VIN: Ferrari F40 chassis 73015

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HISTORY OF CHASSIS 73015

Chassis 73015 was the first of eight F40 prototypes built, seven of which were manufactured in 1987. It first appeared at the Maranello Civic Centre press conference that took place on 21st July 1987. This was the event at which Enzo Ferrari unveiled the F40 to select members of the media.

73015 also starred in a series of promotional images taken at the Fiorano test track.

As a result of the huge coverage generated by the new machine (the F40 was the world’s first 200mph supercar), this, the original prototype, remains perhaps the most widely publicised F40 of all.

Along with the other F40 prototypes, chassis 73015 underwent an intensive test and development programme that took place before the first production cars started to emerge from the factory in 1988.

Chassis 73015 was ultimately destroyed to prove the F40’s crash worthiness as part of the type approval process.

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VIN: the Luca Sartori Ferrari F40 Prototype / F40 GT chassis 74047

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HISTORY OF CHASSIS 74047

Chassis 74047 was the third of eight F40 prototypes. It followed chassis 73015 and 74047.

Between September 10th and 20th, chassis 74047 was displayed at the Frankfurt Motor Show.

Two weeks later, the car was present at the Ferrari Club Italia’s 40 year celebration of the Imola racing circuit.

Ferrari SpA subsequently retained chassis 74047 until 1991. Early in its life, the car began to receive track-focused modifications in preparation for the LM programme.

In late 1991, Ferrari’s official motor sport partner, Michelotto, used 74047 to create a suitable platform to contest the new-for-1992 Italian GT Championship. Six further cars were subsequently built up by Michelotto to what became the official F40 GT specification.

Chassis 74047 was sold to Luca Sartori for the 1992 season.

Although it was his first season of top flight competition, Sartori had a very impressive year. In his eight outings, Sartori posted just one DNF, claimed six second place finishes and took a maiden win in the season finale at Imola.

He finished second in the standings behind champion and fellow F40 driver, Rory Parasitili.

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For 1993, chassis 74047 was further uprated by Michelotto. It was also switched from red with yellow flashes to a new red and white livery. This was in turn changed to a handsome blue and white colour scheme mid-season.

Highlights of Sartori’s 1993 campaign were second at Vallelunga, third at Monza, fourth at Magione and fifth at Imola. Unfortunately, three DNFs meant Sartori was out of the running for championship honours.

Chassis 74047 returned to Michelotto ahead of the 1994 season. That year it was campaigned in white and green Totip livery by Jolly Club.

Luca Sartori was present at four of the ten double header events that made up the ‘94 Italian GT Championship.

Having claimed two wins and a brace of second places, Sartori quit after a double DNF in round four at Vallelunga.

He sold chassis 74047 to Giorgio Schon of the Jolly Club in Milan.

It was later exported to the UK and restored by DK Engineering.

Notable History

Retained by Ferrari SpA

10-20/09/1987 Frankfurt Motor Show

04/10/1987 Ferrari Club Italia 40 Years of Imola celebrations

Subsequently equipped with track-focused upgrades

1991 prepared for competition use by Michelotto

Sold to Luca Sartori

Red livery with Yellow flashes

15/03/1992 IGT Monza (L. Sartori) 2nd oa (#3)
29/03/1992 IGT Vallelunga (L. Sartori) 2nd oa (#3)
24/05/1992 IGT Vallelunga (L. Sartori) 2nd oa (#3)
14/06/1992 IGT Misano (L. Sartori) DNF (#3)
28/06/1992 IGT Mugello (L. Sartori) 2nd oa (#3)
26/07/1992 IGT Misano (L. Sartori) 2nd oa (#3)
20/09/1992 IGT Mugello (L. Sartori) 2nd oa (#3)
25/10/1992 IGT Imola (L. Sartori) 1st oa (#3)

Rebuilt to GT specification

Red & White Brummel livery (changed to Blue & White mid-season)

28/03/1993 IGT Monza (L. Sartori) 3rd oa (#3)
12/04/1993 IGT Magione (L. Sartori) 4th oa (#3)
16/05/1993 IGT Vallelunga (L. Sartori) 2nd oa (#3)
30/05/1993 IGT Misano (L. Sartori) 10th oa (#3)
13/06/1993 IGT Mugello (L. Sartori) DNF (#3)
05/09/1993 IGT Binetto (L. Sartori) DNF (#3)
19/09/1993 IGT Varano (L. Sartori) DNF (#3)
03/10/1993 IGT Imola (L. Sartori) 5th oa (#3)

Jolly Club entry

White & Green Totip livery

20/03/1994 IGT Monza (L. Sartori) 1st oa / 2nd oa (#2)
04/04/1994 IGT Magione (L. Sartori) 10th oa / 9th oa (#2)
24/04/1994 IGT Mugello (L. Sartori) 1st oa /2nd oa (#2)
05/06/1994 IGT Vallelunga (L. Sartori) DNF / DNF (#2)

Later sold to Giorgio Schon (Jolly Club), Milan

Exported to the UK and restored by DK Engineering

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & DK Engineering - https://www.dkeng.co.uk/

Guide: Ferrari Mondial t - a Historical & Technical Appraisal

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BACKGROUND

During the 1950s, the pace of technical development in the automotive industry meant it was unusual for any Ferrari to remain in production for more than a couple of years.

However, by the early 1970s, a shift in manufacturing techniques and rising development costs meant most models stayed in production for much longer. Instead of wholesale changes, updates were phased in every couple of years to keep any given model ahead of the competition.

The 308 GTB / GTS and BB variants were a good illustration of this. Perhaps the ultimate example, though, was the 365 GT4 / 400 / 412 series which, by 1989, had reached its 17th year of production.

Another long-running model from this era was the Mondial which had originally been introduced during 1980 as a replacement for the 308 GT4.

Like the Lamborghini Urraco and Maserati Merak, the 308 GT4 and Mondial utilised a mid-engined layout with 2+2 seating. The concept for all these cars was to provide a practical entry level machine that could steal sales away from the Porsche 911.

In 1989, the Mondial underwent its fourth, final and most radical update: the Mondial t.

Although the model was coming towards the end of its life, Ferrari invested heavily in this final iteration. This was due to the fact that the big 412i had just been discontinued which meant, for the next few years, the Mondial t would be the firm’s only offering with more that two seats.

The ‘t’ was undoubtedly the most heavily revised Mondial of all. It notably featured a new layout for the power unit with the engine now mounted longitudinally while the gearbox was positioned transversely.

This change enabled Ferrari to mount the engine 13cm lower in the chassis which resulted in better weight distribution and improved handling.

Another significant update saw the engine enlarged from 3.2 to 3.4-litres. Power steering and electronically adjustable dampers were also added while a number of cosmetic changes freshened up the design.

The Mondial t was introduced at the Geneva Motor Show in March 1989. As before, it was offered in Coupe and Cabriolet body styles.

It joined a Ferrari line up that included the Flat 12-engined Testarossa and the limited production F40 which ran a twin turbocharged V8. The Mondial t was also sold alongside the 328 GTB / GTS for a few months until the 348 tb / ts arrived in September 1989.

CHASSIS

The Mondial's tubular steel chassis had originally been designed with a removable subframe that allowed the engine, gearbox and rear suspension to be dropped out as a single assembly. This meant the installation of a revised subframe to carry the engine and gearbox in their new positions was comparatively straightforward.

The revised chassis used by the Mondial t was given type number F108 AL/D for the Coupe and F108 AL/DN for the Cabriolet.

The wheelbase was unchanged at 2650mm.

Track was widened by 2mm at the front and 50mm at the rear.

Once again, suspension was fully independent. It comprised double wishbones and coil sprung telescopic shocks at each corner plus anti-roll bars at either end.

New gas-filled Bilstein dampers offered three alternative settings and could be adjusted via a toggle switch on the centre console. They replaced the conventional Koni shocks used on earlier Mondial derivatives.

Other new equipment included the aforementioned power steering which further enhanced the Mondial's refined character.

A larger fuel tank (increased from 80-litres to 96-litres) was located under the rear seats.

The brake system was imported from the outgoing Mondial 3.2. It featured ABS as standard with ventilated discs all round (282mm front / 280mm rear).

The same convex 16-inch Speedline wheels were also used. They measured 7-inches wide at the front, 8-inches wide at the back and originally came shod with either Michelin MXX or Goodyear Eagle tyres.

ENGINE / TRANSMISSION

Of all the normally aspirated V8-engined Ferrari road cars built since 1973, only the 308 GTB of 1975 to 1977 had been equipped with dry-sump lubrication. However, Ferrari returned to this racier arrangement for the Mondial t as well as the subsequent 348 which shared the same longitudinally mounted 3.4-litre engine.

Compared to earlier Mondial engines, the t’s new Tipo F119 DL power unit was uprated with Bosch Motronic M2.5 management which replaced the separate fuel-injection and ignition systems used previously.

An all-alloy construction was retained along with dual overhead camshafts per bank and four valves per cylinder.

Displacement rose from 3185cc to 3405cc thanks to an additional 2mm on both the bore and stroke (now 85mm and 75mm respectively).

The compression ratio was also increased from 9.8 to 10.4:1.

Peak output went from 270bhp at 7000rpm to 300bhp at 7200rpm and 224lb-ft at 5500rpm to 238lb-ft at 4200rpm.

The lower case 't' in the Mondial’s name reflected its unusual transversely mounted five-speed gearbox. Transmission was via a twin-plate clutch and limited-slip differential.

BODYWORK

Thanks to the cosmetic revamp carried out by Pininfarina for the Mondial 3.2 in 1985, only minor changes were deemed necessary for this latest variant.

The most obvious difference was the smaller, re-shaped engine intakes ducts carved out from the subtly re-profiled rear fenders.

Other changes included new body coloured door catches, a discreet Mondial t badge on the tail fascia and low profile pop-up headlights with single rectangular instead of twin circular lenses.

This limited programme of alterations were considered sufficient to see the model through its last few years in production.

As per the Mondial 3.2, body panels were predominantly steel with fibreglass used for just the bumpers.

In order to accommodate a folding canvas soft top, the rear seats in the Mondial Cabriolet were smaller than in the Coupe. For the same reason, the Cabriolet also came with a smaller fuel tank (86-litres instead of 96-litres).

INTERIOR

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Inside, significant changes were made as the cockpit was given a major facelift.

New equipment included a re-shaped instrument binnacle and vertical control panel that linked the dash and centre console.

Large gauges for road and engine speed were split by smaller read outs for water temperature and oil pressure stacked one above the other. More small read outs for fuel and oil temperature were located in each corner.

Two separate groups of modern new switches were located on the centre console and transmission tunnel.

The front and rear seats were completely redesigned. Those in the back now folded down to provide an additional luggage platform. To accommodate this feature, the rear armrest seen on earlier Mondials was deleted.

Elsewhere, redesigned grab panels on the doors now housed the electric window switches (which were moved from the centre console).

The Mondial had always been equipped to a very high specification and this latest example was no different. Standard equipment included leather upholstery, air-conditioning, tinted glass, electric windows and electric mirrors. Audio equipment was normally installed by the supplying dealer.

OPTIONS

A small number of optional extras were available. They included metallic paint, Schedoni luggage and leather upholstery for the dash and headliner.

Additionally, Coupe buyers could specify an electric sunroof while those ordering the Cabriolet could choose a leather instead of canvas tonneau to cover the hood when lowered.

WEIGHT / PERFORMANCE

Ferrari quoted a weight of 1426kg for the Coupe and 1468kg for the Cabriolet (up 16kg and 68kg respectively).

Top speed went from 155mph to 158mph while the 0-62mph time dropped from 6.5 to 6.3 seconds.

USA VERSION

Although Ferrari were edging ever closer to producing a true world market car, there were still some differences between US-spec. examples and those bound for most other markets.

