1952 Ferrari 225 Sport
|Model History||Auction sales research||Specifications||Body styles and Chassis Data|
Chassis 0192ET would be just one of a number of special Ferrari sports-racers to be presented at the Grimaldi Forum in Monaco. However, like all the others, this unassuming exceedingly rare 225 Sport Spyder would have a story all its own that would make the most ardent of collectors proud.
Ferrari's history building sports-racers would begin with the 125S. From that initial model would come the well known and successful 166MM and the 166 Inter. The 166MM was a full-blooded sportscar meant for competition. At the time, the 125 and the 166 had been developed to showcase Giacchino Colombo's V12 engine. When combined with triple Weber carburetors, this engine was capable of producing around 140 bhp. And when a 5-speed gearbox was mated to the power, Ferrari, and its customers, certainly had a strong sportscar fully capable of competing in the Mille Miglia and other such long distance races.
The pairing of Colombo's engine and Ferrari's chassis would become quite successful and popular and would lead to further on models like the 195 and the 212. Each one of these models would feature practically the same chassis, it would be the engine that would be further developed. The 195 would have a V12 engine of increased capacity. When Ferrari developed the 166 the engine would be increased in size to 2.0-liters. Then, when the 195 came along the engine size would be further increased to 2.3-liters. The 212 would be increased in size further yet having a displacement of 2.6-liters. In spite of the constant evolution the engine was still Colombo's V12 that served as the foundation.
The constant throughout this whole story, that part of the story that continually drove it forward, would be the chassis Ferrari developed. The frame of each model would be virtually identical including the elliptical side members and cross-members that added rigidity to the chassis. The front suspension would utilize double wishbones with a transverse leaf spring and hydraulic shock absorbers. The rear suspension would have a live rear axle with semi-elliptic longitudinal leaf springs. The simple fact of the matter was that the engine and chassis combination worked. There was little reason to change it.
This would hold true when Ferrari created its next 'standardized' sports-racer, the 225. From nose to tail, the 225 has as much in common with its predecessors as any of the other models. The only exception to this would be the 12 Tuboscocca chassis Ferrari built, one of which is chassis 0192ET.
In total, only about 20 examples of the 225S would be built. Of those 20, only 12 would be Spyders. Only a few would be Tuboscocca chassis. The difference being that instead of cross-members being used to provide the rigidity a truss-type arrangement would be used and this provided exceptional strength and rigidity. The purpose of such a chassis structure would become much more obvious. And when Vignale placed its custom bodywork over top of the chassis, the purpose couldn't have become any more blatant.
Throughout the early part of the '50s Carrozzeria Vignale would become one of Ferrari's coachbuilders of choice. Their sporty, and yet, elegant designs would actually help to make Ferrari iconic and the coachbuilder's creation for the 225 Sport Spyder would be nothing short of breathtaking.
A true case of Jekyll and Hyde, Vignale's design for the 225 Sport Spyder could not have been more obvious, and yet, underscored at the same time. Initial glances would easily cause one to become mesmerized by the shapely lines and the absolutely elegant simplicity. But a further inspection would reveal some of the car's hidden talents.
Not merely for aesthetics, the understated air scoops on the hood, the three oval-shaped portholes on the side and a pair of peculiar vent openings just in front of the rear wheels would all point to the car's dual function. All throughout the previous few years, Ferrari had been building exact copies of chassis but had been placing different versions of the same engine inside. One version, like the 'MM', would be meant specifically for the race track. The 'Inter', with its toned-down engine, would be meant for the street. However, the Vignale-bodied 225 Sport Spyder would truly blur those lines. The car's look was exquisite enough to be taken out for a night on the town. But the function of the some of the design elements made it clear the car was also just at home on the track. In many ways it would be the car version of the famed pilots that would drive them.
