Guide: Ferrari 275 P & 330 P
Background
Although Ferrari had raced a series of mid-engined Sports cars since 1961, it was not until 1963 that their premier V12-powered model switched to a central layout.
That season’s 250 P was a world beater straight out of the box and won three of the four races that made up the International Trophy for GT Prototypes. Victories at the Sebring 12 Hours, Nurburgring 1000km and Le Mans 24 Hours meant Ferrari notched up 72 points compared to Porsche’s 30.
For 1964, the International Trophy for GT Prototypes was re-branded the International Prototype Trophy (IPT). As before, this contest was a supplement to the World Sportscar Championship which, since 1962, had been decided by GT cars.
In addition to the four rounds that made up the IPT, Sports cars were permitted to run in certain other events, but there were no points on offer at these races.
For 1964, Ferrari replaced the three-litre 250 P with an improved variant that came with a choice of two new engines. The 3.3-litre 275 P was light and nimble whereas the 4-litre 330 P offered more power but less agility.
While opposition had been somewhat limited in 1963, that would not be the case in 1964. Most significantly, Ford were known to have a big budget contender in development: the GT40.
The threat from Ford was offset by a dramatic increase in the number of Ferrari P cars being fielded. In addition to building four of the latest variants, Ferrari also upgraded their four existing 250 Ps with new engines. To bolster the Scuderia Ferrari attack, one P car was supplied to both Maranello Concessionaires and NART.
Running alongside the top flight P cars was an entirely new model that came about as a result of Enzo Ferrari’s attempt to bend the rules. The 250 LM had originally been conceived as a mid-engined 1964 replacement for the all-conquering GTO. However, the governing body refused to accept it as a Grand Touring model and the 250 LM was forced to run in the Sports class alongside other out-and-out prototypes.
With hordes of Ferrari Sports racing cars on track for the coming season, it seemed unlikely that even Ford would be able to stop the Maranello juggernaut.
Engine & Gearbox
The interchangeable new 3.3 and 4-litre engines for 1964 were both short-block Colombo-derived 60° V12s.
As per the three-litre 250 P engines from 1963, these all-alloy power units were mounted longitudinally in the chassis and came with dry-sump lubrication, a single overhead camshaft per bank, two valves per cylinder and single plug ignition with two coils.
The new 3.3-litre Tipo 128 LM/63 engine used in the 275 P was bored from 73mm to 77mm. It retained the 58.8mm stroke of the 250 engine for a displacement of 3285cc. This represented a 332cc gain over the original 2953cc unit.
Compression was upped from 9.5:1 to 9.7:1 and peak output went from 310bhp at 7500rpm to 320bhp at 7700rpm. There was also a considerable but unpublished torque gain.
Six Weber 38 DCN downdraught carburettors were imported from the 250 P.
As per the 275 motor, the heavier but more powerful 4-litre Tipo 163C engine used in the 330 P was also bored to 77mm. However, stroke was taken out from 58.8mm to 71mm for an overall displacement of 3967cc.
This gave a lazier delivery than the short-stroke 275 engine, but yielded a massive power gain. With compression yanked up to 9.8:1 and six new Weber 42 DCN carbs, the Tipo 163C engine delivered 370bhp at 7200rpm.
Transmission was always via a five-speed gearbox, twin-plate clutch and limited-slip differential.
Chassis
Although the 1964 chassis was given a new type number (Tipo 564C as opposed to the Tipo 564 of 1963) only slight modifications were made.
As before, the tubular steel chassis was enhanced with stressed aluminium sheets that were 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 rear were mounted inboard.
The only change was the move to wider versions of the 15-inch diameter Borrani wire wheels for the 330-engined cars. When the 4-litre motor was fitted, Ferrari attached 6-inch wide rims at the front and 7.25-inch wide rims at the back. The 275-engined cars originally stuck with the 5.5-inch wide front and 7-inch wide wheels used in 1963.
Bodywork
Cosmetically, the new car started out much like its predecessor. However, as the season wore on, myriad changes were made to clean up the nose, windscreen, basket handle aerofoil and cooling solutions.
The final iteration of the Fantuzzi-made bodywork that came on stream mid-season was 140mm longer and 5mm wider than the outgoing 250 P.
