Ferrari
.jpg) | |
.jpg) Headquarters in Maranello | |
| Type | Public (S.p.A.) |
|---|---|
| ISIN | NL0011585146 |
| Industry | Automotive |
| Founded | 13 September 1939 in Modena, Italy (as Auto Avio Costruzioni)[1] |
| Founder | Enzo Ferrari |
| Headquarters |
44.532447°N 10.864137°E |
Area served | Worldwide |
Key people |
|
| Products | Sports cars |
Production output |  13,221 units shipped (2022)[3] |
| Revenue | €5.095 billion (2022)[3] |
| €1.227 billion (2022)[3] | |
| € 939 million (2022)[3] | |
| Total assets | € 6.86 billion (2021)[4] |
| Total equity | € 2.21 billion (2021)[4] |
| Owners |
|
Number of employees | 4,571 (2021)[4] |
| Parent | Ferrari N.V. |
| Subsidiaries |
|
| Website | www |
| Footnotes / references [3] [4][5] | |
Ferrari S.p.A. (/fəˈrɑːri/; Italian: [ferˈraːri]) is an Italian luxury sports car manufacturer based in Maranello, Italy. Founded by Enzo Ferrari (1898–1988) in 1939 from the Alfa Romeo racing division as Auto Avio Costruzioni, the company built its first car in 1940, and produced its first Ferrari-badged car in 1947.
Fiat S.p.A. acquired 50% of Ferrari in 1969 and expanded its stake to 90% in 1988.[6] In October 2014, Fiat Chrysler Automobiles (FCA) announced its intentions to separate Ferrari S.p.A. from FCA; as of the announcement FCA owned 90% of Ferrari.[7][8][9] The separation began in October 2015 with a restructuring that established Ferrari N.V. (a company incorporated in the Netherlands) as the new holding company of the Ferrari S.p.A. group,[10] and the subsequent sale by FCA of 10% of the shares in an IPO and concurrent listing of common shares on the New York Stock Exchange.[11] Through the remaining steps of the separation, FCA's interest in Ferrari's business was distributed to shareholders of FCA, with 10% continuing to be owned by Piero Ferrari.[12] The spin-off was completed on the 3rd of January 2016.[11]
Throughout its history, the company has been noted for its continued participation in racing, especially in Formula One, where it is the oldest and most successful racing team, holding the most constructors' championships (16) and having produced the highest number of drivers' championship wins (15).[13] Ferrari road cars are generally seen as a symbol of speed, luxury and wealth.[14] Ferrari cars are built at the 165,000 square-metre (16.5-hectare) Maranello factory.[15] In 2014 Ferrari was rated the world's most powerful brand by Brand Finance.[16] As of 2021, Ferrari is the 10th-largest car manufacturer by market capitalisation, with $52.21 billion.[17]
History
Enzo Ferrari was not initially interested in the idea of producing road cars when he formed Scuderia Ferrari in 1929, with headquarters in Modena. Scuderia Ferrari (pronounced [skudeˈriːa]) literally means "Ferrari Stable" and is usually used to mean "Team Ferrari." Ferrari bought,[citation needed] prepared, and fielded Alfa Romeo racing cars for gentleman drivers, functioning as the racing division of Alfa Romeo. In 1933, Alfa Romeo withdrew its in-house racing team and Scuderia Ferrari took over as its works team:[1] the Scuderia received Alfa's Grand Prix cars of the latest specifications and fielded many famous drivers such as Tazio Nuvolari and Achille Varzi. In 1938, Alfa Romeo again brought its racing operation in-house, forming Alfa Corse in Milan and hired Enzo Ferrari as manager of the new racing department; thereby disbanding the Scuderia Ferrari.[1]
In September 1939, Ferrari left Alfa Romeo under the provision he would not use the Ferrari name in association with races or racing cars for at least four years.[1] A few days later he founded Auto Avio Costruzioni, with headquarters in the facilities of the old Scuderia Ferrari.[1] The new company ostensibly produced machine tools and aircraft accessories. In 1940, Ferrari produced a racing car – the Tipo 815, based on a Fiat platform. It was the first Ferrari car and 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 and subsequently rebuilt including works for road car production.
The first Ferrari-badged car was the 1947 125 S, powered by a 1.5 L V12 engine;[1] Enzo Ferrari reluctantly built and sold his automobiles to fund Scuderia Ferrari.[18]
The Scuderia Ferrari name was resurrected to denote the factory racing cars and distinguish them from those fielded by customer teams.
In 1960, the company was restructured as a public corporation under the name SEFAC S.p.A. (Società Esercizio Fabbriche Automobili e Corse).[19]
Early in 1969, Fiat took a 50% stake in Ferrari. An immediate result was an increase in available investment funds, and work started at once on a factory extension intended to transfer production from Fiat's Turin plant of the Ferrari-engined Fiat Dino. New model investment further up in the Ferrari range also received a boost.
In 1988, Enzo Ferrari oversaw the launch of the Ferrari F40, the last new Ferrari launched before his death later that year. In 1989, the company was renamed Ferrari S.p.A.[19] From 2002 to 2004, Ferrari produced the Enzo, their fastest model at the time, which was introduced and named in honour of the company's founder, Enzo Ferrari. 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 recurring 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 (equivalent to £400,900).[citation needed]
On 15 September 2012, 964 Ferrari cars worth over $162 million (£99.95 million) attended the Ferrari Driving Days event at Silverstone Circuit and paraded round the Silverstone Circuit setting a world record.[20]
Ferrari's former CEO and Chairman, Luca di Montezemolo, resigned from the company after 23 years, who was succeeded by Amedeo Felisa and finally on 3 May 2016 Amedeo resigned and was succeeded by Sergio Marchionne, CEO and Chairman of Fiat Chrysler Automobiles, Ferrari's parent company.[21] In July 2018, Marchionne was replaced by board member Louis Camilleri as CEO and by John Elkann as chairman.[22]
On 29 October 2014, the FCA group, resulting from the merger between manufacturers Fiat and Chrysler, announced the split of its luxury brand, Ferrari. The aim was to turn Ferrari into an independent brand, 10% of whose stake would be sold in an IPO in 2015.[23] Ferrari officially priced its initial public offering at $52 a share after the market close on 20 October 2015.[24]
On 10 December 2020, CEO Louis Camilleri announced that he will step down as CEO and chairman John Elkann will step in to the Interim CEO role until a permanent successor is selected.[25]
On 9 June 2021, the company announced the appointment of Benedetto Vigna from Geneva-based STMicroelectronics as its next CEO starting September.[26]
Motorsport
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 race series.
