The Ferrari 166 was perfectly suited for use on the road and the track. Enzo Ferrari's relentless pursuit for perfection would lead to the 195 and then to the next model that made its debut in 1951 - the 212. Powering the 166 was a Colombo-designed V12 engine that first found use in 1946 and it too would naturally evolve throughout the years. The engine's original displacement of 1.5-liters would later increase to 2, and the result of the increase would lead to victories in the 24 Hours of Le Mans and in the Mille Miglia.

Road-going production for Ferrari was primarily to offset the racing program, and the customers who acquired these road-going vehicles would experience nearly the same kind of rush as the professionals.

Ferrari's emphasis was primarily on engine development so the 195 (apart from the engine) was similar to the 166, and the 212 would not be much different from the 195. The chassis of the 212 was comprised of a tubular framing similar to the 195 but with slightly smaller diameter tubing. The suspension in the front and rear remained unchanged, and even the Touring coachwork remained virtually the same, although Touring softened the lines of the nose, along with other minor detail improvements. The 2.3-liter Colombo V12 of the 195 grew to 2.6-liters in the 212. It had 2-valves per cylinder, single overhead camshafts, a bore of 68 mm and a stroke of 58.8 mm, 8.4:1 compression ratio, and developed 148 hp with three Weber 32DCF carburetors. With three Weber 36DCF carburetors, output rose to 163 hp. The ignition system used a single spark plug per cylinder served by two coils. The engine was backed by a non-synchronized five-speed manual gearbox.

Examples built for the road were known as the 'Inter' while the competition models were known as the 'Export' signifying Enzo's intent to expand into foreign markets. Ferrari had first used the 'Export' name on the 1966 Export Vignale Spyder (chassis number 0072E) and was adopted for the racing 212-series rather than the usual 'Sport' moniker.

Ferrari built twenty-seven examples of the 212 Export and most of them had a racing career and most wore bodies by Carrozzeria Touring. Eight examples had a Touring Barchetta shape while another four had a closed Berlinetta body style. Carrozzeria Vignale clothed ten examples and Giovanni Michelotti designed three open-top Spyders and seven closed Berlinetta's. Carrozzeria Motto bodied two examples of the 212 Export including a spyder (0094E) and a Berlinetta (0074E). Fontana clothed 0086E with spyder coachwork.

In comparison, Ferrari produced 82 examples of the 212 Inter and the first Ferrari bodied by Pinin Farina was 212 Inter Cabriolet, chassis number 0177E. The Inter rested on a 102.4-inch wheelbase while the Export's wheelbase measured 98.4-inches.

The successor to the 212 Export was the 225 S and the successor of the 212 Inter was the 250.

by Dan Vaughan

Berlinetta by Touring
Chassis number: 0088 E
Engine number: 0088 E

Ferrari had found the car it had been looking for in the 166. Not only was it the perfect car for the track, but it also introduced the Ferrari name to the customer as well. It was a great car, but in Enzo's relentless pursuit for perfection and never standing still, it could be made better. This pursuit would lead to the 195 and then to the next model that made its debut in 1951—the 212.

The heart of the 212 remained the Colombo V12 that had been used in the 166. This engine would first be designed back in 1946 and would be naturally evolved throughout the years. This would be demonstrated by the fact the engine's original displacement of 1.5-liters would be increased to 2. The result of the increase in engine displacement would be victories in the 24 Hours of Le Mans and in the arduous Mille Miglia. So, the reliability and durability of the Colombo engine was more than adequately demonstrated. There was no reason to depart from the basic concept then.

The engine was just about everything to Enzo. In fact, he would put much more emphasis on the engine than any other component on the car. This is why the 195 would be practically the 166, just with a 2.3-liter Colombo engine.

To offset the racing program models of the racing cars would be built for road-going purposes. This was quite popular for, despite the fact the engines would be de-tuned slightly, customers would still have the opportunity to experience nearly the same kind of rush as the professionals. This tradition would continue with Ferrari's next iteration.

Although Pininfarina is the coachbuilder most closely associated with Ferrari, Carrozzeria Touring of Milan would be one of the first to make the prancing horse brand so famous. Touring would make a simple, yet elegant, example of the 166MM. The coachbuilder would also be involved in designing some other memorable automobiles during the early years of Ferrari. Therefore, it would be of little surprise, in the early 1950s, that Touring would be commissioned right along with Pininfarina, Vignale and Ghia to produce bodies for the evolution of the 195. However, Touring's involvement in the 212 would be of a lesser number than that of the 166 program. In the case of the 166, Touring was widely involved, almost undertaking the project all by itself. By the time the 212 came around, Touring would find itself in the minority.

