Horse Tales - December 2014 - Ferrari Club of America

Transcription

Lime Rock Diary
Part II
Horse Tales
volume 14
issue 4
December 2014
Page 1 | Horse Tales | December 2014
Putnam Leasing
2014 Myopia Polo
Glickenhaus Ferraris
volume 14 issue 4 december 2014
Contents
Lime Rock Diary — Part II
Page 13
Horse Tales
Page 18: The Meaning of Speed
Page 26: 2014 Events You May Have Missed
Page 29: Tributo al Ferrari 328
Jim Glickenhaus Special Ferraris
2014 Myopia Polo — Page 24
Page 10
Regulars
Pg. 4: Club Business
Pg. 6: From the Regional Director/Editor
Pg. 8: Events Calendar
Cover photo:: Dom Miliano
club
Business
policies
advertising
Horse Tales (“HT”) is copyright of the non-profit Ferrari Club of America New
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Charlie Vest ([email protected])
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Gary Hiniker ([email protected])
Mike Fandozzi ([email protected])
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officially sanctioned events
Have an idea for an event? Want to help with an
event? Contact Regional Director Suzanne Hiniker
via email: ([email protected]).
Only events approved by the RD and listed either in
HT or on the Club’s web site are officially sanctioned
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Club event and not listed on our calendar is not sanctioned and as such the Club has no affiliation whatsoever with and thus can not be held liable for any donations made to such unsanctioned events.
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FCA/NER is the New England Region of The Ferrari Club of America covering Connecticut, Maine, Massachusetts, New Hampshire,
Rhode Island and Vermont. The Ferrari Club of America, incorporated in 1962 and recognized by Ferrari S.p.A has 16 regions
throughout North America, and 32 chapters within these regions putting on events. For membership information visit FCA on the web
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Connecticut
from the
Maine
Massachusetts
New Hampshire
Rhode Island
Vermont
Regional Director
Salute!
We’ve had a fun Ferrari event-filled 2014 here in New England, attracting vintage to new to track cars,
and it wouldn’t have happened without our talented New England Region board. Maine Chapter President Glenn Farrell, Massachusetts Chapter President Gary Hiniker, and Connecticut Chapter President Mike Odierna all held fantastic events which drew many Ferrari Club members, some attending
for the very first time. Treasurer Andrew Baldassarre managed our FCA coffers whilst also chairing
the very successful Concorso Ferrari & Friends in West Hartford. And Frank Anigbo, our Horse Tales
Editor, published our slick regional magazine which is by far the best FCA regional magazine in North
America. We have a new New Hampshire Chapter President; Mike Fandozzi of Merrimack, NH. Mike
and his fetching wife Jeanne have a stunning 328, four lovely children and a grandchild, are active
members of the club, and look to bring fresh enthusiasm to the Granite State. Welcome to the Board Mike! And thank you to all the
FCA-NER board members for all of your hard work.
We’re always looking for fresh ideas and more member participation on the board. Give me a shout if you’re interested in getting involved. We have lots of great happenings on the calendar and in the works for next year, and we look forward to seeing you at an event
in 2015.
Health and happiness to you and yours this coming year,
Suzy
from the
Editor
You forget how many amazing events happened this year until you see some of the
ones in the second half of the year alone —
in this edition of HT. For me, the big one
was my track-day debut at Lime Rock. In
this issue, I conclude the tension-filled tale
and I promise you, there’s enough drama to
make it a worthwhile read. See part two of
Lime Rock Diary on page 13, then flip to
page18 to see what happened when I foolishly agreed to get ferried around the track
by two of the fastest drivers in our region.
missed because I neglected to inform my wife to save that date; so
she scheduled something else that could not be undone without
upsetting a lot of people. I won’t make that mistake in 2015!
Finally, Domenic DiDonato of the Rhode Island chapter tells us
about his stunning 1987 Ferrari 328 GTS, a car he is entering in
the upcoming Cavallino Classic Concourso D’Eleganza in hope of
winning his class. See Domenic’s write-up starting on page 29.
Last, please take a look at our 2015 calendar of events on page 8,
then get as much of it on your partner’s calendar as you can so
your favorite activity does not get superseded by something not so
exciting.
Our Connecticut Chapter president, Mike Odierna, was a very
Have a story you think others will enjoy reading, send it to HT as
busy man this year. He gave us a lot — chronicled in this edition.
we always need content to make this publication work. Please send
Perhaps the most exciting was getting Jim Glickenhaus to bring
your submission to [email protected].
not one, but two one-of-a-kind and drop-dead gorgeous Ferraris to
Miller Motorcars, then proceeded to tell us the tale behind the
— Frank Anigbo, Editor, Horse Tales
creation of these amazing machines.
See page 24 for Mike Fandozzi’s coverage of the 2014 edition of
the Myopia polo match, an event I looked forward to all year but
Save the Dates!
Pebble Beach Concours d’Elegance / FCA National Monterey
August 13-19, 2015
The 2015 FCA International Meet will coincide with and immediately follow the Pebble Beach Concours
d’Elegance during Monterey’s Classic Car Week, August 2015. Come for some or come for all of the events
which will include tours, track, rallies, concourso and socials. Join us!
NER-FCA is arranging direct auto shipping to and from New England with Passport Auto Transport. For
more information contact MA Chapter president Gary Hiniker [email protected].
calendar of

Events 2015
for more details and continuously updated information: www.fca-newengland.org
www.empirestateregion.com | www.fcacanadaeast.org
January 22 -- 25: Cavallino Classic 24 at the Breakers Hotel
in Palm Beach, FL

February: TBA Pirelli and F1 presentation CT

February 24: North End Winter Dinner at Mamma Maria’s 3
North Sq. Boston, MA

August 13 – 19: FCA Annual Meet and Pebble Beach Week,
Monterey, CA

August 22 -- 23: DREAM Ride and Cruise Farmington, CT

August 28 – 29: Lime Rock Track Event

March 8: F1 Boston Karting Braintree, MA — sponsored by
Ferrari of New England.