Interior
Likewise, the interior was little changed.
Cockpits were sparsely equipped but sufficiently comfortable for long-distance races.
A 10,000rpm tachometer was mounted directly behind the wood-rimmed steering wheel. Supplementary gauges for water, oil and fuel 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
At 755kg (dry) the 275 P weighed in 5kg lighter than the 250 P of 1963. The 330 P tipped the scales at 785kg.
The 275 P had a top speed of circa 185mph. The 330 P could hit around 195mph. Both cars could sprint from 0-62mph in comfortably under five seconds.
1964 Sebring 12 Hours
Round one of the International Prototype Trophy and the first 1964 World Championship race open to Sports cars was the Sebring 12 Hours which took place on March 21st.
Five Ferrari P cars were taken to Florida and, for the first time at Sebring, grid positions were decided on practice times. Three of the P cars were Scuderia Ferrari entries, one came from Maranello Concessionaires and the other was from NART.
The P cars swept the top five positions in qualifying.
On pole was the new works 330 P of John Surtees / Lorenzo Bandini (0822) which was followed by the new Maranello Concessionaires 330 P of Graham Hill / Jo Bonnier (0818). In third was the NART 330 P of Pedro Rodriguez / John Fulp which was a chassis used in 1963 (0810). Fourth spot went to the new works 275 P of Ludovico Scarfiotti / Nino Vaccarella (0820). In fifth was the 275 P of Mike Parkes / Umberto Maglioli (0812, another 1963 chassis).
Best of the rest was the GT class Shelby Cobra Daytona of Bob Holbert / Dave MacDonald in sixth. The fastest non-Ferrari Prototype was the McKean Chevrolet Corvette Grand Sport of Roger Penske / Jim Hall in seventh.
Penske got away first in his Corvette and, at the end of lap one, he led from the P cars of Scarfiotti and Surtees which were followed by Gurney’s Cobra Daytona and the other three Ferrari Prototypes (Rodriguez, Hill and Parkes).
The Ferraris were soon passed. Surtees initially took up the lead and then Rodriguez went by on lap five.
However, on lap ten, the Mexican lost his spare wheel and had to stop to collect it next time round. He pitted, re-fuelled and having dropped a lap, drove furiously to catch up with the other four P cars.
Despite his best efforts, the unlucky Rodriguez retired after 40 laps with engine trouble.
At the three hour mark, Surtees / Bandini led from Hill / Bonnier, Scarfiotti / Vaccarella and Parkes / Maglioli.
At mid-distance, the Maranello Concessionaires car of Hill / Bonnier, which had been leading, was abandoned owing to gearbox failure.
With the Corvette Grand Sports long since out of the equation and the best Cobra Daytona lying fourth, Ferrari seemed to have the race wrapped up barring any mechanical failures.
With two hours still to go, Scarfiotti / Vaccarella led from Parkes / Maglioli and Surtees / Bandini were third having lost much time; first came rear light failure and then the brake pedal had to be replaced which temporarily dropped them to fourth.
There was more drama late on when the lead car of Scarfiotti came into the pits and dropped behind Maglioli.
Nevertheless, Ferrari left Sebring with a famous 1-2-3 finish and set a new distance record en route. Parkes / Maglioli took the win followed by Scarfiotti / Vaccarella and Surtees / Bandini were third.
1964 Le Mans Test
The Ferrari P cars next appeared for the annual Le Mans Test which took place over the weekend of April 18th and 19th.
Scuderia Ferrari took three works cars to la Sarthe, an event that marked the debut of Ford’s big budget GT40 Prototype.
Ludovico Scarfiotti went fastest in a 275 P (0820). He posted a time two seconds quicker than the 330 P driven by John Surtees (0822). Mike Parkes was third in a works 250 LM followed by the latest Maserati 151.
As for the Fords, one was written off in a high speed accident and the other was given a gentle shakedown to set twelfth quickest time.
1964 Targa Florio
Round two of the International Prototypes Trophy (and round three of the World Sportscar Championship) was the Targa Florio on April 26th.
Although missing one of the four IPT events meant a manufacturer would no longer be eligible to win the title, Ferrari decided to skip the Sicilian road race.
Works two-litre Porsches finished first and second.
