1990 Ferrari F40

Coupe
Chassis number: ZFFMN34A9L0087085

The sensational F40 supercar was a state-of-the-art masterpiece built to celebrate the 40th anniversary of the Ferrari marque. It was unveiled at the 1987 Frankfurt Motor Show and was intended to bring Ferrari's technical prowess from the racetrack to the autostrada, and to reinforce the direct connection between the company's legendary competition history and the sports cars it sold to customers. Mounted mid-ship was a three-liter four-cam V-8 with four valves per cylinder, Weber-Marelli fuel injection, and twin IHI turbochargers. Offering 478 horsepower and 426 lbs./ft of torque, the F40 was capable of 200 mph and 0 to 60 mph in less than four seconds. Production was originally planned for 400, but demand was such that 1,300 examples were built before production ceased in 1991.

This example was completed in October of 1990 and was the 79th of just 213 examples built specifically for the United States market. It was originally finished in Rosso Corsa with Stoffa Vigogna upholstery and sold new to Paul Goldenberg of La Habra, California. In 1991, this F40 made its first public appearance at the Ferrari Owners Club's US concours. Two years later, Mr. Goldenberg's Ferrari returned to Monterey, California to take part in Concorso Italiano.

When Mr. Goldenberg took delivery of a new F50 in mid-1995, he traded his F40 in to Ferrari of Beverly Hills. In September of 1995, Ferrari of Beverly Hills advertised the F40 for sale, describing the car as having 6,000 miles. Five years later, Ferrari of Beverly Hills again offered the F40 for sale and, in December of 2000, a new title was issued at the Villa Park DMV, suggesting that the car was sold to an Illinois resident.

Since being acquired by the current owner in October of 2002, the F40 has led a sheltered life. Since the early 2000s the car has accrued less than 100 miles with the odometer currently displaying 7,035 original miles. The car has its correct Speedline wheels and Goodyear Eagle GS-A tires. Inside are red Nomex-covered racing buckets outfitted with the original Klippan seatbelts and a period-correct Pioneer stereo.

by Dan Vaughan

Coupe
Chassis number: ZFFMN34A2L0085596

The Ferrari F40 had a race-bred tubular space-frame chassis, fully independent suspension with double wishbones, coil-over shock absorbers, and ventilated disc brakes with four-piston calipers at each corner. The body panels were comprised of Kevlar, carbon fiber and aluminum, reducing the weight of the vehicle by 20%, while increasing structural rigidity threefold over the car it replaced, 288 GTO. Mounted mid-ship was a 2.9-liter V-8 engine offering 478 horsepower at 7,000 RPM, with the assistance of twin IHI turbochargers and twin Behr air-to-air intercoolers.

Initial production estimates called for around 400 examples, but market demand was so overwhelming that 1,315 F40s were built by the time production ceased in 1991. American Ferrari enthusiasts had to wait until 1990 for an opportunity to own one, and just 213 examples made it to the United States.

This US-delivered example from 1990 has traveled less than 2,600 miles from new. It was purchased new by Paul Allen, the co-founder of Microsoft, who owned the car until 2003.

by Dan Vaughan

Coupe
Chassis number: ZFFMN34A9L0086325

This Ferrari F40 is one of just 213 examples built to comply with US import regulations. It was sent to the collector Richard Slobodian, who registered it in December of 1990 and retained the car until his passing. The car was purchased in August of 1994 by Benny Caiola.

In 2011, the car was offered for sale at the Gooding & Company auction held in Scottsdale, Arizona. It was estimated to sell for $475,000 - $550,000. As bidding came to a close, the car was sold for the sum of $495,000 including buyer's premium.

by Dan Vaughan

Coupe
Chassis number: ZFFMN34A7L0086954

This Ferrari F40 was produced in 1990 and delivered new to its first owner by Shelton Ferrari of Florida on January 2, 1991. Currently it resides with a collector based in Southern California and shows just over 5,300 miles from new. The car has been recently upgraded with a Tubi exhaust system. It has a Ferrari Classiche certification, which confirms its factory correctness.

by Dan Vaughan

Coupe
Chassis number: ZFFGJ34B000094362

This vehicle is a 1992 Ferrari F40 GT Berlinetta with a 2936cc V8 engine with twin-turbochargers and 760 horsepower. There is a five-speed manual gearbox and four-wheel disc brakes. It is one of the five F40 GT models constructed. It was sent to the Jolly Club for Vittorio Colombo who raced it in the Italian Supercar GT Series. During the 1993 non-Championship season, the car and Colombo enjoyed a perfect score; the following year the duo won the Championship after having won six first place finishes out of 20 races.

