1955 Ferrari 410 S

Spyder
Chassis number: 0596CM

The 410S was created to contest the 1955 Carrera Panamericana Mexican Road Race. Powered by Ferrari's largest competition V12 of the 1950s and the last of the Lampredi engines, it displaced 4.9 liters and produced 390 hp at 6200 RPM. The body was built by Scaglietti. Four models were built, two for racing (Sport) and two for private ownership (Speciale).

The Ferrari 410 S is one of the most powerful sports racing cars built in the 1950s. Designed to participate in the 1955 Carrera Panamericana Road Race, the 410 S was powered by Ferrari's most competitive engine - the V-12, twin sparkplug Lampredi unit.

This is one of two Scuderia Ferrari Factory Team racing cars built for the 1955 Carrera Panamericana Race. When the race was canceled, it raced in the 1956 1000 Km de la Buenos Aires, the first round of the 1956 World Sports Car Championship. It qualified third and set the fastest lap but the remarkably powerful twin-plug V-12 engines finally overwhelmed the transmissions of both works Ferraris and neither 410S finished the 106 lap World Championship opener. The 24-plug 410 was driven by Peter Collins and Luigi Musso. While the factory-entered 410S twins lasted they gained glory earning the pole position and setting the fastest lap in the 1956 season opener. Chassis 0596CM set the fastest race lap of 102.5 mph.

This was among the most powerful sports racing cars built in the 1950s with 4.9 liter, Lampredi, long-block, V-12 engine of nearly 400 horsepower with even more torque of 410 foot-pounds.

The car retired from racing in 1959 after competing at Nassau, Pomona and Daytona, but graduated to historic racing in 1998, with outings at Silverstone and Goodwood.

This car was entered in the 1956 Mille Miglia as a Ferrari factory entry with Swedish driver Sture Nottorp. Nottorp firmly maintained Ferrari sabotaged the car as not to compete with their 860 Monzas. #0596CM (CarreraMexicana) continued to race in Europe and the United States as a factory team racer for many years.

Berlinetta by Scaglietti
Chassis number: 0594CM
Engine number: 0594CM

By the middle of the 1950s, a change had taken place. Unfortunately, another was greatly needed. Thankfully, this need for a change would produce one very special one-off design composed of such great elements that make a car extremely historic and priceless.

One of those rare beauties of the car world would become available at the 2012 RM Auctions event held in Monterey. Complete with the famous Lampredi 5.0-liter V12 engine and a specially-designed Scaglietti body, chassis 0594CM would be a fascinating mixture of Ferrari's famous race-bred performance and luxury design for which Scaglietti was famous.

There was a problem with Gioacchino Colombo's 1.5-liter V12 engine. When supercharged, the engine produced a lot of power but the engine was heavy and very thirsty. Aurelio Lampredi recognized there was great potential in heading a different direction. Therefore, he would propose a normally-aspirated V12 engine of a larger displacement in order to produce the power necessary to create one powerful engine. When completed, he would create the 4.5-liter V12 engine that would power Ferrari's 375 Formula One car, which would earn a couple of victories during the 1951 World Championship season, the first for Ferrari in Formula One.

Ferrari would run into another problem. Alfa Romeo's departure from Formula One, and the mounting costs associated, would cause the governing-body to switch to Formula 2 regulations for the next couple of seasons. Therefore, Ferrari would be left holding a number of 4.5-liter V12 engines with nothing to put them in. However, instead of destroying the engines, or shelving them, Ferrari would decide to stick them into something else. Called the 375MM, the new sportscar constructed around the V12 engine would power its way to immediate success. But the greatest moment enjoyed would come at the 1954 24 Hours of Le Mans when a 375 Plus, powered by the V12 engine, went on to score the overall victory.

But then there was the Carrera Panamericana. The 375 Plus had problems with the large V12 engine. The power and torque from the engine placed a lot of stress on components and the rough terrain associated with the Carrera Panamericana exploited any weakness a car had. And though a 375 Plus would go on to score an overall victory in the 1954 edition of the race, Ferrari would still be a work building a purpose-built car for the tortuous event.

Ferrari had already begun to move away from the large V12 engine to straight six-cylinder engines because of their savings in weight, fuel usage, and size. But, before the switch would take place the factory would produce just a few final V12s for their Panamericana-spec cars, the new 410S.

