Founded in 2022 but fueled by years of experience, this vintage Ferrari specialist aims for success by finding gaps in the market, supporting cars that aren’t supported, and investing strategically in in-house capabilities that can’t be easily outsourced.

Furia Corsa is a relative newcomer in the vintage racing field, but it is backed by more than three decades of Ferrari racing experience. Co-founder Adam Twinley began his career in his native UK with Ferrari specialist Terry Hoyle. It was the 1990s, Twinley recalled, and “the market was really taking off. Cars were coming up for sale at ridiculous prices, and people were digging deep in their pockets to buy these rare and super-collectible Ferraris. They were starting to restore them and bring them back to race trim.”

Hoyle’s company restored, repaired, and race-prepped many of these cars for a list of prominent customers. “Vintage racing was taking off,” Twinley added, “and we had the likes of British Touring Car Champion Frank Sytner and vintage car broker Gregor Fisken driving for us at legendary tracks like Silverstone, Nürburgring, and Spa Francorchamps. And we were there at the beginning of the Goodwood Festival.”
Later, Twinley worked with William “Bill” Binnie, who was the owner of Binnie Motorsports, and Intersport Racing on the Lola B2K40 that won the new LMP2 class at Le Mans in 2004, then with Binnie’s New Hampshire operation on the Lola B05/40 that finished second in LMP2 in 2006. He returned to Ferrari with Risi Competizione in Houston, whose F430 topped the IMSA/ALMS GT2 Championship in 2007 and the GT2 class at Le Mans in 2008 and 2009.
In 2022, Twinley partnered with former client and close friend Randall Green in a new venture that became Furia Corsa. “We saw an opportunity to fill a void in the market,” he explained. “So few reputable Ferrari specialists in the US are able to provide complete race preparation with full track support, vintage restoration at a concours level, and full maintenance and service of Ferrari street cars across the decades. So we’ve tooled up here in Stuart, Florida, to restore, race-prep, and service pretty much anything with a prancing horse on it, 1947–2024 and beyond.”

DEMOGRAPHIC SHIFT

Furia Corsa’s capabilities cover prototype racers and single-seat open-wheelers, but Twinley sees the most promising opportunities in Ferrari’s racing GTs. Partly this is driven by demographic change. “What we’re seeing in vintage racing is the older demographic isn’t being replaced,” he explained. The drivers who campaigned 1960s-era sports racers and Formula B cars are hanging up their helmets, “and the next generation doesn’t want to race those cars.” Furthermore, “the vintage race shops that specialize in those cars are good at what they do. We didn’t want to compete with them.” Meanwhile, “the GT3 boom has inundated the vintage car market, and we couldn’t find anybody, in the US at least, that offered the level of specialized parts and service that these cars require.”

Twinley sees another void opened by the International GT (IGT) series, now in its 11th season. “There is now a dedicated place to race late-model GT3, GT4, and one-make-series machinery,” presenting an opportunity for “older-spec Ferrari Challenge cars, and Ferrari GT3, GTE, and GT2 cars to continue to race after their pro competition days are numbered. In most cases the manufacturer has stopped supporting these cars, but with the help of some of our clients, we are building digital models and plan to make and stock many of the parts needed to keep these cars on-track—and to give owners a place where they can purchase parts for possibly less than they used to cost from the factory.”

SMART OUTSOURCING

That ability to step up when the factory steps back has required an ambitious investment in tools and equipment. “We have some of the latest and greatest computers and software,” said Twinley. “We have multiple CNC machines. We can manufacture in titanium, magnesium, aluminum, steel, or stainless steel. We have a full fab shop. We have laser cutters and laser engravers. We’re in the market right now for a bigger, industrial laser metal cutter.”

Furia Corsa can make plastic parts as well and has 3D printers for prototyping. But with its 10,000-square-foot facility located in Stuart’s industrial district, the partners decided not to do in-house what they could outsource to their neighbors. “We have relationships with three great body shops capable of various levels of paint, body repair, and chassis straightening,” said Twinley. “We have scanning equipment in-house to create 3D models of existing parts, but we also have a couple of injection-molding companies that work with us, so we can make a 3D model of a factory plastic bumper and send it out to someone who can either replicate the original plastic piece or make it out of fiberglass or carbon.
“We don’t have any metal 3D printers. We have three big aerospace companies around us that have multi-million-dollar metal 3D printers, and they allow us to send them files.”
Judicious outsourcing allows Furia Corsa to focus on making “the specialty stuff” that Twinley has found more difficult to obtain. “When I needed a caliper bracket, or a master cylinder mount, for somebody’s more obscure car, everybody was giving me 24-week lead times, which is insane. So we looked into what machines and software we needed to do it ourselves. That made more sense given what we are trying to offer.”