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
Scuderia Ferrari has participated in several 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.
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 2014, the team's records include 15 World Drivers Championship titles, 16 World Constructors Championship titles, 221 Grand Prix victories, 6736.27 points, 679 podium finishes, 207 pole positions, and 230 fastest laps in 890 Grands Prix contested. Of the 19 tracks used in 2014, 8 have lap records set by the F2004, with a further 3 set by the F2003-GA, F2008 and F10.
Ferrari drivers include: Tazio Nuvolari, José Froilán González, Juan Manuel Fangio, Alberto Ascari, Luigi Chinetti, Eugenio Castellotti, Maurice Trintignant, Wolfgang von Trips, Phil Hill, Olivier Gendebien, Mike Hawthorn, Peter Collins, Giancarlo Baghetti, Ricardo Rodríguez, Chris Amon, 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, Michael Schumacher, Eddie Irvine, Rubens Barrichello, Felipe Massa, Kimi Räikkönen, Fernando Alonso, Sebastian Vettel, Charles Leclerc and Carlos Sainz Jr.
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 was not due to end until 2011, in April 2008 Marlboro dropped their on-car branding on Ferrari.
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 512 BB LM in the 1970s, the 333 SP which won the IMSA GT Championship in the 1990s, and currently the 458 GT2 and GT3 which are currently winning championships in their respective classes.
Competizioni GT official drivers
Race cars for other teams
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.[28]
Ferrari supplied cars complete with V8 engines for the A1 Grand Prix series, from the 2008–09 season.[29] The car was designed by Rory Byrne and is styled to resemble the 2004 Ferrari Formula one car.
Ferrari currently runs a customer GT program for a racing version of its 458 and has done so for the 458's predecessors, dating back to the 355 in the late 1990s. Such private teams as the American Risi Competizione and Italian AF Corse teams have been very successful with Ferrari GT racers over the years. This car, made for endurance sportscar racing to compete against such racing versions of the Audi R8, McLaren MP4-12C, and BMW Z4 (E89) has proven to be successful, but not as successful as its predecessor, the F430. The Ferrari Challenge is a one-make racing series for the Ferrari 458. The FXX is not road legal and is therefore only used for track events.
Road cars
The first vehicle made with the Ferrari name was the 125 S. Only two of this small two-seat sports/racing V12 car were made. In 1949, the 166 Inter was introduced marking the company's significant move into the grand touring road car market. The first 166 Inter was a four-seat (2+2) berlinetta coupe with body work designed by Carrozzeria Touring Superleggera. Road cars quickly became the bulk of Ferrari sales.
The early Ferrari cars typically featured bodywork designed and customised by independent coachbuilders such as Pininfarina, Scaglietti, Zagato, Vignale and Bertone.
The original road cars were typically two-seat front-engined V12s. This platform served Ferrari very well through the 1950s and 1960s. In 1968 the Dino was introduced as the first two-seat rear mid-engined Ferrari. The Dino was produced primarily with a V6 engine, however, a V8 model was also developed. This rear mid-engine layout would go on to be used in many Ferraris of the 1980s, 1990s and to the present day. Current road cars typically use V8 or V12 engines, with V8 models making up well over half of the marque's total production. Historically, Ferrari has also produced flat 12 engines.
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.[citation needed]
Ferrari entered the mid-engined 12-cylinder fray with the Berlinetta Boxer in 1973. The later Testarossa (also mid-engined 12 cylinders) remains one of the most popular and famous Ferrari road cars of all time.
The company has also produced several front-engined 2+2 cars, culminating in the recent V12 model Lusso and V8 models Roma, Portofino and Lusso T. The California is credited with initiating the popular current model line of V8 front-engined 2+2 grand touring performance sports cars.[citation needed]
Starting in the early 2010s with the LaFerrari, the focus was shifted away from the use of independent coach builders to what is now the standard, Ferrari relying on in-house design from the Centro Stile Ferrari for the design of all its road cars.
Customization
In the 1950s and 1960s, clients often personalized their vehicles as they came straight from the factory.[30] This philosophy added to the mystique of the brand. Every Ferrari that comes out of Maranello is built to an individual customer's specification. In this sense, each vehicle is a unique result of a specific client's desire.
Ferrari formalized this concept with its earlier Carrozzeria Scaglietti programme. The options offered here were more typical such as racing seats, rearview cameras, and other special trim. In late 2011, Ferrari announced a significant update of this philosophy. The Tailor Made programme allows clients to work with designers in Maranello to make decisions at every step of the process. Through this program almost any trim, any exterior color or any interior material is possible. The program carries on the original tradition and emphasizes the idea of each car being unique.[30]
Supercars
The 1984 288 GTO may be considered the first in the line of Ferrari supercars. This pedigree extends through the Enzo Ferrari to the LaFerrari. In February 2019, at the 89th Geneva International Motor Show, Ferrari revealed its latest mid-engine V8 supercar, the F8 Tributo.[31]
Ferrari SF90 Stradale is the first-ever Ferrari to feature PHEV (Plug-in Hybrid Electric Vehicle) architecture which sees the internal combustion engine integrated with three electric motors, two of which are independent and located on the front axle, with the third at the rear between the engine and the gearbox.[32]
Concept cars and specials
Ferrari has produced a number of concept cars, such as the Mythos. While some of these were quite radical (such as the Modulo) and never intended for production, others such as the Mythos have shown styling elements that were later incorporated into production models.
