2006 Ferrari FXX Evoluzione
2006 Ferrari FXX Evoluzione
In 2005, Ferrari began the development of one of the most innovative research projects the supercar world has ever seen. This of course, was the FXX program. Basically, Ferrari took their top line production streetcar the Enzo, converted into a racetrack car, and then pumped it full of steroids. Ferrari produced a total of 30 of these super supercars and hand picked 29 of their top clients, which they granted the rights to purchase an FXX and become a part of their unprecedented program. What about car #30? Ferrari held on to this one and gave it a custom black paint job (only one without a stripe), put red trim on the wheels, fitted it with matte exhaust tips (a regular FXX has chrome tips), and stitched the personal logo of their retiring world champion F1 driver, Michael Schumacher, whom they set aside the car for, so he could join the FXX program at the end of the 2006 season. The original 2-year R&D program (2006 - 2007) allowed the owners to participate in 14 group test sessions and 14 private ones on their approved racecourses. Thanks to readings taken over the 10,200 miles of tests carried out in 2006 and the 11,500 miles covered in 2007, the modifications made to the car have focused on honing its aerodynamics, running gear and electronics. Because of its initial success, Ferrari decided to extend their FXX program another two years (2008 – 2009) in which they called the Evolution package. With this, participants received numerous evolution upgrades boosting their car’s performance even further and the opportunity to partake in six events each year in the two-year program (two in North America, two in Europe and two in Asia). In addition, as per tradition owners were invited to partake in the prestigious end-of-season Ferrari World Finals. All this while being backed up at each event by a 15-member official team made up of engineers, electronics experts and mechanics capable of providing complete assistance to clients. One could go on for days about the specs of the FXX Evoluzione, as they are absolutely insane for being possibly, the most advanced Ferrari production car, but one does not have the time. It is no wonder why this FXX Evoluzione broke an auction world record when it was sold at Gooding & Co in Scottsdale for $2.1 million, almost double of the sale of a Bugatti Veyron, even though the FXX is five years older.
2005 Maserati MC12
The MC12 was really what allowed Maserati to be able return back to racing after a 37-year absence. Specifically, in order to compete in FIA GT Championship, Maserati would have to homologate a racecar under the FIA’s governing regulations. Basically this means that in order to be eligible to race, the automaker is required to have a road version of their racecar in production for sale to the public, 25 being the minimum. So in order for Maserati’s MC12 GT1 racecar to reach the grid, they would have to produce a street legal MC12, which is exactly what they did. In 2004, Maserati’s began its development of the MC12 at the time when Ferrari still had a full ownership stake over Maserati just before it split off leaving its stake of the company to Alfa Romeo under the Fiat’s Auto Group umbrella in 2005. Consequently, this is why the MC12 and GT1 shared many of the Ferrari Enzo attributes, including the chassis, the Ferrari Dino V12 engine with slight modifications, and the its gearbox. One could also posture that is was why the MC12 GT1 racecar had so much success on the track. Nonetheless, the 50 few road cars that Maserati produced from 2004 to 2005 have been said to have closely matched the power of an Ferrari’s Enzo, while having the greater comforts and styling of a Maserati, making it an Italian supercar with the best of both worlds.
