Classement

The Ferrari F12 Berlinetta and its fabulous V12 engine is very desirable, with its 740hp, the magnificent sound of the V12 and its agility of berlinette. It has been awarded by numerous magazines, among others with the prize for the best engine of the year in 2013. But what is the reality over the long run when you own it? Is there fun at each outing? Aren't the costs excessive to drive regularly? And how do you find a good copy? To find out, here is the return of @Trois cinquante cinq, a big fan of Ferrari and who is not in his first Ferrari. What is your history with cars and why did you choose the Ferrari F12 Berlinetta? My first car was a white Peugeot 205 GTI, followed by an almost brand new VW Corrado VR6, 2 years after its release, and which I had bought from a notary at the end of my studies. I have great memories of it. Its 6 cylinders in line was fabulous for the time! My third sports car was the culmination of a dream with the 13,000-kilometer Ferrari F355 Berlinetta, with which I traveled 49,000 kilometers behind the wheel. It was almost yesterday, yet 14 years have already passed. For the past year and a half, I've been driving my Ferrari F12 Berlientta, a real achievement for the enthusiast attached to the history of the brand that I am. As you know, after looking in vain for a Ferrari Challenge Stradale for almost 2 years, I ordered a Ferrari 488 GTB at the Geneva Motor Show in 2016. The latter was luckily never delivered on time, despite my patience. The loan of a Ferrari F12 on a spring afternoon on the back country roads sealed my decision, no hesitation, it represents everything I liked and everything I like about Ferrari !!! What were your criteria for buying a Ferrari F12 Berlinetta and how did you find this one? I wanted a Ferrari F12 Berlinetta as close to new as possible, and with as many options as possible. No Rosso Corsa, no black. But I was open to yellow and other shades of gray, and more particularly the Grigio Ferro. She arrived in Rosso Berlinetta and it's perfect. I couldn't have asked for more except the Rosso Fuoco which is a slightly more orange shade in the color codes. I acquired it by word of mouth as soon as it entered the Ferrari dealership after a new purchase from its previous owner. Immediately after the purchase, what impressed you most at the wheel of your Ferrari F12? Honestly, this is the best engine / gearbox assembly I have ever seen! The V12 is from the Enzo XX program !!! It is a real block from the race, placed in the central front position, no inertia, an incredible extension and climbs in regimes where the longitudinal G takes your breath away. The sound emits different vocalizations every 1000 additional turns. It's ecstatic sound !!! It is also the engine that will be used in the LaFerrari and to which we simply added the KERS. The extension is amazing, giving the feeling that the acceleration is endless. The plateau from 5500 to 8500 turns is really physical! The gear changes on the climb and on the descent smack like shots. It's so addictive !!! To ride, the instructions are simple, you have to apply a light pressure on the brakes and the nose goes straight to the rope. Weight is not felt in most circumstances, even if it is there and you should keep this parameter in mind. I find the car agile, and the ultra direct steering contributes to this vocation affirmed by its name of berlinette V12. At this level, it is very different from a Ferrari 599 whose size somewhat limits the use. Each time I turn the key, and the V12 suddenly wakes up, it's an incredible sensation, namely the promise of having all 5 senses fulfilled by the ballad that will follow. Always with humility, because the violence of the accelerations and the thrusts of the engine torque do not forgive anyone who is behind the wheel. Important thing to know with the Ferrari F12, it is the imperative to heat the gums well to pass the power on the second gear. 740 hp on the rear wheels require this manual! The F12 offers so much, whether in terms of physical, sound or visual sensations! Its design is very pure, with subtlety and strength ... The car has an incredible presence !!! Can you tell us about the costs involved in normal use of a Ferrari F12 (insurance, annual maintenance, major overhaul, contingencies, etc.)? I benefit from free maintenance for 7 years following delivery of the car to its owner. I have covered 10,000 kilometers since its purchase and are gradually completing the break-in! Nothing to report on this side. Distribution by chain, double clutch gearbox made to last the life of the car, wear-resistant carbon-ceramic discs on open roads ... All you have to do is drive !!! Reliability feedback on the F12 is excellent. It is a well born car! Regarding insurance, I pay € 150 / month including all risks. And if it had to be done again, what would you change? I would buy the same Ferrari F12, it corresponds to my dream, to the conception I have of the brand's history and to the relationship I have with it. Besides, it should have been called the LaFerrari, as it brings together the fundamentals and perfectly symbolizes the history of Ferrari. When you have tasted the V12 of the Ferrari F12, it's hard to imagine driving with anything else, except a Ferrari F12 TDF (which will remain a dream due to its current and future pricing). The future of the brand's road cars does not inspire me, I like mechanics, not electricity, and the kilometers of electric cables associated with the exclusively turbocharged engines of future models leave me cold. Also if a day arrives when we have to turn the page, I would probably leave the brand that has lived with me since I was 16 years old. My only regret is to have missed the Ferrari Challenge Stradale by not being able to find a copy that meets my expectations, as you know, but the F12 remains the guardian of the temple. How do you use Ferrarista for your experience with your Ferrari? I try to share my experiences and learn from that of others. I learn again and again about the history of the brand, the subtleties of the different models, mechanically or historically. It is a group of enthusiasts who eat and sleep Ferrari, and I recognize myself well in this approach which naturally leads to sharing and meetings. Very beautiful meetings and many people have become friends! Besides Franck, I think it's been almost 15 years that we have been friends !!! Eternal recognition to @eric355 who throughout my Ferrari experience (especially with my ex-Ferrari F355) often reassured me technically and allowed me to sleep on my two ears! THANK YOU @Trois cinquante cinq for this very detailed and passionate feedback on the Ferrari F12 Berlinetta! Do you have any other information you would like to know about using the Ferrari F12 Berlinetta? Or if you own a Ferrari F12 Berlinetta, what information would you like to share? If you liked this article, you might also like : - Long-term test: 458's Ferrari 458 Speciale - Long-term test: Riton's Ferrari 430 Scuderia - Long-term test: 20 months and 14,000 kilometers in a Ferrari 550 Maranello - Long term test: Calif38's Ferrari California

Ferrari has just celebrated its 70th birthday in Maranello and a fifty members of Ferrarista made the trip for the occasion. Half went on a five-day trip organized by Ferrarista. So what did you have access to? Was the trip worth it? What did the members of Ferrarista have seen? Ferrari Parade Ferrari in Maranello Ferrari had organized a rally from several major cities in Europe. But we decided to go directly to Maranello to make the most of the festivities there ... and to make some complementary visits (Pagani, Maserati, Lamborghini, etc.). On Saturday morning, September 10, we were on the Via Abetone Inferiore, in Maranello, which passes in front of the historic entrance of the factory Ferrari, to enjoy the parade of the 120 Ferrari participating in the contest of elegance. The rally organized by Ferrari with the modern Ferrari did not arrive until late afternoon. This parade was really impressive. I've seen a lot of them, but never as many priceless old Ferraris in a row. Imagine the Mille Miglia whose all cars would be uniquely Ferrari. Huge ! All in an excited atmosphere, with lots of spotters filming and taking pictures. There are people, but not too many. You can see the Ferraris, who pass twice in the street. Exhibition of the contest of elegance in Modena Saturday morning, these 120 Ferrari of the contest of elegance then leave for Modena. We return to the hotel to take our Ferrari. Fortunately, the hotel is located only 200 meters from the historic entrance of the Ferrari factory and we are quickly in our Ferrari. It was our turn to parade in convoy in Maranello, which means that we find ourselves on many videos and photos of spotters. A few seconds of glory ... but it is always a pleasure to be in a video about such an