Guide: Ferrari 212 E Montagna
Background
In addition to Scuderia Ferrari’s 1969 Formula 1, Formula 2, World Sportscar Championship and Can-Am programmes, the competition department at Maranello built a machine to contest the European Mountain series.
Ferrari had sporadically entered the competition before. They had first won it in 1962 with Ludovico Scarfiotti at the wheel of a Ferrari 196 SP. Most recently, Scarfiotti had secured the 1965 title with the diminutive Dino 206 P.
After Ferrari’s victorious 1965 campaign, the Italian team returned for 1966 with a lightly prepared Dino 206 S. However, the Group 4-based Dino was no match for Porsche’s specially developed 910 Bergspyder. The little Ferrari took a win and a brace of second place finishes, but the ‘66 attack was severely disrupted by an injury Scarfiotti picked up at Le Mans.
In 1967, the Scuderia appeared just once when Scarfiotti and Gunther Klass finished second and fourth respectively at the Trento Bondone Hillclimb. Two weeks later, one of the tricked out Dinos that had been used was destroyed when Gunther Klass fatally crashed at the Mugello GP.
Afterwards, Ferrari abandoned any further racing with the Dino 206 S.
Instead, a plan was hatched to return for the 1968 European Mountain Championship with a new Dino 206 S-based Flat 12-engined car: the Sport 2000.
Ferrari had originally created a 1.5-litre Flat 12 engine for the 1512 Formula 1 car in late 1964. However, when the F1 regulations were changed to allow three-litre motors for 1966, development temporarily ceased. The Flat 12 project was then revived in the second half of 1967 when a modified two-litre version was deemed the most desirable powerplant for a hillclimb special.
Unusually, for 1968, Ferrari’s sportscar programme would not include the World Championship which the Italian firm had contested every year since its 1953 inception. Enzo Ferrari withdrew his team as a result of a new three-litre engine limit for Group 6 Prototypes which he considered blatant favouritism towards Porsche.
Instead, Ferrari decided to go Can-Am racing and hillclimbing.
The Sport 2000 hillclimb car was built on chassis 0862.
0862 started life as a Dino 206 S (chassis 020) which was extensively modified to accept a Flat 12 engine.
The Sport 2000 was completed in November 1967 and taken to the Modena Autodrome where Chris Amon carried out a shakedown test. However, for one reason or another, the decision was made to postpone Ferrari’s return to the mountains until 1969.
The Sport 2000 was then stripped of its rather crude body, fitted with a dummy V12 and loaned to Pininfarina as the basis for a show car. The resultant 250 P5 was displayed at the Geneva, Los Angeles and Turin Motor Shows in 1968.
In the background, work continued on improving the Flat 12 engine.
From mid 1968, the racing department were also busy readying the new 312 P which would spearhead Ferrari’s return to the World Sportscar Championship for 1969.
Can-Am was also on the cards for 1969 (with the 612 P) as were F1 and F2 programmes. All-in-all, the ‘69 season was lining up to be a busy time at Ferrari’s racing department. However, the firm was haemorrhaging cash fighting on so many different fronts.
As promised, towards the end of 1968, Pininfarina returned chassis 0862 to Ferrari where it was built into the 212 E Montagna for 1969.
Chassis
Ferrari’s 1969 mountain challenger was assembled around a Tipo 600 tubular steel chassis derived from the Dino 206 S. As per the original, the addition of riveted aluminium and bonded fibreglass panels effectively created a semi-monocoque.
At 2340mm, the 212’s wheelbase was 60mm longer than a standard Dino 206 S.
Another difference was a tiny 30-litre fuel tank instead of the twin sill-mounted cells with a 100-litre capacity as fitted to the Dino 206 S.
Suspension was independent all round via unequal length wishbones, coil springs and telescopic Koni dampers. Anti-roll bars were installed at either end.
Disc brakes were mounted outboard at the front, inboard at the rear.
13-inch diameter five-spoke wheels were shod with Firestone tyres. The fronts measured 10-inches wide and the rears were 14-inches wide.
Engine & Gearbox
In the engine bay was an all-alloy Tipo 232 180° Flat 12.
The original Mauro Forghieri-designed Flat 12 created for the 1512 in 1964 was modified for this latest application by Stefano Jacoponi.
