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Ferrari 330 P4
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 Tema posta: Ferrari 330 P4
PostPoslato: Sre Jul 16, 2014 2:09 pm 
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Pridru┼żio se: Sre Jul 24, 2013 4:08 pm
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Endurance racing was dominated by Ferrari when John Cooper turned the racing world up side down with his mid-engined F1 racers in the late 1950s. Caught off guard in Formula 1 by Cooper, Enzo Ferrari made sure he kept the upper hand in sportscar racing with a number of V6 and V12 mid engined prototypes.

First seen in action in 1961, the Dino 246 SP was Ferrari's first step into mid-engine sportcars. After two years of racing with smaller engined prototypes the first V12 engined car was launched, the 250 P. In the years to come the P-series would form the mainstay of Ferrari's sportscar program.

Enzo Ferrari was proven right, after his cars scored the final front-engined victory at Le Mans in 1962, the 250 P took the first ever mid-engined win a year later. On the track Ferrari's dominance was as big as ever both in the prototype and GT class, but across the Atlantic Ocean a scheme was designed to break the Scuderia's stronghold. At first Henry Ford tried to buy Ferrari, but when negotiations failed, Ford set out to design a car that could beat those 'fast little red cars' as he called them. With the Lola Mk 6 as base, the Ford GT made its debut at the 1964 24 Hours of Le Mans.

Now fitted with a four litre engine, the 330 P proved both quicker and more reliable than the little tested Ford GT. With no Fords finishing, Ferrari scored an impressive 1-2-3. In the GT-class Ford scored a first success by beating the GTOs with the AC Cobra Daytona Coupe. No expense was spared on either side of the ocean and Ferrari wheeled out the new P2 which would face Ford's 7-litre GT40. Again reliability problems let Ford down, but Ferrari's prototypes didn't fare much better, with the only surviving P2 finishing in 7th position. Ferrari's face was saved by the NART entered 250 LM.

For the 1966 season the FIA dropped the minimum windshield width regulations. The narrower windshields helped improve the top speed of the cars by around 15 km/h. Alarmed by Ford's 1965 pace, Ferrari set out to revise the P2 to suit the new regulations and bring it up to GT40 speed. In Ferrari tradition, modifications were made to the already reliable chassis.

Sleeker than ever, the P3 featured fiberglass doors. It was the first time the Maranello based team favoured the lightweight material over the aluminium used on the previous prototypes. The clutch was relocated from right behind the gearbox to between the gearbox and engine. The gearbox was a new ZF five speed unit. Lovely looking, but now getting outdated, the six Weber Carburetors found on the 330 P2 were replaced by a Lucas Fuel Injection system on the P3's engine. The engine provided slightly more power, but the wider track added some weight, giving the P3 a similar power to weight ratio as the P2. Three P3s were constructed.

Results in the opening races of the season were promising. Piloted by Mike Parkes the P3 won the 1000 km races at Monza and Spa with John Surtees and Ludovico Scarfiotti respectively as co-drivers. Luck changed for Ferrari as labor problems at the factory prevented proper preperations for the 24 Hours of Le Mans race. Down on development time, none of the P3s made it past the 17th hour of the race. In contrast, Henry Ford had his Le Mans victory with a stunning 1-2-3, a feat previously only displayed by 'those fast little red cars'.

Despite Ford's immense budget, Ferrari was reluctant to give up and the first tests with the P3's replacement were conducted in December of the same year. Apart from some cosmetic changes the most important new part of the P4 was its engine. Still displacing 4 litres, the unit was derived from the 3 litre F1 engine. Main new feature of the engine was the new head, with 3 valves per cylinder, one exhaust and two intake. The Lucas Fuel Injection was moved from between the cylinder banks to between the camshafts. The engine was rated at 450 bhp at 8200 rpm.

After 560 test laps at Daytona in December 1966, the P4 was ready for action. Two of the three P3s were fitted with P4 style bodywork and a Weber carbureted engine. Two unfinished 330 P3s were built up to the same specifications and dubbed 412 P. All four cars were sold to privateers, to back up the factory P4 effort. New from Ford at the 1967 24 hours of Le Mans was the Mk IV version of the GT40, featuring an American built aluminium-honeycomb monocoque and the familiar 7 litre V8.

All the testing at Daytona paid off as Ferrari dominated on Ford's home soil in the Daytona 24 hours race. The podium was filled by Ferrari drivers which underlined the Scuderia's dominance when the three winning cars crossed the line together. The first two were P4s and the third a P3. At Le Mans, Ford was back with the new Mk IV and beat the sophisticated Ferraris on horsepower. Reliability again almost got the better of Ford, but one of the two surviving Mk IV finished on top, closely followed by two P4s. Ferrari did win that year's overall sportscar World Championship, for the 12th time in 14 years.

Rule changes at the end of the season left the 330 P3, 330 P4 and 412 P obsolete. This cut the career of one of Ferrari's best looking racers short to just one season. Two of the 330 P4s were converted to '350 Can-Am' specification by cutting down the body and fitting a slightly larger version of the twin-cam V12 engine. The third 330 P4 was not raced again.

At the end of 1967, the modified cars were campaigned in the Can-Am Challenge but proved unable to take on the much larger engined and lighter competition. Chris Amon's best result was a fifth in the Monterey Grand Prix at Laguna Seca. At the end of the year the two cars were sold to privateers, who continued to race them around the world with considerable success for several more seasons.

