Enzo's Garage - La Vera Scuderia

Tri-ang Scalextric Ferrari GT 250 Berlinetta

2011-07-30T17:12:00.000-07:00

Among the prettiest vintage Ferrari GT 250 model racers, I own. The Berlinetta has a beautiful rear end. This Tri.ang is beyond what I expected in a model racer from the early 1960's. This is the 3rd Tri.ang I own and it is destined for restoration and a place on her Highness's shelves. Below are the BEFORE pictures right after the acquisition.

Numbers are old and residues have soiled the graphics.

View of the Rear Screen and Top of hood number's degree of residue.

Rear Screen & Number "2" on the hood.

View of body gap at front end.


View of Passenger Side- Bumpers may minimize the 'gapped' appearance.

Driver side rear end view.

Curves work so well on this car. They appear pulled from the late 40's or early 50's motifs of streamlined automobiles.

The residue from the stickers are quite apparent in this view.

Total car from above

Top angled view

Driver is richly detailed

View of the Soiled Number 2

Scalextric FERRARI F1 2009, C3051 Raikonnen No.4 C3052 Massa No.3Modified Chassis

2011-02-03T20:43:00.000-08:00

Modified Chassis

The traditional press conference held at the presentation of the new single-seater that will compete in the Formula 1 world championship began with the engineers who have developed the car over the past months: Aldo Costa, Ross Brawn and Rory Byrne. Byrne opened and underlined how his role in the company was changing. He was progressively filling a consultancy role for all the new House of Maranello projects and, in particular, regarding the engineering of the cars.

Then came Aldo Costa, creator of the 248 F1, to reflect on Byrne's role and the characteristics of the car in detail. He declared that: "it was mainly to do with the V8 engine and we imposed a radical change from both a mechanical and aerodynamic point of view. The aerodynamics are still at a preliminary stage and will be until the first race of the season. As regards the chassis, this is totally new, above all in the centre section. We decided on this in order to optimise the weight distribution and lighten the entire structure. The same goes for the suspension, especially in the completely redesigned rear end. The transmission too is all new (though constructed from composite materials) and also the differeential. In building these two new elements in particular, we had to pay close attention to the characterisitcs of the V8. The greater vibrations generated by the engine brought more initial problems".

The gathered journalists then asked questions to which Brawn replied that "from the midway point of last season when we realised we could not challenge for the top spots, we began concentrating more on development, especially the blend of the aerodynamic configuration and the characteristics of the new V8. Despite the progress that the Bridgestone tyres have made with the reintroduction of tyre changes, we expect to see lap times that are a second or two slower than last year". In conclusion, and related again to the tyre issue, Brawn responded to newsprint journalists and emphasised how having Bridgestones this year would be an advantage as they will supply four teams. Now the Scuderia Ferrari Marlboro would be able to compare development and the progress being made with other Bridgestone teams".

After Aldo Costa, Ross Brawn and Rory Byrne came Paolo Martinelli, Formula 1 Engine Director, and Gilles Simon, head of planning and engine development, to face the journalists during the press conference to launch the new 248 F1. "It is a totally new project", began Martinelli. "It is a return to the past, as the name of the car demonstrates. We started working on this engine midway through 2004 and then tested it on the bench. Last August it made its first outing, at Fiorano, and in the autumn of 2005 we completed the V8. Now we are close to the final version. Obviously, in the course of the season we will have to cope with a very steep learning curve.

Gilles Simon's success in development was underlined: "the calculations were made long ago and even if the regulation changes were related to us rather late in the day, fundamental modifications such as the selection of the centre of gravity had already been made". "The rules outline global constraints but do allow a lot of space for projectual experimentation", continued Martinelli. "The 90° angle was our choice as was settling on the minimum weight for the non-moving parts. The real challenge, however, was lightening the weight of the moving components". "For the first time in ten years a drop in performance was recorded and this was fundamental. The change in power meant some greater investment, but, in the long run, it will be more economical. The overall output of the engine remains unchanged and so some factors were the same as on the V10".

