The V-12 engine of the Ferrari F50 felt heavy and underpowered compared to the twin-turbocharged V-8 in the F40. This is the car’s main flaw. The F50’s atmospheric V-12 reaches its quiet torque peak 2,500 rpm higher than the F40, in addition to having a net power reduction compared to the F40. The F50 felt much slower than the F40 and the McLaren F1 from 1993 to 1998 when tall gearing was added.
Most experts feel that the F50’s claimed weight gain over 300 pounds over the F40’s flyweight specifications is actually closer to 500 or 600 pounds. Additionally, it drove as though the additional weight was closer to 1,000 pounds.
This V-12 is still a development of several vintage Ferrari racing V-12 engines, which were incredible engineering marvels of power and compactness when they first appeared. After starting with little displacements, displacement grew.
An engine type with chain-driven quad cams and dry-sump lubrication is still largely beyond the capabilities of any American or Asian automaker. However, as size increased, this enormous engine became heavy and lost its desire to rev. The F50 did have five valves per cylinder, but this was before variable valve timing.
The engine is better suited for fast courses where the vehicle will always be traveling at least 80 mph. The F40 was a major letdown from that speed.
In This Article...
Page 1 of 2 Next >> Two years ahead of schedule, Ferrari debuted its F50 model—appropriately named for its 50th anniversary—at the 1995 Geneva Motor Show. The F50 replaced the F40 as the top model for the Italian company. The F50 was essentially a Formula 1 racing car for the road, whereas the F40 had been the pinnacle of Ferrari’s 1980s road cars. This was indeed the case because the powerful V12 positioned amidships was an exact replica of the early 1990s Formula 1 engines. One of the first production vehicles with a carbon-fiber composite monocoque was the F50.
The F50’s V12 engine retained the 65-degree cylinder angle and sophisticated five-valve cylinder head, but having a somewhat bigger displacement of 4.7 liters compared to the F1 engine’s 3.5 liters. Three of these five valves were used for intake, while two were utilized for exhaust. At 8,000 rpm, the normally aspirated engine generated 513 horsepower. It was coupled to a manual six-speed transmission. Much like is typical on a current race car, they worked together as a structural part of the chassis and were directly bolted to the carbon-fibre monocoque.
Cytec Aerospace, a company with expertise in carbon fiber composites, built the monocoque for Ferrari. In the framework between the driver’s cabin and the engine mounts, fuel was kept in rubber bags. The suspension utilized double wishbones with push-rod-actuated springs and dampers, just like the F1 cars of the time. The dampers were electronically controlled and tailored to the vehicle’s speed and the road’s circumstances. The wind tunnel was used to perfect the body’s sleek Pininfarina design. It was made of lightweight carbon fiber composites and had a detachable hard top. Next >> on page 1 of 2
Model information
Ferrari celebrated their 50th anniversary in 1995 with the F50, another supercar, just as they had done for their 40th with the F40. The F50 would draw inspiration from Ferrari’s racing endeavors, much like its F40 predecessor, although the F50 had closer ties to the Grand Prix. The new Ferrari F50 had a carbon fiber chassis, had a 65-degree V-12 based on the current F1 car attached directly to the chassis, and served as a load-bearing member for the rear suspension and transaxle.
The 60-valve, 4.7-liter, 520-hp V-12 engine in the F50 was actually a direct development of the engine used in Scuderia Ferrari’s 3.5-liter Formula One cars five years earlier. The F50 was designed to be like a Formula One car for the road. The four-wheel independent suspension, which used electronically controlled, horizontally mounted dampers and springs, plus the absence of power steering, power brakes, and ABS, produced a very direct road feel for the driver. This retained the F1 link.
All of this was encased in distinctive (and frequently divisive) Pininfarina bodywork, and the design had a detachable hard top. The reports of incredible performance, including sub-four second 0-60 times and speeds of more than 190 mph, were confirmed by the time media got their hands on a car because Ferrari didn’t provide press cars for performance testing at the time.
Ferrari’s plan to only lease automobiles to pre-approved buyers for two years in order to take speculators out of the equation contributed to the Ferrari F50’s exclusivity appeal. Furthermore, Ferrari only built 349 vehicles between 1995 and 1997 in order to maintain exclusivity. This, in Ferrari’s opinion, was one fewer than what the market required. Five colors were available and U.S.-compliant vehicles were included in the manufacturing run, albeit the majority were delivered in conventional Rosso Corsa. These days, these vehicles are prized by their owners and are traded just as much as automobiles.
