Guide: Ferrari 275 P2 & 330 P2
Background
Over the winter of 1964-1965, Ferrari developed a new top flight sports racing car to meet the increasingly serious threat posed by the Ford GT which was now being jointly developed by Shelby, Holman Moody, Kar Kraft and Ford Advanced Vehicles.
Although good results had been in short supply during a debut campaign blighted by appalling reliability, the big Ford had demonstrated an impressive turn of speed.
With many millions of dollars being spent to realise Henry Ford II's dream of winning Le Mans, the threat posed by the blue oval was arguably the most serious yet seen to Ferrari's long-standing domination of sports car racing.
For 1965, the World Sportscar Championship comprised two basic categories that ran alongside one another: the International Championship for GT Manufacturers and the International Trophy for GT Prototypes.
1965 would be the final year that the main title was decided by GT cars, bringing to a close a format that had been in place since 1962. For 1966, the main championship would revert to a Sports / Prototype format with GT cars playing a support role. In anticipation of this, Prototype cars were permitted to run in and score points at an expanded number of events for 1965.
To take the challenge to Ford, Ferrari created the heavily revised P2 model for 1965. Once again, 3.3-litre ‘275’ and 4-litre ‘330’ engines would be used. Significantly, these were now dual instead of single overhead camshaft engines.
Single overhead camshaft engines of 4.4-litres were fitted to the 365 P2 which was a less complex machine supplied to Ferrari’s satellite teams such as NART, Scuderia Filipinetti and Maranello Concessionaires.
In addition to the P2 platform, Ferrari developed two other racing cars for the 1965 season. The Dino 166 P was a V6-powered Prototype created for the junior class. The 275 GTB Competizione was ostensibly a GT class contender to replace the 250 GTO. However, like the 250 LM a year earlier, the 275 GTB Competizione’s GT class application was rejected owing to flagrant breach of the regulations.
Having been thrown out of the Grand Touring category, Ferrari offered the existing 3.3-litre 250 LM to customers as an off-the-shelf Prototype capable of winning at the top level.
Chassis
The P2 was based around a brand new semi-monocoque spaceframe chassis with stressed aluminium panels riveted in place to provide a lighter and stiffer platform than before.
It also incorporated revamped F1-inspired suspension with unequal length wishbones at the front and a reversed lower wishbone with a single top link and twin radius arms to the rear. Anti-roll bars were installed at either end along with adjustable coil sprung Koni dampers.
Dunlop disc brakes were now ventilated with those at the rear mounted inboard of the differential.
After the opening event of the year at Daytona, centre-lock 15-inch diameter Campagnolo cast alloy wheels replaced the outgoing Borrani wire type that were no longer considered up to the cornering forces being generated.
Compared to the outgoing 275 P / 330 P, track was widened by 50mm at the front (1400mm) and 30mm at the back (1370mm).
The fuel tanks housed in each rocker panel were enlarged from 65 to 70-litres per side. Quick fuel filler caps were mounted on each front fender.
Engine / Gearbox
For 1965, Scuderia Ferrari switched to dual overhead camshaft engines while customer teams were generally supplied with larger but less sophisticated single over head cam motors. Twin instead of single plug ignition was also adopted for these DOHC motors along with a twelve-point distributor.
Once again, two versions of the short-block Colombo-derived 60° V12 were used in the works P cars: a 3.3-litre ‘275’ unit and a 4-litre ‘330’ unit. Both utilised an all-alloy construction with two valves per cylinder and dry-sump lubrication.
Displacement was unchanged from the outgoing P cars. The 275 engine had a capacity of 3285cc thanks to a bore and stroke of 77mm and 58.8mm respectively. The 330 motor had a longer 71mm stroke for an overall displacement of 3967cc, albeit with the result of lazier power delivery.
Compression was increased to 9.9:1 for both engine types (up from 9.7:1 and 9.8:1 respectively).
Regardless of engine size, Ferrari fitted a bank of six Weber 40 DCN/2 downdraught carburettors.
In 3.3-litre ‘275’ trim, peak output went from 320bhp at 7700rpm to 350bhp at 8500rpm.
In 4-litre ‘330’ trim, peak output went from 370bhp at 7200rpm to 410bhp at 8000rpm.
Transmission was through a five-speed gearbox with twin-plate clutch and limited-slip differential.
