Russo and Steele is another one of the large automotive auction companies specializing in collector cars. There Scottsdale auction is held at the same time the Barrett Jackson auction is held in Scottsdale Arizona Jan 18th through the 22cd. There is also a Monterey Russo and Steele Auction called Sports and Muscle in Monterey” that is held at the same time as the Pebble Beach Concours d’Elegance August 13th through August 15 in Monterey California.

Ford Roadster Russo and Steele Auction

Over 700 collector cars are on the block this week at the Scottsdale Russo and Steele auction here are some of the highlights. A large number of these vehicles will be offered without reserve.

• 1965 Shelby 427 Cobra CSX3127 Street 427 Prototype
• 1953 Chevrolet Corvette ‘Noland Adams’
• 1965 Shelby GT350 “R” Model
• 1970 Plymouth Hemi Cuda
• 1972 Ferrari Dino GTS
• 1932 Ford “Fusion” Great 8 Contender
• 1967 Dodge Factory Super Stock Hemi Coronet
• 1948 Ford “Vendetta” Custom Pick Up
• 1967 Chevrolet Corvette “Pickett Race Car”
• 1969 Ford Mustang ‘Jack Morris’ Custom
• 1954 Jaguar XK120 SE Roadster
• 1964 Chevrolet Corvette “Fuelie” Roadster
• 1999 Shelby Series 1
• 1951 Ford Custom Deluxe Woody
• 1970 Plymouth Superbird
• 1937 Mercedes-Benz 230 A Cabriolet
• 1937 Ford 2dr Sedan Slantback
• 1960 Ford Foose Custom Starliner
• 1951 Jaguar MK V 3-Position Drop Head Coupe
• 1962 Chevrolet Belair Bubble Top
• 1983 Ferrari Boxer 512 Bbi
• 1957 Chevrolet Belair 2×4 Convertible
• 1967 Jaguar XKE Roadster
• 2002 Superformance ‘1965 Cobra’
• 2005 GT40 Sport MK-I Replica
• 1957 Ford Thunderbird
• 1959 Chevrolet Impala “Tri-Power” Convertible
• 1936 Auburn Speedster Replica
• 2006 Panoz Esperante GT Convertible
• 1951 Jaguar Xk 120 Roadster
• 1936 Auburn Speedster Replica
• 1970 Chevrolet Chevelle SS LS6 “Last Known LS6 to Exist”
• 1972 Alfa Romeo 2000 GTV
• 1963 Plymouth Sport Fury
• 0 SPCN Batmobile Replica
• 1974 Detomaso Pantera
• 1969 Chevrolet Camaro ‘Yenko Tribute’
• 1969 Jaguar XKE Series II OTS
• 1933 Ford Model B Roadster
• 1932 Ford Boydster ll
• 1953 Studebaker Champion
• 1930 Ford Model A Pickup
• 1959 Fiat 500 Bianchina Trasformabile
• 1957 MG MGA Ex182 Tribute
• 1992 Ford Hooters Thunderbird ‘Alan Kulwicki’ Race Car
• 1959 Austin Healey Bug Eye Sprite

There are also a vehicle that are going to be offered this year that is the last known to exist of this particular model and year.

• 1970 Chevelle SS 454 LS6

Russo and Steele Celebrity Memorabilia

Along with the collector cars Russo and Steele also have a memorabilia auction that is held at the same time. Items are offered daily and are presented by Kevin Martin.

Russo and Steele Ticket Prices

You can purchase the Russo and Steele auction tickets online on their website. Russo and Steele Tickets. The price for a single day is $20.00, three days are $55.00 per ticket and a 5 day pass is $80.00 per ticket. If you can find one there are also promo codes that will give you a discount on the tickets.

While most bidders will usually want to personally be at the show you can also register to bid for the Russo and Steel Auction in Monterey by phone.

5 Breathtaking Classic Cars

Some classic cars are desirable solely by virtue of their age, regardless of how slow or ugly they are. Others though, combine breathtaking styling along with race-bred performance and handling, and it is these beauties that command the highest prices, considering that some of these classic cars can sell for upwards of one million dollars.

• Mercedes 300SL

Mercedes 300 SL

With its gull-wing doors, the iconic Mercedes 300 SL is one of the best looking German cars of all time. Sometimes form and function come together perfectly, and such is the case with the 300SL.