This vehicle was brought to the 2007 Monterey Sports & Classic Car Auction presented by RM Auctions, where it had an estimated value of $750,000 - $850,000. This supercar is both a racing machine and a collectable. It is one of just five examples created and carries a racing pedigree of a championship racing season and backed by a marque that is one of the most successful in the racing world. Bidding on this vehicle was steady and the selling price continued to rise. A high bid of $742,500 including buyer's premium was enough to secure new ownership. The lot was sold.

by Dan Vaughan

Coupe
Chassis number: ZFFMN34A5L0087200
Engine number: 24145

Ferrari had some strong competition in the form of the Porsche 959 and Lamborghini Countach. Enzo was approaching his 90th birthday and he had a desire to reestablish his 40 year old stable firmly atop the supercar field. The result would be the fastest Ferrari would ever build for the road and the first car built for the street that would be capable of speeds in excess of 200mph. Ferrari wouldn't just witness his last creation top the speed charts, he would have the opportunity to witness what was the most exciting car of its period.

Though built for the street, there would be very little on the F40 that wouldn't come directly from, or that wasn't inspired by, Ferrari's efforts on the racetrack. From the enlarged 3.0-liter V-8 engine to the twin IHI turbochargers and Behr intercoolers to the unequal-length double A-arm suspension and large Brembo disc brakes, the F40 was the epitome of aggressiveness.

Initially, it was believed that no more than 400 examples of the F40 would ever be produced. However, the design would be so evocative and desirable that production would end up cresting above 1300 between 1987 and 1992. In spite of the surprising longing for the car by customers only 213 would ever be produced in United States spec. Chassis 0087200 would be one of those.

As a result of there being only 213 examples produced in United States spec it was not unusual to have bidding wars break out with the purpose being of securing a place in line for the new car. Just like that, a collectible supercar was born.

This particular chassis would arrive in Newport Beach, California in January of 1991 as the property of Mr. Richard Engel. To say Engel was proud of his new acquisition would be an understatement as he would immediately take it and display it at the Ferrari Owners Club USA meeting held at Long Beach.

Engel would own the F40 from 1991 to 1993, but this would not be all smooth sailing. A lubrication failure resulted in the engine needing to be changed. This would not deter its second owner, Harry Eberlin, from purchasing the car in 1993. He too would display the car at the FOC meeting in Long Beach that year.

The following year Eberlin would decide to trade the car to Garry Roberts and Company. At that time, there was less than 13,000 miles on the car, and even less than that on the replacement engine.

In June of 1995 the F40 would be found in Indiana where it would remain right up through 2004. In 2006 the car appeared in the Chicago area as a result of some service received at Lake Forest Sports Cars. At that time, V. Thomas Taglia owned that car. He would end up selling the car through Exoticars of Pittsburgh and Joseph Gaddini would end up the next owner. Gaddini would invest heavily in the Ferrari commissioning some extensive maintenance work costing in the neighborhood of $50,000 Then, later that year the car would be listed for sale with less than 6,000 miles on the odometer.

In April of 2007, the Ferrari would be purchased by a interested buyer from the Encinitas, California area. One year later it would again be made available for sale, this time through Paramount Auto Group. Not long after being registered the car would be serviced and it would be found to still have less than 7,000 miles on the replacement engine. In total, the car would have less than 14,500 miles.

In 2008, the F40 would again be made available for sale, this time via The Sports Car Company of La Jolla, California. Sold through eBay, the well-known collector Tony Hart would end up buying the car. Hart would follow tradition and would display the car as part of the FOC's Pasadena Concours d'Elegance. It would prove to be a wise decision as the car would end up leaving with a Platinum Award in Class 8.