Once again, the new 212 would not be much different from the 166 or the 195 that came before. The body designs by Touring and the others would not vary a whole lot. The chassis was still comprised of tubular framing, albeit with slightly smaller diameter tubing. The chassis was, on a whole, slightly lighter and rigid. However, the suspension, front and rear, remained unchanged. Even the body styling would be virtually the same with the exception, in Touring's case, of minor revisions made to soften the lines of the nose and other little minor details.

As usual, Ferrari would make the only major difference between the 195 and 212 be the engine. The Colombo V12 remained but it would be increased in size from 2.3-liters to 2.6-liters. Ferrari would take the increased engine and make it and the updated chassis the basis of two possible examples. One example would be built for road-going purposes and it would be known as the Inter. Then, of course, there would be a competition model built. However, instead of 'Sport' the competition example would be known as the 'Export' signifying Enzo's intent to expand into foreign markets.

When Touring built their first examples of the 166 they would build two examples. One would become the famous Barchetta. They would also create a closed-top Berlinetta that could seat four. This would be the first Berlinetta ever built by Touring for Ferrari. Its 212 Export Berlinetta would end up being its last.

The 212 Inter would have the same Colombo V12 powering it and it would achieve a respectable 150hp. The Export model could be upgraded with an engine of higher compression and three Weber carburetors boosting power up to 170hp. When combined with its shorter wheelbase, the 212 Export became a very able competitor.

In total, just 27 examples of the Export would be built by all of the coachbuilders. Touring's example of the 212 Export would be far less. And even amongst those very few there would be some that would take on an even greater meaning. One of those is chassis 0088 E.

The engine, to Ferrari, was everything. Therefore, there would be a very short time period between the 166 and the 212, especially in Touring's case. Touring's 166 Barchetta was by far its most popular model of the 166. Still, the company would build a few examples of its Berlinetta body style for the 166. However, Touring would have less than a dozen examples of the Berlinetta built before the engine would be increased in size to 212 specifications. Therefore, even though Touring were still building bodies for the 166, the engine had already been increased in size, which meant the chassis was either going to be a 195 or a 212.

Touring wasn't about to throw its work away. Therefore, when chassis 0088 E rolled into the coachbuilder's factory in Milan, a special marriage would take place. Chassis 0088 E was just the seventh 212 Export chassis Ferrari had produced. Touring would set about taking its Berlinetta body, originally intended for the 166 chassis, and would fit it to the newer 212 short wheelbase chassis. The body number was 3473.

The frame and drivetrain would all be completed by the middle of February in 1951. By the end of the month the Touring Berlinetta body had been fitted and the car was test driven to ensure everything worked properly. It was the seventh 212 Export and it was one of just four to ever receive one of the Berlinetta bodies originally intended for the 166 chassis.

This exceptional 212 Export would be sold through Mambretti Sonzogni to Augusto Caraceni in April of 1951. Caraceni may have had a rather docile career as one of Italy's most famous tailors, but he had one very exciting and dangerous passion. The son of the man considered the father of modern Italian tailoring, Augusto had corse blood coursing through his veins. And so, he would take the new 212 Export for his uses in hill climbs and other racing events. By September of that year, Caraceni had completed the Stella Alpina Hillclimb 5th overall and 2nd in class.

By February of 1952 Augusto would purchase a second 212 Export, this one bodied by Vignale. He would eventually use this car in the Mille Miglia. Having two 212 Exports, it was time for Caraceni to part with one. And so, 0088 E would be sold some time later to Count Antonio Naselli.

Count Naselli would also compete with the car taking part in the XII Giro di Sicilia and the Stella Alpina Hillclimb once again. Unfortunately, by May of 1954, 0088 E would be on its way to its third owner.

Dino Vaselli lived in Rome and he would end up purchasing the car, but he too would keep it for just a short while before selling it to Giampaolo Terigi. The car would continue to change hands what seemed to be annually, if not less. Then, in 1957, the car would find its way into the hands of Enrico Ghezzi.

In many respects 0088 E would finally come home. Not only would the car remain in the hands with Ghezzi for more than a couple of years, but Enrico also lived in Milan, the same city in which Touring had built the body for the car.