With its aerodynamic body, it was the fastest production car in the world when it was introduced in 1954. It is easy to be distracted by the gull-wing doors, but the 300SL looks just right from all angles.

• Jaguar XKSS

Jaguar XKSS

After their withdrawal from racing in 1955, Jaguar converted their remaining D-Type racing cars into the roadgoing XKSS model by adding a windshield, folding top and a passenger seat.

Powered by the advanced XK6 engine and with thoroughbred handling characteristics proven on some of the world’s great racetracks, the performance of the XKSS is complemented by its curvaceous and highly aerodynamic bodywork. Only 16 XKSS were made, making it a highly sought after collector’s car.

• Duesenberg Model J Speedster

Duesenberg Mode-J Speedster

For all its beautiful and swooping deep fenders, the Deusenberg Speedster, often referred to as the SJ, exudes all the raw power and speed of an art-deco locomotive.

Manufactured between 1932 and 1937, only 36 of these supercharged models were made, pushing prices up to over four million dollars and earning this incredible machine a spot in the list of 50 most expensive cars. This is the kind of car that drives insurance quotes through the roof.

• De Tomaso Mangusta

De Tomaso Mangusta

A definite hit at the Turin motor show in 1966, the De Tomaso Mangusta has a body designed by the Carrozzeria Ghia design firm. The sleek and aggressive bodywork exhibits typical Italian flair, but, unlike many of its more temperamental Italian brethren, the Mangusta features a powerful and reliable Ford V8.

In a nod to the awesome Shelby Cobra racers, De Tomaso named the Mangusta after the Italian word for Mongoose, an animal that can eat Cobras. The De Tomaso Mangusta is as eye-catching as it is uncommon with only 170 examples remaining.

• Bugatti Type-57

Bugatti Type-57

French manufacturer Bugatti made some of the most successful racers of the 1930s, but its touring car models were just as successful in the looks department. Distinctive fenders, a long hood and a purposeful grill make this grand tourer a thing of beauty, but it’s the special variants that are simply astounding.

The Atalante and Atlantic variants are incredibly rare, but also considered some of the most beautiful designs of their era.

This mid-size Nissan sedan has made it on the most popular used cars list for several years running, making it one of the best selling cars in America.

The First Generation (1993-1997)

The 1993 début car that kicked off the Altima series was designed by the Nissan Design Center in California to replace the Nissan Stanza.

Interestingly, the new car wore the “Stanza” emblem of its predecessor on its trunk because Nissan was unable to come up with a model name to submit to US governmental agencies by the Nissan release deadline.

The Altima featured a 2.4 liter, 150 hp 4-cylinder engine, driver’s airbag, and 21/29 mpg, 5-speed Manual or 4-speed automatic transmission, and rear disk brakes, and was presented as an affordable and peppy luxury sedan. The goal was to improve Nisaan’s report with American consumers, and it resulted in an overall rating of 48 within its class during this debut year.

In 1994 a passenger airbag was added along with 3-point manual seatbelts.

The major changes made to the 1995 Altima were that they changed the grille pattern to horizontal bars (instead of the previous honeycomb design), along with redesigning the taillights and hubcaps.

Nissan decided to keep the same basic design in 1996 and made no significant changes to this year’s model.

The 1997 was about the same except that side-impact door beams were added to a 1997 ½ model after a federal mandate required them.

The Second Generation (1998-2001)

Altima got a whole new makeover in 1998. It shared some of the same basic features, but became available in four trim levels that were powered by 16-valve, 2.4 liter, 150 horsepower engine with 4-cylinders.  Each one, except for the GLE, had a 5-speed manual and optional automatic transmission. Automatic transmission, buckets seats, keyless entry, power accessories, and anti-lock brakes are some of the features that were standard on the GLE.

Only a few changes were made on the Nissan Altima’s line in 1999; the main ones being redesigned windshield wipers, power antennas, and added alloy wheels.

A major makeover took place in 2000 bringing the Altima lineup added features that included available side airbags, cross braces in the engine bay, redesigned front and back fascias, tweaked steering and suspension, rear cup holders, and standard 16-inch tires in the SE and GLE.