The Tipo F119 G engine used for the US variant featured a special exhaust system with twin silencers and separate catalytic converters for each bank of cylinders. Peak power was 5bhp lower at 295bhp.

USA specification derivatives were easily identifiable on account of their large rectangular side lights attached to each fender.

PRODUCTION CHANGES

Few modifications were made after the Mondial t was launched at Geneva in March 1989.

In 1990, the engine management system was upgraded to Bosch M2.7 and catalytic converters were added to all cars. Peak power dropped to 295bhp as a result.

Towards the end of production, a Valeo manually-operated clutch-less gearbox was added to the options list. This innovative system used an electronic clutch that was actuated as soon as the gear lever was moved. It worked extremely well, but was dropped in favour of the F1-style paddle-shift arrangement adopted on the F355 from 1997.

Less than ten Valeo-equipped cars are understood to have been built.

END OF PRODUCTION

Ferrari stopped building the Mondial t in late 1993.

By this time, 840 Coupes had been completed (45 in right-hand drive). There were also 1017 Cabriolets (51 of which were right-hand drive).

The Mondial was not replaced as Ferrari decided to abandon the mid-engined 2+2 concept.

In total, over 6000 Mondials had been built since the model arrived in 1980.

Ferrari did eventually revisit the idea of a junior 2+2 with the front-engined California of 2008.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

VIN: the Ron Stratton, Hew Dundas & Sultan of Brunei Ferrari 288 GTO chassis 55671

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<<<288 GTO PORTAL
<<<288 GTO FOR SALE

HISTORY OF CHASSIS 55671

Chassis 55671 was the 150th Ferrari 288 GTO produced.

It was originally configured in Rosso Corsa with a Nero leather interior and electric windows.

The first owner was Ferrari main dealer, Ron Stratton. Stratton’s showroom was based on Water Lane in Wilmslow, Cheshire, from where he also represented Rolls Royce, Lotus and AMG.

55671 was Stratton’s personal car. He collected it from the factory on April 24th 1985 and was accompanied back to the UK by Car magazine journalist, Gavin Green. For its journey, the GTO was registered on the temporary export plate, EE 031 AK.

The trip was documented in the July 1985 edition of Car magazine where 55671 starred on the cover.

The story was title ‘Picking Up a Legend’. Green wrote:

“Below 3000rpm, the power is not exceptional. The car accelerates, sure enough, and has excellent tractability right down to 1000rpm, even if you’re in fifth gear. But there’s not the low-down, torque-laden kick in the small of the back which the Ferrari Boxer and the Testarossa can deliver in copious quantities. At around 2000rpm, when accelerating, the little turbo gauge – black, with orange markings like the rest of the instruments – moves off its stopper, and there’s a noticeable helping hand from the twin puffers, already whistling quite audibly. Strong momentum is being gained, but there’s still no power explosion. Wait until around 3000rpm for that. Sure enough, as the thick orange needle continues its swift sweep of the rev counter and passes the 3000 mark, the turbo gauge jumps to 0.8 bar – maximum boost – and the previous distant whistle of the blowers and grumble of the engine is replaced by a blood-curdling howl. The helping hand turns into a full-blooded right jab, and the GTO bolts forward with more ferocity and fire than any road-going supercar in my experience. The effect as the blowers come in, can most accurately be likened to that of a Porsche 911 Turbo when the boost becomes strong. But the power jump is more savage. It’s as though you’re in a glider, in tow behind an innocent prop plane, and the tow rope suddenly becomes intercepted by a low-flying F-111.”

The story also appeared in the August 12th 1985 edition of AutoWeek for which 55671 was again on the cover.

Stratton’s Ferrari was subsequently UK registered B288 GTO.

In April 1986, Stratton put chassis 55671 up for sale. It was purchased in August by serial supercar owner, lawyer and amateur racing driver, Hew Dundas of London.

Dundas was a regular competitor in the Maranello Ferrari Challenge in the UK. Like Stratton, he also loaned 55671 to Car magazine. On this occasion, it went up against Rowan Atkinson’s Aston Martin V8 Vantage Zagato for a track test at Castle Combe. The head-to-head featured in the September 1987 edition of Car magazine, for which 55671 starred on its third cover.

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In 1990, the GTO was for sale at Loxwood Motor Company priced at £1m. It was purchased by a collector in Hong Kong who retained it until 1993.

At this point, chassis 55671 was purchased by the Brunei Royal Family and shipped to Pininfarina where it was converted to right-hand drive. Other work undertaken included a colour change to Dark Slate with a Red swage line and the installation of a full leather interior (in black with red piping).

Pininfarina carried out similar conversions on another three 288s for the Brunei Royal Family during this 1993-1994 period: chassis 56641, 56655 and 57727.

Once landed in Brunei, chassis 55671 was registered BM9988. It remains in Brunei to this day.

Text copyright: Supercar Nostalgia & Car
Photo copyright: Supercar Nostalgia & Car - https://www.carmagazine.co.uk/

Guide: Koenig Specials Ferrari BB - a Historical & Technical Appraisal

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<<<KOENIG FERRARI BB FOR SALE

BACKGROUND

Willy Koenig (Willi König) began racing an Alfa Romeo Giulietta soon after his 20th birthday. He quickly moved on to an Abarth Record Monza complete with 700cc dual overhead camshaft engine and then a DKW-powered Cooper Formula Junior.

During those early days, Koenig raced under the pseudonym Robert Frank to avoid his mother finding out about his activities.

In 1961, Willy Koenig purchased a Ferrari 250 GT SWB Berlinetta (chassis 1875 GT) with which he won the 1962 German Hillclimb Championship.

After a few years off to focus on his burgeoning printing and publishing business, Koenig returned to competition in 1968. He acquired a Ferrari 275 GTB (chassis 07899) and that season, won over a dozen hillclimbs.

For 1969, Koenig upgraded to an ex-Scuderia Brescia Corse Ford GT40 but only contested a handful of events.

Koenig took a second break from motor sport in 1970 as his business continued to grow.

In 1974, he purchased one of the first 365 GT4 BBs imported to Germany. Koenig began to modify the car to improve its performance and became a frequent attendee at track days and Ferrari club events.

It was not long before other BB owners asked Koenig to modify their cars as well.

KOENIG SPECIALS

Within a short space of time, Koenig decided to retire from his publishing business to focus full-time on tuning cars for customers.

In 1977, Koenig opened his first commercial workshop at Schellingstrasse 44 in downtown Munich.

At this stage, Willy Koenig’s BB conversions included simple wheelarch extensions to cover wider wheels and tyres and a rather crude deep front spoiler. In addition to these fibreglass body add-ons, an uprated clutch, custom luggage and sports exhaust system were also offered.

EXPANSION

As the West German economy flourished, the demand for personalised high end motor cars exploded and Willy Koenig’s company found itself at the vanguard of a booming scene; a new generation of customer with seemingly limitless funds was now prepared to pay big bucks for heavily modified Porsches, Ferraris and Mercedes-Benz.

Before long, the list of tuning parts on offer from Koenig Specials had grown substantially. In the early 1980s, the firm moved to a larger headquarters a couple of kilometres away at 3 Mittererstrasse.

In addition to Ferrari BBs, the firm began to offer modified 308s plus E, S and SL class Mercedes-Benz and 6-series BMWs.

Koenig’s creations were taken to the next level with the arrival of Franz Albert to head up the engineering department and chief stylist, Vittorio Strosek.

KOENIG SPECIALS FERRARI BB TUNING KIT

For the BB, Strosek designed a fibreglass bodykit that radically transformed the car’s appearance to something even more extreme than the Lamborghini Countach S.

A new single piece front bumper incorporated a bigger and deeper front spoiler but still housed the standard BB grille and fog lights. Down each flank, Strosek added side skirts.

The new Koenig body kit also featured an integrated flip up spoiler across the trailing edge of the rear bodywork. An optional F1-style aerofoil mounted on twin pylons was offered as well.

To improve cooling, a pair of air boxes could be added on top of the engine cover.

Smaller wing mirrors further improved aerodynamics.

Overall, the effect was visually stunning and Koenig could rightfully claim to offer arguably the most outlandish road car on the market.

However, the Koenig conversion was more than just skin deep - also available were a host of mechanical upgrades.

The full Koenig engine conversion included sport camshafts, racing pistons with special connecting rods and modified cylinder heads with enlarged valves and optimised combustion chambers.

There were also two different exhausts: an entry level sports system that freed up around 30bhp or a full race system with or without flame thrower.

All told, up to 450bhp could be extracted from Ferrari’s venerable all-alloy Flat 12.

While generally described as a Flat 12 over-square Boxer motor, the engine’s dimensions were actually more akin to a V-banked unit with an angle of 180°. The engine was mounted in unit with a five-speed gearbox positioned below the crankshaft. This made the system as compact as possible, but inevitably led to a fairly high centre of gravity.

The engine used in the 365 GT4 BB displaced 4390cc thanks to a bore and stroke of 81mm and 71mm respectively. It featured belt-driven dual overhead camshafts for each bank of cylinders whereas previous Ferrari motors had used chains. It also ran wet-sump lubrication with two separate oil systems per bank. A single distributor was used along with electronic ignition and one spark plug for each cylinder.

Compression was set at 8.8:1 and four downdraught Weber 40 IF3C carburettors were installed. In standard tune, peak output was 360bhp at 7500rpm and 302lb-ft at 3900rpm.

In five-litre trim (as used by the 512 BB and subsequent fuel-injected 512i), bore and stroke were taken out by 1mm and 7mm respectively. This gave an overall displacement of 4942cc. A dry-sump lubrication system was now fitted and compression was increased to 9.2:1. Initially, the four Weber 40 IF3 C carbs were retained. Factory output in this configuration was 340bhp at 6800rpm and 333lb-ft at 4600rpm.

The advent of a Bosch K Jetronic fuel-injection system in 1981 saw peak power and torque developed at 800rpm and 400rpm less respectively.

For the Koenig team to have extracted 450bhp from these engines gives some idea about the quality of their engineering.

The factory’s standard five-speed gearbox was always retained, but a triple-plate clutch was usually installed.

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To improve handling, uprated springs and Koni shocks were normally fitted. Likewise, stopping power was enhanced with uprated discs and calipers. Cockpit-adjustable brake bias was another option.

In the early days, Koenig routinely fitted Cromodora’s wide five spoke centre locking wheels. These 15-inch diameter rims were 9-inches wide at the front (up from 7.5-inches on the standard car) and 11-inches wide at the back (up from 9-inches). The wheels could be painted or highly polished and were normally fitted with Pirelli’s low profile P7 tyres. Wheel spacers could be installed to further widen the track.

Ferrari’s original tubular steel semi monocoque was left unchanged as were the subframes either end that carried the combined engine/gearbox and suspension.

As per the factory specification, the suspension was independent all round with unequal length wishbones, coil springs, telescopic shocks and anti-roll bars. The back end used a twin spring/shock assembly per side to counter the additional weight.

Koenig could equip interiors with state-of-the-art sound systems, special leather finishes and racing harnesses. Small diameter sports steering wheels were often installed along with custom gauges and occasionally, bucket seats.

Later on, Strosek updated the BB body kit to incorporate slatted dummy intakes ahead of the rear wheels and enlarged step-in sections to blend in with the ventilated rear apron. Two central pylons became common for the rear spoiler.

Other new additions included custom centre lock Koenig-BBS three-piece racing wheels. As per the widest Cromodora rims, these measured 9 x 15-inches at the front, 13 x 15-inches at the rear and came shod with low profile Pirelli P7 tyres.

TURBOCHARGING

Arguably the biggest step forward was the advent of aftermarket turbo technology for which Koenig became an industry leader.

In 1983, Koenig Specials began to offer an intercooled forced induction version of the BB engine. It was equipped with two Franz Albert-modified Rajay turbos of the type normally fitted to aircraft.

The result was a motor that pumped out up to 650bhp and gave a top speed of 205mph.