1964 Nurburgring 1000km
Ferrari returned for the Nurburgring 1000km on May 31st (round three of the International Prototypes Trophy and round seven of the World Sportscar Championship).
A trio of P cars were entered: two from Scuderia Ferrari and one from Maranello Concessionaires. The works team also had a Series 2 GTO on hand for Mike Parkes / Jean Guichet.
All three of the P cars were running the lighter 3.3-litre 275 engine for the tight and twisty German track.
Having been present at the Le Mans Test, Ford took a single GT40 for the model’s highly anticipated competition debut.
Qualifying saw the Ferrari of Surtees / Bandini go fastest followed by the Phil Hill / Bruce McLaren GT40. Scarfiotti / Vaccarella were third in the other factory 275 P and Jo Bonnier / Richie Ginther were fourth in a works Porsche 904/8. The Maranello Concessionaires 275 P of Graham Hill / Innes Ireland lined up fifth.
Unfortunately, practice was marred by two fatal accidents. Brian Hetreed crashed his Aston Martin DP214 at Keffelchen and Rudolf Moser’s Porsche 904 went out of control at Tiergarten.
The race got underway at 9am and Surtees took the lead from the sister car of Scarfiotti. Next was Phil Hill’s Ford, Bonnier’s Porsche and Graham Hill in the British Ferrari.
Over the next few laps, the Ferraris continued to streak ahead.
By the end of lap three, the trio of P cars were first (Surtees), second (Scarfiotti) and third (Graham Hill). Phil Hill was fourth in the GT40 and the works GTO of MIke Parkes had moved into fifth.
After 15 laps, the cars began to make their first stops and Ireland emerged in the lead in the Maranello Concessionaires Ferrari. Bandini was second having taken over from Surtees.
Soon afterwards, the Ford challenge was over as a result of suspension trouble. At this point, Ferraris occupied the top four positions.
Having looked comfortable, the two lead P cars went out in close succession.
Ireland was still out front when his fuel tank split and the car ran out of petrol a quarter of a mile from the pits. Team-mate Hill took a gallon can to refuel, but the car was disqualified some laps later as refuelling had to be done in the pits.
Then Surtees (who had taken over from Bandini and was back in the lead) retired when his car lost a wheel at Hocheichen.
This left the solitary P car of Scarfiotti / Vaccarella out front.
Scarfiotti cruised home to a comfortable victory ahead of the works Series 2 GTO of Parkes / Guichet.
1964 Le Mans 24 Hours
For the Le Mans 24 Hours (June 19th and 20th), six P cars were entered: four from Scuderia Ferrari, one from Maranello Concessionaires and one from NART.
The over three-litre Prototype class would also be contested by a trio of Ford GT40s, a works Iso Grifo A3C, two Sunbeam Tigers and a pair of Ferrari 250 LMs (one from NART and the other from Ecurie Francorchamps).
Le Mans was the last round of the International Prototypes Trophy and round nine of the World Sportscar Championship.
Although practice saw Surtees hit a fox coming down towards White House (which caused considerable damage to the front of his Ferrari), he nevertheless set fastest qualifying time and the 330 P he shared with Lorenzo Bandini (0822) started from pole.
In second was the Riche Ginther / Masten Gregory Ford GT40 followed by the NART 330 P of Pedro Rodriguez / Skip Hudson (0810). Phil Hill / Bruce McLaren were fourth in another of the GT40s and the Maranello Concessionaires 330 P driven Graham Hill / Jo Bonnier was fifth (0818).
Then came the works 275 Ps of Mike Parkes / Ludovico Scarfiotti (0820) and Jean Guichet / Nino Vaccarella (0816). The other works 275 P of Giancarlo Baghetti / Umberto Maglioli started twelfth (0812).
The race kicked off at 4pm.
Rodriguez took the lead in his NART 330 P followed by Graham Hill in the Maranello Concessionaires entry. On the opening lap, Baghetti stopped his works car with clutch problems just before the Mulsanne Straight.
On lap two, Ginther’s GT40 hurtled passed the quintet of operational P cars which were now second through sixth. The Ford continued to pull away as the Ferraris circulated to a strict pace.
