The
Automotive Industry of the 20th Century was known for some very
extrovert and assertive leaders, – Henry Ford, Colin Chapman, Bob Lutz and Enzo
Ferrari being just four examples. And,
regarding the last named, Italy has not in this field been short of charismatic
personalities – Gianni Agnelli, Carlo Abarth and Luca Di Montezemolo, for
example, readily coming to mind. On the
other hand, some of their most innovative and influential compatriots have been
notable for their relative modesty and restrained behaviour – think of Marcello
Gandini, Giampaolo Dallara and Giorgetto Giugiaro. But perhaps the exemplar of such a figure is Giuliano
Michelotto. In appearance and manner
today you might easily imagine that Michelotto is a master chef of the highest
order, or, perhaps, a university professor with impeccable scholastic
credentials. Yet, despite his apparent
quietness and gentle demeanour, his has been a lifetime of achievement and
entrepreneurship in the demanding sphere of the engineering required for the
most high-performing type of road cars and for success on motorsport tracks and
rally stages. And in conducting such an
exceptional career, Michelotto successfully developed and maintained a
relationship with the notably volatile Enzo Ferrari, gaining his complete trust
to carry out programmes on behalf of the Maranello manufacturer with the utmost
discretion and diligence. As a result,
several of the most famous/high achieving Ferraris were in effect developed and
made by Michelotto ‘in secret,’ rendering his Padova-based premises the
ultimate in-house skunkworks, even though they are 160 km down the road!
In
terms of cars on the road, by how you define what constitutes a ‘Michelotto’ is
not a straightforward notion. As specialist
components made by third parties and used by Michelotto in its own work, (and
parts made and/or modified at the Via Chiesanuova officina), were made
available to other constructors, tuners and garages, we see cars advertised
today with ‘Michelotto’ included in the model name which have never even turned
a wheel in Padova. It is also necessary
to bear in mind that in period Michelotto itself often modified an initially
standard, ex-Maranello car and sometimes upgraded – e.g. from Group 4 to Group
B form – a car sold to its first owner as a ‘Michelotto.’ In this survey I have sought to exclude any
car that is not a full blown Michelotto, but in a field of plentiful
uncertainties, I’d welcome feedback concerning any car I’ve cited which you know
to be other than ‘pukka.’
One
other introductory note – my interest in Michelotto is focused on the Ferrari
308, 328, 288 GTO and F40 models. I am
aware and appreciative of the other cars with which the business has been
involved in more recent times, e.g. Ferrari 333 SP, 348, 360, 430, 458, Osella
PA16 and the Isotta Fraschini Tipo 6 LMH.
All cars of considerable distinction, but not subjects for my current
programme of research. Thus, they are
not covered within this survey.
Born
in 1948, Michelotto was only just into his third decade when he established his
business in central Padova, ‘Officina Michelotto.’ Without much elaboration, most accounts of
the business’s early days simply say that its motorsport focus was on the
preparation of Minis and DAFs, with progression in ’73 in being appointed as a
Ferrari service point. As a further
diversification, Michelotto also began to offer tuning and preparation for
rally competitors running Lancia Stratos models. The quality of Michelotto’s work is evidenced
by sustained success in the Italian Rally Championships. The ’76 Championship was won by Antonio Fassina/Mauro
Mannini, usually in a Scuderia del Grifone-entered Stratos, (by Jolly Club in
Sicily). Also highly competitive in a
Michelotto Stratos that year were Adartico Vudafieri and Stefano Bonaga in another
Scuderia del Grifone/Corse Padova-entered car.
The following year the winning Stratos was crewed by Mauro Pregliasco
and Vittorio Reisoli. In ’78 the promise
shown by Vudafieri two years previously, was fulfilled by his taking of the
Championship together with Mauro Mannini in their Jolly Club Stratos. That year was also notable for Vudafieri – on
this occasion paired with Massimo de Antoni – in his 2nd overall
finish in the Targa Florio Rally. As the
decade closed out, the National Champions once again were Fassina/Mannini.