The most recent concept car to be produced by Ferrari themselves was the 2010 Millechili.
A number of one-off special versions of Ferrari road cars have also been produced, commissioned to coachbuilders by wealthy owners. Recent examples include the P4/5[33] and the 612 Kappa.
Ferrari Special Projects
The Special Projects programme, also called the Portfolio Coachbuilding Programme, was launched in 2008 as a way to revive the tradition of past one-off and limited production coachbuilt Ferrari models, allowing clients to work with Ferrari and top Italian coachbuilders to create bespoke bodied models based on modern Ferrari road cars.[34][35] Engineering and design is done by Ferrari, sometimes in cooperation with external design houses like Pininfarina or Fioravanti, and the vehicles receive full homologation to be road legal.[35] Since the creation of Ferrari's in-house styling centre in 2010 though, the focus has shifted away somewhat from outside coachbuilders and more towards creating new in-house designs for clients.[36][37]
The first car to be completed under this programme was the 2008 SP1, commissioned by a Japanese business executive. The second was the P540 Superfast Aperta, commissioned by an American collector.[35] The following is a list of Special Projects cars that have been made public:
Bio-fuel and hybrid cars
An F430 Spider that runs on ethanol was displayed at the 2008 Detroit Auto Show. 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.[55] Also in mid-2014, the flagship LaFerrari was put into production.
Naming conventions
From the beginning, the Ferrari naming convention consisted of a three-digit unitary displacement of an engine cylinder with an additional suffix representing the purpose of a vehicle. Therefore, Ferrari 125 S had 1.5 L (1,496.77 cc) V12 engine with a unitary displacement of 124.73 cc; whilst S-suffix represented Sport. Other race cars also received names invoking particular races like Ferrari 166 MM for Mille Miglia. With the introduction of road-going models, the suffix Inter was added, inspired by the Scuderia Inter racing team of Igor Troubetzkoy. Popular at that time 166-series had 2.0 L (1,995.02 cc) engines with 166.25 cc of unitary displacement and a very diverse 250-series had 3.0 L (2,953.21 cc) of total displacement and 246.10 cc of unitary. Later series of road cars were renamed Europa and top-of-the-line series America and Superamerica.
Until the early 1990s, Ferrari followed a three-number naming scheme based on engine displacement and a number of cylinders:
- 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 carried on to the F430; the F430's replacement, the 458 Italia, uses the same naming as the 206 and 348. The 488 uses the system formerly used by the V12 cars.
- V12 models used the displacement (in cubic centimetres) of one cylinder. Therefore, the famed 365 Daytona had a 4,390 cc (268 cu in) V12. However, some newer V12-engined Ferraris, such as the 599, have three-number designations that refer only to total engine displacement or boxer-style designations such as the [nominally] six-litre, V12 612.
- Flat 12 models used the displacement in litres for the first digit and the number of cylinders for the next two digits. Therefore, the 512 BB 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.
- Flagship models (aka "halo cars") use the letter 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.
- Some models, such as the 1980 Mondial and 1984 Testarossa did not follow a three-number naming scheme.
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 coupés.
- GTS ("Gran Turismo Scoperta") this suffix can be seen in older spiders, or convertibles (see 365 GTS/4). Now the convertible models use the suffix "Spider" (spelt "i") (see F355 Spider, and 360 Spider). In more recent models, this suffix is used for targa top models (see Dino 246 GTS, and F355 GTS), which is an absolutely correct use of the suffix since "scoperta" means "uncovered". An increasing number of people tend to refer to GTS as "Gran Turismo Spyder", which creates the false assumption that Ferrari does not know the difference between "spyder" and "targa". The 348 TS, which is the only targa named differently, is an exception.
- GTO ("Gran Turismo Omologata"), placed at the end of a model's number, denotes a modified version of its predecessor. It designates a model that has been designed and improved for racetrack use while still being street legal. 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.[56] Only in the 1973 Daytona 24 Hours, a 365 GTB/4 run by NART (who raced Ferraris in America) ran second, behind a Porsche 911.[57]
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, but not with its successor, the Ferrari 458).
Identity
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 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 was 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. 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 does Iron Horse Bicycles and Norfolk Southern Railway.
Colour
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 such as Bugatti were blue, German such as Auto Union and Mercedes white (since 1934 also bare sheet metal silver), and British green such as the mid-1960s Lotus and BRM, for instance.
Ferrari won the 1964 World championship with John Surtees by competing for 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
In 1963, Enzo Ferrari was approached by the Ford Motor Company about a possible buy out.[58] 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 laptop computers.
Ferrari also runs a museum, the Museo Ferrari in Maranello, which displays road and race cars and other items from the company's history.
Formula Uomo programme
In 1997, Ferrari launched a long term master planned effort to improve overall corporate efficiency, production and employee happiness. The program was called Formula Uomo and became a case study in social sustainability.[59] It took over ten years to fully implement and included over €200 million (2008) in investment.[60]
Technical partnerships
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.[61]
Ferrari has had agreements to supply Formula One engines to a number of other teams over the years, and currently supply the Alfa Romeo and Haas F1 F1 teams.
Recalls
In January 2020 the Italian carmaker said it will recall 982 vehicles for passenger airbags due to the Takata airbag recalls.[94] If the inflator explodes, the airbag will spew metal shrapnel at passengers, which can cause severe injury.[94][95] Every car involved will get a new passenger-side airbag assembly, complete with a new inflator without the dangerous propellant.[94]
On 8 August 2022, the company recalled almost every car it's sold in the US since 2005 over a potential for brake failure.[96][97] According to an NHTSA recall filing, 23,555 Ferrari models sold in America are fitted with a potentially faulty brake fluid reservoir cap that may not vent pressure adequately.[96] The fix is simple.[96]
Stores
Roughly thirty Ferrari boutiques exist worldwide, with two owned by Ferrari and the rest operating as franchises. The stores sell branded clothes,[98] accessories and racing memorabilia. Clothing includes upscale and lower-priced collections[99] for men, women, and children.
