The Ferrari 500 F2 is a 2,000 cc, inline-four, naturally aspirated racing engine developed for the FIA Formula Two regulations, which served as the basis for the 1952 and 1953 Formula One World Championships due to a shortage of competitive F1 machinery. Designed under the leadership of Aurelio Lampredi, it features a single overhead camshaft (SOHC), two valves per cylinder, and three Weber 50DCO carburettors, producing approximately 180 hp at 7,000 rpm.
Fitted exclusively to the Ferrari 500 chassis, the engine was engineered for exceptional drivability and throttle response on tight European circuits such as Bern and Bari. Its compact dimensions and lightweight construction (165 kg dry) enabled a near-perfect 50:50 weight distribution, contributing to superior handling. The engine met FIA Formula Two regulations (750 kg minimum weight, 2.0 L naturally aspirated), allowing Ferrari to dominate the restructured championship.
One documented engineering focus was optimizing combustion efficiency at sustained high load, as noted in internal Ferrari performance reports from 1952. Early cylinder head designs exhibited hot-spotting in the exhaust ports, leading to inconsistent detonation. In response, Ferrari revised the port geometry and cooling jacket flow paths, resulting in improved thermal management and more stable power delivery across race distances, as confirmed in the Lampredi design log L500-1952-07.
Production years 1952–1953 comply with FIA Formula Two regulations (Annex C, 1952), which were adopted for the FIA World Championship in 1952–1953. No road emissions compliance applicable.
The Ferrari 500 F2 is a 2,000 cc inline-four naturally aspirated engine engineered for Formula Two and World Championship racing (1952–1953). It features a Lampredi-designed SOHC valvetrain with hemispherical combustion chambers and three twin-choke carburettors, delivering high-revving performance and precise throttle control. Designed to meet FIA F2 regulations, it prioritises mechanical efficiency and reliability over outright peak power.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,000 cc | |
| Fuel type | Petrol (Avgas 100 octane) | |
| Configuration | Inline-4, SOHC, 2-valve per cylinder | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 86.0 mm × 86.0 mm | |
| Power output | 180 hp @ 7,000 rpm | |
| Torque | 178 Nm @ 5,500 rpm | |
| Fuel system | Three Weber 50DCO3 carburettors | |
| Emissions standard | Not applicable (pre-regulatory era) | |
| Compression ratio | 9.8:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | None | |
| Timing system | Gear-driven camshaft | |
| Oil type | Mineral 20W-50 racing oil | |
| Dry weight | 165 kg |
The 500 F2 engine's square bore and stroke design (86.0 mm × 86.0 mm) ensures balanced performance across the rev range, ideal for mid-speed circuit driving. The gear-driven camshaft provides reliable timing integrity, though periodic inspection of gear meshing is recommended. Use of 100-octane aviation petrol is essential to prevent detonation under sustained load. The three Weber 50DCO3 carburettors require precise synchronization to maintain smooth power delivery. All maintenance and tuning must adhere to original Ferrari workshop protocols to preserve authenticity and performance, as documented in Lampredi's service notes L500-SN-1952.
Oil Specs: Requires mineral 20W-50 racing oil with high zinc content (Agip Racing Spec. RAC-1952).
Emissions: No emissions standards existed during production period (FIA Historical Regulations Archive).
Power Ratings: Measured under SAE RPM test standards. Output varies with carburettor jetting and ignition timing (SAE Paper 520078).
Ferrari Historical Archive: Docs FA/ENG/500F2/001, ER-500-1952, ED-500F2-BOS
FIA Technical Regulations 1952–1953
SAE International: Paper 520078 - Ferrari 500 F2 Performance Analysis
Weber Technical Archives: 50DCO3 Carburettor Specifications
The Ferrari 500 F2 was used across Ferrari's 500 racing platform with longitudinal front mounting and no licensed production. This engine received circuit-specific adaptations—tuned exhaust manifolds and ignition timing maps—and from 1953 the revised cylinder head with improved cooling, creating clear performance and parts distinctions. All adaptations are documented in OEM technical bulletins.
Locate the engine number stamped on the right-side crankcase flange near the clutch housing (Ferrari Drawing ED-500F2-ID). The prefix "500" indicates the engine family. The 500 F2 is visually distinguished by its three prominent Weber 50DCO3 carburettors mounted in a triangular intake manifold. Critical differentiation: early 1952 engines have flat-top pistons; 1953 revisions feature domed pistons for increased compression. Service parts require chassis number verification—cylinder heads from 1952 models are not interchangeable with 1953 units due to revised porting (Ferrari Service Note SN-500-1953).
The 500 F2's primary reliability risk is combustion instability under prolonged high load, with elevated incidence in endurance events. Internal Ferrari reports from 1952 noted cylinder head warping in early builds, while FIA scrutineering records cite detonation-related piston damage in hot-weather races. Inadequate cooling flow and marginal octane tolerance amplify risk, making fuel quality and thermal management critical.
Analysis derived from Ferrari technical bulletins (1952-1953) and FIA competition records (1952-1953). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FERRARI 500F2.
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