The home of Ferrari is in Maranello, a small town about 20 km south of Modena. As well as the expansive factory buildings, there is a world-famous museum devoted to the marque, the Galleria Ferrari. It attracts vast crowds of visitors including lots of coach parties, all eager to pay homage to the brand and to see something of the marque’s incredible history and heritage. In March 2012 a second museum opened, right in the centre of Modena, a few hundred yards from the Maserati factory, and easily accessible from the A4 autostrada which goes from Bologna west to Milano, as well as being a matter of a few metres from Modena railway station. Core of this museum is a new purpose-designed building situated alongside the restored former Ferrari family workshop. The emphasis here is on quality rather than quantity, as the main building showcases just 18 cars, with extra interest coming from a wide range of artefacts around the perimeter of the facility and in a couple of side rooms. Once an hour the lights are dimmed and a short video plays that showcases the life of Enzo Ferrari and the brand that he created. 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”. The displays here are changed pretty much on an annual basis, with each year having a theme that links the selected cars together. This annual change means that it is well worth visiting on a regular basis, something I have done every year since 2014, with just a pause around the Covid time (the 2020 display remained throughout 2021).

The theme for 2024 is  “Ferrari One of a Kind”. The display celebrates the craftsmanship of each masterpiece that emerges from the Maranello factory gates, revealing the exclusivity of these one-of-a-kind cars, each expressing the personality, taste and desires of individual Ferrari owners. “Ferrari One Of a Kind” takes visitors on an unusual journey. Not only does this exhibit effortlessly showcase the extraordinary cars on display, many of which have never been seen by the public before, but it also offers an immersive introduction to the personalisation programmes enjoyed exclusively by Ferrari clients. At the very heart of the exhibition is an interactive wall that allows visitors physical contact with the materials, fabrics, colours and vast array of options provided by the Ferrari Styling Centre that allow clients to effortlessly create their dream car.

Ferrari 166MM Touring Barchetta: Customised according to Gianni Agnelli’s family colours, 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.

Ferrari 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.

Ferrari 500 Mondial: The early experiments with Lampredi’s four-cylinder engine led to the creation of the famed 500 Mondial. Named to mark the world (“Mondial”) championships won by Alberto Ascari, the 500 Mondial featured a 2.0 L version of Lampredi’s four-cylinder engine in a small and light body with an advanced suspension. The car debuted on December 20, 1953 at the 12 Hours of Casablanca driven by Ascari and Luigi Villoresi, placing second to a 375 MM. In 1954 four 500 Mondials were entered in Mille Miglia race, with best result being second overall after Lancia D24.[5] The Mondial remained competitive through the end of the decade, including an entry in the 1957 Mille Miglia, and was raced as late as 1962, when Javier Valesquez entered chassis 0448MD in the 1962 Carrera Presidential race in Mexico City. The 500 Mondial’s 1984 cc engine was taken from the 500 F2 which won the world championship but was detuned to produce 170 bhp. It was extremely light at 720 kg (1,590 lb). and handled well with a modern de Dion tube rear suspension. The first 500 Mondials were spiders bodied by Pinin Farina, but Carrozzeria Scaglietti later created a series of barchettas. Two berlinettas were also built by Pinin Farina. 29 were built in total. Of the 13 Pininfarina spiders built, 5 were the earlier Series I version with covered headlights.

Ferrari 250 GT SWB Berlinetta: 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

