http://woiweb.com/wiki/api.php?action=feedcontributions&user=WikiSysop&feedformat=atomWOI Encyclopedia Italia - User contributions [en]2024-03-29T05:48:37ZUser contributionsMediaWiki 1.35.0http://woiweb.com/wiki/index.php?title=Ferrari_250_LM&diff=75472Ferrari 250 LM2021-04-14T16:55:26Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|400px|1964 Ferrari 250 LM]]<br />
<br />
<br />
Although [[Enzo Ferrari]] resisted the move for road use, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1963]]. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first mid-engined Ferrari road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
==250 P==<br />
<br />
The '''250 P''' racer was almost entirely unrelated to the other [[Ferrari 250|250 cars]]. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine. The car was produced in [[1963]] and won the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship.<br />
<br />
==250 LM==<br />
<br />
At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season.<br />
<br />
32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-liter 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.<br />
<br />
The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes. Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari's last overall victory in the endurance classic. This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.<br />
<br />
The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.<br />
<br />
===275 P and 330 P===<br />
<br />
For the 1964 season, Ferrari developed the 275 P and 330 P. These were improved versions of the 250 P with larger displacement engines and slightly modified bodywork. The tubular space-frame chassis and most other components remained the same as in the 250 P. The 275 P used a bored-out 3.3L version of the 250 Testa Rossa-type engine originally utilized by the 250 P. The 330 P used a different design, a 4.0L Colombo-designed V12 based on engines used in the 400 Superamerica road cars. The 330 P developed more power than the 275 P (370 bhp vs 320 bhp) but weighed more (785 kg vs 755 kg). Some drivers preferred the extra power of the 330 P while others appreciated the more nimble feel of the 275 P and the two models were raced concurrently. Production of these types included three brand new chassis and conversions of all four 250 P chassis. It is not possible to clearly determine the number of chassis produced with each engine type as 275 and 330 engines were swapped as needed between cars. 275 P and 330 P cars were actively and successfully raced by Scuderia Ferrari, NART and Maranello Concessionaires during 1964 and 1965 seasons. The most notable result was a 1-2-3 sweep at the 1964 24 Hours of Le Mans. The Scuderia Ferrari-run 275 P driven by Guichet and Vaccarella took first, followed by a Maranello Concessionaires 330 P (Hill/Bonnier) in second and a Scuderia Ferrari 330 P (Bandini/Surtees) in third.<br />
<br />
<br />
==330 P==<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
<br />
==330 P2==<br />
<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s [[North American Racing Team]] (NART) at [[Daytona]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
==330 P3==<br />
The 1966 330 P3 introduced fuel injection to the Ferrari stable. It used a P3 (Type 593) transmission whose gears were prone to failure.<br />
<br />
There are no longer any Ferrari P3s extant as the original P3 0846 was converted to a P3/P4 and definitively written off and scrapped by Ferrari due to previous accident damage and fire damage it sustained at Le Mans 1967, and P3s 0844 and 0848 were converted to P3/412 Ps by Ferrari. At a later point P3/412P 0844 was converted by Ferrari to a 330 Can-Am and in the 1990s returned to P3/412P configuration in private ownership. <br />
<br />
==412 P==<br />
[[Image:Ferrari-330p3-1.jpg|thumb|right|412 P 0844 at the 2007 [[Goodwood Festival of Speed]].]]<br />
The Ferrari 412 P was a "customer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412 P cars are worth approximately $35–45 million USD according to Cavallino Magazines' current Buyers Guide.<br />
<br />
There are only two cars that were originally built as 412 Ps: 0850 and 0854. P3 chassis. P3 Typo Motors except for Carburetors in place of FI. P4 suspension 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P4 0846 (See Above), P4 0856, P4 0858, and P4 0860. The P3's and 412 P had the same 4-liter block which is different from the P4-4 liter block and all had P3 not P4 chassis. All the P3 chassis were made in 1966 at the same time but because of labor strikes only three of the five P3 chassis were built up into cars in 66. The unbuilt up P3 chassis were eventually build up into 412P 0850 and 0854 in 1967. P4 0846 was unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine. <br />
[[File:1967 Ferrari 412 P no 0850, front left.jpg|thumb|412 P 0850]]<br />
The 412 P and P4 models weren't eligible for the International Championship of Makes in 1968 as their engines were too large for the new 3 liter Group 6 Prototype category and too few examples had been built to allow homologation for the 5 liter Group 4 Sports Car category which required production of at least 50 units.[30] Ferrari did not contest the championship for a year in protest.<br />
<br />
Two 412 P Berlinettas were originally built. Two P3's were converted to 412P's by Ferrari:<br />
<br />
0844 Originally a works Berlinetta was converted by Ferrari from a P3 to into a customer concessionaires P3/412 P, then by Ferrari and NART to an open barchetta 330 Can Am, and is currently in Germany fitted with a Berlinetta 412 P body.<br />
0848 Originally a works Berlinetta was converted by Ferrari from a P3 to a customer concessionaires P3/412 P and is currently in Switzerland.<br />
0850 Originally a customer concessionaires Berlinetta, was at one time, in private ownership, converted for road use as a spider but was later refitted with a Berlinetta body and is currently owned by an American. Ferrari Classiche restoration completed in 2017.<br />
0854 Originally a customer concessionaires Berlinetta, in private ownership was heavily burned out and "virtually destroyed" at a race in East London, S.A. 1969 when it had an open/barchetta GRP body fitted to it by modifying and cutting the rear of chassis. The remains were rebuilt, again as an open barchetta and then further rebuilt into a 412P esque Spider and used on the road. It has now been returned to Berlinetta configuration using the original front and rear clips and doors but the main center part of the body, roof and sills have been remade in the US where it is owned.<br />
<br />
==330 P4==<br />
[[File:Ferrari 330 P4 1967.jpg|thumb|Ferrari 330 P4]]<br />
[[File:Ferrari 1967 330 P4.jpg|alt=|thumb|Chassis 0856 is the only original 330 P4 remaining]]<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4, a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spider. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spider for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spider for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spider for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spider body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==312 P==<br />
<br />
[[File:Amon, Ferrari 312P - 969-06-01.jpg|thumb|right|Ferrari 312 P driven by [[Chris Amon]] at the 1969 1000 km Nurburgring]]<br />
After boycotting sports car racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1968, named the ''312 P''.<br />
<br />
The 3.0 [[Ferrari 312]]P ''Barchetta'' and 3.0 [[Ferrari 312]]P ''Berlinetta'' were hardly more than 3-litre F1 [[Ferrari 312]]s with prototype bodies. At the [[12 Hours of Sebring]] the [[Roadster (automobile)|spyder]] finished second to a JWA Gulf [[Ford GT40]]. At the [[BOAC 500]] at [[Brands Hatch]] the same spyder was fourth behind three [[Porsche 908]]-01s. At [[1000km Monza]], [[Chris Amon]] took the pole with the 312P spyder, ahead of [[Jo Siffert]]'s 908-01, but had to retire. At the [[1000km Spa]], a 312P was second, behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were five and six on the grid, but did not finish. At the end of the season the 312Ps were sold to NART, the American Ferrari importer of Luigi Chinetti.<br />
<br />
Three 312 Ps were built:<br />
<br />
0868 Spyder configuration, dismantled after Monza accident<br />
<br />
0870 Berlinetta configuration in Bardinon Collection<br />
<br />
0872 Berlinetta configuration (and Spyder body available) in Switzerland<br />
<br />
==312 P (1971-1973)==<br />
{{Main|Ferrari 312 PB}}<br />
[[File:Merzario, Arturo , Ferrari 312 PB 1973-05-27.jpg|thumb|right|Ferrari 312 PB]]<br />
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512M in order to focus on a new 3 Litre prototype based on the [[Ferrari 312B|312B]] F1 car. The 312P would prove fast but fragile in its debut at the 1971 Sebring 12 hours. Further development over the 1971 season brought increased reliability.<br />
The press added a "B" to 312P. Ferrari official records: Ferrari 312 P.<br />
<br />
The 312Ps with the flat-12 boxer engine were very successful, winning ten out of eleven races in the [[1972 World Championship for Makes]] and delivering the title to Ferrari. Scuderia Ferrari didn't enter the [[1972 24 Hours of Le Mans]], as Enzo Ferrari thought that the F1-based engine could not last the full 24 hours. He would be proven wrong.<br />
<br />
The team competed in the [[1973 24 Hours of Le Mans]] and finished second behind [[Equipe Matra Sports|Matra]], which would also be the teams' final standing in the [[1973 World Sportscar Championship season|1973 championship]]. At the end of the 1973 season, Ferrari was forced by chief investor FIAT to abandon sports car racing, instead focusing on F1.<br />
{{Clear}}<br />
<br />
[[Category:Ferrari vehicles|P]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_250_LM&diff=75471Ferrari 250 LM2021-04-14T16:52:32Z<p>WikiSysop: /* 330 P4 */</p>
<hr />
<div>{{X}}<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|400px|1964 Ferrari 250 LM]]<br />
<br />
<br />
Although [[Enzo Ferrari]] resisted the move for road use, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1963]]. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first mid-engined Ferrari road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
==250 P==<br />
<br />
The '''250 P''' racer was almost entirely unrelated to the other [[Ferrari 250|250 cars]]. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine. The car was produced in [[1963]] and won the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship.<br />
<br />
==250 LM==<br />
<br />
At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season.<br />
<br />
32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-liter 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.<br />
<br />
The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes. Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari's last overall victory in the endurance classic. This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.<br />
<br />
The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.<br />
<br />
===275 P and 330 P===<br />
<br />
For the 1964 season, Ferrari developed the 275 P and 330 P. These were improved versions of the 250 P with larger displacement engines and slightly modified bodywork. The tubular space-frame chassis and most other components remained the same as in the 250 P. The 275 P used a bored-out 3.3L version of the 250 Testa Rossa-type engine originally utilized by the 250 P. The 330 P used a different design, a 4.0L Colombo-designed V12 based on engines used in the 400 Superamerica road cars. The 330 P developed more power than the 275 P (370 bhp vs 320 bhp) but weighed more (785 kg vs 755 kg). Some drivers preferred the extra power of the 330 P while others appreciated the more nimble feel of the 275 P and the two models were raced concurrently. Production of these types included three brand new chassis and conversions of all four 250 P chassis. It is not possible to clearly determine the number of chassis produced with each engine type as 275 and 330 engines were swapped as needed between cars. 275 P and 330 P cars were actively and successfully raced by Scuderia Ferrari, NART and Maranello Concessionaires during 1964 and 1965 seasons. The most notable result was a 1-2-3 sweep at the 1964 24 Hours of Le Mans. The Scuderia Ferrari-run 275 P driven by Guichet and Vaccarella took first, followed by a Maranello Concessionaires 330 P (Hill/Bonnier) in second and a Scuderia Ferrari 330 P (Bandini/Surtees) in third.<br />
<br />
<br />
==330 P==<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
<br />
==330 P2==<br />
<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s [[North American Racing Team]] (NART) at [[Daytona]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
==330 P3==<br />
The 1966 330 P3 introduced fuel injection to the Ferrari stable. It used a P3 (Type 593) transmission whose gears were prone to failure.<br />
<br />
There are no longer any Ferrari P3s extant as the original P3 0846 was converted to a P3/P4 and definitively written off and scrapped by Ferrari due to previous accident damage and fire damage it sustained at Le Mans 1967, and P3s 0844 and 0848 were converted to P3/412 Ps by Ferrari. At a later point P3/412P 0844 was converted by Ferrari to a 330 Can-Am and in the 1990s returned to P3/412P configuration in private ownership. <br />
<br />
==330 P4==<br />
[[File:Ferrari 330 P4 1967.jpg|thumb|Ferrari 330 P4]]<br />
[[File:Ferrari 1967 330 P4.jpg|alt=|thumb|Chassis 0856 is the only original 330 P4 remaining]]<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4, a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spider. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spider for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spider for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spider for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spider body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==312 P==<br />
<br />
[[File:Amon, Ferrari 312P - 969-06-01.jpg|thumb|right|Ferrari 312 P driven by [[Chris Amon]] at the 1969 1000 km Nurburgring]]<br />
After boycotting sports car racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1968, named the ''312 P''.<br />
<br />
The 3.0 [[Ferrari 312]]P ''Barchetta'' and 3.0 [[Ferrari 312]]P ''Berlinetta'' were hardly more than 3-litre F1 [[Ferrari 312]]s with prototype bodies. At the [[12 Hours of Sebring]] the [[Roadster (automobile)|spyder]] finished second to a JWA Gulf [[Ford GT40]]. At the [[BOAC 500]] at [[Brands Hatch]] the same spyder was fourth behind three [[Porsche 908]]-01s. At [[1000km Monza]], [[Chris Amon]] took the pole with the 312P spyder, ahead of [[Jo Siffert]]'s 908-01, but had to retire. At the [[1000km Spa]], a 312P was second, behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were five and six on the grid, but did not finish. At the end of the season the 312Ps were sold to NART, the American Ferrari importer of Luigi Chinetti.<br />
<br />
Three 312 Ps were built:<br />
<br />
0868 Spyder configuration, dismantled after Monza accident<br />
<br />
0870 Berlinetta configuration in Bardinon Collection<br />
<br />
0872 Berlinetta configuration (and Spyder body available) in Switzerland<br />
<br />
==312 P (1971-1973)==<br />
{{Main|Ferrari 312 PB}}<br />
[[File:Merzario, Arturo , Ferrari 312 PB 1973-05-27.jpg|thumb|right|Ferrari 312 PB]]<br />
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512M in order to focus on a new 3 Litre prototype based on the [[Ferrari 312B|312B]] F1 car. The 312P would prove fast but fragile in its debut at the 1971 Sebring 12 hours. Further development over the 1971 season brought increased reliability.<br />
The press added a "B" to 312P. Ferrari official records: Ferrari 312 P.<br />
<br />
The 312Ps with the flat-12 boxer engine were very successful, winning ten out of eleven races in the [[1972 World Championship for Makes]] and delivering the title to Ferrari. Scuderia Ferrari didn't enter the [[1972 24 Hours of Le Mans]], as Enzo Ferrari thought that the F1-based engine could not last the full 24 hours. He would be proven wrong.<br />
<br />
The team competed in the [[1973 24 Hours of Le Mans]] and finished second behind [[Equipe Matra Sports|Matra]], which would also be the teams' final standing in the [[1973 World Sportscar Championship season|1973 championship]]. At the end of the 1973 season, Ferrari was forced by chief investor FIAT to abandon sports car racing, instead focusing on F1.<br />
{{Clear}}<br />
<br />
==412 P==<br />
[[Image:Ferrari-330p3-1.jpg|thumb|right|412 P 0844 at the 2007 [[Goodwood Festival of Speed]].]]<br />
The Ferrari 412 P was a "customer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412 P cars are worth approximately $35–45 million USD according to Cavallino Magazines' current Buyers Guide.<br />
<br />
There are only two cars that were originally built as 412 Ps: 0850 and 0854. P3 chassis. P3 Typo Motors except for Carburetors in place of FI. P4 suspension 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P4 0846 (See Above), P4 0856, P4 0858, and P4 0860. The P3's and 412 P had the same 4-liter block which is different from the P4-4 liter block and all had P3 not P4 chassis. All the P3 chassis were made in 1966 at the same time but because of labor strikes only three of the five P3 chassis were built up into cars in 66. The unbuilt up P3 chassis were eventually build up into 412P 0850 and 0854 in 1967. P4 0846 was unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine. <br />
[[File:1967 Ferrari 412 P no 0850, front left.jpg|thumb|412 P 0850]]<br />
The 412 P and P4 models weren't eligible for the International Championship of Makes in 1968 as their engines were too large for the new 3 liter Group 6 Prototype category and too few examples had been built to allow homologation for the 5 liter Group 4 Sports Car category which required production of at least 50 units.[30] Ferrari did not contest the championship for a year in protest.<br />
<br />
Two 412 P Berlinettas were originally built. Two P3's were converted to 412P's by Ferrari:<br />
<br />
0844 Originally a works Berlinetta was converted by Ferrari from a P3 to into a customer concessionaires P3/412 P, then by Ferrari and NART to an open barchetta 330 Can Am, and is currently in Germany fitted with a Berlinetta 412 P body.<br />
0848 Originally a works Berlinetta was converted by Ferrari from a P3 to a customer concessionaires P3/412 P and is currently in Switzerland.<br />
0850 Originally a customer concessionaires Berlinetta, was at one time, in private ownership, converted for road use as a spider but was later refitted with a Berlinetta body and is currently owned by an American. Ferrari Classiche restoration completed in 2017.<br />
0854 Originally a customer concessionaires Berlinetta, in private ownership was heavily burned out and "virtually destroyed" at a race in East London, S.A. 1969 when it had an open/barchetta GRP body fitted to it by modifying and cutting the rear of chassis. The remains were rebuilt, again as an open barchetta and then further rebuilt into a 412P esque Spider and used on the road. It has now been returned to Berlinetta configuration using the original front and rear clips and doors but the main center part of the body, roof and sills have been remade in the US where it is owned.<br />
<br />
[[Category:Ferrari vehicles|P]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_250_LM&diff=75470Ferrari 250 LM2021-04-14T16:50:39Z<p>WikiSysop: /* 412 P */</p>
<hr />
<div>{{X}}<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|400px|1964 Ferrari 250 LM]]<br />
<br />
<br />
Although [[Enzo Ferrari]] resisted the move for road use, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1963]]. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first mid-engined Ferrari road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
==250 P==<br />
<br />
The '''250 P''' racer was almost entirely unrelated to the other [[Ferrari 250|250 cars]]. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine. The car was produced in [[1963]] and won the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship.<br />
<br />
==250 LM==<br />
<br />
At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season.<br />
<br />
32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-liter 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.<br />
<br />
The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes. Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari's last overall victory in the endurance classic. This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.<br />
<br />
The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.<br />
<br />
===275 P and 330 P===<br />
<br />
For the 1964 season, Ferrari developed the 275 P and 330 P. These were improved versions of the 250 P with larger displacement engines and slightly modified bodywork. The tubular space-frame chassis and most other components remained the same as in the 250 P. The 275 P used a bored-out 3.3L version of the 250 Testa Rossa-type engine originally utilized by the 250 P. The 330 P used a different design, a 4.0L Colombo-designed V12 based on engines used in the 400 Superamerica road cars. The 330 P developed more power than the 275 P (370 bhp vs 320 bhp) but weighed more (785 kg vs 755 kg). Some drivers preferred the extra power of the 330 P while others appreciated the more nimble feel of the 275 P and the two models were raced concurrently. Production of these types included three brand new chassis and conversions of all four 250 P chassis. It is not possible to clearly determine the number of chassis produced with each engine type as 275 and 330 engines were swapped as needed between cars. 275 P and 330 P cars were actively and successfully raced by Scuderia Ferrari, NART and Maranello Concessionaires during 1964 and 1965 seasons. The most notable result was a 1-2-3 sweep at the 1964 24 Hours of Le Mans. The Scuderia Ferrari-run 275 P driven by Guichet and Vaccarella took first, followed by a Maranello Concessionaires 330 P (Hill/Bonnier) in second and a Scuderia Ferrari 330 P (Bandini/Surtees) in third.<br />
<br />
<br />
==330 P==<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
<br />
==330 P2==<br />
<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s [[North American Racing Team]] (NART) at [[Daytona]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
==330 P3==<br />
The 1966 330 P3 introduced fuel injection to the Ferrari stable. It used a P3 (Type 593) transmission whose gears were prone to failure.<br />
<br />
There are no longer any Ferrari P3s extant as the original P3 0846 was converted to a P3/P4 and definitively written off and scrapped by Ferrari due to previous accident damage and fire damage it sustained at Le Mans 1967, and P3s 0844 and 0848 were converted to P3/412 Ps by Ferrari. At a later point P3/412P 0844 was converted by Ferrari to a 330 Can-Am and in the 1990s returned to P3/412P configuration in private ownership. <br />
<br />
==330 P4==<br />
<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4, a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==312 P==<br />
<br />
[[File:Amon, Ferrari 312P - 969-06-01.jpg|thumb|right|Ferrari 312 P driven by [[Chris Amon]] at the 1969 1000 km Nurburgring]]<br />
After boycotting sports car racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1968, named the ''312 P''.<br />
<br />
The 3.0 [[Ferrari 312]]P ''Barchetta'' and 3.0 [[Ferrari 312]]P ''Berlinetta'' were hardly more than 3-litre F1 [[Ferrari 312]]s with prototype bodies. At the [[12 Hours of Sebring]] the [[Roadster (automobile)|spyder]] finished second to a JWA Gulf [[Ford GT40]]. At the [[BOAC 500]] at [[Brands Hatch]] the same spyder was fourth behind three [[Porsche 908]]-01s. At [[1000km Monza]], [[Chris Amon]] took the pole with the 312P spyder, ahead of [[Jo Siffert]]'s 908-01, but had to retire. At the [[1000km Spa]], a 312P was second, behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were five and six on the grid, but did not finish. At the end of the season the 312Ps were sold to NART, the American Ferrari importer of Luigi Chinetti.<br />
<br />
Three 312 Ps were built:<br />
<br />
0868 Spyder configuration, dismantled after Monza accident<br />
<br />
0870 Berlinetta configuration in Bardinon Collection<br />
<br />
0872 Berlinetta configuration (and Spyder body available) in Switzerland<br />
<br />
==312 P (1971-1973)==<br />
{{Main|Ferrari 312 PB}}<br />
[[File:Merzario, Arturo , Ferrari 312 PB 1973-05-27.jpg|thumb|right|Ferrari 312 PB]]<br />
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512M in order to focus on a new 3 Litre prototype based on the [[Ferrari 312B|312B]] F1 car. The 312P would prove fast but fragile in its debut at the 1971 Sebring 12 hours. Further development over the 1971 season brought increased reliability.<br />
The press added a "B" to 312P. Ferrari official records: Ferrari 312 P.<br />
<br />
The 312Ps with the flat-12 boxer engine were very successful, winning ten out of eleven races in the [[1972 World Championship for Makes]] and delivering the title to Ferrari. Scuderia Ferrari didn't enter the [[1972 24 Hours of Le Mans]], as Enzo Ferrari thought that the F1-based engine could not last the full 24 hours. He would be proven wrong.<br />
<br />
The team competed in the [[1973 24 Hours of Le Mans]] and finished second behind [[Equipe Matra Sports|Matra]], which would also be the teams' final standing in the [[1973 World Sportscar Championship season|1973 championship]]. At the end of the 1973 season, Ferrari was forced by chief investor FIAT to abandon sports car racing, instead focusing on F1.<br />
{{Clear}}<br />
<br />
==412 P==<br />
[[Image:Ferrari-330p3-1.jpg|thumb|right|412 P 0844 at the 2007 [[Goodwood Festival of Speed]].]]<br />
The Ferrari 412 P was a "customer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412 P cars are worth approximately $35–45 million USD according to Cavallino Magazines' current Buyers Guide.<br />
<br />
There are only two cars that were originally built as 412 Ps: 0850 and 0854. P3 chassis. P3 Typo Motors except for Carburetors in place of FI. P4 suspension 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P4 0846 (See Above), P4 0856, P4 0858, and P4 0860. The P3's and 412 P had the same 4-liter block which is different from the P4-4 liter block and all had P3 not P4 chassis. All the P3 chassis were made in 1966 at the same time but because of labor strikes only three of the five P3 chassis were built up into cars in 66. The unbuilt up P3 chassis were eventually build up into 412P 0850 and 0854 in 1967. P4 0846 was unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine. <br />
[[File:1967 Ferrari 412 P no 0850, front left.jpg|thumb|412 P 0850]]<br />
The 412 P and P4 models weren't eligible for the International Championship of Makes in 1968 as their engines were too large for the new 3 liter Group 6 Prototype category and too few examples had been built to allow homologation for the 5 liter Group 4 Sports Car category which required production of at least 50 units.[30] Ferrari did not contest the championship for a year in protest.<br />
<br />
Two 412 P Berlinettas were originally built. Two P3's were converted to 412P's by Ferrari:<br />
<br />
0844 Originally a works Berlinetta was converted by Ferrari from a P3 to into a customer concessionaires P3/412 P, then by Ferrari and NART to an open barchetta 330 Can Am, and is currently in Germany fitted with a Berlinetta 412 P body.<br />
0848 Originally a works Berlinetta was converted by Ferrari from a P3 to a customer concessionaires P3/412 P and is currently in Switzerland.<br />
0850 Originally a customer concessionaires Berlinetta, was at one time, in private ownership, converted for road use as a spider but was later refitted with a Berlinetta body and is currently owned by an American. Ferrari Classiche restoration completed in 2017.<br />
0854 Originally a customer concessionaires Berlinetta, in private ownership was heavily burned out and "virtually destroyed" at a race in East London, S.A. 1969 when it had an open/barchetta GRP body fitted to it by modifying and cutting the rear of chassis. The remains were rebuilt, again as an open barchetta and then further rebuilt into a 412P esque Spider and used on the road. It has now been returned to Berlinetta configuration using the original front and rear clips and doors but the main center part of the body, roof and sills have been remade in the US where it is owned.<br />
<br />
[[Category:Ferrari vehicles|P]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_250_LM&diff=75469Ferrari 250 LM2021-04-14T16:48:45Z<p>WikiSysop: /* 412 P */</p>
<hr />
<div>{{X}}<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|400px|1964 Ferrari 250 LM]]<br />
<br />
<br />
Although [[Enzo Ferrari]] resisted the move for road use, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1963]]. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first mid-engined Ferrari road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
==250 P==<br />
<br />
The '''250 P''' racer was almost entirely unrelated to the other [[Ferrari 250|250 cars]]. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine. The car was produced in [[1963]] and won the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship.<br />
<br />
==250 LM==<br />
<br />
At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season.<br />
<br />
32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-liter 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.<br />
<br />
