Ferrari F40 Twin Turbo
The Ferrari F40 is the most important supercar of the 20th century. It was the last car personally approved by Enzo Ferrari before his death in 1988, and it was built with a singular purpose: to be the fastest, most exciting road car in the world. No compromises, no luxury, no pretense — just pure, unadulterated performance.
The F40 was created to celebrate Ferrari's 40th anniversary. Where the Porsche 959 (its contemporary rival) represented technology and sophistication, the F40 represented raw, visceral speed. The body was constructed from Kevlar, carbon fiber, and fiberglass — no steel, no aluminum — resulting in a curb weight of just 1,100 kg (2,425 lbs). The doors had cable-pull handles instead of conventional mechanisms. The interior had no carpet, no door trim, no glovebox, and no radio. The rear window was Lexan (plastic). The side windows were fixed Perspex sliders.
The engine was a development of the 288 GTO's twin-turbocharged V8, now displacing 2.9 liters and producing 478 hp. The IHI turbochargers (running 16 psi of boost) delivered power with a savagery that made the Porsche 930's turbo lag seem gentle. Below 3,500 RPM the F40 felt merely quick; above that point, the boost arrived with a ferocity that pinned the driver to the seat and made the landscape blur.
The F40 was the first production car to break the 200 mph barrier — a fact that generated enormous media coverage and established the car as an instant legend. On the road, it was terrifyingly fast: no ABS, no traction control, no power steering, and massive power going to the rear wheels through 335-section rear tires.
Enzo Ferrari died on August 14, 1988, eight months after the F40's unveiling. The car became his monument — the last expression of his philosophy that a road car should be derived from racing, not the other way around. The F40's racing variants (LM, GTE, Competizione) proved the concept was valid, winning their class at Le Mans, the IMSA series, and numerous GT championships.
Today, the F40 is one of the most revered supercars in existence. Its values have climbed steadily, reflecting not just its rarity but its cultural significance as the last pure Ferrari supercar — built before focus groups, marketing departments, and electronic driver aids diluted the experience.
Every F40 is documented through the Ferrari Classiche department and specialist registries. Key checks: turbocharger condition (IHI turbos are expensive to rebuild), Kevlar/carbon body panel inspection for delamination or poor repair, engine compression test, and clutch condition (the unsynchronized gearbox is harsh on clutches). The body panels are bonded to the tub — crash repair is extremely complex. Low-mileage examples ($2.5M+) are most sought by collectors, but driven examples with clear maintenance history are preferred by enthusiasts. US-spec cars have slightly different bumpers and catalytic converters.
Originally planned as 400 units, production was extended to 1,315 due to extraordinary demand. This makes it more common than the Enzo (400) or LaFerrari (499+210 Aperta) but the F40's cultural significance outweighs its numbers. Racing variants: F40 LM (~19), F40 GTE (~10), F40 Competizione (~8). Every F40 left the factory in Rosso Corsa red — other colors are later repaints.