Ferrari 500

Blast! Once again interdomin and I have prepared posts on the very same car at the same time!

A little history

The World Championship for Drivers was not yet two years old when it faced its first crisis: with the pending withdrawal of the all-conquering Alfa Romeo team for 1952, starting grids would be rather slim. As an answer, the FIA therefore took the decision of running the third Formula One championship season under F2 regulations. This solved the problem, and even allowed for some of the largest fields ever seen in the sports. In turn, this induced a new predicament: most Formula Two cars of the time were built by artisans, most of them from England and, to some extent, from Germany. This situation paved the way to triumph for the only serious entrant, Ferrari.

The Maranello constructor easily understood the edge on the competition that it enjoyed. The car Aurelio Lampredi designed, the Tipo 500, was extremely conventional; its faultless preparation was to be the key of success over its amateurish rivals.

Made of welded tubes, the chassis was of ladder-frame type, a choice that was as predictable as the double-wishbone / de Dion axle front and rear suspension arrangement. Engine was a compact inline four displacing two litres; this light block was rated at a good 185 bhp. Better yet, it was small enough to be placed well behind the front axle, allowing for an excellent weight balance. The car was ready on time to make its debut at the very end of the 1951 Formula Two season, guaranteeing it to be fully developed when the next Formula One season would start.

A great car would be nothing without great pilots, and here again the Scuderia, which fielded some of the sport’s fastest and most experienced drivers, seemed to enjoy an advantage. Giuseppe Farina had just arrived from the departing Alfa team, joining forces with Alberto Ascari, Luigi Villoresi and the “Silver Fox”, Piero Taruffi.

The two-litre transitional formula remained in effect for two years until the scheduled 2.5-litre Formula One rules came into force in 1954. During these two seasons, Ferrari enjoyed a complete walk over. Out of fifteen Grand Prix, all but the very last one were won by the Scuderia’s cars. Of these, eleven went to the amazing Alberto Ascari, who clinched both championships and set a still-standing record of nine straight successes.

The Tipo 500’s career didn’t end with the introduction of the new Formula One rules. Formula Two cars being only at a small disadvantage in terms of performances, they were regular entrants for years to come in F1 events. In this particular case, Ferrari 500s continued to race until 1957, when the very last of them was entered by the Scuderia Centro-Sud – Mimmo Dei’s team would make itself a specialty over the years to enter racers in their faded glory.

About the model

Model: Ferrari 500
Year: 1952
Event: 1952 German Grand Prix, driven by Giuseppe Farina (finished 2nd)
Maker: Ixo
Scale: 1/43
Distributed by: Ixo (see below)
Acquired: brand new, in June 2008, in Manila, Philippines

No, Ascari wasn’t the only Ferrari pilot in 1952-53. Sure, he took another victory at the Ring (see his winning #101 Tipo 500 on interdomin’s excellent blog), but his teammate Nino Farina, the first F1 world champion in history, clinched the second spot with its sister car – actually, all four first finishers were Tipo 500s. Ixo reproduced this car with taste. Its die-cast isn’t exactly teeming with details, but is well assembled and – an Ixo tradition – seats on beautiful photo-etched wheels. My rating: 14/20.

That would usually be all, but there’s more to say about this model. It came to me in an Ixo “Ferrari Collection” box, but without any marking nor reference. Why? I think the answer can be found by comparing the models pictured, for example, on this page with the one on Ixo’s official site. Do you see the difference? Both models are sold in the “La Storia” collection under reference SF11/52, but sport different numbers. Nonetheless, in both cases they are clumsily advertised as #102... My bet is that Ixo started producing Ascari’s car for their La Storia collection with the erroneous number 102 (as far as I know Ixo’s catalog never included Farina’s car), until someone noticed – whoops! – that the Chinese company could have done well spending a little more time doing basic researches. The mistake was corrected (but not the written presentation on their site) and wrong models (which by chance tally another existing Ferrari entrant) were sold in plain “Ferrari” boxes, fooling buyers in the process as everyone involved in their distribution let prospective buyers believe they buy Ascari’s car.

