The first Scarbo Performance SVF1 is for sale


I’ve sat in this very car. Just sitting in it was a memorable experience, and I’m a bit sad that I didn’t get to drive it. Someone out there will get that chance though, because Scarbo Performance is selling its SVF1 prototype.
The idea behind this car is that it’s based on the shape and style presented by 1967 Ferrari 312. That’s good news. Even better news is that the mechanical bits are modern and the engine makes wicked power and noise. 
Instead of a vintage Ferrari V12 racing engine, Scarbo fitted an aluminum LS V8 out behind the space occupied by the driver’s head. It’s making 425 horsepower and some of the best sounds your ears will ever hear. A bundle of metal snakes all collect into one outlet point that is likely aimed at any car running behind you.
Press throttle. Deposit noise. Win the race.
The SVF1 is heading to Monterey during the upcoming Car Week festivities. It’s there where the open-wheel sensory assault ship will cross the Mecum auction block. How much will it fetch? Maybe not as much as you think.
Scarbo actually prices the SVF1 rather reasonably, when you consider what it’s selling. A rolling chassis starts at $80,000. A turnkey example with the 6.2-liter LS will set you back $112,800. Not bad for your own tribute to one of Ferrari’s great vintage race cars.
[Source: Mecum via Silodrome and Reddit]

6 Comments

  1. I’m sure SVRA, HSR, or VSCCA has a class for these to run in. Sounds like a early pre-aero F5000 car with a slightly bigger and more modern engine. Looks to be priced competitively with vintage F5000 cars.

    1. You can always run it in a exhibition class, just don’t expect to be invited to Monterey. On the other hand it looks like a point and squirt drive.

  2. I wonder how hard it would be to reverse the cylinder head flow to get the exhaust into the vee? Of course performance would be affected, but it would still be “pay attention so you don’t die”.

    1. I recall (or possibly imagined) seeing conversions where it was accomplished via a custom camshaft where exhaust and intake valves swapped roles. Of course that’s hardly an optimized setup given the differential in size, chamber design, etc., but in an air goes in, air goes out kind of way, it would still work, I think. A custom cylinder head would be needed to do it right, I would guess.

      1. Exactly. Usually the intake has a higher flow capacity than the exhaust – but restricting the original intake port by blocking part of it or just by manifold design could achieve the desired results. This would give up some power of course, but the LS has more potential than you want/need in this car anyway.

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