Sep 26

Sep 26 Guide: Ferrari 250 P

Ferrari - Ferrari 250 P - Ferrari P-cars - 1960s Sports Prototypes - 1960s Italian Cars - Pininfarina

Background

Introduced for 1963, the 250 P was the first in a series of Prototype-class racing Ferraris built with mid-mounted V12 engines.

Highly specialised and produced in very limited numbers, the P-car programme culminated with the 330 P4 of 1967 before a three-litre engine limit imposed from 1968 made them obsolete.

Scuderia Ferrari had already campaigned mid-engined SP models to great effect during 1961 and 1962. However, these earlier cars had V6 and V8 powerplants.

Furthermore, the SP models were raced alongside the last front V12-engined Testa Rossa (the unique 330 TRI/LM) as this traditionally configured brute was still expected to be the fastest machine at high speed tracks like Le Mans.

By combining the mid-engined layout with their best competition V12 motor, Ferrari created the ultimate Prototype racing car of its day.

As expected, the 250 P finally consigned Ferrari’s illustrious line of front-engined sports cars to history.

Initially reserved for works use, the new model was supported by Ferrari’s 330 LM Berlinetta which was an experimental four-litre Prototype-GT.

Chassis

The 250 P’s all-new Tipo 564 tubular steel chassis featured stressed aluminium sheets riveted in place for a semi-monocoque effect.

The wheelbase measured 2400mm. Front track was 1350mm and rear track was 10mm narrower.

Suspension was independent all round via double wishbones, coil springs, telescopic dampers and an anti-roll bar at either end.

A 65-litre fuel tank was installed in each sill for an overall capacity of 130 litres.

Dunlop supplied the four wheel disc brakes. Those at the back were mounted inboard.

Wire wheels would soon be replaced with lighter, stronger cast metal rims. For now though, the proven spoked option was retained. Supplied by Borrani and shod with Dunlop Racing tyres, these 15-inch diameter wheels measured 5.5-inches wide at the front and 7-inches wide at the rear.

Engine & Gearbox

Designated Tipo 210 (128 LM), the 250 P’s all-alloy engine was the latest of Gioacchino Colombo's short-block 60° V12s.

Mounted longitudinally in the chassis, it utilised dry-sump lubrication, a single overhead camshaft per bank, two valves per cylinder and single plug ignition with two coils.

Thanks to a bore and stroke of 73mm and 58.8mm respectively, displacement was the same 2953cc as all Colombo’s three-litre 250 motors.

Compression was set at 9.5:1 and six twin choke Weber 38 DCN downdraught carburettors were fitted.

In this configuration, the Tipo 210 unit produced a peak output of 310bhp at 7500rpm and 203lb-ft at 5500rpm.

Transmission was via a five-speed gearbox, twin-plate clutch and limited-slip differential.

Bodywork

The four 250 Ps built for 1963 were all right-hand drive and fitted with Spyder bodywork that was (unusually for a racing car) designed by Pininfarina.

Innovative features included a safety roll hoop that improved airflow plus cooling scoops carved out from the rear fenders.

The Turin styling house abandoned Ferrari's twin-nostril 'shark-nose' philosophy in favour of a simple rectangular intake.

A Kamm tail featured two large banks of cooling vents and was flared along the upper trailing edge to provide extra downforce.

The one-piece engine cover was hinged at the rear for easy access.

As per the regulations, the 250 Ps were fitted with a full complement of road equipment including lights, wipers, two seats and a spare wheel mounted over the gearbox.

Bodywork was fabricated from the thinnest gauge aluminium by the Fantuzzi works in Modena.

Interior

Cockpits were sparsely equipped but just comfortable enough for long-distance races.

A 10,000rpm tachometer was mounted directly behind the wood-rimmed steering wheel. Supplementary water and oil gauges plus a fuel meter were located off to the sides.

Bucket seats were upholstered in black vinyl with bright blue fabric centres.

The open gate gearchange was located to the driver’s right.