September 5 – 7: Lime Rock Historics and Sunday in the
Park

April 29 – 30: Watkins Glen Track Event

October 16 – 18: The Maine Event

June 5 -- 7: Grand Prix in Montreal weekend


June: TBA Tour of Maine Line Exotics in Biddeford, ME
October 25: US Grand Prix viewing party at Ferrari of New
England

June 28: The Annual Concorso Ferrari and Friends; LaSalle
Rd. West Hartford, CT
Guest Speaker Jim Glickenhaus, hosted by Miller Motorcars, By Mike Odierna, CT Chapter President
O
n a very rainy October 11,
FCA CT Chapter and Miller
Motorcars of Greenwich, CT
hosted a memorable event at
their beautiful and recently remodeled service center with Jim Glickenhaus and Paolo
Garella as guest speakers.
As most know, Jim Glickenhaus is
a significant car collector with many Ferraris, however he also builds his own icons
and drives and professionally races many of
them. Paolo Garella is an Italian Automotive Advisor, who lives in Italy, specializing
in the design, development and production
of high-end tailor-made cars. He was responsible for Special Projects at Pininfarina
before he became an independent consultant.
enthusiasts by driving their P4/5 and P4/5C
from central Westchester to Miller Motorcars’ new service center in pouring rain!
Street tires worked fairly well in the wet
weather on the Competizione. The sounds
of the 12 cylinder flat crank engines caused
the roads and buildings of Greenwich to
vibrate as if from seismic activity.
Jim graciously shared with us his
Pininfarina one-off and Competizione M,
and the fascinating stories of how they came
to be. Ferrari P4/5 (officially known as the
Ferrari P4/5 by Pininfarina) is a one-off
sports car made by Ferrari, but re-designed
by Pininfarina for Jim Glickenhaus. The car
was an Enzo Ferrari, but Jim preferred the
styling of Ferrari's 1960s race cars, the P
Series. The car was officially presented to
the public in August 2006 at the Pebble
Both Jim and Paulo were very genBeach Concours d'Elégance.
erous to share their passions with fellow
Following the rollout of the P4/5,
Jim proposed Paolo to produce a second
prototype intended for racing. With the
design and manufacturing contribution of
an important name in the racing world, L.M.
di Gianetti, the P4/5 Competizione Project
was engineered under Paolo Garella’s guidance. All the hard work embarked on a
significant race history for the P4/5C, including winning its class at the Nürburgring
and finishing 12th overall in 2012.
Jim has recently acquired the Pininfarina Ferrari 512 S Modulo, a one-off
concept car used for the Geneva Motor
Show in 1970 and made famous by model
Twiggy. After their outstanding presentation
including a video, FCA members enjoyed
brick-oven pizza, dessert and raffle prizes,
all compliments of Miller Motorcars. Special thanks to Miller and Evan Cygler, Director of Marketing.
Above: Competizione M shaking the roads of Greenwich.
Previous page: Roland Veit (RD-Empire Region), Gary Hiniker (MA Chapter Pres), Mike Odierna
(CT Chapter Pres), speaker Paolo Garella, Evan Cygler (Miller Motorcars) speaker Jim Glickenhaus,
Suzy Hiniker (RD-NER), and Don Pintavalle (Miller Service Mgr)
P4/5 making the wet drive from NY to CT.
The P4/5 and Competizione M in Miller Motorcars new service
bay.
Continued from Horse Tales – September 2014 Issue
Lime Rock Diary, Part II
By Frank Anigbo; photos by Frank Anigbo and Dom Miliano
I
ended my first day with a certain
smug confidence. I had driven well,
but most important, banished any
trepidation I had coming into this
two-day event at Lime Rock – my first proper track event.
Michelle and I jumped into my car
and hastily joined the others out on track.
Michelle’s voice crackled over our shared
radio: “Treat her gently this lap. Your car is
like a beautiful woman, you have to be gentle until she is warm, then you can go.”
I slept well that night and took my
time getting to the track the next morning as
my novice run group’s first session was not
due to begin until after 9:00 AM. Refreshed,
I felt I had a much better perspective on
how best to drive this track than I did
throughout the previous day and I was eager
to get out on track and demonstrate all I had
learned right from the first lap. But my assigned instructor, Dr. Greg Dean of the
Porsche club, had a personal problem he
needed to attend to during what would be
my first run, so I agreed to sit out the session.
“This guy’s going to be a lot more
interesting than my regular instructor,” I
thought as I drove relatively slowly through
the first series of turns and onto the back
straight.
“You have a family?” Michelle
asked.
“A wife and a son,” I replied.
“Then you have a reason to stay
alive?”
“Don’t worry, I won’t kill you today,” I assured him as I came down the hill
fast and made the gentle right-hander onto
I watched my run group file onto
the front straight. Then I gave it everything
the track and a wave of annoyance at having I had, intent on driving as well as I had conto wait a whole hour to test my conviction
vinced myself I could.
washed over me. No way I’m sitting this
Lime Rock is a fairly short track –
out, I thought, and sprinted off toward the
1.5
miles
around with many turns for its
control tower to find a substitute instructor.
I found one quickly, another member of the small size, and that makes driving it unrelentingly busy work. I ended the first day
Porsche Club who introduced himself as
confident that I knew the track well enough
Michelle with a decidedly strong Latin acto drive it better than the average novice,
cent.
with the exception of the deceptively difficult section named Big Bend that comes after
the main straight. My regular instructor had
wanted me to enter that section with a late
apex from the front straight but I felt
strongly that an early apex – turning into the
corner as if it were a gentle right-hander
