FERRARI V12 SUPPRESSION LUCAS BLUEPRINT Dated 2-1-64 250 GTO 275 GTS SCARCE

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Seller: memorabilia111 ✉️ (808) 100%, Location: Ann Arbor, Michigan, US, Ships to: US & many other countries, Item: 176253070373 FERRARI V12 SUPPRESSION LUCAS BLUEPRINT Dated 2-1-64 250 GTO 275 GTS SCARCE. FERRARI V12 SUPPRESSION JOSEPH LUCAS LTS BIRMINGHAM ENGLAND BLUEPRINT Dated 2-1-64 Condition ...aging with folds.  MEASURES APPROXIMATELY 15" X 20" INCHES ______________________________________________________________________________________________ Ferrari S.p.A. (/fəˈrɑːri/; Italian: [ferˈraːri]) is an Italian luxury sports car manufacturer based in Maranello, Italy. Founded in 1939 by Enzo Ferrari (1898–1988), the company adopted its current name in 1945 and began producing its line of cars in 1947. Ferrari became a public company in 1960, and from 1969 to 2014 it was a subsidiary of Fiat S.p.A. It was spun off from Fiat's successor entity, Fiat Chrysler Automobiles, in 2016. Ferrari's cars are known as symbols of success, wealth, speed, elegance, sportiness, and prestige.[6] The company currently offers a large model range which includes several supercars, grand tourers, and one SUV. Many early Ferraris, dating to the 1950s and 1960s, count among the most expensive cars ever sold at auction. Owing to a combination of its cars, enthusiast culture, and successful licencing deals, in 2019 Ferrari was labelled the world's strongest brand by the financial consultency Brand Finance.[7] Throughout its history, the company has been noted for its continued participation in racing, especially in Formula One, where its team, Scuderia Ferrari, are the series' single oldest and most successful. Scuderia Ferrari have raced since 1929, first in prewar Grand Prix events and later in Formula One, where since 1952 they have fielded fifteen champion drivers, won sixteen Constructors' Championships, and accumulated more race victories, 1–2 finishes, podiums, pole positions, fastest laps and points than any other team in F1 history.[8][9] Historically, Ferrari were also highly active in sports car racing, where their cars took many victories in races like the Mille Miglia, Targa Florio and 24 Hours of Le Mans. Scuderia Ferrari fans, commonly called tifosi, are known for their passion and loyalty to the team. History Main article: History of Ferrari Enzo Ferrari during a rare interview, with the Ferrari's symbol Cavallino Rampante ("prancing horse") behind him Enzo Ferrari was not initially interested in the idea of producing road cars when he formed Scuderia Ferrari in 1929, with headquarters in Modena. Scuderia Ferrari (pronounced [skudeˈriːa]) literally means "Ferrari Stable" and is usually used to mean "Team Ferrari". Ferrari bought,[citation needed] prepared, and fielded Alfa Romeo racing cars for gentleman drivers, functioning as the racing division of Alfa Romeo. In 1933, Alfa Romeo withdrew its in-house racing team and Scuderia Ferrari took over as its works team:[1] the Scuderia received Alfa's Grand Prix cars of the latest specifications and fielded many famous drivers such as Tazio Nuvolari and Achille Varzi. In 1938, Alfa Romeo again brought its racing operation in-house, forming Alfa Corse in Milan and hired Enzo Ferrari as manager of the new racing department; thereby disbanding the Scuderia Ferrari.[1] In September 1939, Ferrari left Alfa Romeo under the provision he would not use the Ferrari name in association with races or racing cars for at least four years.[1] A few days later he founded Auto Avio Costruzioni, with headquarters in the facilities of the old Scuderia Ferrari.[1] The new company ostensibly produced machine tools and aircraft accessories. In 1940, Ferrari produced a racing car – the Tipo 815, based on a Fiat platform. It was the first Ferrari car and debuted at the 1940 Mille Miglia, but due to World War II it saw little competition. In 1943, the Ferrari factory moved to Maranello, where it has remained ever since. The factory was bombed by the Allies and subsequently rebuilt including works for road car production. 125 S replica 166 MM Touring Barchetta The first series produced Ferrari, the 1958 250 GT Coupé The first Ferrari-badged car was the 1947 125 S, powered by a 1.5 L V12 engine;[1] Enzo Ferrari reluctantly built and sold his automobiles to fund Scuderia Ferrari.[10][circular reference] The Scuderia Ferrari name was resurrected to denote the factory racing cars and distinguish them from those fielded by customer teams. In 1960, the company was restructured as a public corporation under the name SEFAC S.p.A. (Società Esercizio Fabbriche Automobili e Corse).[11] Early in 1969, Fiat took a 50% stake in Ferrari. An immediate result was an increase in available investment funds, and work started at once on a factory extension intended to transfer production from Fiat's Turin plant of the Ferrari-engined Fiat Dino. New model investment further up in the Ferrari range also received a boost. In 1988, Enzo Ferrari oversaw the launch of the Ferrari F40, the last new Ferrari launched before his death later that year. In 1989, the company was renamed Ferrari S.p.A.[11] From 2002 to 2004, Ferrari produced the Enzo, their fastest model at the time, which was introduced and named in honour of the company's founder, Enzo Ferrari. It was to be called the F60, continuing on from the F40 and F50, but Ferrari was so pleased with it, they called it the Enzo instead. It was initially offered to loyal and recurring customers, each of the 399 made (minus the 400th which was donated to the Vatican for charity) had a price tag of $650,000 apiece (equivalent to £400,900).[citation needed] On 15 September 2012, 964 Ferrari cars worth over $162 million (£99.95 million) attended the Ferrari Driving Days event at Silverstone Circuit and paraded round the Silverstone Circuit setting a world record.[12] Ferrari's former CEO and Chairman, Luca di Montezemolo, resigned from the company after 23 years, who was succeeded by Amedeo Felisa and finally on 3 May 2016 Amedeo resigned and was succeeded by Sergio Marchionne, CEO and Chairman of Fiat Chrysler Automobiles, Ferrari's parent company.[13] In July 2018, Marchionne was replaced by board member Louis Camilleri as CEO and by John Elkann as chairman.[14] On 29 October 2014, the FCA group, resulting from the merger between manufacturers Fiat and Chrysler, announced the split of its luxury brand, Ferrari. The aim was to turn Ferrari into an independent brand, 10% of whose stake would be sold in an IPO in 2015.[15] Ferrari officially priced its initial public offering at $52 a share after the market close on 20 October 2015.[16] On 10 December 2020, CEO Louis Camilleri announced that he will step down as CEO and chairman John Elkann will step in to the Interim CEO role until a permanent successor is selected.[17] On 9 June 2021, the company announced the appointment of Benedetto Vigna from Geneva-based STMicroelectronics as its next CEO starting September.[18] Motorsport For a complete list of Ferrari racing cars, see List of Ferrari competition cars. Ferrari 312T2 Formula One car driven by Niki Lauda Since the company's beginnings, Ferrari has been involved in motorsport, competing in a range of categories including Formula One and sports car racing through its Scuderia Ferrari sporting division as well as supplying cars and engines to other teams and for one-make race series. 1940 AAC 815 was the first racing car to be designed by Enzo Ferrari, although it was not badged as a Ferrari model. Scuderia Ferrari Main article: Scuderia Ferrari Scuderia Ferrari has participated in several classes of motorsport, though it is currently only officially involved in Formula One. It is the only team to have competed in the Formula One World Championship continuously since its inception in 1950. José Froilán González gave the team its first F1 victory at the 1951 British Grand Prix. Fernando Alonso's Ferrari 150º Italia during the first practice session before the 2011 Malaysian Grand Prix Alberto Ascari gave Ferrari its first Drivers Championship a year later. Ferrari is the oldest team in the championship, and the most successful: the team holds nearly every Formula One record. As of 2014, the team's records include 15 World Drivers Championship titles, 16 World Constructors Championship titles, 221 Grand Prix victories, 6736.27 points, 679 podium finishes, 207 pole positions, and 230 fastest laps in 890 Grands Prix contested. Of the 19 tracks used in 2014, 8 have lap records set by the F2004, with a further 3 set by the F2003-GA, F2008 and F10. At the end of the 2006 season, the team courted controversy by continuing to allow Marlboro to sponsor them after they, along with the other F1 teams, made a promise to end sponsorship deals with tobacco manufacturers. A five-year deal was agreed and although this was not due to end until 2011, in April 2008 Marlboro dropped their on-car branding on Ferrari. A 312PB (driven by Jacky Ickx) during the team's final year in the World Sportscar Championship In addition to Formula One, Ferrari also entered cars in sportscar racing, the two programs existing in parallel for many years. In 1949, Luigi Chinetti drove a 166 M to Ferrari's first win in motorsports, the 24 Hours of Le Mans. Ferrari went on to dominate the early years of the World Sportscar Championship which was created in 1953, winning the title seven out of its first nine years. When the championship format changed in 1962, Ferrari earned titles in at least