Ferraris are a passion-much more than just an automobile. For more than half a century, the cars with the yellow and black Cavallino emblem have adorned the world of automobiles with their aura of ultimate speed and automotive sensuality. For years and more, they have been likened to the curvaceous female bodies and the muscular strength of the men. Ferraris have been the benchmark for all sports cars when it comes to decision about the best for the past 50 years and undoubtedly will continue striving as one. Ferraris pose as the most difficult to understand sports cars when it comes to machination and design.
Nonetheless, the evolution of the Ferrari from the nibble to the perfection is worth pondering on. The Design- All racing fans must be familiar with the famous Ferrari "prancing horse" symbol. The famous symbol of Ferrari is a black prancing horse on yellow background, usually with the letters S F for Scuderia Ferrari. The horse was originally the symbol of Count Francesco Baracca, a legendary "asso" (ace) of the Italian air force during World War I, who painted it on the side of his planes. Baracca died very young on June 19, 1918, shot down after 34 victorious duels and many team victories.
The first Ferrari road car was the 1947 125 S, powered by a 1. 5 L V12 engine. Ferrari road cars, noted for styling by design houses like Pininfarina, have long been one of the ultimate accessories for the wealthy. Other design houses that have worked to further glorify and beautify the Ferrari over the years include Scaglietti, Bertone, Touring, Ghia, and Vignale. Until the early 1980s, Ferrari followed a three-number naming system based on engine displacement, that is, the total volume of air/fuel mixture an engine can draw in during one complete engine cycle.
This naming system can be confusing, as some entirely different vehicles used the same engine type and body style. Many Ferraris also had other names affixed (like Daytona) to identify them further. Many such names are actually not the official factory names. The Daytona name commemorates Ferrari's triple success in the February 1967 24 Hours of Daytona with the 330P4. Only in the 1973 Daytona 24h, a 365 GTB4 model run by N. A. R. T. (North American Racing Team, who raced Ferrari's in America) scored 2nd—behind a Porsche 911.
Ferrari is passion on wheels, and that passion comes alive in the articles we’ve created. Every significant Ferrari car is profiled, more than 100 models in all, from the very first machines to wear the prancing horse in 1947 to today’s thrilling lineup of V-8 and V-12 coupes and convertibles. The journey proceeds along the three paths that make up the Ferrari cars legend: the road cars, the sports-racing cars, and the F1 cars. Clothed in graceful bodywork by Enzo Ferrari’s friend, Battista “Pinin” Farina, the early road cars were only slightly tamed versions of his racing cars.
Indeed, the very first Ferrari road car, the 166 MM, took part of its name from the Mille Miglia, the famed 1,000-mile Italian road race won by a Ferrari in 1948. The theme continued through such wondrous stallions as the Ferrari 340 America and 375 MM of the early 1950s. These cars could be driven to the track, compete for the checkered flag, and carry their driver to dinner that night. This was the romance of the dual-purpose sports car, an ideal that culminated with the Ferrari 250 GT SWB coupe of 1959. Ferrari 375 MM racecar The Ferrari 375 MM racer of the 1950s wasn't a world apart from Ferrari road cars.
After that, the all-out performance demanded by competition and the veneer of civility required by Ferrari’s wealthy non-racing customers sent his road cars along their own route. Certainly, each succeeding decade had its share of ferocious and charming road going Ferraris -- the 365 GTB/4 Daytona in the 1960s followed by the midengine 512 BBi in the ‘70s, F40 in the ‘80s, F50 in the ‘90s, and Enzo in the new millennium. But each period also had its gorgeous grand touring models as well, including the 250 GT Coupe, 330 GTC, and today’s 612 Scaglietti, all of which followed Ferrari’s classic front-engine V-12 format.
