As an addition to the established Ferrari Museum in Maranello, a second site opened up in 2012, giving more display space for part of the company’s extensive collection of historic vehicles and also with a special link to the Ferrari family and history as the main building is a striking-looking building, created as an annex to the house and restored workshop of the Ferrari family. The site is right in the centre of the UNESCO Heritage site of the city of Modena, very close to the railway station, a stone’s throw from the Maserati factory and readily accessible by road, with ample parking on site. Operated by Ferrari themselves, it is somewhat smaller than the Galleria Ferrari in Maranello, but also rather less likely to be rammed full of coachloads of tifosi. The displays are changed on an annual basis, so although I’ve been many times now, I knew that it was well worth including it in my plans for the week of vacation I managed to schedule in September 2020 in a respite from some of the Covid restrictions that had completely devastated Italy earlier in the year and which had also made travel either unwise or impossible. The 2020 display had been created near the start of the year, so the web-site informed me, so I duly made my on-line reservation, something which was necessary at the time, and would limit the number of people visiting the museum. In previous years I have generally visited on a weekend, but this time I was going to be able to go mid-week, and sure enough when I arrived there were only a few other people in the facility and it stayed this way all the time I was there. The 2020 theme is “The Grand Tour” and the displays represent stages in the world’s most captivating cities: the glamour of the lights of Paris, the modernism of London, the overwhelming energy of New York and the United States, taking in Middle Eastern luxury and ending with the ancient aesthetic of China and the Far East. Ferrari tells its story through memorable moments and characters who have chosen its cars as a symbol of beauty and prestige through time. The many victories on the track, starting from the first win at the Rome Grand Prix on the Caracalla circuit, rapidly attracted the favour first of racers then of gentleman drivers and celebrities, who were struck by the special, winning charm of Ferrari, always revolutionary and at the forefront of refined mechanics and beauty in forms. Iconic locations and unforgettable characters are the elements in a long, fantastic story that develops through time and space, and which always features Ferrari as the protagonist together with its dream cars. The Grand Tour reaches its rightful conclusion in Italy, with the latest addition to the Ferrari line-up, which offers a contemporary reinterpretation of the elegance and sophistication of the Dolce Vita lifestyle typical of the ‘50s and ’60s, here presented to the whole world with the Eternal City as its stage. Enjoy the Tour!
As a side note, you will notice the decidedly odd purple hue to all these pictures. It is a reflection of the slightly unusual lighting that featured in the main display, and seems even more evident in the photos than was the case whilst there in person. Those who have read my previous reports from this museum may recall that the 2017 photos all appear somewhat yellow, so it’s not the first time that what has doubtless been selected for an atmospheric effect has a slightly unwelcome effect on the photos.
166MM Touring Barchetta: This is a model similar to the one in which Lord Selsdon and Luigi Chinetti triumphed on 26 June 1949, on the occasion of Ferrari’s debut at Le Mans. . An evolution of the original Colombo V12-powered 125S Racer, the Ferrari 166 S was a sports racing car built between 1948 and 1953. It was adapted into a sports car for the street in the form of the 166 Inter. The Ferrari 166 S was a sports racing car built by Ferrari between 1948 and 1953, an evolution of its Colombo V12-powered 125 S racer. It was adapted into a sports car for the street in the form of the 166 Inter. Only 12 Ferrari 166 S were produced, nine of them with cycle-fenders as the Spyder Corsa. It was soon followed by the updated and highly successful Ferrari 166 MM (Mille Miglia), of which 47 were made from 1948 to 1953. The 166 shared its Aurelio Lampredi-designed tube frame and double wishbone/live axle suspension with the 125. Like the 125, the wheelbase was 2420 mm long. Nine 166 Spyder Corsas and three 166 Sports were built. The first two 166 S models were coachbuilt by Carrozzeria Allemano and the last one by Carlo Anderloni at Carrozzeria Touring. Majority of the 166 MM cars were bodied at Touring in a barchetta form. The 166 shared its Aurelio Lampredi-designed tube frame and double wishbone/live axle suspension with the 125. Like the 125, the wheelbase was 2420 mm long. Nine 166 Spyder Corsas and three 166 Sports were built. The 1.5 litre Gioacchino Colombo-designed V12 engine of the 125 was changed, however, with single overhead camshafts specified and a larger 1995 cc displacement. This was achieved with both a bore and stroke increase, to 60 by 58.8 mm respectively. Output was 110 PS at 5,600 rpm to 130 PS at 6,500 rpm with three carburettors, giving top speed of 170–215 km/h (106–134 mph). For the 166 MM power output rose to 140 PS at 6,600 rpm and top speed to 220 km/h (137 mph). The Ferrari 166 S won Targa Florio with Clemente Biondetti and Igor Troubetzkoy in 1948. In 1949, Biondetti also won in the 166 SC with Benedetti as co-driver. The 166 S won 1948 Mille Miglia, also driven by Bioffers. Its early victories in the Targa Florio and Mille Miglia and others in international competition made the manufacturer a serious competitor in the racing industry. Both were later replaced by the 2.3 litre 195 S.
