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.
WHILE GROSSMAN HAD INDEED PURCHASED the very first Enzo (s/n 134297) he’d ever seen, after some 16,000 miles it was no longer the same car. The Ferrari was still straight and clean and had passed its PPI with flying colors, but Grossman’s full dream was to own the car as it had been in 2003—in other words, brand-spanking-new. The next step, then, was to disassemble and completely restore the ten-year-old Ferrari. Luckily, he knew just the guys to do it.
Grossman was a longtime client of both Algar, which would handle the mechanical work, and of nearby Karosserie, one of the few factory-authorized restoration shops in the world. Between these two facilities he had a ready-made dream team, led by Algar service manager Michael Bloch and Karosserie owner Steve McElroy.
Despite Bloch and McElroy’s decades of experience, this wasn’t going to be an easy project. For one thing, the Enzo, while relatively new, was built in very small numbers (just 400 were produced), which meant that finding parts would be a serious challenge.
Second, Grossman insisted on perfection in every aspect of the restoration, even areas that couldn’t be seen, which meant that every single component on the car would be subjected to intense scrutiny. It was a dual-edged sword: The pressure to deliver would be enormous, but the customer would truly appreciate the care lavished on his car and the level of skill involved—something that can’t be understated in a project of this magnitude.
Happily, everyone was in complete agreement with the plan, and both companies had the craftsmen on hand to return the Enzo to factory-fresh condition. Like captains before a big game, Bloch and McElroy would discuss their plans with Grossman and, as a team, often multiple times each week, they would chart the course of the restoration.