rather than the double-apex hairpin that it is
-- was a better approach. My reasoning was
that a late apex forces me to enter the turn
slower than ideal and without the power to
get out of it fast, compared to everyone else.
With an early apex and well-judged entry
speed, I could carry a lot of momentum
through the two turns that make up Big Bend
and still have sufficient speed to flow
through the only left-hander at Lime Rock.
Once past this tricky bit of asphalt, I was
good and fast everywhere else.
I approach Big Bend at about 110
mph, staying well to the left of the straight.
At just under the 3 marker, I put on the
brakes while still in a straight line and downshift from 4th gear to third, then a shallow
turn of the steering wheel for my early apex,
hold it, hold it, hold it as the car forces its
way toward the outer edge of the hairpin,
my right foot resting ever so gently on the
brake and throttle pedals. With eyes on the
next corner and left wheels on the rumble
strip of the current corner, I apply power
and more steering input to point the car
toward the opposite side of the track to set
up for the only left hand corner of note.
The car transitions from what feels like severe understeer to a very predictable dart
across the track to my turn in point for the
left-hander. I am still in 3rd gear and still
feeding power intermittently as I head to the
apex of the left-hand turn, the visceral noise
of the 308’s carbureted engine – amplified
by the microphone inside my helmet – fills
the cabin. Done with the left hander and
that whole Big Bend complex, I apply power
fully and confidently as the car squirts toward the shorter back straight of Lime
Rock. All the while, I heard Michelle’s voice:
“Too fast. Nice. Nice. A little too early but that’s
okay. Just a little steering input. Stay away from the
edge…” Up a gear and I keep it in 4th for the
rest of the lap until I’m back again to the
approach for Big Bend.
that delayed in getting out of my way got the
We returned to the paddock and
blue flag – get out of his way, he is faster than you. Michelle pulled me aside. “Frank, I guarantee you that if you keep driving Big Bend
Suzy Hiniker had told me I would
like you do, you will go off before today is
get the red mist, that certain something that
over. That is the only advice I can give to
makes you a bit crazy and stupidly competiyou. Your entry speed is too much. I advise
tive when a bit of patience and grown-up
you to go in slower, brake sooner and go
judgment should prevailed. My car was not
deeper into the corner.” As he spoke we
equipped with a lap time computer but I
notice a car – a 430 Challenge with an event
knew I was quick. Powerful cars put a bit of
-ending encounter with something immovadaylight between me and them on the main
ble. Then Michelle left me to get ready for
straight but I would catch right up everyhis own session with the red group.
where else. I began to relish climbing kerbs,
putting my inside front wheel ever closer to
The novice run group was soon up
the drop-off point of each corner, feeling
for another outing – the second one of the
the car slide a bit sideways on corners taken day -- and my regular instructor would be
with little but a momentary squeeze of the
going out with me. I was eager to show
brake pedal and an aggressive turn-in, confi- Greg that I had learned a thing or two from
dent that whatever misstep I might make, I his instructing the day before. He would be
had the skill and quickness of hands to revery impressed with my progress.
cover from it. I had told Suzy at the time
I did a conservative first lap. Then
that I am too cool-headed to become intoxiI really got on it. We had agreed before goA few more laps like the first hot
cated with the urge to compete. But on this
ing out on track that he would not say anylap and a remarkable thing began to happen, session, I was drenched with red mist, drunk
thing until after the run. I came off the final
cars that are significantly more powerful
with a feeling of invincibility. The session
downhill corner and catapulted onto the
than my 1977 308 GTB were giving me the ended too soon, I could have carried on like
straight. Just ahead was a Ferrari 360 Modesignal to go ahead and pass them, presuma- this for quite a while longer.
na about five car lengths or so from me. By
bly because they knew I was quicker. A few
the time I had negotiated Big Bend, the 360
was directly in front of me. I entered the
back straight expecting to be pointed by,
that did not happen. We both went around
the next right-hander and bounded up the
hill with my car no more than a car length
behind. I was faster and knew it.
“Look in your mirror,” I muttered
out aloud to myself.
“Patience,” I heard Greg say.
We made another right hand corner and went down the steep downhill and
onto the front straight. The 360 began to
pull away but not at the rate I had expected
given its power over my 308. At the end of
the straight I could have made a banzai dive
on his inside which was wide open as he
opted for the slower late apex approach to
the corner. Instead I followed him around
Big Bend, the left-hander, then a right and
onto the back straight, still looking up his
exhaust pipes and aware that I was getting
annoyed at being held up. As we made the
run up to the top of the hill in close tandem
I saw the track marshal posted on a gantry
frantically wave the blue (get out of his way)
flag and point it to the 360. We made the
next right hander leading into the downhill
section before the straight. I made up my
mind, I would take him here. I couldn’t let
him get onto the straight still in front of me.
I floored the throttle as we both
began the downhill plunge toward the righthander that led to the front straight. I got up
to him as close as was possible without a