212 Inter: The Ferrari 212 Inter replaced Ferrari’s successful 166 and 195 Inter grand tourers in 1951. Unveiled at the Brussels Motor Show that year, the 212 was an evolution of the 166 — a sports car for the road that could also win international races. In 1951, two 212 Inters, both Vignale coupés, driven by Taruffi/Chinetti and Ascari/Villoresi, scored 1–2 victory at Carrera Panamericana in Mexico. The chassis was similar to the 125 with a suspension featuring double wishbones in front and live axle in back. Coachbuilders included Carrozzeria Touring, Ghia, Ghia-Aigle, Vignale, Stabilimenti Farina, and now Pinin Farina. The latter was an important move for the company, as Farina was already well-known and adding his styling skills would be a tremendous boost for Maranello. However, Pinin Farina was as prideful as Enzo Ferrari, and neither would go to the other to request business up to this point. A mutual meeting halfway between Maranello and Turin was the negotiated solution. First Ferrari to be bodied by Pinin Farina was 212 Inter Cabriolet, chassis no. 0177E. The Inter’s 2,600 mm (102.4 in) wheelbase was 4″ longer than the 2,500 mm (98.4 in) Export’s. The cars shared a larger, bored-out (68 mm) 2563 cc version of Ferrari’s Colombo V12 engine. Output was 150 PS for the single Weber 36DCF carburettor Inter, 165 PS for the triple Weber Export. Improved cylinder heads raised power 5 PS in 1952. The British magazine Autocar got hold of what they described as the first production model Ferrari 212 in 1950, which outperformed any car that they had previously tested. It recorded a top speed of over 116 mph (187 km/h) and acceleration times of 0 to 60 mph of 10.5 seconds and 100 mph (161 km/h) in 22.5 seconds; the magazine however noted they had limited the engine to 6,500 rpm out of respect for the newness and low mileage of the car they were using, which suggested that even better performance would be available from a fully “run in” model. The test appears also to have been the Autocar team’s first encounter with a five speed gear box.
250 GT SWB (“Passo Corto”): One of the better known early Ferraris, examples of this model are to be seen at historic motor racing events as well as concours events. First seen in 1959, the 250 GT Berlinetta SWB used a short 2,400 mm (94.5 in) wheelbase for better handling. Of the 176 examples built, both steel and aluminium bodies were used in various road (“lusso”) and racing trims. Engine output ranged from 237 bhp to 276 bhp. Development of the 250 GT SWB Berlinetta was handled by Giotto Bizzarrini, Carlo Chiti, and young Mauro Forghieri, the same team that later produced the 250 GTO. Disc brakes were a first in a Ferrari GT, and the combination of low weight, high power, and well-sorted suspension made it a competitive offering. It was unveiled at the Paris Motor Show in October and quickly began selling and racing. The SWB Berlinetta claimed GT class of the Constructor’s Championship for Ferrari in 1961. These cars are highly prized nowadays and for good reason
250 GT/L Lusso: Last of the 250 series cars was the 250 GT/L Lusso. The Lusso, as it tends to be called, was only made in 1963 and 1964 having first been seen as a prototype at the 1962 Paris Motor Show. The production version, which was released a few months later differed only in minor detail. The new model was a way for Ferrari to fill a void left between the sporty 250 GT SWB and the luxurious 250 GTE 2+2. It met the demands of the 1960s as indeed, fans of sporting driving of the time became as fond of civilised designs, that is, comfortable and spacious, as they were of radical sports cars. Ferrari did not skimp on details in the Lusso, which shows on the scales; weight ranged from 1,020 to 1,310 kg (2,250 to 2,890 lb). The 250 GT Lusso, which was not intended to compete in sports car racing, though it did appear in a few events such as the Targa Florio and Tour de France in 1964 and 65. Keeping in line with the Ferrari “tradition” of that time, the 250 GT Lusso was designed by the Turinese coachbuilder Pininfarina, and bodied by Carrozzeria Scaglietti. Although the interior was more spacious than that of the 250 GT, the 250 GT Lusso remained a two-seat GT coupe, unlike the 250 GTE. 351 examples were made before being replaced by the Ferrari 275 GTB. Values in recent years have rocketed and nice examples of these are now going for over a million pounds.
