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Lamberko

Ferrari Konversionen

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Lamberko
Erster Beitrag:
Letzter Beitrag:

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365 GTC/4 Background

The front-engined Ferrari 365GTC/4 was introduced to the world at the 1971 Geneva Auto Salon as the replacement of the 356 GT 2+2. The C/4, as it is commonly known, had a distinctive wedge-profiled body designed and built by Pininfarina in Turin. The C/4 body was comprised of welded steel panels and aluminum trunk and hood over a steel frame. The car was in production for 18 months with a production of a mere 500 cars.

The car was powered with a Columbo-based, 4390 cc, 60 degree V-12 engine rated at 320 bhp (DIN) at 7,000 rpm and 318 lb-ft of torque at 4,000 rpm. The engine has an 81mm bore and 71 mm stroke and runs at an 8.8:1 compression ratio. The 4-cam motor is similar to that of the 365GTB/4 Daytona except that it uses a wet-sump lubrication system and fed through 6 side-draft Weber carburetors (38-DCOE-59/60). The wet-sump system utilizes an oil gear-pump sharing its housing with twin water pumps at the front of the engine. The pumps are chain-driven off the crankshaft. Twin oil-filters are mounted in the in the center of the vee. The carburetors are connected to the cylinders through inlet ports positioned between the inlet and exhaust camshafts in order to reduce the height of the engine for fitment under the low-profile hood. Euro-spec C/4s had a single Marelli distributor mounted in the rear of the engine and driven off the right exhaust camshaft. US-spec cars were equipped with dual Marelli distributors on each bank. The engine configuration gives the C/4 engine a beautiful and stately appearance both under the hood and when on an engine stand.

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365 GTC/4 Project Car

This Ferrari 365 GTC/4 has been modified by CAROBU Engineering LLC. The modifications include a 5.0 litre C/4-412i hybrid engine, Brembo GT “Big Brake” kit, 17” “Speedline-style” wheels and height adjustable suspension. As the resale prices show, the C/4 is a “sleeper” Ferrari whose image was outshined by the popular “Daytona.” However, the elegant Pininfarina styling, and the steady road manners of the car made it an excellent basis for modification.

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C/4 – 412i Hybrid Engine - The goal of this project was to increase the power and torque of the engine while retaining the balanced character and stock appearance of the C/4. In order to accomplish this, it was elected to install the 5.0 liter engine from the later 412i. The 412i engine is based on the same Columbo block and made an excellent basis for the C/4 project. In stock form, the 82mm bore and 78 mm stroke results in a 4942 cc displacement operating at a 9.6:1 compression. The higher compression of the 412 was possible through the use of Bosch K-Jetronic fuel injection. The 412 engine was rated at 340 hp at 6000 rpm in the original configuration. For this project, the stock carburetors and air boxes were retained.

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Heads and Camshaft - In order to design and build a high performance street engine fitting for the grand touring nature of the C/4, CAROBU elected to use its proprietary “hot-street-grind” camshaft, used successfully in the 365 GTB Daytona project car, to control the engine breathing. The lift and duration of the intake and exhaust lobes are the same measuring 0.363” maximum lift and 247 degrees of duration at 0.050”. The camshaft grind provides good torque and power without the drivability issues associated with more radical grinds such as the “P6” race-grind.

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To properly utilize the additional lift and duration provided by the CAROBU camshaft, the intake and exhaust ports were massaged to match the port flows with the camshaft. Computer simulation modeling was used in order to determine the ideal intake and exhaust flow profiles. Figure 1 illustrates the head flow, in cfm at 28” of water, of the intake and exhaust ports for the original 412i heads and for the “ported” 412i heads. The original heads flowed 127.2 cfm at 0.350” valve lift. After porting, the intake port flowed 144.7 cfm, and increase of 17.5 cfm or 13.8% increase over stock. As mentioned above, in order to reduce the height of the engine, the intake port positioned between the intake and exhaust cams and manifold configuration of the C/4 is less than ideal for engine breathing. For comparison, the 365 GTB/4 Daytona project engine, with a more advantageous intake port design, had an intake port flow at 0.350” lift of 168.4 cfm at 28” of water. The exhaust ports of the heads were not ported as the computer simulation predicted that additional exhaust port flow would actually hurt the performance of the engine. The exhaust port flowed 127.9 cfm at 28” of water.

