One to Buy: 1 of 1 ex-Luigi Chinetti / Rudi Klein Aluminium-bodied 1955 Mercedes-Benz 300 SL Gullwing

<<<MERCEDES-BENZ PORTAL
<<<ONE TO BUY PORTAL
<<<RM SOTHEBY’S PORTAL

Of the myriad options Mercedes-Benz offered for the W198 300 SL Gullwing, nothing came close to the prohibitively expensive aluminium body package created for those customers that wanted to use their car in competition.

In addition to a lightweight body which saved 130kg over a comparable steel-bodied variant, these rarely seen Leichtmetallausführung Gullwings also came with Rudge knock-off wheels, Plexiglas side and rear windows, competition springs / dampers and the normally optional 240bhp Sonderteile motor as well.

Despite this intoxicating mix of uprated parts, only 29 of the 1400 Gullwings produced between 1954 and 1957 were completed in Light Metal Version trim and today these cars rank among the most sought after Mercedes-Benz products of all time.

With such a low production number, opportunities to acquire an Aluminium-bodied 300 SL Gullwing on the open market are extremely rare. However, one is set to go under the hammer as part of the remarkable Rudi Klein Junkyard collection with RM Sotheby’s in Los Angeles on October 26th.

Ordered new by 1950 Le Mans winner and North American Ferrari distributor, Luigi Chinetti, chassis 043.5500872 was delivered via the Milan Mercedes-Benz agent Saporiti and then dispatched to the USA. Uniquely, 043.5500872 was the only Aluminium-bodied Gullwing configured in the spectacular colour scheme of Black with Red leather upholstery.

Luigi Chinetti retained his Gullwing until 1976, at which point the by now silver car was purchased as the jewel in Rudi Klein’s collection.

Today, this one-of-one unrestored Aluminium-bodied Gullwing is being offered with its full complement of matching numbers equipment.

For more information visit the RM Sotheby’s website at: https://rmsothebys.com/

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One to Buy: ex-Jan de Vroom / NART 1 of 16 1967 Ferrari 275 GTB/4 Alloy

<<<FERRARI PORTAL
<<<ONE TO BUY PORTAL
<<<RM SOTHEBY’S PORTAL

Between 1964 and 1968, the 275 GTB was offered as Ferrari’s flagship series production model.

Initially sold in single overhead cam short nose trim, the Pininfarina body was updated to incorporate an air-piercing long nose from 1965. A dual overhead cam 275 GTB/4 subsequently came on stream in 1966 and was ultimately replaced by the striking soft wedge 365 GTB/4 ‘Daytona’ in 1968.

Throughout the 275 GTB’s four year production run, undoubtedly the most desirable option was an all-aluminium body instead of the standard arrangement which used steel for everything bar the opening panels.

In total, just 16 aluminium-bodied 275 GTB/4s are understood to have left Maranello in period, perhaps the most famous of which, chassis 10311, is set to go under the hammer at RM Sotheby’s Monterey sale scheduled for August 15th to 17th.

Ordered new by Ferrari VIP customer and NART-backer, Jan de Vroom, chassis 10311 was configured in the spectacular colour scheme of Avorio with Rosso upholstery. Following ts completion in August 1967, it remained in de Vroom’s possession for just under a year, at which point Ferrari’s North American distributor and NART patron, Luigi Chinetti, acquired it to go Group 3 GT racing.

Equipped with all the necessary upgrades to go racing at World Championship level, 10311 went on to finish ninth overall and third in class at the 1968 Watkins Glen 6 Hours, after which it recorded a class win at the 1969 Daytona 24 Hours (placing 23rd overall).

Presented in immaculate condition with matching numbers and Ferrari Classiche certification.

For more information visit the RM Sotheby’s website at: https://rmsothebys.com/

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One to Buy: untouched ex-Luigi Chinetti 1 of 3 built 1978 Ferrari 512 BB Competizione

<<<FERRARI PORTAL
<<<ONE TO BUY PORTAL
<<<RM SOTHEBY’S PORTAL

Although the 512 BB’s normally aspirated five-litre Flat 12 engine had no hope of matching the monster horsepower ratings achieved by Porsche’s turbocharged three-litre Flat 6 in the pre-eminent 935, Ferrari agreed to produce a trio of Berlinetta Boxers for a couple of their distributor teams to contest the 1978 Le Mans 24 Hours.

Under Fiat majority ownership, Ferrari began to focus almost exclusively on Formula 1 which inevitably left Prancing Horse concessionaires that wanted to go racing frustrated.

Head of Ferrari’s North American division, Luigi Chinetti, had already campaigned BBs built by his own team at Le Mans – when Charles Pozzi joined the fray and also began to lobby Enzo Ferrari for a proper factory-prepared Berlinetta Boxer, il Commendatore caved and the 512 BB Competizione was the result.

One of those three cars is set to go under the hammer at the RM Sotheby’s auction in Monterey between August 17th and 19th.

Chassis 24131 was the example supplied to Luigi Chinetti for NART (the other pair having gone to Pozzi). Driven by Jean-Pierre Delaunay, Jacques Guerin and NART-backer Gregg Young, 24131 unfortunately retired from the race on Sunday morning with gearbox trouble.

Remarkably, this most significant Ferrari has resided in the hands of one collector since 1981 and remains in completely unrestored condition.

For more information visit the RM Sotheby’s website at: https://rmsothebys.com/

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VIN: the Marvyn Carton / Jan De Vroom / Luigi Chinetti Ferrari 365 P Tre-Posti chassis 8971

<<<FERRARI PORTAL
<<<365 P 3-POSTI PORTAL

HISTORY OF CHASSIS 8971

Chassis 8971 was the first of two 365 P Tre-Postis built by Ferrari in collaboration with Pininfarina.

Both were based on state-of-the-art P car underpinnings from Ferrari’s sports car racing programme and fitted with 4.4-litre engines said to produce 380bhp. However, it was the Tre-Posti’s three abreast cockpit layout that grabbed most headlines.

Chassis 8971 was painted White Gardenia and upholstered in black vinyl with red carpet. Having appeared in a series of publicity photographs, the car made its public debut alongside the new 275 GTB/4 at the Paris Motor Show which took place in early October of 1966.

A little over a week after the Paris Salon had closed, 8971 became the star attraction at the London Motor Show.

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It then went on to appear at the Brussels Motor Show in January 1967, the Geneva Motor Show in March and at the Florence Concours d’Elegance in May.

To prepare the car for road use, a series of modifications were carried out.

The fully integrated front indicators were deleted in favour of separate units mounted atop the front bumperettes. The fuel filler cap was moved to the left-hand sail panel from its original location protruding through the left-hand rear quarter window.

To improve cooling, extra ventilation slots were cut from the engine cover and rear apron. A bank of five slots were also temporarily located along each sill (but soon blanked off again).

Elsewhere, the original flat tail light lenses were switched to a domed type and the webbed five-spoke wheels changed to the star-pattern used on production models.

Perhaps most obviously, Pininfarina also added a full width rear spoiler.

In July 1967, chassis 8971 was sold to Ferrari’s North American distributor Luigi Chinetti in Greenwich, Connecticut. Chinetti was billed a total of $21,160 for the car in two separate invoices: one for $9600 from Ferrari and another for $11,560 from Pininfarina. Ferrari’s bill mentioned the engine had been taken out to a five-litre displacement.

In September 1967, Chinetti sold chassis 8971 to investment banker Marvyn Carton who was the Executive Vice President of Allen & Company on Fifth Avenue, New York.

Having served in the Air Transport Command during World War 2, Carton assumed the vice presidency at Allen & Co. soon after the cessation of hostilities in 1946 and retained the role until 1991. He traded a striking Giallo Solare 500 Superfast (chassis 6041 SF) for which Chinetti gave $8000 against the $26,000 Tre-Posti.

As part of the deal, Chinetti was permitted to use chassis 8971 for an on-track demonstration at September’s Bridgehampton Can-Am race (where it was driven by Stirling Moss). The Bridgehampton display was followed by an appearance at the Los Angeles Motor Show in October. By this time, the car’s rear spoiler had been removed and the satin black front apron treatment switched to an all-white arrangement.

Marvyn Carton only kept chassis 8971 for a few months before he traded it back to Chinetti for something better suited to New York traffic: a 365 GT.

Chinetti soon found a buyer for the Tre-Posti in American-domiciled Dutchman and NART co-founder, Jan De Vroom. De Vroom was no stranger to super exotic Ferraris; his passion for fast cars, sailing boats and fine watches was reputedly indulged by his close friend, Margaret de Cuevas, who was the only child of Bessie Rockefeller and one of the world’s richest women.