A reinforced gearbox and clutch were fitted along with new pistons and camshafts.

Kevlar body panels were also offered complete with new shoulder-mounted air scoops.

By this time, normally black body trim like grilles and vents were routinely painted body colour.

SUMMARY

Precisely how many BBs were converted by Koenig is unclear. Customers could opt for just the cosmetic accessories or go the whole way and request all the mechanical upgrades.

Additionally, a number of Koenig body kits found their way to England where they were further modified by Emblem Sports Cars in Blandford who were the premier builders of custom Ferraris in the UK.

Text copyright: Supercar Nostalgia
Photo copyright: Koenig - https://www.koenig-specials.com/ & Supercar Nostalgia

VIN: Ferrari F40 chassis 77289

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<<<F40 PORTAL
<<<F40 FOR SALE

HISTORY OF CHASSIS 77289

Chassis 77289 was the first of 68 F40s originally dispatched to the UK. As per the earliest examples, it was equipped with sliding Lexan windows.

77289 was delivered to the British Ferrari distributor, Maranello Concessionaires, in Egham, Surrey. It was registered E274 BGT in July 1988.

During the summer of 1988, the car was displayed at a Castle Combe track day (depicted above) and the Ferrari Owners Club Concours at Brocket Hall (depicted below).

The F40 reputedly then appeared at the British Motor Show in both 1988 and 1989 and was featured heavily in the UK press.

The second owner acquired 77289 in 1991 and retained it until 1998, at which point it was part-exchanged for an F50.

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Guide: Ferrari 348 tb & 348 ts - a Historical & Technical Appraisal

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<<<348 TB / 348 TS FOR SALE

BACKGROUND

The addition of a junior model to Ferrari’s range proved an enormous success. When the firm’s twelve cylinder models were locked out of the lucrative US market for much of the 1970s and early 1980s, these less expensive offerings from Maranello arguably kept the company solvent.

The original V6-powered Dino was produced from 1968 until 1974. By the time it was discontinued, the first in a new line of three-litre V8 models had been introduced. To increase sales, these V8 Ferraris were produced in both two and four seat configurations.

By 1989, Ferrari’s entry level models had been around for 21 years. During this time, over 33,000 had been sold.

In 1985, the Pininfarina-bodied 308 was replaced by the facelifted 328 which took over as Ferrari’s most prolific seller. Handsome looks, outstanding performance and excellent build quality ensured the 328 was the best machine in its class.

However, towards the end of the 1980s, the 328 was beginning to show its age; a new generation of European and Japanese competitors had arrived. If Ferrari was to retain pole position for much longer, a clean sheet design would be necessary.

Accordingly, at the Frankfurt Motor Show in September 1989, Ferrari unveiled the brand new 348.

Like its predecessors, the 348 was available as a Berlinetta (tb) or targa-topped Spider (ts).

CHASSIS

Unlike the Dino, 308, 328 and Mondial (which had all used a conventional tubular steel chassis), the 348 featured a pressed steel monocoque assembly.

It was the first road-going Ferrari to incorporate this type of unitary body shell and was designed from the outset to meet worldwide crash regulations; cars bound for markets like the USA would now share an identical platform to those sold in European markets.

Compared to the outgoing 328, the 348 had a wheelbase extended by 110mm to 2450mm. Track dimensions were widened by 17mm at the front and 103mm at the rear.

As per the 3.4-litre Mondial t (which had been launched earlier in 1989), the 348 had a longitudinally positioned engine mated to a transverse gearbox. Previous junior Ferraris had used a transverse engine layout.

The new arrangement enabled Ferrari to position the engine lower in the chassis. It also meant there was no longer any space for luggage at the back of the car. However, by re-locating the water radiators down each flank and fitting a tyre compressor instead of a spare wheel, load capacity underneath the front lid was dramatically increased.

The 348’s engine and gearbox were mounted on a steel subframe which could be dropped out of the car for easy maintenance.

Suspension was independent all round via double wishbones, coil springs and gas-filled Bilstein dampers. Anti-roll bars were installed at either end.

Brakes were ventilated discs and the ABS was controlled by a Teves Mk2 system.

New 17-inch five bolt alloy wheels measured 7.5-inches wide at the front, 9-inches wide at the rear and were shod with either Pirelli or Bridgestone tyres.

A 95-litre fuel tank was located between the engine and passenger compartment.

ENGINE / TRANSMISSION

The Tipo F119D engine was the same 3.4-litre V8 introduced on the Mondial t at the Geneva Motor Show in March 1989. This in turn was a development of the 90° V8 used by the 308 and 328.

As usual, the block and four valve DOHC heads were fabricated from light alloy. New equipment included Nikasil-coated cylinder liners and dry-sump lubrication.

Bore and stroke had both been increased compared to the outgoing 3.2-litre engine. Bore was taken from 83mm to 85mm and stroke was extended from 73.6mm to 75mm. This gave an overall displacement of 3405cc which represented a 220cc gain over the Ferrari 328.

Compression was upped from 9.8:1 to 10.4:1.

Bosch Motronic M2.5 replaced the old K-Jetronic system.

Peak output was 300bhp at 7200rpm and 238lb-ft at 4200rpm. This compared favourably to the previous model which produced 270bhp at 7000rpm and 224lb-ft at 5500rpm.

The gearbox was a new five speed unit mounted transversely hence the lower case ‘t’ in ‘tb’ and ‘ts’. A twin-plate clutch and limited-slip differential were installed.

BODYWORK

Cosmetically, the Pininfarina-designed 348 resembled a baby Testarossa albeit with softer edges and better proportions. Like its predecessors, the 348 was arguably the best looking junior supercar of its era.

Steel panels were used throughout except for the bonnet and engine cover (aluminium) and the bumpers and sills (fibreglass).

The 348 ts had a removable moulded plastic roof panel which was given a vinyl finish and could be stowed behind the seats.

Although the radiators were fed by massive slatted air intakes carved out from each flank, Pininfarina added a dummy grille at the front of the car to bring the 348 in line with the rest of the range.

Retractable headlights with new rectangular lenses were fitted.

By leaving the side skirts and aprons matt black, Pininfarina gave the 348 a lovely slender profile.

The slatted theme continued on the engine cover and tail fascia. At the back, rectangular light assemblies were concealed behind a matt black grille in a similar fashion to the Testarossa.

Brightwork was practically non-existent and even the prancing horse logos affixed to either end were matt black.

Body coloured wing mirrors were mounted on extended stalks.

To improve airflow, the door release catches were mounted flush with the rest of the panels.

INTERIOR

The 348’s interior was also completely new whereas the transition from 308 to 328 had been a comparatively simple revamp.

Leather upholstery was standard. Connolly hide covered the seats, door panels, instrument binnacle, lower dash, centre console, transmission tunnel and upper rear bulkhead panel.

The upper dash was black vinyl, the headliner was cloth and the rest of the cockpit was carpeted.

The main instrument binnacle housed a 300kmh or 200mph speedo and a 10,000rpm rev counter. In between were smaller gauges for oil pressure and water temperature stacked one above the other. Additional read outs for oil temperature and fuel were located on the centre console.

All instrumentation was orange on black.

A three-spoke steering wheel came with a black leather rim. The handbrake was located to the outside of driver’s seat.

The well bolstered seats were manually adjustable and a traditional open gate gear shift was employed.

Standard equipment included air-conditioning, electric windows and electric mirrors. The wing mirrors also had a heated element that was activated when the heated rear window was turned on.

OPTIONS

Optional extras were limited to metallic paint and Schedoni fitted luggage.

WEIGHT / PERFORMANCE

The 348 tb weighed in at 1393kg and the 348 ts was 5kg heavier.

Top speed of both variants was 171mph and 0-62mph took 5.5 seconds.

USA VERSION

348s destined for the USA, Switzerland, Austria and Sweden came with catalytic converters.

US variants were also fitted with an evaporative emission control system and weighed 85kg more than their European counterparts.

PRODUCTION CHANGES

From chassis 84606 (produced in late 1990), Ferrari dropped the Motronic M2.5 in favour of the updated M2.7 system. At this point, catalytic converters were ushered in for Euro market cars.

Thereafter, only minor changes were made.

They included a Nippon Denso instead of Bosch starter motor (from May 1991) and a single instead of twin-plate clutch (from October 1991).

In late 1992, the battery was moved from the back of the car to the front.

348 SERIE SPECIALE

By mid 1992, the market for high end cars was very different to when the 348 had been launched. A worldwide recession resulted in a slump in demand and many firms were still trying to sell new cars that had been over produced during the boom years.

To try and stimulate sales in the USA, a limited edition 348 Serie Speciale was produced between late 1992 and early 1993.

100 were built (33 tb and 67 ts), all of which featured leather-covered two-piece Kevlar sports seats from the US-spec. F40, a deep front spoiler, body coloured aprons, exposed tail lights, chrome prancing horse badges, widened rear track and a sports exhaust that liberated an additional 10bhp.

348 MARANELLO SPECIALE

UK Ferrari distributor, Maranello Concessionaires, also offered their own factory authorised special edition.

The 348 Maranello Speciale came with body coloured aprons, a deep front spoiler, drilled aluminium pedals, a Challenge steering wheel and sports exhaust system.

Only four were made.

END OF PRODUCTION

At the Frankfurt Motor Show in September 1993, Ferrari launched the updated 348 GTB and 348 GTS which came with all the improvements introduced on the 348 Spider which had itself been unveiled on Rodeo Drive that February.

By this time, 7125 first series 348s had been completed.

This figured comprised 2895 in tb configuration (130 of which were right-hand drive) and 4230 in ts configuration (of which 261 were right-hand drive).

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

Guide: Ferrari GTB Turbo & GTS Turbo - a Historical & Technical Appraisal

<<<FERRARI PORTAL

BACKGROUND

During the energy crisis of the mid 1970s, Italy's government dramatically upped the tax rate for private motor vehicles with engines larger than two litres. Simultaneously, big tax reductions offered to vehicles with under 2000cc enticed several high performance auto makers to launch a new range of sub two-litre variants.

One firm to release a tax break model was Ferrari.

First to arrive was the Ferrari Dino 208 GT4 in late 1974. It was essentially a de-bored 308 GT4 that stayed in production until late 1980.

At this point, two-litre versions of the 308 GTB and 308 GTS were introduced: the 208 GTB and 208 GTS.

The normally aspirated 208 engine was then dropped in favour of a turbocharged motor during 1982. The arrival of forced induction meant Ferrari's home-market special was suddenly endowed with performance more or less on par with the 308 Quattrovalvole.

When 308 production ended in 1985, the 208 Turbo was discontinued.

Customers then had to wait a full year before a two-litre turbocharged version of the new 328 was introduced.

The resultant GTB Turbo and GTS Turbo were launched at the Turin Motor Show in April 1986. The GTB Turbo was a fixed-head Berlinetta while the GTS Turbo was a targa-topped Spider. They joined a Ferrari line up that included the Testarossa, 412i, Mondial 3.2 and 328.

ENGINE / TRANSMISSION

The most fundamental difference between the 328 and these tax break variants was what lay in the engine bay.

At the heart of Ferrari’s latest ‘due-litri’ was a new Tipo F106 N 000 all-alloy 90° V8. Like its big brother, this small displacement unit was equipped with wet-sump lubrication and belt-driven dual overhead camshafts.

Bore and stroke was the same as on the 208 Turbo: 66mm and 71mm respectively. Engine size was 1991cc.

Although there was nowhere to go in terms of stretching displacement, Ferrari made some big power gains by fitting the latest turbo system and upping the compression ratio.

The original KKK turbo was switched for an IHI unit which ran at 1.05 bar compared to 0.6 bar beforehand.

Engine compression was increased from 7.0:1 to 7.5:1.

The intercooler came from Behr, Bosch supplied the K-Jetronic fuel-injection and the electronic ignition was Marelli Microplex.

