The Ferrari P series were prototype sports cars in the 1960s and early 1970s.

Although Enzo Ferrari resisted the move even with Cooper dominating F1, Ferrari began producing mid-engined racing cars in 1960 with the Ferrari Dino-V6-engine Formula Two 156, which would be turned into the Formula One-winner of 1961.

Sports car racers followed in 1963. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first Ferrari mid-engine in a road car did not arrive until the 1967 Dino, and it was 1971 before a Ferrari 12-cylinder engine was placed behind a road-going driver in the 365 GT4 BB.

250 P[link]

The Willy Mairesse / John Surtees Ferrari 250 P heading for victory at the 1963 1000 km Nürburgring

The 250 P was a Prototype racer produced in 1963, winning the 12 Hours of Sebring, 1000 km Nürburgring and the 24 Hours of Le Mans in that year. It was an open cockpit mid-engined design with a single-cam 3.0 L 250 Testa Rossa V12 engine and was almost entirely unrelated to the other 250 cars.

The 275 P and 330 P were evolutions of the 250 P with 3.3 L and 4.0 L engines, respectively. These raced during 1963 and 1964.

250 LM[link]

Ferrari 250 LM

The 250 P evolved into a saleable mid-engined racer for the public, the 250 Le Mans. Introduced at Paris in November, 1963, the LM was successful for privately entered racers around the world. Notably, a 250 LM entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory, which remains as Ferrari's last overall victory in the endurance classic. About 32 models were built in 1964 and 1965, with all but the first few powered by 3.3 L 320 hp (238 kW) engines, though the name did not change with the increase in displacement. A fully independent double wishbone suspension was specified with rack and pinion steering and four wheel disc brakes. Ferrari had intended that the 250 LM be homologated for racing as a Group 3 Grand Touring Car, however in April 1964 the FIA refused to do so as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run as a Prototype until it was homologated as a Group 4 Sports Car for the 1966 season.^[1]

330 P2[link]

Ferrari 330 P2

An entirely new car, the 330 P2, followed in 1965. It featured a lower and lighter chassis and more aerodynamic body, paired with a 410 hp (305 kW) version of the 330 V12. It was first used by Luigi Chinetti's North American Racing Team (NART) in the Daytona race that year. Some of NART's P2 cars also used the 4.4 L engine and thus were named 365 P2. In 1965 275 P2 0836 won the 1000 km of Monza, 275 P2 0828 won the Targa Florio, 330 P2 0828 won the Nurburgring 1000 km, and 365 P2 0836or0838 won the 12 hr. Reims. It was replaced by the P3 for 1966.

330 P3[link]

The 1966 330 P3 introduced fuel injection to the Ferrari stable. It also used a P3 (Type 593) transmission that was prone to failure and was replaced by a ZF transmission when P3 0844 and 0848 were converted to 412 P's, another Ferrari first that would only last one season when the ZF's were replaced by 603R P4 transmissions in all the 412 P's.

There are no longer any Ferrari P3's existent as original P3 0846 was converted to a P3/4 and P3's 0844 and 0848 were converted to 412 P's by Ferrari.

412 P[link]

412 P 0844 at the 2007 Goodwood Festival of Speed.

The Ferrari 412 P was a "customer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412 P cars are worth approximately $8 million^{[clarification needed]}at auction.^{[citation needed]} (at Silverstone Classic 2011, 0844's suggested value (by the mechanic working on it) was quoted at UK£12m (US$18m)

There are only 2 cars that were originally built as 412 P's: 0850 and 0854. P3 chassis. P3 Typo Motors except for Carburetors in place of FI. P4 suspension but P3 wheelbase 2412mm vs. 2400mm (P4 and P3/4 0846) 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P3/4 0846 (See Above), P4 0856, P4 0858, and P4 0860.

The P3's and 412 P had the same 4 liter block which is different from the P4 4 liter block and all had P3 not P4 chassis. P3/4 0846 is unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine.

The 412 P and related 330 P3/4 and P4 models weren't eligible for the International Championship of Makes in 1968 as their engines were too large for the new 3 litre Group 6 Prototype category and too few examples had been built to allow homologation for the 5 litre Group 4 Sports Car category which required production of at least 50 units.^[2] Ferrari did not contest the championship for a year in protest.

Four 412 Ps were built:

• 0844 was a converted by Ferrari to a 412 P then by Ferrari and NART to a 330 Can AM and is currently in the UK owned by Harry Leventis and has a 412 P body.
• 0848 was a converted by Ferrari from a P3 to a 412 P and is currently in Switzerland
• 0850 is an original 412 P and currently owned by an American
• 0854 is an original 412 P and currently owned by James Glickenhaus, who also commissioned and owns the Ferrari P4/5 and P3/4 #0846

330 P3/4 and P4[link]

1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4,^[3] a renowned V12 endurance car meant to replace the previous year's P3.