By 1963, 0088 E would be in the United States and with its next owner, Lowell Musick of Long Beach, California. Musick would buy the car through Italian dealer Michele Vernola. Musick certainly understood and appreciated the flowing lines of the Berlinetta given that he was an employee with Douglas Aircraft.

While under Musick's ownership, 0088 E would be given to Charles Betz to have the Berlinetta's motor repaired and tuned. Betz would undertake the work and would have the Ferrari at his home where it was soon to be spotted by its latest owner. The car would be purchased from Musick in 1969, but it would end up in storage for a number of years.

Still, in spite of the fact the 212 Export remained in storage it was of such great quality and originality that it would end up serving as a benchmark for another 166 Berlinetta being restored.

Finally, in 2008, a full restoration of the 212 Export was undertaken. Steve Beckman's Metalworks in Costa Mesa would be given the task to restore the car's body to its original vintage color of Amaranto. Bob Wallace would then be commissioned to work on the Colombo V12. Wallace would take great care in his work but would also take the opportunity to install a limited-slip differential. Other components, such as instruments and the chrome, would be sent to individual experts for restoration. Pete Engel would then be brought into the picture to install new and correct interior upholstery. When the car was completely rebuilt and reassembled the cost of the restoration process would nearly reach $600,000, all of which could be verified by the numerous receipts, documentation and other pieces of information detailing the restoration work.

Exclusive and rare, 0088 E retains and even greater place of exclusivity as it has been isolated from its Ferrari brethren for decades and has not been available for sale for just as long. This is incredibly surprising for a car that changed hands so many times in its early life. A car that seemed so common that it remained but for a short time with its early owners has now become one of the most untouchable.

Offered at the 2014 Bonhams auction in Scottsdale, Arizona, chassis 0088 E would come with its matching engine and bearing its original color. When the bidding concluded, the 1951 Ferrari 212 Export would sell for a price of $3,190,000, inclusive of buyer's premium.

Sources:

'1951 Ferrari 212 Export News, Pictures, Specifications and Information', (http://www.conceptcarz.com/vehicle/z11148/Ferrari-212-Export.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z11148/Ferrari-212-Export.aspx. Retrieved 27 January 2014.

'1950 Ferrari 195 Inter News, Pictures, Specifications and Information', (http://www.conceptcarz.com/vehicle/z13218/Ferrari-195-Inter.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z13218/Ferrari-195-Inter.aspx. Retrieved 27 January 2014.

'Ferrari 212 Export Touring Berlinetta', (http://www.ultimatecarpage.com/car/3778/Ferrari-212-Export-Touring-Berlinetta.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/3778/Ferrari-212-Export-Touring-Berlinetta.html. Retrieved 27 January 2014.

'Lot No. 173: 1951 Ferrari 212 Export Berlinetta', (http://www.bonhams.com/auctions/21392/lot/173/#/MR0_page=
18&MR0_length=10&MR0_category=list&k0=173&MR0_currency=USD&m0=0). Bonhams. http://www.bonhams.com/auctions/21392/lot/173/#/MR0_page=
18&MR0_length=10&MR0_category=list&k0=173&MR0_currency=USD&m0=0. Retrieved 27 January 2014.

by Jeremy McMullen

Barchetta by Fontana
Chassis number: 0086E

The V12 engine used in the 212 was bored out to 68mm and achieved a 2562cc displacement. Only one Weber carburetor was used but was good enough to produce about 130 horsepower and a top speed of 120 mph. The Export version received three Weber carburetors and produced about 150 hp and saw a top speed of about 140 mph.

In 1952 modified cylinder heads were incorporated with produced another 5 hp.

A little over 12 Export versions were produced while production numbers for the Inter (road) version was around 80.

0086E

The rolling chassis 0086E complete with engine number 10E was completed in 1961 and sold to the Marzotto brothers in Italy. It is believed that the chassis had been constructed and completed prior to 1951 because of the very early engine number. Carrozzeria Fontana was tasked with creating a body for the vehicle.

Chassis 0086E was raced in Italy during the early part of the 1950s. Its inaugural race was at the Giro di Sicilia, meaning Tour of Sicily, where it came in first. It was driven by Count Vittorio Marzotto and Paolo Fontana. At Targa Florio it failed to finish. In 1952 it raced again at the Giro di Sicilia where it finished in seventh place. One of its biggest races of its career occurred in 1952 when it competed in the Mille Miglia, unfortunately, it did not finish. It continued to be raced at many races, hill climbs, and endurance runs through the early 1950's.

