 1908 the Model T was revealed.

Vintage old car

The reason why manufacturers use certain methods is to keep the bloodline quite simple.

Because of the innovations in every Ferrari, the names are easy to create but there are no real rules when it comes to numbers.

The moment you discover a pattern or method, it’ll change to a new or an old one.

old red car side angle with engine capacity

The first Ferrari, the 125 S, was named after its engine (a 1500 cc V12): if you divide 1500 cc by 12 you’ll get 125, but the V12 cars were not the only ones designated by this method. The first four-cylinder Ferrari, the 500 Mondial, featured a 1985 cc 4-cylinder. You can do the math.

Slightly unusual, but this type of designation was used until the Ferrari 456 (5473 cc / 12-cylinders = 456) was replaced by the 612 in 2003.

Most of the rounded designations, such as the 400 Superamerica and 500 Superfast received their name after the engine capacity was divided by ten. The 550 and 575 also received their name after the Italians grabbed their calculator and divided their engine capacity (5500 cc and 5750 cc respectively) by ten. The 599 features a 5999 cc V12, hence its name.

Although you have to do some math, this method was all fine when Ferrari primarily produced race cars. The designation was to name the cars but was not created from a marketing point of view. However, when Ferrari started building more road cars and they needed to market them, a new system had to be designed.

This new method still consisted of three numbers, but the first two represented the engine capacity and the third represented the number of cylinders.

The first production mid-engine Ferrari featured a 2.0-L V6 and was therefore named the Dino 206 GT.

This method continued until the Ferrari 348 and was also used for the 512 BB (5.0-L flat-12).

When the successor of the 348 arrived, called the 355, a new method arrived as well: the first two numbers refer to the capacity of the engine (3500 cc), but the second 5 refer to the number of valves per cylinder.

Side of a red Ferrari named after engine capacity

Its successors, the 360 and 430, were named after their capacity was divided by ten.

The 458 was named after its engine capacity + the number of cylinders and the 488 received its name from the capacity of one cylinder (488 cc).

Ferrari cheated a little with the 612 Scaglietti. You would assume it’s powered by a 6.0-L V12, which it isn’t because it has a 5.8-L V12. The reason why Ferrari named it 612 is simply because they rounded it up a bit higher than usual, must have been one of those “Isa fiva pointe aita, isa nearly a sixa, shudupa your face” moments!

Both the GTC4Lusso and GTC4Lusso T, just have one number referring to the number of seats. The F in F12 refers to Ferrari and 12 refers to the number of cylinders. The 812 Superfast is named after its rounded power output (789 bhp became 800) and the number of cylinders.

3 parked Ferrari with powerful engine capacity

Ferrari revealed the Ferrari 275 GTB with a four camshaft engine in the late 1960s and it became known as the 275 GTB/4, 275 refers to the capacity of one cylinder (275 cc) and 4 refers to the more powerful 4 cam engine.

A blue car on a round a bout

Both the F40 (1987) and F50 (1995) refer to the 40th and 50th anniversary, respectively. The reason why Ferrari celebrated their 50th anniversary earlier was that the US emission laws were scheduled to be overhauled and tightened in 1996/7.

2 red Ferrari with great engine capacity outside a stable

The Enzo was revealed in 2002 and wasn’t called the F60 because there was much too early for the 60th Anniversary (2007).

The F60 name was used for a Formula 1 car, although it was two years after the 60th Anniversary (in 2009), and for the F60 America (2014), which celebrates the 60th anniversary of Ferrari’s presence in America.

So, there you have it. Just about all you need to know about the various Ferrari numbering systems.

In any event, it will no doubt change again, when the boffins in the design studio get bored or have too much cappuccino and pizza!

With Thanks: Max Lammers

Newsletter 45: FIORANO, NOPE, NOT THE CAR, NOT THE TOWN, THE TEST TRACK!

BRAVO, BRAVO, SCUDERIA FERRARI!!!

As we are all probably aware, The Scuderia got off to a blistering start at the Bahrain Grand Prix circuit last weekend with a 1-2 finish.

Congratulations to them!

This weekend is the Saudi Arabian GP, and all the signs are there to be fighting for a similar result.

Let’s all wish them the best for Sunday!!

Two drivers hugging

Car Winning on circuit

FIORANO,
NOPE, NOT THE CAR, NOT THE TOWN,
THE TEST TRACK!

Enzo Ferrari commonly used the Modena Auto-drome for testing his cars throughout the 1960s, however, with the ever-growing regulations at the Auto-drome hindering Ferrari’s testing, Enzo took the decision to build his own test facility.