event. We arrive in Modena at the same time as the convoy of the 120 Ferrari of the contest of elegance because we took the fast lane. The police and organizers force us to follow the 120 Ferrari convoy. It's always a pleasure to be at the heart of the party! At the Ferrari Museum in Modena, we arrive when the 120 Ferrari parade has just passed, which frees us some parking spaces just at the right time. We are then very close to the place of the Military Academy where all the Ferrari of the concours of elegance are exposed. We cross a park and we are there, just in time to see the latest Ferrari arrive, in an atmosphere worthy of the Mille Miglia in Brescia. The Ferrari gently crack the crowd and amazed. On the square, many people hurry to admire the Ferrari under a great sun. After seeing these Ferrari in motion, it's time to detail them at the stop. As always, when we return after the lunch break, there are far fewer people around the Ferrari. This is the perfect time to photograph them. Accreditation for the festivities of the 70 years of Ferrari But we are in a hurry! We had information that we, as owners of Ferrari, could withdraw accreditations to participate in the festivities of the 70 years of Ferrari on the circuit of Fiorano. Unbelievable ! It would be enough to provide the gray card of our car and two pieces of ID to get the pass for the owner and a companion. However Ferrari had disseminated the information that this would only be possible for owners registered for the rally and billed between 4 and 5,000 euros. Ferrari even asked the owners not to come tp this event if not registered for the rally. We want to go quickly to the Ferrari Museum in Maranello where the accreditations are provided, in case the number of places is limited or if this possibility is reduced to a few hours. On the spot, not everyone gets easy accreditation. It depends on the person behind the wicket, the speech held, the number of people, etc. But in the end, almost all the members of Ferrarista present manage to get their pass! Ferrari auction With our accreditations, we change our program to make the most of this opportunity. Let's go to the circuit of Fiorano where the festivities have started. Starting with the auction. An enormous open-air theater was mounted for the occasion at the edge of the circuit. Sales follow one another, filmed for live broadcast. Prices are high for some models. Others create the show, as when the Ferrari 333SP is on the podium. What a 12-cylinder sound! Many big booths have been mounted on this side of the track: an open-bar to quench your thirst, sponsor booths presenting their products and offering goodies, a booth of presentation of the all-new Ferrari Portofino, showing the rest of the Ferrari range, whose doors are open to you, etc. In the middle are exhibited by class, the 120 Ferrari of the concours of elegance. That's wonderful. On the second part of the circuit, the 500 Ferrari of the rally park as they arrive. The crowd jubilant before the entrance of the circuit asks them to roar the engine of their Ferrari. The Ferrarista dinner On Saturday night, Ferrarista created the event in the event with a dinner in the heart of Maranello. It brought together some fifty members in the best restaurant in the region, according to TripAdvisor: @Titof, @Stradale V8, @grhum, @Red and hot, @Boz352, @chris38, @Vincent993, @Calif38, @LINO27, @JMM91, @Zaz, @VIF ECLAIR, @nico170781, @EZ98, @bernwizard, @super_goozy, @308gt4, @ppi.sud77, @Dulabourd, @antorzr,@golfeur77, @Trois cinquante cinq and their accompanying persons. It is the occasion to put heads on pseudonyms and to blow the candles of the 70 years of Ferrari and the 10 years of Ferrarista in a very good atmosphere. A birthday cake was even planned, giving us the opportunity to all sing together! The restaurant was excellent and the pouring rain, with many flashes, dissuaded the majority to continue the evening at the Ferrari show in Fiorano. It was broadcast on TV on the Rai. Jamiroquai, a great Ferrari enthusiast, sang 5 songs at the end of the show. The 500 Ferrari Rally Back in Fiorano on Sunday morning, we take the opportunity to see the 500 Ferrari from the rally that arrived the day before. They put the atmosphere in the street accessing Fiorano the day before, to the delight of the Tifosi who do not have access to the festivities at Fiorano. Of the 500 Ferrari, 95% are modern: several LaFerrari, dozens of Ferrari F12 TDF, many of the 350 Ferrari "tailor made" produced for the 70th bityhday of Ferrari, Ferrari 488, 458 Speciale, ... Extremely rare were the Ferrari 308/328/348 / F355 or the Testarossa / 512TR. But when you are passionate about Ferrari, it's a dream to detail all these cars, according to their combinations of colors and options, that give you ideas. Two members of Ferrarista who participated in the rally tell us that the roads, with Ferrari everywhere, were magnificent, and that the hotels and restaurants were very good. Two problems were reported. First of all, the roadbook provided stopped at Parma, so they did not know how to get to Maranello. That's why they arrived in scattered order and that there was no parade of the 500 Ferrari of the rally in Maranello. Too bad for the tifosi. Then the Ferrari were to stay in Fiorano on Saturday night and the owners were brought by bus to their hotel in Parma, more than an hour's drive. It's long. Visits to Ferrari, Pagani, Maserati and Lamborghini factories and museums Not being certain we could participate in much of the festivities for the 70th anniversary, we had booked a number of visits to factories and museums. We were thus assured not to make the trip for nothing. We visited the manufacture of Hublot watches, on our way to Maranello. Then the Maserati factory, the Pagani factory and museum, the Ferrari concession in Modena, the Maserati collection in Panini, the Ferrari museum in Modena, the Lamborghini museum in Sant'Agata Bolognese, the Scaglietti coachbuilder and the Ferrari factory, as well as the Ferrari Museum in Maranello. This makes you a relatively busy schedule, in which you do not get bored, interspersed with meals in excellent restorants related to Ferrari's history. Were you present at Ferrari's 70th birthday in Maranello? What did you remember? What did you prefer? If you liked this article, you might also like : - 24 members Visiting Maranello and the Mille Miglia 2016 - 32 members and 19 Ferrari at the charity event at Le Havre - Do not miss those 21 Ferrari at Retromobile 2016

Why does the Ferrari brand benefit from such an aura, placing it above all others? The Ferraris that you discover at Rétromobile give you the answer, allowing you to travel through automotive history. What were the most beautiful Ferraris present at Rétromobile in 2024? How can we learn about their fascinating history? And their chassis number, essential, because it allows you to follow their evolution over the years? A 2024 innovation on Ferrarista.club will help you: the photos from our on-site visit are accompanied by descriptive texts, translated, placed next to the Ferraris on the Rétromobile stands. This allows you to experience Rétromobile as if you were there. And if you were there, you probably didn't have time to read everything. Now you can do it, sitting quietly at home, to relive those good times! It is also a way of thanking the stands which take the time to write these explanatory texts for the general public, covering the history of the Ferrai presented, and to encourage other stands to do so as well. When you see a Ferrari present at Rétromobile again in 2024, thanks to its chassis number, you will find here which edition of Rétromobile it was, and in what configuration this Ferrari was presented. On the way to retracing the history of Ferrari with Rétromobile! Because if you are a Ferrari owner, and/or Ferrari enthusiast, you need to know this story. Ferrari 512 BB LM - 1981 Chassis no. 35525 Stand : Richard Mille 60° V12 4.4 litres 352 HP at 7500 RPM 5-speed gearbox 320 km/h maximum speed Disc brakes The modifications of the LM version of the 512 BB involved lightening along with improved high-speed aerodynamics, the engine was modified as were the suspension and cooling system. No. 35525 was sold to Wide World of Cars Inc. in 1981. The car raced at the 1981 24h of Le Mans where it arrived 3rd in class and 9th overall. The car remained in the US before returning to Europe in the early 2000s. Ferrari Classiche attestation for vehicles of historic interest Ferrari F1 - 312 B 3 - 1974 Stand : Mécaniques Modernes & Classiques Technical Specifications: Engine: Type 001/11, rear-mounted 180° V12 derived from 001/1, light alloy cylinder block and head, aluminium wet cylinder liners, 112 mm connecting rods, water cooled Bore & Stroke: 80 x 49.6 mm Unitary and Total Displacement: 249.317/2,991.801 cc Compression Ratio: 11.5:1 Max. Power