Bodywork
In the pursuit of ever greater aerodynamic efficiency, Fantuzzi draped the P2 chassis in a further evolution of the Ferrari P-car theme.
Practically every aspect of the design was softer and more rounded than before.
Between the curvaceous fenders, the bodywork was sunk away to give the lowest possible profile. This had the effect of requiring a bigger, more expansive windshield than before in addition to a dramatic power bulge on the rear deck.
In addition to the headlights, all the supplementary lighting at the front of the car was now fully faired-in. The nose itself was extended to give a more air-piercing profile. The supplementary front lights could be removed to reveal a brake cooling aperture.
At the back of the P2 was a truncated tail with a much bigger fully integrated spoiler than before.
Although the wheelbase and overall width remained unchanged at 2400 and 1675mm respectively, the P2 came in 100mm longer and 15mm lower.
Two basic body styles were produced. First to appear was a Lightweight Spyder with cut-down windscreen, small rear rollover bar and front canards. A P2 in this configuration was run at the season-opening Daytona 2000km and Scuderia Ferrari’s last appearance of the year: the Ollon-Villars Hillclimb.
At all other events, Ferrari ran the P2 with an FIA-mandated tall windscreen and matching rollover bar.
Interior
Cockpits were extremely basic: two bucket seats with a simple crackle black dash that housed an array of dials and switches.
Aside from the seats (a mix of black vinyl with fluted fabric centres), there was no upholstery.
Every P2 was right-hand drive with an exposed right-hand gear change.
Weight / Performance
Both P2 variants tipped the scales at 35kg more than their predecessors: 790kg for the 275 and 820kg for the 330.
No official performance figures were ever published. However, John Surtees is known to have hit 205mph down the Mulsanne Straight at te Le Mans Test in April ‘65.
Meanwhile, with the shortest possible gear ratios (such as those used at the Targa Florio), 0-62mph would have required a little over four seconds.
1965 Season
For the 1965 season, Enzo Ferrari had a stellar line-up of drivers at his disposal to include John Surtees, Mike Parkes, Ludovico Scarfiotti, Lorenzo Bandini, Giancarlo Baghetti, Nino Vaccarella, Jean Guichet, Giampiero Biscaldi and Bruno Deserti.
P2 testing began with in December 1964 when John Surtees took the wheel for a three day session in an unpainted 330-engined Lightweight Spider at the Modena Autodrome.
The development programme continued through January and February ahead of Scuderia Ferrari’s main programme which comprised the Le Mans Test, Monza 1000km, Targa Florio, Nurburgring 1000km and Le Mans 24 Hours.
1965 Daytona 2000km
Prior to these official outings, a single 330 P2 Lightweight Spyder (chassis 0826) was sent over to the USA for the season-opening Daytona 2000km which took place on February 28th.
The car appeared at Daytona as a NART entry (the team run by Ferrari’s North American distributor, Luigi Chinetti). However, a good number of factory personnel were on hand to include team manager, Mauro Forghieri. Also in attendance was Ferrari’s number one driver, John Surtees, who was partnered by NART regular, Pedro Rodriguez.
Despite a strong presence from Ford, the solitary Ferrari appeared to be an early favourite with no other car coming close to its lap times. Chassis 0826 ultimately started from pole with a time 1.2 seconds quicker than the best Ford GT40 (that of Bob Bondurant / Richie Ginther).
The sister GT40 of Ken Miles / Lloyd Ruby lined up third followed by the old NART 330 P of Walt Hansgen / David Piper and then the first of four Shelby Cobra Daytona Coupes.
Following the rolling start, Surtees looked to have lost out to Bondurant, however, the Ford driver lost half a dozen positions when he missed his braking point as the cars poured down to the infield.
By the end of the second lap, Dan Gurney had emerged as a surprise leader in his All American Racers Lotus 19J Ford special. Having clearly been sandbagging in practice, the Ford-backed Lotus tried to break Surtees’ Ferrari and set a blistering pace at the head of the field.
Now with Rodriguez behind the wheel, chassis 0826 was still in second position come the 67th lap when chunking tyres caused a rear blowout on the flat infield section. Rodriguez only made it halfway back to the pits before flailing rubber from the shredded tyre destroyed the battery.
Having completed the journey on foot and returned with a fresh battery, 0826 was fired up and driven to the pits for a fresh set of rubber and some body repairs.
