Guide: Ferrari F50
Background
Three years after the F40 was discontinued, Ferrari launched a replacement to celebrate their 50th anniversary.
Unveiled at the Geneva Motor Show in March 1995, the F50 was another limited production flagship.
It slotted into a Ferrari model line up that comprised the entry-level V8-powered F355, the 456 GT 2+2 and the soon-to-replaced F512 M.
Perhaps the F50’s most significant deviation from its predecessors was the use of a normally-aspirated V12 engine. By contrast, the 288 GTO and F40 had both used a twin turbocharged V8.
The decision to drop the turbo engine was all about Ferrari’s entry to the IMSA championship with the 333 SP in 1994.
IMSA’s WSC regulations did not permit any kind of forced induction. The rules also stipulated that engines had to be derived from those installed in production automobiles that were on sale to the general public.
Although the F50 was not actually available in 1994, IMSA’s governing body were so keen to have Ferrari on board that they allowed the Italians twelve months grace to get the engine into production. Understandably, this caused no little consternation among rival competitors.
At the time, Ferrari did already have a V12 in production (as used by the 456 GT), but to go racing, a specially developed motor was deemed necessary to outperform the competition.
As a successor to the F40 was on the cards anyway, the obvious solution was to power the new model with a trick engine that could be homologated for use in the 333 SP.
Engine / Gearbox
Ferrari started with the 3.5-litre cast-iron block used in their early 1990s F1 cars.
Bore was increased by 1mm and stroke was taken out by 16.4mm for an overall displacement of 4698cc.
This new Tipo F130 B engine was equipped with aluminum alloy five valve cylinder heads, titanium alloy con-rods and forged aluminium Mahle pistons.
Forged steel was used for the camshafts and the crankshaft.
The cam covers and oil and water pump housings were sand cast magnesium.
Dry-sump lubrication was employed along with the latest Bosch Motronic 2.7 engine management.
Two catalytic converters were fitted (one for each bank of cylinders).
Variable length intake and exhaust manifolds were also installed.
With a compression ratio of 11.3:1, the new 65° V12 produced 512bhp at 8500rpm and 347lb-ft at 6500rpm. This equated to 109.2bhp per litre - the highest output of any normally aspirated production car at the time.
Longitudinally mounted in the chassis, the engine was hooked up to a six-speed manual gearbox. Transmission was through a dry twin-plateclutch and limited-slip differential.
Ferrari did not use their recently introduced semi-automatic F1 paddle-shift gearbox for reasons of longevity.
Chassis
In addition to its engine, the F50 drew heavily on F1 technology throughout the rest of its construction.
Nowhere was this more evident than the monocoque tub which weighed just 102kg. The tub was manufactured from carbonfibre skins sandwiched with epoxy resin and a Nomex honeycomb core.
At 2581mm, the wheelbase was 131mm longer than the outgoing F40.
The engine was bolted direct to the rear bulkhead and, along with the gearbox, formed a load-bearing structure to which the rear suspension components were attached.
The suspension layout comprised rose-jointed double wishbones with push-rods, coil springs and Bilstein gas-pressurised dampers.
The electronic dampers adjusted according to steering wheel angle and velocity, acceleration, brake pressure and vehicle speed. The front axle had 40mm of electric height adjustment.
Anti-roll bars were installed at either end.
Cross-drilled and ventilated brake discs and four-piston aluminium calipers were supplied by Brembo. Disc diameter was 356mm at the front and 335mm at the rear. To save weight, there was no servo-assistance or ABS.
18-inch Speedline magnesium alloy wheels were mounted on titanium hubs. They measured 8.5-inches wide at the front, 13-inches wide at the back and originally came shod with custom Goodyear Eagle tyres.
Track measurements were 27mm wider than the F40 at the front and 3mm narrower at the rear.
Sekur rubber fuel tanks with a combined 105-litre capacity were mounted either side of the engine.
Bodywork
Pininfarina originally wanted to offer the F50 in both Spider and Berlinetta body styles.
In the end, Ferrari settled on a targa configuration. A removable body coloured hardtop was supplied, but as this was too large to be stowed behind the seats, a smaller canvas roof was also included.
Carbon composite body panels were used throughout.
The F50’s styling was wind tunnel honed with aerodynamics and downforce the key considerations.
It featured an extended nose with covered headlights, a plethora of intakes and two enormous radiator cooling vents carved out from the front lid.
Down each flank was a similarly impressive intake scoop which was vital as the engine (on show below a transparent cover) was almost fully enclosed by the underbody aerodynamics.
Two thermostatically controlled electric fans were therefore fitted to the topside of the undertray. These drew cool air from beneath the car and blew it over the exhaust manifolds and catalytic converters. The hot air was then able to exit through slats in the engine cover and the meshed tail fascia.
At the back was an enormous upswept rear spoiler.
Interior
The interior was upholstered with a simple alcantara dash, leather bucket seats with fabric centres and dimpled rubber mats to protect the floor and sills.
The dash fascia, door panels and forward section of the transmission tunnel were left in bare carbon. The rear section of the transmission tunnel was leather.
A three-spoke leather-rimmed steering wheel was fitted but did not come with an airbag.
The windows went up and down with manual winders.
Foot pedals were fully adjustable.
All the instrumentation was contained in the binnacle directly ahead of the driver. A traditional style rev counter and speedo were flanked with digital readouts for fuel, oil and water.
Options
Options were limited to black or red fabric seat centres and a choice of five exterior colours: Rosso Corsa, Rosso Barchetta, Giallo Modena, Argento Nurburgring and Nero Daytona.
Weight / Performance
The F50 weighed in at 1230kg.
It had a 0-62mph time of 3.7 seconds and top speed of 202mph. This made it the fastest open top car available at the time.
The key aspect that limited the F50’s top speed was a drag coefficent of 0.372. With its underbody aero and enormous spoilers, the F50 created a substantial amount of downforce.
In real world terms, this meant it was over four seconds faster around Ferrari’s Fiorano test track than the F40.
End of Production
Production started soon after the Geneva Motor Show in March 1995 and ended in July 1997.
349 were built, all of were left-hand drive.
Of the 349 examples built, 302 were Rosso Corsa, 31 were Giallo Modena, eight were Rosso Barchetta, four were Argento Nurburgring and four were Nero Daytona.
The F50 was replaced by the Enzo in 2002.
F50 Pininfarina Speciale
Eight F50s were converted to right-hand drive by Pininfarina for the Sultan of Brunei.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