The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes. Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari's last overall victory in the endurance classic. This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.<br />
<br />
The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.<br />
<br />
===275 P and 330 P===<br />
<br />
For the 1964 season, Ferrari developed the 275 P and 330 P. These were improved versions of the 250 P with larger displacement engines and slightly modified bodywork. The tubular space-frame chassis and most other components remained the same as in the 250 P. The 275 P used a bored-out 3.3L version of the 250 Testa Rossa-type engine originally utilized by the 250 P. The 330 P used a different design, a 4.0L Colombo-designed V12 based on engines used in the 400 Superamerica road cars. The 330 P developed more power than the 275 P (370 bhp vs 320 bhp) but weighed more (785 kg vs 755 kg). Some drivers preferred the extra power of the 330 P while others appreciated the more nimble feel of the 275 P and the two models were raced concurrently. Production of these types included three brand new chassis and conversions of all four 250 P chassis. It is not possible to clearly determine the number of chassis produced with each engine type as 275 and 330 engines were swapped as needed between cars. 275 P and 330 P cars were actively and successfully raced by Scuderia Ferrari, NART and Maranello Concessionaires during 1964 and 1965 seasons. The most notable result was a 1-2-3 sweep at the 1964 24 Hours of Le Mans. The Scuderia Ferrari-run 275 P driven by Guichet and Vaccarella took first, followed by a Maranello Concessionaires 330 P (Hill/Bonnier) in second and a Scuderia Ferrari 330 P (Bandini/Surtees) in third.<br />
<br />
<br />
==330 P==<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
<br />
==330 P2==<br />
<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s [[North American Racing Team]] (NART) at [[Daytona]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
==330 P3==<br />
The 1966 330 P3 introduced fuel injection to the Ferrari stable. It used a P3 (Type 593) transmission whose gears were prone to failure.<br />
<br />
There are no longer any Ferrari P3s extant as the original P3 0846 was converted to a P3/P4 and definitively written off and scrapped by Ferrari due to previous accident damage and fire damage it sustained at Le Mans 1967, and P3s 0844 and 0848 were converted to P3/412 Ps by Ferrari. At a later point P3/412P 0844 was converted by Ferrari to a 330 Can-Am and in the 1990s returned to P3/412P configuration in private ownership. <br />
<br />
==330 P4==<br />
<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4, a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==312 P==<br />
<br />
[[File:Amon, Ferrari 312P - 969-06-01.jpg|thumb|right|Ferrari 312 P driven by [[Chris Amon]] at the 1969 1000 km Nurburgring]]<br />
After boycotting sports car racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1968, named the ''312 P''.<br />
<br />
The 3.0 [[Ferrari 312]]P ''Barchetta'' and 3.0 [[Ferrari 312]]P ''Berlinetta'' were hardly more than 3-litre F1 [[Ferrari 312]]s with prototype bodies. At the [[12 Hours of Sebring]] the [[Roadster (automobile)|spyder]] finished second to a JWA Gulf [[Ford GT40]]. At the [[BOAC 500]] at [[Brands Hatch]] the same spyder was fourth behind three [[Porsche 908]]-01s. At [[1000km Monza]], [[Chris Amon]] took the pole with the 312P spyder, ahead of [[Jo Siffert]]'s 908-01, but had to retire. At the [[1000km Spa]], a 312P was second, behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were five and six on the grid, but did not finish. At the end of the season the 312Ps were sold to NART, the American Ferrari importer of Luigi Chinetti.<br />
<br />
Three 312 Ps were built:<br />
<br />
0868 Spyder configuration, dismantled after Monza accident<br />
<br />
0870 Berlinetta configuration in Bardinon Collection<br />
<br />
0872 Berlinetta configuration (and Spyder body available) in Switzerland<br />
<br />
==312 P (1971-1973)==<br />
{{Main|Ferrari 312 PB}}<br />
[[File:Merzario, Arturo , Ferrari 312 PB 1973-05-27.jpg|thumb|right|Ferrari 312 PB]]<br />
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512M in order to focus on a new 3 Litre prototype based on the [[Ferrari 312B|312B]] F1 car. The 312P would prove fast but fragile in its debut at the 1971 Sebring 12 hours. Further development over the 1971 season brought increased reliability.<br />
The press added a "B" to 312P. Ferrari official records: Ferrari 312 P.<br />
<br />
The 312Ps with the flat-12 boxer engine were very successful, winning ten out of eleven races in the [[1972 World Championship for Makes]] and delivering the title to Ferrari. Scuderia Ferrari didn't enter the [[1972 24 Hours of Le Mans]], as Enzo Ferrari thought that the F1-based engine could not last the full 24 hours. He would be proven wrong.<br />
<br />
The team competed in the [[1973 24 Hours of Le Mans]] and finished second behind [[Equipe Matra Sports|Matra]], which would also be the teams' final standing in the [[1973 World Sportscar Championship season|1973 championship]]. At the end of the 1973 season, Ferrari was forced by chief investor FIAT to abandon sports car racing, instead focusing on F1.<br />
{{Clear}}<br />
<br />
==412 P==<br />
<br />
The Ferrari 412 P was a "customer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412 P cars are worth approximately $35–45 million USD according to Cavallino Magazines' current Buyers Guide.<br />
<br />
There are only two cars that were originally built as 412 Ps: 0850 and 0854. P3 chassis. P3 Typo Motors except for Carburetors in place of FI. P4 suspension 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P4 0846 (See Above), P4 0856, P4 0858, and P4 0860. The P3's and 412 P had the same 4-liter block which is different from the P4-4 liter block and all had P3 not P4 chassis. All of the P3 chassis were made in 1966 at the same time but because of labor strikes only three of the five P3 chassis were built up into cars in 66. The unbuilt up P3 chassis were eventually build up into 412P 0850 and 0854 in 1967. P4 0846 was unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine. <br />
<br />
The 412 P and P4 models weren't eligible for the International Championship of Makes in 1968 as their engines were too large for the new 3 liter Group 6 Prototype category and too few examples had been built to allow homologation for the 5 liter Group 4 Sports Car category which required production of at least 50 units.[30] Ferrari did not contest the championship for a year in protest.<br />
<br />
Two 412 P Berlinettas were originally built. Two P3's were converted to 412P's by Ferrari:<br />
<br />
0844 Originally a works Berlinetta was converted by Ferrari from a P3 to into a customer concessionaires P3/412 P, then by Ferrari and NART to an open barchetta 330 Can Am, and is currently in Germany fitted with a Berlinetta 412 P body.<br />
0848 Originally a works Berlinetta was converted by Ferrari from a P3 to a customer concessionaires P3/412 P and is currently in Switzerland.<br />
0850 Originally a customer concessionaires Berlinetta, was at one time, in private ownership, converted for road use as a spider but was later refitted with a Berlinetta body and is currently owned by an American. Ferrari Classiche restoration completed in 2017.<br />
0854 Originally a customer concessionaires Berlinetta, in private ownership was heavily burned out and "virtually destroyed" at a race in East London, S.A. 1969 when it had an open/barchetta GRP body fitted to it by modifying and cutting the rear of chassis. The remains were rebuilt, again as an open barchetta and then further rebuilt into a 412P esque Spider and used on the road. It has now been returned to Berlinetta configuration using the original front and rear clips and doors but the main center part of the body, roof and sills have been remade in the US where it is owned.<br />
<br />
[[Category:Ferrari vehicles|P]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_250_LM&diff=75468Ferrari 250 LM2021-04-14T16:45:44Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|400px|1964 Ferrari 250 LM]]<br />
<br />
<br />
Although [[Enzo Ferrari]] resisted the move for road use, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1963]]. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first mid-engined Ferrari road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
==250 P==<br />
<br />
The '''250 P''' racer was almost entirely unrelated to the other [[Ferrari 250|250 cars]]. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine. The car was produced in [[1963]] and won the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship.<br />
<br />
==250 LM==<br />
<br />
At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season.<br />
<br />
32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-liter 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.<br />
<br />
The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes. Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari's last overall victory in the endurance classic. This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.<br />
<br />
The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.<br />
<br />
===275 P and 330 P===<br />
<br />
For the 1964 season, Ferrari developed the 275 P and 330 P. These were improved versions of the 250 P with larger displacement engines and slightly modified bodywork. The tubular space-frame chassis and most other components remained the same as in the 250 P. The 275 P used a bored-out 3.3L version of the 250 Testa Rossa-type engine originally utilized by the 250 P. The 330 P used a different design, a 4.0L Colombo-designed V12 based on engines used in the 400 Superamerica road cars. The 330 P developed more power than the 275 P (370 bhp vs 320 bhp) but weighed more (785 kg vs 755 kg). Some drivers preferred the extra power of the 330 P while others appreciated the more nimble feel of the 275 P and the two models were raced concurrently. Production of these types included three brand new chassis and conversions of all four 250 P chassis. It is not possible to clearly determine the number of chassis produced with each engine type as 275 and 330 engines were swapped as needed between cars. 275 P and 330 P cars were actively and successfully raced by Scuderia Ferrari, NART and Maranello Concessionaires during 1964 and 1965 seasons. The most notable result was a 1-2-3 sweep at the 1964 24 Hours of Le Mans. The Scuderia Ferrari-run 275 P driven by Guichet and Vaccarella took first, followed by a Maranello Concessionaires 330 P (Hill/Bonnier) in second and a Scuderia Ferrari 330 P (Bandini/Surtees) in third.<br />
<br />
<br />
==330 P==<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
<br />
==330 P2==<br />
<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s [[North American Racing Team]] (NART) at [[Daytona]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
==330 P3==<br />
The 1966 330 P3 introduced fuel injection to the Ferrari stable. It used a P3 (Type 593) transmission whose gears were prone to failure.<br />
<br />
There are no longer any Ferrari P3s extant as the original P3 0846 was converted to a P3/P4 and definitively written off and scrapped by Ferrari due to previous accident damage and fire damage it sustained at Le Mans 1967, and P3s 0844 and 0848 were converted to P3/412 Ps by Ferrari. At a later point P3/412P 0844 was converted by Ferrari to a 330 Can-Am and in the 1990s returned to P3/412P configuration in private ownership. <br />
<br />
==330 P4==<br />
<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4, a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==312 P==<br />
<br />
[[File:Amon, Ferrari 312P - 969-06-01.jpg|thumb|right|Ferrari 312 P driven by [[Chris Amon]] at the 1969 1000 km Nurburgring]]<br />
After boycotting sports car racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1968, named the ''312 P''.<br />
<br />
The 3.0 [[Ferrari 312]]P ''Barchetta'' and 3.0 [[Ferrari 312]]P ''Berlinetta'' were hardly more than 3-litre F1 [[Ferrari 312]]s with prototype bodies. At the [[12 Hours of Sebring]] the [[Roadster (automobile)|spyder]] finished second to a JWA Gulf [[Ford GT40]]. At the [[BOAC 500]] at [[Brands Hatch]] the same spyder was fourth behind three [[Porsche 908]]-01s. At [[1000km Monza]], [[Chris Amon]] took the pole with the 312P spyder, ahead of [[Jo Siffert]]'s 908-01, but had to retire. At the [[1000km Spa]], a 312P was second, behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were five and six on the grid, but did not finish. At the end of the season the 312Ps were sold to NART, the American Ferrari importer of Luigi Chinetti.<br />
<br />
Three 312 Ps were built:<br />
<br />
0868 Spyder configuration, dismantled after Monza accident<br />
<br />
0870 Berlinetta configuration in Bardinon Collection<br />
<br />
0872 Berlinetta configuration (and Spyder body available) in Switzerland<br />
<br />
==312 P (1971-1973)==<br />
{{Main|Ferrari 312 PB}}<br />
[[File:Merzario, Arturo , Ferrari 312 PB 1973-05-27.jpg|thumb|right|Ferrari 312 PB]]<br />
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512M in order to focus on a new 3 Litre prototype based on the [[Ferrari 312B|312B]] F1 car. The 312P would prove fast but fragile in its debut at the 1971 Sebring 12 hours. Further development over the 1971 season brought increased reliability.<br />
The press added a "B" to 312P. Ferrari official records: Ferrari 312 P.<br />
<br />
The 312Ps with the flat-12 boxer engine were very successful, winning ten out of eleven races in the [[1972 World Championship for Makes]] and delivering the title to Ferrari. Scuderia Ferrari didn't enter the [[1972 24 Hours of Le Mans]], as Enzo Ferrari thought that the F1-based engine could not last the full 24 hours. He would be proven wrong.<br />
<br />
The team competed in the [[1973 24 Hours of Le Mans]] and finished second behind [[Equipe Matra Sports|Matra]], which would also be the teams' final standing in the [[1973 World Sportscar Championship season|1973 championship]]. At the end of the 1973 season, Ferrari was forced by chief investor FIAT to abandon sports car racing, instead focusing on F1.<br />
{{Clear}}<br />
<br />
==412 P==<br />
<br />
The Ferrari 412P was a "consumer version" of the famous 330 P3/P4 race car, built for independent teams like Scuderia Filippinetti. These cars had [[carburetor]] engines instead of the factory Lucas fuel injection. Surviving 412P cars are worth approximately [[USD|US$]] 6 million nowadays.<br />
<br />
<br />
<br />
[[Category:Ferrari vehicles|P]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_250_LM&diff=75467Ferrari 250 LM2021-04-14T16:41:21Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|400px|1964 Ferrari 250 LM]]<br />
<br />
<br />
Although [[Enzo Ferrari]] resisted the move for road use, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1963]]. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first mid-engined Ferrari road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
==250 P==<br />
<br />
The '''250 P''' racer was almost entirely unrelated to the other [[Ferrari 250|250 cars]]. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine. The car was produced in [[1963]] and won the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship.<br />
<br />
==250 LM==<br />
<br />
At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season.<br />
<br />
32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-liter 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.[3][17][18]<br />
<br />
The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes.[19][17][20] Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari's last overall victory in the endurance classic.[21][22] This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.[23][24]<br />
<br />
The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.<br />
<br />
==330 P==<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
<br />
==330 P2==<br />
<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s [[North American Racing Team]] (NART) at [[Daytona]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
==330 P3==<br />
<br />
The [[1966]] '''330 P3''' introduced [[fuel injection]] to the Ferrari stable. It also used a<br />
an P3 (Type 593) transmission that was prone to failure and was replaced by a [[ZF]] transmission when the P3 were converted to 412P's, another Ferrari first that would only last one season when the ZF's were replaced by 603R P4 transmissions in the 412P's.<br />
<br />
==330 P4==<br />
<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4,<ref>{{cite journal|journal=[[Road & Track]]|issue=May 1967|title=Ferrari 330/P4|pages=114&ndash;116}}</ref> a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==312 P==<br />
<br />
[[File:Amon, Ferrari 312P - 969-06-01.jpg|thumb|right|Ferrari 312 P driven by [[Chris Amon]] at the 1969 1000 km Nurburgring]]<br />
After boycotting sports car racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1968, named the ''312 P''.<br />
<br />
The 3.0 [[Ferrari 312]]P ''Barchetta'' and 3.0 [[Ferrari 312]]P ''Berlinetta'' were hardly more than 3-litre F1 [[Ferrari 312]]s with prototype bodies. At the [[12 Hours of Sebring]] the [[Roadster (automobile)|spyder]] finished second to a JWA Gulf [[Ford GT40]]. At the [[BOAC 500]] at [[Brands Hatch]] the same spyder was fourth behind three [[Porsche 908]]-01s. At [[1000km Monza]], [[Chris Amon]] took the pole with the 312P spyder, ahead of [[Jo Siffert]]'s 908-01, but had to retire. At the [[1000km Spa]], a 312P was second, behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were five and six on the grid, but did not finish. At the end of the season the 312Ps were sold to NART, the American Ferrari importer of Luigi Chinetti.<br />
<br />
Three 312 Ps were built:<br />
<br />
0868 Spyder configuration, dismantled after Monza accident<br />
<br />
0870 Berlinetta configuration in Bardinon Collection<br />
<br />
0872 Berlinetta configuration (and Spyder body available) in Switzerland<br />
<br />
==312 P (1971-1973)==<br />
{{Main|Ferrari 312 PB}}<br />
[[File:Merzario, Arturo , Ferrari 312 PB 1973-05-27.jpg|thumb|right|Ferrari 312 PB]]<br />
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512M in order to focus on a new 3 Litre prototype based on the [[Ferrari 312B|312B]] F1 car. The 312P would prove fast but fragile in its debut at the 1971 Sebring 12 hours. Further development over the 1971 season brought increased reliability.<br />
The press added a "B" to 312P. Ferrari official records: Ferrari 312 P.<br />
<br />
The 312Ps with the flat-12 boxer engine were very successful, winning ten out of eleven races in the [[1972 World Championship for Makes]] and delivering the title to Ferrari. Scuderia Ferrari didn't enter the [[1972 24 Hours of Le Mans]], as Enzo Ferrari thought that the F1-based engine could not last the full 24 hours. He would be proven wrong.<br />
<br />
The team competed in the [[1973 24 Hours of Le Mans]] and finished second behind [[Equipe Matra Sports|Matra]], which would also be the teams' final standing in the [[1973 World Sportscar Championship season|1973 championship]]. At the end of the 1973 season, Ferrari was forced by chief investor FIAT to abandon sports car racing, instead focusing on F1.<br />
{{Clear}}<br />
<br />
==412 P==<br />
<br />
The Ferrari 412P was a "consumer version" of the famous 330 P3/P4 race car, built for independent teams like Scuderia Filippinetti. These cars had [[carburetor]] engines instead of the factory Lucas fuel injection. Surviving 412P cars are worth approximately [[USD|US$]] 6 million nowadays.<br />
<br />
<br />
<br />
[[Category:Ferrari vehicles|P]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_250_LM&diff=75466Ferrari 250 LM2021-04-14T16:38:45Z<p>WikiSysop: /* 330 P4 */</p>
<hr />
<div>{{X}}<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|400px|1964 Ferrari 250 LM]]<br />
<br />
<br />
Although [[Enzo Ferrari]] resisted the move for road use, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1963]]. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first mid-engined Ferrari road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
==250 P==<br />
<br />
The '''250 P''' racer was almost entirely unrelated to the other [[Ferrari 250|250 cars]]. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine. The car was produced in [[1963]] and won the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship.<br />
<br />
==250 LM==<br />
<br />
At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season.<br />
<br />
32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-liter 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.[3][17][18]<br />
<br />
The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes.[19][17][20] Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari's last overall victory in the endurance classic.[21][22] This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.[23][24]<br />
<br />
The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.<br />
<br />
==330 P==<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
<br />
==330 P2==<br />
<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s [[North American Racing Team]] (NART) at [[Daytona]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
==330 P3==<br />
<br />
The [[1966]] '''330 P3''' introduced [[fuel injection]] to the Ferrari stable. It also used a<br />
an P3 (Type 593) transmission that was prone to failure and was replaced by a [[ZF]] transmission when the P3 were converted to 412P's, another Ferrari first that would only last one season when the ZF's were replaced by 603R P4 transmissions in the 412P's.<br />
<br />
==330 P4==<br />
<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4,<ref>{{cite journal|journal=[[Road & Track]]|issue=May 1967|title=Ferrari 330/P4|pages=114&ndash;116}}</ref> a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==412 P==<br />
<br />
The Ferrari 412P was a "consumer version" of the famous 330 P3/P4 race car, built for independent teams like Scuderia Filippinetti. These cars had [[carburetor]] engines instead of the factory Lucas fuel injection. Surviving 412P cars are worth approximately [[USD|US$]] 6 million nowadays.<br />
<br />
<br />
<br />
[[Category:Ferrari vehicles|P]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_250_LM&diff=75465Ferrari 250 LM2021-04-14T16:36:59Z<p>WikiSysop: /* 250 LM */</p>
<hr />
<div>{{X}}<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|400px|1964 Ferrari 250 LM]]<br />
<br />
<br />
Although [[Enzo Ferrari]] resisted the move for road use, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1963]]. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first mid-engined Ferrari road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
==250 P==<br />
<br />
The '''250 P''' racer was almost entirely unrelated to the other [[Ferrari 250|250 cars]]. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine. The car was produced in [[1963]] and won the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship.<br />
<br />
==250 LM==<br />
<br />
At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari's premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season.<br />
<br />
32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-liter 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.[3][17][18]<br />
<br />
The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes.[19][17][20] Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari's last overall victory in the endurance classic.[21][22] This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.[23][24]<br />
<br />
The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.<br />
<br />
==330 P==<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
<br />
==330 P2==<br />
<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s [[North American Racing Team]] (NART) at [[Daytona]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
==330 P3==<br />
<br />
The [[1966]] '''330 P3''' introduced [[fuel injection]] to the Ferrari stable. It also used a<br />
an P3 (Type 593) transmission that was prone to failure and was replaced by a [[ZF]] transmission when the P3 were converted to 412P's, another Ferrari first that would only last one season when the ZF's were replaced by 603R P4 transmissions in the 412P's.<br />
<br />
==330 P4==<br />
<br />
1967 saw the ultimate mid-engined 330 P, the 330 P4. With a 3-valve cylinder head added to the P3's fuel injection system, output was up to 450 hp (335 kW). Only four were ever made. Due to its great fame, more than a hundred P4 replicas of various design have been built.<br />
<br />
The 330 P4 electrified the racing world when three of the four crossed the finish line together (in first, second, and third place) in the 1967 24 Hours of Daytona and became a symbol of victory over arch-enemy Ford. Surprisingly the 330 P4 had poor aerodynamics even in comparison with its rivals, but its sexy looks continue to grab attention.<br />
<br />
One of the original cars 0846 which was built as a P3 by Ferrari in 1966 and modified by Ferrari in December 1966 to accept a P4 engine while retaining it's P3 chassis and nose was said to be totaled in a racing accident and discarded afterwards, another is in a French automobile museum, another is held by a Canadian collector, and the fourth (owned by American Walter Medlin) was set to be auctioned off in March 2005 to pay for back taxes before the owner came up with US$3 million to protect it.<br />
<br />
The "destroyed" P4 car, chassis no. 0846, allegedly resurfaced in the possession of exotic car collector and enthusiast Jim Glickenhaus, the former movie director and stock exchange magnate. He bought it as a replica only to discover during restoration that:<br />
<br />
"After Le Mans 1967, Ferrari 330 P 3/4 0846 was returned to the Ferrari factory where it was deconstructed, investigated and scrapped. Years later, James Glickenhaus acquired remains of 0846, including remains of the original chassis, and with help from Ferrari S.p.A. who recast suspension uprights, commissioned Sal Barone, Alberto Pedretti, Bob Wallace and John Hadduk Jr. to restore 0846 to original specifications."<br />
<br />
In an email dated 6/10/2005 Joanne Marshall of Ferrari S.p.A. wrote: "We confirm that, as far as our factory records are concerned, the chassis in question (0846) was totally written off in 1967 after the Le Mans incident."<br />
<br />
Glickenhaus has never disputed this but believes that the remains of 0846, including 80+% of it's original chassis survived and that those and other remains of 0846 are currently in the car that he owns.<br />
<br />
Very strangely the following letter which I first saw posted on wikipedia, which I've never received and is dated before an October 5, 2004 letter I did receive from Ferrari which simply thanked me for my "extensive documentation" and said Ferrari would look into the matter, if it is genuine, and an "impeccable source" claims it is, would make me very happy:<br />
<br />
<br />
'''"A letter from Ferrari S.p.A. - dated September 29th, 2004:'''<br />
<br />
<blockquote>Subject: P3/4 Chassis no. 0846<br />
<br />
Dear Mr. Glickenhaus,<br />
<br />
We wish to thank you for the extensive dossier you have sent regarding the above mentioned vehicle that as confirmed on our letter dated October 5th, we have examined in detail.<br />
<br />
The car was built on February 1966 as a P3 version and during its racing period, officially managed by the Factory, it went though several modifications in order to race the 24 hours of Daytona in 1967 as a P3/4.<br />
<br />
We also confirm that, as reported in your dossier, the car caught fire during the 24 hours of Le Mans. It was then totally dismantled and because of the extended damages detected, the factory decided not to perform any repair and to write off the chassis no. 0846.<br />
<br />
If some of the remaining components such as engine and gearbox were considered as possible spare parts, the chassis, because of its racing history and the fire damages suffered, was definitively scrapped.<br />
<br />
Therefore eventual pieces retrieved from the trash container should not have been used to rebuild or to revival a car which was written off, if this is the case.<br />
<br />
We all would like to see forever these glorious pieces but unfortunately the chassis no. 0846 had a sad conclusion.<br />
<br />
Yours faithfully Ferrari Classiche<br />
<br />
Umberto Masoni"</blockquote><br />
<br />
<br />
This letter confirms that 0846's chassis was written off and scrapped, not melted into oblivion. For many years this is ALL and EXACTLY what I've posited happened:That my car contains 80+% of the chassis remains of P 3/4 0846 among other original parts. I've never disputed that as far a Ferrari is concerned 0846 was written off/scrapped thus under Ferrari's authentication definitions my car could not be authenticated by them.<br />
<br />
As an aside I am not the one who retrieved the chassis remains of 0846 "from the trash container" and used them to "to rebuild or to revival a car which was written off, if this is the case." I do believe that I am the one who discovered exactly where the chassis remains of 0846 wound up and to insure that Umberto's wish: "We all would like to see forever these glorious pieces..." remains possible.<br />
<br />
Ferrari has recently expressed an interest in meeting with me re: 0846 and I'm hopeful that meeting will occur and that this discussion will continue.<br />
<br />
<br />
The original P4 cars are estimated to be worth about [[USD|US$]]10 million each. A high-quality P4 replica built with genuine Ferrari engine (e.g. a [[Ferrari 400|400i]] V12) may command as much as $200,000, but simpler ones (often with [[Rover (car)|Rover]] engines and [[Renault]] drive-trains) may be built for $50,000.<br />