The 375 Plus had instability issues, rigidity problems and other general weaknesses made more pressing with the large Lampredi V12 engine. The problems would be further intensified by the fact the final evolution of the V12 would be the biggest ever produced. At 5.0-liters, the 60 degree V12 would put incredible stress on a chassis already stressed to its breaking point already. This increase in engine size and power, and the difficulty of the race, would necessitate the new chassis.

While Ferrari had made its necessary improvements and was keen for a strong showing with the purpose-built 410, unfortunately, it was 1955 and the tragic events at Le Mans would forever change things that season and beyond.

As a result of the events that transpired many races would be canceled in the interest of safety, and one of them would be the Carrera Panamericana. This would leave some specially-built sportscars with no race in which to take part.

But while the works racers would have to wait another year before they would take part in a race, there would be a couple of other specially-built 410 S models chassis that would roll out and would actually be used. And one of those very few would be chassis 0594CM, the very car offered at RM Auctions' event in Monterey.

Scaglietti had been charged with designing the bodies for the factory racing team. They would build the 410 S with beautifully-rounded and sculpted lines with fenders extending well out over the wheels on the widened chassis. This would be the same chassis and body type that would be campaigned quite successfully by John Edgar in many North American races. But while the 410 S sportscars were rare creations in and of themselves, none of the racers could match the rare qualities of 0594CM.

Given that it was the last run for the Lampredi V12 engine, it would be decided that the major focus would be on the competition side and the creation of the 410 S for racing purposes. However, it was also decided that a couple of the chassis would be specially-built road-going 410 S chassis with a bit more subdued 5.0-liter Lampredi V12 engines. One of those two chassis would receive a spyder body similar to the factory racers. However, the second would be a wholly different design. Drawing from Pininfarina's 375MM coupe, Scaglietti would take the basic design and would stretch it, in essence, to fit over the 410 S' wider, lower chassis. Scaglietti would then take and redesign the car to have a much more pronounced nose. And given the fact it is a Berlinetta instead of a Spyder design 0594CM takes off into the stratosphere of exclusivity when it is already marked off as one of the rarest cars in the world and in Ferrari's litany of sportscars.

Specifically-built for Ferrari SEFAC board member Michel Paul-Cavallier, the Scaglietti-bodied Berlinetta would be finished in ivory and would sport a blue leather interior. Complete with triple Weber 42 DCF/3 carburetors, independent front suspensions and De Dion rear, this tubular steel-framed Berlinetta road car was capable of producing some 340 bhp and would be quite impressive in its own right.

Completed in July of 1955, Mr. Paul-Cavallier would make use of the car for years until it was purchased, in 1964, by Hugues Hazard, a French racing driver that had taken part in a number of Monte Carlo and Coupes des Alpes events. And while not necessarily intended for competition, the large 5.0-liter V12 engine would be too much for Hazard not to hear roar at full song, and so, in 1965 he would campaign the car in the Course de Cote de Belleau. One year later, the car would be sold to the Parisian Ferrari collector Pierre Bardinon. Once acquired by Bardinon, 0594CM would take its place as part of the famous Mas du Clos Collection.

For thirty-five years the 410S Berlinetta would remain under the ownership of Mr. Bardinon where it would be greatly cared for and would take part in a number of distinguished events. The car would even be featured in a number of articles and publications during this period of ownership.

Then, in June of 2001, the car would be sold. Purchased by John Bosch of the Netherlands, 0594CM would quickly go through some restoration where all of the mechanical systems would be thoroughly examined and tuned. The engine would go through a full rebuild while the rest of the car received some cosmetic attention. Upon completion of the restoration, Mr. Bosch would participate in the 2002 Mille Miglis and would also take part in the Ferraris Days meeting in Spa-Francorchamps also that same year.

A few years later, the car would be resold and its current owner would have the car displayed at the 2009 Concorso d'Eleganza Villa d'Este. This would prove successful as the car would garner Honor of Mention in its class.

Confirmed by Ferrari Classiche, this truly one-of-a-kind 410 S Berlinetta is certainly a head-turner and just a marvelous amalgamation of Ferrari sportscar and road car history. Filled with an incredible pedigree and truly unique provenance, this Scaglietti-bodied Berlinetta belongs in a place of prominence in any collection.