Only four Ferrari P4-engined cars were ever made: one P3/4 and three 330 P4's. Their 3-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450 hp (335 kW).

The P3/4, one of the P4's, and one 412 P electrified the racing world when they crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 24 Hours of Daytona, for a photo finish to counter Ford's photo of the Ford GT 40 MK II's crossing the finish line together First, Second, and Third at Le Mans in 1966.

Since then, the fate of the these four nearly legendary cars has been the subject of much attention. All of the P4's built are accounted for. By chassis number:

• 0846 the only P3/4 was originally built as a P3 by Ferrari. It was modified in December 1966 to accept a P4 engine and it's wheelbase was changed P3 2412mm to P4 2400mm. It retained its P3 nose and chassis becoming a P 3/4. This vehicle was damaged in an accident at Le Mans and was discarded by Ferrari.^[4] Recently, many components of the original P3/4 0846 have resurfaced in the possession of exotic car collector and enthusiast James Glickenhaus, a former movie director and stock exchange magnate. Although both he and David Piper (from whom he acquired the car) thought it one of four replica chassis constructed with the blessing of Enzo Ferrari in the late 1960s, it appears that nearly all of the tube frame chassis and other components from the wrecked P3/4 0846 are part this car.^[5] This discovery has stirred debate ^[6] Ferrari Market Letter recently reported: "While Ferrari insists that 0846 was scrapped and is no more, a car exists with strong claims to be the resurrection of that car." Its tube frame chassis appears to be a P3 modified to hold a P4 engine, as was the case with 0846 exclusively, and the damage from two contemporary racing accidents appears in the frame as well. The car's transmission, engine heads, and steering rack also include the correct Le Mans scrutineering marks, linking them to P3 0846 and P3/4 0846 of 1966 and 1967. P3/4 0846 was road tested by Car and Driver magazine.^[7]
• 0856 remains in its original state and is owned by Lawrence Stroll
• 0858 was converted into a 350 Can-Am by Ferrari
• 0860 was also converted by Ferrari to a 350 Can-Am but is presently wearing a P4 Spyder body and is in a French automobile museum

The Ferrari 330 P4 made a notable appearance in the video game Forza Motorsport 2. The vehicle received a rarity rating of 10.0-signifying its uniqueness and in Forza Motorsport 3 where it costs 11 million. The P4 in Forza Motorsport 3 is patterned on P3/4 0846 which James Glickenhaus made available to Microsoft and James Glickenhaus is credited by Microsoft in Forza Motorsport for making his P3/4 0846 available to them for this purpose.

The P4 also appears in the video game Gran Turismo 5, as one of the most expensive 20 million classics on the game.

P4 Replicas

Due to the great fame and sleek appearance of the original design, more than a hundred P4 replicas of various design have been built. A high-quality P4 replica built with genuine Ferrari engine (e.g., a 400i V12) may command as much as $200,000, but simpler ones (often with Rover engines and Renault drive-trains) fetch around $50,000.

There have also been replica chassis built:

A ZA-built Bailey-Edwards Ferrari P4 REPLICA, powered by a BMW V-12, South Africa.

• 0900 was a continuation commissioned and currently owned by David Piper
• 0900a is another currently unfinished continuation also owned by Piper
• 0900b is a third continuation, but is still under construction. Its frame was made in the 2000s by Piper for an American customer.

312 P[link]

Ferrari 312 P driven by Chris Amon at the 1969 1000 km Nurburgring

After boycotting sports cars racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1969, named the 312 P.

The 3.0 Ferrari 312P Barchetta and 3.0 Ferrari 312P Berlinetta were hardly more than a 3-litre F1 Ferrari 312 with a prototype body. At the 12 Hours of Sebring the spyder finished 2nd to a JWA Gulf Ford GT40. At the BOAC 500 in Brands Hatch the same spyder was 4th behind three Porsche 908-01. At 1000km Monza, Chris Amon took the pole with the 312P spyder, ahead of Jo Siffert's 908-01, but had to retire. At the 1000km Spa, a 312P was second behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were 5 and 6 on the grid, but didn't finish. At the end of the season the 312Ps were sold to N.A.R.T., the American Ferrari importer of Luigi Chinetti.

512 S and 512 M[link]

Ferrari 512 S driven by Nino Vaccarella at the 1970 1000 km Nurburgring

These were not designated with P as they were not built for the 3000cc Prototype category, but with S as 5000cc Sports cars, of which at least 25 had to be built. Porsche had made that investment in early 1969 with the new Porsche 917. Ferrari answered with the Ferrari 512 which was introduced for 1970, and later modified as 512 M.