As an example of a Michelotto Stratos, shown below is the car driven by Anna
Cambiaghi and Mariagrazia Vittadello to 6th place overall in the ’79
Targa Florio Rally.
 |
Courtesy RS 65 |
On
the world stage, the Stratos was a dominant rally car from ’73 to ’81 and in
the latter part of that period continued to be highly competitive despite Fiat
shifting its main support to the 131 model, and the improved technology
incorporated in more recently introduced rivals from other manufacturers. Private/amateur owners tended to be very
loyal to the Stratos, but, by the mid-Eighties, were looking for something
different when the time came to replace a car.
Thus, to many people’s surprise given the marque’s perceived status and
focus on circuit-based motorsport, the Ferrari 308 began to be
considered for rally participation. The
model’s first iteration, introduced in ’75, had a 250 bhp rating for its V8
engine on carburettors, down by 25 bhp on the 12 valve Stratos V6, but with
much inherent ‘reserve,’ making tuning to around 300 bhp relatively
straightforward. In ’76 the French
Ferrari importer, Charles Pozzi SA, commissioned Michelotto to prepare a 308
for Group 4 rallying. Key to the project
was work to lighten the car, which in standard form was 1050 Kg (glass fibre)/1200
Kg (later, steel bodied version), while the power : weight ratio was further
enhanced with a high compression version of the engine. The power unit also benefited from the
adoption of fuel injection and high lift cams.
The gearbox was replaced with a close-ratio unit. Apart from the (mainly body) structural
modifications, chassis components were mostly left as standard, though wider
wheels were run, necessitating the additionally-flared wheel arches which
contributed significantly to the distinctive ‘look’.
This became an
ongoing programme quite swiftly as competitive successes accrued and saw
Michelotto eventually complete 11 examples.
Capability in terms of reliability as well as pure performance was validated
by overall victory in the Targa Florio Rally two years in succession, crewed in
‘81 by Jean-Claude Andruet/Christian Gilbert, and in ’82 by Antonio
Tognana/Massimo De Antoni. With the
consolidation of Michelotto’s reputation for excellence, he came to the attention
of Ferrari and a business relationship between the Maranello and Padova
businesses was fostered and progressively formalised. Subscriber JAM1 on FerrariChat has posted a
list of chassis numbers/first owners of the 11 Michelotto 308 GTB rally cars:
Chassis #
|
Date
|
Client
|
|
Chassis #
|
Date
|
Client
|
|
Chassis #
|
Date
|
Client
|
20951
|
01-78
|
Michelotto
|
|
19051
|
05-80
|
Grosoli
|
|
19913
|
09-80
|
Liviero
|
26713
|
04-81
|
Pozzi
|
|
21071
|
02-82
|
Pozzi
|
|
20373
|
04-82
|
Pozzi
|
31559
|
07-82
|
Garage Francorchamps
|
|
08380
|
01-83
|
Wide Word of Cars
|
|
31135
|
02-83
|
Pozzi
|
18905
|
08-83
|
Cobra Racing
|
|
21883
|
02-85
|
Wiener
|
|
|
|
|
 |
#20951 – The first
Michelotto Group 4 308 (Tour de France, ’22) Courtesy Barchetta Images |
 |
And the last - #31135 Courtesy Wouter Melissen
|
Ferrari,
especially in the era about which I am writing, was closely associated in all
body design/making matters with Pininfarina.
Such concerns were however handled by Carrozzeria Cognolato on the
models for which Ferrari delegated development to Michelotto. Dino Cognolato had started his business in
Padova in ’64 and became known for particular expertise in working on aluminium
bodied cars. Michelotto and Cognolato
formed a close working relationship which, as with Ferrari/Michelotto, was
characterised by a high level of mutual trust.
The
FIA Group 4 category was revised in ’70 as being for production-based Special
Grand Touring cars of which 500, (subsequently 400), examples were required for
homologation. In ’83 a further revision adopted
the title Group B, (which specified 200 examples for homologation). The Group B regulations enabled performance
potential different from that of the Group 4 cars, so Michelotto switched its
build programme to Group B compliance.
