VIN: the works / Bill Harrah Ferrari Dino 206 S chassis 0852 / 002

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HISTORY OF CHASSIS 0852 / 002

Chassis 0852 was a Dino 206 S Berlinetta initially reserved for use by Scuderia Ferrari.

It first appeared alongside three other Dinos at the model’s European debut: the 1966 Monza 1000km.

For this race, 0852 was equipped with a Lucas fuel-injected engine.

0852 was allocated to Lorenzo Bandini and Ludovico Scarfiotti. They qualified fifth overall and were fastest of the two-litre Prototypes in attendance.

Unfortunately, 0852 suffered a windscreen wiper failure right at the start; wet conditions meant it was forced into a first lap pit stop. A short time later, Bandini was back in as the pin had sheared on the replacement wiper drive.

Thereafter, the car went like the clappers. It ultimately recovered to finish tenth overall and fourth in class.

Two weeks later, 0852 was sent down to Sicily for the Targa Florio. By this time, it had been converted back to carburettors. Jean Guichet and Giancartlo Baghetti were down to drive.

On lap two of ten, the rain began to fall heavily. At this point, 0852 lay sixth overall.

Just passed mid-distance, the car had moved into fifth. When the works P3 and sister Dino retired on lap seven, 0852 was promoted to third. Guichet / Baghetti gained another position when one of the lead Porsches dropped out on lap eight.

After more than seven gruelling hours, the Dino came home second overall, eight-and-a-half minutes behind the winning Porsche 906. As the 906 was classified as a Sports car, 0852 claimed victory in the two-litre Prototype category.

Another two week gap followed before 0852 attended the Spa 1000km. For this event, it appeared in a red and blue colour scheme to reflect its status as a Maranello Concessionaires entry (Ferrari’s UK distributor).

Richard Attwood and Jean Guichet qualified twelfth overall, third quickest of the two-litre entries behind a pair of works Porsches.

Attwood ran seventh in the early stages. Guichet then moved into sixth shortly after taking over.

Attwood was back in for the final stint and brought 0852 home in fifth overall. On this occasion, the little Ferrari was the first two-litre car to finish.

At some time during the next couple of months, 0852 was renumbered 002 and sold to Bill Harrah. Harrah was a casino magnate from Reno, Nevada, and also Ferrari’s west coast distributor.

Under the banner of Harrah’s Modern Classic Motors, chassis 002 was shipped out to race at the Bahamas Speed Week.

It was entered for Pedro Rodriguez to drive in the Nassau Trophy.

Rodriguez went on to finish the 56 lap race seventh overall and first in class.

Chassis 002 only appeared once more in period. Charlie Kolb and John Fulp were entered for the 1967 Daytona 24 Hours. They qualified fastest of the two-litre entries in 15th. Unfortunately, they dropped out of the race while lying fifth at around 3am (the engine had seized solid out on the banking).

Thereafter, chassis 002 was retired from active duty.

Harrah then converted 002 to Spyder trim prior to selling it to Tom Carpenter in June 1970. Carpenter almost immediately sold the engine to Luigi Chinetti.

Car and engine were subsequently re-united in 1971 during the brief ownership of Ed Niles.

Chassis 002 remained in the US until departing for Europe in the early 1990s.

Notable History

Dino 206 S Berlinetta

Scuderia Ferrari, Maranello

Red livery

25/04/1966 WSC Monza 1000km (L. Bandini / L. Scarfiotti) 10th oa, 4th P2.0 class (#35)
08/05/1966 WSC Targa Florio (J. Guichet / G. Baghetti) 2nd oa, 1st P2.0 class (#196)

Red with Blue stripe (Maranello Concessionaires entry)

22/05/1966 WSC Spa 1000km (R. Attwood / J. Guichet) 6th oa, 1st P2.0 class (#12)

Red livery

Renumbered 002 and sold to Bill Harrah, Reno, Nevada (Harrah’s Modern Classic Motors)

04/12/1966 BSW Nassau Trophy (P. Rodriguez) 7th oa, 1st S2.0 class (#5)

05/02/1967 WSC Daytona 24 Hours (C. Kolb / J. Fulp) DNF (#34)

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

Guide: Ferrari Dino 206 S Pininfarina Competizione - a Historical & Technical Appraisal

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BACKGROUND

From 1966, the World Sportscar Championship was organised to the FIA’s new Appendix J regulations.

The fastest cars were expected to come from the Group 6 Prototype class where there was no minimum production requirement or engine limit.

Running alongside the Prototypes in the World Sportscar Championship would be cars from the Group 4 Sports class. Group 4 cars were typically split into sub divisions for over and under two-litres. To qualify, a batch of 50 vehicles had to be manufactured.

To contest the under two-litre Group 4 category, Ferrari created a new Dino-badged model: the 206 S.

In order to reach the 50-cars required for homologation, a number of 206 S Dinos would be retained for use by Scuderia Ferrari and the rest would be sold to anyone with deep enough pockets to buy one.

However, labour strikes and poor sales meant barely half the required cars were built, some of which remained unsold at the factory well into 1967.

Three of the production chassis met different fates.

Chassis 020, 034 and 036 were delivered to Pininfarina where they were converted into show-stopping styling concepts.

034 became the Dino 206 S Pininfarina Competizione. Unveiled at the Frankfurt Motor Show in September 1967, it was the first of the trio to appear.

020 was next. It became the 250 P5 and was displayed at the Geneva Motor Show in March 1968.

Finally, 036 was transformed into the Ferrari P6 which made it salon debut at the Turin Motor Show in November 1968.

The Dino 206 S Pininfarina Competizione was the third Dino-badged concept to be displayed after the 206 Berlinetta Speciale (chassis 0840, Paris 1965) and the Dino Berlinetta GT (chassis 00106, Turin 1966).

CHASSIS

Upon delivery to Pininfarina, chassis 034 was re-numbered 10523. Coincidentally, this was a number shared with the first Dino 206 GT production prototype designed by Pininfarina and built at the Scaglietti works in Modena.

034’s Tipo 585B chassis was essentially a Formula-type semi-monocoque that comprised a lightweight tubular spaceframe reinforced with alloy and fibreglass panels that were riveted in place to effectively create a semi-monocoque.

As per every 206 S, 034 had a 2280mm wheelbase and fuel tanks mounted in the sills.

Suspension was independent all round with unequal-length wishbones, coil springs and telescopic Koni dampers. Anti-roll bars were installed at either end.

The ventilated disc brakes were supplied by Girling. They were mounted outboard at the front and inboard at the rear.

Firestone-shod 10-hole Campagnolo light alloy wheels were attached by a triple-eared centre-locking hub nut. The rims had a 13-inch diameter and measured 5.5-inches wide at the front, 7-inches wide at the rear.

ENGINE / TRANSMISSION

The Tipo 231 B engine fitted to chassis 034 was not a brand new unit and had most recently been used at the Le Mans 24 Hour race in 1966.

The all-alloy 65° V6 power units fitted to these Dinos were originally equipped with dry-sump lubrication, dual overhead camshafts, two valves per cylinder and single plug ignition with one coil. Displacement was 1986cc thanks to a bore and stroke of 77mm and 57mm respectively.

With the standard 10.8:1 compression ratio and a trio of Weber 40 DCN carburettors, peak output was 218bhp at 9000rpm.

The five-speed gearbox was mounted in unit with the differential. Transmission was via a twin-plate clutch and limited-slip diff.

BODYWORK

034’s state-of-the-art underpinnings were clothed in a spectacular new Pininfarina body.

The slim nose unusually had no intake apertures and was instead dominated by an adjustable spoiler mounted on two alloy brackets.

Headlights were stacked in typical Prototype fashion and mounted underneath clear Plexiglas covers. The headlight cowls were initially painted body colour but Pininfarina quickly switched them to black.

Pininfarina also loved to turn cooling solutions into styling features. For 036, these came in the form of a large bank of arced cooling vents carved out from the upper nose surface. More were to be found on the tops of each front fender along with scalloped intakes down each flank. Two additional rows of openings were also cut from the engine cover.

The domed cabin featured a pair of Gullwing doors with enormous glass windows that curved into the roof.

At the rear, flying buttresses swept down either side of a recessed central deck to the un-vented tail fascia.

Like the front, the back end was equipped with an adjustable spoiler mounted on drilled pylons.

Compared to the standard Dino 206 S, the Pininfarina Competizione was 5mm wider. Without the spoilers in place, it would have been 115mm shorter. With the wings fitted, 034 was 390mm longer than the standard machine.

The spoilers were actually added late in the design process as Pininfarina wanted to give the impression their firm was at the forefront of advanced aero technology. Both front and rear spoilers were originally painted silver but they were soon repainted black.

INTERIOR

Inside, the dash, centre console, sills, seats, door panels and rear bulkhead were upholstered in black vinyl. The carpet was dark blue.

The dash featured a full-width oval binnacle that housed all the instrumentation apart from the rev counter. This was instead located in a separate cowl directly behind the wood-rimmed three-spoke steering wheel.

The transmission tunnel was attached to the dash by a vertical centre console that housed an array of additional switches.

Like all the 206 S Dinos, chassis 034 was right-hand drive with a centrally located left-hand open gate gear lever.

WEIGHT / PERFORMANCE

At 636kg, the Dino 206 Competizione was 56kg heavier than the standard variant. A 0-62mph time of around five seconds and top speed of circa 160mph would seem fair estimates.

DEBUT

After its debut at the Frankfurt Motor Show in September 1967, chassis 034 was displayed at that year’s Paris and Los Angeles shows (in October and November respectively).

034 remained in Pininfarina’s possession until 2008, at which point it was sold to New York collector, James Glickenhaus.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & Pininfarina - https://pininfarina.it

Guide: Ferrari 365 GTC & 365 GTS - a Historical & Technical Appraisal

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BACKGROUND

Two-and-a-half years after the four-litre 330 GTC was launched, Ferrari revealed an uprated 4.4-litre version at the Paris Motor Show in October 1968.

Like its predecessor, the new 365 GTC was also offered in Spyder trim (365 GTS). However, there was little fanfare for the arrival of either variant. Instead, it was the rakish 174mph 365 GTB/4 which also made its bow at the ‘68 Paris show that understandably stole the headlines.

Unlike Ferrari's flashy new Berlinetta, the GTC was a comparatively discreet motor car that appealed to a clientele with quite different requirements. It was undoubtedly still a very fast machine, but thanks to excellent cockpit visibility, greater all-round practicality and less complex mechanicals, proved a superior proposition for day-to-day motoring.

The 365 GTC and GTS also had an understated elegance about them which was not something that could be said about the wild looking GTB/4.

Previous Ferrari Coupes and Spyders similar to the 365 GTC and GTS had sold extremely well. The company’s first series production offering, the 250 GT Series 1 Coupe and Cabriolet, paved the way for the extremely successful Series 2 iterations that were built in much larger volumes.

Unfortunately, Ferrari did not offer a replacement for the Series 2 Cabriolet until the 275 GTS arrived in late 1964; the 250 GT Berlinetta Lusso built in between was offered in Fixed Head configuration only.

The 250 GT Berlinetta Lusso was ultimately superseded by the 330 GTC and the open top 330 GTS (which replaced the 275 GTS) arrived soon afterwards.

The further improved 365 GTC and 365 GTS slotted into a Ferrari model line up that included the much larger 365 GT four seater and the recently introduced Dino 206 GT. The Dino was an entry level V6-powered two-seat Berlinetta built in collaboration with Fiat.

During its lifespan, the 365 GTS was the only open top Ferrari available. Nevertheless, only a tiny number were ever built. Similarly, the 365 GTC was not an enormous seller either. Instead, buyers either chose the popular 365 GT four seater or the exciting 365 GTB/4.

Other potential buyers chose for something entirely different. Domestic rivals Lamborghini and Maserati offered the comparable Islero and Mexico while, from England, there was the Aston Martin DB6 and Jaguar E-type.

BODYWORK

Visually, the 365 GTC and GTS were practically identical to the outgoing 330 variants.

The easiest way to differentiate the new models was by their engine cooling vents. Two satin black banks of vents were added along the trailing edge of the hood. The triple louvred vents carved out from behind the front wheelarch on the 330 GTC and GTS were thus deleted.

This new cooling solution had been previewed on the last two of four 330 GTC Speciales built in 1967.

Additionally, the chrome 330 insignia originally located below the Ferrari script on the tail was removed but it was not replaced by a like-for-like 365 badge.

Bodies were fabricated from steel with aluminium bonnets and boot lids. They were manufactured at Pininfarina's Turin plant and shipped to Maranello for installation of the mechanical components.

By the late 1960s, creased lines and flat surfaces were becoming increasingly popular. With their exposed headlights, soft curves and generally restrained lines, the 365 GTC and GTS were seemingly from another era.

While the GTC came with a light and airy five window cabin, the GTS was equipped with a simple folding canvas roof which was identical to that of the outgoing 330 GTS. When lowered, it folded away almost completely out of view. A black vinyl tonneau was included.

INTERIOR

Like the exterior, changes to the new model’s cockpit were also limited.

Most notably, there were some minor alterations to the heating and ventilation controls, new door panels with armrests were installed and the shift pattern was now illustrated on the gear knob.

Other changes saw the choke lever relocated to underneath the dash and the addition of a choke warning light. The fuse box was moved from the engine bay to the interior and the handbrake was repositioned from under the dash to between the seats. Red warning lights were added to the doors and automatically illuminated when opened.

Otherwise, all the existing cabin architecture was retained.

Well-padded seats were upholstered in leather to match the door panels, sidewalls and fluted headliner. The dash top, knee roll, door caps and centre console were trimmed in black vinyl.

Pininfarina fitted a traditional teak veneered dash fascia and wood-rimmed three-spoke steering wheel.

The curved instrument binnacle housed large read outs for road and engine speed along with a trio of smaller gauges for oil temperature, oil pressure and water temperature. Located directly above the centre console was a fuel gauge, clock and ammeter.

Behind the seats in the GTC was a leather trimmed parcel shelf with luggage straps.

ENGINE / TRANSMISSION

Undoubtedly the most significant change in the transition from 330 to 365 specification was found in the engine bay where Ferrari fitted a 4.4-litre Tipo 245/C motor that offered more power and torque than the outgoing four-litre version.

From a technical standpoint, the 365 GTC and GTS were the last Ferrari models to come with a single overhead camshaft engine. In future, all models came with the dual overhead camshaft arrangement ushered in by the 275 GTB/4.

The Tipo 245/C motor was derived from the revamped Gioacchino Colombo line of short-block 60° V12s that had first appeared in 1947. It featured an all-alloy construction, two valves per cylinder, single plug ignition with two coils and wet-sump lubrication.

Compared to the old four-litre unit, the 365 motor was bored out by an additional 4mm to 81mm. Stroke remained at 71mm for an overall displacement of 4390cc.

Ferrari had already used 4.4-litre engines in the limited production 365 California and the four-seat 365 GT, so the power unit was by this time well-proven.

Like the 365 GT and California, an 8.8:1 compression ratio was employed. Peak output was 320bhp at 6600rpm and 267lb-ft at 6600rpm.

Initially, the same Weber 40 DFI/5 carburettors as used on the 365 GT were fitted. For the last 47 cars, these were switched to the latest DFI/7 type.

Transmission was via the same five-speed transaxle with enclosed torque tube that had been introduced on the 330 GTC back in 1966. However, there was now a cable rather than hydraulic-operated clutch and the rear half shafts were dropped in favour of CV joints as per the 365 GTB/4.

CHASSIS

To accommodate the heavier 4.4-litre motor, Ferrari reinforced and repositioned the engine mounting points. As a result, the original tubular steel Tipo 592 chassis was given a new type number: Tipo 592/C.

Track was widened by 9mm at the front (to 1410mm) and narrowed by 3mm at the rear (to 1414mm). Other changes included new brake calipers and pads. Firestone tyres were now normally fitted owing to the American firm’s sponsorship arrangement with Scuderia Ferrari.

Otherwise, little was changed.

Suspension was fully independent via unequal length wishbones, coil springs and telescopic dampers. Anti-roll bars were installed at either end along with disc brakes at each corner.

The same 14 x 7-inch Borrani cast alloy wheels as fitted to the outgoing 330 were standard equipment.

Likewise, a 90-litre fuel tank was again housed in the rear wings.

OPTIONS

Optional extras included a radio, Borrani wire wheels and air-conditioning. The GTS could also be specified with a hard top.

WEIGHT / PERFORMANCE

As before, the GTS weighed in 100kg lighter than the GTC (1250kg compared to 1350kg).

Meanwhile, the larger engine meant there was a 50kg gain compared to the old 330.

USA VERSION

At the time of the 365 GTC / GTS introduction, Ferrari were still able to sell their cars in the USA with relatively few modifications.

Cars destined for the US were typically equipped with extra body reflectors and red indicators at the rear.

However, new legislation would soon come into effect that would force Ferrari’s V12 models out of the lucrative North American market.

PRODUCTION

The 365 GTS was discontinued in 1969 after just 20 had been completed. All were left-hand drive.

The 365 GTC stayed in production until early 1970, by which time 168 had rolled off the production line (27 of which were right-hand drive).

365 GTC Prototype: 1968 (1 built) VIN range 11589
365 GTC: 1968 – 1970 (168 built) VIN range 11823 to 12795
365 GTS: 1968 – 1969 (20 built) VIN range 11227 to 12493

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

Guide: Ferrari 212 E Montagna - a Historical & Technical Appraisal

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BACKGROUND

In addition to Scuderia Ferrari’s 1969 Formula 1, Formula 2, World Sportscar Championship and Can-Am programmes, the competition department at Maranello built a machine to contest the European Mountain series.

Ferrari had sporadically entered the competition before. They had first won it in 1962 with Ludovico Scarfiotti at the wheel of a Ferrari 196 SP. Most recently, Scarfiotti had secured the 1965 title with the diminutive Dino 206 P.