Lap six saw Parkes come in for the first of two lengthy plug-related stops which dropped him to the back of field. At the same time, Baghetti arrived in the pits having completed his first lap and, after a long delay, he rejoined the race albeit miles behind everyone else.
With an hour gone, Ford still led, but at the two hour mark, Surtees / Bandini headed the field. Ginther / Gregory were second for Ford and the P cars of Guichet / Vaccarella, Hill / Bonnier and Rodriguez / Hudson were third, fourth and fifth respectively.
At around 8pm, the NART 330 P of Rodriguez / Hudson retired with head gasket failure. Two of the Fords including the best placed example of Ginther / Gregory went out around the same time which left the much delayed Phil Hill / Bruce McLaren example as the only GT40 still in the race.
Going into the night, the fast Trintignant / Simon Maserati 151, which was disputing third with the Maranello Concessionaires 330 P, became the most immediate threat to the Ferraris.
At 10pm, the Baghetti / Maglioli 275 P, which had thus far experienced a troubled run, crashed out.
Baghetti ploughed into an AC Cobra which had itself crashed between Arnage and White House. The Cobra was completely demolished. Later, officials were horrified to find three spectators, who had been watching from a prohibited area, had been killed in the accident.
Shortly before midnight, the Maserati 151 was withdrawn.
At this stage, Surtees / Bandini were a lap clear of Guichet / Vaccarella who were in turn two laps ahead of Hill / Bonnier. Five laps behind the British Ferrari was the fourth placed Cobra Daytona of Dan Gurney / Bob Bondurant. The fast recovering GT40 of Phil Hill / Bruce McLaren was sixth.
During the twelfth hour, the Parkes / Scarfiotti 275 P (which was already well out of contention) retired with oil pump failure.
Before dawn on Sunday, the Maranello Concessionares P car of Hill / Bonnier briefly dropped to fourth with clutch and wheel problems. At 5:25am, the last GT40 retired which robbed the race of any real drama.
At noon, Guichet / Vaccarella were seven laps clear of Hill / Bonnier who had recovered to second while Surtees / Bandini had dropped to third having been delayed by a broken oil pipe and then a troublesome clutch.
The P cars held station in these positions for the next four hours which meant Guichet / Vaccarella claimed a famous win.
Post Le Mans & Conversion to Lightweight Trim
With their 1964 objectives achieved, Ferrari largely left the P car programme to its customers for the rest of the year.
As most of the remaining events to be contested would not require FIA gear like the full height windscreens mandated for participation in the IPT, six of the eight P cars were equipped with new Lightweight Roadster bodies.
Chassis 0810, 0812, 0814, 0816, 0820 and 0824 were all fitted with cut-down windscreens and simple roll over hoops instead of the original basket handle aerofoils.
The two P cars that retained their original body styles were 0818 (that of Maranello Concessionaires) and 0822 (which did not race again in 1964).
As for the new Lightweight Roadsters, 0810 was retained by Luigi Chinetti for NART. Chinetti also purchased chassis 0812 and 0820 for use in 1964. Chinetti subsequently acquired 0814 and 0816, but these two cars did not appear again until 1965.
Chassis 0824 was retained by Scuderia Ferrari. It appeared under a NART entry for its final couple of outings in 1964 (both of which were made in North America).
1964 Brands Hatch Guards Trophy
Following the win at Le Mans, the next appearance for a P car was at the Brands Hatch Guards Trophy on August 8th where Maranello Concessionaires entered 0818 for Graham Hill to drive.
Practice took place on the Wednesday and Saturday so Hill, along with the likes of Jim Clark, Mike Spence, Jack Brabham, Bruce McLaren and Chris Amon, could attend the German Formula 1 Grand Prix.
The 50 lap non-championship race at Brands attracted a strong international field of both lightweight Sports and GT cars. Maranello Concessionaires also entered their Series 2 GTO for Innes Ireland.
Although the 330 P was more suited to Le Mans than the tight Brands Hatch circuit, Hill managed to qualify on the second row behind Bruce McLaren (Zerex Special) and Walt Hansgen (Mecom Lotus 19). Hill set exactly the same time as Denny Hulme’s Team Elite Brabham BT8.
When the flag dropped, McLaren led from Hansgen and Salvadori (Cooper T61 Monaco). Hill slotted into fourth.
