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2011 Ferrari 458 Italia Berlinetta (Coupe) Overview

People usually do not think that Ferrari can improve on their cars because they're already considered perfect and cutting edge, but at the Frankfurt Motor Show in 2009, Ferrari had no trouble proving the world that they can still make a more perfect car than before. They did that with the introduction of the 458 Italia. The 458 Italia was announced as the official replacement for the Ferrari F430, which was produced from 2005 to 2009.

The Ferrari 458 Italia is a current production model for Ferrari from 2009 and is considered one of the best looking Ferrari's that is also capable of challenging the Enzo around the track. As of 2011, a replacement for the 458 Italia has not yet been announced. The 458 Italia comes in four known variants: the 458 Italia Berlinetta (coupe), 458 Italia Spider, 458 Challenge and the 458 GTC (Grand Touring Challenge).

Although the 458 was announced as a replacement for the outgoing F430 model, it was actually based on an entirely different design that was driven by Ferrari's learning experiences from Formula 1 rather than the F430. The 458 was designed by Pininfarina. There have been unconfirmed reports that the inspiration for the design was drawn from the Ferrari Enzo and was designed to be Ferrari's best V8 car, significantly distinguishing itself from the current Ferrari California model. Although it would be hard to notice, the design was actually driven heavily by the aerodynamic capabilities and efficiencies.

The car itself doesn't look like it was engineered to produce a certain amount of drag, rather it looks like it was designed with passion and fury in mind with the end result being extremely aerodynamic. Michael Schumacher, Ferrari's former Formula 1 driver also provided input on the 458's design from things such as the steering wheel to the dashboard layout of the interior. A few key notable details of the 458 distinguish it from a number of other Ferraris, such as the triple tailpipes - last seen on the F40, and the five-spoke rims that emphasize the 15.7 inch carbon ceramic Brembo brakes.

The Ferrari 458 Italia features a 4.5 liter V8 engine that produces 562 horsepower at 9000 rpm and 398 lb-ft of torque at 6000 rpm. Despite the low peak torque, Ferrari claims that the Italia has access to 80% of the torque band below 3250 rpm. The 458's engine is only approximately 3% larger by 150cc than the F430's 4,300cc engine but displaces 16% more horsepower and torque. A tremendous increase can be attributed to a new direct injection engine design that Ferrari created in collaboration with Maserati, a first for mid-rear Ferrari engine setups. The 4.5 liter V8 gets the Italia from 0 to 60 in 3.4 seconds and a top speed over 202 mph. That is 0.6 seconds faster than the F430, 1.1 seconds faster than the 360, 0.4 seconds faster than the F40 and only 0.3 seconds slower than the Ferrari Enzo. The Italia is Ferrari's fourth road-car to receive the Getrag dual-clutch 7-speed transmission. It shares the same technology with the Enzo, 360 Challenge Stradale and the F430 Scuderia. The Italia is the first common production car that will not be offered with a traditional manual transmission.

The Ferrari 458 Italia has impressed Ferrari fans since the initial announcement was made in 2009. The Italia has impressive performance figures and has made a strong statement about perfection that will be hard to top, but then again, we are talking about Ferrari here. You can expect to see the Ferrari Italia 458 Berlinetta (Coupe) sell at a MSRP ranged between $225,000 and $250,000 depending on the options. The 458 Spider is expected to sell around $257,000 MSRP. A used 458 Italia rarely sells below $270,000 due to the low availability of the car.

Because it's worth it - 1957 Ferrari 250 Testa Rossa

THERE IS NOTHING like a ringside seat at a prizefight, watching heavyweights duke it out. Especially when it is a civilised affair, with an elegantly appointed dark-suited referee named Charlie using his mellifluous voice, soothing accent and dry wit to cajole the combatants to hit each other harder. With their chequebooks.


A riveting, record-breaking slugfest took place on the evening of Saturday 20 August on California's picturesque Monterey peninsula when Gooding & Company sold Ferrari 250 Testa Rossa chassis number 0666 TR at its Pebble Beach auction (see News and Market News). The opening bid of $5,000,000 was met by a quick $10,000,000 counterbid, and it went from there. The $14,900,000 hammer price numerous tense minutes later translated into an 'all in' price of $16,390,000, when the buyer's premium had been added.

That 16-plus figure established a new world record for a car sold at auction, shattering the old record by some $4 million. Which got much of the collector car world wondering: was that telephone book-type number justifiable? Or had more than one of Gooding's very deep-pocketed paddle holders taken too many sips of auction/Pebble Beach week Kool Aid and bid the Ferrari up far beyond what it is worth?

