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Details
THE PROTOTYPE 1947-1950 TIPO 166 LE MANS BERLINETTA
COACHWORK BY CARROZZERIA TOURING
Chassis No. 020 I (believed to be ex 02 C)
Engine No. 020 I
Rosso Chiaro with tan cloth interior.
Engine: V12, single overhead camshaft per bank, 1995cc, 140bhp at 6,600rpm; Gearbox: five speed manual; Suspension; front, independent with transverse leaf spring, rear, semi-elliptic leaf springs; Brakes: four wheel hydraulic drum. Right hand drive.
020I - 20.1.1950 - Franco Cornacchia, Milan - Touring Berlinetta "Le Mans" - This is the 02C car, probably the 125 spider which was launched at Piacenza on 11 May 1947, renumbered 020 I in 1949. Franco Cornacchia bought it as a bare chassis in September 1949Angelo Tito Anselmi and Lorenzo Boscarelli, Tipo 166 -The Original Sports Ferrari Haynes, 1986.
This Ferrari Touring Berlinetta is believed to be chassis number 02 C by many leading authorities, including the late Stan Nowak, David Seielstad, Tito Anselmi and Gianni Rogliatti. As such, this is one of the most important Ferrari's extant.
In 1945, Ferrari had Enrico Nardi, one of his trusted associates, visit Gioacchino Colombo, the designer of the successful Alfa Romeo 158 'Voiturette" (another brainchild of Ferrari's). Colombo was temporarily out of work and agreed to design the new V12 engine, of one and a half liters, that Ferrari wished to build for his forthcoming competition cars. By late 1946 he had completed the first of his legendary V12 engines. Working in modest surroundings with engineers Gioacchino Colombo, Giuseppe Busso and eventually Aurelio Lampredi, Ferrari was quickly able to accomplish his singular vision: to develop a powerful, reliable and smooth competition motor using a V-12 configuration.
The very first Ferrari was brought out for display at Maranello, Ferrari's new factory, on March 12th 1947. In April, chassis number 02C was completed and road-tested by Franco Cortese and Giuseppe Farina. The first car was bodied with all-enveloping two-seat bodywork while 02C received a skimpy, cigar-shaped, body with cycle-type fenders to make it even lighter and easier to handle in a street race with tight corners. The Tipo 125 12 cylinder initially only produced some 50 to 60 horsepower, far below the expected 118; much development work was needed before the engine could be made to deliver 90 horsepower reliably.
On May 11th, both Ferraris drove the sixty miles to Piacenza for their first race; Farina and Cortese practiced both cars, Farina driving 02C with race number 166. Cortese recorded a best lap of 1:51 whilst Farina recorded 1:54.1. After practice, during which Farina had a slight "off" into the hay bales surrounding the circuit, he fell into an argument with the team, claiming that the sister car had more power and that he should drive that car. Farina was summarily dismissed, leaving Cortese to drive the sister car which, having led the race, retired with three laps to go when the fuel pump failed.
Two weeks later, Cortese took the Ferrari marque to its historic first victory at the Grand Prix of Rome and followed that up with another victory on June 1st at Vercelli. For Ferrari's next race on June 5th, Cortese used chassis 02C at the Terme di Caracalla circuit for the Roman Spring of Motors race. Cortese collided with Taruffi during the race and was forced out but not before equaling Taruffi's fastest lap. On June 15th at Pavia on the circuit of Vigevano, Cortese secured a class victory in 02C.
On June 29th outright victory greeted Cortese, again in 02C, at Varese on the Colle Compigli circuit. Cortese also set fastest lap here. By this time it was obvious in Italy that Ferrari was the car to beat in the up-to-one and a half liter class in racing.
