Guide: Ferrari Pininfarina Cr 25
Background
Although Ferrari's four-seat models ranked among the firm’s top sellers, Pininfarina's prancing horse-badged styling concepts were typically based on racier platforms that were better suited to dramatic coachwork.
This was especially true during the 1960s when Ferrari regularly sent Pininfarina competition chassis that had become surplus to requirements.
Throughout this period, Pininfarina were unveiling futuristic Ferrari-badged dream cars practically every year.
However, the supply of suitable racing chassis quickly dried up following FIAT's 1969 acquisition of Ferrari at which point the firm’s sports car racing programme was rationalised.
The Cr 25 was presented at the Turin Motor Show in October 1974 and was the first Pininfarina-Ferrari concept since the Modulo of 1970. It arrived two years after the four-seat 365 GT4 was launched and previewed how a potential successor might look.
While the Cr 25 could have taken Ferrari’s four-seat line in a new stylistic direction, the Maranello firm chose to stick with their existing design. Through four distinct series, the 365 GT4 stayed in production until 1989, by which time it had evolved into the 412i.
The Cr 25 was named in recognition of its 0.025 drag coefficient. The main brief had been to demonstrate that an aerodynamically efficient design could still look exciting.
Pininfarina also explored innovative ways of adapting to increasingly stringent safety legislation. Law makers (particularly in the USA) were demanding bigger impact-absorbing bumpers that were proving difficult for designers to elegantly integrate.
Engine
Theoretically, the Cr 25 could have run Ferrari's 4.4-litre V12 or even a Flat 12 motor. No engine was ever fitted though and nor were any technical details proposed.
Chassis
The chassis shared an identical 2700mm wheelbase with the 365 GT4. Track was widened by 150mm at the front and 80mm at the rear.
The 365 GT4 tubular steel chassis that the Cr 25 was most likely based upon was almost identical to that of 365 GTC/4, albeit with a 200mm wheelbase extension.
Suspension was independent all round with unequal length wishbones and coil sprung telescopic Koni shocks. Anti-roll bars were installed at both ends.
A self-levelling rear axle was fitted along with power steering.
Bodywork
The new fastback body was heavily influenced by the quest for clean aerodynamics. To this end, considerable time was spent in the wind tunnel that Pininfarina had built in 1972.
As such, the Cr 25 came with little in the way of ornamentation, but did feature several innovations that were not immediately obvious.
For example, there were concealed touch-sensitive door catches, a front bumper that acted as a spoiler and sail panels that housed pop-up air brakes.
The Cr 25's livery comprised three sections. At its base, the louvred sill panels and the front and rear aprons were finished in brushed aluminium to match the dished wheel discs. Next there was a thick satin black waist line to mask the bumpers. The upper body was painted pearlescent white.
The front bumper was designed to stabilise airflow over the car. It largely obscured the Cr 25’s dramatically drooped nose.
Retractable headlights were installed, each with a single rectangular lens. The lights were located below a full-width bank of body coloured radiator louvres. A set of auxiliary driving lights were housed underneath the bumper.
At the back, an integrated spoiler was formed by a rear screen that sloped beneath the trailing edge of the connected C-pillars.
An inverted tail housed two rows of full-width light clusters above the bumper.
Overall, the Cr 25 was 124mm wider and 130mm lower than the 365 GT4. It was also 10mm shorter despite a prodigious rear overhang.
Interior
Inside, Pininfarina opted for a typically seventies colour combination. The dash, transmission tunnel, seat frames, roof, pillars and parcel shelf were upholstered in dark brown alcantara. Bright blue fabric was used for the seats, door panels and rear bulkhead. The carpet was beige and natural alloy was used for much of the switchgear.
A digital dash was connected to the transmission tunnel by way of a vertical central control panel that housed neat touch-sensitive controls instead of traditional levers and toggles.
The kind of minimalist two-spoke steering wheel fitted was all the rage at the time.
The vivid blue seats were made up of six cushions and added to the futuristic ambience.
The cabin was extremely spacious, especially the rear quarters.
A considerable glass area gave a light and airy feel.
Subsequent History
After making its salon debut at the Turin Motor Show in October 1974, the Cr 25 returned to Pininfarina's studio.
The upper body sections were then repainted silver and the Cr 25 was rolled out for another series of publicity photos.
It has since faded into obscurity.
Although Ferrari opted not to go down the Cr 25 route for its V12-engined four-seat line, some of the styling details were later adopted on the Mondial, most notably the thick black bumper treatment.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & Pininfarina - https://pininfarina.it