Some stores include race car simulation games for entertainment.[100]
Attractions
There are currently two Ferrari-themed amusement parks in the world.
Ferrari World Abu Dhabi
Opened in 2010, Ferrari World Abu Dhabi is the first Ferrari-branded theme park in the world and boasts 37 rides and attractions. Located on Yas Island in Abu Dhabi, it is home to the world's fastest roller coaster - Formula Rossa, and a dynamic coaster with one of the world's tallest loop - Flying Aces.[101]
Ferrari Land in PortAventura
Opened in 2017, Ferrari Land in PortAventura World resort is the second such Ferrari-themed amusement park in the world, after Ferrari World Abu Dhabi. With 16 rides and attractions, it is home to Europe's fastest and highest vertical accelerator coaster - Red Force.[102]
See also
Enzo Ferrari
Enzo Anselmo Giuseppe Maria Ferrari Cavaliere di Gran Croce OMRI[1] (Italian: [ˈɛntso anˈsɛlmo ferˈraːri]; 20 February 1898[2] – 14 August 1988) was an Italian motor racing driver and entrepreneur, the founder of the Scuderia Ferrari Grand Prix motor racing team, and subsequently of the Ferrari automobile marque. He was widely known as "il Commendatore" or "il Drake". In his final years he was often referred to as "l'Ingegnere" (the Engineer) or "il Grande Vecchio" (the Great Old Man).
Early life
Enzo Ferrari was said to have been born on 18 February 1898 in Modena, Italy and that his birth was recorded on 20 February because a heavy snowstorm had prevented his father from reporting the birth at the local registry office; in reality, his birth certificate states he was born on 20 February 1898, while the birth's registration took place on 24 February 1898 and was reported by the midwife.[2] He was the younger of two children to Alfredo Ferrari and Adalgisa Bisbini, after his elder sibling Alfredo Junior (Dino). Alfredo Senior was the son of a grocer from Carpi, and started a workshop fabricating metal parts at the family home.[3] Enzo grew up with little formal education. At the age of 10 he witnessed Felice Nazzaro's win at the 1908 Circuito di Bologna, an event that inspired him to become a racing driver.[4] During World War I he served in the 3rd Mountain Artillery Regiment of the Italian Army. His father Alfredo, and his older brother, Alfredo Jr., died in 1916 as a result of a widespread Italian flu outbreak. Ferrari became severely sick himself in the 1918 flu pandemic and was consequently discharged from the Italian service.
Racing career
Following the family's carpentry business collapse, Ferrari started searching for a job in the car industry. He unsuccessfully volunteered his services to Fiat in Turin, eventually settling for a job as test-driver for C.M.N. (Costruzioni Meccaniche Nazionali), a car manufacturer in Milan which rebuilt used truck bodies into small passenger cars. He was later promoted to race car driver and made his competitive debut in the 1919 Parma-Poggio di Berceto hillclimb race, where he finished fourth in the three-litre category at the wheel of a 2.3-litre 4-cylinder C.M.N. 15/20. On 23 November of the same year, he took part in the Targa Florio but had to retire after his car's fuel tank developed a leak.[5] Due to the large number of retirements, he finished 9th.[6]
In 1920, Ferrari joined the racing department of Alfa Romeo as a driver. Ferrari won his first Grand Prix in 1923 in Ravenna on the Savio Circuit. 1924 was his best season, with three wins, including Ravenna, Polesine and the Coppa Acerbo in Pescara.[7] Deeply shocked by the death of Ugo Sivocci in 1923 and Antonio Ascari in 1925, Ferrari, by his own admission, continued to race half-heartedly. At the same time, he developed a taste for the organisational aspects of Grand Prix racing. Following the birth of his son Alfredo (Dino) in 1932, Ferrari decided to retire and to focus instead on the management and development of the factory Alfa race cars, eventually building up a raceteam of superstar drivers, including Giuseppe Campari and Tazio Nuvolari. This team was called Scuderia Ferrari (founded by Enzo in 1929) and acted as a racing division for Alfa Romeo. The team was very successful, thanks to excellent cars like the Alfa Romeo P3 and to the talented drivers, like Nuvolari. Ferrari retired from competitive driving having participated in 41 Grands Prix with a record of 11 wins.
In this period the prancing horse emblem began to show up on his team's cars. The emblem had been created and sported by Italian fighter plane pilot Francesco Baracca. During World War I, Baracca's mother gave Ferrari a necklace with the prancing horse on it prior to takeoff. Baracca was shot down and killed by an Austrian aeroplane in 1918.[8] In memory of his death, Ferrari used the prancing horse to create the emblem that would become the world-famous Ferrari shield. Initially displayed on Alfa Romeos, the shield was first seen on a Ferrari in 1947.
Building Ferrari
Alfa Romeo agreed to partner Ferrari's racing team until 1933, when financial constraints forced them to withdraw their support – a decision subsequently retracted thanks to the intervention of Pirelli. Despite the quality of the Scuderia drivers, the team struggled to compete with Auto Union and Mercedes. Although the German manufacturers dominated the era, Ferrari's team achieved a notable victory in 1935 when Tazio Nuvolari beat Rudolf Caracciola and Bernd Rosemeyer on their home turf at the German Grand Prix.