Sources:

'Lot No. 117: 1955 Ferrari 410S Berlinetta by Carrozzeria Scaglietti', (http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r165). RM Auctions. http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r165. Retrieved 30 July 2012.

'1955 Ferrari 410S News, Pictures and Information', (http://www.conceptcarz.com/z18212/Ferrari-410-S.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/z18212/Ferrari-410-S.aspx. Retrieved 30 July 2012.

'Ferrari 410S Scaglietti Berlinetta', (http://www.ultimatecarpage.com/car/4133/Ferrari-410-S-Scaglietti-Berlinetta.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/4133/Ferrari-410-S-Scaglietti-Berlinetta.html. Retrieved 30 July 2012.

by Jeremy McMullen

Spyder
Chassis number: 0592CM
Engine number: 0592CM

Ferrari built four examples of their 410 Sports cars for the grueling Carrera Panamericana road race in Mexico. The Ferrari 410S CM (Carrera Messicana) was developed for the Carrera Panamericana in Mexico from the 1954 24 Hours of Le Mans winning 375 Plus. The race covered an extreme distance of 2,096 miles.

The 410 S was given an all-new Tipo 519C chassis which was based on the elliptical tube frame of the 375 Plus, but lowering the center of gravity, widening the track and moving the engine further back in the chassis. Power was from the F1-proven, 60-degree long-block Lampredi V12 engine with the bore and stroke increased to 4962cc. The engine has a single overhead camshaft per bank, two valves per cylinder, and a single spark plug per cylinder. The fuel was delivered through three Weber 42 DCZ/3 carburetors. Lubrication was by dry sump. Peak power with 8.5:1 compression was 380 hp.

This vehicle, chassis number 0592CM, is powered by a tipo 126 V-12 engine, telaio tipo 514 with a wheelbase of 2410mm; cambio tipo 509, and rear axle tipo 509. The chassis utilized independent front suspension with unequal-length wishbones, coil springs and lever action shock absorbers. In the back was a deDion setup with twin radius arms mounted on a transverse leaf springs. The riveted aluminum fuel tank held 51 gallons, making it suitable for the long distances between stops in the Carrera Panamericana. Stopping power was provided by large, vented alloy Grand Prix drum brakes.

Ferrari built two chassis to these specifications. Only one, however (0592), was bodied in the two-seat spider configuraiton of the 410S. The other chassis was bodied by Scaglietti as a closed Berlinetta delivered to Ferrari SEFAC director Michel Paul-Cavallier in July 1955 for road use.

Ferrari halted production of the 410 S due to two significant events - the terrible crash during the 1955 24 Hours of Le Mans, and the increase number of casualties in the Carrera Panamericana. In response, the 1955 edition of the Carrera Panamerica race was cancelled.

Ferrari 410S, with chassis number 0592, never competed in the event in which it was purpose-built. Instead, this prototype 410S was sold to noted Ferrari team owner, Antonio 'Tony' Parravano, in California. In its inaugural race, it finished 1st overall, at the February Palm Springs road races driven by Carroll Shelby. For unknown reasons, 0592 was not raced again until 1957, when it competed in two races at New Smyrna, Florida driven by Eric Hauser and Bart Spiegelman.

Due to issues with the IRS, Parravano fled California for Mexico in 1957, taking a number of automobiles with him, including his 410S. The cars smuggled into Mexico were put into storage in a warehouse in Ensenada. Parravano disappeared in Mexico in 1960 and was never seen again. Parravano's family later settled with the IRS and the cars stored in Mexico were sold.

In November of 1964, chassis number 0592 competed in the 550-mile 'Costa a Costa' race across Mexico driven by Juan Buchanan.

In 1970, the car was acquired by Robert Dusek. Dusek successfully returned the car to the United States in 1971. After careful research, a comprehensive restoration was completed to an extraordinary level. The 5-liter engine was again painted in Rosso Corsa with a blue-over-white stripe, just as it was when the car raced in the U.S. for Scuderia Parravano.

The car remained in the Pennsylvania collection of Robert Dusek for nearly four decades. The 410 Sport was a featured vehicle in the 1998 Historic Ferrari Challenge and the 2000 Shell Ferrari Historic Challenge at Elkhart Lake.

