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Ferrari F50: history has apologised to this Nineties nat-asp V12 hero

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Ferrari F50: history has apologised to this Nineties nat-asp V12 hero | Top Gear

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Basically a Ferrari F1 car for the road. Stressed members for the win!

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Ferrari F50: history has apologised to this Nineties nat-asp V12 hero

# data.attributes.metatag[].attributes.content
Basically a Ferrari F1 car for the road. Stressed members for the win!

# data.attributes.metatag[].attributes.content
Basically a Ferrari F1 car for the road. Stressed members for the win!

# data.attributes.metatag[].attributes.content
Ferrari F50: history has apologised to this Nineties nat-asp V12 hero

# data.attributes.metatag[].attributes.content
Ferrari F50: history has apologised to this Nineties nat-asp V12 hero

# data.attributes.metatag[].attributes.content
Ferrari F50: history has apologised to this Nineties nat-asp V12 hero

# data.attributes.metatag[].attributes.content
Basically a Ferrari F1 car for the road. Stressed members for the win!

# data.attributes.body.value
What it promised

A direct hotline to the early 1990s Ferrari F1 car, and a naturally aspirated V12. Oh, and a manual gearbox.

What it got right

Let’s start with its nat-asp V12, and its strong connective tissue to the F130B engine that was used in the jaw-slackeningly beautiful 641 F1 car. The F50’s engine shared its 65° vee angle, block and five valves per cylinder configuration, but everything else was new. It also displaced 4.7-litres rather than 3.5, and the F1 car’s heady 13,500rpm red line was reduced to a more road car friendly (and legal) 8,500rpm. Its 513bhp power output arrived just 500rpm below that, with 347lb ft of torque at 6,500rpm.

Photography: John Wycherley

The monocoque was made of F1 grade carbon fibre composite, the engine a stressed unit bolted directly to the chassis. The suspension was a fully independent double wishbone setup, with inboard dampers connected to titanium uprights by pushrods. Specially coated ball joints helped preserve the geometry. This was a sophisticated bit of kit.

Now, in the age of downsized hybrid turbos (not least on the F80) and software-defined chassis wizardry, you’d be forgiven for thinking that the F50 might be a little bit behind the curve. Instead, more than ever it looks like the sweetest of sweet spots. There’s a twin-plate clutch so no real effort is needed on the manual six-speed box, whose evocative gear lever positively glides across the open metal gate.

There’s no power steering, no servo assistance for the brakes, and certainly no traction control, so you’re on your own. That focuses the mind somewhat, except that the F50 handles like a big, sexy 12 cylindered go kart. It’s less knife edged than the F40, easier to lean on and exploit than the Enzo. It’s even comfortable.

With 30+ years of history, the F50 is a conduit to what feels like a happier, more optimistic time. Not to mention its delicious 641 DNA and the associations with the drivers who campaigned it (step forward Alain Prost and Nigel Mansell). Only 349 were made, so it’s rarer than the F40, Enzo and LaFerrari.

What it got wrong

Not a lot, in retrospect. Maybe those front arches could be a bit plumper. For some reason the reaction to the F50 when it arrived in the mid-1990s was muted. This is perhaps because it had the misfortune of turning up just as the McLaren F1 completely rearranged everyone’s expectations.

How history has judged it

History has apologised for getting it wrong. Yes, the McLaren F1 continues to eclipse it even now, but the F50’s spell in reputational rehab has seen values go stratospheric. A V12 Ferrari with a manual box is a Grail-like object these days.

Ferrari F50

Prices then (1995)/now: £342,700/£4-5m

Spec: 4,698cc V12, 513bhp @ 7000rpm, 347Ib ft, 1,230kg (dry), 0-62mph in 3.7 secs, 202mph

# data.attributes.body.processed
What it promised

A direct hotline to the early 1990s Ferrari F1 car, and a naturally aspirated V12. Oh, and a manual gearbox.

What it got right

Let’s start with its nat-asp V12, and its strong connective tissue to the F130B engine that was used in the jaw-slackeningly beautiful 641 F1 car. The F50’s engine shared its 65° vee angle, block and five valves per cylinder configuration, but everything else was new. It also displaced 4.7-litres rather than 3.5, and the F1 car’s heady 13,500rpm red line was reduced to a more road car friendly (and legal) 8,500rpm. Its 513bhp power output arrived just 500rpm below that, with 347lb ft of torque at 6,500rpm.

Photography: John Wycherley

The monocoque was made of F1 grade carbon fibre composite, the engine a stressed unit bolted directly to the chassis. The suspension was a fully independent double wishbone setup, with inboard dampers connected to titanium uprights by pushrods. Specially coated ball joints helped preserve the geometry. This was a sophisticated bit of kit.

Now, in the age of downsized hybrid turbos (not least on the F80) and software-defined chassis wizardry, you’d be forgiven for thinking that the F50 might be a little bit behind the curve. Instead, more than ever it looks like the sweetest of sweet spots. There’s a twin-plate clutch so no real effort is needed on the manual six-speed box, whose evocative gear lever positively glides across the open metal gate.

There’s no power steering, no servo assistance for the brakes, and certainly no traction control, so you’re on your own. That focuses the mind somewhat, except that the F50 handles like a big, sexy 12 cylindered go kart. It’s less knife edged than the F40, easier to lean on and exploit than the Enzo. It’s even comfortable.

With 30+ years of history, the F50 is a conduit to what feels like a happier, more optimistic time. Not to mention its delicious 641 DNA and the associations with the drivers who campaigned it (step forward Alain Prost and Nigel Mansell). Only 349 were made, so it’s rarer than the F40, Enzo and LaFerrari.

What it got wrong

Not a lot, in retrospect. Maybe those front arches could be a bit plumper. For some reason the reaction to the F50 when it arrived in the mid-1990s was muted. This is perhaps because it had the misfortune of turning up just as the McLaren F1 completely rearranged everyone’s expectations.

How history has judged it

History has apologised for getting it wrong. Yes, the McLaren F1 continues to eclipse it even now, but the F50’s spell in reputational rehab has seen values go stratospheric. A V12 Ferrari with a manual box is a Grail-like object these days.

Ferrari F50

Prices then (1995)/now: £342,700/£4-5m

Spec: 4,698cc V12, 513bhp @ 7000rpm, 347Ib ft, 1,230kg (dry), 0-62mph in 3.7 secs, 202mph

# data.attributes.field_standfirst
Basically a Ferrari F1 car for the road. Stressed members for the win!