Ferrari 330 GTC Speciale: By the late 1960s, time was nearly up for Ferrari’s illustrious line of super high end flagships like the Superamerica and Superfast; manufacturing techniques had changed radically since the coachbuilt era and the cost of introducing new models had grown exponentially. Ferrari now routinely made street cars by the hundred and building batches of ten or twenty was no longer economically viable. Ferrari’s final offering that fell into this elite group came about thanks to a royal family with a history of spectacular commissions from the house of the prancing horse. Princess Lilian of Belgium and her husband, Leopold III (who was King between 1934 and 1951, prior to his abdication), had owned a fleet of custom Ferraris. The royal garage had, at one time or another, been home to a Vignale-bodied 250 Europa and a 342 America Cabriolet fitted with a hot 375 engine. Perhaps most famously, King Leopold had ordered a 375 Plus sports racing car built as a stunning Pininfarina Cabriolet. The commission for a custom 330 GTC came from Princess Lilian and Ferrari handed the task to Pininfarina. The resultant 330 GTC Speciale was finished in time to star at the Brussels Motor Show in February 1967. Three copies were subsequently manufactured which took total production to four units. Based upon standard 330 GTC running gear, the four Speciales incorporated Ferrari’s tried-and-tested combination of a traditional tubular steel frame powered by a thoroughbred V12 engine. A standard GTC Tipo 592 chassis was employed which was ultimately quite similar to the second series 275 GTB. Both cars shared a 2400mm wheelbase, identical track dimensions and a duplicate of one another’s fully independent suspension. This comprised unequal length wishbones, coil springs and telescopic shocks all round plus anti-roll bars at either end. Dunlop disc brakes were standard along with 7 x 14-inch wheels. Of the four 330 GTC Speciales built, the first three came with wire wheels while the final example left the factory with Borrani’s ten-hole cast alloy rims. A choice of Dunlop and Pirelli tyres was offered. The floor panels, footwells and firewall were made of fibreglass. Twin fuel tanks with an overall capacity of 90-litres were mounted each side of the spare wheel well. In the engine bay was a four-litre all-alloy 60° V12 with single overhead camshaft per bank and wet-sump lubrication. Designated Tipo 209/66, it displaced 3967cc thanks to a bore and stroke of 77mm and 71mm respectively. These were the same internal dimensions as the 330 GT. The two models also shared an identical compression ratio (8.8:1) and fuel feed (three twin choke Weber 40 DCZ/6 or DFI/1 carburettors). Ignition was via a single spark plug per cylinder and two coils. Peak output was 300bhp at 7000rpm and 244lb-ft at 5000rpm. The most significant technical development ushered in with the 330 GTC was its five-speed transaxle with enclosed fixed torque tube driveshaft. Before, extremely precise positioning was required to ensure the driveshaft ran at the same speed as the motor. The addition of a fixed torque tube coupling and compliant mountings eradicated any alignment issues. A ZF limited-slip differential was standard. What really made the 330 GTC Speciale stand out was its sleek new body which pioneered a number of features that were later adopted on Ferrari production models. At the front, Pininfarina used a 365 California-style nose with covered headlights. The first two Speciales came with the California’s unusual pop-up headlights. The front bumperettes were also similar the 365 California while, at the back, a full-width bumper was fitted. A brand new cabin profile with considerable glass area gave excellent all round visibility. The rear window was a single piece of concave glass similar to the type used by mid-engined models like the Dino. The curved glass elements were neatly integrated with flying buttresses that swept down to an extended tail with Kamm fascia and three-piece lights. Unlike the 365 California, which had its tail lights mounted on a red reflective panel, the GTC Speciale came with a flashier chrome finish. The GTC Speciale’s cabin and tail treatment were subsequently replicated on the four-seat 365 GT introduced later in 1967 (albeit with a simpler to manufacture fastback rear screen). Although only four 330 GTC Speciales were built, they were not identical. In addition to pop-up headlights, the first two examples came with rear bumper overriders,  two banks of scuttle-mounted cooling vents and a nudge bar on the nose. The last two examples came with plain rear bumpers, engine cooling vents carved out from the bonnet and no nudge bar. Uniquely, car four came with shortened front bumperettes, chrome-rimmed headlight covers and flat instead of domed tail lights. As mentioned earlier, it was also equipped with cast alloy wheels rather than wires. Unlike the exterior, cockpits were largely standard. However, 330 GTC Speciales did without the normal teak veneered dash fascia and carpeted rear quarters; leather was used instead. Air-conditioning and a radio (usually optional extras) were standard. The oval instrument binnacle was home to a large speedometer and rev counter with smaller gauges for oil temperature, oil pressure and water temperature mounted in between. A clock, ammeter and fuel gauge were located in the middle of the dash. Seats were well cushioned for maximum comfort. Like the regular 330 GTC, top speed was around 150mph and 0-62mph took just over six seconds. Weight was probably a little higher than the standard car’s 1300kg. Princess Lilian’s Speciale (chassis 9439 GT) was displayed at the Brussels Motor Show in February 1967. At her request, it was finished in light blue metallic with a black leather interior and dark blue carpet. Princess Lilian also commissioned the second example (9653 GT) for her close friend, the internationally renowned cardiac surgeon, Dr. Michael DeBakey. DeBakey’s car was identical to Princess Lilian’s. After starring at the Geneva Motor Show in March 1967, it was exported to DeBakey’s home in Houston, Texas. Cars three and four were both originally painted silver. Chassis 10107 GT came with a black interior and was sold to Maria Maddalena da Lisca of Cortina d’ Ampezzo in Italy. By contrast, 10241 GT was upholstered with ivory leather and red carpet. This final example was displayed at the Frankfurt Motor Show in September 1967 and sold to Dr. Franco Palma, a surgeon from Rome and another very good Ferrari customer.

Ferrari 330 P4: In the mid-60’s Ford and Ferrari were locked in a fascinating battle to dominate sports car racing. Ferrari had designed one of the most beautiful sports cars ever, the Ferrari 330 P4. And Ford had its iconic GT40. Ferrari produced just three 330 P4 cars and they would fight just one season in the World Sportscar Championship. In the first race of the 1967 season Ferrari brought three works’ cars to race at Ford’s home 24 hour race at Daytona. Ford had seven cars entered in the race. Only one Ford would finish, in a lowly seventh. This iconic picture was taken as the Ferraris crossed the line three abreast and finished 1-2-3. For many years this picture hung in Enzo Ferrari’s office. After the defeat Ford doubled its efforts and a few months later won Le Mans. The Ferraris finishing second and third. Ferrari eventually won the 1967 World Sportscar Championship by a single point. The rules for the 1968 championship were changed; all prototype cars would be limited to a three litre capacity. Enzo Ferrari was disgusted and declared that his cars would not be entering the Championship in 1968. The P4’s would never race in the Championship again.