Surtees then took over, but the tyres continued to throw off large chunks of rubber until, with 116 laps completed, a vibrating wheel caused the rear suspension to collapse.
The GT40 of Miles and Ruby went on to take the win which was Ford’s first major success with the GT40. Bondurant / Ginther were third in the sister car with Cobra Daytonas second and fourth.
1965 Le Mans Test
The next head-to-head between Ford and Ferrari was at the Le Mans Test which took place over the weekend of April 10th and 11th. Ford arrived at la Sarthe having collected a second place finish at the Sebring 12 Hours behind the winning Chaparral 2A of Jim Hall and Hap Sharp.
Scuderia Ferrari debuted a pair of brand new cars with full height windscreens, matching rollover hoops and cast-alloy wheels: 275 P2 chassis 0832 (driven by Guichet, Parkes and Baghetti) and 330 P2 chassis 0828 (driven by Surtees, Bandini, Parkes and Vaccarella).
The other P car in attendance was Scuderia Filipinetti’s 365 P2 which had been converted from one of Ferrari’s old ‘64-season P chassis.
Unfortunately, Saturday practice was marred by the death of Lloyd Casner when his Maserati 151 crashed doing over 170mph at the end of the Mulsanne Straight.
The weekend’s running ended with Surtees topping the timesheets in the 330 P2 followed by Tommy Spychiger in Filipinetti’s 365 P (five seconds slower). Next up were the two GT40s and the works 275 P.
1965 Monza 1000km
Round three of the World Sportscar Championship was the Monza 1000km on April 25th.
Scuderia Ferrari were on hand with a three car team that comprised the two ex-Le Mans Test cars (0828 for Surtees / Scarfiotti and 0832 for Bandini / Vaccarella – both with 330 engines) and a brand new chassis (0836 for Parkes / Guichet with a 275 engine). Making its competition debut was the Dino 166 P for Baghetti / Biscaldi.
Scuderia Filipinetti entered their 365 P for Tommy Spychiger / Herbert Muller and Maranello Concessionaires ran their 330 P for Jo Bonnier / David Piper. Chief opposition was expected to come from the brace of factory GT40s.
The works Ferraris dominated practice: pole went to the 275 P2 of Parkes / Guichet followed by the 330 P2s of Surtees / Scarfiotti and Bandini / Vaccarella. Bonnier / Piper lined up fourth in their old Maranello Concessionaires car and behind them was the first of the Fords (that of McLaren / Miles). The sister GT40 was back in eighth (behind the Filipinetti 365 P and an Ecurie Francorchamps 250 LM).
Bandini / Vaccarella were lucky to start as, during the last day of practice, their P2 had touched the guardrail and spun all the way down the banking. 0832 was subsequently rushed back to Maranello for repairs and returned just in time to take its place on the grid.
The race got underway with a rolling start and at the end of lap one Surtees led from team-mates Bandini and Parkes followed by Muller (Filipinetti 365 P), McLaren (GT40), Mairesse (Francorchamps 250 LM), Bonnier (Maranello Concessionaires 330 P) and Amon (GT40).
The three works P2 Ferraris began to steadily draw away from the rest of the field along with Muller in the Filipinetti car. However, on lap nine the rear wishbone on Bandini’s P2 collapsed on the banking and, after a nasty moment, the car ground to a halt having only just missed one of the GT40s. Moments earlier, the Maranello Concessionaires 330 P had gone out with a fuel leak.
At the ten lap mark, Surtees led from Parkes and Muller was third with the Fords of McLaren and Amon just behind.
On lap 15, Surtees was forced to pit for a puncture. This promoted Parkes to the lead and dropped Surtees back to seventh.
With 30 laps gone, Parkes had handed the lead P2 over to Guichet, Spychiger had switched with Muller in the second placed Filipinetti car and Maglioli had taken over the third placed Ford from Amon. Scarfiotti was in for Surtees and had recovered to fourth, splitting the Fords.
On lap 33, disaster struck when Tommy Spychiger suffered brake failure in his Scuderia Filipinetti Ferrari 365 P. Travelling on the flat out approach to Parabolica, the car somersaulted into the trees and poor Spychiger was decapitated. Georges Filipinetti immediately withdrew his other cars from the race.
By mid distance (50 laps), Parkes / Guichet were still in the lead but Surtees / Scarfiotti had risen to second, albeit a lap behind the leaders. The Fords were third and fourth but simply did not have the pace to match the Ferraris.