Chinetti had to take another part exchange to get the deal done; this time it was De Vroom’s aluminium-bodied competition-spec. 275 GTB/4 (chassis 10311).

De Vroom had chassis 8971 flown to his villa in Cannes where he used it over the summer of 1968.

Upon the car’s return to the US in September, chassis 8971 was traded back to Chinetti in exchange for a 365 GTB/4 and a Dino.

Chinetti’s family subsequently retained the Tre-Posti until December 2017 at which point the car was sold to Texan-domiciled Mexican industrialist, J. Roberto Quiroz.

Notable History

White Gardenia / Nero

10/1966 Paris Motor Show
10/1966 London Motor Show

01/1967 Brussels Motor Show
03/1967 Geneva Motor Show
05/1967 Florence Concours d’Elegance
07/1967 sold to Luigi Chinetti, Greenwich, Connecticut
09/1967 sold to Marvyn Carton, New York
09/1967 Bridgehampton Can-Am track demonstration by Stirling Moss
10/1967 Los Angeles Motor Show

03/1968 sold to Luigi Chinetti, Greenwich, Connecticut
05/1968 sold to Jan de Vroom, New York
09/1968 sold to Luigi Chinetti, Greenwich, Connecticut

12/2017 sold to J. Roberto Quiroz, Texas

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

VIN: the works / NART Ferrari 275 P / 330 P chassis 0822

<<<FERRARI PORTAL
<<<275 P & 330 P PORTAL

HISTORY OF CHASSIS 0822

Chassis 0822 was one of four new Ferrari P cars built to contest the 1964 season.

In addition, Ferrari rebuilt their four existing cars from 1963 to the latest specification which gave the works squad and their satellite teams a pool of eight vehicles to choose from. They would contest the four-race International Prototype Trophy (IPT) in addition to a handful of subsequent events.

Five of the Ferrari P cars were taken to Sebring for the opening IPT race of the year: the Sebring 12 Hours. Three were works cars and the other pair were run by Maranello Concessionaires and NART.

Chassis 0822 was allocated to John Surtees and Lorenzo Bandini who qualified on pole as the quintet of Ferraris locked out the top five positions on the grid.

Having briefly been passed by Roger Penske’s Corvette Grand Sport and Pedro Rodriguez in the NART Ferrari, Surtees / Bandini recovered to lead the first few hours until a rear light failure and brake pedal failure dropped them to fourth. They ultimately finished third behind the sister cars of Parkes / Maglioli and Scarfiotti / Vaccarella.

0822 next appeared four weeks later for the annual Le Mans Test weekend where Surtees posted second quickest time behind team-mate Scarfiotti.

For its next outing at the Nurburgring 1000km in late May, 0822 was fitted with a smaller 3.3-litre 275 engine that better suited the tight and twisty nature of the German track. A four-litre 330 engine had been used at Sebring and the Le Mans Test.

John Surtees was once again behind the wheel of 0822, again accompanied by Lorenzo Bandini.

Surtees put 0822 on pole ahead of the Phil Hill / Bruce McLaren Ford GT40 which was making its competition debut. The other works Ferrari of Scarfiotti / Vaccarella lined up in third.

Surtees streaked away during the early stages of the race pursued by team-mate Scarfiotti and Graham Hill in the Maranello Concessionaires P car.

However, having looked comfortable at the head of the field, the two lead Ferraris went out in close succession. The Maranello Concessionaires entry ran out of fuel while Surtees (who had inherited the lead from the British Ferrari) lost a wheel at Hocheichen.

Scarfiotti / Vaccarella took the win in chassis 0820.

Chassis 0822’s final outing as a works car came in the IPT finale: the Le Mans 24 Hours.

Six P cars were wheeled out for the race at la Sarthe, four works cars and single car entries from NART and Maranello Concessionaires.

0822 (re-fitted with a 330 engine) was allocated to Surtees / Bandini and incurred damage during practice when Surtees hit a fox at high speed on the approach to White House. Nevertheless, the car was repaired in time to race and started from pole.

Having initially been outpaced by the Ford GT40s, Surtees had assumed the lead by the two hour mark. By midnight, he and Bandini led team-mates Guichet / Vaccarella by a lap. However, by noon on Sunday 0822 had dropped to third owing to a broken oil pipe and then a troublesome clutch.

Surtees / Bandini finished third behind the two Ferrari P cars of Guichet / Vaccarella and Hill / Bonnier.

During the close season, Enzo Ferrari sold chassis 0822 to his US distributor, Luigi Chinetti.

0822 went on to make two more appearances in period. NART ran it at Sebring in 1965 (for which it was painted blue with white stripes) but it retired at mid-distance with gearbox trouble. 0822 then posted a DNF as a result of wheel bearing failure at the 1966 Daytona 24 Hours (by which time the colour had been changed back to red). Afterwards, the car was retired from competition duty.

Luigi Chinetti subsequently sold 0822 to Robert Dusek of Pennsylvania in the mid 1970s. Dusek in turn passed the car on to noted Ferrari collector, Pierre Bardinon, in the early 1980s.

Notable History

Scuderia Ferrari

330 P

21/03/1964 WSC Sebring 12 Hours (J. Surtees / L. Bandini) 3rd oa, 3rd P3.0+ class (#21)
19/04/1964 IND Le Mans Test (J. Surtees) 2nd oa, 2nd P3.0+ class (#18)

Fitted with 275 P engine

31/05/1964 WSC Nurburgring 1000km (J. Surtees / L. Bandini) DNF lost wheel (#143)

Fitted with 330 P engine

22/06/1964 WSC Le Mans 24 Hours (J. Surtees / L. Bandini) 3rd oa, 3rd P3.0+ class (#19)

Sold to Luigi Chinetti, New York (North American Racing Team)

Re-painted blue with white stripes

27/03/1965 WSC Sebring 12 Hours (C. Kolb / J. Fulp) DNF (#27)

06/02/1966 WSC Daytona 24 Hours (J. Fulp / B. Rutan / B. Jennings) DNF (#31)

Mid 1970s sold to Robert Dusek, Solebury, Pennsylvania

Early 1980s sold to Pierre Bardinon, Aix-en-Provence, France

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & The Henry Ford Museum - https://www.thehenryford.org/

VIN: the works / NART Ferrari 275 P / 330 P chassis 0820

<<<FERRARI PORTAL
<<<275 P & 330 P PORTAL

HISTORY OF CHASSIS 0820

While production-based Group 3 Grand Touring cars contested the de facto World Sportscar Championship between 1962 and 1965, purpose-built racing cars duked it out for a Prototype Trophy that took place simultaneously at a handful of blue ribband events.

For 1964, the International Prototypes Trophy would be decided on the outcome of the Sebring 12 Hours, Targa Florio, Nurburgring 1000km and Le Mans 24 Hours. Sports Prototype machinery would also be permitted to run at several other rounds, but there were no points on offer at these races.

Ferrari built four new P cars for the 1964 season and also uprated their four existing chassis to the latest specification.

One of those new cars was chassis 0820 which ran a 3.3-litre 275 engine for all four of its outings with the factory team.

0820 made its competition debut at the Sebring 12 Hours on March 21st where Ludovico Scarfiotti and Nino Vaccarella took the wheel. The quintet of Ferrari P cars in attendance swept the top five positions in qualifying with 0820 starting fourth.

Having briefly led early on, 0820 was third at the three hour mark. It then gained a position when the Maranello Concessionaires entry dropped out. With two hours go, Scarfiotti / Vaccarella had assumed the lead. However, a late stop saw it drop to second behind the sister car of Parkes / Maglioli. Nevertheless, 0820 secured the runner up spot in its debut event.

Chassis 0820 next appeared at the annual Le Mans Test which took place over the weekend of April 18th and 19th. Scuderia Ferrari trucked three works cars to la Sarthe, an event that marked the debut of Ford’s big budget GT40 Prototype. Scarfiotti (who was partnered by Carlo Maria Abate in 0820) ultimately topped the time sheets with a lap that was two seconds faster than next best John Surtees in his 330 P.

At the Nurburgring 1000km on May 31st, Vaccarella re-joined Scarfiotti in 0820. They qualified third behind team-mates Surtees / Bandini and one of the new Fords. A rash of retirements in the race enabled the two Italians to cruise home to victory ahead of a works Series 2 GTO driven by Parkes / Guichet.

Following its victorious outing in Germany, 0820 appeared at the Le Mans 24 Hours where Scarfiotto was joined by Mike Parkes. Having started sixth, Parkes came in after just six laps for the first of two lengthy plug-related stops which dropped 0820 to the back of field. It eventually retired during the twelfth hour with oil pump failure. Three Ferrari sister cars romped home for a famous 1-2-3 finish.

