The Ferrari Mondial is forty this year. Time to look back on the story of one of Maranello’s less illustrious creations.
In my idle moments, I occasionally peruse Autotrader and do some fantasy shopping for the cheapest supercar I can find. When searching under Ferrari it was, until recently, a racing certainty that the model propping up the bottom end of the price range would be the Mondial, which celebrates its 40th birthday this year.
This was partly a result of its ubiquity. With 6,149 cars produced during its thirteen-year lifespan, it was one of Ferrari’s best-selling models. However, it was mainly down to the fact that the Mondial was never really loved by the marque’s aficionados, who regarded it as too compromised and soft to Continue reading “Imparare ad Amare”
An interest in automotive design history can result in a fair bit of detective work, and occasionally, a surprise ending.
For three years, all the money in the world wouldn’t buy you a brand new Ferrari Gran Turismo. It may appear almost impossible to imagine from today’s perspective, but Maranello’s premier car maker wasn’t always the money printing machine it is nowadays, which would historically entail the odd glitch and hiccup in terms of production planning.
It was for this reason that certain models would outstay their welcome on a somewhat regular basis. But not offering a mainstay product for several years appeared very odd indeed, even before Ferrari evolved from being the maker of enthusiast’s cars to the status of luxury goods purveyors.
From 1989, when production of the long-serving 412i four-seater model finally ceased, until 1992, the year the 456 GT successor was unveiled, anyone looking for a Ferrari that could accommodate not just driver plus wife/mistress, but also the dog and/or kids, would need to go for the unloved Mondial. If this kind of customer was hellbent on a V12 engine under the bonnet, he’d have to Continue reading “Maranello Model Mystery”
We’ve probably said as much as about this car as can be said, short of taking it for a lengthy celebratory test drive. The only new experience to be registered today is about how the car sounds.
Sitting in the car and, now reflecting on the vehicle in hindsight, it sinks home that the effect of putting a Ferrari engine in a Lancia is to make a car much more interesting than anything Ferrari itself has done since, with maybe the exception of the 1992 Ferrari 456 GT.
How can we understand this car? Do we understand the meaning of this car? If it helps to understand the remarkable nature of the Thema 8.32 maybe imagine an Opel Insignia with a Porsche engine. Even that is not quite an analogue because the Insignia, nice as it is, doesn’t mean the same thing as the standard Lancia does. Continue reading “Photos For Sunday: Lancia Thema 8.32”
An anachronistic brute in finely tailored Italian couture, the 1968 Ferrari 365GTB/4 nevertheless successfully transcended its seemingly fin de siècle status.
Sometimes legend can act as a blind, obscuring an object’s true nature or broader relevance. This is especially true of the products of Maranello, prized for their speed, exclusivity, competition-bred spirit, and in many (although not all) cases, visual allure. The 1968 365 GTB/4 combines a good number of these traits, yet comes up slightly short on the pure aesthetic side of the equation. So why has it become amongst the most revered of the breed?
There are two main reasons for this. The first is that despite its somewhat brutish appearance, the Daytona as it was unofficially known, while no ravishing beauty, is nevertheless something of a handsome brute. Secondly, and of perhaps greater significance is that the 365GTB/4 was the last front-engined two-seater Berlinetta produced by Maranello for a good thirty years – indeed for a time, it looked as though it might have Continue reading “The Future of the Future Will Still Contain the Past”
In 1987, Maranello went back to its roots, launching the precursor to today’s track-bound limited edition wonders. But in looking to the past, was F40 the modern Ferrari of all?
The Ferrari F40 is a car that brooks no ambivalence. Like the company’s founder and imperator, F40 is indifferent to the notion that you might find it vulgar, somewhat silly, a virtually unusable statement of machismo and status, because it’s all of those things and a great deal more besides. Because, perhaps more than anything, F40 remains the essence of Enzo. Continue reading “Two Fingered Salute”
Today, Driven to Write gets its barnet in curlers over the latest offering from Maranello. Time for a haircut?
