Carros Ferrari

Ferrari 612 Scaglietti

2009-04-10T17:24:00.001-07:00

The Ferrari 612 Scaglietti is the perfect marriage of sporty thoroughbred Ferrari berlinetta performance and excellent onboard comfort for four occupants. The replacement for the highly successful Ferrari 456M, the new model's own winning combination derives from a roomy interior enhanced by significantly larger dimensions, a 60 kg reduction in weight, and a range of uncompromising design solutions.

All-aluminium space frame chassis and bodywork construction used for the very first time on a Ferrari 12-cylinder and built entirely by Ferrari at the Scaglietti light-alloy technologies facility. The result is a massive 60% increase in overall structural rigidity (rigidity-weight ratio). The Ferrari 612 Scaglietti's advanced aluminium construction also translates into improved comfort and handling, in addition to offering maximum occupant protection in the case of a collision.

A mid-front layout with the engine mounted behind the front axle, and the gearbox and differential in unit at the rear ensure that the centre of gravity is kept as far back and as low as possible. This in turn significantly improves the car's dynamics in terms of performance (0-100 km/h in 4.2 seconds), stability and braking efficiency, as well as delivering much nimbler handling. Excellent weight distribution (46% front, 54% rear) is enhanced by a performance-oriented handling set-up with active damping and the special CST stability and traction control system, used here for the very first time on a Ferrari.

A 65° V12 engine with a displacement of 5748 cc which is rounded off to give the figure 6 (litres) in the 612 model designation. The V12 represents the very pinnacle of Ferrari engine design, thanks in particular to improved fluid dynamic characteristics of the intake and exhaust manifolds, generating a blistering 540 bhp at 7250 rpm. The six-speed mechanical gearbox is available with both a manual and a new generation electro-hydraulic set-up, known as the F1A, designed to marry fast manual gear shifting with comfortable automatic use.

Designed by Pininfarina to epitomise dynamism and elegance, the Ferrari 612 Scaglietti boasts characteristic scalloped sides that recall the famous 375 MM bodied by the Turin coachbuilder for Rossellini and used by Ingrid Bergman. Its thoroughbred spirit effortlessly combines with outstanding comfort and space on board, from the ease of entry for all four occupants and the notable legroom (helped by an increase in length of 139 mm compared to the 456M), to the excellent rear seating layout with extra headroom. Lastly, the overall roominess of the Ferrari 612 Scaglietti is complemented by a 240-litre luggage compartment - a full 25% larger than the Ferrari 456M's - which can hold a five-piece Ferrari luggage set or two golf bags.

The level of on-board comfort is completed with a range of new generation of ergonomic features: the instrument binnacle and steering wheel-mounted commands designed for maximum driver control, dual-zone climate control, and a Hi-End Bose sound system specifically developed for the Ferrari 612 Scaglietti's sophisticated aluminium and leather interior which can, naturally, be fully personalised on request.

Working in Modena right at the start of Enzo Ferrari's great adventure, Sergio Scaglietti bodied some of the most beautiful cars ever to emerge from Maranello. Scaglietti wasn't a man who relied on pencil and paper to create his magnificent designs: he worked like a sculptor, fashioning their forms from aluminium. And now Luca di Montezemolo has dedicated the understated yet historically important all-aluminium Ferrari 612 Scaglietti to the memory of that great designer.

Ferrari 612 Scaglietti Technical Specifications

Dimensions and weight
- Overall length: 4902 mm
- Overall width: 1957 mm
- Height: 1344 mm
- Wheelbase: 2950 mm
- Front track: 1688 mm
- Rear track: 1641 mm
- Kerb weight: 1840 kg
Tyres
- Front: 245/45 - 18"
- Rear: 285/40 - 19"
Engine
- Cylinders: 65° V12
- Bore/stroke: 89 x 77 mm
- Unit displacement: 479 cc
- Total displacement: 5748 cc
- Compression ratio: 11.2:1
- Max power: 540 CV @ 7250 rpm
- Max torque: 588 Nm (60 Kgm) @ 5250 rpm
Performance
- Top speed: >315 km/h
- 0-100 km/h (0-62mph): 4.2 s

Ferrari 575GTC

2009-04-09T08:39:00.001-07:00

The Ferrari 575 GTC has not wasted any time, winning first time out in the FIA GT series. The car is based on the road-going Ferrari 575M Maranello, developed by the Ferrari Corse Clienti department in collaboration with N-Technology and has won the penultimate round on the 2003 calendar at Estoril in Portugal. The JMB Racing-Pirelli crew of Fabio Babini and Philipp Peter crossed the line ahead of the BMS-Scuderia Italia Ferrari 550 Maranello of Cappellari/Gollin and the similar car of Biagi/Bobbi.

Thanks to their third place finish, Thomas Biagi and Matteo Bobbi have now won the drivers' championship with one race in hand, while the BMS-Scuderia Italia has taken the team award ahead of schedule.

"I am particularly happy with this debut win for the Ferrari 575 GTC and my congratulations also go to Biagi, Bobbi and all the BMS-Scuderia Italia crew for taking the titles," commented Jean Todt, the Managing Director of the Ferrari Gestione Sportiva.

In the N-GT class, victory went to the Ferrari 360 Modena (JMB Racing-Pirelli) driven by Andrea Bertolini and Fabrizio De Simone, who beat the similar car of the English Maranello Concessionaires team, in the hands of Davies/Turner and the Porsche of Sugden/Collard. This good result revives the hopes of Davies and De Simone as far as the drivers' title for the category is concerned, with the chance of beating current leaders Ortelli/Lieb (Porsche) in the final race, which took place at Monza on 19th October, 2003.

Ferrari 360 Challenge Stradale

2009-04-09T08:37:00.000-07:00

The Ferrari 360 Challenge Stradale was unveiled at the 2003 Geneva Motorshow. It joined the Ferrari 360 Modena and the Ferrari 360 Spider in the Ferrari 8 cylinder range of road cars.

The Ferrari 360 Challenge Stradale derives from the latest interpretation of the pure Ferrari tradition of making road cars directly derived from the race cars. With the Ferrari 360 Challenge Stradale the racing expertise comes from the Ferrari Challenge International Championships and the FIA GT races, where the Ferrari 360 Challenge and 360 GT models are top protagonists, both in Europe and in the United States.

The strong links of the Ferrari 360 Challenge Stradale road car to racing are underlined by a significant weight reduction, obtained also through a sporty set up and additional aerodynamic contents, enhanced braking performance and F1-style gearbox.

The engine is the 3,586cc V8, with five valves per cylinder and titanium conrods, which secured a worldwide success for the Ferrari 360 Modena and the 360 Spider. The all aluminium body and chassis are the ones designed and produced by Ferrari for the 360 Modena.