It was now time for one of motor racing's legends, the great Tazio Nuvolari, to drive 02C, winning a first in class on July 6th 1947 at the Forli circuit. His second race in 02C was the first event that Ferrari ran both cars, being the Coppa Luigi Arcangeli in Parma. The race was over 36 miles and Nuvolari simply dominated proceedings, disappearing into the distance to win, with Cortese in the sister car taking a dutiful second place. Factory notes say that the engine was changed in between practice and the race as Nuvolari had destroyed the valve gear in one head when perhaps trying a little too hard!
In late July 1947, 02C underwent changes at the factory with the cycle-fendered body stripped off and an all-enveloping body fitted. Of more importance were changes made to the engine. It had its cylinders bored out to 59mm (from 55mm) which now gave a total capacity of 1902cc. 02C thus became the first of the Tipo 159S's. Obviously, all this work was done quickly as Cortese debuted the "new" 02C at Pescara for the Coppa Acerbo on August 15th. Cortese took the lead but then was forced into the pits with a lubrication problem. The mechanics by-passed the troublesome oil cooler and Cortese re-joined the race, finishing second overall and setting fastest lap in the process.
A few days later, Bazzi was road testing 02C when he had a serious accident. It was repaired and a different cycle-fender "Spyder Corsa" body replaced the full-width bodywork. A Tipo 125 engine replaced the Tipo 159 unit first fitted as the next race, at Montenero on August 24th, was for up to 1500cc engined cars only. Sadly, 02C was not finished in time for this event.
On November 20th, Busso successfully tested the new Tipo 166 engine of 1995 cc, which eventually produced some 140 bhp. Over the winter of 1947/48 02C was fitted with this larger engine so as to be able to compete, with fenders and lights removed, in the new Formula Two class. With road equipment attached, the 166's were also ideal to race in the up-to two liter sportscar class.
During 1948, 02C was retained by the factory and competed in a number of events, including the Mille Miglia, driven by Cortese and Marchetti where it retired. According to David Seielstad in The Prancing Horse, issue # 123, "At some point in time the serial number is altered to 020I. The block shows clearly that the C was overstamped with an 0 and an I added at a different angle". It was a trick of the trade, especially for companies short on funds to re-furbish their old race cars and sell them as new. To quote Giani Rogliatti " The factory at that time was little more than a machine shop, and they were bent on going to races as much as possible, so it is likely that sometimes they re-numbered a chassis for want of a new one".
After this, the stripped chassis 02C lay at Maranello until purchased by Ferrari's Rome agent, Franco Cornacchia, on August 12th, 1949. Cornacchia sent the chassis to Touring to have them fit one of their new Berlinetta bodies. In mid 1948 Ferrari commissioned Carrozzeria Touring of Milan to design and build the coachwork for his next series of chassis for the 1949 season. While the 166 had proven to be a great success on the track, Ferrari went to Touring with the hope that a beautiful design to clothe his chassis would further differentiate his fantastic cars.
Touring's founder, Felice Bianchi Anderloni, had just begun working on the project when he unexpectedly succumbed to a heart attack. His young son Carlo recognized the significance that the Ferrari marque held with the recent racing victories of the Tipo 166. He knew that the Ferrari commission was critical to the future of Touring and that the first coachbuilt Ferraris would be looked upon for years go come. As a result he penned both the beautiful Berlinetta and Barchetta styles which are universally recognised as the most attractive bodies of all the early Ferraris.
The pretty little Berlinetta prototype that Touring produced on 020I was delivered to Cornacchia's showroom on January 6th, 1950. On January 20th, a "Certificate of Origin" was issued but it was not until April 5th that Cornacchia managed to sell this "new" car to one Giovanni Rota of Milan who had the car registered: MI 146140. Rota raced in both the 1950 and 1951 Mille Miglias, partnered on both occasions by Luigi Toscana. 020I retired on both occasions, Rota probably unaware that his "new" car had appeared in the race in 1948 and 1949 as well!