Even hairdressers must have off days. After all, imagine if you will the ceaseless drudgery of it all. The incessant banality of polite conversation, the helicopter view of thinning scalps and receding hairlines, the clippings that get everywhere, the disappointment of customers who Continue reading “Hair, By Sergio”
We conclude our 50th anniversary ruminations on Ferrari’s Dino by tracing its stylistic forebears.
In December 1964 the press convened at Modena’s Hotel Real-Fini, where Enzo Ferrari would conduct his annual sermon on the mount. As the gathered press corps waited breathlessly as the ‘Pope of the North’ held forth regarding the Scuderia’s programme for coming season, the commendatore dropped a surprise, telling journalists Ferrari’s race engineers were advanced on a new ‘168 Dino GT’ to be campaigned the following season.
The car with which Alfredo Ferrari’s name would become synonymous did not carry the famous Cavallino Rampante emblem, but is arguably the most significant (and beautiful) Ferrari of all.
Enzo Ferrari preferred to be addressed as ‘ingegnere’, which was something of an irony, given his somewhat reactionary views on the subject. A staunch traditionalist, his principles were firmly rooted in the pre-war era; pivoting around the notion of a powerful, high revving power unit combined with a driver of sufficient bravery and skill to Continue reading “In the Name of the Son – 1967 Dino 206 GT”
FCA’s Sergio Marchionne appears to be saying no to a new-generation Ferrari ‘Dino’. Well he was last week anyway…
Much like the current resident of the American White House, FCA’s Chief Knitwear Officer appears to think nothing of holding entirely bipolar positions on policy, seemingly at will. Over the years, the Turin binman has led us a merry polka and yet here we are, akin to the beleaguered Washington press corps, Pavlovian to our slavering chops. Because one thing of which we can be certain is that whatever either the leader of the free World or the Italian-Canadian yarnmiester pronounces upon will be slavishly reported upon, disseminated and pored over, which is of course the point of the exercise. Continue reading “Dino Denied”
I passed a Ferrari California the other day. It looked OK to me, but that just goes to show how wrong I am.
On paper this car seems the ideal Ferrari for anyone who isn’t a trackday nutjob or doesn’t need the extra space that an FF, sorry GTC4 Lusso, provides for an extra set of golf clubs. It’s pretty fast, it handles as well as most driver’s limits require, it makes the requisite sound, and you have the choice of tin roof or open air. Nevertheless, you bought one at your peril knowing that this was a Hairdresser’s Car. Continue reading ““Are You Going Somewhere Nice This Easter?””
As we have found out while exploring this unusually fecund theme, special editions have a touch of the spurious. It doesn’t only apply to the volume car makers (who have that name for a reason).
It also applies in its own way to makers of cars that are supposedly exclusive already. Without looking up the numbers I am very sure that Ferrari sells fewer cars a year than Ford sells special edition Fiestas, for example. Yet Ferrari is not content to put five or six basic cars in their showroom, happy in the knowledge that only a few thousand find customers every year. Continue reading “Theme: Special – Limited Runs”
For many years one of the hallmarks of Car magazine was its superb and creative photography. This photo is presented as something of a tribute to their humorous style.
From a technical point of view the Ferrari California is of interest to Ferrari fans for these reasons: it is the first Ferrari with a direct petrol injection engine. Also the Modena firm had not done a folding metal roof and, as far as I know, the first Ferrari to have multi-link rear suspension. You might have thought they were doing this a long time before 2008. Finally, Ferrari had not attempted a front-engined V8 before this car.
“A newcomer from Italy!” Archie Vicar takes a short look at a new motor car from Italy’s Ferrari concern and determines whether or not it cuts the mustard in an increasingly competitive market.
From “Sports And Racing Motor Car Gazette” November 1953. Photographs by Noel Rupert Beresford. Due to the poor quality of the original images, stock photos have been used.