one class each year through to 1965 and then again in 1967. Ferrari would win one final title, the 1972 World Championship of Makes before Enzo decided to leave sports car racing after 1973 and allow Scuderia Ferrari to concentrate solely on Formula One. During Ferrari's seasons of the World Sportscars Championship, they also gained more wins at the 24 Hours of Le Mans, with the factory team earning their first in 1954. Another win would come in 1958, followed by five consecutive wins from 1960 to 1964. Luigi Chinetti's North American Racing Team (NART) would take Ferrari's final victory at Le Mans in 1965. Although Scuderia Ferrari no longer participated in sports cars after 1973, they have occasionally built various successful sports cars for privateers. These include the 512 BB LM in the 1970s, the 333 SP which won the IMSA GT Championship in the 1990s, and currently the 458 GT2 and GT3 which are currently winning championships in their respective classes. Competizioni GT official drivers Italy Alessandro Pier Guidi United Kingdom James Calado Spain Miguel Molina Italy Antonio Fuoco Brazil Daniel Serra Italy Davide Rigon Denmark Nicklas Nielsen Italy Alessio Rovera France Lilou Wadoux Italy Andrea Bertolini Finland Toni Vilander Italy Giancarlo Fisichella Monaco Olivier Beretta [19] Race cars for other teams Throughout its history, Ferrari has supplied racing cars to other entrants, aside from its own works Scuderia Ferrari team. In the 1950s and '60s, Ferrari supplied Formula One cars to a number of private entrants and other teams. One famous example was Tony Vandervell's team, which raced the Thinwall Special modified Ferraris before building their own Vanwall cars. The North American Racing Team's entries in the final three rounds of the 1969 season were the last occasions on which a team other than Scuderia Ferrari entered a World Championship Grand Prix with a Ferrari car.[20] Ferrari supplied cars complete with V8 engines for the A1 Grand Prix series, from the 2008–09 season.[21] The car was designed by Rory Byrne and is styled to resemble the 2004 Ferrari Formula one car. Ferrari currently runs a customer GT program for a racing version of its 458 and has done so for the 458's predecessors, dating back to the 355 in the late 1990s. Such private teams as the American Risi Competizione and Italian AF Corse teams have been very successful with Ferrari GT racers over the years. This car, made for endurance sportscar racing to compete against such racing versions of the Audi R8, McLaren MP4-12C, and BMW Z4 (E89) has proven to be successful, but not as successful as its predecessor, the F430. The Ferrari Challenge is a one-make racing series for the Ferrari 458. The FXX is not road legal and is therefore only used for track events. Road cars For a complete list, including future and concept car models, see List of Ferrari road cars. 166 Inter Touring Berlinetta The first vehicle made with the Ferrari name was the 125 S. Only two of this small two-seat sports/racing V12 car were made. In 1949, the 166 Inter was introduced marking the company's significant move into the grand touring road car market. The first 166 Inter was a four-seat (2+2) berlinetta coupe with body work designed by Carrozzeria Touring Superleggera. Road cars quickly became the bulk of Ferrari sales. The early Ferrari cars typically featured bodywork designed and customised by independent coachbuilders such as Pininfarina, Scaglietti, Zagato, Vignale and Bertone. The original road cars were typically two-seat front-engined V12s. This platform served Ferrari very well through the 1950s and 1960s. In 1968 the Dino was introduced as the first two-seat rear mid-engined Ferrari. The Dino was produced primarily with a V6 engine, however, a V8 model was also developed. This rear mid-engine layout would go on to be used in many Ferraris of the 1980s, 1990s and to the present day. Current road cars typically use V8 or V12 engines, with V8 models making up well over half of the marque's total production. Historically, Ferrari has also produced flat 12 engines. For a time, Ferrari built 2+2 versions of its mid-engined V8 cars. Although they looked quite different from their 2-seat counterparts, both the GT4 and Mondial were closely related to the 308 GTB.[citation needed] Ferrari entered the mid-engined 12-cylinder fray with the Berlinetta Boxer in 1973. The later Testarossa (also mid-engined 12 cylinders) remains one of the most popular and famous Ferrari road cars of all time. The company has also produced several front-engined 2+2 cars, culminating in the recent V12 model Lusso and V8 models Roma, Portofino and Lusso T. The California is credited with initiating the popular current model line of V8 front-engined 2+2 grand touring performance sports cars.[citation needed] Starting in the early 2010s with the LaFerrari, the focus was shifted away from the use of independent coach builders to what is now the standard, Ferrari relying on in-house design from the Centro Stile Ferrari for the design of all its road cars. Current models Model Calendar year introduced Current model Vehicle description Introduction Update/facelift 2019 Ferrari 812 Superfast S-A 6.5.jpg 812 Superfast 2017 2017 – Front mid-engine, rear-wheel-drive grand tourer. Ferrari Portofino M IMG 4351.jpg Portofino M 2017 2017 2021 Retractable hardtop convertible grand tourer. Ferrari Monza SP1, Paris Motor Show 2018, IMG 0643.jpg Monza SP1 2019 2019 – Limited production single-seater sports car, part of the new Icona range. 2019 Ferrari Monza SP2.jpg Monza SP2 2019 2019 – Limited production two-seater sports car, part of the new Icona range. 2020 Ferrari F8 Tributo 3.9.jpg F8 2019 2019 – Mid-engine sports car that replaced the Ferrari 488. Red 2019 Ferrari SF90 Stradale (48264238897) (cropped).jpg SF90 Stradale 2019 2019 – Mid-engine, plug-in hybrid sports car. Ferrari Roma IMG 5355.jpg Roma 2020 2020 – Grand tourer sports car. Ferrari 296 GTB - Paris 06.jpg 296 GTB 2022 2022 – Mid-engine, plug-in hybrid sports car. 2022-08-21 Monterrey Ferrari SP3.jpg Daytona SP3 2022 2022 – Limited production mid-engine sports car, part of the new Icona range. 2023 Ferrari Purosangue.jpg Purosangue 2022 2023 – Ferrari's first SUV; uses the same platform as the Roma. Customization In the 1950s and 1960s, clients often personalized their vehicles as they came straight from the factory.[22] This philosophy added to the mystique of the brand. Every Ferrari that comes out of Maranello is built to an individual customer's specification. In this sense, each vehicle is a unique result of a specific client's desire. Ferrari formalized this concept with its earlier Carrozzeria Scaglietti programme. The options offered here were more typical such as racing seats, rearview cameras, and other special trim. In late 2011, Ferrari announced a significant update of this philosophy. The Tailor Made programme allows clients to work with designers in Maranello to make decisions at every step of the process. Through this program almost any trim, any exterior color or any interior material is possible. The program carries on the original tradition and emphasizes the idea of each car being unique.[22] Supercars Mythos Enzo Ferrari The 1984 288 GTO may be considered the first in the line of Ferrari supercars. This pedigree extends through the Enzo Ferrari to the LaFerrari. In February 2019, at the 89th Geneva International Motor Show, Ferrari revealed its latest mid-engine V8 supercar, the F8 Tributo.[23] Ferrari SF90 Stradale is the first-ever Ferrari to feature PHEV (Plug-in Hybrid Electric Vehicle) architecture which sees the internal combustion engine integrated with three electric motors, two of which are independent and located on the front axle, with the third at the rear between the engine and the gearbox.[24] Concept cars and specials Ferrari has produced a number of concept cars, such as the Mythos. While some of these were quite radical (such as the Modulo) and never intended for production, others such as the Mythos have shown styling elements that were later incorporated into production models. The most recent concept car to be produced by Ferrari themselves was the 2010 Millechili. A number of one-off special versions of Ferrari road cars have also been produced, commissioned to coachbuilders by wealthy owners. Recent examples include the P4/5[25] and the 612 Kappa. Ferrari Special Projects The Special Projects programme, also called the Portfolio Coachbuilding Programme, was launched in 2008 as a way to revive the tradition of past one-off and limited production coachbuilt Ferrari models, allowing clients to work with Ferrari and top Italian coachbuilders to create bespoke bodied models based on modern Ferrari road cars.[26][27] Engineering and design is done by Ferrari, sometimes in cooperation with external design houses like Pininfarina or Fioravanti, and the vehicles receive full homologation to be road legal.[27] Since the creation of Ferrari's in-house styling centre in 2010 though, the focus has shifted away somewhat from outside coachbuilders and more towards creating new in-house designs for clients.[28][29] The first car to be completed under this programme was the 2008 SP1, commissioned by a Japanese business executive. The second was the P540 Superfast Aperta, commissioned by an American collector.[27] The following is a list of Special Projects cars that have been made public: Name Picture Year Based on Commissioned by Notes SP1 Ferrari SP1.jpg 2008 F430[30] Junichiro Hiramatsu[30] Design by Leonardo Fioravanti, inspired by the 1998 F100 concept by Fioravanti.