Induction and Ignition System - Since the K-Jetronic Bosch injection of the 412i would not be adequate for the modifications of the project engine, and to keep with the original character of the C/4, it was decided to keep the 38 DCOE side-draft Weber carburetors, fitted with larger 32 mm venturis. This required some modification of the 412i heads to accommodate the C/4 intake manifolds including plugging the injection ports in the heads. It was also necessary to modify the heads to accommodate the C/4 distributor drives. A Black Stallion solid state electronic ignition kit with programmable ignition timing was fitted. This kit includes a special stock-appearing distributor with Hall-sensor trigger, ignition coil, wiring harness, spark plug wires and a programmable ignition module. The kit allows for a reliable ignition upgrade while retaining a completely OEM-look. Some of the features of the ignition include extreme accuracy in ignition firing, live ignition curve adjustment, in-car switching between two preprogrammed curves, and “soft” engagement rev limiter. With these modifications, the engine has actually become a 365GTC/4 – 412i hybrid.

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Short Block - The 82mm bore and 78 mm stroke of the 412i engine was retained resulting in a 4942 cc displacement. Based on the engine simulation modeling, it was decided to increase the compression ratio to 10:1. This would provide increased power and allow for the use of premium pump gas. The engine was equipped with Razzo Rosso forged aluminum pistons. The stock connecting rods were replaced with steel Carrillo rods. The stock Ferrari crankshaft was retained.

Headers and Exhaust - Due to the additional power produced by this engine, computer modeling predicted that the stock Ferrari exhaust header with 35mm OD primaries was inadequate for the job, especially since the inside diameter of the exhaust port is 1.45” (36.8mm). CAROBU previously demonstrated in the 308 project engine that port matching the exhaust header and port increased engine power. CAROBU Engineering designed and fabricated a new, larger tube, stainless steel header with 1.625” (41.2mm) OD primaries. Again, in order to preserve the character of the original header, the 6-2 design using flat 3-1 collectors was retained. These collectors were custom made by Burns Stainless LLC. The headers were ceramic coated in order to minimize under hood temperature and to match the original black exhaust paint. These headers are available from CAROBU for the C/4.

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The car was also fitted with a Tubi Style under-car stainless steel exhaust , also ceramic coated to match the original parts. It is interesting to note that this particular car was equipped with a modified exhaust system installed by others. The system eliminated the center muffler/resonators. The muffler/resonator in the OE system and the Tubi system also provide additional exhaust tuning resulting in a broader power band for the engine. Testing of both systems would be done as part of this project. Further discussion of exhaust testing will follow.

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Dynamometer Testing - Upon completion of the engine build, the engine was tested on the CAROBU Engineering DTS dynamometer in order to break in the engine, tune the carburetors and set the optimum ignition timing and to test the engine performance. Running the engine on an engine dyno is also helpful in that small issues such as oil, and water-leaks can be located and corrected while the engine is out of the car. The CAROBU dyno facility was also designed with the capability of running the complete under car exhaust system to insure proper tuning. Following break-in and tuning, this engine produced maximum power of 410 bhp at 6,400 rpm and maximum torque of an amazing 385 lb-ft at 4,500 rpm. This engine makes 90% of maximum Torque by 3,800 rpm. No one can say that this Ferrari lacks low-end Torque! By comparison, the original C/4 engine, dyno tested in the “as-received” condition, made 291 bhp at 5,300 rpm and 300 lb-ft at 4,900 rpm.

As mentioned earlier, this car was fitted with a non original, custom, stainless steel exhaust system. The original Ferrari exhaust, and the Tubi-Style system include a center resonator section that “connect” the front three cylinder with the rear three cylinder exhaust on each side of the motor. This provides a secondary tuning effect providing for a broader power band and increased horsepower and torque. The custom system deleted the center resonators, thus isolating the exhaust. Both systems were tested on the dyno. The Tubi system made nearly 5 bhp more maximum power and 8 more lb-ft of maximum torque. But what is really evident is the improvement in mid-range torque. At 4,100 rpm, the Tubi system produced nearly 45 more lb-ft of torque!

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Additional Powertrain Modifications - The additional power of the engine required improved cooling. To increase the cooling capacity, an aluminum radiator was installed. The thermal conductivity of aluminum is almost double that of brass, greatly increasing the ability of the radiator to reject heat.

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This is a direct replacement aluminum radiator, 100% TIG welded with multi-louvered fins and billet machined fittings. The aluminum radiator also saves 35 pounds due to the lightweight aluminum construction. To improve the responsiveness, the engine was also fitted with a custom lightweight aluminum flywheel mated to a modified Kevlar-lined clutch to take the extra power.

