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Thread: Cheeky's pictorial guide to Classic Ferraris

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    Club Scuderia is offline Club Administrator Super Moderator
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    Default Cheeky's pictorial guide to Classic Ferraris

    This is where to come to for general information, spec and photos for Classic Ferrari tipos dated up to 1980. So if 365 GT4BB's and BB512's look the same, or you want to compare Series I and II 330GT2+2's.... here you go.

    We will be adding cars to this resource as quickly as possible, but if you have a request for a particular model to be featured, please PM either rmdferrari or jtremlett.

    This guide was suggested by John (Friend of Cheeky) hence the title reference and the fact that the 365GTC4 will be the first car featured.

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    Ferrari 365 GTC4

    Produced: 1971-1972
    Number made: 500
    Engine: V12 4,390cc
    Top speed: 152mph
    0-60: 7.3secs.

    Launched at the Paris Salon in October 1971, this graceful Pininfarina design was not intended to be a mainstream model, but sit between the Berlinetta and 2+2. Most seats were leather covered, but for the true 70's feel... tartan tweed inserts were available. The rear seats were quite adequate for children and folded down to provide a well laid out luggage platform for those longer European blasts.

    Both front and rear brakes were ventilated discs and were reported to suffer less from fade than the Daytona. ZF power steering was a welcome feature of this model. The engine was similar in specification the the Daytona's apart from having a wet sump, different cylinder heads and six side-draught 38DCOE Webbers. Power was only 22bhp down on it's legendary sibling.

    Owners of these cars invariably own more than one Ferrari, but opinions suggest the 365GTC4 to be high up on their desirability list due to it's classic styling, practability, V12 howl and purchace cost, which at the time of writing this guide is approximately 30-40% of a Daytona.
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    Last edited by rmdferrari; 28-08-2006 at 05:24 PM.

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    rmdferrari is offline Crop rotation in the 14th century was CONSIDERABLY more widespread after John... Banned user
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    Ferrari Dino 308 GT4

    Produced: 1973 - 1980
    Number made: 2826 (547RHD)
    Engine: V8 - 2,926cc
    BHP: 255
    Top Speed: 155
    0-60: 6.7secs

    Enzo Ferrari recognised that the Porsche 911 and Lamborghini Urraco were taking a sizeable portion of the sports car market away from him with their 2+2 designs, so commissioned Bertone (designer of the Urraco) to pen a competitor. This was, and is the only road going Bertone design for Ferrari since the 1950's, with Pininfarina designing the majority of subsequent cars. The shape was not universally liked at first, due to the GT4 following on from the stunning Dino 246 GT/S. Although the true successor to the 246 was the 308 GTB/S that was to appear in 1975.

    Enzo saw the 308GT4 as a "niche" model, and bestowed upon it the name of his beloved son Dino. Only in 1976 after much pressure from the North American market, did Ferrari badges replace the Dino ones.

    The packaging of the GT4 is quite astonishing, with a four seater cabin and V8 engine all contained within a 100cm wheelbase. Practicality continues with the boot which can hold two sets of golf clubs or luggage for a weeks holiday. The GT4 also has the honour of being the first Ferrari road car to have a V8 engine installed.

    The long wheelbase/short overhang of the design, gave the Dino GT4 remarkable handling qualities, and many Ferrari experts and experienced drivers agree that this is one of the finest handling cars ever to be produced by the factory.... quite an accolade for a car that was initialy seen as an Ugly Duckling.

    These cars now represent fantastic value for money, with usable examples starting from approximately £10,000 and rising to £22,000 for the very best. Many industry experts are noting a rise in values and increased interest in the model due to a 1970's revival. Servicing, general renewal and replacing costs should be below £1,500 per annum. Insurance for these cars (on a classic policy) can be as low as £180 per annum.




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    Last edited by rmdferrari; 31-08-2006 at 10:21 PM.