<br />
<br />
==412 P==<br />
<br />
The Ferrari 412P was a "consumer version" of the famous 330 P3/P4 race car, built for independent teams like Scuderia Filippinetti. These cars had [[carburetor]] engines instead of the factory Lucas fuel injection. Surviving 412P cars are worth approximately [[USD|US$]] 6 million nowadays.<br />
<br />
<br />
<br />
[[Category:Ferrari vehicles|P]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_250_LM&diff=75464Ferrari 250 LM2021-04-14T16:36:30Z<p>WikiSysop: /* 250 LM */</p>
<hr />
<div>{{X}}<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|400px|1964 Ferrari 250 LM]]<br />
<br />
<br />
Although [[Enzo Ferrari]] resisted the move for road use, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1963]]. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first mid-engined Ferrari road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
==250 P==<br />
<br />
The '''250 P''' racer was almost entirely unrelated to the other [[Ferrari 250|250 cars]]. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine. The car was produced in [[1963]] and won the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship.<br />
<br />
==250 LM==<br />
<br />
The 250 P evolved into a salable mid-engined racer for the public, the '''250 LM'''. Introduced at Paris in November, [[1963]], the LM was successful for privately-entered racers around the world. About 32 models were built in [[1964]] and [[1965]], with all but the first few powered by 3.3&nbsp;L 320&nbsp;hp (238&nbsp;kW) engines, though the name did not change with the increase in displacement. A fully-independent double wishbone suspension was specified with [[rack and pinion]] steering and four wheel disc brakes.<br />
<br />
32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-liter 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.[3][17][18]<br />
<br />
The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes.[19][17][20] Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari's last overall victory in the endurance classic.[21][22] This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d'Elegance and the 2013 Amelia Island Concours d'Elegance.[23][24]<br />
<br />
The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.<br />
<br />
==330 P==<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
<br />
==330 P2==<br />
<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s [[North American Racing Team]] (NART) at [[Daytona]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
==330 P3==<br />
<br />
The [[1966]] '''330 P3''' introduced [[fuel injection]] to the Ferrari stable. It also used a<br />
an P3 (Type 593) transmission that was prone to failure and was replaced by a [[ZF]] transmission when the P3 were converted to 412P's, another Ferrari first that would only last one season when the ZF's were replaced by 603R P4 transmissions in the 412P's.<br />
<br />
==330 P4==<br />
<br />
1967 saw the ultimate mid-engined 330 P, the 330 P4. With a 3-valve cylinder head added to the P3's fuel injection system, output was up to 450 hp (335 kW). Only four were ever made. Due to its great fame, more than a hundred P4 replicas of various design have been built.<br />
<br />
The 330 P4 electrified the racing world when three of the four crossed the finish line together (in first, second, and third place) in the 1967 24 Hours of Daytona and became a symbol of victory over arch-enemy Ford. Surprisingly the 330 P4 had poor aerodynamics even in comparison with its rivals, but its sexy looks continue to grab attention.<br />
<br />
One of the original cars 0846 which was built as a P3 by Ferrari in 1966 and modified by Ferrari in December 1966 to accept a P4 engine while retaining it's P3 chassis and nose was said to be totaled in a racing accident and discarded afterwards, another is in a French automobile museum, another is held by a Canadian collector, and the fourth (owned by American Walter Medlin) was set to be auctioned off in March 2005 to pay for back taxes before the owner came up with US$3 million to protect it.<br />
<br />
The "destroyed" P4 car, chassis no. 0846, allegedly resurfaced in the possession of exotic car collector and enthusiast Jim Glickenhaus, the former movie director and stock exchange magnate. He bought it as a replica only to discover during restoration that:<br />
<br />
"After Le Mans 1967, Ferrari 330 P 3/4 0846 was returned to the Ferrari factory where it was deconstructed, investigated and scrapped. Years later, James Glickenhaus acquired remains of 0846, including remains of the original chassis, and with help from Ferrari S.p.A. who recast suspension uprights, commissioned Sal Barone, Alberto Pedretti, Bob Wallace and John Hadduk Jr. to restore 0846 to original specifications."<br />
<br />
In an email dated 6/10/2005 Joanne Marshall of Ferrari S.p.A. wrote: "We confirm that, as far as our factory records are concerned, the chassis in question (0846) was totally written off in 1967 after the Le Mans incident."<br />
<br />
Glickenhaus has never disputed this but believes that the remains of 0846, including 80+% of it's original chassis survived and that those and other remains of 0846 are currently in the car that he owns.<br />
<br />
Very strangely the following letter which I first saw posted on wikipedia, which I've never received and is dated before an October 5, 2004 letter I did receive from Ferrari which simply thanked me for my "extensive documentation" and said Ferrari would look into the matter, if it is genuine, and an "impeccable source" claims it is, would make me very happy:<br />
<br />
<br />
'''"A letter from Ferrari S.p.A. - dated September 29th, 2004:'''<br />
<br />
<blockquote>Subject: P3/4 Chassis no. 0846<br />
<br />
Dear Mr. Glickenhaus,<br />
<br />
We wish to thank you for the extensive dossier you have sent regarding the above mentioned vehicle that as confirmed on our letter dated October 5th, we have examined in detail.<br />
<br />
The car was built on February 1966 as a P3 version and during its racing period, officially managed by the Factory, it went though several modifications in order to race the 24 hours of Daytona in 1967 as a P3/4.<br />
<br />
We also confirm that, as reported in your dossier, the car caught fire during the 24 hours of Le Mans. It was then totally dismantled and because of the extended damages detected, the factory decided not to perform any repair and to write off the chassis no. 0846.<br />
<br />
If some of the remaining components such as engine and gearbox were considered as possible spare parts, the chassis, because of its racing history and the fire damages suffered, was definitively scrapped.<br />
<br />
Therefore eventual pieces retrieved from the trash container should not have been used to rebuild or to revival a car which was written off, if this is the case.<br />
<br />
We all would like to see forever these glorious pieces but unfortunately the chassis no. 0846 had a sad conclusion.<br />
<br />
Yours faithfully Ferrari Classiche<br />
<br />
Umberto Masoni"</blockquote><br />
<br />
<br />
This letter confirms that 0846's chassis was written off and scrapped, not melted into oblivion. For many years this is ALL and EXACTLY what I've posited happened:That my car contains 80+% of the chassis remains of P 3/4 0846 among other original parts. I've never disputed that as far a Ferrari is concerned 0846 was written off/scrapped thus under Ferrari's authentication definitions my car could not be authenticated by them.<br />
<br />
As an aside I am not the one who retrieved the chassis remains of 0846 "from the trash container" and used them to "to rebuild or to revival a car which was written off, if this is the case." I do believe that I am the one who discovered exactly where the chassis remains of 0846 wound up and to insure that Umberto's wish: "We all would like to see forever these glorious pieces..." remains possible.<br />
<br />
Ferrari has recently expressed an interest in meeting with me re: 0846 and I'm hopeful that meeting will occur and that this discussion will continue.<br />
<br />
<br />
The original P4 cars are estimated to be worth about [[USD|US$]]10 million each. A high-quality P4 replica built with genuine Ferrari engine (e.g. a [[Ferrari 400|400i]] V12) may command as much as $200,000, but simpler ones (often with [[Rover (car)|Rover]] engines and [[Renault]] drive-trains) may be built for $50,000.<br />
<br />
<br />
==412 P==<br />
<br />
The Ferrari 412P was a "consumer version" of the famous 330 P3/P4 race car, built for independent teams like Scuderia Filippinetti. These cars had [[carburetor]] engines instead of the factory Lucas fuel injection. Surviving 412P cars are worth approximately [[USD|US$]] 6 million nowadays.<br />
<br />
<br />
<br />
[[Category:Ferrari vehicles|P]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_P&diff=75463Ferrari P2021-04-14T14:20:59Z<p>WikiSysop: /* 330 P */</p>
<hr />
<div>{{X}}<br />
<br />
The '''Ferrari P''' series were prototype sports cars in the 1960s and early 1970s.<br />
<br />
Although [[Enzo Ferrari]] resisted the move even with [[Cooper Car Company|Cooper]] dominating F1, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1960]] with the [[Ferrari Dino]]-V6-engine [[Formula 2]] 156, which would be turned into the [[Formula 1]]-winner of 1961.<br />
<br />
Sports car racers followed in 1963. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first Ferrari mid-engine in a road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|350px|'''1964 Ferrari 250 LM''']]<br />
<br />
<br />
==250 P==<br />
[[Image:P1010887b.jpg|thumb|left|250px|'''1963 Ferrari 250P''']]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>ewQaikxTUJs|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''1963 Ferrari 250P'''<br />
|}<br />
<br />
The '''250 P''' was a ''Prototype'' racer produced in [[1963]], winning the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine and almost entirely unrelated to the other [[Ferrari 250|250 cars]].<br />
{{-}}<br />
<br />
==250 LM==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>RpOi-jD9j9w|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 250 LM'''<br />
|}<br />
<br />
The 250 P evolved into a saleable mid-engined racer for the public, the '''250 Le Mans'''. Introduced at Paris in November, 1963, the LM was successful for privately-entered racers around the world. Notably, a 250 LM entered by the [[North American Racing Team]] won the [[1965 24 Hours of Le Mans]] driven by [[Jochen Rindt]] and [[Masten Gregory]], which remains as Ferrari's last overall victory in the endurance classic. About 32 models were built in 1964 and 1965, with all but the first few powered by 3.3&nbsp;L 320&nbsp;hp (238&nbsp;kW) engines, though the name did not change with the increase in displacement. A fully-independent double wishbone [[Suspension (vehicle)|suspension]] was specified with [[rack and pinion]] steering and four wheel disc [[brakes]]. [[Ferrari]] had intended that the 250 LM be homological for racing as a [[Grand tourer|Group 3 Grand Touring Car]], however in April 1964 the [[FIA]] refused to do so as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run as a Prototype until it was homological as a [[Group 4 (racing)|Group 4 Sports Car]] for the 1966 season.<br />
<br />
<br />
<gallery><br />
File:1964 Ferrari 250 LM 1.jpg|'''1964 Ferrari 250 LM'''<br />
File:1964 Ferrari 250 LM 2.jpg<br />
File:1964 Ferrari 250 LM 3.jpg<br />
</gallery><br />
{{-}}<br />
<br />
==330 P==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>awArTC8iQ3Q|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 330 P'''<br />
|}<br />
<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
{{-}}<br />
<br />
==330 P2==<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s ''North American Racing Team'' ([[NART]]) in the [[24 Hours of Daytona|Daytona race]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
<br />
==330 P3==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>-9wl_YWhLUU|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 330 P3/P4'''<br />
|}<br />
<br />
The [[1966]] '''330 P3''' introduced [[fuel injection]] to the Ferrari stable. It also used a P3 (Type 593) transmission that was prone to failure and was replaced by a [[ZF Friedrichshafen AG]] transmission when the P3 were converted to 412P's, another Ferrari first that would only last one season when the ZF's were replaced by 603R P4 transmissions in the 412P's.<br />
{{-}}<br />
<br />
==330 P4==<br />
[[File:Ferrari 330 P4 1967.jpg|thumb|Ferrari 330 P4]]<br />
[[File:Ferrari 1967 330 P4.jpg|alt=|thumb|Chassis 0856 is the only original 330 P4 remaining]]<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4,<ref>{{cite journal|journal=[[Road & Track]]|issue=May 1967|title=Ferrari 330/P4|pages=114&ndash;116}}</ref> a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==412 P==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
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|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 412 P'''<br />
|}<br />
<br />
The Ferrari 412P was a "consumer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412P cars are worth approximately 6 million nowadays.<br />
<br />
There are only 2 cars that were originally built as 412P's: 0850 and 0854. P3 chassis. P3 Typo Motors except for Carburetors in place of FI. P4 Suspension but P3 wheelbase 2412mm vs. 2400mm (P4 and P 3/4 0846) 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P 3/4 0846 (See Above), P4 0856, P4 0858, and P4 0860.<br />
<br />
The P3's and 412P had the same 4 liter block which is different from the P4 4 liter block and all had P3 not P4 chassis. P 3/4 0846 is unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine. <br />
<br />
The 412Ps, the 330 P 3/4, and the 330 P4's, all had 4 liter engines that weren't eligible for the biggest races (such as Le Mans) after 1967; not enough 412P's, 330 P 3/4, or P4's were built to be allowed under 5000cc sport cars class (which required 25 identical cars to have been built). The smaller number of 412Ps, 330 P 3/4, and P4's meant that they were still classed as "Prototypes". Engine size in that class was limited to 3 liters after 1967, the fastest Ferraris were no longer eligible and Enzo left sports car racing for a while in protest.<br />
<br />
Four 412 Ps were built:<br />
* 0844 was a converted P3 and is currently in the UK<br />
* 0848 was a converted P3 and is currently in Switzerland<br />
* 0850 is currently owned by an American<br />
* 0854 is currently owned by James Glickenhaus, who also commissioned and owns the [[Ferrari P4/5]]<br />
<br />
[[Image:Ferrari-330p3-1.jpg|thumb|left|250px| 412P 0844 at the 2007 [[Goodwood Festival of Speed]].]]<br />
[[Image:Ferrari-330p3-2.jpg|thumb|none|250px| 412P 0844 at the 2007 [[Goodwood Festival of Speed]].]]<br />
{{-}}<br />
<br />
<br />
==330 P 3/4 and P4==<br />
1967 saw the ultimate mid-engined 330 P, the 330 P4. With a 3-valve cylinder head (taken from the Italian Grand Prix-winning Formula 1 cars) added to the P3's fuel injection system, output was up to 450 hp (335 kW). Only one P 3/4 and three 330 P4's were ever made.<br />
<br />
The 330 P4 electrified the racing world when one P 3/4, one P4 and one 412P crossed the finish line together (in first, second, and third place) in the 1967 [[24 Hours of Daytona]] and became a symbol of victory over arch-enemy [[Ford GT40]]. Surprisingly the 330 P4 had poor aerodynamics even in comparison with its rivals, but its sexy looks continue to grab attention.<br />
<br />
The original P4 cars are estimated to be worth about US$10 million each.<br />
<br />
All of the P4's built are accounted for and P 3/4 0846 is surrounded in controversy. 0856 remains in its original state and is owned by a Canadian collector, 0858 was converted into a 350 Can Am and is owned by American Walter Medlin, and 0860 was also converted to a 350 Can Am<br />
but is presently wearing a P4 Spyder body and is in a French automobile museum. The fourth of the original cars, chassis number 0846, was originally built as a P3 by Ferrari but was modified in December 1966 to accept a P4 engine while retaining its P3 chassis and nose. This '''P3/4''' was subsequently badly damaged in an accident at [[24 Hours of Le Mans|Le Mans]] and was discarded by Ferrari.<br />
<br />
Recently, many components of P3/4 0846 appear to have resurfaced in the possession of exotic car collector and enthusiast [[James Glickenhaus]], a former movie director and stock exchange magnate. Although both he and [[David Piper]] (from whom he acquired the car) thought it was one of four replica chassis constructed with the blessing of Enzo Ferrari in the late 1960s, it appears that nearly all of the tube frame chassis and some other components from the wrecked P3/4 were used in this car. This seeming discovery has stirred much controversy among Ferrari enthusiasts, and the Ferrari company is unable or unwilling to officially identify the car except to note that their records hold that it was "scrapped" "written off". This tube frame appears to be a P3 modified to hold a P4 engine, as was the case with 0846 exclusively, and the damage from two contemporary racing accidents appears in the frame as well. The car's transmission, engine heads, and steering rack also include the correct Le Mans scrutineering marks, linking them to P3 0846 and P 3/4 0846 of 1966 and 1967.<br />
<br />
[[Image:Ferrari_P.jpg|thumb|right|250px| A Ferrari P bearing [[David Piper]]'s signature at a historic race meeting in [[Pretoria]], [[South Africa]].]]<br />
<br />
[http://www.youtube.com/watch?v=HydIDHrsMbk&eurl=http%3A%2F%2Fblogs.wsj.com%2Fwealth%2F2007%2F06%2F21%2Fpimp-my-ferrari%2F&feature=player_embedded link title]0846 and P 4/5 Video]<br />
<br />
One original 330 P 3/4 and three original 330 P4s were built in total:<br />
* 0846 was a converted P3 (see above)<br />
* 0856 remains in its original state and is owned by a Canadian collector<br />
* 0858 was converted into a 350 Can Am and is owned by American Walter Medlin<br />
* 0860 was also converted to a 350 Can am and is in a French automobile museum<br />
<br />
* 0900 was a continuation commissioned and currently owned by [[David Piper]] and authorized by Enzo Ferrari<br />
* 0900a is another currently unfinished continuation by Piper<br />
* "0003" is claimed to be a third continuation by Piper but has been determined by owner [[James Glickenhaus]] to be 0846<br />
* 0900b is a fourth continuation still under construction the frame of which was made in the 2000s by Piper for an American customer.<br />
<br />
Due to its great fame and good looks, more than a hundred P4 replicas of various design have been built. A high-quality P4 replica built with genuine Ferrari engine (e.g. a 400i V12) may command as much as $200,000, but simpler ones (often with Rover engines and Renault drive-trains) may be sold for $50,000.<br />
<br />
<br />
== 312 P ==<br />
''Main article:'' [[Ferrari 312P]]<br />
<br />
After boycotting sports cars racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1969, named the ''312 P''.<br />
<br />
The 3.0 [[Ferrari 312]]P ''Barchetta'' and 3.0 [[Ferrari 312]]P ''Berlinetta'' were hardly more than a 3-litre F1 [[Ferrari 312]] with a prototype body. At the [[12 Hours of Sebring]] the [[spyder]] finished 2nd to a JWA Gulf [[Ford GT40]]. At the BOAC 500 in [[Brands Hatch]] the same spyder was 4th behind three [[Porsche 908]]-01. At [[1000km Monza]], [[Chris Amon]] took the pole with the 312P spyder, ahead of [[Jo Siffert]]'s 908-01, but had to retire. At the [[1000km Spa]], a 312P was second behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were 5 and 6 on the grid, but didn't finish. At the end of the season the 312Ps were sold to N.A.R.T., the American Ferrari importer of Luigi Chinetti.<br />
<br />
<br />
==512 S and 512 M==<br />
''Main article:'' [[Ferrari 512]]<br />
<br />
These were not designated with ''P'' as they were not built for the 3000cc Prototype category, but with ''S '' as 5000cc Sports cars, of which at least 25 had to be built. Porsche had made that investment in early 1969 with the new [[Porsche 917]]. Ferrari answered with the [[Ferrari 512]] which was introduced for 1970, and later modified as ''512 M''.<br />
<br />
<br />
== 312 PB ==<br />
''Main article:'' [[Ferrari 312PB]]<br />
<br />
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512 in order to focus on a new 3L prototype based on the F1 car. <br />
<br />
In 1972, this [[Ferrari 312PB]] with the flat ''boxer'' engine was very successful and won all races of the [[World Sportscar Championship]] in which it raced. Ferrari didn't enter the [[24 Hours of Le Mans]] in 1972 though as the F1-based engine would not last for sure. <br />
<br />
They had to enter in 1973, though, and finished second behind [[Matra]], same as in the championship. At the end of the 1973 season, Ferrari abandoned sports car racing to focus on F1.<br />
<br />
<small>External Video Links</small><br />
*[http://www.youtube.com/watch?v=FHJzHGtzIvU&feature=related 312 PB Ferrari in paddock 312PB]<br />
*[http://www.youtube.com/watch?v=5a1__niLIAQ&feature=related Miniature 312 PB running model]<br />
<br />
<br />
== 333 SP ==<br />
''Main article:'' [[Ferrari 333 SP]]<br />
<br />
In the 1990s, the [[Ferrari 333 SP]] was built, but not raced by the factory itself.<br />
<br />
<br />
== P4/5 ==<br />
[[Image:Ferrari P4-5.jpg|thumb|350px|right|The Ferrari P4/5]]<br />
''Main article:'' [[Ferrari P4/5]]<br />
<br />
In 2005, [[James Glickenhaus]] commissioned [[Pininfarina]] to rebody an [[Ferrari Enzo Ferrari|Enzo]] as a special one-off custom car. It is inspired by the early P racers, and especially Glickenhaus' own reconstructed P3/4.<br />
[http://www.youtube.com/watch?v=wwNSLL_1BwI P4/5 Video]<br />
<br />
{{Ferrari vehicles}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_P&diff=75462Ferrari P2021-04-14T14:19:43Z<p>WikiSysop: /* 250 P */</p>
<hr />
<div>{{X}}<br />
<br />
The '''Ferrari P''' series were prototype sports cars in the 1960s and early 1970s.<br />
<br />
Although [[Enzo Ferrari]] resisted the move even with [[Cooper Car Company|Cooper]] dominating F1, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1960]] with the [[Ferrari Dino]]-V6-engine [[Formula 2]] 156, which would be turned into the [[Formula 1]]-winner of 1961.<br />
<br />
Sports car racers followed in 1963. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first Ferrari mid-engine in a road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|350px|'''1964 Ferrari 250 LM''']]<br />
<br />
<br />
==250 P==<br />
[[Image:P1010887b.jpg|thumb|left|250px|'''1963 Ferrari 250P''']]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
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|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''1963 Ferrari 250P'''<br />
|}<br />
<br />
The '''250 P''' was a ''Prototype'' racer produced in [[1963]], winning the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine and almost entirely unrelated to the other [[Ferrari 250|250 cars]].<br />
{{-}}<br />
<br />
==250 LM==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
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|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 250 LM'''<br />
|}<br />
<br />
The 250 P evolved into a saleable mid-engined racer for the public, the '''250 Le Mans'''. Introduced at Paris in November, 1963, the LM was successful for privately-entered racers around the world. Notably, a 250 LM entered by the [[North American Racing Team]] won the [[1965 24 Hours of Le Mans]] driven by [[Jochen Rindt]] and [[Masten Gregory]], which remains as Ferrari's last overall victory in the endurance classic. About 32 models were built in 1964 and 1965, with all but the first few powered by 3.3&nbsp;L 320&nbsp;hp (238&nbsp;kW) engines, though the name did not change with the increase in displacement. A fully-independent double wishbone [[Suspension (vehicle)|suspension]] was specified with [[rack and pinion]] steering and four wheel disc [[brakes]]. [[Ferrari]] had intended that the 250 LM be homological for racing as a [[Grand tourer|Group 3 Grand Touring Car]], however in April 1964 the [[FIA]] refused to do so as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run as a Prototype until it was homological as a [[Group 4 (racing)|Group 4 Sports Car]] for the 1966 season.<br />
<br />
<br />
<gallery><br />
File:1964 Ferrari 250 LM 1.jpg|'''1964 Ferrari 250 LM'''<br />
File:1964 Ferrari 250 LM 2.jpg<br />
File:1964 Ferrari 250 LM 3.jpg<br />
</gallery><br />
{{-}}<br />
<br />
==330 P==<br />
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|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 330 P'''<br />
|}<br />
<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
{{-}}<br />
<br />
==330 P2==<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s ''North American Racing Team'' ([[NART]]) in the [[24 Hours of Daytona|Daytona race]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
<br />
==330 P3==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>-9wl_YWhLUU|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 330 P3/P4'''<br />
|}<br />
<br />
The [[1966]] '''330 P3''' introduced [[fuel injection]] to the Ferrari stable. It also used a P3 (Type 593) transmission that was prone to failure and was replaced by a [[ZF Friedrichshafen AG]] transmission when the P3 were converted to 412P's, another Ferrari first that would only last one season when the ZF's were replaced by 603R P4 transmissions in the 412P's.<br />
{{-}}<br />
<br />
==330 P4==<br />
[[File:Ferrari 330 P4 1967.jpg|thumb|Ferrari 330 P4]]<br />
[[File:Ferrari 1967 330 P4.jpg|alt=|thumb|Chassis 0856 is the only original 330 P4 remaining]]<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4,<ref>{{cite journal|journal=[[Road & Track]]|issue=May 1967|title=Ferrari 330/P4|pages=114&ndash;116}}</ref> a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==412 P==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
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|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 412 P'''<br />
|}<br />
<br />
The Ferrari 412P was a "consumer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412P cars are worth approximately 6 million nowadays.<br />
<br />
There are only 2 cars that were originally built as 412P's: 0850 and 0854. P3 chassis. P3 Typo Motors except for Carburetors in place of FI. P4 Suspension but P3 wheelbase 2412mm vs. 2400mm (P4 and P 3/4 0846) 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P 3/4 0846 (See Above), P4 0856, P4 0858, and P4 0860.<br />
<br />
The P3's and 412P had the same 4 liter block which is different from the P4 4 liter block and all had P3 not P4 chassis. P 3/4 0846 is unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine. <br />
<br />
The 412Ps, the 330 P 3/4, and the 330 P4's, all had 4 liter engines that weren't eligible for the biggest races (such as Le Mans) after 1967; not enough 412P's, 330 P 3/4, or P4's were built to be allowed under 5000cc sport cars class (which required 25 identical cars to have been built). The smaller number of 412Ps, 330 P 3/4, and P4's meant that they were still classed as "Prototypes". Engine size in that class was limited to 3 liters after 1967, the fastest Ferraris were no longer eligible and Enzo left sports car racing for a while in protest.<br />
<br />
Four 412 Ps were built:<br />
* 0844 was a converted P3 and is currently in the UK<br />
* 0848 was a converted P3 and is currently in Switzerland<br />
* 0850 is currently owned by an American<br />
* 0854 is currently owned by James Glickenhaus, who also commissioned and owns the [[Ferrari P4/5]]<br />
<br />
[[Image:Ferrari-330p3-1.jpg|thumb|left|250px| 412P 0844 at the 2007 [[Goodwood Festival of Speed]].]]<br />
[[Image:Ferrari-330p3-2.jpg|thumb|none|250px| 412P 0844 at the 2007 [[Goodwood Festival of Speed]].]]<br />
{{-}}<br />
<br />
<br />
==330 P 3/4 and P4==<br />
1967 saw the ultimate mid-engined 330 P, the 330 P4. With a 3-valve cylinder head (taken from the Italian Grand Prix-winning Formula 1 cars) added to the P3's fuel injection system, output was up to 450 hp (335 kW). Only one P 3/4 and three 330 P4's were ever made.<br />
<br />
The 330 P4 electrified the racing world when one P 3/4, one P4 and one 412P crossed the finish line together (in first, second, and third place) in the 1967 [[24 Hours of Daytona]] and became a symbol of victory over arch-enemy [[Ford GT40]]. Surprisingly the 330 P4 had poor aerodynamics even in comparison with its rivals, but its sexy looks continue to grab attention.<br />
<br />
The original P4 cars are estimated to be worth about US$10 million each.<br />
<br />
All of the P4's built are accounted for and P 3/4 0846 is surrounded in controversy. 0856 remains in its original state and is owned by a Canadian collector, 0858 was converted into a 350 Can Am and is owned by American Walter Medlin, and 0860 was also converted to a 350 Can Am<br />
but is presently wearing a P4 Spyder body and is in a French automobile museum. The fourth of the original cars, chassis number 0846, was originally built as a P3 by Ferrari but was modified in December 1966 to accept a P4 engine while retaining its P3 chassis and nose. This '''P3/4''' was subsequently badly damaged in an accident at [[24 Hours of Le Mans|Le Mans]] and was discarded by Ferrari.<br />
<br />