Output: 485 bhp at 12,500 rpm Timing Gear: 4 valves per cylinder, 2 overhead camshafts per cylinder bank, gear driven off the rear of the engine Fuel Feed: Lucas indirect injection Ignition: Single plug, Magneti Marelli Dinoplex electronic capacitive discharge Lubrication System: Dry sump Transmission: Rear-wheel drive, Borg & Beck multi-plate clutch, 628 rear longitudinal overhanging 5-speed gearbox + reverse, in unit with limited-slip differential Gear Ratios: Variable depending on track Chassis: Type 628 monocoque in boxed sheet aluminium Front Suspension: Double wishbones, rocker arms, inboard spring/damper units and anti-roll bar Rear Suspension: Upper arm, lower wishbone, upper radius rod and anti-roll bar Brakes: Lockheed discs and callipers, inboard at rear, separate hydraulic circuits, adjustable on both 2 axles Steering: Rack and pinion Length: 4,335 mm Width: 2,056 mm Height: 900 mm Wheelbase and Front/ Rear Track: 2,500/1,625/1,605 mm Kerb Weight (with water and oil): 578 kg Front Tyres: 9.0-20.0-13", Goodyear Rear Tyres: 14.0-26.0-13", Goodyear Wheels: cast light alloy; front 10x13", rear 16x13" Fuel Tank: 230 litres, 2 side-mounted tanks (NO 98/100 petrol) Bodywork: Aluminium single-seater, body with fiberglass elements Ferrarl 312 B 3 Production: only seven chassis were built for the 1974 F1 Championship The 312 B3 was the most powerfull and competitive car of the 1974 Championship, and Clay Regazzoni arrived 2ND in the World Championship leading also his team mate, Niki Lauda. Ferrari 312 PB - 1971 Chassis no. 0890 Stand : Richard Mille 180° V12 3.0 litres 500 HP at 12 500 RPM 5 • speed gearbox Disc brakes Official Scuderia Ferrari sport prototype raced in 1972 by Regazzoni, Redman, Merzario and Ickx (victory in the 1000 km Spa with Merzario-Redman and in the 500 km Imola with Merzario). Modified for the 1973 season and raced by ickx, Redman.• Pace and Merzario. Special bodywork with air intake on the right-hand side of the car and engine air duct above the roll-bar. Ferrari 365GTB/4 Daytona "Plexiglas" - 1970 Chassis 12787 Stannd : AS Classic Engineering Production Details: 56th body by Scaglietti, 54th on the assembly line, assembled between July 18 and 28, 1969. One of 530 plexiglasses out of 1,279 models Ferrari 365GTB/4 produced. History: Car presented at the Paris Auto Show in 1969 on the C.Pozzi stand. Fourth Daytona imported into France, second by Pozzi. Complete historical file. 4 owners. First Owner: Delivered to a Lyon industrialist on February 19, 1970 in "Rosso Ferrari". Mr. Nicolas father and son took great care of the Daytona, returning to Pozzi for regular overhauls and maintenance. Today: In the collection of the current owner since 2000 Ferrari 365 GTB/4 - 1970 Chassis no. 13715 Stand : Richard Mille 60° V12 4.4 litres 352 hp at 7500 rpm 5-speed gearbox 280 km/h maximum speed Disc brakes The 365 GTB/4, chassis no. 13715, was delivered in September 1970 to Motor S.p.A. - Bologna (Italy). In 1972 the car was converted by William Sala and Giovanni Marverti into a Group 4 competition version. it participated in several races from the 72' to the 74' season, arriving first in class at the 74' Coppa InterEuropa. Ferrari Classiche attestation for vehicles of historic interest. Ferrari 412 Р - 1967 Chassis no. 0854 Stand : Richard Mille 60° V12 4.0 litres 420 hp at 8000 rpm 5-speed gearbox 310 km/h maximum speed Disc brakes One of four produced, sold in in 1967 to Maranello Concessionaires Ltd. which fielded it at the 1000km de Francorchamps, BOAC 500 Brands Hatch and 24h Le Mans of the same year. It was then sold to David Piper's racing team participating in a number of races from 1967 to 1969. After a few changes of ownership; the car was exported in Japan and then re-imported in Europe. At the end of the 1990s it returned to the US and was then sold at auction last year. Ferrari 365 Р - 1965 Chassis no. 0828 Stand : Richard Mille 60° V12 4.4 litres 380 hp at 7200 rpm 5-speed gearbox 300 km/h maximum speed Disc brakes Official Scuderia Ferrari sport prototype for the 1965 season, Targa Florio winner with drivers Bandini - Vaccarella and 1000 Km Nürburgring winner with drivers Scarfiotti - Surtees. The 0828 was successively converted from 330 P2 to 365 P spec and sold to Ecurie Francorchamps which raced it at several competitions during the 66' season. The car underwent a complete restoration to 365 P configuration in 2016-2018 by Ferrari Classiche. Ferrari 275 GTB - Mars 1965 Stand : Provost Automobiles V12 engine Completely redone bodywork, starting from the chassis Structure & floors remanufactured identically, by hand on marble Frosted and glossy paint, hand finished Electricity & cycle part fully restored Engine testing & tuning Complete new upholstery Ferrari 250 LM - 1964 Chassis no. 5901 Stand : Richard Mille 60° V12 3.3 litres 320 hp at 7500 rpm 5-speed gearbox 287 km/h maximum speed Disc brakes The Ferrari 250 LM was intended as a limited production volume car to compete in the GT sports car racing class. However, it was not approved and the only option left was to race in the top-level prototype class, against tailor-made sports racing cars. Nonetheless, the 250 LM model achieved prestigious results. Chassis 5901 was sold to Luigi Chinetti Motors Inc. in 1964 in the US where it remained before being re-imported in Europe during the 1990s. Ferrari 250 GT/L Berlinetta Scaglietti - 1963 Chassis number: 4419 GT Stand : Thiesen Automobiles Early example of the small series of only 350 examples With one owner for more than 44 years, just 85.000 km Ferrari Classiche Frame-off restored by „Brandoli", Italien The Ferrari presented here is an early example of the small production series of just 350 units. The car was completed in May 1963 by the Carrozzeria Scaglietti as the 31st vehiclke. In August 1967, the car was sold to Peter Gabriel from New-York, USA, and remained in hiis possession for 44 years. The car was fully restored at renowned addresses in Italy according to the photo documentation available. A Ferran Classiche comes with the car. Ferrari 250 GT Lusso Scaglietti Prototype - 1962 Chassis n° : 4053 GT In late 1962 Ferrari launched its latest model the 250 GT/L, with the L indicating Lusso, Italian for Luxury. This was its last production 3 litre Ferrari and 351 cars were Ferrari made between 1962 and 1964. A Lusso prototype was first displayed at the 49' Paris Auto Salon in October 1962 and arrived at the new Portes de Versailles venue mid-way through the show on the second to last day. This car was metallic grey, with twin tail lights on each side. According to Ferrari Classiche, this car, 4053 GT was originally grey (grigio) and was delivered to Franco Britannic Autos (F.B.A.) here in Paris, in December 1962, having been completed in September 1962. 'Car and Driver' in May 1964 stated ... 'its proportions approach perfection' Esteemed Ferrari historian and sales manager of F.B.A. in the 1960s, the late Jess Pourret, corresponded with the current owner, stating that 4053 GT was in fact the Paris Salon motor show car and provided detail and photographs of its early life in France, showing the car featuring its distinctive four rear tail lights. In his 1980 'The Ferrari Legend: The Road Cars', the much respected Ferrari historian Antoine Prunet states that the Lusso Prototype in both the marketing materials and at the Paris Salon is 'probably 4053 GT'. Other, more recently written reports, suggest that the other prototype 3849 GT was in fact the Paris Salon car. That prototype is understood to be mid-rebuild in Germany. According to Pourret, 4053 GT was in France for its first 10 years and sadly set on fire as an insurance scam in 1973. The car was then in storage in Holland and bought by an investor in the US in the 90s, who subsequently lost interest in the project. Having owned and tinkered with over 50 Ferrari 250 GTs including several Lussos, in 2007, the current owner recognised the significance of the car and had the understanding, experience and the resources to restore the car. He sent the original matching numbers engine block to Roelofs Engineering for a full rebuild and it was fitted with high compression pistons. The car was registered in the UK in February 2016. ENGINE 2953cc 60 Degree V12 All alloy single overhead cam per bank. 73mm Bore, 58.8mm Stroke. Compression ratio 10.6:1. Three twin choke Weber lightweight 40 DCL6 carburettors. Twin coils and distributor ignition. Spark plugs outside the vee. 240hp @ 7500rpm. 178lb ft (242Nm) torque at 5500 rpm. SPECIFICATION CLUTCH: Single plate. TRANSMISSION: 4 Speed synchromesh manual, rear wheel drive. SUSPENSION: Front wishbones with coil springs and telescopic dampers. Watts linkage from the 250 GTO. Rear live axle, radius arms, semi-elliptic springs, co-axial coll springs and telescopic dampers. BRAKES: Front and rear Dunlon discs and calipers. Separate calipers on the