Martinelli also revealed that there had been some dialogue between the engineers who work on road-going cars and those who concentrate on racing models. "We met the people who work on GTs and exchange opinion in analysing problems and the methods to resolve them. It was by no means a one-way communication" "We were certainly on shared ground", added Simon. "However, there are many differences, for example in our time schedules. We made a lot of input and so did they. It was a process of cross contamination".

Product Code: C3051 Kimi Räikkönen No.4

Features: The Ferrari F60 was unveiled on 12th January 2009 and marked Ferrari’s 60th year in Formula One. The F60 featured a revised front splitter, new rear wing and new suspension. The new suspension geometry was aimed at promoting more front end grip, which was designed to improve the cars performance in Qualifying sessions.  The F60 achieved its only victory in 2009 in the Belgian Grand Prix at Spa in the hands of Kimi Räikkönen. Räikkönen had podium finishes in Monaco, Hungary, Valencia and Monza. The team had four drivers for the 2009 season (Due to Massa's injury at the Hungary GP) with Kimi Räikkönen finishing the season in 6th place with Felipe Massa in 11th.

The Scalextric model
A brand new F1 car body of the Ferrari F1 2009 car.
New wings and slick tyres. DPR is fitted to the car to allow easy conversion to Scalextric Digital.

At the Hungarian Grand Prix one of the team's drivers Felipe Massa was seriously injured when he was hit by flying debris. The third spring from Brawn BGP001-01 driven by Rubens Barrichello broke free and hit Massa in the head. At the same event the engineering team switched its attention to the 2010 car.

The new lightweight F60's worked though in the hands of Kimi Raikkonen taking a KERS powered victory at Spa, but it was little more than a consolation prize.

The team had four drivers for the season with Kimi Raikkonen finishing the season in 6th place with Felipe Massa in 11th.

GRUPPO FERRARI

2011-01-31T18:09:00.000-08:00

Row 1

Scalextric Ferrari 250 GTO Green No.14

Revell Monogram 250 GTO LM

FLY 250 GTO Targa Florio

Scalextric 308 GTB Makela Auto Tuning 1977 #3

Scalextric 308 GTB Makela Auto Tuning

Row 2

Scalextric Ferrari 330 P4 Le Mans 1967 No.24

Scalextric 330 P4 Piper-Attwood

Slot.It Ferrari 312PB 1972 No 85, Andretti - Ickx

Scalextric F430 GT2 Corsa Motorsports No.32

Scalextric F430 "Red"

Row 3

Scalextric Ferrari Deserra Sports No.2

Ferrari 312 T3 No.11 Raced by Carlos Reutemann in 1978 (wrong wing)

Scalextric Ferrari 156 Sharknose No.4 Von Tripps 1961 & Belgium Gran Prix 1961 No.8

Scalextric Ferrari 375 Formula 1 car #2 as driven by Ascari to a win at both the German and Italian GP

Ferrari 312 T3 No.11 Raced by Carlos Reutemann in 1978

Scalextric Team Talbot No.19 Wolf Model- not a Ferrari

Scalextric Ferrari 330 P4 Piper-Attwood

2010-10-14T08:30:00.000-07:00

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History

Entered by the David Piper Racing Ltd team, the Ferrari 412P V12/60°, chassis no. 0854, raced at Kyalami in the 9 hour endurance race in November 1968 which formed part of the South African Springbok Trophy Series. Drivers Piper and Atwood managed a 14th place after a collision.

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From The Pennsylvania Motorsport Company
"...The Ferrari 330 P3 and P4 are the most seductive shapes ever crafted by Scaglietti and Forghieri. Intricately fitted to the mechanically ultimate mid-engined Ferrari prototype, the 330P3/4s are … sexy."

But, like all race cars, changing rules and opportunities for starting money dictated new applications for old parts. The svelte 330 P4 bodies were shucked like old snakeskins to make Can-Am cars at the completion of the 1967 CSI championship series.

The panel offered here appears to be the original 330 P4 nose which graced the entry of Jackie Stewart and Chris Amon (chassis no. 0860) at the July 1967 BOAC 500km at Brands Hatch where it finished second, earning the extra point which secured the 1967 World Championship for Ferrari from Porsche.

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According to historians, the only P4 which ever raced under the number "6" is the Stewart/Amon Brands Hatch car.