275 GTB: This is a 275 GTB, one of those Ferrari models whose price tag generally runs into 7 figures when it is offered for sale these days. The 275 was a series of two-seat front-engined V12-powered models produced in GT, roadster, and spyder form by Ferrari between 1964 and 1968. The first Ferrari to be equipped with a transaxle, the 275 was powered by a 3286 cc Colombo 60° V12 engine that produced 280-300 hp. Pininfarina designed the GT and roadster bodies, Scaglietti the rare NART Spyder, among the most valuable of all Ferraris made. The standard 275 GTB coupe came first. It was produced by Scaglietti and was available with 3 or 6 Weber twin-choke carburettors. It was more of a pure sports car than the GT name suggested. Some cars were built with an aluminium body instead of the standard steel body. A Series Two version with a longer nose appeared in 1965. The 275 GTB/4 debuted in 1966. A much updated 275 GTB, it generated 300 bhp from a substantially reworked 3286 cc Colombo V12 engine, still with two valves per cylinder but now with a four-cam engine and six carburettors as standard. In a departure from previous Ferrari designs, the valve angle was reduced three degrees to 54° for a more-compact head. The dual camshafts also allowed the valves to be aligned perpendicular to the camshaft instead of offset as in SOHC engines. It was a dry-sump design with a huge 17 qt (16 litre) capacity. The transaxle was also redesigned. A torque tube connected the engine and transmission, rather than allowing them to float free on the body as before. This improved handling, noise, and vibration. Porsche synchronizers were also fitted for improved shifting and reliability. The 275 GTB/4 could hit 268 km/h (166.5 mph). With new bodywork, it was the first Ferrari to not be offered with wire wheels. A total of 280 were produced through to 1968 when it was replaced by the 365 GTB/4 Daytona.
330 GT 2 + 2: The provisional 330 America was replaced in January 1964 by the new 330 GT 2+2. It was first shown at the Brussels Show, early that year. It was much more than a re-engined 250, however, with a sharper nose and tail, quad headlights, and a wide grille. The wheelbase was 50 mm (2.0 in) longer, but Koni adjustable shock absorbers improved handling. A dual-circuit Dunlop braking system was used with discs all around, though it separated brakes front to back rather than diagonally as on modern systems. When leaving the factory the 330 GT originally fitted Pirelli Cinturato 205VR15 tyres (CN72). The 1965 Series II version featured a five-speed gearbox instead of the overdrive four-speed of the prior year. Other changes included the switch back to a dual-light instead of quad-light front, alloy wheels, and the addition of optional air conditioning and power steering. Prior to the introduction of the ‘Series II’ 330 GTs, a series of 125 ‘interim’ cars were produced, with the quad-headlight external configuration of the Series I cars, but with the five-speed transmission and ‘suspended’ foot pedals of the ‘Series II’ cars. 625 Series I (including 125 ‘interim’ cars) and 455 Series II 330 GT 2+2 cars had been built when the car was replaced.
246 GT Dino: Still seen by many as the most beautiful Ferrari ever built was the 246 GT Dino and there were examples of the closed roof and the Spider version here. The Ferrari Dino was created to honour Alfredo ‘Dino’ Ferrari, Enzo Ferrari’s only legitimate son, who sadly died of muscular dystrophy in 1956. Unlike any previous road-going Ferrari, the Dino utilised a V6 engine, the Tipo 156, which Alfredo himself had helped develop and strongly advocated during his working life. Following continued motor racing success and in order to homologate Ferrari’s 1966 Formula Two campaign, a new line of mid-engined production V6 coupés with Fiat running gear went on sale in 1967 in two litre 206 GT form. However, in 1969 a larger 2.4 litre Dino was introduced, named the 246 GT or GTS in the case of the Spider. Only 3,913 definitive Dinos were built before the introduction of the completely restyled V8 engined 308 in 1973. The voluptuous bodywork of the 246, which many regard as the prettiest ever to grace a road-going Ferrari, was designed by Pininfarina and built by Scaglietti. It clothed a tubular chassis which carried wishbone independent suspension at each corner. The compact four-cam, 190bhp. engine was mounted transversely above the five-speed gearbox and just ahead of the rear axle, allowing for both a comfortable cockpit and some usable boot space.
F430 Spider: Successor to the Ferrari 360, the F430 debuted at the 2004 Paris Motor Show. Designed by Pininfarina, under the guidance of Frank Stephenson, the body styling of the F430 was revised from its predecessor, the Ferrari 360, to improve its aerodynamic efficiency. Although the drag coefficient remained the same, downforce was greatly enhanced. Despite sharing the same basic Alcoa Aluminium chassis, roof line, doors and glass, the car looked significantly different from the 360. A great deal of Ferrari heritage was included in the exterior design. At the rear, the Enzo’s tail lights and interior vents were added. The car’s name was etched into the Testarossa-styled driver’s side mirror. The large oval openings in the front bumper are reminiscent of Ferrari racing models from the 60s, specifically the 156 “sharknose” Formula One car and 250 TR61 Le Mans cars of Phil Hill. Designed with soft-top-convertible. The F430 featured a 4.3 litre V8 petrol engine of the “Ferrari-Maserati” F136 family. This new power plant was a significant departure for Ferrari, as all previous Ferrari V8’s were descendants of the Dino racing program of the 1950s. This fifty-year development cycle came to an end with the entirely new unit. The engine’s output was 490 hp at 8500 rpm and 465 N·m (343 lb/ft) of torque at 5250 rpm, 80% of which was available below 3500rpm. Despite a 20% increase in displacement, engine weight grew by only 4 kg and engine dimensions were decreased, for easier packaging. The connecting rods, pistons and crankshaft were all entirely new, while the four-valve cylinder head, valves and intake trumpets were copied directly from Formula 1 engines, for ideal volumetric efficiency. The F430 has a top speed in excess of 196 mph and could accelerate from 0 to 100 km/h in 3.9 seconds, 0.6 seconds quicker than the old model. The brakes