1987-1988 Ferrari F40

Enzo Ferrari really knows how to throw a birthday party. With 1988 marking 40 years of cars bearing his name, Il Commendatore, has given all of us a birthday present in the glorious tradition of the original GTO. Logically and simply, it's called F40. Revealed at Maranello on July 21, 1987, the F40 was born June 6, 1986 when, as Mr. Ferrari told the assembled world press, "I expressed a wish to our executive committee to have a car reminiscent of the original 250 LM. Ing. Giovanni Razelli [the firm's managing director] and his collaborators considered my proposal, which had been approved by [Fiat chairman] Mr. Ghidella."

The aim, according to Pininfarina general manager Leonardo Fioravanti, was "to recover the spirit of some of the Ferrari cars of the past; that is, to give our customers the possibility of driving objects that are very similar to the racing cars." That they've done. In fact, many old hands at Maranello still shun the prosaic F40 designation, preferring "LM" or "Le Mans" for this latest race-and-ride Ferrari. And indeed, the F40 is nothing so much as a roadgoing version of the GTO Evoluzione, a twin-turbocharged version of the latterday mid-engine GTO that would have been Ferrari's Group B contender had the FIA not cancelled the category after two tragedy-plagued seasons (1985-86). The F40 is also nothing so much as a response to Porsche's erstwhile Group B machine, the 959. Italian pride couldn't let Germany lay claim to the world's ultimate roadgoing sports car, hence this new semi-racer, available to only a handful of "qualified"-namely, expert-buyer/drivers. While it superficially resembles the Evoluzione, GTO, and the 308/328 series, the F40 differs in numerous ways. Styling is predictably and obviously PF/Ferrari, but echoes the 959's with wider, more deeply drawn bodywork highlighted by a high-flying rear aerofoil, wheels and tires of near Indy-car proportions, and a profusion of scoops, grids, and louvers. The 0.34 drag coefficient is unexceptional by even road car standards these days, though PF claims wind-tunnel testing aimed at maximum downforce. Wheelbase is identical with the GTO's, but the F40 is just 2.2 inches shorter than the Testarossa and an impressive 78 inches wide.

Unlike the lush 959, the F40 has hinged nose and tail sections; its only concession to comfort is a minimal air conditioning system. Carpeting, interior door panels, sound system, even windup windows have been eliminated (the last replaced by sliding plexiglas panes) to save weight-and enhance the "race-car" aura. Furthering that impession are form-fitting bucket seats clad in fire-resistant, day-glo-orange nomex and available in three sizes to suit different physiques. Other compedtion touches include four-point seat harnesses and a safety fuel bladder (a big sponge encased in rubber holding 31.7 gallons). The chassis is also racing-inspired, if conventional enough for Ferrari: a steel-tube space frame carrying classic twin-wishbone all-independent suspension with coil-over shock units. Remaining basic structure is made of the latest in composite materials reinforced with carbon-fiber and Kevlar; composites are also used for outer body panels. Another high-tech racing touch is three-position ride-height control. At speed the car automadcally lowers 20 mm for reduced drag; to clear steep driveways, it can be manualy raised 20 mm from "neutral" height.

Again unlike the 959, the F40's steering (rack-and-pinion) and brakes are manual, and there's no anti-lock brake system. But the bakes themselves are Group-C massive: 13-inch-diameter vented, cross-drilled discs with aluminium centres, and cast iron outers.

Oh yes: the engine. It's basically a detuned version of the Evoluzione' V-8, which inturn was a bored, short-stroke derivative of the GTO's twincam Quattrovalvole unit. Twin air-air Behr intercoolers feed dual IHI turbochargers; wastegate control, ignition, and port fuel injection (with two injectors per cylinder) are electronic and combined (via the Weber-Marelli IAW engine-management system). Compression is a modest 7.8:1, but maximum boost is no less than 16 psi-good for a rated 471 horsepower. If that's not enough, Ferrari offers a package with different turbos and cam profiles that adds another 200.

Power reaches the ground via a GTO 5-speed manual transaxle, albeit with a taller final drive (2.73 versus 2.90:1). To cope with it, the F40 wears Pirelli's latest "P Zero" highspeed tyres wrapped around huge, five-spoke Speedline modular wheels and massively sized at 245/40ZR-17 front, 335/35ZR-17 rear-real Formula 1 rolling stock. The claimed 201-mph top speed and sizzling 12 seconds in the 0-200 km-h (0-124mph) print seem entirely believable. Alas, the price is equally unbelievable-projected around $87,000 at current exchange rates-and with announced production of just 400 or so, the F40 will be known first-hand by only a privileged few. In all the F40 is a worthy heir to the Ferrari legend it celebrates; at the very least, it's another instantly collectable Ferrari.