Output rose from 220bhp at 7000rpm to 254bhp at 6500rpm. There was also much better turbo delivery and considerably more torque (242lb-ft at 4100rpm compared to 177lb-ft at 4800rpm).

The new turbocharged engine was easily identifiable on account of its high-rise natural aluminium intake casting.

Transmission was via a five-speed gearbox (with new ratios), a single-plate clutch and limited-slip differential. As usual, the engine and gearbox were mounted in unit.

CHASSIS

These uprated motors were dropped into tubular steel 328-style chassis with new type numbers: Tipo F106 AB/TR for the GTB Turbo and Tipo F106 AS/TR for the GTS Turbo.

Suspension was fully independent via unequal length wishbones, coil springs and Koni dampers. Anti-roll bars were fitted at either end.

As per the 328, a quicker steering rack was used than the outgoing 308-based variant.

The existing fuel tanks with a combined 74-litre capacity were retained. They were mounted either side of the engine, up against the rear bulkhead.

Ventilated discs brakes were installed all round along with 16-inch Speedline alloy wheels (7-inches wide at the front, 8-inches wide at the rear).

Most cars left the factory on Goodyear or Pirelli tyres.

BODYWORK

The bodywork was largely identical to the 328 apart from some additional cooling features. Easiest of these to identify were then NACA ducts carved out from the sill ahead of each rear wheelarch and the five exhaust cooling louvres cut from the rear bumper.

Another unique feature was the engine cover which now had a bigger power bulge to accommodate the intercooler.

Like the 328, twin electric wing mirrors were fitted as standard. Also standard on the GTB Turbo and GTS Turbo was a matt black basket handle rear aerofoil.

All things considered, the 328 and its small displacement cousin were blessed with some of the most handsome bodywork of the era. Pininfarina's design was extremely popular in period and has aged better than most of its contemporaries. Extravagant use of grilles, spoilers and phoney ducts was rife at the time, but Pininfarina resisted the urge to be swayed by short-term fashion.

INTERIOR

Much like the exterior, the interior was lifted almost straight from the 328.

The only new features were cloth seat centres as standard, Turbo script on the glovebox (instead of GTB or GTS) and a boost gauge in the main instrument binnacle.

Everything else was pure 328.

The 328 cockpit had been given a major update over the 308 Quattrovalvole. The centre console was revised, all the switchgear was revamped, a new supplementary control panel was added to the dash and orange-on-black instrumentation replaced white-on-black.

There were also new seats and door panels and the handbrake was moved from the centre console to the floor outside the driver’s seat.

Directly behind the three-spoke leather rimmed steering wheel were large read outs for road and engine speed. In between was the boost gauge, above which were additional instruments for oil pressure and water temperature.

A clock, oil temperature gauge and fuel read out were located centrally in the cockpit above the audio system and ventilation controls. The rest of the switchgear was mounted on the centre console behind the gear lever.

OPTIONS

The options list comprised leather seats, metallic paint, air-conditioning, fitted luggage, Pirelli P7 tyres and a full leather interior that extended to the dash, headlining and rear window surround.

WEIGHT / PERFORMANCE

Weight was 1265kg for the GTB Turbo and 1275kg for the GTS Turbo (a 2kg gain on the 328 in both instances).

Both variants had a top speed of 157mph and 0-62mph time of 6.2 seconds.

END OF PRODUCTION

These were the last of Ferrari’s tax break specials.

Production continued for three years at which point the 348 replaced the 328.

In total, 308 examples of the GTB Turbo were built. Ferrari manufactured 828 cars in GTS Turbo trim.

All were left-hand drive.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

Guide: Ferrari Mondial 3.2 - a Historical & Technical Appraisal

<<<FERRARI PORTAL
<<<MONDIAL 3.2 FOR SALE

BACKGROUND

At the Frankfurt Motor Show in September 1985, Ferrari launched the third evolution of their Mondial line.

Displayed alongside the new 328 (which replaced the outgoing 308), the 328 and Mondial 3.2 were the final act in Ferrari's range-wide mid-eighties revamp.

During the twelve months prior, new and facelifted models had been launched in line with current fashion. This programme had already seen the BB replaced by the Testarossa and the 400i with the 412i.

Whereas the 328 was a strict two-seater available as a Berlinetta (GTB) or targa-topped Spider (GTS), the Mondial 3.2 was a slightly more refined model that offered 2+2 seating and either Coupe or full Cabriolet bodywork.

Designated 3.2 on account of its new 3.2-litre engine (identical to the one used in the 328), it was the prettiest, most powerful and best driving Mondial yet.

Priced at around 10% more than a 328, Ferrari’s V8 models were offered alongside the aforementioned Testarossa (a mid Flat 12-engined Berlinetta) and the 412i (a front V12-engined four seater). Mid-way through production, Ferrari also launched the F40 which effectively replaced the recently discontinued 288 GTO as the firm’s limited-production flagship.

CHASSIS

Although the most significant technical modifications made to the Mondial 3.2 focused on its engine, a number of enhancements were also made to sharpen the driving experience. These included a quicker steering rack and front track widened by 25mm for better turn in. Rear track was made 7mm narrower and the fuel tank (mounted underneath the rear seats) was reduced in capacity from 87 to 80-litres.

As usual, the Mondial 3.2’s tubular steel chassis was given a new designation: Tipo F108 CL 100 for the Coupe and Tipo F108 CS 100 for the Cabriolet. Both variants came with a removable rear subframe that enabled the engine, gearbox and rear suspension to be removed as a single assembly.

Fully independent suspension comprised unequal length wishbones, coil springs and Koni dampers plus anti-roll bars at either end.

Ventilated disc brakes were fitted at each corner.

By 1985, Michelin's metric TRX tyres were still in service and required correspondingly-sized wheels. The Mondial 3.2 came with a handsome new set of five spoke Speedline rims that featured a distinctive convex star-pattern design.

ENGINE / TRANSMISSION

Engine-wise, the wet sump all-alloy 90° V8 used by the Mondial Quattrovalvole was enlarged from three to 3.2-litres. Bore and stroke had both been increased by 2mm (to 83mm and 73mm respectively). This meant displacement rose from 2926cc to 3185cc.

New high lift camshafts, redesigned piston heads and aluminium rather than steel in-liners were also fitted.

Compression was increased from 9.2:1 to 9.8:1 and the horsepower rating jumped from 240bhp to 270bhp at an unchanged 7000rpm. Torque was also improved considerably with 224lb-ft now on tap at 5500rpm compared to 192lb-ft at 5000rpm.

Bosch K-Jetronic fuel-injection was retained and there was a new Marelli Microplex electronic ignition system.

The 3.2 engine was easily identifiable thanks to its bright red intake box complete with Ferrari 3200 Quattrovalvole script.

Although technically identical to the DOHC four valve 328 engine, Mondial units were given their own unique type designations: F105 C 000 for the Coupe and F105 CS 000 for the Cabriolet.

As usual, the engine was mounted transversely and in unit with the five-speed manual gearbox. Transmission was via a single-plate clutch and limited-slip differential.

BODYWORK

Perhaps because the Mondial 8 had only been around for a couple of years when Ferrari introduced the Quattrovalvole variant in early 1982, the design wasn't deemed old enough to warrant a cosmetic makeover. However, by 1985, it was looking a little dated, particularly the heavy Cr 25-inspired black bumper treatment.

Accordingly, Pininfarina added new fibreglass body-coloured bumpers and a slim matt black valance that wrapped all the way around the car to give it a slimmer profile.

New front light clusters matched those of the 328. They contained the indicators, fog lights and reflectors in a single cluster.

At the back, the four-outlet exhaust was given a neat shroud that featured full width louvres to improve cooling.

Despite everything above the swage line staying unchanged, the 3.2's reworked bumper and sill treatment transformed the Mondial into a fine looking motor car. With the similarly updated 328 and 412i (plus the wild new Testarossa), Ferrari had its most visually appealing product line up for many a year.

INTERIOR

The original Mondial 8's dated switchgear had been replaced when the Quattrovalvole arrived in 1982.

Most of the updated equipment was still deemed perfectly acceptable. However, a new instrument binnacle with softer corners was installed and the instrumentation was switched to orange-on-black instead of white-on-black.

Another update saw the old aluminium door catches that were mounted on the armrest deleted in favour of new black plastic door pulls located ahead of the grab handle. There was also a new storage bin housed between the rear seats but the seats themselves were unchanged.

Leather upholstery was standard. Connolly hide covered the seats, lower door panels, lower dash and centre console. The upper dash and upper door panels were trimmed in black leatherette.

Air-conditioning, tinted glass, electric windows, electric mirrors and a stereo with electric aerial were standard on both body styles. The Coupe also came with a heated rear windscreen.

OPTIONS

Fitted luggage and metallic paint could be specified at extra cost.

The Coupe could be ordered with an electric sunroof.

Cabriolet buyers could add a leather hood tonneau.

WEIGHT / PERFORMANCE

Weight was 1410kg for the Coupe and 1400kg for the Cabriolet.

Ferrari quoted a top speed of 155mph and 0-62mph time of 6.5 seconds for both variants.

USA VERSION

Mondial 3.2s destined for the USA had a variety of extra safety and emissions equipment to include catalytic converters, a reinforced rear bulkhead and more effective bumpers.

Thankfully, output differences between regular and US variants had been reduced since the introduction of fuel-injection and four valve cylinder heads.

In this instance, the American Mondial 3.2 developed just 10bhp less than Euro market cars (260bhp at an unchanged 7000rpm).

The extra equipment did mean a weight penalty of over 100kg though.

Mondial 3.2s built to US specification were identifiable by their rectangular side marker lights and all-amber upper front light clusters.

PRODUCTION CHANGES

Following its introduction at the Frankfurt Motor Show in September 1985, relatively few changes were made during the Mondial 3.2's life.

In late 1987, a leather dashboard, leather headlining and ABS brakes were added to the options list.

The anti-locking brake system subsequently became standard equipment in 1988.

END OF PRODUCTION

Production ended in early 1989, by which time 1797 examples had been completed.

This figure comprised 987 Coupes and 810 Cabriolets. Of these, 91 Coupes and 57 Cabriolets were built with right-hand drive.

The 3.2 made way for the last-of-the-line Mondial t which most notably had its new 3.4-litre engine mounted longitudinally instead of transversely.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

Guide: Ferrari Pininfarina Pinin - a Historical & Technical Appraisal

<<<FERRARI PORTAL

BACKGROUND

To celebrate Pininfarina's 50th anniversary, a special Ferrari concept car was created for the 1980 Turin Motor Show.

Named in honour of Pininfarina’s founding father, Battista 'Pinin' Farina, the low slung Pinin saloon remains the only officially sanctioned four-door Ferrari.

In the mid 1990s, a small number of four-door conversions were carried out by Pininfarina on the 456, but these were executed at the request of a special customer (the Sultan of Brunei) and there was no factory involvement.

The Pinin was pitched as a potential rival for the Maserati Quattroporte and Aston Martin Lagonda. Had it gone into production, a four door Ferrari would almost certainly have attracted customers from Rolls Royce, Bentley and Mercedes-Benz as well.

However, although the feasibility of producing a car like the Pinin was seriously considered, Enzo Ferrari eventually killed the programme citing development costs as his primary reason.

Nevertheless, the Pinin gave a tantalising glimpse of what the world’s fastest four-door saloon may have looked like in the early 1980s.

CHASSIS

Constructed on a customised 400 GT chassis (number 1.01.200) the Pinin’s wheelbase was extended by 50mm to free up additional rear cockpit space. The chassis was further modified to accept a longitudinally-mounted carb-fed Flat 12 engine from the 512 BB (unlike the standard 400 which used a conventional V12).

The decision to install a BB motor was because its Flat 12 power unit enabled the designers to adopt a much lower hood profile. As the Pinin was a non-running show car, the engine and gearbox originally lacked internals.