Weight / Performance

Dry of fluids, the 250 P weighed in at 760kg.

Top speed was 181mph and 0-62mph required a little over four seconds.

Launch

The new car was presented to the press at Monza on March 4th where a pair of 250 Ps were displayed alongside a solitary 330 LM Berlinetta.

1963 Season

For 1963, the World Sportscar Championship was expanded from 15 to 22 events. Hillclimbs and rallies were added to the traditional selection of circuit races. Most events were only for the Grand Touring cars that would decide the International Championship for GT Manufacturers.

The four blue ribband events (the Sebring 12 Hours, the Targa Florio, the Nurburgring 1000km and Le Mans 24 Hours) would decide a separate International Trophy for GT Prototypes.

The Prototypes could also run in a handful of World Championship events later in the season, but there were no points on offer at these races.

As the likes of Aston Martin, Chaparral and Lola only planned limited 1963 campaigns, Scuderia Ferrari’s main competition often came from the squad run by the firm’s US distributor, Luigi Chinetti. Chinetti’s North American Racing Team (NART) had purchased a combination of ex-works TRI and SP Ferraris from 1962 that were still potential world-beaters.

The only other firm that planned to contest the whole season was Porsche who would compete in the two-litre class. However, despite running smaller engines than Ferrari, the Germans could not be discounted from outright victories on handling tracks such as the Targa Florio and Nurburgring.

1963 Sebring 12 Hours

Round one of the International Trophy for GT Prototypes kicked off at Sebring on March 23rd.

Scuderia Ferrari entered a brace of 250 Ps for John Surtees / Ludovico Scarfiotti (0810) and Willy Mairesse / Nino Vaccarella (0812). There was also a solitary 330 LM Berlinetta for Mike Parkes / Lorenzo Bandini.

Aside from GT class Jaguars, Shelby Cobras, Corvettes and Ferrari GTOs, principal opposition was expected to come from a pair of revamped Chaparral 1s plus the Ferrari 330 TRI/LM and 268 SP entered by NART.

As usual, grid positions were determined by engine size with the biggest cars at the front and the smallest at the back.

The race started at 10am in almost perfect weather conditions.

By the second lap, Pedro Rodriguez had stormed into the lead driving the NART 330 TRI/LM he shared with Graham Hill.

Shortly afterwards, both 250 Ps were forced to pit with loose plug leads which enabled Rodriguez to open up a good size lead.

By the third hour, Ferraris were holding the top three positions: Rodriguez / Hill from Surtees / Scarfiotti and Mairesse / Vaccarella. The 330 LM was sixth but retired when Parkes crashed into a tree. Parkes’ team-mate, Bandini, joined the Mairesse / Vaccarella 250 P.

Surtees’ 250 P had taken the lead by 7pm and, an hour later, the NART 330 TRI/LM made an unscheduled stop for repairs to the exhaust and a defective tail light. The electrical problems worsened which meant, in the absence of fully functioning lights, the NART entry couldn’t run at high speed. It was nearly black flagged before everything flickered back on. By this time, the Mairesse / Vaccarella / Bandini 250 P had moved into second.

Late on, Surtees was delayed by a broken battery and the 250 P drivers all complained of fumes in the cockpit.

The 250 Ps of Surtees / Scarfiotti and Mairesse / Vaccarella nevertheless finished first and second with NART third.

Ferraris took the top six positions that weekend with a trio of 250 GTOs in fourth through sixth to secure GT class honours.

1963 Le Mans Test

Over the weekend of April 6th and 7th, Le Mans held its annual test session where all five Ferrari drivers smashed the existing lap record.

The 250 P hit 181mph down the Mulsanne Straight with fastest time going to John Surtees. The Englishman went six seconds quicker than the works 330 LM Berlinetta that took second.

GT-Prototypes filled the next few positions with Aston Martin's trio of experimental DP models third, fifth and sixth. The hairy new Maserati Tipo 151/1 was fourth.