on the F430 were designed in close cooperation with Brembo (who did the calipers and discs) and Bosch (who did the electronics package),resulting in a new cast-iron alloy for the discs. The new alloy includes molybdenum which has better heat dissipation performance. The F430 was also available with the optional Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brake package. Ferrari claims the carbon ceramic brakes will not fade even after 300-360 laps at their test track. The F430 featured the E-Diff, a computer-controlled limited slip active differential which can vary the distribution of torque based on inputs such as steering angle and lateral acceleration. Other notable features include the first application of Ferrari’s manettino steering wheel-mounted control knob. Drivers can select from five different settings which modify the vehicle’s ESC system, “Skyhook” electronic suspension, transmission behaviour, throttle response, and E-Diff. The feature is similar to Land Rover’s “Terrain Response” system. The Ferrari F430 was also released with exclusive Goodyear Eagle F1 GSD3 EMT tyres, which have a V-shaped tread design, run-flat capability, and OneTRED technology. The F430 Spider, Ferrari’s 21st road going convertible, made its world premiere at the 2005 Geneva Motor Show. The car was designed by Pininfarina with aerodynamic simulation programs also used for Formula 1 cars. The roof panel automatically folds away inside a space above the engine bay. The conversion from a closed top to an open-air convertible is a two-stage folding-action. The interior of the Spider is identical to that of the coupé. Serving as the successor to the Challenge Stradale, the 430 Scuderia was unveiled by Michael Schumacher at the 2007 Frankfurt Auto Show. Aimed to compete with cars like the Porsche RS-models and the Lamborghini Gallardo Superleggera it was lighter by 100 kg/220 lb and more powerful (510 PS) than the standard F430. Increased power came from a revised intake, exhaust, and an ion-sensing knock-detection system that allows for a higher compression ratio. Thus the weight-to-power ratio was reduced from 2.96 kg/hp to 2.5 kg/hp. In addition to the weight saving measures, the Scuderia semi-automatic transmission gained improved “Superfast”, known as “Superfast2”, software for faster 60 millisecond shift-times. A new traction control system combined the F1-Trac traction and stability control with the E-Diff electronic differential. The Ferrari 430 Scuderia accelerates from 0-100 km/h in 3.6 seconds, with a top speed of 202 miles per hour. Ferrari claimed that around their test track, Fiorano Circuit, it matched the Ferrari Enzo, and the Ferrari F430’s successor, the Ferrari 458. To commemorate Ferrari’s 16th victory in the Formula 1 Constructor’s World Championship in 2008, Ferrari unveiled the Scuderia Spider 16M at World Finals in Mugello. It is effectively a convertible version of the 430 Scuderia. The engine produces 510 PS at 8500 rpm. The car has a dry weight of 1,340 kg, making it 80 kg lighter than the F430 Spider, at a curb weight of 1,440 kg (3,175 lb). The chassis was stiffened to cope with the extra performance available and the car featured many carbon fibre parts as standard. Specially lightened front and rear bumpers (compared to the 430 Scuderia) were a further sign of the efforts Ferrari was putting into this convertible track car for the road. Unique 5-spoke forged wheels were produced for the 16M’s launch and helped to considerably reduce unsprung weight with larger front brakes and callipers added for extra stopping power (also featured on 430 Scuderia). It accelerates from 0-100 km/h in 3.7 seconds, with a top speed of 315 km/h (196 mph). 499 vehicles were released beginning early 2009 and all were pre-sold to select clients.
599 GTB: The 599 GTB Fiorano (known by the internal code F141) was the brand’s two-seat flagship, replacing the 575M Maranello in 2006 as a 2007 model, and was replaced for the 2013 model year by the F12 Berlinetta. Styled by Pininfarina under the direction of Ferrari’s Frank Stephenson, the 599 GTB debuted at the Geneva Motor Show in February 2006. It wa named for its total engine displacement (5999 cc), Gran Turismo Berlinetta nature, and the Fiorano Circuit test track used by Ferrari. The Tipo F140 C 5999 cc V12 engine produces a maximum 620 PS (612 hp), making it the most powerful series production Ferrari road car of the time. At the time of its introduction, this was one of the few engines whose output exceeded 100 hp per litre of displacement without any sort of forced-induction mechanism such as supercharging or turbocharging. Its 448 ft·lb of torque was also a record for Ferrari’s GT cars. Most of the modifications to the engine were done to allow it to fit in the Fiorano’s engine bay (the original Enzo version could be taller as it would not block forward vision due to its mid-mounted position). A traditional 6-speed manual transmission as well as Ferrari’s 6-speed called “F1 SuperFast” was offered. The Fiorano also saw the debut of Ferrari’s new traction control system, F1-Trac. The vast majority of the 599 GTB’s were equipped with the semi-automatic gearbox as opposed to the manual 6-speed gearbox, with just 30 examples of the manual made, 20 for the United States and 10 for Europe. Unlike other recent Ferrari models, there was no mid-life facelift, but Ferrari did come up with the 599 HGTE, or in full, the Ferrari 599 GTB Fiorano HGTE. This was an upgrade to improve the car’s handling, which included a modified set-up with stiffer springs and rear anti-roll bar as well as new calibration settings for the Delphi MagneRide magneto-rheological shock absorbers when the manettino is at its sportier settings. The ride height was lowered, which lowered the car’s centre of gravity. The package also included optimised tyres featuring a compound that offers improved grip. The car’s electronics have also changed. The gearbox’s shifts are faster in high-performance settings, while new engine software improved accelerator response. The exhaust silencer was modified to produce more marked and thrilling sound under hard usage while still delivering just the right comfort levels at cruising speed. The exterior and interior were upgraded with more carbon fibre components and there were also new 20-inch wheels. It was replaced in 2012 by the F12 Berlinetta.