Suspension and Brake Modifications - The guiding design principle at CAROBU Engineering is to design modifications that keep with the original character and intent of the automobile and to make a “balanced” car. In keeping with this principle, CAROBU chooses to use high performance parts from Ferrari OE suppliers such as Koni and Brembo or from special suppliers such as Tubi that build special exhausts for Ferrari racing and special construction cars. To design a “balanced” car, CAROBU prefers to make improvements in the three aspects of performance - Engine, Handling and Braking.

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The engine modifications have been discussed above. In order to address the handling of the C/4, CAROBU upgraded the shocks and wheel/tire combination. CAROBU Engineering in consultation with the owner chose to convert the OEM Koni shocks to height-adjustable shocks. This conversion allowed us to lower the ride height of the car and adjust the spring rates. The stock Konis have adjustable rebound settings allowing for suspension tuning.

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The conversion utilizes 2.5” diameter racing springs that are available in a variety of spring rates. By choosing the proper spring rate and shock-valving combination for the desired ride-height, the handling of the car could be optimized. Since this car was to be used primarily as a street car, moderate spring rates of 300 lb/in front and 200 lb/in rear rates were used. The car was lowered approximately 1” from stock. The stock shock-valving was retained.

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Gruß,

Lamberko

:wink2:

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Lamberko
Posted

.

Gentlemen’s Hot Rod

1971 Ferrari 365 GTB/4 Daytona Coupe

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...Fortsetzung folgt...

Lamberko
Posted

...Fortsetzung:

This 1972 Ferrari Daytona Coupe (s/n 14187) has undergone a complete mechanical restoration by CAROBU Engineering LLC including engine, drive train and suspension. The interior was redone in black leather with red accents in the Daytona style.

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During this process, the car has been transformed into this unique “Gentlemen’s Hotrod”. Some of the unique enhancements of this automobile include.....

(Fortsetzung folgt)

Lamberko
Posted

(Fortsetzung)

.....Engine – The engine is completely rebuilt to “Comp Daytona” level. CAROBU Engineering utilizing a methodical approach of measurement, engine simulation modeling and testing, developed the engine modifications. The cylinder heads were ported and port-matched to the intake and exhaust manifolds.

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The engine was then bored to 82 mm and equipped with aluminum forged pistons, proprietary camshafts, Carrillo rods, electronic ignition with optical distributor sensors and custom fabricated “Comp-style” air box. The engine produces over 425 hp at 7000 rpm and 338 lb-ft at 6100 rpm. A special-ratio rear-end gear was also fitted to further improve acceleration times.

The basic concept with this engine was to make comparable HP to the P6 cam, but with better low-end torque. This was achieved by shortening up the cam duration while maintaining the P6 lift. The usual modifications were made to the cylinder head for better breathing and a full Tubi exhaust was installed including the Euro-spec headers. A very special comp-type air box was fabricated for this engine as well. The best dyno runs were made with the air box in place.

(Fortsetzung folgt)

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Lamberko
Posted

(Fortsetzung)

.....Exhaust - The car is equipped with European-spec headers fabricated in stainless steel and stainless steel exhaust by Tubi Style.

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.....Brakes – The increase in engine performance required that the stock brakes be upgraded in order to bring the 3600 lb car to a stop within a reasonable distance. CAROBU Engineering equipped this Daytona with its exclusive Brembo GT kit including “F50” 4-piston calipers with 332 mm rotors in front and 328 mm rotors and stainless steel brake lines.

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Front GT kit, 332mm rotors/calipers

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Back GT kit, 328mm rotors/calipers

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(Fortsetzung folgt)

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Lamberko
Posted

.

(Fortsetzung)

.....Suspension – To improve the handling, CAROBU Engineering fitted the Daytona with Koni racing shocks with stiffer 2-1/2” springs, and lowered the ride height ”also available are Koni coil-over conversions”.

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The shocks are all-aluminum construction and fully adjustable for ride height, compression and rebound. This Ferrari is also shod with “Speedline-style”, SL Comp, 17”, 3-piece wheels with Michelin Pilot tires (17” x 7.5” fronts and 17” x 8.5” rears).