1963 Targa Florio

Round two of the International Trophy for GT Prototypes was held at the Targa Florio on May 5th. It comprised ten laps of the 72km Piccolo Madonie circuit around Sicily for which Scuderia Ferrari entered three cars.

The 250 Ps used at Sebring were driven by John Surtees / Mike Parkes (0810) and Ludovico Scarfiotti / Willy Mairesse (0812).

Both cars arrived with modifications to their windscreens and cooling.

A third works car was also present for Lorenzo Bandini (a re-bodied 196 SP, chassis 0802).

Sicilian-born Targa specialist, Nino Vaccarella, was unusually absent. His licence had been temporarily revoked after a major crash during an unofficial test. The accident destroyed chassis 0796 (a muletto 246 SP that had been converted to run a three-litre V12 engine).

Given the tight and twisty nature of the Targa Florio circuit, Ferrari’s power advantage would count for little. Chief opposition for outright victory was expected to come from Porsche who had a combination of four works 718s and 356 Abarth GTLs on hand.

The race started at 8am under clear skies with cars sent off in 30 second intervals.

By the end of lap one, the 250 Ps of Scarfiotti and Parkes led third-placed Bonnier for Porsche while Bandini was fourth in the 196 SP.

At the end of lap two, Parkes’ 250 P was a minute ahead of Bonnier and Bandini. Meanwhile, early pace setter Scarfiotti had taken the other 250 P into the pits with the engine running unhappily after a slow lap.

Mairesse took over but was himself in at the end of lap three. He set off again, but the car grounded out over a bump which damaged the fuel supply inlet underneath the tank and partially cut the feed. Mairesse was forced to retire.

Shortly afterwards, the other 250 P was also out of the race as well. Surtees had taken over from Parkes at the end of lap three while Bonnier handed over to Abate in the second place Porsche. On the fifth lap, Surtees went off the road which damaged the bodywork and fuel tank. He abandoned the car as petrol was leaking everywhere.

This promoted Abate’s Porsche into the lead.

By this time, Scarfiotti had joined Bandini in the now second place 196 SP, but he clouted one of the concrete marker posts and had to pit for a new wheel. Mairesse also drove the 196 SP in the latter stages. However, a spin on the last lap handed victory to Jo Bonnier and Carlo Maria Abate in the works Porsche 718 GTR.

1963 Nurburgring 1000km

With the championship too close to call, Ferrari upped the ante for Porsche’s home race two weeks later.

They took three of their 250 Ps to Germany for the Nurburgring 1000km on May 19th: 0810 for Scarfiotti / Parkes, 0812 for Surtees / Mairesse and a new car, 0814, for Vaccarella.

Unfortunately, Vaccarella crashed 0814 in practice. He left the road and went into the forest which caused serious damage. The Sicilian suffered a broken arm that put him out of action for the rest of the season.

Significantly, the Nurburgring race marked the international debut for Lola's Ford V8-powered Mk6 GT. After Le Mans, the Mk6 programme was taken over by Ford. It spawned the all-conquering GT40 that eventually ended Ferrari's sports car racing dominance.

Qualifying saw pole go to Surtees / Mairesse followed by Scarfiotti / Parkes. In third and fourth spots were the Porsche 718s of Edgar Barth / Herbert Linge and Jo Bonnier / Phil Hill.

The 44 lap race began at 9am by which point the previously overcast weather had almost cleared.

After overhauling the fast starting Jaguar E-type of Peter Lindner, the Ferraris were first and second at the end of the first lap.

With ten laps gone, Surtees still led Scarfiotti, Bonnier was third for Porsche, Lindner’s Jaguar was fourth and Pierre Noblet’s Ferrari 250 GTO was fifth.

On the 15th lap, Parkes took over from Scarfiotti and a quicker pit-stop meant he left the pits ahead of Mairesse who had taken over from Surtees.

However, as Parkes went through Aremberg, the Ferrari span and struck a bridge which tore off much of the rear suspension. Parkes retired on the spot.