It was an idea that would allow Ferrari to extensively test any production or racing models the company conceived, straight from the factory and without disruption.

Arial View Track

The circuit was constructed on a piece of land already owned by Ferrari, near the factory in Maranello, and adjacent to the town of Fiorano Modenese.

Construction started on the circuit in 1971 and was opened and ready for use on the 8th of April, 1972.

The length of the initial layout was 3 kilometres, with a maximum circuit width 8.40 metres.

The circuit is based on some of the most renowned corners from that period of F1, including the Tarzan corner at Zandvoort, the Brunnchen jump at the Nurburgring and the Gasometer corner from Monaco, more commonly known today as La Rascasse.

Fiorano Track Diagram

The track stayed relatively the same until the introduction of a chicane in 1992, as well as a chicane in 1996 thanks to the input of then-new Ferrari driver Michael Schumacher. He asked for the use of a possible hairpin upon the circuit’s renovation the same year.

The renovations made in 1996 saw the circuit being shortened by 24 meters to a total length of 2.997 kilometres. A new corner was also introduced during the circuit’s revision, a faster first corner at the end of the pit straight to replace the sharper corner that was originally in place.

Car on Circuit

In 2001, a skid pan was introduced at the circuit as well as an irrigation system to allow the simulation of a wet circuit and wet tyre testing. Further on-site improvements included the installation of a telemetry system, which allowed for the capturing and recording of data from cars on the circuit.

Thanks to the technical, challenging layout of the circuit, it has also proved valuable to various Ferrari drivers through the years as a practice and testing area for coming seasons.

The lap record at Fiorano is currently held by Michael Schumacher, who, in 2004, set a lap of 0:55.999 in that year’s F1 car, the Ferrari F2004.

Andrea Bartolini holds the fastest racecar time with the Maserati MC12 Competizione with a 1:11.711, while the fastest road car is the 2019 Ferrari SF90 Stradale, with a time of 1:19.000.

Fastest Lap Diagram

Il Commendatore’s old quarters, a whitewash-walled former farmhouse, sits within the track’s confines, not far from the modern-day pitlane.

Spookily, his old office has been preserved more or less as he left it, right down to the black and white TV he used to watch F1 Grands Prix on when he was no longer able to attend the races in person.

White house red shutters

Today, certain valued clients are invited to stay in the house overnight when visiting Ferrari, and well-heeled members of the public can do the same, for a few thousand Euros….. Sacrilege! Seems there’s nothing at modern-day Ferrari that can’t be turned into merchandise, even Old Man Ferrari’s own pad.

Inside Enzo House

Many of the streets around Ferrari’s base are named after the F1 team’s former drivers. but five-time Ferrari drivers champion, Michael Schumacher, gets an entire Piazza.

It’s the space in front of Enzo’s house, flanked by the red-doored, rustic-bricked farm building used as garages in the ’60s, and a former barn opposite that’s now used as a briefing room for track clients and V.I.P’s.

Back in his days testing for Ferrari, Schumacher used to base himself in Ferrari’s former house, converting the top floor into a gym and reputedly playing football with the mechanics outside in the evenings.

Schumacher Sign Post

With the circuit being situated right beside Enzo Ferrari’s house, it is well known that, from the construction of the circuit, till his death in 1988, he would often sit in his house or even out by the track to watch and listen to his beloved cars.

The circuit itself is closed to the public, but customers are often invited to test their newly-purchased models on the track. Various Tifosi are also known to watch from the roadside when Ferrari are testing, particularly any F1 testing.

Multiple drivers have expressed their love for the circuit through the years, including Niki Lauda, Gilles Villeneuve and Michael Schumacher, to name a few.

The circuit has seen the debut of many famous names in F1, the latest being Charles LeClerc and Carlos Sainz, as the Fiorano circuit gave them their first taste of F1 with the Scuderia

Circuit Driver collage

There are still spaces available for the Finali Mondiali Tour in October.

If you are interested in going, please send an email to:

info@ferriscars.com

Finali Mondiali

Newsletter 44: FERRARI’S NAMED AFTER PLACES

FERRARI’S NAMED AFTER PLACES

We can all name a couple of Ferrari’s which were named after places, but it turns out there are a few more than we thought!