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(Fortsetzung folgt)

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Lamberko
Posted

(Fortsetzung)

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SPECIFICATIONS

Type:...................365 GTB (60°) V-12

Displacement:........4.5 litre (275 cid)

Bore:....................82 mm

Stroke:.................71 mm

Compression:.........10.25:1

Camshafts:............CAROBU Engineering proprietary grind

Ignition:................Electronic with distributor optical sensors

Induction:..............6 x 40 DCN Webers with custom “Comp-Style” Air Box

Maximum Power:.....425 bhp at 7000 rpm (stock US-version 335 bhp)

Maximum Torque:....338 lb-ft at 6100 rpm (stock US-version 315 lb-ft)

Exhaust Manifold:....European-spec stainless-steel headers by Tubi

Exhaust:................All stainless steel mufflers and exhaust by Tubi

Brakes:..................Brembo GT Kit

............................Front – 332 mm, 4-piston “F50” caliper

............................Rear – 328 mm, 4-piston, “F50” caliper

Wheels:.................”Speedline-Style”, SL Comp, 3-piece wheels

............................Front - 17” x7.5”

............................Rear – 17” x8.5”

Tires:....................Michelin Pilot

............................Front – 235/50

............................Rear – 245/50

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Gruß,

Lamberko

:wink2:

500tr
Posted

Bitte verschone uns zukünftig mit so einem Amisch...! Schade um den schönen 71er Daytona!:-(((°

500tr
Posted
falscher Post...bitte löschen!!! :oops:

bitte alles und sofort löschen, das ist ja nur noch peinlich!!!:cry:

Ferrari-V8
Posted
Bitte verschone uns zukünftig mit so einem Amisch...! Schade um den schönen 71er Daytona!:-(((°

Ich finde es zumindest "sehr interessant". Ich wünschte mir, dass es hier vom Original solche gute Detailfotos gäbe.

Guest Anonym16
Posted
Bitte verschone uns zukünftig mit so einem Amisch...! Schade um den schönen 71er Daytona!:-(((°

Stimmt, grauslicher gehts nicht mehr!!

Maserati-4200
Posted
Stimmt, grauslicher gehts nicht mehr!!

Wahre Worte !!:goodposti

gruss winni

AStrauß
Posted

Naja :dagegen:

Lamberko
Posted
bitte alles und sofort löschen, das ist ja nur noch peinlich!!!:cry:
Wieso? - Saubere Handwerkskunst unter Verwendung sehr vieler Originalteile. Ich finde es nicht schlimm, einem älteren Ferrari etwas "auf die Sprünge" zu helfen, soweit die Grundausgangsbasis nicht zu sehr angegriffen und verändert wird. - Okay, die (trotzdem sehr schönen) Felgen sind eventuell wirklich etwas "too much" für diesen tollen Klassiker, aber als Gesamtpaket finde ich diese Evolution gar nicht soooooo verkehrt.

Warum sollte man nicht einige alte Originalteile gegen modernere Teile ersetzen? Nur weil die eingefleischten Originalos sich eventuell die Augen rausreissen? - Viele Ferrari-Owner lassen bei einer Restaurierung ihres Schätzchens gleich ein paar Kleinigkeiten ändern. Mechanisch, elektrisch und manchmal auch optisch....

Im Zusammenhang mit einer sehr umfangreichen Restaurierung eines klassischen Exoten muß man sich vorher schon entscheiden, ob es ausschließlich nur um 100% Originalität geht, oder ob vielleicht gleich ein paar kleine Modifikationen vorgenommen werden sollten. - Aufschrei erzeugt doch eigentlich nur der Titel "HotRod" im Zusammenhang mit der Marke "Ferrari". Hätte ich es "Leistungssteigerung + Fahrwerksmodifikationen" genannt, dann wäre es sicherlich nur halb so schlimm. :wink:

Lamberko
Posted

:DSuperinteressant...

...wie sich hier alle aufregen. Sehr viele "Scheinheilige" hier im Forum!

Wenn ich bei einem neueren Ferrari (oder auch Lambo) mittels Chip die Leistung erhöhe und noch einen doch soooooo tollen V2A-Auspuff nebst edlen Felgen an die Karre pappe, dann ist´s in Ordnung. Ist das Fahrzeug allerdings schon etwas älter, dann heulen alle herum. - Bis wann darf man denn offiziell "veredeln", und ab wann ist sowas dann wieder nichttolerierte "Leichenfledderei"??? :???:

Komisch, wäre die Karosserie des Daytona von Pininfarina selbst viele Jahre später "gepimpt", der Motor von einem international bekannten "Spezialisten" leistungsgesteigert und das Interior von Luppi neu beledert worden, dann wären alle hier total begeistert und würden so einer Karre sogar einen "Wertzuwachs" unter Raritätensammlern bescheinigen! - Dabei haben`s dann aber auch nur ´n paar Kotflügelverbreiterungen drangepappt, den Motor a bisserl aufgebohrt und die Haut einer toten Kuh im Innenraum verteilt. O:-)

Ich persönliche finde solche "Veränderungen" im technischen Bereich unter Beibehaltung der originalen Optik höchst interessant und werde darum auch weiterhin solchen Diskussionsstoff posten.