Ferrari 360GTC Fiorano

2009-04-09T08:36:00.001-07:00

The Ferrari 360GTC Fiorano with a dry weight of 1100 kg was developed by the Corse Clienti Department in Maranello, in collaboration with Michelotto Automobili to compete in the N-GT class. It makes use of recent evolutions successfully race tested on the Ferrari 360 GT, with a sequential six speed gearchange and a further improved Magneti Marelli electronics package. The aerodynamics are substantially different to the 360 GT, given that the Ferrari 360GTC Fiorano has been newly homologated by FIA/ACO from the Challenge Stradale, taking up from its basic elements: front bumper, side skirts, engine cover and double rear end. Wind tunnel research has led to a new system for the rear wing, with a notable improvement in vertical downforce. The performance of the 90-degree V8 3586.2 cc engine has been improved in terms of consumption and power, putting out 445 horsepower (332 kW) at 8750 rpm.

General specifications

Country of origin: Italy
Year of introduction: 2004
Introduced at: 2003 Bologna Motorshow
Body design: Pininfarina
Weight: 1100 kg (2425 lb)

Drivetrain

Engine: F131 90º V8
Engine Location: Mid, longitudinally mounted
Displacement: 3.586 L
Valvetrain: 5 valves / cylinder, DOHC
Fuel feed: Magnetti Marelli MR3 Fuel injection
Aspiration: naturally aspirated
Gearbox: 6 speed sequential
Drive: rear wheel drive

Performance

Power: 445 bhp (332 kW) @ 8750 rpm
Torque: 410 Nm (302 ft.lbf) @ 6500 rpm
Power to displacement ratio: 124 bhp/L (92 kW/L)
Power to weight ratio: 0.4 bhp/kg (300 W/kg)

Ferrari Enzo

2009-04-09T08:25:00.000-07:00

Ferrari regularly produces a model that represents a synthesis of its technological knowledge and its sporting experience. The Ferrari 250 LM was the first of this type of models in 1963. It was conceived by the founder especially for the owner-driver and was deliberately designed for racing. The Ferrari GTO (1984), the Ferrari F40 (1987) and for Ferrari's fiftieth anniversary the Ferrari F50 (1995) have been the significant milestones in this journey. Each of these limited edition cars had a specific technological message that enriched the performance of the model. In 2002 Luca di Montezemolo presented the Ferrari Enzo which married four consecutive years of supremacy in the Constructor's World Championship to the technical input and fine adjustment sensitivity of the World Champion Michael Schumacher.

"The Ferrari Enzo is a historic car for Ferrari for many and various reasons. Therefore we had to chose a name with a strong symbolic significance and that was the name of the Company founder," said Montezemolo. "With an F1 gearbox, a 5998 cc V12 engine, carbon and composite materials, the Ferrari Enzo, of which 399 will be built, is the perfect synthesis of four consecutive Formula 1 Championships in the last four years. This is because it is the race track itself which has been the source of the highest level of technology characterising a unique car which is absolutely innovative and represents the quintessence of Ferrari past and present and looks to the Ferrari of the future."

Calling upon this wealth of knowledge, the aim was to develop a car as an integrated system aimed at achieving extreme performance. A system where even driver performance limits could be improved through a Formula 1 man/machine interface. The new Ferrari Enzo required a special and in-depth technical collaboration with Brembo, Bridgestone, Magneti Marelli and OMR.

Brembo has been constantly developing its braking systems for Ferrari for many years. Brembo production and design capacities are demonstrated by the Brembo CCM discs made of composite ceramic material used on the new Ferrari Enzo. They are exceptionally light (providing a 30% saving in weight over similar cast iron units), they provide excellent braking efficiency in all conditions and practically never wear.

The Bridgestone Corporation is a valued Ferrari supplier, providing sporting and technical know-how for its F1 tyres. For the new Ferrari Enzo, Bridgestone has specifically developed the Potenza RE050 Scuderia. A high performance tyre able to reach speeds of over 350 km/h (218 mph), whilst maintaining road-holding limits and previously unknown driving precision.

Magneti Marelli is the leader in the production of automated manual transmission systems. A successful Formula 1 collaboration has been augmented with a partnership, established in the mid nineties to develop the electro-hydraulic gear change on the Ferrari F355 Berlinetta F1. The F1 gear change concept today extends to all new Ferrari and Maserati cars. The development of the F1 gear change for the Ferrari Enzo represented a most fascinating challenge, due to its closeness to the perennial challenge faced by the F1 single seater.

OMR (Officine Meccaniche Rezzatesi), has developed an exclusive pedal platform for the Ferrari Enzo. It features aluminium accelerator and brake pedals and has been designed to be adjustable in sixteen different positions to achieve the best driving performance and ergonomics.

Ferrari 575M Maranello

2009-04-09T07:31:00.000-07:00

The key elements of the Ferrari 575M Maranello can be neatly summed up in the model name. In fact, the engine is described by the new numerical code, 575, as this is an abbreviated indication of its capacity, increased from 5500 to 5750 cc, resulting in an increase in both power and torque. The letter M, an abbreviation of "modified," underlines the fact that changes have been wrought to all areas of the model's performance. Key amongst these, apart from the engine is the introduction of an F1 type gearbox, first time on a 12 cylinder Ferrari road car.

Styling

When it came to looking at the style of the vehicle, the thinking behind it is to retain the balance and sober looks, which invested it with the status of an instant classic, fitting in perfectly with Ferrari's return to a front engine high performance car. Modifications were limited to those required to deal with the technical changes: different shape and size for the air intakes in the new front end of the car, with refinement of the aerodynamic and fluid-dynamic efficiency and a new treatment for the front spoiler. Finally, the light clusters have been redesigned to produce a new aesthetic, with colour-coded headlamp bodies and grey surround, combined with xenon technology for the dipped beam, with headlamp washers. The wheels are also a new design. On the aerodynamic front, the final iteration brings improved airflow around the wheels and there are small elements which reduce drag, while every detail of the floor has been designed to generate downforce while reducing drag.

Engine

The 12 cylinder engine in the Ferrari 575M Maranello, maintains the 65 degree V angle, four overhead camshafts, four valves per cylinder, the light alloy block, heads and oil tank and the dry sump lubrication system, with two scavenge pumps and one sender pump, separate reservoir and individual radiators. The objectives fixed for the new V12 engine in the Ferrari 575M Maranello were to increase both the power curve as well as the torque. It now has a maximum power output of 515 CV (379 kW) at 7250 rpm and maximum torque of 60 Kgm (588.6 Nm) at 5250 rpm (588.6 Nm) with an increase in mid-range torque of 1.5 Kgm between 1000 and 4000 rpm, when compared to the previous engine fitted to the Ferrari 550 Maranello. These increases in performance across the board have been achieved through a variety of modifications applied to the 12 cylinder. In particular these are an increase in capacity, a higher compression ratio, new fluid dynamics for the intakes and more general changes aimed at improving the efficiency and the management system of the power unit.