To ascertain an answer, we'll start with an overview of the car's provenance. Chassis 0666 TR was originally constructed at the Ferrari factory and Carrozzeria Scaglietti in May 1957, the car's underpinnings and appearance following 290MM specs. Shortly thereafter it raced at the 'Ring (tenth overall) and Sweden (DNF, blown engine), after which it returned to Maranello. According to Joel Firm's definitive Ferrari Testa Rossa V-12, 0666 TR was converted into the first ever Testa Rossa and given the now-iconic pontoon fender configuration by Scaglietti. It then competed in Venezuela (third), Argentina (early 1958, second), and the Targa Florio (DNF). It was then sold to Luigi Chinetti.

America's influential distributor took the Ferrari to Le Mans, where it ran fourth before catching fire. The badly burnt car returned to Maranello, where it was completely rebuilt by Ferrari, and received a new pontoon fender body at Scaglietti. It then raced at international venues such as Sebring, the 'Ring and Le Mans before settling into a successful career in California.
By the mid-1960s its glory days were over, the car having been piloted by many of the era's greats: Gendebien, Gurney, Hill, Gregory and Von Trips, to name a few. In the late 1960s the owner set the interior on fire to collect insurance money; the rest of the car remained relatively unscathed, according to a knowledgeable person who saw post-fire period photos. The TR was then bought by two southern California college professors who have likely owned more great Ferraris than just about anyone, and they eventually restored it and kept it until 2002, when it was bought by its last owner.

This genuine enthusiast and his wife have one of the world's great collections, with a Pebble Beach winner to their credit. TR 0666 underwent a complete restoration over an 18-month period, subsequently won its class at Pebble, scored platinum (95 points or higher) at several Ferrari Club of America events, garnered a number of awards, and received a Ferrari Classiche certification that states the engine, body and chassis are original to the car.

If all that history, restoration and those awards weren't enough to catch my attention, a number of years ago during a conversation with the coachbuilder Sergio Scaglietti, I asked if he had a favourite from his prolific career, or took time to admire any of his creations before they went out the door. 'Yes,' he replied, naming Tonly one car, 'the first Testa Rossa. It was beautiful, as I would see different characteristics when I looked at it.'
That is exceptional praise, coming from a man whose resume also includes the 250 Spider California, the Series I GTO, and 20 other pontoon fender TRs.
Even so, and despite that record-setting price, auctioneer David Gooding feels this landmark prototype remains undervalued. 'Compared with a GTO, TRs won Le Mans outright; the GTO only its class,' he says. 'It is 40% rarer than a GTO, and absolutely epitomises what Ferrari is about. It is outrageous, beautiful, sensual, loud, raucous and victorious. The TR has everything a GTO has, and more. It is the car that truly created Ferrari's reputation.'
Normally I would dismiss such talk as classic auctioneer post¬sale puffery, but just over two years ago I drove the previous price record holder, 250 Testa Rossa chassis 0714 (see Octane issue 70). Model history and cool looks aside, just minutes into those memorable several hours it became more than clear that the 250GTO no longer occupied its longstanding position as my 'greatest car I have ever driven' mantle.

Chassis 0666 - and almost every other TR - also possess another, often overlooked asset: the ability to get into any automotive event without a second thought. This subject was covered in depth in The A-list (see Octane issue 98), but even such rarefied air has its own pecking order. You can quibble over whether a 250TR - let alone the prototype - sits on the 'A' or 'A-' tier of the A-list (think Alfa 8C 2900, Mercedes 300SLR, Bugatti Atlantic and the aforementioned 250GTO as top-tier shoo-ins). But it is way, way up there, wherever it ultimately resides.

So 0666 is a unique passport that lets the owner travel to some of the world's most beautiful and exotic locations, enjoying their piece of rolling sculpture while there. And these days, with the proliferation of more high-end and exclusive concours, rallies and races, that guaranteed entry card across a range of venues is a big selling point - one that adds value by broadening the potential audience of those interested in being its next custodian, let alone anyone fortunate enough to see it at such events.
Then there is die subtle but widening movement of 'cars as art'. For Gooding, the term 'rolling sculpture' is quite apt, especially in light of increasing values. 'With cars like this Ferrari,' he says, 'potential owners are more likely to look at them as an alternative investment to traditional artwork.' Exhibitions such as Ralph Lauren's cars (including his pontoon fender Testa Rossa), first seen at the Boston Museum of Modern Art and now the Musée des Arts Decoratifs in Paris, bear this out. In a sophisticated setting the rarity, historical significance and aesthetic beauty of cars are highlighted for cultural tastemakers, the well-heeled and general populace the world over to see.

Two emerging trends are further influencing prices. For better or worse, the collector car hobby is no longer that; it is now the collector car industry. Private, corporate and public money is piling into the arena, bringing ever more visibility to what we love. That higher profile attracts more people worldwide, and a car publicly selling for just short of $16.4 million does nothing to slow that down. All of which leads into a second trend that may be fingernails on a chalkboard to some: in the words of a serious longtime collector who made his fortune on Wall Street, cars have become an 'asset class'.