“From enthusiasts to enthousiast”, reads their Ixo’s homepage. Mmm... it leaves me wondering. Perhaps “From your bank account to our bank account” would be more appropriate...













Model: Ferrari 500
Year: 1952
Event: 1953 British Grand Prix, driven by Alberto Ascari (finished 1st)
Maker: Brumm
Scale: 1/43
Distributed by: Brumm
Acquired: brand new, in March 2008, in Montpellier, France

Despite being rivalled by the Maseratis of both Fangio and Gonzalez, Ascari took another win with his Tipo 500 at Silverstone in 1953. The corresponding model is overly simplified, even to Brumm already simple standards. My rating is 8/20.

Ferrari F2002

Welcome to our newest follower, Danny.

A little history

The brand-new F2002 received the difficult task of extending Ferrari’s long domination upon Formula One – the Maranello company then held the Constructors’ championship since 1999, and the Pilots’ championship since 2000. Though Michael Schumacher and Rubens Barrichello started the 2002 season with the previous year’s F2001, the first F2002 appeared for the Brazilian GP, the third round of the season. Despite being similar to its predecessor overall – strict rules and computer-assisted design don’t allow much originality anyway – the F2002 was a totally new car. Its new V10 “051” engine wasn’t the most powerful that year, but this handicap was easily compensated by excellent aerodynamics and a low centre of gravity which gave the car superior handling. As a result, Michael Schumacher once again crushed all opposition on its way to his fourth crown in top-class open-wheel racing. Better than this, he perhaps signed his best season ever in Formula One, finishing every race out of seventeen on the podium, and being crowned as early as July. Beaten by McLaren in Monaco, the F2002 would win every other race it entered during the season.

Before the arrival of the new F2003, the F2002 (slightly updated as the “B” version) defended Ferrari’s colours during the first four races of 2003. Though less commanding than during the previous season, the F2002B succeeded in clinching one last victory in San Marino before retiring for good, and its successor the F2003, despite a stronger challenge from both Williams and McLaren, renewed both Schumacher’s and Ferrari’s titles at the end of the year.

About the model

Model: Ferrari F2002
Year: 2002
Event: 2002 Formula One Championship, driven by Michael Schumacher (championship’s winner)
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.3 of its Ferrari Collection press series
Acquired: brand new, in February 2005, in Souillac, France

Competition is hard for modern Formula One die-casts, all the more for Ferraris. Ixo didn’t fare poorly though, and deserves a 13/20 for its efforts.

Enzo Ferrari

Today, a car of exception will celebrate this blog’s 200th post.

A little history

Though its cars can be hardly considered anything else than outstanding, Ferrari made it a tradition, starting with the 1984 GTO, to propose on a regular basis really exceptional machines to a selected few. The first of these cars to appear in the third millennium was the Enzo, presented during the 2002 Paris motor show. Priced at 665,000 euros, the Enzo nevertheless attracted well enough potential buyers, so all the production was pre-sold even before the first car left the Maranello factory. Being able to draw a check of such an amount wasn’t the only requirement to become the happy owner of an Enzo. Ferrari chose those among its most faithful customers – having bought at least five new cars from Maranello was a pre-requisite... Still, success was such that the construction of an extra batch of fifty cars, an addition to the initial 349 units which hardly made the car less exclusive.

So, what made the Enzo so exceptional? Certainly not its disputed styling. I read somewhere on a forum (no, I won’t give names) the opinion that the Enzo is “sexy”. I would have imagined that it takes some more curves for something to be called sexy, so the Enzo, with its protuberant nose and its stealth fighter’s look, hardly qualifies… More probably the exclusivity of this limited-run machine, and the appeal of its “bodied Formula One” approach were the ones to do the trick. Guaranteed performances also helped, thanks to a 6-litre, 660 hp V12, though it is probable that very few of its owners ever used the full potential of their rocket-on-wheels.

The last Enzo was delivered in 2004. This car also served as the base for the non-road legal FXX, possibly the most expensive toy on earth, and the Maserati MC12.