With the conclusion of the International Prototype Trophy, 0820 and five of the other P cars were converted to ‘Lightweight Roadster’ trim as the remaining events they would contest in 1964 did not require equipment like the FIA-mandated full height windscreen.

Followings its conversion (which included the installation of a four-litre 330 engine), 0820 was sold to Ferrari’s US distributor, Luigi Chinetti, for his North American Racing Team (NART).

Pedro Rodriguez went on to race 0820 in three further events during the remainder 1964. His victorious outing in the 100 lap Canadian GP at Mosport on September 25th was followed with two races at the end-of-season Bahamas Speed Week. Here, Rodriguez claimed fourth overall and first in class during the 25 lap Governor’s Trophy. The Mexican followed this up with third overall and second in class in the 56 lap Nassau Trophy two days later.

Chassis 0820 subsequently appeared twice more in period with both contests held during the early months of 1965.

Now in a handsome white and blue colour scheme, 0820 unfortunately failed to finish either outing. Walt Hansgen and David Piper dropped out of the Daytona 2000km after 18 laps with driveshaft failure while Pedro Rodriguez and Graham Hill retired from the Sebring 12 Hours after 133 laps with clutch trouble.

Following its racing career, 0820 was retained by Chinetti until the mid 1970s at which point the car found its way to the first of several private owners.

Notable History

275 P

Red

Scuderia Ferrari, Maranello, Italy

21/03/1964 WSC Sebring 12 Hours (L. Scarfiotti / N. Vaccarella) 2nd oa, 2nd P3.0+ class (#23)
19/04/1964 IND Le Mans Test (L. Scarfiotti / C.M. Abate) 1st oa, 1st P3.0+ class (#17)
31/05/1964 WSC Nurburgring 1000km (L. Scarfiotti / N. Vaccarella) 1st oa, 1st P3.0+ class (#144)
22/06/1964 WSC Le Mans 24 Hours (M. Parkes / L. Scarfiotti) DNF (#21)

330 P ‘Lightweight Roadster’

Sold to Luigi Chinetti (NART), New York, USA

25/09/1964 CSC Canadian GP, Mosport (P. Rodriguez) 1st oa, 1st S2.0+ class (#2)
04/12/1964 BSW Governor's Trophy (P. Rodriguez) 4th oa, 1st S5.0 class (#10)
06/12/1964 BSW Nassau Trophy (P. Rodriguez) 3rd oa, 2nd S5.0 class (#10)

White & blue

28/02/1965 WSC Daytona 2000km (W. Hansgen / D. Piper) DNF (#88)
27/03/1965 WSC Sebring 12 Hours (P. Rodriguez / G. Hill) DNF (#30)

Later sold to Greg Miller, Lawrenceville, Georgia

1976 sold to Paul Pappalardo, Greenwich

1980s sold to Albert Obrist, Gstaad

Text copyright: Supercar Nostalgia
Photo copyright: Supercar Nostalgia, unattributed & The Henry Ford Museum - https://www.thehenryford.org/

VIN: the works / NART Ferrari 250 P / 275 P chassis 0814

<<<FERRARI PORTAL
<<<250 P PORTAL
<<<275 P & 330 P PORTAL

HISTORY OF CHASSIS 0814

Scuderia Ferrari campaigned four examples of their new mid V12-engine 250 P during the 1963 season, one of which was chassis 0814.

0814 made its competition debut at the Nurburgring 1000km in May. The German event was round three of the four-race International Trophy for GT Prototypes which also included the Sebring 12 Hours, Targa Florio and Le Mans 24 Hours.

At the time, the de facto World Championship was organised for GT cars (like the 250 GTO) and held over 15 rounds.

Unfortunately, because of a heavy crash in practice, 0814 never made it to the start-line at the Nurburgring; Nino Vaccarella was behind the wheel but lost control, left the road and 0814 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.

Having been repaired back at the factory, 0814 next appeared in a couple of non-championship support races for the French and British Formula 1 Grand Prix.

At Reims on June 30th, Mike Parkes started the 25 lap contest for Sports and GT cars 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.

Parkes then drove 0814 in the 25 lap Sports and GT race at Silverstone three weeks later (July 20th). For this event, the car appeared under a Maranello Concessionaires entry.

Parkes was once again on pole, but had another unfortunate start. As he went to move off, the engine died and 0814 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 Austin-Healey 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 and retired.

0814 was not raced again that season and did not appear in 1964 either (when Ferrari moved up to 275 and 330 engines).

For 1965, the car was sold to Ferrari’s North American distributor, Luigi Chinetti. By this time, 0814 had been converted to ‘Lightweight Roadster’ trim with a cut-down windscreen and rear body section that lacked Pininfarina’s original basket handle aerofoil (a small rollover bar was added behind the driver instead).

In this new configuration, 0814 appeared at the 1965-season opening Daytona 2000km (February 28th). Bob Grossman, Walt Hansgen and David Piper were brought in to drive. They qualified ninth but retired with clutch failure having completed 130 of the 327 lap race.

Four weeks later, Chinetti entered 0814 for the Sebring 12 Hours. However, because of Enzo Ferrari’s protest at the organiser’s allowing unlimited Sports cars from the likes of Chaparral to compete, there were no works cars on hand and Ferrari’s distributor teams also had to officially stay away. As a result, Chinetti ran his fleet of machinery under the auspices of his best customers: 0814 attended the race under an Ed Hugus entry.

Hugus, Tom O’Brien, Charlie Hayes and Paul Richards qualified 16th and eventually came home in twelfth overall to claim third in the four-litre Prototype class.

0814’s final period outing came a little over a year later when Luigi Chinetti entered the car for his son, Coco, and Charlie Kolb in the minor St. Jean Baptiste Cup at Mont-Tremblant on June 12th 1966.

While Coco Chinetti was at the wheel, he sped through a line of fire caused by a crashed Elva that covered almost the entire width of the track. Unbeknown to Chinetti, 0814 was already leaking fuel from its tanks, (for which it was about to be black-flagged) and caught fire. When Chinetti realised what had happened he pulled over. However, the marshals were unable to put the fire out before their extinguishers emptied and the car suffered severe damage.

The remains of 0814 were taken back to Luigi Chinetti’s workshop where they sat for several years.

There is a possibility the repaired chassis was later used to mount the Robert Peak-designed 275 P2 Speciale body fabricated by Michelotti. This Gullwing-doored body had originally been mounted on chassis 0812 and then displayed at the 1968 New York Motor Show.

0814 has since been restored to its original configuration

Notable History

Scuderia Ferrari

19/05/1963 WSC Nurburgring 1000km (N. Vaccarella) DNS (#114)
30/06/1963 IND French GP Support Race, Reims (M. Parkes) DNF (#10)
20/07/1963 IND British GP Support Race, Silverstone (M. Parkes) DNF (#52)

Unraced in 1964

Converted to ‘Lightweight Roadster’ trim

Sold to Luigi Chinetti (NART), New York, USA

Fitted with 275 P engine

28/02/1965 WSC Daytona 2000km (B. Grossman / W. Hansgen / D. Piper / P. Rodriguez) DNF (#99)
27/03/1965 WSC Sebring 12 Hours (E. Hugus / T. O'Brien / C. Hayes / P. Richards) 12th oa, 3rd P4.0 class (#32)

12/06/1966 IND St. Jean Baptiste Cup, Mont-Tremblant (C. Chinetti / C. Kolb) DNF (#3)

Severely burned at Mont-Tremblant after catching fire

Circa early 1980s repaired chassis possibly used to mount the Robert Peak-designed 275 P2 Speciale body fabricated by Michelotti that was originally fitted to chassis 0812

Later restored to original configuration

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

VIN: the works / NART Ferrari 250 P / 275 P / 330 P chassis 0812

<<<FERRARI PORTAL
<<<250 P PORTAL
<<<275 P & 330 P PORTAL

HISTORY OF CHASSIS 0812

The 250 P was Ferrari’s first mid V12-engined Sports Prototype. Four of them were assembled to contest the 1963 season.

That year, the de Facto World Championship was decided by GT cars (such as the 250 GT) while purebred Sports cars (like the 250 P) fought it out for the International Prototype Trophy which was decided by the outcome of four events: the Sebring 12 Hours, Targa Florio, Nurburgring 1000km and Le Mans 24 Hours.

Chassis 0812 made its debut at the Sebring 12 Hours (March 23rd) where it was allocated to Willy Mairesse and Nino Vaccarella. Grid slots were decided on engine size.

Having been delayed early on as a result of loose plug leads, Mairesse and Vaccarella (who were later joined by Lorenzo Bandini) went on to finish second overall behind the sister car of Surtees / Scarfiotti.