312 PB[link]

Ferrari 312 PB

In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512 in order to focus on a new 3 Litre prototype based on the F1 car. The 312PB would prove fast but fragile in its debut at the 1971 Sebring 12 hours. Further development over the 1971 season brought reliability, with the speed.

In 1972, the312PB's with the flat boxer engine was very successful and won all races of the World Championship for Makes in which it competed. Ferrari didn't enter the 24 Hours of Le Mans in 1972, as Enzo Ferrari thought that the F1-based engine could not last the full 24 hours. He would be proven wrong.

They had to enter Le Mans in 1973, though, and finished second behind Matra, same as in the championship. At the end of the 1973 season, Ferrari forced to abandoned sports car racing, by FIAT, and ordered to focus on F1.

333 SP[link]

Ferrari 333 SP

In the 1990s, the Ferrari 333 SP was built, but not raced by the factory itself.

P4/5[link]

Styling Model of Ferrari P 4/5 by Pininfarina at The Paris Auto Show

In 2005, James Glickenhaus commissioned Pininfarina to rebody an Enzo as a special one-off custom car.^[8] It is inspired by the early P racers, and especially Glickenhaus' own resurrected P3/4.^[9][10]

In May 2010 Glickenhaus announced that P 4/5 Competizione a new car based on P 4/5's designs but built to FIA GT2 Standards would be built and Raced at the 2011 24 Hours of Nurburgring by Scuderia Cameron Glickenhaus in an Experimental Class under the Direction of Paolo Garella Former Head of Special Projects at Pininfarina.

At The 2011 24 Hours of Nurburgring P 4/5 Competizione finished 2 in class and received a special Constructor's Trophy. After The 24 Hours of Nurburgring P 4/5 Competizione was displayed in The National Auto Museum of Italy in Torino for a month.

For the 2012 Racing season P 4/5 Competizione was modified and KERS was added. At The 2012 24 Hours of Nurburgring P 4/5 Competizione M finshed 1 in Class, 12 OA and is leading The FIA Alternate Energy Class 7 World Champinoship.

References[link]

External links[link]

• Original Photos of Ferrari 250 LM #6045

Coordinates: 44°31′57″N 10°51′51″E / 44.532447°N 10.864137°E / 44.532447; 10.864137

Ferrari S.p.A.

100px
Type	Società per azioni
Industry	Automotive
Founded	1947 (historical 1929)
Founder(s)	Enzo Ferrari
Headquarters	Maranello, Italy
Key people	Luca di Montezemolo Chairman Piero Ferrari Vice Chairman Amedeo Felisa CEO
Products	Sports cars
Production output	6,573 units (2010)[1]
Revenue	€ 1,919 million (2010)[1]
Owner(s)	Fiat S.p.A. 90% Piero Lardi Ferrari 10%[1]
Employees	2,721 (2010)[1]
Parent	Fiat S.p.A.
Website	Ferrari.com

Ferrari S.p.A. is an Italian sports car manufacturer based in Maranello, Italy. Founded by Enzo Ferrari in 1929, as Scuderia Ferrari, the company sponsored drivers and manufactured race cars before moving into production of street-legal vehicles as Ferrari S.p.A. in 1947. Throughout its history, the company has been noted for its continued participation in racing, especially in Formula One, where it has had great success. Ferrari road cars are generally seen as a symbol of luxury and wealth.

History[link]

Enzo Ferrari wasn't initially interested in the idea of producing road cars when he formed Scuderia Ferrari (literally "Ferrari Stable", and usually used to mean "Team Ferrari", it is correctly pronounced [skudeˈriːa]) in 1928 as a sponsor for amateur drivers headquartered in Modena. Ferrari prepared, and successfully raced, various drivers in Alfa Romeo cars until 1938, when he was hired by Alfa Romeo to head their motor racing department.

In 1941, Alfa Romeo was confiscated by the fascist government of Benito Mussolini as part of the Axis Powers' war effort. Enzo Ferrari's division was small enough to be unaffected by this. Because he was prohibited by contract from racing for four years, the Scuderia briefly became Auto Avio Costruzioni Ferrari, which ostensibly produced machine tools and aircraft accessories. Also known as SEFAC (Scuderia Enzo Ferrari Auto Corse), Ferrari did in fact produce one race car, the Tipo 815, in the non-competition period. It was the first actual Ferrari car (it debuted at the 1940 Mille Miglia), but due to World War II it saw little competition. In 1943 the Ferrari factory moved to Maranello, where it has remained ever since. The factory was bombed by the Allies in 1944 and rebuilt in 1946, after the war ended, and included a works for road car production.

