1957 Ferrari 500 TRC Spider

Just a total of 19 of the potent Ferrari 500 TRC would be ever produced. Each and every one would be built to satisfy new regulations but would prove to be more than a mere temporary measure. But, while many would go on to great success there would be one that would go on to great infamy.

Aurelio Lampredi would succeed in building a four-cylinder engine that produced good amounts of power and torque. Prepared in response to the reduction to 2.0-liters in the Formula One World Championship, Lampredi's four-cylinder engine would absolutely dominate between 1952 and 1953. This same engine would also serve as a good powerplant for sportscars as well.

By 1956, Ferrari already had the 500 Mondial at their disposal. Vittorio Jano and other engineers were now working at Ferrari following Lampredi's departure. Jano would concentrate on utilizing the four-cylinder engine which the factory had in good supply. The engine would come in different displacements, especially for use in sportscar racing. Two-liters all the way up to 3.4-liters would be used.

However, concentrating on building cars specifically for customers, a 2.0-liter version would be used. Because of the cylinder heads being colored red the name 'Testa Rossa' would be aptly applied to the car's design.

Ferrari had its engine, but it would need to make some changes to the chassis to ensure the car could be as competitive as possible. Because of the smaller engine, the car needed to shed some pounds and be created with good handling qualities to be able to maintain a decent average speed.

Jano and his engineers would stick with a tubular steel frame. However, the rear suspension would feature a solid rear axle instead of the complicated and heavy De Dion design used on many previous examples. But while Jano and his team would make a number of revisions to the chassis, including mounting the engine lower in the chassis to help give the car a low center of gravity, he would still decide to make use of large, finned drum brakes instead of the competitive disc brakes.

When tweaking of the engine was completed, the four-cylinder engine and twin Weber carburetors would end up pushing horsepower to greater than 180bhp. Coupled to a four or five-speed gearbox, the new engine was able to deliver formidable power to the wheels.

Having gone through the process of shedding unnecessary weight and improving the car's handling qualities it was important to wrap the chassis in the most aerodynamically efficient body possible. Carrozzeria Scaglietti would make sure it was one of the most beautiful as well.

Scaglietti had already penned and built one of the most elegantly beautiful body designs in the world when it fashioned the 500 Mondial. However, the changes to the chassis would enable the designers of the carrozzeria to evolve the chassis design into an even more beautiful sportscar.

The 500 TR would be quite successful right from the very beginning. However, it would be rather late to the party. New regulations, referred to as CSI Appendix 'C', would come into play for 1957. These new regulations demanded a full-size passenger seat, two doors and a full windscreen and wiper.

The new regulations would cause Ferrari to have to make some changes, but nothing necessarily drastic. The 500 TR could actually fit the bill. Some changes just had to be made. Known as the 500 TRC, the 'C' standing for the new regulation changes, would feature the changes required in the regulations. But while such rule changes have a tendency to destroy beautiful designs, these new regulations would help to fashion one of the most desirable of 1950s Ferrari sportscars.

Chassis 0690 MDTR would be one of the 17 500 TRCs built by the factory and made available for customers. Shipped to Scaglietti in April of 1957, the chassis would be completed in its entirety in May and would be the 12th in the series.

Completed in early May, 0690 MDTR wouldn't be long waiting for its first competitive outing. Entered in the Coppa Consuma hill climb, and driven by Siro Sbraci, the car would go on to finish 8th overall and 6th within its class.

Just a week later, 0690 MDTR would take part in the Mille Miglia painted in an overall red livery with a blue stripe. Entered in the race with number 453 and under Idriz sponsorship, Sbraci would go on to an incredible 12th place overall finish and 3rd in class! Having had his fun with the car, Sbraci would return the car to the factory to prepare it for sale.

A wealthy cigar-maker from Havana, Cuba by the name of Armando Garcia Cifuentes would end up purchasing the Ferrari and would have the vehicle shipped to the island nation in order to take part in the Cuban Grand Prix held in February of 1958.

The Cuban Grand Prix would take place amidst a lot of national turmoil. Cuban rebels would be involved in a number of attacks throughout the country at the time. The rebels would also look to any opportunity for the government to heed their demands. Therefore, the 1958 race would become infamous for the unfortunate mixture of sport and politics.

