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1950 Ferrari 166MM

Barchetta by Touring
Chassis number: 0038M

The 166 MM would be considered the car that started it all, the legend that would become Ferrari. Enzo Ferrari had raced under the Scuderia Ferrari team name while he still worked with Alfa Romeo. However, following the end of the Second World War, Ferrari was yet to really make a name for himself. That would all change with the introduction of the 166.

The 125S would be the very first to wear the Ferrari badge and would be considered a rather successful failure by Enzo. In the end, the 125S would go on to win a number of races and would help Ferrari to advance his cause.

The 125S would be a solid foundation upon which to build. However, the body styling would lack that touch of elegance. While the engine from the 125 would be taken an increased in size, Touring of Milan, Italy would be commissioned to provide a new body design for the newly delineated 166.

The first example of the 166 MM would make its debut in 1948 at the Torino Motor Show. This would be a handful of months after a 166 earned victory in the Mille Miglia at the hands of Clemente Biondetti and Ettore Salani and would be the reason the Touring barchetta would receive the 'MM' suffix.

The new 166 MM would be produced in limited numbers. Just a total of 25 would be built. Chassis 0038M would be the 15th of the 25 and would be even more rare than that as it would also end up being one of just three with the single door and extra fuel tank fitted in the sealed passenger side of the car.

But while the car would already be an exclusive member of the 166 MM community, being a factory racing barchetta meant it would be all the more honored as it would have some truly legendary drivers as its occupants.

Upgraded with a 195 S engine and a longer bonnet in 1950, it would end up being driven by no less than future double World Champion Alberto Ascari in the Grand Prix of Luxembourg. Not surprisingly, Ascari and 0038M would go on to earn victory in the race.

One month later, at the Mille Miglia, 0038M would be driven by Dorino Serafini and Ettore Salani and would manage to complete the formidable event in 2nd place behind Giannino Marzotto and Marco Crosara driving a Ferrari 195 S. Following the 2nd place in the Mille Miglia, the pair of Serafini and Salani would guide 0038M to a victory in the Coppa della Toscana in June.

Heading into the 24 Hours of Le Mans, 0038M would have an impressive driver lineup in Luigi Chinetti and Pierre Louis-Dreyfus. Unfortunately, the partnership would prove to be unsuccessful as 0038M would fail to make it to the finish of the race. However, one month later, at the hands of Franco Cornacchia the 166 MM would go on to yet another 2nd place result in the Coppa d'Ore delle Dolomiti. The partnership of Serafini, Salani and 0038M would prove successful again when victory was achieved in the Giro delle Calabrie in August of 1950.

More victories would come 0038M's way. Following some upgrades and improvements, which included a repositioned air intake, the car would be driven to victory by Alberto Ascari in the Daily Express Trophy held at Silverstone. The following month would see the car earn more than a couple of victories, a couple of which would be hill climbing events.

The 166 MM wouldn't just be driven by racing greats however. The famed motor racing photographer Louis Klemantaski would have the opportunity not only to drive the barchetta, but to chauffeur the great Ascari at the same time when on a trip to Silverstone for the Daily Express International. It would be a truly memorable moment for Klemantaski, but it would also prove Ascari to be much more comfortable behind the wheel than not.

In 1951, the bonnet on 0038M would be altered again. Shortened once more, an extra cooling grille would also be added in preparation for the Mille Miglia on the 28th of April that year. Driven by Serafini and Salani, there were great hopes heading into the event. Unfortunately, the potential would be lost when it was driven off the circuit and damaged too severely to go on.

Chassis 0038M would be rebuilt. However, instead of restoring it to its 166 MM barchetta appearance, 0038M would be basically turned into a 212 Coupe and would even have new 212 motor. It would then be delivered to another rather legendary personality within Ferrari lore. The recipient of the car would be none other than Jose Froilan Gonzalez, the Argentinean that had earned Scuderia Ferrari its first Formula One World Championship victory at the 1951 British Grand Prix. It is rumored the car was a payment of a debt Ferrari owed Gonzalez.

At any rate, Gonzalez would own the car for just a short period of time before selling it to Raul Guillermo Decker of Buenos Aires. From then on, the 212-looking 166 MM would become a regular fixture at motor races around Argentina and would continue to enjoy some sporadic success.

The car would continue racing right up through the very early 1960s. The car would also change hands a number of times, but always to Argentinean owners. However, in 1980, the car would be sold again, this time to an American.

The 166 MM would be in the United States for just a couple of years before it would return to Italy as the property of Ugo Isgro, a restorer and dealer from Silea. Isgro would commission Carrozzeria Nova Rinascente to restore the Ferrari. Upon completion, the refurbished 166 MM would not retire to a quiet life. Instead, the car would be campaigned in a number of events including the Mille Miglia in 1985 and 1986. Offered for sale in 1987, Michael Sheehan of Costa Mesa would become the car's proud owner. The pride would be short-lived; however, as Yogi Oyama would come to own the car later that same year.

Oyama would take and have 0038M fully restored to its original 166 MM barchetta look. This meant getting rid of the Vignale 212 bodywork and replacing it with correct Touring styling. When completed, the Vignale bodywork would be retained and would actually remain as a part of the car. However, 0038M would be restored to its original barchetta configuration and would become something of a regular in the Mille Miglia as it would take part in the event in 1996, 1997 and again in 1999.

Sold again in 2003 to another Japanese collector, 0038M would again return to take part in the Mille Miglia and would have the acclaim of being the highest-finishing Ferrari in the 2010 Mille Miglia.

Not only is 0038M one of the most important of early Ferrari sportscars given that it is a 166 MM, the fact that it would be just one of three factory racing barchettas and that it had been driven by some of the legends of Ferrari and of motor racing means this particular chassis belongs in a league occupied by very few competitors.

Offered at the 2013 RM Auctions Monterey event, the 1950 Ferrari 166MM would garner a sale price of $3,080,000.

by Jeremy McMullen

Barchetta by Touring
Chassis number: 0050M

The 166 MM Touring Barchetta, a Ferrari masterpiece, still increased pulse rates fifty-five years later. It is the first Ferrari sports car; all previous cars were strictly for racing. Craftsmen welded a tubular frame with a 2,200 mm wheelbase to hand-formed body panels. Beneath the hood resides a Colombo designed 1,995 cc 60-degree V-12, with a 10:1 compression ratio and triple Weber carburetors, producing 140 horsepower at 6,600 RPMs. The front suspension features independent A-arms on a single transverse leaf trailing arms. The interior has hand-stitched leather upholstery and trim.

The 166 MM was arguably the world's fastest sports car. In the heyday, it recorded more than eighty overall or class victories between 1948 and 1953.

This car, chassis #0050M, was purchased by Porfirio Rusirosa to race at the 24 Hours of LeMans, in 1950. After running as high as eighth, it was forced out in the eighth hour by a clutch failure. The Barchetta was traded back to the factory in 1953. It was purchased by Bill Devin of Fontana, California. In 1975, three Californians later, the current owner purchased it. It has been refinished and the engine rebuilt, otherwise it remains the magnificent example of the gentleman's sports racer that departed the factory in 1953.

Barchetta by Touring
Chassis number: 0054M

Ferrari 166 MM Touring Barchetta Lusso with chassis number 0054M is a right-hand drive vehicle that spent its early life being raced extensively. It was driven by Carlos Menditeguy at the Circuito de Playa Grande and Buenos Aires before being sent to the United States. The vehicle's next owner entered the car in competition from late 1950 through 1952. It made appearances at Watkins Glen, Elkhart Lake, 6 hours of Sebring, 12 Hours of Sebring, and more. Spears drove the car in most of the events and was awarded with many podium finishes.