With ten laps gone, McLaren looked unbeatable so long as his car lasted. Graham Hill had dropped to fifth in the big Ferrari behind Denny Hulme.
On the 34th lap, Hansgen crashed out from second and a lap later, Salvadori’s rear suspension failed. However, Hill’s promotion to third spot was short-lived as Jack Brabham went by in his works Brabham BT8 on lap 40.
From then on, the leading positions did not change. McLaren took the win from Hulme, Brabham was third and Hill finished fourth.
1964 Goodwood Tourist Trophy
Graham Hill was back in 0818 for the Goodwood Tourist Trophy on August 28th.
The TT was round 13 of the World Sportscar Championship and catered for both Sports and GT cars although only the latter were eligible to score points.
Bruce McLaren took pole in his Zerex Special and Jim Clark was second in a works Lotus 30. Hill went round third quickest in the 330 P ahead of Hugh Dibley’s Brabham BT8 run by the team of Stirling Moss.
The 130 lap race got underway with Clark storming into an early lead from McLaren and Hill. McLaren then slipped through at Woodcote while Hill’s Ferrari headed a gaggle of cars that were already beginning to drop back from the lead pair.
On lap 15, McLaren went into the pits with a slipping clutch. All was not well and after a couple more stops, he retired from the race. This briefly left Clark leading from Hill, but on lap 17, the Ferrari span at Woodcote and dropped to fifth.
Hill had moved back up to third by lap 40 (behind Clark’s Lotus and Denny Hulme’s Brabham BT8). When the leaders stopped for fuel on lap 64, Hill roared passed. Clark was soon back ahead, but Hill emerged from his stop on lap 70 in second.
Ten laps later, Clark was unexpectedly back in the pits to take on extra oil and Hill took a lead he held until the end.
The big Ferrari ultimately finished 51 seconds ahead of David Piper’s 250 LM as Clark and Hulme both dropped away in the closing stages.
1964 Player’s Trophy, Mont Temblant
Across the Atlantic, the Player’s Trophy on September 13th marked the debut for one of the pared down Lightweight Roadsters. Luigi Chinetti took one of his newly acquired cars (a 275 P) to what was the Mont-Tremblant circuit’s first major event.
The 100 mile race was round three of the Canadian Sportscar Championship. Round one (the Player’s 200 at Mosport) had been won by Bruce McLaren’s Zerex Special. Round two (at Harewood Acres) saw Ludwig Heimrath emerge victorious in his Cooper T61M Monaco.
Chinetti entered chassis 0812 for Pedro Rodriguez who fought off early challenges by Heimrath and Vic Yachuk (Lotus 19).
Heimrath was in the lead until lap seven, at which point Rodriguez went through and was never subsequently threatened.
The challenge from Yachuk disappeared on lap 23 when his rear axle broke.
Rodriguez took the win for NART. Heimrath’s second place was enough for him to clinch the Canadian title for the second year in succession.
1964 Bridgehampton 500km
Another World Sportscar Championship round that permitted Sports cars to race was the Bridgehampton 500km on September 20th (round 19 of 20).
Three of the Lightweight Roadsters attended, all of which ran under NART entries.
However, one of the cars, the white and blue 330 P driven by Ludovico Scafiotti (chassis 0824), was still owned by the factory.
The other two cars in attendance (both 275 Ps) were 0812 for Pedro Rodriguez and 0810 for John Fulp.
Scarfiotti went quickest in practice to take pole from the Mecom Racing Team Scarab MkIV of Walt Hansgen. Next was Sherman Decker’s Greenwich Automobiles Cooper Monaco T61 followed by the Ferrari of Rodriguez.
A brace of 250 LMs were fifth and sixth (Augie Pabst in the Mecom example and Bob Grossman’s Scuderia Bear entry). Seventh and eighth were the works Shelby Cobras of Ken Miles and Ronnie Bucknum. Fulp lined up ninth in the other of NART’s 275 Ps.
In the race, Hansgen got a great start and immediately began to pull away from the Ferraris of Scarfiotti and Rodriguez.
By one third distance, Hansgen’s pace was sufficient that he was in sight of the second and third place cars (Decker’s Cooper and Rodriguez). Scarfiotti had dropped back to fourth and had already been lapped.