Retaining its correct Rosso Corsa finish, original Speedline alloy wheels and a Tubi triple-outlet stainless exhaust, 0087200 is a fine example of the last Ferrari supercar Enzo would ever lay eyes on.

Part of Tony Hart's collection, distinct in being one of just 213 U.S.-spec F40s and complete with an FCA Platinum Award, this particular Ferrari F40 would be a highlight of Bonhams' 2015 Quail Lodge auction. Some spirited bidding would take place. The end result would be a final sale price, inclusive of buyer's premium, of $1,237,500.

by Jeremy McMullen

Coupe
Chassis number: ZFFMN34A0L0087041

This Ferrari F40 has accumulated less than 1,600 miles since new. It is Assembly Number 03965 and was the 77th of 213 cars built for the United States market. It left the factory in Maranello on October 30th of 1990 and was delivered to Ronald Budworth of British Columbia, Canada. After Mr. Budworth encountered registration issues in Canada, the F40 was sent to Ferrari of Walnut Creek, California, where it was still listed for sale in 1993. The next known owner was David E. Walters who acquired the car by 2007. From there the car passed to Bentley Bellevue, in Washington state. In 2008, with just over 700 miles on the odometer, it was sold at auction for a world-record price at the time.

Steve White of Sarasota, Florida, was the high bidder. It remained in his car until 2013 with approximately 1,300 miles it was acuiqred by the current owner.

by Dan Vaughan

Coupe
Chassis number: ZFFMN34A0L0087041

The F40 was the most outlandish Ferrari of the late 1980s and the successor to the 288GTO.

Unveiled on July 21, 1987, the F40 was a racer for the street - built to commemorate Ferrari's 40th anniversary and the last Ferrari automobile personally approved by Enzo Ferrari. Using aerodynamic trickery, exotic componentry including Kevlar and reinforced carbon fiber sitting atop a steel-tube space-frame chassis, Plexiglass windows, and a 3-liter twin-turbo V-8 producing 478 horsepower; performance was mind-boggling - 0 to 60 mph in 3 seconds and a claimed top speed of 201 mph. Inside the race car theme continued, though most cars were delivered with air conditioning. Sales continued through 1992 with a total of 1,315 produced.

This car carries serial number 87041 and is the 77th produced of 213 cars certified for U.S. delivery.

The F40 was the last car introduced and commissioned by Enzo Ferrari himself. Its introduction and its name coincided with Ferrari's 40th anniversary as an automobile constructor. The car was a celebration of the marque and the man seeking to safely provide owners with a race car for the street, embodying all the finest elements of 1987 automotive engineering.

The F40 was to a large extent an evolution of the GTO in both form and concept. Though not designed for a particular racing series, it was a car that could be driven to a track and raced competitively at a professional level. It was a leap forward from the GTO in aerodynamic, structural, and performance terms. As befitted a car designed with such dynamic purpose, it had a somewhat spartan interior: the focus was unification of man and machine, combining for awesome acceleration, handling, speed, and presence.

Design

Presaging the F50 and the FX, the Ferrari F40 was formed entirely by its function. A pleasing shape, it reflected the GTO from which it descended, essentially aerodynamically 'finishing' that model's 5-unit Evoluzione study. Airflow, indeed, was the prime stylistic motivator in this Pininfarina design. Before placing such power in the hands of clients, it was necessary to ensure predictability and stability at the edge. Its most dominant features are aerodynamic aids: the low smooth nose with precisely formed intakes, the recessed doors and the numerous NACA-type ducts around the car, the vented plexiglass engine cover directing airflow to the large rear wing, and the lower rear diffusers. Like all Ferraris designed for racing, the F40 sported enamel Scuderia Ferrari badges on its front fenders.

The F40 was designed with aerodynamics in mind, and is very much a creation of its time. For speed the car relied more on its power than its shape. Frontal area was reduced, and airflow greatly smoothed, but stability rather than terminal velocity was a primary concern. So too was cooling 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 motor, but the engine bay was not sealed. Nonetheless, the F40 had an impressively low Cd of 0.34 with lift controlled by its spoilers and wing.