Suspension was imported directly from the 400; it was independent all round with unequal length wishbones, coil springs and telescopic Koni shocks. Anti-roll bars were fitted at either end.

The Pinin also came with power steering, a self-levelling rear axle and four wheel ventilated disc brakes.

Brand new Michelin-shod alloy wheels were given a turbine design to extract hot air away from the brakes. They were later copied for the 1989 Mythos concept and the 1994 F512 M.

ENGINE / TRANSMISSION

Although commonly described as a Flat or Boxer motor, Ferrari’s BB engine was actually more akin to a 180° Vee.

The Tipo F102 B 000 unit adopted by the Pinin produced 340bhp at 6800rpm which compared favourably to the 280bhp Aston Martin Lagonda Series 2 and the 276bhp Maserati Quattroporte Series 3 (both of which used V8s).

Ferrari’s dry-sumped all-alloy dual overhead camshaft engine was extremely refined for such a high performance motor.

It displaced 4942cc thanks to a bore and stroke of 82mm and 78mm respectively. The compression ratio was 9.2:1 and four Weber 40 IF3 C downdraught carburettors were originally installed.

Peak torque was 333lb-ft at 4600rpm.

Whereas the 512 BB had its gearbox mounted in unit with the engine (below the crankshaft), the Pinin adopted a more traditional transaxle layout, as per the 400.

BODYWORK

Compared to other Italian coachbuilders, Pininfarina had a reputation for conservative design; style and elegance were routinely favoured over the latest fashions.

The Pinin was the kind of discrete high end saloon favoured by captains of industry, especially in Italy. Its low profile nose housed a large aluminium grille either side of which were slim Lucas headlights with a multi-parabolic reflective surface.

Underneath the headlights were combined auxiliary / indicator clusters that were later copied for the Ferrari Testarossa, Mondial 3.2 and 328.

The Pinin’s smoked windows lay flush with the colour matched A and B pillars. This gave the effect of a single piece of glass wrapping all the way around to the body-coloured C pillars. At the prototype stage, the windows were fixed in place and could not be raised or lowered.

To improve aerodynamics, the windscreen wipers were mounted below an electric panel when not in use.

The simple notchback tail fascia incorporated an impact absorbing bumper and clear tail light clusters that went on to become a staple of automotive design.

INTERIOR

Tan leather with matching carpet was used to upholster the completely new interior.

A state-of-the-art instrument binnacle featured push-button controls either side of a recessed digital fascia that lit up when the ignition was switched on.

The rather un-Ferrari-like three-spoke steering wheel was trimmed in tan leather to match the rest of the interior.

Pininfarina installed a central console that sloped down towards the occupants. It housed a variety of touch-sensitive switches and a black insert was applied to match the instrument binnacle.

Front and rear overhead consoles included switches for the electric memory seats and interior lighting.

Thanks to the extended wheelbase and slim front seats, there was plenty of legroom for all passengers.

The individual rear seats were split by a wide armrest upon which was another inverted binnacle similar to the main dashboard. This one featured a grab handle either side of a digital display that housed controls for the windows and audio system.

Another luxurious touch was an electric blind for the rear windscreen.

SUBSEQUENT HISTORY

At the Turin Motor Show (April 1980), the Pinin was displayed alongside some of Pininfarina's most celebrated creations.

It then went on to star at the Los Angeles and Detroit Motor Shows in 1981 and was seriously considered for production. However, in 1983, Enzo Ferrari decided once and for all his firm couldn't afford to invest in a new model line and, since then, the idea of a four-door Ferrari has not been revived.

During the mid 1980s, the Pinin was sold to Ferrari’s Belgian distributor, Jacques Swaters of Garage Francorchamps.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & RM Sotheby’s - https://rmsothebys.com/

Guide: Ferrari Mondial Quattrovalvole - a Historical & Technical Appraisal

<<<FERRARI PORTAL

BACKGROUND

Between 1979 and 1981, Ferrari switched all of its production engines from carburettors to fuel-injection. This initially led to a slight drop in power, but the trade off was reduced emissions, improved reliability, easier maintenance and much-improved cold starting.

By 1982, the power deficit of Ferrari’s early fuel-injected V8 engines was practically eradicated thanks to a new Quattrovalvole four valve cylinder head.

As the priciest V8 available from Maranello, the Mondial was the first V8 Ferrari to come equipped with the four valve engine. The 308 followed a few months later.

The Mondial was originally expected to outsell Ferrari's two-seat models by virtue of its more practical 2+2 layout. However, the Mondial ultimately proved less popular than anticipated for several reasons.

In addition to costing about 10% more than a 308 GTB, the Mondial was dynamically inferior and nothing like as pretty. Significantly, the rear seats were only spacious enough for small children which meant, in the real world, the Mondial was only a fraction more practical than a 308.

Nevertheless, the Mondial undeniably brought some customers to Ferrari that would otherwise have chosen a Porsche 911, Mercedes SL, Jaguar XJS or BMW 6-series.

The first Mondial derivative, the Mondial 8, was launched at the Geneva Motor Show in March 1980. It replaced the Bertone-designed 308 GT4 which had been the first mid-engined Ferrari 2+2.

As Bertone’s wedge design for the 308 GT4 was not terribly well received, Ferrari returned to Pininfarina for its successor.

The Mondial Quattrovalvole was unveiled at the Geneva Motor Show in March 1982.

ENGINE / TRANSMISSION

This latest iteration’s most significant new feature was the Tipo F105 A 000 four valve engine which was identifiable by a bright red intake casing with Ferrari Quattrovalvole script.

In addition, the revised motor featured flat-top pistons and Nikasil-lined cylinder heads (instead of cast iron).

Displacement remained unchanged at 2926cc thanks to a bore and stroke of 81mm and 71mm respectively.

Ferrari’s all-alloy 90° V8 employed wet =-sump lubrication, belt-driven dual overhead camshafts, Bosch K-Jetronic fuel-injection and Marelli Digiplex electronic ignition with a separate coil, distributor and ignition module for each bank of cylinders.

Compression was raised from 8.8:1 to 9.2:1 and power jumped from 214bhp to 240bhp at an unchanged 7000rpm. The torque rating was improved from 179lb-ft at 4600rpm to 192lb-ft at 5000rpm.

Like all Ferrari's normally aspirated V8 production models of the era, the Mondial's engine was mounted transversely in unit with the five-speed gearbox which was located below and to the rear of the sump.

Together with the rear suspension, the engine and gearbox were bolted to a removable subframe for easy maintenance.

CHASSIS

The Mondial’s tubular steel chassis was given a new designation (Tipo F108 BL 100). The only update concerned the fuel tank (mounted underneath the rear seats) the capacity of which was enlarged from 84-litres to 87-litres.

Suspension was fully independent with unequal length wishbones, coil springs, Koni dampers and anti-roll bars at either end.

Ventilated disc brakes were fitted all round and ran off a separate hydraulic system for each axle.

Wheels were the same Cromodora 18TR 390 five spoke rims designed for Michelin's metric TRX tyres.

BODYWORK

Externally, the Mondial 8 and Quattrovalvole were identical except for the tail script; the original natural alloy rectangular badge was exchanged for black lettering with a white inset as used on the 308. This meant the door handles were the solitary area of brightwork left on the car.

Otherwise, the only change saw the previously optional electric passenger-side wing mirror added to the list of standard equipment.

Two years after its original launch, the Mondial still looked good. Ironically though, its biggest commercial problem was perhaps the older 308. Stood alongside one another, the Mondial was definitely the ugly sister, but this was more to do with the impossible task of elegantly packaging a mid-engined 2+2 as opposed to Pininfarina losing their touch.

INTERIOR

Although the bodywork was practically unchanged, a few subtle improvements were made to the interior.

The centre console was redesigned, the switchgear was updated and the stereo was moved from behind the gear lever to in front of it.

The centre console was also home to those controls that were originally located in a separate now deleted panel underneath the lower dash.

A Quattrovalvole script was added to the glovebox and the new steering wheel had solid rather than louvred spokes.

The seats were unchanged, but each door panel was modified to accommodate a bigger elasticated pocket.

Wing mirror controls were moved from the centre console to the driver’s door.

Mondials were always very highly equipped. As standard they came with air-conditioning, tinted glass, a heated rear windscreen, electric windows, electric mirrors, a stereo with electric aerial and full leather upholstery.

As before, instrumentation comprised a large speedometer and rev counter located directly behind the leather-rimmed steering wheel. Smaller read outs for oil pressure, oil temperature, water temperature and fuel were located on the inner corner of the binnacle. An array of warning lights were scattered in between. A bank of touch-sensitive switches were housed in the outer corner of the binnacle.

OPTIONS

Optional extras included metallic paint, an electric sunroof and fitted luggage.

WEIGHT / PERFORMANCE

Weight was reduced by 15kg over its predecessor (now 1430kg).

Top speed rose from 143mph to 150mph and the 0-62mph time dropped by seven tenths to 6.3 seconds.

USA VERSION

Mondial Quattrovalvoles exported to the USA came with a variety of additional safety and emissions equipment.

Engines were fitted with catalytic converters, revised Marelli Digiplex ignition and lower compression ratios (down to 8.6:1 from 9.2:1).

As a result, output dropped to 230bhp at 6800rpm but the torque rating was unchanged.

Externally, US versions could be identified by way of rectangular side marker lights, an extra rear bumper insert and a deep exhaust shroud.

Inside, several additional warning lights were added.

Owing to a reinforced rear bulkhead and bigger bumpers, weight was up by 80kg.

The US specification was also adopted by some other markets to include Japan and Australia.

MONDIAL QUATTROVALVOLE CABRIOLET

18 months after the Mondial Quattrovalvole was launched, Ferrari unveiled a Cabriolet during an international owners club meet in September 1983. It was the first full convertible Ferrari had offered since the 365 GTS/4 went out of production in 1973.

The Cabriolet featured a manually operated canvas hood that mimicked the Coupe's cabin profile.

Rear seat space was reduced in order to accommodate the roof mechanism. The rear quarter windows (fixed on the Coupe) could now be electrically raised and lowered.

To reduce chassis flex, strengthening gussets were inserted by the door hinges and shut posts. The side sills were also beefed up.

The Cabriolet’s chassis was designated Tipo F108 BS 100. Surprisingly, it weighed exactly the same as the Coupe.

Although there were no mechanical differences between the two body styles, Cabriolets came with engines that bore type number F105 AS 000.

The only new option was a leather instead of canvas cover for when the roof was lowered.

END OF PRODUCTION

Production of both variants continued until late 1985. By this time 1145 Coupes and 629 Cabriolets had been completed. Of these, 152 Coupes and 24 Cabriolets were right-hand drive.

The Mondial Quattrovalvole was replaced when the facelifted Mondial 3.2 was launched at the Frankfurt Motor Show in September 1985.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

Guide: Ferrari Mondial 8 - a Historical & Technical Appraisal

<<<FERRARI PORTAL

BACKGROUND

In 1973, Ferrari launched a new type of model that combined a 2+2 seating layout with a mid-engined configuration. Known as the Dino 308 GT4, it was powered by Ferrari’s first production V8 engine.

Ferrari hoped that adding a pair of rear seats to a junior model would drive much higher sales; Porsche’s 911 was the benchmark at around 10,000 deliveries per year.

However, while Ferrari’s new V8 engine proved an absolute gem, the 308 GT4's flawed packaging and a downturn in the global economy massively restricted sales. The rear seats were only suitable for very small children and Bertone’s wedge design did not meet with universal approval.

Nevertheless, the 308 GT4 remained in production for seven years and over 3600 were delivered (a figure that included a two-litre tax break version for the Italian market).

In light of the criticism aimed at the 308 GT4, its replacement, the Mondial 8, was longer, wider and taller in order to provide customers with a more spacious cockpit. Ferrari also returned to Pininfarina for the styling. Maranello’s brief affair with the fashionable Bertone studio yielded just one model plus a unique 1976 show car known as the 308 GT Rainbow.