Yet, this artifact of racing evolution and regulatory obsolescence is, most probably, the nose that crossed the line second in the 1967 BOAC 500 to leverage Ferrari to the World Championship over Porsche. It doesn’t get much more "historic" than that.

or drive train, converted the P4s into the 350 Can-Am with bored-out engines of 4,176cc and modified bodywork. Chassis 0860 appeared at the Laguna Seca Can-Am in October 1967 as a 350, only three months after its last appearance as a P4, finishing an impressive fifth driven by Chris Amon.

It’s likely that the nose panel offered here, adorned with the race number 6 of the Brands Hatch BOAC 500km,

The part itself is visibly old, efflorescing quietly from years of exposure to the elements with the characteristic white fuzz that the lightweight magnesium-aluminum alloys of the period exhibit.

was quickly discarded in the rush to transform 0860 from the CSI Group 6 330 P4 into the 4.2 liter Can-Am Ferrari 350. Tossed on a scrap pile, it had no further utility in a racing world that would take 312Ps and McLarens to championships.

Circumstantial though it may be, replica panels wouldn’t use exotic lightweight alloys. Large blobs of badly deteriorated mushy foam cap the carb air intake ducts. There is no hardware or emblems beyond the large "6" painted on the ancient nose.

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Scalextrics' Ferrari 312 T3, The 156 Sharknose, and the 375 F1

2010-10-13T12:12:00.000-07:00

Model history:

Ferrari 312 T3
By 1973 Ferrari was no longer able to compete with the Cosworth DFV engined 'kit-cars' from the UK. Its flat 12 engine 312 B proved a winner when first introduced in 1970 with four victories, but in 1973 the Scuderia won not one F1-race.

The very first 312 T3 was used in just three races. Gilles Villeneuve debuted the car during the South African Grand Prix but failed the finish. Carlos Reutemann subsequently scored a victory in the US Grand Prix West at Long Beach. After its retirement chassis 032 was sold to the famous French racing car collector Jacques Setton. In 2001 it was acquired by the current owner who had the car fully refurbished. He is seen here in action at the 2008 Monaco Historic Grand Prix where he demonstrated the car.

In order to become competitive again Enzo Ferrari made some major personnel changes and pulled the Scuderia out of sports car racing. Mauro Forghieri was reinstated as chief-engineer and set out to completely re-design the flat 12 engine. Appointed as team-manager was Luca de Montezemelo, who has been associated with Ferrari in various functions for over thirty years now. Finally a new driver pairing was signed for 1974l Niki Lauda and Clay Regazzoni.

Many modifications were carried through in the 312 B3 for 1974. Lauda proved the speed of the modified B3, securing nine pole positions. Poor reliability meant that only two out of the nine poles materialised in victories. Regazzoni scored another victory and was runner up in the championship behind McLaren's Emerson Fittipaldi. Three victories was a major improvement over the 1973 season, but there was more to come from the 'new team'.

Boxed Edition

At the end of the season, work was started on a new car, main focus was to construct a very compact racer. The new transverse gearbox helped to keep the weight between the front and rear axle and gave the new car its namel 312 T (transversale). Centering the weight makes cornering easier. The gearbox was directly bolted on a 485 bhp version of the flat 12 engine. Although slightly heavier than the DFV engine, the 12 cylinder unit outpowered its British counterpart by at least 20 bhp.

For 1975, Ferrari introduced the Ferrari 312 T Series. The “T” stood for transversale and indicated that the five-speed gearbox was mounted east-west ahead of the rear axle for a better center of gravity. The suspension was altered front and rear, and Lauda’s superb ability as a test driver honed the machine.
The Ferrari 312 T entered competition in the season’s third race, in South Africa. By the sixth race, at Monaco, it and Lauda were in the winner’s circle. In all, the Ferrari 312 T won six of the last 11 races. Lauda was world champion, and Ferrari had its first constructors title since 1964.

All the improvements made and the talented driver pairing gave Ferrari the best chance in years to win a championship again. However it wasn't until the third Grand Prix that Lauda got his hands on the 312 T, but when he did he proved the pace was there with a pole position, closely followed by his team-mate in the other 312 T. A crash in the first lap ended the hopes for the 312 T's maiden victory.