F1 transmission and gearbox

The optimum weight distribution, with a 50-50 split between the axles, with the driver on-board, has been achieved thanks to a transaxle design which features a combined rear mounted gearbox and differential unit with conical torque and autolocking differential in the same unit. The transmission on the Ferrari 575M Maranello is also fitted with the electro-hydraulic "F1" control unit mounted at the rear of the car, in order to minimise response time and to ensure a favourable operating temperature. The F1 gearchange on the Ferrari 575M Maranello has been refined in order to produce maximum efficiency from the use of the manual levers mounted on the back of the steering wheel, as this gives the best response for sports driving. The driver has two main ways of changing gear manually via the console-mounted controls: a more sporty change (Sport) or one aimed at a more relaxed driving style. Both are linked to an analogue control of the suspension damping. The principal benefits of the F1 change on the Ferrari 575M Maranello are a quicker gear change coupled with the control of the damping when gears are selected. Along with the manual F1 change, which Ferrari has produced as the primary use of the electro-actuated transmission, there are two further options which can be selected: automatic and low grip.

Chassis and a new adaptive ride set-up

As for the chassis, one of the factors which has the biggest impact on the car's road-holding is the new adaptive set-up, based on a system of independently controlled damping at all four corners of the car. The system selects the ideal ride height for any condition, with two choices: Sport, which is selected for a more sporty ride, improving traction: Comfort, which gives a more comfortable ride, absorbing road bumps. The braking has also been modified to cope with the increased performance of the vehicle, especially in terms of avoiding fade and improving response under braking. Changes have centred on improving cooling for the brakes with new pad material (Ferodo HP1000;) reduction in brake pedal effort and an increase in the level of assistance from the servo system, and the ABS/ASR system has been uprated from 5.0 to 5.3. As with the rest of the Ferrari range, the electronic traction control can be set between normal and Sport. The unsprung weight has been optimised in the following way: the ABS/ASR sensors are integrated into the wheel bearings and the weight of the tyres and rims has been reduced. These changes have seen the weight of the complete front wheel come down by 1.8 kg and that of the rear by 1.2 kg. The tyres have also evolved and now produce less rolling noise, are longer lasting and perform better in aquaplaning situations. Furthermore, a new tyre, available as an option, has now been produced in a 19 inch size, which is suitable for more extreme performance with improved lateral and longitudinal grip. The Ferrari 575M Maranello is also fitted with tyre pressure sensors, which mean that tyre pressures can be checked while the car is on the move.

Interior and personalised options

The interior of the Ferrari 575M Maranello has been extensively revised, in order to make it more sporty and functional. In keeping with the car's increased performance, the aim has been to improve the efficiency of how the driver controls the car. All the dials have been grouped together in one single pod ahead of the driver, with the rev counter in the centre. The seats are new, with six electronic adjustments and driver position memory. The dashboard and centre tunnel have also been redesigned. Also new are the steering wheel, the door trims and the style of the interior components. The Ferrari 575M Maranello can also be specified to the customer's requirements by Carrozzeria Scaglietti, which allows customers to chose their own styling, equipment and alter the functionality of the vehicle to suit their personal taste, with racing and track options, exterior changes and colours, the treatment of the interior and choice of materials and equipment.

Technical specifications

Dimensions and weight
- Overall length: 179.13 in.
- Overall width: 76.18 in.
- Height: 50.27 in.
- Wheelbase: 98.43 in.
- Front track: 64.25 in.
- Rear track: 62.44 in.
- Kerb weight: 3,815 lbs
- Fuel capacity: 23 gallons (27,7 US gal)
Tyres
- Front: 255/40 ZR 18
- Rear: 295/35 ZR 18
Brakes
- Front: 13 x 1.3 in.
- Rear: 12.2 x 1.1 in.
Engine
- Bore/stroke: 89x77 mm (3.46x2.95 in.)
- Unit displacement: 479 cm3 (27.8 cu. in.)
- Total displacement: 5,748 cm3 (334 cu. in.)
- Compression ratio: 11:1
- Maximum power: 379 kW (515 bhp) @ 7,250 rpm
- Maximum torque: 588,6 Nm (60kgm) @ 5,250 rpm
Performance
- Top speed: 325 km/h (202 mph)
- Manual gearbox
  - 0-100 km/h (0-62 mph): 4.25 s
  - 0-400 m: 12.3 s
  - 0-1000 m: 22 s
- F1 gearbox
  - 0-100 km/h (0-62 mph): 4,2 s
  - 0-400 m: 12,25 s
  - 0-1000 m: 21,9 s

Ferrari 456M GT Scaglietti

2009-04-09T07:29:00.000-07:00

At the 2002 Geneva Motor Show, Ferrari introduced a special two-tone version of the Ferrari 456M GT as a further example of the personalisation opportunities offered by the Carrozzeria Scaglietti personalisation programme, presently adopted by 90% of Ferrari's clientele

In the case of the Ferrari 456M GT Scaglietti displayed on the Ferrari stand, and expressly designed for Michael Schumacher, the dominant characteristic is the two-tone paint finish. This elegant 'tone on tone' personalised colour mix was obtained through a specific study ' personally commissioned by Schumacher - on the chromatic tones of grey, then also applied to other exterior details as the wheel rims and the radiator grille.

The personalised options are also extended to the car's interior with the new graphics for the dials, whilst the cross-drilled brakes contribute to adding a more sporty note to the two-tone Ferrari 456M GT Scaglietti. The tailoring process has also been applied to many leather interior details, such as the steering wheel, the door trims and the rear parcel shelf. The seats are characterised by micro-perforated leather to the central part, whilst the crimson stitching contributes to the even more personalised style of the interior. The final personalisation 'touches' are a special version of the hi-fi stereo system and the radio-satellite navigation system.

Ferrari 550 Maranello

2009-04-09T07:26:00.000-07:00

The Ferrari 550 Maranello is Ferrari's interpretation of a 21st Century 12-cylinder front-engined sports berlinetta.

Technicians were given a particularly demanding brief: design and build a car able to meet the needs of Ferrari customers seeking sensual driving and exciting performance without foregoing driveability or comfort. Ferrari customers are attracted by state-of-the-art technical solutions from a company which has always treated design as an aesthetic response to the demand for performance, and has always built its cars with sophisticated craftsmanship.

The Ferrari 550 Maranello provides superb response to every dynamic requirement, exceptional quality of life on board, and styling efficiency that combines an extremely modern concept with the best of Ferrari tradition. In short, it is the finest two-person GT car available today.

Design

Pininfarina designed the Ferrari 550 Maranello with features that announce this return to the classic front-engined berlinetta as a great sports car. By adopting sober, functional cues consistent with current tastes and requirements, Pinifarina's bold understatement respects Ferrari's styling traditions.