[30] P540 Superfast Aperta Ferrari P540 Superfast Aperta.jpg 2009 599 GTB[31] Edward Walson[31] Inspired by a similarly gold-painted and open-topped one-off built by Carrozzeria Fantuzzi on a Ferrari 330 LMB chassis.[27][31] Design by Pininfarina Superamerica 45 Ferrari Superamerica 45 in Villa Erba.jpg 2011 599 GTB[32] Peter Kalikow[32] Rotating targa top;[32] design by Ferrari Styling Centre SP12 EC FerrariSP12EC.jpg 2012 458 Italia[33] Eric Clapton[33] Designed by Ferrari Styling Centre and Pininfarina, in homage to the 512 BB.[33] SP30 2013[34] 599 GTO[34] Cheerag Arya[34] SP FFX Ferrari SP FFX.jpg 2014 FF[35] Shin Okamoto[35] Design by Pininfarina[35] Ferrari F12 TRS Festival automobile international 2015 - Ferrari F12 TRS - 007 (cropped).jpg 2014 F12berlinetta[36] — Barchetta body, inspired by the Ferrari 250 Testa Rossa. Design by Ferrari Styling Centre.[36] Ferrari SP America Ferrari SP America front.jpg 2014 F12berlinetta Danny Wegman[37] Design by Pininfarina Ferrari 458 MM Speciale FoS20162016 0624 132509AA (27809762691).jpg 2016 458 Speciale[38] — Design by Ferrari Styling Centre.[38] SP275 RW Competizione Ferrari SP275 RW Competizione.jpg 2016 F12tdf Rick Workman[39] Inspired by the 1964 275 GTB/C Speciale. Design by Pininfarina in collaboration with Ferrari Styling Centre.[40] Ferrari J50 2017 488 Spider — Design by Ferrari Design Center team in Maranello directed by Flavio Manzoni.[41] SP38 2018 488 GTB — Inspired by the F40 and 308.[42] Ferrari SP3JC Ferrari SP3JC.jpg 2018 F12tdf John Collins[43] Designed by the Ferrari Styling Centre. Two matching cars ordered, one in LHD, the other in RHD with different liveries.[44] Took 3.5 years to complete. Presented in 2018. P80/C Ferrari P80 C.jpg 2019 488 GT3 — One-off track-only car inspired by the 330 P3, 330 P4 and the Dino 206 S. Ferrari Omologata Ferrari Omologata side.png 2020 Ferrari 812 Superfast Design by Ferrari Design Center team in Maranello directed by Flavio Manzoni[45] Ferrari BR20 No image 3x4.svg 2021 Ferrari GTC4Lusso Fastback coupé instead of a shooting brake. Inspired by the 410 Superamerica and 500 Superfast[46] Bio-fuel and hybrid cars An F430 Spider that runs on ethanol was displayed at the 2008 Detroit Auto Show. At the 2010 Geneva Motor Show, Ferrari unveiled a hybrid version of their flagship 599. Called the "HY-KERS Concept", Ferrari's hybrid system adds more than 100 horsepower on top of the 599 Fiorano's 612 HP.[47] Also in mid-2014, the flagship LaFerrari was put into production. Naming conventions From the beginning, the Ferrari naming convention consisted of a three-digit unitary displacement of an engine cylinder with an additional suffix representing the purpose of a vehicle. Therefore, Ferrari 125 S had 1.5 L (1,496.77 cc) V12 engine with a unitary displacement of 124.73 cc; whilst S-suffix represented Sport. Other race cars also received names invoking particular races like Ferrari 166 MM for Mille Miglia. With the introduction of road-going models, the suffix Inter was added, inspired by the Scuderia Inter racing team of Igor Troubetzkoy. Popular at that time 166-series had 2.0 L (1,995.02 cc) engines with 166.25 cc of unitary displacement and a very diverse 250-series had 3.0 L (2,953.21 cc) of total displacement and 246.10 cc of unitary. Later series of road cars were renamed Europa and top-of-the-line series America and Superamerica. Until the early 1990s, Ferrari followed a three-number naming scheme based on engine displacement and a number of cylinders: V6 and V8 models used the total displacement (in decilitres) for the first two digits and the number of cylinders as the third. Thus, the 206 was a 2.0 L V6 powered vehicle, while the 348 used a 3.4 L V8, although, for the F355, the last digit refers to 5 valves per cylinder. Upon introduction of the 360 Modena, the digits for V8 models (which now carried a name as well as a number) refer only to total engine displacement. The numerical indication aspect of this name carried on to the F430; the F430's replacement, the 458 Italia, uses the same naming as the 206 and 348. The 488 uses the system formerly used by the V12 cars. V12 models used the displacement (in cubic centimetres) of one cylinder. Therefore, the famed 365 Daytona had a 4,390 cc (268 cu in) V12. However, some newer V12-engined Ferraris, such as the 599, have three-number designations that refer only to total engine displacement or boxer-style designations such as the [nominally] six-litre, V12 612. Flat 12 models used the displacement in litres for the first digit and the number of cylinders for the next two digits. Therefore, the 512 BB was five-litre flat 12 (a Berlinetta Boxer, in this case). However, the original Berlinetta Boxer was the 365 GT4 BB, which was named in a similar manner to the V12 models. Flagship models (aka "halo cars") use the letter F followed by the anniversary in years, such as the F40 and F50. The Enzo skipped this rule, although the F60 name was applied to a Ferrari Formula One car and is sometimes attached to the Enzo. Some models, such as the 1980 Mondial and 1984 Testarossa did not follow a three-number naming scheme. 612 Scaglietti Sessanta Edition Most Ferraris were also given designations referring to their body style. In general, the following conventions were used: M ("Modificata"), placed at the end of a model's number, denotes a modified version of its predecessor and not a complete evolution (see F512 M and 575 M Maranello). GTB ("Gran Turismo Berlinetta") models are closed Berlinettas, or coupés. GTS ("Gran Turismo Scoperta") this suffix can be seen in older spiders, or convertibles (see 365 GTS/4). Now the convertible models use the suffix "Spider" (spelt "i") (see F355 Spider, and 360 Spider). In more recent models, this suffix is used for targa top models (see Dino 246 GTS, and F355 GTS), which is an absolutely correct use of the suffix since "scoperta" means "uncovered". An increasing number of people tend to refer to GTS as "Gran Turismo Spyder", which creates the false assumption that Ferrari does not know the difference between "spyder" and "targa". The 348 TS, which is the only targa named differently, is an exception. GTO ("Gran Turismo Omologata"), placed at the end of a model's number, denotes a modified version of its predecessor. It designates a model that has been designed and improved for racetrack use while still being street legal. Only three models bear those three letters: the 250 GTO of 1962, the 288 GTO of 1984, and the 599 GTO of 2010. 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 official factory names. The Daytona name commemorates Ferrari's triple success in the February 1967 24 Hours of Daytona with the 330 P4.[48] Only in the 1973 Daytona 24 Hours, a 365 GTB/4 run by NART (who raced Ferraris in America) ran second, behind a Porsche 911.[49] The various Dino models were named for Enzo's son, Dino Ferrari, and were marketed as Dinos by Ferrari and sold at Ferrari dealers – for all intents and purposes they are Ferraris. In the mid-1990s, Ferrari added the letter "F" to the beginning of all models (a practice abandoned after the F512 M and F355, but adopted again with the F430, but not with its successor, the Ferrari 458). Identity The "Prancing Horse" Main article: Prancing Horse Francesco Baracca, originator of Ferrari's prancing horse. Ferrari's symbol is the "Prancing Horse" (Italian: Cavallino Rampante, lit. 'little prancing horse'), a prancing black horse on a yellow background. Minor details of its appearance have changed many times, but its shape has remained consistent: it is always presented either as a shield, with the Italian tricolour above the horse and the initials SF ("Scuderia Ferrari") below; or as a rectangle, replacing "SF" with the word "Ferrari" rendered in the company's trademark typeface.[50] Enzo Ferrari offered an account of the horse's origins. In his story, after a 1923 victory in Ravenna, the family of Francesco Baracca, a deceased flying ace who painted the emblem on his airplane, paid him a visit. Paolina de Biancoli, Francesco's mother, suggested that Ferrari adopt the horse as a good luck charm: he accepted the request, and the Prancing Horse was first used by his racing team in 1932, applied to their Alfa Romeo 8C with the addition of a canary yellow background — the "colour of Modena," Enzo's hometown.[50][51]: 43  The rectangular Prancing Horse has been used since 1947, when the Ferrari 125 S — also the first Ferrari-branded sports car — became the first to wear it.[50] Colour Main article: Rosso corsa A Ferrari 550 painted in rosso corsa. Both varieties of the Prancing Horse logo are present: the shield is located in front of the door, the rectangle is on the bonnet. The horse alone can also be found on the wheels, grille, and seats. For many years, rosso corsa ('racing red')[52] was the required colour of all Italian racing cars. It is also closely associated with Ferrari: even after livery regulations changed, allowing race teams to deviate from their national colours, Scuderia Ferrari continued to paint its cars bright red, as it does to this day.[53] On Ferrari's road-going cars, the colour has always been among the company's most popular choices: in 2012, 40 percent of Ferraris left the factory painted red, while in the early 1990s the figure was even higher, at 85 percent.[52][54] Some Ferrari vehicles, like the 288 GTO, have only been made available in red.