There were no significant modifications to the 2001 Altima line.

The Third Generation (2002-2006)

Another overhaul in design happened in 2002 with the Altima growing as a result, with the wheelbase becoming 7 inches taller, and the length increasing 5.7 inches. All models had power windows, standard manual, or automatic, transmission, foldable rear seats, standard anti-lock brakes, side-impact airbags, power door locks, and a tilt/telescoping steering wheel.

The 2003 lineup didn’t change much. The SE got a sunroof, rear spoiler, xenon headlights, and premium audio. The SL became exclusively an automatic transmission car and got wood trim, and heated seats and mirrors.

Altima remained unchanged in 2004.

The SE-R was added to the 2005 Nissan Altima model lineup, bringing with it manual and optional 5-speed automatic transmission, and a 260-horsepower V6 engine. A redesigned interior trim and an optional navigation system were added to all models.

In 2006 no significant changes were made to any model.

The Forth Generation (2007-2010)

Redesigned in 2007, the new models were given a whole new style in appearance as-well-as additional standard safety features. All Altima models received 4-wheel disc brakes (anti-lock with V6 engine models), and standard side and curtain airbags.  The Altima Hybrid was introduced as well, sold only in specific areas of the US, sporting a 4-cylinder engine with a 198-horsepower engine, and no required electrical plug-in.

Splash guards, a Diversity Antenna, and anti-lock brakes became standard in all 2008 models. Satellite radio became an option.

The 2009 Nissan Altima lineup was mostly untouched, with the only change being that they made the Hybrid a little more widely available in the US.

Only a few features were added to the 2010 series including, Standard VDC (Vehicle Dynamic Stability), and a redesigned optional audio system.

Safety and Some Trouble Spots

Over the years these changes have made the overall rating increase from 48 to 63, putting it above many of its counterparts in the same clase. This makes it easy to see why it has grown to be one of the best selling cars in America.

This year may be the end for the Dodge Viper, an icon among American sports cars, and they’ve decided to go out with style. Last year Chrysler confirmed that the line was in danger of termination, and this year, with the help of Fiat, they wanted to mark the end of the series with a number of special encore models. Several faithful Viper customers took advantage of this last chance opportunity to create their own custom Vipers.

The Last Viper Off the Floor

On July 1^st the last of the Dodge Viper series, a 2010 Viper SRT10 Coupe, rolled off the Connor Avenue assembly line in Detroit. This extremely customized and historic Viper boasted a House of Kolor gold paint job with copper racing stripes, aluminum five spoke wheels painted in dark gunmetal graphite, and bronze leather interior with gold trim.

Conceived in 1988 at Chrysler’s Advanced Design Studios, the Viper is Dodge’s take on the classic American sports car. The original conceptually designed clay models were presented to Chrysler president Bob Lutz, where the design was approved, and the design team proceeded to bring the Viper from the Shortly thereafter the first sheet metal prototype was made and showcased at the 1989 North American International Auto Show to gauge customers reactions to the proposed Viper design. It was a resounding success, and the design was developed as the proposed standard for the production Viper vehicle.

In 1990 the design team received final approval from the Chrysler chairman to proceed with finalizations on Dodge Viper production. In 1991 the Viper debuted to reviewers and two pre-production models raced in the Indianapolis 500 as pace cars to showcase the new line.

The first generation production line ran from 1992-1995 with a 2-door roadster body style, a 7.998 liter V10 engine with 400 bhp, 6-speed manual transmission, 96.2 inch wheelbase, and weighed in at 3,284 pounds. This generation completed the quarter mile in 12.6 seconds with maximum speeds of over 189 mph, and the tires made its close to corners rate among the highest of its sports car class.

Second generation (1996-2002) added few upgrades and changes. This generation had two available body styles (the 2-door roadster and 2-door coupe), the 7.998 liter engine ranged from 415-450 bhp depending on the model year, and Dodge added dual front airbags and anti-lock brakes as a safety features. The roof above each seat was slightly raised to give occupants the option of wearing helmets, since this generation was often used in drag and road racing.