In February of 1952, Rota sold his Ferrari to Francesco Buonaccorsi of Rome who, after re-registering 020I as ROMA 160587, sold it in June to a Rome dealer who in turn sold it to an American, Edward Griffin, who lived in Rome. Griffin brought 020I back with him when he returned stateside in 1955 and sold it to Ernie McAfee, the respected sports car racer/dealer in Los Angeles. Three owners later, Steven Griswold of Berkeley bought 020I and restored it completely before selling the Berlinetta to Doctor Henry I. Smith of Saratoga. Dr. Smith kept 020I for the next eleven years and it was shown at the 1975 Pebble Beach Concours d'Elegance where it received the prestigious Hans Tanner Award for Best Overall Ferrari. The car was also raced on a number of occasions at the Monterey Historic Automobile Races. Dr. Smith eventually sold the Ferrari to another doctor, Leo Keoshian of Palo Alto who owned it until 1990. It was subsequently sold at a Monaco auction in 1990 and then to the present owner, a prominent collector.
During his ownership, 020I underwent a complete, no expense spared, restoration by the renowned Ferrari specialist shop Bob Smith Coachworks. In a recent conversation, Mr. Smith recalled that 020I was highly original, retaining nearly all its original Touring Berlinetta coachwork. Only the floor panels had deteriorated beyond repair and needed replacing. The result is truly stunning, and its Concours competition successes speak for themselves; at the 1995 Pebble Beach Concours d'Elegance, against stiff competition, 020I won its class. It was also shown at the Ferrari Nationals of the Year and won a First and Platinum prize. More recently the Ferrari has been carefully tuned and exercised by respected specialist Steve Tillack and Co. Ltd.
Chassis 02C/020I is one of the most historically significant Ferraris extant. Unusually, the car is also largely original and unmodified since 1949, with its spectacular and original Touring coachwork and an excellent, continuous provenance. It is eligible for the Mille Miglia, Ferrari Challenge, Colorado Grand and similar type touring events as well a being a welcome and important entry at any number of Concours events throughout the globe. This highly important Ferrari will be a major addition to any premier collection.
COACHWORK BY CARROZZERIA TOURING
Chassis No. 020 I (believed to be ex 02 C)
Engine No. 020 I
Rosso Chiaro with tan cloth interior.
Engine: V12, single overhead camshaft per bank, 1995cc, 140bhp at 6,600rpm; Gearbox: five speed manual; Suspension; front, independent with transverse leaf spring, rear, semi-elliptic leaf springs; Brakes: four wheel hydraulic drum. Right hand drive.
020I - 20.1.1950 - Franco Cornacchia, Milan - Touring Berlinetta "Le Mans" - This is the 02C car, probably the 125 spider which was launched at Piacenza on 11 May 1947, renumbered 020 I in 1949. Franco Cornacchia bought it as a bare chassis in September 1949Angelo Tito Anselmi and Lorenzo Boscarelli, Tipo 166 -The Original Sports Ferrari Haynes, 1986.
This Ferrari Touring Berlinetta is believed to be chassis number 02 C by many leading authorities, including the late Stan Nowak, David Seielstad, Tito Anselmi and Gianni Rogliatti. As such, this is one of the most important Ferrari's extant.
In 1945, Ferrari had Enrico Nardi, one of his trusted associates, visit Gioacchino Colombo, the designer of the successful Alfa Romeo 158 'Voiturette" (another brainchild of Ferrari's). Colombo was temporarily out of work and agreed to design the new V12 engine, of one and a half liters, that Ferrari wished to build for his forthcoming competition cars. By late 1946 he had completed the first of his legendary V12 engines. Working in modest surroundings with engineers Gioacchino Colombo, Giuseppe Busso and eventually Aurelio Lampredi, Ferrari was quickly able to accomplish his singular vision: to develop a powerful, reliable and smooth competition motor using a V-12 configuration.