Ferrari Testarossa Spider: This is the only Testarossa Spider that was officially commissioned and built in-house by Ferrari, and was constructed especially for Agnelli. The paint, for example, links the first two letters of his surname to the periodic table abbreviation for silver – Ag. The blue striping is a bespoke touch, too. By the time that it was delivered to him in 1986, it had been two years since the standard model was launched at Paris’ Porte de Versailles. Evoking the name of a famous sports-racer from the 1950s, the Testarossa was a development of the Berlinetta Boxer line but reworked by Pininfarina, which designed and built the body. The intention was to bring the ageing flat-12 series up to date in terms of emissions and safety, and in many ways the model signalled Ferrari’s shift towards cars that were shorn of their idiosyncracies, becoming more user-friendly, comfortable and – in relative terms at least – practical. The radiators were therefore shifted from the nose to the back in order to reduce cockpit temperatures, with those signature side strakes being a necessary addition to the huge vents that were dictated by such a move. It also meant that there was more room up front for luggage. Thanks to the advent of turbocharged units and ground-effect aerodynamics, by the early 1980s the flat-12 engine no longer had a link to Maranello’s Formula One cars, as it had done throughout the 1970s. Ferrari persisted with the famous unit, however, and though the Testarossa shared the 512BBi’s basic block, there were – among myriad other changes – new four-valve cylinder heads and an updated ignition system to give a power output of 390bhp. The car’s wheelbase was extended, too, to give better weight distribution, and it was bigger all round than the previous model. Picture one now and you will no doubt consider its width, which is accentuated – especially on the Spider – by its lack of height. In truth, though, it is roughly as wide as a current BMW 5 Series. Mechanically, the Agnelli Spider is identical to the production berlinetta.

Ferrari 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.

Ferrari P80/C: If you want something really exclusive, then you can always ask Ferrari to produce something utterly bespoke, a one-off and there have been a few such cars produced in recent times. This is the static display for one of these, the P80/C, a one-off track car based on the 488 GT3, which was displayed and demonstrated at the 2019 Goodwood Festival of Speed. The new supercar was developed at Ferrari’s styling centre to a brief set by a “connoisseur of the Ferrari world” who wanted a modern sports prototype inspired by the likes of the 1966 Dino 206 S and 330 P3/P4. Those machines started as track cars but spawned roadgoing variants. The P80/C is based on the 488 GT3 racing car, chosen over the 488 GTB road car because the extra 50mm of wheelbase offered more “creative freedom”. It has been extensively reworked with a pure performance focus. The aerodynamics are based on the 488 GT3’s, but without the need to meet sporting regulations, there’s a new front splitter and a reworked rear diffuser. Ferrari claims the car is 5% more efficient, which is required to make use of the unrestricted engine. There’s also extensive use of underbody aerodynamics, with rear bodywork styled after the T-wings that have been seen in Formula 1 in recent years. The P80/C’s bodywork is made entirely from carbonfibre. Because the P80/C is a track-only car, Ferrari has been able to greatly reduce the size of its headlights, while its rear features a concave rear windscreen and aluminium louvres on the engine cover. The car has been designed for a carbonfibre wing and 18in wheels to be fitted when in ‘racing set-up’. It can be converted to an ‘exhibition package’, with the aerodynamic appendages removed and 21in wheels fitted. Ferrari says the car is sculpted to create a cab forward-effect with a more aggressive stance, including a wrap-around windscreen. There are also flying buttresses that converge near the roof line, paying homage to both the Dino and 250 LM. The car’s bodywork is widest over the front axle, then narrows sharply before broadening again near the rear. The interior is similar to the 488 GT3 donor car’s, including an integrated roll cage. Elements of the dashboard have been redesigned and there are new carbonfibre shell door panels. Performance figures for the car haven’t been given, but it’s likely to use an unrestricted version of the 3.9-litre turbocharged V8 in the 488 GT3. In the 488 GTB, that unit produces 661bhp. Ferrari says work on the P80/C began in 2015, giving it the longest development time of any one-off Ferrari produced to date. The name was chosen by the anonymous collector who commissioned it. Ferrari hasn’t revealed any details on its cost. The standard 488 GT3 costs around £455,000. This one would have cost an awful lot more than that.