Third generation Vipers (2003-2006) changed the engine to an 8.3 liter V10 with the horsepower ranging from 500-535 depending on the model year, the transmission was upgraded to a T56 Tremec 6-speed manual design, the wheelbase was upped to 98.8 inches, and weighed 3,380 pounds. . In addition to the mechanical changes, Dodge gave this series a serious facelift, redesigning the body to give it a more angular and sharp look.

Fourth generation (2008-2010) upped their horsepower to 600 bhp, added a TR6060 6-speed transmission, and the base model weighed 3,460 pounds. The major change in this generation was that the engine heads were redesigned to improve head air flow and overall power.

A Possible Future Generation

Chrysler says that although the current Viper has dissipated, that they are working under new management to design a new Viper. If this is approved for production, it is possible that the Viper could return, with a whole new look and feel, by 2012. We will just have to wait and see how things go until then.

The Introduction

The sporty body style of the Hyundai Tiburon, which means shark in Spanish, certainly reminds one of its sleek and maneuverable namesake.

 Whatever you call it (it’s also known as the Hyundai Coupe in Europe and the Hyundai Tuscani in Asia) the series has been successful in each of the three main markets it is sold in.

Since its introduction as Hyundai’s entrance into the sports-car market the base series has changed with the times, adjusting the body style, interior, engine, and assorted accessories to the ever changing needs of Tiburon owners.

The First Generation

1996-1998 – Hyundai Tiburon RD

The 1996 Hyundai Tiburon RD base model introduced the series with the choice of a 1.6 or 1.8 liter engine, manual 5-speed transmission, and a 14.2 US gallon gas tank.

In 1998, the engine was upgraded to a 2.0-liter 4-cylinder and equipped with optional ABS, sunroof, and 2 airbags.

1999-2001 – Hyundai Tiburon RD2

The engine stayed the same in the 1999 Tiburon, but the body style changed to a sleeker and more aerodynamic design, and a CD player became a standard option.

For 2001 the interior was vamped up with a metal styled trim, adjustable bucket seats, a more durable dash, and new engine mounts.

Hyundai did not produce a model in 2002.

The Second Generation

2003-2004 – Hyundai Tiburon GK

The start of the second generation gave the 2003 Tiburon larger dimensions, an overall restyling, and an optional v6 engine. Front side airbags became standard and Anti-lock brakes (ABS) were added as options.

Hyundai gave the Tiburon another facelift in 2004 and changed up the lineup of the GS, GT, and SE models, making each model distinct in body style, interior, and available options.

2005-2006 – Hyundai Tiburon GK F/L

In 2005 the SE model got half-leather seats, and the GT and GS got twin exhausts and leather seats added as standard options.

The air filter resonator that was located behind the left fender was removed in the 2006 base model. The headlights were reworked, changing the clear light covers to sleeker smoke hued ones, and the tail-lights were redesigned. Also, Regatta Blue was added to the available color scheme.

2007-2008 – Hyundai Tiburon GK F/L2

The model for 2007 introduced a more aggressive grille and headlight design, added a 17 inch alloy wheel, and the rear light cluster became more refined by adding a chrome trim. A seat memory system was also added – taking away the need to readjust it each every time someone gets out of the backseat.   

New equipment highlights, like Satellite Radio, and a Kenwood stereo system were added as standard options to the 2008 Tiburon. It was rated five stars for driver protection in accidents with frontal impacts, and four stars for front passenger protection. The Tiburon was discontinued after this model.

Pros and Cons

The Hyundai Tiburon series consistently received praise from reviewers for its sporty bad-boy look, economical price, low repair costs, and overall safety.

Some of the 2003-2006 models have had clutch and alignment issues. Also, because of its front-wheel drive configuration, it ranks low among its competitors in the same class in terms of performance. To the aspiring race car driver, that may be a problem, but that’s not likely the case for the average car owner.

To the world of motoring, Ferrari means fast. Having someone else build the fastest road car doesn’t go down too well in the corridors of power at Maranello, even if the racing heritage of the prancing horse transcends all other contenders. While, the Ferrari 288 GTO had topped the fastest Countach, the mid eighties saw the Porsche 959 at the head of the field. Ferrari responded with the F40 in 1988 with all but 200 mph. Then came the Diablo in 1990 nosing ahead, but all were to be engulfed by the rash of supercars that flooded a diminishing market – Jaguar, Bugatti and McLaren cleared 200 mph comfortably.