Michelotto built 4 Group B (recently a claim has been made that a 5th
car exists) 308 GTBs. For homologation
compliance these were bodied in steel/glass-fibre, (though #18869 was
all-glass-fibre), and thus were not just as lightweight as would have been
ideal. Power was, however, increased to approximately
290 bhp from the engine, helped by a revised Kugelfischer fuel injection set-up. Going further still, #18971, #22409 and
#18847 were fitted with the ’82-introduced Quattrovalvole engine, good for 310
bhp. The Group B 308s featured an
upgraded transmission, suspension/steering and wheels, in the form of 5 spoke
Fondmetal Canonica rims.
JAM1’s FerrariChat-posted
list for Group B 308 GTBs is shown below:
Chassis #
|
Date
|
Client
|
|
Chassis #
|
Date
|
Client
|
18869
|
02-83
|
ProMotorSport
|
|
18971
|
05-83
|
ProMotorSport
|
22409
|
08-83
|
ProMotorSport
|
|
18847
|
04-84
|
ProMotorSport
|
(#18869 had originally been built as a Group 4 car in ‘76).
 |
#18847 Courtesy Girardo & Co
|
The
success of the Michelotto 308s, sustained for the best part of a decade, must
have been a leading factor in the consolidation of Ferrari’s reliance on the
services of the Padovano’s officina for its ‘special’ projects. And in ’85 an especially special ‘special’
landed on Giuliano’s plate. Ferrari had
decided that the 308 would be a good basis for a new higher performing model
with designed-in circuit racing potential and this was realised with the
emergence of the 288 GTO in ’84. As a
‘production’ model, the GTO was intended to appeal to the Ferrari customer who
wanted more performance for the road together with relative exclusivity, the
latter delivered by a planned run of just 200 examples. This number would however, facilitate FIA
homologation which would in turn enable the creation of a full-blooded Group B
racing version. In fact, the level of
customer demand for the 288 was such that 280 were eventually built.
Central
to the 288 GTO project was Ing Nicola Materazzi, recruited to Ferrari in ’79. Prior to that, Materazzi had spent most of the
decade at Lancia, where he made key contributions to the design/specification
of the chassis of the Flavia, Fulvia and Stratos models. In the course of this, Materazzi became
acquainted with Michelotto and a solid friendship was established. It was no surprise therefore that when it
became time for the race version of the 288 to be designed/developed, Materazzi
was confident in assigning the work to Michelotto in ‘85. The two major strands of the project were a
substantial reduction in kerb weight and a big – target = 625+ bhp – increase in
engine power. The car would be
designated ‘GTO Evoluzione.’
The
first prototype - #50253 - was built on the standard GTO chassis. This was shown at the Geneva Show in March ’84. Two modified chassis examples, #70167 and
#70205 were completed the following year.
Subsequent prototypes were #79887, #79888 and #79889. According to the FIA regulations, the number
of Evos required for homologation purposes would be 20. However, the production programme never
started – the new Group B category being cancelled by the FIA in the wake of
concern about the safety of such very high performing machines crystalised by
the deaths of Henri Toivonen and Sergio Cresta in their Group B Lancia S4 on
the Tour de Corse rally in May ’84.
Thus, only 6 GTO Evos were built:
#50253
‘84 –2nd 288 GTO prototype, converted in ‘85 to GTO Evoluzione #1
#70167
‘85 GTO Evoluzione #2. F114 CR (550 bhp)
engine. Fully refurbished at Michelotto
in ‘14/’15
#70205
‘85 GTO Evoluzione #3. Standard 288 GTO
(395 bhp) engine. Utilised for F40
development
#79887
‘88 GTO Evoluzione #4. F114 CK (650 bhp)
engine. (Is easy to identify from the
six holes drilled in its rear quarter windows. (Michael Call))
#79888 ‘88 GTO Evoluzione #5. F114 CK (650 bhp) engine.
#79899 ‘88 GTO
Evoluzione #6. F114 CK (650 bhp)
engine.