Ferrari 488 Spider Green Jewel: Launched at the 2015 Geneva Show, the 488GTB followed the lead set by the California T in bringing turbocharging into a modern-day, mid-engined V8 Ferrari supercar for the first time. The engine is completely new when compared with its V8 stablemate, not only in components but also in feel and character. It is a twin-turbocharged 3902cc unit whilst that in the California T is 3855cc. In the 488 GTB, it produces 660bhp at 8000rpm and 560lb ft at 3000rpm. Both outputs are significant increases over the normally aspirated 4.5-litre V8 used in the 562 bhp 458 Italia and 597 bhp 458 Speciale, and also greater than the car’s biggest rival, the McLaren 650S. The torque figure of the 488 GTB is such that it also exceeds the 509lb ft at 6000rpm of the normally aspirated V12 used in the range-topping Ferrari F12 Berlinetta. The mighty new engine in the 488 GTB drives the rear wheels through a revised seven-speed dual-clutch automatic gearbox derived from the 458. It features a new ‘Variable Torque Management’ system which, Ferrari says, “unleashes the engine’s massive torque smoothly and powerfully right across the rev range”. The gear ratios are also tuned to “deliver incredibly progressive acceleration when the driver floors the throttle”. The 488 GTB can crack 0-62mph in just 3.0sec, 0-124mph in 8.4sec and reach a top speed of 205mph. Its 0-62mph and 0-124mph times match the McLaren 650S’s, but the Woking car’s top speed is slightly higher at 207mph. The engine also accounts for the ‘488’ element of the car’s name, because each of the engine’s eight cylinders is 488cc in capacity when rounded up. The GTB suffix, standing for Gran Turismo Berlinetta, is a hallmark of previous mid-engined V8 Ferraris such as the 308 GTB. Not only is the new turbo engine more potent than the 4.5-litre V8 from the 458 Italia, but it is also more economical. Combined fuel economy is rated at 24.8mpg, compared with 21.2mpg in the 458 Italia, and CO2 emissions are 260g/km – a 47g/km improvement. Ferrari’s HELE engine stop-start system features on the 488 GTB. Developments on the dynamic side include a second generation of the Side Slip Angle Control system, called SSC2. This allows the driver to oversteer without intruding, unless it detects a loss of control. The SSC2 now controls the active dampers, in addition to the F1-Trac traction control system and E-Diff electronic differential. Ferrari says the result is “more precise and less invasive, providing greater longitudinal acceleration out of corners” and flatter, more stable behaviour during “complex manoeuvres”. Learnings from the Ferrari XX programme have also been incorporated into the 488 GTB, something that Ferrari says allows all drivers and not just professionals, to make the most of its electronic and vehicle control systems. It also claims the 488 GTB is “the most responsive production model there is”, with responses comparable to a track car. The 488 GTB has lapped Ferrari’s Fiorano test track in 1min 23sec – two seconds faster than the 458 Italia, and half a second quicker than the 458 Speciale. The dimensions of the 488 GTB – it is 4568mm in length, 1952mm in width and 1213mm in height – closely match the 458 Italia from which it has evolved. Its dry weight is 1370kg when equipped with lightweight options – 40kg more than the McLaren 650S. The new look, styled at the Ferrari Styling Centre, features several new aerodynamic features that improve downforce and reduce drag. Most notable is the addition of active aerodynamics at the rear through a ‘blown’ rear spoiler, where air is channelled from the base of the glass engine cover under the spoiler. This contributes to the 50% increase in downforce over the 458 Italia. Also new is a double front spoiler, an aerodynamic underbody, a large air intake at the front that references the 308 GTB, a diffuser with active flaps, new positioning for the exhaust flaps and new-look lights. The interior has been redesigned to be made more usable, including new switchgear, air vents and instrument panel. The multi-function steering wheel remains, while the infotainment system gets a new interface and graphics. The Spider followed the closed coupe model six months later. Featured at the 2016 Paris Motor Show alongside an F12 Berlinetta, a California T and a 488 GTB in different liveries, the livery on this 488 Spider was dubbed ‘The Green Jewel’. This will be the only 488 Spider built as such. Inspired by David Piper’s 365 P2, which won the Kyalami 9 Hours in 1965 and 1966, the car is outfitted with a number of unique features from the Tailor Made department. These include metallic Green paintwork, roundels on the door with #25, larger airbrushed Scuderia shields and gold wheels. The special features continue inside with a duo-tone Nero and Rosso interior trimmed in richer Siam furniture leather, as well as aluminium and carbon fibre trim, for a sportier appearance. Arguably the most recognizable of the 70th anniversary liveries, following its unveiling at Paris, the car was shown at the Finali Mondiali in Daytona, as well as at the Shanghai Auto Show in April of 2017.

Ferrari 812 GTS: Unveiled in September 2019, the Ferrari 812 GTS is the open top version of the 812 Superfast. This marks the first front-engine V12 series production convertible model offered by Ferrari in 50 years, as the convertible variants of the 550, the 575 and the 599 were limited edition models meant for special customers only. The large rear buttresses present at the rear hold the folding hard top roof under a tonneau cover present between them when not in use. The electronically operated hard top takes 14 seconds for operation and is operable at speeds up to 45 km/h (28 mph). The GTS weighs 75 kg (165 lb) more than the Superfast due to chassis reinforcing components but maintains equal performance. The mechanical components including the engine remain the same as the Superfast except for the transmission which has shorter gear ratios to improve the car’s response to throttle inputs. The engine’s high-pressure injection system reduces the number of particles that are emitted before the catalytic converter warms up. There is also a new gasoline particulate filter and a stop-start system to improve fuel economy. Other features shared with the Superfast include the Manettino dial, side-slip angle control and variable steering weight. The car has been aerodynamically refined in order to eliminate any turbulence arising from the loss of a fixed roof.