rear discs for the handbrake. WHEELS: Polished aluminium Borrani 3801 wheels fitted with 185VR15 Pirelli Cinturato tyres. EQUIPMENT: Spare wheel complete with tyre. WEIGHT: 1020 kg SPEED: 150mph / 240 kph, 0-62 mph 6.5-7.5 seconds. WHEELBASE: 2.4m (Same as a SWB Berlinetta). Ferrari 250 GT Cabriolet Pininfarina Series II - 1962 Chassis n° : 3469GT Stand : Car Collector Car details Engine: Ferran Colombo V12 (3.0L) Power: 240 HP Gearbox 4-speed manual One of Pininfarina's most elegant design Highlights This chassls 3469GT, finished In Griglo Conchigila, presents Itself in perfect condition, fully certified by Ferrari Classlche and ready to be driven and enjoyed. To the day, the Ferrari 250 GT Serles 2 Pininfarina Cabriolet remains one of the most understated and beautiful Forrari while being a very usable oar. Ferrari 250 GT Berlinetta SEFAC Comp. - 1961 Chassis n° : 3005GT Stand : Lukas Huni When Enzo Ferrari began building automobiles in his own name in 1948, the purpose was to be active in racing. He had already proven his ability to organise and manage a racing team, the Scuderia Ferrari, which had run the factory Alfa Romeo cars in the Thirties, as well as his ability to race a variety of race cars in the Twenties. Success came quickly to the new team at Maranello with wins in the Mille Miglia and the Targa Florio. In 1949 FERRARI again captured the Targa Florio and Mille Miglia, won the 24 Hours of Le Mans, and Spa Francorchamps. And in 1952 Alberto Ascari won the first Grand Prix Driver's World Championship. Between 1953 and 1961, seven of nine Constructors' Championships were won by FERRARI. FERRARI was also successful in supplying cars to privateers who were winning races all over the world. By 1959, FERRARI was firmly established as world's foremost manufacturer of Sports and Racing cars, and the immense success of the 250 GT (4 times Winner of the Tour de France) and the 250 Testa Rossa had cemented the foundation of the magic racing image of FERRARI. A new model was in preparation for 1960 that should continue the tradition of the Berlinetta Tour de France, but should be even faster and even more agile. Hence was created the new 250 GT Berlinetta Short Wheelbase, featuring a revised V12 3-litre engine with outside plugs and increased power, wheelbase shortened from 260 cm to 240 cm with yet another timeless coachwork design by Pininfarina. The 250 GT Berlinetta Short Wheelbase was divided into two separate models - the Steel (or road) version (with body made of steel) and the Competition version, obviously destined for Competition, featuring lighter aluminium coachwork, outside petrol filler cap, high-performance engine and optimised suspension. This particular car, 250 GT Berlinetta Short Wheelbase SEFAC Competition 1961 Chassis No. 3005GT 1961, is one of the rare last SEFAC Competition versions, featuring a thinner-gauge aluminium body, a thinner-gauge chassis specification, an even more highly developed competition engine and various other features aimed at making this last version most competitive. 3005GT is a highly important member of the FERRARI history for the following reasons: last-produced SEFAC (with Tipo 539/61 chassis and all SEFAC features) official NART Team Car Winner of the 1961 1000 km of Paris with both Pedro and Ricardo Rodriguez one of the cars officially modified by the FERRARI factory to 6 carburettors Ferrari 250 GT Berlinetta SWB Competizione - 1960 Chassis n° : 1785GT Stand : Car Collector Car details Engine Ferrari Tipo 188B Colombo V12 (3,OL) Power 276 HP Gearbox 4 speed manual Coachwork by Scagletti One of the first Berlinetta produced with aluminium body. Initialy owned by Charlie Kreistar It ranked 4th at Sebring in 1960 Later it secured 3rd place in the America SCCA Championship, in 1968. Swiss driver Reno Herzog rebuilt 1785GT with enhancements and it was ratified by tha FlA In the GTS series in 1980. The current owner continues to drive and race this historic Ferrari. Ferrari 250 Europa Pinin Farina Coupé - 1954 Chassis n° : 0351EU Stand : Lukas Huni In the mid-Fifties, FERRARI had become world-famous as a manufacturer of sports and racing cars. All the knowledge gained on the track was immediately applied to production cars making them successful with owners and enthusiasts alike. Introduced to the public at the 1953 Paris Automobile Salon, alongside the 375 America, the 250 Europa was the first road-going Ferrari identified by the now legendary 250 series nomenclature and the only 250 to carry the Aurelia Lampredi-designed V12 engine which was the chosen engine for FERRARI early sports racing cars, producing over 200 HP. It was the 250 Sport, driven to victory by Bracco/Rolfo in the 1952 Mille Miglia, which demonstrated the engine's capabilities and prompted FERRARI to use it in its first luxury production sports car. Lampredi's race-proven long-block V12 engine endowed the 250 Europa with phenomenal performance - the 250 Europa was capable of 220 kph top speed and an acceleration of under 9 seconds from 0-100 kph. All cars were entirely hand-built, and no two were exactly alike, new knowledge and experience with the racing cars being applied instantly as production was going on. A mere 20 cars of the Tipo 103 250 Europa were built, of which 16 cars with Pinin Farina Coupé coachwork. The early cars had a projecting and overhanging radiator grille with a high waistline compared to the low but rather ordinary greenhouse. Later cars, including 0351EU featured a fully integrated more modern looking radiator with a redesigned greenhouse featuring a striking wrap-around rear window and the elimination of the rear quarter windows giving the car a sportier look. This particular car, 250 Europa Pinin Farina Coupé, Chassis Number 0351EU, is unique for a number of reasons. It is the last only around 20 250 Europa with the Lampredi engine built (before the introduction of the Europa GT with the Colombo engine) with the most striking Pinin Farina body design. It was finished on 25m May 1954 for Los Angeles-based famous movie director Clarence Brown (who produced numerous movies with actors such as Rudolph Valentino and Greta Garbo). Instead of taking the car directly to California he toured Europe for a few months, participating in the 1954 Cannes Concours d'Elegance Automobile, earning him laurels in the 1954 Ferrari Yearbook. Brown sold the car in 1958 to Washington resident Lawrence Garden who kept the car for 3 years before selling it to Stanley Baker from Seattle. It was Mr. Baker who ended up being 0351EU's custodian for an incredible 42 years. Early in his ownership he repainted the car to the beautiful enamel Ivory colour before showing it no less than 3 times in the renowned Pebble Beach Concours d'Elegance (1965, 1966 and 1990). Baker clearly cherished his beloved possession tremendously which is evidenced by the car's incredible originality including the original, preserved interior. A unique Luxury Gran Turismo Ferrari. in outstanding, extremely original condition, representing the best moment of PininFarina design of the Fifties. The further details of the car are as follows: Chassis Number: 0351EU Engine Number: 0351EU Engine Specification: V12-cylinder 2953 cc Lampredi engine with 220 HP Wheelbase: 2800 mm Colour: Ivory interior: Pelle Rosso Chiaro (original) Ferrari TIPO 625 MONOPOSTO - 1954 Chassis No. 0540 Stand : Sotheby's Ultra-rare early 1950s Ferrari Formula One example Sister car to Ferrari's first World Championship-winning car. the extremely successful 500 F2, which took Alberto Ascari to back-to-back World Championships in 1952 and 1953 Factory-upgraded to 625 Fl specifications in early 1954 The first Ferrari campaigned by the Belgian national team Ecurie Francorchamps The only Ferrari monoposto ever raced by the legendary Marquis Alfonso de Portago Retained for over 15 years in the prestigious Bardinon Mas du Clos Collection Matching-numbers engine example recently emerging from over 20 years of single ownership Ferrari 375 MM Pinin Farina Spider - 1953 Chassis n° : 0362AM Stand : Lukas Huni The 375 MM models (boasting a Lampredi V12 4.5 litre engine with an impressive 340bhp and replacing the 340 MM with 4.1 litre), were built in 1953 and 1954, helping Ferrari win the 1954 Championship. Initially run as SEFAC Works Cars, the 375 MM was also sold to privateer teams, whilst the 375 Plus (increased to 4.9 litre) was also introduced during the 1954 season. Some 26 375 MM were built, of which 13 375 MM featured the stunningly beautiful Pinin Farina Spider design, with three of these being rebodied by Scaglietti in period, thus only ten remaining in their original configuration. 