The vehicle's next owner, Edmund Lunken, continued the cars racing resume. Lunken drove the car and at times, during endurance competition, enlisted the help of a backup driver. Herbert Swan became the vehicle's next owner in 1958. In 1959 he had the engine replaced and an Offenhauser unit placed in the engine bay. The car continued to be raced during the late 1950s. The car placed through the ownership of a few owners before coming into the care of Eleanore Haga in 1969. Haga kept the car for over twenty years. In 1991 the car was shown at the Pebble Beach Concours where it was awarded a Second in Class.

The car was sold to Ed Davies in 1994. Davies has shown the car extensively before selling to Lawrence Auriana. It has made appearances at the Cavallino Classic, Meadow Brook Concours d'Elegance, Pebble Beach, and the Ferrari Club of America National Concours under the care of Davies.

Auriana has shown the car at the New York Concours in 2005 and the Cavallino Classic in 2007.

by Dan Vaughan

Barchetta by Touring
Chassis number: 0058M
Engine number: 0058 M

The 23rd Barchetta (0058M) was completed in June 1950 with one carburetor and a hood scoop. It was sold to the rising Italian racing great Eugenio Castellotti, who raced it in the 1951 Mille Miglia where he finished 6th in class and fiftieth overall. The engine was converted to three carburetors and the car was then given a smooth hood. Castellotti raced the car eight times in Italy, Monaco, and Portugal in 1951 and 1952, then loaned the car to a friend for the 1953 Mille Miglia where it failed to finish.

Ferrari 166MM Touring Barchetta Lusso with chassis number 0058 was constructed in June 1950. Eugenio Castellotti raced it extensively from 1950 through 1953 before it was sold to Charles Rezzaghi. Eugenio entered the car in the 1951 and 1953 Mille Miglia. It was raced in Grand Prix events and provided many podium finishes. It crossed the finish line in First Place on three occasions under Castellotti's care.

Rezzaghi continued the car's racing career, mostly in the United States. The car was sold in 1966 and again in 1977. It was shown at the Pebble Beach Concours by its owner, Ed Gilbertson, where it was the Hans Thanner Trophy. Since that time it has been shown at the 166MM Barchetta Reunion in Monterey, Pebble Beach Concours, and the Colorado Grand. It was sold in 1998 to Lorenzo Zambrano who brought the car to the 2007 Cavallino Classic where it was awarded 'Outstanding 166.'

It is one of the few 166MM Barchetta that does not have a hood scoop.

by Dan Vaughan

Barchetta by Touring
Chassis number: 0068M

This is the last 166 MM Barchetta built (serial 0068M). It is also the first to have the rear 'moustaches' and brake lights moved to the tips of the rear fenders. It was completed in June 1950 and sent to Le Mans as a backup by the Ferrari time but was not used. Nothing further is known about its activities until April 1951, when it was sold to the Italian racing team Scuderia Guastalla and passed on to Lucian Farnaud. He raced it in France, Belgium, Monte Carlo and Germany, including endurance races at Le Mans and Nurburgring over the next two years, winning two second place finishes, a third and five first-in-class positions. In 1953 it raced at Monza and then was sold to a new owner who raced it in one Swiss hill climb.

Barchetta by Touring
Chassis number: 0044M

This Ferrari (serial number 0044M) was the 17th Barchetta completed in 1950, and it has the corsa interior. Nothing is known about the activities of this Barchetta in 1950, but it is known to have raced in the Mille Miglia in 1951 and 1952 and in several races in Sicily until 1957. Early in its career a more powerful Formula 2 Ferrari 166 engine was installed, but the original engine has now been reunited with its chassis.

Barchetta by Touring
Chassis number: 0058M
Engine number: 0058 M

This Ferrari 166 MM was given to Eugenio Castellotti as a gift from a local benefactor who recognized the driving skills of the talented 20-year-old. In 1951 Castellotti competed in his first-ever race in this car and later the Mille Miglia. Afterwards, in order to find more speed, he sent the car back to the factory where it was converted to three carburetors with modified air cleaners and manifolds and the hood scoop was removed. The car continued to be raced throughout Europe before coming to the United States when it was sold by San Francisco dealer Charles Rezzaghi to Raymond Craycroft in 1953. Craycroft drove the car to second place in the novice class at the Pebble Beach Road Races in 1954.

Berlinetta by Touring
Chassis number: 0046 M
Engine number: 0046 M

Carrozzeria Touring of Milan, during the early days, was headed by Carlo Felice Bianchi Anderloni. Their lightweight Superleggera construction was well suited to the sporting qualities of the 166 MM chassis.

This particular example was completed in April of 1950, making it the 18th of 25 Barchettas built by Carrozeria Touring. It wears body number 3447 which was purpose-built for competition use and finished in Italian racing red with the more Spartan interior, rather than the more luxurious Lusso treatment.

The Barchetta made its racing debut at the Mille Miglia, held on April 23, 1950. For this race, Scuderia Ferrari loaned 0046 M to Giuseppe 'Nuccio' Bertone and his co-driver, Luigi Casalegno, who finished in 15th overall and 3rd in class. Three months later, Bertone drove the Ferrari at the Coppa d'Oro delle Dolomiti. After the race, the car returned to the Ferrari factory, where it was given an upgraded three-carburetor arrangement and a revised rear-axle ratio. Changes were also made to the body at this time, with the hood receiving two horizontal slots and fog lights were faired in on either side of the grille.

In April 1951, Nuccio Bertone brought the updated Barchetta to the Mille Miglia. Unfortunately, Bertone and his co-driver failed to finish the race, and the Barchetta once again returned to Ferrari for even more updates. The engine was updated prior to the 1952 racing season with type 225/16658 cylinder heads.

The car was sold in June of 1952 to Nuccio Bertone, who in turn sold it to another Torino resident named Emilio Giletti. During the 1952 season, Giletti was rewarded with incredible success, capturing many podium finishes, several class wins, and even an outright victory at Il Trofeo Sardo. Giletti often shared his Barchetta with co-driver Walter Loro-Piana. At the end of the season, Giletti became the Italian Sports Car Champion in the two-liter class and was even featured in Ferrari's annual yearbook.

Giletti sold 0046 M in January of 1953 to Luigi Bosisio, who had signed up with Scuderia Sant'Ambroeus, a new racing team founded in Milan. One of the team's founding members was Elio Zagato, who advised Bosisio that his father could transform the car into a Berlinetta. Bosisio brought the car to Carrozzeria Zagato, who updated the Barchetta's nose with by eliminating the 'omega' form. A lightweight aluminum roof section was fabricated in the aerodynamically effective teardrop shape. The side windows were constructed in Zagato's 'panoramico' style, while the rear window incorporated a large external fuel filler. Even with Zagato's Berlinetta conversion, much of the original coachwork was left intact, preserving the line and character of the original Touring Barchetta.

In the car's new guise, Bosisio raced 0046 M throughout 1953, with a debut in April at the Mille Miglia.

The car was sold to Bruno Martignoni of Varese in December 1953. Martignoni raced the car just once, at the Casablanca 12 Hours in Morocco, before selling it in September of 1955 to Luigi Chinetti Motors, Ferrari's North American distributor. Mr. John Sharpe of Buffalo, New York, became the cars next owner, purchasing it in early 1956. He had it repainted in metallic blue, and campaigned it in its final races at the Watkins Glen Grand Prix in New York and the Indian Summer Trophy at Harewood Acres in Canada.