After Ferrari’s victorious 1965 campaign, the Italian team returned for 1966 with a lightly prepared Dino 206 S. However, the Group 4-based Dino was no match for Porsche’s specially developed 910 Bergspyder. The little Ferrari took a win and a brace of second place finishes, but the ‘66 attack was severely disrupted by an injury Scarfiotti picked up at Le Mans.

In 1967, the Scuderia appeared just once when Scarfiotti and Gunther Klass finished second and fourth respectively at the Trento Bondone Hillclimb. Two weeks later, one of the tricked out Dinos that had been used was destroyed when Gunther Klass fatally crashed at the Mugello GP.

Afterwards, Ferrari abandoned any further racing with the Dino 206 S.

Instead, a plan was hatched to return for the 1968 European Mountain Championship with a new Dino 206 S-based Flat 12-engined car: the Sport 2000.

Ferrari had originally created a 1.5-litre Flat 12 engine for the 1512 Formula 1 car in late 1964. However, when the F1 regulations were changed to allow three-litre motors for 1966, development temporarily ceased. The Flat 12 project was then revived in the second half of 1967 when a modified two-litre version was deemed the most desirable powerplant for a hillclimb special.

Unusually, for 1968, Ferrari’s sportscar programme would not include the World Championship which the Italian firm had contested every year since its 1953 inception. Enzo Ferrari withdrew his team as a result of a new three-litre engine limit for Group 6 Prototypes which he considered blatant favouritism towards Porsche.

Instead, Ferrari decided to go Can-Am racing and hillclimbing.

The Sport 2000 was completed in November 1967 and taken to the Modena Autodrome where Chris Amon carried out a shakedown test. However, for one reason or another, the decision was made to postpone Ferrari’s return to the mountains until 1969.

The Sport 2000 was then stripped of its rather crude body, fitted with a dummy V12 and loaned to Pininfarina as the basis for a show car. The resultant 250 P5 was displayed at the Geneva, Los Angeles and Turin Motor Shows in 1968.

In the background, work continued on improving the Flat 12 engine.

From mid 1968, the racing department were also busy readying the new 312 P which would spearhead Ferrari’s return to the World Sportscar Championship for 1969.

Can-Am was also on the cards for 1969 (with the 612 P) as were F1 and F2 programmes. All-in-all, the ‘69 season was lining up to be a busy time at Ferrari’s racing department. However, the firm was haemorrhaging cash fighting on so many different fronts.

As promised, towards the end of 1968, Pininfarina returned chassis 0862 to Ferrari where it was built into the 212 E Montagna for 1969.

CHASSIS

Ferrari’s 1969 mountain challenger was assembled around a Tipo 600 tubular steel chassis (number 0862) derived from the Dino 206 S. As per the original, the addition of riveted aluminium and bonded fibreglass panels effectively created a semi-monocoque.

At 2340mm, the 212’s wheelbase was 60mm longer than a standard Dino 206 S.

Another difference was a tiny 30-litre fuel tank instead of the twin sill-mounted cells with a 100-litre capacity as fitted to the Dino 206 S.

Suspension was independent all round via unequal length wishbones, coil springs and telescopic Koni dampers. Anti-roll bars were installed at either end.

Disc brakes were mounted outboard at the front, inboard at the rear.

13-inch diameter five-spoke wheels were shod with Firestone tyres. The fronts measured 10-inches wide and the rears were 14-inches wide.

ENGINE / TRANSMISSION

In the engine bay was an all-alloy Tipo 232 180° Flat 12.

The original Mauro Forghieri-designed Flat 12 created for the 1512 in 1964 was modified for this latest application by Stefano Jacoponi.

It featured dual overhead camshafts, four valve cylinder heads, dry-sump lubrication and Lucas fuel-injection. Ignition was via a single spark plug per cylinder and single coil.

The engine was mounted longitudinally in the chassis in unit with a close-ratio Tipo 600 five-speed transaxle.

Displacement was 1990cc thanks to a bore and stroke of 65mm and 50mm respectively.

Compression was set at 11.0:1 which yielded a peak output of 300bhp at 11,800rpm.

The Forghieri / Jacoponi screamer fitted to the 212 E acted as a test-bed for future installations. Ferrari’s F1 cars adopted the Flat 12 layout in 1970 and it was used for sportscar racing from 1971. A line of Flat 12-powered GT cars was also subsequently launched starting with the 365 GT4 BB in 1973.

BODYWORK

The 212 E's fibreglass bodywork was an evolution of the type used for the 350 Can-Am and the works Group 6 Dino 206 S from 1967.

Compared to the standard Dino 206 S, the 212 E was 75mm shorter and 300mm wider.

Its curvaceous lines included bulbous fenders, a wide primary intake with cool air vent further up the nose and shoulder-mounted ducts at the rear. To maximise downforce, large canards were attached to the corners of the nose and an adjustable full width spoiler was added at the back.

Because the 212 E did not require long-range fuel tanks, the rocker panels were trimmed down which further accentuated the bulbous fender profile.

INTERIOR

Inside, the seats and rear bulkhead were upholstered in red fireproof fabric. Instrumentation was housed in a crackle black dash directly behind the small diameter three-spoke steering wheel.

As per all Dino 206 S-based cars, the 212 E employed a right-hand drive layout with centre gear change.

WEIGHT / PERFORMANCE

Ferrari quoted a dry weight of 500kg which was 80kg less than the Dino 206 S.

Considering it was geared for hillclimbs, the 212 E probably had a top speed of around 140mph and a 0-62mph time of under four seconds.

1969 SEASON

Since Ludovico Scarfiotti delivered the 1965 European Mountain Championship Ferrari’s way, the years that followed had been dominated by Porsche. Between 1966 and 1968, Gerhard Mitter was champion three seasons in a row driving various iterations of the Porsche 910.

For 1969 though, Porsche were pulling out of the Mountain contest to save money. Instead, their focus was on the World Sportscar Championhsip where the expensive new 917 which would join the existing 908.

Ferrari’s chief opposition around the hills of Europe would therefore come from domestic rivals, Abarth.

Unfortunately, there was no question of Ludovico Scarfiotti returning to Maranello to drive the new 212 E. Scarfiotti had been killed in a works Porsche at the Rossfeld Hillclimb in June 1968.

Instead, the 212 E was allocated to Swiss sportscar and hillclimb expert, Peter Schetty.

After test sessions at the Modena Autodrome and Vallelunga, Ferrari took part in two pre-season warm-up events.

1969 AMPUS HILLCLIMB

First was the Ampus Hilcllimb in southern France on March 30th where Schetty's most noted opponent was Johannes Ortner in a works Abarth SE 014 complete with 350bhp V8-engine.

Schetty eventually finished the 6.8km course four seconds clear of Ortner to take 0862's maiden victory.

1969 VOLTERRA HILLCLIMB

Another win followed seven weeks later at the Volterra Hillclimb just south of Florence on May 11th. For this event, 0862 uniquely ran with headlights installed.

On 0862’s return to the factory, the car was fitted rear bodywork that had been completely cut away behind the wheels. An airbox to help cool the engine was added to the rear deck.

1969 MONTSENY HILLCLIMB

In this configuration, 0862 was sent to Montseny at the foot of the Spanish Pyrenees for round one of the 1969 European Mountain Championship (May 25th).

Schetty set a new record for the 16.3km course with a time of 9:12.46. This was ultimately 28 seconds clear of second placed Johannes Ortner in the factory Abarth 2000 SE 014. Third spot went to Alex Soler-Roig who was a further eleven seconds behind Ortner in his Porsche 907.

1969 ROSSFELD HILLCLIMB

Round two was held at Rossfeld in southern Germany two-weeks later (June 8th). On this occasion, a driver’s two best runs up the 5.9km course were combined for an aggregate total.

Schetty took another win, but as a result of foggy conditions, his best single run time of 3:10.23 was not fast enough for a new course record.

Nevertheless, Schetty’s combined time of 6:27.91 was nearly seven seconds clear of Michel Weber’s Autodelta Alfa Romeo Tipo 33. Rounding out the podium, a further eight seconds back, was Luigi Taramazzo in his Abarth SE 010.

FIAT PURCHASES 50% OF AUTOMOBILI FERRARI

On June 21st 1969, FIAT purchased a 50% stake in Automobili Ferrari for $11m. The deal saw Enzo Ferrari maintain control of the marque’s racing operations while FIAT took over the passenger car division.

Flush with cash, Enzo Ferrari immediately gave the go ahead for a new five-litre car to take on the Porsche 917 in the 1970 World Sportscar Championship.

1969 MONT VENTOUX HILLCLIMB

A day after FIAT’s investment was rubber-stamped, Scuderia Ferrari’s hillclimb crew rolled up at Mont Ventoux for round three of the European Mountain Championship .

Schetty’s best run of 10:00.5 up the 21.6km route was good enough for another course record. Arturo Merzario took the runner’s up spot with a time 33 seconds slower than Schetty in his works Abarth SE010. Team-mate Johannes Ortner was a further 5.5 seconds down the road in third with his SE 014.

1969 TRENTO BONDONE HILLCLIMB

Next up was the first of two Italian rounds: the Trento Bondone Hillclimb on July 13th.

The tight and twisty 13.7km course was nestled deep in the Italian Alps.

Ferrari's dominance of the season continued. Schetty set another course record with a time of 10:58.61. He finished 35 seconds ahead of Merzario's works Abarth SE 010. Michel Weber's Alfa 33 was another ten seconds further back in third.

1969 FREIBURG SCHAUINSLAND HILLCLIMB

Two weeks later, Schetty then set another course record at the 11.1km Freiburg Schauinsland hillclimb in south west Germany.

On this occasion, Schetty’s combined time of 10:48.03 was 40 seconds clear of Merzario's works Abarth SE 010. Another of the Abarths (that of Walter Lehmann) was a further 7.5 seconds back in third.

1969 CESANA SESTRIERE HILLCLIMB

The European Mountain Championship returned to Italy for round six on August 3rd: the Cesana Sestriere Hillclimb.

This time, just the single fastest sprint up the 10.4km course would count.

Yet again, Schetty smashed the existing record, but the overall result was closer. He finished eight seconds faster than Merzario and eleven ahead of Ortner in their works Abarths.

Schetty’s victory ensured he had an unassailable lead in the standings and would be crowned 1969 European Mountain Champion.

1969 OLLON-VILLARS HILLCLIMB

Although the title had been secured, the Ollon-Villars Hillclimb on August 31st represented a rare opportunity for Schetty to compete on home soil at international level.

With his combined time of 7:37.32 for two runs up the 8km route, Schetty set another course record on his way to a commanding victory.

This time it was Silvio Moser in the runner up spot. Moser finished just over eight seconds in arrears driving a Brabham BT24 Cosworth F1 car. However, Moser was not eligible for championship points.

The Abarths of Merzario and Luigi Taramazzo were third and fourth, over half a minute behind Schetty.

1969 EUROPEAN MOUNTAIN CHAMPIONSHIP STANDINGS

Ferrari skipped the final round at Gaisberg in Austria on September 7th. The event was won by Arturo Merzario who had been Schetty's closest challenger throughout 1969.

However, even with an additional haul of points, Merzario was still a distant second in the standings. Schetty finished the year on 56 points to Merzario's 38. Alfa Romeo’s Michel Weber was third with 21.

SUBSEQUENT HISTORY

After the season had concluded, Ferrari were approached by Edoardo Lualdi-Gabardi with a view to selling 0862 for the 1970 season.

Although Lualdi-Gabardi was a long-standing customer and an experienced hillclimber, he was initially turned down.

However, a year later, Ferrari had a change of heart. Prior to sale, chassis 0862 was fitted with a flatter, more angular body, a spoiler above the engine and new cockpit shroud for the driver.

Lualdi-Gabardi then raced the car successfully throughout 1971 during which time he picked up a quintet of domestic hillclimb wins.

At the end of the 1971 season, 0862 returned to the factory.

From Maranello, it was sold to noted French collector, Pierre Bardinon.

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

VIN: the works / Scuderia Filipinetti Ferrari 330 P / 365 P chassis 0824

<<<FERRARI PORTAL
<<<275 P & 330 P PORTAL
<<<365 P PORTAL

HISTORY OF CHASSIS 0824

Chassis 0824 was one of four new Ferrari P cars built up for the 1964 season.

In addition, Ferrari also uprated their four 1963 cars with the latest 275 and 330 engines.

As had been the case since 1962, the 1964 World Sportscar Championship was decided by GT cars.

By contrast, Sports cars could contest the International Prototypes Trophy (IPT) which comprised the Sebring 12 Hours, the Targa Florio, the Nubrurgring 1000km and Le Mans 24 Hours.

For the IPT, qualifying cars had to have a full complement of lighting, a full height windscreen with matching roll hoop and also carry a spare wheel.

Sports cars were permitted to contest certain other World Sportscar Championship races, but could not claim any points at these events.

For non-IPT races, Sports cars did not normally have to carry the lighting, full height windscreens, matching roll hoops or spare wheels.

With these non-IPT races in mind, Ferrari created a pared down body to make their P cars more competitive against machinery from the likes of Scarab, Brabham and Lotus. The resultant ‘Lightweight Roadster’ configuration most notably included a cut-down screen and simplified roll hoop. Six of the eight P cars were equipped as such.

In 1964, chassis 0824 was raced twice. On both occasions, it ran the Lightweight Roadster trim.

It was retained by Scuderia Ferrari, but was campaigned under a NART entry and appeared in the handsome US national colours of white and blue.

0824 made its competition debut with Ludovico Scarfiotti at the Bridgehampton 500km World Sportscar Championship race.

Scarfiotti qualified on pole, but was subsequently outpaced by Walt Hansgen’s Mecom Racing Team Scarab Mk4. Scarfiotti looked set for a third place finish. However, when when a filter came adrift with five laps to go, the engine pumped itself clear of oil and 0824 failed to finish.

Five days later, Scarfiotti was behind the wheel for the Canadian Grand Prix at Mosport.

On this occasion, he qualified outside of the top five, but looked set for victory after NART team-mate, Pedro Rodriguez, had to make a late splash-and-dash fuel stop. A frantic finish saw Scarfiotti break the lap record for three laps in a row. Unfortunately, in his attempt to grab the win, he briefly drove off track and was passed by Rodriguez.

After its brace of appearances in North America, 0824 headed back to Italy where it was converted to 365 P trim for the 1965 season. The 365 motor employed single overhead camshafts per bank and was created for customer use. By contrast, the works team used new dual overhead camshaft 275 and 330 engines for 1965.

In addition to its new engine, 0824 was configured with the full height windscreen, matching roll hoop and other equipment needed for the re-branded 1965 International Trophy for GT Prototypes.

Upon completion, 0824 was sold to Swiss Ferrari distributor, Georges Filipinetti, in Geneva. It joined a stable that included a 250 LM, a 250 GTO, Porsche 904 GTS, Shelby Cobra and Elva Mk7.

Now painted red with a white centre stripe, 0824 made its debut as a 365 P at the annual Le Mans Test which took place over the weekend of April 10th and 11th.

In the driving seat was Tommy Spychiger, a talented a Swiss-German restaurant owner from Lugano who had considerable experience with Porsche and Abarth Prototypes. Spychiger posted second fastest time behind a works 330 P2 and eclipsed all three of the Ford GT40s in attendance.

0824 next appeared at the Monza 1000km World Sportscar Championship race on April 25th.

On this occasion, Spychiger shared the car with Herbert Muller. They qualified sixth fastest behind three works P2s, the 330 P of Maranello Concessionaires and a works Ford GT40.

The race ended in disaster.

On the 33rd lap, Spychiger, who was driving the opening stint, suffered a brake failure on the flat out approach to Parabolica. In a decidedly unpleasant accident, the car somersaulted into the trees and poor Tommy Spychiger was decapitated.

Georges Filipinetti had the burned out remains taken back to Switzerland. He later sold them to French collector, Pierre Bardinon.

Notable History

330 P ‘Lightweight Roadster’

Scuderia Ferrari, Maranello, Italy

White & blue

Works car run under a Luigi Chinetti (NART) entry

20/09/1964 WSC Bridgehampton 500km (L. Scarfiotti) DNF engine (#80)
25/09/1964 CSC Canadian GP, Mosport (L. Scarfiotti) 2nd oa, 2nd S2.0+ class (#3)

Converted to 365 P specification

Sold to Georges Filipinetti (Scuderia Filipinetti), Geneva, Switzerland

Red with white stripe

11/04/1965 IND Le Mans Test (T. Spychiger) 2nd oa, 1st P5.0 class (#15)
25/04/1965 WSC Monza 1000km (T. Spychiger / H. Mullr) DNF (#66)

Wrecked in Tommy Spychiger’s fatal accident at Monza

Remains sold to Pierre Bardinon, Aix-en-Provence, France

Text copyright: Supercar Nostalgia
Photo copyright: Canadian Motorsport Hall of Fame - https://cmhf.ca/ & unattributed

Guide: Ferrari 275 P & 330 P - a Historical & Technical Appraisal

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

BACKGROUND

Although Ferrari had raced a series of mid-engined Sports cars since 1961, it was not until 1963 that their premier V12-powered model switched to a central layout.

That season’s 250 P was a world beater straight out of the box and won three of the four races that made up the International Trophy for GT Prototypes. Victories at the Sebring 12 Hours, Nurburgring 1000km and Le Mans 24 Hours meant Ferrari notched up 72 points compared to Porsche’s 30.

For 1964, the International Trophy for GT Prototypes was re-branded the International Prototype Trophy (IPT). As before, this contest was a supplement to the World Sportscar Championship which, since 1962, had been decided by GT cars.

In addition to the four rounds that made up the IPT, Sports cars were permitted to run in certain other events, but there were no points on offer at these races.