AMERICA/SUPERAMERICA

The Ferrari America and Superamerica were a series of cars built in the 1950s and 1960s primarily intended for the US market. The cars were fitted with large V12 engines and often had custom bodywork by the likes of Vignale, Pinin Farina, Boano and Ghia.
In later years, the America name came back, primarily on limited cars or special projects. Both the Superamerica 45 and SP America were for American clients, and in 2014, just 10 examples of the F60 America were made, also only for the US market.
All Ferrari America/Superamerica models:
1950 Ferrari 340 America, 1951 Ferrari 342 America, 1953 Ferrari 375 America, 1956 Ferrari 410 Superamerica, 1960 Ferrari 400 Superamerica, 2005 Ferrari 575 Superamerica, 2011 Ferrari Superamerica 45, 2014 Ferrari SP America, 2014 Ferrari F60 America.

Ferrari named after places America

CALIFORNIA

Ferrari introduced the 250 GT California Spider in 1957. The California name came from the fact it was designed for export to North America. About a decade later, the California badge came back with the introduction of the 365 California. In recent years, we’ve had both the California and California T. The philosophy behind the name is the “sublime elegance, sportiness, versatility and exclusivity” of the Spider concept.
All Ferrari California models:
1957 Ferrari 250 GT California Spider,
1966 Ferrari 365 California,
2008 Ferrari California,
2014 Ferrari California T

Ferrari California

EUROPA

Ferraris named after the continent were designated only for sales in Europe.
The 1969 212 E was named after Europe because of its participation in the “European Montagna” Championship. Driven by Peter Schetty, the car dominated the 1969 European Hill Climb Championship, placing first in every race it entered and setting many course records.
All Ferrari Europa models:
1953 Ferrari 250 Europa
1954 Ferrari 250 Europa GT
1969 Ferrari 212 E

Ferrari named after place Europa

FIORANO

A magical place for fans of the brand, Pista di Fiorano is Ferrari’s very own test track in Maranello, Italy. Enzo Ferrari unveiled the circuit in 1972 and told the press: “From this moment on, I don’t want any Ferrari to tackle the track or address mass-production without passing the Fiorano test with flying colours.” And in 2006, the 599 GTB Fiorano became the first and only car named after the legendary circuit.

Ferrari Fiorano

NAMED AFTER ITALY

Place of origin. Ferrari named the 2009, 458 and 2011, F1 car after the country.
All Ferrari Italy models:
2009 Ferrari 458 Italia
2011 Ferrari 150 Italia (F1)

Ferrari named after place Italy

LE MANS

Cars with the LM name competed in the iconic Le Mans 24hr race. Both the 330 LM and 250 LM managed to win, in 1962 and 1965 respectively.
The last Maranello-produced car to receive the LM designation was the F40 LM, though it didn’t have any successes in the race.
All Ferrari Le Mans models:
1955 Ferrari 735 LM
1956 Ferrari 625 LM
1962 Ferrari 330 LM
1963 Ferrari 250 LM
1978 Ferrari 512 BB LM
1989 Ferrari F40 LM ‘IMSA GTO’
1994 Ferrari F40 LM

Ferrari Le Mans

MARANELLO

The place where it all began in 1947. Maranello is a relatively small town in Northern Italy and home to both the Ferrari Factory and the Scuderia Ferrari Racing teams. It’s surprising that the name was only first used in the late 1990s.
All Ferrari Maranello models:
1996 Ferrari 550 Maranello
2002 Ferrari 575M Maranello

Ferrari Maranello

MEXICO

The Ferrari 340 Mexico was unveiled in 1952 and competed in the 1952 Carrera Panamericana, which took place in Mexico. It used a 4.1-L V12 producing around 280 bhp and had a mind-boggling maximum speed of 280 kph (174 mph). Just four Vignale bodies were made – three Berlinettas and one Spider. All were designed by Giovanni Michelotti, and Chinetti and Lucas finished the race in third place.

Ferrari named after place MexicoFerrari Mexico

MODENA

The Ferrari 360 Modena, which debuted in 1999, was also named after places, the town of Modena – the birthplace of Enzo Ferrari.

Named after the town Modena

PORTOFINO

Named after a charming village in the Italian Riviera, the 2017 Ferrari Portofino is the successor to the California and California T. Portofino is an Italian fishing village and luxury holiday resort famous for its picturesque harbour, great seafood and rich history.

Ferrari Portofino

MONZA

The Monza-named Ferraris were racing cars in the 1950s and named after the town of Monza, in Northern Italy. The city is home to one of the most iconic racing tracks: the Autodromo Nazionale Monza Circuit. Through Ferrari’s Icona Series, the name made its reappearance in 2018 with the introduction of the Monza SP1 and Monza SP2.
All Ferrari Monza models:
1954 Ferrari 750 Monza, 1954 Ferrari 250 Monza,
1956 Ferrari 860 Monza, 2018 Ferrari Monza SP1,
2018 Ferrari Monza SP2

Ferrari MonzaFerrari named after place Monza

ROMA

Named after the capital of Italy, the 2019 Ferrari Roma is a grand touring sports car associated with the ‘pleasurable way of life’ (La Nuova Dolce Vita). The shapely coupe brings to mind iconic mid-century Ferraris, but packed with cutting-edge tech and a 611-hp turbocharged V-8.