[52] Although rosso corsa is the colour most associated with Ferrari,[52][55] it has not always been the colour of choice. Ferraris raced by privateers have run in a rainbow of colours, and one 250 GT SWB, used as a test mule for the 250 GTO, was a rare non-red factory-backed car: it raced in blue.[56][57] In a particularly noteworthy case from 1964, while protesting the FIA's homologation requirements, the company moved its racing assets to NART, an affiliated, United States-based racing team. As a result, Ferrari and driver John Surtees won the 1964 Formula One season in American colours — blue, with a white racing stripe.[58][59] Red has also become less common on Ferrari's road cars, fighting with newly popular colours like yellow, silver, and white.[54][55] Speaking to both the popularity of rosso corsa and the power of the Ferrari brand, Enzo Ferrari is reported to have once said the following: "Ask a child to draw a car, and he will certainly paint it red."[52] Brand image Ferrari meticulously manages its brand image and public perception: it goes to great lengths to protect its trademarks, and its customers are expected to honour its rules and guidelines when caring for their cars. The company is noted for its frequent and diverse lawsuits, which have centred around such subjects as the shape of the Ferrari 250 GTO's bodywork,[60] exclusive rights to model names (including "Testarossa" and "Purosangue"),[61][62] replica vehicles, and several unsanctioned owner modifications.[63] This pink Ferrari 360 may be captivating, but it's against the company's wishes: Ferrari offers no pink paint from the factory. Ferrari aims to cultivate an image of exclusivity and refined luxury. To facilitate this, vehicle production is deliberately limited to below customer demand, and purchasers are internally ranked based on their desirability and loyalty.[64] Some cars may only purchased by customers who have already owned multiple Ferraris,[65] and the company's most exclusive supercars, such as the LaFerrari, have wait lists many times in excess of total production, with only the most loyal customers selected to purchase one.[66] Jay Leno, the host of Jay Leno's Garage, has openly expressed his distaste for this business model, which he once likened to "rich guys that go to a dominatrix."[65] Sometimes, Ferrari's desire to maintain its brand perception goes against the wishes of its clientele. In one case, the company sued the fashion designer Philipp Plein over "distasteful" Instagram posts featuring his personal 812 Superfast. The posts, which showcased two models in suggestive positions atop the car, were seen by Ferrari as "unlawfully appropriating" the Ferrari brand to promote Plein's clothing, and as being outside Ferrari's intended brand perception.[67] Furthermore, the company places restrictions on what owners may do with their cars: they are not allowed to undertake certain modifications,[63] and the company's right of first refusal contract, designed to discourage speculation and flipping, prohibits unauthorised sales within the first two years of ownership.[68] Purchasers who break these rules are placed on a "blacklist," and may not be permitted to buy a Ferrari vehicle through official means.[69] These owner restrictions came to high profile in 2014, when the musician Deadmau5 was sent a cease and desist letter regarding his highly customised Ferrari 458: the car, which he dubbed the "Purrari," possessed custom badges and a Nyan Cat-themed wrap, and was put up for sale on Craigslist.[63][70] Ferrari does encourage its buyers to personalise their cars, but only through official channels, which include its Tailor Made programme for bespoke trim packages and special coachbuilding initiatives for more demanding commissions.[71] The customisation options offered through these channels are extensive, though they are always in line with Ferrari's desired branding — for example, the company offers no pink paint for its cars. In 2017, the CEO of the company's Australasia branch commented that this and similar customisations are "against the company's ethos," and that such a stance is "a brand rule. No pink. No Pokémon Ferraris!"[72] Corporate affairs In 1963, Enzo Ferrari was approached by the Ford Motor Company about a possible buy out.[73] Ford audited Ferrari's assets but legal negotiations and talks were unilaterally cut off by Ferrari when he realized that the deal offered by Ford would not enable him to stay at the helm of the company racing program. Henry Ford II consequently directed his racing division to negotiate with Lotus, Lola, and Cooper to build a car capable of beating Ferrari on the world endurance circuit, eventually resulting in the production of the Ford GT40 in 1964. As the Ford deal fell through, FIAT approached Ferrari with a more flexible proposal and purchased controlling interests in the company in 1969. Enzo Ferrari retained a 10% share, which is currently owned by his son Piero Lardi Ferrari. Ferrari has an internally managed merchandising line that licenses many products bearing the Ferrari brand, including eyewear, pens, pencils, electronic goods, perfume, cologne, clothing, high-tech bicycles, watches, cell phones, and laptop computers. Ferrari also runs a museum, the Museo Ferrari in Maranello, which displays road and race cars and other items from the company's history. Formula Uomo programme In 1997, Ferrari launched a long term master planned effort to improve overall corporate efficiency, production and employee happiness. The program was called Formula Uomo and became a case study in social sustainability.[74] It took over ten years to fully implement and included over €200 million (2008) in investment.[75] Technical partnerships Ferrari has had a long-standing relationship with Shell Oil. It is a technical partnership with Ferrari and Ducati to test as well as supply fuel and oils to the Formula One, MotoGP and World Superbike racing teams. For example, the Shell V-Power premium gasoline fuel has been developed with the many years of technical expertise between Shell and Ferrari.[76] Ferrari has had agreements to supply Formula One engines to a number of other teams over the years, and currently supply the Alfa Romeo and Haas F1 F1 teams. Sales history As of the end of 2019, the total of Ferrari built and sold cars in their whole company history is 219,062.[77] Annual Ferrari sales to end customers (number of type-approved vehicles) Year Sales 1947[78] double-dagger3 1948[78] double-dagger5 1949[78] double-dagger21 1950[78] double-dagger25 1951[78] double-dagger33 1952[78] double-dagger44 1953[78] double-dagger57 1954[78] double-dagger58 1955[78] double-dagger61 1956[78] double-dagger81 1957[78] double-dagger113 1958[78] double-dagger183 1959[78] double-dagger248 1960[78] double-dagger306 1961[78] double-dagger441 1962[78] double-dagger493 1963[78] double-dagger598 1964[78] double-dagger654 1965[78] double-dagger619 1966[78] double-dagger928     Year Sales 1967[78] double-dagger706 1968[78] double-dagger729 1969[78] double-dagger619 1970[78] double-dagger928 1971[78] double-dagger1,246 1972[78] double-dagger1,844 1973[78] double-dagger1,772 1974[78] double-dagger1,436 1975[78] double-dagger1,337 1976[78] double-dagger1,426 1977[79] double-dagger1,798 1978[78] double-dagger1,939 1979[78] double-dagger2,221 1980[78] double-dagger2,470 1981[78] double-dagger2,565 1982[78] double-dagger2,209 1983[80] double-dagger2,366 1984[81] double-dagger2,856 1985[79] 3,051 1986[79] 3,663     Year Sales 1987[82] 3,942 1988[83] 4,001 1989[83] 3,821 1990[84] 4,293 1991[84] 4,487 1992[84] 3,384 1993[84] 2,345 1994[84] 2,671 1995[84] 3,144 1996[85] 3,350 1997[85] 3,581 1998[86] 3,652 1999[86] 3,775 2000[87] 4,070 2001[88] 4,289 2002[89] 4,236 2003[90] 4,238 2004[91] 4,975 2005[92] 5,409 2006[93] 5,671     Year Sales 2007[94] 6,465 2008[95] 6,587 2009[96] 6,250 2010[97] 6,461 2011[98] 7,001 2012[99] 7,318 2013[100] 6,922 2014[101] dagger7,255 2015[102] dagger7,664 2016[103] dagger8,014 2017[104] dagger8,398 2018[105] dagger9,251 2019[106] dagger10,131 2020[107] dagger9,119 2021[108] 11,115 2022[3] 13,221   double-dagger Figure refers to units produced rather than to units sold dagger Figure refers to units shipped rather than to units sold Annual Ferrari sales to end customers (number of type-approved vehicles)  Recalls In January 2020 the Italian carmaker said it will recall 982 vehicles for passenger airbags due to the Takata airbag recalls.[109] If the inflator explodes, the airbag will spew metal shrapnel at passengers, which can cause severe injury.[109][110] Every car involved will get a new passenger-side airbag assembly, complete with a new inflator without the dangerous propellant.[109] On 8 August 2022, the company recalled almost every car it's sold in the US since 2005 over a potential for brake failure.[111][112] According to an NHTSA recall filing, 23,555 Ferrari models sold in America are fitted with a potentially faulty brake fluid reservoir cap that may not vent pressure adequately.[111] The fix is simple.[111] Stores Roughly thirty Ferrari boutiques exist worldwide, with two owned by Ferrari and the rest operating as franchises. The stores sell branded clothes,[113] accessories and racing memorabilia. Clothing includes upscale and lower-priced collections[114] for men, women, and children. Some stores include race car simulation games for entertainment.