In 1994, Ferrari’s long term loyal client Giampiero Moretti, FOUNDER OF MOMO was among those few who convinced Maranello to return to sports car racing, which makes them know how important it had been for the company to return to this category of motorsport in their largest market that was North America. By this time, it had been almost 23-years since Ferrari last partook in the IMSA World Sports Car Championship with the Ferrari 312 PB in 1971 and hence needed a totally new car to compete.
A big portion of the Ferrari F40’s appeal is how raw and unadulterated it seems. It was built as a race car for the road and it is proud of that. There is no gimmick here. This is a race car first and a road car second. The headlights and taillights are just an afterthought to make it road-compliant. The cottage is small, the seating position cramp and awkward, the suspension is hard and there’s a whole lot of lag in the twin-turbo V8 engine… but none of that matters.
The Ferrari F40 is an experience because there’s nothing really like it. You can not just go out and purchase something similar, even if you have all the money in the world. The one thing that comes close to an F40 is just another F40. It was the last car signed off by Enzo Ferrari himself. Normally, it is still thought of as the greatest Ferrari ever built.
It further kickstarted the company and cemented its place as a legendary vehicle manufacturer. Classified as a sports car, the Ferrari 250 SWB was just as readily a decent GT car in mind, depending on the model. Ferrari built several unique variants, but they were all called the 250. Succeeded by the 275 and the 330, it is still held in high regards by most people, considered as possibly the greatest Ferrari road car of all time.
The Europa was the GT of the lineup, with a lengthy 2,800 mm wheelbase. The SWB was the nimblest and agile of the three, but plenty of them were convertibles. All three carried a 3.0-Litre naturally-aspirated V12 with 300 horsepower. As much as I love Ferrari’s present V12s, they do not even come near a small-capacity V12 like the one found in the 250. It seems mechanical and living, if that’s the exact phrasing I’m searching for. Nothing was made back then. Whatever you hear comes from the engine, it comes from metal parts rubbing against one another.