The car's next owner was Charles and Audrey Saffell of Huntsville, Alabama, who acquired it in 1957 from a used-car lot in Detroit. The couple drove the 166 MM to Sebring for the 12 Hour race and repainted the car red to match their other Ferrari, a 250 MM Vignale Spider.

It was sold a few years later to Maurice Blevins, who damaged the engine and replaced it with a Chevrolet small-block V-8. In 1966, the Ferrari and its original engine were sold to Darrell Westfaul. After using it for a few years as his daily transportation, the car was retired to storage, where it remained for decades. IN 2007, Mr. Westfaul sold the Ferrari to its current owner. In his ownership, the car has continued to be preserved in its unrestored condition. Beginning around 2014, the engine was rebuilt and installed, with a correct gearbox (no. 7). The car has its original differential (no. 0018), along with many other original components.

by Dan Vaughan

Barchetta by Touring
Chassis number: 0058M
Engine number: 0058 M

Ferrari's cycle-winged 166 Corsa was a very successful competition car, earning victories in the Targa Florio, the Mille Miglia, and the Paris 12-hour race. Powered by a two-liter Giaocchino Colombo short-block V-12 engine, it was a development of the smaller 125 S engine.

In September of 1948, at the Turin Salon, an updated model named the 166 MM was introduced. The 'MM' was in honor of the Mille Miglia victory. The Touring of Milan coachwork was devoid of cycle fenders. It was a two-seat spider body with full fenders and a graceful beltline. Just 25 examples of the 166 open-style Superleggera coachwork were built, and known as barchetta (Italian for 'little boat.')

Ferrari entered two early 166 MM barchettas in the 1949 Mille Miglia, where they finished in 1st and 2nd place, with Clemente Biondetti and Ettore Salani edging out Felice Bonetto and Pierre-Louis Carpani. The 166 MM would earn multiple victories during the 1949 season, including the 24 Hours of LeMans, the 24 Hours of Spa, and events at Senigallia and Trieste.

This example, chassis 0058 M, is the 27th of 32 166 MM examples built, and the 23rd of 25 Touring barchettas. It was given Rudge wheel hubs and Houdaille shock absorbers. Its short-block-based Colombo V12 engine was originally fitted with a single Weber 36 DCF/1 carburetor.

It was issued a certificate of origin on June 1st of 1955 and was delivered to Touring of Milan for mounting of the open coachwork. It received Touring body number 3452 and finished with traditional rosso corsa paint with a lusso (luxury) interior trimmed with beige leather.

Its first owner of record was Marco Dallorso of the company S.r.L. Braida e C., Costruz. Stradili, in Genoa, who took delivery on June 5th. A short time later, it was given as a gift to racing driver Eugenio Castelotti, of Milan, who registered the car as MI 166875. On April 28th of 1951, Castellotti entered the Ferrari in the Mille Miglia as race number 340. He and co-driver Giuseppe Rota finished 6th in class.

After the race, Castellotti returned the Barchetta to the factory in Maranello, and the engine was modified with a competition manifold featuring triple Weber carburetors fed by individual ram-horn air cleaners. The gearbox was converted to an offset lever-type shifter, and adjustments were made to the fuel log and the distributor boots. Externally, the original single-scoop hood was replaced with an unvented bonnet.

With the performance upgrades, Castellotti and Sandro Matranga entered the car on June 3rd in the Coppa della Toscana, where it wore number 1248. It finished 8th overall and 3rd in class. Two weeks later, wearing number 30, it raced at the Circuito Internacional do Porto in Portugal, where Castellotti drove it to a 7th overall finish and 3rd in class. On July 15th, the Barchetta DNF'ed at the Coppa d'Oro delle Dolomiti, where Castellotti and Annibale Broglia were entered as #102. It then went on to finish 3rd in class at the Giro delle Calabrie.

The start of the 1952 season resulted in another early retirement, this time at the Prix de Monte Carlo in Monaco on June 1st. On September 28th, at the Gran Premio di Bari, while entered as #89, the 166 finished 7th overall and 2nd in class, this time with Sergio Mantovani performing the driving duties.

At the Mille Miglia on April 25th of 1953, entered as #455, Ambrogio Arosio and Italo Di Giuseppe were unable to finish the race. On June 14th, Arosio retired early after a minor accident at the VII Varese-Campo dei Fiori Hillclimb. The Ferrari's repairs were repaired, after which it was exported to the United States later in 1953 and sent to Charles Rezzaghi's Mille Miglia Motors in San Francisco. Before the close of the year, it had been sold to Dr. Raymond Craycroft of Berkeley, California.

Dr. Craycroft raced the car locally, first as #19 at the third annual Madera road races. On March 21st, Dr. Craycroft entered the Barchetta as #116 in the 1st Annual Bakersfield Road Races, where he finished 4th in the Junior Race, and his wife finished 6th in the R.N. Race. The Ferrari then participated in the Pebble Beach Road Races on 10 April, placing 2nd in the novice class. On June 6th, it was entered by Craycroft in the Golden Gate Handicap, and this would be the final race under his ownership.

Larry Taylor of San Francisco acquired the car in 1966, and 11 years later sold it Ed Gilbertson, who went on to present the car at several FCA events to great acclaim. In August of 1979, Mr. Gilbertson exhibited the car at the Pebble Beach Concours d'Elegance, where it won the Hans Tanner Trophy.

Five years later the Ferrari returned to the Monterey Peninsula with a presentation at the International Ferrari Concours d'Elegance in Carmel. Mr. Gilbertson drove the car in the 166 MM Barchetta Reunion from Yountville to Monterey in August 1989, then displayed it at the Monterey Historic Races. In 1993, it ran the Colorado Grand, where Gilbertson was joined by co-driver Sherry Lindberg.

In January 1994, the Ferrari was put on display at the Behring Auto Museum (now the Blackhawk Museum) in Danville, California, as part of a three-month exhibit titled, 'Ferrari: the V-12 Front Engined Road Cars.' In August, it was shown at the FCA's International Ferrari Concours at Monterey, and four days later, the car was again displayed by Gilbertson at the Pebble Beach Concours.

Lorenzo Zambrano of Monterrey, Mexico acquired the car in December of 1998 and then displayed it at Pebble in August of 1999, taking 2nd in Class. At the Cavallino Classic in January 2000, the Ferrari earned a Platinum Award and the Excellence Cup. Zambrano further displayed 0058 M at the FCA National Meet in Colorado Springs in July 2000, where it won another Platinum Award, as well as the Ferrari Legend Award and the Luigi Chinetti Award. A month later the car appeared at the Vintage Ferrari Concours at Concorso Italiano, winning yet another Platinum Award and Best of Show.

It was shown in May of 2001 at the FCA Annual Meet in Dallas, Texas, and at the Cavallino Classic in January of 2007, where it won the 166 Cup and another Platinum Award. In June of 2007, Mr. Zambrano received from the factory a Ferrari Classiche Red Book that confirmed the presence of all the original matching-numbers components. Less than a week later, the Barchetta finished 2nd in class at the Ferrari 60th Anniversary Concours d'Elegance held in Maranello. In August 2009, it was again shown at the Pebble Beach Concours d'Elegance.

