Ferrari Concepts

Designed by Pininfarina in 1968, the Ferrari P5 was first shown at the 1968 Geneva Motorshow. The P5 won immediate acclaim for its futuristic design, even if some Ferrari purists grumbled at its perceived departure from Ferrari design orthodoxy. Built on P4 chassis number 0862, the two-seat coupe featured a three-litre V12 engine mounted in its tail. The upper body was almost entirely formed of a transparent teardrop canopy, its gullwing doors revealing a spartan two seats, driving controls and little else.

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Unveiled at the '68 Turin Auto Show, the Ferrari P6 Berlinetta Speciale Concept designed by Pininfarina featuring a 2989cc 400bhp V12 engine. The P6 Berlinetta Speciale's design was to form the basis of the Ferrari 365 BB, that was first unveiled in '71. The car was to feature a mid-mounted 3 litre 400bhp 60° V12 engine, though the prototype was a rolling 1968 Ferrari P6 Berlinetta Speciale Pininfarina Concept chassis. The car design was to form the basis of the Ferrari 365 BB first shown in 1971.

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The Ferrari 512S Modulo was a concept sports car designed by Paolo Martin of the Italian carozzeria Pininfarina, unveiled at the 1970 Geneva Motor Show. The Modulo has an extremely low body with a canopy-style roof that slides forward to permit entry to the cabin of the car. All four wheels are partly covered. Another special feature of the design are 24 holes in the engine cover that reveal the Ferrari V12 engine which develops 550 hp (410 kW), a top speed of 220 mph (350 km/h) and 0–60 in 3.1 seconds.

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The Ferrari Pinin was a one off concept created by Pininfarina. It was designed to celebrate the 50th anniversary of renowned Italian coachbuilder. Introduced at the 1980 Turin Motor Show, the Pinin broke nearly all visual ties with the other members of the Ferrari lineup. Sergio Pininfarina longed to create a four-door Ferrari to rival the high-performance Maserati’s of the era. He developed the (only) four-door Ferrari concept (based on the chassis of the Ferrari 412) to try to tempt Enzo Ferrari into building it. Didn’t work so it stayed a concept.

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Just two prototypes of this model were built. The first, a red car, was completed June 1987 and sported chassis no. 70183, while the second, chassis no 78610, was yellow and is now exhibited in the Galleria Ferrari in Maranello. What made this such an unusual model was that it featured four-wheel drive using an innovative hydraulic system. The two cars were built to test different production methods too. The first had a welded stainless steel body while the second a glued aluminum one. Mauro Forghieri was in charge of the project until he left Ferrari in the spring of 1987 too.

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The Ferrari Mythos is a mid-engined, rear wheel drive concept car based on the mechanical underpinnings of the Ferrari Testarossa. Designed by Pininfarina and produced by Ferrari, its world premiere was at the 1989 Tokyo Motor Show. The Mythos’ body was divided into two distinct sections—front and rear—both of which stretched to meet one another in a linked fashion at the side intakes. Those enormous intakes fed a 390 horsepower, 4.9-liter Tipo F113B flat-12. The Mythos sat nearly five-inches wider, was six-inches shorter in length, and three-inches lower in height than the Test.

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“After fifty years and some hundreds of cars, just one was missing”, says Giorgetto Giugiaro to explain the GG50, the Ferrari he presented at the Tokyo Show and with which he celebrates his half century in the design business. The name of the car, based on the 612 Scaglietti, is significant: GG50, where GG stands for Giorgetto Giugiaro, 50 the career goal he has reached. All the mechanicals stayed the same but the body is all new and has been modified to a sleeker and sexier look. The other element that largely determines the new image is the decided tapering of the four corners that soften the contours of the car from above and that offer in three-quarter view a more compact feeling.

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The very first 250 Testa Rossa is this car, chassis 0666TR, which is often labeled as the prototype. It was used to test various ideas and parts alongside another prototype, 0704TR, before the production was finalized starting with 0710TR in November of 1957. Being the test mule for the series and a factory works car, 0666TR lived a tough and long life with different engines and bodies. It suffered a grueling crash at the 1958 24 Hours of Le Mans with the Jaguar D-Type of J.M.Brousseler who lost his life. Kessler’s Ferrari was sent burning into the barrier and covered in dirt to quell the flames.

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Pinin Farina was commissioned to make Ferraris first Cabriolet and started with chassis 0655GT for the 1957 Geneva Motor Show. It was a prototype that was well decorated for the 1957 Geneva Auto Show and it also sketched the basic outline for 39 more copies. The rear bodywork of the prototype was much different than the later production versions. It had much more prominent rear tail fins and lights at the end of the peaks. The whole design was smoothed out for the production versions. Still one of the most stunning Ferrari designs in my opinion.

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Too often design prototypes are limited to aesthetic mock-ups that do little more then convey future design language. It’s rare to find a fully functional prototype, and even rarer to find one built on a proven race car chassis. Such is the case with this Dino 206 Competizione also known as The Yellow Dino. Much like a scale version of the 330 P3, the standard 206 was bodied at Piero Drogo’s Carrozzeria Sports Cars and both featured the same shape, similar light alloy bodywork, semi-monocoque chassis and five-speed transaxles. Being a fully-functioning prototype, it caused a stir.

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At Geneva in March 1956, Pinin Farina showed their new Coupé as a replacement for the 250 Europa GT. Chassis for the new car was quite similar to its predecessor, but the styling was updated on prototype 0429GT. Pinin Farina was responsible for the new design which included a much smaller front grill and rear tail fins. Chassis 0429GT was displayed at Geneva with a steel body and aluminum doors and hood. This was followed by four more prototypes, which had distinctive kick-up rear fenders that didn't make production.

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Only around 1,300 examples were produced. Even fewer of the prototypes were made. Only eight to be exact, and one of them burned in a fire. Those super rare prototypes were never sold to the public. The main differences between the prototypes and the production version of the F40 were the mirrors, additional vents, a thinner rear wing, different kevlar weave in the tub, and a quilted headlining. In recent years Ferrari has given these cars Red Book Classiche Certification by Ferrari and officially claimed as a prototype.

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The Ferrari F50 Berlinetta Prototipo is the first production-spec F50 ever. The car was driven by several famous F1 drivers, including Niki Lauda, Gerhard Berger, and Jean Alesi. Ferrari’s own test driver, Dario Benuzzi also drove the car. Rod Egan, Principal and Auctioneer said this is the most significant F50 built for the road in existence. The car that first brought the F50 prototype to the world in 1995 at the Tokyo Motor Show. Already overlooked by many collectors, it is a real shame, because the F50 is a top 10 car according to us.

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This 348 hack used to test the pre-production V12 for the then upcoming Ferrari Enzo. Before unveiling the Enzo at the 2002 Paris Motor Show, Ferrari had been working for three years to transfer their F1 expertise to a road car. During the development, three prototypes had been made: the M1, the M2 and the M3. Its role was mainly as a rolling test bed for development of the engine.

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The Rossa prototype at the 2000 Paris Motor Show. It was modern interpretation of the 1958 Ferrari 250 Testa Rossa. Unlike the Testa Rossa, the 2001 Rossa was only meant to tour the show circuit. It was built upon a 2000 Ferrari 550 Barchetta Pininfarina chassis which had the necessary rigidity. Thus, the Rossa uses its 5.5-liter V12, front engine/rear wheel drive architecture.

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