For those ‘in the know’, Ferrari manufacture road cars that are closely related to their more famous racing cars. Two years ago a car not unlike this won the Carrera Panamericana with Chinetti and Taruffi at the wheel and a second car came second, with two other Italians driving. Not many marques can Continue reading “1953 Ferrari 212 Inter Road Test”
How much can a brand be stretched? Should Alfa Romeos carry an ‘engineered by Ferrari’ badge? Or shouldn’t Alfa’s engineering speak for itself?
While trawling other news sites, I read at Autocar that Alfa Romeo’s forthcoming SUV will be based upon the Maserati Ghibli. That bit doesn’t surprise me so much as the remark that “….there have also been unconfirmed rumours that the top of the range Alfa engines will feature ‘developed by Ferrari’ sub-branding.” This has all the hall marks of an idea designed to appeal to Sergio Marchionne. It also reminds me of Silvio Berlusconi’s idea that Fiat could sell more cars by badging them as Maseratis. You might as well Continue reading “Fiat Punto 1.3 “Alfa Romeo”- Edition, Engineered By Ferrari”
The world’s least influential motoring blog we may be, but that doesn’t prevent Driven To Write being ahead of the curve every once in a while. Back in May, we took a detailed look at Sergio Marchionne’s plan for FCA’s turnaround, offering a hypothesis regarding its likely success – or otherwise.
As Luca di Montezemolo’s reign at Ferrari comes to an end, an entire chapter of Italy’s automotive industry – as well as culture – is being closed.
“If we want things to stay as they are, things will have to change” proclaimed Don Fabrizio Corbera, Prince of Salina in the seminal Il Gattopardo. He was, of course, referring to Sicily and the impending changes to country, people and his own dynasty. But such a statement could clearly have been made with regards to fellow nobleman, Luca Cordero di Montezemolo’s sacking from the post he had held for more than two decades. Only in this case, it would be untrue.Continue reading “The Leopard Bows Out”
The second of a two part examination of FCA’s European operations and the feasibility of Sergio Marchionne’s four-year plan to revive them. Part two – There will be blood:
FCA’s presentation made a point of telling the financial and automotive worlds just how much Marchionne is prepared to accept for the sale of Ferrari, suggesting the fabled Marenello concern is for sale; despite firm denials from within FCA itself. Some might say that he would be insane to do so – the ‘Cavallino Rampante’ being probably the most valuable automotive brand in the universe right now.
A two part examination of FCA’s European operations and the feasibility of Sergio Marchionne’s four-year plan to revive them.
Now that the captives have escaped, the presentations are complete and fruit and vegetables been thrown, perhaps it is germane to take a look behind the figures and statistics at the state of affairs facing Fiat Chrysler Automobiles in Europe as they painfully inch towards their eventual fate.
What’s it like to wander around the on-line show room of Ferrari?
Recently I´ve felt curious about the customer experience for prospective Ferrari owners. You don’t need to be out of your pyjamas to visit Ferrari’s website so I thought I’d see what happened and what I’d feel like if I did a little virtual tyre kicking. What I found is described below. Continue reading “Window Shopping For A Ferrari”
Prancing horse or lame nag? Archie Vicar samples Ferrari’s 4-seater oddity, the 365 GT4 2+2.
From Motor Enthusiast, October 1976. Photos by Edward Blayliss. Owing to the excessive lens flare of Mr. Blayless’ images, stock photography has been used.
It’s quite peculiar to review a car that already exists. As the only motoring writer in Britain who has been permitted to officially test drive Bristol’s new four-seater, the 603, I can reveal Ferrari’s 365 GT4 2+2 is the same car but worse. Far be it for me to criticise the long, hard lunches put in by Mr Ferrari’s assistants but the 365 GT4 is a rather poor show. And Bristol’s car, despite its slightly brash Chrysler lump, trumps the 365 in every major respect.
Let us consider the ash receptacles. Bristol places theirs near the steering wheel while Ferrari throws theirs somewhere down by one’s knees. Both cars are 4-seater GTs. Both cost a king’s ransom but one car will unfailingly Continue reading “1976 Ferrari 365 GT4 2+2 Review”