Ferrari Models

The Ferrari 812 GTS Spider is basically a convertible variant of the 812 Superfast. It's the most powerful Spider in the world, with the performance to match. The 812 GTS takes on more of a GT attitude rather than an all-out attack and is surprisingly docile daily driver.

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Ferrari’s SF90 Stradale is a stunning hybrid supercar that produces 989 hp from a plug-in hybrid powertrain. This hybrid setup utilizes a twin-turbocharged 4.0L V8 combustion engine, paired to three electric motors.

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The Ferrari SF90 Spider has now been unveiled as Ferrari’s first plug-in hybrid roadster with close to 1,000 hp. The car is the open-top version of the SF90 Stradale. It maintains many of the Stradale’s specs, including a 211 mph top speed. It will do a 0-60 mph time in just 2.5 seconds.

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The Ferrari 296 GTB is an all-new plug-in hybrid model in the lineup, joining the likes of the SF90 Stradale and SF90 Spider. It marks the start of a trend for Ferrari's GTB models with smaller-displacement engines and hybrid integration as the automotive landscape continues its shift towards electrification.

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No surprises here. The 296 GTS (short for Gran Turismo Spider) was released shortly after the GTB model. It retains the coupe's hybrid powertrain but as the name implies, the GTS loses the fixed roof for that undiluted open-air experience.

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Billed as the replacement for the 488 GTB, the F8 Tributo inherits much of the outgoing model’s DNA. Mind you, this is largely – if not entirely – a positive thing, as the F8 Tributo notably improves in areas where there was room to, while keeping in the essence of what worked so well before.

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The F8 Spider replaces the 488 Spider and is officially on sale in Ferrari dealerships. It is powered by a twin-turbocharged 3.9-liter V-8 that produces 710 horsepower and 568 lb-ft of torque. It is rear-wheel drive, and a seven-speed automatic transmission changes the gears.

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The vehicle is a stunning thing to look at, with a minimalist (by today’s standards) grille and a shark-nose front end. It’s long, lean, and so utterly Ferrari. Gets a 3.9L twin-turbo V8 engine with new cam profiles and a speed sensor that allows the maximum rpm to rise by 5,000 rpm.

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The Portofino has been, for a couple of years, the marque’s 2+2 grand touring cabriolet. It was, and still is, a powerhouse of comfort and technology, easily able to cross continents as much as drive a few blocks to the store. It is getting its first refresh with Roma hardware throughout.

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The 812 Competizione stretches the capabilities of Ferrari's legendary V12 to new heights. The V12 screams defiantly to an ear-shattering 9,250 rpm, cranking out 819 raging horses. Even better? The 812 Competizione is road-legal. The sad part? It's a limited series model with only 999 units planned and they are all sold out.

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The 'A' here stands for Aperta, meaning that this is an open-top variant of the 812 Competizione, allowing you to soak in the mighty roar of the big V12 as the car is being put through its paces. The Competizione A is even more exclusive, limited to 599 units. Just like the coupe, they are all sold out, in spite of the staggering sticker price.

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The 'A' here stands for Aperta, meaning that this is an open-top variant of the 812 Competizione, allowing you to soak in the mighty roar of the big V12 as the car is being put through its paces. The Competizione A is even more exclusive, limited to 599 units. Just like the coupe, they are all sold out, in spite of the staggering sticker price.

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Think of classic Ferraris of the 1950s coupled with the most advanced sports car technology available today and you pretty much nailed it. The first iteration of the program is the Ferrari Monza SP1 and SP2. Both the Monza SP1 and SP2 are based on the Ferrari 812 Superfast and come with a 6.5 liter V12 engine with 810 hp to the rear wheels.

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Think of classic Ferraris of the 1950s coupled with the most advanced sports car technology available today and you pretty much nailed it. The first iteration of the program is the Ferrari Monza SP1 and SP2. Both the Monza SP1 and SP2 are based on the Ferrari 812 Superfast and come with a 6.5 liter V12 engine with 810 hp to the rear wheels.

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The Ferrari 166 Inter was Ferrari’s first true grand tourer and Ferrari’s first 12-cylinder engine to reach 2-litre capacity. The 166 Inter was an evolution of the 125 S and 166 S racing cars, it was a sports car for the street. The car was designed by Carrozzeria Touring of Milan. It was a pivotal model for Ferrari because it was the first Ferrari to do well in the United States.

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Like all very early Ferrari’s the 195 used a V12 engine designed by Gioacchino Colombo. The relatively small V12 engine was capable of high rpm. The 195 was the same as the Ferrari 166 with an enlarged engine and wheel base. Two models were offered, the 195 S or Sport offered slightly more horsepower and were bodied by Touring using prewar Superleggra technique.

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Alongside his successful competition cars, Enzo Ferrari sold detuned race cars for road-going clientele and the 212 Inter was a classic example. It replaced the very similar type 166 Inter, and its racecar brother, the 212 Export, wasn’t that far ahead. When there was a short supply of Ferraris, the road-going Inters served double-time and became race cars.

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In 1951, the top of the range was represented by the 4.1-litre, 340 America. Ferrari also sold the 212 chassis as a customer racecar. It sold as the 212 Export and was produced alongside the 212 Inter, which was aimed towards the touring customer. Some cars with destinations within Europe but outside Italy were given Export Europa numbers, so they are described as Europa or Inter.

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Interest in Ferraris was growing among potential clients, but some were wary of the competition levels of performance provided by engines which reached the market with very little in the way of detuning. To meet the needs of this type of Client, Ferrari introduced the 342 America, a softer four-seater featuring a more flexible engine, a new 4-speed gearbox and more user-friendly handling.

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Ferrari's top model in 1953 was the 375 and it was reserved for their most important clientele. Each was custom built and and some were completely one-of designs. Like the 342 America it replaced, the 375 was based on a detuned version of the Lampredi Grand Prix engine in a typical tubular steel chassis. The majority of 375s had either three or five-window coupe bodies by Pinin Farina, though Vignale built four cars.

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Ferrari produced another line of America cars, beginning with the 1955 410 Superamerica. The engine, based on a single plug 410 S powerplant, was now up to 5.0 L with 340 PS (250 kW; 335 hp) at 6,000 rpm produced thanks to triple Weber 40DCF carburettors. As the most expensive Ferrari available, the 410 Superamerica replaced the 375 America after only eleven examples had been made.