collision, then I darted out to his right and
sailed past him, tucking back to the left in
front of the 360 just with enough room to
dab the brakes and make a fast right turn
onto the straight. Once on the main straight,
I had gained enough distance between us to
know I would make it to Big Bend ahead of
the 360, and then I would permanently dust
him off.
“You really shouldn’t have done
that,” Greg’s voice came on the radio. I
imagined he meant I should not have made
such an impolite pass. It was not until I got
to the top of the hill after the back straight
and saw a black flag with my number – 22 –
printed on it that I realized I did something
thoroughly unacceptable.
“What did I do?” I asked Greg,
sincerely unsure what part of passing that
360 was illegal.
“You passed him on a no-pass
zone and you didn’t wait for a point by.”
“Oh.”
“We better head back in immediately and apologize.”
I took the pit-in road at the very
next chance and drove down slowly along
pit lane to a stop before an official. I
popped open my visor.
“You know why we pulled in?”
“Yes. I passed in a no-pass zone.”
“That’s a very dangerous place to
pass another car. Remember you are both
here to learn. This is not a race.”
“I’m sorry, it won’t happen again.”
“Alright. Go back out and drive
safely.”
That was it, a slap on the wrist
considering how badly it might have gone.
The marshal gave me the all-clear to rejoin
the track and I got back up to speed quickly.
I made my way around the track and
launched back onto the straight for the flatout run to Big Bend. I braked just under the 3
marker as I had done all along and made the
early-apex right turn, then I hung on to the
non-powered steering wheel as the car forcibly drifted toward the very outermost edge
of the track. I knew immediately that something had gone wrong.
If you are a good Ping-Pong player
(I imagine this is true of tennis as well), you
will know that a ball coming at you will be
an out as soon as your opponent has played
it, even when the margin of the miss is a
scant inch or two. I wasn’t going to make
the corner and I straightened the steering
wheel to spear off the track in as straight a
line as I could without hitting anything. The
left front wheel slid off the track and onto
the grass.
my second drive as a passenger in a very fast get online and do the same before getting
car with a very fast driver.
out on track. Try to understand the basic
terminology as this will greatly help commu“DON’T GET BACK ON!” Greg (See The Meaning of Speed on page 18)
nication with your assigned instructor.
screamed in my ear. “Stay straight! Stay
After a two-session respite I went
straight--“
Track driving is not at all anything
out again with my instructor, Greg, but this
like driving fast on the streets. I learned a lot
I had no intention of trying to get time we decided that it would be time well
in just two days and I have developed a hunback on track, I needed all wheels to get on spent to forget about the rest of the track
ger to learn a lot more, maybe even run a
the grass, recover control of the car and
and work on a good technique for driving
proper race someday soon. I think that if
decide what to do next. This particular situa- Big Bend. I clearly needed help there and
you have never done one of these but have
tion was discussed in the mandatory novice agreed to try the late apex approach. I even thought about it, you will not be disappointdrivers’ classroom session but I did not
agreed to drive it in slow motion as Greg
ed. It was truly quite awesome.
drive straight onto the grass because I reput it, “like I’m your grandmother and you
membered the classroom lesson. I suppose don’t want to scare me.” We did just that for
it was instinct, all those years learning to
a couple of laps then I decided I was done
control a wayward car by intentionally driv- for the day, my heart just wasn’t into it, and
ing like an ass on snow-covered empty Ver- worse, I was holding up a lot of cars every
mont roads.
time I worked Big Bend.
If you are going to go off at Lime
Rock, Big Bend is one of the few places you
can do so and hope to come out whole. I
was able to slow the car sufficiently to get
back on track once I had a clear road.
I ended my first proper Lime Rock
track experience wondering around the paddock photographing cars and watching better drivers ply their craft.
It has been a few days since Lime
Another event rule was, if you go Rock and I have come to realize some
off road or get into an accident, come back things I just could not fully grasp while drivin and report yourself to the authorities. I
ing around at speed. I went online and read
went back in, reported myself and was con- and watched video lessons on important
gratulated for my first no-consequence agri- aspects of track driving. For one, I undercultural holiday. I elected to sit out the rest stand so much more now the concept of
of the session as well as the next one. I
early vs. late apex cornering and when each
thought perhaps it was best to take the time of those techniques make sense. If you’ve
to reflect a bit, but also pay a visit to the
never done any track driving and aspire to Me, while the going was still good.
Team Pilota paddock to take what would be someday give it a try, I encourage you to
By Frank Anigbo
M
uch earlier in the year, club
member Joe Capasso offered to take me around
Watkins Glen in his 430
Challenge race car. I ended up missing the
Watkins Glen event (fell ill) but the offer
carried over to Lime Rock. So, on Day 1 of
the two-day Lime Rock event, I went over
to the Team Pilota Motor Sports paddock
area in a borrowed race suite to get a lesson
in the meaning of speed from a driver widely
acknowledged to be one of the very fastest
in a group of very fast drivers.
the passenger seat of Capasso’s 430 Challenge racer. The Team Pilota mechanics on