[115] Attractions There are currently two Ferrari-themed amusement parks in the world. Ferrari World Abu Dhabi Main article: Ferrari World Abu Dhabi Opened in 2010, Ferrari World Abu Dhabi is the first Ferrari-branded theme park in the world and boasts 37 rides and attractions. Located on Yas Island in Abu Dhabi, it is home to the world's fastest roller coaster - Formula Rossa, and a dynamic coaster with one of the world's tallest loop - Flying Aces.[116] Ferrari Land in PortAventura Main article: Ferrari Land Opened in 2017, Ferrari Land in PortAventura World resort is the second such Ferrari-themed amusement park in the world, after Ferrari World Abu Dhabi. With 16 rides and attractions, it is home to Europe's fastest and highest vertical accelerator coaster - Red Force.[117] See also Companies portal flag Italy portal List of Ferrari road cars List of Ferrari engines List of Ferrari competition cars List of Ferrari engines Scuderia Ferrari List of car brands List of companies of Italy Enzo Anselmo Ferrari is born on the outskirts of Modena on the 18th of February 1898. However, his birth isn’t registered until two days later because of heavy snow. Enzo’s father owns a small metal engineering company employing around 30 people which builds bridges and roofs for the state railways. Early history 1929–1937: Scuderia Ferrari Further information: Grand Prix racing history of Scuderia Ferrari Enzo Ferrari decided to pursue racing in 1908, at the age of ten: to this end, he eventually began a career as a racing driver in 1919.[1]: 31  During the 1920s he worked for Alfa Romeo, both as a driver in various local races and as an employee in its Milan sales depot.[2][3] In 1929, though, he broke from this line of work to found and manage his own racing team: Scuderia Ferrari. Conceived as an outfit for gentleman drivers and other amateurs, the team was founded through a million-lira loan from a local bank, with additional backing from the wealthy amateur racer Mario Tadini, Augusto and Alfredo Caniato — two brothers in the textile industry — and the tyre company Pirelli. It would be based out of Modena, Enzo's hometown.[3][4] Enzo quickly set about negotiating with Giorgio Rimini, Alfa Romeo's commercial director, and managed to secure a partnership between their respective companies. The intended arrangement was simple: Alfa Romeo would outfit their factory team, Alfa Corse, with its latest, most sophisticated cars, while Ferrari's scuderia ('stable')[3] of amateurs would use lower-end cars and hand-me-downs from past seasons. Additionally, Ferrari would operate independently from Alfa Romeo, such that the automaker would be insulated from negative press whenever the team placed poorly. Enzo presented this as beneficial to everyone involved, as it allowed Alfa Romeo to stay active in racing with minimal effects on their other ventures.[3] The team's first race was the 1930 Mille Miglia, using cars supplied by Alfa Romeo,[5] and the first use of the Prancing Horse logo was at the 1932 Spa 24 Hours.[1]: 43  The Alfa Romeo Bimotore photographed during a land speed record attempt, alongside its engineer Luigi Bazzi [it] (right) and driver Tazio Nuvolari (left). This initial arrangement did not last. After Alfa Romeo came under the control of the Italian state in 1933, their racing division was downsized, and Scuderia Ferrari functioned as the unofficial company team throughout the mid-1930s.[3] Leading up to the 1934 Grand Prix season, Ferrari began conducting their own research and development while Alfa Romeo continued to supply racing cars,[5] a situation that led to vehicles engineered within Ferrari themselves. These include a streamlined variant of the Type B optimised for AVUS, and the Bimotore, also based on the Type B, which was driven by two engines at once: one in front of the driver and another behind, each driving the rear wheels through a special split differential.[3][4] These "first Ferraris" tended to be ad hoc and relatively primitive, as Alfa Romeo was facing rough financial outcomes with negligible support from the Italian government.[5] During its heyday, the Scuderia Ferrari of the 1930s employed several notable figures including chief designer Vittorio Jano and drivers such as Antonio Ascari, Giuseppe Campari, and Tazio Nuvolari.[1]: 43  1938–1945: Auto Avio Costruzioni In their early years, Scuderia Ferrari enjoyed considerable independence from Alfa Romeo, owing both to their loose partnership and the physical distance between Modena and Milan. In 1937, though, Alfa Romeo began to reconsider this inefficient state of affairs, and at the end of the year the company purchased 80% of Scuderia Ferrari's shares, absorbing it into the company. Enzo remained the team's manager until a restructuring in 1939, in which he was laid off. After this, he used his capital — sourced from his savings, a hefty settlement, and the sale of his team two years prior — to start his own automotive company, Auto Avio Costruzioni.[6] Ferrari's new company, the direct predecessor of the contemporary Ferrari S.p.A., could not be branded by his surname for another four years due to a noncompete agreement he had reached with Alfa Romeo.[1]: 45  The single remaining Auto Avio Costruzioni 815. Produced after Ferrari's departure from Alfa Romeo, the car was made mostly from Fiat components.[7]: 3  The company produced only a single car: the Auto Avio Costruzioni 815, both examples of which failed to complete their inaugural race. Racing opportunities dried up after Italy entered World War II in 1940, and the company was mobilised for wartime production in 1941; it was not down on its luck, though, as it received lucrative contracts to manufacture military hardware.[1]: 47  The most valuable of these contracts was for grinding machines under licence from the German company Jung, used to manufacture precision components, particularly ball bearings.[6] Enzo Ferrari had a strained relationship with the Germans, who asserted he was never granted permission to manufacture Jung's machines, and an ambivalent one with the Italian resistance movement, which distrusted him due to his ties with the National Fascist Party. Enzo appeased the resistance through various means, such as by safeguarding money belonging to the Italian Communist Party, and through a friend's payment of a 500,000-lira ransom targeted at him.[1]: 47 [6] The war had other effects on the company as well: in order to avoid the Allied bombing campaigns occurring throughout Italy at the time, Ferrari moved his factory from Modena to Maranello in 1943, where it remains to this day.[6] The company focused primarily on grinding machines only after moving to Maranello, while in Modena they mostly focused on producing aircraft engines.[8] Though he could not build any cars, Enzo continued to conceptualise new racing car designs throughout the war.[6] In 1945, Auto Avio Costruzioni was renamed Auto Costruzioni Ferrari.[6] The change in name reflected Enzo's desire to fully break out into the automotive industry: "I had had ambitious plans for launching out into the manufacture of high-quality cars," he once said. "I remembered that I had joined Alfa Romeo when they were endeavoring to produce one car a day, and I too had hopes of achieving this same target."[9] 1946–1959: The beginning Enzo and Alfredo Ferrari, along with a pair of engineers, inspecting what is likely an early Colombo V12. In all, World War II was good for Ferrari, as the associated military contracts allowed the company to raise significant capital for postwar automotive production. It would continue to produce grinding machines — its most lucrative wartime contract — into the late 1940s in order to finance its racing operations.[6] As Ferrari prepared to manufacture and sell cars, its sales strategy was influenced in part by a meeting between Enzo and racing driver Luigi Chinetti: Chinetti, who had been selling European racing cars since the 1920s, observed that the United States' dynamic economy could sustain Ferrari's racing aspirations far better than war-torn Europe. Enzo concurred, and on 24 December 1946 he made Chinetti his official North American importer.[10][11]: 16  Gioacchino Colombo, an engineer on hiatus from Alfa Romeo, was tasked with designing a new Ferrari engine from the ground up.[9] Enzo specified that it would follow a V12 configuration: this was both because the design could be applied to both sports cars and Grand Prix racing with minimal modification, and because he was personally impressed by the V12 designs previously produced by Auto Union, Delage, Packard, and Alfa Romeo.[9][12][7]: 5  He was also simply passionate about V12 engines: he recalled thinking about the layout as early as 1925,[9] and he considered their sound to be "the Italian interpretation of refined engineering."[12] Enzo's co-workers and rivals considered his fixation on V12s to be irrational, and he was ridiculed for his choice.[9] The resulting engine, commonly called the Colombo engine after its designer, was highly versatile: it would be used in various Ferrari models until 1988, by that point having tripled its displacement and nearly quadrupled its power output.[13][14] 125 S: the first Ferrari Main article: Ferrari 125 S The Ferrari 125 S, the first Ferrari sports car, at its debut race in Piacenza. The first Ferrari sports car, as well as the first car to use Colombo's new engine, was the 1947 125 S. Purpose-built for sports car racing, it achieved the company's first victory at the 1947 Grand Prix of Rome, where it was driven by Franco Cortese.[15] Of the ten races the car entered, it won six, placed second in one, and retired from three. Cortese remarked that compared to his competition, the 125 S "was a more modern machine, indeed exceptional for those days."