612 Scaglietti: Follow on to the 456GT was the 612 Scaglietti. Launched in 2004, this large 4 seater would be produced until 2011 when it was replaced by the FF. It never quite hit the spot for many people and the fact that Ferrari made few changes to it during its life makes you wonder if they really loved it like some of the other models in the range.
California: After a gap of some years, Ferrari added a 4 seater V8 model to the range at the 2008 Paris Motor Show, with the California. According to industry rumours, the California originally started as a concept for a new Maserati, but the resulting expense to produce the car led the Fiat Group to badge it as a Ferrari in order to justify the high cost of purchase; the company denies this, however. The California heralded a number of firsts for Ferrari: the first front engined Ferrari with a V8; the first to feature a 7-speed dual-clutch transmission; the first with a folding metal roof; the first with multi-link rear suspension; and the first with direct petrol injection. Bosch produced the direct injection system. The engine displaces 4,297 cc, and used direct injection. It delivered 453 bhp at 7,750 rpm; its maximum torque produced was 358 lb/ft at 5,000 rpm. The resulting 106 bhp per litre of engine displacement is one of the highest for a naturally aspirated engine, as other manufacturers have used supercharging or turbocharging to reach similar power levels. Ferrari spent over 1,000 hours in the wind tunnel with a one-third-scale model of the California perfecting its aerodynamics. With the top up, the California has a drag coefficient of Cd=0.32, making it the most aerodynamic Ferrari ever made until the introduction of the Ferrari F12 Berlinetta. Throughout the California’s production, only 3 cars were built with manual transmission, including one order from the UK. On 15 February 2012, Ferrari announced an upgrade, which was lighter and more powerful. Changes include reducing body weight by 30 kg (66 lb), increased power by output of 30 PS and 11 lb/ft, acceleration from 0–100 km/h (62 mph) time reduced to 3.8 seconds, introduction of Handling Speciale package and elimination of the manual transmission option. The car was released at the 2012 Geneva Motor Show as a 2012 model in Europe. To give the clients a more dynamic driving experience, an optional HS (Handling Speciale) package was developed as part of the update. It can be recognised by a silver coloured grille and ventilation blisters behind the front wheel wells. The HS package includes Delphi MagneRide magnetorheological dampers controlled by an ECU with 50% faster response time running patented Ferrari software, stiffer springs for more precise body control and a steering rack with a 9 per cent quicker steering ratio (2.3 turns lock to lock as opposed to the standard rack’s 2.5). A more substantive update came in 2014, with the launch of the California T, which remains in production. It featured new sheetmetal, a new interior, a revised chassis and a new turbocharged powertrain.
458 Italia: An all new design, the 458 Italia was first officially unveiled at the 2009 Frankfurt Motor Show. Once more, Ferrari advised that the model incorporated technologies developed from the company’s experience in Formula 1. The body computer system was developed by Magneti Marelli Automotive Lighting. The 458 came with a 4,499 cc V8 engine of the “Ferrari/Maserati” F136 engine family, producing 570 PS ( 562 hp) at 9,000 rpm and 540 N·m (398 lb/ft) at 6,000 rpm with 80% torque available at 3,250 rpm. The engine featured direct fuel injection, a first for Ferrari mid-engine setups in its road cars. The only transmission available was a dual-clutch 7-speed Getrag gearbox, in a different state of tune shared with the Mercedes-Benz SLS AMG. There was no traditional manual option, making this the fourth road-car after the Enzo, Challenge Stradale and 430 Scuderia not to be offered with Ferrari’s classic gated manual. The car’s suspension featured double wishbones at the front and a multi-link setup at the rear, coupled with E-Diff and F1-Trac traction control systems, designed to improve the car’s cornering and longitudinal acceleration by 32% when compared with its predecessors.The brakes included a prefill function whereby the pistons in the calipers move the pads into contact with the discs on lift off to minimise delay in the brakes being applied. This combined with the ABS and standard Carbon Ceramic brakes caused a reduction in stopping distance from 100–0 km/h (62-0 mph) to 32.5 metres. Ferrari’s official 0–100 km/h (62 mph) acceleration time was quoted as 2.9–3.0 seconds with a top speed of 340 km/h (210 mph). In keeping with Ferrari tradition the body was designed by Pininfarina under the leadership of Donato Coco, the Ferrari design director. The interior design of Ferrari 458 Italia was designed by Bertrand Rapatel, a French automobile designer. The car’s exterior styling and features were designed for aerodynamic efficiency, producing a downforce of 140 kg (309 lb) at 200 km/h. In particular, the front grille features deformable winglets that lower at high speeds, in order to offer reduced drag. The car’s interior was designed using input from former Ferrari Formula 1 driver Michael Schumacher; in a layout common to racing cars, the new steering wheel incorporates many controls normally located on the dashboard or on stalks, such as turning signals or high beams. At launch the car was widely praised as being pretty much near perfect in every regard. It did lack a fresh air version, though, but that was addressed with the launch of the 458 Spider at the 2011 Frankfurt Motor Show. This convertible variant of the 458 Italia featured an aluminium retractable hardtop which, according to Ferrari, weighs 25 kilograms (55 lb) less than a soft roof such as the one found on the Ferrari F430 Spider, and can be opened in 14 seconds The engine cover was redesigned to accommodate the retractable roof system. It had the same 0–100 km/h time as the hard-top but a lower top speed of 199 mph. It quickly became the better seller of the two versions.