Ferrari Roma

NAMED AFTER VENICE

Venice, the famous Italian city of romantic canals, inspired the name of one Ferrari: the 456 GT Venice, which debuted in 1996. The Venice was a 5-door station wagon based on the Ferrari 456 and commissioned by Prince Jefri Bolkiah of Brunei. Only seven examples were made. After Pininfarina designed and built them, the prince only purchased six and the remaining car was sold to a private collector in the United Kingdom.

Ferrari named after place Venice

So could you imagine that there were many Ferrari’s named after places?

Newsletter 43: Ferrari F1-75

Two people on a red background

The Ferrari F1-75 was revealed on Thursday afternoon and first impressions are good………. it looks fantastic!  There was a hint, from the teamwear colours released earlier this year, that the car would have more black incorporated into the livery, and that is what has happened with the black covering the front and rear wing while the rest of the car is draped in traditional red.

The current colour scheme harks back to the type of livery the Scuderia used in the 1990’s. Since then we have seen the team go for a red and white theme and in more recent times a red and green type look, which many were not fans of.

The eagle-eyed among you will notice no “mission winnow” on the car.

This was a Philip Morris (Marlboro) initiative and, as some of you may be aware, Philip Morris ended their partnership with Ferrari at the end of last year.

The ending of this partnership would also explain the colour scheme change. Previous colour schemes were dictated by the corporate identity of Malboro, as they were the primary sponsor.

Sideview of the F1-75

The biggest change in the new F1-75 is engine related, and there’s not too much info in the ether on that.

We do know however, that in 2021 the team made a leap forward, despite spending most of the year focusing on 2022.

The rules around the power unit are not changing this year, so, 2022 represents the final opportunity for the power unit manufacturers to make an impact in this department before an engine development freeze comes into play at the end of 2025.

Ferrari have interpreted the new rules in some very innovative ways.

Starting at the front of the car, the wing is pretty much indistinguishable from all the other teams, but that’s where the similarities end.

The centre section of the car, and in particular the side pods and the big undercut in the middle, are in stark contrast to what has been seen so far.

Showing the Ferrari F1-75

The genius of this design is, instead of trying to manage airflow from around the sides of the F1-75 (very turbulent), Ferrari is directing air from the from wing, into the undercut (1), the air box (2), and then through the internal valley in the side pod (3).

This means the airflow is much more manageable and should result in a much more slippery car.

The turning vanes, attached to the outer edge of the floor are designed to control the flow of wake created by the front wheels.

Showing logos on a car

In addition, Ferrari has an upturned vane on the leading edge of the undercut, to direct airflow along the underside of the side pod, utilising the turning vane and keeping the flow controlled along the length of the undercut section.

Different logos on a car

The rear suspension is vastly different from recent Ferrari configurations.
The upper wishbones are a lot wider and flatter, have a much more pronounced angle and are extended further forward.
This helps with the airflow created by the side pod configuration and enables a smoother transition towards the rear wing.

Showing the build of the Ferrari

The idea behind this layout is to energise the rear wing and make it perform to its maximum.

F1-75 Ferrari from the side

The entire objective of any race car is to make it as aerodynamic as possible.
The new rules have put much more emphasis on downforce and ground effect than has been seen since the 1970’s.
The aim is to channel the air along the car, through the various vanes, valleys and wings, and forcing it upwards at the rear, away from the cars following, thus enabling closer racing.

Ferrari Air Vents

Ferrari have been extremely aggressive with their approach to the 2022 design and have come up with some very elegant solutions for the F1-75.
Lets hope that this will be the change that we have been hoping for!!!

F1-75 Full front view

Newsletter 41: FERRARI ICONS 250 GT LUSSO

WELCOME TO 2022

Ferris Cars has some exciting things lined up for the year ahead.
More events.
Some exciting social media content.
Revolutionary new cryptocurrency options.
More fun Rhino stuff.
Watch this space!
In the meantime, you know you are always welcome, so pop in for a coffee and a chat ………….even if it is just to talk about cars and shit!!!!