In 1937 Scuderia Ferrari was dissolved and Ferrari returned to Alfa's racing team, named "Alfa Corse". Alfa Romeo decided to regain full control of its racing division, retaining Ferrari as Sporting Director. After a disagreement with Alfa's managing director Ugo Gobbato, Ferrari left in 1939 and founded Auto-Avio Costruzioni, a company supplying parts to other racing teams. Although a contract clause restricted him from racing or designing cars for four years, Ferrari managed to manufacture two cars for the 1940 Mille Miglia, which were driven by Alberto Ascari and Lotario Rangoni. With the outbreak of World War II, Ferrari's factory was forced to undertake war production for Mussolini's fascist government. Following Allied bombing of the factory, Ferrari relocated from Modena to Maranello. At the end of the war, Ferrari decided to start making cars bearing his name, and founded Ferrari S.p.A. in 1947.
Enzo decided to battle the dominating Alfa Romeos and race with his own team. The team's open-wheel debut took place in Turin in 1948 and the first win came later in the year in Lago di Garda. The first major victory came at the 1949 24 Hours of Le Mans, with a Ferrari 166 MM driven by Luigi Chinetti and (Baron Selsdon of Scotland) Peter Mitchell-Thomson. In 1950 Ferrari enrolled in the newly born Drivers World Championship and is the only team to remain continuously present since its introduction. Ferrari won his first world championship Grand Prix with José Froilán González at Silverstone in 1951. Apocryphally, Enzo cried like a baby when his team finally defeated the mighty Alfetta 159. The first championship came in 1952, with Alberto Ascari, a task that was repeated one year later. In 1953 Ferrari made his only attempt at the Indianapolis 500. In order to finance his racing endeavours in Formula One as well as in other events such as the Mille Miglia and Le Mans, the company started selling sports cars.
Ferrari's decision to continue racing in the Mille Miglia brought the company new victories and greatly increased public recognition. However, increasing speeds, poor roads, and nonexistent crowd protection eventually spelled disaster for both the race and Ferrari. During the 1957 Mille Miglia, near the town of Guidizzolo, a 4.0-litre Ferrari 335 S driven by Alfonso de Portago was traveling at 250 km/h when it blew a tyre and crashed into the roadside crowd, killing de Portago, his co-driver and nine spectators, five of whom were children. In response, Enzo Ferrari and Englebert, the tyre manufacturer, were charged with manslaughter in a lengthy criminal prosecution that was finally dismissed in 1961.[9]
Deeply unsatisfied with the way motorsports were covered in the Italian press, in 1961 Ferrari supported Bologna-based publisher Luciano Conti's decision to start a new publication, Autosprint. Ferrari himself regularly contributed to the magazine for a few years.[10][circular reference]
Many of Ferrari's greatest victories came at Le Mans (nine victories, including six in a row in 1960–1965) and in Formula One during the 1950s and 1960s, with the successes of Juan Manuel Fangio (1956), Mike Hawthorn (1958), and Phil Hill (1961).
The Great Walkout
Enzo Ferrari's strong personality and controversial management style became notorious in 1962. Following a rather weak title defence of Phil Hill's 1961 world title, sales manager Girolamo Gardini, together with manager Romolo Tavoni, chief engineer Carlo Chiti, sports car development chief Giotto Bizzarrini and other key figures in the company left Ferrari to found the rival car manufacturer and racing team Automobili Turismo e Sport (ATS). Based in Bologna, and financially supported by Count Giovanni Volpi, ATS managed to lure away Phil Hill and Giancarlo Baghetti from Ferrari, who responded by promoting junior engineers like Mauro Forghieri, Sergio Scaglietti and Gian Paolo Dallara,[11] and hiring Ludovico Scarfiotti, Lorenzo Bandini, Willy Mairesse and John Surtees to drive his Formula One cars.
The "great walkout" came at an especially difficult time for Ferrari. At the urging of Chiti, the company was developing a new 250-based model. Even if the car would be finished, it was unclear if it could be raced successfully. Ferrari's shakeup proved to be successful. The mid-engined Dino racers laid the foundation for Forghieri's dominant 250-powered 250 P. John Surtees won the world title in 1964 following a tense battle with Jim Clark and Graham Hill. The Dino road cars sold well, and other models like the 275 and Daytona were on the way. Conversely, ATS, following a troubled Formula One 1963 campaign, with both cars retiring four times in five races, folded at the end of the year.[12]
In 1998, Tavoni declared in an interview that he and the remainder of Ferrari's senior figures did not leave on their own initiative, but were ousted following a disagreement with Ferrari over the role of his wife in the company. He said: "Our mistake was to go to a lawyer and write him a letter, instead of openly discussing the issue with him. We knew that his wife wasn't well. We should have been able to deal with it in a different way. When he called the meeting to fire us, he had already nominated our successors."[13]
Merging with Fiat
By the end of the 1960s, increasing financial difficulties as well as the problem of racing in many categories and having to meet new safety and clean air emissions requirement for road car production and development, caused Ferrari to start looking for a business partner. In 1969 Ferrari sold 50% of his company to Fiat S.p.A., with the caveat that he would remain 100% in control of the racing activities and that Fiat would pay a sizable subsidy until his death for use by his Maranello and Modena production plants. Ferrari had previously offered Ford the opportunity to buy the firm in 1963 for US$18 million ($159,319,565 in 2021 dollars [14]) but, late in negotiations, Ferrari withdrew once he realized that Ford would not agree to grant him independent control of the company racing department. Ferrari became a joint-stock company, and Fiat took a small share in 1965. In 1969, Fiat increased their holding to 50% of the company. In 1988 Fiat's holding rose to 90%.
