FERRARI

Intended exclusively for the American market, this version features a more prominent front spoiler, a visible rear light unit (without protective grille) and bucket seats…

Aware and alerted to the 348’s relatively sharp handling, the Ferrari factory revised its berlinetta at the end of 1993. The new models were renamed 348 GTB and 348 GTS. The changes concerned the anchoring points for the rear wishbones and steering tie-rods on the front hub carriers. The weight distribution has also been optimised to achieve a ratio of 43-57 in favour of the front on the GTS. Body rigidity has been improved and Ferrari has taken advantage of the restyling to offer a more refined finish in the cabin and equipment that now includes power steering.

With this new model, the maximum revs have been increased and the level of driving pleasure has been enhanced by the increase in power to 320bhp. At the same time, a weight reduction of 50 kg has resulted in a measured power-to-weight ratio of 4.5 kg/hp, compared with 5.1 for the 348 tb (the weight announced by Ferrari was very optimistic). Unlike the tb/ts, the Ferrari 348 GTB/GTS can really be driven quickly without the risk of having to counter-steer suddenly in fast corners.

When the 348 range was redesigned in 1993, it became a full convertible. The first sign of the car’s compactness is that getting behind the wheel of this beauty requires a contortionist’s effort, especially if you’re a tall person. The interior is more spacious than that of the 328, the seats hug the body well and the steering wheel can be adjusted in height, but the seats lack a sense of recline. The pedals are well positioned, but very compact due to the wheel arch close to the forward cockpit. As for the finish, we still appreciate the generous presence of high-quality leather and the few details specific to the brand, such as the superb aluminium gearbox grille.

With the discontinuation of the 412 at the end of 1989, the Ferrari range found itself without a 4-seater coupé (2+2). A modern reinterpretation of the 365 GTC/4, of which only 18 were produced in 1971 and 1972, the 456 was to become one of Ferrari’s finest creations, drawing its inspiration from the fantastic 365 Daytona. The 456 GT was an immediate success. Never before had a Ferrari succeeded in combining to such an extent a devastating design reminiscent of a saloon car, exceptional performance and a passenger compartment that accommodated four people. In 1996, the automatic gearbox version made its debut, under the name GTA.

Pininfarina has played it safe by retaining the 348’s look, while modernising it sufficiently for the comparison not to work against it. There’s no risk in that respect: the F355 buries the saloon cars that preceded it, and there’s a risk that its successors will suffer the same fate, given the turn of events at Maranello… The front end has been redesigned to channel the airflow under the flat floor to increase the car’s downforce (Venturi effect), and with its discreet little rear spoiler integrated into the bonnet, the car has not forgotten to be aerodynamic. With a total downforce of around 100kg at maximum speed, and no unsightly spoilers, this is quite a feat in the wind tunnel. Other new features include the removal of the Testarossa-style rear lights, replaced by the classic four round headlights, and the removal of the side grilles.

The Ferrari F512 M (M for Modificata) completes the epic story of the 12-cylinder flat engine first presented on the 365 GT4BB at the Turin Motor Show in 1971, then on the sublime 512 BB and finally on the charismatic Testarossa. This architecture, widely used in Formula 1 Ferraris, made the Testarossa one of the most powerful supercars of its time. However, with increasingly aggressive competition (Bugatti EB110, Lamborghini Diablo, Jaguar XJ220, etc.), the early 90s marked the apogee of the genre and the decline of this sacred monster. Lighter, more powerful and more accomplished, the F512M, of which only 500 were produced as a farewell model, was the ultimate evolution of this model.

After the Ferrari F40 opened the ball, the supercar market began to bubble. All sports car manufacturers had to offer one in their catalogue. Jaguar struggled to bring out its XJ220, Buggati attempted a renaissance with the high-performance EB110, Lamborghini unveiled its Diablo… The Ferrari F40 had (and still has) the particular flavour of being the last Supercar developed under the direction of Enzo Ferrari himself when he was still alive. Of course, this in no way detracts from the qualities of the later models, but the fact that Enzo Ferrari himself was responsible for its development adds a magical touch. Known under the code name F130, the Ferrari F50 takes its technical base from the Ferrari 330 SP, which raced in IMSA in 1994. The engine and composite chassis are taken directly from the Ferrari racer.

This latest version is an evolution of the 348, and is more geared towards competition, with Speedline wheels, two bucket seats, and many parts (such as the bumpers) are made of Kevlar or carbon fibre to lighten its weight. But this version was homologated for road use…

Behind the name GTS simply lies the targa version, a sort of compromise between the closed berlinetta and the totally open Spider. For many, it was the ideal version of this Ferrari, given the constraints imposed by the Spider. The real innovation came in 1997, with the F1 boiute and its steering-wheel-mounted paddles, an electro-hydraulic transmission that turned drivers’ habits on their head. Each time a gear was changed, an electric current was transmitted to a computer, which managed the mechanical information directly. A hydraulic pump sends oil to the clutch to control the pistons that transmit the gear change information to the gearbox control unit.