Doors and exterior body panels were removed for repainting; the painted roof panel is part of the central tub.
Curved aluminum hinge allows “butterfly” doors to swing up and forward.
Many Enzo-specific components feature a hand-etched serial number (in this case, 703208).
Original paint was removed by hand so as not to damage delicate carbon-fiber bodywork.
After 60 days of hand-sanding, exterior panels were prepped for four coats of paint and three coats of clear.
Careful taping was needed to re-create factory’s black-over-red paint on bodywork’s edges.
Original wheels were resprayed in factory silver. The hole in the center of the wheel cannot be painted; if it was, the wheel might come loose after being tightened onto the hub.
Interior and exterior carbon fiber, including the undertray, was hand-polished until it gleamed.
Special carbon-fiber tape is used for minor repairs.
Finished panels ready to be refitted to chassis.
Cardboard template keeps Enzo’s timing-cover bolts, which are different sizes and lengths, in their proper place.
Removing the timing cover reveals the V12’s four chains. The cam-shafts are at the top, driven by an intermediate gear; the crankshaft’s main drive gear sits below that, with the water/oil-pump assembly gear off to the left.
Original clutch was still in good shape, but in the quest for perfection it was replaced with a new one.
Cams and valves were clean and showed no signs of wear, so were left untouched during engine’s major service.
Enzo features push-rod suspension, in which wheel movement is sent via mechanical linkage to horizontally mounted shock absorbers.
With hood and front fenders removed, front subframe becomes visible. Note nearly horizontal placement of radiator cooling fans.
Enzo engine bay sans V12. Shocks and springs sit atop crossmember; rusty metal beam helps hold transaxle in place once engine is pulled.
In November 2003, Jeff Grossman received a telephone call from Francis DeRuschi, the General Manager of Algar Ferrari. DeRuschi invited Grossman to visit the dealership, near Philadelphia, because he had something very interesting on hand. In short order, Grossman, with son in tow, arrived—and feasted his eyes upon his first Enzo.
“It was sitting in the wash bay, and I just fell for it,” Grossman recalls. “It was the most beautiful work of art I had ever seen in my life!”
At the time, buying an Enzo of his own was just a dream. But if the dream ever came true, Grossman decided, he wanted to buy this exact car.
Jump ahead to November 2005: same dealership, same Enzo. This time the Ferrari sat on the showroom floor, looking for a new owner. DeRuschi encouraged Grossman to fulfill his dream, but Grossman had other priorities and knew he would, once again, have to wait.
In July 2008, like a siren’s song, the Enzo again popped up on Grossman’s radar. This time it was advertised for sale in Florida, but, before he could decide on a course of action, the Ferrari vanished.
Four years later, in November 2012, the time had come. Grossman was ready to buy an Enzo—the Enzo. He knew I knew who owned the Ferrari, so asked me for an introduction. As a friend to both parties, I played matchmaker and backed out of the picture.
A few months later, the Enzo’s owner invited Grossman and family to his home to reconnect with the car. That was all it took: A purchase price was soon agreed upon, and by August 2013 the deal was done. It had taken a decade, but Grossman finally owned the Ferrari of his dreams.
Well, not quite.