As an
address, Via Abetone Inferiore 4 in the northern Italian town of
Maranello won't stir the soul like Paris' Champs-Elysee or London's
King's Road -- unless you're an aficionado of the automobile. This is
the home of Ferrari, manufacturer since 1947 of some of the planet's winningest racing machines and most stirring sports cars.
On a recent afternoon, I presented myself at
the factory gates in the hopes of taking a peek inside. I felt like
Charlie Bucket waiting to slip inside Willy Wonka's candy factory;
Ferrari offers no public tours, and the golden ticket is a Ferrari
vehicle serial number and lots of advance notice. (No on both.) Or a
press credential and decent standing with the keepers of the Prancing
Horse keys. (Check.)
"A tour of Ferrari is a treat only for some, typically
our customers or the sponsors of our Formula One team," says Stefano
Lai, Ferrari's lanky bilingual communications director, handing me a
visitor's pass. "What you'll see inside speaks to our attitude not just
toward our cars but also our people."
Over
the next two hours, I and six stoked California Ferraristi are given a
leisurely look at the sprawling 36-acre complex, including prolonged
stops at the 160,000-square-foot machine shop where Ferrari 8 and 12
cylinder engines start life, the cozy engine assembly area where workers
patiently assemble each power plant by hand, the sprawling assembly
line, and the Gestione Sportiva area, where, if you visit during the
right time, you'll see Ferrari Formula One cars being cobbled together.
Off limits are offices and test facilities where future cars are in
development.
In the marque's darker days of the '70s and
'80s, its antique manufacturing made Ferraris synonymous with both
arresting beauty and mediocre quality. (In 1985, I sat in a months-old
512 BBi with a glowing light alerting the engine cover was open, when it
wasn't. The owner simply shrugged, saying it was that way from new.)
Today,
Ferrari looks like a manufacturing leader. The factory's gleaming glass
and steel structures are the work of celebrated architects. Ferrari
planted 25,000 trees and 200 species of plants around the factory to cut
its carbon emissions. There's also an array of solar panels, a power
station burning natural gas and a fleet of red bikes that some 2,500
red-suited employees use to get around. It's part of a modernization by
Ferrari chairman Luca di Montezemolo, who calls the ethos Formula Uomo,
"uomo" meaning man in Italian.
No matter which facility we drop in, no one seems to be in a rush or
yelling. Often the loudest thing heard is the dull squeak of rubber
wheels against a painted floor. Carts containing parts for each car roll
from station to station. An almost Teutonic sense of order reigns, and
nowhere more so than in the assembly line facility.
Entering this cavernous area, Michael Yancey gasps. "So, this is
where it all happens," he whispers as the body shell of a California
loops over our heads on the way to becoming a quarter-million-dollar
showroom queen.
Yancey is new to Ferrari after decades in Porsches, and impressing
folks like him is savvy marketing, considering many Ferrari owners
arrive through word of mouth. Yancey made the switch after years of
hectoring from his Ferrari fanatic brother, David. The San
Francisco-based commercial real estate investor recently took delivery
of a black California.
"Being here, I get the sense that a lot of care goes into making
these cars, that the notion of them being hand made really is true,"
says Yancey, who then laughs. "They're expensive machines, twice a
Porsche. But maybe now I see I'm not over-paying as much as I thought I
was."
In
this facility, where a Ferrari becomes a Ferrari, you witness an
impressive ballet between man and machine. Anything heavy or repetitive
is outsourced to a robot of some kind, but any job requiring judgement
and a deft touch are left to workers.
In the former camp are jobs such as ferrying the increasingly
complete automobiles from station to station, some 50 in all, where
craftsmen wait to rig wiring, install seats and mate gearboxes to
transmissions. The most impressive mechanical assist comes from the jig
each body is attached to: it swivels on command to place the shell at
just the right height and angle depending on the worker's size.
Similarly, the most dazzling
piece of hand assembly happens on the dashboards, where unblemished
hides and flawless carbon fiber are fitted into the area that each
Ferrari owner will come to know well. All told, some 30 cars leave the
factory daily, around 7,000 per year. (A typical auto factory can build
that many cars in two weeks.)
The tour concludes with a visit to Gestione Sportiva. While there are
no 2012 F1 cars on display here today, there are a few dozen older F1
models all in Ferrari's trademark Rosso Corsa red. All are owned by
customers, but kept by Ferrari and shipped to tracks for driving events.
The Corse Clienti program leaves Yancey's head spinning.
"Just incredible, nearly $2 million to own one of these old F1 cars
and about a million a year to fly it around to whatever tracks you want,
complete with your own Ferrari pit crew," he says. He later asks the
tour guide how much the insurance is on a building with some $40 million
worth of cars. Her blunt answer: "High."
That's pretty much how the tour group feels when the tour bus drops
us back at the reception area, next to the gift shop. For a moment,
we're all a bit deflated - it's a bit like heading into the stands after
visiting the locker room. But there is a consolation prize that will be
handed out each time a Ferrari rips down a street near us. We may not
know where that car will wind up, but it's extremely satisfying to know
where it started.
![[foto de la noticia]](http://estaticos02.marca.com/imagenes/2012/08/25/futbol/equipos/real_madrid/1345884437_extras_portadilla_1.jpg)
Williams has now
won 35 of her last 36 singles matches, having claimed the Olympic
women's title for the first time as well as defending her doubles crown
with older sister Venus.