For 1964, Ferrari replaced the three-litre 250 P with an improved variant that came with a choice of two new engines. The 3.3-litre 275 P was light and nimble whereas the 4-litre 330 P offered more power but less agility.

While opposition had been somewhat limited in 1963, that would not be the case in 1964. Most significantly, Ford were known to have a big budget contender in development: the GT40.

The threat from Ford was offset by a dramatic increase in the number of Ferrari P cars being fielded. In addition to building four of the latest variants, Ferrari also upgraded their four existing 250 Ps with new engines. To bolster the Scuderia Ferrari attack, one P car was supplied to both Maranello Concessionaires and NART.

Running alongside the top flight P cars was an entirely new model that came about as a result of Enzo Ferrari’s attempt to bend the rules. The 250 LM had originally been conceived as a mid-engined 1964 replacement for the all-conquering GTO. However, the governing body refused to accept it as a Grand Touring model and the 250 LM was forced to run in the Sports class alongside other out-and-out prototypes.

With hordes of Ferrari Sports racing cars on track for the coming season, it seemed unlikely that even Ford would be able to stop the Maranello juggernaut.

ENGINE / TRANSMISSION

The interchangeable new 3.3 and 4-litre engines for 1964 were both short-block Colombo-derived 60° V12s.

As per the three-litre 250 P engines from 1963, these all-alloy power units were mounted longitudinally in the chassis and came with dry-sump lubrication, a single overhead camshaft per bank, two valves per cylinder and single plug ignition with two coils.

The new 3.3-litre Tipo 128 LM/63 engine used in the 275 P was bored from 73mm to 77mm. It retained the 58.8mm stroke of the 250 engine for a displacement of 3285cc. This represented a 332cc gain over the original 2953cc unit.

Compression was upped from 9.5:1 to 9.7:1 and peak output went from 310bhp at 7500rpm to 320bhp at 7700rpm. There was also a considerable but unpublished torque gain.

Six Weber 38 DCN downdraught carburettors were imported from the 250 P.

As per the 275 motor, the heavier but more powerful 4-litre Tipo 163C engine used in the 330 P was also bored to 77mm. However, stroke was taken out from 58.8mm to 71mm for an overall displacement of 3967cc.

This gave a lazier delivery than the short-stroke 275 engine, but yielded a massive power gain. With compression yanked up to 9.8:1 and six new Weber 42 DCN carbs, the Tipo 163C engine delivered 370bhp at 7200rpm.

Transmission was always via a five-speed gearbox, twin-plate clutch and limited-slip differential.

CHASSIS

Although the 1964 chassis was given a new type number (Tipo 564C as opposed to the Tipo 564 of 1963) only slight modifications were made.

As before, the tubular steel chassis was enhanced with stressed aluminium sheets that were riveted in place for a semi-monocoque effect. The wheelbase measured 2400mm. Front track was 1350mm and rear track was 10mm narrower.

Suspension was independent all round via double wishbones, coil springs, telescopic dampers and an anti-roll bar at either end.

A 65-litre fuel tank was installed in each sill for an overall capacity of 130 litres.

Dunlop supplied the four wheel disc brakes. Those at the rear were mounted inboard.

The only change was the move to wider versions of the 15-inch diameter Borrani wire wheels for the 330-engined cars. When the 4-litre motor was fitted, Ferrari attached 6-inch wide rims at the front and 7.25-inch wide rims at the back. The 275-engined cars originally stuck with the 5.5-inch wide front and 7-inch wide wheels used in 1963.

BODYWORK

Cosmetically, the new car started out much like its predecessor. However, as the season wore on, myriad changes were made to clean up the nose, windscreen, basket handle aerofoil and cooling solutions.

The final iteration of the Fantuzzi-made bodywork that came on stream mid-season was 140mm longer and 5mm wider than the outgoing 250 P.

INTERIOR

Likewise, the interior was little changed.

Cockpits were sparsely equipped but sufficiently comfortable for long-distance races.

A 10,000rpm tachometer was mounted directly behind the wood-rimmed steering wheel. Supplementary gauges for water, oil and fuel were located off to the sides.

Bucket seats were upholstered in black vinyl with bright blue fabric centres.

The open gate gearchange was located to the driver’s right.

WEIGHT / PERFORMANCE

At 755kg (dry) the 275 P weighed in 5kg lighter than the 250 P of 1963. The 330 P tipped the scales at 785kg.

The 275 P had a top speed of circa 185mph. The 330 P could hit around 195mph. Both cars could sprint from 0-62mph in comfortably under five seconds.

1964 SEBRING 12 HOURS

Round one of the International Prototype Trophy and the first 1964 World Championship race open to Sports cars was the Sebring 12 Hours which took place on March 21st.

Five Ferrari P cars were taken to Florida and, for the first time at Sebring, grid positions were decided on practice times. Three of the P cars were Scuderia Ferrari entries, one came from Maranello Concessionaires and the other was from NART.

The P cars swept the top five positions in qualifying.

On pole was the new works 330 P of John Surtees / Lorenzo Bandini (0822) which was followed by the new Maranello Concessionaires 330 P of Graham Hill / Jo Bonnier (0818). In third was the NART 330 P of Pedro Rodriguez / John Fulp which was a chassis used in 1963 (0810). Fourth spot went to the new works 275 P of Ludovico Scarfiotti / Nino Vaccarella (0820). In fifth was the 275 P of Mike Parkes / Umberto Maglioli (0812, another 1963 chassis).

Best of the rest was the GT class Shelby Cobra Daytona of Bob Holbert / Dave MacDonald in sixth. The fastest non-Ferrari Prototype was the McKean Chevrolet Corvette Grand Sport of Roger Penske / Jim Hall in seventh.

Penske got away first in his Corvette and, at the end of lap one, he led from the P cars of Scarfiotti and Surtees which were followed by Gurney’s Cobra Daytona and the other three Ferrari Prototypes (Rodriguez, Hill and Parkes).

The Ferraris were soon passed. Surtees initially took up the lead and then Rodriguez went by on lap five.

However, on lap ten, the Mexican lost his spare wheel and had to stop to collect it next time round. He pitted, re-fuelled and having dropped a lap, drove furiously to catch up with the other four P cars.

Despite his best efforts, the unlucky Rodriguez retired after 40 laps with engine trouble.

At the three hour mark, Surtees / Bandini led from Hill / Bonnier, Scarfiotti / Vaccarella and Parkes / Maglioli.

At mid-distance, the Maranello Concessionaires car of Hill / Bonnier, which had been leading, was abandoned owing to gearbox failure.

With the Corvette Grand Sports long since out of the equation and the best Cobra Daytona lying fourth, Ferrari seemed to have the race wrapped up barring any mechanical failures.

With two hours still to go, Scarfiotti / Vaccarella led from Parkes / Maglioli and Surtees / Bandini were third having lost much time; first came rear light failure and then the brake pedal had to be replaced which temporarily dropped them to fourth.

There was more drama late on when the lead car of Scarfiotti came into the pits and dropped behind Maglioli.

Nevertheless, Ferrari left Sebring with a famous 1-2-3 finish and set a new distance record en route. Parkes / Maglioli took the win followed by Scarfiotti / Vaccarella and Surtees / Bandini were third.

1964 LE MANS TEST

The Ferrari P cars next appeared for the annual Le Mans Test which took place over the weekend of April 18th and 19th.

Scuderia Ferrari took three works cars to la Sarthe, an event that marked the debut of Ford’s big budget GT40 Prototype.

Ludovico Scarfiotti went fastest in a 275 P (0820). He posted a time two seconds quicker than the 330 P driven by John Surtees (0822). Mike Parkes was third in a works 250 LM followed by the latest Maserati 151.

As for the Fords, one was written off in a high speed accident and the other was given a gentle shakedown to set twelfth quickest time.

1964 TARGA FLORIO

Round two of the International Prototypes Trophy (and round three of the World Sportscar Championship) was the Targa Florio on April 26th.

Although missing one of the four IPT events meant a manufacturer would no longer be eligible to win the title, Ferrari decided to skip the Sicilian road race.

Works two-litre Porsches finished first and second.

1964 NURBURGRING 1000KM

Ferrari returned for the Nurburgring 1000km on May 31st (round three of the International Prototypes Trophy and round seven of the World Sportscar Championship).

A trio of P cars were entered: two from Scuderia Ferrari and one from Maranello Concessionaires. The works team also had a Series 2 GTO on hand for Mike Parkes / Jean Guichet.

All three of the P cars were running the lighter 3.3-litre 275 engine for the tight and twisty German track.

Having been present at the Le Mans Test, Ford took a single GT40 for the model’s highly anticipated competition debut.

Qualifying saw the Ferrari of Surtees / Bandini go fastest followed by the Phil Hill / Bruce McLaren GT40. Scarfiotti / Vaccarella were third in the other factory 275 P and Jo Bonnier / Richie Ginther were fourth in a works Porsche 904/8. The Maranello Concessionaires 275 P of Graham Hill / Innes Ireland lined up fifth.

Unfortunately, practice was marred by two fatal accidents. Brian Hetreed crashed his Aston Martin DP214 at Keffelchen and Rudolf Moser’s Porsche 904 went out of control at Tiergarten.

The race got underway at 9am and Surtees took the lead from the sister car of Scarfiotti. Next was Phil Hill’s Ford, Bonnier’s Porsche and Graham Hill in the British Ferrari.

Over the next few laps, the Ferraris continued to streak ahead.

By the end of lap three, the trio of P cars were first (Surtees), second (Scarfiotti) and third (Graham Hill). Phil Hill was fourth in the GT40 and the works GTO of MIke Parkes had moved into fifth.

After 15 laps, the cars began to make their first stops and Ireland emerged in the lead in the Maranello Concessionaires Ferrari. Bandini was second having taken over from Surtees.

Soon afterwards, the Ford challenge was over as a result of suspension trouble. At this point, Ferraris occupied the top four positions.

Having looked comfortable, the two lead P cars went out in close succession.

Ireland was still out front when his fuel tank split and the car ran out of petrol a quarter of a mile from the pits. Team-mate Hill took a gallon can to refuel, but the car was disqualified some laps later as refuelling had to be done in the pits.

Then Surtees (who had taken over from Bandini and was back in the lead) retired when his car lost a wheel at Hocheichen.

This left the solitary P car of Scarfiotti / Vaccarella out front.

Scarfiotti cruised home to a comfortable victory ahead of the works Series 2 GTO of Parkes / Guichet.

1964 LE MANS 24 HOURS

For the Le Mans 24 Hours (June 19th and 20th), six P cars were entered: four from Scuderia Ferrari, one from Maranello Concessionaires and one from NART.

The over three-litre Prototype class would also be contested by a trio of Ford GT40s, a works Iso Grifo A3C, two Sunbeam Tigers and a pair of Ferrari 250 LMs (one from NART and the other from Ecurie Francorchamps).

Le Mans was the last round of the International Prototypes Trophy and round nine of the World Sportscar Championship.

Although practice saw Surtees hit a fox coming down towards White House (which caused considerable damage to the front of his Ferrari), he nevertheless set fastest qualifying time and the 330 P he shared with Lorenzo Bandini (0822) started from pole.

In second was the Riche Ginther / Masten Gregory Ford GT40 followed by the NART 330 P of Pedro Rodriguez / Skip Hudson (0810). Phil Hill / Bruce McLaren were fourth in another of the GT40s and the Maranello Concessionaires 330 P driven Graham Hill / Jo Bonnier was fifth (0818).

Then came the works 275 Ps of Mike Parkes / Ludovico Scarfiotti (0820) and Jean Guichet / Nino Vaccarella (0816). The other works 275 P of Giancarlo Baghetti / Umberto Maglioli started twelfth (0812).

The race kicked off at 4pm.

Rodriguez took the lead in his NART 330 P followed by Graham Hill in the Maranello Concessionaires entry. On the opening lap, Baghetti stopped his works car with clutch problems just before the Mulsanne Straight.

On lap two, Ginther’s GT40 hurtled passed the quintet of operational P cars which were now second through sixth. The Ford continued to pull away as the Ferraris circulated to a strict pace.

Lap six saw Parkes come in for the first of two lengthy plug-related stops which dropped him to the back of field. At the same time, Baghetti arrived in the pits having completed his first lap and, after a long delay, he rejoined the race albeit miles behind everyone else.

With an hour gone, Ford still led, but at the two hour mark, Surtees / Bandini headed the field. Ginther / Gregory were second for Ford and the P cars of Guichet / Vaccarella, Hill / Bonnier and Rodriguez / Hudson were third, fourth and fifth respectively.

At around 8pm, the NART 330 P of Rodriguez / Hudson retired with head gasket failure. Two of the Fords including the best placed example of Ginther / Gregory went out around the same time which left the much delayed Phil Hill / Bruce McLaren example as the only GT40 still in the race.

Going into the night, the fast Trintignant / Simon Maserati 151, which was disputing third with the Maranello Concessionaires 330 P, became the most immediate threat to the Ferraris.

At 10pm, the Baghetti / Maglioli 275 P, which had thus far experienced a troubled run, crashed out.

Baghetti ploughed into an AC Cobra which had itself crashed between Arnage and White House. The Cobra was completely demolished. Later, officials were horrified to find three spectators, who had been watching from a prohibited area, had been killed in the accident.

Shortly before midnight, the Maserati 151 was withdrawn.

At this stage, Surtees / Bandini were a lap clear of Guichet / Vaccarella who were in turn two laps ahead of Hill / Bonnier. Five laps behind the British Ferrari was the fourth placed Cobra Daytona of Dan Gurney / Bob Bondurant. The fast recovering GT40 of Phil Hill / Bruce McLaren was sixth.

During the twelfth hour, the Parkes / Scarfiotti 275 P (which was already well out of contention) retired with oil pump failure.

Before dawn on Sunday, the Maranello Concessionares P car of Hill / Bonnier briefly dropped to fourth with clutch and wheel problems. At 5:25am, the last GT40 retired which robbed the race of any real drama.

At noon, Guichet / Vaccarella were seven laps clear of Hill / Bonnier who had recovered to second while Surtees / Bandini had dropped to third having been delayed by a broken oil pipe and then a troublesome clutch.

The P cars held station in these positions for the next four hours which meant Guichet / Vaccarella claimed a famous win.

POST LE MANS & CONVERSION TO LIGHTWEIGHT TRIM

With their 1964 objectives achieved, Ferrari largely left the P car programme to its customers for the rest of the year.

As most of the remaining events to be contested would not require FIA gear like the full height windscreens mandated for participation in the IPT, six of the eight P cars were equipped with new Lightweight Roadster bodies.

Chassis 0810, 0812, 0814, 0816, 0820 and 0824 were all fitted with cut-down windscreens and simple roll over hoops instead of the original basket handle aerofoils.

The two P cars that retained their original body styles were 0818 (that of Maranello Concessionaires) and 0822 (which did not race again in 1964).

As for the new Lightweight Roadsters, 0810 was retained by Luigi Chinetti for NART. Chinetti also purchased chassis 0812 and 0820 for use in 1964. Chinetti subsequently acquired 0814 and 0816, but these two cars did not appear again until 1965.

Chassis 0824 was retained by Scuderia Ferrari. It appeared under a NART entry for its final couple of outings in 1964 (both of which were made in North America).

1964 BRANDS HATCH GUARDS TROPHY

Following the win at Le Mans, the next appearance for a P car was at the Brands Hatch Guards Trophy on August 8th where Maranello Concessionaires entered 0818 for Graham Hill to drive.

Practice took place on the Wednesday and Saturday so Hill, along with the likes of Jim Clark, Mike Spence, Jack Brabham, Bruce McLaren and Chris Amon, could attend the German Formula 1 Grand Prix.

The 50 lap non-championship race at Brands attracted a strong international field of both lightweight Sports and GT cars. Maranello Concessionaires also entered their Series 2 GTO for Innes Ireland.

Although the 330 P was more suited to Le Mans than the tight Brands Hatch circuit, Hill managed to qualify on the second row behind Bruce McLaren (Zerex Special) and Walt Hansgen (Mecom Lotus 19). Hill set exactly the same time as Denny Hulme’s Team Elite Brabham BT8.

When the flag dropped, McLaren led from Hansgen and Salvadori (Cooper T61 Monaco). Hill slotted into fourth.

With ten laps gone, McLaren looked unbeatable so long as his car lasted. Graham Hill had dropped to fifth in the big Ferrari behind Denny Hulme.

On the 34th lap, Hansgen crashed out from second and a lap later, Salvadori’s rear suspension failed. However, Hill’s promotion to third spot was short-lived as Jack Brabham went by in his works Brabham BT8 on lap 40.

From then on, the leading positions did not change. McLaren took the win from Hulme, Brabham was third and Hill finished fourth.

1964 GOODWOOD TOURIST TROPHY

Graham Hill was back in 0818 for the Goodwood Tourist Trophy on August 28th.

The TT was round 13 of the World Sportscar Championship and catered for both Sports and GT cars although only the latter were eligible to score points.

Bruce McLaren took pole in his Zerex Special and Jim Clark was second in a works Lotus 30. Hill went round third quickest in the 330 P ahead of Hugh Dibley’s Brabham BT8 run by the team of Stirling Moss.

The 130 lap race got underway with Clark storming into an early lead from McLaren and Hill. McLaren then slipped through at Woodcote while Hill’s Ferrari headed a gaggle of cars that were already beginning to drop back from the lead pair.

On lap 15, McLaren went into the pits with a slipping clutch. All was not well and after a couple more stops, he retired from the race. This briefly left Clark leading from Hill, but on lap 17, the Ferrari span at Woodcote and dropped to fifth.

Hill had moved back up to third by lap 40 (behind Clark’s Lotus and Denny Hulme’s Brabham BT8). When the leaders stopped for fuel on lap 64, Hill roared passed. Clark was soon back ahead, but Hill emerged from his stop on lap 70 in second.