Ätsch...

:wink:

Ferrari-V8
Posted
:DSuperinteressant...

...wie sich hier alle aufregen. Sehr viele "Scheinheilige" hier im Forum!

Wenn ich bei einem neueren Ferrari (oder auch Lambo) mittels Chip die Leistung erhöhe und noch einen doch soooooo tollen V2A-Auspuff nebst edlen Felgen an die Karre pappe, dann ist´s in Ordnung. Ist das Fahrzeug allerdings schon etwas älter, dann heulen alle herum. - Bis wann darf man denn offiziell "veredeln", und ab wann ist sowas dann wieder nichttolerierte "Leichenfledderei"??? :???:

Komisch, wäre die Karosserie des Daytona von Pininfarina selbst viele Jahre später "gepimpt", der Motor von einem international bekannten "Spezialisten" leistungsgesteigert und das Interior von Luppi neu beledert worden, dann wären alle hier total begeistert und würden so einer Karre sogar einen "Wertzuwachs" unter Raritätensammlern bescheinigen! - Dabei haben`s dann aber auch nur ´n paar Kotflügelverbreiterungen drangepappt, den Motor a bisserl aufgebohrt und die Haut einer toten Kuh im Innenraum verteilt. O:-)

Ich persönliche finde solche "Veränderungen" im technischen Bereich unter Beibehaltung der originalen Optik höchst interessant und werde darum auch weiterhin solchen Diskussionsstoff posten.

Ätsch...

:wink:

Absolute Zustimmung von mir. Auch für das muss es im Forum Platz geben!

Ich kann Dich leider nicht schon wieder positiv dafür bewerten...

Lamberko
Posted
Absolute Zustimmung von mir. Auch für das muss es im Forum Platz geben!

...

Eben! - Raymond (CountachQV) hat es bei seinem eigenen Schätzchen vorgemacht, dass man durchaus durch einige Modifikationen sehr viel erreichen kann OHNE die Optik zu sehr (oder in seinem Fall: gar nicht) anzutasten. Wesentlich bessere Zündung, deutlich spürbar bessere Bremsen,...

Der Satz "Im 100%igen Originalzustand" bedeutet doch nur, dass der völlig überteuerte Wagen noch immer über alle Kinderkrankheiten und nervende Macken verfügt! :wink:

Guest Anonym16
Posted
:D

Wenn ich bei einem neueren Ferrari (oder auch Lambo) mittels Chip die Leistung erhöhe und noch einen doch soooooo tollen V2A-Auspuff nebst edlen Felgen an die Karre pappe, dann ist´s in Ordnung.

All diese oben genannten Veränderungen sind reversibel!!!

Und das Auto somit wieder im Originalzustand.

Die "Restaurierung" der Amis macht jedoch aus dem Auto ein völlig neues Fahrzeug, das weder seiner Historie noch irgendwelchem guten Geschmack gerecht wird.

Meine Meinung:wink:

P.S. Restaurierung ist das zurückversetzen in den Originalzustand, das was die Amis machen ist allerhöchstens als Arbeit zu bezeichnen.

Der Satz "Im 100%igen Originalzustand" bedeutet doch nur, dass der völlig überteuerte Wagen noch immer über alle Kinderkrankheiten und nervende Macken verfügt!

Wenn ich mit den Macken nicht leben kann, dann darf ich mir keinen Exoten kaufen!!

Lamberko
Posted
All diese oben genannten Veränderungen sind reversibel!!!

Und das Auto somit wieder im Originalzustand.

Stimmt,...

...und bis auf den etwas aufgebohrten Motor ist das auch bei dem von mir geposteten "Gentlemen’s Hotrod" der Fall.

Ich glaube hier werden jetzt nur noch Argumente für die "Scheinheiligkeit" vorgebracht werden. - Lassen wir es also. Ich muß eh noch den Beitrag über den "gepimpten" 308GT4 posten....O:-)

Guest Anonym16
Posted
Stimmt,...