About the model

Model: Enzo Ferrari
Year: 2002
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.14 of its Ferrari Collection press series
Acquired: brand new, in September 2005, in Souillac, France

Fabbri proposed this correct Ixo-built, nero Daytona Enzo in its dedicated collection of Ferraris. If as myself you favour vintage and classic cars above modern ones, this is a choice your budget will thank you for. My rating is 12/20.

Ferrari Superamerica

A little history

Early in the history of Ferrari, North America became an important export market for the Italian company thanks to its local importer Luigi Chinetti. But while Europeans were driving small and economic family saloons during the Fifties, Americans perceived automobiles as chromed and finned monsters. With such discrepancies in the tastes of its potential customers, Ferrari soon developed two lines of automobiles: the famous 250s were rather aimed at the European market, while a new, larger America would be sent beyond the Atlantic.

Starting as a 4.0-litre car the America soon evolved into a 4.5-litre machine when it received the Lampredi V12, originally designed for racing. Apparently this still wasn’t enough, and in 1955 the America gave way to the Superamerica – the name says it all.

The first Superamerica, the 410, was set into motion by a huge 5.0-litre, 335-hp V12 engine. Prices were extremely high, all the more as the car was fitted with custom-built bodies. Only three dozens of them left the Maranello factory until 1959, when the 410 was replaced by the 400 Superamerica, fitted with a smaller 4.0-litre engine but capable of similar performances. Going fast is nice, but being able to stop when needed is equally important, so four disk brakes were made standard equipment. The 400 was the largest-volume Superamerica… though the final tally didn’t exceed fifty copies of the car… In 1964, the 400 Superamerica was replaced by the 500 Superfast. By then custom automobiles were becoming unthinkable, so all Superfasts received a similar Pininfarina coupe body. Two years later, production was stopped for good after 37 Superfast had been built – the need for especially designed models for the American market was no longer as obvious as it had been fifteen years before.

About the model

Model: Ferrari 400 Superamerica
Year: 1960
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.19 of its Ferrari Collection press series
Acquired: brand new, in October 2005, in Souillac, France

Ixo proposes a fine model of a Pininfarina-bodied 400 SA. Its blue paint is superb and most details correctly reproduced. My rating is 14/20.

Ferrari 125

Welcome to JB, who after posting several comments has decided to join this blog as a follower.

A little history

Though Enzo Ferrari wasn’t able to baptize the first car produced by his small workshop with his own name, this pre-war Auto Avio was followed after World War Two by the first real Ferrari, the 125.

Reportedly, the Commendatore dislike road cars, and only built such automobiles in order to finance the racing activities of his company. Unsurprisingly then, the 125 was a racing car.

The very first 125 was a spyder named 125 S. The light structure of this sportscar was made of steel tubes but, apart from this, it was a rather conventional machine. Again, no surprise here as Enzo Ferrari also favoured engine development over any other technical aspect. While the Auto Avio had used a Fiat engine, the Ferrari 125 was powered by a brilliant 1.5-litre DOHC V12 designed by Gioacchino Colombo. With three double-barrel carbs, the little block was rated at no less than 100 bhp, a decent output in the Forties. Colombo knew his business: his previous creation, the supercharged 1.5-litre engine powering the Alfa 158 single-seater, was already a remarkable creation.

The Ferrari 125 S first appeared at a modest sportscars race at Piacenza. At its wheel was Franco Cortese, a potent veteran driver who had made his debut in the Twenties with Itala. Despite his long career and strong records Cortese is forgotten by most today, so Ferrari’s first step in motor racing as a full-time constructor can appear modest nowadays. The Ferrari didn’t win, though it showed promises. Those materialized two weeks later at the Rome Grand Prix, which Cortese won. Several successes followed during the next few months, all in national events. Nonetheless Ferrari felt its spyder was underpowered against the competition offered by the Maseratis, and a few months after the 125 had been introduced, its replacement the 159 entered the scene. As the 125 before it, the 159 took its name from the individual displacement of a single cylinder, thus its displacement had been enlarged to 1.9-litre, good for 125 bhp. The 159 finished the season, before a new 166 took over for 1948.