Chassis 0192ET would have all of these elements, and more. The twin air scoops on the top of the engine bonnet would be arranged side-by-side, a feature of the original owner's request. These would feed air to the triple Weber carburetors. The oval-shaped portholes would act as air outlets. The ducts just ahead of the rear wheels acted as inlets to help cool the rear brakes. It was clear this car was meant for the track, but could certainly make an appearance on the city streets at night just as well.
In the case of 0192ET, it would begin its life on the track, a calling to which it had been designed and built for. After being built and mated to its Tipo 212 gearbox in March of 1952 it would be shipped to Carrozzeria Vignale in Torino at the end of March. By June and July, the car was busy undergoing testing. And by September, it would be delivered to its first owner Giuseppe Viannini.
Viannini was an Alfa Romeo dealer in Milan and Buenos Aires. He would have the car entered in its first race, a hill climb, on the 11th of October. With Pietro Palmieri at the controls, the car would go on to win the event overall, not doubt using its 2.7-liter, 210 bhp, engine to great effect.
After its initial success the car would be exported to Argentina. Throughout the remainder of the 1952 season the car would be extensively raced in its new red and yellow livery. During that period the car would prove to be quite successful and would catch the eye of Buenos Aires resident Jose Maria Ibanez. Ibanez would come to purchase the car and would set about preparing for the 1953 Argentine Sports Car Championship.
The season would start out with a 3rd place finish in the Gran Premio de la Ciudad de Buenos Aires. Ibanez would follow that result up with a victory at the Autodromo Eva Peron at Mar del Plata. Another victory, bookended by a slew of 2nd place and 3rd place results would lead to Ibanez taking the Argentine Sports Car Championship for 1953.
The following year would see Ibanez expand his racing horizons. Not only would he take part in races in Argentina, but he would also race in Brazil as well. Unfortunately, 1954 would not be nearly as successful a campaign as the previous season. By that time, the Ferrari 375MM had come onto the scene. And, as a result, Ibanez would struggle to earn the race finishes he had enjoyed the season before. Over the course of the '54 season, the best result 0192ET would manage to earn would be a 6th place at the Premio Invierno. The last race Ibanez would take part in with 0192ET would come on the 19th of December in Buenos Aires. In that race Ibanez would just miss out on a top ten finish.
The car would fall out of view in 1955 but would reemerge in 1956 under the ownership of Juan Manuel Bordeu. Bordeu would race the car for a while before selling it to Luis Tula Molina. Molina's ownership would be brief but it would be long enough for him to refinish the car green topped off with a black hood.
In 1958, Luis Escoda would come to own the car. He would refinish the car back to red and would include white interior upholstery. Despite being some years old by then, the car would continue to be raced. It would take part in a race in October of 1958 driven by Rafael Sedano Acosta. After that, the car would be sold again.
Escoda would sell the car to a friend by the name of Alberto Luis Depego. Depego would enter the car in the 1960 1,000km of Buenos Aires. It was to be driven by himself and Luis Escobar but the car did not start the race. Six months later, the car would take part in its next race. Driven by Depego, the car would finish 6th overall at the Autodromo of Buenos Aires.
Although the car earned a 6th place result in a race back in June, it would suffer a number of problems afterward. Unfortunately, engine-related problems and other issues would force it not to start a couple of races. Then, Depego would sell the car to Domingo Di Santo of Cordoba. He too would try and enter the car in races but he would damage the engine during practice for one of the events. As a result, he would sell the car to Humberto Evangelista, another Argentinean.
Chassis 0192ET would continue to race all the way into the 1960s. Its final race would be in 1966. All during that period of time, the car would be owned and campaigned by Mr. Evangelista. Before its racing career would come to an end in 1966, the Ferrari 225 Sport Spyder would go on to finish 2nd one more time. That incredible result would come in 1963 at the Premio Ciudad de Chascomus.