However, a slow four minute stop for the Scarab meant it emerged from the pits behind Rodriguez who had got out in less than a minute. Hansgen set a series of new lap records and eventually re-took the lead.
Meanwhile, Scarfiotti had risen to third after problems for Decker. Unfortunately though, with five laps to go, his Ferrari was forced to retire. Trails of oil and smoke had been laid around the circuit as a filter had come adrift and the oil had pumped itself out in a flash.
Hansgen took the win, Rodriguez finished on the same lap in second and Bob Grossman took third in the Scuderia Bear 250 LM. After a steady run, Fulp was fifth in the other NART 275 P.
1964 Canadian GP, Mosport
A week later (September 25th), the Canadian Sportscar Championship finale took place at Mosport.
The 100 lap Canadian Grand Prix saw Bruce McLaren’s new Oldsmobile-powered McLaren M1A make its competition debut. Also present were three of the Ferrari P cars. Two were from NART (330 P 0820 for Pedro Rodriguez and 275 P 0812 for Walt Hansgen). The other was the white factory-owned 330 P for Ludovico Scarfiotti (0824).
Jim Hall stormed to pole in his Chaparral 2A but none of the Ferraris made it into the top five.
However, in the race, the P cars came good.
Hall jumped into an early lead but was hotly pursued by McLaren and the Ferraris of Scarfiotti and Rodriguez. Meanwhile, Jim Clark’s Lotus 30 (which started fifth) had stalled and caused a four car pile up behind him. The ensuing melee dropped Walt Hansgen’s 275 P to the back of the field.
More excitement was to follow. Hall had just started lap two when his Chaparral swerved out of control, went over a guardrail and tumbled down a 20 foot embankment. The car was wrecked. Miraculously, Hall escaped with just a broken arm.
At the halfway mark, McLaren was still in the lead ahead of Rodriguez and Scarfiotti while Hansgen was rapidly moving up the field in the other Ferrari.
On lap 60, McLaren came into the pits for attention to a carburettor linkage which dropped him to third and allowed Rodriguez and Scarfiotti to go by.
Rodriguez looked to have the race in the bag, but a late stop for a splash of fuel put Scarfiotti ahead. A frantic chase ensued which saw Scarfiotti break the lap record three consecutive times to try and retain his advantage.
However, with three laps to go, the Italian took a trip onto the grass and by the time he had recovered, Rodriguez was through. Scarfiotti nevertheless claimed second, McLaren was third and Walt Hansgen came home fourth after a fine recovery drive.
Afterwards, Scarfiotti’s white and blue works car (0824) returned to Italy.
1964 Paris 1000km, Montlhery
The final round of the 1964 World Sportscar Championship took place at on October 11th when Montlhery hosted the Paris 1000km.
Maranello Concessionaires entered their 330 P (0818) for Graham Hill and Jo Bonnier.
The red and blue Ferrari took pole position while behind it were no less than four 250 LMs. Fastest of these was the Scuderia Filipinetti entry of Vaccarella / Guichet which was followed by the Ecurie Francorchamps example piloted by Mairesse / Blaton. Stewart / Scarfiotti lined up fourth in the Maranello Concessionaires 250 LM and fifth was the privateer example owned by Hermann Muller that he shared with Armand Boller.
The race began at 10:30am in dry but blustery conditions.
Hill hurtled into the lead followed by Vaccarella, Muller, Stewart and Mairesse.
Over the next few laps, Hill continued to pull away from the rest of the field which was now led by Stewart in the Maranello Concessionaires sister car.
A couple of hours in, rain began to fall heavily and the circuit soon became treacherous.
By this time, Bonnier had taken over in the 330 P and continued to circulate with train-like regularity.
Unfortunately, on the 84th lap, disaster struck. Peter Lindner’s Low Drag Jaguar E-type went into a slide when an engine seal ruptured. The Jaguar aquaplaned into the stationary Abarth Simca of Franco Patria which was about to return to the track. Both drivers and three marshals were killed in the accident.
As ever, the race continued.
Bonnier ultimately finished two laps clear of the NART Series 2 GTO driven by Pedro Rodriguez / Jo Schlesser. Third placed Edgar Barth / Colin Davis were another lap down the road in their works Porsche 904/8.
