Guide: Red Head Re-Imagined - a Historical & Technical Appraisal of the Ferrari 512 TR Zagato FZ93
BACKGROUND
As a consequence of an exclusivity agreement for production models signed by Ferrari and Pininfarina in late 1952, other Italian coachbuilders rarely got a look in when it came to creating bodies for the road-going machines from Maranello.
By the early 1960s (when customers could still order truly bespoke bodywork and interiors), the odd commission for a Bertone or Zagato-bodied Ferrari had been made, but it was Pininfarina that came to be most closely associated with arguably Italy’s most exciting vehicle manufacturer.
Between 1956 and 1959, Zagato of Milan had clothed a quintet of Ferrari 250 GT Berlinettas for customers that were occasionally beautiful, but always at the cutting edge of automotive design language.
Ten years after the last of these had emerged, Ferrari’s North American distributor, Luigi Chinetti, asked Zagato to create a new body on a 250 GT SWB Spyder California for the Turin Motor Show. The resultant 3Z Spyder eventually appeared at the 1971 Turin Salon (a year later than expected) and with its sharply creased wedge-type lines, further enhanced Zagato’s reputation for avant garde automotive styling.
Another two decades subsequently passed before Zagato worked its magic on another Ferrari - in 1991 the firm debuted a 348 tb-based Zagato Elaborazione of which ten were completed.
During the latter stages of Zagato’s 348 run, ex-head of design Ercole Spada returned to the company, at which point it was decided to create a 512 TR-based Speciale for the 1993 Geneva Motor Show.
The resultant FZ93 (Formula Zagato 93) was based on 512 TR chassis 93935. In typical Zagato fashion, it featured an array of highly advanced, sometimes controversial details, in this case with contemporary F1 machinery as the inspiration.
BODYWORK
Perhaps the most striking aspect of the FZ93’s all-carbonfibre body was its F1-style nose that comprised a raised central section (complete with prominent NACA duct) that swept down from the front bulkhead into an arrow-like leading edge. This distinctive effect was later copied on models like the Ferrari Enzo and Mercedes-Benz McLaren SLR.
Retractable headlights were located on either side of the nose, under which Zagato fitted a single piece front bumper assembly with an angular, fully integrated chin spoiler.
Down each flank, the side sections were scalloped ahead of massive vertically bladed engine intakes. Dramatically profiled rear fenders were necessary to accommodate the base car’s tremendous girth.
As usual, Zagato equipped the FZ93 with the company’s trademark double bubble roof. The tapered cockpit profile tunnelled back much further than the regular 512 TR and culminated in a reverse NACA duct-style treatment that Spada integrated with the rear window and sail panels. Snorkel-type intakes were added to the tops of the muscular, intricately contoured rear fenders.
The tail fascia was home to yet more unusual details. The rear diffuser was blended with an inverse U-shape central fascia panel, either side of which were tail lights concealed behind slatted black vanes.
These vanes, along with the front bumper assembly, the scalloped side sections, the exterior mirrors, the side skirts, the rear diffuser and the inverse U-shape tail fascia were finished in graphite grey to contrast the otherwise Rosso paint. A massive black Cavallino Rampante was emblazoned onto the side of each rear fender.
INTERIOR
Inside, Zagato equipped the FZ93 with brand new equipment throughout. This meant the dash, instrument binnacle, central control panel, seats and door panels were completely different to the standard 512 TR.
Unfortunately, owing to the FZ93’s short conception time and the expectation that few eyes would ever set sight on the interior, certain aspects of the cockpit were not befitting such an exclusive machine. Worst of all were the cheap-looking natural aluminium fascias applied to the instrument binnacles, the fresh air vent panel and lower control panel.
More pleasing were the manually adjustable racing style bucket seats trimmed in grey alcantara to match the upper section of the dash and the door armrests. The remaining surfaces were either left in black metal, trimmed in smooth black leather or given rubber matting.
Instrumentation was lifted straight from the 512 TR. Directly behind the three-spoke non-airbag steering wheel was the primary instrument binnacle which housed large read outs for engine and road speed with smaller gauges for oil pressure and water temperature in between.
A clock, fuel gauge and oil temperature read out were located in a separate pod positioned alongside, under which were a trio of ventilation outlets and the switchgear panel.
Whereas the audio system in the 512 TR was concealed behind a central pop-up flap, it was deleted altogether for the FZ93.
CHASSIS
The 512 TR was based around a revised F110 HB version of the original Testarossa’s welded tubular steel chassis that offered 13% more torsional rigidity. To improve handling, ride height was dropped compared to the Testarossa and the engine / gearbox were mounted lower in the chassis.
As before, the engine and gearbox were located on a removable subframe that could be unbolted from the chassis for ease of maintenance.
Suspension was independent all round via unequal length wishbones, coil springs and 512 TR-specific gas-filled telescopic shocks. Both the Testarossa and the 512 TR came with twin spring / shock assemblies per side at back. Anti-roll bars were installed at both ends.
Ventilated disc brakes stayed were carried over from the old model. They had a 315mm diameter at the front and 310mm diameter at the rear.
In standard trim, the 512 TR ushered in new Pirelli P Zero-shod 18-inch diameter Speedline wheels (still 8-inches wide front but now 10.5 as opposed to 10-inches wide at the rear). Zagato elected to replace these standard wheels with a custom set of five-spoke OZ Racing items that were given a two-tone graphite and red finish.
The FZ93 used a standard 512 TR 110-litre fuel tank that was mounted underneath the engine (up against the rear bulkhead).
ENGINE / TRANSMISSION
The engine fitted to the FZ93 / 512 TR was an extensively reworked version of the original Testarossa unit.
Another dry-sumped, all-alloy, dual overhead camshaft 180° Flat 12, the new Tipo F113 D 040 power unit featured a revised block casting and redesigned four valve cylinder heads.
Compression was upped from 9.2:1 to 10.0:1 and the latest Bosch Motronic M2.7 engine management system was adopted.
Displacement was unchanged at 4942cc thanks to a bore and stroke of 82mm and 78mm respectively.
Peak output was 428bhp at 6750rpm and 362lb-ft at 5500rpm.
Transmission was via a five-speed manual gearbox with new ratios, a twin-plate hydraulic clutch and limited-slip differential.
WEIGHT / PERFORMANCE
A standard 512 TR weighed in at 1473kg, but because of its composite body and more basic interior, the FZ93 likely tipped the scales at circa 1350kg.
Performance figures would have been slightly improved over an un-modified example with a top speed in the region of 200mph (up from 195mph) and a 0-62mph time of around 4.5 seconds (down from 4.8 seconds).
SUBSEQUENT HISTORY
Like most Zagato concepts of the modern era, the FZ93 received a mixed reception as a consequence of its unconventional design.
Having been produced in double quick time for the Geneva Salon in March 1993, a number of refinements were carried out in the months that followed.
The original two-tone colour scheme was ditched for a predominantly red finish, the dual front fog lights per side were switched to just one per side, the wheels were refinished with black centres and natural alloy rims, practically all the original graphics were removed, the rear fender-mounted snorkel intakes were switched to NACA ducts and the slatted tail light treatment made way for a meshed grilles.
In its revised configuration the FZ93 was re-named ES1.
Text copyright: Supercar Nostalgia
Photo copyright: Zagato - https://www.zagato.it/