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    Ferrari 330 GT 2+2

    Produced: 1963-1968
    Number made: 1080
    Engine: V12 3,966cc
    Top speed: 152mph
    0-60: 6.3secs
    Bhp 300-345



    The 330 GT 2+2 was introduced to the public at the 1964 Brussels Motor Show, built as a replacement for the 330 America. The 330 GT 2+2 is unique in that it provided ample seating for four individuals plus luggage. These were the ultimate road-going, practical sports cars that could be used for every-day transportation. The 330 GT 2+2 was a new product, not just an engine modification. Under the hood was a Tipo 209, twelve-cylinder engine capable of producing 300 horsepower. Disc brake were placed on all four corners to provided the stopping power. The 1964 model used a four-speed manual gear box with overdrive. The 1965 version, known as the Series II, received a 5-speed manual gearbox. Other changes included alloy wheels, dual-light front clip, and optional power steering and air conditioning.


    The 330 GT 2+2 was produced from 1963 through 1968. Around 1080 models were produced of the 330 GT with 50 of them being Type 330 GTE Americas.


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    Last edited by rmdferrari; 05-09-2006 at 05:45 PM.

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    Default 512 Bb

    Ferrari 512BBi

    Produced: 1981 - 1984
    Number made: 1,007
    Engine: Flat 12 - 4,942cc
    BHP: 360 bhp
    Top speed: 170mph
    0-60: 5.4secs


    Designed by Pininfarina and built by Scaglietti, the mid-engined Boxer was the successor to the front engined V12 Daytona. The original Boxer, known as the 365 GT4 BB was first shown at the Turin Motor Show in 1971 but did not go on sale until 1974. Introduced at the Paris Salon in 1976, the 512 BB superseded the 365 GT4 BB; its engine was enlarged from 4390 cc to 4942 cc, although the horse power dropped from 380 bhp at 7000 rpm in the 365 GT4 BB to 360 bhp at 6200 rpm to meet noise and emission regulations, particularly in the USA. The 512 BB body varied little from its predecessor, although the rear-end was widened to accommodate new wider tires and two sets of rear lights which replaced the previous six. The six exhaust pipes were replaced by two double exhausts and a new spoiler was added at the front under the grille. The new engine and tires made the 512 BB a much more driveable car. In 1981 the 512 BB was replaced by the fuel injected, but otherwise almost identical 512 BBi. This model proved to be the most popular and 1007 were built until production ended in 1984.

    The 512 BB designation can be broken down; the 5 indicates the displacement, although it is actually just under at 4942 cc, the 12 represents the number of cylinders that are capable of producing 360 bhp. The first B is for Berlinetta, which is essentially a closed coupe, the second B stands for Boxer.

    The name 'Boxer' comes from the engine which is vertically opposed, meaning the cylinders are arranged in a flat configuration and opposed to each other by 180 degrees. This was the first time Ferrari had used a Boxer engine in a road going car and the Flat 12 made it possible to mount the engine above the transmission, which allowed the space to create a better driving position. The Boxer engine was extremely powerful giving a top speed of 188 mph, 0-60 in 5.5 seconds and 0-100 in just 13.2 seconds. The positioning of the engine also added to handling the centralized weight allowing for faster cornering.

    The car is built around a tubular steel frame which holds the engine, transmission, steering and suspension components. The cabin is made of steel, the lower body panels are formed from fiberglass and the nose and tail are clothed in alloy clamshells. The panels joints are all obvious, with no attempt made to hide them. The wishbone suspension is surrounded with twin coil springs at the rear and the steering is rack and pinion. All of the details add to the pure race driving experience.

    When designing the Boxer, Pininfarina did away with years of Ferrari design culminated in the Daytona and created a true racing car for the road. The Daytona looked back, the Boxer forward to a new era of mid-engined supercars. The Boxer was low slung and racy and was in direct competition with the mid-engined Lamborghini Miura. Ferrari had their racing heritage, experience and dominance with the 312PB to draw from and this gave the Boxer its competitive edge. The racing influence is carried into the spartan interior. The car is designed and built around the driver and heightening their experience leaves little storage space.