[9] Ferrari itself tends to cast the 125 S's production as the starting point of its history, marking 1947 as its founding date during its anniversary celebrations.[16][17][18] The 125 S was developed alongside the 125 F1, first raced for the 1948 Grand Prix season. Discounting its tuned Alfa Romeos from before the war, the 125 F1 was Ferrari's first Grand Prix car. The 125 F1's engine was identical to the 125 S's except that, in keeping with regulations, it was fitted with a single-stage supercharger. The car's chassis was light and well-suited for any circuit, though its supercharger hamstrung the engine's power delivery, especially at high revolutions. It was first raced at the 1948 Italian Grand Prix, where its encouraging performance convinced Enzo to continue the company's costly Grand Prix racing program.[7]: 9  Subsequent Ferrari models Soon after debuting the 125 S, Ferrari produced many other sports cars in a variety of body styles. Until the late 1960s all of the company's road car models shared a characteristic layout, a front-engine design driven by a V12 engine. Enzo defended this layout using a personal turn of phrase: "the horse pulls the cart."[19] In the earliest years of Ferrari's production, the difference between its racing and road models was very small; one author claims that it is so scant as to be "strictly a matter of interpretation," and that even the more well-appointed cars were impractical to drive on the road.[20]: 4  The 166 Inter, the company's first grand tourer, was a step away from the earlier, dual-purpose sports cars exemplified by the 159 S and 166 S.[21] The 166 Inter was followed by the 195 Inter and 212 Inter, the engine inside growing progressively larger.[7] Though the Inters were intended foremost to be sold as road cars, with the proceeds going to fund racing development, the cars collected a not insignificant track record through both factory-backed and privateer entries.[7][21][22] The 166 MM barchetta which, driven by Lord Selsdon and Luigi Chinetti, won the 1949 24 Hours of Le Mans. This was the first Ferrari ever to win the event. The 166 MM was the 166 Inter's racing-oriented sibling. Though it was made in other styles, the car is perhaps most recognizable in its barchetta configuration, bodied by Carrozzeria Touring. The 166 MM barchetta was a capable racing machine — in 1949 it won the 24 Hours of Le Mans, Targa Florio, and Spa 24 Hours — and the car's racing cachet helped build Ferrari's reputation very early in its history.[23][24] The nickname barchetta, meaning 'little boat,' calls attention to the chassis's strengthening ribs, which grant the car a boat-like shape;[7]: 19  the name was first used at the 1948 Turin Auto Show, likely applied by a journalist.[25] In 2005, Motor Trend Classic placed the 166 MM barchetta sixth in their list of the ten "greatest Ferraris of all time."[26] The America series of grand touring cars began production in 1950, starting with the 340 America racing model. Enzo intended for the new car to compete against racers with high-displacement American engines: to this end, it was fitted with a 4.1-litre iteration of the company's new Lampredi engine, originally designed for Formula One.[27][28] A road variant, the 342 America, was produced just one year later; the new car, intended for elite customers with negligible interest in racing, featured new bodywork and a detuned engine.[7]: 41  Subsequent Americas followed in the 342's lead as luxurious grand tourers. The America series used the Lampredi engine until 1959, which in the process grew to a displacement of 5 litres.[29] A Vignale-bodied 340 America Spyder at the factory in Maranello. By 1953, Enzo, having grown tired of small-scale sales, hoped to expand and standardise the production of his road cars.[28] The fruition of this wish was the highly prolific 250 series. The 250s, named after their 3-litre Colombo engine, were introduced in the midst of the company's transition from hand-built to series-produced vehicles: though the idea of a mass-produced Ferrari could be traced back to the 1953 250 Europa, the 250 GT Coupé became the first series-produced Ferrari in 1958, following an expansion of Pinin Farina's production facilities.[28][30] The 250 series was sold in an expansive array of body styles, including the US-oriented California Spyder, a tighter-handling short wheelbase version, and convertible iterations of the coupé body style.[30][20]: 7–9  Racing-oriented 250s were extensively used throughout the 1950s and 1960s, many of them special variants of road cars,[30] and several examples, such as the 250 Testa Rossa and 250 Tour de France, are known for their success on the track.[31][32] Genesis of Dino Main article: Dino (automobile) Enzo's son, Alfredo "Dino" Ferrari, worked for a short but pivotal period for the company. Before dying of Duchenne muscular dystrophy at the age of 24, Alfredo helped design the 750 Monza and a new Formula Two-ready V6 engine. After Alfredo died, Vittorio Jano would ultimately finish his engine design, resulting in the Dino engine, bearing his name in his honour. Also named after Alfredo was the new Dino marque: first applied in 1957, two years after Alfredo's death, to the Dino 156 F2 open-wheel car,[33]: 112–113  in the 1960s the name would come to be applied to a line of lower-priced Ferraris produced in cooperation with Fiat.[34][35] Early racing success The successful sale of these cars hinged on Ferrari's ability to win races, and Ferrari won many. Within just a few months, Ferrari had scored so many victories that "it seemed like it had always been involved in racing."[36] In 1952 Ferrari won its first Formula One season, filling the vacuum left by Alfa Romeo's departure from the series,[37] and by 1957, just ten years after beginning to race, Ferrari had taken home three Formula One World Championships, three World Sportscar Championships, seven victories in the Mille Miglia, and two victories at the 24 Hours of Le Mans.[32] The drivers behind these victories were equally impressive: in 1949, a 47-year-old Luigi Chinetti became Le Mans' oldest champion to date after racing for 23 full hours,[38] and later, between the 1952 and 1953 Belgian Grands Prix, Alberto Ascari placed first in every single Formula One race. Ascari's winning ratio — just over 40 percent — is the second highest in Formula One history.[39] Ascari and Villoresi at the 1952 Italian Grand Prix, both driving Ferrari Tipo 500s. Perhaps the most important race for the company's future was the 1951 Carrera Panamericana, a grueling transcontinental endurance race straddling Mexico's new highway system. Ferrari's entries, two 212 Inters, achieved a 1–2 finish with the help of four drivers: Piero Taruffi and Luigi Chinetti finished first in a Vignale 212 Inter coupé, while Alberto Ascari and Luigi Villoresi placed second in a similar car.[7]: 39  Within the United States, which was to become Ferrari's largest market, the company's top performance at the Carrera solidified its reputation as a producer of pedigreed sports cars.[33]: 39 [22] This was a goal which race driver Luigi Chinetti had been working towards for half a decade: an immigrant to the United States, he had been Ferrari's official North American agent since 1946. Chinetti established the first US Ferrari dealership, Luigi Chinetti Motors, in 1947; he imported his first Ferrari for US sale in 1949, and managed other vehicle sales perhaps as early as 1948.[10][22] After the victory in Mexico he leveraged Ferrari's fame to scout out new buyers: he imported 212s and Americas to the US with success,[20]: 5  and sold three 375 F1 formula cars to participants in the 1952 Indianapolis 500.[22] By 1960, 40 percent of all Ferrari vehicles were exported to North America.[40]: 619  Later in the 1950s,[a] Chinetti would also found the North American Racing Team (NART). NART operated as a privateer team, independent from Ferrari, and grew out of driver arrangements Chinetti had been managing since 1951.[11]: 27  In its early days, the team aimed to place wealthy amateurs, not necessarily with much driving experience, into prestigious racing events; NART's two largest initial backers, socialites George Arents Jr. and Jan de Vroom, were very much of this stripe.[11]: 26  Chinetti's racing operations gained credibility in the wake of the 1957 Cuban Grand Prix, when a strike among New York City's stevedores prevented several contestants' cars from being unloaded. Chinetti promptly provided replacement cars for the event, which were shipped directly to Havana via airplane.[11]: 27–28  Thanks to Chinetti's special relationship with Ferrari, by the 1960s his team was attracting a slew of famous, storied drivers.[41] The Kiss of Death, a photograph taken moments before Portago's passing, documents him exchanging a kiss with actress Linda Christian. Some things surrounding Ferrari's racing program were less than savoury, however: in the second half of the 1950s, Scuderia Ferrari would witness a string of fatal crashes. Alberto Ascari was killed behind the wheel of a Ferrari in 1955, as were Eugenio Castellotti, Alfonso de Portago, Luigi Musso, Peter Collins, and Wolfgang von Trips in following years. The public was especially roused by Portago's death at the 1957 Mille Miglia, which accompanied a disaster that killed nine spectators, five of them children. Protestors surrounded Ferrari's factory, and Enzo was called to stand trial for manslaughter;[42]: 107  the Vatican, commenting on the uproar, called him "a modernized Saturn devouring his own sons." Von Trips's death four years later was accompanied by a similar disaster, where fifteen were killed.