The Dream

The Dream 1
The Dream 2
Doors and exterior body panels were removed for repainting; the painted roof panel is part of the central tub.
The Dream 3
Curved aluminum hinge allows “butterfly” doors to swing up and forward.
The Dream 4
Many Enzo-specific components feature a hand-etched serial number (in this case, 703208).
The Dream 5
Original paint was removed by hand so as not to damage delicate carbon-fiber bodywork.
The Dream 6
After 60 days of hand-sanding, exterior panels were prepped for four coats of paint and three coats of clear.
The Dream 7
Careful taping was needed to re-create factory’s black-over-red paint on bodywork’s edges.
The Dream 8
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.
The Dream 9
Interior and exterior carbon fiber, including the undertray, was hand-polished until it gleamed.
The Dream 10
Special carbon-fiber tape is used for minor repairs.
The Dream 11
Finished panels ready to be refitted to chassis.
The Dream 12
Cardboard template keeps Enzo’s timing-cover bolts, which are different sizes and lengths, in their proper place.
The Dream 13
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.
The Dream 14
Original clutch was still in good shape, but in the quest for perfection it was replaced with a new one.
The Dream 15
Cams and valves were clean and showed no signs of wear, so were left untouched during engine’s major service.
The Dream 16
Enzo features push-rod suspension, in which wheel movement is sent via mechanical linkage to horizontally mounted shock absorbers.
The Dream 17
With hood and front fenders removed, front subframe becomes visible. Note nearly horizontal placement of radiator cooling fans.
The Dream 18
Enzo engine bay sans V12. Shocks and springs sit atop crossmember; rusty metal beam helps hold transaxle in place once engine is pulled.
The Dream 19

MEANWHILE, OVER AT ALGAR, the Enzo’s engine had been pulled from the chassis for inspection. The engine ran well—shop foreman and master technician Tony “Tony D” deRemigio reports that the Enzo’s V12 gets better with miles—and was in fantastic condition inside, so it was simply serviced. The engine received new valve chain guides, clutch, and oil and water pumps, while the hydraulic pump that powers the F1 shifting system was replaced.

While working his way through the rest of the Enzo’s mechanicals, deRemigio discovered that the front suspension lifter, which manually raises the car’s front end for additional ground clearance at low speeds and automatically lowers it at high speeds, was non-operational. Rather than simply swap out the part, however, he had to figure out the reason it failed—which turned out to be a fault in the ECU that controls the motor.

Both units had to be replaced, but finding a replacement Enzo front suspension lifter motor ECU is more difficult than finding that needle in the haystack. Luckily, Algar’s parts team—Livio Ramani, Kevin O’Donnell and Nick Graham—had the experience and worldwide contacts to find a new unit in a Maserati dealership in Modena, a few miles down the road from the Ferrari factory. (The same ECU was used in the Enzo-based Maserati MC12.)

The Algar crew also attended to the car’s cosmetics. Exterior engine parts that showed signs of wear were swapped for new ones, and a new stock silencer and exhaust tips were fitted. Inside, the dash’s control buttons, air ducts and HVAC control panel, along with the seat handles, were sent to Sticky No More for an impeccable new finish. The seating surfaces showed a bit of wear, so the leather was renewed to pristine condition by a local craftsman using a special leather treatment and a lot of elbow grease. New three-point seat belts were installed and the airbags were replaced for safety reasons (the factory recommends doing this every ten years), but, as an added bonus, they came with new black leather surfaces. Elsewhere, even the seat rails and the clips that cradle the rear engine cover’s support pole were swapped for new items.

All these changes were easy compared to what the team faced with the steering wheel. Replacement Enzo steering wheels simply do not exist, but Bloch located the company, Key Safety Systems of Sterling Heights, Michigan, that made the wheels for Ferrari in the first place—and, miracle of miracles, it offered to bring the wheel back to perfect condition. The decision to send the Enzo’s steering wheel to Key’s factory in Tregnago, Italy (where it was originally made) was still a difficult one—what would happen if it got lost? There was serious tension in the air when the package was held in Italian customs for ten days, but in the end it arrived safely at the manufacturer. Two weeks after that, the wheel, now fitted with new leather, LEDs, electronics and buttons, was back at Algar.

When the chassis and mechanical work was complete, the Enzo was sent back to Karosserie for final assembly. In went a new windshield and engine cover, headlights, emblems, fender shields and front splitter. The body panels were re-fitted and meticulously aligned. The refinished wheels, wrapped in brand-new model-specific Bridgestone Potenza Scuderia tires, were bolted in place. On March 24, 2014, the brand-new, decade-old Enzo was done.

“Algar fine-tuned the mechanicals in April, so all together the project took seven months,” says Grossman. “That was quite incredible, given the magnitude of the restoration and the car’s spectacular finish.”

At long last, after more than ten years, Grossman had the car of his dreams. Now, finally, it was time to kick back and enjoy the fruits of his, Algar and Karosserie’s labors.

Well, not quite.

Also from Issue 138

  • Luca di Montezemolo resigns!
  • F12 Berlinetta
  • 335 Sport
  • Ferrari wins Pebble Beach
  • Pirelli World Challenge
  • FORZA Tifosi Challenge: F355
  • F1 trials and tribulations
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