Ferrari Portofino Tailor Made: The Ferrari Portofino (Type F164) is a grand touring sports car. It is a two-door 2+2 hard top convertible, with a 3.9 L twin-turbo V8 engine and a 0–60 mph time of 3.5 seconds.  The car is named after the village of Portofino on the “Italian Riviera” and succeeds the company’s previous V8 grand tourer, the California T. The car was unveiled at the 2017 Frankfurt Motor Show. The 2020 Ferrari Roma coupe is based on the Portofino. A convertible version of the Roma was unveiled in 2023 to replace the Portofino. The Ferrari Portofino was unveiled on the Italian Riviera in the village of Portofino at two exclusive evenings on 7 and 8 September 2017, at which Piero Ferrari, Sergio Marchionne, Sebastian Vettel, and Giancarlo Fisichella were present. It was also shown at Maranello on September 9 and 10 during the Ferrari 70th Anniversary celebration. By the end of 2017, the Portofino was unveiled in Asia, namely China and Japan, where China is said to be a big market for the car. In Japan, the vehicle was initially private-previewed in November, before its official debut in February 2018. Prices in Japan start from JPY25,300,000. Prices in the U.S. start from $215,000. In Hong Kong, the Portofino was launched in late March 2018, making it the third time in Ferrari’s history to launch a new car in the Hong Kong’s Peninsula Hotel (Enzo in 2003, followed by FF in 2010). Unlike previous occasions where the vehicle launch occurred in only one part of the ground floor lobby, the Portofino’s launch occupied the hotel’s entire ground floor area, where a few other Ferrari models were also parked outside the drop-off area, and creative lighting featuring the Ferrari’s Prancing Horse logo was also projected on the hotel’s exterior walls. A China-spec, left-hand drive model was displayed, which features a simplified Chinese menu display—a rare move for Ferrari as not all Chinese-speaking Asian regions would receive a Chinese language menu. Pricing for the Portofino in Hong Kong (as of April 2018) starts from HK$3.5M, with deliveries scheduled later in the year. A right-hand drive model was first spotted at the city’s 488 Pista launch event in late June 2018. The chassis of the Portofino is made of 12 different aluminium alloys with much of its components now being integrated. The A-pillar of its predecessor consisted of 21 separate components but it is now a single piece in the Portofino. Hollow castings allow for increased structural rigidity, increasing it by 35% over its predecessor, the Ferrari California T. Its body has drag coefficient of Cd=0.312. Weight saving has been kept in focus while the development of the Portofino was carried out. Ferrari engineers managed to shave weight from the powertrain, dashboard structure, air-conditioning and heating and electronic systems of the car resulting in a weight of 1,664 kg (3,668 lb), making the car 80 kg (176 lb) lighter than its predecessor. The engine, a 3,855 cc Ferrari F154BE twin-turbocharged V8, is the same as in the Ferrari GTC4Lusso T, but yields a slightly de-tuned power output of 592 bhp (600 PS) at 7,500 rpm and 760 Nm (561 lb/ft) of torque at 3,000 to 5,250 rpm. Changes to the engine include a 10% pressure increase in the combustion chamber, revised connecting rods and pistons and a single cast exhaust manifold. The car retains the 7-speed dual clutch transmission from its predecessor but features a new software to allow for faster gear shifts. The exhaust system has been tweaked to give the car a proper sound note while maintaining its grand touring nature, featuring an adjustable electric bypass valve that monitors the engine’s sound according to driving conditions. The Portofino can accelerate from 0–100 km/h (0–62 mph) in 3.5 seconds, 0–200 km/h (0–124 mph) in 10.8 seconds and can attain a top speed of 320 km/h (199 mph). The Portofino features optional magnetorheological dampers, a carryover from the California, with an improved software to maintain good ride quality even though having a stiffer suspension system than the California. Like the company’s V12 grand tourer 812 Superfast, the Portofino features an electrically assisted power steering. Both the suspension system and steering become increasingly responsive when the car is in sports mode. The interior of the Portofino was developed after taking input from various clients. The rear seats have increased legroom (by 5 cm) and the infotainment system is more advanced and easier to use, featuring a 10.2-inch display screen in the centre console with optional Apple CarPlay functionality, as in its predecessor. The air conditioning system has been refined as well and is now 25% faster and 50% quieter than the California’s. On 16 September 2020, Ferrari launched the Portofino M (Modificata or Modified). The power was increased to 612 bhp (620 PS) and was released in the middle of 2021.