Classic Sports Cars
1966 Lamborghini 400GT 2+2 Spyder
Ferruccio Lamborghini was a successful businessman, and initially began his career being the founder of a pair of companies. He had one that manufactured air-conditioning and heating units and another business that made tractors. Ferruccio had always loved cars growing up, and after the success of his companies he wanted to turn his attention to building cars. His objective was to create the best grand touring car (road car built more for comfort and distance, than solely performance), which would rival those of Ferrari. Ferruccio was always fond of Ferraris, but considered them too noisy and rough to be proper road cars, feeling they more suited for track use. Lamborghini’s first concept car, the 350GTV, which eventually evolved into 400GT 2+2, was well received at the Geneva Motoring Show. However, the car lacked an engine because of a conflict Lamborghini had with Giotto Bizzarrini, the company’s mechanical engineer whom at the time was building its V12 power plant. It has even been said that when GTV was unveiled at Geneva, the hood was tied down and the bay was filled with bricks to give it an appearance of being weighed down by an engine. Bizzarrini left company leaving Gian Paolo Dallara to finish the engine. The 350GT became Lamborghini’s first production car in 1964. In 1965 Dallara upgraded the Bizzarrini V12, which became fitted in the GT400 with an increased displacement to 3.9 liters, and its power output to 320 bhp at 6,500 rpm. In 1966, Lamborghini fitted two rear seats to the 400GT giving its 2+2 nameplate. This 4-seater could churn out at top speed of 155mph and 7.4 second time from 0-60. It was starting to look promising for Ferruccio Lamborghini’s initial objective of creating the ultimate grand touring car. However, due to the tremendous attention that the P400 concept car received at Geneva in 1966, Lamborghini was forced to shift its focus to creating the Miura, which featured the same transversely mounted mid-engine layout as the P400, an innovation that set the precedent for supercar design even for today’s standard. This all propelled Lamborghini to the top of the supercar realm, which it nonetheless created, regardless the founders intentions. But for once Ferrari designers were looking at Lamborghini for their model of inspiration.
1971 Lamborghini Miura P400 SV
Though a handful of manufacturers at the time had used a mid engine layout in a few of their track cars, none had used this particular layout successfully in a road car other than Lamborghini’s Miura. However, when it was first developed as the P400 prototype, the R&D team was reluctant to be up front with Ferruccio Lamborghini about the car, causing them to develop it as a side project on their own hours. This was because the car went against Lamborghini’s philosophy of a grand touring car or an everyday luxury car with some sports appeal. However, the P400 was instead, a car that could win on the track and be driven on the road by enthusiasts. After such approval at Geneva, the P400 became slated for production as the Miura. The Miura, a name that came from a type of fighting bull, was an instant superstar as it became Lamborghini’s most popular seller in addition to its flagship vehicle during its 1966–1972 run. This model the P400 SV was the most popular and was most famous of the Miuras, featuring different cam timing and altered carburetors along with some subtle body changes. There were 150 SVs produced and they each represented the game changing face of Lamborghini through its retirement before it was replaced by the notorious Countach in 1974.
1957 Aston Martin DBR2 Re-creation
Aston Martin constructed only a pair of the 3.7-liter DBR2s. They were built in an effort to pick up the slack of their 3-liter DB3S engine that was fitted to the DBR1 car in 1956. The little DB3S engine was great for sprint races where it won many victories, but lacked the power to compete on the longer, fast straight stretches of track in the GP racing series leaving the gap to be filled by DBR2. However, their racing career was short lived in the GP series because of the new regulations placed at the close of the 1957 season, which made the 3.7 ineligible to compete. Soon after, the DBR2 was upgraded to 3.9-liter and then again to a 4.2-liter engine. It went on to compete in events in the US, and even to took a victory in Governor’s Trophy Race in the Bahamas when Stirling Moss drove it in 1958. This recreation here features the big 4.2-liter engine, 4 wheel disc brakes, and is a whole lot better/cheaper of a risk for track day use then taking one of the 2 originals made.
1964 Porsche 904
What exactly one should call this beautiful automobile is often debated. This car is officially called the Carrera GTS, however, these little Porsches were originally born with the 904 nameplate before a dispute with the French automaker, Peugeot, that rendered Porsche unable to use a "0" within the middle of the 3 digits of the label on any of their road models, thus, causing the 904’s name change and in addition to that of the 901 to the traditional 911 model name that many are familiar with today. All the same, for some reason the 904 namesake tends to resonate more deeply among Porsche’s loyal fan base than that of the 901. Maybe it’s because the 904’s debut was so revolutionary and that it was arguably, one of Porsche’s best achievements. For one, this was first Porsche to use a full fiberglass body. Furthermore, its power plant was one of insane complexity and ingenuity; a four-cam flat four-cylinder engine with the roof of each cylinder's combustion chambers in a hemispherical form, an innovation referred to many in the US as the almighty “Hemi”. All this combined paired with twin Weber carburetors and quad disc brakes allowed these cars to dominate many races including the Targa Florio, Nürburgring, the LeMans, in addition to many rallies from 1964 to 1965. So whatever one chooses to call this car, they must always recognize the greatness it represents in Porsche’s long esteemed history of motoring accomplishment.