Following the dramatic success of the limited edition 288 GTO, underlined by the premium prices paid for such exclusivity, Ferrari knew the market would still absorb a larger number of even faster cars bearing the prancing horse. With the Evolution version of the GTO still born by the lack of anywhere to race Group B cars, Ferrari had a second base from which to work on the car that would celebrate 40 years of production. The chassis followed the tubular carbon fiber replaced the welded sheet boxing to give a lighter, stronger structure; body paneling and interior trims also benefited from modern companies – inside it was pretty Spartan with bare carbon fiber and little sound deadening.

While the suspension was similar to that of the GTO, it was modified to adapt to Pirelli’s latest Zeros which were considerably wider; so track and car width increased too. Power was also greater; using the same basic 308 unit larger bore and shorter stroke, but with the twin turbos producing higher pressures, the output rose to 478 bhp at 7000 rpm from the 2936 cc V8.

With all the weight reduction and near 20% power increase, it was not surprising that the F40 was very much quicker off the mark with 0-100 mph in 7.6 seconds against the GTO’s 11.0 seconds; the top speed, too, has risen from 189 to around 200 mph. on the road it is tremendously fast and responsive with levels of road holding that can only be explored on the track. But take the new F50 to the Ferrari test track at Fiorano an it is 4 seconds a lap faster; that is what the new car is all about – a little faster in acceleration with the same top speed, but with Grand Prix technology to give real race car road holding.

The chassis is a carbon fiber monocoque to which the engine is solidly bolted, acting as a stressed member to carry the rear suspension loads through the final drive casing, which doubles as an oil tank, between engine and the new six speed gearbox. Like a GP car, the springs are laid across the top of the casing an operated by push rods.

The front suspension also uses push rod operated transverse springs and is mounted directly onto the monocoque via aluminium inserts. Both front and rear damping is electronically controlled according to speed and dynamics forces. While the V-12 engine uses the same 65 degree angle between the banks as the 465, it is based more on the normally aspirated 993 Grand Prix engine with 5 valves per cylinder operated by chain driven camshafts – Grand Prix cars no longer use turbos. Developing 520 bhp from 4.7 liters, its output per liter is even higher than that of the 355.

Carbon fiber, Kevlar and honeycomb are used for the bodywork, which is wind tunnel developed to provide a down force balancing that from the underbody venturis; the full width rear wing and high lighted panel joint line are features that link the F50 to the F40. Inside, there is naked carbon fiber with just a little soft trim while LCD instrumentation panel gives bar graphs for mirror display but needles for rev counter and a speedometer which reads a 360 km/h! The car comes in two forms, closed with an integrated roll-bar, or open with roll-hoops emerging from the twin head-fairings. It is a real racer for the road and will be extremely noisy for the occupants – not a grand tourer.
]]> http://blog.norcalcars.com/ferrari-f40/feed/ 9 http://blog.norcalcars.com/ferrari-512tr/ http://blog.norcalcars.com/ferrari-512tr/#comments Fri, 26 Mar 2010 21:53:38 +0000 Fahad Majidi http://blog.norcalcars.com/?p=711 Tweet

Maybe the 512 is neither the most practical nor the nimblest of Ferraris, but it still has an almighty presence that shouts Ferrari; 78 inches wide, 44 inches low it still manages to be graceful in its Pininfarina clothes; and with 428 bhp from its flat 12 (boxer) 5 liter midships engine, it is also very fast but user-friendly with it. If Ferrari didn’t keep producing even more exciting but considerably less practical devices like the 288 GTO and the F40/ 50, ‘Berlinetta Boxer’ would have attracted the stronger following which its all-round ability deserves; that those that can afford them don’t usually buy a big Ferrari for its practically and the other offer more short-term exhilaration.

It started life back in 1973 when the Daytona was still in production. Ferrari was never one to leap into new technologies, although the company has always been good at perfecting them once proven – a sound small company philosophy. Thus Ferrari was beaten to the mid-engined road car draw by Lamborghini; such was the caution that both the mid-engined Ferraris were to be shown as styling exercises, well ahead of possible production, as a means of sampling public opinion before taking the plunge.