0812 next appeared at the annual Le Mans Test weekend (April 6th and 7th) where five Ferrari drivers took the wheel and the car smashed the existing lap record in the hands of John Surtees. Surtees hit 181mph down the Mulsanne Straight and went six seconds quicker than the works 330 LM Berlinetta that finished with second fastest time.

At the Targa Florio on May 5th, 0812 was driven by Scarfiotti and Mairesse.

Scarfiotti led at the end of lap one, but at the end of lap two he came into the pits with the engine running rough. Mairesse took over, but was himself in at the end of lap three. He set off again, only for the car to ground out over a bump which damaged the fuel supply inlet underneath the tank and partially cut the feed. 0812 was forced to retire out on track.

For the Nurburgring 1000km (May 19th), 0812 was allocated to Surtees / Mairesse who started from pole. On the 15th lap, Parkes took over from Scarfiotti in one of the sister cars and a quicker pit-stop meant he left the pits ahead of Mairesse who had taken over from Surtees who had thus far led most of the race.

Despite subsequently picking up a puncture caused by debris from Parkes’ accident, 0814 recovered the lead from Porsche and went on to claim victory.

At the Le Mans 24 Hours (June 15th and 16th), 0812 was again piloted by Surtees / Mairesse who qualified sixth. Surtees had moved up to second by the end of the first lap and took the lead two-and-a-half hours in.

0812 led until at 10:45am on Sunday morning when Mairesse took over from Surtees. However, 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, 0812 was fully ablaze; during the pit-stop, some fuel had carelessly been spilled 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.

0812 was returned to the factory and repaired but did not appear again until 1964.

Now fitted with a 275 P motor and brought up to the latest specification, 0812 was wheeled out for the Sebring 12 Hours (March 21st) where Parkes / Maglioli qualified fifth.

By the three hour mark, 0812 had moved up to third.

With the race drawing to a close, it looked as though Parkes / Maglioli would have to settle for second. But when the sister car of Scarfiotti / Vaccarella was forced to make a late pit-stop, 0812 swept through to take its second major victory.

The car’s final outing for Scuderia Ferrari came at the Le Mans 24 Hours (June 20th and 21st) where Baghetti / Maglioli qualified twelfth. On the opening lap, Baghetti stopped with clutch problems just before the Mulsanne Straight. After a half hour delay, he eventually make it back to the pits.

A troubled run then ended at 10pm when 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.

After its disappointing run at Le Mans, 0812 was repaired and, like several of its sister cars, converted to ‘Lightweight Roadster’ trim with a cut-down windscreen and a rear body section sans Pininfarina’s original basket handle aerofoil (a small rollover bar was added behind the driver instead).

In this configuration (and now fitted with a 330 engine), 0812 was sold to Ferrari’s US distributor, Luigi Chinetti, for his North American Racing Team (NART). Over the next twelve months, Chinetti ran the car on five occasions.

On its debut for NART, 0812 won the 100 mile Player’s Trophy at Mont Tremblant in the hands of Pedro Rodriguez (September 13th). Afterwards, a 275 engine was re-fitted.

Rodriguez then took 0812 to a second place finish in the Bridgehampton 500km (September 20th) and Walt Hansgen placed fourth in the Canadian Grand Prix at Mosport (September 25th).

0812’s penultimate outing was at the 1965 Sebring 12 Hours where it appeared under the Carl Kleiner Racing Enterprises banner owing to Enzo Ferrari’s dispute with the race organisers who allowed unlimited Sports cars in the race. Factory drivers Maglioli and Baghetti finished eighth overall and second in class.

For 0812’s final race, it appeared in a handsome dark blue livery with white centre stripes. Mario Andretti was selected to drive at the Bridgehampton 500km (September 19th) but retired with gearbox trouble.

0812 returned to Chinetti’s warehouse where it remained until late 1967. At this point, it was fitted with a new Gullwing-doored body designed by Robert Peake fabricated by Michelotti. Dubbed the 275 P2 Speciale, the newly configured car went on to star at the 1968 New York Motor Show and also on the cover of the August 1968 edition of Car and Driver magazine.

0812 remained in this configuration until the late 1980s when Luigi Chinetti’s son (Coco) had it converted back to its original specification.

Notable History

Scuderia Ferrari

23/03/1963 WSC Sebring 12 Hours (W. Mairesse / N. Vaccarella / L. Bandini) 2nd oa, 2nd P3.0 class (#31)
07/04/1963 IND Le Mans Test (J. Surtees / M. Parkes / L. Scarfiotti / L. Bandini / W. Mairesse) 1st oa, 1st P3.0 class (#23)
05/05/1963 WSC Targa Florio (L. Scarfiotti / W. Mairesse) DNF (#172)
19/05/1963 WSC Nurburgring 1000km (J. Surtees / W. Mairesse) 1st oa, 1st P3.0 class (#110)
16/06/1963 WSC Le Mans 24 Hours (J. Surtees / W. Mairesse) DNF (#23)

Fitted with 275 P engine

21/03/1964 WSC Sebring 12 Hours (M. Parkes / U. Maglioli) 1st oa, 1st P3.0+ class (#22)
22/06/1964 WSC Le Mans 24 Hours (G. Baghetti / U. Maglioli) DNF (#22)

Converted to ‘Lightweight Roadster’ trim and fitted with 330 P engine

Sold to Luigi Chinetti (NART), New York

13/09/1964 CSC Players Trophy, Mont Tremblant (P. Rodriguez) 1st oa (#??)

Fitted with 275 P engine

20/09/1964 WSC Bridgehampton 500km (P. Rodriguez) 2nd oa, 2nd SR/P1.6+ class (#81)
25/09/1964 CSC Canadian GP, Mosport (W. Hansgen) 4th oa, 4th S2.0+ class (#4)

27/03/1965 WSC Sebring 12 Hours (U. Maglioli / G. Baghetti) 8th oa, 2nd SR2.0+ class (#33)

Blue with White stripes

19/09/1965 WSC Bridgehampton 500km (M. Andretti) DNF gearbox (#18)

1968 rebodied by Michelotti to a design by Robert Peake

04/1968 New York Motor Show

08/1968 Car and Driver magazine cover car

1989 restored to original configuration

Text copyright: Supercar Nostalgia
Photo copyright: ACO / Le Mans 24 Hours - https://www.24h-lemans.com/en

VIN: the works / NART / Scuderia Bear Ferrari 250 P / 330 P chassis 0810

<<<FERRARI PORTAL
<<<250 P PORTAL
<<<275 P & 330 P PORTAL

HISTORY OF CHASSIS 0810

Ferrari created the 250 P to contest the 1963 International Trophy for GT Prototypes (IPT). The IPT took place over four races as part of the wider World Sportscar Championship which, between 1962 and 1965, was organised for production-based GT cars like the Ferrari 250 GTO and Jaguar E-type.

The four IPT events in 1963 were the Sebring 12 Hours, Targa Florio, Nurburgring 1000km and Le Mans 24 Hours.

Scuderia Ferrari raced four examples of the 250 P in 1963 and chassis 0810 attended every round of that year’s IPT.

At Sebring, 0810 was driven by John Surtees and Ludovico Scarfiotti. Grid slots were decided by engine size.

After an early stop to attend to loose plug leads, 0810 recovered to hold second by quarter distance. By three-quarter distance, Surtees / Scarfiotti had assumed a lead they kept until the end despite a short delay to fix a broken battery.

Following its debut victory at Sebring, 0810 was allocated to John Surtees and Mike Parkes for round two: the Targa Florio. With lap one of ten completed, Parkes was second behind the sister car of Scarfiotti.

0810 was still second when Surtees took over at the end of lap three. However, on the fifth lap, Surtees went off the road which damaged 0810’s bodywork and fuel tank. Surtees abandoned the car as petrol was leaking everywhere.

For the Nurburgring 1000km, Scarfiotti / Parkes qualified second in 0810 behind one of the sister cars. After overhauling the fast starting Jaguar E-type of Peter Lindner, the Ferraris occupied the top two positions at the end of lap one.

With ten laps gone, the 250 P of Surtees still led from Scarfiotti in 0810. On the 15th lap, Parkes took over and a quicker pit-stop meant he left the pits at the head of the field. Unfortunately, as Parkes went through Aremberg, 0810 span and struck a bridge which tore off much of the rear suspension. Parkes retired on the spot.

Having undergone a second round of repairs back in Maranello, 0810 was wheeled out for the IPT finale four weeks later: the Le Mans 24 Hours. Mike Parkes and Umberto Maglioli qualified third in 0810 behind one of the 250 P sister cars and NART’s 330 TRI/LM which started on pole.

0810 was fifth at the end of lap one. Thereafter, Parkes / Maglioli gradually moved up the leaderboard to hold second at quarter distance. Had it not been for a ten lap overnight delay to fix a broken distributor, 0810 would likely have won the race. As it transpired, it went on to finish third behind the sister car of Bandini / Scarfiotti and an Equipe Nationale Belge 250 GTO.