Recently, many components of P3/4 0846 appear to have resurfaced in the possession of exotic car collector and enthusiast [[James Glickenhaus]], a former movie director and stock exchange magnate. Although both he and [[David Piper]] (from whom he acquired the car) thought it was one of four replica chassis constructed with the blessing of Enzo Ferrari in the late 1960s, it appears that nearly all of the tube frame chassis and some other components from the wrecked P3/4 were used in this car. This seeming discovery has stirred much controversy among Ferrari enthusiasts, and the Ferrari company is unable or unwilling to officially identify the car except to note that their records hold that it was "scrapped" "written off". This tube frame appears to be a P3 modified to hold a P4 engine, as was the case with 0846 exclusively, and the damage from two contemporary racing accidents appears in the frame as well. The car's transmission, engine heads, and steering rack also include the correct Le Mans scrutineering marks, linking them to P3 0846 and P 3/4 0846 of 1966 and 1967.<br />
<br />
[[Image:Ferrari_P.jpg|thumb|right|250px| A Ferrari P bearing [[David Piper]]'s signature at a historic race meeting in [[Pretoria]], [[South Africa]].]]<br />
<br />
[http://www.youtube.com/watch?v=HydIDHrsMbk&eurl=http%3A%2F%2Fblogs.wsj.com%2Fwealth%2F2007%2F06%2F21%2Fpimp-my-ferrari%2F&feature=player_embedded link title]0846 and P 4/5 Video]<br />
<br />
One original 330 P 3/4 and three original 330 P4s were built in total:<br />
* 0846 was a converted P3 (see above)<br />
* 0856 remains in its original state and is owned by a Canadian collector<br />
* 0858 was converted into a 350 Can Am and is owned by American Walter Medlin<br />
* 0860 was also converted to a 350 Can am and is in a French automobile museum<br />
<br />
* 0900 was a continuation commissioned and currently owned by [[David Piper]] and authorized by Enzo Ferrari<br />
* 0900a is another currently unfinished continuation by Piper<br />
* "0003" is claimed to be a third continuation by Piper but has been determined by owner [[James Glickenhaus]] to be 0846<br />
* 0900b is a fourth continuation still under construction the frame of which was made in the 2000s by Piper for an American customer.<br />
<br />
Due to its great fame and good looks, more than a hundred P4 replicas of various design have been built. A high-quality P4 replica built with genuine Ferrari engine (e.g. a 400i V12) may command as much as $200,000, but simpler ones (often with Rover engines and Renault drive-trains) may be sold for $50,000.<br />
<br />
<br />
== 312 P ==<br />
''Main article:'' [[Ferrari 312P]]<br />
<br />
After boycotting sports cars racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1969, named the ''312 P''.<br />
<br />
The 3.0 [[Ferrari 312]]P ''Barchetta'' and 3.0 [[Ferrari 312]]P ''Berlinetta'' were hardly more than a 3-litre F1 [[Ferrari 312]] with a prototype body. At the [[12 Hours of Sebring]] the [[spyder]] finished 2nd to a JWA Gulf [[Ford GT40]]. At the BOAC 500 in [[Brands Hatch]] the same spyder was 4th behind three [[Porsche 908]]-01. At [[1000km Monza]], [[Chris Amon]] took the pole with the 312P spyder, ahead of [[Jo Siffert]]'s 908-01, but had to retire. At the [[1000km Spa]], a 312P was second behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were 5 and 6 on the grid, but didn't finish. At the end of the season the 312Ps were sold to N.A.R.T., the American Ferrari importer of Luigi Chinetti.<br />
<br />
<br />
==512 S and 512 M==<br />
''Main article:'' [[Ferrari 512]]<br />
<br />
These were not designated with ''P'' as they were not built for the 3000cc Prototype category, but with ''S '' as 5000cc Sports cars, of which at least 25 had to be built. Porsche had made that investment in early 1969 with the new [[Porsche 917]]. Ferrari answered with the [[Ferrari 512]] which was introduced for 1970, and later modified as ''512 M''.<br />
<br />
<br />
== 312 PB ==<br />
''Main article:'' [[Ferrari 312PB]]<br />
<br />
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512 in order to focus on a new 3L prototype based on the F1 car. <br />
<br />
In 1972, this [[Ferrari 312PB]] with the flat ''boxer'' engine was very successful and won all races of the [[World Sportscar Championship]] in which it raced. Ferrari didn't enter the [[24 Hours of Le Mans]] in 1972 though as the F1-based engine would not last for sure. <br />
<br />
They had to enter in 1973, though, and finished second behind [[Matra]], same as in the championship. At the end of the 1973 season, Ferrari abandoned sports car racing to focus on F1.<br />
<br />
<small>External Video Links</small><br />
*[http://www.youtube.com/watch?v=FHJzHGtzIvU&feature=related 312 PB Ferrari in paddock 312PB]<br />
*[http://www.youtube.com/watch?v=5a1__niLIAQ&feature=related Miniature 312 PB running model]<br />
<br />
<br />
== 333 SP ==<br />
''Main article:'' [[Ferrari 333 SP]]<br />
<br />
In the 1990s, the [[Ferrari 333 SP]] was built, but not raced by the factory itself.<br />
<br />
<br />
== P4/5 ==<br />
[[Image:Ferrari P4-5.jpg|thumb|350px|right|The Ferrari P4/5]]<br />
''Main article:'' [[Ferrari P4/5]]<br />
<br />
In 2005, [[James Glickenhaus]] commissioned [[Pininfarina]] to rebody an [[Ferrari Enzo Ferrari|Enzo]] as a special one-off custom car. It is inspired by the early P racers, and especially Glickenhaus' own reconstructed P3/4.<br />
[http://www.youtube.com/watch?v=wwNSLL_1BwI P4/5 Video]<br />
<br />
{{Ferrari vehicles}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ferrari_P&diff=75461Ferrari P2021-04-14T14:12:53Z<p>WikiSysop: /* 330 P4 */</p>
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<div>{{X}}<br />
<br />
The '''Ferrari P''' series were prototype sports cars in the 1960s and early 1970s.<br />
<br />
Although [[Enzo Ferrari]] resisted the move even with [[Cooper Car Company|Cooper]] dominating F1, [[Ferrari]] began producing [[MR layout|mid-engined]] racing cars in [[1960]] with the [[Ferrari Dino]]-V6-engine [[Formula 2]] 156, which would be turned into the [[Formula 1]]-winner of 1961.<br />
<br />
Sports car racers followed in 1963. Although these cars shared their names (based on engine displacement) with road models, they were almost entirely dissimilar. The first Ferrari mid-engine in a road car did not arrive until the [[1967]] [[Ferrari Dino|Dino]], and it was [[1971]] before a Ferrari V12 was placed behind a road-going driver in the [[Ferrari Berlinetta Boxer|365 GT4 BB]].<br />
<br />
[[Image:Ferrari-250-LM-'64.jpg|right|thumb|350px|'''1964 Ferrari 250 LM''']]<br />
<br />
<br />
==250 P==<br />
[[Image:P1010887b.jpg|thumb|left|250px|'''1963 Ferrari 250P''']]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>TrOALCGxWOc|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''1963 Ferrari 250P'''<br />
|}<br />
<br />
The '''250 P''' was a ''Prototype'' racer produced in [[1963]], winning the [[12 Hours of Sebring]], [[24 Hours of Le Mans]], and the manufacturers' championship. It was a mid-engined sports car racer with a [[Ferrari 250#250 Testa Rossa|250 Testa Rossa]] [[V12]] engine and almost entirely unrelated to the other [[Ferrari 250|250 cars]].<br />
{{-}}<br />
<br />
==250 LM==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>RpOi-jD9j9w|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 250 LM'''<br />
|}<br />
<br />
The 250 P evolved into a saleable mid-engined racer for the public, the '''250 Le Mans'''. Introduced at Paris in November, 1963, the LM was successful for privately-entered racers around the world. Notably, a 250 LM entered by the [[North American Racing Team]] won the [[1965 24 Hours of Le Mans]] driven by [[Jochen Rindt]] and [[Masten Gregory]], which remains as Ferrari's last overall victory in the endurance classic. About 32 models were built in 1964 and 1965, with all but the first few powered by 3.3&nbsp;L 320&nbsp;hp (238&nbsp;kW) engines, though the name did not change with the increase in displacement. A fully-independent double wishbone [[Suspension (vehicle)|suspension]] was specified with [[rack and pinion]] steering and four wheel disc [[brakes]]. [[Ferrari]] had intended that the 250 LM be homological for racing as a [[Grand tourer|Group 3 Grand Touring Car]], however in April 1964 the [[FIA]] refused to do so as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run as a Prototype until it was homological as a [[Group 4 (racing)|Group 4 Sports Car]] for the 1966 season.<br />
<br />
<br />
<gallery><br />
File:1964 Ferrari 250 LM 1.jpg|'''1964 Ferrari 250 LM'''<br />
File:1964 Ferrari 250 LM 2.jpg<br />
File:1964 Ferrari 250 LM 3.jpg<br />
</gallery><br />
{{-}}<br />
<br />
==330 P==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>TPPjTQpXibk|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 330 P'''<br />
|}<br />
<br />
<br />
The 250 P was stretched in [[1964]] to accept the 4.0&nbsp;L [[Ferrari Colombo engine#330|330 engine]], becoming the '''330 P'''.<br />
{{-}}<br />
<br />
==330 P2==<br />
An entirely new car, the '''330 P2''', followed in [[1965]]. It was first used by [[Luigi Chinetti]]'s ''North American Racing Team'' ([[NART]]) in the [[24 Hours of Daytona|Daytona race]] that year. It was powered by a 410&nbsp;hp (305&nbsp;kW) version of the 330 V12.<br />
<br />
<br />
==330 P3==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>-9wl_YWhLUU|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 330 P3/P4'''<br />
|}<br />
<br />
The [[1966]] '''330 P3''' introduced [[fuel injection]] to the Ferrari stable. It also used a P3 (Type 593) transmission that was prone to failure and was replaced by a [[ZF Friedrichshafen AG]] transmission when the P3 were converted to 412P's, another Ferrari first that would only last one season when the ZF's were replaced by 603R P4 transmissions in the 412P's.<br />
{{-}}<br />
<br />
==330 P4==<br />
[[File:Ferrari 330 P4 1967.jpg|thumb|Ferrari 330 P4]]<br />
[[File:Ferrari 1967 330 P4.jpg|alt=|thumb|Chassis 0856 is the only original 330 P4 remaining]]<br />
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4,<ref>{{cite journal|journal=[[Road & Track]]|issue=May 1967|title=Ferrari 330/P4|pages=114&ndash;116}}</ref> a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450&nbsp;hp (335&nbsp;kW).<br />
<br />
The P3 won the [[1000 km Monza]] in 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 [[24 Hours of Daytona]], for a photo finish to counter Ford's photo of the [[Ford GT40#Mk II|Ford GT40 Mk.II]] crossing the finish line together First, Second, and Third at the [[1966 24 Hours of Le Mans]].<br />
<br />
Since then, the fate of these four cars has been the subject of much attention.<br />
<br />
*0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership. {{fact|date=June 2019}}<br />
*0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. Currently owned by [[Lawrence Stroll]].<br />
* 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.<br />
* 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.<br />
<br />
==412 P==<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:280px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#505050;"<br />
| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |<videoflash>Y57mJKvZnnA|280|200</videoflash><br />
|- style="color:#fff; background:darkred; font-size:larger;"<br />
! colspan=2 |'''Ferrari 412 P'''<br />
|}<br />
<br />
The Ferrari 412P was a "consumer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars had carburetor engines instead of the factory Lucas fuel injection. Surviving 412P cars are worth approximately 6 million nowadays.<br />
<br />
There are only 2 cars that were originally built as 412P's: 0850 and 0854. P3 chassis. P3 Typo Motors except for Carburetors in place of FI. P4 Suspension but P3 wheelbase 2412mm vs. 2400mm (P4 and P 3/4 0846) 0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat the factory cars which were then P 3/4 0846 (See Above), P4 0856, P4 0858, and P4 0860.<br />
<br />
The P3's and 412P had the same 4 liter block which is different from the P4 4 liter block and all had P3 not P4 chassis. P 3/4 0846 is unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine. <br />
<br />
The 412Ps, the 330 P 3/4, and the 330 P4's, all had 4 liter engines that weren't eligible for the biggest races (such as Le Mans) after 1967; not enough 412P's, 330 P 3/4, or P4's were built to be allowed under 5000cc sport cars class (which required 25 identical cars to have been built). The smaller number of 412Ps, 330 P 3/4, and P4's meant that they were still classed as "Prototypes". Engine size in that class was limited to 3 liters after 1967, the fastest Ferraris were no longer eligible and Enzo left sports car racing for a while in protest.<br />
<br />
Four 412 Ps were built:<br />
* 0844 was a converted P3 and is currently in the UK<br />
* 0848 was a converted P3 and is currently in Switzerland<br />
* 0850 is currently owned by an American<br />
* 0854 is currently owned by James Glickenhaus, who also commissioned and owns the [[Ferrari P4/5]]<br />
<br />
[[Image:Ferrari-330p3-1.jpg|thumb|left|250px| 412P 0844 at the 2007 [[Goodwood Festival of Speed]].]]<br />
[[Image:Ferrari-330p3-2.jpg|thumb|none|250px| 412P 0844 at the 2007 [[Goodwood Festival of Speed]].]]<br />
{{-}}<br />
<br />
<br />
==330 P 3/4 and P4==<br />
1967 saw the ultimate mid-engined 330 P, the 330 P4. With a 3-valve cylinder head (taken from the Italian Grand Prix-winning Formula 1 cars) added to the P3's fuel injection system, output was up to 450 hp (335 kW). Only one P 3/4 and three 330 P4's were ever made.<br />
<br />
The 330 P4 electrified the racing world when one P 3/4, one P4 and one 412P crossed the finish line together (in first, second, and third place) in the 1967 [[24 Hours of Daytona]] and became a symbol of victory over arch-enemy [[Ford GT40]]. Surprisingly the 330 P4 had poor aerodynamics even in comparison with its rivals, but its sexy looks continue to grab attention.<br />
<br />
The original P4 cars are estimated to be worth about US$10 million each.<br />
<br />
All of the P4's built are accounted for and P 3/4 0846 is surrounded in controversy. 0856 remains in its original state and is owned by a Canadian collector, 0858 was converted into a 350 Can Am and is owned by American Walter Medlin, and 0860 was also converted to a 350 Can Am<br />
but is presently wearing a P4 Spyder body and is in a French automobile museum. The fourth of the original cars, chassis number 0846, was originally built as a P3 by Ferrari but was modified in December 1966 to accept a P4 engine while retaining its P3 chassis and nose. This '''P3/4''' was subsequently badly damaged in an accident at [[24 Hours of Le Mans|Le Mans]] and was discarded by Ferrari.<br />
<br />
Recently, many components of P3/4 0846 appear to have resurfaced in the possession of exotic car collector and enthusiast [[James Glickenhaus]], a former movie director and stock exchange magnate. Although both he and [[David Piper]] (from whom he acquired the car) thought it was one of four replica chassis constructed with the blessing of Enzo Ferrari in the late 1960s, it appears that nearly all of the tube frame chassis and some other components from the wrecked P3/4 were used in this car. This seeming discovery has stirred much controversy among Ferrari enthusiasts, and the Ferrari company is unable or unwilling to officially identify the car except to note that their records hold that it was "scrapped" "written off". This tube frame appears to be a P3 modified to hold a P4 engine, as was the case with 0846 exclusively, and the damage from two contemporary racing accidents appears in the frame as well. The car's transmission, engine heads, and steering rack also include the correct Le Mans scrutineering marks, linking them to P3 0846 and P 3/4 0846 of 1966 and 1967.<br />
<br />
[[Image:Ferrari_P.jpg|thumb|right|250px| A Ferrari P bearing [[David Piper]]'s signature at a historic race meeting in [[Pretoria]], [[South Africa]].]]<br />
<br />
[http://www.youtube.com/watch?v=HydIDHrsMbk&eurl=http%3A%2F%2Fblogs.wsj.com%2Fwealth%2F2007%2F06%2F21%2Fpimp-my-ferrari%2F&feature=player_embedded link title]0846 and P 4/5 Video]<br />
<br />
One original 330 P 3/4 and three original 330 P4s were built in total:<br />
* 0846 was a converted P3 (see above)<br />
* 0856 remains in its original state and is owned by a Canadian collector<br />
* 0858 was converted into a 350 Can Am and is owned by American Walter Medlin<br />
* 0860 was also converted to a 350 Can am and is in a French automobile museum<br />
<br />
* 0900 was a continuation commissioned and currently owned by [[David Piper]] and authorized by Enzo Ferrari<br />
* 0900a is another currently unfinished continuation by Piper<br />
* "0003" is claimed to be a third continuation by Piper but has been determined by owner [[James Glickenhaus]] to be 0846<br />
* 0900b is a fourth continuation still under construction the frame of which was made in the 2000s by Piper for an American customer.<br />
<br />
Due to its great fame and good looks, more than a hundred P4 replicas of various design have been built. A high-quality P4 replica built with genuine Ferrari engine (e.g. a 400i V12) may command as much as $200,000, but simpler ones (often with Rover engines and Renault drive-trains) may be sold for $50,000.<br />
<br />
<br />
== 312 P ==<br />
''Main article:'' [[Ferrari 312P]]<br />
<br />
After boycotting sports cars racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1969, named the ''312 P''.<br />
<br />
The 3.0 [[Ferrari 312]]P ''Barchetta'' and 3.0 [[Ferrari 312]]P ''Berlinetta'' were hardly more than a 3-litre F1 [[Ferrari 312]] with a prototype body. At the [[12 Hours of Sebring]] the [[spyder]] finished 2nd to a JWA Gulf [[Ford GT40]]. At the BOAC 500 in [[Brands Hatch]] the same spyder was 4th behind three [[Porsche 908]]-01. At [[1000km Monza]], [[Chris Amon]] took the pole with the 312P spyder, ahead of [[Jo Siffert]]'s 908-01, but had to retire. At the [[1000km Spa]], a 312P was second behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were 5 and 6 on the grid, but didn't finish. At the end of the season the 312Ps were sold to N.A.R.T., the American Ferrari importer of Luigi Chinetti.<br />
<br />
<br />
==512 S and 512 M==<br />
''Main article:'' [[Ferrari 512]]<br />
<br />
These were not designated with ''P'' as they were not built for the 3000cc Prototype category, but with ''S '' as 5000cc Sports cars, of which at least 25 had to be built. Porsche had made that investment in early 1969 with the new [[Porsche 917]]. Ferrari answered with the [[Ferrari 512]] which was introduced for 1970, and later modified as ''512 M''.<br />
<br />
<br />
== 312 PB ==<br />
''Main article:'' [[Ferrari 312PB]]<br />
<br />
In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512 in order to focus on a new 3L prototype based on the F1 car. <br />
<br />
In 1972, this [[Ferrari 312PB]] with the flat ''boxer'' engine was very successful and won all races of the [[World Sportscar Championship]] in which it raced. Ferrari didn't enter the [[24 Hours of Le Mans]] in 1972 though as the F1-based engine would not last for sure. <br />
<br />
They had to enter in 1973, though, and finished second behind [[Matra]], same as in the championship. At the end of the 1973 season, Ferrari abandoned sports car racing to focus on F1.<br />
<br />
<small>External Video Links</small><br />
*[http://www.youtube.com/watch?v=FHJzHGtzIvU&feature=related 312 PB Ferrari in paddock 312PB]<br />
*[http://www.youtube.com/watch?v=5a1__niLIAQ&feature=related Miniature 312 PB running model]<br />
<br />
<br />
== 333 SP ==<br />
''Main article:'' [[Ferrari 333 SP]]<br />
<br />
In the 1990s, the [[Ferrari 333 SP]] was built, but not raced by the factory itself.<br />
<br />
<br />
== P4/5 ==<br />
[[Image:Ferrari P4-5.jpg|thumb|350px|right|The Ferrari P4/5]]<br />
''Main article:'' [[Ferrari P4/5]]<br />
<br />
In 2005, [[James Glickenhaus]] commissioned [[Pininfarina]] to rebody an [[Ferrari Enzo Ferrari|Enzo]] as a special one-off custom car. It is inspired by the early P racers, and especially Glickenhaus' own reconstructed P3/4.<br />
[http://www.youtube.com/watch?v=wwNSLL_1BwI P4/5 Video]<br />
<br />
{{Ferrari vehicles}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Quagliotti_logo.png&diff=75460File:Quagliotti logo.png2020-11-27T19:20:38Z<p>WikiSysop: </p>
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<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=Quagliotti&diff=75459Quagliotti2020-11-27T19:20:15Z<p>WikiSysop: </p>
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[[Image:quagliotti logo.png|center]]<br />
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== 1902 - 1907 ==<br />
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<br />
'''Quagliotti''' (''Automobile Quagliotti Fabbrica'') was an Italian automotive manufacturer and motorcycle engine builder based in [[Turin]] with operations in 1904. '''[[Carlo Quagliotti]]''' founded a company called the '''Automobile Quagliotti Fabbrica''' and was also a sales agent for the French ''Hurtu'' automobiles. In 1904 he built automobiles and motorcycles from components from various other manufacturers. He used 2 hp and 3 hp and 5 hp single-cylinder V-twin engines from ''[[Aster]]'' and ''De Dion''-''Bouton''. In the same year, car production was stopped for lack of money.<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
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{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Negrini&diff=75456Negrini2020-04-07T18:25:38Z<p>WikiSysop: </p>
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<div>{{X}}<br />
[[Image:Negrini_logo.png|center|160px]]<br />
[[Image:1960's NEGRINI MINI-BIKE 1.jpg|thumb|right|250px|'''1960's Negrini mini-bike powered by a 50cc [[Morini]] two stroke engine and fitted with the original miniscule Grimecha magnesium alloy wheels and 'race' faring''']]<br />
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<br />
== 1954 - 1972 ==<br />
<br />
<br />
'''Negrini''' was an [[Italian]] [[moped]] and light [[motorcycle]] [[manufacturer]], founded in 1954 and based in [[Modena]], that built conventional [[mopeds]] in many versions from 49 cc, 75 to 125 cc and including some [[Franco Morini]] engines.<br />
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<gallery><br />
image:Negrini 50 cc.jpg|<font color=>'''Negrini 50 cc'''<br />
image:Negrini 50 cc Moped.jpg|<font color=>'''Negrini 50 cc Moped'''<br />
image:Negrini 50 cc 2.jpg|<font color=>'''Negrini 50 cc'''<br />
image:1962 Negrini Tourism TT 48cc.jpg|<font color=>'''1962 Negrini Tourism TT 48cc'''<br />
</gallery><br />
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<gallery><br />
image:NEGRINI 50cc Moped 4 speed with Dellorto carburator and Morini engine 1.jpg|<font color=>'''Negrini 50cc Moped 4 speed with Dellorto carburator and Morini engine'''<br />
image:NEGRINI 50cc Moped 4 speed with Dellorto carburator and Morini engine 2.jpg<br />
image:NEGRINI 50cc Moped 4 speed with Dellorto carburator and Morini engine 3.jpg<br />
image:NEGRINI 50cc Moped 4 speed with Dellorto carburator and Morini engine 4.jpg<br />
</gallery><br />
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<br />
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<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
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{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{Motorcycle Information and Photos by Marque}}<br />
{{Car Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Negrini_logo.png&diff=75455File:Negrini logo.png2020-04-07T18:24:46Z<p>WikiSysop: </p>
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<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=Negrini&diff=75454Negrini2020-04-07T18:24:05Z<p>WikiSysop: </p>
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<div>{{X}}<br />
[[Image:Negrini_logo.png|center|140px]]<br />
[[Image:1960's NEGRINI MINI-BIKE 1.jpg|thumb|right|250px|'''1960's Negrini mini-bike powered by a 50cc [[Morini]] two stroke engine and fitted with the original miniscule Grimecha magnesium alloy wheels and 'race' faring''']]<br />
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<br />
== 1954 - 1972 ==<br />
<br />
<br />
'''Negrini''' was an [[Italian]] [[moped]] and light [[motorcycle]] [[manufacturer]], founded in 1954 and based in [[Modena]], that built conventional [[mopeds]] in many versions from 49 cc, 75 to 125 cc and including some [[Franco Morini]] engines.<br />
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<br />
<gallery><br />
image:Negrini 50 cc.jpg|<font color=>'''Negrini 50 cc'''<br />
image:Negrini 50 cc Moped.jpg|<font color=>'''Negrini 50 cc Moped'''<br />
image:Negrini 50 cc 2.jpg|<font color=>'''Negrini 50 cc'''<br />
image:1962 Negrini Tourism TT 48cc.jpg|<font color=>'''1962 Negrini Tourism TT 48cc'''<br />
</gallery><br />
<br />
<br />
<gallery><br />
image:NEGRINI 50cc Moped 4 speed with Dellorto carburator and Morini engine 1.jpg|<font color=>'''Negrini 50cc Moped 4 speed with Dellorto carburator and Morini engine'''<br />
image:NEGRINI 50cc Moped 4 speed with Dellorto carburator and Morini engine 2.jpg<br />
image:NEGRINI 50cc Moped 4 speed with Dellorto carburator and Morini engine 3.jpg<br />
image:NEGRINI 50cc Moped 4 speed with Dellorto carburator and Morini engine 4.jpg<br />
</gallery><br />
<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{Motorcycle Information and Photos by Marque}}<br />
{{Car Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Volugrafo&diff=75453Volugrafo2019-07-04T01:31:43Z<p>WikiSysop: /* Surving vehicles */</p>
<hr />
<div>{{X}}<br />
[[Image:volugrafo logo copy.png|center|100px]]<br />
<br />
== 1936 - 1948 ==<br />
<br />
'''Volugrafo''''s success in the market with their small engine capacity [[motorcycle]]s. The Volugrafo Aermoto 125 was built for the militaty during WWII from 1936-1942. Later, in 1946, Volugrafo, produced a small [[Bimbo]] type car made with an aerodynamic aluminum body. There was a small production run of the super lite 125 kg car , using a 125cc engine and 3-speed manual gearbox, which ceased in 1948.<br />
<br />
== Volugrafo Aermoto ==<br />
The Volugrafo Aermoto 125 was an Italian parachute motorcycle produced in 1940s by the Turin Volgraph Mechanical Workshops for the Royal Army .<br />
Index<br />
[[File:Aeromoto_Volugrafo_-_Captured_by_British_troops_in_Italy2.jpg|thumb|right|300px|'''Volugrafo Aeromoto captured by British troops in Italy''']]<br />
[[File:1944_paracadutisti_motorcycle.jpg|thumb|right|300px|'''1944 Volugrafo Aermoto 125 parashoot motorcycle''' ]]<br />
=== History ===<br />
This bike was derived from a 1936 project for a small motorbike built and by the engineer [[Claudio Belmondo]]. At the outbreak of the Second World War , the Axis Powers began to plan Operation C3 for the invasion of Malta . The Royal Army therefore required airborne and air-raid means to equip the paratrooper divisions mobility . The Le Officine Meccaniche Volugrafo (Volugrafo Mechanical Workshops) began the development of a parachute launching motorbike starting from the Belmondo motor-vehicle. The abandonment of the operation led to a slowdown in the construction of the Aermoto , which was only pruduced in 1942 and went out of production in 1944. The Royal Army commissioned a first batch of 600 Aermoto , destined for one of the battalions of the 183rd "Cyclone" paratroopers division , in the area of Tarquinia in the summer of 1943. The motorbike also equipped the parachutist school of Tarquinia, the Regiment "San Marco" and, after the armistice of Cassibile , the Paratrooper Swimmers (NP) of the Xª Flottiglia MAS . The production, after the bombardment of the Volugrafo di Torino plant, which was then moved to Favria in the Canavese area which continued until 1944 , built over 2,000 units. In 1943, the German Luftwaffe bought up these bikes, either by requisitioned or by continuing their production; they were assigned in particular to the Luftwaffe parachutist units working on the Adriatic coast and in the Rome area.<br />
<br />
===Technique===<br />
The frame has a double cradle , rigid and using tubular steel . The engine, a 123 cm³ two-stroke single - cylinder engine , deliverd 2 hp at 3600 rpm. The exhaust gases actually ran into ad through the frame tubes. It used a chain driven transmission, the gearbox had two-speeds, used drum brakes and a very unique double or twinned tire wheel setup. On the 9.5 liter tank the saddle was fixed, able to accommodate only one paratrooper; a small two-wheeled cart can be attached to a spherical support and could be used to transport a second military person, some materials or ammunition. At the launch configuration, the handlebar was folded forward on the front wheel; the motion thus assumes the shape of a parallelepiped which then was inserted into a purpose built impact resistant container, to which the parachute was attached. After landing, the configuration could be quickly be removed from the container, handlebars folded out and locked into place and ready for a operation, in just 2 minutes!<br />
<br />
== Volugrafo Bimbo 46 1946-1948==<br />
[[Image:Volugrafo.jpg|thumb|right|300px|'''1946 Volugrafo Aermoto''']]<br />
[[File:Volugrafo 1947.jpg|thumb|right|300px|'''1947 Volugrafo 1947''' <br><small>Thanks Massimo Carini</small>]]<br />
=== Development ===<br />
The [[engineer]] and [[race driver]] [[Belmondo]] developed the Volugrafo Bimbo vehicle, which was introduced in November 1945 and produced through early 1946. Production ended in 1948 after about 60 copies total.<br />
<br />
===Chassis ===<br />
A supporting metal frame formed the chassis with an extremely narrow track of only 78 cm. A [[differential gear|differential]] was not needed and the front wheels were out on a parallelogram, and the steering was transmitted by a large chain.<br />
<br />
===Body ===<br />