F12 TdF: This was unveiled in October 2015, as a faster, lighter and more powerful special edition of the regular F12 Berlinetta. The accompanying press releases informed us that the the car was created in homage to the legendary Tour de France road races, which it dominated in the 1950s and 1960s with the likes of the 1956 250 GT Berlinetta. However, the full Tour de France name cannot be used, as this is registered to the famous annual cycle race held in France, and even the might of Ferrari’s often belligerent and bullying legal department clearly had not managed to get past that obstacle. The F12 TdF, described by its maker as “the ultimate expression of the concept of an extreme road car that is equally at home on the track”, keeps the same 6.3-litre naturally aspirated V12 engine as the regular F12 Berlinetta, but power has been boosted from 730bhp to 770bhp at 8500rpm, while torque has increased from 509lb ft to 520lb ft at 6750rpm. Ferrari says 80% of the car’s torque is available from 2500rpm. By comparison, McLaren’s 675LT features a 3.8-litre twin-turbocharged V8 engine and produces 660bhp and 516lb ft – enough to give it a 0-62mph sprint time of 2.9 seconds. The older Ferrari 458 Speciale, meanwhile, made 597bhp from its 4.5-litre naturally aspirated V8. The car is capable of reaching 62mph in 2.9sec and has a top speed of more than 211mph. Official fuel consumption is rated at 18.3mpg, with CO2 emissions of 360g/km. Ferrari says it has has used various modifications derived from its F1 cars to boost the engine’s efficiency. The F12 TdF uses a new version of the firm’s dual-clutch automatic transmission, which features shorter gear ratios. New one-piece brake calipers – the same as those used on the LaFerrari supercar – are said to provide “outstanding” stopping distances, allowing the F12 TdF to brake from 62-0mph in 30.5 metres. Ferrari says the car’s performance is “second to none”, but that it has also been conceived to be “an extremely agile and powerful car which could also be driven by less expert drivers”. The F12 TdF has lapped Ferrari’s Fiorano test track in 1min 21sec. The regular F12 Berlinetta completed the lap in 1min 23sec – the same as the new 488. The LaFerrari currently holds the fastest time on the course, with a time of 1min 19.70sec. Among the other changes made to the F12 TdF are larger front tyres, allowing greater lateral acceleration through corners. Ferrari says the car’s “natural tendency” to oversteer has been compensated for by the use of a new rear-wheel steering system. Dubbed Virtual Short Wheelbase, the system – which automatically adjusts the rear wheels for the optimum steering angle – is said to increase stability at high speeds while guaranteeing “the steering wheel response times and turn-in of a competition car”. The F12 TdF’s aggressive bodywork includes a longer and higher rear spoiler, larger air vents to channel air flow along the sides of the car, a redesigned rear diffuser and new wheel arch louvres. It sits on 20in alloy wheels. Overall, the changes combine to give the F12 TdF 30% more downforce compared to the F12. Ferrari says the redesigned bodywork has almost doubled the aerodynamic efficiency of the car compared to the standard F12, while the use of lightweight carbonfibre inside and out has reduced the F12 TdFf’s kerb weight by 110kg over the standard car, which weighs 1630kg. The cabin is deliberately stripped out. The door panels feature carbonfibre trim, while knee padding replaces the traditional glovebox. The majority of the cabin is trimmed with Alcantara instead of real leather. Aluminium plates feature on the floor instead of mats, again hinting at the car’s track-focused nature. Just 799 examples were built, around 20 of which came to the UK, with an asking price of £339,000, around £100,000 more than the regular F12 Berlinetta.