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After a first series of 410 Superamericas, Ferrari updated the design with a shorter wheelbase. Only very few Series II cars were made before the Series III design came out at the 1958 Salone di Torino. Like the preceding 16 cars, the Series II belonged to Ferrari’s ‘flagship’ America series that offered the highest levels of sophistication.

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The Series III trailed two earlier series. Built as the ultimate grand tourer, each car was custom ordered to receive unique bodies and many were made for auto shows or Ferrari’s best clients. Power came from a potent version of the 4.9-liter engine that was a single-plug variant of the same Lampredi-designed engine that powered Ferrari’s biggest and baddest racecars.

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In many ways, the Europa was Ferrari’s first grand touring car. It was the first built with no racing intentions and, due to a new relationship between Pinin Farina and Ferrari, its style was more uniform than any previous series. Compared to the 212 Inter it replaced, the Europa was a much larger car. Only a handful of cars were built before a much more successful second series of cars were produced.

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In 1954, Ferrari heavily modified their 250 Europa to accept the new short-block Colombo V12. The 250 Europa GT was seen as a road-going version of the 250 MM race car, and also as a second series to the 250 Europa. Despite having a near-identical body (almost all were by Pininfarina), the Ferrari Europa GT was much different under the skin compared to its predecessor.

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Ferrari was very serious about producing the 250 GT Coupe in large numbers, so much so Pinin Farina couldn’t handle the expected production workload. Ferrari instead turned to Mario-Felice Boano for production of the bodies and interiors based on the Pinin Farina design. Boano had both a design house in Turin and a production plant in Brescia that could handle large orders.

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Boano gladly accepted the order from Ferrari which was significant. Because Boano acted as a subcontractor, his name was never mentioned in the promotion of the model. Eventually, 65 cars were built at Boano’s facility until Ellena took over the facility completely. An additional 40 cars were built as the 250 GT Ellena before the model was phased out for a completely Pinin Farina-built model.

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After the subcontract of Boano and Ellena ended by 1958, Pinin Farina was ready with a new Coupé design and a new factory to increase body production. The Ferrari 250 GT Coupé Pinin Farina would be the largest volume Ferrari model up to that time. The change from an artisan-type construction to a semi-industrialized type meant that the car's shape had to be designed with greater simplicity of body production.

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Ferrari introduced the 250 GT Berlinetta (LWB) in 1956. It was nicknamed the Tour de France, or TdF, after dominating the French rally. 77 Tour de France cars were built, of which a number were sold for GT races. Series I was known as the "no-louvre" and 14 were built. Nine "14-louvre" Series I and II were made. In mid-1957 the Series III was introduced (three louvres) with 18 made. The 36 Series IV cars had a single vent louvre.

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Although selling in smaller numbers compared to coupes, Ferrari has almost continually offered cabriolets. Before 1959, these were almost always custom made and the Series I was no exception. Costing $3,000 more than the California Spider, this model was aimed at the top end of the grand touring market. By comparison, many of the the Series I cars usually had as many similarities as they did differences.

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When Ferrari replaced their 250 Cabriolet Series I with a more luxurious Series II version, Luigi Chinetti convinced Ferrari to sell an sporting version of the 250 GT Cabriolet called the California Spyder as a high performance alternative . They were instead bodied by Scaglietti and some of the aluminum versions were periodically raced.

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Upon its debut in 1959 at the Paris Motor Show, the second series 250 GT cabriolet offered a variety of subtle changes over the first series models. Ferrari additionally fitted it with the updated, outside-plug version of the Colombo V-12, designated Tipo 128F. Over the course of three years of production, just 200 Series II Cabriolets were produced.

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Sharing its drive train with the legendary 250 GT that won the Tour de France, the California Spyder was a car to get excited about. It had the same 140 mph performance and the same competition chassis as the Ferraris lapping the race tracks. Their design was largely based of Pinin Farina's 250 GT Cabriolet Series I but used an upright rear headlight look.

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The 250 GTE was Ferrari’s first four seater and the idea was successful enough to evolve into a series of Ferrari 2+2s that used the same engineering as the sports cars. As these were made for grand touring, the GTE was marketed as a luxurious car. To accommodate two additional seats, Ferrari had to move the engine and auxiliaries 12 inches forward and extend bodywork.

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In 1959, seven 250 GT "Interim" LWB Berlinettas were made. They utilized the old long-wheelbase chassis and had the new Pinin Farina bodywork of the upcoming SWB Berlinettas. The bodies are all-aluminum. Interim vehicles have an additional rear quarter window, absent from the succeeding "Passo Corto" Berlinettas. 'Interim' Berlinetta won 1959 Tour de France Automobile.

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At the 1960 Geneva Motor Show, Ferrari introduced a touring version of their potent SWB race car. Ferrari gave them all odd-numbered chassis numbers which were typically reserved for competition cars. Of the 176 examples built, both steel and aluminum bodies were used in various road ("lusso") and racing trims. Development was handled the same team that later produced the 250 GTO.

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Regarded as one of the most beautiful Pininfarina designs, the Lusso, or GT/L, sold as a road-going car and directly benefited from the successful line of Ferrari 250 GTs. It was developed from the dual-purpose 250 GT Short Wheel Base (SWB). When the SWB's time was up, its road-going version was replaced in 1962 with the more curvaceous 250 GT Lusso.

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The 250 GTO model was the pinnacle of development of the 250 GT series in competition form, whilst still being a road car. It made its public debut at the annual pre-season Ferrari press conference in January 1962, and was the only front engine model on display, with its monoposto and sports racing counterparts all having a mid-engine configuration. Fitted with the Tipo 168/62 Comp V12 engine.

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The large, fast and luxurious 400 Superamerica replaced the outgoing 410 model and continued Ferrari's tradition of custom-built supercars. Each was specially built for their first owner and no two were exactly alike. Unlike the Ferrari 410 Superamerica Series III, the 400 Superamerica used a version of the Colombo short-block V12. Typically found in the 250 GT, this unit was enlarged to four-liters and produced 340 hp.

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In a three year period, Ferrari produced only six cabriolets on the Superamerica Series I chassis. Other chassis in the series of 25 cars included the more popular Coupé Aerodynamico body or were built as a one-offs. By September of 1962 Ferrari updated the 400 Superamerica chassis to have a longer wheelbase of 2600 mm and these became known as the Series II.

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When the Ferrari 275 GTB first appeared in 1964 it wasn’t just his looks that got people talking. This was a Ferrari first, it was the first standard Ferrari road car to come with a five speed gearbox and the first not-born for racing car to place the gearbox between the rear wheels. More notable still was that the axle was no longer rigid and suspended by leaf spring; the 275 GTB had fully independent double wishbone rear suspension.