Its first public airing was at the 1971 Turin Show, two years before the production launch. At the time the Grand Prix and Sports, prototype racing cars were using a 3 liter flat-12 which gave a usefully low centre of gravity. It was a good configuration for a road car, too, giving a low rear deck height for better visibility but it dictated quite a wide car; however Ferrari preferred to keep the masses between the wheel-base and lifted the engine to put the gearbox within the rear of the sump – practically ruled over the last word in handling and the model has lived with that ever since.

While the engine followed the layout of 3 liter, its dimensions and many of its components came from the 365 V-12 Daytona unit, although its camshafts were belt driven; with 344 bhp, it was slightly less powerful than the Daytona with a lower compression ratio but would pull similar speeds – Motor recorded 172 mph.

Its style was unique, neither a big Dino nor a preview of the 308, with matt black below a line from the sharp nose to the rear bumper set under the short stubby tail. Its title was a mouthful 365 GT4BB, Berlinetta Boxer denoting the different layout from that of the 365GT B4 Daytona. The first model was usually known as the Boxer, even though all subsequent models used a boxer engine.

The first update came in 1976; in response to restrictive emission legislation the capacity was increased to 5 liter for no power increase, the engine was fitted with a dry sump, and the rear tyre size was increased – these had been the same size front and rear on the first car – adding also to body width; a front spoiler helped to keep the nose down at high speeds. This became the 512, following the new numbering system of capacity followed by number of cylinders; the fuel injection 512i followed in 1981 again with no power increase.

The first major change came in 1984 with a dramatically revised shape whose major feature was the side strakes leading to intakes for the radiators which had been moved from the front to just ahead of the rear wheels; the front intake stayed as a feed for brake cooling ducts. The 5 liter engine adopted 4 valves per cylinder to recover emission strangled outputs and generated 390 bhp; its heads were painted red to justify the revived Testarossa name. These changes, plus bigger rear tyres, widened the car by six inches, put another two inches in the wheelbase and increased the overall length of five inches – it had become a big car. It was faster too with a maximum speed around 182 mph.

Since then, it had minor styling changes with small power increases. For 1992 the 512TR had 428 bhp and anti-lock brakes, and the front showed a family identity that would be carried across to the 355. only two years later came the 512M, recalling the final version of the late sixties racing GT car, with 440 bhp in slightly less weight, new wheels and a revised front, with headlights now visible behind clear plastic, but the overall shape unchanged from the 512TR. The design has moved with the times, but the times may have overtaken the design.
]]> http://blog.norcalcars.com/ferrari-512tr/feed/ 6 http://blog.norcalcars.com/ferrari-288-gto/ http://blog.norcalcars.com/ferrari-288-gto/#comments Wed, 17 Mar 2010 22:14:36 +0000 Fahad Majidi http://blog.norcalcars.com/?p=699 Tweet

Smaller and a little more powerful than the flagship Testarossa, the 288 GTO was the fastest Ferrari is its day. It should have been, it was designed as a racer. GTO? Gran Turismo Omologato or, in somewhat less evocative terms, Homologated GT. Homologation is the process of certifying that a number of identical units have been made; road cars are homologated by transport, road based race cars are homologated for competition by the FIA, the ruling body of motor sport, once a specified number have been built.

Over 1959-61, Ferrari had been building the short wheelbase 250 GT for road and competition use; when the FIA announced a GT championship for 1962, Ferrari needed something lower and lighter. The rules of the day stated that 100 identical cars should be built in 12 consecutive months, but that special bodied versions could be made once the 100 had been completed; the 250 GT had already been accepted a GT car, so the new car was submitted for approval with the revised bodywork.

When the form came back stamped GT – Omologato, the name stuck. The 3 variation in axle ratio and states of tune; factory cars may have achieved over 170 mph at Le Mans, but 165 mph is about right for 280 bhp. Twenty years on and the FIA again introduced rules to encourage road going GT cars to take part in racing a rallying with effect from 1982. This time the minimum quantity was 200 in a year for Group B. Ferrari had racing in mind, Porsche planned to race and rally the 959 while the rest of the competitive manufactures built outrageous four wheel drive rally specials.