The 125 S was gone, but the 125 F1 soon entered the limelight. Competing in sportscar racing was one thing, but Enzo Ferrari was eager to defy its former partner Alfa Romeo in the most prominent class, Formula One. Note here that unlike what is so commonly, but totally erroneously written, Formula One wasn’t created in 1950 (the World Championship for Drivers was, hence the confusion) but in 1946.

Constructors willing to enter Formula One had the choice between two options: normally-aspired 4.5-litre or supercharged 1.5-litre engines. Alfa Romeo had opted for the latter and was dominant, and furthermore Ferrari already had a 1500 cc engine on hand, so it followed suit.

Colombo’s engine was reduced to a single carburettor and SOHC, but a single-stage Roots supercharger was grafted onto it. Ferrari’s V12 could peek at 230 bhp: it can seem impressive, but was still way below what the Alfas could rely on. Unsurprisingly, the 125 F1 was dominated by its rival from its first race, the Valentino Grand Prix held in September 1948. The Ferrari 125s could generally approach the Alfettas on smaller tracks, though a brilliant exception was the victory of Alberto Ascari at Monza in 1949, the first ever success of the prancing horse in an Italian Grand Prix. By then Ferrari had already took notice of its inferiority, and had tried to remedy this by reverting to DOHC and switching to a two-stage supercharger. The latter allowed outputs up to 280 bhp, but proved troublesome, so Ferrari decided to replace its 125 by a simpler 4.5-litre 375 model for 1950. Some privateers continued to race 125 F1s until the current Formula One rules were abrogated, at the end of the 1951 season.

About the models

Note that the first three models below represent the very same car: Ferrari 125 S chassis #01C, a spyder built by minor coachbuilder Peiretti, possibly working on blueprints provided by Touring. Only two 125 S were ever constructed.

Model: Ferrari 125 S
Year: 1947
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.16 of its Ferrari Collection press series
Acquired: brand new, in September 2005, in Souillac, France

Fabbri released this plain 125 S as part of its Ferrari series. It is correctly done but it is rather disturbing to see a car designed with racing in mind devoid of any race number – presentation models prepared for the introduction to the press didn’t exist in those days. My second concern is the bright red colour Ixo chose. One day that I had a Brumm Ferrari 125 (see below) to sell, a potential buyer refused it saying that it wasn’t red, or so he said. I suppose that Brumm has good reasons to paint its 125s a brownish sort of red, while Ixo prefers to cater to “collectors” preferring legend and tales than historical accuracy – too bad. My rating is 10/20.







Model: Ferrari 125 S
Year: 1947
Event: 1947 Mille Miglia, driven by Franco Cortese, co-pilot Adelmo Marchetti (see below)
Maker: Brumm
Scale: 1/43
Distributed by: Brumm, ref. R182
Acquired: brand new, in March 2008, in Montpellier, France

Here Brumm gives me some problems to identify this car, along with the next one. It is presented as the Ferrari 125 S that Cortese drove at the 1947 Mille Miglia. Cortese and Marchetti indeed entered that race, but their car sported number 219. The following year, the same pair had number 10. Hooray!… except this time their car was a Ferrari 166 S. In both years they retired, so at least we get this right… Otherwise this is typical Brumm, rather simple, not very well assembled, but correct enough – nice wire wheels, among the best plastic ones. Until I can identify this car better, I’ll have to limit my rating to 9/20.









Model: Ferrari 125 S
Year: 1947
Event: 1947 Circuito di Pescara, driven by Franco Cortese (see below)
Maker: Brumm
Scale: 1/43
Distributed by: Brumm, ref. R183
Acquired: brand new, in March 2008, in Montpellier, France

This time, based on quality alone, a rating of 12/20 is justified.