Manny Del Arroz of Diablo, California, acquired the car in January 2010 and sold it less than a year later to the current owner. Since then, it has participated in the 'Ferraris in the Pebble Beach Road Races' event held in mid-August 2015, as well as the Pebble Beach Concours that soon followed. In August 2016, the Ferrari was displayed at the Quail Motorsports Gathering in Carmel Valley.

by Dan Vaughan

Clemente Biondetti

Barchetta by Touring
Chassis number: 0038M

Formula One was built upon the legends and achievements of its earliest drivers. Many of its first drivers already had careers that were the stuff of legend, none more so than Clemente Biondetti. In some ways Biondetti's career served as a foundation for not only Formula One history, but grand prix and endurance racing history on a whole. Clemente's career spanned two eras. The first part of Biondetti's career was the golden era filled with such drivers as Nuvolari and Campari. The second part of Clemente's career continued into the re-emergence of sports car and grand prix racing, where such drivers as Farina and Fangio battled it out in the beginnings of Formula One's history.

Born in Budduso, Sardinia in 1898, Biondetti's beginnings were nothing but humble. Clemente's family moved from Sardinia in the 1920s. A few years later, Clemente started racing motorcycles but switched to cars toward the end of the decade. By the time the 1930s came Biondetti had been driving Talbots. He had achieved considerable success in lower levels of racing such as being the 1927 Italian national champion. This enabled this man from humble beginnings to afford going racing, and racing he did.

Despite not faring particularly well between 1931 to 33, Biondetti's past success and talents led to Maserati approaching him to drive one of their factory cars at different events.

Clemente appeared at the Reale Premio Roma in 1932, racing in the category 3 class, which was cars well over 2,000cc. Biondetti didn't finish his heat race though as his MG Speciale suffered clutch problems.

In May of 1932, Biondetti was again driving his 2.5 liter MG Speciale in the Targa Florio that took place in Palermo. However, once again, Clemente failed to finish the race; a race in which Tazio Nuvolari won in an Alfa Romeo Monza for Scuderia Ferrari.

At the Coppa Ciano in July of 1932, Clemente was behind the wheel of an MG-Maserati. However, Biondetti suffered yet another DNF.

Two weeks later, Biondetti was again driving a Maserati, but this time at the Coppa Acerbo at Pescara, Italy. Biondetti went on to finish the race 8th behind other famous names like Nuvolari, Carraciolla and Fagioli.

In September of 1932, Clemente was at the Grand Priz of Monza in his MG-Maserati. The entire event was broken up into heat races and a final race. Biondetti competed in the 3rd heat. Biondetti came in 4th place in his heat race behind the heat winner Campari. In the 20 lap final Clemente's race never really got going. Clemente's race was over after completing just one lap.

1933 seemed to be a repeat for Biondetti. Starting at the Tripoli Grand Prix, Clemente started from the middle of the 5th row. Just as was the case with most of the races in 1932, Clemente's Tripoli Grand Prix came to an end just two laps into the race.

Clemente then started 7th at the Grand Prix de la Marne in July, at the Reims-Gueux circuit. Though it is unknown for sure, according to records, Biondetti's race once again could not go past two laps.

These poor performances did have an upside to them. The fact was it could only get better because it really wasn't possible to get a whole lot worse. A little lift came at the end of July in Montenero and the Coppa Ciano. Clemente started the 12 lap race on the 20 kilometer circuit from the 15th spot on the grid. He ended up actually finishing the race in 10th place, finishing over 26 minutes behind winner Nuvolari.

Things went back downhill though as he suffered two-straight DNFs at the Grand Prix of Nice and the Italian Grand Prix. The Monza Grand Prix, however, was a turning point. Clemente was in the 3rd heat. Prior to Clemente's heat, the famous and popular Campari and Borzacchini died due to a crash resulting from oil being on the track. However, this wasn't to be the end of the tragedies at the Monza Grand Prix that day. Biondetti started his heat 2nd with his Maserati powered Bugatti chassis. He ended up 3rd in his heat race behind Lehoux and Ghersi.

In the final race Clemente started 9th, on the inside of the three-abreast second row. The fans at the race became horror-stricken when Count Czaykowski, who had been leading and pulling away at the time, left the banking and crashed into the woods. Czaykowski's head struck a lonely stone and instantly killed him. On top of it all, his crashed Bugatti trapped his body underneath it. The car erupted into flames and burned out. Only after the fire ceased were the emergency crews able to pull his body out.

Overshadowed by the death of three drivers in one day, Clemente was able to bring his speciale home in 6th place. This race, the last one Clemente competed in 1933, set the stage for what was to be a turnaround from the toilsome DNFs he had been suffering.

Biondetti's first race of 1934, the Bordino Grand Prix, had Clemente as one of 34 entrants. The race was broken up into two heats with a 15 lap final race. Clemente arrived at the race driving for the Gruppo Genovese San Giorgio team, which used the popular Maserati 8CM. Biondetti started 5th in heat one and ended up finishing the 8 lap heat race 6th. Despite the rather good result, only the first five finishers moved on to the final race, so Biondetti's Bordino Grand Prix was over.

In May of 1934, Clemente took on 29 other drivers in the Grand Prix of Tripoli. Now driving a Maserati T26M for Gruppo Genovese San Giorgio, Clemente started the race from the inside of the 5th row. Despite the poor starting spot Biondetti kept his head about him and climbed steadily up through the field. In the end, Biondetti finished 5th behind the Scuderia Ferrari Alfa Romeos of Varzi, Moll and Chiron and another 8CM Maserati of Philippe Etancelin.

Biondetti followed this result with an 8th place finish at the Casablanca Grand Prix, driving the Maserati T26M again.

After a couple of DNFs and a 5th in a heat race at the Dieppe Grand Prix, Clemente competed at the Swiss Grand Prix held at Bremgarten. This time, Biondetti drove a Maserati 4C for Officine Alfieri Maserati. Clemente finished 8th, some four laps down to the Auto Union A Type of Hans Stuck.

Clemente took part in a couple of other races throughout the remainder of 1934 but without any noted success.

Biondetti did not take part in any grand prix or sports car races during 1935. In 1935, the costs of grand prix racing were increasing and many organizers were quickly becoming unwilling to give money to those who were considered to merely 'also ran'. Therefore, many privateer entrants were abandoning grand prix racing and turning to sports car and voiturette racing. These costs, in conjunction with the increasing threat of war, could have been good reason for Biondetti sitting 1935 out.

Biondetti was back in 1936 however. The first race in which Clemente took part was the Milan Grand Prix, held in Milano, Italy. Biondetti started the race from 6th on the grid in an Alfa Romeo Tipo. Clemente drove the Alfa Romeo as part of team Scuderia Maremmana. This race was attended by other such legendary drivers as Nuvolari driving an Alfa Romeo 12C, Varzi behind the wheel of an Auto Union C and Farina at the wheel of another Alfa Romeo 12C. Varzi struggled on the track. The track didn't suit the Auto Union C chassis. As a result, Nuvolari went on to win the race, lapping the field up to Varzi who came in 2nd. Biondetti started 1936 out well by finishing the race 6th, four laps behind Nuvolari. Though this proved to be a rather good start to his 1936 campaign, things turned bad for Biondetti once again as he would suffer six-straight DNFs.

Biondetti ended 1936 taking part in the voiturette race at Modena in September. Driving for Scuderia Maremmana again, this time in a Maserati 4CM, Biondetti started the race on the pole, but lost the lead to Count Trossi in his Maserati. At the end of the 25 lap event Clemente finished 2nd, almost a minute and fifty seconds behind Trossi.

After this race, Clemente drove an Alfa Romeo Tipo for Scuderia Ferrari at the Modena Grand Prix. His race only lasted a lap.