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Built as Ferraris Cabriolet, the 275 GTS replaced the 250 Series II Cabriolet in 1964. New to the car was an updated body by Pininfarina and 3.3-liter engine which it shared with the 275 GTB 'Berlinetta.' Producing a capable 260 bhp, it could power the luxurious cabriolet to around 150 mph. The chassis was thoroughly revised to include four-wheel independent suspension. Only 200 examples of the GTS were built in a quick two year production.

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The final series of Ferrari's four-seat 250 GTE 2+2 were fitted with the 4-liter Columbo V12 engine and renamed 330 America. It had the same gorgeous Pininfarina designed body as the 250 GTE 2+2. The engine was upgraded with new combustion chambers and wider-spaced bores, helping it get to 300 horsepower. 

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Replacing the 250 GTE, the 330 2+2 was Ferrari’s second attempt at a 4-seat grand tourer. The car was often criticized for its distinctive dual headlights which was a feature used by body designer Tom Tjaarda. Not long afterward Ferrari reverted to the single headlight treatment for the model.

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The 500 Superfast was Ferrari's flagship tourer that took off from where the 400 and 410 Super America series ended. It was Ferrari's ideal cruiser with a large-displacement V12 and ample cabin space. Twice as expensive as the more sporting 275 GTB, these cars were seldom ordered and only made two per month by Pininfarina.

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At the 1966 Paris Auto Salon Ferrari launched the GTB/4 with the new Tipo 226 engine. It benefited from a variety of upgrades introduced into the series that were tried and tested in the 275 competition models. Upgrades included a long nose bodywork, a torque tube driveline and an engine capable of 300 bhp with a dry sump lubrication system.

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Only ten Ferrari 275s officially came from the Ferrari factory in spyder configuration (25 were planned). These were all made for Luigi Chinetti who was Ferrari's North American Importer at the time. The 330 GTS was luxurious top-down cruiser while the 275 GTB/4 was a more aggressive Ferrari GT. Americans at the time wanted a convertible offering the best aspects of both cars.

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In 1966 Ferrari reverted from their twin-headlight layout back to the traditional setup and fitted a larger 4.0-liter engine. The 1965 Series II version featured a five-speed gearbox instead of the overdrive four-speed of the prior year. Other changes included the switch back to a dual-light instead of quad-light front, alloy wheels, and the addition of optional air conditioning and power steering.

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In 1966 Ferrari and Pininfarina released a new coupe at the 1966 Geneva Motor Show on chassis 8329. It was a more luxurious alternative to the 275 GTB/4 and took styling cues from the flagship 500 Superfast which it effectively replaced. It used a modified version of the 275 GTB/4's frame and the Tipo 209/66 V12 engine from the 330 GT 2+2 Series II. It also benefited from disc brakes and independent suspension.

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The 330 GTS was released in October at the 1966 Paris Auto Show. It was intended as a grand tourer that delivered quiet performance. The 3967 CC V-12 was a development of the engine used in the 400 Superamerica, and joined to the five-speed gearbox, provided flexible power across a wider range. Only 100 examples were made before the model was upgraded with a 4.4 liter engine in 1968.

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Shortly after the last 500 Superfast was made, the 365 California was announced as the model's successor. It was the continuation of a series of limited production cars which included the 410 and 400 Superamercas. To keep costs down, but exclusivity high, the 365 California was only offered to select VIP clients of Ferrari. The long and low 365 California Spyder was basically a reworked 330 GT chassis featuring a Pininfarina body.

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Unveiled at the Paris Motor Show in 1967 this was the first Ferrari 2+2 with independent rear suspension. Koni's coil springs/ shock-absorbers ensured excellent road-holding, and good comfort with self-leveling system in the rear, pioneered jointly by Ferrari and Koni. As with the GTB4 and 330 GTC, transmission involved the 'torque tube' system. The chassis had the same wheel-base as the 330 GT 2+2, but the bodywork was totally new, and more like the Superfasts.

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The last classic-era, front engine, V12 Ferrari was the 365 GTB/4. The press nicknamed it the Daytona much to the disdain of Enzo. Its 170 mph top speed became a supercar benchmark. Under the hood was a 4.4 liter V12. This tremendous speed was emphasized in the first ever Cannonball run when Brock Yates and Dan Gurney piloted their Daytona during the race. Road & Track called it “the best sports car in the world”.

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In 1968 Ferrari updated 330 GTC with a 4.4-litre engine and renamed the model to 365 GTC. The larger engine increased low end torque and offered 20 additional horsepower. Only 168 of the interim 365 GTC were produced until the release of the 365 GTB/4 Daytona. They are all easily identified from the 330 GTC by their engine vents at the trailing end of the hood. The fully-independent suspension features unequal A-arms, coil springs, and shocks.

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The strong 330 GTC got better. The 4-liter, 300-hp 330 GTC/GTS had plenty of power, but Ferrari wasn’t satisfied with plenty. Ferrari had recently introduced the 365 GT 2+2 as a successor to the 330 2+2. The 365 2+2 was larger than its predecessor, so it was given a new 4.4-liter, 320-hp engine to compensate for the weight. The 365 engine was the same size as the 330 engine, so slipping it in the 330 GTS was easy.

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Ferrari had Pininfarina design the Daytona Spider and limited production to just 122 cars. At the time, the Daytona was known as the top dog. Scaglietti was careful in transforming the 365 into a Spider. It required several modifications that replaced the Coupes fiberglass inner fenders and rear bulkhead with steel counterparts. There is added structural rigidity to help it stay stiff.

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Ferrari debuted the 365 GTC/4 model at the Geneva Motor Show in March, 1971. It wasn't designed as a replacement for the 365 GT2+2, instead it was Ferrari's practical 2-seat coupe, similar to the previous 330 GTC and 365 GTC models. The 365 referenced the displacement of a single cylinder while the GTC meant it was a Grand Touring (road) car in Coupe (2 door hardtop) configuration and the 4 was camshaft cylinder heads.

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In 1972, just a year after the launch of the GTC/4, a new 2+2 debuted at the Paris Motor Show: the 365 GT4 2+2. The name refers to the single cylinder displacement (365 cc), four overhead camshafts (GT4) and seat configuration (2+2). Most of the mechanicals, including the 4.4 liter engine, were carried over from its predecessor. The V12 used six side-draft Weber 38 DCOE 59/60 carburetors.