The vehicle had an open, door-less body with a bench and room enough to have two people sitting next to each other. The steering wheel was in the vehicles center. The vehicle has a length of only 2.4 meters and a height of only 90 centimeters. There is a thin fabric top without side panels for weather protection.<br />
<br />
===Technology ===<br />
It was powered by an [[air cooling|air-cooled]] [[cylinder engine]] with 125 cc and 5 [[Hp]], which was installed in front left rear wheel and a chain at the left rear drive. There was also a sports version using an additional installed engine of the same size on the right rear, to the drive the right rear wheel. The tires are very small at 3.5"x 8" in size !<br />
<br />
===Surving vehicles ===<br />
At least three vehicles have survived to this day, there is one at the Musée Communal de l'Automobile in Mahymobiles [[Leuze-en-Hainaut]] (Belgium ), one in the Museo Ford Gratton in [[Farra d'Isonzo]] (Italy) and one privately owned since 1954 in South Africa.<br />
<br />
<gallery><br />
Image:Volugrafo Bimbo 2.jpg|'''1946 Volugrafo Bimbo 46'''<br />
Image:Volugrafo Bimbo 3.jpg<br />
Image:Volugrafo Bimbo 1.jpg|'''Volugrafo Engine'''<br />
Image:Volugrafo Bimbo 4.png<br />
</gallery><br />
<br />
<br />
<gallery><br />
Image:Volugrafo Bimbo 1b .jpg|'''The same 1946 Volugrafo Bimbo 46 now restored'''<br />
Image:Volugrafo Bimbo 2b .jpg<br />
Image:Volugrafo Bimbo 3b .jpg<br />
Image:Volugrafo Bimbo 4b .jpg<br />
Image:Volugrafo Bimbo 5b .jpg<br />
</gallery><br />
<br />
===Literature ===<br />
* Walter Description:'' International'' small car. Motor-Verlag. Stuttgart 1999. <br />
* Harald Linz and Halwart Schrader:'' The International Motor Encyclopedia'' United Soft Media Verlag GmbH, Munich 2008, ISBN 978-3-8032-9876-8.<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Volugrafo_Bimbo_5b_.jpg&diff=75452File:Volugrafo Bimbo 5b .jpg2019-07-04T01:30:03Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Volugrafo_Bimbo_4b_.jpg&diff=75451File:Volugrafo Bimbo 4b .jpg2019-07-04T01:29:20Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Volugrafo_Bimbo_3b_.jpg&diff=75450File:Volugrafo Bimbo 3b .jpg2019-07-04T01:28:59Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Volugrafo_Bimbo_2b_.jpg&diff=75449File:Volugrafo Bimbo 2b .jpg2019-07-04T01:28:36Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Volugrafo_Bimbo_1b_.jpg&diff=75448File:Volugrafo Bimbo 1b .jpg2019-07-04T01:28:10Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=Volugrafo&diff=75447Volugrafo2019-07-04T01:27:03Z<p>WikiSysop: /* Surving vehicles */</p>
<hr />
<div>{{X}}<br />
[[Image:volugrafo logo copy.png|center|100px]]<br />
<br />
== 1936 - 1948 ==<br />
<br />
'''Volugrafo''''s success in the market with their small engine capacity [[motorcycle]]s. The Volugrafo Aermoto 125 was built for the militaty during WWII from 1936-1942. Later, in 1946, Volugrafo, produced a small [[Bimbo]] type car made with an aerodynamic aluminum body. There was a small production run of the super lite 125 kg car , using a 125cc engine and 3-speed manual gearbox, which ceased in 1948.<br />
<br />
== Volugrafo Aermoto ==<br />
The Volugrafo Aermoto 125 was an Italian parachute motorcycle produced in 1940s by the Turin Volgraph Mechanical Workshops for the Royal Army .<br />
Index<br />
[[File:Aeromoto_Volugrafo_-_Captured_by_British_troops_in_Italy2.jpg|thumb|right|300px|'''Volugrafo Aeromoto captured by British troops in Italy''']]<br />
[[File:1944_paracadutisti_motorcycle.jpg|thumb|right|300px|'''1944 Volugrafo Aermoto 125 parashoot motorcycle''' ]]<br />
=== History ===<br />
This bike was derived from a 1936 project for a small motorbike built and by the engineer [[Claudio Belmondo]]. At the outbreak of the Second World War , the Axis Powers began to plan Operation C3 for the invasion of Malta . The Royal Army therefore required airborne and air-raid means to equip the paratrooper divisions mobility . The Le Officine Meccaniche Volugrafo (Volugrafo Mechanical Workshops) began the development of a parachute launching motorbike starting from the Belmondo motor-vehicle. The abandonment of the operation led to a slowdown in the construction of the Aermoto , which was only pruduced in 1942 and went out of production in 1944. The Royal Army commissioned a first batch of 600 Aermoto , destined for one of the battalions of the 183rd "Cyclone" paratroopers division , in the area of Tarquinia in the summer of 1943. The motorbike also equipped the parachutist school of Tarquinia, the Regiment "San Marco" and, after the armistice of Cassibile , the Paratrooper Swimmers (NP) of the Xª Flottiglia MAS . The production, after the bombardment of the Volugrafo di Torino plant, which was then moved to Favria in the Canavese area which continued until 1944 , built over 2,000 units. In 1943, the German Luftwaffe bought up these bikes, either by requisitioned or by continuing their production; they were assigned in particular to the Luftwaffe parachutist units working on the Adriatic coast and in the Rome area.<br />
<br />
===Technique===<br />
The frame has a double cradle , rigid and using tubular steel . The engine, a 123 cm³ two-stroke single - cylinder engine , deliverd 2 hp at 3600 rpm. The exhaust gases actually ran into ad through the frame tubes. It used a chain driven transmission, the gearbox had two-speeds, used drum brakes and a very unique double or twinned tire wheel setup. On the 9.5 liter tank the saddle was fixed, able to accommodate only one paratrooper; a small two-wheeled cart can be attached to a spherical support and could be used to transport a second military person, some materials or ammunition. At the launch configuration, the handlebar was folded forward on the front wheel; the motion thus assumes the shape of a parallelepiped which then was inserted into a purpose built impact resistant container, to which the parachute was attached. After landing, the configuration could be quickly be removed from the container, handlebars folded out and locked into place and ready for a operation, in just 2 minutes!<br />
<br />
== Volugrafo Bimbo 46 1946-1948==<br />
[[Image:Volugrafo.jpg|thumb|right|300px|'''1946 Volugrafo Aermoto''']]<br />
[[File:Volugrafo 1947.jpg|thumb|right|300px|'''1947 Volugrafo 1947''' <br><small>Thanks Massimo Carini</small>]]<br />
=== Development ===<br />
The [[engineer]] and [[race driver]] [[Belmondo]] developed the Volugrafo Bimbo vehicle, which was introduced in November 1945 and produced through early 1946. Production ended in 1948 after about 60 copies total.<br />
<br />
===Chassis ===<br />
A supporting metal frame formed the chassis with an extremely narrow track of only 78 cm. A [[differential gear|differential]] was not needed and the front wheels were out on a parallelogram, and the steering was transmitted by a large chain.<br />
<br />
===Body ===<br />
The vehicle had an open, door-less body with a bench and room enough to have two people sitting next to each other. The steering wheel was in the vehicles center. The vehicle has a length of only 2.4 meters and a height of only 90 centimeters. There is a thin fabric top without side panels for weather protection.<br />
<br />
===Technology ===<br />
It was powered by an [[air cooling|air-cooled]] [[cylinder engine]] with 125 cc and 5 [[Hp]], which was installed in front left rear wheel and a chain at the left rear drive. There was also a sports version using an additional installed engine of the same size on the right rear, to the drive the right rear wheel. The tires are very small at 3.5"x 8" in size !<br />
<br />
===Surving vehicles ===<br />
At least three vehicles have survived to this day, there is one at the Musée Communal de l'Automobile in Mahymobiles [[Leuze-en-Hainaut]] (Belgium ), one in the Museo Ford Gratton in [[Farra d'Isonzo]] (Italy) and one privately owned since 1954 in South Africa.<br />
<br />
<gallery><br />
Image:Volugrafo Bimbo 2.jpg|'''1946 Volugrafo Bimbo 46'''<br />
Image:Volugrafo Bimbo 3.jpg<br />
Image:Volugrafo Bimbo 1.jpg|'''Volugrafo Engine'''<br />
Image:Volugrafo Bimbo 4.png<br />
</gallery><br />
<br />
<br />
<br />
Volugrafo Bimbo 1b.jpg<br />
<br />
<br />
|'''The same 1946 Volugrafo Bimbo 46 now restored'''<br />
<br />
===Literature ===<br />
* Walter Description:'' International'' small car. Motor-Verlag. Stuttgart 1999. <br />
* Harald Linz and Halwart Schrader:'' The International Motor Encyclopedia'' United Soft Media Verlag GmbH, Munich 2008, ISBN 978-3-8032-9876-8.<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Volugrafo&diff=75446Volugrafo2019-07-04T01:24:14Z<p>WikiSysop: /* Surving vehicles */</p>
<hr />
<div>{{X}}<br />
[[Image:volugrafo logo copy.png|center|100px]]<br />
<br />
== 1936 - 1948 ==<br />
<br />
'''Volugrafo''''s success in the market with their small engine capacity [[motorcycle]]s. The Volugrafo Aermoto 125 was built for the militaty during WWII from 1936-1942. Later, in 1946, Volugrafo, produced a small [[Bimbo]] type car made with an aerodynamic aluminum body. There was a small production run of the super lite 125 kg car , using a 125cc engine and 3-speed manual gearbox, which ceased in 1948.<br />
<br />
== Volugrafo Aermoto ==<br />
The Volugrafo Aermoto 125 was an Italian parachute motorcycle produced in 1940s by the Turin Volgraph Mechanical Workshops for the Royal Army .<br />
Index<br />
[[File:Aeromoto_Volugrafo_-_Captured_by_British_troops_in_Italy2.jpg|thumb|right|300px|'''Volugrafo Aeromoto captured by British troops in Italy''']]<br />
[[File:1944_paracadutisti_motorcycle.jpg|thumb|right|300px|'''1944 Volugrafo Aermoto 125 parashoot motorcycle''' ]]<br />
=== History ===<br />
This bike was derived from a 1936 project for a small motorbike built and by the engineer [[Claudio Belmondo]]. At the outbreak of the Second World War , the Axis Powers began to plan Operation C3 for the invasion of Malta . The Royal Army therefore required airborne and air-raid means to equip the paratrooper divisions mobility . The Le Officine Meccaniche Volugrafo (Volugrafo Mechanical Workshops) began the development of a parachute launching motorbike starting from the Belmondo motor-vehicle. The abandonment of the operation led to a slowdown in the construction of the Aermoto , which was only pruduced in 1942 and went out of production in 1944. The Royal Army commissioned a first batch of 600 Aermoto , destined for one of the battalions of the 183rd "Cyclone" paratroopers division , in the area of Tarquinia in the summer of 1943. The motorbike also equipped the parachutist school of Tarquinia, the Regiment "San Marco" and, after the armistice of Cassibile , the Paratrooper Swimmers (NP) of the Xª Flottiglia MAS . The production, after the bombardment of the Volugrafo di Torino plant, which was then moved to Favria in the Canavese area which continued until 1944 , built over 2,000 units. In 1943, the German Luftwaffe bought up these bikes, either by requisitioned or by continuing their production; they were assigned in particular to the Luftwaffe parachutist units working on the Adriatic coast and in the Rome area.<br />
<br />
===Technique===<br />
The frame has a double cradle , rigid and using tubular steel . The engine, a 123 cm³ two-stroke single - cylinder engine , deliverd 2 hp at 3600 rpm. The exhaust gases actually ran into ad through the frame tubes. It used a chain driven transmission, the gearbox had two-speeds, used drum brakes and a very unique double or twinned tire wheel setup. On the 9.5 liter tank the saddle was fixed, able to accommodate only one paratrooper; a small two-wheeled cart can be attached to a spherical support and could be used to transport a second military person, some materials or ammunition. At the launch configuration, the handlebar was folded forward on the front wheel; the motion thus assumes the shape of a parallelepiped which then was inserted into a purpose built impact resistant container, to which the parachute was attached. After landing, the configuration could be quickly be removed from the container, handlebars folded out and locked into place and ready for a operation, in just 2 minutes!<br />
<br />
== Volugrafo Bimbo 46 1946-1948==<br />
[[Image:Volugrafo.jpg|thumb|right|300px|'''1946 Volugrafo Aermoto''']]<br />
[[File:Volugrafo 1947.jpg|thumb|right|300px|'''1947 Volugrafo 1947''' <br><small>Thanks Massimo Carini</small>]]<br />
=== Development ===<br />
The [[engineer]] and [[race driver]] [[Belmondo]] developed the Volugrafo Bimbo vehicle, which was introduced in November 1945 and produced through early 1946. Production ended in 1948 after about 60 copies total.<br />
<br />
===Chassis ===<br />
A supporting metal frame formed the chassis with an extremely narrow track of only 78 cm. A [[differential gear|differential]] was not needed and the front wheels were out on a parallelogram, and the steering was transmitted by a large chain.<br />
<br />
===Body ===<br />
The vehicle had an open, door-less body with a bench and room enough to have two people sitting next to each other. The steering wheel was in the vehicles center. The vehicle has a length of only 2.4 meters and a height of only 90 centimeters. There is a thin fabric top without side panels for weather protection.<br />
<br />
===Technology ===<br />
It was powered by an [[air cooling|air-cooled]] [[cylinder engine]] with 125 cc and 5 [[Hp]], which was installed in front left rear wheel and a chain at the left rear drive. There was also a sports version using an additional installed engine of the same size on the right rear, to the drive the right rear wheel. The tires are very small at 3.5"x 8" in size !<br />
<br />
===Surving vehicles ===<br />
At least three vehicles have survived to this day, there is one at the Musée Communal de l'Automobile in Mahymobiles [[Leuze-en-Hainaut]] (Belgium ), one in the Museo Ford Gratton in [[Farra d'Isonzo]] (Italy) and one privately owned since 1954 in South Africa.<br />
<br />
<gallery><br />
Image:Volugrafo Bimbo 2.jpg|'''1946 Volugrafo Bimbo 46'''<br />
Image:Volugrafo Bimbo 3.jpg<br />
Image:Volugrafo Bimbo 1.jpg|'''Volugrafo Engine'''<br />
Image:Volugrafo Bimbo 4.png<br />
</gallery><br />
<br />
<br />
Image:Volugrafo Bimbo 1b .jpg<br />
Volugrafo Bimbo 2b .jpg<br />
Volugrafo Bimbo 3b .jpg<br />
Volugrafo Bimbo 4b .jpg<br />
Volugrafo Bimbo 5b .jpg<br />
<br />
|'''The same 1946 Volugrafo Bimbo 46 now restored'''<br />
<br />
===Literature ===<br />
* Walter Description:'' International'' small car. Motor-Verlag. Stuttgart 1999. <br />
* Harald Linz and Halwart Schrader:'' The International Motor Encyclopedia'' United Soft Media Verlag GmbH, Munich 2008, ISBN 978-3-8032-9876-8.<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Volugrafo&diff=75445Volugrafo2019-07-04T01:23:01Z<p>WikiSysop: /* Surving vehicles */</p>
<hr />
<div>{{X}}<br />
[[Image:volugrafo logo copy.png|center|100px]]<br />
<br />
== 1936 - 1948 ==<br />
<br />
'''Volugrafo''''s success in the market with their small engine capacity [[motorcycle]]s. The Volugrafo Aermoto 125 was built for the militaty during WWII from 1936-1942. Later, in 1946, Volugrafo, produced a small [[Bimbo]] type car made with an aerodynamic aluminum body. There was a small production run of the super lite 125 kg car , using a 125cc engine and 3-speed manual gearbox, which ceased in 1948.<br />
<br />
== Volugrafo Aermoto ==<br />
The Volugrafo Aermoto 125 was an Italian parachute motorcycle produced in 1940s by the Turin Volgraph Mechanical Workshops for the Royal Army .<br />
Index<br />
[[File:Aeromoto_Volugrafo_-_Captured_by_British_troops_in_Italy2.jpg|thumb|right|300px|'''Volugrafo Aeromoto captured by British troops in Italy''']]<br />
[[File:1944_paracadutisti_motorcycle.jpg|thumb|right|300px|'''1944 Volugrafo Aermoto 125 parashoot motorcycle''' ]]<br />
=== History ===<br />
This bike was derived from a 1936 project for a small motorbike built and by the engineer [[Claudio Belmondo]]. At the outbreak of the Second World War , the Axis Powers began to plan Operation C3 for the invasion of Malta . The Royal Army therefore required airborne and air-raid means to equip the paratrooper divisions mobility . The Le Officine Meccaniche Volugrafo (Volugrafo Mechanical Workshops) began the development of a parachute launching motorbike starting from the Belmondo motor-vehicle. The abandonment of the operation led to a slowdown in the construction of the Aermoto , which was only pruduced in 1942 and went out of production in 1944. The Royal Army commissioned a first batch of 600 Aermoto , destined for one of the battalions of the 183rd "Cyclone" paratroopers division , in the area of Tarquinia in the summer of 1943. The motorbike also equipped the parachutist school of Tarquinia, the Regiment "San Marco" and, after the armistice of Cassibile , the Paratrooper Swimmers (NP) of the Xª Flottiglia MAS . The production, after the bombardment of the Volugrafo di Torino plant, which was then moved to Favria in the Canavese area which continued until 1944 , built over 2,000 units. In 1943, the German Luftwaffe bought up these bikes, either by requisitioned or by continuing their production; they were assigned in particular to the Luftwaffe parachutist units working on the Adriatic coast and in the Rome area.<br />
<br />
===Technique===<br />
The frame has a double cradle , rigid and using tubular steel . The engine, a 123 cm³ two-stroke single - cylinder engine , deliverd 2 hp at 3600 rpm. The exhaust gases actually ran into ad through the frame tubes. It used a chain driven transmission, the gearbox had two-speeds, used drum brakes and a very unique double or twinned tire wheel setup. On the 9.5 liter tank the saddle was fixed, able to accommodate only one paratrooper; a small two-wheeled cart can be attached to a spherical support and could be used to transport a second military person, some materials or ammunition. At the launch configuration, the handlebar was folded forward on the front wheel; the motion thus assumes the shape of a parallelepiped which then was inserted into a purpose built impact resistant container, to which the parachute was attached. After landing, the configuration could be quickly be removed from the container, handlebars folded out and locked into place and ready for a operation, in just 2 minutes!<br />
<br />
== Volugrafo Bimbo 46 1946-1948==<br />
[[Image:Volugrafo.jpg|thumb|right|300px|'''1946 Volugrafo Aermoto''']]<br />
[[File:Volugrafo 1947.jpg|thumb|right|300px|'''1947 Volugrafo 1947''' <br><small>Thanks Massimo Carini</small>]]<br />
=== Development ===<br />
The [[engineer]] and [[race driver]] [[Belmondo]] developed the Volugrafo Bimbo vehicle, which was introduced in November 1945 and produced through early 1946. Production ended in 1948 after about 60 copies total.<br />
<br />
===Chassis ===<br />
A supporting metal frame formed the chassis with an extremely narrow track of only 78 cm. A [[differential gear|differential]] was not needed and the front wheels were out on a parallelogram, and the steering was transmitted by a large chain.<br />
<br />
===Body ===<br />
The vehicle had an open, door-less body with a bench and room enough to have two people sitting next to each other. The steering wheel was in the vehicles center. The vehicle has a length of only 2.4 meters and a height of only 90 centimeters. There is a thin fabric top without side panels for weather protection.<br />
<br />
===Technology ===<br />
It was powered by an [[air cooling|air-cooled]] [[cylinder engine]] with 125 cc and 5 [[Hp]], which was installed in front left rear wheel and a chain at the left rear drive. There was also a sports version using an additional installed engine of the same size on the right rear, to the drive the right rear wheel. The tires are very small at 3.5"x 8" in size !<br />
<br />
===Surving vehicles ===<br />
At least three vehicles have survived to this day, there is one at the Musée Communal de l'Automobile in Mahymobiles [[Leuze-en-Hainaut]] (Belgium ), one in the Museo Ford Gratton in [[Farra d'Isonzo]] (Italy) and one privately owned since 1954 in South Africa.<br />
<br />
<gallery><br />
Image:Volugrafo Bimbo 2.jpg|'''1946 Volugrafo Bimbo 46'''<br />
Image:Volugrafo Bimbo 3.jpg<br />
Image:Volugrafo Bimbo 1.jpg|'''Volugrafo Engine'''<br />
Image:Volugrafo Bimbo 4.png<br />
</gallery><br />
<br />
<br />
Volugrafo Bimbo 1b .jpg<br />
Volugrafo Bimbo 2b .jpg<br />
Volugrafo Bimbo 3b .jpg<br />
Volugrafo Bimbo 4b .jpg<br />
Volugrafo Bimbo 5b .jpg<br />
<br />
|'''The same 1946 Volugrafo Bimbo 46 now restored'''<br />
<br />
===Literature ===<br />
* Walter Description:'' International'' small car. Motor-Verlag. Stuttgart 1999. <br />
* Harald Linz and Halwart Schrader:'' The International Motor Encyclopedia'' United Soft Media Verlag GmbH, Munich 2008, ISBN 978-3-8032-9876-8.<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Volugrafo&diff=75444Volugrafo2019-07-04T01:22:01Z<p>WikiSysop: /* Surving vehicles */</p>
<hr />
<div>{{X}}<br />
[[Image:volugrafo logo copy.png|center|100px]]<br />
<br />
== 1936 - 1948 ==<br />
<br />
'''Volugrafo''''s success in the market with their small engine capacity [[motorcycle]]s. The Volugrafo Aermoto 125 was built for the militaty during WWII from 1936-1942. Later, in 1946, Volugrafo, produced a small [[Bimbo]] type car made with an aerodynamic aluminum body. There was a small production run of the super lite 125 kg car , using a 125cc engine and 3-speed manual gearbox, which ceased in 1948.<br />
<br />
== Volugrafo Aermoto ==<br />
The Volugrafo Aermoto 125 was an Italian parachute motorcycle produced in 1940s by the Turin Volgraph Mechanical Workshops for the Royal Army .<br />
Index<br />
[[File:Aeromoto_Volugrafo_-_Captured_by_British_troops_in_Italy2.jpg|thumb|right|300px|'''Volugrafo Aeromoto captured by British troops in Italy''']]<br />
[[File:1944_paracadutisti_motorcycle.jpg|thumb|right|300px|'''1944 Volugrafo Aermoto 125 parashoot motorcycle''' ]]<br />
=== History ===<br />
This bike was derived from a 1936 project for a small motorbike built and by the engineer [[Claudio Belmondo]]. At the outbreak of the Second World War , the Axis Powers began to plan Operation C3 for the invasion of Malta . The Royal Army therefore required airborne and air-raid means to equip the paratrooper divisions mobility . The Le Officine Meccaniche Volugrafo (Volugrafo Mechanical Workshops) began the development of a parachute launching motorbike starting from the Belmondo motor-vehicle. The abandonment of the operation led to a slowdown in the construction of the Aermoto , which was only pruduced in 1942 and went out of production in 1944. The Royal Army commissioned a first batch of 600 Aermoto , destined for one of the battalions of the 183rd "Cyclone" paratroopers division , in the area of Tarquinia in the summer of 1943. The motorbike also equipped the parachutist school of Tarquinia, the Regiment "San Marco" and, after the armistice of Cassibile , the Paratrooper Swimmers (NP) of the Xª Flottiglia MAS . The production, after the bombardment of the Volugrafo di Torino plant, which was then moved to Favria in the Canavese area which continued until 1944 , built over 2,000 units. In 1943, the German Luftwaffe bought up these bikes, either by requisitioned or by continuing their production; they were assigned in particular to the Luftwaffe parachutist units working on the Adriatic coast and in the Rome area.<br />
<br />
===Technique===<br />
The frame has a double cradle , rigid and using tubular steel . The engine, a 123 cm³ two-stroke single - cylinder engine , deliverd 2 hp at 3600 rpm. The exhaust gases actually ran into ad through the frame tubes. It used a chain driven transmission, the gearbox had two-speeds, used drum brakes and a very unique double or twinned tire wheel setup. On the 9.5 liter tank the saddle was fixed, able to accommodate only one paratrooper; a small two-wheeled cart can be attached to a spherical support and could be used to transport a second military person, some materials or ammunition. At the launch configuration, the handlebar was folded forward on the front wheel; the motion thus assumes the shape of a parallelepiped which then was inserted into a purpose built impact resistant container, to which the parachute was attached. After landing, the configuration could be quickly be removed from the container, handlebars folded out and locked into place and ready for a operation, in just 2 minutes!<br />
<br />
== Volugrafo Bimbo 46 1946-1948==<br />
[[Image:Volugrafo.jpg|thumb|right|300px|'''1946 Volugrafo Aermoto''']]<br />
[[File:Volugrafo 1947.jpg|thumb|right|300px|'''1947 Volugrafo 1947''' <br><small>Thanks Massimo Carini</small>]]<br />
=== Development ===<br />
The [[engineer]] and [[race driver]] [[Belmondo]] developed the Volugrafo Bimbo vehicle, which was introduced in November 1945 and produced through early 1946. Production ended in 1948 after about 60 copies total.<br />
<br />
===Chassis ===<br />
A supporting metal frame formed the chassis with an extremely narrow track of only 78 cm. A [[differential gear|differential]] was not needed and the front wheels were out on a parallelogram, and the steering was transmitted by a large chain.<br />
<br />
===Body ===<br />
The vehicle had an open, door-less body with a bench and room enough to have two people sitting next to each other. The steering wheel was in the vehicles center. The vehicle has a length of only 2.4 meters and a height of only 90 centimeters. There is a thin fabric top without side panels for weather protection.<br />
<br />
===Technology ===<br />
It was powered by an [[air cooling|air-cooled]] [[cylinder engine]] with 125 cc and 5 [[Hp]], which was installed in front left rear wheel and a chain at the left rear drive. There was also a sports version using an additional installed engine of the same size on the right rear, to the drive the right rear wheel. The tires are very small at 3.5"x 8" in size !<br />
<br />
===Surving vehicles ===<br />
At least three vehicles have survived to this day, there is one at the Musée Communal de l'Automobile in Mahymobiles [[Leuze-en-Hainaut]] (Belgium ), one in the Museo Ford Gratton in [[Farra d'Isonzo]] (Italy) and one privately owned since 1954 in South Africa.<br />
<br />
<gallery><br />
Image:Volugrafo Bimbo 2.jpg|'''1946 Volugrafo Bimbo 46'''<br />
Image:Volugrafo Bimbo 3.jpg<br />
Image:Volugrafo Bimbo 1.jpg|'''Volugrafo Engine'''<br />
Image:Volugrafo Bimbo 4.png<br />
</gallery><br />
<br />
<br />
Image:Volugrafo Bimbo 1b .jpg|'''The same 1946 Volugrafo Bimbo 46 now restored'''<br />
Image:Volugrafo Bimbo 2b .jpg<br />
Image:Volugrafo Bimbo 3b .jpg<br />
Image:Volugrafo Bimbo 4b .jpg<br />
Image:Volugrafo Bimbo 5b .jpg<br />
<br />
===Literature ===<br />
* Walter Description:'' International'' small car. Motor-Verlag. Stuttgart 1999. <br />
* Harald Linz and Halwart Schrader:'' The International Motor Encyclopedia'' United Soft Media Verlag GmbH, Munich 2008, ISBN 978-3-8032-9876-8.<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Volugrafo&diff=75443Volugrafo2019-07-04T01:16:42Z<p>WikiSysop: /* Surving vehicles */</p>
<hr />
<div>{{X}}<br />
[[Image:volugrafo logo copy.png|center|100px]]<br />
<br />
== 1936 - 1948 ==<br />
<br />
'''Volugrafo''''s success in the market with their small engine capacity [[motorcycle]]s. The Volugrafo Aermoto 125 was built for the militaty during WWII from 1936-1942. Later, in 1946, Volugrafo, produced a small [[Bimbo]] type car made with an aerodynamic aluminum body. There was a small production run of the super lite 125 kg car , using a 125cc engine and 3-speed manual gearbox, which ceased in 1948.<br />
<br />
== Volugrafo Aermoto ==<br />
The Volugrafo Aermoto 125 was an Italian parachute motorcycle produced in 1940s by the Turin Volgraph Mechanical Workshops for the Royal Army .<br />
Index<br />
[[File:Aeromoto_Volugrafo_-_Captured_by_British_troops_in_Italy2.jpg|thumb|right|300px|'''Volugrafo Aeromoto captured by British troops in Italy''']]<br />
[[File:1944_paracadutisti_motorcycle.jpg|thumb|right|300px|'''1944 Volugrafo Aermoto 125 parashoot motorcycle''' ]]<br />
=== History ===<br />
This bike was derived from a 1936 project for a small motorbike built and by the engineer [[Claudio Belmondo]]. At the outbreak of the Second World War , the Axis Powers began to plan Operation C3 for the invasion of Malta . The Royal Army therefore required airborne and air-raid means to equip the paratrooper divisions mobility . The Le Officine Meccaniche Volugrafo (Volugrafo Mechanical Workshops) began the development of a parachute launching motorbike starting from the Belmondo motor-vehicle. The abandonment of the operation led to a slowdown in the construction of the Aermoto , which was only pruduced in 1942 and went out of production in 1944. The Royal Army commissioned a first batch of 600 Aermoto , destined for one of the battalions of the 183rd "Cyclone" paratroopers division , in the area of Tarquinia in the summer of 1943. The motorbike also equipped the parachutist school of Tarquinia, the Regiment "San Marco" and, after the armistice of Cassibile , the Paratrooper Swimmers (NP) of the Xª Flottiglia MAS . The production, after the bombardment of the Volugrafo di Torino plant, which was then moved to Favria in the Canavese area which continued until 1944 , built over 2,000 units. In 1943, the German Luftwaffe bought up these bikes, either by requisitioned or by continuing their production; they were assigned in particular to the Luftwaffe parachutist units working on the Adriatic coast and in the Rome area.<br />
<br />
===Technique===<br />
