Guide: Ferrari Pininfarina 250 P5
Background
Between 1965 and 1970, Pininfarina created a series of show-stopping styling concepts based on state-of-the-art Ferrari sports racing chassis that had become surplus to requirements.
The 250 P5 was one such machine.
Unveiled at the Geneva Motor Show in March 1968, it followed a pair of recent Dino concepts (the Dino 206 Berlinetta Speciale and Dino 206 Competizione), the wild 365 P Tre-Posti and a long wheelbase 250 LM Stradale that had begun the lineage in early 1965.
As the 250 P5 was never intended for production, Pininfarina were able to produce a machine unburdened by day-to-day practicalities. Accordingly, its appearance was akin to something from a science-fiction comic and, as expected, it caused a sensation on the international show circuit.
Notionally powered by a three-litre Formula 1 engine that theoretically would have made it one of the fastest cars in the world, the P5's most obvious legacy was its bank of full-width headlights mounted under a clear plastic panel; the 365 GTB/4 launched seven months later mimicked this Plexiglas treatment to great effect.
Chassis
The P5 was built on a chassis that started life as Dino 206 S number 020.
After having been adapted to accommodate a two-litre Flat 12 engine, 020 was re-numbered 0862.
Chassis 0862 was assembled with the Flat 12 engine for an attack on the 1968 European Hillclimb Championship. However, this idea was quickly abandoned and the chassis (now equipped with a dummy V12) ended up going on loan to Pininfarina.
The chassis was essentially a Formula-type semi-monocoque. It comprised a lightweight tubular steel framework with stressed aluminium and fibreglass panels riveted in place.
Suspension was independent all round with unequal-length wishbones, coil springs and telescopic Koni shocks. Anti-roll bars were installed at either end.
Ventilated disc brakes were supplied by Girling and mounted outboard at the front, inboard at the rear.
The Firestone-shod Campagnolo alloy wheels were a five-spoke design and attached via lug bolts as opposed to a single centre locking hub nut.
Engine
Ferrari supplied Pininfarina with a Formula 1 dummy engine for the 250 P5.
These 1967-spec. 312 motors boasted dual overhead camshafts with three valves per cylinder, twin plug ignition and Lucas fuel-injection. They were all-alloy 60° V12s that displaced 2989cc thanks to a bore and stroke of 77mm and 53.5mm respectively.
With an 11.8:1 compression ratio, peak output was 390bhp at 10,500rpm.
Bodywork
Externally, the 250 P5's slender nose incorporated pontoon-style fenders and eight rectangular headlights mounted underneath a transparent cover. The wide intake on the lower apron broadly mirrored the light cluster. There was no chin spoiler nor any canards.
All four of the wheelarches were partially cut-away for dramatic effect and the cooling intake carved from each flank was embellished with a slatted alloy grille.
A domed single-piece windscreen was pure Ferrari P-car.
Cockpit access was via Gullwing doors with single-piece glass windows.
An enormous rear screen meant the power unit and spare wheel were on full display.
Perhaps the P5's most dramatic feature was its radical tail fascia. Pininfarina incorporated a bank of five horizontal slats that wrapped around to the rear wheelarches and lent the car a highly futuristic look.
The finished design was painted red with contrasting white wheels.
Interior
Inside, the sills, dash, transmission tunnel, rear bulkhead, seat bolsters and head rests were upholstered in plain black vinyl. The seat centres were given an attention-grabbing red and black staggered pattern that continued on the footwell mats.
A simple flat panel dash featured a cowled pod for the tachometer. Supplementary gauges were located in front of the passenger.
The black leather-rimmed steering wheel had three polished alloy spokes.
Like all Dino P cars, the 250 P5 was right-hand drive with a left-hand open gate gear lever.
Subsequent History
After it starred at the 1968 Geneva Motor Show, the P5 was repainted white with blue wheels. More conventional seats with blue ribbed centres were also installed. In this configuration, it was shown at the Turin Motor Show in November 1968.
Immediately afterwards, the P5 returned to Pininfarina. The chassis was sent back to Ferrari and used for the 212 E Montagna hillclimb car. The body was modified for use on an Alfa Romeo Tipo 33 Stradale platform.
In the transition to Alfa underpinnings, the body’s central bank of covered headlights was deleted, cut-outs were made for pop-up headlights on the pontoon fenders and a removable front lid was added. The fabulous slatted tail fascia also disappeared along with the engine intake grilles down each flank. Pininfarina fitted new tail lights and small black bumperettes to give a more functional appearance.
The revamped Tipo 33-based machine was painted yellow and displayed as the Alfa Romeo P33 at the Paris Motor Show in October 1969.
Text copyright: Supercar Nostalgia
Photo copyright: Pininfarina - https://pininfarina.it
