German Car Zone

V8, Twin-turbocharged
471.00 BHP/577nm
Rear Wheel
Weight: 1100 kg







The F40 was the last car introduced and commissioned by Enzo Ferrari himself. Its introduction and its name coincided with Ferrari's 40th anniversary as an automobile constructor. The car was a celebration of the marque and the man seeking to safely provide owners with a race car for the street, embodying all the finest elements of 1987 automotive engineering.

The F40 was to a large extent an evolution of the GTO in both form and concept. Though not designed for a particular racing series, it was a car that could be driven to a track and raced competitively at a professional level. It was a leap forward from the GTO in aerodynamic, structural, and performance terms. As befitted a car designed with such dynamic purpose, it had a somewhat spartan interior: the focus was unification of man and machine, combining for awesome acceleration, handling, speed, and presence.

Design

Presaging the F50 and the FX, the Ferrari F40 was formed entirely by its function. A pleasing shape, it reflected the GTO from which it descended, essentially aerodynamically 'finishing' that model's 5-unit Evoluzione study. Airflow, indeed, was the prime stylistic motivator in this Pininfarina design. Before placing such power in the hands of clients, it was necessary to ensure predictability and stability at the edge. Its most dominant features are aerodynamic aids: the low smooth nose with precisely formed intakes, the recessed doors and the numerous NACA-type ducts around the car, the vented plexiglass engine cover directing airflow to the large rear wing, and the lower rear diffusers. Like all Ferraris designed for racing, the F40 sported enamel Scuderia Ferrari badges on its front fenders.

The F40 was designed with aerodynamics in mind, and is very much a creation of its time. For speed the car relied more on its power than its shape. Frontal area was reduced, and airflow greatly smoothed, but stability rather than terminal velocity was a primary concern. So too was cooling as the forced induction engine generated a great deal of heat. In consequence, the car was somewhat like an open-wheel racing car with a body. It had a partial undertray to smooth airflow beneath the radiator, front section, and the cabin, and a second one with diffusers behind the motor, but the engine bay was not sealed. Nonetheless, the F40 had an impressively low Cd of 0.34 with lift controlled by its spoilers and wing.

Structure

The F40's body is comprised almost entirely of composite materials, mostly a weave of carbon fiber, Kevlar, and Nomex. The car was available in one colour only - Rosso Corsa - and the composite body panels were left unfinished in many areas, such as inside the doors, the cabin floor, and the door sills. This can be seen most clearly when the car's large front and rear sections are open, revealing the radiator and drivetrain. Although the front section hinges forward in traditional sports racing prototype fashion, the rear is unconventional in having a hinge at its front where it meets the roof, and is held open by a sturdy central prop. Through effective design, Pininfarina ensured the F40's body was made up of only 11 main panels. Although the composite materials are extremely strong they bear little or no load, that being the purpose of the F40's chassis.

The main chassis of the F40 is made from the oval-section tubular steel common to Ferrari cars of the time. Square and rectangular section steel was used for sub-assemblies such as the front and rear sub-frames. The F40 was made doubly rigid through the use of composites for the large door sills, floor panels, and also the roof, giving it something approaching a monococque within a tube steel framework. Between the engine bay and the cabin was an aluminum and composite honeycomb employed on the GTO, part of it being removeable for access to the front of the engine.

Drivetrain

The F40's heart was its engine, a 2,936cc twin turbocharged, alloy 90° V8 putting out an astonishing 478bhp at 7000rpm (163bhp / liter) and 424 lb-ft of torque at 4500rpm. The engine was substantially evolved from that in the GTO, its displacement, compression ratio, and maximum boost pressure all having been raised. The other basic statistics were the same: dual overhead cams controlling four valves per cylinder, a dry sump lubrication system, separate electronic ignition and fuel injection systems for each bank of cylinders and a Weber-Marelli engine control system.