Structure

The F40's body is comprised almost entirely of composite materials, mostly a weave of carbon fiber, Kevlar, and Nomex. The car was available in one colour only - Rosso Corsa - and the composite body panels were left unfinished in many areas, such as inside the doors, the cabin floor, and the door sills. This can be seen most clearly when the car's large front and rear sections are open, revealing the radiator and drivetrain. Although the front section hinges forward in traditional sports racing prototype fashion, the rear is unconventional in having a hinge at its front where it meets the roof, and is held open by a sturdy central prop. Through effective design, Pininfarina ensured the F40's body was made up of only 11 main panels. Although the composite materials are extremely strong they bear little or no load, that being the purpose of the F40's chassis.

The main chassis of the F40 is made from the oval-section tubular steel common to Ferrari cars of the time. Square and rectangular section steel was used for sub-assemblies such as the front and rear sub-frames. The F40 was made doubly rigid through the use of composites for the large door sills, floor panels, and also the roof, giving it something approaching a monococque within a tube steel framework. Between the engine bay and the cabin was an aluminum and composite honeycomb employed on the GTO, part of it being removeable for access to the front of the engine.

Drivetrain

The F40's heart was its engine, a 2,936cc twin turbocharged, alloy 90° V8 putting out an astonishing 478bhp at 7000rpm (163bhp / liter) and 424 lb-ft of torque at 4500rpm. The engine was substantially evolved from that in the GTO, its displacement, compression ratio, and maximum boost pressure all having been raised. The other basic statistics were the same: dual overhead cams controlling four valves per cylinder, a dry sump lubrication system, separate electronic ignition and fuel injection systems for each bank of cylinders and a Weber-Marelli engine control system.

The forged pistons were redesigned to improve combustion efficiency, and the IHI turbochargers were water-cooled although the Behr intercoolers remained air-to-air. The large tube-steel exhaust system was improved, most notably with a revised wastegate, and by the inclusion of catalytic converters. A horizontally mounted muffler exhausted gasses through three large tail pipes located centrally between the twin rear undertray diffusers.

The F40 employed a clutch and transaxle assembly identical to the GTO, but for a change in the gear ratios. This was a fully synchronised 5-speed manual system with hydraulically actuated single-plate clutch. The transmission and differential were both housed in magnesium and aluminum alloy cases. To aid in optimal weight distribution, the transmission sat behind the differential, drive going through 180° from the crankshaft to the end of the driveshaft. Gear selection was accomplished by solid rods and forks to ensure positive engagemnt in all conditions. The F40 was also endowed with a transmission oil cooler. Optionally, the F40 could be ordered with a non-synchromesh unit.

Suspension

The F40 employed much the same fully independent suspension as the GTO, featuring unequal-length wishbones with coil springs over adjustable Koni shock absorbers. The wisbones were of high-tensile tubular steel. Front and rear anti-roll bars contributed to the car's high cornering stability. Optionally, the F40 could be ordered with an electronically adjustable suspension that altered ride height and stiffness using a cockpit mounted three-position switch. This was controlled by an ECU that based its settings on road speed.

The F40 had cross-drilled ventillated disc brakes developed in conjunction with Brembo. The cast iron and aluminum rotors were of 13.1' diameter acted upon by large aluminum four-piston calipers. These were actuated by a dual-channel hydraulic system without servo-assistance, front and rear channels being independent. This was essentially a contemporary Formula One braking system.

The car rode on special split-rim Speedline aluminum wheels carrying 245/40-17 or 235/45-17 tires at the front and 335/35-17s at the rear. The 17' wheels were secured to the hubs by means of a single nut and sprung cotter pin.

Interior

The F40 was designed to provide customers with a street legal car that could be taken to the track and raced at a high level of competition. As such, its interior eschewed anything unnecessary. The carbon composite floor and door sills were unfinished, and the dashboard and center tunnel were covered with a black felt designed to insulate and retard reflection of light. All interior trim was functional; no space was set aside for a sound system.

All controls were set around the driver, with none on the center tunnel aside from the gated shift lever and handbrake. The traditional three-spoke leather-rimmed steering wheel separated the driver from a small binnacle containing engine and road speed, boost, and temperature gauges. Auxilliary readouts were placed on the dashboard, along with controls for lights and climate control. Pedals were of drilled aluminum. Occupants were held in place by single-piece kevlar racing seats and harnesses.