In 1951 Vignale was tasked with removing the 'Sicilian cart' body and constructing an export spider body for the car. It was later rebodied, again, by Fontana as a spider at the close of 1951.

By the close of the 1950's it was sent to the United States where it was raced by Jim Flynn, even seeing track time at Watkins Glen. In 1965 it was sold to Stan Hallinan residing in Concord, HM. He kept it covered and mostly unused for almost forty years. Since then, 212 Export s/n 0086E has not been seen by the public.

The current owner is Peter Markowski of RPM Restorations in Vermont. Markowski had learned about 0086E around the time it was sold to Hallinan. He offered to buy 0086E but Hallinan did not want to sell it. Markowski asked for the First Right of Refusal, if the vehicle should ever be offered for sale. Around 38 years later, Hallinan was ready to part with the vehicle.

During its lifetime 0086E has been bodied three times. In the mid-2000s, it was un-restored and unpainted, but still a priceless work of art. Tedious historical research and old world technologies are responsible for the Fontana body that it wears today.

by Dan Vaughan

Berlinetta by Vignale
Chassis number: 0080 E

In the 1950s, the Ferrari 212 Export became the race car of choice for premier events such as the Tour de France, Mille Miglia and Carrera Panamericana. It followed Ferrari's first production racing car the 166 MM. The 212's finest hour came perhaps in the 1951 Tour de France when Pagnibon and Barraquet drove 0078E to victory. The Export models were bodied by coachbuilders such as Pinin Farina and Ghia. This example is one of just six bodied by the Carrozzeria Vignale of Turin, and it has a very distinctive, non-Ferrari style bonnet and front grille.

This Ferrari 212 Export Coupe with coachwork by Vignale is carried by chassis number 0080E. It spent the early part of its life in Italy before coming to the United States in 1953. Since then, the car has had a rather impressive show history, including a visit to the Pebble Beach Concours, Cavallino Classic, Newport Beach Concours, Mille Miglia, and the Rodeo Drive Concours in the 1990s.

In recent years, it has been given a complete restoration. Currently, it is painted in Nero e Grgio, black with a silver roof. For most of its life it was red with a black roof.

by Dan Vaughan

Cabriolet by Vignale
Chassis number: 0106 E
Engine number: 0106 E

This Ferrari is one of just two 212 Exports bodied by Vignale as a Cabriolet. Upon completion of the chassis in June of 1951, Ferrari sent this Export to Turin where Alfredo Vignale bodied it in its current coachwork. Original details include a 'cruciform' grille, a fully integrated windscreen, an 'I' on the boot lid and delicate side spears. When new, it was finished in a light silver-blue, Azzurro Metallizzato, over a dark red leather interior.

The car was delivered new to Count Sanseverino. Little is known of its early years. By 1960, Graham Warner of the Chequered Flag garage in London imported the Ferrari into England and, for a short period of time, was owned by John Barham. Late in 1960, it was purchased by David Clarke. In 1963, it was given engine number 0149E. In 1988, it was reunited with its original engine.

In 2011, the car was offered for sale at the Gooding & Company auction held in Amelia Island, Florida where it was estimated to sell for $800,000-$1,100,000. As bidding came to a close, the car had been sold for the sum of $1,870,000 inclusive of buyer's premium.

by Dan Vaughan

Berlinetta by Touring
Chassis number: 0108E

This Ferrari 212 Export Berlinetta, chassis number 0108E, won a Special Award at the 1995 Pebble Beach Concours d'Elegance, after it was driven from Wisconsin to the show by Tom Caulfield. These Berlinettas are closely related to Ferrari's first production racing car, the 166 MM, introduced in 1948. Built on a slightly longer chassis and with a larger 2.5-liter V12 engine, this car was raced in the Tour of Sicily, the Mille Miglia and the Coppa Intereuropa at Monza in 1952.

Barchetta by Touring
Chassis number: 0136E

In the 1950s, the 2.5-liter V12 engined Ferrari 212 Barchetta with coachwork by Touring of Milan became the race car of choice for events such as the Tour de France, the Mille Miglia and the Carrera Panamericana. For more serious drivers, the 212 Export models were built for racing in the GT and sports classes. The 212 Export featured a larger fuel tank and triple Weber 32 DCF carburetors from the Ferrari 340 America. This car's first owner, Bobby Baird, entered this car in the Tourist Trophy race at Dundrod in Northern Ireland, where it finished sixth overall and First in Class. Moving to South America, it was entered in the 1,000 KM Buenos Aires race in 1956 before returning to the United Kingdom in the 1970s. Its current owner acquired this 212 Export in 1999.