AT THE TRACK

Twinley described Furia Corsa’s trackside support as “extensive,” ranging from routine service and wheel alignment to data analysis, engineering support, and some crash repair. “We have a welder in the truck to do MIG/TIG steel and aluminum repair; and a guy who is handy with fiberglass, so we can do crash repairs. We carry a good stock of hose fittings, so if anyone has a problem with plumbing, we can keep their car on the track. I haven’t encountered anything we haven’t been able to do. We pride ourselves on being able to keep cars running through the weekend—when others can’t—because of the parts and equipment that we carry.
“We generally try to support 10 races a year, although it ends up being 12.” Regular stops include Las Vegas, Sonoma, Thunderhill, Road America, and Watkins Glen. The awning on their semi-trailer can accommodate up to seven cars or, at most events, five cars plus a setup table and hospitality area. “We have a number of clients who run multiple races each year, and each client will take at least two cars,” explained Twinley. “We transport their cars to and from the track. They show up with their driving suit and helmet, get buckled in, and by the time they are ready to race the car is warmed up.
“We have a couple of clients who like to bring their cars to the track themselves, but that’s a difficult path to navigate. Often prep is limited between events, making for a less-than-favorable track experience. In the past we’ve had cars show up that didn’t run, or hadn’t had an alignment, or the tires were a year or two old. That’s not our preferred method of support.”

For all of Furia Corsa’s trackside capabilities, “we generally try not to do a lot of work at the track,” said Twinley. “We’re there to help our clients extract the most from the track experience. The prep shop is where the real work is done. The business model is break ’em at the race track, fix ’em at the shop. The billable hours at the shop is where we make our money.
“We run events with the Vintage Sports Car Club of America (VSCCA), Historic Sportscar Racing (HSR), and pretty much everybody,” although Twinley prefers the Sportscar Vintage Racing Association (SVRA). “The way they organize their events is good for our clientele.”
More than one Furia Corsa client has expressed a desire to race in Europe, and Twinley is still mulling “how the logistics are going to work. My father has a race team and restoration shop over there. So we’re trying to figure out if they can take care of the cars for us, or if it’s something we have to outsource.
“We’ve also been asked if we can support more cars, and we can, but it’s a double-edged sword,” he added. It would require an additional truck and driver, among other things. “It would be walking that fine line of expense versus income.”

DOWN THE ROAD

Asked about promoting Furia Corsa, Twinley responded, “We haven’t so far. It’s been word-of-mouth through our cars being up front, and Randy spreading the word by taking race cars to car shows. We set some goals early on, as to the clientele we wanted to attract and the cars we wanted to specialize in, and from there, it’s networking. Randy’s in wealth management, so he deals with a lot of fairly successful individuals on a daily basis.”
That said, Furia Corsa is now an SVRA sponsor. “We’re in their quarterly magazine, actively trying to attract more vintage race track work. And we’re pretty heavily involved in a local Ferrari club. That’s keeping the shop busy with Ferrari street car service.”
Green and Twinley are eager to expand, beyond vintage racing if necessary. “One of our customers is talking about buying a new GT3 car to race in IMSA, so we are tooling up now to support a pro racing effort. We are also looking for more clients in vintage racing, and everything in between.” And while Twinley prefers Ferrari, he isn’t averse to servicing other marques, provided the client understands the necessary investment.
“A lot of customers call and say, ‘Hey, I have this Audi GT3, and I can’t find a fuel cell for it, or lower control arms, or whatever,’ because Audi stopped supporting it five years ago. I tell them the same thing: The initial tool-up phase to keep that car running isn’t an inexpensive option. But if you are willing to put the time and effort into it, we’re happy to disassemble the car; find the high-traffic items; and scan, manufacture, and stock the parts needed to keep that car running. One of the cars that we have in the shop right now is the Kreepy Krauly March-Porsche,” an IMSA GTP racer from the 1980s. “With that car it’s the same as with GT3 machinery—nobody supports it.”
Clearly, however, Twinley would prefer to remain focused on Ferrari. “Right now we are trying to get a 488 Evo Challenge car, because that’s the next model that Ferrari is phasing out of their parts inventory,” he explained. “They made so many of those Challenge cars, and a lot of people still have them in fairly raceable shape. If we can offer the parts to keep those cars running, we can help them [transition] out of the Challenge series and into vintage racing.”