    The air conditioning, power windows and central locking doors which all come as standard help make this an easy car for everyday use. The 512 BBi is fine for normal speeds, but doesn't really come alive until it reaches velocity. The acceleration is incredibly quick and with the engine just behind the driver's head, motoring becomes a multi-sensational experience.
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    Last edited by rmdferrari; 05-09-2006 at 07:07 PM.
    40°52'31.17"N............. 29°20'25.48"E

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    jtremlett is offline Overpriced piece of old tat - Ferrari 250 GTO Club Member
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    Default 250 Gto

    250 GTO

    Produced: 1962 - 1964
    Number made: 39
    Engine: V 12 - 2,953cc (3 cars with 3,967cc)
    BHP: 300 bhp
    Top speed: 170mph (approx)
    0-60: 5.0secs (approx)

    For many the 250 GTO is the archetypal Ferrari. A car you could drive to the race track, win the race in and then drive home again. For a time in the late-sixties/early seventies, they were just old racing cars. One was left in a field and used for students to practice their mechanical skills. Sir Anthony Bamford famously paid but £750 for chassis number 3767 (the car registered 63GTO shown in the pictures below). In the late-eighties and again today it is worth 10,000 times that. Part of that value is in the history: all have proven race provenance. Part in the abilities of the car itself: long time owner (and Pink Floyd drummer) Nick Mason says it does more things well than any other car he’s owned (and he’s owned a few!). Part in the access it allows, such as the 5 yearly anniversary tours that commence with a parade down the Champs Elysee in Paris accompanied by Police motorcycle outriders. And part in the sheer cachet that now surrounds the car.

    Initial development on the 250 GTO (GTO standing for Gran Turismo Omolagato) was begun in 1961 headed by Giotto Bizzarrini using development of Ferrari’s tried and tested 3-litre engine. When Bizzarrini was fired at the end of that year, in the contretemps surrounding interference by Enzo Ferrari’s wife Laura in the race team, a young Mauro Forghieri took over. The bodywork was styled by eye by Scaglietti, clothing the Bizzarrini/Forghieri mechanicals. As a result, no two GTOs are identical. 36 250 GTOs were made; three for 1964 with re-styled body (three of the older cars were also re-bodied). Three further cars were fitted with 4-litre engines. GTOs took Ferrari to a hat trick of Manufacturer World Championships between 1962 and 1964 as well as numerous outright and class wins. The reputation earned on the race tracks then lives on today.
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    Last edited by rmdferrari; 11-09-2006 at 05:10 PM.

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    500 Superfast

    Produced: 1964 - 1966
    Number made: 37
    Engine: V 12 - 4,963cc
    BHP: 400 bhp
    Top speed: 174mph (approx)
    0-60: 6.0secs (approx)


    The 500 Superfast built from 1964 to 66 was definitely the best of the best of its era. Priced at US$18,000 when new, it was the most expensive car in the world, and twice the price of Ferrari’s production 330GT. Naturally, it was assembled with the best materials, fit and finish. However, what separated the 500 Superfast from its predecessors 410 and 400 Superamerica were power and performance. It was equipped with Ferrari’s biggest ever engine – Tipo 208 V12 with 88mm bore and 68mm stroke to enable a full 5-litre. It produced 400 horsepower at 6500 rpm, a figure unsurpassed by any other Ferraris for the next 20 years !

    Some experts pointed out the horsepower rating might be overrated, so it might not produce the claimed 174 mph (280 km/h) top speed and 0-60 mph in 6 seconds. However, it was still easily the fastest grand tourer of the day.

    The 500 Superfast was built on a chassis modified from 330GT, sharing similar suspensions, steering and gearbox. To handle its 1400 kg dry weight, it got Dunlop discs brakes to enhance stopping power. Predictably, the heavy and very long body and comfort-biased suspensions were designed for high-speed cross country driving rather than serious handling.

    Ferrari produced only 37 units of this car for its premium customers including the Prince of Holland and Shah of Iran. It was the company’s last bespoke car that was built to order. So it should be very valuable today? Not really. The Superfast had a couple of disadvantages preventing it from being the most desirable Ferrari to collectors: first, it did not have any racing pedigree; second, its styling was not very memorable by the standard of Ferrari-Pininfarina. In fact, most people found it was not as handsome as its slower and cheaper predecessor, 400 Superamerica.
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    Last edited by rmdferrari; 11-09-2006 at 05:59 PM.

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    Default The unloved 400`s

    400 Series

    Considered to be the lesser-known front-engined 2+2 coupes, the Ferrari 400 and 412 began production in 1976.

    First introduced in 1976, the Ferrari 400i lasted until 1984. A total of 507 of the Ferrari 400i were produced and introduced at the Paris Show in 1972.

    The body style was coupe and had a 4.8 L FI V12 engine.