In event, Group B racing failed to capture any following and the Group B rallying stopped in 1986 when the cars became too fast for their own – and spectator – safety. However Ferrari introduced the 288 GTO at the 1984 Geneva Show as a Limited Edition of 200 started taking deposits there and then. While there was no homologation inspired need to develop a previous design, Ferrari started with the 308 GTB as the basis.

Turbo charging small engines had become the fashion for ultimate power to weight ratios and Ferrari already made a 208 Turbo for the Italian market to avoid the heavy tax on cars over 2 liters; so the engine chosen was the V-8, set at 2.85 liters such that, like Porsche, the car would fit into the 4 liter category once the FIA’s turbo correction factor of 1.4 was applied. With twin IHI turbochargers it would develop 400 bhp at 7000 rpm, but much more for racing, simply by adjusting turbo pressures. To allow a conventional racing gearbox behind the axle line, the engine was sited fore and aft which necessitated an extra 4 inches in the wheel base.

What had been the 308 GTB’s 225/ 50 x 16 rear tyres were used on the front of the GTO with 265/ 50 x 16 tyres on the rear – so the body was flared out to accommodate them and any later increase, to the tune of an extra 7 inches. The chassis was just a stretched version of the 308’s tubular frame, but the body was a mixture of materials using glass fiber, Kevlar for the bonnet, and carbon/ Kevlar for the roof. The car’s weight was quoted at 1160 kg: although production ones with full interior trim were nearer 1300 Kg they were still 50 kg lighter than the 308 GTB.

It looks the GTO was very similar to the 308, just longer and wider, until you came to the rear; the two or three near vertical slots, cut into the 250 GTO’s flanks behind the front wheels, became three similar cut outs behind the 288 GTO’s rear wheels, and tail spoiler, too, carried overtones of 20 years earlier. While the earlier car was designed for competition and won, the 288 GTO was designed for competition but never ran – that hasn’t stopped it from being another instant classic Ferrari.

For ever known as the Daytona, the 365GTB4 was Ferrari’s final fling for the front engined two seater; four seaters would continue with front mounted engines, but two seater sports Ferraris would be mid engined after this. But what a finale. It was a bold statement of sheer power and shameless aggression, from sharp front end to the wide fastback that had lost any semblance of its predecessor’s narrow cabin, inset from a curvaceous waist line.

It was a big car too, heavy and bulky, but a muscle car designed to appeal to the American market; its performance and maximum speed would leave all of those and the Europeans standing, it was king of the road in its day. Its predecessor had been the 275 GTB4.

The 250 GT series, running from 1954-64, had marked the transition from race cars adapted for the road to purpose built road cars; the 275s were the first Ferraris to be designed and developed from the outset as road cars. As ever, the type number referred to the capacity of a single cylinder; last of the original small-block engines, the 275 was a V12 3.3 liter mounted in the front. Unlike previous road cars, it had the gearbox, now with five speeds, mounted in the rear – a transaxle – to keep the weight distribution more even. The chassis followed the familiar tubular frame and had independent rear suspension.

Announced at the 1964 Paris Show it was available in two body forms, the open 275 GTS and the coupe 275 GTB with 250-275 bhp. It was at the 1966 Paris Show that the final version was launched, the 275 GTB4 for four overhead cam shafts, two per bank six cylinder; with 300 bhp at 8000 rpm it would run to 160 mph. it was a fast and agile car with an almost comfortable ride.

But while the 4-cam was launched in October 1966, extending the life of the 275, the new 330 range had been presented in March of the year. With the traditional V-12 single cam stretched with a new longer block, the 330 bhp 4 liter was used to power the 330 GTC and GTS. The chassis remained similar to that of the 275, but the drive-line incorporated a torque tube. The new body style featured a lower waistline with deeper windows, a notchback tail treatment and an oval grille more reminiscent of the superamerica series.

The same engine had been used in the mid-engined sports racing 330P in 1964; the factory continued to develop the 4 liter engine but produced a 4.4 liter 365P for the non works teams for 1965. The ultimate factory development came with the 1967 330P4 which had twin cams per bank with each cylinder having three valves and twin plugs fuel injection to generate 450 bhp at 8200 rpm; privateers made do with 380 bhp at 7300 rpm with carburetters and single cam 365s. Ferrari won the world championship three times in those four years, including victory at Daytona for the 330P and 330P4.