Ten laps later, Clark was unexpectedly back in the pits to take on extra oil and Hill took a lead he held until the end.

The big Ferrari ultimately finished 51 seconds ahead of David Piper’s 250 LM as Clark and Hulme both dropped away in the closing stages.

1964 PLAYER’S TROPHY, MONT TREMBLANT

Across the Atlantic, the Player’s Trophy on September 13th marked the debut for one of the pared down Lightweight Roadsters. Luigi Chinetti took one of his newly acquired cars (a 275 P) to what was the Mont-Tremblant circuit’s first major event.

The 100 mile race was round three of the Canadian Sportscar Championship. Round one (the Player’s 200 at Mosport) had been won by Bruce McLaren’s Zerex Special. Round two (at Harewood Acres) saw Ludwig Heimrath emerge victorious in his Cooper T61M Monaco.

Chinetti entered chassis 0812 for Pedro Rodriguez who fought off early challenges by Heimrath and Vic Yachuk (Lotus 19).

Heimrath was in the lead until lap seven, at which point Rodriguez went through and was never subsequently threatened.

The challenge from Yachuk disappeared on lap 23 when his rear axle broke.

Rodriguez took the win for NART. Heimrath’s second place was enough for him to clinch the Canadian title for the second year in succession.

1964 BRIDGEHAMPTON 500KM

Another World Sportscar Championship round that permitted Sports cars to race was the Bridgehampton 500km on September 20th (round 19 of 20).

Three of the Lightweight Roadsters attended, all of which ran under NART entries.

However, one of the cars, the white and blue 330 P driven by Ludovico Scafiotti (chassis 0824), was still owned by the factory.

The other two cars in attendance (both 275 Ps) were 0812 for Pedro Rodriguez and 0810 for John Fulp.

Scarfiotti went quickest in practice to take pole from the Mecom Racing Team Scarab MkIV of Walt Hansgen. Next was Sherman Decker’s Greenwich Automobiles Cooper Monaco T61 followed by the Ferrari of Rodriguez.

A brace of 250 LMs were fifth and sixth (Augie Pabst in the Mecom example and Bob Grossman’s Scuderia Bear entry). Seventh and eighth were the works Shelby Cobras of Ken Miles and Ronnie Bucknum. Fulp lined up ninth in the other of NART’s 275 Ps.

In the race, Hansgen got a great start and immediately began to pull away from the Ferraris of Scarfiotti and Rodriguez.

By one third distance, Hansgen’s pace was sufficient that he was in sight of the second and third place cars (Decker’s Cooper and Rodriguez). Scarfiotti had dropped back to fourth and had already been lapped.

However, a slow four minute stop for the Scarab meant it emerged from the pits behind Rodriguez who had got out in less than a minute. Hansgen set a series of new lap records and eventually re-took the lead.

Meanwhile, Scarfiotti had risen to third after problems for Decker. Unfortunately though, with five laps to go, his Ferrari was forced to retire. Trails of oil and smoke had been laid around the circuit as a filter had come adrift and the oil had pumped itself out in a flash.

Hansgen took the win, Rodriguez finished on the same lap in second and Bob Grossman took third in the Scuderia Bear 250 LM. After a steady run, Fulp was fifth in the other NART 275 P.

1964 CANADIAN GP, MOSPORT

A week later (September 25th), the Canadian Sportscar Championship finale took place at Mosport.

The 100 lap Canadian Grand Prix saw Bruce McLaren’s new Oldsmobile-powered McLaren M1A make its competition debut. Also present were three of the Ferrari P cars. Two were from NART (330 P 0820 for Pedro Rodriguez and 275 P 0812 for Walt Hansgen). The other was the white factory-owned 330 P for Ludovico Scarfiotti (0824).

Jim Hall stormed to pole in his Chaparral 2A but none of the Ferraris made it into the top five.

However, in the race, the P cars came good.

Hall jumped into an early lead but was hotly pursued by McLaren and the Ferraris of Scarfiotti and Rodriguez. Meanwhile, Jim Clark’s Lotus 30 (which started fifth) had stalled and caused a four car pile up behind him. The ensuing melee dropped Walt Hansgen’s 275 P to the back of the field.

More excitement was to follow. Hall had just started lap two when his Chaparral swerved out of control, went over a guardrail and tumbled down a 20 foot embankment. The car was wrecked. Miraculously, Hall escaped with just a broken arm.

At the halfway mark, McLaren was still in the lead ahead of Rodriguez and Scarfiotti while Hansgen was rapidly moving up the field in the other Ferrari.

On lap 60, McLaren came into the pits for attention to a carburettor linkage which dropped him to third and allowed Rodriguez and Scarfiotti to go by.

Rodriguez looked to have the race in the bag, but a late stop for a splash of fuel put Scarfiotti ahead. A frantic chase ensued which saw Scarfiotti break the lap record three consecutive times to try and retain his advantage.

However, with three laps to go, the Italian took a trip onto the grass and by the time he had recovered, Rodriguez was through. Scarfiotti nevertheless claimed second, McLaren was third and Walt Hansgen came home fourth after a fine recovery drive.

Afterwards, Scarfiotti’s white and blue works car (0824) returned to Italy.

1964 PARIS 1000KM, MONTLHERY

The final round of the 1964 World Sportscar Championship took place at on October 11th when Montlhery hosted the Paris 1000km.

Maranello Concessionaires entered their 330 P (0818) for Graham Hill and Jo Bonnier.

The red and blue Ferrari took pole position while behind it were no less than four 250 LMs. Fastest of these was the Scuderia Filipinetti entry of Vaccarella / Guichet which was followed by the Ecurie Francorchamps example piloted by Mairesse / Blaton. Stewart / Scarfiotti lined up fourth in the Maranello Concessionaires 250 LM and fifth was the privateer example owned by Hermann Muller that he shared with Armand Boller.

The race began at 10:30am in dry but blustery conditions.

Hill hurtled into the lead followed by Vaccarella, Muller, Stewart and Mairesse.

Over the next few laps, Hill continued to pull away from the rest of the field which was now led by Stewart in the Maranello Concessionaires sister car.

A couple of hours in, rain began to fall heavily and the circuit soon became treacherous.

By this time, Bonnier had taken over in the 330 P and continued to circulate with train-like regularity.

Unfortunately, on the 84th lap, disaster struck. Peter Lindner’s Low Drag Jaguar E-type went into a slide when an engine seal ruptured. The Jaguar aquaplaned into the stationary Abarth Simca of Franco Patria which was about to return to the track. Both drivers and three marshals were killed in the accident.

As ever, the race continued.

Bonnier ultimately finished two laps clear of the NART Series 2 GTO driven by Pedro Rodriguez / Jo Schlesser. Third placed Edgar Barth / Colin Davis were another lap down the road in their works Porsche 904/8.

1964 TROFEO BETTOJA, MONZA

Two weeks after the win at Montlhery, chassis 0818 made its final appearance of the year.

Monza was hosting the European Touring Car Championship finale on October 25th and, in support, a pair of races for Sports and GT cars were organised. The format saw a one hour preliminary on Saturday followed by a three hour final on Sunday.

Factory driver, Ludovico Scarfiott,i was made available for the event. He walked away from the opposition in the preliminary and then won easily in the final despite the absence of second gear; Scafiotti had lost a tooth from second gear on the one hour event so the selector was welded up for the main race.

The runner’s up spot went to Mario Casoni’s Iso Grifo A3C. Odone Sigala came home third in his Series 2 GTO.

1964 BAHAMAS SPEED WEEK

Since 1954, the end-of-season Bahamas Speed Week had attracted a stellar field of cars and drivers thanks to its party atmosphere and large prize fund.

For 1964, Luigi Chinetti took a team of cars to Nassau including a 330 P for Pedro Rodriguez to drive (chassis 0820).

0820 was entered for two races: the 25 lap Governor’s Trophy on December 4th and the 56 lap Nassau Trophy on December 6th.

Rodriguez placed fourth on his first outing and won the under five-litre Sports car class.

In his second event, he led until the track dried at which point the Chaparall 2A of Hap Sharp / Roger Penske stormed passed followed by Bruce McLaren’s McLaren Mk1. Rodriguez eventually finished two laps down in third.

CLOSE SEASON

The 1964 season had proven entirely satisfactory for Ferrari. However, with the Ford expected to be much more of a threat in 1965, a new P car was created: the P2.

SUBSEQUENT HISTORIES

As for the existing eight P cars, most continued to race.

0810 was sold by Luigi Chinetti to Bill McKelvey for his team, Scuderia Bear. This car’s best result was fourth overall at the 1965 Bridgehampton 500km World Sportscar Championship event. By this time, it had been repainted Scuderia Bear’s handsome livery of silver with a red, white and blue centre stripe.

0812 was retained by Chinetti and raced just twice in 1965. It appeared with factory drivers Maglioli and Baghetti at Sebring (where it finished eighth) after which it was painted blue. 0812’s final appearance was at the Bridgehampton 500km with Mario Andretti (DNF). It was then retired from competition duty.

0814 had not raced at all in 1964. It made two appearances for NART in 1965, posting a DNF at Daytona and then twelfth at Sebring. In 1966, it was crashed during a minor event at Mont-Tremblant. Afterwards, 0814 was rebodied as a road car for one of Chinetti’s backers (Robert Peak).

0816 did one race for NART in 1965 (at Sebring where it ran in a distinctive gold livery and was classified 23rd). It was then sold to privateer, Bill Cooper, who continued to race it sporadically until 1968.

0818 was retained by Maranello Concessionaires and was one of the two P cars not converted to Lightweight Roadster trim. Maranello Concessionaires raced 0818 in 1965 alongside their new 365 P2. The 330 P made three appearances (at the Monza 1000km, Spa 500km and Reims 12 Hours) but, while its speed was still there, reliability proved lacking. For 1966, 0818 was sold to privateer, Dick Protheroe, who had it rebodied by Piero Drogo to the latest style. Protheroe fatally crashed 0818 while practicing for his first race: the 1966 Oulton Park Tourist Trophy.

0820 was raced twice by NART in 1965. It ran in the US national colours of white and blue at Daytona and Sebring (posting DNFs on both occasions). This car was later sold off to collector, Greg Miller.

Like 0818, chassis 0822 was one of the two P cars that retained its original body style. NART ran it at Sebring in 1965 (for which it was painted blue with white stripes) but it failed to finish. 0822 made one more appearance in period (a DNF at the 1966 Daytona 24 Hours) before it was retired from competition and sold off.

The last car, 0824, was Ferrari’s works machine that returned to the factory after having been raced in the US in 1964. Once back in Italy, it was reconfigured to 365 P trim and sold to Scuderia Filipinetti. Unfortunately, 0824 was fatally crashed by Tommy Spychiger during its first race, the 1965 Monza 1000km.

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

VIN: the Maranello Concessionaires / Dick Protheroe Ferrari 275 P / 330 P chassis 0818

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

HISTORY OF CHASSIS 0818

Chassis 0818 was one of four new Ferrari P cars built for the 1964 season. Three of these were reserved for works use while 0818 was sold to Colonel Ronnie Hoare. Hoare owned the UK Ferrari importer, Maranello Concessionaires, based at 87 Wellesley Road, Chiswick, London.

In addition to this new batch of P cars, Ferrari also uprated their four 1963 chassis to run the latest 275 and 330 engines.

0818 was the most prolifically raced P car of all in 1964. It initially appeared alongside the works cars for the three International Prototype Trophy events that Ferrari decided to contest: Sebring, the Nurburgring and Le Mans.

At the Sebring 12 Hours, Graham Hill / Jo Bonnier qualified second, but having led at various stages, they retired with gearbox failure.

For the Nurburgring 1000km, 0818’s usual red and pale blue livery was switched to red with a white stripe. A 275 engine was fitted instead of the 330 motor used for every other outing.

Graham Hill / Innes Ireland started from fifth. Ireland was leading when his fuel tank split and the car ran out of petrol a quarter of a mile from the pits. Team-mate Hill took a gallon can to refuel, but the car was disqualified some laps later as refuelling had to be done in the pits.

With the 330 engine and red / blue livery re-instated for Le Mans, Hill / Bonnier qualified fifth. They took a well-deserved second place finish behind Scuderia drivers, Guichet / Vaccarella.

At the non-championship Brands Hatch Guards Trophy in August, Graham Hill was up against a field of super-lightweight Sports cars and came home in fourth.

Thereafter, a hat-trick of wins followed at circuits around Europe.

Hill started third at the Goodwood Tourist Trophy and took a famous win against stiff opposition.

He was then joined by Bonnier for the Paris 1000km at Montlhery. In decidedly unpleasant conditions, they started from pole and made it back-to-back World Sportscar Championship wins.

0818’s last outing of the year was at the non-championship Monza Trofeo Bettoja which was a support event for that weekend’s European Touring Car Championship finale. Works driver, Ludovico Scarfiotti, took the wheel for the one hour preliminary and three hour finale. He won both.

For 1965, chassis 0818 generally played second fiddle to Maranello Concessionaires’ latest P car: a 365 P2 (chassis 0826).

0818 made three appearances all of which were at World Championship level.

Jo Bonnier / David Piper qualified fourth for the Monza 1000km but retired with a fuel leak.

At the Spa 500km, Mike Parkes started from pole but finished a distant ninth after multiple stops to address a faulty fuel pump.

0818’s final outing of 1965 was at the Reims 12 Hours where Graham Hill / Jo Bonnier qualified second but retired with gearbox trouble.

For 1966, Maranello Concessionaires dramatically reduced their racing programme and 0818 was sold to ex-RAF Officer, Dick Protheroe.

Protheroe was a Jaguar dealer and amateur racing driver from Leicestershire. His previous mounts included an XK120, C-type and a series of Lightweight E-types.

For 1966, Protheroe wanted to move up to a large rear-engine Sports car. He purchased 0818 from Colonel Ronnie Hoare and had it sent to Carrozzeria Sports Cars run by Piero Drogo in Modena.

Drogo reconfigured 0818 with the latest style of bodywork. The finished car was dispatched to England in the spring of 1966.

Protheroe’s first outing with 0818 was to be the Oulton Park Tourist Trophy on April 29th. The 140 lap TT was round two of the British Sportscar Championship, but Protheroe never made it to the grid.

During unofficial practice the evening before the race, Dick Protheroe crashed at Druids corner and was fatally injured.

In June of 1967, Protheroe’s widow, Rosemary, sold the engine and gearbox from 0818 to David Piper. The other parts to include the chassis were sold in July 1967 to Egon Hofer.

Notable History

330 P Spyder

Red & pale blue noseband

Maranello Concessionaires, Chiswick, London

21/03/1964 WSC Sebring 12 Hours (G. Hill / J. Bonnier) DNF (#24)

275 P Spyder

Red & white stripe

31/05/1964 WSC Nurburgring 1000km (G. Hill / I. Ireland) DSQ (#142)

330 P Spyder

Red & pale blue

22/06/1964 WSC Le Mans 24 Hours (G. Hill / J. Bonnier) 2nd oa, 2nd P3.0+ class (#14)
03/08/1964 IND Brands Hatch Guards Trophy (G. Hill) 4th oa, 3rd SP2.0+ class (#10)
28/08/1964 WSC Goodwood Tourist Trophy (G. Hill) 1st oa, 1st SR/P1.6+ class (#3)
11/10/1964 WSC Paris 1000km, Montlhery (G. Hill / J. Bonnier) 1st oa, 1st P3.0+ class (#2)
25/10/1964 IND Trofeo Bettoja, Monza (L. Scarfiotti) 1st oa, 1st P class (#50)

25/04/1965 WSC Monza 1000km (J. Bonnier / D. Piper) DNF (#67)
16/05/1965 WSC Spa 500km (M. Parkes) 9th oa, 5th P2.0+ class (#1)
04/07/1965 WSC Reims 12 Hours (G. Hill / J. Bonnier) DNF (#1)

Sold to Dick Protheroe, Market Harborough, Leicestershire, England

Rebodied as a Drogo Spyder

Red

29/04/1966 BSC Oulton Park Tourist Trophy (D. Protheroe) DNS (#44)

Damaged in Dick Protheroe’s fatal practice accident at Oulton Park

06/1967 engine and gearbox sold to David Piper, Surrey

07/1967 chassis, suspension and other parts sold to Egon Hofer, Austria

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

Guide: Ferrari Pininfarina P6 - a Historical & Technical Appraisal

<<<FERRARI PORTAL

BACKGROUND

Unveiled in November 1968 at the Turin Motor Show, the P6 was the inspiration for Pininfarina's mid-engined production Ferraris that would come on stream in the early 1970s.

Of the myriad Ferrari-based Pininfarina show cars of the era, the P6 was perhaps the most relevant; it previewed many of the styling cues that would later be adopted on Ferrari's BB road cars.

Unfortunately, while the bodywork needed just a little refinement, complications with the BB's technical development meant it wouldn’t go into production for another five years.

Delays with the BB meant the conventional front V12-engined 365 GTB/4 (launched at the Paris Motor Show just a matter weeks before the P6 appeared) would stay in production longer than originally anticipated.

With Ferrari’s mid-engine racing experience, it was perhaps a surprise that their customers had to wait so long for a flagship model boasting a centrally mounted engine. In comparison, the Ford GT40 Mk1 was available in road trim from spring 1965 and the Lamborghini Miura started to roll off the production line two years later. De Tomaso entered the fray in the autumn of 1967 when the first Mangustas were delivered to customers.

However, all three of these models had major flaws: the Miura needed constant development, the GT40 was pretty impractical and the De Tomaso Mangusta was among the most ill-handling automobiles ever produced.

By contrast, Enzo Ferrari was notoriously conservative with regard to technological advancements and waited until a properly developed machine was ready for his demanding clientele.