The frame has a double cradle , rigid and using tubular steel . The engine, a 123 cm³ two-stroke single - cylinder engine , deliverd 2 hp at 3600 rpm. The exhaust gases actually ran into ad through the frame tubes. It used a chain driven transmission, the gearbox had two-speeds, used drum brakes and a very unique double or twinned tire wheel setup. On the 9.5 liter tank the saddle was fixed, able to accommodate only one paratrooper; a small two-wheeled cart can be attached to a spherical support and could be used to transport a second military person, some materials or ammunition. At the launch configuration, the handlebar was folded forward on the front wheel; the motion thus assumes the shape of a parallelepiped which then was inserted into a purpose built impact resistant container, to which the parachute was attached. After landing, the configuration could be quickly be removed from the container, handlebars folded out and locked into place and ready for a operation, in just 2 minutes!<br />
<br />
== Volugrafo Bimbo 46 1946-1948==<br />
[[Image:Volugrafo.jpg|thumb|right|300px|'''1946 Volugrafo Aermoto''']]<br />
[[File:Volugrafo 1947.jpg|thumb|right|300px|'''1947 Volugrafo 1947''' <br><small>Thanks Massimo Carini</small>]]<br />
=== Development ===<br />
The [[engineer]] and [[race driver]] [[Belmondo]] developed the Volugrafo Bimbo vehicle, which was introduced in November 1945 and produced through early 1946. Production ended in 1948 after about 60 copies total.<br />
<br />
===Chassis ===<br />
A supporting metal frame formed the chassis with an extremely narrow track of only 78 cm. A [[differential gear|differential]] was not needed and the front wheels were out on a parallelogram, and the steering was transmitted by a large chain.<br />
<br />
===Body ===<br />
The vehicle had an open, door-less body with a bench and room enough to have two people sitting next to each other. The steering wheel was in the vehicles center. The vehicle has a length of only 2.4 meters and a height of only 90 centimeters. There is a thin fabric top without side panels for weather protection.<br />
<br />
===Technology ===<br />
It was powered by an [[air cooling|air-cooled]] [[cylinder engine]] with 125 cc and 5 [[Hp]], which was installed in front left rear wheel and a chain at the left rear drive. There was also a sports version using an additional installed engine of the same size on the right rear, to the drive the right rear wheel. The tires are very small at 3.5"x 8" in size !<br />
<br />
===Surving vehicles ===<br />
At least three vehicles have survived to this day, there is one at the Musée Communal de l'Automobile in Mahymobiles [[Leuze-en-Hainaut]] (Belgium ), one in the Museo Ford Gratton in [[Farra d'Isonzo]] (Italy) and one privately owned since 1954 in South Africa.<br />
<br />
<gallery><br />
Image:Volugrafo Bimbo 2.jpg|'''1946 Volugrafo Bimbo 46'''<br />
Image:Volugrafo Bimbo 3.jpg<br />
Image:Volugrafo Bimbo 1.jpg|'''Volugrafo Engine'''<br />
Image:Volugrafo Bimbo 4.png<br />
</gallery><br />
<br />
<gallery><br />
Image:Volugrafo Bimbo 1b .jpg|'''The same 1946 Volugrafo Bimbo 46 now restored'''<br />
Image:Volugrafo Bimbo 2b .jpg<br />
Image:Volugrafo Bimbo 3b .jpg<br />
Image:Volugrafo Bimbo 4b .jpg<br />
Image:Volugrafo Bimbo 5b .jpg<br />
</gallery><br />
<br />
===Literature ===<br />
* Walter Description:'' International'' small car. Motor-Verlag. Stuttgart 1999. <br />
* Harald Linz and Halwart Schrader:'' The International Motor Encyclopedia'' United Soft Media Verlag GmbH, Munich 2008, ISBN 978-3-8032-9876-8.<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Alfa_Romeo&diff=75442Alfa Romeo2019-03-10T14:56:39Z<p>WikiSysop: /* Production */</p>
<hr />
<div>{{X}}<br />
[[Image:Alfaromeologo copy.png|center|120px]]<br />
<br />
==Foundation and early years==<br />
<br />
The company that became Alfa Romeo was founded as '''Società Anonima Italiana Darracq''' (SAID) in 1906 by the [[France|French]] automobile firm of [[Alexandre Darracq]], with some Italian investors. One of them, Cavaliere [[Ugo Stella]], an [[aristocracy|aristocrat]] from [[Milan]], became chairman of the SAID in 1909. The firm's initial location was in [[Naples]], but even before the construction of the planned factory had started, Darracq decided late 1906 that [[Milan]] would be a more suitable location and accordingly a tract of land was acquired in the Milan suburb of [[Portello, Milan|Portello]], where a new factory of 6700m2 was erected. Late 1909, the Italian Darracq cars were selling slowly and Stella, with the other Italian co-investors, founded a new company named A.L.F.A. (Anonima Lombarda Fabbrica Automobili), initially still in partnership with Darracq. The first non-Darracq car produced by company was the 1910 [[A.L.F.A 24 HP|24 HP]], designed by [[Giuseppe Merosi]], hired in 1909 for designing new cars more suitable to the Italian market. Merosi would go on to design a series of new A.L.F.A. cars with more powerful engines ([[A.L.F.A 40/60 HP|40-60 HP]]). A.L.F.A. also ventured into [[motor racing]], drivers Franchini and Ronzoni competing in the 1911 [[Targa Florio]] with two 24 HP models. In 1914, an advanced Grand Prix car was designed and built, the [[Alfa Romeo Grand Prix|GP1914]] which featured a four cylinder, double overhead camshafts, four valves per cylinder and twin ignition. However, the onset of [[World War I]] halted automobile production at ALFA for three years.<br />
{| class="wikitable" cellpadding="4" style="text-align:center; font-size:85%; float:left; margin:.5em 1em .5em 1em;"<br />
|- style="text-align:center; background:#fff;"<br />
|+ Alfa Romeo production between 1934-1939<br />
|-<br />
!style="background:darkorange" align="center" valign="middle" | Year<br />
!style="background:darkorange" align="center" valign="middle" | Cars<br />
!style="background:darkorange" align="center" valign="middle" | Industrial vehicles<br />
|- bgcolor=#ffffff<br />
|-----<br />
|'''1934'''||699 ||align="center" | 0<br />
|-----<br />
|'''1935'''||91||align="center" |211<br />
|-----<br />
|'''1936''' ||20||align="center" | 671<br />
|-----<br />
|'''1937''' ||270||align="center" | 851<br />
|-----<br />
|'''1938''' ||542||align="center" | 729<br />
|-----<br />
|'''1939'''||372||align="center" |562<br />
|-----<br />
|}<br />
<br />
In August 1915 the company came under the direction of Neapolitan entrepreneur [[Nicola Romeo]], who converted the factory to produce military hardware for the Italian and Allied war efforts. Munitions, aircraft engines and other components, compressors and generators based on the company's existing car engines were produced in a vastly enlarged factory during the war. When the war was over, Romeo invested his war profits in acquiring locomotive and railways carriage plants in Saronno (Costruzioni Meccaniche di Saronno), Rome (Officine Meccaniche di Roma) and Naples (Officine Ferroviarie Meridionali), which were added to his A.L.F.A. ownership. Car production had not been considered at first, but resumed in 1919 since parts for the completion of 105 cars were still lying at the A.L.F.A. factory since 1915. In 1920, the name of the company was changed to Alfa Romeo with the [[Alfa Romeo 20/30 HP|Torpedo 20-30 HP]] becoming the first car to be badged as such.Their first success came in 1920 when [[Giuseppe Campari]] won at [[Mugello]] and continued with second place in the [[Targa Florio]] driven by [[Enzo Ferrari]]. Giuseppe Merosi continued as head designer, and the company continued to produce solid road cars as well as successful race cars (including the 40-60 HP and the [[Alfa Romeo RL|RL Targa Florio]]).<br />
[[Image:ALFA-24-HP.jpg|thumb|250px|right|24 HP (1910)]]<br />
In 1923 [[Vittorio Jano]] was lured away from [[Fiat]], partly thanks to the persuasion of a young Alfa racing driver named [[Enzo Ferrari]], to replace Merosi as chief designer at Alfa Romeo. The first Alfa Romeo under Jano was the [[Alfa Romeo P2|P2 Grand Prix car]], which won Alfa Romeo the inaugural world championship for Grand Prix cars in 1925. For Alfa road cars Jano developed a series of small-to-medium-displacement 4, 6, and 8 cylinder inline power plants based on the P2 unit that established the classic architecture of Alfa engines, with light alloy construction, [[hemi|hemispherical combustion chambers]], centrally-located plugs, two rows of overhead valves per cylinder bank and dual overhead cams. Jano's designs proved to be both reliable and powerful.<br />
<br />
[[Image:Coys vintage car 501593 fh000035.jpg|thumb|250px|[[Alfa Romeo 6C 2300|Alfa Romeo 6C 2300B Touring]] (1934)]]<br />
[[Image:Alfa Romeo 8C 2900B 1937.jpg|thumb|250px|[[Alfa Romeo 8C 2900|Alfa Romeo 8C 2900B Touring Spider]] (1937)]]<br />
[[Enzo Ferrari]] proved to be a better team manager than driver, and when the factory team was privatised, it then became Scuderia Ferrari. When Ferrari left Alfa Romeo, he went on to build his own cars. [[Tazio Nuvolari]] often drove for Alfa, winning many races prior to [[World War II]].<br />
<br />
In 1928 Nicola Romeo left, with Alfa going broke after defense contracts ended, and in the end of 1932 Alfa Romeo was rescued by the government, which then had effective control. Alfa became an instrument of Mussolini's Italy, a national emblem. During this period Alfa Romeo built bespoke vehicles for the wealthy, with the bodies normally built by [[Carrozzeria Touring|Touring of Milan]] or [[Pininfarina]]. This was the era that peaked with the legendary [[Alfa Romeo 8C|Alfa Romeo 2900B Type 35]] racers.<br />
<br />
The Alfa factory (converted during wartime to the production of [[Macchi C.202 Folgore]] engines) was bombed during World War II, and struggled to return to profitability after the war. The luxury vehicles were out. Smaller mass-produced vehicles began to be produced in Alfa's factories beginning with the 1954 model year, with the introduction of the [[Alfa Romeo Giulietta|Giulietta]] series of ''berline'' (saloons/sedans), coupes and open two-seaters. All three varieties shared what would become the classic [[Alfa Romeo Twin Cam]] engine, initially in 1300 cc form. This engine would eventually be enlarged to just under 2 liters (1962 cc) and would remain in production through 1995.<br />
<br />
[[Image:Alfa Romeo 1900 SS Ghia.jpg|thumb|right|250px|[[Alfa Romeo 1900|Alfa Romeo 1900 SS Ghia]] (1954)]]<br />
[[Image:55 Alfa Ghia modified.jpg|thumb|left|250px|[[Alfa Romeo 1900|1900 CSS Ghia Speciale]] (1955)]]<br />
<br />
===Post war===<br />
Once motorsports resumed after World War II, Alfa Romeo proved to be the car to beat in Grand Prix events. The introduction of the new formula ([[Formula One]]) for single-seat racing cars provided an ideal setting for Alfa Romeo's tipo [[Alfa Romeo 158/159 Alfetta|158 Alfetta]], adapted from a pre-war voiturette, and [[Giuseppe Farina]] won the first Formula One World Championship in 1950 in the 158. [[Juan Manuel Fangio]] secured Alfa's second consecutive championship in 1951. During the 1960s, Alfa concentrated on competition using production-based cars, including the [[Alfa Romeo GTA|GTA]] (standing for Gran Turismo Allegerita), an aluminum-bodied version of the [[Bertone]]-designed coupe with a powerful twin-plug engine. Among other victories, the GTA won the inaugural [[Sports Car Club of America]]'s Trans-Am championship in 1966. In the 1970s, Alfa concentrated on prototype sports car racing with the [[Alfa Romeo Tipo 33|Tipo 33]], with early victories in 1971. Eventually the Tipo 33TT12 gained the [[1975 World Sportscar Championship season|World Championship for Makes]] for Alfa Romeo in 1975 and the Tipo 33SC12 won the [[1977 World Sportscar Championship season|World Championship for Sports Cars]] in 1977.<br />
<br />
By the 1970s Alfa was again in financial trouble. The Italian government company [[Finmeccanica]] bowed out in 1986 as Fiat Group bought in, creating a new group, Alfa Lancia Industriale S.p.A., to manufacture Alfas and Lancias. Models produced subsequent to the 1990s combined Alfa's traditional virtues of avant-garde styling and sporting panache with the economic benefits of product rationalisation, and include a "GTA" version of the [[Alfa Romeo 147|147]] hatchback, the [[Giugiaro]]-designed [[Alfa Romeo Brera|Brera]], and a high-performance exotic called the [[Alfa Romeo 8C Competizione|8C Competizione]] (named after one of Alfa's most successful prewar sports and racing cars, the [[Alfa Romeo 8C|8C]] of the 1930s).<br />
<br />
In 2005 Maserati was bought back from Ferrari and brought under Fiat's full control. The Fiat Group plans to create a sports and luxury division from Maserati and Alfa Romeo. There is a planned strategic relationship between these two; engines, platforms and<br />
possibly dealers will be shared in some market areas.<br />
<br />
In the beginning of 2007, Fiat Auto S.p.A. was reorganized and four new automobile companies were created; Fiat Automobiles S.p.A., Alfa Romeo Automobiles S.p.A., Lancia Automobiles S.p.A. and Fiat Light Commercial Vehicles S.p.A. These companies are fully owned by Fiat Group Automobiles S.p.A.{{-}}<br />
<br />
{| border=0 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:; background:#fff; border-collapse:collapse; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
| colspan=2 style="padding:0; background:#fff; color:#333; border-bottom:1px solid #999;" |<videoflash>CZ4y39ZOyhQ|300|250</videoflash><br />
|- style="color:#fff; background:darkorange; font-size:;"<br />
! colspan=2 |<center>'''Alfa Romeo History'''<br />
|}<br />
<br />
==The history of the Alfa Romeo badge==<br />
[[Image:alfa_romeo_logos.gif|thumb|right|200px|'''Click to Enlarge''']]<br />
[[Image:1933 Alfa Romeo badge.jpg|110px|left|thumb|The Alfa Romeo badge from 1933.]]<br />
In 1910 a [[Technical drawing|draughtsman]] named [[Romano Cattaneo]] was given the job of coming up with a [[badge]] for a new [[Milan|Milan-based]] company, ALFA. The story goes that as he was waiting for a train at the [[Piazza Castello]] terminus in [[Milan]], he gained inspiration from the red cross and off the coat of arms and flag of Milan and the [[Visconti]] family's [[biscione]] (human child-bearing serpent) [[coat of arms]] emblazoned over the great door of [[Castello Sforzesco]].<br />
<br />
[[Image:Visconti family's biscione.jpg|thumb|150px|right|'''Visconti family's biscione coat of arms''']]<br />
<br />
In 1918 after the company was purchased by [[Nicola Romeo]], the badge was redesigned with the help of [[Giuseppe Merosi]], including now the City of Milan's [[emblem]] and that of the Visconti family in a circular motif, bordered by a dark blue metallic ring containing the inscription "ALFA&nbsp;— ROMEO" and "MILANO" separated by two [[House of Savoy|Savoy dynasty]] knots to honour the Kingdom of Italy.<br />
<br />
After the victory of the [[Alfa Romeo P2|P2]] in the inaugural [[Automobile World Championship]] in 1925, Alfa added a [[laurel wreath]] around the logo.<br />
<br />
In 1946 after the victory of the Italian Republic Savoy knots were replaced with two curvy lines.<br />
<br />
The name "MILANO", the hyphen and the Savoy knots (lines) were eliminated when Alfa Romeo opened the factory at [[Pomigliano d'Arco]], [[Naples]] in early 1970s.<br />
[[Image:Milano-Stemma.png|thumb|left|90px|'''Milan coat of arms''']]<br />
{{-}}<br />
<br />
{| border=0 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:; background:#fff; border-collapse:collapse; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
| colspan=2 style="padding:0; background:#fff; color:#333; border-bottom:1px solid #999;" |<videoflash>IuRfEW7NFpQ|300|250</videoflash><br />
|- style="color:#fff; background:darkorange; font-size:;"<br />
! colspan=2 |<center>'''Alfa Romeo Celebrates 105 Years'''<br />
|}<br />
<br />
==Racing history==<br />
<br />
Main Article: ''[[Alfa Romeo in motorsport]]''<br />
[[Image:Alfa Romeo badge.jpg|thumb|200px|The badge on the front of an Alfa in the [[Indianapolis Motor Speedway]] Hall of Fame Museum]]<br />
[[Image:Alfa Romeo 6C.jpg|thumb|200px|Alfa Romeo 6C]]<br />
[[Image:1938_Alfa_Romeo_8c_2900_Mille_Miglia_34.jpg|right|thumb|200px|1938 Alfa Romeo 8C 2900 Mille Miglia from the [[Ralph Lauren]] collection]]<br />
<br />
<br />
Alfa Romeo scored many prestigious victories in all the different categories: [[Formula 1]], [[Prototypes]], Touring and Fast Touring. Private drivers also ran some [[World Rally Championship|rally]] competitions with fine results.<br />
<br />
In 1923 [[Vittorio Jano]] was lured to Alfa from Fiat, designing the motors that gave Alfa racing success into the late thirties. (When Alfa began to lose in the late thirties Jano was promptly sacked.)<br />
<br />
In the 1930s, [[Tazio Nuvolari]] won the [[Mille Miglia]] in a 6C 1750 [http://members.tripod.lycos.nl/AlfaTom2/galleria1/24hp.htm], crossing the finishing line after having incredibly overtaken [[Achille Varzi]] without his lights (at nighttime). <br />
<br />
The 8C 2300 won the [[Le Mans 24 Hours]] from 1931 to 1934, with Alfa Romeo withdrawing from racing in 1933, when the Italian government took over, and the racing of Alfas was then taken up by Scuderia Ferrari as Alfa's outsourced team. (Enzo Ferrari drove for Alfa, before he went on to manage the team, and after that, went on to manufacture his own cars.)<br />
In 1935 Alfa Romeo won the German Grand Prix with Nuvolari. <br />
In 1938 Biondetti won the Mille Miglia in a 8C 2900B Corto Spyder, thereafter referred to as the "Mille Miglia" model.<br />
<br />
In 1950 [[Nino Farina]] won the [[Formula One]] World Championship in a 158 with compressor, in 1951 [[Juan Manuel Fangio]] won while driving a [[Alfetta]] 159 (an evolution of the 158 with a two-stages compressor). Other titles won in 1975 and 1977, while the [[33]] dominated the Prototype category from 1967 to 1977.<br />
<br />
In the 1960s Alfa Romeo became famous for its small cars and models specifically designed for the Italian police ("Panthers") and [[Carabinieri]]; among them the glorious "Giulia Super" - [http://www.alfaromeo-classic.com/giulia/super_schaer/Bilder/giulia_super.1.jpg]. Or the 2600 Sprint GT, which obtained an expressive nickname of "Inseguimento" (this car is wrongly supposed to be the one that the famous Roman police Marshall and unrivaled driver Armandino Spadafora brought down on the Spanish Steps in 1960 while following some robbers - it was instead a black [[Ferrari 250]] GT/E - this pic of Giulia [http://www.alfaclubdc.com/suprflm3.jpg], one of the dozens about this legend, is taken from a movie and not at Spanish Steps).<br />
<br />
After the 1970s, economic issues caused the government to finally sell Alfa Romeo to [[Fiat]] in 1986, which still own it.<br />
<br />
Before being bought by [[Fiat]], [[Alfa Romeo]] always had a daring commercial policy, constantly experimenting with new solutions and using them in its series production, even at the risk of losing market share. [[Alfa]] often used controversial and unorthodox styling too, which often challenged one's assumptions about styling.<br />
<br />
On an English sales brochure: <br />
:''The Alfa Romeo Giulia 1600 SS - For the man who has everything, here is the car to keep him company. ... The price is [[GBP]] 2394.1.3 including tax. Expensive? Naturally! What else would you expect a hand-built Alfa to be?'' [http://www.geraldo.at/SS/sales/SS_sales_C1.jpg]<br />
<br />
It represented the make of those cars which could allow some sporty driving on common roads, provided the driver was enthusiast enough to appreciate their particular "sound". <br />
<br />
One owner of an A.R. is an "Alfista", and a group of them are "Alfisti", in Italian. Alfa Romeo is sometimes worshiped by its owners, and many models have become cultural symbols. There are many thriving Alfa Romeo owners clubs and [[Alfa Romeo Model Register]]s. <br />
<br />
In 1967 the famous [[Dustin Hoffman]]'s film "[[The Graduate]]" gave worldwide unforgettable celebrity to the "[[Spider]]" (best known with the Italian nickname of "[[Duetto]]", or as "Osso di Seppia" or Round-tail), and its unique shape. The Spider was designed by [[Pininfarina]].<br />
<br />
==RHD Alfa Romeo Production post-1960==<br />
<br />
In the late 1960's, a number of European automobile manufacturers established facilities in [[South Africa]] to assemble right hand drive vehicles for the [[Commonwealth of Nations|Commonwealth]] markets. [[Fiat]] and other Italian manufacturers established factories along with these other manufacturers in Rosslyn, Pretoria and later in Brits.<br />
<br />
With the imposition of sanctions by western powers in the 1970's and 1980's, South Africa became self sufficient, and in car production came to rely more and more on the products of the Uitenhage factories. In consequence, production levels increased, and many manufacturers including [[Fiat]] Spa., [[Lancia]], [[Ferrari]] and Alfa Romeo transferring all their right-hand drive production to Uitenhage. [[Volkswagen]] AG, [[Daimler Benz]] AG and [[BMW]] AG followed suit at about this time.<br />
<br />
Since then, all right-hand-drive production of Alfa Romeo (and most other European manufacturers) remains in Uitenhage - so that RHD European cars are actually South African in origin, or else have their steering and dashboard assemblies produced there.<br />
<br />
==Production==<br />
{| class="wikitable" cellpadding="0" style="text-align:center; font-size:85%; float:right; margin:.5em 1em .5em 1em;"<br />
|- style="text-align:center; background:#fff;"<br />
|+ Alfa Romeo production between 1998-2016<br />
|-<br />
!style="background:darkorange" align="center" | Year<br />
!style="background:darkorange" align="center" | Cars<br />
|-<br />
|'''1998'''|| 197,680<br />
|-<br />
|'''1999'''|| 208,336<br />
|-<br />
|'''2000'''|| 206,836<br />
|-<br />
|'''2001'''|| 213,638<br />
|-<br />
|'''2002'''|| 187,437<br />
|-<br />
|'''2003'''|| 182,469<br />
|-<br />
|'''2004'''|| 162,179<br />
|-<br />
|'''2005'''|| 130,815<br />
|-<br />
|'''2006'''|| 157,794<br />
|-<br />
|'''2007'''|| 151,898<br />
|-<br />
|'''2008'''|| 103,097<br />
|-<br />
|'''2009'''|| 103,687<br />
|-<br />
|'''2010'''|| 119,451<br />
|-<br />
|'''2011'''|| 130,535<br />
|-<br />
|'''2012'''|| 101,000<br />
|-<br />
|'''2013'''|| 74,000<br />
|-<br />
|'''2014'''|| 58,948 (EU sales)<br />
|-<br />
|'''2015'''|| 56,688 (EU sales)<br />
|-<br />
|'''2016'''|| 93,117<br />
|-<br />
|'''2017'''|| 150,722<br />
|}<br />
<br />
Until the 1980s, Alfa Romeos, except for the [[Alfa Romeo Alfasud|Alfasud]], were rear-wheel-drive.<br />
<br />
According to the current Fiat CEO Sergio Marchionne in order to reap [[economy of scale|economies of scale,]] all new Alfa Romeo models will be made from the same basic platform (i.e., frame). Even [[Maserati]] will share components with some Alfas.<br />
[[Image:Afetta 159.jpg|thumb|200px|Quadrifoglio badge on the Alfetta 159]]<br />
Cloverleaf, or ''Quadrifoglio'', badges denote high-end in comfort and engine size variants of Alfa Romeo cars, but previously denoted Alfa Romeo racing cars in the pre-Second-World-War era. The image first appeared in 1923 when [[Ugo Sivocci]] presented one prior to the start of the 14th [[Targa Florio]] as a good luck token to the team. This became the symbol of competition Alfas, denoting higher performance. Some modern Alfas wear a [[clover]]leaf badge which is typically a green [[four leaf clover]] on a white background (Quadrifoglio Verde), but variants of blue on white have been recently observed as well.<br />
<br />
The Alfettas of the early 1980s had models available sold as the "Silver Leaf" and "Gold Leaf" (Quadrifoglio Oro). These models were the top of the range. Badging was the Alfa Cloverleaf in either gold or silver to denote the specification level. The Gold Leaf model was also sold as the "159i" in some markets, the name in homage to the original 159.<br />
<br />
The trim levels (option packages) offered today on the various ''nameplates'' (model lines) include the ''lusso'' ("luxury"), ''turismo'' ("touring"), and the GTA (''gran tourismo alleggerita'' ("light-weight grand tourer"). The GTA package is offered in the 147 and 156 and includes a V-6 engine. In the past, Alfa Romeo offered a Sprint (from Italian ''sprintare'', "to accelerate fast") trim level.<br />
<br />
During the 1990s, Alfa Romeo moved car production to other districts in Italy. The Pomigliano d’Arco plant produced the 155, followed by the 145 and the 146, while Arese manufactured the 164 and new Spider and GTV. The 156 was launched in 1997, and became quite successful for Alfa Romeo; in 1998 it was voted “Car of the Year”. The same year a new flagship, the 166 (assembled in Rivalta, near Turin) was launched. At the beginning of the third millennium, the 147 was released, which won the prestigious title of “Car of the Year 2001”. In 2003 the Arese factory is closed.<br />
<br />
The 155, 156, and GTV/Spider are no longer produced. The GTV/Spider was made in limited numbers, and is still a sought after model.<br />
<br />
The Arese factory today hosts almost nothing and is nearly abandoned. What remains are some offices and the great [[Arese#The Historical Museum|Alfa Romeo Historical Museum]], a must-see for Alfa Romeo fans.<br />
<br />
==Engines==<br />
{| class="wikitable" cellpadding="0" style="text-align:center; font-size:85%; float:left; margin:.5em 1em .5em 1em;"<br />
|- style="text-align:center; background:#fff;"<br />
|- tr BGCOLOR="darkorange"<br />
!style="background:darkorange" align="center" | Years<br />
!style="background:darkorange" align="center" | Engine<br />
!style="background:darkorange" align="center" | Cylinders<br />
|-<br />
|1954&ndash;1994 ||[[Alfa Romeo Twin Cam engine|Twin Cam]]|| 1290, 1570, 1750, 1779, 1962<br />
|-<br />
|1992&ndash;present ||[[Alfa Romeo Twin Spark engine|TwinSpark]]||1.4, 1.6, 1.7, 1.8, 2.0<br />
|-<br />
|1971&ndash;1995 ||[[Alfa Romeo Flat-4 engine|Flat-4]]|| 1186, 1286, 1350, 1490, 1712<br />
|-<br />
|1979&ndash;2006 ||[[Alfa Romeo V6 engine|V6]]||2.0, 2.5, 3.0, 3.2<br />
|-<br />
|2006&ndash;present ||[[GM High Feature engine|GM based V6]]|| 3.2<br />
|}{{-}}<br />
<br />
<br />
*[[History of the Alfa Race Engine]] (Four Of The Greatest).<br />
<br />
==Other production==<br />
===Aircraft engines===<br />
[[Image:Alfa Romeo D2.jpg|thumb|right|[[Alfa Romeo D2|D2]] aircraft engine.]]<br />
An Alfa engine was first used on an aircraft in 1910 on the Santoni-Franchini biplane. In 1932 Alfa Romeo built its first real aircraft engine the D2 (240 bhp), which was fitted to Caproni 101 D2. In the 1930s when Alfa Romeo engines were used for aircraft on a larger scale; the Savoia Marchetti SM.74, [[Savoia-Marchetti SM.75]], [[Savoia-Marchetti SM.79]], Savoia Marchetti SM.81 and [[CANT Z.506|Cant Z506B Airone]] all used Alfa Romeo manufactured engines. In 1931, a competition was arranged where [[Tazio Nuvolari]] drove his [[Alfa Romeo 8C|Alfa Romeo 8C 3000 Monza]] against a [[Caproni]] Ca.100 airplane. Alfa Romeo built various aircraft engines during [[World War II]]; the best known was the RA.1000 RC 41-I Monsone, a licensed version of the [[Daimler-Benz DB 601]]. This engine made it possible to build efficient fighter aircraft like the [[Macchi C.202 Folgore]] for the Italian army. After World War II Alfa Romeo produced engines for Fiat, [[Aerfer]] and [[Ambrosini (aircraft manufacturer)|Ambrosini]]. In the 1960s Alfa Romeo mainly focused upgrading and maintaining Curtiss-Wright, Pratt & Whitney, Rolls-Royce and General Electric aircraft engines. Alfa Romeo built also Italy's first [[turbine engine]], installed to the [[Beechcraft King Air]]. Alfa Romeo's Avio division was sold to [[Aeritalia]] in 1988, from 1996 it was part of Fiat Avio. Alfa Avio was also part of developing team to the new T700-T6E1 engine to the [[NHI NH90]] helicopter.<br />
<br />
<br />
===Trucks, light commercial vehicles===<br />
[[Image:Romeo2.jpg|thumb|right|190px|Romeo2]]<br />
[[Image:AlfaRomeo2 LKW 1.jpg|thumb|right|190px|Romeo2 LCV]]<br />
[[Image:Mk Neapel Trolleybus.jpg|190px|right|thumb|Alfa Romeo 1000 (Mille) [[Aerfer]] FI 711.2 OCREN [[trolleybus]] in [[Naples]].]]<br />
In 1930 Alfa Romeo presented a light truck in addition to heavy LCVs based to [[Büssing]] constructions. In the Second World War Alfa Romeo also built trucks for the Italian army ("35 tons anywhere") and later also for the German [[Wehrmacht]]. After the war, commercial motor vehicle production was resumed. <br />
<br />
Market demands have often created unique needs for automakers to fill. Having adjusted its market strategy after World War II to mass-produced vehicles, with the occasional coachbuilt custom, Alfa Romeo found itself producing not just sporting automobiles but also railway locomotives, buses, tractors and commercial vans.<br />
<br />
Introduced at the 1954 [[Turin Motor Show]], the Romeo Autotutto (“all purpose”), as it was first called, was a panel van and minibus. It was powered by one of two engines: the 1,290 cc 750-series twin-cam that would later power the Giulietta or a diesel engine fitted with a Roots-type supercharger. The Autotuttos were available in a wide variety of packages, including passenger van, cargo van, school bus, pickup truck and, of course, ambulance configurations. <br />
<br />
<br />
*78hp, 1,290 cc twin overhead cam four-cylinder engine<br />
*four-speed manual transmission<br />
*four-wheel independent suspension<br />
*front disc brakes<br />
<br />
<br />
An update in the late 1950s saw the Autotutto become the “Romeo 2” van and a subsequent update renamed the Romeo 2 to F12 (lighter duty) and A12 (heaviest duty). By 1966, the Giulia 1300’s sonorous twin-cam engine and [[ATE]] front [[disc brakes]] had become standard equipment. An updated, face-lifted body with front-hinged doors rounded out the changes.<br />
<br />
