![]() ![]() ![]() Production ran from 1995 to 1997 in the chassis number range 101919 to 1107575, whilst a GT1 prototype was also produced but never raced, with a total of three examples being made carrying their own chassis number sequence, 001, 002 and 003. The instrument panel moved from traditional dials, to a multicoloured illuminated display panel in the binnacle in front of the driver, otherwise the spartan streak initiated with the F40 was prevalent, the occupants still having to wind the windows manually. ![]() Once again a USA market version was produced, and as with the previous two “supercars”, all market models were left hand drive.Īs with the F40 air conditioning was fitted as standard, and the composite shelled seats were trimmed in leather with cloth centres, together with the option of “standard” or “large” seat sizes. There was a more generous choice of colour options on the F50, than on the “red only” GTO and F40, with clients having a choice of five colours to chose from, two different shades of red, yellow, black and silver, most opting for the racing red scheme. Between the sail panels was the clear plastic louvred engine cover, which afforded a good view of the carbon fibre intake plenum atop the engine, and the surrounding mechanical components. When fixed the hardtop gave the car a greater fluidity of line, as when removed two small roll hoops and an aerodynamic surround section flowing into the sail panels added to the number of complex body curves. There was nowhere to stow the hardtop on the car, so a small canvas canopy was provided if one ventured out without it and the weather turned inclement. It did have a removable hardtop, so that the occupants could come even closer to the F1 experience. It had plenty of curves, intakes and exhaust slots, and an even more radical rear wing than the F40, but the body shape was more one of aerodynamic function than aesthetic pleasure. The Pininfarina styling didn’t have the raw beauty of the F40, and bore little in common with any other Ferrari model, apart from the satin black finished side indent line and traditional paired rear light treatment. The 4.7-litre engine was derived directly from the Formula 1 unit used on the 1989 F1-89. To the rear of the cell was bolted the engine, which was a load bearing member for the transmission and rear suspension, just as on current Formula One cars. The carbon fibre passenger cell had the front suspension mounted directly to it, with a tubular substructure projecting forward to support the radiator and ancillary equipment. It was described as the closest you could get to a Formula One car for the public roads. The F50 took this crossover technology to the limit, with the utilisation of a composite construction monocoque chassis, and used the engine, derived from that of the 1990 Formula One car, as a stressed member. Similarly the earlier models had introduced increasing degrees of technology learned from the Formula One cars, particularly in the field of composite materials. Whereas the two previous “Supercars” had been powered by turbocharged V8 engines, the nineties variant used a normally aspirated V12 engine as the motive force, albeit more than fifty per cent greater in capacity than its predecessors. ![]()
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