166MM Barchetta 212/225

The first Ferrari road car was the 1947 125 S, powered by a 1.5 L V12 engine; Enzo Ferrari reluctantly built and sold his automobiles to fund Scuderia Ferrari.^[2]

In 1988, Enzo Ferrari oversaw the launch of the Ferrari F40, the last new Ferrari to be launched before his death later that year, and arguably one of the most famous supercars ever made. From 2002 to 2004, Ferrari introduced the Enzo. The Enzo was Ferrari's fastest model at the time, and was introduced and named in honor of the company's founder, Enzo Ferrari (Although it was to be called the F60, continuing on from the F40 and F50, but Ferrari was so pleased with it, they called it the Enzo instead). It was initially offered to loyal and reoccuring customers, each of the 399 made (minus the 400th which was donated to the Vatican for charity) had a price tag of $650,000 apiece.

Motorsport[link]

For a complete list of Ferrari racing cars, see List of Ferrari competition cars.

Ferrari 312T2 Formula One car driven by Niki Lauda

Since the company's beginnings, Ferrari has been involved in motorsport, competing in a range of categories including Formula One and sports car racing through its Scuderia Ferrari sporting division as well as supplying cars and engines to other teams and for one make series.

The 1940 AAC 815 was the first racing car to be designed by Enzo Ferrari, although it was not badged as a Ferrari model.

Scuderia Ferrari[link]

Scuderia Ferrari has participated in a number of classes of motorsport, though it is currently only officially involved in Formula One. It is the only team to have competed in the Formula One World Championship continuously since its inception in 1950. José Froilán González gave the team its first F1 victory at the 1951 British Grand Prix.

Scuderia Ferrari won a Formula One driver's title in 2007, with Kimi Räikkönen.

Alberto Ascari gave Ferrari its first Drivers Championship a year later. Ferrari is the oldest team in the championship, and the most successful: the team holds nearly every Formula One record. As of 2008^[update], the team's records include 15 World Drivers Championship titles (1952, 1953, 1956, 1958, 1961, 1964, 1975, 1977, 1979, 2000, 2001, 2002, 2003, 2004 and 2007) 16 World Constructors Championship titles (1961, 1964, 1975, 1976, 1977, 1979, 1982, 1983, 1999, 2000, 2001, 2002, 2003, 2004, 2007 and 2008), 209 Grand Prix victories, 4925.27 points, 622 podium finishes, 203 pole positions, and 218 fastest laps in 776 Grands Prix contested.

Notable Ferrari drivers include José Froilán González, Tazio Nuvolari, Juan Manuel Fangio, Luigi Chinetti, Alberto Ascari, Wolfgang von Trips, Phil Hill, Olivier Gendebien, Mike Hawthorn, Peter Collins, Giancarlo Baghetti, John Surtees, Lorenzo Bandini, Ludovico Scarfiotti, Jacky Ickx, Mario Andretti, Clay Regazzoni, Niki Lauda, Carlos Reutemann, Jody Scheckter, Gilles Villeneuve, Didier Pironi, Patrick Tambay, René Arnoux, Michele Alboreto, Gerhard Berger, Nigel Mansell, Alain Prost, Jean Alesi, Eddie Irvine, Rubens Barrichello, Michael Schumacher, Kimi Räikkönen, Felipe Massa, and Fernando Alonso.

At the end of the 2006 season, the team courted controversy by continuing to allow Marlboro to sponsor them after they, along with the other F1 teams, made a promise to end sponsorship deals with tobacco manufacturers. A five year deal was agreed and although this is not due to end until 2011, in April 2008 Marlboro dropped their on-car branding on Ferrari.

The drivers competing for 2009 were Felipe Massa and defending champion Kimi Räikkönen. As of 2010 Fernando Alonso has started racing for Ferrari after racing for Renault, Minardi and Mclaren, filling Kimi Räikkönen's former seat.

A 312PB (driven by Jacky Ickx) during the team's final year in the World Sportscar Championship.

In addition to Formula One, Ferrari also entered cars in sportscar racing, the two programs existing in parallel for many years.

In 1949, Luigi Chinetti drove a 166 M to Ferrari's first win in motorsports, the 24 Hours of Le Mans. Ferrari went on to dominate the early years of the World Sportscar Championship which was created in 1953, winning the title seven out of its first nine years.

When the championship format changed in 1962, Ferrari earned titles in at least one class each year through to 1965 and then again in 1967. Ferrari would win one final title, the 1972 World Championship of Makes before Enzo decided to leave sports car racing after 1973 and allow Scuderia Ferrari to concentrate solely on Formula One.