In 1937, Biondetti took part in only four grand prix races. Unfortunately, the season did not improve as it went along for Biondetti. His best result came at the very first race he contested that year, the Grand Prix of Napels. Biondetti and Farina arrived driving the 4 liter Alfa Romeo 12C-36 for Scuderia Ferrari. Arzani and Siena drove 3.8 liter Alfa Romeo 8C-35s for Scuderia Ferrari. Clemente started from the outside of row two in the 6th spot on the grid. Farina disappeared into the distance while Biondetti put on a clinic of his own. Farina won the race rather easily. Biondetti came in 2nd over a minute and a half behind. Biondetti finished the race with a 40-second gap over the 3rd place car.

Clemente had the pole for the Genua Grand Prix, driving an Alfa 8C-35 for Scuderia Ferrari again, but the rear axle broke after 27 laps. Biondetti was back driving for Scuderia Maremmana for the Monaco Grand Prix but failed to finish the race. The same result awaited Clemente at the Italian Grand Prix, despite driving the Alfa Romeo 12C-36 for Scuderia Ferrari.

In 1938, Biondetti began sports car racing and, for this, he would end up becoming most well known. In April 1938 Biondetti took part in the Mille Miglia, co-driving with Stefani in an Alfa Romeo 2900B. Despite competing against 140 other starters, Biondetti and Stefani ended up finishing the 1,013-mile race first over Pintacuda and Mambelli and Dusio and Boninsegni.

After this, Clemente suffered another couple of DNFs in the Tripoli and German Grand Prix. Then, in August, Clemente took part in the voiturette Coppa Ciano race in Livorno, Italy. 16 starters took part in the 25 lap race over the 5.8km course. This was the first race in which the Alfa Romeo 158 'Alfetta' appeared and Biondetti was one of those that had the opportunity to show what the car could do. Right away, the cars showed their exemplary pace. Biondetti started the race from the front row. Villoresi's Alfa Romeo 1.5 liter 158 went on to win the race, but Biondetti followed in 2nd only a little over 2 seconds behind!

Clemente followed up his good result in the voiturette race at the Coppa Ciano with another good result at the Coppa Ciano Grand Prix run after the vioturette race. This was not a scheduled race for Biondetti, but a ride in team Alfa Corse's Alfa Romeo Tipo 312 was handed to him when Wimille suffered from kidney problems and was unable to compete. 40 laps was the race distance and Biondetti took advantage of the opportunity presented to him despite the fact it was with a team he was not familiar. Hermann Lang ended up winning the race in his 3.0 liter V-12 Mercedes-Benz W154. Farina, also driving for Alfa Corse, came in 2nd with Biondetti, driving Wimille's Alfa, finishing 3rd, one lap down.

Biondetti's other good result for 1938 came at the Italian Grand Prix held at Monza in September of that year. Clemente came to Monza driving an Alfa Romeo Tipo for Alfa Corse once again. However, everyone had to beat the Mercedes-Benz and Auto Union teams if they stood a chance at a good result. And going by the starting grid for the race, it wasn't going to be easy for any other team except Mercedes-Benz or Auto Union as they made up the first two rows, or first seven starters on the grid. Hermann Lang took the pole in his Mercedes-Benz. Biondetti started the race well; he started 8th on the inside of row three.

Despite the German onslaught Biondetti drove a marvelous race; helped by mistakes by drivers from both Auto Union and Mercedes-Benz. Guiseppe Farina was quick, but not quick enough to stay with Nuvolari in his Auto Union D-type chassis. Farina ended the race in 2nd, one lap down to Nuvolari while Biondetti drove splendidly to finish the race 4th, three laps down to Nuvolari.

1938 seemed to prove that Biondetti was coming into his own as a grand prix driver. Of course it helped that he had some of the best equipment and was driving for some of the best teams of the day. These teams had the resources to make the talented driver even faster.

In 1939, Clemente focused on voiturette racing solely. Biondetti's season consisted of only a few races due to Mussolini's insistence that Italian drivers boycott French races due to France's involvement in the Spanish Civil War. On top of all this, voiturette racing was increasing in popularity. Mercedes-Benz had developed a 1.5-liter voiturette chassis and Auto Union was in the process of building their own when 1939 dawned. It was insisted that Italian drivers were to only drive in races for the 1.5 liter voiturette chassis. There is controversy surrounding this immediate shift from the bigger grand prix cars to the smaller 1.5-liter engined grand prix chassis. It is suggested that were grand prix racing to have continued, by 1940 or 1941 the championship series would have been based on the 1.5 liter voiturette cars, and such a move in 1939 only made sense.

It didn't matter whether it was Mussolini or coming rule changes, Clemente was offered a ride again with Alfa Corse driving their Alfa Romeo Tip 158s. Biondetti qualified rather well for the Tripoli Grand Prix, as he started in the middle of row two in the 6th starting spot. He was 6 seconds behind polesitter Luigi Villoresi in his new Maserati 4CL.

Despite the incredible number of Alfa Romeos and Maseratis in the field to do battle with the two lonely Mercedes-Benz W165s, the appearance of Italian victory was not to be. It was surprisingly hot that day and, one-after-one, of the Alfas and Maseratis began to retire due to overheating and other engine problems. Biondetti was one of them. 15 laps into the 30 lap event, the engine on Clemente's 158 let go. The two Mercedes-Benz of Lang and Caracciola ended up finishing one-two.

Clemente's next race in 1939 was the Coppa Ciano held in July at Livorno. Again driving for Alfa Corse, Biondetti started the 60 lap race 3rd on the outside of row one. His teammate Farina had the pole. Clemente began to suffer from problems with his car and handed it off to Severi. But Clemente's day was not done. After handing his car off to Severi, Biondetti ended up taking over Pintacuda's car. Whatever the problem was with his car it was a good thing Clemente handed it off. Taking over Pintacuda's car, Biondetti drove steady to finish the race 3rd, three laps behind winner Farina. Severi ended up the race 5th in Clemente's abandoned car.

The good results continued to follow Clemente to his next race, the Coppa Acerbo, held in Pescara. Alfa Corse came to the race with five drivers, including Biondetti. However, Alfa Corse was not alone. Scuderia Torino brought six Maserati 6CMs and Officine Alfieri Maserati came with four Maserati 4CLs. Biondetti started the race from the inside of row three. The grid was an interesting two-one-two arrangement. Therefore, Biondetti started 4th on the grid but from the third row. Fatalities continued to follow grand prix racing during this golden era as there was a frightful accident on the first lap that ended up killing Catullo Lami, who was trapped underneath his Maserati 6CM. Despite the shadow cast by Lami's death, this race was probably Biondetti's best and brightest in grand prix racing to that point as he led an Alfa Corse onslaught. Alfa Corse finished the race one-two-three-four. Biondetti beat out Pintacuda and had almost a two minute advantage on him at the end of the race.

The final race Biondetti competed in 1939 was the Swiss Grand Prix at Bremgarten. The race consisted of two heat races that were 20 laps each and a final race that was 30 laps of the 4.52 mile circuit. With the outbreak of World War II this was the last race to see the Auto Union and Mercedes-Benz teams, and they were present in mass. Each of the two teams brought four cars to the combined grand prix and voiturette race.

Biondetti and Farina arrived with the Alfa 158 'Alfetta'. After the problems they had suffered at Tripoli, and given the fact that this was to be the third race in three weeks for the cars, the cars were redesigned and rebuilt for improved cooling and handling.