Where
the 308 had been in basis a monocoque, the 288 GTO’s chassis was in essence a
spaceframe constructed with small diameter steel tubing. The 308 as modified by Michelotto had
featured weight saving with the use of materials other than the basic
steel/glass-fibre fabrication of the production version. This approach was substantially extended for
the Evoluzione thanks to the newly available alternative materials – Kevlar
complementing the glass-fibre elements of the body, carbon fibre for the tub
and rear wing. More conventional, but
effective features included aluminium for the floor and lighter gauge frame tubing. All in all, the savings were substantial – at
940 Kg, the Evoluzione’s weight was just 81% of the 288 GTO’s.
The
288 GTO was powered by the 2,855 cc F114 V8 with twin turbochargers, good for
395 bhp. During development, #70167
carried a ‘CR’ version of the unit with turbo boost increased by 75% and a
compression ratio hiked by 2.5%, enabling an output of 530 bhp. Finally, a ‘CK’ version was introduced – this
gave 650 bhp @ 7800 rpm, facilitating a tremendous top speed capability of approaching
230 mph.
The
body incorporated a number of modifications to that of the 288 GTO, some, such
as the front spoiler, had aerodynamic functionality, while most were for the
purpose of inducting and internally managing cooling airflows.
With
the revision of the rules by the FIA in ’84, the GTO Evoluzione’s reason for
being was removed. These cars would not
compete in circuit racing as had been intended.
However disappointing this may have been – even now in distant
retrospect – the programme was soon serving a new purpose and a potentially
more significant one for the marque at that.
Note in the list above that #70205 was utilised for F40
development. As is nowadays observed
as a received wisdom, the model was the ‘bridge’ between the Tipo F114, 288 GTO
and the Tipo F120AB/F120D (U.S. version), F40. Its exploration of the use of composites
technology enabled the F40’s further increase in power to weight ratio. Where, as mentioned above, the Evoluzione, a car
specified towards the extreme end of race car standards, was 19% lighter than
the 288 GTO, the F40, with various concessions to comfort and convenience ‘on
the road,’ weighed-in dry at just 1,235 Kg (European specification). That the structure benefited from the
materials pioneering applied to the Evoluzione is clear when the weight of the
Michelotto-built F40 CSAI-GT is considered – 1,050 Kg.
The
F40 project got underway in early ’86 with the by now 88 years old Enzo Ferrari
being content to leave the creation of the model to Materazzi. He was fully in approval of Materazzi’s
inclination to specify and design this vehicle on a race car basis despite the
commercial intention being to market it as a prestige-priced road car with a
planned production run of 400 units. Establishment
of the concept was a triumph for the spirit of Ferrari, given that this would
not have sat easy with Fiat’s top management and notwithstanding that since ’69
Enzo himself had progressively ceded management control and influence over the
business, as the Stabilimento di Mirafiori culture increasingly took over at
Maranello.
Styling
of the F40 was entrusted to the care of Leonardo Fioravanti in collaboration
with the senior Pininfarina team of Brovarone, Camardella and Ramaciotti. Their proposal emerged quite rapidly and
secured initial approval around the mid-year point of ’86. This laid the ground for the construction of
a prototype at Michelotto which was running by late Spring ’87. This was powered by an enlarged (to 2,936 cc)
version of the 288 GTO engine, rated at 471 bhp. Though some aspects of the F40 were ‘mild’ in
comparison with the GTO Evoluzione, this was a model in which out and out
performance was emphasised and in recognition of this, Pirelli developed the
P-Zero for fitment as the OE tyre.
As
Michelotto created a reality from the design renderings, it was found that some
aspects could not be fabricated feasibly in three dimensions. It was second nature to the officina to
simply get on with determining and then making modifications. However, when Pininfarina learnt of this, considerable
offence was taken, the famous carrozzeria feeling it had been disrespected and
that the F40 ‘in the metal’ was not representative of the design submitted to
and approved by Ferrari. As an
expression of its displeasure, it was decreed that the ‘Pininfarina’ script badges
were not to be mounted, as had been specified, adjacent to the leading edge of
the rear wheel arches. A further
confirmation of the high esteem in which Enzo held Michelotto was delivered by
his backing of the Padovano in the spat.
And, in any case, reception of the F40 at the launch was so favourable
that the Pininfarina name was not about to be linked to any sort of aesthetic
faux pas, so it wasn’t long before fitment the badges on the rear quarter
panels was just another unremarkable item on the standard build checklist.