Mairesse was running close behind and a piece of metal from the crash punctured his front nearside tyre. He lost much time changing the wheel out on the circuit and then called into the pits to have the car checked over. It meant the Porsche of Phil Hill was now in the lead and Mairesse dropped down to fourth.

The Belgian had recovered to second spot by the 19th lap and, when Hill had an off which damaged the Porsche, the Ferrari re-took the lead.

Mairesse / Surtees held on to win in the 250 P and eventually finished eight minutes clear of the Pierre Noblet / Jean Guichet 250 GTO. Third spot went to the Scuderia Serenissima Ferrari 250 TRI/61 of Carlo Maria Abate / Umberto Maglioli who were a lap down.

The Nurburgring result re-established Ferrari’s championship lead as the teams headed for the final round at Le Mans which was a circuit certain to favour the powerful Italian cars.

1963 Le Mans 24 Hours

Scuderia Ferrari took three of their 250 Ps to France plus a works 250 GTO. They would be supported by NART, Maranello Concessionaires and Pierre Noblet, all of whom were supplied with a 330 LM Berlinetta.

The big race took place over June 15th and 16th. In addition to the Lola Mk6 GT, competition was expected from Maserati's updated Tipo 151/2 and the works Aston Martin DP cars.

The 250 Ps would be driven by Parkes / Maglioli (0810), Surtees / Mairesse (0812) and Bandini / Scarfiotti (0816).

Chassis 0816 was a new car that raced at Le Mans under the identity of 0814. This was because Ferrari had already submitted paperwork to the organising body when 0814 was damaged in Parkes’ Nurburgring crash four weeks earlier. Unable to repair 0814 in time, Ferrari drafted in 0816 to replace it but did not inform the authorities.

The works GTO was entered for Carlo Maria Abate / Fernand Tavano.

Qualifying saw pole go to the NART Ferrari 330 TRI/LM of Pedro Rodriguez / Roger Penske.

250 Ps were in second and third (Bandini / Scarfiotti and Parkes / Maglioli) followed by the Aston Martin DP215 of Phil Hill / Lucien Bianchi. Surtees / Mairesse started sixth behind the Andre Simon / Lloyd Casner Maserati Tipo 151/2.

The race started in sunny conditions at 4pm and saw Maserati’s revamped 151/2 storm into an early lead.

At the end of lap one, the order was Simon (Maserati France), Surtees (Ferrari), Hill (Aston Martin), Rodriguez (NART), Parkes (Ferrari) Gurney (NART), McLaren (Aston Martin) and Bandini (Ferrari).

Surtees was unable to pass the Maserati until lap 15, but come 6:30pm, the 151/2 was out of the race.

With four hours gone, the 250 Ps held three of the top four positions: Surtees / Mairesse led from Parkes / Maglioli, Rodriguez / Penske were third for NART and Bandini / Scarfiotti lay fourth.

Half an hour later, the race was marred by the fatal accident of works Alpine driver Christian Heins.

The engine in the Bruce McLaren / Innes Ireland Aston Martin DP214 had blown and caused 20-litres of oil to spill over the track. Roy Salvadori hit the slick in his Jaguar E-type Lightweight which flipped onto its roof and burst into flames. Jean-Pierre Manzon’s Rene Bonne Aerodjet LM6 then hit the Jaguar in the middle of the track.

In an attempt to avoid the stationary cars, Christian Heins swerved and struck another vehicle which caused his class-leading Alpine to flip end-over-end at 120mph. It then hit a lamp post and burst into flames. The unfortunate Heins was killed instantly.

By quarter distance (10pm), the NART 330 TRI/LM had lost time and dropped back to sixth which left the trio of 250 Ps running first (Surtees / Mairesse), second (Bandini / Scarfiotti) and third (Parkes / Maglioli).

When the sun rose on Sunday morning, the Scuderia had a formidable lead.