The F50 is nevertheless an important vehicle in the history of Ferrari, having started the tradition of ultra-exclusive halo cars that has been carried on by the Enzo and the LaFerrari even though it does and most likely always will live in the shadow of the F40 (a real masterpiece) that came before it. It is the final road car with an engine derived from Formula One, and it is supercar royalty from the 1990s. Because the engine is attached directly to the carbon fiber chassis, several testers have complained about the harsh, even jarring ride. However, whether or not you like the styling, the V-12’s roar and the overall design’s genius make up for any shortcomings.
Hardtop-removable Barchetta
Visually, the Pininfarina-designed F50 carried over elements of the F40’s characteristics, such as the side air intakes and the large rear wing that was smoothly incorporated into the bodywork, while also offering a more rounded appearance appropriate for the 1990s. To separate the two air outlets for the water coolers, the hood was given a snout inspired by the Formula 1 car. Additionally, Ferrarj constantly envisioned the supercar as a Barchetta, a two-seater roadster with a crude canvas hood and detachable hardtop. The latter was shipped in a different case and delivered to the clients. Most of them maintained the trademark “Rosso Corsa” (red) color, which was also used on the company’s racing vehicles. Few of them, such as “Argento Nurburgring” (silver), “Rosso Barchetta” (dark red), “Giallo Modena” (yellow), or “Nero Daytona,” ventured to utilize different colors. Only plain black or black leather with red seat center panels were available inside.
A 4.7-liter V12 engine with 60 valves was fitted by Ferrari directly behind the two seats. Their Formula 1 racing vehicles were powered by the basic block up to 1993, but it had a 3.5-liter displacement. The Ferrari engineers increased the displacement and decreased the maximum revs from roughly 15,000 to 8,700 rpm for use in this road-legal supercar. Nevertheless, the highest power was still 382 kW/520 hp. Using a manual six-speed gearbox, the maximum torque of 471 newtonmeters was sent to the rear wheels. Light alloy pistons and titanium connecting rods were made by Mahle. Brembo also provided vented and perforated brake discs, which were placed behind 18-inch aluminum-magnesium alloy star-shaped wheels with 245/35 ZR 18 tires up front and 335/30 ZR 18 tires, either from Goodyear or Bridgestone, in the rear.
What kind of engine is in the Ferrari F50?
Each Ferrari F50 is powered by a 4.7L naturally aspirated 65deg longitudinally mounted V12. The Ferrari F50’s V12 engine is handcrafted in Maranello from cast iron and produces 512 horsepower and 347 lb-ft of torque.
In the US, how many Ferrari F50s are there?
For many collectors, the fact that this F50 is a rare U.S.-spec model is even more interesting. Only roughly 75 — at most — of the 349 (or 390) F50s produced were constructed to U.S. specifications, making them more sought-after on the American market.
A Ferrari F50 is very uncommon.
The F50 is the second-rarest of the ‘flagship’ Ferrari halo supercars, behind the 288 GTO, F40, F50, Enzo, and LaFerrari. Even rarer than the vehicle bearing the founder of the company’s name, there are just 349 F50s in existence. Ferrari produced nearly four times as many F40s as F50s, however many people today may still prefer the F40. Of those 349 F50s, only 31 were painted yellow when they left the factory.
That explains why a yellow F50 is unique, but why is the actual car so uncommon and, dare I say it, unpopular? There isn’t one overriding issue, but there are a number of potential causes.
First of all, Enzo Ferrari’s final vehicle, the F40, was unveiled. And unlike the F50, which only “borrowed” F1 technology, it was a true rally homologation special. Yes, that does seem intellectual, but this is talking about a classic Ferrari. Academic is not even close to capturing some of the market’s meticulousness.
The F50 also made its premiere alongside the McLaren F1 not long after Enzo Ferrari passed away. Furthermore, the F1 continues to be the fastest naturally-aspirated road automobile ever, despite the F50’s top speed of 202 mph being amazing. Additionally, the F1 is a much more refined vehicle with three seats as opposed to the Ferrari’s two.
Additionally, Hagerty notes that the F50’s styling turned off many collectors despite being created by longtime Ferrari collaborator Pininfarina. When US collectors did come up—who had to previously be owners of numerous Ferraris—they were unable to purchase it outright. They were forced to lease it instead, beginning with a $240,000 deposit, according to Road & Track. Similar to how Ford did with the GT, it was intended to stop F50 flippers, but it didn’t win over potential customers.
What number of yellow Ferrari F50s were produced?
The 1996 Ferrari F50 has a spotless history and comes with its original Hard Top, Soft Top, Roll Hoops, Tonneau Panel, Flight Case, Tool Kit, Car Cover, Spare Key, and Leather Wallet. This particular car is one of only 31 Yellow ones made.