Unveiled at the Geneva Motor Show in March 1980, Ferrari named the Mondial after their famous line of four-cylinder sports racing cars cars from the 1950s.

The new Mondial stayed in production until 1993. It evolved through four key derivatives: Mondial 8, Mondial Quattrovalvole, Mondial 3.2 and Mondial t.

The Mondial 8 was only available as a Coupe, but all three subsequent iterations could be ordered as Cabriolets as well.

The Mondial 8 joined a Ferrari line up that comprised the front V12-engined 400i four seater, the mid-Flat 12-powered 512 BB and the two-seat 308 GTB / GTS which, like the Mondial, also came with a mid-mounted V8.

CHASSIS

Compared to the 308 GT4, the Mondial’s new Tipo F108 AL 100 tubular steel chassis had a wheelbase extended by 100mm to 2650mm. Track was widened by 35mm at the front and 57mm at the rear. Steel was used instead of fibreglass for the floor, inner arches and front bulkhead.

Twin fuel tanks had a combined capacity of 84-litres (up from 80). They were again mounted underneath the rear seats.

Aside from new spring and damper rates (to counter extra weight), the Mondial's independent suspension layout was practically identical to the other 308 models. It consisted of unequal length wishbones with coil springs and telescopic Koni dampers. Anti-roll bars were fitted at either end.

Four-wheel ventilated disc brakes ran off separate hydraulic systems for each axle.

The five spoke Cromodora light alloy wheels were designed for Michelin's new metric TRX low profile tyres. Special metric-sized wheels were created for the 240/55 VR 390 tyres.

ENGINE / TRANSMISSION

In the engine bay was the first fuel-injected version of Ferrari's all-alloy 90° V8. Later in 1980, this same power unit would be fitted to the new 308 GTBi and 308 GTSi.

Ferrari had already switched their V12 engine over to fuel-injection in 1979 (with the 400i) and the Flat 12-powered BB followed in 1981 (with the 512i BB). However, neither of these models was US compliant which meant American dealers only had V8-engined Ferraris to offer.

As before, the engine and five-speed gearbox were mounted in unit. This assembly (together with the rear suspension) was bolted to a subframe that could be dropped out out of the car for easy maintenance.

The transversely mounted Tipo F106 B 000 engine featured belt-driven dual overhead camshafts, two valves per cylinder and wet-sump lubrication.

It displaced an unchanged 2926cc thanks to a bore and stroke of 81mm and 71mm respectively. The compression ratio was also the same at 8.8:1.

New equipment included Bosch K-Jetronic fuel-injection and Marelli Digiplex electronic ignition.

Peak output was 214bhp at 6600rpm and 179lb-ft at 4600rpm.

BODYWORK

Ferrari returned to regular design partner Pininfarina for a body and interior, but the mid-engined 2+2 layout was no easier to work with today than it had been when the 308 GT4 was conceived; if the outside proportions were correctly balanced, the rear seat area was always too small.

Body panels were fabricated from steel with aluminium used for the front lid and engine cover.

The Mondial continued the trend for less brightwork as black body trim took over. Black finish was used for the window frames, wing mirror, windscreen wipers, side sills, lower rear apron and the plastic bumper mouldings. Unusually, black finish was also applied to the trailing edge of the roof and rear buttresses.

Each pop-up headlight housed two lights. Further up the nose was a full width bank of body coloured radiator cooling vents.

Another full width grille (this time left in natural alloy) was shrouded by the lower nose panel which had an integrated chin spoiler. Supplementary front lights were housed in the chunky Ferrari Cr 25-inspired bumper.

Distinctive engine cooling ducts with body coloured grilles were added behind each door. Pininfarina had used a simple scalloped intake on the Dino GT and 308 GTB / GTS. The more elaborate Mondial type was followed by even greater styling trickery on the subsequent Testarossa and 348.

The louvred engine cover and boot lid were separate lift up panels.

The tail fascia incorporated 308 lights, a thick black bumper and dual exhausts per side.

INTERIOR

Everything in the brand new cockpit was a big improvement. Better quality materials were used, the specification was higher and the design was more elegant.

Importantly, the Mondial’s larger dimensions meant there was significantly more space on offer, especially in the rear.

Leather upholstery, air-conditioning, tinted glass, a heated rear windscreen, electric windows, a driver’s electric door mirror and a stereo with electric antenna were all fitted as standard.

The upper dash was upholstered in black vinyl and incorporated a boxy modern instrument binnacle that housed all the major instrumentation.

A large speedometer and rev counter were located directly behind the leather-rimmed steering which came with three louvred black spokes to match the dash fascia. Smaller read outs for oil pressure, oil temperature, water temperature and fuel were located on the inner corner of the binnacle. An array of warning lights were scattered in between. A bank of touch-sensitive switches were housed in the outer corner of the binnacle.

OPTIONS

As the standard specification was so high, the options list was fairly limited.

It included metallic paint, an electric sunroof, a passenger side wing mirror and fitted luggage.

USA VERSION

Mondials bound for the USA came with a range of modifications, many of which also appeared on cars destined for Australia and Japan.

Cosmetic differences were limited to rectangular side markers, an extra rear bumper insert and a matt black exhaust shroud.

Under the skin, several safety features were added to include a reinforced rear bulkhead and bigger bumper structures.

The engine was fitted with catalytic converters and different Marelli Digiplex electronic ignition. Power output dropped to 205bhp at an unchanged 6600rpm. The torque rating was unchanged.

Some extra dash warning lights were also fitted.

Overall, the US Mondial 8 weighed in 80kg heavier than standard.

WEIGHT / PERFORMANCE

The rest of the world Mondial 8 weighed 1445kg.

It had a 143mph top speed and 0-62mph time of seven seconds.

END OF PRODUCTION

Production lasted for two years before the Mondial Quattrovalvole arrived.

703 Mondial 8s were built of which 145 were right-hand drive.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

Guide: Ferrari 512i BB - a Historical & Technical Appraisal

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<<<512I BB FOR SALE

BACKGROUND

The first fuel-injected production Ferrari, the V12-powered 400i, was launched in 1979.

Fuel-injection superseded carburettors because it offered reduced consumption, lower emissions, improved throttle response, easier cold starting and simplified maintenance.

Ferrari next incorporated the system to its V8-engined Mondial and 308 in 1980.

Naturally, a fuel-injected BB followed to complete the range.

Launched at the Frankfurt Motor Show in September 1981, the 512i BB was Ferrari's flagship two seater and rival to the Lamborghini Countach S.

By the time the 512i was introduced, the BB had established an impressive racing pedigree. A few months earlier, the BB LM of French Ferrari importer, Charles Pozzi, finished fifth overall and first in class at the 1981 Le Mans 24 Hours.

However, despite its less polluting credentials, this latest BB production model was still not approved for sale in the USA, although fuel-injection did make it easier for grey imports to meet Federal emissions legislation.

At the time, Unites States dealers only had the V8 engined models to offer as the 400i was also excluded from Ferrari’s biggest market. Fortunately, when the Testarossa replaced the BB in 1984, Ferrari at last had a twelve cylinder model they could supply to American buyers (for the first time since 1973).

Regardless of what was going on in the US, Ferrari customers around the rest of the world were able to enjoy the most refined and exploitable BB yet.

The 512i had a torquier engine along with several other minor detail alterations. It joined a Ferrari line up that comprised the four seat front-engined 400i, the mid-engined 2+2 Mondial 8 and the two-seat 308 which could be ordered as a GTBi or targa-topped GTSi.

CHASSIS

Although the BB’s tubular steel semi monocoque chassis was essentially unchanged, it was nevertheless given a new type number: F102 CB 100.

As before, the wheelbase was 2500mm and subframes either end carried the combined engine / gearbox and suspension.

The suspension was independent all round with unequal length wishbones, coil springs, telescopic shocks and anti-roll bars. The back end used a twin spring / shock assembly per side.

Brakes ran off a separate hydraulic circuit for each axle with servo-assisted ventilated discs at each corner.

Having previously used Michelin’s traditional XWX tyres, Ferrari switched the 512i onto the French company’s latest low-profile TRX range. As TRX tyres were metric rather than imperially-sized, new versions of the five-spoke light alloy Cromodora centre lock rims were created. They had a circa 16-inch diameter and measured just under 9.5-inches wide which led to slightly wider track.

Twin fuel tanks with a combined capacity of 120-litres were mounted up against the rear bulkhead in the engine bay.

ENGINE / TRANSMISSION

The BB's 180° all-alloy Flat 12 was the last Ferrari production car engine to make the switch to fuel-injection. Bosch K Jetronic was the system of choice and replaced the outgoing bank of four triple-choke Weber downdraught carburettors.

New electronic Marelli Digiplex ignition was fitted along with a single distributor and one spark plug per cylinder.

Like the carb-fed 512 BB, dry-sump lubrication was retained as were two-valve DOHC cylinder heads. Four valve heads would not arrive until the Testarossa was introduced.

Designated Tipo F101 A 000, the 512i engine displaced an unchanged 4942cc thanks to a bore and stroke of 82mm and 78mm respectively.

The 9.2:1 compression ratio was also carried over from its predecessor.

While peak power stayed at 340bhp, this was now developed at 6000rpm which was 800rpm lower than before.

The torque rating also improved: 333lb-ft at 4200rpm compared to at 4600rpm.

Ferrari positioned the motor longitudinally and in unit with a five-speed gearbox located below the engine’s crankshaft.

Transmission was via a ZF limited-slip differential and hydraulic twin-plate clutch. Gear ratios from the 512 BB were retained.

BODYWORK

Pininfarina had already given the BB a subtle facelift in 1976 and, five years on, little was required by way of cosmetic surgery.

At the front, clear reflectors were inserted to the upper lip of the bumper and the fog lights were exposed instead of mounted behind the intake grille.

The NACA duct ahead of each rear wheel was painted black, the exhaust shroud was widened to accommodate a pair of fog lights and there was a new 512i BB tail badge.

Despite fashion having shifted dramatically since the BB’s introduction, Pininfarina resisted the urge to follow the direction taken by the Lamborghini Countach and De Tomaso Pantera.

All three cars had early seventies origins, but whereas the BB aged gracefully and remained true to its original form, the Countach and Pantera sprouted dramatic wheelarch extensions and huge spoilers.

INTERIOR

Cockpit-wise, the BB changed little either.

Central locking was a new addition, but the only other update was a leather rimmed steering wheel with black instead of alloy spokes.

Otherwise, the spacious two-seat cockpit retained the same features that appeared on previous BB derivatives.

Leather was used to upholster the seats, dash, door panels, transmission tunnel and sill covers with carpet pretty much everywhere else.

Air-conditioning, electric windows and a stereo were standard.

Directly behind the steering wheel was the main instrument binnacle which housed large read outs for engine and road speed with smaller instruments for oil pressure and water temperature in between.

Two additional read outs were located either side of the main binnacle. On the outer side, Ferrari fitted an oil temperature gauge and clock. In the centre of the dash above the audio system was an ammeter and fuel level indicator.

OPTIONS

Optional extras included new Zegna wool seat inserts, leather headlining and the ‘Boxer’ paint scheme with satin black lower body sections.

WEIGHT / PERFORMANCE

Weight rose from 1400kg to 1499kg, but top speed was unchanged at 168mph.

The 0-62mph time stayed at 5.4 seconds.

END OF PRODUCTION

The 512i BB remained in production for three years. The last examples rolled out of the factory soon after the Testarossa was unveiled at the Paris Motor Show in October 1984.

1007 were completed of which 43 were right-hand drive.

This took production of the entire BB line to a whisker over 2300 units.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

VIN: Nick Mason's Ferrari F40 chassis 78122

<<<FERRARI PORTAL
<<<F40 PORTAL
<<<F40 FOR SALE

HISTORY OF CHASSIS 78122

Chassis 78122 was one of two F40s sold to members of Pink Floyd. The recipients were drummer, Nick Mason (this car), and guitarist, David Gilmour (chassis 78036).