Most sources give 21st
July ’87 as the date of the F40’s unveiling in Maranello’s Civic Centre, with
Enzo Ferrari in attendance. (However,
Keith Bluemel – well-known F40 owner and writer – has indicated that the event
took place in June ’87 and was held in the factory Museum). Most accounts suggest that #73015 and #74045
were present.
It
is generally reported that Michelotto completed 7 F40 Prototypes between
June and November ’87, Interviewed by
David Cironi, Ferrari test driver, Dario Benuzzi, recalled there as having been
8 Prototypes.
#73015 Eventually destroyed in crash test process
#74045 Subsequently converted to LM specification. (RM Sotheby says 3rd made)
#75580
#75052 Given to Marco Piccinini as a thank-you for his
management of the F1 team in ‘87 and ‘88
#74049
#74047
Restored at DK Engineering. DK says this
was 6th built; ,Supercar Nostalgia says it was 3rd
#75034
At
least one other source suggests two more from this date window:
#74327
#76354
Also,
Marcel Massini has provided some additional Prototype chassis numbers, which
were produced after November ‘87:
#76687 This has been said to be one of a batch
of ten cars built at Michelotto prior to start of series production
#77107
#78206
#83405
#83406
#84517
#99401
Detail aspects of the Prototypes varied car to car as the build and development processes ran in parallel and there was a good deal of retro uprating as new solutions and improvements were discovered on an ongoing basis. The Prototypes were in general characterised by such detail points as the lower rear quarter panel vent slots being five in number, (usually 4 for series production); the Plexiglass engine cover had 11 vents, while once in production form the number was 20; door mirrors were consistently mounted on the front side window quarterlight of Prototypes; as can be seen in the first photograph below, the rear fog lamps, where fitted, were mounted in the transverse lights/registration plate panel, whereas they were in the rear valance on the series production vehicles; Prototype steering wheels carried the script of maker, Momo, (not replicated on series production cars). As with other detail features, there were variations – the wheel on #73015 for instance being trimmed in black suede and with unpainted spokes/no ‘Momo’ script.
 |
Left: Prototype, #74049
Courtesy Joe Sackey; right: series production #83249 Courtesy Autocar NZ |
 |
Left: Prototype, #73015
Courtesy Supercar Nostalgia; right: series production, #83783 Courtesy Collectors
Car World |
 |
Left: Prototype, #75052 Courtesy Tom Hartley Jnr; right series
production, #83620 Courtesy Bonhams
|
 |
Prototype, #75052
steering wheel with ‘Momo’ script on lower spoke Courtesy Tom Hartley Jnr |
Before very many series production F40s, (about 50 it has been
suggested), had been built, it became obvious that most customers were finding
the racing-style small Lexan sliding windows highly inconvenient. The only feasible counter measure was the
introduction of manually cranked, full frame tumbledown glass panes. (James Cottingham of DK Engineering is
adamant that the sliding window remained as an available, customer-chosen
option throughout the F40’s production run).
As seen in the second image below, a Kevlar interior door trim card is
fitted to cars with the winding windows.
 |
Prototype # 74047, sliding
side window Courtesy Concours of
Elegance.co.uk |
 |
Left: Prototype sliding window
Courtesy Sterling Sackey; series production right cranked window Courtesy F40 Parts.co.uk |
Even
before the close of ’87, pressure was being exerted on Ferrari’s Managing
Director, Giovanni Rastrelli, to initiate an F40 racing programme. But this was not forthcoming from Materazzi
or any other competition enthusiast within the Maranello factory community. Harking back to the 308 era of the mid-80s,
it was once again the lobbying by the Charles Pozzi firm in Paris that
persuaded Ferrari to contemplate versions specified for the track. And when it was time to move from just
‘thinking’ to creating, Ferrari turned once again to Michelotto. Though Rastrelli had agreed in principle to a
race version, he insisted that Pozzi set up a contractual arrangement with
Michelotto and this was limited – initially at least – to the build of just two
examples, and their legal ownership was assigned to Ferrari. These cars were #79890 (built in October ’88)
and #79891 (January ’90). Frustratingly,
an original intention to run the model in the World Sportscar Championship
proved not to be feasible and so entry to the U.S. IMSA Championship was
substituted. Although this now meant
that the type would not compete at Le Mans, it was nevertheless designated,F40
‘LM,’ Tipo 120B. The LM was 53 %
up in power terms on the standard F40, boasting 471 bhp, whilst weight was down
to 1,050 Kg, against the 1,235 Kg of the road car. However, during testing at very high speed
stability was a problem and various countermeasures were tried – mechanically
with a lower ride height/revised springs and dampers, and, aerodynamically,
with additions such as a splitter – but no improvements big enough to provide
full confidence for running on the Mulsanne Straight were achieved and thus the
intention to run at La Sarthe lapsed.