1956 Nash Rambler “Palm Beach” Coupe Speciale
This Palm Beach prototype was developed by the Italian body-maker Pinin Farina for Nash auto designer George Mason as a potential replacement production car for the Nash-Healey. However, the one-off prototype based on the design of the Jet American Age, never made its debut into the hands of the American Market. It did however, make the cover of Motor Trend magazine a year later, but it was too little too late, as AMC had already cut the production of the Nash and Hudson brand lines.
Aston Martin DB4
007 spotted in an underground parking lot! Well technically no, as this is a DB4 and many of us know that Mr. Bond drove a 64’ DB5, but it’s close enough for a passerby to mistake it for the real thing.
1963 Corvette Stingray
The 63’ Corvette is legendary on so many levels. From the very beginning Corvette established itself differently amongst their competitors as being a fiberglass bodied sports car when it first arrived on the scene in 1953. By 1955, the Corvette gained more recognition when Chevrolet dropped a V8 in their little 2-seater. By the 60’s, the Corvette was Chevrolet’s flagship line. Then in 1963, Chevrolet stunned the world once again when Corvette introduced its Stingray, which became an instant icon and very coveted collector car in the future. The 63’ Corvette is special to both die-hard Corvette enthusiasts and collectors alike for it being the first Stingray and being the only year to ever have a split rear window. The icing on the cake, this particular Stingray has the ultra rare fuel injected motor beneath its hood.
1954 Kaiser Darrin
The Kaiser Darrin was definitely different even in its day from the very moment its designer Howard ‘Dutch’ Darrin first conceived it. However, it took some persuading on the part of Mrs. Kaiser to convince her husband to produce these cars, as he wasn’t enthusiastic about Howard Darrin or his designs at the time. Even though Kaiser was right about the car, as it flopped due to its costly build expenses that fell on the consumer, it was still an achievement in its construction. That’s why Howard Darrin deserves some credit, as he built America’s first production sports car out of fiberglass, beating Corvette by only a month. Furthermore, its pocket doors were a “one of a kind” design, allowing its passengers to shut them by sliding them into the fender of the car. Maybe, the automotive world just isn’t ready for “pocket doors” as even a minivan’s doors today slide around the outside the car, leaving the Darrin as the only car to ever utilized this type of design.
1958 Pontiac Bonneville Tri-Power Convertible
Many say that the 50’s were the greatest era in automotive styling. The brilliant aesthetics of this stunning turquoise Bonneville convertible sitting on white walls can help make this argument. The wide body stance complimented by a large grille surrounded by its huge chrome bumper gives the Bonneville a pretty face, but keeps it masculine at the same time. The trim accents the white arrow striping that flows across the each side, which all come together connecting the body to the face to complete the whole dazzling look of this piece of automotive art. Did one mention the power this vehicle sports under the hood? Power as is “tri-power” meaning that this car has not one, not two, but three 2-barrel Rochester carburetors that sits upon the top of its 370 cubic inch V8. Of all its beauty and power it’s no wonder this gorgeous ride fetched a $126,500 at Gooding and Co.