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At the 1976 Paris Motor Show Ferrari unveiled the replacement for the 365 GT4 2+2. The new 400 was offered in two models: 400 Automatic, using a GM THM400 3-speed automatic transmission, and 400 GT, using a five-speed transmission. The 400 Automatic was the first Ferrari to have an automatic transmission. The 365’s V12 engine had been stroked to a displacement of 4.8 L.

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At the 1976 Paris Motor Show Ferrari unveiled the replacement for the 365 GT4 2+2. The new 400 was offered in two models: 400 Automatic, using a GM THM400 3-speed automatic transmission, and 400 GT, using a five-speed transmission. The 400 Automatic was the first Ferrari to have an automatic transmission. The 365’s V12 engine had been stroked to a displacement of 4.8 L.

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The carburetors on the 400 were replaced with Bosch K-Jetronic fuel injection in 1979. As in the smaller 308i, power was down to 306 hp, but emissions were improved, complying with U.S. standards. Top speed was 149 mph. Initially differences between the 400 and 400 i were limited to the fuel injected engine. At the end of 1982, the 400i was updated with new camshaft profiles and exhaust headers.

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The carburetors on the 400 were replaced with Bosch K-Jetronic fuel injection in 1979. As in the smaller 308i, power was down to 306 hp, but emissions were improved, complying with U.S. standards. Top speed was 149 mph. Initially differences between the 400 and 400 i were limited to the fuel injected engine. At the end of 1982, the 400i was updated with new camshaft profiles and exhaust headers.

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In 1985 further improvements were made, with the launch of the Ferrari 412. The engine was bored 1 mm. Both the manual and automatic transmissions were retained, but exterior badging no longer denoted the transmission type fitted. Bosch ABS was offered, a first for Ferrari. The body was altered, with a raised rear deck granting more luggage space.

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Widely regarded as one of the best-handling cars of its era, the Ferrari Dino’s mid-engine layout proved a radical leap in road car design when it was released in 1968. The Dino brand was established to create a more accessible Ferrari, but it turned out to be remarkable in its own right. Light, fun, sexy and great handling, we wish they kept it going.

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Just one year after the 206 release, it was replaced with the revised 246 GT. The new 246 was a heavier car, thanks to the inclusion of Fiat's cast-iron V6, which increased the capacity to 2418cc. Compared to the Ferrari V6, the Fiat powerplant had been cast in iron rather than aluminum alloy. Also changed to steel was the bodywork.

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At the 1972 Geneva Motor Show, Ferrari released an open-top version of the Dino 246 called the GTS. Over 1200 examples were produced over a two year period. The 246 GTS had a removable roof panel similar to the 1967 Porsche 911 Targa. Both these cars copied the idea from the Surrey-Top Triumph TR4 which was the first to use such a panel.

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The 308 GT4 was produced from 1973 to April 1980. Initially branded "Dino", the 308 GT4 was Ferrari's first V-8 production automobile. From 1976 onwards the cars were sold as Ferrari badged. In an effort to improve sales until the 1976 official re-badging, Ferrari sent out factory update on July 1, 1975 with technical and cosmetic revisions.

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Introduced at the Geneva Motor Show in 1975, the 208 GT4 was a low-displacement version of the V8 produced for the Italian market, where cars with engines larger than two litres were subjected to more than double VAT (38%). The engine was de-bored to (66.8 by 71 mm) 2.0 L (1990.64 cc) V8, resulting in the smallest production V8 in history for a road car.

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Initially branded "Dino", the 308 GT4 was Ferrari's first V-8 production automobile. From 1976 onwards the cars were sold as Ferrari badged. Some of these revisions were implemented piecemeal by dealers. Some made all the revisions while some just made a few. There were two series, earlier and later cars differentiated by number of distributors.

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Power output 167 hp at 7700 rpm for a top speed of 137 mph. Smaller Weber 34 DCNF carburetors, a lower final drive ratio and skinnier tires completed the technical changes for the 208. Chrome (rather than black) accents outside and the lack of fog lights were external visual indicators of the smaller-engined GT4. It was rebadged a Ferrari in 1976 like the 308 GT4.

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The Boxer Berlinetta marked a big change for Ferrari because the company moved a horizontally opposed engine layout for its new flagship car (thus the Berlinetta Boxer name). The first of Ferrari’s Berlinetta Boxer is the 365 GT4. The car was first shown at the 1971 Turin Motor Show and production began in 1973. Only 387 examples of the 365 GT4 BB were made until it was replaced outright with the 512 in 1976.

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In 1976, Ferrari enlarged their flat-12 engine to 4942cc and created the 512 Berlinetta Boxer (BB). This is the car that replaced the 365 GTB / 4 (known as the Daytona) as Ferrari’s flagship car. The rest of the car was improved and in detail the 512 had many new changes. A dry sump lubrication system was also included. Compared to the 365 GT4 BB, the body was wider at the rear for larger tires a revised suspension.

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In 1981 Ferrari updated the 512 BB to include Bosch K-Jetronic fuel injection and became known as the 512i BB. The fuel injection was a necessity to pass US emissions regulations. This modernized the car, as it produced less emissions and was thought to be more reliable and driveable once setup correctly. The 512i is a noticeable step up from the 512. The engine was both more efficient and cleaner. It was down on power though.

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Highlighting the 308 GTB was a fiberglass, or vetroresina, body. Except for the aluminum hood, the entirety of the body was fiberglass and was manufactured by Scaglietti. It was the first time a composite body was sold on a production Ferrari. It allowed the 308 to weigh only 1,100 kg dry. Unfortunately, fiberglass had a downmarket feel (particularly when it came to paint) and put off some customers.

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The steel bodied 308 came in 1975. The 308 retained the 308 GT4′s V8 but added dry sump lubrication (in Europe) and was transversely mid-mounted. It was also mounted lower in the chassis. The V8 engine was equipped with four twin-choke Weber 40DCNF carburetors and single coil ignition. European versions produced 252 bhp at 6600 rpm. In the United Stated, power was a lower 237 bhp at 6,600 rpm.

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In 1977 Ferrari launched a Targa-top version of their 308 GTB known as this 308 GTS. It was this car which was made famous in Magnum, P.I. starring Tom Selleck. Visually it was very similar to its 308 GTB apart from the black finished solid removable glass-fibre roof panel, and the satin black finished hinged opening louvre panels. The chassis was reinforced to compensate for the lack of a full roof rigidity.