hand may have used a shoe horn and some
shoving to encourage my super-model long
legs to slide past scaffolding and into the
car’s very tight passenger seat, where said
super-model legs were so crampedly (not a
real word) bent that my knees where tucked
under my chin.
Securely belted in, Capasso fired up
the Challenge car and headed toward the
track. What, indeed, had I got myself into, I
thought, glad that my full-face helmet – viYou really should get nervous
sor slightly open to combat a rising feeling
when someone asks you with a worried look of doom – did well to hide my growing
if you just ate before getting into a race car
nervousness.
with Joe Capasso. And everyone else looks
“I will drive only at eighty perat you like you must be completely out of
cent,” Joe said above the din of engine noise
your mind for agreeing to this in the first
as if he had sensed my thoughts. I nodded.
place. No matter what apparent unpleasantStill some way from pit out, he
ness was in store for me, I had one positive
sped
up,
then
braked hard, all very sudden,
thing on my mind. Joe isn’t about to kill
all very race car driver guy thing. This is
himself so no matter what happens, I will
awesome, I thought, smiling under my enorsurvive this. Then again, dying can be a far
more pleasant experience than a prolonged mous helmet as he did that a few more
feeling that you are going to die – such as I times. Then we joined the track and that is
where I lost meaningful consciousness of
had for much of my time strapped in Joe
my previously orderly surroundings.
Capasso’s car.
My first problem was getting into
I did not pass out, but I might as
well have because I truly am not able to
describe by any means deemed intelligent
what transpired in the ensuing twenty
minutes. What I can tell you, what I was
awake enough to observe with any certainty,
are disconnected thoughts and hallucinatory
images during what I can best describe as a
wild roller-coaster ride.
I believe that it was at Big Bend -that dastardly corner that had given me so
much trouble -- that my mind-bending experience began. The world, normally quite
level and scenic, went all askew – pivoted
down at perhaps a 90-degree angle and tilted
sideways at a similar angle. What I saw, or I
should say, what I felt was a sensation of
hurtling uncontrollably downwards while
sliding sideways. My intellect informed me
that I must still be on level ground, after all
the surface still had the distinct look of tarmac and I could see the bumpers and occasional taillights on objects I surmised where
other cars in front of us. Then we’d hurtle
past them while taking corners at angles and
speeds that should disagree with the laws of
physics.
My thoughts: I must remember to tell
Karen never to agree to a ride with him. I need to
water the basil, why do I keep forgetting that? I
think I should only go as far as the blue group, red
is just too stressful. I wonder what that number is
(referring to a rapidly rising and falling number on the dash). Is that window made of Plexiglas? I should plant oregano. Then I felt wetness
above my upper lip; my nose had started to
run.
us by. No one got in front of us from behind and everyone we encountered got
passed. And I think I am correct in saying
(though I may be wrong because my mind
was not terribly reliable at any time during
this whole ordeal) that Joe passed other
drivers everywhere on the track. It felt that
way but I cannot be completely certain of
this.
On every session, a white flag is
waved by the course marshal on the front
straight to indicate one lap to go before the
end of the session; I desperately looked for
that white flag every time we sped along the
straight. Time and time again. Where is that
darn flag?! Then finally, there it was. I was
safe. I made it. Eighty percent indeed. I do
not want to know what 81 percent feels like.
The Ferrari 430 Challenge race car of Pete Lombardo
onto the main straight.
Pete was driving just as fast as Joe
did – I know this because he was catching
and getting waved past by everyone. While
the ride with Joe had a certain intensity to it,
Pete’s was more lyrical in its connection of
corners, application of throttle, and the
sparse use of steering input and brakes.
Now, don’t get me wrong, it wasn’t exactly a
let’s hold hands and sing merry songs sort of
a ride. With Joe, I was well and thoroughly
molested. With Pete, it was more of a gentle
but firm pressure on my neck so that I was
canted to one side of my seat, holding on to
a metal bar and, I imagine, looking like an
idiot in awe.
But that was not the end of it. You
see, I had also agreed to go out with another
driver said to be equally fast but very different in his execution. Everyone had hinted
that a drive with Pete Lombardo would be a
very different experience from that with Joe
Capasso. I had wanted to compare the two
drivers so I had asked Pete for a ride as well.
Sometimes I really do wish that my sense of
obligation would not get in the way of simResident hot shoe, Joe Capasso, walks back to the
paddock right after a 140-mph tire blowout on Lime
ple common sense because the right thing to
Rock’s main straight.
do would have been to say I’ve changed my
Joe drove like a man in a rush to
mind, Pete. Thanks anyway. But that’s not what get somewhere and very annoyed that other
I did.
cars were in the way. Pete on the other hand
I am happy to report that I still had
drove like a man on his way to somewhere
I took my drive with Pete Lombarthe presence of mind, however faint it must
but not in too much of a rush to get there.
do in the afternoon of Day 2, shortly after I
have been, to lower my visor and lock it in
There was a particular Porsche GT3 driver
place, in case the front window turns out to had made a pig’s ear of Big Bend and had
that refused to give way for about a lap and