Ferris Offices Outside view

FERRARI ICONS: 250 GT LUSSO

When it made its debut at the 1962 Paris Salon, the Ferrari 250 GT Lusso was unveiled as the final iteration of the 250 GT series of cars.
The Lusso, which means “Luxury” in Italian, was positioned between the more hardcore racing models and ultra-luxury variants within the Ferrari lineup.
It aimed to offer the experience of top-tier Ferrari sports car performance while being well-appointed with an arsenal to combat the demands of daily use.

The 250 Lusso is considered by many to be one of the most beautiful cars to be adorned with the prancing horse badge.
Its sporty nature is derived from the use of a Short Wheel Base (SWB) chassis, shared with some of the previous competition cars, and a V12 engine fueled by three Weber carburettors.
The overall design elements of the car were ground-breaking for their time, and the Ferrari 250 GT Lusso would soon become one of the most recognisable automobiles in the world.
Exquisitely proportioned, the GT/L had an elegant silhouette which comprised of its elongated profile, curvy fenders, slim pillars, truncated rear and charismatic three-piece front bumper.

Ferrari 250 GT Lusso side view

The Ferrari 250 GT Lusso was imagined by Pininfarina and brought to life by Carrozzeria Scaglietti under the direction of Enzo Ferrari.
While the GT/L was intended to be a road-going grand tourer in every sense of those words put together, many owners ended up outfitting their cars for racing anyway. This is because the GT/L inherently possessed race car DNA, which is shared with the 250 GTO, including its SWB, disc brakes, suspension, and engine, making it a viable track toy when the latter was not an option.

Engine of a red Ferrari

Though well-received and sought after, the GT/L would ultimately have a brief production run spanning just 18 months, between the years 1962 and 1964, with only 350 examples made. At the tail end of 1964, the Ferrari 250 GT Lusso, and by extension, the entire 250 GT line, would be succeeded by the incoming Ferrari 275 GTB.
This would by no means signify the end for the GT/L, as it has become a hot collector’s item in recent times.

The Ferrari 250 GT Lusso is the quintessential 60’s sports car.
Driving any Ferrari from the same era is a tremendously special experience, of which few of us have had the privilege.
The 250 is rare, expensive and highly collectable, but its value is based on the engineering, remarkable style and elegance, coupled with the exceptional performance and handling of that particular era, all of which made it ahead of its time when the car was launched in 1962
.

Red Ferrari 250 GT Lusso

THE FERRIS CLINIC IS NOW OPEN FOR 2022, AND
THE DOCTOR IS READY TO HELP!

We don’t have a PhD, nor any formal medical training, but we do have a vast experience and understanding of your condition.
The bad news is that your illness is not curable, not terminal, but not curable, and is something you are going to have to live with ……….. probably for the rest of your life.
Some of our clients claim different ailments related to their illness. Some speak of a feeling of petrol running through their veins. Some talk of sweaty palms and accelerated heartbeat when visualising or being in close proximity to certain items of a mechanical nature.
Some patients, who are currently being treated, claim to have a much more fulfilling life, a sense of contentment and, in some cases, a better sex life, all due to the therapy and treatment we have prescribed.

Ferrari driving in the Sunset
Some of our patients enjoying their therapy!

This illness, unlike many others, has taken on various names over the years.
An extreme case is called, “Mechanophilia”. The most common is called, “Paraphilia”.
Locally, the most common term for this illness is
“Motor” or “Petrol” Head.
The best news of all is that our mission is to make living with your illness, as comfortable and enjoyable as possible.
Over the years we have developed some proven therapies to help alleviate the many varied symptoms.
If you think you may be experiencing any of the symptoms mentioned above, don’t delay, call Ferris immediately, and get professional help in dealing with this terrible illness.

Ferris Doctor Help Line

Did you enjoy reading about this Ferrari Icon? Read about another one here.

Newsletter 40: FORMULA 1, 2022 SOME THINGS YOU NEED TO KNOW!

This year’s thrilling 2021 season came to a sensational climax this weekend in Abu Dhabi.
It’s been a long time since the championship has gone down to the wire in the last race.
We can only hope this is a sign of things to come on a more regular basis.
The new regulations, cost caps and totally new cars should, according to the experts, have the desired effect.
So, in case you have been living under a bush for the last while, here is all you need to know about the 2022 Formula 1 cars ………..

Formula 1 in 2022 is introducing a vastly different car, with a move towards regulations that should enable cars to follow each other far more closely. Having only been seen in scale models and studio renders up until Formula 1 produced a full size car, conforming to the new regulations, unveiled at Silverstone a few months back.