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Part of the 208/308/328 range of mid-engined Ferraris, the Ferrari 208 GTB was basically built to take advantage of Italy’s vehicle tax system (engines above 2-liters were subjected to a much higher value added tax). The Ferrari 208 GTB was a 2 liter engine. Aimed at the domestic Italian market. The car was the same Pininfarina 308 design with its wedge profile and egg-crate aluminum radiator grille.

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The 208 GTB and 208 GTS used the same V8 engine. The difference was a smaller bore size of 66.8mm (down from 81mm) for a capacity of 1,991cc and produced 153 bhp at 6,800rpm. By the time they were superseded by 208 GTB Turbo and 208 GTS Turbo versions in 1982, a total of only 160 GTB and 140 GTS models had been completed. This is one rare (and very slow) car.

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In 1980 Bosch K-Jetronic mechanical fuel injection was offered, leading to the 308 GTBi and GTSi; emissions decreased, at the price of a power drop to 211 bhp on European models (202 bhp U.S models). The fuel injection was coupled to a Marelli MED 803A Digiplex electronic ignition, incorporating a coil, distributor, and ignition module for each bank of cylinders.

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Outside, the car 308 GTSi and GTBi were identical to the 308 GTB/GTS, save for metric sized wheels of a slightly different design, fitted with Michelin TRX radial tyres—Michelin XWX on 16-inch wheels were optional. Inside, the clock and oil temperature gauge were moved to the centre console. There were also a new black steering wheel with three spokes, and seats of a different pattern.

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In 1982 the two-litre 208 was succeeded by a turbocharged and fuel injected version, the 208 GTS Turbo. It was the first ever turbocharged road-going Ferrari. Like the original 208, this model was intended for the Italian domestic market. Both outside and inside the 208 Turbo was almost identical to the contemporary 308 Quattrovalvole.

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In 1982 the two-litre 208 was succeeded by a turbocharged and fuel injected version. A GTS version was introduced a year later, in 1983. Like the original 208, this model was intended for the Italian domestic market. The 208 Turbo was almost identical to the 308 Quattrovalvole and could be recognized by NACA ducts in front of the rear wheel well openings and "turbo" badging.

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At the 1982 Paris Motor Show, Ferrari launched the 308 quattrovalvole, in GTB and GTS form. The main change from the 308 GTBi/GTSi it succeeded were the four valves per cylinder, increasing power to 240 hp. The new model could be recognized by the addition of a slim louvered panel in the front, a redesigned radiator grille, and rectangular (in place of round) side repeaters.

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The updated GTS QV and GTB QV models could be recognized by the addition of a slim louvered panel in the front lid to aid radiator exhaust air exit, power operated mirrors carrying a small enamel Ferrari badge, a redesigned radiator grille, and rectangular side repeaters. Apart from the DOHC 32-valve cylinder heads, the V8 engine was essentially of the same as the 308 GTSi.

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Many people have looked upon the F50 project as somewhat of a failure. I can see where they are coming from; the F50 didn't receive a race program and never set any precedents in performance. It is this attitude that is usually held by people how have yet to experience the F50 in person, on track or, better yet, behind the wheel. It was pure race-spec from top to bottom.

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We are huge fans of the 1980s GTS. As far as affordable two seat V8 Ferraris go it made our best Ferraris for first time owners list. The 328 was a solid upgrade to the 308. It had better performance, that same gorgeous Pininfarina design, modern comforts and is pretty reasonable to maintain. The 328 was the successor to the Ferrari 308. Rather than a lot of wholesale changes, this was a case of small improvements that made a big difference overall.

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In the mid-80s, the elegant shape of the open-topped 308 GTS was further softened and rounded to become – once a 270bhp 3.2-liter engine had been fitted amidships – the 328 GTS. The curvier body not only updated the looks, it also improved the aerodynamics. Inside the new drop-top, the now outdated 1970s seats and trim and switchgear were also thoroughly refreshed. More than 6,000 cars were sold, five times as many as the 328 GTB.

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In 1986 Ferrari launched a two-litre, turbocharged and intercooled variant of the 328, designated simply GTB Turbo and GTS Turbo—replacing the previous 308-based, non-intercooled, Ferrari 208 GTB/GTS Turbo. This version was developed specifically for the domestic Italian market, where cars with a displacement of over 2-litre like the 328 were subject to a 38% value added tax. The turbo was evolved from the 208 Turbo.

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In 1986 Ferrari launched a two-litre, turbocharged and intercooled variant of the 328, designated simply GTB Turbo and GTS Turbo—replacing the previous 308-based, non-intercooled, Ferrari 208 GTB/GTS Turbo. This version was developed specifically for the domestic Italian market, where cars with a displacement of over 2-litre like the 328 were subject to a 38% value added tax. The turbo was evolved from the 208 Turbo.

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The Mondial 8 was powered by an upgraded version of the small-displacement V-8 Ferrari created in the early 1960. From a performance perspective the Mondial was weak. 0-60 acceleration time was a glacial 9.4 seconds and top speed was a paltry 143 mph. It was the first affordable Ferrari but it just wasn't that exciting.

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The first Mondial engine, although a DOHC design, used just two valves per cylinder. The 1982 Quattrovalvole or QV introduced a new four-valve head. Appearance was largely as per the Mondial 8, although with red engine heads and prominent "Quattrovalvole" script at the rear. A worthy update for the Mondial.

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A new Cabriolet convertible model was added for 1983. The body styling remained the same as the coupé variant, with the roof maintaining the 'buttress' design, though the Cabriolet required the rear seats to be mounted closer together laterally. The intro of the Cabriolet saw popularity rise.

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The Mondial 3.2 was first presented at the 1985 Frankfurt Auto Show. Like the new Ferrari 328, the Mondial's engine grew in both bore and stroke to 3.2 L, with power now up to 270 bhp. Performance improved slightly, but it was still underwhelming. Styling was refreshed and the 3.2 also boasted a big interior update.

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The Mondial 3.2 was first presented at the 1985 Frankfurt Auto Show. It was available as both a coupe and convertible, performance improved slightly, but it was still underwhelming. Styling refreshed with restyled and body-coloured bumpers, similar to the 328 with more integrated indicators and driving lamps, and new alloy wheels with a more rounded face.