be made of something other than Plexiglas. decided to sit out my next session. Like Joe
half. Pete was clearly quicker but the PorCapasso, Pete Lombardo also drove a 430
On the front straight, after we had
sche driver was determined to stay in front,
Challenge with lots of scaffolding. But unrun a few laps, I was again able to observe
that was until he wobbled badly under inlike I did with Joe’s car, I was quite graceful
the world as flat for fleeting moments as we
tense pressure and concluded that discretion
getting into Pete’s.
hurtled screamingly fast toward that most
was the better part of valor. I doubt that Joe
Once
green-lighted
to
go,
we
eninconveniently placed Big Bend corner. Then
would have allowed that nonsense to go on
tered the track at speed and immediately got for a whole lap.
it would start all over again -- my warped
into Big Bend. I steeled myself for the same
perception of time and space.
Joe Capasso and Pete Lombardo,
hallucinogenic trip I had with Joe but did
both very fast drivers but with very different
What I saw: Apart from the altered
not feel anything, the world around me
styles. I am grateful that they both agreed
state of the surfaces on which we drove, I
stayed flat. And my senses stayed with me as
(or was that offered?) to take me around
saw car bumpers, almost always within inchwell. I knew exactly what was happening all
Lime Rock and show me a bit of what speed
es of us, then they’d be gone, dispatched in
around us as we sped down the back
feels like. A great and cherished memory for
such a way that I was certain the drivers of
straight, up the hill, down the other end and me; I have no intention of doing it again.
those bumpers never got a chance to point
Putnam Leasing: How One Man’s Dream Car Turned into a Dream Job
By Dan Long
A
fter owning or driving just about
every car there is, one car still
sticks in the mind of Steven Posner, the President of Putnam
Leasing: “it’s a white 1970 Pontiac LeMans
Sport Convertible.” It also is the car that
awakened his passion for automobiles and
lead to a successful career with Putnam
Leasing, the largest independent leasing
company in the United States.
Steven’s story is probably not much different from many automobile enthusiasts. Love
of a car turns into an unstoppable urge to
acquire everything related to that make or
model. But while many enthusiasts go on to
collect cars or memorabilia, Steven turned
his passion into a profession. Needing a job
in college, Steven noticed an employment
posting for a car leasing company. His interview led to a job and opened up a world of
Ferraris, Mercedes-Benzes, and Rolls
Royce’s. He was now starting to live his
dream.
about this new business from the bottom
up. He not only learned about cars and carburetors, but customers and their care.
While his forte became Ferraris, he also
became a student of his clients. Find the
right car for the right person and you have a
relationship that lasts much longer than the
car. A lesson he has never forgotten.
After honing his skills as co-owner of a large
leasing company from 1981 to 1986, Steven
Posner made a life altering decision in 1989
and joined Putnam Leasing as a partner.
Steven instantly put his mark on Putnam,
helping it grow into what it is today; the
largest leasing company car collectors turn
to when they want to own their dream car.
Among a very short list of companies that
lease high-end collector cars, Putnam has
been a trusted provider to dealers and private collectors. Sharing their breadth of
knowledge and experience, Putnam Leasing
and its knowledgeable staff have excelled in
leasing every type of car from a $50,000
While only 18 and assigned to basic office Porsche to a multi-million dollar Ferrari.
tasks, Steven used this opportunity to acquire knowledge, information, and an appre- While the company home is in Greenwich,
ciation for all the exotic and collector cars it has grown and expanded to include office
he loved. The flowing lines and powerful across the country, from the East Coast to
motors of Ferraris were no longer just the the West Coast. Wherever people have a
stuff of dreams, but real works of art that he passion for exotic cars, you will find Putnam
could drive and help others own. Steven had Leasing and their staff ready to offer learned
found his niche.
advice and creative solutions to ownership.
Absorbing all he could, Steven learned And how do they do it? With individually
created leases that are as unique as the drivers and their cars. Leasing has its advantages
and Putnam makes full use of them. Buying
a collector car is buying a depreciating asset,
which does not make sense. Neither does
paying huge sales tax bills, or finance charges. Putnam constructs leases that not only
allow you to keep your capital working; they
spread the taxes over the term of the lease,
saving you money if you decide to switch
cars after a year or so. In addition, there are
many tax write-off associated with leasing
that the IRS allows you to take advantage of.
In short, a Putnam Lease is a very cost effective way to ultimately own your dream
car.
Putnam has put their knowledge and reputation to work for others as well. Recently
Putnam Leasing became affiliated with
McLaren Automotive, offering their openend leasing services for the mind numbing
McLaren MP4-12C. A talented pool of people take care of the accounting, funding,
insurance, and registration functions for
McLaren, all under the watchful eye of Steven Posner.
Putnam Leasing’s Steven Posner: How a
man who got his start dreaming of a white
convertible evolved into the CEO of the
foremost leasing company in the country. It
all seems implausible, but that is how it is
with dreams.
P1 Motorcars, new, state of the art facility (above), more than 25
years of Ferrari and supercar experience. Our offerings include all