During Ferrari's seasons of the World Sportscars Championship, they also gained more wins at the 24 Hours of Le Mans, with the factory team earning their first in 1954. Another win would come in 1958, followed by five consecutive wins from 1960 to 1964. Luigi Chinetti's North American Racing Team (NART) would take Ferrari's final victory at Le Mans in 1965.

Although Scuderia Ferrari no longer participated in sports cars after 1973, they have occasionally built various successful sports cars for privateers. These include the BB 512 LM in the 1970s, the 333 SP which won the IMSA GT Championship in the 1990s, and currently the F430 GT2 and GT3 which are currently winning championships in their respective classes.

Race cars for other teams[link]

Throughout its history, Ferrari has supplied racing cars to other entrants, aside from its own works Scuderia Ferrari team.

In the 1950s and 60s, Ferrari supplied Formula One cars to a number of private entrants and other teams. One famous example was Tony Vandervell's team, which raced the Thinwall Special modified Ferraris before building their own Vanwall cars. The North American Racing Team's entries in the final three rounds of the 1969 season were the last occasions on which a team other than Scuderia Ferrari entered a World Championship Grand Prix with a Ferrari car.^[3]

Ferrari supplied cars complete with V8 engines for the A1 Grand Prix series, from the 2008-09 season.^[4] The car was designed by Rory Byrne and is styled to resemble the 2004 Ferrari Formula one car.

The 599 GTB Fiorano and F430 GT are used in GT racing series. The Ferrari Challenge is a one make racing series for the Ferrari F430. Ferrari's latest supercar, the 2006 FXX is not road legal, and is therefore only used for track events.

Road cars[link]

For a complete list, including future and concept car models, see List of Ferrari road cars.

Ferrari 166 Inter Coupe Touring

Current models[link]

California	458 Italia	F12 Berlinetta	FF
Grand tourer V8 engine	Sports car Mid engine V8	Grand tourer V12 engine	Grand tourer 4WD V12 shooting-brake

Ferrari's first vehicle was the 125 S sports/racing model. In 1949, the Ferrari 166 Inter, the company's first move into the grand touring market, which continues to make up the bulk of Ferrari sales to the present day.

Several early cars featured bodywork customised by a number of coachbuilders such as Pininfarina, Zagato and Bertone.

The Dino was the first mid-engined Ferrari. This layout would go on to be used in most Ferraris of the 1980s and 1990s. V8 Ferrari models make up well over half of the marque's total production.

For a time, Ferrari built 2+2 versions of its mid-engined V8 cars. Although they looked quite different from their 2-seat counterparts, both the GT4 and Mondial were closely related to the 308 GTB.

The company has also produced front-engined 2+2 cars, culminating in the current 612 Scaglietti and California.

Ferrari entered the mid-engined 12-cylinder fray with the Berlinetta Boxer in 1973. The later Testarossa remains one of the most famous Ferraris.

Supercars[link]

Enzo

The company's loftiest efforts have been in the supercar market. The 1962 250 GTO may be considered the first in the line of Ferrari supercars, which extends to the recent Enzo and FXX models.

Concept cars and specials[link]

Ferrari P4/5

Ferrari has produced a number of concept cars, such as the Ferrari Mythos. While some of these were quite radical (such as the Ferrari Modulo) and never intended for production, others such as the Ferrari Mythos have shown styling elements which were later incorporated into production models.

The most recent concept car to be produced by Ferrari themselves was the 2010 Ferrari Millechili.

A number of one-off special versions of Ferrari road cars have also been produced, some of which have been commissioned by wealthy owners. One of the examples is the Ferrari P4/5.

The Special Projects program is a collaboration by Ferrari with Italian automobile coachbuilders such as Fioravanti, Pininfarina, and Zagato to build custom cars using selected Ferrari models as a structural base. The first car under this program is the SP1, commissioned by a Japanese business executive. The second is the P540 Superfast Aperta, commissioned by an American enthusiast.

Bio-fuel and hybrid cars[link]

Ferrari has considered making hybrids. A F430 Spider that runs on ethanol was displayed at the 2008 Detroit Auto Show. Ferrari has announced that a hybrid will be in production by 2015. At the 2010 Geneva Motor Show, Ferrari unveiled a hybrid version of their flagship 599. Called the "HY-KERS Concept", Ferrari's hybrid system adds more than 100 horsepower on top of the 599 Fiorano's 612 HP.^[5]

Naming conventions[link]

Until the early 1980s, Ferrari followed a three-number naming scheme based on engine displacement:

• V6 and V8 models used the total displacement (in decilitres) for the first two digits and the number of cylinders as the third. Thus, the 206 was a 2.0 L V6 powered vehicle, while the 348 used a 3.4 L V8, although, for the F355, the last digit refers to 5 valves per cylinder. Upon introduction of the 360 Modena, the digits for V8 models (which now carried a name as well as a number) refer only to total engine displacement. The numerical indication aspect of this name has carried on to the current V8 model, the F430. The F430's replacement, however, is the 458 Italia, which uses the same naming as the 206 and 348.
• V12 models used the displacement (in cubic centimetres) of one cylinder. Therefore, the famed 365 Daytona had a 4390 cc V12. However, some newer V12-engined Ferraris, such as the 599, have three-number designations that refer only to total engine displacement.
• Flat 12 (boxer) models used the displacement in litres. Therefore, the BB 512 was five litre flat 12 (a Berlinetta Boxer, in this case). However, the original Berlinetta Boxer was the 365 GT4 BB, which was named in a similar manner to the V12 models.
• Halo Car F followed by the anniversary in years, such as the F40 and F50. The Enzo skipped this rule, although the F60 name was applied to a Ferrari Formula One car and is sometimes attached to the Enzo, but it will return in the upcoming F70.
• Some models, such as the 1980 Mondial and the 1984 Testarossa did not follow a three-number naming scheme.

612 Scaglietti Sessanta Edition

Most Ferraris were also given designations referring to their body style. In general, the following conventions were used:

• M ("Modificata"), placed at the end of a model's number, denotes a modified version of its predecessor and not a complete evolution (see F512 M and 575 M Maranello).
• GTB ("Gran Turismo Berlinetta") models are closed Berlinettas, or coupes.
• GTS ("Gran Turismo Spyder") in older models, are open Spyders (spelt "y"), or convertibles (see 365 GTS/4); however, in more recent models, this suffix is used for targa top models (see Dino 246 GTS, and F355 GTS; the exception being the 348 TS, which is the only targa named differently). The convertible models now use the suffix "Spider" (spelt "i") (see F355 Spider, and 360 Spider).
• GTO ("Gran Turismo Omologata"), placed at the end of a model's number, denotes a modified version of its predecessor. Indeed, those three letters designate a model which has been designed and improved for racetrack use while still being a street-legal model. Only three models bear those three letters; the 250 GTO of 1962, the 288 GTO of 1984 and the 599 GTO of 2010.

This naming system can be confusing, as some entirely different vehicles used the same engine type and body style. Many Ferraris also had other names affixed (like Daytona) to identify them further. Many such names are actually not official factory names. The Daytona name commemorates Ferrari's triple success in the February 1967 24 Hours of Daytona with the 330 P4.^[6] Only in the 1973 Daytona 24 Hours, a 365 GTB/4 model run by NART (who raced Ferrari's in America) ran second, behind a Porsche 911.^[7]

The various Dino models were named for Enzo's son, Dino Ferrari, and were marketed as Dinos by Ferrari and sold at Ferrari dealers—for all intents and purposes they are Ferraris.

In the mid 1990s, Ferrari added the letter "F" to the beginning of all models (a practice abandoned after the F512 M and F355, but adopted again with the F430).

Identity[link]

Count Francesco Baracca

The famous symbol of the Ferrari race team is the Cavallino Rampante ("prancing horse") black prancing stallion on a yellow shield, usually with the letters S F (for Scuderia Ferrari), with three stripes of green, white and red (the Italian national colors) at the top. The road cars have a rectangular badge on the hood (see picture at top of page), and, optionally, the shield-shaped race logo on the sides of both front wings, close to the door.

On 17 June 1923, Enzo Ferrari won a race at the Savio track in Ravenna where he met the Countess Paolina, mother of Count Francesco Baracca, an ace of the Italian air force and national hero of World War I, who used to paint a horse on the side of his planes. The Countess asked Enzo to use this horse on his cars, suggesting that it would bring him good luck. The original "prancing horse" on Baracca's airplane was painted in red on a white cloud-like shape, but Ferrari chose to have the horse in black (as it had been painted as a sign of grief on Baracca's squadron planes after the pilot was killed in action) and he added a canary yellow background as this is the color of the city of Modena, his birthplace. The Ferrari horse was, from the very beginning, markedly different from the Baracca horse in most details, the most noticeable being the tail that in the original Baracca version was pointing downward.

Ferrari has used the cavallino rampante on official company stationery since 1929. Since the Spa 24 Hours of 9 July 1932, the cavallino rampante has been used on Alfa Romeos raced by Scuderia Ferrari.