FF: The Ferrari FF (FF meaning “Ferrari Four”, for four seats and four-wheel drive, the Type F151) is a grand tourer presented by Ferrari on March 1, 2011 at the Geneva Motor Show as a successor to the 612 Scaglietti and is Ferrari’s first production four-wheel drive model. The body style has been described as a shooting-brake, a type of sporting hatchback/estate car with two doors. With a top speed of f 335 km/h (208 mph) and it accelerates from 0 to 100 km/h (62 mph) in 3.7 seconds, Ferrari stated that the FF was the world’s fastest four-seat automobile upon its release to the public. At the time of its reveal, the Ferrari FF had the largest road-going Ferrari engine ever produced: an F140 EB 6,262 cc naturally aspirated direct injected 65° V12, which produced 660 PS (485 kW; 651 hp) at 8,000 rpm and 683 N⋅m (504 lb⋅ft) of torque at 6000 rpm. The FF is equipped with a 7-speed dual-clutch transmission and paddle shift system similar to the California, the 458 Italia, and the Ferrari F12berlinetta. The new four-wheel drive system, engineered and patented by Ferrari, is called 4RM: it is around 50% lighter than a conventional system, and provides power intelligently to each of the four wheels as needed. It functions only when the manettino dial on the steering wheel is in the “comfort” or “snow” positions, leaving the car most often in the traditional rear wheel drive layout. Ferrari’s first use of 4RM was in a prototype created in the end of the 80s, called 408 4RM (abbreviation of “4.0 litre, 8 cylinder, 4 Ruote Motrici”, meaning “four-wheel drive”). This system is based around a second, simple, gearbox (gears and other components built by Carraro Engineering), taking power from the front of the engine. This gearbox (designated “power take off unit”, or PTU) has only two forward gears (2nd and 4th) plus reverse (with gear ratios 6% taller than the corresponding ratios in the main gearbox), so the system is only active in 1st to 4th gears. The connection between this gearbox and each front wheel is via independent Haldex-type clutches, without a differential. Due to the difference in ratios “the clutches continually slip” and only transmit, at most, 20% of the engine’s torque. A detailed description of the system (based on a conversation with Roberto Fedeli, Ferrari’s technical director) has been published. The FF shares the design language of contemporary Ferraris, including the pulled-back headlights of the 458 Italia, and the twin circular taillights seen on the 458 as well as the 599 GTB Fiorano. Designed under the direction of Lowie Vermeersch, former Design Director at Pininfarina, and Flavio Manzoni, Ferrari’s Styling Centre, work on the shooting brake concept initially started following the creation of the Sintesi show car of 2007. Distinctive styling elements include a large egg-crate grille, defined side skirts, and four exhaust tips. The shooting brake configuration is a departure from the conventional wedge shape of modern Ferraris, and the FF has been likened to the similarly-shaped 1962 Ferrari 250 GT SWB Drogo race car. The combination of hatchback-like shooting-brake design and collapsible rear seats gives the Ferrari FF a boot capacity of between 16 and 28 cu ft. Luxury is the main element of the interior and the use of Leather is incorporated throughout, just like the predecessors of the FF. Creature comforts like premium air conditioning, GPS navigation system, carpeting and sound system are also used. An updated version. called the GTC4 Lusso was launched in 2016 by which 2291 examples had been built.
GTC 4 Lusso: The GTC4Lusso is a successor to the Ferrari FF. Like its predecessor, the GTC4Lusso is a 3-door shooting-brake with an all-wheel drive drivetrain, and is powered by a front-mid mounted V12 engine. The GTC4Lusso’s 6,262 cc Ferrari F140 65° V12 engine is rated at 690 PS at 8,000 rpm and 697 Nm (514 lb/ft) of torque at 5,750rpm. The increase in output of the engine is due to the compression ratio raised to 13.5:1. Ferrari claims a top speed of 335 km/h (208 mph), unchanged from the FF, and a 0–100 km/h (0–62 mph) acceleration time of 3.4 seconds. The car uses an improved version (called the 4RM Evo) of Ferrari’s patented four-wheel drive system introduced on the FF, integrated with four-wheel steering into the system. Collectively, the system is called 4RM-S. The GTC4Lusso was unveiled at the 2016 Geneva Motor Show. A second version joined the range, unveiled at the 2016 Paris Motor Show. This was the GTC4Lusso T, a rear wheel drive only version of the GTC4Lusso powered by a V8 engine with lesser displacement, though the 4WS four-wheel steering system from its V12 variant is retained. The GTC4Lusso T comes with a 3,855 cc Ferrari F154 twin turbocharged V8 engine rated at 610 PS at 7,500 rpm and 760 Nm (561lb/ft) of torque at 3,000–5,250 rpm. According to the manufacturer the car can attain a top speed of over 320 km/h (199 mph) and accelerate from 0 to 100 km/h (0 to 62 mph) in 3.5 seconds. The rear features Ferrari’s signature Quad Circular Rear Lights (last seen on the F430) and the interior contains a Dual Cockpit Concept Design, separating the Driver Cockpit and the Passenger Cockpit by a central divider. The front of the car has a single grille that provides all the necessary cooling.
Final cars in the display were the two latest additions to the range, the Portofino and the Roma.
As well as the display cars on their individual plinths, there are cabinets around the side walls stuffed full of all manner of memorabilia associated with the history of the company, its cars, the racing and some of the legendary drivers. On the wall above the main entrance there is a massive screen and once every 40 minutes or so, the lights dim and a 10 minute film is projected on this summarising the life and times of Enzo Ferrari. The footage is amazing, and although I’ve seen it many times now, it never ceases to stir the emotions. The film ends with a rousing rendition of Puccini’s “Nessum Dorma” as he message on the screen says “Grazie Enzo”. What a fantastic tribute to the history of this legendary marque!