Surtees / Scarfiotti eventually got back on the same lap as team-mates Parkes / Guichet, but it was the 275 P2 that eventually won by the best part of two minutes. McLaren / Miles rounded out the podium for Ford while Amon / Maglioli retired the sister GT40 on lap 76 with suspension failure.
1965 Targa Florio
Although the GT40 was ill-suited for such an event, a solitary GT40 Roadster was on hand to tackle the Targa Florio on May 9th.
Meanwhile, Scuderia Ferrari took a four-car team to Sicily: a trio of P2s all fitted with the lighter, revvier 275 engines for Vaccarella / Bandini, Scarfiotti / Parkes and Guichet / Baghetti plus a 275 GTB Competizione for Biscaldi / Deserti.
Vaccarella made his local knowledge pay during practice to smash the three year old lap record. Next quickest was Scarfiotti followed by Jo Bonnier’s Porsche 904/8.
The event got underway on Sunday at 8am with the cars flagged away at 30 second intervals for ten laps of the 72km Little Madonie circuit.
At the end of lap one, Vaccarella led team-mate Scarfiotti by nine seconds. Bob Bondurant was third in the GT40 followed by Bonnier (works Porsche 904/8), Sergio Bettoia (Jolly Club 250 LM), Guichet in the other P2 and Umberto Maglioli (works Porsche 904/6).
Vaccarella then set a new track record on his second lap while Scarfiotti hit a wall and had to change a wheel. When he eventually made it back to the pits, chassis 0836 was retired owing to damaged steering.
At the end of lap three, Vaccarella came in for Bandini to take over having established a five minute lead over the sister car of Baghetti / Guichet. At this stage, the GT40 was third but Ford’s challenge disappeared on lap five when it lost a wheel.
On lap six it was the second-placed P2 that went missing after Baghetti suffered an electrical short which drained the battery flat.
Nevertheless, Bandini continued to press on and handed the lead P2 back to Vaccarella at the end of lap seven with a five minute lead over the Colin Davis / Gerhard Mitter Porsche 904/8 Bergspyder.
Vaccarella completed the last three laps in restrained fashion to claim a famous victory for Scuderia Ferrari. Davis / Mitter claimed the runner’s up spot as works Porsche 904s took second, third, fourth and fifth positions.
1965 Nurburgring 1000km
Having skipped round five of the World Championship (the Spa 500km on May 16th which was won by Willy Mairesse in an Ecurie Francorchamps 250 LM), Scuderia Ferrari returned for round six: the Nurburgring 1000km on May 23rd.
The three-car works team comprised a 330 P for Surtees / Scarfiotti (0828), a 275 P2 for Parkes / Guichet (0832) and the Dino 166 P for Bandini / Vaccarella.
Also on hand was chassis 0826, the car last seen at Daytona in Lightweight Roadster trim. Now reconfigured with a standard P2 body and 275 engine, it had been sold to Ferrari’s UK distributor, Maranello Concessionaires, to replace their old 330 P.
0826 was entered for Graham Hill and Jackie Stewart to drive at the Nurburgring. They qualified second behind the works car of Surtees / Scarfiotti with Parkes / Guichet just behin in third. Next up were the GT40s of Hill / McLaren, Amon / Bucknum and Attwood / Whitmore.
The race got underway at 9am on Sunday with Surtees storming into an early lead from Graham Hill in the Maranello Concessionaires P2.
By the end of lap one, Surtees led by 18 seconds from the GT40 of Phil Hill and Graham Hill was third in the Maranello Concessionaires P2. In fourth through sixth it was Amon (GT40), Parkes (works P2) and Mairesse (Ecurie Francorchamps 250 LM).
Surtees continued to pull away having posted a new lap record on his second tour while Parkes moved up to fourth behind Graham Hill.
After an hour, the second placed GT40 of Phil Hill retired with transmission failure. This left Surtees with a big lead over team-mate Parkes who had moved passed Graham Hill in the Maranello Concessionaires car; unfortunately, the British P2 went out three laps later with alternator failure which promoted Amon’s GT40 to third spot and Bandini to fifth in the Dino.
However, any chance of a Ford victory effectively disappeared soon afterwards when Amon ran out of fuel; the plucky New Zealander pushed his GT40 to the pits and eventually got going again but the race was now Ferrari’s to lose.