After Le Mans, Enzo Ferrari sold chassis 0810 to his US distributor, Luigi Chinetti, who ran the North American Racing Team (NART).

Prior to being flown out to the USA, 0810 was equipped with revised bodywork. A new cut-down windscreen was fitted along with a rear body sections that did without Pininfarina’s original basket handle aerofoil. A small rollover bar was added behind the driver instead.

In its new ‘Lightweight Roadster’ trim, NART entered 0810 for the Bridgehampton 500km and the Canadian Grand Prix at Mosport. Pedro Rodriguez narrowly missed out on victory at Bridgehampton (where he took second and won the GTP class) but rectified things two weeks later at Mosport when he lapped everything bar Graham Hill’s Lotus 23B which claimed the runner up spot.

Chinetti then had Rodriguez drive 0810 at the end-of-season Bahamas Speed Week. The Mexican finished second overall and won his class in both the Governor’s Trophy and Nassau Trophy.

For the 1964 season, 0810 was fitted with a 330 engine and converted back to its original body style. That season it was raced by NART on three occasions.

For its first two outings, 0810 appeared with a large white delta painted on the nose. It failed to finish as a result of engine trouble at both Sebring and Le Mans. John Fulp then raced the car in ‘Lightweight Roadster’ trim at the Bridgehampton 500km where he finished fifth overall and fourth in class.

Luigi Chinetti sold 0810 to William ‘Bill’ McKelvy for 1965. McKelvy, the patron of Scuderia Bear, was a stockbroker at McKelvy and Company in Pittsburgh (a firm started by his father in 1937).

Scuderia Bear ran 0810 on five occasions between March 1965 and May 1966. Its only finish was fourth overall and third in class at the 1965 Bridgehampton 500km.

McKelvy subsequently retained 0810 until 1974, at which point it was sold to Kenneth Starbird. Two years later it passed to Atlanta Ferrari dealer, Don Fong.

In 1988, 0810 was sold to Long Island Ferrari collector, Anthony Wang, who paid $3m.

Notable History

Scuderia Ferrari

23/03/1963 WSC Sebring 12 Hours (J. Surtees / L. Scarfiotti) 1st oa, 1st P3.0 class (#30)
05/05/1963 WSC Targa Florio (M. Parkes / J. Surtees) DNF (#174)
19/05/1963 WSC Nurburgring 1000km (L. Scarfiotti / M. Parkes) DNF (#111)
16/06/1963 WSC Le Mans 24 Hours (M. Parkes / U. Maglioli) 3rd oa, 2nd P3.0 class (#22)

Converted to ‘Lightweight Roadster’ trim

Sold to Luigi Chinetti (NART), New York

15/09/1963 IND Bridgehampton 500km (P. Rodriguez) 2nd oa, 1st GTP class (#1)
28/09/1963 CSC Canadian GP, Mosport (P. Rodriguez) 1st oa, 1st S2.0+ class (#5)
06/12/1963 BSW Governor's Trophy (P. Rodriguez) 2nd oa 1st S3.0 class (#10)
08/12/1963 BSW Nassau Trophy (P. Rodriguez) 2nd oa, 1st S3.0 class (#10)

Converted back to standard bodywork and uprated to 330 P specification

21/03/1964 WSC Sebring 12 Hours (P. Rodriguez / J. Fulp) DNF engine (#25)
22/06/1964 WSC Le Mans 24 Hours (P. Rodriguez / S. Hudson) DNF head gasket (#15)

Converted to ‘Lightweight Roadster’ trim

20/09/1964 WSC Bridgehampton 500km (J. Fulp) 5th oa, 4th SR/P1.6+ class (#82)

Converted back to standard bodywork

Sold to Bill McKelvey (Scuderia Bear), Pittsburgh, Pennsylvania

27/03/1965 WSC Sebring 12 Hours (B. Grossman / S. Hudson) DNF (#26)
16/05/1965 SCA National Cumberland (B. Grossman) DNF (#96)
23/05/1965 USR Bridgehampton Vanderbilt Cup (B. Grossman) DNF (#96)
19/09/1965 WSC Bridgehampton 500km (B. Grossman) 4th oa, 3rd in P1.6+ class (#96)

22/05/1966 USR Bridgehampton 200 mile (B. Grossman) DNF (#??)

1974 sold to Kenneth Starbird, Northridge, California

1976 sold to Don Fong, Atlanta, Georgia

1988 sold to Anthony Wang, Long Island, New York

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

VIN: the works / NART Ferrari Dino 206 S chassis 008

<<<FERRARI PORTAL
<<<DINO 206 S PORTAL
<<<DINO 206 S FOR SALE

HISTORY OF CHASSIS 008

Chassis 008 was a Dino 206 S Spyder originally destined for use by Scuderia Ferrari. 

008 debuted alongside four other Dinos at the 1966 Monza 1000km (round three of that year’s World Sportscar Championship). It was allocated to Nino Vaccarella and Bob Bondurant. However, the car’s maiden event came to an untimely end in second practice when Bondurant crashed at Curva Grande and incurred extensive damage. Period reports stated the car was a write off.

Thankfully, Bondurant emerged unhurt. 

008 was rebuilt back in Maranello and next appeared six weeks later for the Nurburgring 1000km (round six). By this time, the car had been sold to Ferrari’s US distributor, Luigi Chinetti, for his North American Racing Team (NART). 

008 arrived in Germany sporting NART’s trademark white and blue stripes. It qualified ninth in the hands of Pedro Rodriguez and Richie Ginther. 

By the end of lap one, Rodriguez had moved up to sixth. Later on, having stayed out longer than the opposition, 008 temporarily took the lead during the first round of stops. 

Retirements came thick and fast throughout the race. As rain began to fall during the final 250km, it looked like 008 and the works 206 S of Scarfiotti / Bandini might be able to catch the lead Chaparral. After nearly seven hours of racing, the sister car came home just 42 seconds behind winning Chaparral (driven by Phil Hill and Jo Bonnier). Rodriguez and Ginther were another 33 seconds down the road in 008 to take the final podium position. 

Having seen off the threat from Porsche, the Dinos claimed first and second in the under two-litre Prototype category. 

At the Le Mans 24 Hours two weeks later, 008 was allocated to Charlie Kolb and George Folllmer who qualified 32nd. Unfortunately, 008 retired during the third hour with a lack of oil pressure. 

After a refresh back at the factory, Luigi Chinetti sold 008 to American team owner, Bruce Schroeder. 

Schroeder entered the Dino for Charlie Kolb to drive at three events over the late summer of 1966: Kolb finished sixth overall and second in class at the USRRC Mid-Ohio race and then posted a brace of DNFs (at the Road America 500 and Bridgehampton Can-Am). 

For 1967, chassis 008 was sold to Fred Baker of Miami. Baker ran the Dino at Sebring (under a NART entry) where Charlie Kolb and Ed Crawford failed to finish as a result of a driveshaft failure. 

008 was then sold back to Luigi Chinetti who gave it one more outing in period. The Dino made its final appearance at the 1968 Daytona 24 Hours where it was driven by Kolb and Pedro Rodriguez. They retired during the third hour with cylinder head failure. 

Luigi Chinetti retained 008 until 1971. At this point it passed to Floridian collector, Walter Medlin, via Arizona dealer, Harley Cluxton.

Medlin retained the car until the mid 1990s.  

Notable History 

Dino 206 S Spyder 

Scuderia Ferrari, Maranello 

25/04/1966 WSC Monza 1000km (N. Vaccarella / B. Bondurant) DNS (#36)

Sold to Luigi Chinetti, Greenwich, Connecticut (NART) 

05/06/1966 WSC Nurburgring 1000km (P. Rodriguez / R. Ginther) 3rd oa, 2nd P2.0 class (#12)
19/06/1966 WSC Le Mans 24 Hours (C. Kolb / G. Follmer) DNF (#38)

Sold to Bruce Schroeder, USA (Schroeder Racing Team) 

28/08/1966 USR Mid-Ohio (C. Kolb) 6th oa, 2nd U-2 class (#1)
04/09/1966 USR Road America 500 mile (C. Kolb) DNF (#11)
18/09/1966 CAM Bridgehampton (C. Kolb) DNF (#1)

Sold to Fred Baker, Miami (Fred Baker Racing) 

01/04/1967 WSC Sebring 12 Hours (C. Kolb / E. Crawford) DNF (#35)

Sold to Luigi Chinetti, Greenwich, Connecticut (NART) 

04/02/1968 WSC Daytona 24 Hours (P. Rodriguez / C. Kolb) DNF (#80)

1971 sold to Harley Cluxton, Arizona 

1971 sold to Walter Medlin, Kissimmee, Florida

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

VIN: the works / NART Ferrari 312 P chassis 0872

<<<FERRARI PORTAL
<<<312 P PORTAL

HISTORY OF CHASSIS 0872

Chassis 0872 was the last of three cars built in 1969 to 312 P trim. Of these, 0872 was the only one originally configured as a Berlinetta although its sister car, chassis 0870, was re-bodied to match after it had made four outings as a Spyder.