In 2008, ownership changed and the car returned to Europe and into a significant private collection. Since the acquisition, it has not driven a single mile.

by Dan Vaughan

Spyder
Chassis number: 0598 CM
Engine number: 0598 CM

Enzo Ferrari was determined to win the 1955 Racing Championship over very tough competition. That meant Ferrari had to win the last race of the season, which was the race-car-killing 1000-mile Carrera Panamericana. His only change was to build the first Ferrari 'Super Car.' This is that car, which features a big 4.9 liter V12, 24 spark plug, four distributor, almost 400 horsepower engine under a bonnet so large it extends onto the front fenders. The chassis and other components were built double strength to handle rough roads. To drive his 'Super Car,' Enzo wanted the World's best. Juan Manuel Fangio was the car's first driver. Everything seemed in place but it never happened. A horrible accident at Le Mans killed nearly 100 spectators. Following that, the racing season was cancelled to include the Carrera Panamericana.

Enter American racing teams and John Edgar, who priced the car from Enzo. Within hours of the cars arrival in the United States, it was entered in its first race at the hands of Carroll Shelby who finished in first place with more to follow. Shelby won the 1956 American Drivers Championship with the help of this car and said it was the best Ferrari he had ever driven. Enzo said it was the best Ferrari he had ever built. Many other top drivers piloted this car. Shelby raced this car in the 1957 Cuban Grand Prix where he finished 2nd.

Spyder
Chassis number: 0592CM
Engine number: 0592CM

The Ferrari 410 Sport CM was developed from the Le Mans winning Ferrari 375 Plus primarily for the Carrera Panamericana (the CM stands for Carrera Messicana), but also with an eye toward the growing importance of the North American racing scene. The new Aurelio Lampredi-designed, 5.0-liter V12 engine was the most powerful yet to leave the Ferrari factory.

This 410 Sport CM is one of three 410 Spyders built by Scaglietti. It was sold initially to American team owner, Tony Parravana, and it first raced at Palm Springs where, driven by Carroll Shelby, it finished in first place. In 1957, Parravano headed to Mexico with a number of his race cars, not to compete in the Carrera Panamericana but because he was being chased by the IRS for tax 'complications.' After crossing the border he was never seen again - although his cars turned up three years later. In 1970, this car was acquired by Robert Dusek, who restored it to the way it was when last raced by Scuderia Parravano.

Spyder
Chassis number: 0598 CM
Engine number: 0598 CM

Many of the sports racers of the 1950s were both 'beauty' and 'beast,' driven by such luminary figures as John von Neumann, Tony Parravano, Jim Kimberly, Briggs Cunningham, and John Edgar. With deep pockets and fueled an obsession with speed, many were able to acquire factory racecars and campaign them in the burgeoning American sports car racing scene.

Among these unique characters was John Edgar, born in Ohio to a wealthy family whose company manufactured kitchen machinery. These financial resources allowed him to quelch his passion for speed through boat and car racing. Early on, he raced a Mercer Raceabout and a Pierce-Arrow, and even competed at the Indianapolis 500. In 1948, after moving to California, he drove a modified MG TC at the El Mirage Dry Lake, where he bested the 21-year-old Phil Hill. In March of 1951 at Palm Springs, Edgar was outclassed in his tuned MG Special by Jim Kimberly's Ferrari 166 Barchetta. Of course, he had to have one.

A short time later, his friend Henry Manney III purchased an early 340 America (chassis number 0032 MT) that Scuderia Ferrari had raced at the 24 Hour of Le Mans and the Mille Miglia. Within a month, the car was in the possession of Edgar, who entrusted driving duties to Jack McAfee, who quickly secured numerous SCCA victories in 1953 and 1954.

Edgar's next Ferrari was the 1954 Le Mans-winning 375 Plus (chassis 0396 AM), followed by a four-cylinder Ferrari 857 Sport (0588 M). The 857 S driven by McAfee placed 2nd overall on February 26th at Palm Springs, California behind Carroll Shelby in Scuderia Parravano's 410 S. The 4.9-liter Ferrari 410 Sort had easily outclassed the 857 S, and again, Edgar had to have one.

After acquiring 0598 CM (an ex-factory 410 Sport), driving duties were entrusted to Mr. Shelby.