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The final Mondial evolution was 1989's Mondial T. It was a substantially updated. The 't' called attention to the car's new engine/transmission layout: the previously transverse engine mounted longitudinally while the gearbox remained transverse, thus forming a 't'. By adopting this layout, a longer engine could be mounted lower in the chassis, improving handling dramatically. Available as coupe and cabriolet.

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The final Mondial evolution was 1989's Mondial T. It was a substantially updated. The 't' called attention to the car's new engine/transmission layout: the previously transverse engine mounted longitudinally while the gearbox remained transverse, thus forming a 't'. By adopting this layout, a longer engine could be mounted lower in the chassis. Available as coupe and cabriolet.

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Compared to the 512i BB it effectively replaced, the Testarossa was a larger car that accommodated mid-mounted radiators. This helped reduce cockpit heat and also had the effect of making the car much wider at the rear. It also provided more space in the front trunk. The Testarossa was powered by a 4.9-liter version of Ferrari’s Boxer-12 which was effectively a 180º V12. Producing 390 bhp, 0–60 miles per hour was typically clocked at 5.2 seconds.

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The 512 TR body was slightly updated by Pininfarina, while much work was done by Ferrari under the hood to gain roughly 40 more bhp. The 512 TR's engine was extensively reworked. Nikasil liners were added, along with a new air intake system, Bosch engine management system, larger intake valves, and a revised exhaust system. In addition to the higher peak power, the modifications delivered a more broad power band for better acceleration.

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The result of constant evolution, the 512M shared almost all of its engineering from the 512 TR that came before it. Most of the changes were limited to slight body upgrades that many consider ruin the lines of the original design. At the front a new F355-style front bumper was used with fixed headlights. At the rear, the matt black grille from the TR was reduced and limited to space between the rear lights. Of course the signature side strakes were retained for street creds.

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Auto journalists described the 348 as, "something quite special," and the engine being the formative element in defining the car's character, rising in an, "operatic crescendo," having the, "power to raise goose bumps". Some areas of critique focused around the long-established topic of Ferrari gearboxes, typically stiff and balky when cold. The 348 did not break from tradition in this area.

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Auto journalists described the 348 as, "something quite special," and the engine being the formative element in defining the car's character, rising in an, "operatic crescendo," having the, "power to raise goose bumps". Some areas of critique focused around the long-established topic of Ferrari gearboxes, typically stiff and balky when cold. The 348 ts stood for the targa (Transversale Spider) body.

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Modified from the 348 TB, the 348 GTB was a two-seater berlinetta with dynamic performance characteristics worthy of the marque's highest traditions. Its sports orientation was best expressed on the track, as proven by the 348 Challenge, which saw this car race on circuits in Europe and the US. It had the updated Japanese starter motors and Nippondenso power generators to improve reliability.

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This two-seater convertible offered the same specifications as the 348 GTB, with the choice of open or closed-top motoring and a layout that had by now become a Ferrari classic: as on the outgoing TS, the hard top was stowed away in the space behind the seats. The revised cars were presented to the public as the 348 GT versions, equipped with the F119H engine (as opposed to the original F119D and US F119G).

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In 1993, Ferrari tweaked the 348 lineup, adding the power and handling upgrades from the Serie Speciale to the TS and TB, renaming both to the GTS (targa) and GTB (coupe). For the first time in the history of Ferrari mid-engine V-8 two-seaters, the 348 incorporated a full drop-top variant called the 348 Spider, replacing the mid-engine 2 + 2 Ferrari Mondial cabriolet.

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Between 1992 and 1993 Ferrari made 100 limited edition units of 348 Serie Speciale specifically for the US market. The main technical modifications consisted in a revised engine, a free flow exhaust system, a shorter ratio final drive and Pirelli P Zero tyres. Ferrari indicated a 0-60 mph time of 5.3 seconds and a standing ¼ mile of 13.75 seconds.

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The F355 was a major hit: its full body undertray was highlighted as a performance benchmark upon release and orders piled in faster than Ferrari could fill them. Press reviews were favorable and generally appreciated the 25% percent increase in horsepower, as well as Pininfarina’s gracious styling.

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In 1995, Ferrari introduced the GTS model to the F355 family. The GTS model was based on the F355 Berlinetta but offered a removable "targa-style" roof. Other specifications were identical to the Berlinetta. 2,577 GTS models were produced, with 2,048 6-speed manuals.

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In 1994 Ferrari offered a convertible version of their 355 known as the Spider. It was developed exclusively by Pininfarina to have a semi-automatic soft top. It was powered electronically (a first for Ferrari at the time). They tested it 1800 hours in a wind tunnel.

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In 1997, a new electro-hydraulic gearbox became available known as the F1 transmission. This was the first ever road car to be equipped with the innovative F1-style gearbox management system. The system was operated by paddles behind the steering wheel using the F355’s 6-speed manual.

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Like all the 355 series, the 355 F1 GTS is powered by a 3.5-liter V8 featuring titanium rods, five-valve cylinder heads, and a 180-degree crankshaft. The engine delivered a total of 375 hp at 8,250 rpm. Performance was 0–60 mph in 4.7 seconds, the quarter mile in the low 13-second range, and top speed went to an impressive 183 mph. In 1997, it got the F1 tranny.

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In 1997, a new electro-hydraulic gearbox became available known as the F1 transmission and was available in the Spider. This is the car that many people look for these days, being a later model year and convertible. The F1 tranny is, at best, clunky, the leather dash will shrink from sitting in the sun, and the 355s all have, at some point, the dreaded sticky switches.

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For the 1999 model year, Ferrari introduced a limited production of F355 Spider models designated, "Serie Fiorano". Launched in March 1999, this limited production run of 100 planned units (104 actually produced) included a number of enhancements increasing the track performance much closer to the Challenge versions.

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The 456GT has a 5.5-litre front-mounted V12 producing 436bhp, driving the rear wheels through a six-speed manual gearbox and a dog-leg gate (was changed to H pattern in 1995). All of this performance could be managed from a cockpit that provided Connolly leather appointments for four and every other comfort expected of a $245,000 automobile, including a cockpit-adjustable suspension.

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This front-engined 2+2 grand tourer had a 436 hp, 5.5-liter V-12 mated to a six-speed gearbox that propelled it from 0-60 in just over 5 seconds on its way to a top speed of 186 mph. Shortly after Ferrari introduced the 456 GT, the 456 GTA became available, the “A” signifying a four-speed automatic gearbox. It was a good option for a GT and sold decently well, but still about a third of the number of the manual.

