Ferrari’s Technological Innovations Part 4: 1960 - From Overhung Clutch to Small 1000cc Four-Cylinder

Innovative yet traditional, Enzo Ferrari realized that in just ten years, he had achieved global fame and reputation. He understood that growing too fast would be a risk. Although he was reluctant to delegate power to others, he created an internal structure with proven leaders. At the top of the Technical Department, he chose Carlo Chiti, a Tuscan engineer from Alfa Romeo. It's 1957, and many things are changing in racing, but Ferrari struggles to accept them. For example, disc brakes, which only he and Mercedes still avoid using, and the rear-engine concept, which Ferrari refuses to adopt, along with opportunities to reimagine the role of aerodynamics.

The Dino V6 Tipo 233 engine of the 206 S, where the 65° V angle can be seen.

Speaking of innovation, one might think it was a concession. But it wasn’t. With the support of Chiti and an excellent technical team (as always), Ferrari embraced new developments, pushing innovation as far as possible. The first step was the successful implementation of the 65-degree V for the Dino, which lowered the center of gravity and allowed auxiliary components to be placed centrally. This angle was also applied to evolve V12 engines, benefiting both competition, as demonstrated by the global success of the 250 GTO, and the production of road cars, which represented a significant business for the company. The importance of the 65° V was reaffirmed in 1992, when Ferrari returned to front-engined GT cars like the 456 GT, and again in 1996 with the 550 Maranello, both of which featured a 65° V12 engine.

Ferrari V12 road cars, like the 1992 456 GT pictured here, inherited the 65° angle from the Dino engines.

After some experimentation, in 1961, Ferrari fielded the famous 156F1 in Formula 1 with a rear-mid engine, which dominated the season. One of the innovations of this single-seater was placing the multi-disc clutch behind the differential in an overhung position, offering several advantages: better cooling, a lower center of gravity by positioning the engine lower since it was no longer tied to a single axis, and easier gear ratio changes due to this accessible solution. Ferrari later reintroduced this brilliant idea thirty years later in the Mondial T, 348, and 355.

The 1961 Ferrari 156 F1 clearly showcases the rear overhung clutch, as seen in this disassembled model.

But Enzo didn’t only think about racing; he needed funds to grow the company. In 1959, he announced that he had built a small four-cylinder engine of just 849 cc (65x64 mm). Technically brilliant with innovative solutions for such a small engine: hemispherical head and inclined overhead valves, operated by a single overhead camshaft via rocker arms. Ferrari’s idea was for Fiat to use it for its base four-door model, the 1100. The small Ferrari engine had three configurations: 64 hp at 6000 rpm, 72 hp for the Gran Turismo version, and 84 hp at 7000 rpm for racing use. However, it wasn’t the right time—too sophisticated and expensive for Fiat. It was purchased, but in a much-reduced business for Ferrari, by a Milanese industrialist who produced fewer than 100 units of his ASA, a beautiful coupé commissioned from Bertone and designed by Giugiaro. The name ASA 1000 was due to the engine’s displacement, which was increased to 97 hp at 7000 rpm. One hundred horsepower per liter at the time was a significant achievement. However, the car, too small and without the Ferrari name, was not perceived as luxurious, and the project was quickly abandoned.

The small 840cc four-cylinder engine developed by Ferrari, installed in the 1962 ASA 1000.