Early F40s had plexiglass side windows with a sliding section. Later models could be had with manual lifts and glass windows. The doors lacked a handle, offering a cable to release the latches.

Although the F40 lacked interior storage space, a surprisingly generous compartment reminiscent of a giant hat box was to be found in the front tub, behind the radiator.

by Ferrari

1987 was Ferrari's 40th anniversary of the first Ferrari. A year prior, the Ferrari team had been commissioned to design and build a car to pay tribute the company's long and distinguished past. Enzo Ferrari said, 'Build a car to be the best in the world.' The result was one of the greatest supercars to ever travel the roadways.

It was a brilliant vehicle, had a futuristic design, and was void of many amenities to keep the weight to a minimum. There was no ABS, no traction control, and no paddle shifting. It was equipped with a three-liter V8 engine with four camshafts and enhanced by twin turbochargers. The result was 478 DIN horsepower and 400 foot pounds of torque.

Similar to the first Ferrari of 1947, the chassis was constructed from large-diameter steel tubes using lightweight composite structures for strength and integrity. The design was tested by Pininfarina in wind tunnels to ensure its aerodynamics. The performance was very impressive, with a top speed of 196 mph and zero-to-sixty taking just 3.8 seconds.

Initially, only 400 were intended to be built, but customer demand had total production rise to 1,315 by the time production ended in 1991. The F40 was never intended for racing, but enthusiasts were stricken by its Formula One technology and performance and brought it to the track. With the help of Michelotto, the Padua Ferrari service center, a series of F40 LMs were constructed for racing under IMSA rules in the US.

In total, fourteen examples were built with the first two receiving the most track time. The cars quickly proved they were serious contenders but received little factory support which could have resulted in more serious contention for outright victories.

These fourteen examples were followed by five F40 GTs, built by Michelotto, and following the guidelines and regulations for the Italian Supercar Championship. Engine output was handicapped by the adaptation of an air restrictor. In comparison to the F40 LM models, the F40GT models were more developed racers that featured lighter construction methods, better aerodynamics, and flat floor ground effects, quick-fill fuel system, wider wheels and tires, full ball-jointed suspension, reduced ride height, and numerous other modifications and improvements.

by Dan Vaughan

A mid-engine, rear-wheel drive, the Ferrari F40 is a two-door coupe sports car produced by Ferrari from 1987 until 1992. The F40 was the successor to the Ferrari 288 GTO. The F40 held a prestigious reputation as the world's fastest street-legal production vehicle from 1976 until 1989. During its years of production, the F40 was Ferrari's most expensive, fastest and most powerful car.

The F40 was the first road-legal production vehicle to break the 200 mph barrier, and it had a top speed of 201 mph. Even today by current standard the F40's performance threshold is amazingly high, and very few sports cars of any age can best it on the track. There is little wonder that the Ferrari F40 has a special status in automotive history, its greatness exceeded that of the GTO and is still unmatchable by its successor F50 and Enzo. Nothing else could have been a more suitable end of life's achievement for Enzo than the Ferrari F40, which must have brought with it immeasurable pride.

The original F40 debuted with a factory-suggested retail price of approximately $400,000, though some buyers spent almost as much as $1.6 million. A total of 1,315 Ferrari F40's were produced. The F40 was the final car to be commissioned by Enzo Ferrari before his death. Enzo had envisioned his last vehicle to serve as 'his final statement-maker, a vehicle encompassing the best in track-developed technology' and also show 'what Ferrari engineers were capable of creating'. The Ferrari F40 debuted in time to be showcased as the company's 40th anniversary. Ferrari wanted to remind the world of the company's capabilities as a manufacturer as well as provide both a competitor and come to be a seminal masterpiece

The Ferrari F40 was built as the replacement for the 288 GTO and shared some of its parts and was designed to compete with amazing vehicles like the Porsche 959 and Lamborghini Countach. The F40 was an impressive statement piece for Ferrari management. Prior to the F40's production, Ferrari's dominance in racing has dropped substantially, even in Formula One, an area earlier dominated by Ferrari, and this was somewhat of a disappointment to Enzo.