Chassis: 0856
Chassis 0856 Chassis 0856 was he first of three 330 P4s constructed for the 1967 season. Originally fitted with a Coupe body, it was raced to a first in the Monza 1000 km race and a third at Le Mans. For the season finale at Brands Hatch, the roof was cut off, dropping the weight by an estimated 40 kg. It could nevertheless do no better than fifth in the BOAC 500. Unlike the other two P4s chassis 0856 was retired from racing and has survived in remarkable original condition. Once part of the prominent Albert Obrist and Bernie Ecclestone collections, this priceless Ferrari is now owned by a Canadian collector. At one of its rare outings, it seen at the 2004 Pebble Beach Concours d'Elegance and the Ferrari Club of America meeting a few days later.

Chassis: 0858
Chassis 0858 The second of three 330 P4s built ahead of the 1967 season, this Berlinetta bodied example was raced by the works team four times. It finished second overall at Monza and Le Mans, where it also won its class in the hands of Mike Parkes and Ludovico Scarfiotti. Following its Le Mans outing, it was fitted with Barchetta type bodywork ahead of the BOAC 1000 km race at Brands Hatch. Later in 1967, it was modified to 350 Can-Am specifications with a larger engine and cut-down bodywork. In this guise, it was raced for three seasons in the United States, Australia and Africa with considerable success. It was retired from racing at the end of 1969.

In 1971, chassis 0858 was acquired by American collector Walter Medlin. He had the car restored to its late 1967 Can-Am specification during the 1990s. In the following years, it was only rarely seen with an appearance at the 1994 Monterey Historic Races as a rare exception. From the 1990s, the car was quietly offered for sale and also subject of several disputes between Medlin and the IRS, who seized the rare Ferrari at least once. In May of 2009, it was consigned to RM Auctions' Maranello sale but bidding stopped short of the reserve.

Following the unsuccessful sale, it has been restored by David Piper to its 330 P4 Barchetta configuration for dealer Talacrest. Since then, it has been revised again by the current owner to its Le Mans configuration, using several original panels. The engine has not been downsized, so it is still to full 350 Can-Am specification.

Chassis: 0900
Chassis 0900 David Piper was one of Ferrari's loyal privateer racers and during the sixties raced a variety of the Italian GTs and sports cars. Over this period, he amassed a considerable amount of spare and left-over parts including of the already iconic 330 P4. He convinced Ferrari to provide him with the actual drawings of the 330 P4 to construct a new chassis for his pile of parts and the Italian manufacturer even allocated a chassis number for the project; 0900. Built up as a 330 P4 Barchetta, the car has since been actively campaigned in historic by Piper for many decades. Using the drawings, Piper is believed to have built several more P4 clones.

Preuzeto sa:
http://www.ultimatecarpage.com/car/708/ ... 30-P4.html


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Re: Ferrari 330 P4
 Tema posta: Re: Ferrari 330 P4
PostPoslato: Sre Jul 16, 2014 2:10 pm 
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Engine
Configuration Type 237 60┬║ V12
Location Mid, longitudinally mounted
Construction light alloy block and head
Displacement 3.967 liter / 242.1 cu in
Bore / Stroke 77.0 mm (3 in) / 71.0 mm (2.8 in)
Compression 11.0:1
Valvetrain 3 valves / cylinder, DOHC
Camshaft Chain driven
Fuel feed Lucas Fuel Injection
Ignition Twin Spark
Lubrication Dry sump
Aspiration Naturally Aspirated
Power 444 bhp / 331 KW @ 8000 rpm
BHP/Liter 112 bhp / liter

Drivetrain
Body aluminium and fibreglass panels
Chassis steel tubular chassis with alloy reinforcements
Suspension (fr/r) double wishbones, coil springs, telescopic shock-absorbers, anti-roll-bar
Steering rack-and-pinion
Brakes ventilated discs, all-round
Gearbox 5 speed Manual
Clutch Multi plate
Drive Rear wheel drive

Dimensions
Weight 792 kilo / 1746.1 lbs
Length / Width / Height 4185 mm (164.8 in) / 1810 mm (71.3 in) / 1000 mm (39.4 in)
Wheelbase / Track (fr/r) 2400 mm (94.5 in) / 1488 mm (58.6 in) / 1450 mm (57.1 in)
Fuel tank 114 Litre (30.1 Gallon US / 25.1 Gallon Imperial)
Wheels (fr/r) 9.5 x 15 / 12.5 x 15
Tyres (fr/r) 10 x 15 / 12 x 15

Performance figures
Power to weight 0.56 bhp / kg
Top Speed 320 km/h (199 mph)

Preuzeto sa:
http://www.ultimatecarpage.com/spec/708 ... 30-P4.html


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Re: Ferrari 330 P4
 Tema posta: Re: Ferrari 330 P4
PostPoslato: Sre Jul 16, 2014 2:14 pm 
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Pridru┼żio se: Sre Jul 24, 2013 4:08 pm
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Chassis: 0856
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Chassis: 0858

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Chassis: 0900

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Re: Ferrari 330 P4
 Tema posta: Re: Ferrari 330 P4
PostPoslato: Sre Jul 16, 2014 2:14 pm 
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Re: Ferrari 330 P4
 Tema posta: Re: Ferrari 330 P4
PostPoslato: Sre Dec 31, 2014 9:10 pm 
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