major and minor service, detailing with high end coating, alignment,
balancing tire service, performance upgrades clear bra, radar and
stereo upgrades and enclosed flatbed service, available.
**FCA NE members, mention this add for 10% off major service from November-January**
Myopia Polo: The Ferrari Cup
By Mike Fandozzi, New Hampshire Chapter President
I
t may have been a better day for water polo this last Sunday in September, considering that the temperature neared 90 degrees.
The polo players swapped out their horses every 15 minutes to give the animals a break from the heat. Though not quite as athletically challenging as playing polo, we observers dutifully stomped the divots between chukkers. After the match teens Justine
Elshama and Annabelle Fandozzi (friend and daughter of members Jeanne and Mike Fandozzi of NH) presented the winning
polo team with The Ferrari Cup, and each player graciously accepted a Ferrari cap.
Above: Ferraris of attending club members.
Far left: Elena and Vassilis Kontogli touring the paddock.
Near left: Jeanne Fandozzi and J. Geils.
Previous page: Presentation of The Ferrari Cup by Justine Elshama and Annabelle Fandozzi.
2014 Events You May Have Missed
By Mike Odierna, CT Chapter President
The Alden Sherman Classic in Weston, CT on Sept 21 showcased significant and unique automobiles and motorcycles spanning more
than 100-year history. After breakfast, we took a short drive to the event and parked our Ferraris in a private corral. There were a few
Ferraris that braved the drizzly wet weather and entered the Concours. Best in Show was a spectacular 1963 250 GT Lusso owned by Bill
King of CT. Join us next year for this charming event that benefits the Weston Senior Activities Center.
CT Chapter President Mike Odierna coordinated FCA-NER members to show their Ferraris on track at Lime Rock Park's Sunday in the
Park Gathering of the Marques this past August 31.
Ferrari, Maserati, Lamborghini, Vintage Jaguar, Porsche
Cars Wanted, Any Condition
Ferrari parts, literature, tools, manuals wanted
Please Call 860-350-1140 or email [email protected]
Finder’s Fees Paid
3 Martha Lane
Phone: 860-350-1140
Gaylordsville, CT 06755
Fax: 860-350-1148
Tributo al Ferrari 328
By Domenic DiDonato (dedicated to mentors, Tim and Tom Stanford)
I
thought it was over December 23,
2013 (3 days short of a 3-year search)
with the purchase of a pristine 2 owner, 26K mile 1987 Ferrari 328 GTS
Red/Tan (70045). However, it was just the
beginning of an adventure in cars, culture
and passion. After having a 30K service
performed on the car last year, I decided to
enter it in one of the world’s most prestigious shows, the upcoming 2015 Cavallino
Classic Concourso D’Eleganza show. Thus
began not only a 13-month concourse preparation, but also an obsession about learning
as much as possible about the 328. Fortunately, cars are one of my two passions,
which have made the journey enjoyable. My
other passion is food, both of which I attribute some of my interest from my being a
teacher at Providence Career and Technical
Academy, but mostly from being a first generation Italian. Yet, what inspired me the
most to write this tribute was working with
Tim and Tom Stanford. They are two nationally renowned master mechanics who
know more about 328s than anyone I have
met. Even after a lifetime (coming up on 50
years!) of working exclusively on Ferraris
they are still passionate about them to this
day and every day.
The Ferrari 328 GTS is the removable top version of the 328 series. The S
stands for Spider or Spyder, in this case
referring to a removable top, even though in
Italian, the word can be used for either a
removable top or a convertible. Interestingly, Ferrari did not use the word Targa for
the GTS, despite the fact that it is commonly referred to as a Targa, because Porsche
trademarked the word “Targa” for its removable top vehicles, which began with the
911. Nevertheless, the term has become an
everyday word to describe all cars with a
removable roof section.
speed is 155.3 mph and reaches 60 mph in
6.6 seconds with a quarter mile time of 14.6
seconds.
The GTS was in production from
1985 to 1989, with 6,068 (672 RHD) examples built. In addition, 1,344 (130 RHD)
328 GTB (Berlinetta), hardtops were produced during the same period, bringing the
total production run to approximately 7,412.
Being Italian, all numbers, of course, are
approximately exact.
Chassis numbers for 328s ranged
from 58735 to 83136, beginning with a GTB
and excluding prototypes. GTS cars began
The 328 has a mid-mounted, transwith 59301. The run was split into Series 1
verse, water-cooled, double overhead cam, 4
and Series 2, which commenced with 76626.
-valve-per-cylinder, V8 displacing 3,186cc
The early part of the series were numbered
with a power rating of 270 horsepower.
in the traditional Ferrari odd number, road
(Ferrari usually did not quote horsepower
car chassis sequence. However, for the first
figures; yet, this number was cited in its brotime, later examples, after serial number
chure, noting that specifications may vary.).
75000, were in the continuous numbed seIt has a tubular chassis with independent
quence.
front and rear suspension, double wishbones, coil spring and four-wheel disc
An estimated 30% of 328s were
brakes. The transmission is a five speed
official US market cars, with the remainder
manual with gated shifter. The 328 develoften referred to in the US as “EURO” or
ops its 270 SAE net hp. at 7,000 RPMs with other market cars. It is difficult to estimate
213 lb. ft. of maximum torque. Its top
the total number of cars currently in the US
today, because so many “EURO” cars were
modified and brought to the US due to lower costs in the 80s. In addition, many US
and “EURO”cars have been recently exported to other countries due to demand,