It featured dual overhead camshafts, four valve cylinder heads, dry-sump lubrication and Lucas fuel-injection. Ignition was via a single spark plug per cylinder and single coil.
The engine was mounted longitudinally in the chassis in unit with a close-ratio Tipo 600 five-speed transaxle.
Displacement was 1990cc thanks to a bore and stroke of 65mm and 50mm respectively.
Compression was set at 11.0:1 which yielded a peak output of 300bhp at 11,800rpm.
The Forghieri / Jacoponi screamer fitted to the 212 E acted as a test-bed for future installations. Ferrari’s F1 cars adopted the Flat 12 layout in 1970 and it was used for sportscar racing from 1971. A line of Flat 12-powered GT cars was also subsequently launched starting with the 365 GT4 BB in 1973.
Bodywork
The 212 E's fibreglass bodywork was an evolution of the type used for the 350 Can-Am and the works Group 6 Dino 206 S from 1967.
Compared to the standard Dino 206 S, the 212 E was 75mm shorter and 300mm wider.
Its curvaceous lines included bulbous fenders, a wide primary intake with cool air vent further up the nose and shoulder-mounted ducts at the rear. To maximise downforce, large canards were attached to the corners of the nose and an adjustable full width spoiler was added at the back.
Because the 212 E did not require long-range fuel tanks, the rocker panels were trimmed down which further accentuated the bulbous fender profile.
Interior
Inside, the seats and rear bulkhead were upholstered in red fireproof fabric. Instrumentation was housed in a crackle black dash directly behind the small diameter three-spoke steering wheel.
As per all Dino 206 S-based cars, the 212 E employed a right-hand drive layout with centre gear change.
Weight / Performance
Ferrari quoted a dry weight of 500kg which was 80kg less than the Dino 206 S.
Considering it was geared for hillclimbs, the 212 E probably had a top speed of around 140mph and a 0-62mph time of under four seconds.
1969 Season
Since Ludovico Scarfiotti delivered the 1965 European Mountain Championship Ferrari’s way, the years that followed had been dominated by Porsche. Between 1966 and 1968, Gerhard Mitter was champion three seasons in a row driving various iterations of the Porsche 910.
For 1969 though, Porsche were pulling out of the Mountain contest to save money. Instead, their focus was on the World Sportscar Championhsip where the expensive new 917 which would join the existing 908.
Ferrari’s chief opposition around the hills of Europe would therefore come from domestic rivals, Abarth.
Unfortunately, there was no question of Ludovico Scarfiotti returning to Maranello to drive the new 212 E. Scarfiotti had been killed in a works Porsche at the Rossfeld Hillclimb in June 1968.
Instead, the 212 E was allocated to Swiss sportscar and hillclimb expert, Peter Schetty.
After test sessions at the Modena Autodrome and Vallelunga, Ferrari took part in two pre-season warm-up events.
1969 Ampus Hillclimb
First was the Ampus Hilcllimb in southern France on March 30th where Schetty's most noted opponent was Johannes Ortner in a works Abarth SE 014 complete with 350bhp V8-engine.
Schetty eventually finished the 6.8km course four seconds clear of Ortner to take 0862's maiden victory.
1969 Volterra Hillclimb
Another win followed seven weeks later at the Volterra Hillclimb just south of Florence on May 11th. For this event, 0862 uniquely ran with headlights installed.
On 0862’s return to the factory, the car was fitted rear bodywork that had been completely cut away behind the wheels. An airbox to help cool the engine was added to the rear deck.
1969 Montseny Hillclimb
In this configuration, 0862 was sent to Montseny at the foot of the Spanish Pyrenees for round one of the 1969 European Mountain Championship (May 25th).
Schetty set a new record for the 16.3km course with a time of 9:12.46. This was ultimately 28 seconds clear of second placed Johannes Ortner in the factory Abarth 2000 SE 014. Third spot went to Alex Soler-Roig who was a further eleven seconds behind Ortner in his Porsche 907.
1969 Rossfeld Hillclimb
Round two was held at Rossfeld in southern Germany two-weeks later (June 8th). On this occasion, a driver’s two best runs up the 5.9km course were combined for an aggregate total.