The forged pistons were redesigned to improve combustion efficiency, and the IHI turbochargers were water-cooled although the Behr intercoolers remained air-to-air. The large tube-steel exhaust system was improved, most notably with a revised wastegate, and by the inclusion of catalytic converters. A horizontally mounted muffler exhausted gasses through three large tail pipes located centrally between the twin rear undertray diffusers.

The F40 employed a clutch and transaxle assembly identical to the GTO, but for a change in the gear ratios. This was a fully synchronised 5-speed manual system with hydraulically actuated single-plate clutch. The transmission and differential were both housed in magnesium and aluminum alloy cases. To aid in optimal weight distribution, the transmission sat behind the differential, drive going through 180° from the crankshaft to the end of the driveshaft. Gear selection was accomplished by solid rods and forks to ensure positive engagemnt in all conditions. The F40 was also endowed with a transmission oil cooler. Optionally, the F40 could be ordered with a non-synchromesh unit.

Suspension

The F40 employed much the same fully independent suspension as the GTO, featuring unequal-length wishbones with coil springs over adjustable Koni shock absorbers. The wisbones were of high-tensile tubular steel. Front and rear anti-roll bars contributed to the car's high cornering stability. Optionally, the F40 could be ordered with an electronically adjustable suspension that altered ride height and stiffness using a cockpit mounted three-position switch. This was controlled by an ECU that based its settings on road speed.

The F40 had cross-drilled ventillated disc brakes developed in conjunction with Brembo. The cast iron and aluminum rotors were of 13.1' diameter acted upon by large aluminum four-piston calipers. These were actuated by a dual-channel hydraulic system without servo-assistance, front and rear channels being independent. This was essentially a contemporary Formula One braking system.

The car rode on special split-rim Speedline aluminum wheels carrying 245/40-17 or 235/45-17 tires at the front and 335/35-17s at the rear. The 17' wheels were secured to the hubs by means of a single ***** and sprung cotter pin.

Interior

The F40 was designed to provide customers with a street legal car that could be taken to the track and raced at a high level of competition. As such, its interior eschewed anything unnecessary. The carbon composite floor and door sills were unfinished, and the dashboard and center tunnel were covered with a black felt designed to insulate and retard reflection of light. All interior trim was functional; no space was set aside for a sound system.

All controls were set around the driver, with none on the center tunnel aside from the gated shift lever and handbrake. The traditional three-spoke leather-rimmed steering wheel separated the driver from a small binnacle containing engine and road speed, boost, and temperature gauges. Auxilliary readouts were placed on the dashboard, along with controls for lights and climate control. Pedals were of drilled aluminum. Occupants were held in place by single-piece kevlar racing seats and harnesses.

Early F40s had plexiglass side windows with a sliding section. Later models could be had with manual lifts and glass windows. The doors lacked a handle, offering a cable to release the latches.

Although the F40 lacked interior storage space, a surprisingly generous compartment reminiscent of a giant hat box was to be found in the front tub, behind the radiator.
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6-cylinders, Turbocharged
450.00 BHP/501nm
4WD
Weight: 1451.5 kg
0-60 mph 3.6 seconds.
1/4 Mile 11.8 seconds.
Price: $225,000.00







History:
In 1981, development of the 959 began. Helmut Bott, the head engineer at Porsche, wanted to create a sports car based on the 911 that would take their product to the next level in performance, technology and design. He began by collaborating with Peter Schutz, the Managing Director at Porsche, about his ideas. The ideas proposed were to continue with the rear engine configuration, examine the potential of all-wheel drive, and to put the prototypes through extensive testing and research in the form of racing competition.

Prior to 1999, the 959 was not street legal in the United States. The United States Department of Transportation required that all manufacturers supply four vehicles for crash testing - Porsche refused and thus, never certified by the NHTSA for use. In 1999, the 'Show and Display' crash test requirements were removed and importation of the 959 became legal. Emission regulations require the vehicle to be fitted with catalytic converters and other minor modifications to be made before it is street legal. Many owners refuse and their vehicles remain as show pieces rather than road-legal automobiles.