The 1968 Alfa Romeo F12 offered here is an exceedingly rare example of one of the most unique vehicles ever produced by Alfa Romeo. Estimates suggest that fewer than 100 Alfa Romeo vans exist to this day and perhaps none are as nicely preserved. Powered by the traditional Alfa Romeo [[twin overhead cam]] engine it sports the standard Alfa four-speed gearbox, rear end, suspension, wheels and gauges. It comes complete with crosses, sirens, blue and white interior lights, stretchers, a sink and storage compartments.<br />
<br />
In co-operation with [[FIAT]] and [[Saviem]] starting from the 60s different light truck models were developed. <br />
The production of heavy LCVs was terminated in [[1967]]. In [[Brazil]] the heavy trucks were built still few years under the name FNM ([[Fàbrica Nacional de Motores]]). Last Alfa Romeo vans were Alfa Romeo AR6 and AR8, which were rebadged versions of Iveco Daily and Fiat Ducato. The company also produced [[trolleybus]]es, which were used by many cities in Italy. Later, Alfa Romeo concentrated only on passenger car manufacturing. [http://www.rmauctions.com <small>Source</small>]<br />
<br />
<br />
====LCVs====<br />
*Romeo (1954-1958)<br />
*Romeo 2 (until 1966)<br />
*Romeo 3 (1966)<br />
*A11/F11 <br />
*A12/F12 (until 1983)<br />
*AR8 (based on first generation [[Iveco Daily]])<br />
*AR6 (based on first generation [[Fiat Ducato]])<br />
<br />
====Trucks====<br />
* [[Alfa Romeo 430]] (1939, 1942-1950)<br />
* [[Alfa Romeo 500]]<br />
* [[Alfa Romeo 800]] (1940-1943)<br />
* [[Alfa Romeo 900 Truck]]<br />
* [[Alfa Romeo 950]]<br />
* Alfa Romeo Mille (Alfa Romeo 1000)<br />
* [[Alfa Romeo A19n]] (Saviem license)<br />
<br />
====Buses====<br />
* [[Alfa Romeo 430A]]<br />
* [[Alfa Romeo 900]]<br />
* [[Alfa Romeo 950]]<br />
* Alfa Romeo Mille (Alfa Romeo 1000)<br />
<br />
====Trolleybuses====<br />
* Alfa Romeo 110AF (1938)<br />
* Alfa Romeo 140AF (1949)<br />
* Alfa Romeo 900<br />
* Alfa Romeo Mille (Alfa Romeo 1000)<br />
<br />
<br />
== Alfa Romeo sponsorships ==<br />
[[Image:Alfa 159 Safety Car.jpg|thumb|right|210px|The Alfa Romeo 159 Safety Car.]]<br />
In 2002 was launched the first Alfa Romeo super [[maxi yacht]] and [[Neville Crichton]]'s new super maxi Alfa Romeo 2 was first tested in 2005, this 30m ship is successor to the world champion of the same name. The first Alfa Romeo super maxi took around 74 wins, including the 2002 [[Sydney to Hobart Yacht Race|Rolex Sydney Hobart Yacht Race]].<br />
<br />
Alfa Romeo is also sponsoring SBK [[Superbike World Championship]] and [[Ducati]] Corse since 2007. The [[Alfa Romeo 159]] Sportwagon TI is used as safety car in Superbike World Championship events.<br />
<br />
<br />
==Alfa Romeo in popular culture==<br />
[[Image:It police alfa giulia 2.jpg|200px|right|thumb|"Panther" Alfa Giulia Super]] <br />
In the [[1960s]] Alfa Romeo became famous for its small cars and models specifically designed for the Italian police — "Panthers" <br />
and [[Carabinieri]]; among them the glorious "Giulia Super" or the 2600 Sprint GT, which acquired the expressive nickname of "Inseguimento" (this car is wrongly supposed to be the one that the famous Roman police marshal and unrivalled driver Armandino Spadafora brought down on the Spanish Steps in 1960 while following some robbers - it was actually a black Ferrari 250 GT/E - this picture of Giulia [http://www.alfaclubdc.com/suprflm3.jpg], one of the dozens about this legend, is taken from a movie and not at the Spanish Steps).<br />
<br />
Before being bought by Fiat, Alfa Romeo always had a daring commercial policy, constantly experimenting with new solutions and using them in its series production, even at the risk of losing market share. Alfa often used controversial and unorthodox styling too, which often challenged assumptions about styling.<br />
<br />
In a British sales brochure: <br />
:''The Alfa Romeo Giulia 1600 SS - For the man who has everything, here is the car to keep him company. ... The price is [[GBP]] 2394.1.3 including tax. Expensive? Naturally! What else would you expect a hand-built Alfa to be?'' [http://web.archive.org/web/20051026205238/http://www.geraldo.at/SS/sales/SS_sales_C1.jpg]<br />
<br />
It represented those makes of cars that permitted sporty driving on common roads, provided the driver was enthusiastic enough to appreciate their particular "sound". <br />
<br />
In Italian the owner of an Alfa Romeo is an "[[Alfista]]", and a group of them are "Alfisti". Alfa Romeo is sometimes worshipped by its owners, and many models have become cultural symbols. There are many thriving Alfa Romeo owners clubs and [[Alfa Romeo Model Register]]s. <br />
<br />
In 1967 the famous [[Dustin Hoffman]] film ''[[The Graduate]]'' gave worldwide unforgettable celebrity to the "[[Alfa Romeo Spider|Spider]]" (best known by the Italian nickname of "Duetto", or as "Osso di Seppia," meaning "cuttlefish bone," or Round-tail), and its unique shape [http://hem.passagen.se/veloce/wpe28.jpg].<br />
The Spider was designed by [[Pininfarina]]; derived from several design studies dating back to the late 1950s, the Spider is believed to be the last design on which [[Battista Farina]] personally worked.<br />
<br />
Also James Bond (Roger Moore) used an Alfa Romeo, the [[Alfa Romeo Alfetta#GT.2C GTV and GTV6|GTV6]] in 1983's ''[[Octopussy]]'', where he is pursued by two Bavarian BMW police cars. <br />
<br />
In the television crime film series ''[[Ein Fall für Zwei]]'' ("a case for two", over 250 episodes made so far), the leading actor [[Claus Theo Gärtner]], who plays the role of the private detective Josef Matula, has always been driving Alfa Romeo, starting from Giulia Super to the latest Alfa Romeo models.<br />
<br />
Alfa Romeo had also "role" in other German detective serie ''[[Kommissar Rex]]'' (Inspector Rex). At the beginning [[Tobias Moretti]] drove a 155 and later [[Gedeon Burkhard]] drove 166.<br />
<br />
Michael Corleone (Al Pacino) in ''[[The Godfather]]'', drove a magnificent, black [[Alfa Romeo 6C]] while in exile in Sicily. This was actually the car that was booby-trapped and explodes with Apollonia, his Sicilian wife, in it toward the end of the movie.<br />
<br />
John Malkovich, as Tom Ripley, in ''[[Ripley's Game (film)|Ripley's Game]]'', drives a red [[Alfa Romeo 156]] Sportwagon.<br />
<br />
[[Edward Fox (actor)|Edward Fox]], as the Jackal, in 1973's ''[[The Day of the Jackal (film)|The Day of the Jackal]]'' drives a white [[Alfa Romeo Giulietta|Giulietta Spider]]. He repaints the car blue in a rented garage to avoid police, then crashes the car.<br />
<br />
[[Giulietta Masina]] in [[Federico Fellini|Fellini's]] ''[[Juliet of the Spirits]]'' is courted by a "Romeo" in a [[Alfa Romeo Giulietta|Giulietta (Spider)]], a double play on words.<br />
<br />
Alfa Romeo Giulias appear as Polizia cars in the 1969 movie ''[[The Italian Job]]''. During the chase in [[Turin]] they all suffer some sort of fate, from breaking down on top of a building to being washed away by a weir.<br />
<br />
Alfa Romeo motorcars are recognised by all Motor enthusiasts as being the first "supercar", with the term being coined in the 1920s by a British journalist to describe an Alfa Romeo. Some notable owners include [[Beppe Carletti]] (Musician, Retailer), [[Jeremy Christian]] (Classic Track Driver, Writer), [[Jeremy Clarkson]] (Motoring Journalist), [[Alex Hucksley]] (Actor, Stock Broker), [[Roger Moore]] (Actor) and [[Michael Schumacher]] (F1 Driver).<br />
<br />
In [[Dan Brown]]'s novel ''[[Angels & Demons]]'', the members of the [[Swiss Guard]] all drive Alfa Romeo sedans.<br />
<br />
<br />
== List Of Models and Photos ==<br />
<br />
{{Alfa Romeo}}<br />
{{Alfa Romeo Pre War Timeline}}<br />
{{Alfa Romeo Post War}}<br />
{{Alfa Romeo modern timeline}}<br />
<br />
<br />
==Alfa Romeo Model Identification==<br />
<br />
[[Identification Tables]]<br />
<br />
<br />
==Concept Cars==<br />
<br />
<BIG>List of [[Alfa Romeo concept cars]]</BIG><br />
<br />
Concept Cars by '''[[Italdesign]]'''<br />
<br />
Designs by '''[[Pininfarina]]'''<br />
<br />
[[Alfa Romeo 8C]] (2004)<br />
<br />
==Return to the United States==<br />
In 1995 Alfa Romeo ceased exporting cars to the United States, the last model to be sold being the 164. Rumors began of their return, however as the FAQ on Alfa's English website had said "The long-awaited return of Alfa Romeo to the United States market should take place by 2007, with a range of new models."<br />
<br />
Alfa Romeo's return to United States was confirmed on May 5 2006 by Fiat CEO [[Sergio Marchionne]]. It will begin in 2008, by selling the [[Alfa Romeo 8C Competizione|8C Competizione]]. In late 2009, Alfa Romeo will release the [[Alfa Romeo 159|159]], [[Alfa Romeo Brera|Brera]], and [[Alfa_Romeo Brera#Spider|Spider]] after they receive a mid-life styling and technical refreshening. It is anticipated that a year or two later will see the introduction of the Kamal SUV, 169, and possibly the B-segment [[Alfa Romeo Mi.To|Mi.To]] (as a competitor for the [[MINI Cooper]]). Alfa Romeos will be initially sold at [[Maserati]] dealers throughout United States. An article found at [[Autoblog]] claimed that Alfa Romeo and Chrysler are currently in discussions, with Alfa Romeo using Chrysler manufacturing plants that have been shut down due to unneeded product.<br />
<br />
An article found at Autoblog on July 8, 2008 stated that [[MINI (BMW)|MINI]] dealerships will possibly be partnering with Alfa Romeo to sell Alfas at MINI dealerships, when Alfa is anticipating a return to the USA in 2010.<br />
<br />
<br />
<br />
== Internal Links==<br />
<br />
[[Automotive Links]] -- for Parts, Clubs and much more<br />
<br />
== External links ==<br />
* [http://www.alfaromeo.com Official Alfa Romeo site]<br />
* The Alfa Romeo Owners Forum [http://www.alfaowner.com/aohome.php]<br />
* The Alfa Romeo Fan Site [http://www.alfa-romeo.com Alfa-Romeo.com]<br />
* [http://www.imcdb.org/vehicles_make-Alfa+Romeo.html '''Alfa's in the Movies''']<br />
<br />
See also:<br />
* [[List of Italian companies]]<br />
* [[List of Formula One constructors]]<br />
<br />
{{Alfa Romeo F1}}<br />
<br />
{{-}}<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
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{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}<br />
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[[Category:Car manufacturers of Italy]]<br />
[[Category: Cars]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Berneg&diff=75441Berneg2018-06-27T02:41:23Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[File:Berneg_Logo copy.png|center|140px]]<br />
[[File:Bernegh1.jpg|thumb|right|250px|'''Berneg Motorcycle''' <br><small>Photo by David Dupont</small>]]<br />
[[File:Berneg Fario036_edited-1.jpg|thumb|right|250px|'''1962 Berneg Fario Sport 172.8 cc, 15 hp''']]<br />
<br />
<br />
== 1955 - 1962 ==<br />
<br />
<br />
'''Berneg''' manufactured the ''Rainbow'' [[motorcycle]], built by [[Bernardi Paris]] and [[Corrado Negrini]], based in [[Casalecchio di Reno]], is submitted to the Trade Fair in Milan in 1955. The Rainbow had a 158.4 cc engine with two side by side vertical cylinders, the distribution to the camshaft in the head which was controlled by a double chain. The cylinders were made of cast iron, as the only thing not lightend. The gear change in block was done with a four-speed foot pedal and the transmission and primary chain werey final. <br />
<br />
In 1956, some details were modified, while in 1957 there were significant improvements. The same year they built the ''Fario'' model with a 175 cc engine, with the same general pattern as the Rainbow produced in two versions, the Gran Turismo and the Normale. In 1959, the only bikes that remaind on the list for that year, were the ''Fario'' Gran Turismo and a slightly faster Sport version. In 1962 Berneg ceased production and closed its doors for good.<br />
<br />
[[File:Berneg Fario 1038_edited-1.jpg|thumb|left|250px|'''Berneg Fario 1038 cc engine''']]<br />
<br />
<br />
{{-}}<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
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{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
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{{Motorcycle Information and Photos by Marque}}<br />
{{Car Information and Photos by Marque}}<br />
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<br />
[[Category:Motorcycle manufacturers of Italy]]<br />
[[Category: Motorcycles]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ottino_Logo.png&diff=75440File:Ottino Logo.png2018-06-26T00:50:14Z<p>WikiSysop: </p>
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<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ottino&diff=75439Ottino2018-06-26T00:48:38Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[File:Ottino Logo.png|center|150px]]<br />
<br />
[[File:Ottino02.jpg|thumb|right|250px|'''Ottino Motorcycle''' <small>Photo by David Dupont</small>]]<br />
[[File:Ottino01.jpg|thumb|right|250px|'''Ottino Motorcycle''' <small>Photo by David Dupont</small>]]<br />
<br />
<br />
<br />
<br />
'''Ottino''' was an [[Italian]] brand based in [[Turin]] which in 1926 began building motorcycles with a 125 cc [[Della Ferrera]] engine.<br />
<br />
In 1931, brand new motorcycles models came on the market under the Ottino brand, they had a range of engines which included [[JAP]], [[CF]] and [[Della Ferrera]]. <br />
<br />
<br />
{{-}}<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
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{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
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{{Motorcycle Information and Photos by Marque}}<br />
{{Car Information and Photos by Marque}}<br />
<br />
<br />
[[Category:Motorcycle manufacturers of Italy]]<br />
[[Category: Motorcycles]]</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ollearo&diff=75438Ollearo2018-06-26T00:11:39Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[File:Ollearo Logo.png|center|150px]]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#fff;"<br />
| colspan=2 style="padding:0; background:#fff; color:#fff; border-bottom:1px solid #999;" |[[File:ollearotrike.jpg|250px]]<br />
|- style="color:#fff; background:darkred; font-size:;"<br />
! colspan=2; style="text-align:center"|'''Motovetturetta Spider Tipo 1935'''<br />
|-<br />
|Engine || 500 cc, Valves tilted in head, rocker enclosed in block <br />
|-<br />
|Transmission || four gears, and reverse acting with the engine block <br />
|-<br />
|Suspension || rear axle suspended on leaf springs, hydraulic shock absorbers<br />
|-<br />
|Maximum speed || 90 kilometers per hour, average 65 km per hour<br />
|-<br />
|Gasoline consumption || 1 liter per 19-20 km<br />
|-<br />
|Payload || 3 people with a maximum of 500 kg<br />
|}<br />
<br />
<br />
== 1922 - 1952 ==<br />
<br />
<br />
'''Ollearo''', founded by [[Naphtali Ollearo]] and began in [[Turin]] in 1922 in a small workshop was equipped to repair bicycles and motorcycles, this activity was supported by his younger brother Mark who was an expert in building frames and valid racing driver. At that time [[Italy]] was troubled by a severe political and financial situation and motor trikes or "autociclette" as they were called, were popular among the people because they were the most economical means of transport. <br />
<br />
In [[Italy]] there were already many brands that advertise their products in various ways, then Naphtali entered a market saturated with other brands and needed to present a business plan at a high technical level, to attract the attention of "afficionados" and obtain consent press in the industry. The genius of ''Ollearo'' jumped into the limelight since its first realization exhibited at the Show of Fine Arts in Turin in the winter of 1922. They built a [[scooter]] in record time with sophisticated engineering, was presented mounted on a bicycle frame and reinforced appropriately modified to accommodate a small engine connected to a direct drive to the rear wheel with a belt. The vehicle attracted much interest, so ''Ollearo'' decided to change the whole [[transmission]] system and to create an engine range and a special [[transmission]]. <br />
<br />
And so, in 1923, began the ''Fabbrica biciclette a motore Ollear''. After the success of the construction of step motor bikes with 2 speeds, always received a lot of success. Towards the thirties are the manufacturer engaged in the testing of ''Piedmont'''s new 4 stroke engine, so critics said that the new creation would be the new engine of tomorrow. <br />
<br />
After this huge success, he began momentum on building with the construction of box vans of various types. In 1933 the brilliant builder from [[Turin]] made a three-wheel vehicle to transport people with the chassis of the truck and a 500 cc motorcycle engine. It was even equipped with reverse gear and a body like a torpedo convertible. Inside, the driver sat in front while the two passengers were placed on a single seat behind the driver, the frame was in the shape of a turtle shell. The vehicle could reach a speed of 90 km/h. The car, with wheel centers forming an equilateral triangle, had remarkable stability so that if you accidentally went to skid which tends to turn on itself, there was no danger of rolling over. Presented at the exhibition in [[Turin]] in 1934, the vehicle created quite a stir, so much so that Ollearo planned to improve the body. <br />
The vehicle was clothed in a new shell and the result was of harmonious lines and more acceptable, so that it gave the impression of being a real car with four wheels. The purchase price was 8000 pounds and you could drive without a drivers license and the road tax was identical to that of a [[motorcycle]].<br />
<br />
<br />
<gallery><br />
file:Ollearo_01.jpg|Photos by David Dupont<br />
file:Ollearo_02.jpg<br />
file:Ollearo_03.jpg<br />
file:Ollearo_10.jpg<br />
file:Ollearo_11.jpg<br />
file:Ollearo_12.jpg<br />
file:Ollearo_14.jpg<br />
file:Ollearo_20.jpg<br />
file:Ollearo_21.jpg<br />
file:Ollearo_99.jpg<br />
</gallery><br />
<br />
[[Image:ollearo_fiat_500A_autocarro_1937.jpg|thumb|right|300px|'''1937 Ollearo Fiat 500A Truck''']]<br />
<br />
Due to ''Ollearo'''s enormous success, was approached by [[Fiat]], which commission him to turn the [[Fiat Topolino 500]] series cars into drive vans and trucks. The ''Ollearo'' truck began production in 1937 in [[Torino]] and worked under the supervision and with the blessing of the Reparto Esperienze (Expertize Department) at [[Fiat]]. ''Ollearo'' put out an incredible three-axle truck built on a [[Fiat 500A]]. The vehicle was unchanged until the upright rear doors were added where the body ended and the chassis frame overlaped. The longitudinal steel was electrically welded to move the bridge rearwards by 23cm and added an additional axle, not driven by the engine, but only as a carrier [[axle]]. They were a relatively widely used truck, and remained in production even after the [[Fiat 500B]] and [[Fiat 500C]] were introduced. This continued until 1952, when it completely ceases production. True story of a man who with thirty years of business had been able to, with his brilliant mind of talented designer and builder, give ideas to the Italian avant-garde, producing engines and technical advancements still in use today. <br />
<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ollearo&diff=75437Ollearo2018-06-26T00:09:11Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[File:Ollearo Logo.png|center|150px]]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#fff;"<br />
| colspan=2 style="padding:0; background:#fff; color:#fff; border-bottom:1px solid #999;" |[[File:ollearotrike.jpg|250px]]<br />
|- style="color:#fff; background:darkred; font-size:;"<br />
! colspan=2; style="text-align:center"|'''Motovetturetta Spider Tipo 1935'''<br />
|-<br />
|Engine || 500 cc, Valves tilted in head, rocker enclosed in block <br />
|-<br />
|Transmission || four gears, and reverse acting with the engine block <br />
|-<br />
|Suspension || rear axle suspended on leaf springs, hydraulic shock absorbers<br />
|-<br />
|Maximum speed || 90 kilometers per hour, average 65 km per hour<br />
|-<br />
|Gasoline consumption || 1 liter per 19-20 km<br />
|-<br />
|Payload || 3 people with a maximum of 500 kg<br />
|}<br />
<br />
<br />
== 1922 - 1952 ==<br />
<br />
<br />
'''Ollearo''', founded by [[Naphtali Ollearo]] and began in [[Turin]] in 1922 in a small workshop was equipped to repair bicycles and motorcycles, this activity was supported by his younger brother Mark who was an expert in building frames and valid racing driver. At that time [[Italy]] was troubled by a severe political and financial situation and motor trikes or "autociclette" as they were called, were popular among the people because they were the most economical means of transport. <br />
<br />
In [[Italy]] there were already many brands that advertise their products in various ways, then Naphtali entered a market saturated with other brands and needed to present a business plan at a high technical level, to attract the attention of "afficionados" and obtain consent press in the industry. The genius of ''Ollearo'' jumped into the limelight since its first realization exhibited at the Show of Fine Arts in Turin in the winter of 1922. They built a [[scooter]] in record time with sophisticated engineering, was presented mounted on a bicycle frame and reinforced appropriately modified to accommodate a small engine connected to a direct drive to the rear wheel with a belt. The vehicle attracted much interest, so ''Ollearo'' decided to change the whole [[transmission]] system and to create an engine range and a special [[transmission]]. <br />
<br />
And so, in 1923, began the ''Fabbrica biciclette a motore Ollear''. After the success of the construction of step motor bikes with 2 speeds, always received a lot of success. Towards the thirties are the manufacturer engaged in the testing of ''Piedmont'''s new 4 stroke engine, so critics said that the new creation would be the new engine of tomorrow. <br />
<br />
After this huge success, he began momentum on building with the construction of box vans of various types. In 1933 the brilliant builder from [[Turin]] made a three-wheel vehicle to transport people with the chassis of the truck and a 500 cc motorcycle engine. It was even equipped with reverse gear and a body like a torpedo convertible. Inside, the driver sat in front while the two passengers were placed on a single seat behind the driver, the frame was in the shape of a turtle shell. The vehicle could reach a speed of 90 km/h. The car, with wheel centers forming an equilateral triangle, had remarkable stability so that if you accidentally went to skid which tends to turn on itself, there was no danger of rolling over. Presented at the exhibition in [[Turin]] in 1934, the vehicle created quite a stir, so much so that Ollearo planned to improve the body. <br />
The vehicle was clothed in a new shell and the result was of harmonious lines and more acceptable, so that it gave the impression of being a real car with four wheels. The purchase price was 8000 pounds and you could drive without a drivers license and the road tax was identical to that of a [[motorcycle]].<br />
<br />
<br />
<gallery><br />
file:Ollearo_01.jpg<br />
file:Ollearo_02.jpg<br />
file:Ollearo_03.jpg<br />
file:Ollearo_10.jpg<br />
file:Ollearo_11.jpg<br />
file:Ollearo_12.jpg<br />
file:Ollearo_14.jpg<br />
file:Ollearo_20.jpg<br />
file:Ollearo_21.jpg<br />
file:Ollearo_99.jpg<br />
</gallery><br />
<br />
[[Image:ollearo_fiat_500A_autocarro_1937.jpg|thumb|right|300px|'''1937 Ollearo Fiat 500A Truck''']]<br />
<br />
Due to ''Ollearo'''s enormous success, was approached by [[Fiat]], which commission him to turn the [[Fiat Topolino 500]] series cars into drive vans and trucks. The ''Ollearo'' truck began production in 1937 in [[Torino]] and worked under the supervision and with the blessing of the Reparto Esperienze (Expertize Department) at [[Fiat]]. ''Ollearo'' put out an incredible three-axle truck built on a [[Fiat 500A]]. The vehicle was unchanged until the upright rear doors were added where the body ended and the chassis frame overlaped. The longitudinal steel was electrically welded to move the bridge rearwards by 23cm and added an additional axle, not driven by the engine, but only as a carrier [[axle]]. They were a relatively widely used truck, and remained in production even after the [[Fiat 500B]] and [[Fiat 500C]] were introduced. This continued until 1952, when it completely ceases production. True story of a man who with thirty years of business had been able to, with his brilliant mind of talented designer and builder, give ideas to the Italian avant-garde, producing engines and technical advancements still in use today. <br />
<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_99.jpg&diff=75436File:Ollearo 99.jpg2018-06-26T00:07:22Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_21.jpg&diff=75435File:Ollearo 21.jpg2018-06-26T00:06:19Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_20.jpg&diff=75434File:Ollearo 20.jpg2018-06-26T00:04:58Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_14.jpg&diff=75433File:Ollearo 14.jpg2018-06-26T00:04:00Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_12.jpg&diff=75432File:Ollearo 12.jpg2018-06-26T00:03:23Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_11.jpg&diff=75431File:Ollearo 11.jpg2018-06-26T00:02:44Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_10.jpg&diff=75430File:Ollearo 10.jpg2018-06-26T00:02:06Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_03.jpg&diff=75429File:Ollearo 03.jpg2018-06-26T00:01:09Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_02.jpg&diff=75428File:Ollearo 02.jpg2018-06-26T00:00:19Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=File:Ollearo_01.jpg&diff=75427File:Ollearo 01.jpg2018-06-25T23:59:37Z<p>WikiSysop: </p>
<hr />
<div></div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ollearo&diff=75426Ollearo2018-06-25T23:59:09Z<p>WikiSysop: /* 1922 - 1952 */</p>
<hr />
<div>{{X}}<br />
[[File:Ollearo Logo.png|center|150px]]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#fff;"<br />
| colspan=2 style="padding:0; background:#fff; color:#fff; border-bottom:1px solid #999;" |[[File:ollearotrike.jpg|250px]]<br />
|- style="color:#fff; background:darkred; font-size:;"<br />
! colspan=2; style="text-align:center"|'''Motovetturetta Spider Tipo 1935'''<br />
|-<br />
|Engine || 500 cc, Valves tilted in head, rocker enclosed in block <br />
|-<br />
|Transmission || four gears, and reverse acting with the engine block <br />
|-<br />
|Suspension || rear axle suspended on leaf springs, hydraulic shock absorbers<br />
|-<br />
|Maximum speed || 90 kilometers per hour, average 65 km per hour<br />
|-<br />
|Gasoline consumption || 1 liter per 19-20 km<br />
|-<br />
|Payload || 3 people with a maximum of 500 kg<br />
|}<br />
<br />
<br />
== 1922 - 1952 ==<br />
<br />
<br />
'''Ollearo''', founded by [[Naphtali Ollearo]] and began in [[Turin]] in 1922 in a small workshop was equipped to repair bicycles and motorcycles, this activity was supported by his younger brother Mark who was an expert in building frames and valid racing driver. At that time [[Italy]] was troubled by a severe political and financial situation and motor trikes or "autociclette" as they were called, were popular among the people because they were the most economical means of transport. <br />
<br />
In [[Italy]] there were already many brands that advertise their products in various ways, then Naphtali entered a market saturated with other brands and needed to present a business plan at a high technical level, to attract the attention of "afficionados" and obtain consent press in the industry. The genius of ''Ollearo'' jumped into the limelight since its first realization exhibited at the Show of Fine Arts in Turin in the winter of 1922. They built a [[scooter]] in record time with sophisticated engineering, was presented mounted on a bicycle frame and reinforced appropriately modified to accommodate a small engine connected to a direct drive to the rear wheel with a belt. The vehicle attracted much interest, so ''Ollearo'' decided to change the whole [[transmission]] system and to create an engine range and a special [[transmission]]. <br />
<br />
And so, in 1923, began the ''Fabbrica biciclette a motore Ollear''. After the success of the construction of step motor bikes with 2 speeds, always received a lot of success. Towards the thirties are the manufacturer engaged in the testing of ''Piedmont'''s new 4 stroke engine, so critics said that the new creation would be the new engine of tomorrow. <br />
<br />
After this huge success, he began momentum on building with the construction of box vans of various types. In 1933 the brilliant builder from [[Turin]] made a three-wheel vehicle to transport people with the chassis of the truck and a 500 cc motorcycle engine. It was even equipped with reverse gear and a body like a torpedo convertible. Inside, the driver sat in front while the two passengers were placed on a single seat behind the driver, the frame was in the shape of a turtle shell. The vehicle could reach a speed of 90 km/h. The car, with wheel centers forming an equilateral triangle, had remarkable stability so that if you accidentally went to skid which tends to turn on itself, there was no danger of rolling over. Presented at the exhibition in [[Turin]] in 1934, the vehicle created quite a stir, so much so that Ollearo planned to improve the body. <br />
The vehicle was clothed in a new shell and the result was of harmonious lines and more acceptable, so that it gave the impression of being a real car with four wheels. The purchase price was 8000 pounds and you could drive without a drivers license and the road tax was identical to that of a [[motorcycle]].<br />
<br />
<br />
<br />
[[file:Ollearo_01.jpg]]<br />