The changes ……………

wheel side view

18 inch wheels:

A move that’s been coming for a while now, a shift away from the traditional 13 inch wheel that has been a mainstay in Formula 1 for over thirty years, to 18 inch wheels.
Aside from the improved aesthetics of bigger wheels, the relevance towards road car technology is far greater. Pirelli’s new 18 inch tyres, which are already in use in Formula 2, will run the same tread width as now, but with a bigger diameter.
The sidewall reduction will be the biggest change, more closely resembling a road car. The changed behaviour of the tyre means the cars will handle differently, making them more precise due to the far stiffer sidewall.

Testing has so far resulted in positive driver feedback, with less tyre flex and less impact on car aerodynamics.
This increased stability means less focus is required from the teams to address the turbulence, meaning lower costs.
Aside from the wheels themselves, wheel covers return for the first time since 2009. This is done to reduce the aerodynamic wake coming off the cars, for the benefit of those behind, however, it also reduces the downforce of the car itself. The physical seal of a wheel cover prevents the teams from finding ways of re-directing air through the wheels.
Over wheel winglets are also set to be introduced, something that has never been seen in F1 before. These will help to direct the wake of the air coming off the front wheels and direct it away from the rear wing.

Formula 1 wheel
Top view car

A complete aerodynamic overhaul:

For 2022, Formula 1 cars will begin to utilise a different form of aerodynamics.
Ground effect, which was used to great effect in the 1970s and 1980s, creates suction underneath the car to pull it into the tarmac.
F1 moved away from ground effect almost forty years ago, with the focus switching more towards over-car airflow. But the obvious disruption of this philosophy has resulted in modern cars being unable to follow each other closely, so Formula 1 is returning to a ground effect solution.
The 2022 car will utilise underfloor tunnels, which will generate large amounts of ground effect downforce.
Without the requirement for disruptive aerodynamic appendages like vortex-generating barge boards, lips, flaps and scoops everywhere, following cars should be less disturbed by cars in front.

Formula 1 current image downforce
Formula 1 Loss of downforce
Formula 1 from the front

The front wing re-design for 2022 is also much more simple. The new design will obviously generate downforce in the traditional way, although it will be concentrating on controlling the front wheel wake in a much less disruptive fashion.
The intent is to send the wake down the sides of the car in a fluid manner, rather than underneath or pushed out from the sides, like on the current cars.
The new, unusual rear wing is designed to collect wake from the rear wheels and re-direct it into the flow coming from the underside of the car. This creates a much narrower convergence, with a revised diffuser design throwing it high into the air.
This, in theory, means the following car will essentially drive ‘under’ the disturbed air caused by the car in front.

Back of a red Formula 1 in 2022 race car

Formula 1 in 2022 will be Safer, but heavier:

As ever, Formula 1’s push for greater safety continues unabated. The 2022 car chassis has had extremely stringent crash test requirements put on it.
The front impact test has been increased to demand an absorption of 48% more energy than the current car, and 15% increase for the rear impact test.
Following Romain Grosjean’s high-profile Bahrain crash in 2020, the power unit will separate from the chassis without exposing or rupturing the fuel tank in the event of a severe enough crash.
A longer front nose has been introduced, based on findings into the FIA’s investigation of Anthoine Hubert’s fatal Formula 2 accident at Spa-Francorchamps in 2019, as well as stronger chassis sides to deal with side impacts.
The front nose will absorb about 50% more energy and the side of the car will be twice as strong to lateral impact.
Improvements to the headrest for the driver, to the fuel tank, and various systems to prevent debris being spread out on the track, which would make it dangerous for other cars.
The safety gains, together with the bigger wheels, have resulted in a weight increase. The minimum weight of the cars will go from 752kg to 790kg, with the same power units in use for 2022.
This means that to begin the new regulation cycle, the new cars will probably be a little bit slower than the current iteration.

And finally, one of the most notable changes will be with fuel.
The new fuel will contain 10% Ethanol, and must be a second generation bio fuel, made in a sustainable way. In other words, it must have a near zero carbon footprint.
The fuel will be called E10.
Intense research and development of bio fuels is on-going, both in Formula 1 and most road car manufacturers. This means that when the time comes that petrol, as we know it is no longer allowed to be used in motor vehicles, there will be a much better and safer alternative, which can only be good news!

2 red race cars

If you enjoyed this article head over to Newsletter 16 and read FERRARI, STILL THE MOST SUCCESSFUL FORMULA 1 TEAM!