He's right. During the past couple of years I have frequently used the words 'asset diversification' when speaking about the demand for high-end collector cars, and Gooding's sale marked the first auction at which I was scared by what I saw. A good number of sales didn't make sense as cars went for amounts way in excess of their intrinsic value. During the Monterey Car Week Gooding wasn't alone - RM (especially with the $1.375 million McQueen 911) and others also rang the proverbial bell.

This 'asset class' perception will accelerate, and is likely the reason why perceived intrinsic values have skewed. Over the past decade the stock market has gone nowhere, real estate has been hit hard, and US and European central banks are continually printing money, devaluing currencies. US Government debt was downgraded by one rating agency, and there has been more than one run on Greek bonds.

According to the treatise This Time Is Different, eight centuries of economic history says without exception that the Wesfs current debt levels are unsustainable without a massive devaluation or default. In times of uncertainty like now, the wealthy often put their money in hard assets - witness gold's stealthy ten-year bull market that only recently has been noticed by the mainstream and financial press. And this is affecting another form of precious metal: collector cars, especially at the highest levels. Not only are cars such as 0666 now an asset class, like gold they are a type of currency. They can be moved anywhere in the world, and have a recognised value with a global demand to back it up. A 250 Testa Rossa may not be the most liquid currency, but there will always be buyers for 0666.

Which returns us to our original question: was the $16.39 million price too much? In short, the answer is no; prior to the sale, I thought it would go for $17 million, possibly higher. Had there been greater pre-auction clarity on the damage done by the late-1960s fire (more than one person I spoke to thought 0666 was a rebody, and not carrying original Scaglietti coachwork), it may have brought more.

Huge intrinsic value - not to mention an incredible adrenalin pump, too - resides in those taut, meticulously restored pontoon fenders. The 250TR remains the greatest car I have driven, and it defines the increasingly recognisable term 'rolling sculpture'. This particular chassis served as the starting point of a multiple- championship and Le Mans winning model line from perhaps the greatest constructor of all, making the 250 Testa Rossa one of the true highpoints of automotive history. And let's not forget the social and economic tailwinds that will probably push its value higher in the future.

But the best part of this saga has nothing to do with values, or economics. When I saw the car's previous owner on the lawn at Pebble Beach less than 18 hours after the sale, I asked him why he sold it. 'I just wasn't using it any more,' he replied. 'We had the fun and satisfaction of restoring it, and it won numerous awards. I raced it and enjoyed it, but I just didn't drive it any more.'

Then he smiled and said: 'I have a Maserati 300S that is nearly as sweet and even more forgiving at the limit, and its value is less than half the Testa Rossa's.'
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Article Source: http://www.articlesbase.com/classics-articles/because-its-worth-it-1957-ferrari-250-testa-rossa-5302139.html

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Author: Gold Movies

2012 ferrari 458 spider

2012 ferrari 458 spider

2012 ferrari 458 spider

2012 ferrari 458 spider

2012 ferrari 458 spider

The Ferrari 458 Italia is the best car I have ever driven. You might assume the Italian supercar earns that distinction on sheer performance and sex appeal, but the truth is that the 458 is a much more complete car. Its excellence is in how it combines measured balance with raw capability unlike any other vehicle. The 458 Italia is sophisticated but visceral. Aggressive yet refined. Elegant and brutish. With the Spider, Ferrari aims to add one more contradiction to the 458's achievements: a convertible that's also a coupe.

Ferrari's task in building a Spider is not quite as intuitive as it sounds. The open-air 458 is certainly a predictable and modest evolution of the Italia, but the buyers of the two cars are very different. The average 458 Italia will see most of its action on the weekend, without a passenger, and on shorter trips. Spiders, on the other hand, are more likely to be daily drivers exposed to city streets, often with a passenger in the right seat. More notably, Ferrari asserts that Spider owners drive with a sporty -- not aggressive -- style.

Even with buyers using their cars in an entirely different manner, Ferrari won't compromise any of the intensity in its mid-engine coupe to deliver a droptop version. Despite the fact that the Spider is 30 percent less rigid than the coupe, the spring rates are unchanged. And while the magnetorheological dampers are specifically tuned for the Spider, you won't notice a difference in the ride quality between the two cars. The Spider is every bit as firm, controlled, and focused as the Italia. The steering is just as sharp, the throttle pedal just as responsive, and the suspension just as poised. Twist the manettino to Race mode, however -- perhaps an unlikely move for the less aggressive convertible buyers -- and the Spider can't hide the fact that it's missing a major structural component. With the dampers firmed up, the bumps aren't just felt through the seat. They're seen in a small wiggle of the windshield and heard in the muted rattle of the aluminum chassis. Nothing unusual, but this is the one clear difference between coupe and convertible.