The debut appearance for the Berlinetta variant came at the 1969 Le Mans 24 Hours where 0872 and 0870 were entered by Scuderia Ferrari. For this event, both cars ran the beefier Group 6 endurance racing gearbox rather than the lighter F1-based unit.

0872 was allocated to Chris Amon and Peter Schetty. It appeared at la Sarthe with the VIN tag of chassis 0868 so as to match the entry forms originally lodged with the organisers. Chassis 0868 had been heavily damaged at the Monza 1000km in April and subsequently played no further part in the 1969 campaign.

Amon and Schetty qualified seventh in 0872 while team-mates David Piper and Pedro Rodriguez started fifth in the sister car.

Unfortunately, neither car finished the race which was marred by a disastrous opening lap when John Woolfe fatally crashed his brand new Porsche 917 (chassis 005). Amon’s Ferrari had been immediately behind Woolfe and the Porsche’s burning fuel tank became lodged underneath chassis 0872 which briefly caught fire. Amon pulled off the track and punched the fire extinguishing system which prevented the car from burning out. It was retired on the spot.

The week after Le Mans, Fiat purchased a 50% stake in Automobili Ferrari for $11m. Enzo Ferrari decided to abandon the 312 P programme and create a five-litre car to rival the 917: the Ferrari 512 S.

Once refreshed and repaired, chassis 0870 and 0872 were sold to Ferrari’s US distributor, Luigi Chinetti, for his North American Racing Team (NART).

Chassis 0872 went on to make three appearances for NART during the 1970 season.

At the Daytona 24 Hours, Sam Posey and Mike Parkes finished fourth overall and won the Prototype class

At the Sebring 12 Hours, Mike Parkes and Chuck Parsons finished sixth overall and fourth in the three-litre Prototype category.

At the Le Mans 24 Hours, Tony Adamowicz and Chuck Parsons were plagued with electrical glitches caused by the dreadful weather. After 24 hours they were still running, but had covered insufficient distance to be classified as finishers.

For the 1971 season, 0872 was re-bodied with a new open-topped shell that mimicked a 312 PB at the front and a short-tailed 512 S at the back. In this configuration, the car was raced twice more.

Its first outing came at the 1971 Daytona 24 Hours where Nestor Garcia-Veiga, Luigi Chinetti Jr. and Alain de Cadanet claimed fifth overall and first in the Prototype class.

The Daytona outing was followed by an appearance at the Sebring 12 Hours where Chinetti Jr. and George Eaton crossed the line eighth overall. This was good enough for third in the three-litre Prototype category.

Luigi Chinetti then set about building a new car using a number of 0872's components. The suspension, steering, engine and gearbox were dropped into a brand new chassis known as the Chinetti Special. It was raced by NART at the 1972 Daytona 6 Hours and the 1974 Le Mans 24 Hours.

During the early 1980s, all the parts taken from 0872 were re-united with the original car which had been sold to Francois Sicard in 1972. The new owner, Carle Conway of Southport, Connecticut, then sold the dis-assembled machine to local collector, Paul Pappalardo, who in turn traded them to TV producer, Greg Garrison, in Thousand Oaks, California.

By the early 1980s, chassis 0872 was with Peter Sachs of Stamford, Connecticut. Sachs subsequently had chassis 0872 restored to its original configuration during the late 1990s.

Notable History

312 P Berlinetta

Scuderia Ferrari

15/06/1969 WSC Le Mans 24 Hours (C. Amon / P. Schetty) DNF (#19)

Sold to Luigi Chinetti (NART)

01/02/1970 WSC Daytona 24 Hours (S. Posey / M. Parkes) 4th oa, 1st P class (#24)
21/03/1970 WSC Sebring 12 Hours (M. Parkes / C. Parsons) 6th oa, 4th P3.0 class (#22)
14/06/1970 WSC Le Mans 24 Hours (C. Parsons / T. Adamowicz) NC (#57)

Converted to 312 PB-style Spyder body by Wayne Sparling

31/01/1971 WSC Daytona 24 Hours (N. Garcia-Veiga / L. Chinetti Jr. / A. De Cadenet) 5th oa, 1st P class (#21)
20/03/1971 WSC Sebring 12 Hours (L. Chinetti Jr. / G. Eaton) 8th oa, 3rd P3.0 class (#21)

Dismantled after Sebring
Engine, gearbox, steering and suspension used in the '312 Chinetti Special'

1972 chassis and bodywork acquired by Francois Sicard in 1972

Early 1980s sold to Carle Conway, Connecticut

Re-united with original engine, gearbox, steering and suspension used in the '312 Chinetti Special'

Sold to Paul Pappalardo, Connecticut

Sold to Greg Garrison, California

Sold to Peter Sachs, Connecticut

Restored

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

VIN: the works / Luigi Chinetti Ferrari 196 SP chassis 0804

<<<FERRARI PORTAL
<<<SP/62 PORTAL

HISTORY OF CHASSIS 0804

Chassis 0804 was one of four new mid-engined SP cars assembled for the 1962 season. In addition, Ferrari rebuilt their two SP cars from 1961 to the lastest ‘lowline’ body style giving the Scuderia half a dozen of these machines at their disposal.

To compliment the SP models, Ferrari also campaigned a single 330 TRI/LM which was a last-of-the-line front V12-engined machine.

By contrast, the SP models used a variety of V6 and V8 engines.

Chassis 0804 was fitted with a two-litre V6 for the duration of its career.

The little 196 SP made its debut for Scuderia Ferrari at round five of the 1962 World Sportscar Championship: the Targa Florio.

Ferrari had originally expected that three of the SP cars would contest the Sicilian race, however, one was wrecked in practice which left just two cars for the gruelling event. Nevertheless, the Italian team took a famous one-two finish as the 246 SP of Olivier Gendebien, Willy Mairesse and Ricardo Rodriguez led home Giancarlo Baghetti and Lorenzo Bandini in 0804 (which won the under two-litre class).

Baghetti and Bandini were back behind the wheel of 0804 three weeks later for round seven of the championship: the Nurburgring 1000km.

The four car Scuderia Ferrari team also comprised a 246 SP, a 268 SP and a brand new 330 LM.

Unfortunately, 0804 was retired in the pits just passed quarter distance with a cracked sump.

Phil Hill and Olivier Gendebien went on to win in the 246 SP sister car.

For the rest of 1962, chassis 0804 was campaigned under a quasi-works Scuderia Sant'Ambroeus entry in the European Mountain Championship. Scuderia Sant'Ambroeus was run by Ferrari racing director, Eugenio Dragoni, and 0804 was driven by works hillclimb specialist, Ludovico Scarfiotti.

Although Scarfiotti missed the first and last events of the ‘62 season, four wins and one second place finish meant he comprehensively outperformed the works Porsche squad on his way to the 1962 title.

After a refresh back at the factory, chassis 0804 was sold to Ferrari’s US distributor, Luigi Chinetti.

Chinetti wanted the car for his North American Racing Team (NART) and entered 0804 for three end-of-season Nassau Speed Week races in the Bahamas.

Driving for NART, John Fulp won the Governor’s Trophy Preliminary, finished fourth overall (second in class) in the Governor’s Trophy main event, and posted a DNF in the Nassau Trophy.

Chinetti subsequently sold chassis 0804 to Stephen McClellan Jr. from Long Island.

McClellan Jr. only raced the car once (at the 1964 Bridgehampton 500km) after which it was retired from competition duty.

Thereafter, 0804 made its way back across the Atlantic to England where it went though the hands of several private owners.

