Guide: Refining the New Breed - a Historical & Technical Appraisal of the Ferrari SP/62
BACKGROUND
Ferrari had campaigned two different types of Sports racing car during a successful 1961 campaign that had seen the Scuderia take victories at four out of five World Sportscar Championship events en route to that year’s title.
Although three of those wins had fallen to the traditionally configured front V12-engined 250 TRI/61 compared to just one for the firm's first mid-engined model, the V6-powered 246 SP, it was the smaller of the two cars that had often proven fastest on pure pace despite a considerable horsepower deficit.
For 1962, the freshly expanded World Sportscar Championship underwent a radical change as it was split into two separate series that ran alongside one another. The main event, now known as the International Championship for GT Manufacturers, comprised nine events for Grand Touring cars of over two-litres with only the best five results counting towards a final points tally.
As for purpose-built Sports cars (which were limited to a three-litre engine limit), these out-and-out prototypes contested the Coupe des Sports, points for which were awarded at just three events: the Sebring 12 Hours, Targa Florio and Nurburgring 1000km. Sports cars were also permitted to run (but not score points) at the Daytona 3 Hours, Le Mans 24 Hours and Auvergne Trophy. In addition, the organisers of the Bridgehampton 400km ultimately went on to give special dispensation for Sports cars to race at their event in order to bolster attendance.
Meanwhile, during the build up to the 1962 season, trouble was brewing in Maranello…
November 1961 saw several of Ferrari's top brass walk out (reputedly over the involvement of Ferrari's wife Laura in the company’s day-to-day operations) in what became known as the palace revolt. Concerned about interference in their duties, eight high ranking employees departed to include designers Carlo Chiti and Giotto Bizzarrini, team manager Romolo Tavoni, finance director Ermano Della Casa, sales manager Girolamo Gardini, works manager Federico Giberti, personnel manager Enzo Selmi and foundry manager Giorgio Galarssi.
Some went on establish the short-lived ATS company, but Ferrari had the strength in depth to continue and a number of promising young personnel were given early promotion. Fortunately, although the tumultuous winter of 1961-1962 undeniably disrupted Ferrari's close season, by the time the aforementioned crew departed, the overwhelming majority of development work for the new season had already been completed.
Scuderia Ferrari’s 1962 Sports car programme focused primarily on an evolution of the mid V6-engined 246 SP for which a number of new power units had been created. These SP machines would contest five of the six World Sportscar Championship events for which they were eligible along with five of the seven events that made up the European Mountain Championship. Two major non-championship races at Mosport and Brands Hatch were also attended.
In addition to the multitude of mid-engined SP variants, Scuderia Ferrari also created two special cars specifically with Le Mans in mind: the 330 TRI LM (the firm’s last front-engined Sports racing car) and the 330 LM (a four-litre version of the 250 GTO).
Ferrari unveiled the updated SP for 1962 alongside the brand new 250 GTO (a customer Group 3 Grand Touring car) and the 156 F1 challenger at a press conference in Maranello during February 1962.
No less than three different iterations of the latest SP were on show that day: the line-up comprised a pair of 248 SP variants with 2.4-litre V8 engines, a 286 SP with a 2.8-litre V6 engine and a 196 SP with a 2-litre V6.
To complement these four chassis, both cars that had appeared in 246 SP trim during the 1961 season were re-bodied to the latest specification which provided Scuderia Ferrari with a pool of six mid-engined cars for the 1962 season.
ENGINE / TRANSMISSION
In addition to updated low-line bodywork for 1962, the SP benefited from a range of new engines to run alongside the 2.4-litre 65° V6 used throughout 1961.
The V6 line was expanded to include a pair of brand new engines with a 60° instead of 65° vee angle: a 2-litre version dubbed the 196 and a 2.8-litre version dubbed the 286.
In addition, there were two iterations of a similarly brand new 90° V8: a 2.4-litre version dubbed the 248 and a 2.6-litre dubbed the 268.
Each of the five engine types used during the course of 1962 were dry-sumped all-alloy units with two valves per cylinder and single plug ignition.
The original Vittorio Jano-designed 246 unit campaigned so effectively during 1961 was a dual overhead camshaft 65° V6 that ran two coils and a trio of Weber 42 DCN downdraught carburettors. With compression set at 9.8:1 it produced 270bhp at 8000rpm.