It’s believed of the Ferrari faith that Enzo sold road cars mainly to finance his first love, racing. And in the first half of the company’s sixty-year existence, the term mostly meant endurance racing. Ferrari’s sports-racing cars were generally recognizable as wilder versions of models customers could buy and they competed in the big glamour events, like the 24 Hours of Le Mans and the Targa Florio. Such Ferraris as the pontoon-fender 250 Testa Rossa and the voluptuous 330 P4 battled Jaguar and later, Ford, for supremacy in this particular crucible of 200-mph machine and high-risk automotive marketing came into light.
By the mid 1970s, Formula 1 had taken over as the aristocrat and benchmark of motor racing, and Ferrari refocused its efforts on this form of open-wheel, single-seat competition. Immortals and geniuses like Alberto Ascari and Juan Manuel Fangio had driven Ferrari Grand Prix cars in the 1950s. And the distinctive shark-nose Dino 156 F1 made Phil Hill the first American F1 world champion in 1961. How is it different? The Ferrari is one of the most-priced eye-candies present in the automobile world. The features which differentiate the Ferrari models from other cars are innumerable- the price being the most prominent one.
On the track, the lack of a clutch pedal is a boon because one can use his left foot to brake, thus saving time. In town, it's also handy because the left foot never gets tired from having to pump the clutch. The automatic mode is a bit clunky but works sufficiently well when you're not in the mood to move your digits. Via the steering-wheel-mounted manettino, five different CST ("control, stability and traction") modes — ice, low grip, sport, race, and CST off — affect shift speed, throttle response, adaptive damping, differential settings, and levels of traction and stability control.
"CST off" disables the stability control, whereas race and sport have progressively higher levels of intervention. Race and "CST off" are more firmly damped than sport and shift faster. The manettino tweaks the electronic diff setting, too. But the Ferrari isn't just an engine and transmission looking for a car, which could be said about Ferraris of yore. Like the Porsche, control weights and feel are superb: The steering is a touch light but compensates with its accuracy and feedback, and the brake pedal is solid and linear, allowing you to modulate the powerful ceramic-composite brakes with precision.
One expects such a racy, hard-edged car to ride like a Roman chariot, but the Ferrari is supple on the highway in sport mode, and it tracks down the road with unerring accuracy. The car has the most entertaining and predictable chassis of the three, with mild under steer on turn-in, a neutral demeanor mid-turn as you apply the power, and power over steer on corner exits. But thanks to a more predictable throttle and more accurate, lively steering, the over steer is progressive and easily controlled. With its beautifully balanced chassis, instant shifts, rapid soundtrack, and stunning brakes, the Ferrari is a winner.
The Engine:- We always imagine Ferrari engines being bestowed by some manner of benevolent archangel with a fiendish streak and an ear for charm. Of course, they are -- in spirit. But there's a more mundane manufacturing process behind the Ferrari V12, one that starts with molten alloy and involves lots of polishing, testing, careful assembling and symphonic music. Well the engine has changed a lot from the 6 valves ones to the 8 and to the 12 and then to the 10 valves one. A few pictures of the engines are displayed. The Improvement-
The innovative FXX programme, based on the eponymous prototype car and launched by Ferrari in June 2005, is being extended to 2008/2009. The FXX, which is the most advanced GT ever created at Maranello, has been updated with an evolution package aimed at further improving its handling and performance. The package was developed as a result of Ferrari’s collaboration with its Client Test Drivers and with the invaluable support of Michael Schumacher. The FXXs equipped with this package will also sport a new livery in addition to new rear wing profiles. The FXX is not homologated for road use and there are no plans to compete with it either.
In fact, the FXX prototype is designed exclusively for track driving as part of a specific R&D programme agreed with a selected group of just over 20 clients involving 14 group test sessions and 14 private ones in the last two years. Thanks to readings taken over the 16,500 kilometers of tests carried out in 2006 and the 18,500 kilometers covered in 2007, the modifications made to the car have focused on honing its aerodynamics, running gear and electronics. Seven-times Formula 1 World Champion Michael Schumacher also joined the ranks of the client test drivers and gave the programme the benefit of his vast experience on several occasions.