In the voiturette heat one Clemente started 5th. After a few laps Clemente had made his way up to second behind his teammate Farina. The Alfa Corse pairing would end up finishing their heat race that way, with Farina coming home ahead of Biondetti. The six best voiturette cars from the first heat would then face-off against the best grand prix cars in the final race later.

In the final, Farina and Biondetti were the best starting voiturettes as it was Mercedes-Benz and Auto Union in the first two rows and sandwiched between Farina and Biondetti on row three. Despite the formidable picture, the odds were leveled a bit as the rains came and made the track incredibly slippery. Farina held many of the more powerful grand prix cars at bay for many laps until it stopped raining and the track began to dry. Biondetti drove the best he could against the more powerful machines and ended the race in 2nd among the voiturettes behind Farina. Overall, Clemente finished the race in 9th place.

With the outbreak of World War II, and its ever increasing global scale, Biondetti only was able to compete in one race in 1940 before the hostilities brought an end to all racing. In May, Clemente competed in the Grand Prix of Tripoli, once again driving for Alfa Corse. Only days before, the German assault of Western Europe had begun. Putting politics and wars behind him, Clemente, at the wheel of his Alfa 158, qualified 2nd for the race. Farina had taken pole once again. The race proved to be another dominant performance by Alfa Corse as Farina won the race with Biondetti finishing 2nd, about 30 seconds behind and Trossi in 3rd, another 20+ seconds further back.

With the Germans assault on Western Europe, the war had now become a world war, and this meant all racing ceased until around 1946. Like fine wine, Clemente was getting better with age, but unfortunately the war would interrupt the process. Clemente would not take part in another race until September 1946. But, Clemente would come roaring back proving to get better with age. And as a result, Clemente's reputation would become firmly cemented into the record books.

With the cessation of hostilities, the urge for many to quickly get back behind the wheel of a race car was undeniable. Many drivers had lost out precious competitive years and wanted to make the most of what talent they still had left. Biondetti was one of them, but Clemente proved to actually get better with age. He just had to find the right form of racing to focus on.

In 1946 Clemente competed in just one race, the Coppa Brezzi. This was a voiturette race held at Parco Valentino in Torino, Italy. Big name drivers of the time like Nuvolari and Sommer arrived at the race with a Cisitalia D46/Fiat, and so did Biondetti. The race was a 30 lap race around the 2.9 mile course. Biondetti, however, wasn't able to go further than 18 laps.

Despite the result, Biondetti would experience a turnaround in his career that many only dream about when they are pushing 50 years of age.

In June the next year, Clemente competed in his one and only race, the Mille Miglia sports car race. This was a one lap, 1,135 mile race around Italy. Biondetti was one of 153 starters for the race. Biondetti, and his co-driver Emilio Romano, started the race from the 149th starting spot in an Alfa Romeo 8C 2900B. The two drove a splendid race and ended up finishing the race in 1st place! Tazio Nuvolari and co-driver Francesco Carena were 2nd.

This began a string of three-straight sports car victories. The next one came the next year in April of 1948, the Targa Florio. This race was one lap on a course that covered almost 670 miles. Biondetti and co-driver Igor Troubetskoy, driving for Scuderia Inter in a Ferrari 166S, ended up winning the race. They covered the distance in a little over 12 hours and at an average speed of just over 55mph. Out of 83 starters there were only 33 still running at the end.

A month later, Biondetti took part in the Mille Miglia sports car race once again. Driving a Ferrari 166S coupe Allemano for Scuderia Ferrari, Biondetti and co-driver Guiseppe Navone were one of 189 entrants for the race. Once again, Biondetti proved a master at the endurance sports car races as he and Navone won the 1,139 mile race. The two covered the distance in a little over 15 hours and at an average speed of around 75mph.

Who can argue with royalty? At the end of May, Clemente took part in the Stockholm Grand Prix, a Formula 2 race in Stockholm, Sweden. The race consisted of 67 laps of a 1 mile road circuit. Biondetti, drove the race in a Ferrari 166SC for Scuderia Ferrari and was initially declared the winner of the race after Prince Bira received a push at the start from the Prince of Sweden. However, a year later, the victory was handed back to Bira and Biondetti had to settle for 2nd.

After a DNF at the Circuito di Pescara sports car race, Clemente again drove for Scuderia Ferrari in a Formula 2 race. The race was the Parco delle Cascine held in Firenze, Italy. Teamed with Raymond Sommer, the two dominated the race for Scuderia Ferrari. Sommer won the race with Biondetti finishing in 2nd one lap down.

The last race Biondetti competed in his very successful 1948 campaign was the Formula One non-championship race, the Circuito di Garda, in Garda, Italy. The race was contested over 18 laps of the over 10 mile long circuit. By the time of this race, Clemente was over 50 years old. Despite having an incredibly successful 1948, Biondetti was not able to finish his last race of that year as he was relieved by Ferdinando Righetti, who then finished the race in 6th place. The duo ended up the race as the last car race winner Farina had not passed.

In 1949, Biondetti started out with two highlights. In March, Clemente once again competed in the Targa Florio, otherwise also known as the Giro di Sicilia. Paired with Benedetti, Clemente, at the age of 50, won, beating out over 150 other entrants.

This successful result was soon followed up at the Mille Miglia. Driving for Ferrari, in the new Ferrari 166MM, Clemente and co-driver Salani, faced-off against 300 other entrants over the distance of 996 miles. The new 166MM (the MM stood for Mille Miglia) was lighter but also wider to help make the car more stable. Biondetti ran 3rd early on in the race. Taruffi led Biondetti by over 6 minutes until his transmission failed. Biondetti inherited the lead and would go on to win an unprecedented fourth Mille Miglia. Clemente completed the distance in just over 12 hours at a winning speed of 82mph. Interesting note is that the same car Biondetti drove to win the race was later driven to win the 24 Hours of Le Mans in 1950.

For competition in the 1949 grand prix season Biondetti switched to drive his own race car. He also switched to a Maserati chassis. Unfortunately, the double switch seemed to prove too much as Clemente never had a result at any race throughout the year better than his 9th place at the Gran Premio del General Juan Peron held in Buenos Aires, Argentina. During the year Biondetti drove mostly either his own Maserati A6GCS or a Maserati 4CLT.

Biondetti started the 1950 season off early, along with many other drivers who would play huge parts in Formula One's first official season. Clemente stayed in Argentina to Compete in the Gran Premio de Eva Duarte Peron in January of 1950. Villoresi, Fangio, Farina, Rosier, Parnell and others were all there. The race took part on a 3 mile course and was 35 laps in entirety. Clemente finished the race one lap down in 11th.

Biondetti followed this race with a 7th place at the Gran Premio del General San Martin, which took place in Mar Del Plata, Argentina. Once again, Biondetti drove his own Maserati 4CLT. Alberto Ascari won the race in his Ferrari 166.

Another week later, Clemente competed in the Coppa Accion de San Lorenzo in Rosario, Argentina. Unfortunately for Biondetti, he was not able to make it to the finish in his Maserati 4CLT.

Coming back to the European mainland, Clemente drove for Luigi de Filippis in a Maserati 4CLT/48 for the non-championship Grand Prix of San Remo. The race was filled with the main competitors of Formula One's first season, including Fangio in his Alfa Romeo 158 and Villoresi and Ascari in a Ferrari 125. The gearbox on Biondetti's Maserati broke unfortunately, and after only 8 laps of the 90 scheduled.

From May until August of 1950 Clemente competed in three races. He would drive his own Ferrari 166CS in two of them and drove a Maserati 4CLT/48 for Luigi de Filippis in the other. Of the three races Biondetti contested his best result was 6th at the non-championship Circuito di Bari race in July.