After its last race in 1966, the car would be stored away in Venado Turto near Buenos Aires. It would remain in storage until 1980 when it would be acquired by Hector Mendizabal. When acquired by Mendizabal, the 225 would look a far cry from how it did when it left Carrozzeria Vignale. The car would have a yellow stripe running along the side of both sides of the car. It would also have some other kind of yellow decoration along the flanks. However, the most brazen piece of artwork attached to the clean Vignale design would be the words 'Ferrari V12'.
Mendizabal would acquire the car but would ship it back to Italy, where it would come into the hands of Giuseppe Bianchini. Perhaps utterly shocked by the sight, Biachini would immediately begin restorative efforts to the 225 Sport Spyder. This would begin in 1983. The body would be restored by Carrozzeria Casella of Torino. While with Carrozzeria Casella, the exterior would be refinished in a dark red. While that was going on, the mechanical restoration was in the hands of Gianni Torelli of Campagnolo-Reggio Emilia.
The entire work would take more than a couple of years. However, when it finally emerged in 1986 the car would find itself in just about as equally ambitious a vintage racing career as it had been when actively racing. Biachini would use the car to take part in the Mille Miglia some five times. He would also take part in the AvD-Oldtimer-Grand Prix. He would then sell the car in 1991.
In 1991, 0192ET would make its way to yet another new owner. This owner would successfully compete with the car before selling it to Olivier Cazalieres of Paris, France. In 1996, the car would undergo yet another mechanical restoration, this time performed by AG Racing of Nice, France. When completed, the car would return to take part in the Mille Miglia some 12 years after its first attempt back in 1986. It would also go on to take part in such races as the Ferrari Shell Historic Challenge, Coys International Historic Race Festival, the Tour Auto and the L'Age d'Or. In 1999, the car would be featured in an article in the French magazine Auto Passion. The car would even be put on display in a special Ferrari exhibit at Paris' Retromobile show.
Still, the Ferrari could be found at the track. And in 2000 the car would take part in the Ferrari Days at Spa-Francorchamps and the Hockenheimring and would also take part in the Historic Grand Prix of Monaco.
After purchasing the car in 1996, Cazalieres would put the car up for sale and in 2003 the car would be purchased to become an important part of a very important collection based in Brescia, Italy. Still, the car would compete. It would take part in the 2005 and 2007 Mille Miglias and would be a continue fixture through the new millennium, well over fifty years after the car originally had been built.
One of just 12, this rare beauty, finished in red with tan leather interior, is truly intoxicating. Complete with a successful racing heritage and a number of features throughout its lifetime, this is one of those early Ferrari sports-racers that is as comfortable on the race track as being featured in articles and in photographs. The middle child of the twelve, 0192ET would go on to be very successful and would certainly make a name for itself amongst a family of close relatives.
Heading to auction, the 1952 Ferrari 225 Sport Spyder 'Tuboscocca' by Vignale, chassis 0192ET, was expected to bring between 1,800,000 and 2,200,000 EUR.
'Lot No. 362: 1952 Ferrari 225 Sport Spyder 'Tuboscocca' by Carrozzeria Vignale', (http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MC12&CarID=r384). RM Auctions. http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MC12&CarID=r384. Retrieved 10 May 2012.
'1952 Ferrari 225 Sport Spyder Coachwork by Carrozzeria Vignale', (http://www.classicdriver.com/upload/dealers/kidston_SA/Ferrari_225S_Port_No_004.pdf). Kidston. http://www.classicdriver.com/upload/dealers/kidston_SA/Ferrari_225S_Port_No_004.pdf. Retrieved 10 May 2012.
'Ferrari 225 Inter Vignale Berlinetta', (http://www.ultimatecarpage.com/car/2617/Ferrari-225-Inter-Vignale-Berlinetta.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/2617/Ferrari-225-Inter-Vignale-Berlinetta.html. Retrieved 10 May 2012.By Jeremy McMullen
|Auction Sales Information|
|Auction||RM Auctions at Monaco|
|Sale Price||$3,255,604 (€2,520,000.00)|
|RM Auctions at Monaco||1925-1954|