By contrast, the pair of new 60° V6 engines (which were derived from the much-modified Giacchino Colombo-designed 400 Superamerica unit) used single overhead camshafts per bank with an identical trio of Weber 42 DCN downdraught carburettors.
The 196 version ran two coils and displaced 1983cc thanks to a bore and stroke of 77mm and 71mm respectively. With a compression ratio of 9.8:1 it produced 210bhp at 7500rpm.
The 286 version also ran two coils, but in capacity terms was taken out to the absolute limit - it displaced 2862cc thanks to a bore and stroke of 90mm and 75mm respectively. With a slightly lower 9.5:1 compression ratio, the 286 motor produced 260bhp at 6800rpm. Although the 286 unit was on show at Ferrari’s February 1962 press conference (in chassis 0802), this engine never actually raced.
As for the pair of new 90° V8 engines, these had been developed by Carlo Chiti for a subsequently abandoned 248 GT programme prior to his departure. Both versions used a single overhead camshaft per bank, single coil ignition, a 9.8:1 compression ratio and four Weber 40 IFC2 downdraught carburettors.
The 248 version displaced 2458cc thanks to a bore and stroke of 77mm and 66mm respectively. Peak output was 250bhp at 7400rpm.
The 268 version retained the same 77mm bore diameter but was stroked to 71mm for a 2644cc displacement. Peak output was 265bhp at 7000rpm.
Regardless of which engine was installed, transmission was always through a five-speed transaxle with twin-plate clutch and limited slip differential.
CHASSIS
These latest iterations of the SP theme were based around the same Tipo 561 tubular steel chassis with 2320mm wheelbase as used in 1961.
Suspension was via unequal length wishbones, coil springs, telescopic shocks and a front anti-roll bar.
Housed in each sill was a 57.5-litre fuel tank. Quick filler caps were added to the front fenders soon after launch.
A water radiator and oil cooler were mounted in the nose.
Disc brakes were fitted all round (inboard at the rear).
15-inch diameter Borrani wire wheels were used in a variety of widths ranging from 5.25 to 5.5-inches up front and 6.5 to 7-inches out back.
BODYWORK
For 1962, Ferrari updated the SP design to further optimise airflow. With this in mind, the car was given a flatter, lower profile and an abundance of new cooling solutions.
At their leading edge, the 1962 machines retained Carlo Chiti’s trademark twin nostril intakes for the water radiator and oil cooler. These were once again flanked by smaller openings for the brakes. A new feature was a shallow supplementary slot located between the headlights.
More new vents and ducts were carved out from the detachable front lid and around the front bulkhead.
Down each flank, all the cutaways were re-shaped.
A much lower wraparound windscreen now tapered inwards at the rear so air could be channelled to new shoulder-mounted engine intakes.
Although the rear deck had a much flatter, lower profile than before, it was still tall enough to match the height of the windscreen. The single piece rear clamshell was littered with cooling slots along the sides and also at the rear where, mounted atop the inverted tail fascia, was a full width spoiler.
As per the regulations, all the lighting required for road use was installed while, at Le Mans, a full height windscreen was adopted to satisfy the organisers
SP bodywork was crafted from aluminium at the Fantuzzi works in Modena.
INTERIOR
Inside, the only upholstery was some blue fabric for the two bucket seats and a thin covering of black anti-glare vinyl over the dash. The rest of the cockpit surfaces were either left in exposed aluminium or given a light coating of satin black paint.
Located directly behind the wood-rimmed steering wheel with its three highly polished aluminium spokes was an instrument cowl that housed five gauges. The largest of these was a 10,000rpm rev counter while on either side were smaller read outs for water temperature, oil temperature, oil pressure and fuel. Elsewhere, the dash housed a variety of toggle and flick switches.
All six cars either built new or converted to 1962 SP trim were right-hand drive with a right-hand gear change.
WEIGHT / PERFORMANCE
In 1961, Ferrari quoted the 246 SP at a dry weight of 590kg and with a top speed of 168mph. With the more efficient aero and cut down body for 1962, both figures were probably improved slightly.