The Ferrari 550 Maranello is styled to be fast and sinuous, its dihedrons stretching the soft surfaces of the sheet metal, creating strong impressions from every angle. The lines are clean and functional, not smoothed or tapered: the car's physical presence underlines its performance.

Fine pillars make the unusually high roofline less visually obvious and stress the importance of the car's body. The optical center of gravity is also lowered by original elements such as the shallow, narrow air intake whose complex shape creates an aggressive interplay between auxiliary lights. The Ferrari 550 Maranello is the first Ferrari designed with visible, integrated front light clusters, themselves further highlighted by the engine's functional air scoop that links this car to its heritage.

Typically Ferrari, the side aspect shows forceful dynamism in the relationship between the long bonnet, small rear cabin, and smooth link with the high tail. Similarly, two outlets for engine bay air in the front fender reference the classic front-engined berlinettas. The rear is simple and powerful: it is higher in the middle where it links to the roof with a small spoiler. The double round lights are characteristic Ferrari design.

Drivetrain

The Ferrari 550 Maranello engine is a 5.5 liter, 518lb unit with 12 cylinders in a 65° V, that delivers almost all its torque from 3000rpm. Maximum power is 485bhp at 7000rpm, peak torque is 419lb-ft at 5000rpm, compression ratio is 10.8:1, all controlled by a Bosch Motronic M5.2 management system. The cylinder block, head, and oil sump are light alloy. The damp press-fitted aluminum cylinder liners are of Nikasil. The crankshaft is supported by seven journals on anti-friction bearings. The con rods are light titanium alloy allowing counter-weighting of the crankshaft to be lightened, improving response and balance. The Mahle-forged aluminum alloy pistons enhance thermodynamic efficiency. Lubrication is by a cooled dry sump system. The four-valve per cylinder head is fitted with hydraulic tappets. This system helps to curb emissions, makes periodic adjustment almost unnecessary, and guarantees consistent engine performance.

Intake

Ferrari developed a torque- and power-enhancing variable geometry intake for the Ferrari 550 Maranello's engine. The Ferrari patented system alters the fluodynamics of the intake system through a third chamber linked to the manifold by 12 throttle valves with electropneumatic control. The additional chamber shapes air flow to enhance power and efficiency. The intake, like the injection and ignition systems, is managed by a Bosch Motronic 5.2 system for each row of cylinders, linked by a high speed serial line.

Exhaust

The Maranello's insulated stainless steel exhaust system employs variable back pressure through bypass valves situated on the rear silencers. The bypass valves are electropneumatically actuated by the engine management system, based on engine speed and throttle opening. Varying back pressure makes it possible to optimize engine efficiency in various conditions. Greater back pressure allows higher torque under average load, while lower back pressure enhances full load engine efficiency.

Transmission

For optimal weight distribution the Ferrari 550 Maranello employs a transaxle system with integrated gearbox and differential. Drive is transmitted by the clutch to the gearbox through a three-bearing propeller shaft housed in a rigid steel tube linking the engine and the gearbox. The hydraulic single-plate dry clutch is flywheel-mounted. The gearbox has six dual-cone synchronized speeds, plus reverse, with pressurized and cooled lubrication. Gearbox control is the classic Ferrari type with an aluminum knob, lever and grooved selector; commands are transmitted by a rigid shift.

Ferrari 550 Barchetta Pininfarina

2009-04-09T07:25:00.000-07:00

All Ferraris are limited edition pieces, some more so than others. With only 448 produced, the Ferrari 550 Barchetta Pininfarina is a very special car indeed. It is a salute to the 70th anniversary of the house that has styled more Ferraris than any other, the 50th anniversary of the two company's first joint endeavor, and a celebration of the Scuderia Ferrari's 2000 and 2001 World Championships for Formula 1 Constructors. With a shape and a name that harkens to the sports racers and legendary sports spiders of the 1960s, and all the technology of a modern Ferrari GT car, the Ferrari 550 Barchetta Pininfarina is perhaps the ultimate expression of a sun-lover's Italian automobile.

From every angle the Ferrari 550 Barchetta Pininfarina is exciting, and with the tasteful addition of Carrozzeria Scaglietti equipment as standard, it elegantly stands out from the crowd. The most striking aspect of the Barchetta is its open top. Its structure having been specially modified to maintain strength and rigidity on par with the Ferrari 550 Maranello, the Barchetta is designed for al fresco motoring; the removable roof panel is an occasional solution for leisurely driving in inclement weather. A Barchetta Pininfarina's fortunate owner will revel in the glorious sound of the 485bhp Ferrari V12, the stupendous dynamic sensations provided by driving, and the sheer joy of communing with nature from the road or track.

Design

The Ferrari 550 Barchetta Pininfarina is the perfect interpretation of the classic, open-top front-engined V12 Ferrari sports car, complete with modern styling and technology. The Ferrari 550 Barchetta Pininfarina has a traditional barchetta-style cut to the windscreen (around 4 inches lower than the Ferrari 550 Maranello) with a body-coloured finish to the lower section of the surround. Furthermore it reflects the past as a model aimed exclusively at open-air use, providing just a manual soft-top for emergency use.

Functional and unadorned with a simple manual soft-top, the barchetta-style solution has enabled Ferrari's engineers to offset the additional weight gained by reinforcing the chassis and fitting rear roll bars. Consequently the Ferrari 550 Barchetta Pininfarina weighs no more than the Ferrari 550 Maranello.

The Ferrari 550 Barchetta Pininfarina's exclusive design includes other distinctive features such as Ferrari badges on the wheelarches, two-piece alloy wheels and a unique aluminum fuel filler cap. The car can be ordered in any colour in the Ferrari range.

Aerodynamics

A creature of the wind tunnel as well as the outdoors, the Ferrari 550 Barchetta Pininfarina's aerodynamic shape is the result of controlled tests that achieved the targets of constant vertical load on the wheels, minimal sensitivity to side winds, and minimal drag. The car's undertray represents another step forward by Ferrari engineers, resulting in excellent stability and driving safety without the use of moving parts or unnecessary surfaces.

Bodywork

The Ferrari 550 Barchetta Pininfarina's bodywork is an evolution of the 550 Maranello's. The car is built around a tubular steel frame to which the light aluminum alloy coachwork is welded with Feran. Apertures have been styled for efficiency and beauty. Fixed, integrated homofocal light clusters were designed to improve lighting, airflow, and wind noise. Fog lights are similarly incorporated into the front bumper and the door windows are flush with the windshield frame.

Chassis

The frame of the Ferrari 550 Barchetta Pininfarina is welded from varied-section high tensile steel tubes. Torsional rigidity is 10,850lb-ft/degree, and flexional rigidity is 69lbs/inch. The highest standards of handling necessitate a strong chassis, especially in an open-top car. The frame's design benefits from Ferrari's many years of racing experience, which also guarantees total engineering safety in terms of unitary construction. The safety features are outstanding, particularly with regard to the strong central cage and protective peripheral elements constituting a high energy absorption system. Particular care has been taken with rollover protection, resulting in the twin hoops above and behind each passenger seat.