The motif of a prancing horse is old, it can be found on ancient coins. A similar black horse on a yellow shield is the Coat of Arms of the German city of Stuttgart, home of Mercedes-Benz and the design bureau of Porsche, both being main competitors of Alfa and Ferrari in the 1930s. The city's name derives from Stutengarten, an ancient form of the German word Gestüt, which translates into English as stud farm and into Italian as scuderia. Porsche also includes the Stuttgart sign in its corporate logo, centred in the emblem of the state of Württemberg. Stuttgart's Rössle has both rear legs firmly planted on the soil, like Baracca's horse, but unlike Ferrari's cavallino.

Fabio Taglioni used the cavallino rampante on his Ducati motorbikes, as Taglioni was born at Lugo di Romagna like Baracca, and his father too was a military pilot during WWI (although not part of Baracca's squadron, as is sometimes mistakenly reported). As Ferrari's fame grew, Ducati abandoned the horse- perhaps the result of a private agreement between the two companies.

The cavallino rampante is the visual symbol of Ferrari. Cavallino Magazine uses the name, but not the logo. However, other companies use similar logos: Avanti, an Austrian company operating over 100 filling stations, uses a prancing horse logo which is nearly identical to Ferrari's, as did Iron Horse Bicycles.

Colour[link]

Since the 1920s, Italian race cars of Alfa Romeo, Maserati and later Ferrari and Abarth were (and often still are) painted in "race red" (Rosso Corsa). This was the customary national racing color of Italy, as recommended between the World Wars by the organizations that later would become the FIA. It refers to the nationality of the competing team, not that of the car manufacturer or driver. In that scheme, French-entered cars like Bugatti were blue, German like Benz and Mercedes white (since 1934 also bare sheet metal silver), and British green such as the mid-1960s Lotus and BRM, for instance.

Curiously, Ferrari won the 1964 World championship with John Surtees by competing the last two races in North America with cars painted in the US-American race colors white and blue, as these were not entered by the Italian factory themselves, but by the U.S.-based North American Racing Team (NART) team. This was done as a protest concerning arguments between Ferrari and the Italian Racing Authorities regarding the homologation of a new mid-engined Ferrari race car.

Corporate affairs[link]

In 1963, Enzo Ferrari was approached by the Ford Motor Company about a possible buy over. Ford audited Ferrari's assets but legal negotiations and talks were unilaterally cut off by Ferrari when he realized that the deal offered by Ford would not enable him to stay at the helm of the company racing program. Henry Ford II consequently directed his racing division to negotiate with Lotus, Lola, and Cooper to build a car capable of beating Ferrari on the world endurance circuit, eventually resulting in the production of the Ford GT40 in 1964.

As the Ford deal fell through, FIAT approached Ferrari with a more flexible proposal and purchased controlling interests in the company in 1969. Enzo Ferrari retained a 10% share, which is currently owned by his son Piero Lardi Ferrari.

Ferrari has an internally managed merchandising line that licenses many products bearing the Ferrari brand, including eyewear, pens, pencils, electronic goods, perfume, cologne, clothing, high-tech bicycles, watches, cell phones, and even laptop computers.

Ferrari also runs a museum, the Galleria Ferrari in Maranello, which displays road and race cars and other items from the company's history.

Technical partnerships[link]

Ferrari has had a long standing relationship with Shell Oil. It is a technical partnership with Ferrari and Ducati to test as well as supply fuel and oils to the Formula One, MotoGP and World Superbike racing teams. For example, the Shell V-Power premium gasoline fuel has been developed with the many years of technical expertise between Shell and Ferrari. ^[8]

Ferrari have had agreements to supply Formula One engines to a number of other teams over the years, and currently supply Scuderia Toro Rosso and Sauber F1 Team.

Sales history[link]

The estimated total of Ferrari built and sold cars in whole company history is about 130 000^[9].

See also[link]

Companies portal

• List of Ferrari road cars
• List of car brands
• List of companies of Italy
• List of Ferrari engines

Notes[link]

References[link]

• Eric Gustafson, "Cavallino Rampante", Sports Car International (Oct/Nov 2000): 94. 
• Adler, Dennis, Ferrari: The Road from Maranello. Random House, 2006. ISBN 978-1-4000-6463-2.

External links[link]

Find more about Ferrari on Wikipedia's sister projects:
	Definitions and translations from Wiktionary
	Images and media from Commons
	Learning resources from Wikiversity
	News stories from Wikinews
	Source texts from Wikisource
	Textbooks from Wikibooks

• Ferrari World (official website)
• Ferrari.mobi (official mobile website)
• List of Ferrari-related websites at the Open Directory Project

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René Arnoux

René Arnoux in 2008
Born	(1948-07-04) 4 July 1948 (age 63)
Formula One World Championship career
Nationality	French
Active years	1978 - 1989
Teams	Martini, Surtees, Renault, Ferrari, Ligier
Races	165 (149 starts)
Championships	0
Wins	7
Podiums	22
Career points	181
Pole positions	18
Fastest laps	12
First race	1978 South African Grand Prix
First win	1980 Brazilian Grand Prix
Last win	1983 Dutch Grand Prix
Last race	1989 Australian Grand Prix

René Alexandre Arnoux (born 4 July 1948 in Pontcharra, Isère) is a retired French racing driver who is a veteran of 12 Formula One seasons (1978 to 1989). In 2006 he raced in the inaugural season of the Grand Prix Masters formula for retired F1 drivers.