The brace of works P2s continued to circulate at the head of the field, roughly 90 second apart. The only panic was when second placed Parkes had to come in for a front wheel change having struck an errant BMW. However, his car was undamaged and continued well clear of the third place Jo Bonnier / Jochen Rindt Porsche 904/8.
Late on, Surtees came in to let Scarfiotti take the chequered flag; they finished 45 seconds ahead of Parkes / Guichet to take another big win for Maranello. Bonnier / Rindt rounded out the podium but were the best part of eight minutes further back.
1965 Monza Test
Two days after the victory in Germany (May 25th), Ferrari organised a private test session at Monza in preparation for Le Mans.
Two young Italian drivers, Andrea de Adamich and Bruno Deserti, were to be given trials in a hitherto unseen 330 P2: chassis 0830.
Both de Adamich and Deserti had experienced their first taste of Ferrari racing at the Targa Florio a few weeks prior; de Adamich had impressed in a Jolly Club 250 LM while Deserti had driven the works 275 GTB Competizione.
Unfortunately, just a matter of weeks after Tommy Spychiger’s tragic death in the 1000km race, Monza was to claim the life of another Ferrari pilot.
While heading down the approach to Curva Grande, Bruno Deserit lost control at high speed. Chassis 0830 hit the barriers, flew into the woods and upon impact with a tree, burst into flames. Bruno Deserti died instantly in what was another horrible accident. 0830 was completely destroyed.
1965 Le Mans 24 Hours
The 1965 Le Mans 24 Hours (June 19th and 20th) followed two other rounds of the World Sportscar Championship that had seen Mario Casoni and Antonio Nicodemi win the Mugello GP in their Montegrappa 250 LM and Gerhard Mitter win the Rossfeld Hillclimb in a works Porsche 904/8 Bergspyder.
Scuderia Ferrari took three P2s to la Sarthe: 0828 for Surtees / Scarfiotti (330 engine), 0836 for Guichet / Parkes (330 engine) and 0832 for Bandini / Biscaldi (275 engine). The Dino 166 P was on hand for Baghetti / Casoni while the 275 GTB Competizione seen earlier in the year was loaned to Ecurie Francorchamps. The works P2s were all running new radially vented brake discs.
For this race, the Maranello Concessionaires entry (for Bonnier / Piper) was switched to a single overhead camshaft 365 engine which it subsequently retained from here on in (thus becoming a 365 P). There was also a brand new 365 P in attendance, chassis 0838, which NART entered for Rodriguez / Vaccarella.
Ford arrived in France with a big squad of cars to include a pair of experimental seven-litre GT40s that smashed the existing lap record.
On pole was the seven-litre Mk2 GT40 of Chris Amon / Phil Hill followed by the works 330 P2 of Surtees / Scarfiotti. In third were Bondurant / Maglioli (GT40), followed by McLaren / Miles (Mk2 GT40) and Bucknum / Muller (GT40). Sixth through tenth positions were occupied by Rodriguez / Vaccarella (NART 365 P2), Guichet / Parkes (works 330 P2), Bandini / Biscaldi (works 275 P2), Bonnier / Piper (Maranello Concessionaires 365 P2) and Ireland / Whitmore (GT40).
When the race got underway at 4pm, the Fords stormed off to take an early lead. When the cars came round to complete lap one, the Mk2 GT40s of McLaren and Amon had a five second advantage over Surtees with Bondurant (GT40), Rindt (NART 250 LM) and Gurney (Shelby Cobra Daytona) in hot pursuit.
During the next couple of laps, a mistake by Surtees dropped him to fifth while Bondurant’s GT40 moved up to third ahead of a recovering Guichet in the P2.
With the first round of stops complete, the MK2 GT40 of McLaren / Miles led from the 330 P2 of Surtees / Scarfiotti, Guichet / Parkes were close behind in third followed by Bonnier / Piper in the Maranello Concessionaires 365 P2. Bandini / Biscaldi were fifth in the works 275 P2 followed by Bondurant / Maglioli in a GT40. Phil Hill had recently gone missing with transmission issues afflicting his Mk2 GT40.
At the two hour mark, the McLaren / Miles Mk2 GT40 was still out in front (by 22 seconds) but Ferraris held second through sixth as the Bondurant / Maglioli GT40 blew a head gasket.
An hour later and things looked very different; transmission issues had dropped the McLaren / Miles GT40 to sixth and it was retired soon afterwards. By contrast, the Ferraris were charging round holding first through fifth.
