The Ferrari F40 (Type F120) is a mid-engine, rear-wheel drive sports car[12] engineered by Nicola Materazzi with styling by Pininfarina.

Since Enzo Ferrari no longer had control over the production part of the business, Materazzi had to obtain permission from General Manager Eugenio Alzati.

A very small team thus developed the GTO Evoluzione on Saturdays to compete in the same class entered by the Porsche 959 in FIA Group B.

[6][7][8][9][11] The FIA's move to end the Group B category for the 1986 season saw Enzo Ferrari left with five 288 GTO Evoluzione development cars, and no series to enter them into.

These were left for enthusiasts who might consider purchasing one until a validation driver convinced Enzo Ferrari that Materazzi could keep the base car concept alive and make it roadworthy.

In particular, Ferrari had been impressed with the development of recent cars which claimed back much of the performance deficit inflicted by ever more restrictive emissions regulations.

From the beginning of the project on 10 June 1986, Enzo Ferrari asked for the car to be completed in a very short space of time (eleven months) and be presented in the summer of 1987.

The suspension setup was similar to the GTO's double wishbone setup, though many parts were upgraded and settings were changed; the unusually low ground clearance prompted Ferrari to include the ability to raise the vehicle's ground clearance when necessary for later cars via hydraulic lift chambers in the front dampers.

[citation needed] The body was an entirely new design by Pininfarina featuring panels made of Kevlar, carbon fibre, and aluminium for strength and low weight, and intense aerodynamic testing employed.

The Sultan employed Pininfarina's prototype manager Paolo Garella to make modifications to the car's colour, power, and interior comforts.

Pirelli made a carcass with light materials (including Kevlar) after the experience gained in the Formula 1 seasons from 1980 to 1985 and asymmetrical tread patterns to create the P-Zero specifically for the F40.

[11] The promotion of the car was captured by the cameras in a documentary that included footage of Enzo Ferrari's past interviews, work inside the factory and the F40 driving through the streets of Modena.

[31][32][33] The racing cars were prepared by Michelotto (based in Padua) the Ferrari specialist who had already carried out work on the GTO Evoluzione and on parts of the road-going version of the F40.

The car saw competition on October 15th 1989 when it debuted in the Laguna Seca Raceway round of the IMSA, appearing in the GTO category, with an LM evolution model entered by Ferrari France, led by Jean Sage, driven by newly-crowned International F3000 champion and F1 newcomer Jean Alesi, finishing third to the two faster spaceframe four wheel drive Audi 90s and beating a host of other factory-backed spaceframe specials that dominated the races.

Driven by a host of guest drivers such as Jean-Louis Schlesser, Jean-Pierre Jabouille, Jacques Laffite and Hurley Haywood, three second-places and one third-place were the best results.

[35] Although the F40 would not return to IMSA in 1991, it would later be a popular choice by privateers to compete in numerous domestic GT series including JGTC.

[38] The F40 Competizione is a non-sponsored, more powerful version of the F40 LM, which was the result of consumer requests following the order of a French importer who wanted to enter one in the 24 Hours of Le Mans.

Work was then done by Peter van Erp of Cavallino Tuning, Kroymans' racing division to convert it into "Competizione" specification, with new shock absorbers, new instrumentation, brakes, bodywork, and a new paint job.

After the car was sold to its most recent owner, it had a decorative makeover which consisted of a repaint in grey and blue fabric seats.

[citation needed] The next opportunity to reach the claimed top speed was a shootout at Nardò Ring organized by Auto, Motor und Sport.

The writer, Mel Nichols, stated: "I do not yet know whether the F40 is untractable in traffic, fearsome in the wet, uncomfortably harsh on bumpy roads or too noisy on long journeys.

[54][55] Gordon Murray analyzed the car in Motor Trend's July 1990 issue: "It's the lack of weight that makes the Ferrari so exciting.

An expert explained its popularity among the Ferrari cognoscenti: "They will never be allowed to make another F40 in today's world of red tape and health and safety.

Motor Sport Magazine re-appraised it for the 21st century noting that its engine power delivery is docile at modest speeds and is unleashed when demanded by the driver.

Autoexpress also noted that when the cars have the correct servicing of mechanical components and of the rubberised fuel tanks they are to this day robust and reliable thanks to their simplicity.