The P6 was the fourth Pininfarina styling concept created on a Dino 206 S chassis. It followed the Ferrari Dino 206 Pininfarina Berlinetta Speciale built on chassis 0840 (unveiled at the Paris Motor Show in October 1965), the Ferrari Dino 206 S Pininfarina Competizione built on chassis 034 (unveiled at the Frankfurt Motor Show in September 1967) and the the Ferrari 250 P5 built on chassis 020 (unveiled at the Geneva Motor Show in March 1968).

CHASSIS

The P6 was based on Dino 206 S chassis 036. This was a tubular steel affair with stressed alloy panels riveted in place to create a semi-monocoque effect. The wheelbase was 2280mm and fuel tanks were originally mounted in each rocker panel.

Fully independent suspension was via unequal-length wishbones, coil springs and telescopic Koni shocks plus an anti-roll bar at either end.

Ventilated disc brakes were supplied by Dunlop and mounted outboard at the front, inboard at the rear.

Five-spoke Campagnolo alloy wheels were attached via a single centre locking hub nut.

ENGINE

Although completed as en engine-less push-mobile, the P6 was conceived to house a mid longitudinally-mounted three-litre 60° V12 engine.

Output was a quoted 400bhp at 9200rpm which marked the theoretical engine out as an F1 unit.

These were high revving and extremely complex motors running dual overhead camshafts, three valves per cylinder, twin plug ignition and Lucas fuel-injection – definitely not something ready to be shoehorned into a road car.

BODYWORK

The beautifully executed bodywork incorporated a fashionable pointed nose with a shallow full width intake aperture that was obscured by slim quarter bumpers at each corner.

A fixed bank of three headlights per side were located under etched plastic covers. Although Ferrari would opt for pop-up headlights on the production BB, these distinctive covers were retained for the supplementary lights.

A three-window cockpit was adopted along with a fastback rear cabin profile that featured a bank of seven wraparound slats.

Flying buttresses swept back to an inverted Kamm tail that housed openings for a pair of custom tail lights above wraparound quarter bumpers.

Pininfarina installed a signature scalloped intake down each flank but there was little in the way of superfluous decoration.

The finished car was painted white with satin black bumpers and natural alloy rear windscreen louvres.

INTERIOR

The interior was sensibly laid out and generally well considered; compared to most design concepts of the era, it appeared almost production-ready.

A simple anti-glare dash was installed and primary instrumentation was housed in a conventional binnacle while supplementary gauges were located in a pod on the transmission tunnel.

Fixed-back bucket seats were given vertically ribbed centres. The tall full-length transmission tunnel was home to an open gate gearchange, an ashtray, a cigar lighter and handbrake. The dash and door panel bands were upholstered in black vinyl. The rest of the upholstery, including the carpet, was coloured red.

The steering wheel had a traditional wood rim with three natural alloy spokes.

The P6 was left-hand drive with a central gearchange.

SUBSEQUENT HISTORY

After it was unveiled at the Turin Motor Show in November 1968, the P6 returned to Pininfarina where it was given a new light metallic blue paint job.

It remains in Pininfarina ownership to this day.

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & Pininfarina - https://pininfarina.it

Guide: Ferrari Dino 246 GT & GTS - a Historical & Technical Appraisal

<<<FERRARI PORTAL
<<<DINO 246 GT & 246 GTS FOR SALE

BACKGROUND

The Dino GT came about as a result of Enzo Ferrari’s desire to re-enter Formula 2 racing for 1967.

At the time, Formula 2 was still a massively important series that attracted drivers and constructors from Formula 1.

The new-for-1967 F2 engine regulations were announced back in early 1965; there would be a 1600cc, six cylinder limit and minimum production requirement of 500 units. The engine blocks had to be used in 500 road-going production cars built within twelve consecutive months.

Enzo Ferrari thought his 1.6-litre 65° V6 that would soon break cover in the Dino 166 P sports racing car would be the perfect basis for an F2 motor. However, as Ferrari did not have the production capacity to meet the homologation requirement, a deal was struck with Fiat.

Fiat would manufacture a productionised version of the V6 engine and also build the Dino-powered road cars.

As part of the arrangement, Fiat had access to the engine for a couple of their own front-engined flagship models: the Pininfarina Dino Spider and Bertone Dino Coupe. Meanwhile, the mid-engined Dino GT (also built by Fiat / Pininfarina) would ostensibly be offered as a junior Ferrari.

For production, the 1.6-litre V6 engine was taken out to two-litres.

The Dino 206 GT was manufactured between spring 1968 and summer 1969. Only 152 were built before Ferrari phased in a more potent 2.4-litre variant: the Dino 246 GT.

Production of the Dino 246 GT began in August 1969. Aside from its bigger 2.4-litre engine, other notable new features were a slightly longer wheelbase and predominantly steel instead of aluminium bodywork.

Three subtly different series of 2.4-litre Ferrari Dino were assembled over the next five years, the last of which included a targa-topped GTS variant.

During this time, the Dino’s most obvious rival was Porsche’s 911. Junior models from Lamborghini and Maserati also emerged, but thanks to its gorgeous body, exotic looks and association with Ferrari, the Dino occupied a special place in the market.

It was initially offered alongside the recently introduced 365 GTB/4 (a two-seat Berlinetta), the 365 GTC (a two-seat Coupe) and the four-seat 365 GT. The 365 GTB/4 and 365 GTC were also offered in Spider trim.

The Series 1 Dino 246 GT (also known as Tipo L) was unveiled at the Geneva Motor Show in March 1971. Production started five months later.

ENGINE / TRANSMISSION

In the engine bay was Franco Rocchi’s uprated version of the Vittorio Jano-designed 65° V6 engine.

As usual, it was transversely-mounted and featured dual overhead camshafts with two valves per cylinder, wet-sump lubrication, single plug ignition and a single coil.

For this latest Tipo 135 C application, capacity was enlarged to 2418cc. The not inconsiderable gain of 431cc was achieved by increasing the bore from 86mm to 92.5mm and extending the stroke from 57mm to 60mm.

In order to reduce manufacturing costs and simplify production, the 2.4-litre Dino engine was switched from a Silumin light alloy block to cast iron.

An aluminium-alloy head was retained along with a 9.0:1 compression ratio and three Weber 40 DCN downdraught carburettors.

Peak output was 195bhp at 7600rpm (up from 160bhp at 7200rpm) and 165lb-ft at 5500rpm (up from 126lb-ft at 6000rpm).

Transmission was via an all-synchromesh five-speed manual gearbox, single plate clutch and limited-slip differential.

CHASSIS

Like its predecessor, the Dino 246 GT was based upon a tubular steel chassis with alloy panels riveted in place to effectively create a semi-monocoque arrangement.

Compared to the outgoing model, the wheelbase was extended from 2280mm to 2340mm. There was also a modified central chassis tube to facilitate the production of a right-hand drive variant.

Suspension was fully independent with unequal length wishbones, coil springs and telescopic Koni dampers. Anti-roll bars were installed at either end.

Disc brakes were fitted at each corner along with 6.5 x 14-inch Cromodora alloy wheels. The centre-lock wheels were fastened in place with a single triple-eared nut and originally came shod with Pirelli tyres.

A 65-litre fuel tank was located up against the left-hand side of the rear bulkhead.

BODYWORK

All but the opening body panels were switched from aluminium to steel.

Cosmetically though, the 206 and 246 were little changed. The most obvious difference was the new fuel filler cap which now came mounted under a flush fitting circular flap on the left-hand sail panel. By contrast, earlier 206 iterations had an exposed filler cap.

The 246 also featured slightly bigger exhausts.

As had been the case for all series production Ferraris since late 1953, the Dino GT was styled by Pininfarina.

Fabrication was handled by Scaglietti in Modena.

The beautiful baby Ferrari featured curvaceous wings, recessed headlights and delicate quarter bumpers. The shallow primary nose intake fed fresh air to the radiator and a series of smaller ducts for brake cooling were cut from the front apron.

Two banks of vents were mounted on the front lid under which was a full size spare wheel.

Visibility out of the glassy cockpit was excellent. Elegant flying buttresses swept from the roof down to the Kamm tail. The single-piece rear windscreen was delicately curved, as were the engine cooling scoops carved out from each flank.

Like before, there were no Ferrari emblems to be found anywhere on the car.

INTERIOR

Most interior appointments were carried over from the 206 variant.

Instrumentation was housed in an oval binnacle with a plain aluminium fascia. Large gauges for engine and road speed were flanked by a clock and ammeter. In between the speedometer and rev counter were four small read outs for oil and water temperature, oil pressure and fuel.

The dashboard was upholstered in fine dark grey mousehair to avoid reflections from the windscreen.

The tops of the door panels, upper rear bulkhead panel and head rests were usually trimmed in black vinyl. The main portion of the door panel was upholstered to match the seats, transmission tunnel and sills. The main rear bulkhead was usually hard-wearing black wrinkled vinyl.

Steeply raked seats could be adjusted for and aft but the backs were fixed in position and the headrests were attached to the rear bulkhead.

Although a small number of very early examples came with a wood-rimmed steering wheel, most 246 Dinos were fitted with a new leather-rimmed design.

OPTIONS

Fabric seat centres were still available as was leather instead of the full vinyl most commonly used.

Radios, Plexiglas headlight covers, a nudge bar and Ferrari emblems were dealer fit upgrades.

WEIGHT / PERFORMANCE

Ferrari quoted a dry weight of 1080kg (up from 900kg).

Top speed was unchanged at 146mph, but the 0-62mph time dropped from seven to 6.6 seconds.

SERIES 1 / TIPO L PRODUCTION

357 Series 1 Tipo L Dino 246 GTs were built between August 1969 and the summer of 1970.

All were left-hand drive.

Chassis numbers ranged from 00400 to 01116.

SERIES 2 / TIPO M

From chassis 01118, a series of further refinements were introduced.

Externally, these Series 2 / Tipo M variants could be identified by their five stud instead of centre locking wheels. A Dino-branded centre cap was also added.

Other tell-tale features were door locks moved from within the side intake scoop to underneath it and deletion of the boot lid lock (switched for a third lever in the cockpit next to those for the fuel filler and front lid).

Body panels were now entirely formed from steel with the exception of the front lid.

Under the skin, ATE disc brakes were adopted in place of Girling items.

There were also a series of changes made inside.

The seats were given a perforated central section and the headrests were now attached to the tops of the seats instead of the rear bulkhead. The rear bulkhead itself was now trimmed with ribbed upholstery to match the rest of the interior.

Subtly redesigned door panels were given useful storage bins and the heater / defroster controls were moved from transmission tunnel to the centre of the dash.

In late 1970, the first right-hand drive Dinos began to roll off the production line.

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Production of the Series 2 / Tipo M variant continued until July 1971. 507 were built with 62 of these in right-hand drive.

SERIES 3 / TIPO E

The Series 3 / Tipo E Dino GT was phased in during mid 1971. By this time, production had risen from the three cars a week of 1968 to three every day.

Aside from new gear ratios, a revised fuel supply system and re-shaped front apron ducts, little was actually changed.

A US-compliant version was soon added to the range. It featured vertical instead of flush-mounted indicators in the nose panel, rectangular side marker lights cut into the front and rear fenders and some additional emissions equipment.

DINO 246 GTS

At the Geneva Motor Show in March 1972, Ferrari unveiled a targa-topped GTS variant.

A black removable roof panel could be stowed behind the seats. The chassis was suitably reinforced with extra bracing along the sides and front of the engine frame. The roll hoop was also beefed up.

GTS Dinos did not have rear three-quarter windows. Instead, their sail panels were given a bank of three rectangular grilles to aid cockpit ventilation.

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GTS Dinos usually came with a higher specification than GT variants. Leather upholstery was the norm along with the recently introduced options of air conditioning and electric windows.

GROUP 4 WHEELS / FLARES & DAYTONA SEATS

Around the same time, Ferrari started to offer wider sand-cast Campagnolo Elektron magnesium alloy wheels and Group 4-inspired wheelarch extensions.

Later in 1972, the ‘Daytona’ seat option was introduced which enabled customers to specify the distinctive two-tone seats found in Ferrari’s flagship 365 GTB/4.

Together, these upgrades are commonly referred to as ‘Flares’ and ‘Chairs’.

END OF PRODUCTION

Production of both the GT and GTS came to an end in July 1974.

By this time, 3760 Dinos had been delivered since the spring of 1968.

1431 of these were to Series 3 / Tipo E GT specification of which 446 were right-hand drive.

Additionally, 1274 examples of the GTS were built, 254 of which were right-hand drive.

246 GT Series 1 / Tipo 670L: 1969 – 1970, 357 built, VIN range 00400 to 01116
246 GT Series 2 / Tipo 670M: 1970 – 1971, 507 built (62 RHD), VIN range 01118 to 02130
246 GT Series 3 / Tipo 670E: 1971 – 1974, 1431 built (466 RHD), VIN range 02132 to 07650
246 GTS Series 3 / Tipo 670E: 1972 – 1974, 1274 built (254 RHD), VIN range 02174 to 08518

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & Pininfarina - https://pininfarina.it

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

VIN: the works Ferrari Dino 206 S chassis 0842

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

HISTORY OF CHASSIS 0842

Chassis 0842 was the first Dino 206 S constructed. A Spyder, it was retained as a works car and, during 1966, variously appeared under Scuderia Ferrari and Scuderia Sant Ambroeus entries. Scuderia Sant Ambroeus was the quasi works operation run by Ferrari’s racing team manager, Eugenio Dragoni.

0842 made the Dino’s competition debut alongside a solitary P3 at the Sebring 12 Hours in March 1966. Ludovico Scarfiotti and Lorenzo Bandini qualified twelfth which was second fastest of the two-litre prototypes.

Despite suspension and transmission problems, 0842 soldiered on to finish fifth overall (second in the two-litre prototype class).

Its next appearance came at the Monza 1000km. Giampiero Biscaldi and Mario Casoni qualified eighth, but retired with clutch problems.

The same two drivers subsequently placed 14th overall and second in class at the Targa Florio.

Afterwards, 0842 returned to the factory where it was fitted with a fuel-injected twin plug ‘sprint’ engine that developed around 230bhp. Every piece of superfluous equipment was removed and the car became Ludovico Scarfiotti’s entry for the 1966 European Mountain Championship.

Scarfiotti had won the 1965 series driving chassis 0834: the unique Dino 206 P.

Unfortunately, after placing second to Gerhard Mitter’s Porsche 906 in the season-opener at Rossfeld, Scarfiotti missed rounds two and three (Mont Ventoux and Trento-Bondone); the Italian had been injured at Le Mans when he crashed his Ferrari P3 into a stationary car.

Scarfiotti made a victorious return at Cesana-Sestriere, after which 0842 was further uprated with experimental three-valve cylinder heads.

Round five was Freiburg-Schauinsland, but by finishing second to Mitter, Scarfiotti surrendered his crown to the works Porsche driver.

Although the championship was lost, Scarfiotti attended (and won) round six at Sierra-Montana-Crans. However, he did skip the final round at Gaisberg to attend the Italian Grand Prix (which he also won).

Scuderia Ferrari did not contest the full 1967 European Mountain Championship. Nevertheless, 0842 was re-bodied as a Group 6 Spyder. Its new configuration included single covered headlights, a simple roll hoop and flattened rear decklid.

The handsome little Dino appeared just twice that year.

At Trento-Bondone, Scarfiotti drove 0842 to a second place finish behind Gerhard Mitter's Porsche 909 Bergspyder.

0842 was then taken to the Mugello road race where it would serve as Scuderia Ferrari’s practice mule.

Regrettably, this outing ended in disaster.

Gunther Klass was at the wheel when, heading down from the Giogo Pass to Firenzuola, 0842 went off the road and hit a tree hard on the driver’s side. The Dino burst into flames and Klass was trapped behind the wheel.

Poor Gunther Klass was eventually freed and airlifted to hospital, but he was announced dead on arrival.

The Scarfiotti / Vaccarella entry (004) was immediately withdrawn and the factory’s Dino sports car programme was abandoned in the saddest of circumstances.

Notable History

Dino 206 S Spyder

Scuderia Ferrari (Scuderia St. Ambroeus)

26/03/1966 WSC Sebring 12 Hours (L. Scarfiotti / L. Bandini) 5th oa, 2nd P2.0 class (#46)
25/04/1966 WSC Monza 1000km (G. Biscaldi / M. Casoni) DNF (#37)
08/05/1966 WSC Targa Florio (G. Biscaldi / M. Casoni) 14th oa, 2nd P2.0 class (#210)
12/06/1966 EHC Rossfeld Hillclimb (L. Scarfiotti) 2nd oa, 2nd P class (#1)
24/07/1966 EHC Cesana-Sestrieres Hillclimb (L. Scarfiotti) 1st oa, 1st P class (#596)
31/07/1966 EHC Freiburg-Schauinsland Hillclimb (L. Scarfiotti) 2nd oa, 2nd P class (#78)
28/08/1966 WSC Sierre Montana-Crans Hillclimb (L. Scarfiotti) 1st oa, 1st P class (#187)

Converted to Gr.6 Spyder configuration

10/07/1967 EHC Trento-Bondone Hillclimb (L. Scarfiotti) 2nd oa, 2nd Gr.B6/7 class (#100)
23/07/1967 WSC Mugello GP (G. Klass) T-car (#T)

Destroyed in Gunther Klass’s fatal accident during practice at Mugello

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

Guide: Ferrari SP/61 - a Historical & Technical Appraisal

<<<FERRARI PORTAL
<<<SP/61 PORTAL

BACKGROUND

Enzo Ferrari was notoriously conservative when it came to certain kinds of technical developments. He famously stated that “aerodynamics are for people who can’t build engines” and, in relation to mid-engined racing cars, “the horse should pull the cart and not push it”.

However, by the early 1960s, it was clear aerodynamics were vitally important as speeds edged continually upwards. Likewise, English “garagistes” had proven the mid-engined layout was the way forward; the last time a front-engined car won an F1 championship was 1958.