All was well in the next couple of Grands Prix, with Lauda winning four out of the next five races. Regazzoni won the all important Italian Grand Prix at Monza and Lauda grabbed the victory in the final Grand Prix of the year. Lauda secured Ferrari's first driver's title since Surtees' title of 1964 and the Scuderia took the constructor's title as well.

New airbox regulations forced Ferrari to launch a first evolution of the 312 T halfway through the 1976 season. Dubbed the T2, it featured new air intakes on either side of the cockpit. Lauda was on his way to prolongue his title in the T2, but a heavy crash on the Nürburgring left him badly burned.

In a remarkable short time he returned to the cockpit of his Ferrari, but he could not prevent McLaren's James Hunt to take the title. Lauda and T2 proved to be the winning formula in 1977 winning both the driver's and constructor's championships.

A change to Michelin's new radial tires required the construction of a completely revised chassis for 1978, but because the complete drivetrain was retained it was named 312 T3. At a time where Ferrari focused on matching their chassis to the new tires, Lotus turned the sport upside down with their ground effects cars. Although the T3 could not match the pace of the Lotus 78, its rock solid reliability record often put their drivers Carlos Reutemann and Gilles Villeneuve in contention for a victory.

At the end of the season Lotus' Mario Andretti was crowned world champion, closely followed by his team mate Ronnie Peterson and Ferrari's Reutemann. The Argentinean driver racked up four victories and the young Villeneuve scored his maiden win on home soil in the first Montreal Grand Prix on the track that is now known as the Circuit Gilles Villeneuve. Arguably the most beautiful Ferrari Formula 1 car ever constructed, the T3 holds a special spot in Ferrari's history, despite not reeling in the big prices.

General specifications
Country of origin - Italy
Chassis number - 032 / 034 / 035
Numbers built - 5
Produced in - 1978
Predecessor • Ferrari 312 T2 -

Successor     •    Ferrari 312 T4
Body design - Gestione Sportiva

Major wins - 1978
USA Grand Prix West (Carlos Reutemann in 032) - 1978
British Grand Prix (Carlos Reutemann in 033) - 1978
USA Grand Prix (Carlos Reutemann in 035) - 1978
Canadian Grand Prix (Gilles Villeneuve in 034)

Engine
Configuration - Type 015 180º V 12
Location          - Mid, longitudinally mounted
Weight            - 144 kilo / 317.5 lbs
Construction   - light alloy block and head
Displacement - 2.992 liter / 182.6 cu in
Bore / Stroke   - 80.0 mm (3.1 in) / 49.6 mm (2 in)
Compression   - 11.5:1
Valvetrain       - 4 valves / cylinder, DOHC
Fuel feed       - Lucas Fuel Injection
Aspiration     - Naturally Aspirated

Drivetrain
Chassis/body       - aluminium / composite body on aluminium monocoque
Front suspension - double wishbones, inboard spring/damper units
Rear suspension - upper arm, lower wishbone, single central radius arm
Steering               - rack-and-pinion
Brakes                 - Brembo ventilated discs, all-round, rear inboard
Gearbox              - Ferrari Type 020 5 speed Manual
Drive                   - Rear wheel drive

Dimensions
Weight                                    - 580 kilo / 1278.7 lbs
Length / Width / Height         - 4250 mm (167.3 in) / 2130 mm (83.9 in) / 1010 mm (39.8 in)
Wheelbase / Track (fr/r)         - 2560 mm (100.8 in) / 1620 mm (63.8 in) / 1585 mm (62.4 in)

Performance figures
Power                   - 510 bhp / 380 KW @ 12200 rpm
Torque                  - 320 Nm / 236 ft lbs @ 9700 rpm
BHP/Liter             - 170 bhp / liter
Power to weight   - 0.88 bhp / kg

Scalextric Ferrari 156 "Sharknose"

Ferrari's racing car development program was based on evolution rather than revolution. This resulted in some of the greatest racers ever built, but also meant that drastic rule changes often left the Italian manufacturer trailing well behind the competition. This was hardly the case in 1961 when Formula 1 had switched from a displacement limit of 2.5 litre to 1.5 litre. That limit had previously been used for Formula 2 for which Ferrari had already developed a state of the art V6 engine. The (British) competition fought long to prevent the rule changes and as a result were very poorly prepared for the new season.

