Guide: Ferrari 500 Superfast
Background
Soon after Lampredi's Grand Prix-derived big-block engine was given its introduction at the Mille Miglia in 1950, Ferrari began to offer it in a series of high end models for road and track.
The Lampredi-engined road cars were typically the most expensive Ferraris available and appealed to those customers for whom money was no object.
Ferrari’s first production model to be equipped with the Lampredi engine was the 340 America. Most of the 25 340 Americas built were for competition use, but ten were purchased as the ultimate road cars of their day.
Like the subsequent 342 and 375 Americas, these cars were often completed at vast expense with custom coachwork and uniquely appointed interiors.
The 410 Superamerica was the next of Ferrari’s super exclusive flagships to arrive. Produced between 1955 and 1959, it was the fastest production car in the world and the last to use Lampredi’s fabled big-block motor.
Its replacement, the 400 Superamerica built between 1959 and 1964, was no less exclusive, but switched to a large displacement version of the Colombo engine.
Built in comparatively tiny numbers, these America and Superamerica models routinely cost twice as much as Ferrari’s higher volume models. They also took considerably longer to build.
To replace the 400 Superamerica, Ferrari introduced the 500 Superfast at the Geneva Motor Show in March 1964.
Equipped with an enormous five-litre engine and 330 GT-derived chassis, only 37 were built in little over two years. Most went to captains of industry, royalty and stars of screen.
Famous owners included Prince Sadruddin Aga Khan (6039 SF and 6049 SF), Prince Bernhard of Holland (6267 SF), Peter Sellers (6679 SF), the Shah of Iran (6605 SF and 7975 SF), John von Neumann (8565 SF) and Ronnie Hoare (8897 SF).
The new car was initially offered alongside the 330 GT (a four seat Coupe) and the two-seater 250 GT Berlinetta Lusso. However, in October 1964, the Berlinetta Lusso was replaced by the 275 GTB and an open top 275 GTS was added to the model line up.
By the time the 500 Superfast was introduced, the Superfast name had already appeared on a series of show-stopping Ferrari specials. The first was a custom-bodied 410 Superamerica built for the 1956 Paris Motor Show (0483 SA). Three toned down replicas followed, one on the 410 platform (0719 SA) and a brace of 250 GTs (0725 GT and 0751 GT).
Then followed the Superfast II, III and IV which were a series of aerodynamic studies completed one after the other on the same 400 Superamerica chassis (2207 SA).
Chassis
The 500 Superfast used a welded tubular steel Tipo 578 chassis derived from the Tipo 571 frame of the recently introduced 330 GT.
Both cars shared the same 2650mm wheelbase and identical track measurements. The Superfast’s engine mounting points were reinforced to cope with the additional weight and power of its five-litre engine.
The independent front suspension was via unequal length wishbones, coil springs, Koni telescopic shock absorbers and an anti-roll bar. At the back, Ferrari employed a live axle with twin radius arms, semi-elliptic springs and more coil sprung Koni shocks.
Dunlop disc brakes were fitted all round.
At 7-inches wide, the 500 Superfast’s 15-inch diameter Borrani wire wheels were half-an-inch wider than those used by the 330 GT. Pirelli Cinturato tyres were fitted as standard.
A 100-litre fuel tank installed just ahead of the rear axle was 10-litres bigger than the 330 GT.
Engine & Gearbox
At the heart of the new model was a special Tipo 208 version of Gioacchino Colombo’s legendary short-block motor.
Another all-alloy 60° V12, it featured a single overhead camshaft for each bank of cylinders, wet-sump lubrication, single plug ignition and two coils.
A displacement of 4943cc was achieved thanks to a bore and stroke of 88mm and 68mm respectively. Compared to the 3967cc motor in the 330 GT, this represented a bore increase of 11mm and a stroke reduction of 3mm. The overall gain was 976cc.
The 8.8:1 compression ratio and trio of Weber 40 DCZ/6 carburettors were the same for both models.
Peak output rose significantly. Whereas the 330 GT mustered 300bhp at 6600rpm, the 500 Superfast’s engine pumped out an enormous 400bhp at 6500rpm.