Biography[link]

European Formula Two champion in 1977, René Arnoux graduated to Formula One in 1978, with the small French Martini team of Tico Martini. In an organisation with insufficient means to figure in the highest echelon of the sport, Arnoux was unable to demonstrate his abilities. Martini abandoned Formula One during the season, having run short of money. Arnoux found refuge at the end of the season at the Surtees team, but once again found himself in a team on the edge of failure.

An ex-Jabouille Renault RS01 of 1979 being demonstrated by René Arnoux in 2007.

For the 1979 season, Arnoux joined the Renault team, which entered two cars for the first time since its debut in 1977. The team's only victory of the year was taken by Arnoux's teammate Jean-Pierre Jabouille at the French Grand Prix at the Dijon-Prenois circuit, but Arnoux took the headlines due to a fierce but good-natured wheel-banging battle with Gilles Villeneuve for second place, where Arnoux took third.

In the 1980 season, Arnoux took his first two Formula One victories, the first being at a much-protested Interlagos circuit in Brazil but a lack of reliability prevented him from playing a part in the fight for the world title, although he took three pole positions. Arnoux's situation was complicated in 1981 by the arrival of Alain Prost at Renault. Inevitably their rivalry on track flared up off the track and relations between the two men deteriorated, dividing the small world of French motorsport. The conflict reached its peak at the 1982 French Grand Prix at the Circuit Paul Ricard. The drivers took the first one-two in Renault's history in Formula One, Arnoux finishing ahead of Prost. Prost was furious, considering that his teammate had not kept to the team orders agreed before the race, according to which he should have ceded the win to Prost, who was better placed in the championship. Arnoux replied that no orders had been given before the race and that he was free to drive his own race. He took one other win at the Italian Grand Prix at the end of the season. He was also lucky to walk away from a high speed crash after brake failure at the end of the long straight in the Dutch Grand Prix.

Arnoux started at the back of the field for the 1984 Dallas Grand Prix, but climbed to second by the finish.

The pairing of Prost and Arnoux having become unsustainable, Arnoux left Renault at the end of 1982 to join Scuderia Ferrari. With three victories, at the Canadian, German, and Dutch Grands Prix, he was in contention for the world title for much of the season, but was left behind by his rivals Prost and Nelson Piquet in the championship run in. After a less successful second season at Ferrari, during which his new teammate Michele Alboreto progressively took the initiative from him. After finishing 4th in the opening race of the 1985 championship in Brazil Arnoux was suddenly dismissed from the team with no explanation ever given. His place in the team was taken by Swedish driver Stefan Johansson.

Without a drive for the majority of the 1985 season, Arnoux made his return to Formula One in 1986 for the Ligier team, where he delivered several good performances. However, despite maintaining his motivation, Ligier were not competitive and Arnoux went through three seasons at the back of the grid before leaving Formula One after the 1989 season. Towards the end of his career Arnoux attracted some controversy; he was frequently accused of blocking faster cars in qualifying and when being lapped, even taking off a number of cars as well, such as race leader Gerhard Berger at the 1988 Australian Grand Prix

During the 1989 Monaco Grand Prix BBC commentator Murray Walker remarked that Arnoux's reason for going so slow at that stage of his career is that he was used to turbo powered cars and that the naturally aspirated cars were a completely different kettle of fish. Walker's co-commentator, 1976 World Champion James Hunt's reply was typically blunt as he said "And all I can say to that is bullshit".^[1] Arnoux finished his career with 181 World Championship points.

René Arnoux has since started an indoor karting business called Kart'in, consisting of four tracks in France, two in the Parisian area, one in the suburbs of Lyons and one near Marseille. He also owns and manages two factories, frequently appears and drives in historical events on behalf of Renault and resides in Paris.

Arnoux was one of the drivers invited to take part in the Grand Prix Masters championship in 2006 and 2007, restricted to former Formula One drivers. In 2007 and 2008 he drives for the Renault H&C Classic Team, e.g. presents and drives Alain Prost's F1 car from 1983 at World Series by Renault events.

Complete Formula One results[link]

(key) (Races in bold indicate pole position, Races in italics indicate fastest lap)