    At first, the chisel-edged Pininfarina shape was showcased as the 365 GT4 2+2 with a four-cam 4.4-litre V12 with a five-speed manual gearbox only. A short lived variant, the 365 was a 150 mph 4-seater that was replaced in 1976 by the 400GT.

    In 1979 the 400i came with Bosch injection to enhance smoothness though it robbed the V12 of 30 bhp. The Bosch K-Jetronic fuel injection replaced the carburetors on the 400. The emissions were much improved but the power was down substantially.

    1985 introduced the 412 the last of the 400 line and considered to be the best model lasted until 1989. Improved with an increase in displacement to 4943 cc, the newest 400, now came with ABS.

    The most civilized Ferrari of its generation, they were the first models to offer automatic transmission. Introduced in 1976 at the Paris Motor Show, the 400 Automatic (or 400A) offered a 3-speed unit from General Motors.

    The engine was based on the Daytona, was a 4.8 L (4823 cc) V12 that was capable of producing 340 hp. It carried the traditional GT car layout with driving rear wheels mounted in front.

    Only 147 models were five-speed manuals which showed the direction that the market was heading.
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    Last edited by rmdferrari; 18-09-2006 at 10:41 PM.
    40°52'31.17"N............. 29°20'25.48"E

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    jtremlett is offline Overpriced piece of old tat - Ferrari 250 GTO Club Member
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    308 GTB and GTS

    Produced: 1975 - 1985
    Number made: 712 (308 GTB Vetroresina)
    2185 (308 GTB Steel)
    3319 (308 GTS)
    499 (308 GTBi)
    1749 (308 GTSi)
    750 (308 GTB QV)
    3045 (308 GTS QV)
    Engine: V 8 - 3,000cc
    BHP: 205 bhp - 255 bhp
    Top speed: 140 - 155mph (approx)
    0-60: 6.2secs - 7.2 secs (approx)


    The 308 GTB was introduced in 1975 with a body penned by Pininfarina’s Leonardo Fioravanti. Initially bodies were made from fibreglass (vetroresina in Italian), but production of steel-bodied versions began towards the end of 1976. Late the following year a GTS version was introduced with removable roof panel. This version found particular fame when driven by Tom Selleck in Magnum PI. At 6 foot 4, Selleck was too tall to drive the car with the roof on.

    In order to meet new emissions regulations Ferrari switched to fuel-injection at the end of 1980 with the 308 GTBi and 308 GTSi. This move significantly cut power, particularly so on US versions which were already less powerful than their European equivalents, and added a second to 0-60 times. In fact, at the time the 308 variants were the only Ferraris being officially sold in the US, the factory deciding it was not worth trying to get the BB and 400 to meet US regulations.

    At the end of 1982 Ferrari regained the lost power with the introduction of the 308 GTB/GTS QV. The QV moniker representing Quattrovalvole or four-valves per cylinder. In 1985 the 308 was further upgraded, this time with a larger capacity engine, and becoming the 328.

    Today the near timeless 308 GTB and GTS design still attracts many an admiring glance. The early, lighter, faster and corrosion-resistant fibreglass cars, together with the later four-valve cars, now tend to be more sought after.

    Although never designed with racing in mind, a number of cars were so-modified and Jean-Claude Andruet, in particular, took the model to success in International Rallying.
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    Last edited by rmdferrari; 21-10-2006 at 01:29 PM.

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    Default 365 Boxers

    Copyright of the following article belongs to QV500 http://www.qv500.com/ferrariboxerp1.php


    Replacing the immortal 365 GTB/4 Daytona, a car that has passed into motoring legend as one of the worlds finest, fastest and most exclusive GT vehicles - this was the almost impossible task facing Ferrari's Berlinetta Boxer. The new two-seater would be substantially different from previous models in two respects. Firstly, Ferrari opted for a Flat-12 engine - the traditional V12 had been ditched. Equally importantly though, the F1-derived motor would be mounted in the middle of the chassis to improve handling.