With the writing on the wall, Ferrari trialled an experimental mid-engined F1 car at two races in 1960.

For 1961, the team switched full time to a mid-engined Formula 1 car and used a combination of front and mid-engined layouts for the World Sportscar Championship.

The three new Scuderia Ferrari racing cars were unveiled at the Maranello Press Conference in February 1961. They comprised the V6-engined 246 SP (SP/61) which was displayed alongside the latest front V12-engined challenger (the 250 TRI/61) and the 156 Formula 1 car.

Having lost the 1959 World Sportscar Championship to Aston Martin, Ferrari had regained their title in 1960 after beating Porsche on a tie-break. Aside from defeat to Aston Martin in 1959 and Mercedes-Benz in 1955, Ferrari had won the championship every year since its 1953 inception.

The 1961 series would be contested over five rounds: the Sebring 12 Hours, the Targa Florio, the Nurburgring 1000km, the Le Mans 24 Hours and the Pescara 4 Hours.

Although the threat from Aston Martin had disappeared (they had quit at the end of 1959), Maserati's satellite teams were gearing up for a serious attack with their latest Tipo 61 and Tipo 63 ‘Birdcage’ models.

Likewise, the threat from Porsche’s factory squad could not be discounted even though at this stage the Germans generally contested the under two-litre class.

CHASSIS

The SP/61 was built on a brand new Tipo 561 tubular steel chassis with a 2320mm wheelbase.

Suspension was via unequal length wishbones, coil springs, telescopic shocks and a front anti-roll bar.

Each sill housed a 57.5-litre fuel tank. Quick filler caps were added to the front fenders soon after launch.

The 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 measured 5.5-inches wide at the front and 6.5-inches wide at the rear.

ENGINE / TRANSMISSION

The SP/61 was powered by an evolution of the Vittorio Jano-designed Dino V6 that had been used in a variety of applications since 1957.

The idea for a dual overhead camshaft 65° V6 had originally been proposed by Enzo Ferrari’s son, Alfredo. However, Alfredo died from muscular dystrophy in 1956 before the new engine came to fruition.

Alfredo was more commonly known by his nickname, Dino, which his father chose to grace certain V6-powered Ferraris thereafter.

The all-alloy Dino V6 was mounted mid longitudinally in the chassis. It displaced 2417cc thanks to a bore and stroke of 85mm and 71mm respectively.

Dry-sump lubrication was employed along with two valves per cylinder, single plug ignition and two coils.

With a compression ratio of 9.8:1 and three Weber 42 DCN downdraught carburettors, peak output was 270bhp at 8000rpm.

Power was transmitted to the road through a five-speed manual gearbox, twin plate clutch and limited-slip differential.

BODYWORK

Prior to its introduction, scale models of the SP/61 had been refined in a small wind tunnel built at the request of Ferrari’s chief designer, Carlo Chiti.

Like the 156 F1 car and 250 TRI/61, the SP/61 adopted Chiti's trademark ‘Sharknose’ front end that looked great even if it wasn’t of much real world benefit.

A wraparound windscreen conformed to minimum height requirements set by the FIA. The sides of the windscreen swept around to a higher than usual rear bulkhead.

The rear deck sloped down to a Kamm tail and housed a vertical tail fin devised to increase stability. The rear body section could be quickly detached for easy access to the engine bay during races.

Body panels were fabricated in the thinnest available aluminium at the Fantuzzi works in Modena.

INTERIOR

Aside from the seats (trimmed in bright blue fabric), there was no upholstery to speak of. Instead. most of the surfaces were left in bare unpainted aluminium.

Directly behind the three spoke wood-rimmed steering wheel was a large tachomoter. Smaller gauges for fuel, oil and water were mounted either side.

Both SP/61s constructed were built in right-hand drive with a right-hand open gate gear lever.

WEIGHT / PERFORMANCE

Ferrari quoted a dry weight of 590kg and a 168mph top speed. With the highest possible gear ratio, 0-62mph required comfortably less than five seconds.

TESTING

Testing began at the Modena Autodrome immediately after the Maranello Press Conference in February 1961. However, it soon became apparent that the windscreen and tail fin made the car very unstable.

Not long after the programme had got underway, a brake failure caused Wolfgang von Trips to roll the solitary SP/61 thus far created (chassis 0790). Thankfully, von Trips emerged unscathed and damage was limited. The car was quickly rebuilt but this time without the tail fin.

Testing resumed and, when Richie Ginther suggested adding a rear spoiler, the ill-handling SP/61 was transformed.

1961 SEBRING 12 HOURS

Scuderia Ferrari confidently sent three cars out to Florida for the opening round of the 1961 World Sportscar Championship: the Sebring 12 Hours on March 25th.

The solitary SP/61 (0790) was entered for Richie Ginther / Wolfgang von Trips. By this time it had been further refined with a variety of extra cooling ducts and vents.

Also present were a brace of of 250 TRI/61s for Phil Hill / Olivier Gendebien and Giancarlo Baghetti / Willy Mairesse.

A big Ferrari-Maserati battle was expected; the works-supported Camoradi International and Momo Corporation teams were on hand with their Tipo 63s and Tipo 61s. A smattering of Ferraris from NART would also be in contention.

Grid positions were decided on engine size which meant Ginther started 27th in the SP/61.

The flag fell at 10am and Masten Gregory took the lead in his mid-engined Camoradi Maserati Tipo 63. He was closely followed Pedro Rodriguez (NART 250 TR 60), Walt Hansgen (Momo Tipo 63), Phil Hill in the works TRI and Ginther in the SP/61.

After 15 laps, the Ferraris had taken control. Rodriguez headed the field with Hill second and Ginther third in the SP/61. The Maseratis of Hansgen, Gregory and Stirling Moss (who had started slowly because of a flat battery) were fourth, fifth and sixth.

Ginther moved the SP/61 into the lead at around the one hour mark. Hill was still second in the works TRI but Moss was closing rapidly in his front-engined Camoradi Tipo 61.

Shortly after the three hour mark, Moss went out with suspension damage.

Wolfgang von Trips soon followed. The German had taken over from Ginther in the SP/61 and was leading the race when he came into the pits. One too many kerbs had been clouted and von Trips was forced to abandon with broken steering.

The remainder of the race saw the Maseratis drop out one by one.

First and second spots ultimately went to the works 250 TRI/61s of Hill / Gendebien and Baghetti / Mairesse. Pedro and Ricardo Rodriguez took third in the NART 250 TR 60.

1961 LE MANS TEST

Scuderia Ferrari’s next appearance with the SP/61 was at the Le Mans Test which took place over the weekend of April 8th and 9th.

Hill, Ginther, von Trips and Mairesse were present along with a solitary SP/61 (0790) and a 250 TRI/61.

Soon after practice began, Mairesse bent the front engined car which suffered front and rear body damage. Fortunately, the team managed to effect repairs by late in the day.

Ginther initially went fastest, setting a new lap record in the SP/61 which was later eclipsed by Hill in the same car.

The mid-engined Ferrari ended the weekend fastest followed by the repaired 250 TRI/61. Third through fifth positions were occupied by mid-engined Tipo 63 Maseratis from Scuderia Serenissima and Briggs Cunningham.

1961 TARGA FLORIO

Sicily hosted round two of the 1961 World Sportscar Championship on April 30th: the Targa Florio.

Scuderia Ferrari took three cars for the gruelling event: a brace of SP/61s for Phil Hill / Olivier Gendebien and Wolfgang von Trips / Richie Ginther plus an older front-engined 250 TRI/60 for Ricardo Rodriguez / Willy Mairesse.

As the team had not taken any practice hacks, the drivers were forced to do all their reconnaissance laps in Fiat 600 hire cars.

The Hill / Gendebien SP/61 was a brand new car (chassis 0796) which the team had forgotten to fit with a conical baffle in the fuel tank. This meant that, during the first try out, the car kept spinning on fuel that was slopping out from the tanks.

For the race, Gendebien was set to drive the opening stint in the new car. However, before the start, the Ferrari team agreed that, if anything happened to the Hill / Gendebien machine, they would take over the von Trips / Ginther example (0790).

Realising that if he started the race and broke down on track, Hill would get to take over the second car instead of him, Gendebien became temperamental and forced Hill to start.

A ruffled Hill drove off in a thoroughly bad temper. He stormed past a host of slower machines and struck several as he went (including von Trips). His car already had a crumpled nose when he came out of a corner too quickly and went off the road, into a ditch and instant retirement.

Gendebien therefore joined von Trips and bumped Ginther out of the second SP/61.

Wolfgang von Trips drove the opening session in 0790 and was soon into his stride. On lap two, he was third behind the nimble Porsche 718 RS of Stirling Moss and Jo Bonnier.

At the end of lap four, von Trips handed over to Gendebien and Moss pitted for Graham Hill to take over the lead Porsche.

Gendebien was quickly into second place and soon just a few seconds behind Graham Hill. The two cars exchanged the lead several times during the ten lap race.

With Moss re-instated, the Porsche seemed to have the race in the bag until it coasted to a stop with a stripped crown-wheel and pinion.

Victory at the Targa Florio thus went to von Trips / Gendebien with Porsches second and third. The Scuderia Serenissima Maserati Tipo 63s placed fourth and fifth.

1961 NURBURGRING 1000KM

Four weeks later, Scuderia Ferrari took a three-car team to the Eifel mountains of Germany for the Nurburgring 1000km (May 28th).

For this event, the brace of SP/61s that appeared in Sicily were joined by a works 250 GT SWB Berlinetta for Willy Mairesse and Giancarlo Baghetti.

Phil Hill and Wolfgang von Trips were paired in chassis 0796 (the SP/61 crashed by Hill on the Targa Florio). Richie Ginther and Olivier Gendebien drove 0790 (the Targa Florio winner).

In response to complaints from drivers about poor visibility through the tall windshields mandated for 1961, the FIA announced a 35cm slot could be cut away. Ferrari modified 0790 and 0796 accordingly.

The Ginther / Gendebien entry went quickest in practice to secure pole. Next up was the two-litre Porsche 718 RS of Stirling Moss / Graham Hill followed by Phil Hill / Wolfgang von Trips in the second SP/61.

The 44 lap race began at 9am.

Jim Clark’s Essex Racing Team Aston Martin DBR1 was first away followed by Moss, Ginther, Hans Herrmann (718 RS), Ricardo Rodriguez (in NART’s newly uprated 61-spec. 250 TRI) and Mairesse in the works 250 GT SWB Berlinetta.

By the end of the opening 14-mile lap, Moss had moved up to first and Phil Hill had stormed through to second ahead of Ginther.

On lap two, the SP/61s moved to the head of the field which relegated Moss to third. Hill set a new lap record and then did so again on laps three, five, six, seven and eight. The SP/61s were clearly the fastest cars in the race.

On lap eight, Hill and Ginther called into the pits for von Trips and Gendebien to take over.

With 15 laps gone, von Trips had a three-and-a-half minute lead over Gendebien in the sister car.

Then on lap 16 it began to rain and freezing mist rolled in. The Stirling Moss / Graham Hill Porsche 718 RS started to close and, on lap 20, it moved into second place ahead of Ginther / Gendebien.

At the next round of stops, the Ferrari pit crew taped up various ducts to limit water ingress but the Ginther / Gendebien car was already suffering. With their carburettors icing up, they dropped down to seventh position.

At the head of the field, Moss retired the second place Porsche with engine failure on lap 21.

On lap 25, Phil Hill crashed the leading SP/61 at Flugplatz and the car briefly caught fire. 0796 was retired on the spot and would not be seen again until 1962.

Conditions later improved and von Trips joined Ginther and Gendebien in 0790.

They recovered to finish third overall.

Victory went to the Camoradi Maserati Tipo 61 of Masten Gregory / Lloyd Casner. The Maserati finished a lap ahead of runners up, Ricardo and Pedro Rodriguez, in the NART 250 TRI.

1961 LE MANS 24 HOURS

Losing one of the SP/61s ahead of Le Mans was not ideal preparation. Nevertheless, Scuderia Ferrari arrived at la Sarthe with a team of four cars: the SP/61 (chassis 0790) for Richie Ginther / Wolfgang von Trips, a pair of 250 TRI/61s for Olivier Gendebien / Phil Hill and Mike Parkes / Willy Mairesse plus a special 250 GT SWB Berlinetta with experimental bodywork for Fernand Tavano / Giancarlo Baghetti.

Although grid slots were decided on engine size, Richie Ginther posted the fastest time in official practice. The SP/61 was 3.5 seconds quicker than Hill in the 250 TRI/61 and nine faster than the Maserati Tipo 63s.

The race began at 4pm on June 10th.

Jim Clark was first away in his Border Reivers Aston Martin DBR1, but Ginther moved the SP/61 into the lead down the Mulsanne Straight and Gendebien was soon up to second in the 250 TRI/61.

Over the next six hours, these two cars and the NART 250 TRI driven by Ricardo and Pedro Rodriguez exchanged the lead several times.

At around 10:30pm, Ginther came in from the lead to have his lights fixed. The stop cost ten minutes and dropped the SP/61 to fourth.

By midnight, it had recovered to third.

As dawn approached, some hard driving from Ginther and von Trips meant they were back up to second place.

Unfortunately, at around 8am, the SP/61 failed to appear; a miscalculation meant von Trips ran out of fuel and was stranded by the side of the track.

Ferrari's blushes were saved as the works 250 TRI/61s finished first and second; Gendebien / Hill took the win from Parkes / Mairesse. Third sport went to the GT class winning 250 GT SWB Berlinetta of Pierre Noblet and Jean Guichet.

1961 PESCARA 4 HOURS

Victory at Le Mans had given Ferrari an unassailable lead in the championship standings.

As a result, just one official entry was dispatched to the season finale on August 15th: the Pescara 4 Hours.

However, in addition to the SP/61 (which was on hand for Richie Ginther / Giancarlo Baghetti), Enzo Ferrari also sent a 250 TRI/61 (plus several mechanics) for Scuderia Centro Sud.

Held on a 15 mile road circuit with a roughly triangular layout, the Pescara track comprised two main straights and a twisting mountain section.

Ginther went fastest in practice to set a new lap record in the SP/61. Co-driver Baghetti clouted some straw bales after which repairs were needed.

Cars lined up on the grid according to engine size.

The 23 lap race was underway shortly after 9am on Tuesday morning (a national Italian holiday).

Casner’s Camoradi Maserati Tipo 61 led away from the start with Ginther (SP/61) and Mairesse (driving Pierre Dumay’s 250 GT SWB Berlinetta) in hot pursuit.

By the end of lap one, Ginther had assumed the lead from Casner and Mairesse.

At the end of lap three, Ginther was in the pits complaining something seemed wrong with the SP/61’s rear suspension. This allowed Casner to re-take lead while Nino Vaccarella moved his Scuderia Serenissima Maserati Tipo 63 into third.

With an hour of racing gone, Ginther was back in the lead. A lap later (lap eight), Vaccarella, who had followed Ginther past Casner, retired with gearbox trouble.

At the end of lap nine, Ginther pitted for Baghetti to take over but halfway round lap ten, the SP/61 suffered a front suspension failure. Baghetti struggled back round to the pits with a flailing wheel where 0790 was retired.

Casner crashed out on lap 14 which meant the works-supported Centro Sud 250 TRI/61 of Lorenzo Bandini and Giorgio Scarlatti romped home to victory. It finished a lap clear of the works Porsche 718 RS of Edgar Barth / Karl Orthuber. Mennato Boffa finished third in his privateer Maserati Tipo 60.

Ferrari ended the season on 24 points compared to Maserati’s 14 and 11 for Porsche.

SUBSEQUENT HISTORIES

Both SP/61s were rebuilt to the low-body SP/62 specification during the close season.

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

Guide: Ferrari Dino 206 GT - a Historical & Technical Appraisal

<<<FERRARI PORTAL
<<<DINO 206 GT FOR SALE

BACKGROUND

Having convincingly proposed the benefits of a dual overhead camshaft 65° V6 to his father in the mid 1950s, Enzo Ferrari’s son, Alfredo, died from muscular dystrophy in 1956 before the new Vittorio Jano-designed engine came to fruition.

Alfredo was more widely known as Dino and it was this nickname that his father chose to grace certain V6-powered Ferraris thereafter.

In the years that followed, Dino engines were successfully used in Formula 1, Formula 2 and Sports racing cars.

In early 1965, the FIA announced that new Formula 2 regulations would come into effect from 1967. The principle rule change concerned engines: there would be a 1600cc, six cylinder limit and minimum production requirement of 500 units. The engine blocks had to be used in 500 road-going production cars built within a twelve month timeframe.

After several years out of Formula 2, Enzo Ferrari wanted to promote his Dino brand in this junior series. At the time, Formula 2 was far more popular than any modern era feeder category. It routinely attracted Formula 1 drivers and manufacturers and the new 1967 regulations were expected to yield a further explosion of interest.

Ferrari already had a 1.6-litre 65° V6 in development for the 1965 Dino 166 P. The engine was subsequently enlarged to 2-litres and achieved considerable success in sports car racing and hillclimbs.

Enzo Ferrari considered his Dino V6 engine the perfect basis for a 1600cc F2 powerplant.

However, Ferrari did not have the production capacity to make the 500 road cars required in a twelve month period. As a result, the company turned to Fiat. In March 1965, the two firms signed a cooperation agreement that would see Fiat produce the V6-powered Dino range in sufficient numbers to allow Ferrari to go racing with their new Formula 2 car.

One of the prototype Dino engines was sent to Fiat whose engineers stripped it down and reconfigured it to suit mass production methods.

Fiat and Ferrari then set about designing new cars to take the engine.

Fiat came up with two models: the Dino Spider (with bodywork by Pininfarina) and the Dino Coupe (with bodywork by Bertone). Ferrari conceived the Dino GT (another Pininfarina design).