The second building on site, the restored Ferrari workshop, houses a collection of engines and race cars. This display seems to change less frequently, but it was certainly different from the last time I had been in there.
This is an F1-90, also known as the Ferrari 641. A developed version of its predecessor, the 1989 Ferrari 640, designed by John Barnard. The updated 641 design was overseen by former McLaren designer Steve Nichols after Barnard left Ferrari to join the Benetton team. The car was powered by a 3.5-litre V12 engine, first with the type 036, and later in San Marino with the updated 037. The V12 was rated at 680 bhp, only slightly down on the 690 bhp Honda V10 engines used by McLaren, but not as flexible or as good at delivering power out of slow corners as the Honda, the Renault V10 engine used by Williams or the Ford-Cosworth HB V8 used by Benetton. Despite its heavier engine, the 641 was among the best handling cars on the grid. Prost declared it the best car of the year. The car scored 6 wins in the 1990 season (Prost 5 wins, Mansell 1 win). Incorporating the semi-automatic gearbox developed during the previous season, the car was seen to be technically advanced. The aerodynamics were reworked and the chassis gave a slightly longer wheelbase than its predecessor. Ferrari’s major coup was signing reigning World Champion Alain Prost from McLaren to partner Nigel Mansell. As such, Nichols designed the car with Prost’s smooth driving style in mind. A variable inlet trumpet system on the engine was tested throughout the season but did not become standard equipment. Prost worked hard on improving the reliability of the gearbox and also worked behind the scenes to bring the whole Ferrari team closer together. Prost’s development work helped the 641 chassis to be extremely fast and competitive, and he scored five wins, including a remarkable victory from 13th place on the grid in Mexico, and challenged his nemesis Ayrton Senna for the championship. In the same race, Mansell outfoxed Gerhard Berger with a daring passing move at the fearsome Peraltada corner. Although the car occasionally struggled in qualifying, it appeared to have the edge on the McLarens in race trim, particularly at high-speed circuits. At the British Grand Prix, Mansell dominated qualifying while Prost struggled. Feeling that Mansell’s car was superior to his own, he convinced the team to switch the chassis before the race, which he won while Mansell retired and promptly announced his quitting the sport. However, the famous collision between Prost and Senna at the Japanese Grand Prix sealed the Drivers’ Championship for Senna and the Constructors’ Championship for McLaren. Prost finished runner-up in the championship and Mansell finished 5th and scored 1 win, including excellent performance in his last race for Ferrari at Adelaide, where he finished 2nd and almost won that race from Nelson Piquet and his Benetton-Ford. It would be another seven years before Ferrari would challenge for either championship again.
Latest of the “special” V8 cars is the 488 Pista which was launched at the 2018 Geneva Show, though it was well into 2019 before deliveries started. Compared to the regular Ferrari 488 GTB, the 488 Pista is 90 kg lighter at 1280kg dry, features a 20 percent improved aerodynamic efficiency and makes 49hp more from its twin-turbo V8 that now produces 711hp (720PS). These are some stunning specs to be honest, especially when you consider just how good the car it’s based upon is. Ferrari claims a 0-62mph (100km/h) in 2.85 seconds, 0-124mph (200km/h) in 7.6 seconds and a top speed of over 211mph (340km/h). Ferrari has opted to call the new special series sports car “Pista”, which is Italian for ‘track’, joining a celebrated lineup of hardcore models that includes the Challenge Stradale, the 430 Scuderia and the 458 Speciale. The whole bodywork has been reshaped, with the designers using innovations such as the S-Duct at the front and the unique edges of the front bumper and side sills that guide the air flow in -apparently- all the right places. The 3.9-litre V8 engine is essentially the same unit found in the Challenge race car and features specific valves and springs, a new cam profile, strengthened pistons and cylinder heads shorter inlet ducts, radiators with an inverted rake, a larger intercooler and more. It’s also 18kg lighter than the standard engine. For the first time ever in a Ferrari, the new 488 Pista can be fitted with a set of optional single-piece carbon-fibre wheels that are around 40 percent lighter than the GTB’s standard rims. A new generation of Ferrari’s Side Slip Control System is also present (SSC 6.0) because who doesn’t like to slide around a Ferrari with some help from the gods of Maranello. The 488 Pista is not a limited production model and will be offered along the regular 488 GTB until it goes out of production.
There are lot of Ferrari Engines in here. The latest display has them grouped by type, with lines across the main display hall for each of Formula 1, V12, V8 and Turbo engines.
Final display car was a second example of the 246 GT Dino
This is an incredible place. There may be only 18 cars on show, but it is well worth the entry fee. If you go to the Galleria Ferrari in nearby Maranello as well, then it is just €13 to get in, and worth every Cent of that. More details can be found on the museum’s own website: http://www.museocasaenzoferrari.it/en/museo/