Ferrari SP1 Monza and Ferrari SP2 Monza: First seen at the 2018 Paris Show, and inspired by the barchettas of the 1950s, such as the 750 Monza and 860 Monza, the Monza SP1 and SP2 adopt a single- and two-seater configuration, respectively. Both are equipped with Ferrari’s most powerful naturally-aspirated V12 ever made, the 812 Superfast’s 6.5-litre unit. In the SP cars, the 12-cylinder engine makes 810 PS (799 hp) at 8,500 rpm and 719 Nm (530 lb-ft) of torque at 7,000 rpm — 10 PS and 1 Nm more than in the donor car. The Monza SP1 and SP2 make extensive use of carbon fibre, and that contributes to their dry weights of 1,500 kg (3,307 lbs) and 1,520 kg (3,351 lbs), respectively. None of them has a physical windscreen, but Ferrari says owners need not worry about that. The tiny “Virtual Wind Shield” integrated into the fairing ahead of the instrument panel is apparently enough to deflect airflow over the driver’s head. In the SP2, there’s a tiny motorcycle-style physical windshield in front of the passenger seat. Despite the aerodynamic challenges a car with no windshield or roof pose, the Monza SP1 and SP2 are as quick as the 812 Superfast. 0-100 km/h (0-62 mph) takes 2.9 seconds and 0-200 km/h (0-124 mph) is dispatched in 7.9 seconds. However, the two barchettas lose a little when it comes to top speed, which is rated at over 300 km/h (186 mph).

Ferrari SP3 Daytona: The Ferrari Daytona SP3 is a limited production mid-engine sports car unveiled on 20 November 2021 for the 2023 model year. The Daytona SP3 is the latest in the “Icona” series of high-performance cars being produced by Ferrari after the Ferrari Monza SP series. 599 examples were to be built from 2022 and sold for $2.25 million each. The Daytona SP3 is powered by a naturally aspirated 6.5-liter V12 that is shared with the 812 Superfast. The SP3 marks the first return of Ferrari to naturally-aspirated V12, mid-mounted engines for limited edition cars without hybrid electric systems since the Ferrari Enzo, introduced in 2002. The design of the SP3 references 1960s race cars, with the Daytona SP3 having a characteristic aerodynamically optimized design that blends elements of Ferrari’s historic styling with cues from current models. The low-set, wraparound windscreen is a link to the P3/4, while the “double-crested” front wings nod to sports prototypes like the 512 S, 712 Can-Am, and 312 P. The rear view mirrors are mounted on the top of the front wheel fenders, which is an inspiration from the P3 and P4 series. The design of the Daytona SP3 is based on the Ferrari 330 P4 endurance race car, which won at the 24 hours of Daytona in 1967. The design is a modernization of the 330 P4, with the body work consisting of a distinguished low driver’s seating position, raised front and rear wheel arches, and the Targa top design. The design also takes inspiration of the rear air vents of the 330 P4—which are the signature appearance on the rear of the SP3—consisting of a series of horizontal fins in the front and rear. The front design consists of partially hidden headlamps and a light strip along the front edge lines of the car. The headlights incorporate a partial cover plate, which covers the top half of the lights. When the lights are turned on, the cover plate retracts. The engine is a naturally aspirated 6.5 L Ferrari F140 HC V12 revving up to 9500 rpm. It generates 840 PS at 9250 rpm and 697 Nm (514 lb/ft) of torque at 7250 rpm. The Daytona SP3 is the first road-going Ferrari to feature a mid-mounted 12-cylinder engine without electric hybrid support systems since the Ferrari Enzo in 2002. The engine is mated to a quicker-shifting version of the 812 Competizione’s 7-speed automatic dual-clutch gearbox. To enable the car to put the power down efficiently, Ferrari has equipped the transmission with an e-diff and lots of electronics including Side Slip Control (SSC) 6.1 with Ferrari Dynamic Enhancer (FDE). The gear shifts requires less than 200 milliseconds to change between gears. This also marks the last usage of the mid-ship V12 engine for the Ferrari road cars, as the company is departing from traditional V12s to lower cylinder variants such as turbocharged V8s with hybrid electric systems similar to the SF90 Stradale, which is already in production. The SP3 bodywork sits on the LaFerrari Aperta chassis, with carbon fiber used for the shell, chassis and certain bodywork elements. The car weighs 1,485 kg dry, giving it a power-to-weight ratio of 566 PS per ton, while the mid-engined layout allows optimized weight distribution between the axles. The body work makes use of an “Aperta” style roof, which can be removed and stored separately. The chassis also consists of butterfly doors that open upwards, similar to the LaFerrari and Enzo. Ferrari claims that the car has a weight distribution split of 44% front and 56% rear. The SP3 can accelerate from 0-100 km/h (62 mph) in 2.85 sec, 200 km/h (124 mph) in 7.4 sec and reach a top speed of more than 340 km/h (211 mph). Its timing around Ferrari’s Fiorano test track remains untested, with the SF90 being the current fastest car. The SP3 consists of an all-new minimalistic ergonomic interior with a carbon fiber dashboard with an Alcantara finish on top and a LED display system for data and telemetry. Touch controls mean that drivers can control 80% of the Daytona SP3’s functions without moving their hands, while a 16″ curved HD screen instantly relays driving-related information. The steering column is vertically adjustable to accommodate additional leg room for taller drivers. The center console design is inspired by the gated manual transmission design of classic Ferraris and consists of performance control switch clusters. The Daytona SP3 was fully unveiled at the Finali Mondiali Ferrari event, which also included Corsa Clienti cars on 22 November 2021 at the Mugello Circuit. The SP3 was taken on a lap of the track with two 330 P4s (chassis 0856 and chassis 0858) and a 412 P (chassis 0844) in photo finish, to commemorate Ferrari’s 1-2-3 win at the 24 Hours of Daytona in 1967. Ferrari’s marketing and sales head, Enrico Galliera, confirmed that all 599 examples of the SP3 have already been sold by invitation to previous Ferrari owners for around $2.25 million each, following the tradition of limited edition Ferraris being sold even before manufacturing started. All 499 owners of the Monza SP1 and SP2 have also purchased the SP3. The remaining 100 examples have been sold to private collectors who own previous limited edition Ferraris. A hypercar owner claimed a required £30 million Ferrari purchase history to be invited to purchase an SP3.