In terms of the new V6-engined variants, the 196 SP was quoted at 600kg and 149mph.
The bigger 286 SP was 620kg but no top speed figure was published as this engine was never used in competition.
As for the new V8-engined variants, Ferrari quoted the 248 SP at 640kg and 180mph while the 268 SP was 660kg and 183mph.
If equipped with the shortest possible gear ratios, all five variants would have been capable of 0-62mph in comfortably less than five seconds.
PRODUCTION
In addition to the pair of 1961 cars that were converted to the latest specification (chassis 0790 and 0796), four new chassis were built up for the 1962 season: chassis 0798, 0802, 0804 and 0806.
Chassis 0790 and 0796 were campaigned exclusively with the 246 engine.
Chassis 0804 was campaigned exclusively with a 196 engine.
Chassis 0798 variously ran with a 248 and 268 engine.
Chassis 0802 variously ran with a 286, 268 and 196 engine.
Chassis 0806 variously ran with a 248, 268 and 196 engine.
COMPETITION HISTORY
Ferrari’s 1962 Sports car racing programme was another massive success.
The updated SP variants ran in five World Sportscar Championship events.
A solitary 246 SP was on hand for the season-opening Daytona 3 Hours where factory drivers Phil Hill and Ricardo Rodriguez finished second having appeared under a North American Racing Team entry (the outfit run by Ferrari’s US distributor, Luigi Chinetti).
The Sebring 12 Hours which took place six weeks later was a disappointment though with both the 246 SP and 248 SP (once again entered by NART) encountering trouble along the way. Chinetti’s drivers Peter Ryan and John Fulp laboured to 13th overall while the factory pairing of Pedro and Ricardo Rodriguez retired with engine trouble at mid distance. Nevertheless, a Ferrari did emerge victorious in Florida thanks to an outright win for the 250 TRI/61 of Count Volpi’s Scuderia Serenissima.
The SP then came good with back-to-back World Championship victories at the Targa Florio and Nurburgring 1000km.
In Sicily, Willy Mairesse, Ricardo Rodriguez and Olivier Gendebien piloted their 246 SP to a famous win while team-mates Giancarlo Baghetti and Lorenzo Bandini bagged second in a 196 SP. Gendebien had joined Mairesse and Rodriguez after Phil Hill crashed their 268 SP in practice and casued sufficient damage that the car was unable to start.
In Germany, Gendebien took the chequered flag alongside Phil Hill as the other pair of SP variants fell by the wayside; an oil leak caused the 196 SP of Bandini / Baghetti to drop out at just past quarter distance by which time the Rodriguez brothers had long since crashed their 268 SP.
The last World Championship outing for the SP variants came four weeks after the Nurburgring at the Le Mans 24 Hours where both mid-engined models on hand were fitted with full height windscreens to comply with the ACO’s regulations. Although the 268 SP of Giancarlo Baghetti and Ludovico Scarfiotti and the 246 SP of the Rodriguez brothers both retired on Sunday (owing to gearbox and clutch problems respectively), Ferrari nevertheless bagged the top three positions thanks to the works 330 TRI/LM of Gendebien / Hill which was followed home by a brace of privateer 250 GTOs.
Having recorded wins in all three Coupe des Sports events in 1962, Ferrari easily took the championship.
Thanks to the exploits of Ludovico Scarfiotti in a 196 SP, Ferrari also de-throned Porsche in the European Mountain Championship. Despite having only entered four of the seven rounds that year, Scafiotti’s 100% win rate with victories at Fornova-Monte Cassio, Mont Ventoux, Trento Bondone and Freiburg-Schauinsland meant he was crowned the 1962 champion.
Outside of the major championships, Scuderia Ferrari supplied a 246 SP for Innes Ireland to race in the big money Player’s 200 at Mosport which resulted in a DNF. Mike Parkes won the Guards Trophy at Brands Hatch also driving a 246 SP later in the year.
A works 196 SP did subsequently appear in support of two new mid V12-engined 250 Ps at the 1963 Targa Florio where Bandini, Scarfiotti and Mairesse drove it to a second place finish, but Scuderia Ferrari thereafter chose to focus on their latest generation challenger and the SP was never seen again in a works capacity
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & RM Sotheby’s - https://rmsothebys.com/