Sadly, this will be the last newsletter of 2021.
We will resume in January with lots of exciting things planned for next year.
Hopefully, the “New Covid Norm” will allow us to pursue what we have planned.
The showroom will be closing on:

SATURDAY 18th DECEMBER
The showroom will be open again on:
WEDNESDAY 5th JANUARY
We are available throughout the shutdown, so if you require a viewing, test drive, etc. please contact:
PAUL 082 851 3300
Happy holidays, travel safe, be safe and above all……… enjoy!!

Newsletter 35: FORMULA 1 CARS ARE FASTER, BUT WORSE !

Formula 1 cars have got absolutely enormous.
Since the start of F1, they’ve grown and grown, with them now being both longer and wider than a Ford F150 pickup truck, and this has to be a bad thing, the cars may be quicker now – but they don’t look nearly as fast as they used to. So, why have they got so big and, is there still hope for smaller Formula 1 cars in the future?

First, let’s cover why does it actually matter that these cars are getting bigger and heavier? They are the fastest racing cars out there, lap times are faster than they have ever been, and, quite rightly, pushing the envelope of what is physically possible.
From the outside, the speed is absolutely astonishing, but from onboard, the cars don’t look like they are going any faster than say, a GT3 car.
larger cars make it more difficult to pass. A wider car fills more of the track, making it easier to defend. In MotoGP, for example, they have to defend by just being faster, you can’t block very much of the track, consequently, there is a lot of overtaking.
In the current Formula 1 scenario, there are some tracks with very few places, e.g.; Monaco (below), where you can actually fit two cars side by side.
But, at the risk of venturing into, ‘it was better in the good ol’ days,’ territory, let’s dive into the reasoning.

Racing Track

WIDTH

The width of the cars has gone up and down over the years, but from 1997, the width was reduced from 2m to 1.8 meters, as part of a collection of rules targeted at slowing the cars down in the interest of safety.
It did a pretty good job, cars were slowed significantly, and this was for a number of reasons.
A narrower car means a narrower chassis with less space, so a lot of the components needed to be mounted higher, and typically this raises the centre of gravity.
It brings the tyres closer to the car, and therefore the tyre wake with it, this means there is more dirty air disrupting the floor and the downforce generation on the rear of the car.
So the cars got shorter to allow for better balance in the corners, a side effect is that they were very light, around 600 kilograms, and this meant that they were really agile and, due to the comparatively unrefined suspension, they looked alive and resulted in smaller Formula 1 cars.
The narrower cars stayed around until 2017, when they returned to 2 meters to try and add more drama to the sport.

4 Ferrari through the years

LENGTH

The biggest difference between the cars of today and the 90s, is the length. The cars are nearly a meter longer now. The length has been rising enormously since 2017. Turns out, the reasoning behind this is pretty clear.

Red Ferrari length

Whilst the regulations don’t directly control the length of the cars, there are regulations on the maximum overhangs, front and the rear. Maximizing this allows them to create larger wings that are further away from the wheels, increasing the effect of the downforce on tyre grip, but the wheelbase is actually unrestricted.
The increase in length is mainly down to the turbo hybrid engines that were introduced in 2014. They come with far more baggage than before, like batteries, regen systems, an electric motor, 110 kilograms of fuel, larger safety cell and lots more telemetry and cameras, etc.
All of this has to go in somewhere.
Trying to fit all this into a shell from the 90’s would be absolutely impossible.

Mercedes have adopted the longest wheelbase for aero reasons.
The longer the wheelbase, the more aerodynamic surface you have, which makes an enormous difference. It also means they can run less rake, which in turn means the rear isn’t as high and there’s less drag on the car. It also typically lowers the centre of gravity, so you can place components lower, improving cornering ability in the faster corners.
It’s not all good news though! The longer the wheelbase, the less agile the car is. This is why the Red Bull is normally faster than the Mercedes through the slower corners. The shorter wheelbase, higher rake design, allows for cars to be much better on turning, and rotate better through the slower corners.
With the addition of hybrid systems, additional safety and removal of in-race refuelling, the FIA have had to increase the minimum weight of the cars in order to keep safety a priority. Subsequently, with strict limits on width, the cars have naturally got longer.
It must be said however, that the cars are longer, wider and heavier, because the rules have pushed them in that direction.

2 Ferraris aiming for smaller Formula 1 cars

The real question is, could they actually fix it?
Obviously they can’t magically shrink the car to less than it is now whilst keeping all of the additional safety, the hybrid and everything else that comes with these new cars.
The Le Mans hyper cars, Indy cars and some of the lower formulae seem to have managed to run shorter cars with the same components as F1.
So, it stands to reason, if the regulations were to force the move to smaller cars, the teams would manage it.
And the good news……….. they are!
The 2022 Formula 1 regulations are mandating a maximum overall length of 5.63 meters, and a maximum wheelbase of 3.6 meters. Admittedly this is only a hundred millimetre reduction from the length of most of the current cars, and actually no reduction for the current Ferrari, but it is a step in the right direction.