All three models were initially built with the V6 Dino block enlarged to two-litres.

Ferrari’s first Dino road car concept was displayed at the Paris Motor Show in October 1965. Based on a 206 S sports racing platform, the stunning Ferrari Dino 206 Pininfarina Berlinetta Speciale constructed on chassis 0840 previewed a host of styling cues that would subsequently be adopted.

The first prototype of a true production Dino GT appeared at the Turin Motor Show in November 1966. Built on chassis 00106 (depicted above), this diminutive yellow Berlinetta caused a great deal of interest and, over the next twelve months, its features were gradually refined.

Another prototype was displayed at the Turin Motor Show in November 1967. By this time, the Dino GT was close to production-ready.

Deliveries began in the spring of 1968.

The Dino 206 GT joined a Ferrari line up that included the four seat 365 GT, the 330 GTC (a two-seat Coupe) and the 275 GTB/4 (a rakish two-seat Berlinetta). Open versions of the GTC and GTB/4 were also available (the 330 GTS and 275 GTS/4).

CHASSIS

The 206 GT used a brand new tubular steel chassis with a 2280mm wheelbase. Alloy panels were riveted in place to effectively create a semi-monocoque arrangement. The V6 motor was mounted transversely behind the seats; it was Ferrari’s first mid-engined production car.

Suspension was fully independent with unequal length wishbones, coil springs and telescopic Koni dampers. Anti-roll bars were installed at either end.

Disc brakes were fitted at each corner along with 6.5 x 14-inch Cromodora alloy wheels. These were fastened in place with a single triple-eared bolt and originally came shod with Pirelli tyres.

A 65-litre fuel tank was located up against the left-hand side of the rear bulkhead.

The Dino 206 GT was the first Ferrari to use rack and pinion steering.

ENGINE / TRANSMISSION

The original line of Dino engines was credited to Vittorio Jano while its conversion to mass production unit was handled by Aurelio Lampredi. The same engine used in Ferrari’s Dino was also fitted to the Fiat Dinos and these motors were all manufactured on the same Rivalta production line.

A 65° V6 with dual overhead camshafts for each bank of cylinders, the Tipo 135 B 000 engine used an alloy block and head with cast iron wet cylinder liners, cast iron valve seats and hemispherical combustion chambers.

It displaced 1987cc thanks to a bore and stroke of 86mm and 57mm respectively.

Compression was set at 9.0:1 and three twin choke Weber 40 DCN downdraught carburettors were fitted.

Wet-sump lubrication was employed while ignition was via a single spark plug per cylinder and single coil.

Peak output was 160bhp at 7200rpm and 126lb-ft at 6000rpm.

Transmission was via an all-synchromesh five-speed manual gearbox, single plate clutch and limited-slip differential.

BODYWORK

As had been the case for all series production Ferrari models since late 1953, the contract to design bodywork for this latest offering was handed to Pininfarina.

Fabrication was handled by Scaglietti in Modena. Aluminium was used throughout.

The finished article was spectacular and beautiful. It featured curvaceous wings, recessed headlights and delicate bumperettes at each corner. The shallow primary nose intake fed fresh air to the radiator while smaller ducts were cut from the front apron to cool the brakes.

Two banks of vents were mounted on the front lid which lifted up for access to the full size spare wheel.

Visibility out of the glassy cockpit was excellent. Elegant flying buttresses swept down to the Kamm tail. The single-piece rear windscreen was delicately curved, as were the engine cooling scoops carved out from each flank.

Originally there were no Ferrari emblems to be found anywhere on the car.

INTERIOR

The interior was equally well thought out.

All instrumentation was housed in an oval binnacle with a plain aluminium fascia. Large gauges for engine and road speed were flanked by a clock and ammeter. In between the speedometer and rev counter were four small read outs for oil and water temperature, oil pressure and fuel.

The dashboard was upholstered in fine dark grey mousehair to avoid reflections from the windscreen. The steering wheel had a traditional wood rim and three alloy spokes.

Seat centres were trimmed with ribbed fabric in black or red. Black vinyl was used for pretty much everything else.

The steeply raked seats could be adjusted for and aft but the backs were fixed in position and the headrests were mounted on the upholstered upper section of the rear bulkhead.

OPTIONS

Optional extras included Plexiglas headlight covers and full vinyl upholstery.

WEIGHT / PERFORMANCE

Ferrari quoted a dry weight of 900kg, a top speed of 146mph and 0-62mph time of seven seconds.

PRODUCTION

Production began almost immediately after the Brussels Motor Show in February 1968. It ran at the rate of around three cars a week for 18 months.

In August 1969 (after 152 examples had been completed, all of which were left-hand drive) Ferrari dropped the model to make way for a 2.4-litre version with a cast-iron engine block and long wheelbase chassis (the Dino 246 GT).

COMPETITION HISTORY

Although Ferrari never developed the Dino 206 GT as anything but a road-going production model, its wonderful handling and spirited performance convinced Luigi Chinetti to enter one for the Sebring 12 Hours on March 22nd 1969 (round two of the World Sportscar Championship).

Chinetti was the Ferrari importer for the USA and his North American Racing Team (NART) had for many years received a degree of factory assistance.

Chassis 00306 left the factory as a standard Dino 206 GT painted Blu Notte Metallizzato with Plexiglas headlight covers.

As a Prototype class entry (the Dino had not been homologated for the GT category), all manner of modifications would have been permitted such as wider wheels and tyres, additional spoilers and sundry engine upgrades. However, aside from some extra safety equipment (spot lights, a battery cut-off switch, a roll bar and racing harnesses), 00306 was kept remarkably standard.

NART added a white and red centre stripe.

Sam Posey and Bob Dini qualified 29th overall which was quicker than any other two-litre GT car and confirmed that, had homologation requirements been met, the Dino would have made an excellent competition car for the Grand Touring class.

Unfortunately, cooling problems hampered the Dino’s race pace and much time was lost in the pits. Nevertheless, it was still running at the end and was eventually classified in 36th position overall (tenth in the two-litre Prototype class).

Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & Pininfarina - https://pininfarina.it

Guide: Ferrari Pininfarina 250 P5 - a Historical & Technical Appraisal

<<<FERRARI PORTAL

BACKGROUND

Between 1965 and 1970, Pininfarina created a series of show-stopping styling concepts based on state-of-the-art Ferrari sports racing chassis that had become surplus to requirements.

The 250 P5 was one such machine.

Unveiled at the Geneva Motor Show in March 1968, it followed a pair of recent Dino concepts (the Dino 206 Berlinetta Speciale and Dino 206 Competizione), the wild 365 P Tre-Posti and a long wheelbase 250 LM Stradale that had begun the lineage in early 1965.

As the 250 P5 was never intended for production, Pininfarina were able to produce a machine unburdened by day-to-day practicalities. Accordingly, its appearance was akin to something from a science-fiction comic and, as expected, it caused a sensation on the international show circuit.

Notionally powered by a three-litre Formula 1 engine that theoretically would have made it one of the fastest cars in the world, the P5's most obvious legacy was its bank of full-width headlights mounted under a clear plastic panel; the 365 GTB/4 launched seven months later mimicked this Plexiglas treatment to great effect.

CHASSIS

The P5 was built on a chassis that started life as Dino 206 S number 020 which Pininfarina adapted to accommodate a dummy V12.

The chassis itself was essentially a Formula-type semi-monocoque that comprised a lightweight tubular steel framework with stressed aluminium and fibreglass panels riveted in place.

Suspension was independent all round with unequal-length wishbones, coil springs and telescopic Koni shocks. An anti-roll bar was installed at either end.

Ventilated disc brakes were supplied by Girling and mounted outboard at the front, inboard at the rear.

The Firestone-shod Campagnolo alloy wheels were a five-spoke design and attached via lug bolts as opposed to a single centre locking hub nut.

ENGINE

Ferrari supplied Pininfarina with a Formula 1 dummy engine for the 250 P5.

These 1967-spec. 312 motors boasted dual overhead camshafts with three valves per cylinder, twin plug ignition and Lucas fuel-injection. They were all-alloy 60° V12s that displaced 2989cc thanks to a bore and stroke of 77mm and 53.5mm respectively.

With an 11.8:1 compression ratio, peak output was 390bhp at 10,500rpm.

BODYWORK

Externally, the 250 P5's slender nose incorporated pontoon-style fenders and eight rectangular headlights mounted underneath a transparent cover. The wide intake on the lower apron broadly mirrored the light cluster. There was no chin spoiler nor any canards.

All four of the wheelarches were partially cut-away for dramatic effect and the cooling intake carved from each flank was embellished with a slatted alloy grille.

A domed single-piece windscreen was pure Ferrari P-car.

Cockpit access was via Gullwing doors with single-piece glass windows.

An enormous rear screen meant the power unit and spare wheel were on full display.

Perhaps the P5's most dramatic feature was its radical tail fascia. Pininfarina incorporated a bank of five horizontal slats that wrapped around to the rear wheelarches and lent the car a highly futuristic look.

The finished design was painted red with contrasting white wheels.

INTERIOR

Inside, the sills, dash, transmission tunnel, rear bulkhead, seat bolsters and head rests were upholstered in plain black vinyl. The seat centres were given an attention-grabbing red and black staggered pattern that continued on the footwell mats.

A simple flat panel dash featured a cowled pod for the tachometer. Supplementary gauges were located in front of the passenger.

The black leather-rimmed steering wheel had three polished alloy spokes.

Like all Dino P cars, the 250 P5 was right-hand drive with a left-hand open gate gear lever.

SUBSEQUENT HISTORY

After it starred at the 1968 Geneva Motor Show, the P5 was repainted white with blue wheels. More conventional seats with blue ribbed centres were also installed. In this configuration, it was shown at the Turin Motor Show in November 1968.

Immediately afterwards, the P5 returned to Pininfarina and the body was modified in order to be used as an Alfa Romeo Tipo 33 Stradale-based show car..

In the transition to Alfa underpinnings, the body’s central bank of covered headlights was deleted, cut-outs were made for pop-up headlights on the pontoon fenders and a removable front lid was added. The fabulous slatted tail fascia also disappeared along with the engine intake grilles down each flank. Pininfarina fitted new tail lights and small black bumperettes to give a more functional appearance.

The revamped Tipo 33-based machine was painted yellow and displayed as the Alfa Romeo P33 at the Paris Motor Show in October 1969.

Text copyright: Supercar Nostalgia
Photo copyright: Pininfarina - https://pininfarina.it

Guide: Ferrari 330 GTC Speciale - a Historical & Technical Appraisal

<<<FERRARI PORTAL

BACKGROUND

By the late 1960s, time was nearly up for Ferrari's illustrious line of super high end flagships like the Superamerica and Superfast; manufacturing techniques had changed radically since the coachbuilt era and the cost of introducing new models had grown exponentially.

Ferrari now routinely made street cars by the hundred and building batches of ten or twenty was no longer economically viable.

Ferrari's final offering that fell into this elite group came about thanks to a royal family with a history of spectacular commissions from the house of the prancing horse.

Princess Lilian of Belgium and her husband, Leopold III (who was King between 1934 and 1951, prior to his abdication), had owned a fleet of custom Ferraris. The royal garage had, at one time or another, been home to a Vignale-bodied 250 Europa and a 342 America Cabriolet fitted with a hot 375 engine. Perhaps most famously, King Leopold had ordered a 375 Plus sports racing car built as a stunning Pininfarina Cabriolet.

The commission for a custom 330 GTC came from Princess Lilian and Ferrari handed the task to Pininfarina. The resultant 330 GTC Speciale was finished in time to star at the Brussels Motor Show in February 1967. Three copies were subsequently manufactured which took total production to four units.

Based upon standard 330 GTC running gear, the four Speciales incorporated Ferrari's tried-and-tested combination of a traditional tubular steel frame powered by a thoroughbred V12 engine.

CHASSIS

A standard GTC Tipo 592 chassis was employed which was ultimately quite similar to the second series 275 GTB. Both cars shared a 2400mm wheelbase, identical track dimensions and a duplicate of one another’s fully independent suspension. This comprised unequal length wishbones, coil springs and telescopic shocks all round plus anti-roll bars at either end.

Dunlop disc brakes were standard along with 7 x 14-inch wheels. Of the four 330 GTC Speciales built, the first three came with wire wheels while the final example left the factory with Borrani's ten-hole cast alloy rims. A choice of Dunlop and Pirelli tyres was offered.

The floor panels, footwells and firewall were made of fibreglass.

Twin fuel tanks with an overall capacity of 90-litres were mounted each side of the spare wheel well.

ENGINE / TRANSMISSION

In the engine bay was a four-litre all-alloy 60° V12 with single overhead camshaft per bank and wet-sump lubrication.

Designated Tipo 209/66, it displaced 3967cc thanks to a bore and stroke of 77mm and 71mm respectively. These were the same internal dimensions as the 330 GT. The two models also shared an identical compression ratio (8.8:1) and fuel feed (three twin choke Weber 40 DCZ/6 or DFI/1 carburettors).

Ignition was via a single spark plug per cylinder and two coils.

Peak output was 300bhp at 7000rpm and 244lb-ft at 5000rpm.

The most significant technical development ushered in with the 330 GTC was its five-speed transaxle with enclosed fixed torque tube driveshaft. Before, extremely precise positioning was required to ensure the driveshaft ran at the same speed as the motor. The addition of a fixed torque tube coupling and compliant mountings eradicated any alignment issues.

A ZF limited-slip differential was standard.

BODYWORK

What really made the 330 GTC Speciale stand out was its sleek new body which pioneered a number of features that were later adopted on Ferrari production models.

At the front, Pininfarina used a 365 California-style nose with covered headlights. The first two Speciales came with the California’s unusual pop-up headlights.

The front bumperettes were also similar the 365 California while, at the back, a full-width bumper was fitted.

A brand new cabin profile with considerable glass area gave excellent all round visibility. The rear window was a single piece of concave glass similar to the type used by mid-engined models like the Dino. The curved glass elements were neatly integrated with flying buttresses that swept down to an extended tail with Kamm fascia and three-piece lights.

Unlike the 365 California, which had its tail lights mounted on a red reflective panel, the GTC Speciale came with a flashier chrome finish.

The GTC Speciale’s cabin and tail treatment were subsequently replicated on the four-seat 365 GT introduced later in 1967 (albeit with a simpler to manufacture fastback rear screen).

PRODUCTION DIFFERENCES

Although only four 330 GTC Speciales were built, they were not identical.

In addition to pop-up headlights, the first two examples came with rear bumper overriders, two banks of scuttle-mounted cooling vents and a nudge bar on the nose.

The last two examples came with plain rear bumpers, engine cooling vents carved out from the bonnet and no nudge bar.

Uniquely, car four came with shortened front bumperettes, chrome-rimmed headlight covers and flat instead of domed tail lights. As mentioned earlier, it was also equipped with cast alloy wheels rather than wires.

INTERIOR

Unlike the exterior, cockpits were largely standard. However, 330 GTC Speciales did without the normal teak veneered dash fascia and carpeted rear quarters; leather was used instead.

Air-conditioning and a radio (usually optional extras) were standard.

The oval instrument binnacle was home to a large speedometer and rev counter with smaller gauges for oil temperature, oil pressure and water temperature mounted in between. A clock, ammeter and fuel gauge were located in the middle of the dash.

Seats were well cushioned for maximum comfort.

WEIGHT / PERFORMANCE

Like the regular 330 GTC, top speed was around 150mph and 0-62mph took just over six seconds.

Weight was probably a little higher than the standard car’s 1300kg.

PRODUCTION

Princess Lilian's Speciale (chassis 9439 GT) was displayed at the Brussels Motor Show in February 1967. At her request, it was finished in light blue metallic with a black leather interior and dark blue carpet.

Princess Lilian also commissioned the second example (9653 GT) for her close friend, the internationally renowned cardiac surgeon, Dr. Michael DeBakey.

DeBakey’s car was identical to Princess Lilian's. After starring at the Geneva Motor Show in March 1967, it was exported to DeBakey’s home in Houston, Texas.

Cars three and four were both originally painted silver.

Chassis 10107 GT came with a black interior and was sold to Maria Maddalena da Lisca of Cortina d' Ampezzo in Italy.

By contrast, 10241 GT was upholstered with ivory leather and red carpet. This final example was displayed at the Frankfurt Motor Show in September 1967 and sold to Dr. Franco Palma, a surgeon from Rome and another very good Ferrari customer.

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

Guide: Ferrari 330 America - a Historical & Technical Appraisal

<<<FERRARI PORTAL

BACKGROUND

After the 250 GTE entered production in mid 1960, it went onto become the most commercially successful Ferrari to date.

The GTE’s four seat layout and day-to-day practicality attracted many new customers to the marque. By the time production ended in late 1963, 955 had been completed - nearly three times more than Ferrari’s next best-seller (the second series 250 GT Coupe).

Prior to the GTE being replaced by the 330 GT, a batch of 50 interim cars were built.

Named 330 America, this model was essentially a Series 3 GTE equipped with the four-litre engine that would be used in the 330 GT. This engine brought with it a useful dose of extra horsepower: 300bhp compared to 235bhp for the outgoing three-litre unit.

The 330 America was offered from late 1963 until Spring 1964. It was not given an official motor show debut.

The 330 America temporarily slotted into a Ferrari model line-up that comprised the recently introduced 250 GT Berlinetta Lusso (a two-seat fixed-head Coupe) and the flagship 400 Superamerica (which was available as a Coupe or Cabriolet). Customers that wanted to go GT racing were offered the second series 250 GTO. Those who needed four seats could opt for the 330 America.

CHASSIS

The 330 America used a GTE-spec. Tipo 508 E chassis with standard 2600mm wheelbase.

The GTE chassis was unique among Ferrari frames of the era as the engine was positioned further forwards to free up additional cockpit space. For the same reason, track was widened at either end compared to its contemporaries.