The 959 uses an aluminum and kevlar composite that keeps the vehicle low in weight while maintaing strength. The 2.8 liter engine is mounted in the rear while powering all 4-wheels. Instead of creating a new engine, Porsche used the twin-turbocharged Boxter six-cylidner power-plant. The air-cooled block, 4-valve heads, and water cooled cylinder heads, coupled with the turbochargers were capable of producing 450 horsepower. The engine had been used for multiple projects such as the Porsche Indy Car, 'Moby Dick' race car, and the 961. As a result of the lightweight car and extremely powerful engine, the car could propel from zero to sixty in just 3.6 seconds and had a top speed of nearly 200 miles-per-hour. When a car approaches 200 miles-per-hour, it becomes very unstable. To address these potential issues, Porsche engineered the aerodynamics, suspension, and automatic ride-height to keep the car stable at speeds.

The all-wheel drive system was very advanced. The Porsche-Steuer Kupplung (PSK) system was capable of changing the torque distrubtion between the front and rear wheels. This aided in slippery conditions, under hard acceleration, and other conditions that may cause a weight-distribution bias.

In 1983, the 961 version was introduced. This race-prepared version captured two wins at the 1984 and 1986 Paris-Dakar Rally. It was entered in the grueling 24 Hours of LeMans where it finished 7th place overall.

In 1987, the 959 street version of the 961 race car went on sale for a mere $225,000. Even at that hefty price tag, it was far less than what Porsche had paid to have it developed and produced. Production continued until 1990. During that time, 226 European street-legal examples were produced.

The Porsche 959 and 961, in all respects, were sports cars with super car status.

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Bugatti EB110 GT
V12, Quad Turbo
560.00 BHP/611nm
4WD
Weight: 1618 kg
0-60 mph: 4.4 seconds.
1/4 Mile: 12.5 sec @ 115 mph
Price: $350,000.00



When Ettore Bugatti died in 1947, the Bugatti Company ceased production. The long, historic, and prestigious lineage of the famous Bugatti Company was no more. That is until 1989 when an Italian entrepreneur named Romano Artioli purchased the rights to the Bugatti name and began automobile production in an area north of Modena, Italy.

To honor Ettore Bugatti, the EB 110 was created. 'EB' was short for Ettore Bugatti. Launched on Ettore's 110 birthday, 09-15-1991, the naming EB 110 was formed. It was first shown to the public at the Grande Arche at La Défense in Paris, France.

The powerplant is one of the most advanced and complex engines ever created while the chassis and design is just as superb. Marcello Gandini of Bertone was tasked with creating a unique and stylish body that would be a modernized tribute to the glorious designs of the past. The result was an aerodynamic masterpiece with a horse-shoe shaped grille and an aluminum body. Aluminum was chosen because of its lightweight but sturdy characteristics. Aerospatiale, a French aviation company, was commissioned to aide in the production of the body, due to the metals being difficult to shape. The body panels were bonded to the carbon fibre monocoque chassis, one of the first road going vehicles to use this design and technique. In the front were push-rod operated shock absorbers while the rear featured dual shock absorbers on each side.

Mounted mid-ship was a 60-degree 3.5-liter V12 with dual overhead camshafts and producing an impressive 550 horsepower. Four IHI turbochargers aided the engine in producing its impressive power. This power was sent to all four wheels, 73% going to the rear, with the help of a six-speed manual gearbox. Zero-to-sixty was accomplished in about 3.6 seconds while top speed was achieved at 209 mph. Ventilated Brembo disc brakes brought this monster to a stop.

The scissor doors were truly exotic. The engine was visible through a glass cover, and the rear wing was speed sensitive. Five pre-production prototypes with aluminum chassis were constructed, followed by eight with composite.