The twin-cam V6 engine bore close resemblance to the 2.5 litre that had been successfully raced in Formula 1 since 1958. It was first raced in a front-engined chassis and in 1960 appeared in Ferrari's first mid-engined single seater chassis. At first sight the mid-engined car that appeared in 1960 was brand new, but that would have gone against Ferrari's design principles. Closer inspection revealed that it was in fact the familiar F1/F2 chassis with the engine moved to the rear of the driver. The relocation of the engine did necessitate the development of a new gearbox.

Known as the 246P, the mid-engined Ferrari debuted at the 1960 Monaco Grand Prix, powered by the larger of the two V6 engines. Richie Ginther drove the new car and finished a credible sixth at a track where the much nimbler British Coopers and Lotus felt much more at home. After its Monaco debut, the Formula 1 engine was replaced by the smaller Formula 2 engine. One of Ferrari's other Works drivers, Wolfgang von Trips humiliated the competition at the 156P's only Formula 2 race. He won the Solitude Grand Prix with great ease.

Over the winter, chief engineer Carlo Chiti worked hard to refine the new Formula 1 car, although the basic design of the 1960 was retained. The chassis consisted of four large tubes and was suspended by double wishbones all-round. The most obvious change was the much slimmer bodywork with a very striking twin nostril front air intake, which gave the car the nickname 'Sharknose'. The biggest priority was the development of a new version of the V6 engine with a 120 degree V-angle, instead of the 65 degree angle of the original design. This freed up more space for the intakes and lowered the centre of gravity.

V-6 Engine/Intakes

General specifications
Country of origin	Italy
Chassis number	0002R
Numbers built	1961: 5 1962: 3
Produced from	1961 - 1962
Predecessor	Ferrari 246 F1 Dino
Successor	Ferrari 156 F1 'Aero'
Body design	Carlo Chiti

Major wins

1961	Dutch Grand Prix (Wolfgang von Trips in 0004)
1961	Belgian Grand Prix (Phil Hill in 0003)
1961	French Grand Prix (Giancarlo Baghetti in 0008)
1961	British Grand Prix (Wolfgang von Trips in 0004)
1961	Italian Grand Prix (Phil Hill in 0002)

Engine
Configuration	Type 188 65º V 6
Location	Mid, longitudinally mounted
Construction	light alloy block and head
Displacement	1.496 liter / 91.3 cu in
Bore / Stroke	81.0 mm (3.2 in) / 48.2 mm (1.9 in)
Compression	9.8:1
Valvetrain	2 valves / cylinder, DOHC
Fuel feed	3 Weber 42 DCN Carburettors
Aspiration	Naturally Aspirated

Drivetrain
Chassis/body	aluminium body over steel tubular frame
Suspension (fr/r)	double wishbones, coil springs over Koni dampers, anti-roll bar
Steering	rack-and-pinion
Brakes	ventilated discs, all-round, mounted in-board at the rear
Gearbox	Ferrari Type 543/C 5 speed Manual
Drive	Rear wheel drive

Dimensions
Weight	460 kilo / 1014.1 lbs
Wheelbase / Track (fr/r)	2300 mm (90.6 in) / 1260 mm (49.6 in) / 1260 mm (49.6 in)

Performance figures
Power	200 bhp / 149 KW @ 10500 rpm
BHP/Liter	134 bhp / liter
Power to weight	0.43 bhp / kg
Top Speed	240 km/h / 149 mph

Even though the new changes should have favoured the nimbler British chassis, they were lacking a proper powerplant and were forced to start the season with a Climax four cylinder engine that produced a modest 150 bhp. That was a stark contrast with Ferrari, who had not one, but two engines ready for the 1961 both pumping out around 190 bhp. Needless to say the 1961 season was a complete Ferrari walk-over; they were beaten only twice by a brilliant Stirling Moss in his Lotus. It was not all good news for Ferrari as championship leader Von Trips had a fatal accident at Monza. This opened the door for Phil Hill to become the first American World Champion, winning the Belgian and Italian Grands Prix.