375 MM Pinin Farina Spider 0362AM with Scuderia Parravano 1953 - 1958 Tony Parravano, Italian-born and living in California, was the most important client of both MASERATI and FERRARI in that period and as such enjoyed preferential treatment by both manufacturers. Before production of the 375 MM had started, Parravano already paid for his car in 1953 and was allocated 0362AM by the factory. He very proudly took delivery of 0362AM on October 31st, 1953. The original Foglio di Montaggio shows that the identity of his car was changed from 0376AM to 0362AM before delivery. 0362AM was intensely raced by Scuderia Parravano in 1954 with many 1st OA in the American SCCA race series driven mainly by Jack McAfee. Its most important race was the 1955 Sebring where McAfee was going well, but had to retire due to the car catching fire, causing damage to the rear part of the car, repaired immediately afterwards and repainted in Maroon. The Parravano period ended with the mysterious disappearance of Tony Parravano (rumoured for reasons of tax evasion), resulting in 0362AM being sold to Colonel Sorrell in an IRS Auction, together with more cars and parts from the Parravano stable. Further Racing for 0362AM 1955 - 1968 As was typical for the period (with new models introduced and changing FIA rules) 0362AM was modified by Scuderia Parravano and later with Frank Arciero in California. In 1955 the chassis was shortened to enter the 1955 Carrera Panamericana (event cancelled), and in 1958 0362AM was fitted with a Mistral fiberglass body to compete in the USAC and Pacific Coast Sports Championship series. Indeed 0362AM enjoyed significant race success when driven by Dan Gurney, Skip Hudson and Bob Bondurant. Charles Betz and Fred Peters 1968 - 2014 Charles Betz and Fred Peters, very knowledgeable collectors from Orange, California, were successful in buying 0362AM with the help of Ron Kellogg in 1968. In a difficult search and intense activity during the subsequent years, Betz/Peters were successful in tracing those parts which over the years had been removed from 0362AM. Many of them were in the Sorrell estate, some were sourced from Chinetti, and more from Newport Beach collector Ernie Beutler. A skilful and comprehensive restoration by Betz/Peters over the coming years, involving the best specialists of the time including Steve Beckman of Costa Mesa, was most successful, re-uniting 0362AM with the original parts, and restoring 0362AM to its original specification as delivered new in 1953. In a Private European Collection since 2015 To the delight of the Ferrari Collectors World, 0362AM has been seen back to original splendour in recent years, including participation in the Mille Miglia each year. The further details of the car are as follows: Chassis Number: 0362AM Coachwork: Spider Coachwork by PininFarina (one of 13) Engine Specification: V12 Lampredi engine with 4522 cc and 340 bhp Ferrari 340 America Berlinetta - 1951 Chassis n° : 0122A Stand : Axel Schuette • Ferrari Classiche Certificate • Well known Belgium history • 1 of 2 Touring Berlinettas built The car presented here was delivered to Ferrari dealer Comptoir Automobiles Richard SA in Brussels, Belgium on August 20, 1951. On January 19, 1952, the vehicle was exhibited at the 35th Brussels Motor Show. In the first years the vehicle was owned exclusively by Belgian Ferrari enthusiasts. Then in 1953 the car was sold to Jacques Swaters of Garage Francorchamps. Through Mr. Swaters, the 340 America went to racer Pierre d'Haveloose, who participated in a number of races in Belgium. In 1957, Armand "Blary" Blaton, the father-in-law of Jacky Ickx, bought the car and participated, among others, in the 4th Rallye d'Automne. In the following years, the car went back into the possession of Garage Francorchamps and then to the famous collector Dr. Paul F. Schouwenburg, who had the car restored and documented the process in his book "Ferrari Fever". From 1986 to 2010, the vehicle was part of the famous Lucchini collection in Italy. It participated several times in the famous Mille Miglia with three previous, while it is in our clientele since 2013. In 2017 it was certified by Ferrari Classiche with a so-called "Red Book". Scuderia Ferrari Alfa Romeo 8C 2600 - 1933 Chassis n° : MONZA #SF25 Stand : AVC Prague MONZA #SF25 Engine: 8-cylinder, DOHC with Supercharger, 2.557 cm3 Body: Monza by Carrozzeria Brianza Year: 1933 • Scuderia Ferrari Alfa Romeo 8C chassis nr. SF25 For the 1934 competition season S.A. Scuderia Ferrari produced the final Alfa Romeo 8C Monza's, using locally built chassis frames to their own specifications and increasing the engine size to 2.6 liters, and new bodies by Carrozzeria Brianza. All other components used came from second series Alfa Romeo 8C 2300's that were in stock at the Scuderia workshop. SF25 was registered - MO 7139 - on the 4th of April 1934, and a little time later in the Mille Miglia, Tadini and Barbeiri led the way racing SF25 to Roma holding off Nuvolari, Varzi, and all the other aces while averaging 120 kmph. You will find more photos of Rétromobile, taken by Ferrarista.club members, here: https://www.ferrarista.club/forum-ferrari/forums/topic/19437-rétromobile-2024/ A big THANK YOU to all the stands which provide visitors with so many explanations on the models on display. Some give much more detail than others, the levels of information are disparate and stands which do not provide any information should be encouraged to do so, so that people become even more passionate about the models on display. Is this innovation, presenting you with the descriptive texts present at the show; in addition to the photos taken on site did you like it? What could be improved? Were you present at Rétromobile 2024? What did you like the most? What other Ferraris have left their mark on you? If you liked this article, you may also like: - How I found and restored my registered Ferrari F355 Challenge - Top 5 best moments from the 4th Ferrarista.club meeting - Long-term tests: the Ferrari 308 GTB QV by Jean66 - Rétromobile 2022 : 27 Ferrari not to be missed

The Ferrari 308 is a classic Ferrari model, much loved and particularly popular with those who watched Magnum's adventures on television in the 80s. But beyond the dream, what can you expect from a Ferrari 308 today? today? How do I find a good copy? What points to watch in particular when buying? What to expect in terms of maintenance? As always in the "Long-term test" series, it's an owner who will answer all these questions, that is to say the best placed person! Thanks to @OliveBdr for agreeing to play the feedback game, to make the Ferrari 308 better known. @Franck : Quickly, what is your automotive background and why did you choose the Ferrari 308? @OliveBdr : Like many enthusiasts, it started very early. As a child I collected posters of beautiful Italian cars from the 70s/80s (Ferrari Testarossa, 308, Dino and other Lamborghini Countach). Of course, I also devoured the few American and English television series that regularly showed these cars. More than anything, it was their line that moved me. I notice that it is particularly the paw of Malcom Sayer (E-type) and that of Leonardo Fioravanti which marked my youth. I then understood the merits of “light is right”. The Caterhams and Lotus Elans that I had the chance to own showed me the virtuous side of this approach. So I quite naturally lean towards small cars, not too heavy. In the Ferrari universe, this logically led me to the Ferrari 308 because I couldn't touch the Dino grail. @Franck : What were your criteria for buying a Ferrari 308 and how did you find this copy? @OliveBdr : For lack of means, I very quickly learned to take care of my motorcycles myself, then my cars. This is now an integral part of the pleasure they give me. Knowing how to use them and how they work, in detail. The only really complementary criteria for me were therefore the pedigree, the history, the traceability and the "complete" side of the car. After two years of searching, I was about to give up. It was finally a member of Ferrarista who put me in touch with an owner who was thinking about selling his car… It corresponded perfectly to my expectations. @Franck : What struck you the most about your Ferrari 308 in use? @OliveBdr : It is a rustic car, simple to use and simple to maintain. Accessibility to the majority of organs is generally good but the parts are expensive. It is therefore necessary to study the maintenance history in order to correctly define its purchase price. In use, the steering is hard when stationary, firm at low speed, but simply perfect on small roads. Its performance makes it perfectly consistent with the joys of security repression. Its dimensions allow it to fit easily into traffic, even in town or on small, narrow roads. Despite my meter eighty, it is remarkably comfortable even on long journeys. Braking is a bit dated, especially compared to modern productions. But its cornering behavior is delicious as the running gear faithfully communicates the road. In the winding, we find many points in common with the Lotus Seven. The cockpit is exquisite. All the aesthetic codes of the sports cars of the 60s/70s are there. It is also fun to compare it with a Dino. The small rockers, the large needles, the speed grid and its lever that slams when you handle it at a sustained pace... The materials are solid, carpets and leathers are thick. Only the reflection of the meter cap in the windshield is annoying. The entire dashboard deserves a matte, flocked material like that of a 246. The sound volume is quite bearable with its original exhaust. You can carry on a conversation without pushing your voice, even on the highway. It is also surprising to observe how well it is soundproofed, because the sound volume outside is much more demonstrative! @Franck : Can you tell us about the costs incurred for normal use of a Ferrari 308 (insurance, annual maintenance, major overhaul, contingencies, etc.)