However, at 10:45am, Mairesse took over from Surtees in the lead car and, as the Belgian swept under the Dunlop Bridge on his out lap, there was a flash of flame. By the time Mairesse came out of the Esses, his 250 P was fully ablaze. During the pit-stop, some fuel had carelessly been spilt into the engine bay and an electrical spark caused by applying the brake lights caused it to ignite.

Mairesse parked up and jumped out with his driving suit alight. Fire fighters were quickly on the scene and Mairesse received medical attention for burns to his face, shoulder and right arm.

This incident put the Scarfiotti / Bandini 250 P into the lead. It had a massive 16 laps in hand over the second place Equipe Nationale Belge 250 GTO of Jean Blaton / Gerard Langlois van Ophem. The GTO had moved into second overnight when Parkes / Maglioli (now third) lost ten laps with a broken distributor.

Thereafter, the top three positions remained unchanged.

Bandini and Scarfiotti held on to take victory, set a new distance record and post a new lap record.

Ferraris filled the top six positions with the Blaton / von Ophem GTO second, Parkes / Maglioli third in the sister 250 P, Dumay / Dernier fourth (Ecurie Francorchamps GTO), Salmon / Sears fifth (Maranello Concessionaires 330 LM Berlinetta) and Gregory / Piper sixth (NART three-litre LM Berlinetta).

With three wins from four events, Ferrari secured the 1963 International Trophy for GT Prototypes by 72 points to Porsche’s 30.

1963 French GP Support Race, Reims

Two weeks after Le Mans, Scuderia Ferrari entered a solitary 250 P (chassis 0814) for a non-championship 25 lap sports and GT car race at Reims. The event was on the undercard for the French Formula 1 Grand Prix.

Mike Parkes was selected to drive and started from pole.

The race should have been a walkover for the rapid 250 P, however, Parkes’ clutch failed to properly engage at the start and he was left behind.

Within a few laps, the Englishman lost drive and retired.

Victory fell to the Scuderia Serenissima Ferrari 250 TRI/61 of Carlo Maria Abate with Dick Protheroe’s Jaguar E-type Lightweight second and the Ecurie Francorchamps 250 GTO of Lucien Bianchi third.

1963 British GP Support Race, Silverstone

Parkes then drove 0814 in the British Formula 1 Grand Prix support race at Silverstone on July 20th.

Another 25 lap event for sports and GT cars, Parkes was once again on pole but had another unfortunate start. As he went to move off, the engine died and Parkes was overtaken by several cars before being hit in the back by a Lotus.

The Ferrari managed to carry on with its exhaust pipes trailing, but then had to take to the grass to avoid a spinning Sprite which hit the pit wall and killed the race scrutineer.

With most of his exhaust system missing, Parkes moved in to fourth before the car packed up for good.

Roy Salvadori took the win in Tommy Atkins’ Climax-powered Cooper T61 Monaco. Second and third went to the Lotus 23B Fords of Mike Beckwith (Normand Racing Division) and privateer Keith Greene.

Conversion to Lightweight Trim

After Le Mans, Ferrari sold chassis 0810 to Luigi Chinetti.

Prior to being flown out to the USA, this car and chassis 0816 were equipped with revised bodywork. New cut-down windscreens were fitted along with rear body sections that did without Pininfarina’s original basket handle aerofoil. In its absence, a small rollover bar was added behind the driver.

Additionally, the works car (0816) was also upgraded with cast alloy wheels.

Between them, these newly configured 250 Ps would contest a selection of late season non-FIA races in North America and the Bahamas.

1963 Bridgehampton 500km

NART’s first outing with 0810 came at the Bridgehampton 500km on September 15th.

A race for prototype and GT cars, the event was held a day after Bridgehampton hosted a 500km World Championship contest for Grand Touring machinery.

NART entered the 250 P for Pedro Rodriguez and their newly repainted gold 330 LM Berlinetta for Dan Gurney.

Rodriguez qualified the 250 P in third and lined up on the front row alongside a pair of Briggs Cunningham’s Buick-powered Cooper T57 Monacos driven by Walt Hansgen and Paul Richards.