Schetty took another win, but as a result of foggy conditions, his best single run time of 3:10.23 was not fast enough for a new course record.
Nevertheless, Schetty’s combined time of 6:27.91 was nearly seven seconds clear of Michel Weber’s Autodelta Alfa Romeo Tipo 33. Rounding out the podium, a further eight seconds back, was Luigi Taramazzo in his Abarth SE 010.
Fiat Purchases 50% of Automobili Ferrari
On June 21st 1969, FIAT purchased a 50% stake in Automobili Ferrari for $11m. The deal saw Enzo Ferrari maintain control of the marque’s racing operations while FIAT took over the passenger car division.
Flush with cash, Enzo Ferrari immediately gave the go ahead for a new five-litre car to take on the Porsche 917 in the 1970 World Sportscar Championship.
1969 Mont Ventoux Hillclimb
A day after FIAT’s investment was rubber-stamped, Scuderia Ferrari’s hillclimb crew rolled up at Mont Ventoux for round three of the European Mountain Championship .
Schetty’s best run of 10:00.5 up the 21.6km route was good enough for another course record. Arturo Merzario took the runner’s up spot with a time 33 seconds slower than Schetty in his works Abarth SE010. Team-mate Johannes Ortner was a further 5.5 seconds down the road in third with his SE 014.
1969 Trento Bondone Hillclimb
Next up was the first of two Italian rounds: the Trento Bondone Hillclimb on July 13th.
The tight and twisty 13.7km course was nestled deep in the Italian Alps.
Ferrari's dominance of the season continued. Schetty set another course record with a time of 10:58.61. He finished 35 seconds ahead of Merzario's works Abarth SE 010. Michel Weber's Alfa 33 was another ten seconds further back in third.
1969 Freiburg Schauinsland Hillclimb
Two weeks later, Schetty then set another course record at the 11.1km Freiburg Schauinsland hillclimb in south west Germany.
On this occasion, Schetty’s combined time of 10:48.03 was 40 seconds clear of Merzario's works Abarth SE 010. Another of the Abarths (that of Walter Lehmann) was a further 7.5 seconds back in third.
1969 Cesana Sestriere Hillclimb
The European Mountain Championship returned to Italy for round six on August 3rd: the Cesana Sestriere Hillclimb.
This time, just the single fastest sprint up the 10.4km course would count.
Yet again, Schetty smashed the existing record, but the overall result was closer. He finished eight seconds faster than Merzario and eleven ahead of Ortner in their works Abarths.
Schetty’s victory ensured he had an unassailable lead in the standings and would be crowned 1969 European Mountain Champion.
1969 Ollon-Villars Hillclimb
Although the title had been secured, the Ollon-Villars Hillclimb on August 31st represented a rare opportunity for Schetty to compete on home soil at international level.
With his combined time of 7:37.32 for two runs up the 8km route, Schetty set another course record on his way to a commanding victory.
This time it was Silvio Moser in the runner up spot. Moser finished just over eight seconds in arrears driving a Brabham BT24 Cosworth F1 car. However, Moser was not eligible for championship points.
The Abarths of Merzario and Luigi Taramazzo were third and fourth, over half a minute behind Schetty.
1969 European Mountain Championship Standings
Ferrari skipped the final round at Gaisberg in Austria on September 7th. The event was won by Arturo Merzario who had been Schetty's closest challenger throughout 1969.
However, even with an additional haul of points, Merzario was still a distant second in the standings. Schetty finished the year on 56 points to Merzario's 38. Alfa Romeo’s Michel Weber was third with 21.
Subsequent History
After the season had concluded, Ferrari were approached by Edoardo Lualdi-Gabardi with a view to selling 0862 for the 1970 season.
Although Lualdi-Gabardi was a long-standing customer and an experienced hillclimber, he was initially turned down.
However, a year later, Ferrari had a change of heart. Prior to sale, chassis 0862 was fitted with a flatter, more angular body, a spoiler above the engine and new cockpit shroud for the driver.
Lualdi-Gabardi then raced the car successfully throughout 1971 during which time he picked up a quintet of domestic hillclimb wins.
At the end of the 1971 season, 0862 returned to the factory.
From Maranello, it was sold to noted French collector, Pierre Bardinon.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