Pink Floyd were one of the 20th century’s biggest grossing bands. With recording and touring sales in the hundreds of millions, only The Beatles and The Rolling Stones were a match.

Nick Mason is an automotive aficionado who, since the 1970s, has acquired a fine selection of significant motor cars, perhaps the most famous of which is his Ferrari 250 GTO (chassis 3757 GT).

Mason and Gilmour collected their F40s from the factory in October 1988 and headed back to the UK on EE transit plates.

As F40s were still in very short supply, both Mason and Gilmour had agreed to make their cars available for the 1988 Birmingham Motor Show (October 19th to 30th). Mason’s was displayed on the Ferrari stand and Gilmour lent his to Pininfarina.

78122 was then UK registered in November. It is depicted above after a service at Modena Engineering in Surrey during the summer of 1989.

Mason and his F40 were frequent attendees at UK track days over the next few years. These second and third photographs were taken at Castle Combe in 1989.

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78122 also featured extensively in the automotive press and was variously test driven by Car (February 1989), Fast Lane (April 1989) and Motor Trend (July 1990). In 1996, it made an appearance in the Jamiroquai music video for Cosmic Girl.

Nick Mason still owns chassis 78122. Today the car forms part of his Ten Tenths collection.

Notable History

Sold to Nick Mason

19-30/10/1988 Birmingham Motor Show

11/1988 registered F40 NPG

02/1989 featured in Car

04/1989 featured in Fast Lane

07/1990 featured in Motor Trend

Text copyright: Supercar Nostalgia
Photo copyright: Supercar Nostalgia

Guide: Ferrari 408 4RM - a Historical & Technical Appraisal

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BACKGROUND

Despite having manufactured over 200 different models since 1947, Ferrari do not have a long list of experimental cars that never made it into production.

One such machine was the 408 4RM of 1987.

Ferrari built the 408 4RM with two aims.

First and foremost, it would act as a mobile test bed to explore future production technologies.

Secondly (and more speculatively), Ferrari were keen to procure the kind of consultancy work that helped drive profits at Porsche and Lotus. The Italian firm reasoned that a Ferrari-branded engineering division could rival the best in the business. Accordingly, the 408 4RM was commissioned to demonstrate their state-of-the-art design capability.

As a result, these intriguing prototypes were packed with advanced features like four-wheel drive, electronically adjustable suspension and monocoque body shells.

CHASSIS

Two examples were completed.

The first (70183) came with a pressed stainless steel monocoque.

The second (78610), and a spare, were formed from aluminium honeycomb chemically bonded together with epoxy resin. The initial aluminium variant was manufactured in collaboration with Canadian firm, Alcan.

Both types came with detachable front and rear subframes and a 2550mm wheelbase. For reference, this was the same length as the Dino 308 GT4 (a mid-engined 2+2).

The longer than normal wheelbase for a pure two-seater was required as the 408 4RM featured a forward-pointing transmission that made it easier to transfer power to both axles. 70% of this was delivered to the rear and 30% to the front giving the 408 4RM unrivalled traction in the Ferrari range.

Suspension was independent all round via unequal length wishbones, coil springs and electro-hydraulically adjustable Marzocchi dampers that enabled ground clearance to be varied from 140mm to 210mm.

Anti-roll bars were installed at either end as were ventilated disc brakes with four piston calipers.

Front track was wider than any other Ferrari of the time. The back end was exceeded only by the Testarossa.

16-inch diameter Speedline alloy wheels had a traditional five-spoke star-pattern design and single centre-locking hub nut. They measured 9 and 10-inches wide front to rear and were shod with Goodyear Eagle tyres.

ENGINE / GEARBOX

Although turbocharging was all the rage in the mid-to-late 1980s, Ferrari stuck with a normally aspirated 90° V8 albeit enlarged from 3.2 to 4-litres.

Mid longitudinally mounted, the dry-sumped dual overhead camshaft all-alloy Tipo 117 power unit was positioned further back than normal so the transmission could be accommodated ahead of the motor.

Ferrari even went so far as to class the 408 as a rear-engined layout.

The Tipo 117 engine was a bored out version of the four valve per cylinder 328 motor. It displaced 3999cc thanks to a bore and stroke of 93mm and 73.6mm respectively. This represented a gain of 10mm and 0.6mm respectively.

Weber Marelli engine management software was adopted along with an unchanged 9.8:1 compression ratio.

Peak output was 300bhp at 6250rpm and 275lb-ft at 4500rpm.

Ferrari installed a five-speed manual gearbox, twin plate clutch and differentials at either end.

BODYWORK

As the 408 4RM was never destined for public sale, its boxy and unrefined bodywork was not representative of what a production version may have looked like.

Designed in-house (as opposed to by Pininfarina), the mix of flat surfaces and angular lines gave it a functional rather than beautiful appearance.

Body panels were formed from plastic composite and manufactured at Ferrari's Scaglietti subsidiary in Modena.

The red 408 4RM came with retractable headlights whereas the later yellow example had clear plastic covers.

Front and rear windscreens were heavily curved and the cabin pillars were painted black to lend the glass area a more cohesive look.

Cooling intakes down each flank differed from car to car.

Like the rest of the design, the tail fascia was somewhat bland and did without Ferrari’s trademark lights or grilles.

The rear spoiler featured a speed-sensitive electronic central plane.

INTERIOR

Cockpit access required navigation of wider than usual sills on account of the 408 4RM's monocoque construction.

A properly trimmed interior included new seats with ribbed centres, figure-hugging bolsters and contoured headrests.

The seats were split by a particularly bulky transmission tunnel.

Instrumentation was housed in a small binnacle behind a traditional three-spoke steering wheel.

SUBSEQUENT HISTORY

As the 408 4RM was created to attract consultancy work, the model was heavily publicised as soon as the first example was completed in June 1987.

However, when long-standing Ferrari engineer, Mauro Forghieri, left later in the year, the consultancy idea was dropped.

Nevertheless the 408 4RM was useful for research and development purposes. Its aluminium chassis technology was adopted twelve years later on the 360 Modena.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

Guide: Ferrari 328 GTB & 328 GTS - a Historical & Technical Appraisal

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<<<328 FOR SALE

BACKGROUND

After ten years of unprecedented commercial success, Ferrari unveiled a replacement for the much-loved 308 GTB and GTS.

Presented at the Frankfurt Motor Show in September 1985, the Ferrari 328 was essentially a face-lifted 308 with a bigger 3.2-litre engine and a few other mechanical updates.

Launched alongside the updated Mondial 3.2, these new models were the final act in a twelve month overhaul of Ferrari’s product line up.

In late 1984, the Testarossa had replaced the BB. Soon afterwards, the 412i superseded the outgoing 400i. Through careful use of body and interior detailing, Pininfarina created a homogeneous family look for the entire Prancing Horse range.

With its mid-mounted engine and two-seat layout, the 328 continued a lineage started with the first junior Ferrari: the Dino GT.

Exceptional chassis dynamics and superb styling had been a common theme of all these entry level two seaters, but such was the 328’s appeal, it went on to sell at an even faster rate than its predecessors.

Produced for four years from the autumn of 1985 until the autumn of 1989, just under 7500 were built compared to 12,000 308s over a ten year period.

Like the Pininfarina-designed Dino 246 and 308, the 328 was available as either a Berlinetta (GTB) or targa-topped Spider (GTS).

Those customers that wanted a mid-engined layout with the added practicality of two very small extra seats could go for the Mondial 3.2, which was available as a Coupe or Cabriolet. Ferrari offered a full four-seater in the shape of the front V12-engined 412i which was the most expensive series production model available from Maranello at the time. There was also the Testarossa, a flamboyant two-seat Berlinetta powered by Ferrari’s latest iteration of the Flat 12 engine.

In addition to these standard production models, from 1987, Ferrari also produced the F40 which was a limited edition model priced at around double the RRP of a 412i.

CHASSIS

The tubular steel chassis used by the outgoing 308 GTB and 308 GTS was retained but given new type numbers: F106 MB 100 for the 328 GTB and F106 MS 100 for the 328 GTS.

Suspension was fully independent via unequal length wishbones, coil springs and new Koni dampers. Camber adjustments were made while track was widened by 25mm at the front and 5mm at the rear. Anti-roll bars were installed at either end.

For improved responsiveness, a quicker steering rack was fitted.

Ventilated disc brakes were used all round with each axle running off its own circuit as per the 308.

Twin fuel tanks with an overall capacity of 74-litres were used. They were mounted either side of the engine, up against the rear bulkhead.

Handsome new 16-inch Speedline wheels were styled in Ferrari’s traditional five-spoke pattern. They measured 7-inches wide at the front, 8-inches wide at the back and came shod with the latest Goodyear tyres.

By the time of the 328’s launch, the experiment with Michelin TRX tyres that required metric-sized wheels had been abandoned.

ENGINE / TRANSMISSION

As the 328’s name suggested, Ferrari had enlarged the outgoing 8 cylinder engine from three to 3.2-litres. Bore and stroke were both stretched by 2mm (to 83mm and 73mm respectively) which resulted in an overall displacement of 3185cc.

Ferrari’s all-alloy 90° V8 featured dual overhead camshafts per bank, four valve cylinder heads and wet-sump lubrication.

The 328 motor was further uprated with high lift camshafts, redesigned piston heads and aluminium rather than steel in-liners.

New Marelli Microplex electronic ignition was installed and the compression ratio was hiked from 9.2:1 to 9.8:1.

Bosch supplied their eponymous K-Jetronic fuel-injection.

All told, the new Tipo F105 CB 000 engine produced 270bhp at 7000rpm and 224lb-ft at 5500rpm. This compared favourably with 240bhp at 7000rpm and 191lb-ft at 5000rpm for the 308 Quattrovalvole.

Cosmetically the new power unit was instantly identifiable thanks to its red-topped intake box with Ferrari 3200 Quattrovalvole script.

Transmission was via a five-speed gearbox (with new ratios), a single-plate clutch and limited-slip differential. As usual, the engine and gearbox were mounted in unit.

BODYWORK

Pininfarina updated the classic 308 bodywork by attending to almost every aspect of the by now ten-year old design.

Its sharp lines were gently softened; the most drastic alterations were made at the front where a less angular nose helped improve aerodynamic efficiency. The now body coloured bumper was more neatly integrated than before while the new auxiliary light clusters were copies of those found on the Testarossa and Mondial 3.2.

A matt black skirt wrapped around the entire vehicle and gave the 328 a lovely slender profile. It housed a full width intake at the front and at the rear acted as a louvred shroud for the exhausts.

The cooling vents behind each retractable headlight on the 308 were deleted. Instead, a larger bank of louvres were carved out from the front lid.

Pininfarina retained the trademark engine intakes down each flank but replaced the existing door catches with recessed body coloured handles.

Matt black electric driver and passenger wing mirrors were fitted as standard.

The rear bumper was more neatly integrated than before, but Pininfarina resisted the temptation for a Testarossa-esque slatted tail fascia in favour of traditional circular lenses.

Whereas the GTB variant came with a partial glass rear three quarter window, this was blanked off in favour of a fully slatted panel on the GTS.

INTERIOR

Pininfarina gave the cockpit a subtle but complete overhaul as the original was starting to show its age.

This was particularly true of the switchgear; new touch-sensitive electronic controls replaced the 308's outdated levers.

The entire centre console was redesigned and the supplementary gauges previously found on an angled pod at the head of the transmission tunnel were moved to the centre of the dash.

The gauges themselves were changed from white-on-black to orange-on-black graphics.

Directly behind the three-spoke leather-rimmed steering wheel were large read outs for road and engine speed. In between were oil pressure and water temperature gauges stacked one above the other.

A clock, oil temperature gauge and fuel read out were located centrally above the audio system.

The seats were given new rectangular patterned centres.