Notable History

Scuderia Ferrari, Maranello

196 SP engine

06/05/1962 WSC Targa Florio (G. Baghetti / L. Bandini) 2nd oa, 1st P3.0 class (#120)
27/05/1962 WSC Nurburgring 1000km (L. Bandini / G. Baghetti) DNF (#72)
10/06/1962 EMC Fornova-Monte Cassio Hillclimb (L. Scarfiotti) 1st oa, 1st S class (#416)
17/06/1962 EMC Mont Ventoux Hillclimb (L. Scarfiotti) 1st oa, 1st S class (#50)
08/07/1962 EMC Trento Bondone Hillclimb (L. Scarfiotti) 1st oa, 1st S class (#416)
22/07/1962 EMC Freiburg-Schauinsland Hillclimb (L. Scarfiotti) 1st oa, 1st S class (#88)
26/08/1962 EMC Ollon Villars Hillclimb (L. Scarfiotti) 2nd oa, 2nd S class (#184)

Sold to Luigi Chinetti, New York (NART)

07/12/1962 BSW Governor's Trophy 2.0 Preliminary (J. Fulp) 1st oa, 1st S2.0 class (#64)
07/12/1962 BSW Governor's Trophy (J. Fulp) 4th oa, 2nd S3.0 class (#64)
09/12/1962 BSW Nassau Trophy (J. Fulp) DNF (#64)

Sold to Stephen McClellan Jr., Long Island, New York

20/09/1964 WSC Bridgehampton 500km (S. McClellan Jr. / T. Pietre) 13th oa, 7th SR/P1.6+ (#77)

1965 sold to George Drummond, Isle of Man

1967 sold to Dick Crosthwaithe, East Sussex

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

VIN: the works / Luigi Chinetti / John Fulp Ferrari 248 SP / 268 SP chassis 0798

<<<FERRARI PORTAL
<<<SP/62 PORTAL

HISTORY OF CHASSIS 0798

Having successfully introduced the mid-engined SP line in 1961, Ferrari decided to create an updated model for 1962. In addition to the Vittorio Jano-designed V6 that served throughout 1961, Carlo Chiti’s new V6 and V8 motors would be trialled in the reconfigured SP/62.

As had been the case in 1961, Scuderia Ferrari would also campaign a front-engined V12 at selected events: the last-of-the line 330 TRI/LM.

Chassis 0798 was one of four new SP cars built for the 1962 season. The pair of cars that served in SP/61 trim the previous year were updated to the new lowline body style giving Ferrari up to six cars at their disposal.

Chassis 0798 first appeared in public at the Ferrrari Press Conference in Maranello on February 24th 1962. At the time, it was fitted with a Chiti-designed 2.4-litre V8.

After some preliminary testing, 0798 was switched to a bigger, more powerful 2.6-litre version of the V8 engine which was retained for the duration of its competition life.

In its new 268 SP trim, Scuderia Ferrari used chassis 0798 twice during the 1962 season.

Over the weekend of April 7th and 8th, 0798 was present at the annual Le Mans Test where it posted twelfth quickest time overall. Five of Scuderia Ferrari’s drivers shook the car down, but it was not pushed too hard as evidenced by a fastest lap that was some 48 seconds slower than the quickest car of the weekend.

To conform with the Le Mans regulations, 0798 had been specially prepared with full height wraparound Plexiglas windows complete with a curious glass insert ahead of the driver to improve visibility. It also featured a new basket-handle roll hoop / aerofoil behind the cockpit.

0798’s next appearance was as part of a four-car Scuderia Ferrari entry at the Le Mans 24 Hour race over the weekend of June 23rd and 24th. By this time, 0798’s window treatment had been further refined and a full complement of lighting installed. It was allocated to drivers Giancarlo Baghetti and Ludovico Scarfiotti who, as grid positions were dictated by engine size, started 27th.

With the race underway, Baghetti soon moved 0798 into the top ten. The car continued to gain places until just after 10am on Sunday morning when Scarfiotti was forced to abandon with clutch failure while lying third.

Chassis 0798 was subsequently sent back to Maranello. It was reconfigured to the lowline body style and Carlo Chiti’s twin intake nostrils were dropped in favour of a more effective single rectangular cooling aperture.

Ferrari then sold the car to their US distributor and NART empresario, Luigi Chinetti in New York.

Chinetti entered 0798 for Lorenzo Bandini to drive at the Bahamas Speed Week Nassau Trophy. Bandini picked up an eighth place finish overall and third in class.

For the 1963 season, Chinetti sold 0798 to John ‘Buck’ Fulp of Anderson, South Carolina. That season, the car was normally campaigned under a NART entry, sometimes by Fulp and sometimes by NART or factory drivers. At Sebring it appeared with a special full-height windscreen.

For 1964, Fulp sold 0798 to amateur racer, Tom O’Brien of Patterson, New Jersey. O’Brien part-exchanged his front-engine 196 S Dino to complete the deal (chassis 0776). That season, O’Brien picked up a number of victories at SCCA National level on his way to winning the 1964 Class D Modified Championship.

In 1965, O’Brien sold the car to one of his employees, Robert Hutchins of New York. Hutchins raced the car twice in 1966 and then sold it back to Luigi Chinetti.

0798 remained at Chinetti’s facility in Greenwich, Connecticut until February 1969 when it was sold to noted Ferrari collector, Pierre Bardinon of Aubusson, France. Bardinon had the car restored by Fantuzzi and retained it until 1996.

Notable History

Scuderia Ferrari, Maranello

Fitted with 248 SP engine

24/02/1962 Ferrari Press Conference

Fitted with 268 SP engine and special Le Mans cockpit glass / rear aerofoil

08/04/1962 IND Le Mans Test (P. Rodriguez / L. Bandini / M. Parkes / O. Gendebien / W. Mairesse) 12th oa, 1st P3.0 class (#16)
24/06/1962 WSC Le Mans 24 Hours (G. Baghetti / L. Scarfiotti) DNF (#27)

Converted back to lowline body style with single nose intake

Sold to Luigi Chinetti, New York (NART)

09/12/1962 BSW Nassau Trophy (L. Bandini) 8th oa, 3rd S3.0 class (#3)

Sold to John Fulp, Anderson, South Carolina (usually campaigned under an NART entry)

03/03/1963 SCA Regional Fernandina Beach (J. Fulp) 2nd oa, 1st EM class (#??)
23/03/1963 WSC Sebring 12 Hours (J. Fulp / H. Heuer / D. Thiem / C. Hayes) DNF (#27)
02/06/1963 SCA National Bridgehampton (B. Grossman) 5th oa, 1st DM class (#??)
24/08/1963 SCA National Watkins Glen (B. Grossman) 4th oa, 1st DM class (#??)
02/09/1963 SCA National Thompson (B. Grossman) DNF (#??)
28/09/1963 CNC Canadian GP, Mosport (L. Bandini) DNF (#6)
06/12/1963 BSW Governor's Trophy (J. Fulp) 5th oa, 2nd S3.0 class (#14)
08/12/1963 BSW Nassau Trophy (J. Fulp) 11th oa, 2nd S3.0 class (#14)

Sold to Tom O'Brien, Paterson, New Jersey

12/04/1964 SCA National Marlboro (T. O'Brien) 2nd oa, 1st DM class (#87)
19/04/1964 SCA National Virginia (T. O'Brien) DNF (#87)
17/05/1964 SCA National Cumberland (T. O'Brien) 1st oa, 1st DM class (#87)
31/05/1964 SCA National Bridgehampton (T. O'Brien) 1st oa, 1st DM class (#87)
31/10/1964 SCA National Lime Rock (T. O'Brien) 1st oa, 1st DM class (#87)

Sold to Bob Hutchins, New York

17/04/1966 SCA National Vineland (B. Hutchins) 5th oa (#??)
15/05/1966 SCA National Cumberland (B. Hutchins) 8th oa, 1st DSR class (#??)

Sold to Luigi Chinetti, New York

02/1969 to Pierre Bardinon, Aubusson, France

Retained by Bardinon until 1996

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & The Henry Ford Museum - https://www.thehenryford.org/

VIN: the works / Luigi Chinetti Ferrari 340 Mexico chassis 0224 AT

<<<FERRARI PORTAL
<<<340 MEXICO PORTAL

HISTORY OF CHASSIS 0224 AT

Having won the 1951 Carrera Panamericana with a 212 Inter, Ferrari returned for 1952 with a trio of 340 Mexicos built specially for the event.

The three Vignale Berlinettas that attended wore state of the art streamlined bodywork; a fourth 340 Mexico (a Spyder) was also assembled but did not make it to the race.

Chassis 0224 AT was temporarily registered BO 16722 and contested the ‘52 Carrera Panamericana in the hands of Luigi Chinetti / Jean Lucas.

Scuderia Ferrari’s four-car attack comprised the 340 Mexicos and their unique 250 Sport which had won the Mille Miglia and Pescara 12 Hours earlier in the year.

The 1952 Carrera Panamericana consisted of eight stages over five days and took place from November 19th to the 23rd.

Things got off to a bad start when Alberto Ascari crashed out on the opening day. Team-mate Luigi Villoresi’s gearbox gave up on stage five.

Chinetti / Lucas in 0224 AT had thus far driven more circumspectly. They moved into fourth at the end of stage five in the sole-surviving 340 Mexico while the hard-charging 250 Sport of Giovanni Bracco held a near ten minute lead over the chasing Mercedes-Benz 300 SLs of Karl Kling and Herrmann Lang.

