The Ferrari F40 is a mid-engine, rear-wheel drive sports car[4] built from 1987 to 1992

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Published on September 4, 2018 3:43:20 AM ● Video Link: https://www.youtube.com/watch?v=V9P3aO7BCS4

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As early as 1984, the Maranello factory had begun development of an evolution model of the 288 GTO intended to compete against the Porsche 959 in FIA Group B. However, when the FIA brought an end to the Group B category for the 1986 season, Enzo Ferrari was left with five 288 GTO Evoluzione development cars, and no series to enter them into competition. Enzo's desire to leave a legacy in his final supercar allowed the Evoluzione program to be further developed to produce a car exclusively for road use.[14] In response to the quite simple, but very expensive car with relatively little out of the ordinary being called a "cynical money-making exercise" aimed at speculators, a figure from the Ferrari marketing department was quoted as saying "We wanted it to be very fast, sporting in the extreme and Spartan," "Customers had been saying our cars were becoming too plush and comfortable." "The F40 is for the most enthusiastic of our owners who want nothing but sheer performance. It isn't a laboratory for the future, as the 959 is. It is not Star Wars. And it wasn't created because Porsche built the 959. It would have happened anyway."[15]

The F40 body was designed by Leonardo Fioravanti and Pietro Camardella of studio Pininfarina, under the guidance of Nicola Materazzi, the engineer who designed engine, gearbox and other mechanical parts of the car and had previously designed the bodywork of the 288 GTO Evoluzione, from which the F40 takes many styling cues from.[16]

Horse Power/Torque and suspension
Power came from an enlarged, 2,936 cc (2.9 L; 179.2 cu in) version of the 288 GTO's IHI twin turbocharged and intercooled V8 engine producing a peak power output of 478 PS (471 hp; 352 kW) @ 7000 rpm and 577 N⋅m (426 lb⋅ft) @ 4000 rpm of torque as stated by the manufacturer [17]. Gearing, torque curves and actual power output differed among the cars. The F40 did without a catalytic converter until 1990 when US regulations made them a requirement for emissions control reasons. The flanking exhaust pipes guide exhaust gases from each bank of cylinders while the central pipe guides gases released from the wastegate of the turbochargers.

The suspension setup was similar to the GTO's double wishbone setup, though many parts were upgraded and settings were changed; the unusually low ground clearance prompted Ferrari to include the ability to raise the vehicle's ground clearance when necessary for later cars.

Body and interior

Ferrari F40
The body was an entirely new design by Pininfarina featuring panels made of Kevlar, carbon fiber, and aluminum for strength and low weight, and intense aerodynamic testing employed. Weight was further minimized through the use of a plastic windshield and windows. The cars did have moderate air conditioning, but had no sound system, door handles, glove box, leather trim, carpets, or door panels. The first 50 cars produced had sliding Lexan windows, while later cars were fitted with wind down windows.[18]

Aerodynamics
Cooling was important as the forced induction engine generated a great deal of heat. In consequence, the car was somewhat like an open-wheel racing car with a body. It had a partial undertray to smooth airflow beneath the radiator, front section, and the cabin, and a second one with diffusers behind the engine, but the engine bay was not sealed. It had a drag coefficient of 0.34.[19]

Racing
LM

F40 LM
The car saw competition as early as 1989 when it debuted in the Laguna Seca Raceway round of the IMSA, appearing in the GTO category, with a LM evolution model driven by Jean Alesi, finishing third to the two faster spaceframed four wheel drive Audi 90 and beating a host of other factory backed spaceframe specials that dominated the races. Despite lack of factory backing, the car would soon have another successful season there under a host of guest drivers such as Jean-Pierre Jabouille, Jacques Laffite and Hurley Haywood taking a total of three second places and one third.

Although the F40 would not return to IMSA for the following season, it would later be a popular choice by privateers to compete in numerous domestic GT series including JGTC. In 1994, the car made its debut in international competitions, with one car campaigned in the BPR Global GT Series by Strandell, winning at the 4 Hours of Vallelunga.[20]

In 1995, the number of F40s climbed to four, developed independently by Pilot-Aldix Racing (F40 LM) and Strandell (F40 GTE, racing under the Ferrari Club Italia banner), winning the 4 Hours of Anderstorp. No longer competitive against the newly entered McLaren F1 GTR, the Ferrari F40 returned for another year in 1996, managing to repeat the previous year's Anderstorp win, and from then on it was no longer seen in GT racing.[21] In total 19 cars were produced.[22]

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