Unrestored or Preservation Cars
1948 Tucker Torpedo
The Dilemma; to restore or not to restore? On one hand, you have this incredibly rare “barn find,” a Tucker that has remained untouched for fifty years. On the other, you could be the Dr. Frankenstein that brings the beast back to life, but at the cost of making it a “barn find” no longer. Nonetheless, its new owner, whom paid a nice $750K, will be the deciding factor in choosing how this special part of automotive history will be portrayed to the world. That is, unless they decide to hide it in a barn again for next 50 years. Decisions… Decisions…
Tucker From a Californian Collection (Note: Not Seen in Scottsdale)
While we’re on subject of Tuckers, if the new owner of the Tucker that was recently purchased in Scottsdale were do the “before and after” makeover to their new car, this one would be a good role model to follow. However, this Tucker isn’t a restoration either. The car being shown here is a fine exhibition of a “preservation” car, an unrestored original car or “barn find” that doesn’t necessarily require a restoration to keep it in operation, unlike the Scottsdale car, which would need much attention to get it back on the road again. Likewise, this car is also a recent acquisition, and is shown here being treasured at its new home in a private collection in Woodland Hills, CA. All the same, both of these Tuckers represent the legacy of Preston Tucker, and the amazing story of the 51 few vehicles that made it into the hands of the American public before they were shut down.
1964 Shelby 289 Cobra
This is not just any ordinary Shelby Cobra; this is an untouched original that is thought to be the only unrestored example of its kind to exist in this type of color scheme. Now it is finally back on the road after 33 years of storage. The “patina” or worn style of classic motoring has been gaining steam lately in the US, following the patterns of many European countries. In fact, this Cobra was recently one of the featured marquees in Postwar Preservation Class at the 2010 Pebble Beach Concour d’ Elegance.
1953 Fiat 8V Supersonic
Applause roared after the hammer dropped at $1.55 million when this very special car rolled off the block at the Gooding & Co. Auction. What was it that made this car this car the “gotta have” little darling in Scottsdale on this day? Perhaps, it was its scarcity, as Ghia only built twelve Supersonic bodies; eight of which on Fiat’s 8V chassis, three on a Jaguar chassis and one on an Aston Martins. The 8V or “Otto Vu” as it was called in Italian, denominated the V8 engine, but was written in this untraditional form because Fiat feared a potential conflict with Ford whom Fiat automakers at the time believed had the rights to the V8 tag. Another reason why this 8V Supersonic is so special among others is because it is one that is unrestored and all original with only 18,000 miles since new. One can easily recognize the excellent condition, which was preserved since being new as little car gleamed while its original owner of 55 years drove it across the block to the praise of the crowd watching below.
Some of the cars at Barrett Jackson this year were both armed and dangerous, like this Ford M151 for instance. The M, which stood for MUTT, and MUTT standing for Military Utility Tactical Truck, as these trucks were sworn into duty to serve their country in times of need. In fact the 151 series served in Vietnam and held a longer run of service then any of its three WWII predecessors.
Hand Grenade Shifter
As said before, these cars are to be considered to be “armed and dangerous” here in Scottsdale. A hand grenade shifter is always an interesting touch, and compliments the rebellious exterior of this 1923 Dodge Roadster Hot Rod very nicely.
If you can read the word, “STOP,” on this car’s taillight while you are driving then you probably should stop, considering your about to crash into a multimillion dollar Duesenberg.
Children should never be forgotten when it comes to the collector car hobby, and this beautifully constructed kiddie car would be a dream come true for almost any child. Built by the company that creates the wind tunnels for Ferrari’s F1 team, this little go-kart accurately replicates Ferrari’s F40 while keeping scale in mind, including everything from its headlights, tail wing, and red leather seats. Fitted with an 80cc Honda engine, this little car would be easily heard cornering any neighborhood’s cul-de-sac, and would surely grab some attention by both the kids and their parents living on the block.
1936 Bowlus Trailer
There were 200 Bowlus Road Chief produced and the one here is among approximately fifteen surviving examples. It is made of panels of riveted alclad aluminum that is screwed to a galvanized steel tubing that is acetylene welded together; a construction method similar to how aircrafts are made. This is not a coincidence as Hawley Bowlus the designer of the Road Chief was a legendary glider pilot and builder, whom built many famous aircraft during his lifelong career of innovation.