Engine

The Ferrari 550 Barchetta Pininfarina uses the same 5474cc 65 degree V12 as the Ferrari 550 Maranello. The engine produces 485bhp at 7000rpm, with a maximum of 420lb-ft of torque on tap at 5000rpm. The cylinder block, cylinder heads and sump are all in light alloy with Nikasil-coated aluminum wet liners. The con rods are in Ti6a14V titanium alloy for maximum reliability at high revs during lengthy high-speed running. The four-valve heads incorporate hydraulic tappets.

Suspension

Unsprung weight of the Ferrari 550 Barchetta Pininfarina has been safely lightened to provide pinpoint steering and perfect control of the car in all conditions, especially those necessitating excellent overall dynamic balance. The Ferrari 550 Barchetta Pininfarina has four wheel independent suspension with a transverse parallelogram structure and triangular arms, aluminum gas dampers with coaxial coil springs, and anti-roll bars front and rear. The suspension incorporates a variable logic, multiple parameter driver-adjustable system to vary damper settings.

Ferrari 456M GT

2009-04-09T07:22:00.000-07:00

The Pininfarina designed Ferrari 456M GT, launched at the 1998 Geneva Motor Show, is an evolution of a particularly well received model to clients who in a real Ferrari appreciate roominess combined with flexibility of use: the 456 in its GT and GTA versions.

A further step in the company's tradition of 2+2 cars, the Ferrari 456M GT provides a high-performance 5,474 cu. in. V12 engine but at the same time guarantees the comfort and roominess typical of a GT car. The most rational way to roominess and maximum-performance in terms of safety and easy driving conditions is a layout with a front engine and a rear gearbox.

The aerodynamics being a top priority, the front part was designed in a clear-cut way and a spoiler was integrated in the rear bumper. The particular shape of the front spoiler and bonnet and the development of the rear extractor guarantee an improvement in the Ferrari 456M GT forecarriage lift and penetrative capacity rate.

Bodywork

The car is built around a tubular steel chassis on which the aluminium bodywork is weld by a particular procedure. The two parts are united with the interposition of a special material named Feran. This process makes aluminium's lightness come together with steel's rigidity. To make the car lighter, the front bonnet is in carbon fibre.

Interior

Four-seater cockpit upholstered in Connolly leather. Electrically assisted seats with position memories. Analogue instrumentation with check-panel. Air-conditioning with solar climate sensor. Hi-Fi system.

Chassis

The stress-bearing chassis, in tubular alloy steel, is connected to the independent suspensions with anti-roll bars and anti-dive geometry unequal-length, non-parallel wishbones. The gas dampers are electronically controlled and adjust into two positions. Servotronic rack-and-pinion steering. Self-ventilated disc brakes with pneumatic servobrake, ABS system and electronic rear braking corrector. The car is equipped with a modern ASR drive control system connected to the antiskid circuit: a substantial enhancement of safety even with the most difficult conditions.

Power train

65 degrees V12, 334.0 cu. in., 436 HP front engine. Four valves per cylinder and twin overhead cams. Bosch M 5.2 engine management system. Single-plate dry clutch and dry sump lubrication system. The car comes in two versions: GT with mechanical 6-speed plus reverse gearbox and GTA with automatic 4-speed plus reserve gearbox.

Ferrari 360 Spider

2009-04-09T07:20:00.000-07:00

The Ferrari 360 Spider is Ferrari's 20th road going convertible. In terms of engineering, looks, and performance it is the best production spider Maranello has ever produced. Thanks to the exclusive know-how Ferrari has accumulated as a Formula 1 constructor, it is the most technologically advanced convertible available.

Despite the car's mid-mounted 400bhp V8 engine, Ferrari engineers found a way of creating a roof that automatically folds into its own well between the cabin and the engine bay, thus ensuring purity of line. The intrinsic quality of the design is underlined by the two fairings in the bodywork to the rear of the seats which evoke memories of classic Ferraris. These are matched by the two roll hoops that provide maximum safety for both of the car's occupants. With the top up the car is aggressive, emphasizing the V8 visible through engine cover. Lowering the fully automatic roof transforms the Ferrari 360 Spider, highlighting its connection to great sports racers. As strong and rigid as the Berlinetta, the Ferrari 360 Spider offers performance almost identical to the coupe version, achieving a top speed over 180mph while weighing barely 130lbs more and offering the same amount of room for the occupants and their luggage.

Design

The most striking aspect of the Ferrari 360 Spider's styling is its convertible top. With incredible care, using the wonderful shape of the Ferrari 360 Modena as a starting point, the engineers and designers created a stylish and highly effective, fully automatic folding roof. Top down, the Spider's rear fairings evoke the great era of sports racing cars, smoothing the lines of the roll hoops that protect the occupants. A design tour-de-force, the Spider gives nothing away to the berlinetta on the road, the track, or the boulevard.

The Ferrari 360 Spider features a fully automatic roof. The driver needs only to slow below 3mph and press a button to have the roof totally disappear into - or reappear from - the special well between the engine and cabin in a mere 20 seconds. No matter the seating positions, the roof can close to form a total seal with the windshield or open to let in all the sunshine. The mechanism involves a complex two-stage action in which the roof folds double before it slips inside its compartment to be covered by its own special tonneau made of high-density SMC to reduce noise. The roof's invisible frame is made from a combination of cast aluminum and pressed steel elements, driven by electro-hydraulic actuators. The roof is available in four colours.

Structure

Like the Ferrari 360 Modena, the Ferrari 360 Spider is made primarily of aluminum. It is thus extremely light and extremely strong. Thanks to its aluminum alloy body and frame, bonded with special Feran welds, the Ferrari 360 Spider is as torsionally and flexionally rigid as its berlinetta counterpart. While most of the body is of aluminum, the rigid tonneau that covers the folded roof, and the tub in which the folded roof and mechanism reside, are formed from sound-reducing SMC. The roof itself is made from bonded fabrics and features an interchangeable PVC rear screen.

For the Spider, the Ferrari 360 Modena's chassis has been adapted to optimise static and dynamic rigidity. This involved strengthening the sills, stiffening the front of the floorpan and redesigning the windscreen frame. The rear bulkhead has also been stiffened to isolate the cabin from engine sounds. The result is a structural efficiency and a dynamic response that sets new standards for open car chassis and body shell construction. The occupants of the Ferrari 360 Spider are ensconced by an ultra-protective safetycage, backed up by two tubular steel roll hoops that form an integral part of the hood system and work with the windscreen reinforcement to offer maximum resistance in rollover situations. The entire roll bar structure is also coated in a special material that progressively absorbs energy in the area around the occupants' heads under its soft Connolly leather trim.