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The 456M (M standing for Modificata) was unveiled in 1998, starting with chassis number 109589. Many changes were made to improve aerodynamics and cooling and the interior was refreshed with new seats and other conveniences (fewer gauges on the dash, and a new Becker stereo fitted in front of the shifter. The 456 had a smaller grille with fog lights outside the grille and other design tweaks.

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The 456M (M standing for Modificata) was unveiled in 1998, starting with chassis number 109589. Many changes were made to improve aerodynamics and cooling and the interior was refreshed with new seats and other conveniences (fewer gauges on the dash, and a new Becker stereo fitted in front of the shifter. The 456 had a smaller grille with fog lights outside the grille and other design tweaks.

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In the final year of production, customers could specify their vehicle using the Carrozzeria Scaglietti Program. Ferrari introduced this special two-tone version as a further example of the personalization opportunities offered by the personalization programme, adopted by 90% of Ferrari’s clientele. In the case of the 456M GT displayed on the Ferrari stand, and expressly designed for Michael Schumacher.

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The steel chassis is a modified version of the one in the F456 and supports an aluminum alloy body. In 2002 the 550 was replaced by the 575M Maranello, which was an all-around improved version (modificata in Ferrari parlance) of the car, rather than an all-new construction.In total 3,083 units of the 550 Maranello were produced.

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Unveiled at the Paris Show in 2000, the 550 Barchetta Pininfarina was so named to commemorate the 70th anniversary of Ferrari’s coachbuilder and stylist. A strictly limited edition of just 448 numbered cars was built, with the last leaving the factory in December 2001.  Each car was numbered, displayed on a special in-car plaque.

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The 575M V12 retained much of the same design elements as before with 4 valves per cylinder, twin overhead camshafts in an all aluminum design. As an option, the 575M offered an F1-style gear change, the first time a road-going car has implemented this technology on a V12 platform. Overall, a better all-round package than the 550.

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The Superamerica featured an electrochromic glass panel roof which rotated 180° at the rear to lie flat over the boot. The Superamerica used the higher-output tune of the V12 engine used on the 575M and Ferrari marketed it as the world's fastest convertible car. The GTC handling package was optional. Total production amounted to 559 units.

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Unlike the 456M it effectively replaced, the 612 had adequate room in the rear for two adults. The 612 shared the same basic engine architecture as the Ferrari 575M Maranello with its Tipo F133F V12 engine that could produce 532.6 bhp @ 7250 from a displacement of 5,748 cc. It was mated to either a 6-Speed manual or F1 semi-automatic.

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As Ferrari’s entry level product, the 360 offered many technologies which made it a superior car to the F355 series it replaced. Highlighting the car was an all aluminum chassis which included many complex castings versus the aluminum sheet and tube chassis coming from England. The result of using aluminum for the frame made the 360 Modena’s chassis about 25 percent lighter than the F355’s.

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The 360 was designed with a Spider variant in mind; since removing the roof of a coupe reduces the torsional rigidity, the 360 was built for strength in other areas. Ferrari designers strengthened the sills, stiffened the front of the floorpan and redesigned the windscreen frame. The rear bulkhead had to be stiffened to cut out engine noise from the cabin. Passenger safety included strengthened windscreen frame and roll bars.

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Compared with a regular 360 Modena, weight was reduced significantly and the engine was tweaked. Its bare-bones approach and subtle styling changes only hint at the thoroughbred under the skin: this is a road-legal car that is entirely race-ready. It offered genuine race car performance and features in an accessible, street-legal package that is built on top of a production model. Today, it is on our our short list.

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Officially presented during the Paris Motor show in September 2004, the F430 signaled the arrival of a brand new generation of Ferrari 8-cylinder models. The F430 took Ferrari's achievements with aluminium technology to the next level, and offered a series of significant innovations. These innovations are world firsts for production cars: the electronic differential (E-Diff) and the steering wheel-mounted manettino, which manages the integrated systems governing vehicle dynamics.

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Ferrari's F430 drop-top included a number of important technical features which gave hints of the car's F1 pedigree, starting with the innovative electronic differential - first developed by the racing division for the Scuderia's all-conquering F1 cars - which improves traction and roadholding under all conditions. The Spider also featured the steering wheel-mounted commutator switch, the 'manettino', which allows the car's set-up to be adjusted easily and quickly.

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The extreme version of that already awesome F430 and one of our favorite cars ever was the F430 Scuderia. The Scuderia demonstrated how Ferrari’s Formula 1 know-how carried across to its production cars. Fitted with a naturally-aspirated 4308cc V8’s it is one of the best engines ever. Light, largely composite bodywork, aero tuned for extra downforce in corners, a stripped out interior and fettled engine and electronics. A 220 pound weight loss program.

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The limited edition (only 499 we built) Scuderia Spider 16M was built to celebrate Ferrari’s 16 Formula One constructors’ championships and it is based on the Ferrari Scuderia coupe. The basics are the same as the Scuderia with the 16M getting the higher compression 4.3 liter V8 that is good for an extra 20bhp and 4 lb/ft torque over the base Spider. Bodykit, aero, suspension, interior and electronics are all fettled like the Scuderia coupe too. Intensifies the experience.

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The engine was a lightly modified version of the Enzo’s 6-litre V12 with a mighty 611bhp at 7600rpm, endowing Ferrari’s new series-production flagship with truly sensational performance: 0-60 in 3.5sec, 0-100 in 7.4 and 205mph. In 2010, Ferrari release the 599 HGTE. The Ferrari 599 GTB Fiorano HGTE (HGTE being an abbreviation of Handling Gran Turismo Evoluzione) is an upgrade package for the 599 designed to improve the car's handling.

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The Ferrari 599 GTO is an extreme V12 berlinetta developed to a specific performance-oriented brief. The Ferrari 599 GTO was, in fact, the company's fastest ever road car. It was an exclusive limited edition special which, in true Ferrari tradition, is a completely new concept, albeit inspired by a production car. In fact the Ferrari 599 GTO is based on the 599XX, the advanced experitmental customer race cars. Probably our favorite Ferrari ever.

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The roadster variant of the 599, the SA Aperta, was introduced at the 2010 Paris Motor Show as a limited edition in honour of designers Sergio Pininfarina and Andrea Pininfarina, with the "SA" designation standing for both their names. It utilized the higher performance engine and gearbox from the 599 GTO and has a lower ride height, thicker rear anti roll bar and recalibrated magnetic dampers. It is rare too, limited to 80 units and highly sought after today as a collectors car.