The race would become infamous for being the event in which Juan Manuel Fangio would be taken prisoner and held for ransom. The event would take place right after the Argentinean had set the fastest lap in qualifying in a Maserati 300S. But while it would be the kidnapping of Fangio for which the race would be remembered, the event would become infamous as a result of 0690 MDTR.

The Ferrari would be entered under the team name Scuderia Cuba and would feature a yellow livery with a black stripe. Chaguito Gonzalez was actually scheduled to drive the car but Cifuentes would refuse to give him the reigns. Then, on the third lap of the race, and right near the American embassy, Cifuentes would crash the 500 TRC into the crowd. More than 40 would be seriously injured and seven would perish. Cifuentes would emerge severely injured, but would end up surviving the ordeal. As a result of the crash and the resulting deaths, the race would be cancelled. Interestingly, more than a few would believe the crash would be the result of sabotage.

The infamous 500 TRC would be seized by the Cuban police and would remain in their possession until the mid-1980s. Over that time, the Scaglietti bodywork would deteriorate and would be discarded. What remained of the car would be sold to Colin Crabbe who had the car exported to the United Kingdom where it would begin a restoration process.

An investigation would commence. The car would be thoroughly examined and, despite its years spent deteriorating, it would be realized the rolling chassis still featured much of its original components. It was missing its bodywork and engine but there was still a highly original chassis to serve as a foundation. After some further investigation referencing the numbers stamped throughout the chassis it would be confirmed just what car Crabbe had on his hands.

The detail work was able to progress but there was concern over the engine. The original had been removed and was certainly lost somewhere in Cuba. The likelihood of finding the original engine was all but impossible. Therefore, a suitable engine needed to be found for the car. Toni Franco in Maranello would build and install an early outside-plug V12. This would be mated to a 250 GT four-speed synchromesh gearbox.

Needed parts would be ordered and purchased directly from original manufacturers. Great detail and care would be taken in the entire process. John von-Neumann's old chassis, 0672 MDTR, would serve as a template from which all dimensions and contours could be created, taken and applied to the new body panels. One interesting departure from original would be the use of a clear Plexiglas carburetor cover fitted to the bonnet.

When the restoration was finally completed, the Ferrari would be invited to the 2nd Annual Goodwood Festival of Speed. The invitation would be first received in 1994 but another would come in 1997. Chassis 0690 MDTR would take part in a number of events from Coys Historic Race Festival and the European Concours d'Elegance at Schwetzingen, Germany.

In 2007, 0690 MDTR would be part of a very special moment when it was loaned to the Orvieto Car Club in Northern Spain. It would be at one of their events that 0690 MDTR would be reunited with Cifuentes for the first time in nearly 50 years.

At the time of the reunion, the car would not bear its infamous yellow and black livery. However, in the years following, the car would be refinished and, sure enough, it would be refinished in those evocative colors.

While bearing the same colors of that fateful day in 1958, 0690 MDTR serves not as a reminder of death and injury but of an age of innocence when sport united the masses and the love of speed and the roar of engines served as the only sounds of fury and warfare.


Presented at the 2013 Gooding & Company Pebble Beach auction, 0690 MDTR would draw estimates ranging from between $1,500,000 and $2,300,000. However, because of its provenance and unique history, the bidding would be spirited and would easily surpass expectations. The final sale price would end up being $3,080,000.

Sources:
'Lot No. 151: 1957 Ferrari 500 TRC', (http://www.goodingco.com/vehicle/1957-ferrari-500-trc-3/#tab2). Gooding & Company. http://www.goodingco.com/vehicle/1957-ferrari-500-trc-3/#tab2. Retrieved 3 September 2013.

'1957 Ferrari 500 TRC News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z8765/Ferrari-500-TRC.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z8765/Ferrari-500-TRC.aspx. Retrieved 3 September 2013.

'1955 Ferrari 500 Mondial News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z13648/Ferrari-500-Mondial.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z13648/Ferrari-500-Mondial.aspx. Retrieved 3 September 2013.

By Jeremy McMullen