[43] Coachbuilding partnerships Early in its history, Ferrari had no strong preference for any coachbuilder: after a chassis was finished in Maranello, it would be sent, per the buyer's request, to one of many local firms. The Ferraris of the 1940s and 1950s had bodies fabricated by the likes of Ghia, Bertone, Vignale, Touring, and Boano. Two vehicles that were mechanically identical, but bodied by different coachbuilders, could look strikingly dissimilar.[28] The 212 Inter was the first Ferrari ever bodied by Pininfarina.[7]: 39  As Ferrari grew, Enzo became dissatisfied with this haphazard approach: he was concerned that his cars looked nothing alike, and that the coachbuilders' fabrication process was too slow to accommodate series production. The company's partnership with Pinin Farina (later called "Pininfarina"), which began in 1951, solved these issues, and allowed Ferrari to produce its cars at a higher volume.[28] The 212 Inter was the first Ferrari to receive a Pinin Farina body: its minimal design, featuring a characteristic "egg-crate" grille, became the base of a recognisable, long-lasting design language shared by both companies.[33]: 39 [44] The meeting that lead to this partnership almost never happened. Battista Farina and Enzo Ferrari were equally headstrong, and neither of them wanted to leave their headquarters. Sergio, Battista's son, intervened and set up a meeting at a restaurant in Tortona, halfway between Maranello and Pinin Farina's headquarters in Turin. Here the two were able to strike a deal, Battista claiming in his autobiography that "one of us was looking for a beautiful, famous woman to dress and the other a world-class couturier to deck her out." The automotive press of the time predicted that the partnership would fall through, on account of the two men's strong personalities; against these assertions, the venture turned out successful, and Pininfarina came to design over 200 Ferrari models over the course of six decades.[44][45] A 250 Testa Rossa (right), driven by Phil Hill at the 1958 12 Hours of Sebring. This Scaglietti-bodied car features distinctive "pontoon fenders."[46]: 38  Equally important was Ferrari's relationship with Scaglietti. Founded as a repair shop, it was located just across the street from Ferrari's facilities in Modena. According to Sergio Scaglietti, the firm's founder, he first caught Ferrari's attention after he rebuilt a Ferrari owner's wrecked car; as he worked, he made small changes to the car's bodywork, hoping to improve its aerodynamics. Enzo Ferrari was so impressed with Scaglietti's work that just days later, he commissioned him to build bodies for the 500 Mondial.[47] Sergio is said to have done his bodies on the fly, without any assistance from drawings.[48] While Pininfarina specialised in passenger car design, Scaglietti primarily constructed racing bodies; several Ferraris, including the 250 California Spyder, 250 GTO, and 250 Tour de France, were designed by Pininfarina and then built by Scaglietti.[49] 1960–1973: Upheavals Unlike prior Ferraris, the 156 F1 had its engine behind the driver. In 1960, Ferrari was restructured as a public company, Ferrari Società Esercizio Fabbriche Automobili e Corse S.p.A. By this point it had established itself as a premier manufacturer of high-performance cars. Enzo Ferrari had developed a reputation as a craftsman, innovator, and motor racing icon, and his company invested nearly all of its profits from car sales into its racing programmes.[40]: 619  Its racing record reflected this emphasis: between 1960 and 1965, the company counted two World Driver's Championships, two Constructors' Championships, and six consecutive Le Mans wins.[50][51] Its car designs had also become more adventurous: the Dino-powered 156 F1 and 246 SP were the company's first formula car and sports prototype, respectively, to feature a mid-engine design. The 156 F1, piloted by champion driver Phil Hill, gave Ferrari both titles of the 1961 Formula One season, and the 246 SP took two victories at the 1961 and 1962 Targa Florio. The mid-engine layout, which other racing teams had adopted in years prior, improved the cars' handling and traction over their front-engined predecessors.[52][53] Five 250 GTOs at the Pebble Beach Concours d'Elegance. The 250 GTO is one of the world's most expensive cars. The front-engined 250 GTO, though more conservative, was also a car to be reckoned with. Meant to do battle against cars like the Jaguar E-Type, between 1962 and 1964 it took several podium finishes and class wins, and won the World Sportscar Championship's 2000cc class for three consecutive years.[54][55] The 250 GTO is currently one of the world's most valuable cars, owing to a combination of its racing provenance, driving experience, and aesthetics.[56] In 2017 an example sold for US$44,000,000, and by 2019 the four most expensive car sales in history, whether privately or at auction, had all been for 250 GTOs.[57] The "palace revolt" One of the first challenges faced in the new decade occurred in October 1961. At the time, Enzo had been allowing his wife, Laura, a bigger say in the company's day-to-day operations. Eight high-ranking employees, including chief engineers Carlo Chiti and Giotto Bizzarrini and sporting director Romolo Tavoni, were concerned about her interference in their duties. After staging a walkout and hiring a lawyer to write on their behalf, the eight were personally terminated from Ferrari by Enzo, who accused them of attempting to start their own company.[58][59] The event is known by several evocative names including "great walkout," "palace revolt," and "Ferrari's Night of the Long Knives."[58][60][61] The peculiarly shaped 250 GT SWB Breadvan was one of the results of the employee turnover. The event represented a considerable loss of talent from Ferrari. Nonetheless, the company was able to compensate for this loss through leveraging both new hires and its preexisting employees. After Chiti's departure a young Mauro Forghieri became Ferrari's new chief racing engineer, a position wherein he replaced its aging "sharknose" formula cars and assisted in the development of the Ferrari P prototype series.[62] Forghieri would also cap off the development of the Bizzarrini-designed 250 GTO, adding a spoiler and Watt's linkage at the suggestion of his drivers.[63] Tavoni was replaced as F1 team director by Eugenio Dragoni, who would hold the position until 1966. While Tavoni was popular with his drivers, Dragoni was not, and personal problems between him, Phil Hill, and John Surtees would cause the two to leave the team in 1962 and 1966, respectively.[64] The men who were ousted from Ferrari took their skills elsewhere, assisting both well-established companies and smaller, start-up manufacturers. Bizzarrini and Chiti would first prove Enzo right by founding their own automotive company, Automobili Turismo e Sport (ATS). Before the company folded in 1964, the two had produced the ATS 2500 GT — the second mid-engined road car in history and the first from Italy — as well as the "Breadvan," a custom Ferrari 250 GT made for co-founder and investor Giovanni Volpi.[60][61][65] Following this, the two engineers went their separate ways: Chiti would find a home at Alfa Romeo, helping create the Tipo 33 Stradale during his tenure there, while Bizzarrini focused on his own company, through which he designed the Lamborghini V12 engine and Iso Grifo, among other projects.[66][67] Bizzarrini's company would ultimately fold in 1968.[58][61] Ferrari versus Ford Failed Ford buyout Ferrari's factory in the early 1960s. Everything in its production line was handmade by machinists, who followed technical drawings with extreme precision.[68] By 1963, Enzo, wishing to focus more closely on Ferrari's racing programme, began searching for a company to which he could outsource its manufacturing operations.[40]: 610  An offer was sent that February to Ford Motor Company, which was looking to expand its presence in Europe, a market where a brand's racing performance mattered more than it did in the United States. Henry Ford II, Ford's CEO, jumped at the opportunity to buy Ferrari: he hoped that by buying the Italian company, Ford would immediately gain racing credibility that it could use to sell cars in Europe. Ford sent four delegations to Maranello in the following months, with one, led by Donald N. Frey, arriving at Enzo's office to work out a contract. There, they toured Ferrari's facilities and discussed various opportunities that the buyout would open up.[42]: 106–107 [68] By 21 May, Frey's delegation had come up with a final contract. Ford was to buy 90% of Ferrari, after which there would be two corporate entities: "Ford–Ferrari," which would manufacture road cars, and "Ferrari–Ford," a more or less independent racing team. Things appeared to be going well until Enzo found a clause, requiring the racing team to request its funds from Ford, that he felt threatened his autonomy. He then asked about his right to field cars as he pleased: "If I wish to enter cars at Indianapolis and you do not wish me to enter cars at Indianapolis, do we go or do we not go?" After Frey responded negatively, Enzo is said to have insulted and cursed the delegation out of the room. In light of the news, Henry Ford II resolved to prove Ford's racing abilities by beating Ferrari at Le Mans.