The torque rating also rose dramatically: from 244lb-ft at 5000rpm to 351lb-ft at 4750rpm.
Transmission was via a four-speed gearbox with electronic overdrive, a Fichtel & Sachs single plate clutch and ZF limited-slip differential.
Bodywork
As usual, the 500 Superfast’s body was designed and manufactured by Pininfarina.
Rolling chassis were transported from Maranello west to Pininfarina’s plant at Grugliasco on the outskirts of Turin. Here they were kitted out with bodywork and interiors before being sent back to Ferrari for final mechanical installation.
Steel was used for everything bar the opening panels (bonnet, boot and doors) which were formed in aluminium.
The 500 Superfast’s elegant lines were a clear evolution of Pininfarina’s Coupe Aerodinamico theme that frequently graced the 400 Superamerica and a handful of 250 GT SWB Berlinettas. These in turn had been inspired by the fastback 400 Superfast show cars built on chassis 2207 SA.
Uncovered headlights were positioned above chromed quarter bumpers. An oval nose intake fed cool air to the radiator.
The five window cockpit offered excellent all round visibility. The window frames were chrome plated to match the car’s handles, bezels, bumpers, wipers and exhaust tips.
The most interesting aspect of the 500 Superfast design was its sloping back end that travelled in an almost continuous line from the roof down to the slim tail fascia.
A wraparound rear screen was fitted. The large rear overhang afforded considerable luggage space and also made this the longest Ferrari yet.
Elaborate tail light assemblies contained three domed lenses mounted on a red reflective panel.
Interior
The beautifully appointed cockpit featured a teak veneered dash fascia and central control panel.
The oval instrument binnacle was home to a large speedometer and rev counter with smaller gauges for oil temperature, oil pressure and water temperature in between. A clock, ammeter and fuel gauge were located above the radio on the central control panel.
Some 500 Superfasts also came with a teak veneer oddments tray but on others this was plain black.
Black vinyl was used to upholster the dash, instrument binnacle, knee roll and door caps.
The door panels, seats, gear gaiter, rear quarters and sidewalls were leather.
Most 500 Superfasts came with a luggage platform in the back, but some were equipped with rear seats instead.
Electric windows, power steering and air-conditioning were standard equipment.
Weight / Performance
Weight was 1400kg, top speed was 174mph and 0-62mph took six seconds.
Prototype
The prototype displayed at Geneva (chassis 5951 SF) used a Tipo 571 chassis from the 330 GT. It also featured a unique bumper design, plain rear light clusters and a power bulge on the bonnet, none of which make it into production.
Production Changes
Similarities between the 500 Superfast and 330 GT extended to the upgrades that were phased in during production.
For example, when the 330 GT switched from a four-speed overdrive gearbox to a five-speed unit in the spring of 1965, the 500 Superfast followed suit.
These cars are sometimes referred to as Series 2 derivatives. They also came with up-hinged pedals, a hydraulic Borg & Beck clutch, a single Dunlop brake booster and triple-louvred engine cooling vents behind each front wheel (to replace the old eleven-slot design).
End of Production
The final 500 Superfast was completed in August 1966.
It was the 37th example manufactured, eight of which were right-hand drive.
Of the 37 built, 25 were Series 1s (six right-hand drive) and twelve were Series 2s (two right-hand drive).
The 500 Superfast was replaced by the even lower volume 365 California (a four-seat Cabriolet that sold only 14 units). Customers that wanted a Coupe instead were offered the 330 GTC Speciale, but this was not an official model and only four were built.
Special Options
Given the kind of demanding clientele that purchased 500 Superfasts, it was unsurprising that several came equipped with specially requested options.
One car had fabric upholstery (5989 SF), another came with a centre stripe (6307 SF) and two were built with covered headlights (6039 SF and 6309 SF).
The car ordered by Prince Bernhard of Holland (6267 SA) was technically a 330 Superfast Speciale. It was built with a Tipo 571 chassis and Tipo 209 four-litre engine (both from the 330 GT). This car also came with a bench front seat and spot lights.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