First production car to use the 4.4 liter single-cam V-12 was the 365 GT 2+2, an extremely elegant Pininfarina stretch of the 330 GTC with an extra 25 cm in the wheelbase but 58 cm more in overall length to provide more luggage space as well as the extra seats; it also had self-leveling rear suspension. The 330 GTC and GTS had to wait until late 1968 to be uprated to 365-series.
]]> http://blog.norcalcars.com/ferrari-365-gtb-4-daytona/feed/ 1 http://blog.norcalcars.com/ferrari-410-super-america/ http://blog.norcalcars.com/ferrari-410-super-america/#comments Wed, 03 Mar 2010 20:26:45 +0000 Fahad Majidi http://blog.norcalcars.com/?p=651 Tweet

Most of the Ferrari’s model names have been based on the capacity in cubic centimeters of a single cylinder, 12 of the 250 GT cylinders gave 3 liters; for cars specifically designed for the American market where cubic centimeters are unrecognized, the name became more important than the numbers. The 410 Super American was a very fast late fifties Gran Turismo powered by a 4.9 liter V12 engine with 360 bhp available for the third series, one of which produced these figures for Road and Track; 410 wasn’t far out, as its 4962 cc engine had 413.5 cc per cylinder. Like most of the road going Ferraris, the body was styled by Pininfarina.

Ferrari’s first recognition of the American market potential came very shortly after the company was set up in 1946; where the European market expected small efficient engines, the American wanted big horsepower figures from big capacity engines.

Ferrari’s first engine had been the Colombo designed V-12 which had been used in supercharged 1500 cc form for the post war GP formula; as the formula also accepted 4.5 liter unsupercharged cars, 1950 saw a change of tack with the bigger V-12 designed by Lampredi. These two basic engines would power Ferraris for a considerable time to come.

The 340 American used a 4.1 liter version of the Lampredi unit; with road going simplification it produced 220 bhp and was fitted in some 25 cars of mixed road and track intention during 1951. Four 240 Mexicos were produced for the 1952 Carrera Panamericana with 280 bhp, three coupes and a spider. Despite 340, these were actually 12 x 342 cc; the 342 American had emerged in 1951 as Ferrari’s first real road car, a 2+2, which unfortunately marked one of Pininfarina’s less appealing designs, only six were built.

This was quickly superseded by the 375 American with 4523 cc, 300 bhp and amore appropriately styled body similar to that of the 250 Europa, a dozen were built this time. Shorter wheelbase open and closed competition derivatives were produced as 340 MM and 375 MM with the 375 Plus using a 4.9 liter version through 1954, just in time for a Le Mans victory.

Then came the replacement for the 375 American as the 410 Super American, also a 4.9 liter but with different bore and stroke from that of the 375 Plus. Against its predecessor it was lower and wider, the front suspension adopted coil springs instead of the transverse leaf, and 37 were to be produced in purposeful rather than graceful style over the period 1955-59.

Two of these were used by Pininfarina for show cars; the striking 1956 Superfast 1 (the one was added when 2 came out) was a somewhat uncomfortable marriage of Ferrari front to American tail fins, while Superfast 2 was the 1960 forerunner of the new 400 Super America coupe, long, slender, elegant and one of Pininfarnia’s best.

Under this was a 340 bhp 4 liter Colombo engine stretched to its ultimate, it should have been 330, but that seemed like a backward step from the 410 whereas the two were very closely matched; some 30 coupes and a dozen other were built from 1960 to 64, including three more Pininfarina show cars, Superfast 2 (a second version), 3 and 4. Just to confuse everyone, Ferrari bought out a final coupe in the series, the 500 Superfast which was even better than the 400 Super America.

This too failed to match the single cylinder dictum by having a 4.9 liter of the same dimensions as the 410; its design was actually a unique cross using the bottom half of the fixed head Lamperdi engine with Colombo style detachable heads, it was the final fling of the big block. With 400 bhp and a more modern shape, the 500 Superfast should be quicker than the 410 Super America, but none of the 36 cars produced from 1964-66 seems to have been tested. By this time Ferrari was into comparative volume production; Americas, Super Americas and Superfast were the last of the hand-built GTs when each was different from its nominal brother.
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