How to drive a Ferrari F40

What's a Ferrari F40?

A supercar that's never far from our thoughts is certainly fitting, as it's undoubtedly one of the all-time greats. That's only right and proper, and its presence hasn't gone unnoticed of late. We don't have any need to delve into the reasons why at this point. What more justification do we need to pay tribute to the occasionally unpredictable grandeur of Ferrari's late Eighties masterpiece?

The Ferrari F40 has a reputation to match its intimidating appearance. Gerhard Berger, who was driving for Ferrari in 1987, described the F40 as "pretty straightforward to handle... when you're used to racing cars". Berger was known for his sense of humour, joking with his colleagues, like the infamous time he chucked Ayrton Senna's briefcase out of a helicopter. However, on this occasion, he was speaking the truth.

How do you tackle the F40 challenge?

Racing cartoons hum and whine with their twin IHI turbos, urging the driver to push the car to its limits. (The F1 team opted for KKK turbos, but Ferrari preferred the IHI units for driveability. This raises questions about the difficulties faced by the F1 drivers.)

It's not a racing car, nor was that its intention, unlike its predecessor, the 288 GTO. However, it still feels quite sporty, partly due to its sound and mainly due to its handling. The F40 responds to firm control, yet also requires a certain degree of finesse. It's not a car you can throw about recklessly, but like other mid-engined Ferraris, you must take a bit of charge, or it'll seize the initiative. Timidity has no place behind the wheel of this car.

The minimalist concept of the car is reflected in its handling, particularly in its steering and braking, which are unaided by power assistance. The clutch, too, is quite heavy. Surprisingly, however, the car feels very light and agile to drive. When compared to a contemporary supercar, the level of feedback you receive through the controls and the level of driving engagement required is truly exhilarating.

What alterations take place when you increase the speed?

The steering develops a lively feel, showcasing a pinnacle of communication, even if the driving position does feel slightly unconventional. Confidence is key, especially for smooth, swift gearshifts. You'll quickly grow accustomed to the car's responsive nature, amazed by its immediate feel. The chassis is robust and firm, resulting in a surprisingly pleasant ride despite its tendency to be very loud when driven at high speeds.

, appropriately enough.)

Notably, it was the F40 that Sir Lewis Hamilton chose to pose with on his first day with his new employers. Apparently it's his car of choice. Mark our respect.

What's it made of?

The F40 utilised state-of-the-art F1 technology, featuring Kevlar inserts secured to a tubular steel frame. Its doors, bonnet, and boot lid are constructed from carbon fibre. Designer Gordon Murray carried out a detailed examination and was impressed by the car's straightforward design, although this might be a somewhat diplomatic observation – perhaps it's fortunate that getting off the road unharmed is a priority. In 1987, passengers' knees were still an integral part of the vehicle's crumple zone.

The dashboard is refreshingly straightforward, featuring just the essential dials you'll need at your fingertips. No radio is included, and you won't miss having one. After all, you'll be always listening to the soothing sounds of Whooooosh FM.

Talk to me about that double-turbo V8.

Dubbed the F120A internally, the engine is the defining feature of the F40's identity and is worth examining in more detail. The 2,936cc V8 engine, which delivers 478bhp and 425lb ft of torque, is positioned longitudinally to allow for equal-length exhausts and, as you'd expect, the turbine turbos. The Silumin alloy engines block, cylinder heads, cam covers, and intake manifolds are all cast at the Maranello foundry. The crankshaft, meanwhile, is a solid steel billet that has been machined to precise specifications, a testament to Maranello's on-site foundry capabilities.

Nicola Materazzi was one of the first to champion turbocharging, his expertise leading to him joining Enzo Ferrari's team in 1979. "I well recall the first Saturday morning I arrived in the office at 8am," he reminisced about the F40 project. "I had expected to be alone, as I had only invited a handful of my team to come in and assist… Nevertheless, when I arrived, my entire team was there, eagerly awaiting the challenge. It was these individuals who were the backbone of Ferrari's success."

Developed in a remarkably short period of just under twelve months, Enzo Ferrari gave the F40's development team a significant amount of autonomy. As per his agreement with Materazzi, who had become frustrated with Fiat's excessive interference while he was there, this was no coincidence. Under Enzo's supervision, now almost an honorary role, the individuals involved were finally given the freedom to push forward with a project unencumbered by outside influence.

Give me some statistics.

The F40 weighed a mere 1,250kg when dry, and could reach 60mph in just 3.7 seconds. What's more, Ferrari boasted a top speed of 201mph, a feat that would have generated considerable attention, even before the rise of social media. By the way, the F40 held the distinction of being the first production car to exceed 200mph, although we're not aware of anyone who's achieved that remarkable feat.

The F40 was named to commemorate Ferrari's 40th anniversary. The company had initially planned to build 400, but ultimately produced 1,311 units before production ceased in the early 1990s. Unfortunately, not all of them have survived, and their numbers are gradually reducing.

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