The very first Ferrari was brought out for display at Maranello, Ferrari's new factory, on March 12th 1947. In April, chassis number 02C was completed and road-tested by Franco Cortese and Giuseppe Farina. The first car was bodied with all-enveloping two-seat bodywork while 02C received a skimpy, cigar-shaped, body with cycle-type fenders to make it even lighter and easier to handle in a street race with tight corners. The Tipo 125 12 cylinder initially only produced some 50 to 60 horsepower, far below the expected 118; much development work was needed before the engine could be made to deliver 90 horsepower reliably.
On May 11th, both Ferraris drove the sixty miles to Piacenza for their first race; Farina and Cortese practiced both cars, Farina driving 02C with race number 166. Cortese recorded a best lap of 1:51 whilst Farina recorded 1:54.1. After practice, during which Farina had a slight "off" into the hay bales surrounding the circuit, he fell into an argument with the team, claiming that the sister car had more power and that he should drive that car. Farina was summarily dismissed, leaving Cortese to drive the sister car which, having led the race, retired with three laps to go when the fuel pump failed.
Two weeks later, Cortese took the Ferrari marque to its historic first victory at the Grand Prix of Rome and followed that up with another victory on June 1st at Vercelli. For Ferrari's next race on June 5th, Cortese used chassis 02C at the Terme di Caracalla circuit for the Roman Spring of Motors race. Cortese collided with Taruffi during the race and was forced out but not before equaling Taruffi's fastest lap. On June 15th at Pavia on the circuit of Vigevano, Cortese secured a class victory in 02C.
On June 29th outright victory greeted Cortese, again in 02C, at Varese on the Colle Compigli circuit. Cortese also set fastest lap here. By this time it was obvious in Italy that Ferrari was the car to beat in the up-to-one and a half liter class in racing.
It was now time for one of motor racing's legends, the great Tazio Nuvolari, to drive 02C, winning a first in class on July 6th 1947 at the Forli circuit. His second race in 02C was the first event that Ferrari ran both cars, being the Coppa Luigi Arcangeli in Parma. The race was over 36 miles and Nuvolari simply dominated proceedings, disappearing into the distance to win, with Cortese in the sister car taking a dutiful second place. Factory notes say that the engine was changed in between practice and the race as Nuvolari had destroyed the valve gear in one head when perhaps trying a little too hard!
In late July 1947, 02C underwent changes at the factory with the cycle-fendered body stripped off and an all-enveloping body fitted. Of more importance were changes made to the engine. It had its cylinders bored out to 59mm (from 55mm) which now gave a total capacity of 1902cc. 02C thus became the first of the Tipo 159S's. Obviously, all this work was done quickly as Cortese debuted the "new" 02C at Pescara for the Coppa Acerbo on August 15th. Cortese took the lead but then was forced into the pits with a lubrication problem. The mechanics by-passed the troublesome oil cooler and Cortese re-joined the race, finishing second overall and setting fastest lap in the process.
A few days later, Bazzi was road testing 02C when he had a serious accident. It was repaired and a different cycle-fender "Spyder Corsa" body replaced the full-width bodywork. A Tipo 125 engine replaced the Tipo 159 unit first fitted as the next race, at Montenero on August 24th, was for up to 1500cc engined cars only. Sadly, 02C was not finished in time for this event.
On November 20th, Busso successfully tested the new Tipo 166 engine of 1995 cc, which eventually produced some 140 bhp. Over the winter of 1947/48 02C was fitted with this larger engine so as to be able to compete, with fenders and lights removed, in the new Formula Two class. With road equipment attached, the 166's were also ideal to race in the up-to two liter sportscar class.
During 1948, 02C was retained by the factory and competed in a number of events, including the Mille Miglia, driven by Cortese and Marchetti where it retired. According to David Seielstad in The Prancing Horse, issue # 123, "At some point in time the serial number is altered to 020I. The block shows clearly that the C was overstamped with an 0 and an I added at a different angle". It was a trick of the trade, especially for companies short on funds to re-furbish their old race cars and sell them as new. To quote Giani Rogliatti " The factory at that time was little more than a machine shop, and they were bent on going to races as much as possible, so it is likely that sometimes they re-numbered a chassis for want of a new one".