Drivetrain

The Ferrari 360 Spider's 5-valve per cylinder, 3.6 liter V8 engine produces 400bhp and is centrally mounted with dry-sump lubrication. The oil tank is placed, F1-style, on the spacer between the longitudinal engine and unitary gearbox. Pick-up is spectacular thanks to excellent torque peaking at 275lb-ft at 4750rpm, 80% of that available at just 3000rpm. The engine's flexibility means that the car is relaxing and easy to drive even in heavy traffic. Power output is a record-breaking 400bhp at 8,500rpm (112bhp per liter) the highest specific output yet achieved by a naturally-aspirated V8 production engine. The power unit features a variable geometry intake system, five-main bearing crankshaft with counter-balanced 180° crank throws, titanium con rods, 5 valves per cylinder (3 intake, 2 exhaust, the latter with variable valve timing for improved performance at high speeds) and a Bosch ME 7.3 electronic engine management system which, via the CAN - Controlled Area Network - allows the injection system to transmit and receive data from the ignition which is integrated with the drive-by-wire electronic accelerator connected to the ASR traction control and, where fitted, the system that manages the F1 electro-hydraulic transmission.

The drive-by-wire system incorporates a motorized throttle regulating air induction. On the Ferrari 360, the accelerator pedal activates a potentiometer connected to a pair of engine management units. The CAN system also allows the various control units to communicate with the ASR traction control system and the F1 gearbox control so that, taking into consideration performance parameters and vehicle speed, the engine management system decides on the appropriate throttle angle. The drive-by-wire system makes a vital contribution during gearshifts, ensuring they take place at the engine speed recommended by the control unit. The Ferrari 360 Spider has benefited enormously from Ferrari's experience with Formula 1 engine technology, which also contributed variable-length intake manifolds to optimize torque at all engine speeds. The system incorporates two plenums each supplying air to one bank of cylinders, either through short direct tracts connected to the same bank or through longer indirect ones connected to the opposite bank via valves.

The Ferrari 360 Spider's 6-speed gearbox is available with either the classic gate-shift or the F1-style paddle shift. The manual system offers triple cone synchronizers on 1st and 2nd gears, with a double cone on the others. The single dry plate clutch has coaxial hydraulic drive and the limited slip differential has different locking percentages (25% on acceleration and 45% on lift off). Ferrari introduced paddle shift to Formula 1 and this solution is now used by all teams. The Ferrari 360 Spider's F1 transmission, which changes gears in a mere 150 milliseconds, has an optimized full automatic option as well as manual mode, and a low grip Snow and Ice mode. Manual changes are effected through the two paddles behind the steering wheel - the right paddle selects a higher ratio, while the left drops a gear. The pedal-less clutch is automatically activated by the gearbox's electronic control unit, and engages only when the engine revs are correct. If the sports suspension setting has been selected the gearbox software adapts the speed of changes to suit, and the Ferrari 360 Spider is thus stable in conditions beyond the capabilities of most sports cars.

Suspension

The Ferrari 360 Spider has superb road dynamics thanks to a long wheelbase, wide front track, a superb suspension geometry, and electronic control. The car rides on an adjustable suspension with dual aluminum wishbones front and rear. Anti-dive and anti-squat geometries are incorporated front and rear so the car remains level under braking and acceleration. The aluminum dampers, co-designed with Sachs, are equipped with an electronic control unit. All body and wheel movements are thus guided in a process that takes just 0.04 seconds to eliminate any rolling or pitching.

Befitting a high-performance sports car, the Ferrari 360 Spider's brakes include large 13" diameter vented and cross-drilled discs with sensitive hydraulically actuated two-piston aluminum calipers, controlled by a braking effort proportioning valve and an ABS system that prevents wheel lock-up in deceleration. The large rotors also help maintain a low thermal load, and improve resistance to fading without forced cooling. Although Ferrari engineers placed emphasis on decelerative stability, the Ferrari 360 Spider stops in record short distances.

Interior

The cabin of the Ferrari 360 Spider is identical to the coupe's: the first things of note are the ease of access offered by the ample door aperture, whether the roof is up or down, and the striking effect of the aluminum kick panel that recalls the lightweight but extremely rigid extruded aluminum sill below. The Spider's interior dimensions are virtually identical to those of the berlinetta, offering a far more spacious cabin than the Ferrari F355 Spider, right down to the golf bag slot behind the seats. The only differences are the practical, electrically operated strongbox set between the two seats at the centre of the roll bar structure and the two storage nets on each side of the rear console. The Ferrari 360 Spider is available with a choice of 12 different Connolly leather trim options, highlighting the aluminum detailing that reflects the car's sophisticated construction technology. All the major instruments are grouped in a binnacle in the driver's line of sight, with the tachometer positioned centrally. The three-spoke steering wheel incorporates a full-size airbag.

Ferrari 360 Modena Challenge

2009-04-09T07:19:00.000-07:00

The Ferrari 360 Modena Challenge was unveiled on July 4th, 1999 by Michael Schumacher at the Nürburgring Circuit. The Challenge version of the Ferrari 360 Modena has been created to give those Ferrari customers who like to take to the race track a strong racing and performance package. In 2000, the Ferrari Challenge Pirelli Trophy, a championship fought out around the world and which dates back to 1993, has seen the Ferrari F355 joined by the 360, the two cars compete in different classes.

The Ferrari 360 Modena Challenge went into production at Maranello at the end of 1999 and the first production run included a limited number of cars exclusively for drivers registered for the Challenge.

Ferrari 360 Modena Challenge Technical Specification

8 cylinder 90 degree V engine, 3586 cc, 400 ps
F1 style gear change
Minimum weight, ready to run without fuel: 1,170 kg (150 kg less than the Ferrari F355 Challenge)
Digital instrument panel by Magneti Marelli with data acquisition system
Aeronautic standard fuel cell to FIA standards with a 100 litre capacity and two quick-fillers
Automatic fire extinguisher system
Racing seat with six point harness
FIA standard roll over bar
Pirelli P Zero Slick tyres
Shell oil and lubricants
BBS wheel rims

Ferrari 360 Modena

2009-04-09T07:17:00.000-07:00

Ferrari 360 Modena was unveiled at the 1999 International Geneva Motor Show. Styled by Pininfarina, the all-aluminium 360 Modena has been designed to represent the ultimate in performance, lightness and advanced engineering and is the result of four years intensive research and design. This 'small' Ferrari incorporates superb handling due to a revised suspension system, excellent interior space with an exceptionally refined cabin layout. Powered by a normally aspirated, 400 hp, 3.6-litre, 40-valve, 8-cylinder engine the 360 Modena was available with the second generation of the highly successful F1-type gearbox as well as the conventional six-speed manual transmission.

