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Ferrari celebrates 70th anniversary on the 18th fairway at Pebble Beach

Ferrari is celebrating its 70th anniversary this year, so it's no surprise that the legendary Italian automaker played a large part in the 2017 Pebble Beach Concours d'Elegance this past weekend in the Monterey Peninsula. Four separate classes of Ferraris were featured including Grand Touring, Competition, Major Race Winners, and One-Offs. You can view the photos from the 18th fairway in the gallery above, or scroll down below to read about some of our favorites with descriptions courtesy of the Pebble Beach Concours Car Guide. 1958 Ferrari 335 Sport Scaglietti Spyder Three Ferrari 335 Sport Spyders with V12, 4-liter engines were built in 1957 — and then Luigi Chinetti persuaded Enzo Ferrari to build one more. This Spyder (chassis 0764) was completed by Scaglietti at the end of 1958. It was first presented at the New York Auto Show and was soon nicknamed the "Super Testa Rossa." Alan Connell purchased the car and raced it at Road America, Watkins Glen, Daytona and Nassau in 1959 and 1960. Thereafter it was owned, driven and enjoyed by several different collectors, and in 1990 it was notably lent to Phil Hill to drive in the Mille Miglia Storica. The current owner acquired the Spyder in 2013. 1967 Ferrari 412 P Competizione To replace the successful Ferrari P3, the factory developed the intermediate 412 P race car — also known as the P3/4. Designed by Mauro Forghieri, the 412 P features an aluminum body that owes its shape to the Ferrari wind tunnel, and the car develops 420 bhp due to its 4-liter, V12 engine with six Weber carburetors. This 412 P (chassis 0850) was purchased by the Ecurie Nationale Belge team of Jacques Swaters, and it raced in bright yellow livery at various events in 1967 and 1968. It finished second overall at the 1,000-km Race at Montlhery in 1967, and it won the Cote de Condroz and Cote de la Roche Hill Climbs in 1968. The car was also entered in the 1967 24 Hours of Daytona when Ferraris famously finished 1-2-3. After its racing days concluded at the end of 1968, the 412 P was converted to street use for Dean Martin, Jr. and was often seen on roads around Hollywood. It is shown here at Pebble Beach for the first time since being restored to its original racing specification. 1958 Ferrari 250 Testa Rossa Scaglietta Spyder This Ferrari (chassis 0728) is one of the most famous of all Testa Rossas.

2015 Ferrari LaFerrari [w/video]

What a year it's been for enthusiasts who love high-performance, higher-dollar automobiles. The past twelve months or so have been consumed with the three horsemonsters of today's hybrid hypercar enlightenment: the Porsche 918 Spyder, the McLaren P1 and the Ferrari LaFerrari. Getting into just two of the three would be better than a lump of coal in one's stocking come holiday time, but for me, it'd still leave things feeling sadly incomplete, gnawing from within 'til the end of days.
Getting the call from Maranello, therefore, was even more fortunate and satisfying. The 918 Spyder - the only seriously green hybrid of the trio - shook me up with its sophisticated menu of technologies. The McLaren P1 remains more of a true hypercar than the Porsche, what with its e-motor designed to boost the lightweight beast to supernatural speeds above any terrestrial concerns like fuel efficiency. And now it's time for the Italian with the funny name, LaFerrari. No mistake about it: I've been waiting all year for this car a little more than I've been waiting for the other two.
This run of hypercars built up over the year like a famous three-part opera: The enthralling start of the drama sitting in the Porsche 918, tear-assing the heavier green dart around a track in Spain; then on to the UK with the lightness and quick heart of the biturbo V8 in McLaren's track-inspired P1, and it was all to be topped-off at Fiorano with the LaFerrari, fit for a Wagnerian finish.

2017 Ferrari GTC4Lusso First Drive

The Ferrari FF is a monster, a four-wheel-drive bread van with a 6.3-liter V12 that people like us have adored since it arrived in 2011. It's great to drive and better to look at, a shooting brake with more power, less practicality, and a higher price tag than pretty much anything else in this shape. Ferrari has sold almost 6,000 of them, handily beating its target of 800 per year. It was a success by any measure. Its replacement, the GTC4Lusso, might sound like something out of Ferrari's mad, bad Sixties brochures, but under the skin is pretty much the same aluminum-alloy space frame of the FF. Ferrari has carefully listened to its critics on practicality, price, and power, and duly made the GTC more powerful, pricier, and not much more practical. There have been some slight stylistic adjustments. A scallop was cut into the front fender and door skins to reduce the visual weight, and the roofline has been extended, terminating in a slight spoiler at the waist, which is said to improve aerodynamic efficiency by up to six percent. It looks sharp and mean on its 20-inch five-spoke alloys, although some of the detail, such as the wing vents and the absurdly long hood, verge on the cartoonish. The basic 65-degree, 6.3-liter, quad-cam V12 stays largely the same, but has a higher compression ratio and redesigned cylinder heads and pistons, which make the fuel/air mix burn more efficiently and consequently provides 30 more horsepower. The engine shrieks to 8,250 rpm, but peak power is 681 hp at 8,000 rpm with peak torque of 514 pound-feet produced at 5,750 rpm. Top speed remains the same at 208 mph, but the 0–62 mph acceleration time comes down slightly to 3.4 seconds. US gas mileage is yet to be homologated, but the European-cycle figures improve slightly – not that you care. The engine drives a rear-mounted, seven-speed, twin-clutch transaxle and then there is that extraordinary four-wheel-drive system, which consists of a simple, helical-cut, hydraulically controlled gearbox running off the front of the crankshaft. It weighs 100 pounds and has two speeds plus reverse and a couple of Haldex-type clutches to activate each wheel when required in first to fourth gears and at speeds below 124 mph. New for the GTC is a ZF rear-steering system, a ram powered by an electric motor that pushes the rear suspension against its bushings to give a couple of degrees steering in either direction.