Following the agreement with Fiat, Ferrari stepped down as managing director of the road car division in 1971. In 1974, Ferrari appointed Luca Cordero di Montezemolo as Sporting Director/Formula One Team manager. Montezemolo eventually assumed the presidency of Ferrari in 1992, a post he held until September 2014. Clay Regazzoni was runner-up in 1974, while Niki Lauda won the championship in 1975 and 1977. In 1977, Ferrari was criticized in the press for replacing World Champion Lauda with newcomer Gilles Villeneuve.[15] Ferrari claimed that Villeneuve's aggressive driving style reminded him of Tazio Nuvolari.[16] These feelings were reinforced after the 1979 French Grand Prix when Villeneuve finished second after an intense battle with René Arnoux. According to technical director Mauro Forghieri, "When we returned to Maranello, Ferrari was ecstatic. I have never seen him so happy for a second place".[17]
The Modena Autodrome
In the early 1970s, Ferrari, aided by fellow Modena constructors Maserati and Automobili Stanguellini, demanded that the Modena Town Council and Automobile Club d'Italia upgrade the Modena Autodrome, the reasoning being that the race track was obsolete and inadequate to test modern racing cars. The proposal was initially discussed with interest, but eventually stalled due to lack of political will. Ferrari then proceeded to buy the land adjacent to his factory and build the Fiorano Circuit, a 3 km track still in use to test Ferrari racing and road cars.[18]
Final years
After Jody Scheckter won the title in 1979, the team experienced a disastrous 1980 campaign. In 1981 Ferrari attempted to revive his team's fortunes by switching to turbo engines. In 1982, the second turbo-powered Ferrari, the 126C2, showed great promise. However, driver Gilles Villeneuve was killed in an accident during the last session of free practice for the Belgian Grand Prix in Zolder in May. In August, at Hockenheim, teammate Didier Pironi had his career cut short in a violent end over end flip on the misty back straight after hitting the Renault F1 driven by Alain Prost. Pironi was leading the driver's championship at the time; he would lose the lead and the championship by five points as he sat out the remaining five races. The Scuderia went on to win the Constructors Championship at the end of the season and in 1983, with driver René Arnoux in contention for the championship until the very last race. Michele Alboreto finished second in 1985 but the team would not see championship glory again before Ferrari's death in 1988. The final race win for the team he saw was when Gerhard Berger and Alboreto scored a 1-2 finish at the final round of the 1987 season in Australia.
Racing and management controversies
Ferrari's management style was autocratic and he was known to pit drivers against each other in the hope of improving their performance. Some critics believe that Ferrari deliberately increased psychological pressure on his drivers, encouraging intra-team rivalries and fostering an atmosphere of intense competition for the position of number one driver. "He thought that psychological pressure would produce better results for the drivers," said Ferrari team driver Tony Brooks. "He would expect a driver to go beyond reasonable limits... You can drive to the maximum of your ability, but once you start psyching yourself up to do things that you don't feel are within your ability it gets stupid. There was enough danger at that time without going over the limit." According to Mario Andretti, "[Ferrari] just demanded results. But he was a guy that also understood when the cars had shortcomings. He was one that could always appreciate the effort that a driver made, when you were just busting your butt, flat out, flinging the car, and all that. He knew and saw that. He was all-in. Had no other interest in life outside of motor racing and all of the intricacies of it. Somewhat misunderstood in many ways because he was so demanding, so tough on everyone, but at the end of the day he was correct. Always correct. And that’s why you had the respect that you had for him."[19]
Between 1955 and 1971 eight Ferrari drivers were killed driving Ferrari racing cars: Alberto Ascari, Eugenio Castellotti, Alfonso de Portago, Luigi Musso, Peter Collins, Wolfgang von Trips, Lorenzo Bandini and Ignazio Giunti. Although such a high death toll was not unusual in motor racing in those days, the Vatican newspaper L’Osservatore Romano described Ferrari as being like the god Saturn, who consumed his own sons. In Ferrari's defence, contemporary F1 race car driver Stirling Moss commented: "I can't think of a single occasion where a (Ferrari) driver's life was taken because of mechanical failure."
In public Ferrari was careful to acknowledge the drivers who risked their life for his team, insisting that praise should be shared equally between car and driver for any race won. However, his longtime friend and company accountant, Carlo Benzi, related that privately Ferrari would say that "the car was the reason for any success."[20]
Following the deaths of Giuseppe Campari in 1933 and Alberto Ascari in 1955, both of whom he had a strong personal relationship with, he chose not to get too close to his drivers, out of fear of emotionally hurting himself. Later in life, he relented his position and grew very close to Clay Regazzoni and especially Gilles Villeneuve.[21][22]
Personal life
Enzo Ferrari spent a reserved life, and rarely granted interviews. He seldom left Modena and Maranello and never went to any Grands Prix outside of Italy after the 1950s. He was usually seen at the Grands Prix at Monza near Milan and/or Imola, not far from the Ferrari factory, where the circuit was named after the late Dino.[23] His last known trip abroad was in 1982 when he went to Paris to broker a compromise between the warring FISA and FOCA parties. He never flew in an aeroplane and never set foot in a lift.[24]
He married Laura Domenica Garello (c. 1900–1978) on 28 April 1923,[25] and they remained married until her death. They had one son, Alfredo "Dino", who was born in 1932 and groomed as Enzo's successor, but he suffered from ill-health and died from muscular dystrophy in 1956.[26] Enzo had a second son, Piero, with his mistress Lina Lardi in 1945. As divorce was illegal in Italy until 1975, Piero could only be recognized as Enzo's son after Laura's death in 1978. Piero is currently the vice chairman of the Ferrari company with a 10% share ownership.[27]
Ferrari was made a Cavaliere del Lavoro in 1952, to add to his honours of Cavaliere and Commendatore in the 1920s. He also received a number of honorary degrees, including the Hammarskjöld Prize in 1962, the Columbus Prize in 1965, and the De Gasperi Award in 1987. He was posthumously inducted into the International Motorsports Hall of Fame (1994) and the Automotive Hall of Fame (2000).
Death
Ferrari died on 14 August 1988 in Maranello at the age of 90. No cause of death was given. His death was not made public until two days later, as by Enzo's request, to compensate for the late registration of his birth.[citation needed] He witnessed the launch of the Ferrari F40 shortly before his death, which was dedicated as a symbol of his achievements. In 2002 Ferrari began production of the Ferrari Enzo, named after its founder.