Towards the end of the season, the spaceframe cars were replaced by the 156 'Aero'. This used a semi-monocoque chassis consisting of a basic tubular frame covered in duralumin sheets. Surtees qualified the car on pole at its debut, but scored no further victories. In 1964 Forghieri had finally bridged the gap to the competition when he mated the 'Aero' semi-monocoque chassis to a brand new V8 engine that pumped out around 210 bhp. The new Ferrari 158 really came to its own in the second half of the season, with Surtees scoring two victories and eventually clinching the driver's title.

Unfortunately all of the 'Sharknose' Ferraris were scrapped after the 1962 season and today only some of the 1963 cars remain. In recent years various replicas have been constructed around original parts, including one that starred in Chris Rea's film 'La Passione'. Although competitive for a single season and eclipsed, the 156 'Sharknose' has earned its place among the all time great Formula 1 cars.

In 2004 a Belgian enthusiast commissioned Jim Stokes in Great Britain to build a reconstruction of the 156 'Sharknose' (chassis 0002) used by Olivier Gendebien in the 1961 Belgian Grand Prix. Using as many original parts as possible, including the 65º V6 engine and five-speed gearbox, Stokes created a very accurate replica of the legendary Ferrari F1 car. The chassis and suspension were fabricated in-house using original drawings.

The body was carefully crafted by bodywork specialists VintageCars. Five years in the making, chassis '0002R' made its public debut at the 2009 Goodwood Revival.

The Ferrari 375 F1

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In 1950 the first F1 World Championship was ran. Two of the most serious competitors were more related than they looked. Alfa Romeo's dominating 158 'Alfetta' was commissioned by Enzo Ferrari when he was in charge of Alfa Romeo's racing department before the war. The second was Ferrari's own 375.

The governing body's rules allowed for two different engine types, a supercharged 1.5 litre engine or a 4.5 Naturally Aspirated engine. The Alfetta complied to the former as it was originally designed for the voiturette races of the late thirties which had a 1.5 litre maximum. Ferrari's first F1 racer, 125 F1 also incorporated a supercharged engine, but it was not competitive so work started on the normally aspirated 375 soon. Ferrari reasoned that the gas-guzzling supercharged Alfas could be beaten because of the better mileage of the less powerful 4.5 litre V12 engine. This assumption turned out to be correct.

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Froilan Gonzales scored Ferrari's first F1 victory at Silverstone in 1951, breaking Alfa Romeo's stronghold. Alberto Ascari won two more Grand Prix and he was still contention for the championship before the final Grand Prix in Barcelona. The Ferraris were outpaced there by the Alfettas because of a wrong tire choice and Ascari finished fourth and second in the championship behind Alfa Romeo's Juan Manuel Fangio. In the final standings four of the top six finishers drove Ferraris, with Gonzales in second.

After clinching F1's first two championship Alfa Romeo withdrew from Grand Prix racing. This left Ferrari as the only serious competitor for the 1952 championship. The governing body decided to run the 1952 and 1953 world championship under F2 regulations to attract more manufacturers, leaving the 375 obsolete. Ferrari modified a 375 for Ascari to race in the Indianapolis 500 miles race, but it was no match for the purpose-build roadsters.

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from Wikipedia

Ferrari achieved the 4.5 L goal of the formula with the 375 F1, two of which debuted at Monza on September 3, 1950. This 4.5 L (4493.73 cc/274 in³) engine produced roughly the same power as its 4.1 L predecessor, but its tractability earned Ascari second place in that debut race. A series of modifications through the 1951 season allowed Ferrari to finally put Alfa Romeo Jose Froilan Gonzalez' victory at Silverstone on July 14 becoming the constructor's first World Championship win. Ascari's wins at the Nürburgring and Monza and strong finishes throughout the season cemented the company's position as a Formula One contender. behind it in a Formula One race, with

Changes in the Formula One regulations led the company to shift the big engine to an Indy car, the 1952 375 Indy. Three new Weber 40IF4C carburettors brought power output to 400 hp (298 kW), the wheelbase was lengthened, and the chassis and suspension were strengthened. Although the car performed well in European testing, it was not able to meet the American challenge, with just one of four 375s even qualifying for the 1952 race.