The Ferrari 410 Sport

At the 1952 Carrera Panamericana, several Ferraris were entered by privateers including three Vignale-bodied Berlinettas based upon the Lampredi 340 racing engine platform. Luigi Chinetti placed 3rd overall, leading to the cars to be subsequently known as the 340 Mexico. The following year, the upgraded 340 MM was bested by Lancia's D24 racecars. In 1954, Umberto Maglioli's victory in Erwin Goldschmitt's 375 Plus was offset by navigator Ford Robinson's death in John Edgar's entry of the Le Mans-winning 375 Plus. The car's height was partially responsible for the accident, as further chassis development was needed to tame these powerful cars on the unpredictable surfaces of the five-day Carrera course.

An all-new chassis was developed in preparation for the 1955 Carrera and was dubbed the Type 519/C. The elliptical section steel tube spaceframe chassis used a shorter wheelbase (95.3 inches vs. the 102.36-inch of the 340 Mexico), a wider stance than the preceding 375 MM or Plus, and rested lower to the ground. The front suspension was independent via unequal-length wishbones, while the rear utilized a De Dion axle and transverse leaf springs. Rather than use the 375 Plus's 4,954 cubic centimeter racing engine, Lampredi revised his new long-block V12 designed for the Superamerica road car. Its 4,961cc displacement (88mm bore and 68mm stroke) made it the largest engine yet built by Maranello. The Type 126/C motor was given Formula One-style twin-plug ignition per cylinder, a quadruple distributor, and a trio of twin-choke Weber 46 DCF carburetors. (The single plug configuration (chassis 0592 CM and 0594 CM) of this engine produced approximately 325 horsepower; the twin plug version at around 375 hp). Chassis 0598 used a quadruple distributor and coil ignition system while chassis 0596 used magnetos.

Factory 410 Sport Racers (0596 CM and 0598 CM)

Chassis numbers 0596 and 0598 with CM suffices (for 'Carrera Messicana') were built for factory-based competition in the Carrera Panamericana. During the development of the 410 Sport in 1955, both the Carrera Panamericana and 1000 KM Nürburgring FIA races were canceled in the wake of the Le Man's tragedy. As a result, the 410 Sports racing debut was delayed until January 1956 when it arrived at the season-commencing 1000 KM of Buenos Aires. At the helm of chassis number 0596 CM were Peter Collins and Luigi Musso, while Juan Manual Fangio and Eugenio Castellotti drove 0598 CM. Chassis 0598 CM had been modified at Fangio's request with the accelerator relocated from its normal position to one between the brake pedal and the clutch. Setting a fierce pace, both cars were sidelined before the checkered flag dropped. 0596 CM left on lap 28 due to transaxle failure and 0598 CM retired on lap 89 due to a broken differential.

Before being sent to privateer clients in 1956, both cars returned to the factory for repairs. John Edgar received 0598 CM.

John Edgar's 410 Sport

1956 Season

Before the arrival of 0598 CM to John Edgar's racing stable in August 1956, Carroll Shelby had been racing and winning for the team. He won the 'Race to the Clouds' at Mount Washington, New Hampshire, the Laurel Run Hillclimb, the Brynfan Tyddyn, and the Breakneck hillclimb outside of Cumberland, Maryland.

Joe Landaker was dispatched to San Francisco to receive the 410 Sport which had arrived via airfreight. From there, the car was transported to Bremerton, Washington for the Seafair event. Shelby drove 0598 CM during its inaugural North American race and promptly captured the checkered flag. Numerous victories followed.

The SCCA finale race of the season was in November at Palm Springs where Edgar entered six cars. The 410 Sport, nicknamed Edgar's Modena Monster by the press, was driven by Mr. Shelby. It captured pole position during Saturday's preliminary race at Palm Springs, and during the main event, it traded the lead with Phil Hill in a Ferrari 857 S. Hill's car was more nimble and was better suited for the corners, while Shelby's car had the advantage on the straights. On the final lap, the two cars battled side-by-side, with Shelby's car finishing first, a half-second ahead of Hill.

With 40 victories through the season, including 18 feature races, Shelby was pronounced the US Sports Car Driver of the Year for 1956 by Sports Illustrated magazine.

0598 CM was shipped to Nassau for the Bahamas Speed Week in early December 1956 and its standard Pirelli tires were replaced with Belgian Englebert tires with stronger rubber. Shelby won the Governor's Trophy race on Friday and took Saturday off to prepare for Sunday's Nassau Trophy 200-mile main event. While 'resting,' Shelby injured his right shoulder during a game of touch football played with a coconut. Sunday's race was shorter than anticipated for Shelby and his team, ending with 70 miles remaining - forced to retire due to great pain and excessive tire wear.