The Italian Grand Prix was held just weeks after Ferrari's death, and the result was a 1–2 finish for Ferrari, with the Austrian Gerhard Berger leading home Italian and Milan native Michele Alboreto; it was the only race that McLaren did not win that season. Since Ferrari's death, the Scuderia Ferrari team has remained successful. The team won the Constructors' Championship every year from 1999 to 2004, and in both 2007 and 2008. Michael Schumacher won the World Drivers' Championship with Scuderia Ferrari every year from 2000 to 2004, and Kimi Räikkönen won the title with the team in 2007.
Racing record
In popular culture
The 2003 film Ferrari was based on his life. He is portrayed by Sergio Castellitto. Augusto Dallara played Enzo in a bit part in the 2013 film Rush. In the November 2019 film Ford v Ferrari, Ferrari is portrayed by Italian actor Remo Girone. Gabriel Byrne played Enzo Ferrari in the 2022 film Lamborghini: The Man Behind the Legend. The upcoming 2023 film Ferrari is based on his life. In August 2015, Christian Bale was reported to be playing Enzo Ferrari but left on January 15, 2016 due to health concerns. In March 2017, Hugh Jackman replaced Bale to play Enzo in Michael Mann's biopic.[28] As of February 2022, it has been confirmed that Adam Driver will be playing Enzo, replacing Jackman.[29] In April 2015, Robert De Niro also declared his interest in playing Enzo Ferrari in a biopic.[30][31]
A popular joke among fans of association football holds that German footballer Mesut Özil is the reincarnation of Enzo Ferrari. Özil bears a striking resemblance to Ferrari, and was born two months after Ferrari's death.[32]
See also
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Category:Ferrari
Subcategories
This category has the following 6 subcategories, out of 6 total.
Pages in category "Ferrari"
The following 39 pages are in this category, out of 39 total. This list may not reflect recent changes.
F
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List of Ferrari road cars
The following is a list of road cars manufactured by Italian sports car manufacturer Ferrari, dating back to the 1950s (Race cars from the late 1940s).
Models by category
Front-engine V12 2-seats
Ferrari's first road cars ever produced were V12 grand tourers. This type of car was discontinued in 1973 in favour of mid-engined 12-cylinder sports cars, later brought back in 1996 with the 550 Maranello and made ever since.
- 1950 166 Inter
- 1950 195 Inter
- 1951 212 Inter
- 1951 212 Export
- 1950–1966 America
- 1950–1952 340 America
- 1952 342 America
- 1953–1954 375 America
- 1955–1959 410 Superamerica
- 1959–1964 400 Superamerica
- 1964–1966 500 Superfast
- 1952–1964 250
- 1953 250 Europa
- 1954–1955 250 Europa GT
- 1955–1957 250 GT Coupé Boano
- 1957–1958 250 GT Coupé Ellena
- 1958–1960 250 GT Coupé Pinin Farina
- 1956–1963 250 GT Berlinetta ("Tour de France" and SWB)
- 1957–1962 250 GT Cabriolet
- 1957–1963 250 GT California Spyder
- 1962–1964 250 GT Berlinetta Lusso
- 1964–1968 275
- 1963–1968 330
- 1966–1973 365
- 1966–1967 365 California
- 1968–1969 365 GTC
- 1969–1970 365 GTS
- 1968–1973 365 GTB/4 (Daytona)
- 1968–1973 365 GTS/4
- 1996–2006 550 & 575
- 1996–2001 550 Maranello
- 2001 550 Barchetta Pininfarina
- 2002–2006 575M Maranello
- 2005 Superamerica
- 2006–2012 599
- 2006–2012 599 GTB Fiorano
- 2010–2011 599 GTO
- 2010 SA Aperta
- 2012–2017 F12berlinetta
- 2015–2017 F12tdf
- 2017– 812 Superfast
- 2019– 812 GTS
- 2021– 812 Competizione
- 2021– 812 Competizione A
Front-engine V12 2+2
Since 1960 the company has also produced front-engined V12 2+2 cars.
- 1959–1963 250 GT/E
- 1963–1964 330 America
- 1964–1967 330 GT 2+2
- 1967–1971 365 GT 2+2
- 1971–1972 365 GTC/4
- 1972–1989 365 GT4 2+2, 400 and 412
- 1972–1976 365 GT4 2+2
- 1976–1979 400
- 1979–1985 400i
- 1985–1989 412
- 1992–2003 456
- 2004–2011 612 Scaglietti
- 2011–2016 FF
- 2016–2020 GTC4Lusso [1][2]
Front-engine V8 2+2
With the California a new line of V8 front-engined 2+2 convertibles was introduced.
With the GTC4Lusso T a new line of V8 front-engined 2+2 Grand Tourers was introduced.
- 2009–2018 California
- 2009–2014 California
- 2014–2018 California T
- 2017–2020 GTC4Lusso T
- 2018–2021 Portofino
- 2018–2021 Portofino
- 2021– Portofino M
- 2019– Roma
Mid-engine Flat-12
From 1973 to 1996 Ferrari produced 180° non-boxer flat 12 mid-engined berlinettas in place of the traditional V12 front-engined grand tourers.
- 1973–1984 Berlinetta Boxer
- 1973–1976 365 GT4 BB
- 1976–1981 512 BB
- 1981–1984 512 BBi
- 1984–1996 Testarossa
- 1984–1992 Testarossa
- 1992–1994 512 TR
- 1994–1996 F512 M
Mid-engine V6/V8 2-seats
The Dino was the first mid-engined road car designed and produced by Ferrari. This layout would go on to be used in most Ferraris of the 1980s and 1990s. V6 and V8 Ferrari models make up well over half of the marque's total production.