By the time of Biondetti's only appearance in Formula One Clemente was already 52 years old and it was obvious his best years were behind him despite his performances in 1948 at the age of 50. Formula One competed on a world stage and it was becoming harder and harder to continue without major backing from factory efforts. It thus became harder for older drivers as those factory efforts were looking for younger talent that could prove successful for years, not just one or two races. The writing was on the wall for Biondetti's career and he knew it.

At the Grand Prix of Italy at Monza, Clemente arrived with his own Ferrari 166T with a Jaguar engine. Biondetti started the race from the 25th starting spot. When the green lights came on Biondetti was 52 years of age. However, in an appropriate picture of Clemente's age and career, 17 laps into the race the Jaguar engine in Clemente's Ferrari expired. Clemente's chapter in Formula One history thus came to an end.

Clemente would continue to race and showed he still had great ability in sports cars when, in 1952 at the age of 54, he would go on to finish 2nd at the 12 hours of Pescara. He achieved this result competing against drivers that were much younger than he.

Clemente had to face his toughest competition yet when he contracted cancer. The effects of the cancer caused Biondetti to have to retire from racing in 1954. Unfortunately for Clemente, the cancer proved to be too tough of a competitor to beat, and in 1955 Clemente passed away at his home in Florence at the age of 57.

Biondetti had many experiences in motor racing and in many different forms. Clemente's career in grand prix racing was long but not very noteworthy. However, Biondetti's performances in sports cars in the later years of his life proved to be the stuff legends are made of. When it seemed the good years were past Clemente, he proved the general consensus to be wrong. Clemente ended up winning the Mille Miglia four times and won three of the four in consecutive years! He also won the Targa Florio back-to back in 1948 and 49! Biondetti proved to be one of the greats of racing with his unprecedented success in sports cars and offered Formula One history another great story to add to its legend.

Sources:

Snellman, Leif, 'Clemente Biondetti' (http://www.kolumbus.fi/leif.snellman/db.htm). The Golden Era of GP Racing. http://www.kolumbus.fi/leif.snellman/db.htm. Retrieved 2010-06-02.

'Drivers: Clemente Biondetti' (http://www.ultimateracinghistory.com/racelist2.php?uniqid=1905) Ultimateracinghistory.com. http://www.ultimateracinghistory.com/racelist2.php?uniqid=1905. Retrieved 2010-06-02.

'1949 Mille Miglia' (http://www.ddavid.com/formula1/mille_miglia_1949.htm) Mille Miglia. http://www.ddavid.com/formula1/mille_miglia_1949.htm. Retrieved 2010-06-02.

'Drivers: Clemente Biondetti' (http://www.grandprix.com/gpe/drv-biocle.html). Grandprix.com GP Encyclopedia. http://www.grandprix.com/gpe/drv-biocle.html. Retrieved 2010-06-02.

Wikipedia contributors, 'Clemente Biondetti', Wikipedia, The Free Encyclopedia, 27 April 2010, 14:05 UTC,

http://en.wikipedia.org/w/index.php?title=Clemente_Biondetti&oldid=358650945 accessed 2 June 2010

by Jeremy McMullen

Spyder by Scaglietti
Chassis number: 0050M/308M

This Ferrari began life in May of 1953 wearing a Vignale Spyder body. It was crashed in September of 1953 and the chassis and engine were seriously damaged, and the body was completely destroyed. It originally wore chassis number 0308M before later being renumbered to 0050M. The repairs were performed at the Ferrari factory and a new Scaglietti Spyder Monza-style body was mounted on the chassis. The design was courtesy of Alfredino Ferrari, Enzo Ferrari's son.

by Dan Vaughan

Uovo Coupe by Fontana
Chassis number: 024 MB
Engine number: 117

The early Ferrari vehicles evolved quickly out of necessity due to limited resources of the nascent commercial enterprise. The completed cars were often re-worked into later models and identities shifted to suit competition opportunities, utilizing the lessons learned in racing. Materials were scarce in postwar Italy, particularly the quality materials and machining which were essential for construction of high-performance racing cars. As such, Ferrari in its infancy continually mixed engines, chassis and bodies. Even the car which is believed to be the oldest existing Ferrari chassis (chassis 002C) has worn at least three different bodies and engines.

The third incarnation of the Gioacchino Colombo designed engine - which had originally displaced 1.5 liters, had grown in size to just under two liters (or 166cc per cylinder). This engine would help Ferrari unprecedented competition successes which would form the foundation of the company's legend.

This particular example, chassis number 024 MB, was completed by the factory on February 2nd of 1950 and delivered to Umberto Marzotto. He was one of four brothers (Vittorio, Giannino, Paolo, and Umberto) who built enviable reputations in Italian racing circles. Their family fortune was made in the textile business which allowed them the money to afford the lifestyle and machinery to help them ascend to their place as some of the best gentleman racers in Italy. In Ferrari's earliest days, the Marzotto brothers were arguably the Scuderia's most important customers. They provided the company with financial stability by owning multiple Ferraris between themselves, and gave the company fame through their success on the race track.

Umberto's first outing with chassis number 024 MB was in the Targa Florio, where it was sidelined prematurely due to a problem with the clutch. Its next race was at the Mille Miglia where Umberto and co-driver Franco Cristaldi were involved in a bad accident.

After the accident, it returned to Ferrari where it was fully rebuilt. Instead of using traditional coachwork from Touring, Fontana of Padova and Franco Reggiani were commissioned to create a lightweight streamlined body. The goal was to improve aerodynamics and maximize performance and efficiency. The result was a unique design that was nicknamed 'Uovo' ('egg' in Italian).

The 'Uovo' was heavily inspired by Reggiani's previous aeronautical training, mimicking the shape of a jet without wings. The body rested on the Ferrari frame which was superimposed over a tubular structure reversed and bonded with Peraluman plates, which created a light but rigid outer shell. In comparison to a similar Ferrari of the era, it was fifty kilos lighter.

The 'Uovo' was given a 156-liter gas tank, twin shock absorbers and a regulator for its Formula 2 brakes. The windshield was made from crystal and was positioned upright as possible. Crystal was used became it offered excellent visibility without reflections. Taking Enzo's advice, the driving position was placed as far back as possible. This allowed the driver to feel the tail movement, but it also caused severe oversteer.

The racing debut for the rebuilt car was at the Giro di Sicilia, still unpainted in bare aluminum and with an enormous aircraft headlight on the left. It was in the led when it was forced to withdraw due to a broken O-ring in the differential. At the Mille Miglia at Brescia, the Uovo held a significant portion of the lead prior to being forced to retire due to tire problems. The car's third race in its rebuilt guise was at the Giro della Toscana, where Giannino Marzotto and Marco Crosara crossed the finish line in 1st place overall.

For the 1952 season, Giannino raced only twice. He established the Scuderia Marzotto to lend his many Ferraris to his friends in order to keep racing under the family name. The car returned to the Mille Miglia in 1952 with Guido Mancini and Adriano Ercolani, where it consistently ran within the top 10 entrants before retiring.

At the 1952 Trento-Bondone hill climb, Giulio Cabianca drove the Uovo to a 1st overall. A few days later, at the Coppa della Toscana, it was driven to a 4th overall and 1st in class finish. The final known event in Europe for the Uovo was the Avus Grand Prix in September 1952, where it finished 4th overall.