[[file:Ollearo_02.jpg]]<br />
[[file:Ollearo_03.jpg]]<br />
[[file:Ollearo_10.jpg]]<br />
[[file:Ollearo_11.jpg]]<br />
[[file:Ollearo_12.jpg]]<br />
[[file:Ollearo_14.jpg]]<br />
[[file:Ollearo_20.jpg]]<br />
[[file:Ollearo_21.jpg]]<br />
[[file:Ollearo_99.jpg]]<br />
<br />
<br />
[[Image:ollearo_fiat_500A_autocarro_1937.jpg|thumb|right|300px|'''1937 Ollearo Fiat 500A Truck''']]<br />
<br />
Due to ''Ollearo'''s enormous success, was approached by [[Fiat]], which commission him to turn the [[Fiat Topolino 500]] series cars into drive vans and trucks. The ''Ollearo'' truck began production in 1937 in [[Torino]] and worked under the supervision and with the blessing of the Reparto Esperienze (Expertize Department) at [[Fiat]]. ''Ollearo'' put out an incredible three-axle truck built on a [[Fiat 500A]]. The vehicle was unchanged until the upright rear doors were added where the body ended and the chassis frame overlaped. The longitudinal steel was electrically welded to move the bridge rearwards by 23cm and added an additional axle, not driven by the engine, but only as a carrier [[axle]]. They were a relatively widely used truck, and remained in production even after the [[Fiat 500B]] and [[Fiat 500C]] were introduced. This continued until 1952, when it completely ceases production. True story of a man who with thirty years of business had been able to, with his brilliant mind of talented designer and builder, give ideas to the Italian avant-garde, producing engines and technical advancements still in use today. <br />
<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ollearo&diff=75425Ollearo2018-06-25T23:58:11Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[File:Ollearo Logo.png|center|150px]]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#fff;"<br />
| colspan=2 style="padding:0; background:#fff; color:#fff; border-bottom:1px solid #999;" |[[File:ollearotrike.jpg|250px]]<br />
|- style="color:#fff; background:darkred; font-size:;"<br />
! colspan=2; style="text-align:center"|'''Motovetturetta Spider Tipo 1935'''<br />
|-<br />
|Engine || 500 cc, Valves tilted in head, rocker enclosed in block <br />
|-<br />
|Transmission || four gears, and reverse acting with the engine block <br />
|-<br />
|Suspension || rear axle suspended on leaf springs, hydraulic shock absorbers<br />
|-<br />
|Maximum speed || 90 kilometers per hour, average 65 km per hour<br />
|-<br />
|Gasoline consumption || 1 liter per 19-20 km<br />
|-<br />
|Payload || 3 people with a maximum of 500 kg<br />
|}<br />
<br />
<br />
== 1922 - 1952 ==<br />
<br />
<br />
'''Ollearo''', founded by [[Naphtali Ollearo]] and began in [[Turin]] in 1922 in a small workshop was equipped to repair bicycles and motorcycles, this activity was supported by his younger brother Mark who was an expert in building frames and valid racing driver. At that time [[Italy]] was troubled by a severe political and financial situation and motor trikes or "autociclette" as they were called, were popular among the people because they were the most economical means of transport. <br />
<br />
In [[Italy]] there were already many brands that advertise their products in various ways, then Naphtali entered a market saturated with other brands and needed to present a business plan at a high technical level, to attract the attention of "afficionados" and obtain consent press in the industry. The genius of ''Ollearo'' jumped into the limelight since its first realization exhibited at the Show of Fine Arts in Turin in the winter of 1922. They built a [[scooter]] in record time with sophisticated engineering, was presented mounted on a bicycle frame and reinforced appropriately modified to accommodate a small engine connected to a direct drive to the rear wheel with a belt. The vehicle attracted much interest, so ''Ollearo'' decided to change the whole [[transmission]] system and to create an engine range and a special [[transmission]]. <br />
<br />
And so, in 1923, began the ''Fabbrica biciclette a motore Ollear''. After the success of the construction of step motor bikes with 2 speeds, always received a lot of success. Towards the thirties are the manufacturer engaged in the testing of ''Piedmont'''s new 4 stroke engine, so critics said that the new creation would be the new engine of tomorrow. <br />
<br />
After this huge success, he began momentum on building with the construction of box vans of various types. In 1933 the brilliant builder from [[Turin]] made a three-wheel vehicle to transport people with the chassis of the truck and a 500 cc motorcycle engine. It was even equipped with reverse gear and a body like a torpedo convertible. Inside, the driver sat in front while the two passengers were placed on a single seat behind the driver, the frame was in the shape of a turtle shell. The vehicle could reach a speed of 90 km/h. The car, with wheel centers forming an equilateral triangle, had remarkable stability so that if you accidentally went to skid which tends to turn on itself, there was no danger of rolling over. Presented at the exhibition in [[Turin]] in 1934, the vehicle created quite a stir, so much so that Ollearo planned to improve the body. <br />
The vehicle was clothed in a new shell and the result was of harmonious lines and more acceptable, so that it gave the impression of being a real car with four wheels. The purchase price was 8000 pounds and you could drive without a drivers license and the road tax was identical to that of a [[motorcycle]].<br />
<br />
<br />
<gallery><br />
[[file:Ollearo_01.jpg]]<br />
[[file:Ollearo_02.jpg]]<br />
[[file:Ollearo_03.jpg]]<br />
[[file:Ollearo_10.jpg]]<br />
[[file:Ollearo_11.jpg]]<br />
[[file:Ollearo_12.jpg]]<br />
[[file:Ollearo_14.jpg]]<br />
[[file:Ollearo_20.jpg]]<br />
[[file:Ollearo_21.jpg]]<br />
[[file:Ollearo_99.jpg]]<br />
</gallery><br />
<br />
[[Image:ollearo_fiat_500A_autocarro_1937.jpg|thumb|right|300px|'''1937 Ollearo Fiat 500A Truck''']]<br />
<br />
Due to ''Ollearo'''s enormous success, was approached by [[Fiat]], which commission him to turn the [[Fiat Topolino 500]] series cars into drive vans and trucks. The ''Ollearo'' truck began production in 1937 in [[Torino]] and worked under the supervision and with the blessing of the Reparto Esperienze (Expertize Department) at [[Fiat]]. ''Ollearo'' put out an incredible three-axle truck built on a [[Fiat 500A]]. The vehicle was unchanged until the upright rear doors were added where the body ended and the chassis frame overlaped. The longitudinal steel was electrically welded to move the bridge rearwards by 23cm and added an additional axle, not driven by the engine, but only as a carrier [[axle]]. They were a relatively widely used truck, and remained in production even after the [[Fiat 500B]] and [[Fiat 500C]] were introduced. This continued until 1952, when it completely ceases production. True story of a man who with thirty years of business had been able to, with his brilliant mind of talented designer and builder, give ideas to the Italian avant-garde, producing engines and technical advancements still in use today. <br />
<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ollearo&diff=75424Ollearo2018-06-25T23:56:11Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[File:Ollearo Logo.png|center|150px]]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#fff;"<br />
| colspan=2 style="padding:0; background:#fff; color:#fff; border-bottom:1px solid #999;" |[[File:ollearotrike.jpg|250px]]<br />
|- style="color:#fff; background:darkred; font-size:;"<br />
! colspan=2; style="text-align:center"|'''Motovetturetta Spider Tipo 1935'''<br />
|-<br />
|Engine || 500 cc, Valves tilted in head, rocker enclosed in block <br />
|-<br />
|Transmission || four gears, and reverse acting with the engine block <br />
|-<br />
|Suspension || rear axle suspended on leaf springs, hydraulic shock absorbers<br />
|-<br />
|Maximum speed || 90 kilometers per hour, average 65 km per hour<br />
|-<br />
|Gasoline consumption || 1 liter per 19-20 km<br />
|-<br />
|Payload || 3 people with a maximum of 500 kg<br />
|}<br />
<br />
<br />
== 1922 - 1952 ==<br />
<br />
<br />
'''Ollearo''', founded by [[Naphtali Ollearo]] and began in [[Turin]] in 1922 in a small workshop was equipped to repair bicycles and motorcycles, this activity was supported by his younger brother Mark who was an expert in building frames and valid racing driver. At that time [[Italy]] was troubled by a severe political and financial situation and motor trikes or "autociclette" as they were called, were popular among the people because they were the most economical means of transport. <br />
<br />
In [[Italy]] there were already many brands that advertise their products in various ways, then Naphtali entered a market saturated with other brands and needed to present a business plan at a high technical level, to attract the attention of "afficionados" and obtain consent press in the industry. The genius of ''Ollearo'' jumped into the limelight since its first realization exhibited at the Show of Fine Arts in Turin in the winter of 1922. They built a [[scooter]] in record time with sophisticated engineering, was presented mounted on a bicycle frame and reinforced appropriately modified to accommodate a small engine connected to a direct drive to the rear wheel with a belt. The vehicle attracted much interest, so ''Ollearo'' decided to change the whole [[transmission]] system and to create an engine range and a special [[transmission]]. <br />
<br />
And so, in 1923, began the ''Fabbrica biciclette a motore Ollear''. After the success of the construction of step motor bikes with 2 speeds, always received a lot of success. Towards the thirties are the manufacturer engaged in the testing of ''Piedmont'''s new 4 stroke engine, so critics said that the new creation would be the new engine of tomorrow. <br />
<br />
After this huge success, he began momentum on building with the construction of box vans of various types. In 1933 the brilliant builder from [[Turin]] made a three-wheel vehicle to transport people with the chassis of the truck and a 500 cc motorcycle engine. It was even equipped with reverse gear and a body like a torpedo convertible. Inside, the driver sat in front while the two passengers were placed on a single seat behind the driver, the frame was in the shape of a turtle shell. The vehicle could reach a speed of 90 km/h. The car, with wheel centers forming an equilateral triangle, had remarkable stability so that if you accidentally went to skid which tends to turn on itself, there was no danger of rolling over. Presented at the exhibition in [[Turin]] in 1934, the vehicle created quite a stir, so much so that Ollearo planned to improve the body. <br />
The vehicle was clothed in a new shell and the result was of harmonious lines and more acceptable, so that it gave the impression of being a real car with four wheels. The purchase price was 8000 pounds and you could drive without a drivers license and the road tax was identical to that of a [[motorcycle]].<br />
<br />
<br />
<gallery><br />
file:Ollearo_01.jpg<br />
file:Ollearo_02.jpg<br />
file:Ollearo_03.jpg<br />
file:Ollearo_10.jpg<br />
file:Ollearo_11.jpg<br />
file:Ollearo_12.jpg<br />
file:Ollearo_14.jpg<br />
file:Ollearo_20.jpg<br />
file:Ollearo_21.jpg<br />
file:Ollearo_99.jpg<br />
</gallery><br />
<br />
[[Image:ollearo_fiat_500A_autocarro_1937.jpg|thumb|right|300px|'''1937 Ollearo Fiat 500A Truck''']]<br />
<br />
Due to ''Ollearo'''s enormous success, was approached by [[Fiat]], which commission him to turn the [[Fiat Topolino 500]] series cars into drive vans and trucks. The ''Ollearo'' truck began production in 1937 in [[Torino]] and worked under the supervision and with the blessing of the Reparto Esperienze (Expertize Department) at [[Fiat]]. ''Ollearo'' put out an incredible three-axle truck built on a [[Fiat 500A]]. The vehicle was unchanged until the upright rear doors were added where the body ended and the chassis frame overlaped. The longitudinal steel was electrically welded to move the bridge rearwards by 23cm and added an additional axle, not driven by the engine, but only as a carrier [[axle]]. They were a relatively widely used truck, and remained in production even after the [[Fiat 500B]] and [[Fiat 500C]] were introduced. This continued until 1952, when it completely ceases production. True story of a man who with thirty years of business had been able to, with his brilliant mind of talented designer and builder, give ideas to the Italian avant-garde, producing engines and technical advancements still in use today. <br />
<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ollearo&diff=75423Ollearo2018-06-25T23:45:01Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[File:Ollearo Logo.png|center|150px]]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#fff;"<br />
| colspan=2 style="padding:0; background:#fff; color:#fff; border-bottom:1px solid #999;" |[[File:ollearotrike.jpg|250px]]<br />
|- style="color:#fff; background:darkred; font-size:;"<br />
! colspan=2; style="text-align:center"|'''Motovetturetta Spider Tipo 1935'''<br />
|-<br />
|Engine || 500 cc, Valves tilted in head, rocker enclosed in block <br />
|-<br />
|Transmission || four gears, and reverse acting with the engine block <br />
|-<br />
|Suspension || rear axle suspended on leaf springs, hydraulic shock absorbers<br />
|-<br />
|Maximum speed || 90 kilometers per hour, average 65 km per hour<br />
|-<br />
|Gasoline consumption || 1 liter per 19-20 km<br />
|-<br />
|Payload || 3 people with a maximum of 500 kg<br />
|}<br />
<br />
<br />
== 1922 - 1952 ==<br />
<br />
<br />
'''Ollearo''', founded by [[Naphtali Ollearo]] and began in [[Turin]] in 1922 in a small workshop was equipped to repair bicycles and motorcycles, this activity was supported by his younger brother Mark who was an expert in building frames and valid racing driver. At that time [[Italy]] was troubled by a severe political and financial situation and motor trikes or "autociclette" as they were called, were popular among the people because they were the most economical means of transport. <br />
<br />
In [[Italy]] there were already many brands that advertise their products in various ways, then Naphtali entered a market saturated with other brands and needed to present a business plan at a high technical level, to attract the attention of "afficionados" and obtain consent press in the industry. The genius of ''Ollearo'' jumped into the limelight since its first realization exhibited at the Show of Fine Arts in Turin in the winter of 1922. They built a [[scooter]] in record time with sophisticated engineering, was presented mounted on a bicycle frame and reinforced appropriately modified to accommodate a small engine connected to a direct drive to the rear wheel with a belt. The vehicle attracted much interest, so ''Ollearo'' decided to change the whole [[transmission]] system and to create an engine range and a special [[transmission]]. <br />
<br />
And so, in 1923, began the ''Fabbrica biciclette a motore Ollear''. After the success of the construction of step motor bikes with 2 speeds, always received a lot of success. Towards the thirties are the manufacturer engaged in the testing of ''Piedmont'''s new 4 stroke engine, so critics said that the new creation would be the new engine of tomorrow. <br />
<br />
After this huge success, he began momentum on building with the construction of box vans of various types. In 1933 the brilliant builder from [[Turin]] made a three-wheel vehicle to transport people with the chassis of the truck and a 500 cc motorcycle engine. It was even equipped with reverse gear and a body like a torpedo convertible. Inside, the driver sat in front while the two passengers were placed on a single seat behind the driver, the frame was in the shape of a turtle shell. The vehicle could reach a speed of 90 km/h. The car, with wheel centers forming an equilateral triangle, had remarkable stability so that if you accidentally went to skid which tends to turn on itself, there was no danger of rolling over. Presented at the exhibition in [[Turin]] in 1934, the vehicle created quite a stir, so much so that Ollearo planned to improve the body. <br />
The vehicle was clothed in a new shell and the result was of harmonious lines and more acceptable, so that it gave the impression of being a real car with four wheels. The purchase price was 8000 pounds and you could drive without a drivers license and the road tax was identical to that of a [[motorcycle]].<br />
<br />
<br />
gallery<br />
file:Ollearo_01.jpg<br />
file:Ollearo_02.jpg<br />
file:Ollearo_03.jpg<br />
file:Ollearo_10.jpg<br />
file:Ollearo_11.jpg<br />
file:Ollearo_12.jpg<br />
file:Ollearo_14.jpg<br />
file:Ollearo_20.jpg<br />
file:Ollearo_21.jpg<br />
file:Ollearo_99.jpg<br />
/gallery<br />
<br />
[[Image:ollearo_fiat_500A_autocarro_1937.jpg|thumb|right|300px|'''1937 Ollearo Fiat 500A Truck''']]<br />
<br />
Due to ''Ollearo'''s enormous success, was approached by [[Fiat]], which commission him to turn the [[Fiat Topolino 500]] series cars into drive vans and trucks. The ''Ollearo'' truck began production in 1937 in [[Torino]] and worked under the supervision and with the blessing of the Reparto Esperienze (Expertize Department) at [[Fiat]]. ''Ollearo'' put out an incredible three-axle truck built on a [[Fiat 500A]]. The vehicle was unchanged until the upright rear doors were added where the body ended and the chassis frame overlaped. The longitudinal steel was electrically welded to move the bridge rearwards by 23cm and added an additional axle, not driven by the engine, but only as a carrier [[axle]]. They were a relatively widely used truck, and remained in production even after the [[Fiat 500B]] and [[Fiat 500C]] were introduced. This continued until 1952, when it completely ceases production. True story of a man who with thirty years of business had been able to, with his brilliant mind of talented designer and builder, give ideas to the Italian avant-garde, producing engines and technical advancements still in use today. <br />
<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ollearo&diff=75422Ollearo2018-06-25T23:43:40Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[File:Ollearo Logo.png|center|150px]]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#fff;"<br />
| colspan=2 style="padding:0; background:#fff; color:#fff; border-bottom:1px solid #999;" |[[File:ollearotrike.jpg|250px]]<br />
|- style="color:#fff; background:darkred; font-size:;"<br />
! colspan=2; style="text-align:center"|'''Motovetturetta Spider Tipo 1935'''<br />
|-<br />
|Engine || 500 cc, Valves tilted in head, rocker enclosed in block <br />
|-<br />
|Transmission || four gears, and reverse acting with the engine block <br />
|-<br />
|Suspension || rear axle suspended on leaf springs, hydraulic shock absorbers<br />
|-<br />
|Maximum speed || 90 kilometers per hour, average 65 km per hour<br />
|-<br />
|Gasoline consumption || 1 liter per 19-20 km<br />
|-<br />
|Payload || 3 people with a maximum of 500 kg<br />
|}<br />
<br />
<br />
== 1922 - 1952 ==<br />
<br />
<br />
'''Ollearo''', founded by [[Naphtali Ollearo]] and began in [[Turin]] in 1922 in a small workshop was equipped to repair bicycles and motorcycles, this activity was supported by his younger brother Mark who was an expert in building frames and valid racing driver. At that time [[Italy]] was troubled by a severe political and financial situation and motor trikes or "autociclette" as they were called, were popular among the people because they were the most economical means of transport. <br />
<br />
In [[Italy]] there were already many brands that advertise their products in various ways, then Naphtali entered a market saturated with other brands and needed to present a business plan at a high technical level, to attract the attention of "afficionados" and obtain consent press in the industry. The genius of ''Ollearo'' jumped into the limelight since its first realization exhibited at the Show of Fine Arts in Turin in the winter of 1922. They built a [[scooter]] in record time with sophisticated engineering, was presented mounted on a bicycle frame and reinforced appropriately modified to accommodate a small engine connected to a direct drive to the rear wheel with a belt. The vehicle attracted much interest, so ''Ollearo'' decided to change the whole [[transmission]] system and to create an engine range and a special [[transmission]]. <br />
<br />
And so, in 1923, began the ''Fabbrica biciclette a motore Ollear''. After the success of the construction of step motor bikes with 2 speeds, always received a lot of success. Towards the thirties are the manufacturer engaged in the testing of ''Piedmont'''s new 4 stroke engine, so critics said that the new creation would be the new engine of tomorrow. <br />
<br />
After this huge success, he began momentum on building with the construction of box vans of various types. In 1933 the brilliant builder from [[Turin]] made a three-wheel vehicle to transport people with the chassis of the truck and a 500 cc motorcycle engine. It was even equipped with reverse gear and a body like a torpedo convertible. Inside, the driver sat in front while the two passengers were placed on a single seat behind the driver, the frame was in the shape of a turtle shell. The vehicle could reach a speed of 90 km/h. The car, with wheel centers forming an equilateral triangle, had remarkable stability so that if you accidentally went to skid which tends to turn on itself, there was no danger of rolling over. Presented at the exhibition in [[Turin]] in 1934, the vehicle created quite a stir, so much so that Ollearo planned to improve the body. <br />
The vehicle was clothed in a new shell and the result was of harmonious lines and more acceptable, so that it gave the impression of being a real car with four wheels. The purchase price was 8000 pounds and you could drive without a drivers license and the road tax was identical to that of a [[motorcycle]].<br />
<br />
<br />
gallery<br />
Image:Ollearo_01.jpg<br />
Image:Ollearo_02.jpg<br />
Image:Ollearo_03.jpg<br />
Image:Ollearo_10.jpg<br />
Image:Ollearo_11.jpg<br />
Image:Ollearo_12.jpg<br />
Image:Ollearo_14.jpg<br />
Image:Ollearo_20.jpg<br />
Image:Ollearo_21.jpg<br />
Image:Ollearo_99.jpg<br />
/gallery<br />
<br />
[[Image:ollearo_fiat_500A_autocarro_1937.jpg|thumb|right|300px|'''1937 Ollearo Fiat 500A Truck''']]<br />
<br />
Due to ''Ollearo'''s enormous success, was approached by [[Fiat]], which commission him to turn the [[Fiat Topolino 500]] series cars into drive vans and trucks. The ''Ollearo'' truck began production in 1937 in [[Torino]] and worked under the supervision and with the blessing of the Reparto Esperienze (Expertize Department) at [[Fiat]]. ''Ollearo'' put out an incredible three-axle truck built on a [[Fiat 500A]]. The vehicle was unchanged until the upright rear doors were added where the body ended and the chassis frame overlaped. The longitudinal steel was electrically welded to move the bridge rearwards by 23cm and added an additional axle, not driven by the engine, but only as a carrier [[axle]]. They were a relatively widely used truck, and remained in production even after the [[Fiat 500B]] and [[Fiat 500C]] were introduced. This continued until 1952, when it completely ceases production. True story of a man who with thirty years of business had been able to, with his brilliant mind of talented designer and builder, give ideas to the Italian avant-garde, producing engines and technical advancements still in use today. <br />
<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysophttp://woiweb.com/wiki/index.php?title=Ollearo&diff=75421Ollearo2018-06-25T23:42:36Z<p>WikiSysop: </p>
<hr />
<div>{{X}}<br />
[[File:Ollearo Logo.png|center|150px]]<br />
{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin:0 0 .5em 1em; width:250px; background:#fff; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"<br />
|- style="text-align:center; background:#fff;"<br />
| colspan=2 style="padding:0; background:#fff; color:#fff; border-bottom:1px solid #999;" |[[File:ollearotrike.jpg|250px]]<br />
|- style="color:#fff; background:darkred; font-size:;"<br />
! colspan=2; style="text-align:center"|'''Motovetturetta Spider Tipo 1935'''<br />
|-<br />
|Engine || 500 cc, Valves tilted in head, rocker enclosed in block <br />
|-<br />
|Transmission || four gears, and reverse acting with the engine block <br />
|-<br />
|Suspension || rear axle suspended on leaf springs, hydraulic shock absorbers<br />
|-<br />
|Maximum speed || 90 kilometers per hour, average 65 km per hour<br />
|-<br />
|Gasoline consumption || 1 liter per 19-20 km<br />
|-<br />
|Payload || 3 people with a maximum of 500 kg<br />
|}<br />
<br />
<br />
== 1922 - 1952 ==<br />
<br />
<br />
'''Ollearo''', founded by [[Naphtali Ollearo]] and began in [[Turin]] in 1922 in a small workshop was equipped to repair bicycles and motorcycles, this activity was supported by his younger brother Mark who was an expert in building frames and valid racing driver. At that time [[Italy]] was troubled by a severe political and financial situation and motor trikes or "autociclette" as they were called, were popular among the people because they were the most economical means of transport. <br />
<br />
In [[Italy]] there were already many brands that advertise their products in various ways, then Naphtali entered a market saturated with other brands and needed to present a business plan at a high technical level, to attract the attention of "afficionados" and obtain consent press in the industry. The genius of ''Ollearo'' jumped into the limelight since its first realization exhibited at the Show of Fine Arts in Turin in the winter of 1922. They built a [[scooter]] in record time with sophisticated engineering, was presented mounted on a bicycle frame and reinforced appropriately modified to accommodate a small engine connected to a direct drive to the rear wheel with a belt. The vehicle attracted much interest, so ''Ollearo'' decided to change the whole [[transmission]] system and to create an engine range and a special [[transmission]]. <br />
<br />
And so, in 1923, began the ''Fabbrica biciclette a motore Ollear''. After the success of the construction of step motor bikes with 2 speeds, always received a lot of success. Towards the thirties are the manufacturer engaged in the testing of ''Piedmont'''s new 4 stroke engine, so critics said that the new creation would be the new engine of tomorrow. <br />
<br />
After this huge success, he began momentum on building with the construction of box vans of various types. In 1933 the brilliant builder from [[Turin]] made a three-wheel vehicle to transport people with the chassis of the truck and a 500 cc motorcycle engine. It was even equipped with reverse gear and a body like a torpedo convertible. Inside, the driver sat in front while the two passengers were placed on a single seat behind the driver, the frame was in the shape of a turtle shell. The vehicle could reach a speed of 90 km/h. The car, with wheel centers forming an equilateral triangle, had remarkable stability so that if you accidentally went to skid which tends to turn on itself, there was no danger of rolling over. Presented at the exhibition in [[Turin]] in 1934, the vehicle created quite a stir, so much so that Ollearo planned to improve the body. <br />
The vehicle was clothed in a new shell and the result was of harmonious lines and more acceptable, so that it gave the impression of being a real car with four wheels. The purchase price was 8000 pounds and you could drive without a drivers license and the road tax was identical to that of a [[motorcycle]].<br />
<br />
<br />
<gallery><br />
Image:Ollearo_01.jpg<br />
Image:Ollearo_02.jpg<br />
Image:Ollearo_03.jpg<br />
Image:Ollearo_10.jpg<br />
Image:Ollearo_11.jpg<br />
Image:Ollearo_12.jpg<br />
Image:Ollearo_14.jpg<br />
Image:Ollearo_20.jpg<br />
Image:Ollearo_21.jpg<br />
Image:Ollearo_99.jpg<br />
</gallery><br />
<br />
[[Image:ollearo_fiat_500A_autocarro_1937.jpg|thumb|right|300px|'''1937 Ollearo Fiat 500A Truck''']]<br />
<br />
Due to ''Ollearo'''s enormous success, was approached by [[Fiat]], which commission him to turn the [[Fiat Topolino 500]] series cars into drive vans and trucks. The ''Ollearo'' truck began production in 1937 in [[Torino]] and worked under the supervision and with the blessing of the Reparto Esperienze (Expertize Department) at [[Fiat]]. ''Ollearo'' put out an incredible three-axle truck built on a [[Fiat 500A]]. The vehicle was unchanged until the upright rear doors were added where the body ended and the chassis frame overlaped. The longitudinal steel was electrically welded to move the bridge rearwards by 23cm and added an additional axle, not driven by the engine, but only as a carrier [[axle]]. They were a relatively widely used truck, and remained in production even after the [[Fiat 500B]] and [[Fiat 500C]] were introduced. This continued until 1952, when it completely ceases production. True story of a man who with thirty years of business had been able to, with his brilliant mind of talented designer and builder, give ideas to the Italian avant-garde, producing engines and technical advancements still in use today. <br />
<br />
<br />
<br />
<br />
Send what you have to:<br />
*[mailto:Info@WheelsofItaly.com '''info@wheelsofitaly.com''']<br />
<br />
<br />
{{-}}<br />
{{A-Z multipage list|Car Information and Photos by Marque|Information and Photos by Marque|}}<br />
{{A-Z multipage list|Motorcycle Information and Photos by Marque|Motorcycle Information and Photos by Marque|}}<br />
{{Car Information and Photos by Marque}}<br />
{{Motorcycle Information and Photos by Marque}}</div>WikiSysop