By stage seven, mountains had given way to vast prairie lands and the long straight roads permitted the fastest cars to exceed 150mph. Unfortunately, the high speeds led to transmission trouble for race leader Bracco which put his 250 Sport out of the event.

Chinetti was thus left to uphold Ferrari’s honour and gave the Mexico its full head over the remainder of the race in an attempt to try and catch the 300 SLs which now occupied first and second positions.

0224 AT eventually finished third some 41 minutes behind winner Karl Kling and six minutes behind Herrmann Lang.

Before the 340 Mexico programme had been undertaken, Luigi Chinetti had made an agreement with Enzo Ferrari to purchase the car he used in the ‘52 Carrera. Chinetti had also arranged for the other two Berlinettas to be sold to Texan oil magnate, Allen Guiberson, for the sum of $14,500 each.

Prior to handover, all three cars were shipped back to Italy and refreshed at the factory.

Chinetti subsequently entered 0224 AT for three major European road races during the 1953 season, but the car failed to finish any of these outings.

Eugenio Castellotti and Ivo Regosa retired from the Mille Miglia with clutch problems.

Phil Hill and Chinetti then abandoned the Reims 12 Hours owing to brake trouble.

0224 AT’s final outing saw Giovanni Bracco and Roberto Bonomi post a DNF at the Pescara 12 Hours for reasons unknown.

Early in 1954, Luigi Chinetti sold 0224 AT to Charles Rezzaghi of Rezzaghi Motors in San Francisco.

Robert Rice of Hanford, California, bought the car that spring.

Rice displayed 0224 AT at the Pebble Beach Concours d’Elegance in April and then at the Mount Diablo Country Club Concours in May.

In March 1955, 0224 AT failed to start a race at Stockton with its new owner, George Sawyer, of Lafayette, California.

The car then returned to Chinetti who sold it to Bill Gavin of Washington DC.

0224 AT later went through the hands of several more US owners including Tom Stewart, Carl Bross, Cal Gleason, Dean Batchelor, Harley Cluxton and John Robertson before it ended up in the long-term care of Larry Nicklin who retained it from 1979 to 2011.

Notable History

Scuderia Ferrari

Registered BO 16722

Red Industrias 1-2-3 livery (Scuderia Guastalla entry)

23/11/1952 IND Carrera Panamericana (L. Chinetti / J. Lucas) 3rd oa, 3rd S class (#20)

Sold to Luigi Chinetti, New York

26/04/1953 WSC Mille Miglia (E. Castellotti / I. Regosa) DNF (#637)
05/07/1953 IND Reims 12 Hours (P. Hill / L. Chinetti) DNF (#5)
15/08/1953 IND Pescara 12 Hours (G. Bracco / R. Bonomi) DNF (#22)

1954 sold to Rezzaghi Motors, San Francisco

Sold to Robert Rice, Hanford, California

10/04/1954 Pebble Beach Concours d’Elegance
16/05/1954 Mount Diablo Concours d’Elegance

Sold to George Sawyer, Lafayette, California

20/03/1955 IND Stockton (G. Sawyer) DNS (#106)

Sold via Luigi Chinetti ti Bill Galvin, Washington DC

1961 sold to Tom Stewart, Virginia

1965 sold via Dick Merritt to Carl Bross, Detroit

1967 sold to Cal Gleason, Michigan

Later owned by Dean Batchelor, Harley Cluxton and John Robertson

1979 sold to Larry Nicklin, Leo, Indiana

Retained until 2011

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com

VIN: the works / NART Ferrari 312 P chassis 0870

<<<FERRARI PORTAL
<<<312 P PORTAL

HISTORY OF CHASSIS 0870

Chassis 0870 was one of three 312 Ps constructed by Ferrari.

The 312 P was created to contest the three-litre Group 6 category of the 1969 World Championship.

A three-litre engine limit had been imposed from 1968 to try and reduce speeds, but the FIA’s unilateral decision upset a lot of manufacturers. Enzo Ferrari was so dismayed that he refused to participate in 1968.

However, Ferrari returned for 1969 when the 312 P went head-to-head with similar machinery from Porsche, Matra, Mirage, Alpine and Alfa Romeo.

0870 was the second 312 P to appear after chassis 0868. Both cars were initially completed as Spyders.

0870 made its maiden appearance at the annual Le Mans Test weekend where it was allocated to Chris Amon and Ernesto Brambilla. Significantly, Porsche arrived with the new 917, a car that would change the face of the sport over the next couple of years.

Unfortunately, 0870 missed the first timed session after a stone was thrown up and holed the radiator. Amon ultimately went on to post fifth quickest time.

At the Monza 1000km four weeks later, 0870 was entered for Chris Amon and Mario Andretti. It started from pole even though Andretti had crumpled the car’s nose in practice.

In the race, the Ferraris made superb starts. Andretti then dropped to third behind Jo Siffert’s Porsche and Pedro Rodriguez in the sister 312 P.

On lap 14, Andretti came crawling round to the pits with a flat tyre. He rejoined in sixth, but by the time Amon took over, 0870 had recovered to second.

However, Amon only did a lap-and-a-half before the oil pressure zeroed. He returned to the pits on foot after abandoning the car out on the circuit with crankshaft failure.

Later on, Rodriguez was involved in a scary accident which practically destroyed the sister car. It was not raced again which left 0870 as the sole 312 P until a new chassis arrived at Le Mans.

Amon was supposed to share 0870 with Rodriguez at Spa, but the Mexican was ill and David Piper was called up instead. A new engine had been fitted and the anti-dive geometry was removed.

0870 qualified fourth and finished second, three-and-a-half minutes behind the Siffert / Redman Porsche.

Its next appearance was at the Nurburgring 1000km for which the ride height was increased and a new fuel reservoir was fitted to counteract the effect of fuel surge when on low tanks.

Once again, qualifying was a battle between Siffert and Ferrari. The Swiss eventually took pole by one tenth of a second from the 312 P which lined up second.

In the race, 0870 had a troubled run interspersed with lap records to try and catch up. It was retired on lap 29 with electrical problems.

For the Le Mans 24 Hours, 0870 was converted to Berlinetta trim to match the new car, chassis 0872. Porsche 917s took first and second spots on the grid, a pair of long-tailed 908s were third and fourth and Rodriguez / Piper were fifth in 0870.

Unfortunately, the race was marred by the fatal opening lap accident of John Woolfe in his brand new 917. The sister Ferrari was caught up in the melee and retired on the spot.

As the race wore on, 0870 began to consume a great deal of oil. It only ever ran on the periphery of the top ten and was retired at 5:20am with transmission failure.

After Le Mans, 0870 was sold to Ferrari’s US importer, Luigi Chinetti (along with 0872). Enzo Ferrari had signed a buyout deal with Fiat and, flush with cash, il Commendatore abandoned the 312 P programme to concentrate on a five-litre 917 challenger for 1970.

Chinetti had Pedro Rodriguez drive 0870 at the Bridgehampton Can-Am race in September 1969 where it finished fifth.

For 1970, chassis 0870 played second fiddle to Chinetti’s new 512s, but the car did make appearances at Daytona (fifth) and Sebring (DNF). It should have raced at Le Mans as well, but failed to start after a sponsorship deal fell through.

Chinetti sold 0870 straight after Le Mans to legendary Ferrari collector, Pierre Bardinon.

Notable History

312 P Spyder

Scuderia Ferrari, Maranello

30/03/1969 IND Le Mans Test (C. Amon / E. Brambilla) 5th oa, 3rd P3.0 class (#18)
25/04/1969 WSC Monza 1000km (M. Andretti / C. Amon) DNF (#1)
11/05/1969 WSC Spa 1000km (P. Rodriguez / D. Piper) 2nd oa, 2nd P3.0 class (#8)
01/06/1969 WSC Nurburgring 1000km (C. Amon / P. Rodriguez) DNF (#7)

Converted to Berlinetta trim

15/06/1969 WSC Le Mans 24 Hours (P. Rodriguez / D. Piper) DNF (#18)

Sold to Luigi Chinetti (NART), New York, USA

14/09/1969 CAM Bridgehampton (P. Rodriguez) 5th oa (#12)

01/02/1970 WSC Daytona 24 Hours (T. Adamowicz / D. Piper) 5th oa, 2nd P class (#23)
21/03/1970 WSC Sebring 12 Hours (T. Adamowicz / L. Chinetti Jr.) DNF (#23)
14/06/1970 WSC Le Mans 24 Hours (T. Adamowicz / S. Posey) T-car (#39)

Sold to Pierre Bardinon, France

Text copyright: Supercar Nostalgia
Photo copyright: unattributed