The chassis itself was fabricated from tubular steel.

Front suspension was independent via unequal length wishbones, coil springs and telescopic dampers. The back-end used a live rear axle with radius arms, semi-elliptical springs and more telescopic dampers.

Dunlop disc brakes were fitted all round along with 6 x 15-inch Borrani wire wheels normally shod with Pirelli tyres.

A 90-litre fuel tank was located underneath the boot floor.

ENGINE / TRANSMISSION

Ferrari had previously used four-litre versions of the 60° Gioacchino Colombo V12 in both the 330 LM racing cars and the 400 Superamerica. Neither of these were volume models though, just half a dozen 330 LMs were built along with 47 of the Superamericas.

For this four-seat production model, the Tipo 163 engine as used in the 330 LM and 400 Superamerica was modified with a slightly longer block which allowed the cylinders to be positioned further apart. Other changes included less exotic materials like standard pistons, camshafts and connecting rods.

These interim motors were designated Tipo 209 B whereas those installed in the subsequent 330 GT were numbered Tipo 209.

Like the Tipo 163 motor, displacement of the all-alloy Tipo 209 B unit remained at 3967cc thanks to a bore and stroke of 77mm and 71mm respectively.

A single overhead camshaft per bank was employed along with two valves per cylinder, wet-sump lubrication, single plug ignition and two coils.

The compression ratio was 8.8:1 and three twin choke Weber 40 DCL carburettors were fitted.

The net result was 300bhp at 6600rpm and 240lb-ft at 5000rpm. For comparison, the outgoing 250 GTE produced 235bhp at 7000rpm and 245lb-ft at 5000rpm.

Transmission was one again via a four-speed synchromesh gearbox with electronic overdrive on top and a single plate clutch.

BODYWORK

The 330 America was equipped with the body and interior from a Series 3 250 GTE.

Undoubtedly the most handsome GTE variant, the Series 3 differed from earlier iterations by way of its auxiliary driving lights mounted outside the front grille and single piece tail lights. It also came with thicker chrome bezels for the headlights.

Other than the addition of a 330 America badge on the boot lid, no cosmetic changes were made.

Designed and fabricated by Pininfarina, these bodyshells were manufactured almost entirely from steel with aluminium used only for the bonnet and boot lid.

INTERIOR

The luxuriously appointed cockpit was a mix of fine leather, carpet and chrome.

It incorporated a body-coloured instrument panel upholstered with a padded black dash top and matching knee roll.

Directly behind the wood-rimmed three-spoked steering wheel were large read outs for engine and road speed. A smaller oil pressure gauge was positioned in between. Five additional read outs (oil temperature, water temperature, fuel, battery amps and a clock) were housed in the centre of the dash.

Most of the switchgear was located on a centre console that linked the dash to the transmission tunnel.

Leather was use to cover the seats, transmission tunnel, door panels and sidewalls. Beautiful chrome ashtrays were provided front and back.

With enough space to accommodate four adults in comfort, the 330 America had few rivals.

WEIGHT / PERFORMANCE

Top speed was a quoted 149mph while 0-62mph took seven seconds.

Each 330 America tipped the scales at around 1310kg.

PRODUCTION

Only 50 330 Americas were built between late 1963 and early 1964.

All 50 were left-hand drive.

Chassis numbers ranged from 4953 GT to 5125 GT.

Text copyright: Supercar Nostalgia
Photo copyright: RM Sotheby’s - https://rmsothebys.com/

Guide: Ferrari 275 GTB/4 & 275 GTS/4 - a Historical & Technical Appraisal

<<<FERRARI PORTAL
<<<275 GTB/4 & 275 GTS/4 FOR SALE

BACKGROUND

Although Ferrari engines were generally regarded as the best in the business, there was no doubt the firm took a generally conservative approach to technological advancements.

Aston Martin, Jaguar and Maserati all offered dual overhead camshaft six cylinder engines by the early 1950s and, while building a twin cam ‘six’ was simpler than a V12, that it took Ferrari until 1966 to release a DOHC motor for public sale was an eye opener.

The principle behind dual overhead camshafts was to improve gas flow to the engine thus optimising power and efficiency. The system involved a degree of extra complexity, but the benefits were obvious. Outside of Formula 1, Ferrari had used this arrangement as far back as 1957 (with the 290 Sport) but dual overhead camshaft racing cars from Maranello were generally still reserved for works use even until the late 1960s.

Ferrari’s first production road car to come equipped as such, the 275 GTB/4, was unveiled at the Paris Motor Show in October 1966. The third iteration of the venerable 275 GTB, it was arguably the best looking Gran Turismo available and, in performance terms, could hold its own against the new generation of mid-engined supercars that were beginning to emerge.

A two-seat Berlinetta, the 275 GTB/4 was offered alongside the more refined Ferrari 330 GTC which was a two-seat Coupe that could also be ordered in Spyder trim (330 GTS). Customers that wanted four seats could opt for the second series 330 GT or, if money was no object, the ultra low volume 365 California (a four-seat Cabriolet).

The second series 275 GTB that the GTB/4 replaced had ushered in a longer nose to try and reduce front end lift. A number of underbody updates had also been of great benefit, most notably the addition of a torque tube mid-way through production.

ENGINE / TRANSMISSION

Aside from its redesigned DOHC heads, the GTB/4’s Tipo 226 motor also featured a new dry-sump lubrication system and an oil cooler located in front of the radiator.

Otherwise, it retained all the basic characteristics of the outgoing 275 engine.

Displacement of the Gioacchino Colombo-derived 60° short-block V12 was unchanged at 3285cc thanks to a bore and stroke of 77mm and 58.8mm respectively.

Ignition was via a single spark plug per cylinder and two coils.

Compression was kept at 9.2:1 and the previous option of six instead of three carburettors became standard. These twin choke downdraught carbs were initially of the Weber 40 DCN 9 variety, but later both DCN 17 and DCN 18 types were adopted.

As usual, Silumin light alloy was used for the engine block, heads, sump, bellhousing and cam covers.

Peak output was 300bhp at 8000rpm (identical to the six-carburettor original), but the torque rating was now 232lb-ft at 6000rpm compared to 218lb-ft at 5000rpm for the outgoing variant.

A five-speed transaxle with torque tube was employed along with a single-plate clutch and ZF limited-slip differential.

CHASSIS

Although the GTB/4 chassis was re-designated Tipo 596, it was practically identical to the Tipo 563/66 chassis used by the torque tubed Series 2 GTB.

A traditional welded tubular steel affair, it was equipped with unequal length wishbones, coil springs and telescopic shocks plus anti-roll bars at either end.

Dunlop disc brakes were fitted to each corner as were 7 x 14-inch Borrani 10-hole cast alloy wheels. These were typically shod with Michelin as opposed to Pirelli tyres.

275 GTB/4s retained the twin fuel tank arrangement introduced on the Series 2 GTB. Overall capacity was 94-litres.

BODYWORK

Cosmetically, no major alterations were made to Pininfarina's existing masterpiece.

The GTB/4 adopted the long nose body used by the Series 2 GTB, but with a narrower hood blister to accommodate the air cleaner for the carburettors.

As usual, bodyshells were fabricated at the Scaglietti works in Modena.

Aluminium was used for the opening panels (doors, bonnet and boot lid). The rest was steel.

Like its predecessor, the GTB/4 could be ordered with a rarely requested all-aluminium body.

INTERIOR

Little was changed inside although the use of a plain black dash fascia and upholstery-coloured oddments tray replaced the teak inserts that had gradually been phased out on the Series 2 GTB.

Black vinyl covered the dash top, knee roll, door caps, windscreen pillars and armrests.

Leather was used to upholster the bucket seats, transmission tunnel, door panels, the sidewalls and the rear quarter panels. The rear bulkhead was also trimmed in leather and came with a fluted pattern to match the seats. Leather straps were provided to hold extra luggage in place.

The large diameter speedo and tach were split by smaller gauges for oil temperature and oil pressure. A water temperature gauge, ammeter, fuel read out and clock were located centrally above a bank of rocker switches.

OPTIONS

Customers could enhance their cars with a variety of optional upgrades to include Borrani wire wheels, electric windows, head rests, a radio and (for the first time) air-conditioning.

A choice of rear axle ratios was available along with the aforementioned aluminium body.

275 GTS/4

At the New York Motor Show in April 1967, Ferrari unveiled the GTS/4 variant.

Unlike the original 275 GTS, which had a completely different body to the concurrent GTB, this latest offering was a straightforward Spyder conversion of the Berlinetta design.

A batch of 10 GTS/4s was commissioned by Ferrari’s North American distributor, Luigi Chinetti, who felt there was a market for a racier open top machine than the 330 GTS.

The handsome new 275 GTS/4 featured a folding canvas soft top that, when lowered, lay flush with the re-profiled rear deck.

Like its fixed-head counterpart, GTS/4 bodyshells were manufactured at the Scaglietti works in Modena with aluminium used for the opening panels and steel for everything else.

There was also a full aluminium body option.

COMPETITION HISTORY

To help with promotion of the GTS/4, one week before its New York show debut, the first example (chassis 9437) was entered for the 1967 Sebring 12 Hours.

Although owned by Luigi Chinetti, the distinctive Giallo Solare machine attended under a North Vermont Racing Team entry as opposed to Chinetti's more familiar North American Racing Team (NART). This was because of ongoing legal issues after Mario Andretti's NART-entered 365 P2 had collided with a Porsche 906 which careered into the crowd killing four spectators during the 1966 event.

Prepared at the NART workshop in New York City, chassis 9437 was equipped with a roll-over bar and auxiliary driving lights, but otherwise, the aluminium-bodied roadster remained standard.

Driven by Denise McCluggage and Marianne 'Pinkie' Windridge, the female crew finished a respectable 17th overall to take second in the five-litre GT class.

This was the only showing by a GTS/4 in any kind of competition.

A small number of GTB/4s also saw competitive action.

Four examples were prepared by Ferrari's Swiss importer, Scuderia Filipinetti, three of which were for Peter Baumberger's Three Bears team. Two of Baumberger's GTB/4s were steel-bodied examples and the other was aluminium. A class win on the 1967 Ollon Villars Hillclimb for Baumberger's son-in-law, Bennett Dorrance, was Three Bear’s best result.

Across the Atlantic, the Daytona 24 Hour promoters were desperate for more Ferraris and they convinced Luigi Chinetti to run a GTB/4 in the 1969 event.

Chinetti agreed to swap a brand new Ferrari for NART co-founder Jan de Vroom’s aluminium-bodied GTB/4 (chassis 10311). In the hands of Ricardo Rodriguez and Sam Posey, the hastily prepared machine went on to finish 23rd overall and second in the five-litre GT class.

PRODUCTION CHANGES

Just a few minor developments were made during production.

The oil cooler was eventually dropped while the original carburettors and distributor were switched for improved components.

END OF PRODUCTION

Production continued until late 1968.

By this time, 330 examples of the GTB/4 had been completed, 27 of which were right-hand drive.

Less than 20 GTB/4s were ordered with the aluminium body.

By contrast, the GTS/4 proved a commercial flop. This was most likely because of the enormous price - it cost over 50% more than a standard GTB/4. No others were built after the original batch of ten. All were left-hand drive and the first two came with aluminium bodies.

One famous GTS/4 buyer was actor, Steve McQueen, who acquired chassis 10453. McQueen had become smitten by the model after driving chassis 9437 in The Thomas Crown Affair (for which its colour had been changed from Giallo Solare to maroon).

Ferrari ultimately replaced this final iteration of the 275 with the new 365 GTB/4 and 365 GTS/4.

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

Guide: Ferrari 275 GTS - a Historical & Technical Appraisal

<<<FERRARI PORTAL

BACKGROUND

Although in Series 2 configuration, the 250 GT Cabriolet had proven one of Ferrari's most commercially successful models, it was not immediately replaced when production ended in late 1962.

Ferrari offered the 250 GT SWB Spyder California until January 1963 and the 400 Superamerica Cabriolet until January 1964, but the California was nothing like as refined as the Series 2 Cabriolet and the 400 Superamerica was a prohibitively expensive flagship built in tiny numbers for Ferrari's wealthiest clients.

A long overdue successor finally arrived at the Paris Motor Show in October 1964: the 275 GTS.

Launched alongside the 275 GTB, the 275 GTS was a soft, comfortable cruiser instead of a racey super sports car. Both variants came with fully independent suspension, disc brakes and a five-speed transaxle.

The biggest difference between the two machines was their coachwork. Rather than having been an open top version of the 275 GTB, the GTS was equipped with a completely re-styled body.

Ferrari’s latest Spyder formed part of a revamped line up for the mid 1960s. It joined the four seat 330 GT, the flagship 500 Superfast and two-seat fixed-head 275 GTB.

Competition for the 275 GTS came from the Aston Martin DB5 Convertible, the Maserati Mistral Spyder and Jaguar E-type Roadster.

CHASSIS

Aside from different body supports, the tubular steel chassis used by the 275 GTS was practically the same as the 275 GTB. Both were designated Tipo 563 and shared a 2400mm wheelbase.

Suspension was via unequal length wishbones, coil springs and telescopic shocks with anti-roll bars at either end. Softer spring rates were used than on the GTB to give a more comfortable ride.

Dunlop disc brakes were fitted all round.

Instead of the handsome starburst alloys that were standard on the GTB, the 275 GTS came with Borrani wire wheels that were an expensive option on the Berlinetta. They measured the same 6.5 x 14-inches and similarly came shod with Pirelli Cinturato tyres.

Whereas the GTB had a 94-litre fuel tank mounted underneath the boot floor, capacity was reduced to 86-litres for the GTS.

ENGINE / TRANSMISSION

The Tipo 213 single overhead camshaft 60° V12 that powered the 275 GTS was derived from the Tipo 210 and 211 motors created for the 3.3-litre 250 LM (which was more accurately described as a 275 LM).

Silumin light alloy was used for the block, heads, sump, bellhousing and cam covers.

Unlike the LM motor that used dry-sump lubrication, a wet-sump system was employed for the 275 GTB and GTS. Ignition was via a single spark plug per cylinder and two Marelli coils.

To increase the three-litre capacity of existing 250 models, Ferrari bored each cylinder from 73mm to 77mm. Stroke was left at the usual 58.8mm. This led to an overall displacement of 3286cc which was a 333cc gain.

Whereas the 275 GTB was more about outright power and performance, Ferrari chose to focus on flexibility and refinement for the GTS.

The factory claimed the 275 GTS produced 260bhp at 7000rpm compared to 280bhp at 7600rpm for the GTB. However, GTS motors ran the same 9.2:1 compression ratio and used three identical Weber 40 DCZ/6 or DFI/1 carburettors. The torque rating was also unchanged with 218lb-ft at 5000rpm.

It therefore seems likely there was actually very little difference between the engines used in these cars.

Like its fixed-head counterpart, the 275 GTS was fitted with a brand new transaxle assembly that featured a combined rear-mounted five-speed gearbox and ZF limited-slip differential. The single dry-plate clutch was supplied by Fichtel & Sachs.

For more refined cruising, the 275 GTS came with a higher rear axle ratio then the GTB.

BODYWORK

Whereas GTB bodies were fabricated at the Scaglietti works in Modena, GTS bodies were manufactured at Pininfarina's Turin plant. They were subsequently delivered to Ferrari for installation of the mechanical components.

Aluminium was used for the opening panels (bonnet, doors and bootlid) with steel for everything else.

The overall design was more conservative than the rakish GTB. Open headlights were mounted in shallow recesses and the car was given a full width front bumper. The bonnet came with a discrete central crease.

To assist engine cooling, a bank of vents with eleven angled louvres was located behind each front wheel.

Fenders were more angular than the Berlinetta. At the back, they swept down to an inverted tail fascia. This was home to a pair of wraparound tail lights and quarter bumpers with rubber-faced overriders.

Chrome was used to plate the bumpers, window frames, bezels, sill strips, handles, badges, wipers, exhaust tips and the triple-eared wheel spinners.

INTERIOR

Ferrari originally planned to build the 275 GTS with a passenger seat wide enough for two people. However, homologation problems meant all but a handful of very early examples came with standard seats. Unlike the Berlinetta, these were well padded chairs instead of figure-hugging buckets.

The teak dashboards used in the two variants followed the same basic architecture with a large speedo and tach split by smaller gauges for oil temperature and oil pressure. A water temperature gauge, ammeter, fuel read out and clock were located centrally.

The radio was mounted ahead of the passenger. If a radio was not specified, a blanking plate with a Pininfarina logo was fitted.

The dash top was upholstered in black vinyl as was the knee roll. Black vinyl was also used for the door caps, windscreen pillars and armrests plus the cover for the folding canvas roof.

The seats, handbrake gaiter and door panels were upholstered in leather.

OPTIONS

Aside from myriad paint and leather shades, options for the GTS were relatively few.

Electric windows and two types of Hardtop were offered, but while the GTB could be ordered with a lightweight all-aluminium body and a six carburettor upgrade, neither of these was available on the GTS.

WEIGHT / PERFORMANCE

At 1120kg, the GTS was 20kg heavier than the GTB.

Because of its less refined aerodynamics, top speed dropped from 160mph to 150mph.

The higher rear axle ratio used on the GTS meant 0-62mph took 6.5 seconds which was about half a second slower the GTB.

PRODUCTION CHANGES

A couple of minor developments were made during production.

Most noticeable was the switch from the original eleven-slot engine cooling vent behind each front wheelarch to a triple louvred arrangement with a chrome shroud in early 1966.

Rocker switches for the centre console were introduced late in the model’s life and a leather rimmed steering wheel was also added.

END OF PRODUCTION

Production continued until the spring of 1966 by which time 200 examples had been completed. 14 of these were right-hand drive.

The 275 GTS was subsequently replaced by the 330 GTS that featured a four-litre engine and redesigned front end.

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