The door panels came with redesigned storage bins, armrests and grab handles plus an elasticated pocket. The grab handles themselves were now home to the electric window switches (moved from the centre console).

The handbrake was relocated from the back of the centre console to the sill outside of the driver’s seat.

All told, these updates created a much tidier and more contemporary cabin.

OPTIONS

Options included metallic paint, air-conditioning, fitted luggage, Pirelli P7 tyres and a matt black basket handle rear spoiler (standard in Japan).

A full leather interior could also be specified that saw the dash, headlining and rear window surround upholstered with hide.

WEIGHT / PERFORMANCE

Ferrari quoted weight figures of 1263kg for the GTB and 1273kg for the GTS.

Top speed of both variants was 163mph and 0-62mph took 5.8 seconds.

USA VERSION

Owing to rapid progress in terms of safety and emissions technology, the gap between the standard 328 and those examples destined for the USA had shrunk dramatically.

Although still equipped with catalytic converters, output was now just 10bhp lower (260bhp at 7000rpm).

There were also the familiar big side marker lights plus different wing mirrors and gear ratios.

However, it was the reinforced rear bulkhead and other such behind-the-scenes safety upgrades that led to a 160kg weight gain.

PRODUCTION CHANGES

The first specification changes began to appear a couple of years after the 328 was introduced.

During the course of 1987 and 1988, countries like Switzerland, Austria and Sweden all passed legislation that required new cars to come with catalytic converters.

The only universal upgrade applied to the entire 328 range occurred in mid 1988 when anti-lock brakes became available as an option. Soon afterwards, ABS was made standard.

Installation of the ABS system necessitated slightly reworked suspension geometry in order to provide a negative offset. Immediately noticeable on ABS-equipped 328s were new convex wheels that replaced the earlier concave type.

END OF PRODUCTION

Production of the 328 continued until late 1989. It was discontinued to make way for the 348 which visually more closely resembled the Testarossa.

By this time, 1344 GTBs had been completed (130 in right-hand drive).

6068 cars were built in GTS trim (542 of which were right-hand drive).

328 CABRIOLET

A solitary 328 Cabriolet was also constructed during the development stage in 1984.

Tested extensively before production began, it wore an almost production-ready Pininfarina body but never got the go-ahead as Ferrari thought it would take too many sales away from the Mondial Cabriolet.

Painted yellow with a black interior, the body was fabricated at Ferrari's Scaglietti works and featured a canvas roof with distinctive rear three quarter windows.

The chassis number (49543) marked it out as a US market version.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

Short: The Miami Vice Ferrari Testarossas

<<<FERRARI PORTAL
<<<TESTAROSSA PORTAL
<<<TESTAROSSA FOR SALE

Created by Anthony Yerkovich and produced by Michael Mann for NBC, Miami Vice ran for five seasons between late 1984 and early 1990.

The show starred Don Johnson and Philip Michael Thomas as vice cops, Sonny Crockett and Ricardo Tubbs.

Most episodes focused on the fight against drug trafficking and prostitution. The choice of music, fashion and cinematography borrowed heavily from New Wave culture of the 1980s.

Nearly all filming took place in Miami. Many episodes were filmed around Palm Beach and the South Beach section of Miami Beach, an area which, at the time, was blighted by poverty and crime.

During the first two seasons and two episodes of season three, Crockett drove a replica Ferrari 365 GTS/4 based on a Chevrolet Corvette C3 with McBurnie Coachcraft kit.

However, once the car gained notoriety, Ferrari filed a lawsuit that demanded McBurnie cease production owing to infringement of the Ferrari name and styling.

As Ferrari did not want to miss out on the massive publicity being generated by Miami Vice, the Italian firm donated two US-spec. 1986 Testarossas to the production company.

Chassis 63259 and 63631 were a matching pair of metallic black Testarossas with cream upholstery and the early single wing mirror configuration.

Producer Michael Mann was famously obsessive about the colours portrayed in the show. going so far as to ban earth tones such as red and brown. To make the Ferraris more visible when filming at night, both were repainted white soon after they arrived in the US.

The Testarossas starred from mid way through the 1986 season until the show’s demise.

Thanks to the use of a De Tomaso Pantera stunt car equipped with Ferrari panels, both Testarossas survived filming intact.

They were sold off by the production company when a sixth season of Miami Vice was cancelled.

Text copyright: Supercar Nostalgia
Photo copyright: NBC Universal: http://www.nbcuniversal.com/

Guide: Ferrari 308 GTBi & 308 GTSi - a Historical & Technical Appraisal

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BACKGROUND

In five years of production, Ferrari's 308 GTB and 308 GTS had smashed every sales record for the Italian marque.

By late 1980, over 6000 had been delivered, even though the model was still only mid-way through its anticipated lifespan.

For comparison, some 3700 246 Dinos were built in total and just 2800 308 GT4s were produced.

Although theoretically less practical than the GT4 (which was notionally a four-seater), the two-seat GTB and GTS proved far more popular.

Customers clearly preferred Pininfarina’s gorgeous new design to the rather awkward looking GT4. However, in fairness to Bertone (who fashioned the GT4), the mid-engined 2+2 configuration was a poisoned chalice that no coachbuilder ever truly mastered.

The disparity in sales no doubt came as a disappointment to Ferrari; it had been hoped that a junior 2+2 model would catapult the firm towards a level of commercial success enjoyed by Porsche.

The Porsche 911 had something unique though; a rear-engined layout meant it naturally offered considerably more cockpit space than a mid-engined car ever could.

Perhaps just as importantly, Ferrari were unable to match how well Porsche managed the economic, safety and emissions challenges thrown up during the 1970s.

It was the pressing need to reduce exhaust emissions that led Ferrari to introduce a fuel-injected 308. They installed the same engine used in the recently launched Mondial 8 and also took the opportunity to make some cockpit updates as well.

In addition to the Mondial 8 (a Pininfarina-designed 2+2 that replaced the 308 GT4), Ferrari’s new 308 GTBi and 308 GTSi were sold alongside the fuel-injected 400i (a four seat front-engined V12) and the 512 BB which was still running a carb-fed mid-mounted Flat 12 engine.

Neither the 512 BB or 400i were available in the USA as Ferrari did not want to go to the expense of having them Federalised.

ENGINE / TRANSMISSION

The wet-sump Tipo F106 BB 000 engines installed in these updated 308s were the latest in Ferrari’s line of all-alloy 90° V8s.

Each cylinder bank ran dual overhead camshafts plus a coil, distributor and Marelli Digiplex ignition module.

A black cast aluminium intake box replaced the crackle black air filter of the older carburettor engines.

The eponymous Bosch K-Jetronic fuel-injection system helped reduce emissions. It also helped with reliability, made maintenance easier and gave much-improved cold starting.

Bore and stroke were 81mm and 71mm respectively for an overall displacement of 2926cc. This figure was identical to the original 308, as was the 8.8:1 compression ratio.

The last carb-fed 308 engines produced 230bhp at 7700rpm which dropped to 214bhp at 6600rpm for this new fuel-injected version. The torque rating was also down, from 209lb-ft at 5000rpm to 179lb-ft at 4600rpm.

New ratios were fitted to the five-speed gearbox along with lighter and quieter clutch and gearchange mechanisms.

As usual, the gearbox was mounted below the transversely mounted engine and to the rear of the sump.

CHASSIS

Although there were no significant changes to the tubular steel chassis, the frame was re-designated Tipo F106 BB 100 for the GTB and Tipo 106 BS 100 for the GTS.

Suspension was independent all round via unequal length wishbones, coil springs and telescopic Koni dampers. The dampers were of a new type and had different spring rates. Anti-roll bars were installed at either end.

Twin fuel tanks were mounted either side of the engine, up against the rear bulkhead. For this latest variant, capacity was reduced from 80-litres to 74-litres.

Ventilated brake discs ran off a separate hydraulic circuit for each axle.

Michelin's new low profile TRX tyres were fitted as standard. First introduced on the Mondial 8 and then the 400i, the TRX tyres were unusually manufactured to metric dimensions and therefore required specially sized wheels.

Visually, the new 165 TR 390 Campagnolo rims were almost identical to the originals, but upon close inspection, they did have a slightly different casting pattern.

Customers could optionally equip their cars with conventional Michelin XWX-shod 14-inch wheels that measured 6.5 or 7.5-inches wide.

BODYWORK

Aside from new GTBi or GTSi tail fascia badges, these latest 308s were externally identical to the late carb-fed examples they replaced.

That no cosmetic changes were deemed necessary at a time of such rapid design evolution was an indication of how right Pininfarina got the 308. Indeed, few models spanned the 1970s wedge and 1980s box eras so effortlessly.

Body panels were formed mostly from steel. Exceptions were the lower nose and tail panels which were glass-reinforced-plastic. The front lid and banks of vents behind the pop-up headlights were aluminium.

The full-width bumpers were painted satin black to match the swage line, window frames, windscreen wipers and door catches.

As per the later first series 308 GTB and 308 GTS, these fuel-injected examples used a four outlet exhaust system and combined indicator / reverse lights at the rear.

INTERIOR

A number of subtle updates were made inside.

The steering wheel was given black louvred spokes (instead of solid brushed alloy spokes) and the instrument fascia was now coloured to match. As before, this main binnacle housed a large speedometer and tachometer, between which were smaller gauges for fuel, oil pressure and water temperature.

The seat centres came with an angled pattern as did the upper door panels.

The door buckets were upholstered with carpet instead of vinyl and a GTBi or GTSi badge was mounted on the glovebox.

Switches for the electric windows were moved from the armrests to the revamped centre console which also now featured an angled instrument pod that housed the clock and oil temperature gauge (which had previously been located in a supplementary panel between the steering wheel and door).

As the fuel-injected engine no longer required a choke, the choke lever on the centre console was exchanged for a heater control.

Seats were upholstered in leather as standard with the dash and armrests in black vinyl. The door panels above and below the armrests were trimmed in leather and usually coloured to match the seats.

Other standard equipment included a stereo, tinted glass and a new electric driver’s side wing mirror.

OPTIONS

Optional extras included a deep front spoiler, fitted luggage, front fog lights, metallic paint, air conditioning, a passenger side wing mirror and the Boxer livery with satin black lower body sections.

Customers could also opt for the aforementioned imperial-sized wheels and tyres.

WEIGHT / PERFORMANCE

Ferrari’s quoted weight figures for the 308 GTBi and 308 GTSi were 1286kg and 1297kg respectively.

Top speed was 149mph and 0-62mph took 6.3 seconds.

USA VERSION

The regular 308 GTBi and 308 GTSi were built alongside a US version that came with a host of additional safety and emissions equipment.

These American-spec. cars had bigger bumpers, a deep satin black exhaust shroud, an extended bank of louvres on the engine cover, rectangular side markers on each fender and amber lights in the front bumper.

Even the wing mirror had to be changed for a boxier version and some cars also got rubbing strips attached to the swage line.

Despite running catalytic converters and a different Marelli Digiplex system, the cost was a mere 9bhp. Peak output dropped to 205bhp at 6600rpm.

Under the skin US variants came with a reinforced rear bulkhead, smaller 70-litre fuel tank and a variety of extra warning lights on the dash.

The weight penalty for this additional equipment was around 65kg.

END OF PRODUCTION

Production of the 308 GTBi and 308 GTSi lasted for two years.

The GTSi proved by far the more popular body style. 1749 were constructed (67 of which were right-hand drive).

In comparison, Ferrari built 494 GTBis (74 of which were right-hand drive).

Ferrari replaced both with an improved Quattrovalvole version that featured four-valve cylinder heads. This final iteration of the 308 thankfully managed to re-gain the power lost from the initial move to fuel-injection.

1980 to 1982 Ferrari 308 GTBi: 494 built with chassis numbers from 31327 to 43059
1980 to 1982 Ferrari 308 GTSi: 1749 built with chassis numbers from 31309 to 43079

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com