Model: Ferrari 125 F1
Year: 1949
Event: 1949 Italian Grand Prix, driven by Alberto Ascari (finished 1st)
Maker: Ixo
Scale: 1/43
Distributed by: Ixo “La Storia” series, ref. SF05/49
Acquired: brand new, in June 2008, in Manila, Philippines

Ixo included this model in its collection of Ferrari milestones “La Storia”. Having the ambition of being more exclusive than plain Ixo die-casts, La Storia models have to offer utmost quality, and in this respect this 125 F1 fulfils its promises. Ixo makes good use of photo-etched parts for the superb wire wheels and the spectacular front grille. My rating is 15/20.

Ferrari Berlinetta Boxer

A little history

After swimming against the stream of technical evolution for years, Ferrari finally introduced its first 12-cylinder mid-engine GT in 1971. This car, the 365 GT4 BB (“Berlinetta Boxer”) was first seen at the Turin motor show in 1971, though two more years would be necessary to unveil its final production version at the 1973 Paris motor show.

The BB’s predecessor, the Daytona, had received critics regarding its front-mounted engine. The Lamborghini Miura had shown the way several years back, and with the appearance of the Maserati Bora, Ferrari had no longer any excuse for not proposing to its customers a better-balanced high-performance machine. Sitting in a framework of steel tubing, the engine was a 4.4-litre developed from the 365 GTC/4’s block, but had its two banks of pistons set 180° apart – for the very first time a road-going Ferrari wouldn’t be a V12. With no less than four three-barrel carburettors to feed it, this flat twelve was reportedly able to deliver 380 hp.

Pininfarina designed a modern body of wide and low proportions. Pop-up lights were used at the front, while the rear was highly distinguishable with its six taillights and six exhaust tips. Weight was saved by the extensive use of aluminium and fibreglass, though some panels, as the roof, remained in steel. Performances were astounding, with a top speed of no less than 302 kph. Nonetheless the production BB was detuned to 360 hp, but still advertised for 302 kph – apparently old Enzo held on to the claim that his newest car had broken the 300 kph barrier for publicity purposes, but this groundless boasting disappointed some of the BB’s first customers. Anyway few of the car’s drivers dared pushing their machines beyond 240 kph, at which speed the BB became notoriously unstable.

In 1976, the BB saw its displacement increased to 4.9-litre, which justified its new name: BB 512. The car’s body was slightly modified, now featuring only four taillights and receiving a small spoiler that reduced the aerodynamic problems mentioned above. Found rather difficult to operate in earlier BBs, the clutch was also modified in order to improve its ease of use. But even in its second incarnation, Ferrari’s flagship wasn’t perfect. Another concern was the extreme difficulty to tune the large bank of carburettors, which demanded constant care in order to deliver the promised performances. This issue was solved in mid-1981, when a Bosch injection system replaced the four Weber carburettors on the 512i BB, which was officially introduced during the Frankfurt motor show a few months after entering production.

The last BB was produced in 1984, the last of a series of 2,323 cars. The eagerly-awaited Testarossa succeeded it.

About the models

Model: Ferrari 512 BB
Year: 1976
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.28 of its Ferrari Collection press series
Acquired: brand new, in May 2006, in Souillac, France

Nice paint - an Ixo specialty - and elegant wheels. Detailed enough to be worth 13/20.









Model: Ferrari 512 BB/LM
Year: 1981
Event: 1981 Le Mans 24 Hours, driven by Jean-Claude Andruet and Claude Ballot-Léna (finished 5th overall, class winner)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.32 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in December 2004, in Souillac, France

A good model, but alas lacking many details (cockpit, engine compartment...) due to its plebeian origin. My rating is 12/20.











Model: Ferrari 512 BB/LM
Year: 1982
Event: 1982 Le Mans 24 Hours, driven by Jean-Claude Andruet, Claude Ballot-Léna and Hervé Regout (retired)
Maker: Ixo
Scale: 1/43
Distributed by: Ixo “Ferrari” series, ref. FER006
Acquired: brand new, in June 2008, in Manila, Philippines

Same model as the previous one, but with all the little additions that make it deserve a 14/20.