AB: Did you approach Pininfarina or did the Italian design house approach you with the idea to build a one-off Ferrari based on the Enzo?
JG: Pininfarina approached me and asked if I would be interesting in commissioning a one-off car and I responded that I'd be interested in something that looked like a P4 built on an Enzo chassis.
AB: Could you briefly explain the story surrounding the true identity of your Ferrari 330 P3/4 with chassis no. 0846 and tell us if that played into your desire to build a P4/5 of your own?
JG: Briefly I bought what I believed to be an original P4 motor and P4 gearbox and other original P4 parts mounted on a replica P4 chassis, and after a massive investigation found that against all odds I had bought the original P3 chassis remains of P 3/4 0846, 0846's original 66 593 type P3 gear box, 0846's Original P4 heads and various other original remains of 0846, and I totally rebuilt those parts into 0846 as she exists today. Ferrari S.p.A. helped me by recasting P4 uprights for me, and my acquisition of 412P 0854, a "No Question Car," enabled me to restore 0846 to her original Spyder configuration using the original spyder tail of P4 0858, which I also acquired. I am currently restoring 412P 0854 to her proper coupe configuration using her original coupe body, which I also acquired. For those interested in reading an in depth investigation of 0846, click here.
AB: Since it's based on the Ferrari Enzo, we're assuming that the P4/5 will be street legal in the U.S. and meet safety and emissions regulations. Is this the case?
JG: Yes, that is the reason we began with a new fully US legal Ferrari Enzo and all modifications were made within all applicable safety and emission requirements and were crash tested by computer. P 4/5 is street legal world wide.
AB: Having read the Car and Driver article titled "The Beast of Turin", we know you were heavily involved with the development of the P4/5. How much did this development process take over your life in the past year? Were weekend trips to Turin a common thing?
JG: Yes , myself, my family and my friend and personal mechanic, Sal Barone, who has restored most of my collection and keeps it rolling, spent a lot of time in Turin. Sal was over there for months to insure that every thing would be done the way he knows I want it to be and that the car would be fully drivable and serviceable.
AB: Can you tell us about the process you went through with Pininfarina on the design? Did they produce many designs for you to choose from and were they receptive to your feedback and suggestions?
JG: They were totally receptive to my ideas, but Jason's first sketch was excellent and the project flowed nicely from there.
AB: What constraints, if any, were you faced with using the mechanicals and architecture of the Ferrari Enzo? What obstacles did you encounter during the car's creation that were the most difficult to overcome?
JG: We had to live with the chassis hard points but in the end Pininfarina handled the problems effortlessly and it all went very smoothly.
AB: A lot of attention has been paid to the exterior of the P4/5, but can you tell us some of the ways in which the Enzo's interior was altered, as well? Specifically, what's playing on that iPod Nano?
JG: I'm eclectic, but I'm a bit stuck in 60's Rock. The seat covering is a black rubber mesh melded to red leather chosen by my daughter.
AB: Early on what type of feedback did you get from Ferrari faithful and fellow collectors when you told them you were building the P4/5?
JG: Many thought I was a bit nuts but I don't think they were surprised that I would do such a thing.
AB: Car and Driver reported that "Maranello welcomed this unique car into the fold as a fully badged Ferrari." How important was it to have Ferrari acknowledge this car as a true Prancing Horse, especially considering the company's stance on the authenticity of your P3/4? Or was Maranello's blessing just icing on the cake?
JG: There is NO problem between Ferrari and I on 0846. There is no question that Ferrari scrapped 0846 in 1967 and never sold the chassis remains of 0846 to anyone. Ferrari has never disputed nor confirmed that against all odds I discovered what happened to the chassis remains of 0846 that Ferrari scrapped and discarded or that they now are in the car with the accepted legal identity: 1967 P 3/4 0846. 0846 is exactly what it is. No more, no less. As for P4/5 I'm very happy that upon seeing her Ferrari felt her worthy to wear their badge and agree with Ted West's take on how this came to be in Car and Driver.
AB: You reportedly spent upwards of $4 million to produce the P4/5. Was any expense spared or did Pininfarina have a blank check to produce a masterpiece?
JG: The price was agreed to in advance and if anything I feel they gave me more than I expected. (That number includes the cost of the donor car.)
AB: The Concours d'Elegance at Pebble Beach and the Paris Motor Show are the only two confirmed places the public will get to view the P4/5 this year. Are there any other events scheduled yet at which the P4/5 will be present for either this year or next?
JG: I'm sure she'll be invited to a few events but I do want to spend some time driving her before I commit to any.
AB: Word has it that you're one of those rare car collectors who doesn't mind putting miles on the pieces in his collection. How many miles will be on the P4/5's odometer after a year? (In other words, do you have plans to actually drive it?)
JG: Over the years I've put over 500,000 miles on my cars. 40K miles on my Lola T-70, 25K miles on my Ford MK-IV, I just put 1100 kms on my 166 Spyder Corsa at the Giro di Sicilia. I drove my 88 TR 155,000 miles. She will be driven.
AB: Will you be running the P4/5 up the hill at the Goodwood Festival of Speed next year?
JG: I did that with my MK-IV in 98 and 00 and it's something I still remember very fondly. At some point I hope I will drive P 4/5 up Charles' Driveway.