1964-1967 Ferrari 500 SuperFast

Following on the heels of the 1960 Turin show car, the Superfast II (based on the Ferrari 400 Superamerica), Pininfarina conjured up a new Superamerica based show car, which was seen at the 1962 Geneva Salon in March: the Superfast III. Its main distinctions compared with the "II" were slimmer roof pillars, a new thermostatically controlled radiator cover, and a return to hidden headlamps and partly skirted rear wheels. It was soon followed by Superfast IV, with the same general appearance apart from four exposed headlamps that looked uncomfortable on the ground-sniffing snout. This car, which never appeared at an auto show, was later sold in the United States.

At the end of 1962, the production Superamerica had landed on a long-wheelbase chassis (102.3 inches) and lost its hood scoop for a bulge over the carburetors. This Series II model then stepped aside for the 500 Superfast, which bowed at Geneva in March 1964. Still a two-seater, it rode an even lengthier chassis (104.3-inch wheelbase) and weighed in about 350 pounds heavier. Though the production Superfast, the final development of the earlier America/Superamerica series, looked much like the last edition of the 400, it sported open headlights and a squared-off tail that gave it a Kamm-style look. As before, the custom-crafted bodywork was executed by Pininfarina. The Superfast's engine, the largest of Ferrari's then-current single cam V-12s, was unique, with a long block like the Lampredi unit but removable cylinder heads like the Colombo. In fact, the big V-12 was more closely related to the latter than the former. It featured pressed-in cylinder liners. Bore and stroke returned to 410 Superamerica dimensions (88 x 68 mm), so the "500" signified near 5.0 litres displacement (precisely 4961.57 cc). Equipped with three Weber 40 DCZ/6 carburetors and running a compression ratio of 8.8:1, output was rated at a very healthy 400 horsepower at 6500 rpm. The Superfast continued the Dunlop four-wheel disc brakes introduced on the 400, but utilized larger 205-15 tires mounted on Borrani wire wheels. Suspension consisted of unequal-length A-arms and coil springs up front and semi-elliptic leaf springs located by parallel trailing arms at the rear.

Described by some as a "luxury limousine," the 500 would last through two series built over three years. Series I, with a production rate of about one unit per month retained the 4-speed plus Laycock de Normanville overdrive transmission. It was continued through mid-1966 and about 25 examples were built. Then the Series II appeared, with a genuine 5-speed gearbox, new engine mounts, and suspended pedals. Externally, the body was the same, but the front-fender panels sported three air outlets per side instead of the 11 small louvers used previously. Only about a dozen were built before the 500 Superfast was phased out in early 1967. Nonetheless, this Ferrari left its mark, as noted by author Antoine Prunet: "With the 500 Superfast, the refinement, the finish, the comfort, and the immense power which seemed a paradox with such luxury, Ferrari and Pininfarina had, without question, created quite well the Ferrari 'Royale'".