This car had a significant part to play in the Ferrari model mix and will sit alongside the Ferrari 550 Maranello, the Ferrari 456M and the Ferrari F355 Spider. Offered as a two-seater sports car, the Ferrari 360 Modena replaced the highly successful and internationally acclaimed Ferrari F355. This addition to the Ferrari range was expected to account for 65% of Ferrari's annual production of around 3500 cars. The Ferrari 360 Modena initially went on sale in some of Ferrari's 42 key markets in Spring 1999. The car was available throughout the international Ferrari sales network by the Summer.

Many of the technical features and the build processes to create the Ferrari 360 Modena are unique to Ferrari and this car promises to be one of the fastest and most powerful GT road cars ever to be produced at Maranello. Luca di Montezemolo, President of Ferrari SpA, said: "In the past six years, Ferrari has launched no less than 10 different models and variants. This is a fantastic achievement and reflects Ferrari's continual efforts to be at the leading edge of technology and engineering design. "The Ferrari 360 Modena again represents a major step forward for us. It incorporates all of the traditional elements of the Ferrari marque but sets new and significant standards for high performance cars. The Ferrari 360 Modena is one of the most technically advanced cars that we have ever produced.".

Equipped with a 400-bhp 90° V8 engine, the Ferrari 360 Modena and the Ferrari 360 Spider are a winning concentration of high technology, style and performance. The extruded aluminum chassis, the special attention paid to detail in ensuring a roomy and comfortable interior and, in the Ferrari 360 Spider, the innovative soft-top opening system are some of the key reasons for the cars' success.

Ferrari F50

2009-04-09T07:16:00.001-07:00

The Ferrari F50 was a mid-engined range-topping sports car made by Ferrari. The F50 was introduced in 1995, as a successor to the F40, to celebrate the company's 50th anniversary. The car is a two door, two seat convertible with a removable hardtop. It has a 4.7 L naturally-aspirated 60-valve V12 engine that was developed from the 3.5 L V12 used in the 1992 Ferrari F 92 A Formula One car.

Only 349 cars were made, one fewer than Ferrari estimated they could sell. This was, in the words of Ferrari spokesman Antonio Ghini, because "Ferraris are something cultural, a monument. They must be hard to find, so we will produce one less car than the market." The last Ferrari F50 was produced in Maranello, Italy in July 1997.

Specifications

Price (1995): $480,000-$555,000
Manufactured in: Maranello, Italy
Number Produced: 349 (1995 to July 1997)
Inspiration: 1990 Ferrari F1 641 as driven by Alain Prost
Dimensions
- Weight: 2976 lb (1349 kg)
- Distribution: 42%/58% (front/rear)
- Length: 176.4 in (4,481 mm)
- Height: 44.1 in (1,120 mm)
- Width: 78.2 in (1,986 mm)
- Wheelbase: 101.6 in (2,581 mm)
- Front track: 63.8 in (1,621 mm)
- Rear track: 63.1 in (1,603 mm)
Engine
- Type: Tipo F130, model SFE 4.7 VJGAEA
- Position: Mid-engine, rear-wheel drive
- Configuration: Longitudinal 60-valve 65° V12, derived from F1 unit
- Aspiration: Natural, with Variable Length Intake Manifold via butterfly valve in Intake Manifold
- Engine weight: 436.5 lb
- Displacement: 4698 cc (286.68ci)
- Max Power: 513 bhp (383 kW) @ 8000 rpm
- Max Torque: 347 lb·ft (470 N·m) @ 6500 rpm
- Power/Disp.: 109.1 bhp/litre
- Weight/Power ratio: 5.8 lb/bhp
- Bore x Stroke: 3.35 in. x 2.72 in.
- Compression ratio: 11.3:1
- Redline: 8500 rpm
- ECU: Bosch Motronic 2.7 (controls the fuel feed, ignition timing, and variable length intake and exhaust systems)
- Fuel tank: Foam filled, aeronautical-style Sekur rubber bladder, 27.7 US gal.
Transmission
- Configuration: Longitudinal 6 Speed Manual + Reverse, Limited slip differential, RWD
- Gear ratios: 2.933:1 (1st), 2.157:1 (2nd), 1.681:1 (3rd), 1.360:1 (4th), 1.107:1 (5th), 0.903:1 (6th), 2.529:1 (Reverse)
- Final drive: 3.70:1
- Clutch: Dry, twin plate
- Cooling: Oil-water intercooler between gearbox lubricant and engine
Chassis
- Type: Central carbon fiber tub, light-alloy suspension and engine-gearbox assembly mounting points co-polymerised to the chassis
- Materials: Carbon fiber, epoxy resin, Nomex honeycomb core, sandwich construction
- Weight: 2249 lb
- Torsional stiffness: 25,500 lb·ft (34,570 N·m) per degree
Suspension
- Front: F1-derived, rose-jointed unequal-length wishbones, push-rods, coil springs, Bilstein gas-pressurised monotube dampers, electronic adaptive damping, electronic height adjustment (40 mm max)
- Rear: F1-derived, rose-jointed unequal-length wishbones, push-rods, coil springs, Bilstein gas-pressurised monotube dampers, electronic adaptive damping, mounting points on a spacer between the engine and gearbox
- Travel: 55 mm bump, 60 mm rebound
- Camber angle: -0.7 degrees front, -1.0 degrees rear
- Anti-roll bars: Front and rear
- Max roll angle: 1.5 degrees
- Electronic Adaptive Damping (Based on steering wheel angle and velocity, the body's vertical and longitudinal acceleration, brake line pressure, and vehicle speed.)
- Maximum reaction time (from minimum to maximum damping force or vice versa): 140 milliseconds (0.14 sec).
- Average reaction time (from minimum to maximum damping force or vice versa): 25 to 30 milliseconds (.025 to .03 sec)
Steering
- Type: TRW rack and pinion, 3.3 turns lock to lock, unassisted
- Caster angle: 5.5 to 5.7 degrees
- Turning circle: 41 ft (12 m)
Wheels/Tires/Brakes
- Wheels: Magnesium alloy, manufactured by Speedline
- Hubs: Titanium
- Brake disc bells/suspension uprights/brake calipers: Aluminum
- Upper and lower wishbones: Black powder-coated steel
- Front Wheels: 18 in. x 8.5 in.
- Front Tires: 245/35ZR-18 Goodyear Eagle F1 GS Fiorano (35psi)
- Front Brakes: 14.0 in. Brembo Cross-drilled & ventilated cast iron discs, 4 piston aluminum Brembo calipers, Pagid brake pads, [[unassisted
- Rear Wheels: 18 in. x 13 in.
- Rear Tires: 335/30ZR-18 Goodyear Eagle F1 GS Fiorano (30psi)
- Rear Brakes: 13.2 in. Brembo Cross-drilled & ventilated cast iron discs, 4 piston aluminum Brembo calipers, Pagid brake pads, unassisted
- Unsprung Mass: 99 lb/121 lb (front corners/rear corners)
Color popularity
- Rosso Corsa (Red): 302
- Giallo Modena (Yellow): 31
- Rosso Barchetta (Dark red): 8
- Argento Nurburgring (Silver): 4
- Nero Daytona (Black): 4
Performance
- 0-60 mph (0-97 km/h): 3.7 sec
- 0-100 mph (0-161 km/h): 8.2 sec
- 0-1000 m: 21.7 sec
- 0-1 mile: 30.3 sec
- 60-0 mph: 118 ft (36 m)
- 1/4 Mile: 12.1 seconds @ 123.0 mph (198 km/h)
- Top speed: 202 mph (325 km/h)
- Downforce: 970 lb @ 202 mph (325 km/h), 40%/60% (front/rear)
- Cd: 0.372
- Skidpad: 1.03g
- Slalom: 71.8 mph (115.6 km/h)
- Fuel economy: 8/11 mpg (cty/hwy) (US gallon) (Factory numbers: 8.4/14.1 mpg)