After this, the stripped chassis 02C lay at Maranello until purchased by Ferrari's Rome agent, Franco Cornacchia, on August 12th, 1949. Cornacchia sent the chassis to Touring to have them fit one of their new Berlinetta bodies. In mid 1948 Ferrari commissioned Carrozzeria Touring of Milan to design and build the coachwork for his next series of chassis for the 1949 season. While the 166 had proven to be a great success on the track, Ferrari went to Touring with the hope that a beautiful design to clothe his chassis would further differentiate his fantastic cars.
Touring's founder, Felice Bianchi Anderloni, had just begun working on the project when he unexpectedly succumbed to a heart attack. His young son Carlo recognized the significance that the Ferrari marque held with the recent racing victories of the Tipo 166. He knew that the Ferrari commission was critical to the future of Touring and that the first coachbuilt Ferraris would be looked upon for years go come. As a result he penned both the beautiful Berlinetta and Barchetta styles which are universally recognised as the most attractive bodies of all the early Ferraris.
The pretty little Berlinetta prototype that Touring produced on 020I was delivered to Cornacchia's showroom on January 6th, 1950. On January 20th, a "Certificate of Origin" was issued but it was not until April 5th that Cornacchia managed to sell this "new" car to one Giovanni Rota of Milan who had the car registered: MI 146140. Rota raced in both the 1950 and 1951 Mille Miglias, partnered on both occasions by Luigi Toscana. 020I retired on both occasions, Rota probably unaware that his "new" car had appeared in the race in 1948 and 1949 as well!
In February of 1952, Rota sold his Ferrari to Francesco Buonaccorsi of Rome who, after re-registering 020I as ROMA 160587, sold it in June to a Rome dealer who in turn sold it to an American, Edward Griffin, who lived in Rome. Griffin brought 020I back with him when he returned stateside in 1955 and sold it to Ernie McAfee, the respected sports car racer/dealer in Los Angeles. Three owners later, Steven Griswold of Berkeley bought 020I and restored it completely before selling the Berlinetta to Doctor Henry I. Smith of Saratoga. Dr. Smith kept 020I for the next eleven years and it was shown at the 1975 Pebble Beach Concours d'Elegance where it received the prestigious Hans Tanner Award for Best Overall Ferrari. The car was also raced on a number of occasions at the Monterey Historic Automobile Races. Dr. Smith eventually sold the Ferrari to another doctor, Leo Keoshian of Palo Alto who owned it until 1990. It was subsequently sold at a Monaco auction in 1990 and then to the present owner, a prominent collector.
During his ownership, 020I underwent a complete, no expense spared, restoration by the renowned Ferrari specialist shop Bob Smith Coachworks. In a recent conversation, Mr. Smith recalled that 020I was highly original, retaining nearly all its original Touring Berlinetta coachwork. Only the floor panels had deteriorated beyond repair and needed replacing. The result is truly stunning, and its Concours competition successes speak for themselves; at the 1995 Pebble Beach Concours d'Elegance, against stiff competition, 020I won its class. It was also shown at the Ferrari Nationals of the Year and won a First and Platinum prize. More recently the Ferrari has been carefully tuned and exercised by respected specialist Steve Tillack and Co. Ltd.
Chassis 02C/020I is one of the most historically significant Ferraris extant. Unusually, the car is also largely original and unmodified since 1949, with its spectacular and original Touring coachwork and an excellent, continuous provenance. It is eligible for the Mille Miglia, Ferrari Challenge, Colorado Grand and similar type touring events as well a being a welcome and important entry at any number of Concours events throughout the globe. This highly important Ferrari will be a major addition to any premier collection.