[42]: 108 [68] Racing rivalry Further information: Shelby American § Motorsports — Cobra, Daytona and Ford GT40 In June 1963, shortly after Ferrari negotiations fell through, Ford began work on a sports prototype that would be ready to race by the 1964 24 Hours of Le Mans. The resulting car, the Ford GT40, was unreliable and failed to finish the race.[50][69] However, Ford's partner team, Shelby American, scored a class victory above Ferrari's cars and finished fourth overall. Its car, the Shelby Daytona, was based on the race-proven Shelby Cobra roadster, and was a full 5 mph (8 km/h) faster than Ferrari's competing 250 GTOs.[42]: 113 [70] Ferrari's prototypes took first through third overall, with first place going to the 275 P driven by Nino Vaccarella and Jean Guichet.[71] An updated version of Ford's car, the GT40 Mk II, was ready in time for the 1965 24 Hours of Le Mans. Four original GT40s and two Mk IIs, spread between Ford, Shelby, and other teams, were fielded: none of them finished the race.[50][71] One GT-class Cobra finished in 8th place, the other four entries retiring over engine trouble.[72] Ferrari took first through third in the race, with first place going to Masten Gregory and Jochen Rindt, driving a 250 LM fielded by NART.[50] After the first three hours of the race there were never less than three Ferraris in the lead; at one point, there were six. Following the race, one columnist commented that "when some Ferraris fail there is always a healthy one around to finish first."[72] In 1966, the Ford GT40 ended Ferrari's winning streak at Le Mans. The climax of the Ferrari–Ford rivalry was the 1966 24 Hours of Le Mans, where eight of Ford's Mk IIs raced against two Ferrari 330 P3s. Ford's cars placed first through third in the race, first and second crossing at the same time in a photo finish. First place was granted to Chris Amon and Bruce McLaren, who started further forward on the grid than their teammates, Ken Miles and Denis Hulme. A single Ferrari finished the race: a 275 GTB driven by Roy Pike and Piers Courage, which took home a GT class victory.[71] Ford's victory in 1966, a feat repeated for the next three years, marked the end of Ferrari's six-year winning streak.[50][73] Following Ferrari's loss at Le Mans its racing programmes lost their stride, languishing behind Ford-sponsored teams in both sports car racing and Formula One:[42]: 108  the Cosworth DFV F1 engine, developed with Ford money, proved highly competitive, allowing privateer teams like Lotus, McLaren, Williams, Tyrrell, and Brabham to race eye-to-eye with large factory outfits like Ferrari.[74] Fiat partnership and buyout Ferrari first worked with Fiat in 1965, when new homologation regulations within Formula Two required Ferrari to produce at least 500 examples of its F2 engine, the Dino V6, which was more than its factory was capable of. Ferrari needed a partner to produce its engine in volume, a position which Fiat was interested in. Between 1966 and 1973, Fiat produced over 7,000 examples of the engine for its Fiat Dino sports car.[19][40]: 621 [75] The Fiat Dino was a collaborative effort between Fiat and Ferrari. As Ferrari struggled with sales and production in the late 1960s, it reluctantly turned to Fiat for financial assistance, and the two would complete an acquisition deal early in 1969. Fiat S.p.A. received 50% of the company's shares upon its completion, with Ferrari keeping the other 50%. The 50–50 split in shares reflected a projected split in responsibilities, where Fiat would take charge of road car development and manufacturing, while Enzo would retain complete control over racing operations.[40]: 619  An immediate result of the buyout was an increase in available investment funds, and work started at once on a factory extension intended to transfer production of the Fiat Dino over from Turin. New model investment further up in the Ferrari range also received a boost.[76] The buyout had an immediate positive effect on Ferrari's sales — between 1969 and 1972, they increased exponentially — but not on its other financial metrics: soon after the acquisition, Ferrari's operating revenue and gross operating income both fell drastically.[40]: 620  It had also hurt industrial relations at Ferrari's Maranello factory. In June, a visiting journalist witnessed a group of workers suddenly running out of a workshop in response to the blast of a whistle: this was part of an industrial stoppage originating at the main Fiat plant in Turin, and contrasted with the relatively smooth state of production that the writer had witnessed at nearby competitor plants run by Maserati, De Tomaso, and Lamborghini.[76] While increased Fiat influence was quickly felt in the development, production and marketing of road cars, the racing department initially remained little-touched by Fiat's new status within the company as chief investor.[76] Ferrari and Fiat engineers had poor business relations with one another, and Enzo, determined to retain control over racing, conducted Ferrari's research and development independently from Fiat.[40]: 621  By 1973, though, Fiat's presence was stronger. Concerned about the amount of revenue going into Ferrari's sports car racing programme, Fiat helped push it into giving up the discipline entirely: from that point onward, Ferrari would only participate in Formula One.[40]: 621  Regardless, the writing was already on the wall at Ferrari, where sporting director Luca Cordero di Montezemolo recognised the superior commercial value of F1 compared to sports cars, and lamented its recent poor performance there.[50] NART would continue to race sports cars until 1983.[41] 1974–1987 – Niki Lauda and the 1980s Ferrari enjoyed a successful spell in Formula One in the 1970s, with Niki Lauda winning the World Championship in 1975 and 1977, and Jody Scheckter in 1979. In the 1980s, however, the team entered a period of crisis, culminating with the death of Gilles Villeneuve in Belgium in 1982 and a nearly-fatal accident for Didier Pironi in Germany the very same year. 1988 – The death of Enzo Enzo Ferrari died in 1988, at the age of 90. The last new model he commissioned was the specialist F40. Fiat increased its stake in Ferrari to 90% after buying the shares of its founder.[77] Former Sporting Director Luca Cordero di Montezemolo was appointed President in 1991. 1996 – champion Schumacher to Scuderia Ferrari The hiring of Jean Todt as sporting director in 1993 and Michael Schumacher in 1996 triggered a comeback of the F1 team, with three wins in 1996, and close yet eventually losing challenges to the driver's championship in the years 1997 to 1999. 2000–2004 – Schumacher dominates Formula One In an unprecedented and record-setting fashion, Schumacher and Ferrari dominated Formula One, winning the World Driver's championship from 2000 through 2004 and the Constructors' Championship from 1999 through 2004. 2002–2010 – new shareholders In June 2002, Fiat sold 34% of Ferrari to a Mediobanca-led consortium of banks for €775.2 million.[78] The consortium comprised Commerzbank (who got a 10% stake for €228 million),[79] Banca Popolare dell'Emilia Romagna (BPER Banca) (1.5%) and Compagnie Monégasque de Banque (CMB Monaco) (1%). Mediobanca retained a 21.5% stake. In July 2005, Mediobanca sold 5% of Ferrari to Mubadala Development Company (now Mubadala Investment Company), an investment company wholly owned by the Government of Abu Dhabi. The deal saw Mubadala pay €114 million to purchase the five percent stake.[80] In October 2006, Fiat bought back the 29% stake still owned by the consortium, paying €892 million. At the time of the transaction, Mediobanca owned an 11.7% stake, Commerzbank the 8.5%, ABN AMRO the 7.5% and BPER Banca the 1.3%.[81] In November 2010, Fiat paid €122 million to buy back the last 5% stake owned by Mubadala Development. With this transaction, Fiat's stake in the luxury Italian car maker returned to 90%.[82] 2014–2016 – The spin-off In October 2014, Fiat Chrysler Automobiles (FCA) announced its intentions to separate Ferrari from the parent organisation; as of the announcement FCA owned 90% of Ferrari.[83][84] The separation began in October 2015 with a restructuring that established Ferrari N.V. as the new holding company of the Ferrari group and the subsequent sale by FCA of a 10% of the shares in an initial public offering (IPO) and concurrent listing of common shares on the New York Stock Exchange.[85] Through the remainings steps of the separation, FCA's interest in Ferrari's business was distributed to shareholders of FCA, with a 10% continuing to be owned by Piero Ferrari.[86] On 3 January 2016, Fiat Chrysler Automobiles N.V. and Ferrari N.V. announced the completion of separation of the Ferrari business from the FCA group on the same day, with trading on the Mercato Telematico Azionario set to begin on 4 January 2016, under the RACE ticker symbol and the ISIN code NL0011585146.[87][88] 2017 – Ferrari 70th anniversary 70th anniversary event in Budapest with a Ferrari LaFerrari Ferrari celebrated the 70th anniversary of its foundation in 2017.[89][90] 2019 – Scuderia Ferrari's 90th anniversary Ferrari celebrated the 90th anniversary of its Scuderia.[91][92] 2022 – Ferrari 75th anniversary Ferrari celebrated the 75th anniversary of its foundation in 2022 with the Ferrari Daytona SP3 and a special livery at the 2022 Italian Grand Prix.[93] See also Museo Ferrari Museo Casa Enzo Ferrari
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