There is lots of other Ferrari memorabilia around the museum. You could spend hours studying it all in detail.

Where Alfredo, Enzo Ferrari’s father, had his workshop at the beginning of the 20th century, you can find the engine place. An exhibition that tells the story of what Ferrari has always considered the heart of every car: the engine. The exhibition space is divided into different sections with the three main areas devoted to the following categories: classic 12-cylinder engines, 8-cylinders and, lastly, Formula 1. A Ferrari car exemplifying each type of power unit is displayed in each of the three sections.  Also included as part of the visitor journey is a multimedia space complete with video of Enzo Ferrari talking about his engine philosophy.

The Ferrari 612 Scaglietti, a 2+2 coupé grand tourer, was produced between 2004 and 2010. The 612 Scaglietti was designed to replace the smaller 456 M; its larger size makes it a true 4 seater with adequate space in the rear seats for adults. The 612 was Ferrari’s second all-aluminium vehicle, the first being the 360 Modena. Its space frame, developed with Alcoa, was made from extrusions and castings of the material, and the aluminium body is welded on. The chassis of the 612 forms the basis of the later 599 GTB model. The 612 Scaglietti shared its engine with the Ferrari 575 Superamerica. The Scaglietti had a top speed of 320 km/h (198.8 mph) and a  0–100 km/h acceleration time of 4.2 seconds. It came with a either a 6-speed manual or the 6-speed F1A semi-automatic paddle shift system, a much refined version of the F1 system in the 360. The model was replaced by the Ferrari FF in 2011.