Hansgen took the lead at the start with Rodriguez in hot pursuit. However, Hansgen was forced to make an unscheduled stop with his Buick engine suffering from a bad valve spring.

This promoted Rodriguez to first, but Hansgen emerged from the pits determined to whittle down the Ferrari’s lead.

When Rodriguez finally came in for his stop, he lost a minute as a faulty back wheel with a number of broken spokes was fitted.

The Mexican rejoined in second and, when Hansgen dived into the pits for extra fuel with two laps to go, it seemed the win was on.

Unfortunately, Rodriguez was slowed by an oil slick on the back straight and Hansgen emerged in the lead. He ultimately took the victory by 29 seconds. Rodriguez placed second with Gurney third in the 330 Le Mans Berlinetta.

1963 Canadian GP, Mosport

Two weeks later was the 100-lap Canadian Grand Prix at Mosport.

John Surtees was on hand to drive the works car (0816) while NART took their 250 P for Pedro Rodriguez (0810) along with a 268 SP for Lorenzo Bandini.

Surtees was fastest in qualifying followed by Rodriguez and then Graham Hill in the Ian Walker Racing Team Lotus 23B Ford. Bandini was back in eighth.

At the end of the first lap, Rodriguez held a slight lead over Hill and Surtees but the 250 Ps were soon running in formation at the front.

This lasted until mid distance when Surtees pulled into the pits with clouds of steam pouring out of his car. Ferrari retired the 250 P with an apparent clutch failure.

Surtees’ exit left the 250 P of Rodriguez more than a minute clear. Although he had to slow to save fuel in the closing stages, the Mexican finished over 90 seconds ahead of Hill’s Lotus and lapped the rest of the field. Dennis Coad was a distant third in the Whiz Car Care Products Lotus 19 Climax.

1963 Riverside 200 miles

On October 13th, Riverside hosted the 200 mile Los Angeles Times Grand Prix for sports cars. Aside from being one of the most lucrative North American races, it marked the debut of the Chaparral 2A and second appearance of Shelby’s Cooper T61M-based King Cobra.

The grid was filled with super lightweight machinery and Surtees qualified the 250 P an uncharacteristic tenth. Pole went to Jim Hall’s Chevy-powered Chaparral 2A while second and third spots were taken by the King Cobras of Dave MacDonald and Bob Holbert.

A high attrition rate saw Surtees up to fifth by mid distance and, when the chequered flag fell, he had risen to fourth, albeit two laps behind the winner.

MacDonald took victory in his King Cobra, Roger Penske was second in the Mecom Racing Team Zerex Special Climax and Pedro Rodriguez finished third driving Kjell Qvale’s Genie Mk8 Ford.

1963 Bahamas Speed Week

The end-of-season Bahamas Speed Week in early December marked the last appearances for the 250 P.

Thanks to a party atmosphere and huge prize fund, the island event always attracted a fabulous mix of cars and drivers.

Rodriguez was back in Chinetti's 250 P (0810) for the 25 lap Governor's Trophy on December 6th and then the 56 lap Nassau Trophy on December 8th.

Rodriguez initially ran third in the 181km Governor’s Trophy until being promoted to second when Hall retired the Chaparral 2A from the lead. Rodriguez collected the runner’s up position (along with the three-litre class win) but was over a minute behind AJ Foyt in the Mecom Racing Team Scarab MkIV Chevrolet.

The Nassau Trophy two days later was the climax of the week’s proceedings. 60 cars started the 405km event.

Roger Penske looked set for victory and, by lap 20, he had lapped all but second placed Foyt and third placed Rodriguez.

However, on the 27th lap, Penske was forced to pit with a damaged water hose which took ten minutes to fix. Seven laps later, he was out for good with the Mecom Cooper T61M Chevy severely overheated.

Foyt was able to romp home to another win in the Mecom team’s Scarab MkIV. Rodriguez finished second in the NART 250 P, one minute and 40 seconds behind.