60 auto italia
renewed. The alternator, water pump and starter
motor were rebuilt and the clutch release bearing was
replaced, but the engine was in such rude health –
leaks aside – that we didn't need to do anything more
than service it. Considering the car is driven at the red
line a lot, I'd say that's testament to the impressive
strength and durability of the V8.
“Indeed, considering how hard the car is driven on a
regular basis, it was surprising how little needed to
be done overall. Pretty much everything we did was
routine, but we did get one surprise: when we
investigated a transmission oil leak, we found that
the gearbox selector mechanism was damaged and
it should have made gear changes extremely
difficult, if not impossible, but Chris hadn't noticed
any problems with it.
“Before we had even started work on the car the
decision was taken to paint it black and red, which are
the Barkaways colours. In some ways that was a bit of
a shame because Richard Allen was well known for his
silver cars and his tenure of this 328 is an important
part of the car's history. But when Chris's 328 came in
to our workshops it was the start of a new chapter for
this well-known racer, and the change of colour
scheme reflects that.”
Chris concludes: “As with any old car, it's easy not to
notice the gradual deterioration that's inevitable, so
refreshing my 328 was bound to transform the driving
experience and also the car's competitiveness.
Because the minimum weight to compete in the
series was dropped from 1255kg to 1245kg, and with
my car already weighing 1280kg, we stripped out the
boot trim, fitted a more compact race battery and
removed all of the air con pipes and associated parts
to drop the weight to around 1260kg. Impressively,
despite all of the miles it's covered, the V8 still
produces 270hp, which is the original stated power
output when it left the factory. With the car leaner
than ever and comprehensively refreshed, I'm looking
forward to another season of club racing, which I'd like
to dedicate to the wonderful mentor and gentleman
who was Richard Allen.” III
The Pirelli Ferrari formula classic (PFfc) series has enjoyed 15 years of close
and friendly racing. Today the series invites cars up to 1997 (i.e. before the
introduction of the 360 Modena) but excludes turbocharged cars. Many
different tipos have proved competitive in recent times, including the 308
GTB/S, 328, 355 and even 550, but the most cost-effective way onto the grid is
with a 348, Mondial or 308 GT4.
To get started, a road car requires only basic preparation, concentrating mainly
on MSA safety regulations and brake cooling. For those who wish to improve their
cars further, there is provision for light modifications in the class structure.
Drivers must be members of the Ferrari Owners’ Club, and in possession of an
MSA racing licence of minimum grade National B for UK races and National A for
any overseas rounds. The ethos of the series is for competitive – but at the same
time gentlemanly – racing. There is a driver code of conduct which is mandatory
and enforced when required.
Says Chris Butler: “While circuit racing isn't as cheap as hillclimbing, the costs
of running in the PFfc aren't exorbitant. A set of tyres costs £1000 and lasts most
of the season, while fresh brake parts and routine servicing will be another £2000
or so per year, including replacement cambelts. A clutch costs about £750 but
should last three or four years quite easily, while race meeting entries are £500
or so and there half a dozen of these per season. Throw in some accommodation,
food and fuel and the whole thing comes to £10,000-£12,000, which is pretty
good value considering we're racing Ferraris at some of the most prestigious and
exciting circuits in the world.”PIRELLI FERRARI FORMULA CLASSIC
IN ASSOCIATION with