Berlinetta by Touring
Chassis number: 0088 E
Engine number: 0088 E

Ferrari's numbering system for their cars reserved odd numbers for road going chassis while the even numbers were destined for racing and competition cars. This number system dates back to the company's second-ever model, the 166 Spyder Corsa of late 1947. The cars had cycle-wing fenders and powered by a Gioacchino Colombo-designed short block V12. They began with chassis numbers 002C and 004C. By the end of the 166 Spyder Corsa run, the C suffix had been changed to I, in preparation of the Inter designation.

The performance variant of the 166 was initially called the 166 Sport and later moved into the competition-prepared 166 MM. The 166 MM is perhaps just as notable for formally introducing the even-number system for racing sports cars. These began with 0002M, while odd-numbered road cars evolved from 007S with the first 166 Inter (street).

The 'Sport' nomenclature was later changed to Export and reflects the company's long planned courtship of the overseas market, especially American racing privateers.

The Touring-bodied Ferraris, with their lightweight Superleggera construction technique, were some of the more successful early racing Berlinettas for the company. They featured loosely fitting aluminum skins over a tube-frame chassis.

As Ferrari initiated road car production with the 166, the first-ever Ferrari Berlinetta appeared at the 1948 Mille Miglia on chassis no. 003S, wearing coachwork by Allemano. At the Turin Motor Show in late 1948, it was Touring that presented two new Ferrari 166 examples, an open car and a closed 4-seat berlinetta. The closed car, chassis no. 005S, was the first Ferrari berlinetta built by Touring. Chassis number 0026M was showcase a design that had evolved into the Le Mans Berlinetta fastback that would characterize the coachbuilder's closed-body design through the next several Ferrari models, ending with the 212 Export.

Five examples of the 166 MM Touring Berlientta were produced before the engine was bored to 212 specifications. This particular example, 0088 E, is the first of just four more such bodies that were mounted on the even-number, competition 212 platform. It is the seventh overall 212 Export constructed and was given Touring body number 3273, engine internal no. 16/E and gearbox no. 20/E. The frame was finished on January 26th of 1961, with the rear axle assembly finished on February 14th. The engine was completed two days later, complete with the three Weber carburetor setup, revised competition cam-timing and valve arrangement, and was tuned for sports racing use.

On February 23, a certificate of origin was issued and a day later the car was test driven at the factory. The car was then sent to Rome-based dealer Mambretti Sonzogni and was sold new on April 20th of 1951, to Augusto Caraceni.

During September 1951, the car was entered by Mr. Caraceni at the fifth annual Stella Alpina-Hillclimb, and given racing number 254. It finished 5th overall and 2nd in class. Early in 1952, the car was sold to its second owner of record, Count Antonio Naselli of Trevinano-Viterbo. Less than a month later, it was entered in the XII Giro di Sicilia wearing #357. On August 28th, it returned again to the Stella-Alpina Hillclimb. In the spring of 1954, the car was sold to Dino Vaselli of Rome. On September 8th, it was sold to Giampaolo Terigi of Lucca. A year later, it entered the care of its fifth owner, Roberto Federici of Rome, who in turn sold it to Mrs. Rosetta Maiavacca of Genova four months later. In January 1957, the 212 was acquired by Genovese resident Luigi Danuzzo, who sold the car eighteen months later to its final Italian owner, Enrico Ghezzi of Milan.

In the early 1960s, the car was sent across the Atlantic to and to the United States through Italian dealer Michele Vernola. By 1963, the car had been acquired by Lowell Musick of Long Beach, California. The current owner acquired the car in 1969 from Mr. Musick. Since that period, it has spent some of its time in a controlled state of storage, still retaining its original matching-numbers drivetrain and complete original Touring Berlinetta coachwork. In 2008, a complete restoration was begun. The work cost approximately $600,000.

by Dan Vaughan

Barchetta by Fontana
Chassis number: 0086E

The pressure of competition on the track caused Ferrari to enlarge the original Columbo V-12 engine twice in 1950. Designed by Gioacchino Colombo, the engine was upsized from 2.3-liters to 2.6-liters in the quest for more power. In typical Ferrari practice, the cars powered by these larger motors were designated Tipo 195 and 212. As before, the Inter was the road-going model and the Sport and Export were aimed at competition duty. The 212 Inter made its debut at the 1951 Paris Motor Show. Many coachbuilders fashioned bodies for the 212, the most significant of which was Pinin Farina, beginning a long and fruitful relationship between the two firms.