? @OliveBdr : The price of insurance is quite reasonable, even with a general insurer. I pay less than 600 euros for all risks per year. Fuel consumption is also reasonable for a V8 designed in the 1970s… around 10 liters per 100 when driving gently. The cost of maintenance depends mainly on the ability to do it yourself, and on the condition of the car at the time of purchase. It takes a ticket of 15,000 euros (+50% labor) to catch up on neglected maintenance. Then 1000 euros per year (+50% labor) for monitoring if you drive little (5000km per year). Again, it's light, rustic and strong...it helps a lot. @Franck : In your opinion, what are the points to watch out for on a Ferrari 308 over time @OliveBdr : Probably the same as those of the 206, 246, 308 Dino and 328. But also the same as all the car production of the 80s. Let me explain. These cars sold for the price of a Dacia 20 years ago. They were therefore neglected because the cost of maintaining them was not commensurate with their purchase value. Also, their maintenance record rarely followed the car. It is therefore often necessary to start all over again at the time of purchase. The points to be monitored are mainly the gearbox linkage seals, the sealing of the shaft covers with the ignition, the ignition cables, the fuel pump, the axle oil seals, the silent blocks of the gears, rack, ball joints and shock absorbers, engine silent blocks, timing and valve clearances. On the carb versions... the carbs! In short, more or less the same thing as on a Citroen DS or a Peugeot 403! We said it was rustic, right? Ferrarista is also a wealth of extraordinary information for diagnosing and maintaining our old cars. @Franck : And if we had to do it again ? @OliveBdr : I would do it again, but sooner. The 308 and 328 have an extraordinary line. Mix of dynamism and softness. The proportions are perfect, exciting but never vulgar. Looking at her would be enough for me. The engine is very well designed. It is the parallel of the light aviation twin engine. These are two independent 4-cylinders that work together. You had to think about it! With the type E, the 308 is for me the culmination of my definition of the automobile passion. Made to be admired, and to take its driver to the other side of the world!!! Thank you @OliveBdr for this exciting feedback on the Ferrari 308! If you too own a Ferrari 308, what other advice would you give to someone interested in owning one? If you're thinking about buying a Ferrari 308, what other questions would you want to ask an owner? If you liked this article, you may also like: - Long-term tests: the Ferrari Mondial Cabriolet 3.2 by Chagui - Long term test: Xav88's Ferrari Mondial - Long term test: Mika 348's Ferrari 512 TR - Long-term test: Glyde's Ferrari 348

As a Ferrari customer, a Ferrari dealership may offer you a test drive of a new model, such as the Ferrari 296 GTB which has just been released. How's it going with Esperienza Ferrari? What to expect? What experience will you benefit from? What could you really test? Can you really make up your own mind? @cheki, owner of a Ferrari 599 GTB, has just taken the opportunity to test the Ferrari 296 GTB in Italy. He gives you the details of his experience during these tests and his return to the Ferrari 296 GTB. Quick background My father and I are after-sales customers of the Francorchamps Motors dealership in Brussels. I had been invited to CERAM to try the Ferrari Portofino M but, not being available, I had specified to the young woman from marketing that I would like to try the Ferrari 296 GTB. She then offered me to come and try it in Italy, over two days. Quick leave, plane tickets and rental car and the deal was done! Not much to do since everything else is taken care of by Ferrari. The concession offered me to take a private flight with them and take advantage of the shuttle to reach Salsomaggiore, but at €3,000 for the plane ticket (vs. the €27 I paid), I preferred to allocate my good money to other things. Take off from Brussels at 6:20 a.m. (good at 14€ the ticket should not be pushed either), landing in Bergamo around 8 a.m., in an already trying heat (27 degrees). Pick up the rental car and head to the beautiful town of Cremona, for a breakfast break, while waiting to reach Salsomaggiore for the scheduled start of the program at 12:30 p.m Arriving on the spot at the appointed time, a few Ferraris and two Porsches (?!) show that some owners (French, Dutch, Germans) weren't afraid to put miles on their fine cars for this event. Room check-in and delivery of accreditations with the two-day programs. Very nice hotel, quite large and in the form of a maze for certain aspects. In the room, a beautiful photo book of the Ferrari 296 GTB and a welcome letter are available to guests. Day 1: 50 kilometers on the roads around Parm Quick lunch before moving on to serious things, I find the other guests of the concession as well as the hosts. Human warmth, quite characteristic of Belgians, means that you quickly make "friends". I have an appointment at 2:50 p.m. for the briefing and then the test drive. So on to the briefing: Very marketing explanations from the brand manager and in French please! As some have fairly rightly pointed out, very, very strong insistence on the fact that the car is "fun to drive" and that the sound has been particularly worked on. It's funny, that's precisely all I blame the Ferrari 488 and F8 duo. The Ferrari F8 Tributo precisely! I share this slide, which I found very symptomatic of something that jumped out at me throughout the presentation: As you can see, without any subtlety, the goal is to bury the Ferrari F8 Tributo with the arrival of the Ferrari 296 GTB. I found the presentation almost "insulting" to Ferrari F8 owners. The message was clearly "the Ferrari F8 Tributo is not fun to drive, the sound sucks, the Ferrari 296 GTB is just the opposite". I am magnifying the line but frankly it "swept" strongly from the speech. They explain the loop to us: 50 kilometers of ride, making it clear that it's a taste, before being able to discover the true potential of the car the next day on the track. Reminder of safety rules and speed limits, smothered in laughter ... we are in Italy. Anyway, enough talk, let's get down to business, heading to the parking lot: Arrival in the car park and discovery of a myriad of Ferrari 296 GTBs, in three main configurations: - Giallo TS, charcoal carbon bucket seats, diamond rims. - Rosso Imola (launch colour) comfortable seats, original rims. - Rosso Corsa, comfortable seats, diamond rims. I pass on the one and only Assetto Fiorano Grigio Scuro delivered Giallo, which I have not had the opportunity to try, unfortunately. First purely aesthetic observation: it is frankly more successful in real life than in photo! It's a pretty stocky car, just the way I like them. Still a bit of trouble with the front end, which I find a bit too neutral, but nothing alarming. It has a nice presence and I find it more homogeneous, as a whole, than the Ferrari F8 Tributo So we go for a walk in the province of Parma, alongside Ivano, a trilingual (including French) Sicilian, really very nice and hyper permissive in terms of the pace given to the car. A remark to start: a lot of audacity on the part of Ferrari, in terms of choice of roads. We start on very winding roads and in poor condition, in short everything that could highlight the faults of a car. Well, I'm not going to take four paths, I was literally amazed by this first approach. The engine to start with: the first acceleration with my feet in it really took me by the guts, an acceleration of the suffocating kind, with a two-stage engine, which pushes hard at the bottom and which gives a big blow towards 4,000 revs/ min without running out of steam up to 8,500 rpm. It's rather very physical and exciting. The exact opposite, for me, of the powertrain of the Ferrari 488 and F8, which I found linear and tasteless as possible. The sound is generally very present inside, muffled at low revs and melodious in