Guide: Ferrari 625 TF / 735 Sport
Background
In addition to the Gioacchino Colombo-designed 60° V12 that powered Ferrari to considerable competition success, several other engines were commissioned during the company’s early days.
First to arrive was Aurelio Lampredi’s legendary big-block V12 - essentially a long-block version of the Colombo motor that was capable of being stretched to a much larger displacement and able to run a higher compression ratio. The Lampredi V12 made its debut at the 1950 Mille Miglia in a pair of 3.3-litre 275 Sports. It subsequently went on to power a variety of additional Sports, Formula and high end road cars in up to five-litre configurations.
Five months later, an altogether different Lampredi motor took its bow at the Gran Premio di Bari. Under the hood of Piero Taruffi’s new Ferrari 500 single seater was a 2.5-litre inline four cylinder engine complete with dual overhead camshafts per bank. Over the next couple years, the Lampredi ‘four’ became a fixture in Ferrari’s single seater models.
For the 1953 season, Ferrari decided to fit the four cylinder Lampredi engine into a couple of Sports racing models.
The resultant 625 TF would be powered by a 2.5-litre iteration while, after a series of encouraging tests, the 735 Sport was fitted with an enlarged three-litre unit.
In typical Ferrari fashion, the 625 and 735 monikers used were a reference to the unitary displacement of each cylinder.
Together, these cars (along with the odd 250 Mille Miglia) would support Ferrari’s premier line of V12-powered 340 and 375 Mille Miglia brutes in 1953.
Ferrari originally built three examples of the 625 TF and a solitary 735 Sport, but engines were interchangeable and sometimes switched. For this reason, the two models are covered jointly.
Chassis
Each car was based around a Tipo 501 tubular steel chassis with a 2250mm wheelbase.
Independent front suspension was via unequal-length wishbones and a transverse leaf spring. The back end ran a new de Dion rear axle located by twin radius arms and another transverse leaf spring. Houdaille hydraulic shock absorbers were fitted all round along with drum brakes.
The 16-inch diameter wheels were manufactured by Borrani. 5.25-inch wide rims were fitted up front and either 6 or 6.5-inch rims at the back. Pirelli tyres were normally used.
Cars built to 625 trim originally came with a 120-litre engine while the sole example originally constructed in 735 specification had a slightly larger 125-litre tank. In both cases, the fuel cell was mounted in the trunk and a quick fuel filler poked through the bodywork.
Engine / Gearbox
The two-litre Formula 2 ‘500’ iteration of Lampredi’s inline four displaced 1985cc thanks to a bore and stroke of 90mm and 78mm respectively. It ran a 13.0:1 compression ratio, two Weber 50 DCO carburettors, two magnetos and pumped out 185bhp at 7500rpm.
The 2.5-litre ‘625’ Formula 1 engine was bored to 94mm and stroked to 90mm for a capacity of 2498cc. Peak output was 210bhp at 7000rom.
As per the Monoposto-spec. engines, the 625 TF and 735 Sport motors had an all-alloy construction, DOHC two valve heads, two spark plugs per cylinder, two coils and dry-sump lubrication.
Although the 625 TF engine ran a lower 9.2:1 compression ratio and smaller Weber 46 DOCA carburettors, rapid technical improvements meant it produced 220bhp at 7000rpm.
The 735 Sport engine was bored from 94mm to 102mm. Stroke was kept at 90mm for a cubic capacity of 2942cc. Compression was further lowered (to 9.0:1) but big 50 DCOA Weber carburettors were installed. Peak output was 225bhp at 6800rpm.
In both cases, transmission was through a four-speed manual gearbox, twin-plate clutch and conventional rear differential.
Bodywork
The three cars built to 625 TF trim (0302 TF, 0304 TF and 0306 TF) were equipped with bodywork by Vignale. The first was completed as a Berlinetta and the other pair were Spyders.
The single car originally completed as a 735 Sport (0428 M) was originally clothed by Autodromo as a Spyder.
The lightest possible aluminium was used for all four cars.
Vignale Bodywork
Although Touring of Milan had originally been the most popular coachbuilder for Ferrari racing cars, between 1952 and 1953, Carrozzeria Vignale of Turin were most frequently commissioned.
Vignale’s state-of-the-art bodies were trimmed down to the bare minimum and featured a number of avant garde details such as inboard headlights and intricate cut away cooling solutions. Front and rear overhangs were extremely short, the rather slab-sided flanks were broken up with an aluminium trim and distinctive engine cooling portholes.