If this wasn't enough, an EB 110 SS version, meaning Super Sport or Sport Stradale, was created. The interior was void of an unnecessary amenities and luxurious. In total, more than 150 kg was stripped from the vehicle. The four-wheel drive system could be replaced with a lighter, rear-wheel drive configuration, decreasing the weight even further. The turbo boost was increased and the compression was dropped to 7.5:1, resulting in a rise in horsepower to around 615. Further modifications set the horsepower rating to as high as 650. Air holes located behind the side windows and seven spoke alloy wheels helped distinguish the standard GT car from the SS.

The Bugatti EB110 SS made an appearance at the 1994 24 Hours of LeMans race. This was their first appearance in 55 years. Positioned in the GT1 class, vehicles with horsepower up to 600, the Bugatti was the fastest during training, outperforming the Dodge Vipers, Porsche Carrera RSR's, DeTomaso Pantera's, and the rest of the competition.

Right before the race, a fuel leak was discovered. Araldite was used to seal the leak but it meant that the Bugatti had to use a half tank of gas for the first couple of shifts. After the Araldite dried, a full amount of fuel could be used. The Bugatti quickly showed its potential, cracking the top-ten. A problem with the turbochargers sent the team scrambling to replace them. The problem was fixed and the Bugatti was back on the track. Near the close of the race a tire failure sent the Bugatti into the barriers and the EB110 SS was forced to retire.

Since that time, the EB110 SS has raced at Watkins Glen, Daytona 24 Hours, and other races. Gildo Pallanca-Pastor drove an EB 110 SS on the frozen sea in Oulu in Finland, in 1995, capturing the World Speed Record on Ice with an speed of 296.3 km/h.

Produced from 1991 through 1995, only 95 GT's and 31 SS's were produced. One of the SS's was purchased by Michael Schumacher. It is unfortunate that the EB110 was introduced just when the supercar market crashed. The $350,000 SS model was expensive but well worth the money. The Bugatti Company was forced to file for bankruptcy while the remaining materials were sold to B Engineering and used for the use of their sports car, the Edonis.

During the close of the 1990's, Volkswagen AG secured rights to the Bugatti name, again reviving the nameplate.

The EB110 is a car Ettore would be proud to wear his name. It successfully captured the lineage of Bugatti and modernized it into a 210+ mph road going sports car. The four-wheel-drive system was heavy, meaning it was not as fast as other supercars of the day. In wet and rainy weather, the EB110 could easily outperform the rest of the class.

Porsche.

I choose the F40 here! This car already fascinates me, when I was a young child!

959

Nice comparison.

Love all three of these vehicles actually. The F40 was of course the world's first production vehicle to breach the double ton. In all fairness, it was never all that sophisticated - or least compared to the 959 - but it was one helluva car all-around.

Suffice to say, the 959 is still one of the world's most technologically advanced vehicle's. And even despite the fact that it was a great deal heavier than the F40, it hadn't much troubles keeping up with it in a straightline (as typical with most Porsche's, mind you). And whilst the F40 was a snarling, spine crushing monster, the 959 retained much of the 911's regular drivability; thus meaning it was much easier to drive than comparable vehicles.

I like the Bugatti too, but quite frankly, it has got to be one of the worst supercars ever. Though I haven't had the chance to drive one - I'm sorry to say - It's widely acknowledged that the EB110 is terrible to drive. Heavy, laggy and most definitely cumbersome. An awful car all-around - as a far as I'm concerned.

My overall choice? Either the F40 or 959. Can't decide at the moment.

The EB110 was a fantastic car

I agree with Bruce- can't decide between the F40 and the 959. Can I have the 959 as a daily driver and the F40 for the weekends?

Ouch, a real tough one between F40 and 959. And I'd rather not have to choose one or the other. But if someone put a gun to my head and I had to choose, I'd choose the 959, cause with my meager driving skills, the F40 will probably get me killed any way.

F40.That car is just magnificent.

F40.