The sales success of the 212, especially in the United States market, was assured by the prestigious victory of Piero Taruffi and Luigi Chinetti in the 1951 Carrera Pan Americana driving a Vignale 212 Coupe. Production continued from 1951 to 1953.

This example is the 7th of only 25 212 spiders produced, and the only one to wear coachwork by Fontana.

Cabriolet by Vignale
Chassis number: 0110E

Ferrari built 27 212 Export Competition chassis. Several different coachbuilders were used to design and build the bodies.

This Ferrari 212 Export Cabriolet is one of a pair of cars designed by Giovanni Michelotti and built by Carrozzeria Vignale. The Turin-based coachbuilder was one of Ferrari's preferred firms. It was first sold to Jorge Da Cunha D'Almeida Araujo of Portugal, an ambassador to France. It was then brought to America by Luigi Chinetti late in 1951, used as his personal car during 1952, then sold to Sherwood Johnston. Johnston took his new Ferrari to many of his race meets, including LeMans in 1953 where he was due to drive for Briggs Cunningham. Interestingly, the Ferrari is very similar in style to the Cunningham C3s that were being built by Vignale at that time. Mr. Johnston also competed with the Ferrari in some hillclimb events in the Northeast.

Over the years the car lived in several notable collections before it was acquired by Thomas Stegman in 1993 and taken on a grand tour of major conocurs in the United States, winning many awards. Its current owner bought the car in 2013 and has restored it to its original color scheme.

Barchetta by Touring
Chassis number: 0102E

This car is one of seven 2.3-liter Ferrari 212 Export Barchettas bodied by Touring. Its first owner, Pietro Palmieri, raced it in the 1951 Giro della Calabria and the Coppa Adriatica, finishing first in class and a second and fourth overall. It was later loaned to and raced to a class win by Bobby Baird in the 1951 RAC's famed Tourist Trophy race at Dundrod, Ireland.

In 1954 Phil Hill brokered the car's sale and number 272 to 20th Century Fox and it starred in the 1955 movie The Racers in heavily modified form. In order to gain some background footage, the car was first filmed being driven by John Fitch at the 1954 Mille Miglia and later at Monaco before being sent to California for its starring role. Both cars received body modifications and were known as 'Buranos' since Enzo Ferrari would not agree to have Ferraris in the movie.

In 1955 the car was sold to Al Crundall of Carmel, who showed it at the 1966 Pebble Beach Concours d'Elegance.

In 2005, the car was dismantled and a new body fabricated to make the car road worthy. It participated in four Mille Miglia races in the 1990's. The current owner purchased the car in 2015, located the original body and commissioned a two year restoration, by Classiche, in Maranello, Italy. The car is presented as original with matching numbers.

Berlinetta by Vignale
Chassis number: 0092E

Following the introduction of the 166 MM, Ferrari introduced the 195 Sport, 212 Export, 225 Sport and finally the 250 MM, each model fitted with ever larger versions of Ferrari's Colombo-designed V12 engine. The chassis remained virtually unchanged, while a variety of coachbuilders built stunning bodywork for the road-going sports cars.

This 212 Export was sold new in 1951 to Italian racer Franco Cornacchia. After just a few races, the coupe was sold in 1952 to Ferrari's American importer, Luigi Chinetti, who loaned the car to Ferrari works driver Alberto Ascari to use on the road while competing in that year's Indy 500. In the late 1950s, the Export disappeared and was not seen in public again until the 2010 Pebble Beach Concours d'Elegance. The current owner had acquired the car in 2008 in a completely disassembled state, but its meticulous restoration was rewarded with a Pebble Beach Concours First in Class award that year.

Barchetta by Touring
Chassis number: 0100 E
Engine number: 0067 S

The post-war Ferrari 125 S was powered by a Gioacchino Colombo-designed short block V-12 that was later bored out to become the 166 Spyder Corsa. By the end of the 166 Spyder Corsa run, the 'C' suffix used in the chassis number had been changed to I, in preparation for the Inter designation, one of three new variants of the 166 that would receive standard closed-fender sports car coachwork.