...und bis auf den etwas aufgebohrten Motor ist das auch bei dem von mir geposteten "Gentlemen’s Hotrod" der Fall.

aber mit welchem Aufwand??:???::wink:

Lamberko
Posted
aber mit welchem Aufwand??:???::wink:
Felgen runter - Bremsen austauschen - Originalfelgen drauf - fertig! 8)
Sepp
Posted

Ich finde die Idee einen Daytona derart umzubauen gut.

Wie in jedem Lager gibt's halt auch unter den Ferraristi Originalitätsfanatiker.

Ich mag Autos die anders sind, sofern es gut gemacht ist. Wie alt oder selten die Kiste dann ist, ist doch völlig egal.

Lamberko
Posted

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1971 Ferrari/Dino 246 GT

246 GT s/n 1882 GT was part of a collection of eleven Ferraris and other exotics owned by a well financed and very patient owner. 246 GT s/n 1882 GT was built to create a one-off, no expenses spared race car conversion of a standard 246 GT into a user-friendly 246 GT track and event car. This very pretty Dino features a molded front lower spoiler; a large NACA type-duct in the front hood to allow radiator heat to escape; 250 GTO type rear fender scoops and the engine and trunk lid were reshaped into a one piece assembly in the style of the Factory built 206 SP race cars. The rear body tail light panel is also fitted with cooling vents, also in the style of the 206 SP. The engine and gearbox were rebuilt to very high standards with higher compression pistons. The cockpit features a full roll cage. The frame was stripped, painted and nicely detailed and the suspension was rebuilt. All new bellypans and all new aluminum inner structure were also built to very high standards and fitted into place.

Features - One Ferrari in a collection of eleven Ferraris and other exotics owned by a well financed and very patient owner. Built at a staggering cost to create a one-off, no expenses spared race car conversion into a user-friendly 246 GT track and event car. Molded front lower spoiler. Large NACA type-duct in the front hood to allow radiator heat to escape.

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250 GTO type rear fender scoops. Engine and trunk lid in a one-piece assembly. Engine and gearbox rebuilt to very high standards with higher compression pistons.

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Full roll cage. BBS 3 piece wheels. Very nicely detailed frame, rebuilt suspension, all new bellypans and all new aluminum inner structure built to very high standards.

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Comments - It`s a Dino 246 GT s/n 1882, an Euro model. Built in 1971, 27 April. New to Ciocca, (1st owner) Basiano, Milano, Italy.

Titled in California. Title # 727503-11-CA. 1981, 02 Dec., titled in Nevada to John M. Waizinger, 4379 Verdugo, Las Vegas, Nevada. 1981 "ish", sold to Gerry Marolda. 1999, 27 Sept., as per long talk with Gerry, the cars were gifted to his children. The family has owned almost all of his cars since about 1980. None are really for sale.

...Fortsetzung folgt...

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Lamberko
Posted

...Fortsetzung:

The family owns a 330 GTS, (s/n 10759); a 275 GTB/4, (s/n 10497); a Lusso, (s/n 5859); a Daytona coupe s/n 13987; a Daytona Spyder conversion s/n 13839; a carb 512 BB s/n 32837, and a 400i Cabriolet s/n 48937.

They also have a Rolls Silver Dawn convertible, a super-Hot-Rod 930 Porsche, a Bentley Turbo "R" and a few other cars. None are really for sale but he will listen to offers. Most of the cars are "ground-up" restoration. Everything is restored to the highest standards. Only the Silver Dawn convertible s/n LS0G54 and the 246 GT s/n 1882 GT are not finished. The Daytona Spyder conversion is apart for a service.

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2002, 27 Aug., Gerry died of a heart attack in his sleep. He was 20 days short of his 54th birthday.

2002, 14 Nov., inspected by M. Sheehan at Gerry Marolda's shop at 3615 India Street, San Diego. All of the cars are to be sold to settle the estate. The Rolls and Dino are apart so they are the last to go.

2003, 29 March, as per conversation with Rick Cusimano, Gerry Sr's. personal mechanic for 28 years, the Engine and trans were indeed done on the Dino. The Dino and the Rolls were the last two cars to be finished and time ran out.

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:???:

Guest Anonym16
Posted

Jungs ihr macht mir sorgen:(

Dass ihr nicht derselben Meinung seid ok, aber

Sätze wie ein

"Maseratifahrer hat kein Hirn "

sowas sollte man als VIP nicht schreiben:( :( :(

Dass der ganze Thread daraufhin entgleist, bringt euch doch nur negatives Image. Echt schade:-(((°

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