Ferrari F40

2009-04-09T07:10:00.000-07:00

The Ferrari F40 is a mid-engine, rear-wheel drive, two-door coupé sports car produced by Ferrari from 1987 to 1992 as the successor to the Ferrari 288 GTO. From 1987 to 1989 it held the title as the world's fastest street-legal production car, and during its years of production, was Ferrari's fastest, most powerful, and most expensive car. It was intended that there were to be 400 Ferrari F40 made, all painted red, but a total 1,315 F40s were produced.

The Ferrari F40 was, in the most literal sense, designed as the successor to the company's GTO supercar, but the project's meaning ran deeper. At ninety years old, Enzo Ferrari was keenly aware that his life was coming to an end, and was somewhat disappointed that Ferrari's dominance in international motorsport had faded somewhat over the years. As a result, Enzo wanted a new pet project put into the pipelines, something that could remind the world of the company's capabilities as a manufacturer as well as provide both a competitor to the Porsche 959 and come to be his masterpiece; the company's impending 40th anniversary provided just the right occasion for the car to debut. The plan was simple: create a vehicle that combined the company's best technologies into a no-frills sports car that would come as close as possible to being a full fledged race vehicle while still retaining the necessary equipment to be a street-legal product. It was the last car to be commissioned by Enzo himself before his death.

The Ferrari F40 was designed with aerodynamics in mind, and is very much a creation of its time. For speed the car relied more on its shape than its power. Frontal area was reduced, and airflow greatly smoothed, but stability rather than terminal velocity was a primary concern. So too was cooling as the forced induction engine generated a great deal of heat. In consequence, the car was somewhat like an open-wheel racing car with a body. It had a partial undertray to smooth airflow beneath the radiator, front section, and the cabin, and a second one with diffusers behind the motor, but the engine bay was not sealed. Nonetheless, the Ferrari F40 had an impressively low Cd of 0.34 with lift controlled by its spoilers and wing.

Power came from an enlarged, 2.9 L (2936 cc) version of the GTO's twin IHI turbocharged V8 developing 478 PS (352 kW/471 hp) under 110 kPa (16 psi) of boost. The suspension setup, like the GTO's, remained a double wishbone setup, though many parts were upgraded and settings were changed; the unusually low ground clearance prompted Ferrari to include the ability to raise the vehicle's ground clearance when necessary.

The body was an entirely new design by Pininfarina featuring panels made of kevlar, carbon fiber, and aluminum for strength and low weight, and intense aerodynamic testing was employed. Weight was further minimized through the use of a plastic windshield and windows and no carpets, sound system, or door handles were installed although the cars did have air conditioning. Early cars had fixed windows, although newer windows that could be rolled down were installed into later cars and the Ferrari F40 did without a catalytic converter until 1990 when US regulations made them a requirement for emissions control reasons.

As early as 1984, the Maranello factory had begun development of an evolution model of the 288 GTO intended to compete against the 959 in FIA Group B. However, when the FIA brought an end to the Group B category for the 1986 season, Enzo was left with five 288 GTO Evoluzione development cars, and no series in which to campaign them. Enzo's desire to leave a legacy in his final supercar allowed the Evoluzione program to be further developed to produce a car exclusively for road use.

The factory never intended to race the Ferrari F40, but the car saw competition as early as 1989 when it debuted in the Laguna Seca round of the IMSA, appearing in the GTO category, with a LM evolution model driven by Jean Alesi, finishing third to the two faster spaceframed four wheel drive Audi 90 and beating a host of other factory backed spaceframe specials that dominated the races. Despite lack of factory backing, the car would soon have another successful season there under a host of guest drivers such as Jean-Pierre Jabouille, Jacques Laffite and Hurley Haywood taking a total of three second places and one third.

Although the Ferrari F40 would not return to IMSA for the following season, it would later be a popular choice by privateers to compete in numerous domestic GT series including JGTC. In 1994, the car made its debut in international competitions, with one cars campaigned in the BPR Global GT Series by Strandell, winning at the 4 Hours of Vallelunga. In 1995, the number of F40s climbed to four, developed independently by Pilot-Aldix Racing (F40 LM) and Strandell (F40 GTE, racing under the Ferrari Club Italia banner), winning the 4 Hours of Anderstorp. No longer competitive against the McLaren F1 GTR, the Ferrari F40 returned for another year in 1996, managing to repeat the previous year's Anderstorp win, and from then on it was no longer seen in GT racing.

The Ferrari F40 was discontinued in 1992 and in 1995 was succeeded by the Ferrari F50, which until a newer generation of factory backed GT1 cars that came along, remained competitive.

Performance

The F40's light weight of 1100 kg (2425 lb) and high power output of 478 PS (352 kW/471 hp) at 7000 rpm gave the vehicle tremendous performance potential. Road tests have produced 0-100 km/h (62 mph) times as low as 3.8 seconds (while the track only version came in at 3.2 seconds), with 0-160 km/h (100 mph) in 7.6 seconds and 0-200 km/h (125 mph) in 11 seconds giving the Ferrari F40 a slight advantage in acceleration over the Porsche 959, its primary competitor at the time.

The Ferrari F40 was the first road legal production car to break the 200 mph (322 km/h) barrier. From its introduction in 1987 until 1989, it held the record as the world's fastest production car, with a top speed of 324 km/h (201 mph); the record was broken by the Ruf CTR "Yellowbird"'s 340 km/h (211 mph) top speed. The Ferrari F40 was publicly proven capable of its rated top speed in 1992 through an infamous incident in which a Japanese dealership owner proved the car's potential by filming himself touching its top speed on an expressway only to be arrested after he sold a videotape to an undercover policeman. By that time, he already sold ten thousand videos.

During the 2006 Bonneville Speed Week, Amir Rosenbaum of Spectre Performance managed to take his Ferrari F40 with minor air intake modifications to 226 miles per hour (364 km/h).