17
more LMs were eventually completed between May ’90 and April ’94. Additionally, F40 Prototype, #74045 was
converted in May ‘92 to LM specification.
It ran in the ’95 24 Hours and finished 12th, 6th
in class. The following month Ferte/Thevenin drove it to
victory at Anderstorp. Subsequently, in ’96, #74045 confirmed its status as the
Chameleon F40 when it was further converted, now to GTE specification. Of other LMs, #79890 was driven to three podium finishes in the IMSA GTO
Series in ’89 and ’90. In the same
series, LM #79891 chalked up a 2nd and a 3rd in’90. In summary, LMs competed in the following
series/seasons: IMSA GTO, ’88, ’89 and ’90; BPR Endurance, ’95 and ’96.
On
the Italian national racing scene the 90s saw increasing interest in the GT
category. The governing body, CSAI, defined
and promoted a series known as the Italian Supercar GT Championship for which
the F40 was thought highly suitable. To
some extent the cars were of the silhouette type, i.e. externally very similar
to the road-going model, but with scope for a degree of engine performance
enhancement, chassis/body lightening and suspension/brake system upgrading. Michelotto built four 550 bhp/1,050 Kg F40
CSAI-GT cars in ’93 and a further two in ‘94 and ‘97. The first car completed for Jolly Club, #80742,
recorded 12 wins in the ’93 and ’94 seasons.
A sister car, also mainly run by Jolly Club, #94362, won twice in ’94
and was 2nd or 3rd in ten events over the two years.
Following
on from the initial batch of CSAI-GTs, Michelotto was tasked with a programme
designated F40 GTE, mainly using a larger, 3.6 litre, version of the F
120 B V8 and an Xtrac #105 sequential transmission. The GTE was in effect an evolution of the LM
model, six being built between ’95 and ’98 at Michelotto. There was quite a lot of variance in the
specification of this batch of cars and with ongoing upgrading/modifying, a
standard specification is not really definable.
However, the power output with the 3,600 cc engine could be as high as 800
bhp, though some cars at varying times were equipped with 2,936 cc or 3,495 cc,
less powerful variants. Weight was around
1,050 – 1,100 Kg.
The
final international races in which the F40 GTE competed were the two Brazilian
events comprising the Temporada Series – the GTE taking a podium place in the
race at Brasilia.
For
many Ferrari enthusiasts, the F40 is the marque’s ultimate interpretation of
the ‘supercar’ concept. However, at
Maranello there has always been a ‘could we go one better?’ outlook, and this
was manifest in the creation of the F50. The Tipo F130 was presented in ’95 and, given
its V12 atmospheric engine and carbon fibre tub construction, it had the
on-paper potential to outdo even the fabulous F40. A decision to develop a competition version
was quite speedily reached and Michelotto and Dallara were charged with the
project. However, whilst the F50 GT
was in the initial development phase, the FIA made changes to the parameters of
the GT1 class in which it was intended to race.
These changes facilitated a specification/homologation package which
enabled Porsche to create the 911 GT1 – in effect a full blown racing prototype
against which the F50 GT would be uncompetitive. Thus, the project was abandoned with only three
cars built and no race participation experience acquired. As a measure of compensation, Ferrari
maintained a sports car racing presence with another Michelotto collaboration
project which had got underway in ’94 – the F333 SP.