Autodromo Bodywork
The Autodromo Spyder body fitted to 0428 M was broadly similar to that of 0272 M (a series 2 166 Mille Miglia). Differences for this latest machine included a shortened tail, swept back front wheelarches and a cut-down windscreen.
The smooth fully enveloped body created by Autodromo had exposed semi-shrouded headlights, a large low radiator intake and cutaway sills. Kick up rear fenders swept down to the truncated tail.
Overall, the design was a little unrefined compared to those period efforts by the likes of Vignale, Scaglietti and Pinin Farina.
Interior
Cockpits were minimalistic. Dashboards were untrimmed body coloured metal. A range of instrumentation typically comprised large read outs for road and engine speed plus smaller gauges for fuel, oil pressure and oil temperature.
Steering wheels from this era were wood-rimmed with three natural aluminium spokes.
All four cars were right-hand drive.
Bucket seats were provided for driver and passenger.
Weight / Performance
Ferrari quoted a weight of 730kg for the 625 TF and 750kg for the bigger-engined 735 Sport.
Top speed was 150mph for the 625 TF and 155mph for the 735 Sport.
Production
Chassis 0302 TF, the solitary 625 TF Vignale Berlinetta, was sold via Milan dealer, Franco Cornacchia, to Mario Camellini of Modena. Camellini is understood to have used the car for a couple of minor hillclimbs. However, at some stage during 1953, the car was reputedly damaged by fire. Camellini sold 0302 TF back to Ferrari who had it repaired, converted to 500 Mondial specification and reconfigured with a new Spyder body by Scaglietti.
Chassis 0304 TF, the first of the two 625 TF Vignale Spyders, was retained for use by Scuderia Ferrari.
Chassis 0306 TF, the second 625 TF Vignale Spyder, was sold to Franco Cornacchia for his racing team, Scuderia Guastalla. Soon after completion it was fitted with a 735 Sport engine.
Chassis 0428 M, the 735 Sport with Autodromo Spyder body, was retained for use by Scuderia Ferrari.
All four cars were completed in June 1953.
1953 Season
1953 was the inaugural year for the World Sportscar Championship. The seven round contest comprised the Sebring 12 Hours, Mille Miglia, Le Mans 24 Hours, Spa 24 Hours, Nurburgring 1000km, Dundrod Tourist Trophy and Carrera Panamericana.
Scuderia Ferrari initially campaigned their 4.1-litre 340 Mille Miglia until the 4.5-litre 375 variant came on stream mid-season.
The 625 TF and 735 Sport were reserved for a handful of big non-championship events on domestic soil.
1953 Monza Sports Car GP
Scuderia Ferrari trucked four cars 200km north-west for the Monza GP that took place on June 29th. The event comprised two 35 lap heats with the winner decided on aggregate. Only cars with engines of under three-litres were eligible to compete.
The works 625 TF (0304 TF) was entered for Mike Hawthorn. The 735 Sport (0428 M) was allocated to Alberto Ascari. Also in attendance were Luigi Villoresi and Giuseppe Farina (both with 250 Mille Miglias).
Opposition came from the factory Lancia squad which had a D20 and two D23s. The 21 car field also included myriad privateers running all manner of Ferraris and a couple of Gordinis.
Ascari qualified on pole in his 735 Sport and Jose Froilan Gonzalez was next, seven tenths of a second back for Lancia (D23). Next up was Villoresi (250 Mille Miglia), Felice Bonetto (D23), Franco Bordoni (Gordini T15S) and Eugenio Castelotti (250 Mille Miglia). Mike Hawthorn lined up seventh in the 625 TF.
In Heat 1, the Ferraris of Ascari and Villoresi surged ahead, chased by the Lancias of Gonzalez and Bonetto. Unfortunately, on his 13th circulation, Ascari was involved in a collision while lapping the 250 Mille Miglia of Bianca Maria Piazza. Both cars were too badly damaged to continue.
Villoresi went on to win the heat; the Lancia challenge was weakened when Gonzalez retired his Lancia with clutch failure on lap 21. Bonetto pressed on determinedly to claim second for Lancia. He crossed the line 8.5 seconds behind Villoresi’s Ferrari and two seconds ahead of the Farina 250 Mille Miglia.
Hawthorn took fourth, but the 625 TF proved unable to stay in contention with the fastest cars.