1964 Trofeo Bettoja, Monza
Two weeks after the win at Montlhery, chassis 0818 made its final appearance of the year.
Monza was hosting the European Touring Car Championship finale on October 25th and, in support, a pair of races for Sports and GT cars were organised. The format saw a one hour preliminary on Saturday followed by a three hour final on Sunday.
Factory driver, Ludovico Scarfiott,i was made available for the event. He walked away from the opposition in the preliminary and then won easily in the final despite the absence of second gear; Scafiotti had lost a tooth from second gear on the one hour event so the selector was welded up for the main race.
The runner’s up spot went to Mario Casoni’s Iso Grifo A3C. Odone Sigala came home third in his Series 2 GTO.
1964 Bahamas Speed Week
Since 1954, the end-of-season Bahamas Speed Week had attracted a stellar field of cars and drivers thanks to its party atmosphere and large prize fund.
For 1964, Luigi Chinetti took a team of cars to Nassau including a 330 P for Pedro Rodriguez to drive (chassis 0820).
0820 was entered for two races: the 25 lap Governor’s Trophy on December 4th and the 56 lap Nassau Trophy on December 6th.
Rodriguez placed fourth on his first outing and won the under five-litre Sports car class.
In his second event, he led until the track dried at which point the Chaparall 2A of Hap Sharp / Roger Penske stormed passed followed by Bruce McLaren’s McLaren Mk1. Rodriguez eventually finished two laps down in third.
Close Season
The 1964 season had proven entirely satisfactory for Ferrari. However, with the Ford expected to be much more of a threat in 1965, a new P car was created: the P2.
Subsequent Histories
As for the existing eight P cars, most continued to race.
0810 was sold by Luigi Chinetti to Bill McKelvey for his team, Scuderia Bear. This car’s best result was fourth overall at the 1965 Bridgehampton 500km World Sportscar Championship event. By this time, it had been repainted Scuderia Bear’s handsome livery of silver with a red, white and blue centre stripe.
0812 was retained by Chinetti and raced just twice in 1965. It appeared with factory drivers Maglioli and Baghetti at Sebring (where it finished eighth) after which it was painted blue. 0812’s final appearance was at the Bridgehampton 500km with Mario Andretti (DNF). It was then retired from competition duty.
0814 had not raced at all in 1964. It made two appearances for NART in 1965, posting a DNF at Daytona and then twelfth at Sebring. In 1966, it was crashed during a minor event at Mont-Tremblant. Afterwards, 0814 was rebodied as a road car for one of Chinetti’s backers (Robert Peak).
0816 did one race for NART in 1965 (at Sebring where it ran in a distinctive gold livery and was classified 23rd). It was then sold to privateer, Bill Cooper, who continued to race it sporadically until 1968.
0818 was retained by Maranello Concessionaires and was one of the two P cars not converted to Lightweight Roadster trim. Maranello Concessionaires raced 0818 in 1965 alongside their new 365 P2. The 330 P made three appearances (at the Monza 1000km, Spa 500km and Reims 12 Hours) but, while its speed was still there, reliability proved lacking. For 1966, 0818 was sold to privateer, Dick Protheroe, who had it rebodied by Piero Drogo to the latest style. Protheroe fatally crashed 0818 while practicing for his first race: the 1966 Oulton Park Tourist Trophy.
0820 was raced twice by NART in 1965. It ran in the US national colours of white and blue at Daytona and Sebring (posting DNFs on both occasions). This car was later sold off to collector, Greg Miller.
Like 0818, chassis 0822 was one of the two P cars that retained its original body style. NART ran it at Sebring in 1965 (for which it was painted blue with white stripes) but it failed to finish. 0822 made one more appearance in period (a DNF at the 1966 Daytona 24 Hours) before it was retired from competition and sold off.
The last car, 0824, was Ferrari’s works machine that returned to the factory after having been raced in the US in 1964. Once back in Italy, it was reconfigured to 365 P trim and sold to Scuderia Filipinetti. Unfortunately, 0824 was fatally crashed by Tommy Spychiger during its first race, the 1965 Monza 1000km.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & The Henry Ford Museum - https://www.thehenryford.org/
