In 1994, Ferrari’s long term loyal client Giampiero Moretti, FOUNDER OF MOMO was one of the few who convinced Maranello to return to sports car racing, which makes them know how important it was to get the company to return to the category of motorsport in their biggest market that was North America. By this time, it had been nearly 23-years because Ferrari last partook in the IMSA World Sports Car Championship with the Ferrari 312 PB in 1971 and hence needed a completely 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 street and it is proud of that. There’s no gimmick here. This is a race car first and a road car second. The headlights and taillights are simply an afterthought to make it road-compliant. The cabin is small, the seating position cramp and awkward, the suspension is hard and there’s a ton of lag in the twin-turbo V8 engine… but none of that matters.
The Ferrari F40 is an adventure 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 another F40. It was the final car signed off by Enzo Ferrari himself. On average, it is still thought of as the greatest Ferrari ever built.
The 250 was a turning point for Ferrari. It further kickstarted the company and cemented its place as a mythical car manufacturer. Classified as a sports car, the Ferrari 250 SWB was just as readily an adequate GT car at heart, based 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.
Officially, the Ferrari 250 SWB was provided in long wheelbase, short wheelbase and Europa. The LWB came in at 2,600 mm, and the SWB at only 2,400 mm. The SWB was the nimblest and agile of the three, but a lot of them were convertibles. As much as I love Ferrari’s current V12s, they do not even come near a small-capacity V12 such as the one located in the 250. It sounds mechanical and alive, if that is the exact phrasing I’m searching for. Nothing was made back then. Everything you hear comes from the engine, it comes from metal parts rubbing against one another.