- 1967–1974 Dino
- 1967–1969 Dino 206 GT
- 1969–1974 Dino 246 GT
- 1972–1974 Dino 246 GTS
- 1975–1985 208/308
- 1975–1977 308 GTB (vetroresina)
- 1977–1979 308 GTB & GTS
- 1980–1981 208 GTB & GTS
- 1980–1981 308 GTBi & GTSi
- 1982–1985 208 GTB Turbo
- 1983–1985 208 GTS Turbo
- 1982–1985 308 GTB & GTS Quattrovalvole
- 1985–1989 328
- 1986–1989 328 GTB & GTS
- 1986–1989 GTB & GTS Turbo
- 1989–1994 348
- 1989–1993 348 TB & TS
- 1993–1994 348 GTB, GTS & Spider
- 1994–1999 F355
- 1994–1999 F355 Berlinetta
- 1995–1999 F355 Spider & GTS
- 1997–1999 355 F1
- 1999–2004 360
- 1999–2004 360 Modena & Spider
- 2003–2004 360 Challenge Stradale
- 2005–2009 F430
- 2005–2009 F430 & F430 Spider
- 2007–2009 F430 Scuderia
- 2008–2009 F430 Scuderia Spider 16M
- 2009–2015 458
- 2009–2015 458 Italia
- 2011–2015 458 Spider
- 2013–2015 458 Speciale
- 2014–2015 458 Speciale A
- 2015–2020 488
- 2015–2019 488 GTB & 488 Spider
- 2018–2020 488 Pista & 488 Pista Spider
- 2019– F8
- 2019– F8 Tributo & F8 Spider
Mid-engine V8 2+2
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 GT4 and Mondial were closely related to the 308 GTB.
- 1973–1980 GT4
- 1973–1975 Dino 308 GT4
- 1976–1980 308 GT4
- 1975 Dino 208 GT4
- 1976–1980 208 GT4
- 1980–1993 Mondial
- 1980–1981 Mondial 8
- 1982–1985 Mondial Quattrovalvole
- 1983–1985 Mondial Quattrovalvole Cabriolet
- 1985–1989 3.2 Mondial & 3.2 Mondial Cabriolet
- 1989–1993 Mondial T & Mondial T Cabriolet
Mid-engine V6 Hybrid
PHEV (Plug-in Hybrid Electric Vehicle)
Mid-engine V8 Hybrid
PHEV (Plug-in Hybrid Electric Vehicle)
- 2020– SF90 Stradale
- 2020– SF90 Stradale & SF90 Spider
Icona
The cars mark the start of a new lineage of models called the "Icona" series, a program aimed at creating special cars inspired by classic Ferrari models, all to be produced in limited series.
- 2019– Monza SP1 and SP2
- 2022– Daytona SP3
Halo Cars
The pinnacle of the company's road cars are supercars produced in limited numbers; 288 GTO was initially designed for racing homologation.
- 1984–1985 288 GTO
- 1987–1992 F40
- 1995–1997 F50
- 1996 F50 GT
- 2002–2004 Enzo Ferrari
- 2013–2016 LaFerrari
- 2016–2018 LaFerrari Aperta
One-off & Few-off
- 1952 Ferrari 225 Inter
- 1954 Ferrari 375 MM "Ingrid Bergman"
- 1956 Ferrari 250 GT Pinin Farina Coupé Speciale
- 1969 Ferrari 365 GT NART Spider 'Grintosa'
- 1971 Ferrari 3Z Spider
- 1971 Ferrari 365 GTB/4 Michelotti NART Spider
- 1975 Ferrari 365 GTB/4 Shooting Brake
- 1987 Ferrari PPG Pace Car
- 1988 Ferrari F90
- 1995 Ferrari FX
- 1996 Ferrari F50 Bolide
- 2006 Ferrari P4/5
- 2006 Ferrari Zagato 575 GTZ
- 2008 Ferrari SP1 (note: this car is not the Ferrari Monza SP1)
- 2009 Ferrari P540 Superfast Aperta
- 2011 Ferrari Superamerica 45
- 2012 Ferrari SP12 EC
- 2013 Ferrari SP30 Arya
- 2013 Ferrari SP FFX
- 2014 Ferrari F12 TRS
- 2014 Ferrari SP America
- 2014 Ferrari F60 America
- 2015 Ferrari Sergio
- 2016 Ferrari 458 MM Speciale
- 2016 Ferrari SP275 RW Competizione
- 2017 Ferrari J50
- 2018 Ferrari SP38 Deborah
- 2018 Ferrari SP3JC
Concept
If the car is commissioned by someone, it's not a concept, it's a one-off.
- 1965 Dino Berlinetta Speciale (Pininfarina)
- 1966 Dino Berlinetta GT (Pininfarina)
- 1966 Ferrari 365 P Berlinetta Speciale (Pininfarina)
- 1967 Dino Berlinetta Competizione (Pininfarina)
- 1968 Ferrari 250 P5 Berlinetta Speciale (Pininfarina)
- 1968 Ferrari P6 (Pininfarina)
- 1969 Ferrari Sigma Grand Prix (Pininfarina)
- 1969 Ferrari 512 S Berlinetta Speciale (Pininfarina)
- 1970 Ferrari Modulo (Pininfarina)
- 1980 Ferrari Pinin (Pininfarina)
- 1987 Ferrari 408 4RM (Ferrari)
- 1989 Ferrari Mythos (Pininfarina)
- 1989 Colani Ferrari Testa d'Oro (Luigi Colani)
- 1993 Ferrari FZ93 (Zagato)
- 2000 Ferrari Rossa (Pininfarina)
- 2005 Ferrari GG50 (Giorgetto Giugiaro)
- 2005 Ferrari Ascari (Istituto Europeo di Design)
- 2010 Ferrari Millechili[3] (University of Modena and Reggio Emilia, faculty of Mechanical Engineering / Ferrari)
- 2013 Pininfarina Sergio (Pininfarina)
See also
References
External links
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