The 458 Spider's retractable roof is a two-piece hardtop inspired by the 575 Superamerica. Like that car, the roof rotates -- rather than folds -- into its stored position. Unlike that car, the 458 Spider uses an aluminum skin instead of glass. Ferrari claims that the 458's hardtop assembly is actually some 55 pounds lighter than the 430 Spider's fabric roof. It adds roughly 110 pounds to the Italia's 3400-pound curb weight.

Old vs. New version 2

If your taste runs anything like mine you are a huge fan of old classic cars, but really prefer the reliability and drivability of newer vehicles. I loved my 66 Mustang but I still have nightmares about the MANY times I applied power around a corner, but the suspension was unable to translate the traction needed (and I had to fight to stay out of the trees).

For those of you with an unlimited supply of money, I may have found the perfect combination of old vs. new at Uncrate.com. They have taken a brand new Ferrari and completely replaced the exterior along with a retro rebuild of the interior and created the Ferrari 340 Competizione. Follow the link and read about this beauty, and many others the site highlights. It is worth the time...

Autopartstomorrow

Ferrari f430

                                    Ferrari f430

                                        Ferrari f430 

Justin Bieber Ferrari "F430" is a machine, rather than Justin is a very high price is the price: $ 200,000. Justin Bieber Ferrari "430" is a class of luxury cars have excellent acceleration while walking on the pavement with the wheels that is suitable for the entire design and coloring is very classic. Ferrari "430" is selected by Justin Bieber is a car black lightly browned. Justin chose a slightly darker color, because it was not satisfied with striking colors like green, yellow and red.

                                         Ferrari f430 

The body has been redesigned to be more curved and aerodynamic. Although the drag coefficient remains the same, support has been greatly improved. Much of Ferrari heritage found in the car on the back, the taillights of the Enzo and interior vents have been added. The name of the car is engraved in the driver's side mirror Testarossa style. The large oval openings in the front bumper reminiscent of Ferrari racing models from the 60s, specifically the 156 "Sharknose" Formula One car and 250 TR61 Le Mans cars of Phil Hill. The F430 is equipped with a 4.3L V8 gasoline engine derived from a division of Ferrari / Maserati design. The new plant is a significant departure for Ferrari: Ferrari V8 all were descendants of the ancient race program in the 1950's Dino.

                                        Ferrari f430 

This fifty year development cycle was completed with a brand new 4.3L, the architecture, which is expected to replace the Dino V12 in most other Ferrari cars. Power requirements of the engine are: 490 hp (360 kW 483 hp) at 8500 rpm and 465 Nm (ft · 343 pounds) of torque at 5250 rpm, 80% is available in less than 3500rpm.

                                         Ferrari f430

                                        Ferrari f430

                                        Ferrari f430

                                         Ferrari f430

                                        Ferrari f430

                                         Ferrari f430

                                         Ferrari f430

Leather Ferrari

We should have known it was coming to this... First were the cool graphics for advertising applied with vinyl. Then we began seeing different colors (chrome, flat black or white, glow-in-the-dark), and effects (flames, 3D, mirror, carbon fiber) that vinyl allowed and paint could not. Now the full 3D effect of a vinyl wrap leatherette. Thanks to Chillhour.com and GTSpirit.com for the story and pictures. What do you think? Cool or Gaudy?

Autopartstomorrow

Ferrari festival 2011

Ferrari festival 2011

 Ferrari festival 2011

 Ferrari festival 2011

Ferrari festival 2011

The Ferrari Festival is an annual Italian Buffet that takes place at the Italian Village restaurant in downtown Chicago. You get to see a group of modern and vintage Ferraris and all of proceeds the benefit Children's Memorial Hospital. My favorite car of the day was the Ferrari F40. The F40 is incredibly rare, fast, and still looks amazing. I wish I could have stayed to hear it fire up. My number two would defiantly be the 599 GTB. I think the GTB looks amazing, plus it's a proper, front-engine, V12, Ferrari. I'd jump at the chance to drive any of these cars (except for the one that was leaking radiator fluid).Earlier tonight was the 6th annual Ferrari Festival, sponsored by the Ferrari Club of America, Ottawa Chapter.  It was a decent display of fine Italian iron, with examples ranging from the ’80s to today.  There was a 512 (better known as a “Testarossa”), a 348 (better known as “Magnum PI’s ride”), and even a Maserati Biturbo.  As a car show, however, it was a bit of a bust.  Not many cars had arrived by the time I left, and the cars that were there were behind a rope and guarded by a small battalion of teenagers armed with walkie-talkies who walked in front of the cars and made sure no one touched them as they cruised down the street.