Article by Wouter Melissen

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History

Alberto Ascari, in 1951, won his first World Championship F1 race in the Ferrari 375 on the Nürburgring circuit in Germany and added a win at Monza, Italy, finishing runner up in the championship to Juan Manuel Fangio. Though the car debuted in 1950 at Monza, a series of modifications through the 1951 season allowed Ferrari to finally put Alfa Romeo behind it in a Formula 1 race, with Jose Froilan Gonzalez' victory at Silverstone on July 14 becoming the constructor's first World Championship win. Ascari's wins at Nürburgring and Monza and strong finishes throughout the season cemented the company's position as a Formula 1 contender.

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The Scalextric model

The Ferrari 375 was one of the first Scalextric cars ever made. Faithfully reproduced by Scalextric in 2007, this further livery of the Ferrari 375, driven by Ascari, features a plastic body to complement the tinplate bodied version in the C2782A 50th Anniversary set together with several more liveries of this famous car.

Note the Finned Brake Drums details on this fine Scalextric model

The Ferrari car demonstrates the evolution of Scalextric over the past 50 years. Excellent build quality and attention to detail is to the normal high

standard. The quality of the printed decoration is excellent.

Boxed Set
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Enzo's Garage - La Vera Scuderia

Tri-ang Scalextric Ferrari GT 250 Berlinetta

Scalextric FERRARI F1 2009, C3051 Raikonnen No.4 C3052 Massa No.3Modified Chassis

GRUPPO FERRARI

Scalextric Ferrari 330 P4 Piper-Attwood

History

Entered by the David Piper Racing Ltd team, the Ferrari 412P V12/60°, chassis no. 0854, raced at Kyalami in the 9 hour endurance race in November 1968 which formed part of the South African Springbok Trophy Series. Drivers Piper and Atwood managed a 14th place after a collision.

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From The Pennsylvania Motorsport Company "...The Ferrari 330 P3 and P4 are the most seductive shapes ever crafted by Scaglietti and Forghieri. Intricately fitted to the mechanically ultimate mid-engined Ferrari prototype, the 330P3/4s are … sexy."

But, like all race cars, changing rules and opportunities for starting money dictated new applications for old parts. The svelte 330 P4 bodies were shucked like old snakeskins to make Can-Am cars at the completion of the 1967 CSI championship series.

The panel offered here appears to be the original 330 P4 nose which graced the entry of Jackie Stewart and Chris Amon (chassis no. 0860) at the July 1967 BOAC 500km at Brands Hatch where it finished second, earning the extra point which secured the 1967 World Championship for Ferrari from Porsche.

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According to historians, the only P4 which ever raced under the number "6" is the Stewart/Amon Brands Hatch car.

Yet, this artifact of racing evolution and regulatory obsolescence is, most probably, the nose that crossed the line second in the 1967 BOAC 500 to leverage Ferrari to the World Championship over Porsche. It doesn’t get much more "historic" than that.

It’s likely that the nose panel offered here, adorned with the race number 6 of the Brands Hatch BOAC 500km,

The part itself is visibly old, efflorescing quietly from years of exposure to the elements with the characteristic white fuzz that the lightweight magnesium-aluminum alloys of the period exhibit.

was quickly discarded in the rush to transform 0860 from the CSI Group 6 330 P4 into the 4.2 liter Can-Am Ferrari 350. Tossed on a scrap pile, it had no further utility in a racing world that would take 312Ps and McLarens to championships.

Circumstantial though it may be, replica panels wouldn’t use exotic lightweight alloys. Large blobs of badly deteriorated mushy foam cap the carb air intake ducts. There is no hardware or emblems beyond the large "6" painted on the ancient nose.

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Scalextrics' Ferrari 312 T3, The 156 Sharknose, and the 375 F1

From The Pennsylvania Motorsport Company
"...The Ferrari 330 P3 and P4 are the most seductive shapes ever crafted by Scaglietti and Forghieri. Intricately fitted to the mechanically ultimate mid-engined Ferrari prototype, the 330P3/4s are … sexy."