    The first 12-cylinder Ferrari production car to use this configuration, for the firms customers it was an opportunity to own a true Ferrari supercar, Lamborghini having adopted the mid-engined layout nearly seven years earlier with their incredible Miura. Ferrari had some catching up to do then and the Berlinetta Boxer road cars evolved in three distinct series, the 365 GT4 of 1973 to ’76, the 512 of 1976 to ’81 and the 512i of 1981 to ’84. Additionally, three series of factory-built LM racing cars were manufactured by the Assistenza Clienti department. 1973's BB production car was inspired by the unique P6 Berlinetta Speciale, a one-off shown on Pininfarina's stand at the 1968 Turin Salon. An almost faultlessly executed design study, the P6 was conceptualised with a three-litre 500bhp 60° V12, but was itself nothing more than a rolling starlet, its greatest contribution having been to pioneer many stylistic details that would be found on Ferrari's mid-engined sports cars of the seventies. The 365 GT4 BB rode a traditional ladder type frame manufactured from welded tubular steel, this being designed from the ground up in order to accommodate that mid-mounted engine. Suspension was independent all round with coil springs and telescopic shock absorbers. Hydraulic ventilated disc brakes were fitted front and rear, as were the familiar five spoke light alloy knock-on wheels manufactured by Cromodora.

    Ferrari’s longitudinally positioned, mid mounted Flat-12 featured a displacement of 4390cc thanks to a bore and stroke of 81mm x 71mm respectively. It was clearly derived from the three-litre motors used so successfully in the 312 B and B2 Grand Prix cars raced by the Scuderia Ferrari between 1970 and ’74. With compression set at 8.8:1 and four triple choke downdraught Weber 40 IF3 C carburettors, it produced 360bhp at 7500rpm, endowing the stunning GT4 Berlinatta Boxer with exceptional performance.

    Always referred to as a Flat-12 over-square Boxer, the dimensions of these engines are actually more like those of a V-banked engine with an angle of 180°. Regardless, with a top speed in excess of 175mph and 0-60 in just 5.4 seconds, the GT4 BB was an impressive performer in 1973 and remains so even today. Because of its totally new layout, the Berlinetta Boxer inevitably looked radically different to front V12-engined GT’s of the past. Pininfarina, the Turin-based carrozzeria, had established an almost exclusive relationship with Ferrari stretching back twenty years and were unsurprisingly the designer of choice to clothe the firms new chassis and engine combination. Today, the Boxer stands as a testament to the quality of Italian automotive design in the seventies, period features mixing with an aggressive elegance that will never date. Scaglietti of Modena fabricated the bodywork entirely from steel apart from the doors, front lid and engine cover, all of which were in aluminium. So in vogue during the seventies and eighties, retractable headlights were mounted high up the sweeping front wings. Located above either clear plastic or orange-coloured supplementary light covers, they lent the Boxer a distinctive look albeit one not too unlike Lamborghini’s Countach. Between the retractable headlight pods was a brushed aluminium vent whilst the front lid led up to a rakish teardrop-windowed cabin.

    Flying buttresses swept from the convex back window to the rear wing extremities, the BB's tail being of the Kamm cut-off variety with a minimal overhang. Like the 365 GTC/4 and GT4 2+2, the tail housed triple light clusters either side of the rear facia, a six exhaust set-up having been a rare treat. With its mixture of creases and curves, Pininfarina's stunning Berlinetta Boxer has to rank as one of the most accomplished automotive designs of its era. Importantly though, it remains one of only a few to retain great elegance.

    Inside, the cabin was also created by Pininfarina who managed to combine traditional Ferrari detailing with a cockpit that shared no real componentry or dimensions with any previous models. Trimmed in a manner that befitted such an expensive machine, the Boxer was appointed for high-speed grand touring, the interior bearing little similarity to competition machines of the period. Well-padded, stylish and trimmed in leather, the seats took some cues from previous models but were now less heavily bolstered than before. The leather-covered instrument binnacle and dash became more boxy and less aesthetically pleasing. Traditional Ferrari items like the triple aluminium spoked, leather-rimmed steering wheel and chrome-plated open gate gear shift were included in a cabin that overall should be applauded for its ingenuity and styling. Although launched production-ready at the Paris Salon during October 1973, the first prototype had been seen as long ago as Turin ’71 but nevertheless, Ferrari's new berlinetta caused a sensation and despite some commentators mourning the loss of a front-engined GT, almost everyone agreed the new model was a seriously impressive motorcar. Production continued until late 1976, by which time the successor to this 4.4-litre 365, the new 5-litre 512, had replaced it. 387 GT4 Boxer's were completed in little more than three years, 58 of which were in right-hand drive.
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    40°52'31.17"N............. 29°20'25.48"E

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