The performance version of the 166 was initially called the 166 Sport, morphing into the competition-prepared 166 MM which brought numerous victories to privateer racers and factory entries. The 166 MM introduced the even-numbering system used for Ferrari chassis numbers, representing racing sports car; the odd numbers were reserved for road cars.

Displacement increased in the Ferrari V12 birthed the 195 Sport and the 212 Series. The Sport nomenclature was later changed to Export, reflecting the company's desire to sell in foreign markets, particularly in the United States. The Inter designation continued to represent the street version.

This particular 1951 Ferrari 212 Export Barchetta (meaning 'little boat') wears coachwork by carrozzeria Touring. The original owner was Charles Moran of New York who took delivery in the spring of 1951. Within weeks, it campaigned at Le Mans wearing race number 31. Driving duties were handled by Moran and Franco Cornacchia. It was one of two 212 Export Barchettas to contest the race, and would finish the 24 hours in 16th overall and 7th in its class.

After Le Mans, the Ferrari was brought to the United States and raced successfully over the next few years. The first outing was that fall at Wakins Glen, where Moran placed 14th in the International Sports Car Grand Prix, and 3rd in the SCCA National that same weekend.

In 1952 at the 12 hours of Vero Beach, Moran and co-driver John Bennett placed 4th overall and 2nd in Class. At the Bridgehampton Sports Car Road Races in May, Moran placed 7th.

In 1953, the Moran raced the 212 Export only once, at the MacDill Air Force Base in Florida. Paired with John Bennett at the Collier Memorial Six Hour Race, the Ferrari finished 10th overall and 1st in Class D.

Engine issues in 1954 prompted Moran to replace it with a contemporary unit from a 195S Ferrari (sourced from chassis 067S).

When Moran sold the Ferrari, it was acquired by John Shakespeare who continued to expand its racing resume. It raced at Iowa City, Lawrenceville, Wisconsin, Nassau and other events with a variety of success. Shakespeare later sold the Ferrari to Tom Butt in Florida, then to William Ferro in Pennsylvania. By 1966, it was the property of Lee Gordon of Gainesville, Florida, being advertised in 1971 by Philadelphia dealer Kirk F. White. N orman Silver of High Point, North Carolina, purchased the car from White and kept it through to the 1980s when it passed Courtney Whitlock of Missouri, who kept it for nearly four decades.

The recent custodian has treated the Barchetta to a cosmetic refurbishment of its original, unharmed body, and chassis. The body was refinished in Rossa Corsa, and the cabin was retrimmed in black leather.

The 2,340cc SOHC V12 engine (a 195S Unit) is fitted with a trio of Weber 36 DCF carburetors and delivers 170 horsepower at 6,500 RPM. There is a five-speed manual gearbox and four-wheel drum brakes.

by Dan Vaughan

Barchetta by Touring
Chassis number: 0100 E
Engine number: 0067 S

In 1951 Charles Moran Jr of New York ordered this Ferrari from Chinetti Motors planning to race it at the 24 Hours of Le Mans. He took delivery at the Ferrari factory and ten days later entered the 1951 with his brand-new Ferrari. This is one of only seven built and one of only two that ever raced Le Mans. This particular 212 would be the only one to finish, crossing the finish line 16th overall and 7th in class. Following Le Mans, Charles Moran brought his car back to the USA. It would continue racing for the next five years at Watkins Glen, Bridghampton, Road to America and Nassan Speed Weeks and scoring multiple podium finishes. Remarkably, after 70 years this special racing Ferrari has never sustained any damage and has since been restored back to its 1951 Le Mans configuration.

Cabriolet by Vignale
Chassis number: 0106 E
Engine number: 0106 E

This 212 Export, a competition model, is one of 27 built by Ferrari specifically for competition, and one of just two completed by Vignale in cabriolet form. It was first owned by Count Sanseverino of Naples, Italy, and in 1961 it was acquired by respected Ferrari restorer and specialist David Clarke of Leicester, England. Clarke was so enamored with the Ferrari, he kept it for 40 years, until he passed, when it was purchased by revered collector Sam Mann of New Jersey. This car, as with most early Vignale creations, has several unique features, most of which have been faithfully preserved. Following its run in the Colorado Grand in 2023, this Ferrari has been diligently restored to its full factory specification and colors.