2022 Ferrari wish for smaller Formula 1 cars

Wouldn’t it be fantastic If this is what next year’s car looks like!

These new 2022 regulations look really exciting, – promising smaller Formula 1 cars, simpler aero and much better overtaking.
The even better news for us as Ferrari fans, is they already have a car that complies with the new size regulations, so logic would dictate, we have an edge! All Ferrari need to do is up the power, and with Merc and Red Bull having to compromise their current layouts, we should be in with a shot next year!
Here’s hoping!!!

2022 FIA concepts smaller Formula 1 cars

Read our follow up newsletter Formula 1 in 2022.

Newsletter 34: BY THE NUMBERS: THE STATE OF THE FERRARI MARKET

There are collector cars, and then there are Ferraris. The cars that Enzo built are in many respects a market unto themselves, coveted by the ultra-rich for their beauty, performance, and the very status they confer. Ferrari can claim the world’s most valuable car, the 250 GTO – and has at times dominated the international auction scene as thoroughly as it dominated Formula 1 in the Michael Schumacher era.
Yet even at these lofty heights, Ferraris are not immune to the factors affecting other enthusiast vehicles. As we wind down 2021, some notable numbers from the Ferrari market this year show how they are and aren’t just like any other cars.

$10,840,000

The sale price of the only Ferrari to sell at auction for eight figures this year, which is the 1959 Ferrari 250 California LWB Spider, sold by Gooding & Company at Pebble Beach. The lone eight-figure Ferrari sale is down from the record eight sold in 2015, but none sold for more than $10 million in 2019 or in 2020.

Front of Ferrari
Blue and red Ferrari

40/41

The share of Boomers (1946–1964) versus Gen X (1965–1981) who have called us for insurance quotes on Ferraris since the beginning of 2020.
That represents a huge surge in interest from Gen Xers, who are gradually supplanting their older siblings as the prime movers in the classic car market.
Note, however, that quotes are different than policies – the former represents interest, the latter ownership. Policies show that Boomers still have the majority of the cars, with a 53/33 split.

Ferrari Demographics

24

The average premium for which $1 million-plus Ferraris sold at auction this year relative to their condition-appropriate value in the Hagerty Price Guide.
Most of the sparks in the pandemic-era classic-car market have been in the more attainable, more modern segments – think Nissan Skyline GT-Rs and the like.
We’ve even wondered whether the ultra rich are sitting out the latest surge in the classic car market.
The fact that million-dollar Ferraris are seeing such active bidding indicates top collectors are indeed joining the Ferrari market frenzy.

Average Premium by Price

18

As Ferrari values have risen, we’ve seen appreciation for ever-more-recent models, most dramatically the 1987–92 F40, but also for much newer cars like (stick-shift) 1996–2006 575 Maranellos.
It thus bears mentioning that Ferraris do depreciate.
The typical three-year percentage depreciation for a 488 Spider from new – 18 percent – is less than that of competitors like the V-12-powered Aston Martin DB11 Volante (21 percent) but more than that of the Ferrari Portofino (9 percent) and Lamborghini Huraca n Spyder (15 percent).

Convertibles Depreciation Rates

13

The percentage of people calling us for policy quotes on Ferraris who are inquiring about a 2010–16 Ferrari 458. That makes it the most popular Ferrari, followed by the 488, with 11 percent, and the F430, with 10 percent.
The most popular Enzo-era car is the Dino 246, at 1 percent of our quotes. This largely reflects how much Ferrari has scaled up production in recent years.

Share of Quotes

73

The average percentage premium in the Hagerty Price Guide for an open-gate transmission when compared to its F1-equipped equivalent. The average includes the F355, 360 Modena, F430, 612 Scaglietti, 575M Maranello, and 599 GTB.
With Ferrari continuing to expand into new product lines and likely expand into electric vehicles, demand will remain strong for the models that built Ferrari into the most sought-after car maker in the world today.
The generational shift from Boomers to Gen Xers is happening with this generation representing the largest share of quotes. However, with the Gen X share of quotes for Enzo-era cars only about a quarter, the demand for vintage cars is uncertain.

Ferrari Gear Stick

Courtesy of HAGERTY/JohnWiley

https://www.hagerty.com/media/market-trends/hagerty-insider/the-state-of-the-ferrari-market/

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