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The new Ferrari California was designed to bring new buyers into the Ferrari fold. While it wasn't a 458 in terms of vehicle dynamics and driving pleasure, it was a pretty awesome daily driver. It was exclusively a convertible with a folding hard top. Both chassis and bodywork were aluminium, in line with the rest of the range at the time. The California is powered by a new V8 engine mounted for the first time in company history in the mid-front position.

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On 15 February 2012, Ferrari announced the California 30, an update that was lighter and more powerful. While the Pininfarina design remained, the changes included reducing body weight by 66 lb; increased power output by 30 hp and 15 11 lb/ft of torque; acceleration time from 0–62 mph reduced to 3.8 seconds; introduction of Handling Speciale (HS) package and elimination of the manual transmission option. Published top speed was 194 mph.

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The Ferrari California T was an updated design of the California model featuring new sheetmetal and revised body features; a new interior, a revised chassis and a new turbocharged powertrain. It debuted in 2014 for the 2015 model year and came with a twin-turbo V8. Similarly to the previous generation, a Handling Speciale (HS) package was made available for the California T, providing sportier handling at the expense of a stiffer ride.

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Whether it be its sleek and timeless Pininfarina design, or its epic 562 hp naturally-aspirated V8 engine with a 9,000 rpm redline; the 458 was destined for greatness the moment the first car drove off the production line. It has already become a modern classic. The 458 boasted a completely redesigned platform and brand new Pininfarina design. Its name is derived from its showcase 4.5L 8-cylinder engine, which made it “the highest-revving street-legal production V8”.

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The 458 Spider is powered by Ferrari’s naturally-aspirated, direct-injection 4.5 litre V8 which was nominated as the 2011 International Engine of the Year for its engineering excellence in terms of drivability, performance, economy and refinement. Power is transferred to the road by Ferrari’s class-leading dual-clutch F1 paddle-shift transmission through the E-Diff, itself integrated with the F1-Trac traction control. The top is an electronically retractable hardtop.

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This is absolutely our favorite car ever. Period, full stop, the end. It took the already epic “entry level” 458 and with the Speciale, Ferrari amped everything up to 11. It is arguably the best naturally aspirated sports car in history. It was the last naturally-aspirated V8 Ferrari and the engine was at its peak in terms of evolution. Mid-engined 4.5-litre V8 with flat-plane-crank, sky high 9,000 RPM redline, insane 597 bhp and 398 lb/ft of torque, making this the most powerful naturally aspirated V8 ever built.

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The Speciale A followed the 16M’s exclusivity formula with just 499 units made. Unlike the 16M which had a fabric roof, Ferrari decided the Speciale A should have the same folding hard-top as the regular 458 Spider. At 1445kg the numbers were worrying for hard core fans. To offset its weight, Ferrari added the same powerplant as the Speciale. As a result, the Speciale A had the most powerful naturally-aspirated road-going V8 engine ever built by Ferrari. Rare and special.

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This special edition marked the 20th anniversary for Ferrari in China since the first Ferrari, a 348 TS, was ordered in Beijing. This 458 Italia special edition of only 20 cars was dedicated exclusively to the China market. The car’s livery is characterized by unique Chinese elements and is finished in a brand new colour called Marco Polo Red specially developed for this exclusive car.

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The engine produced 650 bhp which eclipses any other car in the same class such as the Aston Martin Rapide or Porsche Panamera. As such it can reach 0-100 kph in only 3.7 seconds. Furthermore the use of direct injection reduces emissions while raising the power. The body was shaped entirely by Pininfarina as a low-slung fastback. This was easily the most practical Ferrari ever made, with room for four adults and all-wheel-drive.

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The GTC4 Lusso was essentially an update to the FF. Complete with Ferrari's signature V 12 engine, it combined luxury and performance, with all weather safety and stability. The cockpit was less like the Quattroporte and more Tesla Model S with a large, central touch screen console. The chassis is also specced out with the company’s top of the range systems, including its new rear wheel steering system as well as the anti-skid control system.

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The new GTC4Lusso T is equipped with an evolution of the 3.9-litre V8 turbo which punches 602 hp and 561lb/ft of torque between 3,000 and 5,250 rpm. It is ideal for town driving or long trips. Combining this powertrain with rear-wheel drive has resulted in significant weight-saving. Adding four-wheel steering to the mix gives the car additional agility and quicker responses. The rear-wheel steering is integrated with the electronic controls.

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The highlight of the car is its 65º V12 engine which produces 730 bhp without the aid of turbochargers. Power is sent to the rear wheels through a dual-clutch transmission and an active electronic differential.

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The heart, soul, and throbbing essence of the F12tdf is its 6.3-liter masterpiece of mechanical engineering, the Ferrari V-12. It pours out 770 horsepower and 520 lb/ft of twist with a surging mechanical symphony all the way to 8,900 rpm.

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Ferrari’s first turbo-assisted mid-engined car since the iconic F40, and a sea-change in Ferrari’s future car roadmap. And that bodywork isn’t different for change’s sake – there’s a 50 per cent increase in speed-generated downforce, up to 325kg of the stuff. Ferrari also claims even faster gearchanges and even cleverer adaptive suspension.

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The roof is impressively clever. It's a two-part folding metal hardtop that can motor itself up or down in 14 seconds and at speeds of up to 25 mph. The performance is even better than the roof. You would be hard-pressed to tell the difference between the Spider and the coupe and for the first time ever, we would say choose the Spider over the coupe.

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The 488 Pista is the marque’s latest Special Series model and – following in the footsteps of its predecessors – epitomizes the pinnacle of Ferrari road cars. Ferrari’s naturally aspirated V8s shrieked and snarled into the redline. The Pista barks and roars its way there. A different special series animal for sure, but an animal nonetheless. Almost perfect.

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The Ferrari 488 Pista Spider is powered by the same engine used in the coupe – a twin-turbocharged 3.9L V8 which produces a magnificent 711-horsepower and 568 lb/ft of torque. It is a convertible with a removal hardtop, though it functions more closely to targa. Weighs 200 pounds more than the coupe.

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Big release from Maranello: To commemorate the 24 Hours of Le Mans, they have created a bespoke version of the 488 Pista, called the ‘Piloti Ferrari’. This tailor-made Ferrari was created and designed for the Ferrari enthusiasts who keep their cars past the showroom and into the race track. It includes Italian livery, a carbon-fiber rear spoiler, and in four racing colors. Only available to customers involved in Ferrari’s motorsport programs.

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