The top five in Heat 2 was a repeat of the first contest which meant the overall classification saw Villoresi claim victory in his works 250 Mille Miglia followed by Bonetto (D23), Farina (250 Mille Miglia) and Hawthorn (625 TF).
Scuderia Ferrari did not race either their underpowered 625 TF or the damaged 735 Sport again in 1953.
1953 Coppa d'Oro delle Dolomiti
With Ferrari having decided to abandon any further racing with chassis 0304 TF and 0428 M, Franco Cornacchia’s Scuderia Guastalla was the only outfit to campaign a 625 TF / 735 Sport over the remainder of 1953.
Cornacchia’s machine, 0306 TF, made its debut two weeks after the Monza GP at the Coppa d’Oro delle Dolomiti on July 12th.
The gruelling event comprised a single 304km loop around the Dolomite mountains. It started and finished at Cortina D’Ampezzo and attracted 78 entries, among which was a three-car works team from Lancia.
In light of 0304 TF’s lack of fizz at Monza, 0306 TF had been switched to a three-litre ‘735’ engine prior to delivery. Cornacchia entered 0306 TF for Umberto Maglioli to drive, it appeared for the race as a Scuderia Ferrari entry alongside the 250 Mille Miglia of another highly regarded customer, Paolo Marzotto.
Marzotto ultimately went on to break all previous records to win the 1953 Dolomite Gold Cup. He beat Piero Taruffi’s Lancia D23 by just over a minute-and-a-half. Maglioli was another ten seconds back in third.
1953 Susa-Moncenisio Hillclimb
One week after its good showing in the Dolomites, Franco Corniacchia entered 0306 TF for Maglioli to contest the Susa Moncenisio Hillclimb which took place on July 19th.
Maglioli posted second fastest time up the 22km course to Mont Cenis and won the day’s Sports car class. Overall victory went to Willy Daetwyler in his Alfa Romeo 412.
1953 Circuito di Senigallia
The last race contested by either a 625 TF or 735 Sport in 1953 was the Circuito di Senigallia which took place on August 9th.
Three races were organised around the 9.3km Adriatic road course; a twelve lap contest for cars of up to 1.1-litres, another over the same distance for under two-litre machinery and the headline 15 lap event for vehicles of over two-litres.
Franco Cornacchia entered his 735-engined car (0306 TF) for Umberto Maglioli to race in the main event. Maglioli was up against a works 375 Mille Miglia driven by Luigi Villoresi, similar cars for brothers Paolo and Gianni Marzotto and a hoard of well-equipped privateers.
Villoresi qualified on pole and the Marzottos lined up second and third. Hans Ruesch started fourth in his 340 Mille Miglia and Maglioli started fifth in 0306 TF.
Unfortunately, Maglioli retired with a broken connecting rod.
Paolo Marzotto went on to win the race as his brother and the pole-starting Villoresi also fell by the wayside. Franco Bordoni’s Gordini T15S took the runner’s up spot nearly two minutes behind the winner.
Subsequent Histories
After its fire, chassis 0302 TF (which started life as the unique 625 TF Vignale Berlinetta) was sold back to Ferrari. It was then rebuilt as a 500 Mondial with new Spyder coachwork by Scaglietti. In this configuration, 0302 TF was entered as a works car for the 1953 Casablanca 12 Hours where Alberto Ascari and Luigi Villoresi drove it to second overall. 0302 TF is subsequently believed to have been renumbered as 0406 MD and raced throughout 1954.
Chassis 0304 TF, the works 625 TF Vignale Spyder that made just one appearance in 1953 (Mike Hawthorn’s fourth place finish at the Monza GP in June), was sold to Argentine privateer, Luis Milan. Milan raced the car several times in his home country between 1954 and 1956, most notably taking fifth overall at the 1954 Buenos Aires 1000km World Sportscar Championship event.
Franco Cornacchia’s 735-engined 625 TF Vignale Spyder (chassis 0306 TF) was also sold to an Argentine privateer for 1954. It was acquired by Roberto Bonomi who raced it a couple of times before selling it to a fellow Argentine (Alberto Rodriguez Larreta) in 1955.
The works 735 Sport with Autodromo Spyder bodywork that Alberto Ascari had crashed on its sole outing at the 1953 Monza GP in June was rebuilt as a works 750 Monza Scaglietti Spyder for 1954. Towards the end of the season it was sold to Alfonso de Portago who in turn sold it to American privateer, Sterling Edwards, for 1955.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & Bonhams - https://www.bonhams.com/