The Maranello factory began the development of an evolution model of the 288 GTO as early as 1984 and intended to compete against the 959 in FIA Group B. The FIA instead halted the Group B category for the 1986 season, and Enzo was left with five 288 GTO Evoluzione development vehicles and no series within which to campaign them. The Evoluzione program was allowed to be further developed to produce a car exclusively for road use due to Enzo's desire to leave a legacy in his final supercar. Thanks to its combination of sensational performance, stunning features and race car technology, the F40 was recognized as the definitive supercar of the 1980s.

Ferrari's general manager Giovanni Razelli commissioned the development of an even faster car than the Porsche's newly unveiled 959 to clinch back the world's top supercar title. He said 'the fastest road-going sports car has to be a Ferrari', and the car was later known as F40. The name was chosen to celebrate the 40 years anniversary of Ferrari as a road car manufacturer. The F40 was debuted at Maranello in June of 1987 and unveiled by Enzo Ferrari, by then 89 years old. Enzo died the following year, so the F40 was the last car he presented to the world.

Originally the plan was to produce 400 F40's, all painted red, but approximately 1,100 F40's were built. Designed with aerodynamics in mind, the F40 is very much 'a creation of its time'. The car relied on its power for speed more than its shape. The airflow was greatly smoothed, the frontal area was reduced, but stability instead of terminal velocity was the primary concern. Cooling as the forced induction engine generated a great deal of heat, so the car was somewhat like an open-wheel racing vehicle with a body. The F40 had a partial undertray that smoothed airflow beneath the radiator, front section and the cabin, and a second one with diffusers behind the motor, but the engine bay wasn't sealed. Regardless, the F40 had an impressively low Cd of 0.34 with lift controlled by its spoilers and wing.

The power for the F40 came from an enlarged, 2.9-liter version of the GTO's twin IHI turbocharged V8 developing 478 bhp under 16 PSI of boost. Similar to the GTO, the suspension setup remained a double-wishbone setup, though many parts were upgraded and settings were changed, the unusually low ground clearance was prompted. The F40 didn't have a catalytic converter until 1990, when U.S. regulations made them a requirement for emission control specifications.

The body of the F40 was an entirely new design by Pininfarina that featured panels made of Kevlar, carbon fiber and aluminum for strength and low weight. Intense aerodynamic testing was employed. The use of a plastic windshield and windows and lack of carpets, sound system or door handles further minimized the weight of the F40. Earlier vehicles had fixed windows, though newer windows that could be rolled down were installed into later cars.

In 1992 the Ferrari F40 was discontinued and in 1995 it was succeeded by the F50. The F50 remained competitive until a newer generation of factory-backed GT1 cars came along.

The F40 had never been intended to race by the factory, but the car saw competition as early as 1989 when it debuted in the Laguna Seca round of the IMSA. The F40 appeared in the GTO category with an LM evolution model driven by Jean Alesi, finishing third to the two faster space-framed four-wheel-drive Audi 90 as well as a variety of other factory-backed space-frame specials earlier dominating the races. The car would soon have another successful season under a host of guest drivers despite a lack of factory backing.

Later a popular choice by privateers to compete in numerous domestic GT series, including JGTC the F40 wouldn't return to IMSA for the following season. The car made its official debut in 1994 in international competitions, with one car campaigned in the BPR Global GT Series by Strandell, which won at the 4 Hours of Vallelunga.

Now four F40's were developed independently by Pilot-Aldix Racing and Strandell in 1995 and won the 4 Hours of Anderstorp. The Ferrari F40 returned for another year in 1995, no longer competitive against the McLaren F1 GTR, managing to repeat the year previous Anderstorp win, and from then on, it was no longer found in GT racing.

The Ferrari F40 carried a low weight of 2,425 lbs and high power output of 478 PS at 7000 rpm, which gave the car tremendous performance potential. The F40 could achieve 0-62 mph in just 3.8 seconds and 0-100 mph in 7.6 seconds. The F40 had a slight advantage over the Porsche 959, achieving 0-125 mph in 11 seconds.

by Jessican Donaldson