the revs. The small V12 side didn't jump out at me (it must be said that the sound of the Ferrari 599 GTB is quite metallic). It doesn't look like much known from Ferrari. It sounds like a nice V6 and I admit that I like the sound of the V6. The box: nothing special to say about it, except that it is therefore the new BV8 of the Ferrari SF90. It is surgical and super fast. Nice little hit in the neck in RACE, soft and fluid in the modes below. In Sport I've noticed sometimes it doesn't respond right away to my paddle input, but there's so much going on electronically in this car that there must be a reason. The gunshot effect when upshifting and downshifting (in bursts) is particularly nice. Without the stupid pop & bangs that are so fashionable today. The sound is generally very present inside, muffled at low revs and melodious in the revs. The small V12 side didn't jump out at me (it must be said that the sound of the Ferrari 599 GTB is quite metallic). It doesn't look like much known from Ferrari. It sounds like a nice V6 and I admit that I like the sound of the V6. Brakes: same as for the box, reassuring touch on the road and strong deceleration force (accompanied by the small retractable spoiler) on heavy braking. We will talk more about it on the circuit part. Chassis/damping: this is certainly the part that impressed me the most in the test circumstances. I remind you, the roads were in a rather deplorable state. And yet, the car behaves imperially, but truly imperially. At low speed, it manages the roughness of the road with very surprising comfort and as soon as you put on the pace, even a lot of pace, you end up with a super serene car, a very directional front axle followed by a rear axle. which accompanies serenely without a sudden stall (as long as you don't mess with the 830hp waiting behind). I didn't use the "bumpy road" button, really no need despite the circumstances. The car is clearly fun to drive, it's not a small car but it's nimble and really easy to drive around. In short, a moment of real driving pleasure. I pass the speech on the fact that the power is really too much for the open road, it would be a little reductive for the rest of the car which really gives the driver a great time. Once again, it's the opposite of my feelings when testing the Ferrari 488 GTB. And the hybrid part will you tell me? I didn't mention it! It's true and for good reason, I did not focus my essay on this part. I drove a little in full electric, good bah it does like all the others: silent, lively on the 0 to 50, nothing special to say about it. Perhaps two remarks that are important: The autonomy is only 25km, it may not seem like much but it can be enough to cross a ZFE. And the other point where Ferrari demonstrates that they have the best engineers in the world is the management of energy recovery. In Hybrid or Qualifying mode, the car goes from 0 to 100% battery in just 10km. This means that overall you have all the power (thermal and electric) almost all the time. For me this BEV unit is definitely more of a KERS in its use than a PHEV. And it's that positioning that I think best suits a Ferrari. Kudos to them for choosing this angle! Quick observation on the inside: the best meets the worst. On the better side: enormous progress in terms of perceived quality. I liked the steering wheel, smaller than on the Ferrari Roma, the new "travel" of the paddles is quite nice, although more digital than before. On the worse side: the 100% tactile is really lame, apart from the fact that we end up with fingerprints everywhere and that we press commands without doing it on purpose. The simple fact of no longer having a nice button that materializes and "sensationalizes" the firing of the engine really bothered me. It completely breaks the magic of the start-up. Return to the hotel enthused, sharing feedback with staff and guests. Going to the bedroom for a shower and putting on your cocktail dress before the evening gala dinner. Not much more to say about it. Good Italian food, I made some friendships with other enthusiasts like me, so I had a very pleasant dinner. The guests moreover, for me there were three clans: the enthusiasts like all of us here, the show offs for whom it is above all important to have the latest Ferrari that will accompany the RM, the Berlutti and the total Vuitton panoply/ Prada/Hermès and finally a significant number of prospects and/or new buyers of the Ferrari 296 GTB, who are very interested in the car and in the Ferrari universe. Day 2: test on the Varano circuit It's the day most awaited by everyone finally ... not by everyone, since the second category mentioned above didn't give a damn. Departure therefore for the very small circuit (2,500 m) of Varano 50 kilometers from the hotel, by the small roads of the province of Parma. In the same way as for the choice of roads the day before, big-up to Ferrari for having dared to choose such a small track to present a big berlinetta of 830 hp. This shows (if we still doubted it) that they are particularly proud of this car. The choice of a small track also makes it possible to avoid excessive speed, and therefore risks, for a cast of guests who are little or not used to riding on the track, at least for 90% of them. We start with a real briefing on the basics of piloting: position of the hands, choice of trajectories and explanation of the course of the day. In the program : - A lap of the track as a passenger to understand the track. - An "ability contest" consisting of a timed lap on an agility course in 100% electric mode. - Three sessions of 5 laps at the wheel of the car, accompanied. So off we went for a lap as a passenger. Here is a short video with the Ferrari F8 Tributo for you to get an idea: A bit perplexed on the choice of the track but finally quite excited by the physiognomy, there is everything you need to have fun. Ability contest :There too, I was a little perplexed about the interest of the animation, but ultimately it was quite playful and we quickly got into the game. It's quite easy and fun to do it in full electric. Very proud that I am, I want to tell you that I finished 6th for the day, out of 60 guests, and that I would have finished first if I had not hit a cone at the end of the lap. It was necessary that for Ferrarista!I have attached two videos that could be called "two rooms, two atmospheres" with the same thermal and electric lap.You'll see that even from the outside it sounds pretty good, at least for the first two thirds of engine use, even though under full load it mostly whistles. The sound is the exact opposite of the Ferrari 599 GTB, in the latter, the exterior takes full esgourdes, while inside it is almost silent. The Ferrari 296 GTB is the opposite, modern times what do you want? Track Sessions: This is the high point of this presentation for me. Frankly, very pleasantly surprised by the fact that Ferrari does not hesitate to test its car and its customers on relatively long track sessions, not very usual in Maranello. The first session is done a little in discovery mode of the car and discovery of the track. Special mention to the approach of the instructors: pedagogues, absolutely not restrictive, and even rather pushes to crime! What stands out more compared to the test of the day before? - The front axle always, really very directive and precise. You really feel that it likes to be loaded under braking to then allow you to fine-tune your trajectory as much as possible. - The rear axle follows with a lot of liveliness while being particularly stable: the electronics help a lot. - The engine: always this phenomenal punch, with an extension and a musicality that allows you to realize where you are at RPM. On the Ferrari 488 GTB, I was quite surprised by the limiter (700 rpm less also), on the Ferrari 296 GTB, it never happened to me and yet I can guarantee you that it works! Always amazed by this double-stage character which is often the prerogative of (good) atmospheric engines. - The brakes, less convinced than the day before on the road to be honest but as you will see later, certain circumstances can explain it. The digressive is rather easy to do with a very hard pedal which allows you to be calm and to place the car correctly. But what bothered me was the lack of consistency. I always had a form of apprehension at the bottom of the straight, wondering how they were going to react this time. Nothing dramatic though, but it's worth noting. - On the damping side, I found it a little soft for the exercise we were dealing with, but hey, it's still a road car. Didn't have the opportunity to test the Assetto Fiorano which is firmer. But overall, the dive and the roll are well controlled. I really liked the format offered, it allowed you to really enjoy the car, to raise your level but also to stop at the right time and not go around too much, the one that sends you