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1952 Ferrari 212 Export

Ferrari's early reputation was built upon its success in competition by the factory Works drivers and wealthy privateers. The Ferrari competition cars were designated an even-numbered chassis, while the road-going cars received odd chassis numbers. The road-going 'Inter' models were built in high quantities than the race-ready 'Export' models built by the factory and powered by the Tipo 212 engine.

The Ferrari 212 Export was produced from 1951 through 1952 with a total of 27 examples built. They were an evolution of the preceding 195 S and built alongside the 212 Inter. The 'Export' name was first used on the 166 Export Vignale Spyder wearing chassis number 0072E, from the 166 MM range. Most of the 212 Export bodies were created by Carrozzeria Touring, with the Touring Barchetta shape being applied to eight cars. Four examples were given closed Berlinetta bodies. Carrozzeria Vignale built ten competition bodies, with three in open-top spyder coachwork and seven in closed Berlinetta configuration to a Giovanni Michelotti design. Two examples of the 212 Export were bodied by Carrozzeria Motto. Chassis number 0086E was built to a Paolo Fontana spyder design.

Powering the 212 Export was a single overhead cam, 2-valve per cylinder, Colombo V12 engine with a 2,562.51cc displacement. With an 8.4:1 compression ratio, the engine offered 150 PS at 6500 RPM (higher depending on the carburetor setup). The engine breathed through three Weber 32DCF or three Weber 36DCF carburetors. A single 212 MM received triple quad-barrel Webers. The engine lubrication was via a wet-sump setup and the ignition system was a single spark plug per cylinder served by two coils.

The 212 Export first raced at the 1951 Giro di Sicilia race where it was rewarded with its first victory. Four 212 Export models had been entered, with two finishing in first and second place. The winning car, a Fontana Spyder (0086E) was driven by Vittorio Marzotto and Paolo Fontana and entered by Scuderia Marzotto. Piero Taruffi and Ettore Salani piloted the second-place car.

Luigi Villoresi drove a 212 MM in the Coppa Inter-Europa, in the +1.5 class, where it earned another victory and set the fastest lap. Four 212 Exports were entered in the 1951 edition of the Mille Miglia, with two finishing the race. Giannino Marzotto and Marco Crosara led the first half of the race with their 166/212 Export Fontana Berlinetta before retiring due to a flat tire. The 212 MM finished 17th overall, driven by Franco Cornacchia and Guido Mariani of Scuderia Guastella. Chassis number 0094E, a Motto-bodied spyder, finished third overall and second in the over 2.0-liter class. It was driven by Piero Scotti and A. Ruspaggiari.

Chassis number 024MB (wearing a Carrozzeria Fontana body) won the 1951 Coppa della Toscana. A 212 Export Vignale Spyder raced in the 212 Export Vignale Spyder, fielded by Scuderia Marzotto, and finished second overall.

Three 212 Exports competed in the 1951 24 Hours of LeMans, and all were private entries. Chassis number 096E (a Vignale Berlinetta) had the best result with a ninth overall and fourth in class. It was driven by Norbert Jean Mahe and Jacques Peron. Charles Moran Jr. with Franco Cornacchia scored 16th place in their Touring Barchetta s/n 0100E, renumbered to 0067S. On the fifth lap of the race, Jean Larivière was killed while he was involved in an accident while driving a Touring Barchetta (0078E).

Giovanni Bracco won at the Vila Real circuit in Portugal in his Vignale Spyder. Pietro Palmieri and Vallecchi scored second place and won their class at the Giro delle Calabria. Four Exports raced at the Targa Florio, with Scuderia Marzotto fielding two cars (one was 0086E still bodied as a Vignale Spyder). 0086E was driven by Franco Cornacchia and set the fastest lap, finishing second overall. The other three cars failed to finish.

At the 1951 Tour de France automobile race, three Exports were entered and all three finished the twelve-day event. They scored a 1-2-3 victory with the overall winners being Pierre 'Pagnibon' Boncompagni and Alfred Barraquet with their Touring Barchetta s/n 0078E. Second place went to Jacques Péron and R. Bertramnier in Vignale Berlinettas s/n 0096E. Elio Checcacci with Harry Schell scored third place, driving a one-off Motto Berlinetta s/n 0074E.

Four Exports raced at the 1952 Mille Miglia, but only one finished the race. A 212 MM driven by Franco Cornacchia finished in 20th place. Later that year, the 212 MM won its GL class at the Coppa della Toscana with Cornacchia and Del Carlo.

Charles Moran Jr. teamed up with Cornacchia and the 212 MM at the 1952 24 Hours of LeMans. After twelve hours, the car retired due to electrical problems. Two Exports were entered in the Targa Florio but only one finished (10th overall and 3rd in class).

by Dan Vaughan

Barchetta by Fontana
Chassis number: 0158ED

This 1952 Ferrari 212 Barchetta is the last of 7 vehicles produced.

The car is powered by a water-cooled, single-overhead-cam, 2.56 liter, V-12 engine developing 150 hp. The 2,530 pound vehicle is fitted with a 5-speed manual transmission and has a top speed of 118 mph. The chassis consists of tubular-steel, with front independent suspension by transverse leaf and wish-bones; independent rear suspension by live rear axle with semi-elliptic leaf springs. Four-wheel drum brakes are employed to stop the vehicle.

The car has an extensive race history. Driven by its first owner, Bordonaro, the 212 Export with chassis 0158ED fished 10th at the 1952 Targa Florio race. During that same year it was entered in the Grand Prix di Pergusa where it finished first. In 1953 it was entered in the Tour de France where it failed to finish. Another trip to Targa Florio resulted in a 16th place finish. It continued to be raced extensively during the 1953 season, capturing first place victories at Coppa Nissena, Palermo Monte Pellegrino, and Coppa dei Templi. In 1956 it was entered in the Mille Miglia, driven by Margairaz and Gremaud, it failed to finish.

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 of a 2250 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 left up to the customers to chose. 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