By quarter distance (10pm), the Surtees / Scarfiotti 330 P2 was a lap clear of Parkes / Guichet in their similar car, Bandini / Biscaldi were third in the works 275 P2, Bonnier / Piper held fourth in the Maranello Concessionaires 365 P2, Rodriguez / Vaccarella were fifth in the NART 365 P2 and Salmon / Bianchi were sixth in Maranello Concessionaires’ 250 LM.
However, things started to go wrong soon after nightfall as all the P2s began to suffer with cracked brake discs which in turn caused suspension issues. Between midnight and 2am, all the works cars came in for lengthy stops which took between 30 and 60 minutes to fix.
First of the big Ferraris to drop out was the Bonnier / Piper 365 P2 just after midnight when a broken exhaust filled the cockpit with fumes and could not be fixed.
Delays for the top cars meant that by 4am (half distance) it was the Francorchamps 250 LM of Pierre Dumay and Gustave Gosselin that held a surprise lead followed by the rapidly closing NART example driven by Jochen Rindt, Mastern Gregory and Ed Hugus. In third was the Francorchamps 275 GTB Competizione that Ferrari had loaned out for Willy Mairesse and Jean Blaton.
By 8am, Dumay / Gosselin were a lap clear of the recovering Parkes / Guichet P2 and NART’s 250 LM. Surtees / Scarfiotti were eleven laps behind the leaders in sixth while the Bandini / Biscaldi P2 had recently retired with a blown valve.
Surtees / Scarfiotti then dropped out shortly before 9am when a shaft in the gearbox gave way. Having been delayed by similar woes during the night, Parkes / Guichet also began to run into gearbox trouble. They soldiered on, but dropped out of the running during the final hour.
The only P2 to make the finish the was the 365-engined NART example of Rodriguez / Vaccarella which came home a distant seventh.
Fortunately, Ferrari’s blushes were saved as the NART 250 LM of Gregory, Rindt and Hugus took the win from the Francorchamps example of Dumay / Gosselin. Mairesse / Blaton rounded out the podium in the Francorchamps 275 GTB Competizione.
1965 Ollon-Villars Hillclimb
The only other event for a factory-entered dual overhead cam P2 came at the Ollon-Villars Hillclimb on August 28th where it appeared alongside the works Dino 206 P under a Scuderia Sant' Ambroeus entry (the team owned by Ferrari racing team manager, Eugenio Dragoni).
The 275 P2 taken to Switzerland for this World Sportscar Championship and European Mountain Championship-graded event was chassis 0836, the car most recently seen at Le Mans in the hands of Mike Parkes and Jean Guichet. Since then it had been converted to Lightweight Spyder trim similar to 0826 when it appeared at Daytona back in late February.
Ferrari sent 0836 to Ollon-Villars in the hope of depriving Porsche of some European Mountain Championship points as Gerhard Mitter and Ludovico Scarfiotti were locked in an epic battle for the 1965 title.
Giampiero Biscaldi was behind the wheel of 0836 and really got the hang of the big car despite it not being ideally suited to such an event. Timed runs of 4 minutes 20.1 and 4 minutes 19 were good enough for Biscaldi to take third overall and win the over two-litre category. Mitter claimed second for Porsche while Scarfiotti set a course record en route to victory in the Dino.
Subsequent Histories
With the factory programme complete, Ferrari turned their attention to a new challenger for 1966: the 330 P3.
To replace the 365 P2 customer car, the P2/3 was also developed for 1966.
As for the five 275 / 330-engined P2s used throughout 1965, only four remained following Bruno Deserti’s fatal accident while testing chassis 0830 at Monza back in May.
Having been converted to 365 P2 trim after its appearance at the Nurburgring 1000km, chassis 0826 was retained by Maranello Concessionaires and appeared at several more races in 1965. It was then uprated to 365 P2/3 specification for 1966.
Following its last appearance of the ‘65 season at Le Mans, chassis 0828 was converted to P2/3 specification and sold to Ecurie Francorchamps for 1966.
Similarly, chassis 0832 was converted to P2/3 specification and sold to Scuderia Filipinetti for 1966.
After the Ollon-Villars Hillclimb, chassis 0836 was fitted with a 365 P engine and sold to British privateeer, David Piper, who continued to race it in Lightweight Spyder trim during the remainder of 1965.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