During the winter of 1953, the Uovo returned to the factory, where it was fully overhauled and prepared for the 1953 Mille Miglia. It did not race, however, as Giannino Marzotto drove a 340 MM Spider instead, in which he went on to win the event.

As 1953 was coming to a close, the Uovo was shipped from Italy to Mexico, at which time it was powered by a 212 Inter engine. The Marzotto brothers intended to enter that year's Carrera Panamericana. It is believed that the car was used in practice, however, it was not used in the race. Neither of the Marzotto brothers would participate in the race. When the brothers returned to Italy, the Uovo remained in Mexico.

The Uovo was purchased by Carlos Braniff, who resold it to Ignacio Lozano of Newport Beach, California. It was raced at a number of racing venues in California, including Torrey Pines, Pebble Beach, Bakersfield, and Willow Springs, in 1954.

Lozano later sold the car to Pete Lovely, who later sold it to Dave Andrews, who subsequently sold it, Harvey M. Schaub of Sun Valley, California, in 1964. While in Mr. Schaub's care, a restoration began. Upon Harvey's death, the Uovo was passed onto his wife Lucille, and was then purchased by Ed Niles in 1982. A short time later, it came into the care of Jack du Gan of Florida.

While in du Gan's ownership, the car was sent to England, where the restoration was completed in time for the 1986 Mille Miglia. It would return again a year later as well, with du Gan, before being acquired by its current owner, who returned it to its native Italy. The car would return to the Mille Miglia over the next few years and later displayed at Ferrari's 50th anniversary celebrations in the summer of 1997. Since then, it has been displayed at the Atto Unico, the 2013 gathering of all of the Marzotto brother's cars at their historic home, Villa Trissino Marzotto. The Uovo returned back to Modena in 2014 to be shown in the Museo Enzo Ferrari.

by Dan Vaughan

Barchetta by Touring
Chassis number: 0064M

'Of the cars I have driven, I cannot forget my first Ferrari,' said Gianni Agnelli of his special-order Touring-bodied Barchetta ('little boat'). Agnelli specified a 'bi-colore' blue/green livery, with teardrop rear lights and 'lusso' ('deluxe') specification. Only 26 of these charming Barchettas were built, and in 1949, it was the car to beat with wins at Le Mans, the Targa Florio, and the Mille Miglia.

This car was raced extensively, winning first place in the 1953 Coupe de Spa-Francorchamps. Following its race career, the 166 was acquired by Jacques Swaters of Ecurie Francorchamps, who orchestrated a 22-year restoration, after which it was featured at the New York Museum of Modern Art in the 'Designed for Speed' Exhibition. This truly exquisite Ferrari was sold by Swaters' daughter to Clive Beecham, who has since run it in two Mille Miglias.

Clemente Biondetti and Count Igor Troubetzkoy won the Targa Florio on April 3rd of 1948, marking Ferrari's first major international win. The car was a closed Berlinetta Ferrari 166 and would later capture a victory at Italy's most important race, the Mille Miglia in 1948.

The Ferrari 166 was officially introduced at the Turin Salon in September of 1948. The body was courtesy of Touring utilizing the patented 'superleggera' technique. The alloy coachwork was well proportioned, covering the narrow tube skeleton structure. The frame consisted of an oval tube cross-section ladder with an X-shaped cross member. The short wheelbase car was given a Giacchino Colombo-designed V12, which would become the basic structure that would serve Ferrari road and race car for the next two decades.

In total, there were a mere 33 examples of the 166 MM produced between 1949 and 1951. Most of the 166 models were given Carrozzeria Touring coachwork in either Barchetta or Berlinetta forms. 26 were Barchettas and 7 were Berlinetta models. Of the seven Touring-bodied Berlinettas, only five were the Le Mans Berlinettas, named for Ferrari's victory at the 1949 24 Hours of Lemans in a 166MM.

by Dan Vaughan

It was in 1948 when the newly formed Italian automobile company named Ferrari began selling a promising sports car named the 166. The two-seater sports car featured a 12-cylinder engine mounted in the front and supplying over 100 horsepower to the rear wheels. The engine was just under two-liters in size and had a unitary displacement of 166 cc, thus, the evolution of the model name. Production would last until 1953 with only 38 examples being produced. Even though production was low, its accomplishments are large, with wins at LeMans, Mille Miglia, and the Targa Florio.

The 166 was a continuation of the 125, introduced a year earlier. The 125's size of 1497 cc was later enlarged to 1902cc, bringing about the Tipo 159. In 1948, it was enlarged to 1995 cc and became the 166.

As was customary at the time, a rolling chassis was supplied to custom coachbuilders to outfit the vehicles according to customer specifications and their intended purposes. The 166 MM was named after its historic victories at the Mille Miglia. The 166 MM versions were given even chassis numbers and built with racing intentions. The 166 Inter, named after victories at the Coppa Intereuropa at Monza, were given odd chassis numbers and became Ferrari's first road car.

The 166 Inter road cars featured a 2 liter, 12-cylinder Colombo engine producing about 115 horsepower. The engines were mounted longitudinally and given one Weber 32 DCF Carburetor. A five-speed manual gearbox provided power to the rear wheels while drum brakes provided the stopping power. Top speed was achieved at just over 105 mph. Zero-to-sixty took about ten seconds. The tubular frame was given a live-rear axle and a front wishbone suspension. When production began, Carrozzeria Touring was the primary coachbuilder, outfitting the cars in both Berlinetta and Coupe bodies. Later, other coachbuilders such as Pinin Farina, Ghia, Vignale, and others, produced bodies for the 166 Inter.

The phenomenal accomplishments achieved on the race track did much to stir enthusiasm for the cars. To generate even more publicity, in November of 1948, Ferrari displayed examples of his 166 MM and 166 Inter Coupe at the Turin Motor Show. Other shows included the Paris salon in October of 1950 and the Geneva Salons in March of 1951.

With just 38 examples created, the 166 Inter was replaced in 1950 by the 195 Inter. The 195 Inter came into existence by the enlargement of the engine to 2.3 liters. A year later the engine was enlarged to 212 cc and the name changed to 212 Inter. In 1952, after 142 examples were created, production ceased.

166 MM

The 166 MM was a competition version of the 166 Inter. It featured the same 12-cylinder engine but modified to produce 135 horsepower. The suspension and chassis were similar to the 166 Inter. The bodies were lightweight, small, and built to endure the grueling requirements that racing requires. Initially, Ferrari intended the 166 MM to be a customer racing car. After a number of 166 MM models captured a large number of class and overall victories against stiff competition such as Maserati, Cistiralia, and Alfa Romeo, Ferrari commissioned the creation of the 166 MM as factory works cars.

Touring of Italy was commissioned to provide the coachwork for most of the 166 MM, and many were given Barchetta bodies. The name 'Barchetta' came about because of the size and design of the car. Barchetta in Italian means little boat.

Clemente Biondetti and Giuseppe Navone drove a 166 MM to overall victory at the Mille Miglia in 1948. A year later, Biondetti and Ettore Salani captured the victory at Mille Miglia in a 166 MM. Giannino Marzotto and Marco Crosara capture victory at Mille Miglia in 1950, driving a 166 chassis with a bigger 195 engine. In 1949 a Ferrari 166 MM, entered by Lord Selsdon and mostly driven by Luigi Chinetti, captured overall victory at Le Mans.

The 166 MM's were a powerful, reliable and competitive automobile. Their historic accomplishments are legendary and their designs are elegant, beautiful and breathtaking. VIN #002C, a 166 Spyder Corsa, is the oldest Ferrari car still in existence.

by Dan Vaughan