into the wall . I did two of the three sessions with the same instructor with whom I hooked up well and I loved his advice and the speed with which progress appears. We come out of the car not very proven: ease of handling, electronics which help a lot and very efficient air conditioning mean that we benefited well but that we are not like Verstappen in Miami either. Last point on driving, electronics precisely. It would be vulgar to say that this car is ONLY electronic, but we can't deny the fact that it's omnipresent in the driving experience. There are two configurable aspects: - The classic manettino on the right with the modes we know: low grip, rain, sport, race and ESC Off. - A selection of electric thermal mode on the left of the steering wheel: full electric / hybrid / performance / qualifying Being well seen and in good confidence with my instructor, I was allowed to ride in RACE and in Qualifying mode while 90% of the other guests were forced to ride in Sport and in performance mode (qualifying for some). I did the first session in Sport and frankly you can feel and see, with the ASR lights, you can do almost anything and the electronics handle the rest. In my setup, RACE and Qualifying, the auto was much more permissive and directive, I didn't see (with the lights) or feel the electronics popping up but I'm 100% sure it helped me. That's also Ferrari's strength: making you believe that you're the boss and that you're going super fast when it's the one holding your hand. But electronics has its limits for the most gamers: And the electronics also brings up completely unknown phenomena, we wait for the gentleman to finish looking carefully at the brakes: We look at the four discs and what do we see? Yes, these are CCM disks that are almost dead, normal given the use you will tell me? Not quite since it is the rear brakes that are in this condition! The electronics are so forced to pinch the rear wheels to compensate for the lack of progressiveness of the apprentice pilots behind the wheel that the front discs stay relatively cool while the rears become real cheese graters. That too is the evil of our time We take advantage of the Ferrari hospitality one last time before going to lunch and leaving for France. Two small remarks of the small indiscretions gleaned here and there: - The Ferrari Roma would be a commercial flop: the dealers cannot sell their executive vehicles and the order intake is close to nil. - I found the Ferrari staff to be very "pushy" on the buying intentions of the guests on the Ferrari 296 GTB and on the FUV. It is a feeling shared by all the guests present. We clearly feel that they want and "need" to do a lot more volume than before. - A lot of purchasing intentions and information gathering from the guests, Ferrari seeming happy with the order taking. But many interested parties are waiting for the Ferrari 296 GTS before signing the order form. I had a great time, the impression of being truly privileged in the holy of holies beyond the pleasure felt by testing this car which frankly I liked. I don't have 300 K€ to put in a car today but I completely understand those who are going to be tempted, it's a well-bred car, well in its time, but with a real character. Congratulations to future owners! That's it ladies and gentlemen, that's all for me, I hope I was informative, don't hesitate if you have any questions or requests for clarification If you liked this article, you may also like: - Long-term tests: Ferrari 458 Speciale - Long-term test: Zaz's Ferrari 599 GTB Fiorano - Ferrari 458 and Ferrari 488 brake recall campaign - 50 Ferrarista members at the 70th anniversary of Ferrari in Maranello

After these periods of confinement and pandemic, it feels great to come back to Rétromobile! Fewer exhibitors, return to a smaller space, was the show going to keep its promises or mark a change in trend? What were the beautiful Ferraris not to be missed on the spot, because they are rare to see otherwise? What was this Retromobile 2022 vintage worth? First there was the Artcurial sale with the four Ferrari hypercars: the Ferrari F40, the Ferrari F50, the Ferrari Enzo and the Ferrari LaFerrari! They were accompanied by a Ferrari 599 GTO! These Ferraris went up for auction for the following amounts: - Ferrari F40 from 1989 #80761 : 2.102.400 € - Ferrari F50 from 1996 #105265 : 4.161.600 € - Ferrari Enzo from 2003 #132053 : 2.846.000 € - Ferrari LaFerrari from 2013 #199747 : 2.714.440 € - Ferrari 599 GTO #173816 : 774.800 € In old and rare Ferraris, Atelier des Coteaux presented a Ferrari 212 Inter Spider Vignale. Out of 80 examples of Ferrari 212 produced between 1951 and 1953, only 7 examples of Spider were made by Vignale. This example, chassis #0125EL, has a special history. In May 1951, this chassis was used by the Ferrari factory to finalize the tests of the model, in the form of a coupé. In August 1951, Vignale rebuilt it as a spider. Of the 7 existing examples, it is probably the only one to have 3 carburettors. Indeed the Inter configurations were road models, equipped with a single twin-barrel carburetor, while the Export configurations were intended for competition with 3 carburetors (optional for Inter models). In 1987, the Italian coachbuilder Dino Cognolatto acquired it and transformed it into a racing berlinetta. The current owner bought it in this configuration from DK Engineering in 2015, who called it back a few months later to announce that they had found the original #0125EL bodywork! It was then fully restored. On the common stand between Eleven Cars and Guickas GTC, only Ferrari! Starting with a beautiful Ferrari Daytona : And an interior to which she gave her name for decades to come: Behind her, a magnificent blue Ferrari 550 Maranello: With a magnificent beige interior, in very good condition, and the associated suitcases: The Ferrari 312 PB, which raced in Sport Prototypes from 1971 to 1973, with the V12 of the Formula 1 Ferrari 312: The Ferrari 512 BB #24127 Pozzi "THOMSON" n°88 : The Ferrari 365 GTB/4 Michelotti NART Spyder #15965, entered by Luigi Chinetti in the 1975 24 Hours of Le Mans, and powered by a 4390 cc V12, developing 352 hp at 7500 rpm: A very beautiful Ferrari 365 GT 2+2, presented in 1966 and designed by Pininfarina: On the stand of Historic Cars, a beautiful Ferrari 250 GT Pininfarina S2 from 1959, dark blue in color. Originally, #1629GT was painted "Nero Tropicale", with a "Verde" interior. Color changed during its restoration. The only Ferrari 250 GT SWB present this year was on the stand of Speed 8 Classics in a beautiful Rosso Corsa livery, with a blue fabric interior, together with beautiful De Tomaso, Bizzarini and Iso: On the stand of Cecil Cars, a Ferrari 250 GTE gray red interior completely restored: On the stand of Sport et Collection, two red Ferraris were present: a rare Ferrari 500 SuperFast and a Ferrari 275 GTB : On the stand of Oldtimerfarm, the very beautiful Ferrari 328 GTS black of a well-known member of Ferrarista. This example dates from 1987 and the Ferrarista sticker is clearly visible at the bottom of the windshield: On the same stand was also offered a beautiful Ferrari Testarossa blue for 200,000 euros: At Franco Lambo, A beautiful Ferrari 330 GT serie 2 (thus round headlights in front) blue, of French origin, and with many specificities, including a Cioccolato interior, with soft leather and a specific dashboard. On the same stand, you could admire a beautiful Ferrari BB 512 gray with a red interior: On the stand of the insurer AON, a magnificent and blue Ferrari 365 GT4 BB: On the Osenat auction house stand, a beautiful Ferrari 330 GT serie 1 "four eyes" : German society Messina Classics presented a beautiful Ferrari 275 GTB/2 from 1966: a beautiful Ferrari Mondial T Cabriolet, blue tan interior, on the stand of My Classic Car Life: And a Ferrari 400 on the stand of Catawiki : Relatively small stand for the Charles Pozzi dealership, but who attracted attention thanks to a Ferrari F40 with all its openings deployed, to promote Ferrari Classiche: In the end, many beautiful cars to see, in a smaller show, despite the absence of the usual big foreign sellers and manufacturers. The crowd was also smaller, apparently, because on Sunday morning it was easy to get around. It remains to be seen how this show will evolve in the years to come, but Rétromobile remains an excellent way to see exceptional vehicles and to (re)immerse yourself in the history of the brands. Have you been to visit Retromobile 2022? What did you think of it? Which models have impressed you the most? If not, which models impressed you the most in this article? Which ones would you like more information on? If you liked this article, you may also like - Retromobile 2018: what trends for Ferrari? - 50 Ferrarista members at the 70th anniversary of Ferrari in Maranello - Ferrari 458 and Ferrari 488 brake recall campaign