First, what is Superleggera? Italian in origin, it basically translates as super light (weight). How the principle was applied to the building of this legendary Ferrari is based on the use of a network of lightweight steel tubing and channels to compose a body frame on which aluminum body skins are attached. With Superleggera construction, a weight savings of some 80-85% is common when comparted to a steel bodied car built on the more conventional heavy support steel framework. One published source cites a front fender on a Superleggera-based vehicle as weighting 10 pounds while on from a similar appearing conventional steel frame car tips the scales at 150 pounds. Sounds a bit incredible? Yes, it does, but it's true!

Interestingly, it's not uncommon for first timers introduced to the Superleggera principle to judge such construction as fool heartly and unsafe. Not true! In fact, when compared to its rival, it's just as crash resistant. In fact, maybe more so. These same doubters probably are familiar with the images of current Indy 500 and NASCAR race drivers who almost magically bounce right out of crashed cars unscratched. Superleggera is one of the reasons. Statistics show that it allows the frame work to take the crash damage and (normally) spare the driver.

Let's drop back to the late 1930's to take a look at where Superleggera took root. Introduced to the world in the second half of 1937 by Carrozzeria Touring an Italian coachbuilder with aircraft building experience. It represents a coming together of several converging theories and technological breakthroughs. Included were the use of lightweight alloys (both cast and extruded), a keen interest in the aerodynamic efficiency of oval shapes and the introduction of transplant plastic sheeting for use in window panes. Historically, interesting were the sanctions promoted by the Fascist regime, then in power in Italy, which endorsed self sufficient economy. Certainly the propaganda stimulated research and usage of lightweight components, ie. Castings, reservoirs, etc., as well as chassis-body assemblies.

Superleggera separates the body covering from the load-bearing supports. The bulk of the body skins are fastened to the supporting frame work at only a few points, while at other points, contact is controlled by placing felt pads to avoid slap and vibration irritations.

Auto legend, Enzo Ferrari enlisted body-builder Scaglietti, a proponent of the Superleggera principle, to build the 250GT body shown here. When the car arrived at D & D Classic for restoration, it showed many signs of race damage that had been hastily repaired. Fortunately, for the race crews, damage to Superleggera construction is somewhat easier to repair in its segmented form than damage on the mass production vehicles which are typically based on a solid frame which components are either attached directly or indirectly.

Assigned to rescue the Ferrari from it's life of neglect, corrosion from contact of dissimilar metals and poor repairs, D & D's craftsmen took on the job with little apprehension, while a typical restoration shop would have been overwhelmed with question such as: "How do you reconstruct a hand built vehicle? How do you emulate those old time panel beaters who with virtually little or no mechanized equipment constructed vehicles that weathered the storms within the racing arena?

When you tackle a Ferrari restoration, you don't pull a reproduction parts catalog off the shelves and order needed parts. It simply doesn‚t work that way. Ferraris were hand built and no two chassis assemblies or bodies have exacting interchangeable parts. Body sheet metal was hammered out a piece at a time with each piece bearing the signature strikes of the panel beater. The tubular frame (Superleggera), in like manner, bears the marks of individual craftsmen. This car was built in an environment were no mammoth hydraulic presses were available to stamp out fenders, hood, etc., that are interchangeable from one car to another.

Sadly, many car enthusiastics feel that true craftsmanship has been lost in today's mass production which is closely tied to machines that stamp out parts in cookie cutter fashion. Fortunately their assumptions are not true since master craftsmen are still at work at several restoration shops as well as D & D.

A recent addition to the equipment at D & D Classic is a Coordinate Measuring System, a sophisticated digital measuring system (see sidebar). The CMM is a valuable asset when one is challenged to restore the likes of a Ferrari. Tracking the foot prints (hammer marks) of these old time Italian panel beaters within a few thousands of an inch are possible. Plus, an added benefit is the ability to establish the profiles of a non-damaged part in order to reshape an opposing damaged one. A perfect test for the D & D's CMM was staged by craftsman Jimmy Dewinter when he transferred the measurements taken from the undamaged passenger side headlamp bucket to the driver's side which appears to have been cobbled together several times to get the Ferrari back on the race course. DeWinter was able to fabricate a bucket which fit perfectly. See the photos above.