1957 Season

Shelby was unable to qualify the 410 S at a rain-soaked Pomona race in January, but February brought a pair of victories at New Smyrna Beach, Florida. At the Gran Premio de Cuba, a 310-mile race of 90 laps through the streets of Havana and along the beachfront Malecón, Shelby finished second overall behind Juan Manuel Fangio's Maserati 300S.

When Shelby was prohibited from racing the Ferrari per a contract with Maserati, driving duties for 0598 CM were entrusted to Phil Hill. At the Hawaii Speed Week in April 1957, Hill was the fastest driver through the 'speed trap' at Dillingham Air Base in Northern Oahu, with a speed of 165.12 mph. Despite this accomplishment, Hill did not race in the main event as the team pinned all its hopes on the Team Edgar Porsche 550 driven by Lance Reventlow.

A month later, Hill placed 3rd overall at the Santa Barbara race, his final race with Team Edgar before leaving to join Scuderia Ferrari at Le Mans. With Shelby injured during an accident in an Edgar Maserati, Richie Ginther was pressed into action in the Ferrari 410 Sport at the new Riverside International Raceway. John Edgar has spent nearly half a million dollars on the construction of this new venue.

Ginther qualified the 410 S in 5th position, and after 22 laps, had worked his way to the front of the pack, eventually crossing the finish line ahead of everyone else. Ginther continued to compete with 0598 CM through the remainder of the 1957 season, with the final events held at the Bahamas Speed Week. In Nassau, Ginter achieved several 2nd-place finishes and a total of four different Top 5 results.

1958 Season

At the Gran Premio de Cuba, rebels under Fidel Castro kidnapped Fangio and very nearly nabbing Moss as well. Driving duties for the Edgar 410 Sport were handled by Masten Gregory, who was in 1st place when the red flag dropped after a Ferrari left the track due to an oil spill and went into a crowd of spectators. Lifting off the throttle, Moss soon flashed past him at full speed and ultimately won the race. Gregory was unaware the red flag rules required the final lap to be completed before determining race results. In true gentlemanly fashion, Moss split his race earnings with confused (and furious) Masten 50/50.

In April of 1958, at the Palm Springs main event, Shelby demanded to drive the 0598 CM one last time after his Maserati 450S was sidelined due to mechanical issues. In breach of his contract, Shelby piloted the 410 Sport to a 2nd place overall finish.

Masten Gregory and Joakim Bonnier drove 0598 CM in October at the Los Angeles Times Grand Prix at Riverside, finishing 11th overall, and 3rd in class. Two months later, in Nassau at the 1958 Bahamas Speed Week, Bruce Kessler drove the car to a win in Saturday's all-Ferrari race.

1959 Season

0598 CM was driven by Jim Rathmann for Team Edgar in the first round at Pomona, where overheating issues sidelined the car prematurely. At the second round at the 1000 KM of Daytona, Chuck Daigh and the Ferrari retired early due to differential issues.

Following the race, faced with rising financial pressures, Edgar sold off his stable of racecars, including the 410 Sport.

Luigi Chinetti acquired 0598 CM in 1960 and following a brief retirement, was prepared for the 1963 Daytona Continental 3 Hours for NART driver 'Fireball' Roberts. Since regulations required a fixed roof, 0598 CM was given a 'crude' hardtop, which slowed the car significantly and was unable to quality. 0598 CM was sent back into retirement.

The 410 Sport remained with Chinetti for two decades before it was eventually acquired by Howard Cohen in 1980. Between 1980 and 1981, Stephen Griswold conducted a restoration and upon completion was presented at the 1981 Pebble Beach Concours d'Elegance, where it won the Hans Tanner Memorial Ferrari Trophy.

Don Walker became the car's next custodian in 1984 and raced it at the Monterey Historics that year. Bill Marriott purchased it in 1987 ad sold it a year later to Engelbert Stieger of the Turning Wheel Collection. He commissioned a cosmetic refurbishment in 1989 by Carrosserie Josef Wagner. It won a class award at Pebble Beach in 1990 and was shown at the 50th Anniversary of Ferrari meet in Rome and Maranello in May 1997. It raced in vintage competition at the Ferrari Owner's Club Switzerland meeting at Monza in October 1994, the Uwe-Meissner-Pierre Fandel meet at Nürburgring in August 1995, while appearing at the Montreux Grand Prix in 1990 and 2002.