Barchetta by Fontana
Chassis number: 0078E

The 212 Export by Touring of Milan has a significant history. It ran at Le Mans in 1951, and despite a DNF and slight damage, it was repaired and participated in the Tour de France two months later, where it was driven by Pierre 'Pagnibon' Boncompagni and came in first in its class. Upgraded to three carburetors, the Ferrari was then sold by Enzo to Phil Hill: it was Hill's first-ever Ferrari. In 1952, due to Hill's previous commitments, his friend Arnold Stubbs raced the Ferrari in the Pebble Beach Road Races, resulting in a second-place finish. Hill had a series of successes with the car, including at Torrey Pines in 1952, where he won, impressively lapping the entire field.

Berlinetta by Vignale
Chassis number: 0080 E

This car is one of 27 Ferrari 212 Exports created for racing and one of seven awarded Berlinetta coachwork by Vignale. In fact, it was chosen by the coachbuilder to showcase the brand at the 1951 Turin Auto Show.

This racer, with its 2.6-liter V12 Colombo engine producing 170 bhp, could top 130 mph and accelerate from zero to sixty in 7.5 seconds. Although the 212 Export was marketed as 'perfectly behaved in city traffic,' it was intended for the track, and Enzo Ferrari sold this example to Prince Vittorio Massimo, an Italian aristocrat with a flair for racing on open roads in the thinly disguised race car. Freshly restored to its original color and specification, this 212 Export is a flagship for its model.

166, 195, and 212

The 166 Inter was powered by a 2-liter V12 engine and produced 115 horsepower. These were road cars and were given odd chassis numbers. The even chassis numbers were reserved for the vehicles that were intended for racing. The bodies of the Inter vehicles were mostly Berlinetta and Coupes. At first, Touring handled most of the road-going body construction, but it was not long before Vignale, Ghia, Pinin Farina, and others were creating custom coachwork. The 166 Inter was mechanically similar to the racing versions; it was 25 horsepower shy of its racing sibling. The suspension was wishbones in the front and a live rear axle. The chassis was a simple steel tubular frame. A replacement was created in 1950 after around 40 examples of the 166 Inter were produced. The displacement of the engine was enlarged to just over 2.3 liters, which resulted in a unitary displacement of 195cc. Thus, the 195 Inter came into existence. A year later, the engine was enlarged even further, resulting in the 212 Inter. After a year of production and with only 142 examples being created, the production of the 212 Inter ceased.

The 212 Inter was intended for road use, while the 212 Export was primarily constructed for competition. Ferrari produced the rolling chassis and a Carrozzeria, meaning coachbuilder, was given the task of constructing the body. Each body was hand-built and often to customers' specifications. Because of this, the dimensions, body styles, and features of the car vary from one to another. Many of the 212 Inter vehicles sat atop a 2600mm wheelbase chassis; some were on a shorter, 2500mm wheelbase. The 212 Exports were also built atop a 2250mm wheelbase.

Cars produced between 1952 and 1953 were given the 'EU' designation on their chassis. The ones that proceeded these were given chassis numbers ending in S, E, and EL. The 'E' represented Export while the 'L' represented Lungo. One special chassis carried the 'T' designation on its chassis plate.

Under the hood of the long and graceful bonnet was a Colombo-designed V12 engine mounted at 60 degrees. The engine came in a variety of flavors and was left up to the customers to choose. Standard was the single Weber 36 DCF carburetor which was capable of producing 150 horsepower. Triple Weber 32 DCF carburetors could be purchased which increased horsepower to an impressive 170. All versions came with the standard Ferrari five-speed non-synchromesh gearbox and hydraulic drum brakes.

In total, there were 82 versions of the 212 Inter constructed. Vignale was given the task of creating 37 of these. Fifteen of his creations were coupes, seven were convertibles, and thirteen were in Berlinetta configuration. Ghia was tasked with constructing 15 coupes and one convertible. Touring clothed one coupe and six Berlinetta's. The English coachbuilder, Abbot, created a four-seat cabriolet that was not that pleasing to the eye. Pinin Farina created two convertibles and eleven coupes. Styling varied among each of these coachbuilders, with some being heavily dictated by the customer's wishes. Most of the cars were elegant, with few flamboyant cues, and well-proportioned body lines. They were minimalistic with little chrome and rounded, smooth bodies.

The 212 was replaced by the 250 Europa in 1953 and Pinin Farina had become Enzo Ferrari's carrozzeria of choice.

by Dan Vaughan