The Ferrari SF90 Stradale (Type F173) is a mid-engine PHEV (Plug-in Hybrid Electric Vehicle) sports car produced by the Italian automobile manufacturer Ferrari. The car shares its name with the SF90 Formula One car with SF90 standing for the 90th anniversary of the Scuderia Ferrari racing team and “Stradale” meaning “made for the road”. The car has a 7.9 kWh lithium-ion battery for regenerative braking, giving the car 26 km (16 mi) of electric range. The car comes with four driving modes depending on road conditions. The modes are changed by the eManettino knob present on the steering wheel. The eDrive mode runs the car only on the electric motors. The Hybrid mode runs the car on both the internal combustion engine and the electric motors and is the car’s default mode. In this mode, the car’s onboard computer (called control logic) also turns off the engine if the conditions are ideal in order to save fuel while allowing the driver to start the engine again. The Performance mode keeps the engine running in order to charge the batteries and keeps the car responsive in order for optimum performance. The Qualify mode uses the powertrain to its full potential. The control logic system makes use of three primary areas: the high-voltage controls of the car (including the batteries), the RAC-e (Rotation Axis Control-electric) torque vectoring system, and the MGUK along with the engine and gearbox. The SF90 Stradale is equipped with three electric motors, adding a combined output of 220 PS to a twin-turbocharged V8 engine rated at a power output of 780 PS at 7,500 rpm. The car is rated at a total output of 1,000 PS at 8,000 rpm and a maximum torque of 800 Nm (590 lb/ft) at 6,000 rpm. The engine is an evolution of the unit found in the 488 Pista and the upcoming F8 Tributo models. The engine’s capacity is now 3,990 cc by increasing each cylinder bore to 88 mm. The intake and exhaust of the engine have been completely modified. The cylinder heads of the engine are now narrower and the all-new central fuel injectors run at a pressure of 350 bar (5,100 psi). The assembly for the turbochargers is lower than that of the exhaust system and the engine sits 50 mm (2.0 in) lower in the chassis than the other mid-engine V8 models in order to maintain a lower centre of gravity. The engine utilises a smaller flywheel and an inconel exhaust manifold. The front wheels are powered by two electric motors (one for each wheel), providing torque vectoring. They also function as the reversing gear, as the main transmission (eight-speed dual-clutch) does not have a reversing gear. The engine of the SF90 Stradale is mated to a new 8-speed dual-clutch transmission. The new transmission is 10 kg (22 lb) lighter and more compact than the existing 7-speed transmission used by the other offerings of the manufacturer partly due to the absence of a dedicated reverse gear since reversing is provided by the electric motors mounted on the front axle. The new transmission also has a 30% faster shift time (200 milliseconds). A 16-inch curved display located behind the steering wheel displays various vital statistics of the car to the driver. The car also employs a new head-up display that would reconfigure itself according to the selected driving mode. The steering wheel is carried over from the 488 but now features multiple capacitive touch interfaces to control the various functions of the car. Other conventional levers and buttons are retained. The interior will also channel sound of the engine to the driver according to the manufacturer. The SF90 Stradale employs eSSC (electric Side Slip Control) which controls the torque distribution to all four wheels of the car. The eSSC is combined with eTC (electric Tractional Control), a new brake-by-wire system which combines the traditional hydraulic braking system and electric motors to provide optimal regenerative braking and torque vectoring. The car’s all-new chassis combines aluminium and carbon fibre to improve structural rigidity and provide a suitable platform for the car’s hybrid system. The car has a total dry weight of 1,570 kg (3,461 lb) after combining the 270 kg (595 lb) weight of the electric system. Ferrari states that the SF90 Stradale is capable of accelerating from a standstill to 100 km/h (62 mph) in 2.5 seconds, 0–200 km/h (124 mph) in 6.7 seconds and can attain a top speed of 340 km/h (211 mph). It is the fastest Ferrari road car on their Fiorano Circuit as of 2020, seven tenths of a second faster than the LaFerrari.  The manufacturer claims that the SF90 Stradale can generate 390 kg (860 lb) of downforce at 250 km/h (155 mph) due to new findings in aero and thermal dynamics. The main feature of the design is the twin-part rear wing which is an application of the drag reduction system (DRS) used in Formula One. A fixed element in the wing incorporates the rear light, the mobile parts of the wing (called “shut off Gurney” by the manufacturer) integrate into the body by using electric actuators in order to maximise downforce. The SF90 Stradale uses an evolution of Ferrari’s vortex generators mounted at the front of the car. The car employs a cab-forward design in order to utilise the new aerodynamic parts of the car more effectively and in order to incorporate radiators or the cooling requirements of the hybrid system of the car. The design is a close collaboration between Ferrari Styling Centre and Ferrari engineers. The rear-end of the car carries over many iconic Ferrari Styling elements such as the flying buttresses. The engine cover has been kept as low as possible in order to maximise airflow. According to the car’s lead designer, Flavio Manzoni, the car’s design lies in between that of a spaceship and of a race car. The rear side-profile harkens back to the 1960s 330 P3/4. Deliveries in the UK started in late 2020 and so numbers here are gradually building up.

Ferrari F2003-GA: The Ferrari F2003-GA was a highly successful car used by Scuderia Ferrari in the 2003 Formula One World Championship. The chassis was designed by Rory Byrne, Ignazio Lunetta, Aldo Costa, Marco Fainello, Nikolas Tombazis and James Allison with Ross Brawn playing a vital role in leading the production of the car as the team’s Technical Director and Paolo Martinelli assisted by Giles Simon leading the engine design and operations. Its development was based on the previous Ferrari F2002 but featured new bulbous sidepods and a lengthened wheelbase to aid aerodynamics. The engine and gearbox were developed versions of the previous model. The car was designated “GA” as a mark of respect to Gianni Agnelli, the recently deceased head of Fiat. The car was introduced just before mid season in 2003, as the F2002 was seen as good enough to be competitive whilst the F2003-GA was developed further. The car was fast and competitive as it won 3 out its first 4 races, but had a tendency to overuse its tyres, which led to several late race tyre problems in mid seasons, causing a slight drop in form during the unusually hot European summer. As a result, Williams and McLaren were able to mount a consistent challenge to Ferrari and push Michael Schumacher for the championship. After Bridgestone engineers discovered Michelin were using tyres which changed construction, causing the French tyre maker to provide remoulded tyres late in the season. Ferrari became competitive again as it won the final 3 races of the season, and were able to hold off both Williams and McLaren for the Constructors’ Championship, whilst Schumacher snatched his sixth Drivers’ title, breaking Juan Manuel Fangio’s record which had stood for 46 years. The car won seven races, five pole positions, and five fastest laps before being replaced with the dominant F2004 in 2004, a car which was almost identical to its predecessor. On 11 December 2003, after the season had finished, Michael Schumacher raced the car against a Eurofighter Typhoon of the Italian Air Force over several measured distances to determine which was faster, the aircraft or the car. The German won the first run, over the distance of 600 metres, thanks to the weight advantage of his car over the jet, but the Typhoon won the two remaining runs over the longer distances of 900 and 1200 metres, winning the overall race.

This remains a captivating 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, you can buy a combined ticket for the two, which is cheaper than buying individual admissions for each. More details can be found on the museum’s own website: https://www.ferrari.com/en-EN/museums/enzo-ferrari-modena