The car was later purchased by Chris Cox who raced it at the 2005 Goodwood Festival of Speed. The current Colorado-based caretaker purchased it in January of 2006. Under his stewardship, the car was shown at the 2006 Fabulous Fifties Concours in Gardena, California where Carroll Shelby was reunited with the 410 Sport and autographed the fuel tank, adding the inscription, 'Mr. Ferrari told me that this was the best Ferrari he ever built.' It was exhibited in 2009 at the Shelby American Collection museum in Boulder, Colorado, and in 2010 the car was shown at the Amelia Island Concours d'Elegance, winning The Spirit of Ferrari Award, presented to the Ferrari that best represents the spirit of il Commendatore. In 2012, it returned to the Pebble Beach Concours.

Near the close of 2012, the twin-plug V-12 engine was rebuilt by Nino Epifani with the work being completed in 2016. It was then displayed on Rodeo Drive at the 60th anniversary celebration of Ferrari in North America. Recently the car has undergone a full Ferrari Classiche inspection.

by Dan Vaughan

In 1949 the Ferrari twelve-cylinder engine was 1.5 liters in size; by 1953 the displacement size had grown to 5 liters. In 1954 a 375 Plus, powered by a 4.9-liter engine, was entered in the grueling 24 Hours of LeMans where it captured the overall victory. Further development of the engines continued with the focus slowly shifting toward smaller displacements with fewer cylinders. The idea was that a lighter, smaller, more compact engine could prove to be a potent contender against the larger engines. The smaller engines were also more fuel-efficient.

The body was handled by Scaglietti, a coachbuilder notorious for his lightweight designs and streamlined designs. Four 410 S CM (Carrera Messicana) cars were created: chassis number 0592 CM, 0596 CM, and 0598 CM wore open Scaglietti-built bodies. Chassis number 0594CM wore a closed-coupe Scaglietti Berlinetta body and was built for Michael Cavallier, Ferrari's board of directors as a road-going car.

The Ferrari 410 S CM was developed from the 1954 24 Hours of Le Mans-winning 375 Plus and geared towards the American market where the new 5.0-liter engine would be competitive against the Cadillac and Oldsmobile powered specials then dominating American Sports Car racing. The demands of the Carrera Panamericana race in Mexico were many, including the difficulty of providing support over the 2,096-mile distance. This meant the 410 S would need to be more powerful, durable, and better suited to the harsh Mexican road system than the earlier 375 Plus. Thus the new 410S chassis had a lower center of gravity and wider track. Ferrari designed a shortened oval tube frame and reinforced it with triangular cross-braces; handling was improved by moving the engine as far back as possible. Large vented alloy Grand Prix drum brakes mounted in a position that would allow ample cooling, were placed on all four corners to allow controlled stopping at blistering high speeds.

The F1-proven, 60-degree long-block Lampredi V12 engine displaced 4,962cc, had single overhead camshafts per bank, two valves per cylinder, and a single spark plug per cylinder. Fuel was delivered through three Weber 42 DCZ/3 carburetors. Lubrication was by dry sump. The engine with its 8.5:1 compression ratio offered 380 horsepower and a tremendous amount of torque. The 95.3-inch chassis utilized independent front suspension with unequal-length wishbones, coil springs, and lever-action shock absorbers. In the back was a de Dion rear setup with twin radius arms mounted on a transverse leaf spring. The riveted aluminum fuel tank held 51 gallons (195 liters) would provide for the long distances between stops in the Carrera Panamericana.

The Ferrari 410 S model's were completed and ready for the Mexican road rally. Unfortunately, the race was canceled due to insufficient personnel to guard the road-ways against spectators, poor road conditions, and a large number of fatal accidents in previous races. The 410 S would never compete in the event it was purpose-built to dominate.

The international racing career for the works cars was very limited with their only appearance occurring at the 1956 Buenos Aires Grand Prix where both cars retired after suffering mechanical difficulties. One of the works cars was later sold to Sture Nottorp, a Swedish privateer, who had mild success on the racing circuit. Another went to an American privateer who, with the help of drivers such as Carroll Shelby, racked up numerous victories.

by Dan Vaughan