higher overseas values and strong foreign
exchange rates. After researching various
sources and consulting with experts, it can
be approximated (in Italian fashion) that
2,750 328s currently remain in the US.
carried over to the 328 due to its similar
lines. In fact, many non-enthusiasts mistake
308s for 328s and vice versa, despite being
quite different. A Porsche 928 was originally chosen to be 'Magnum's' car. This is especially ironic in light of the fact that the
308 is considered a Targa! The Ferrari was
selected over the 928 because when producers asked Porsche to produce an extra-large
sunroof on the 928 for aerial shots, it refused due to a strict company policy of not
The most desirable color combinaperforming any special customer requested
tion on the 328 and 308 series is Rosso Corspecifications. This makes one wonder how
sa with Beige interior. Rosso Corsa transthe fate of both of these cars would have
lates to racing red. The color of the car
changed if the Porsche were adapted.
dates back to the early days of racing, when
it was used to indicate the country of the
Pininfarina, Ferraris primary deracing team. Red was assigned to Italy and signer, created the 328 by refining the 308’s
Ferrari created the shade that has become
styling. He softened its wedge profile and
one of the most famous reds in the world.
redesigned the nose with a more rounded
The only color that has achieved such noto- shape. This was complemented by a similar
riety was the green assigned to the United
treatment to the tail valance panel. The
Kingdom for which Bentley created the
revised nose and tail featured body color
shade that became world famous: British
bumpers, integral with the valance panels,
Racing Green.
along with a redesigned radiator grille and
front light assembly layout. In addition, the
The 328 is one of the most recogexhaust air louvers behind the retractable
nizable and iconic Ferraris, thanks to the
headlights of the 308 disappeared and a new
80’s Magnum P.I. TV series. Magnum P.I.
style and position for the exterior door hanoriginally appeared in 1980 on the major
dles were incorporated.
American TV network, CBS, with a prime
time slot of 8 p.m. Eastern on Thursdays. It
Mechanically, in addition to the
was one of the highest-rated shows on U.S. major change of increased engine displacetelevision and ran for 8 seasons, ending in
ment over the 308, the cooling and electrical
1988 with the series finale ranking as the
systems were improved and refined. The
fifth most-watched television series finale of basic engine design has been around since
all-time, with some 50.7 million viewers.
its first introduction in the Dino 308 GT4
The show was so successful that Encore is
produced by Ferrari in 1973. Initially, Ferrarebroadcasting the series as one of the top
ri badged the 308 GT4 as a Dino and not a
three classic series of all time. Though 308 Ferrari. It was the first V8 engine car proGTSs were the primary cars (both real and
duced by the company and they wanted to
replicas), a 328 was used in the “Find me a
clearly differentiate it (as they did with the
Rainbow”, Season 6 Episode 18. The
Dino 246 GT, which used a V6 engine)
recognition the 308 gained from the show
from Ferraris that exclusively used V12 en-
gines, which their reputation was built on.
Despite this, in May 1976 the Dino 308
GT4 was branded a Ferrari. This began a
new era of using V8 engines in Ferraris.
Although the 328 was not the final
iteration of the Dino V8 engine, what differentiated the 328 V8 from its successors was
that it was the last of the “non-electronic”
cars. As such, most of the systems remained mechanical and despite the tight
engine bay, it was one of the easiest Ferraris
to work on as compared to the V12 Ferraris.
This is the reason the 328 had the reputation
as the most “bulletproof” serviceable vehicle
in the history of Ferrari.
Lastly, something else gave the 328
a unique mystique that made it like no other
Ferrari. It was Niki Lauda. A little known
fact is that the famous three-time Formula 1
World Champion Racer helped develop the
328. Accordingly, the car gives you the feel
of what it was like to drive a Formula 1 car
in the 70s. To paraphrase a fellow Ferrari
Life chatter, “Lucca Brazzi”: The 328 captures what Enzo Ferrari wanted a Ferrari to
be: a car connected to the road with classic
lines. When you are in a 328, you know you
are in a Ferrari. You can sense it … the way
you sit… the way it feels…it has soul… it is
a driving machine. The 328 is the last true
Ferrari and Ferrari is the 328. Moreover, it
is the last handmade production Ferrari
(with the exception of the automation used
in the paint operation that Ferrari began
during the 308 QV’s production period) and
one of the last models made during founder
Enzo Ferrari’s life (February 18, 1898 –
August 14, 1988). Ferrari was so obsessed
with attention to detail when producing the
328 that each car’s engine was built and
tested by one mechanic to ensure a high
level of care and to cut down on mistakes!
That is impressive for an Italian car company and one of the many reasons I love my
328GTS.
I welcome everyone to join me and
visit 70045 at Cavallino in January 2015
where we are going for Platinum. See what
a five-day exterior, engine bay, front compartment and undercarriage preparation of
70045 by nationally famous Eddy Fiuza
looks line in person. Nevertheless, be sure
to come and inspect the mechanicals that
were serviced and restored with the attention to detail in the expertly, historically
accurate fashion that Tim and Tom Stanford
are famous for, and could only be equaled
by the factory itself.
Domenic DiDonato (on right) with Nader Khaled, Tim Scheller and Tim Stanford.

Horse Tales - December 2014 - Ferrari Club of America

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