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Ferrari P

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TheFerrari Pwas a series of Italiansports prototyperacing cars produced byFerrariduring the 1960s and early 1970s.

AlthoughEnzo Ferrariresisted the move even withCooperdominating F1,Ferraribegan producingmid-enginedracing cars in the early 1960s with theDino-V6-engine Formula OneFerrari 246 Pand the sport prototypeSP-series.

The V12 sports car racers followed in 1963. Although these cars shared their numerical designations (based on engine displacement) with road models, they were almost entirely different. The first Ferrari mid-engine road car did not arrive until the 1967Dino 206 GT,and it was 1971 before a Ferrari 12-cylinder engine was placed behind a road-going driver in the365 GT4 BB.

250 P

[edit]
TheWilly Mairesse/John SurteesFerrari 250 P heading for victory at the 19631000 km Nürburgring

Ferrari produced the 250 P in 1963 in response to theFIAintroducing a prototype class for the upcoming season of theWorld Sportscar Championship.This was a new design, with a chassis unrelated to existing250-series Grand Touring cars. Designed byMauro Forghieri,the 250 P was an open cockpitmid-engined rear wheel drive design,utilizing atubular space-framechassis,double wishbone suspension,rack and pinionsteering, four wheeldisc brakesand alongitudinally-mountedV12 enginewith a 5-speed gearbox andtransaxle.The250 Testa Rossa-typesingle-cam3.0-litre engine was supplied by sixWeber38 DCNcarburetorsand produced 310 bhp at 7,500 rpm. This was the first time a V12 engine was mounted in the rear of a Ferrarisports racing car.[1][2][3]

The 250 P achieved immediate success on the racetrack, winning the 196324 Hours of Le Mans,12 Hours of Sebring,1000 km Nürburgring,andCanadian Grand Prix.The cars were raced byScuderia Ferrariin Europe andNARTin the Americas. Notable drivers includedJohn Surtees,Ludovico Scarfioitti,Willy Mairesse,Lorenzo BandiniandPedro Rodriguez.[1][2][4]

In total Ferrari produced four 250 P chassis (serial numbers 0810, 0812, 0814 and 0816) and onedevelopment mulebased on aFerrari 246 SPchassis (number 0796).[5]All 250 P chassis were converted to 275 P or 330 P specification following the 1963 racing season.[1][6][7][8][9]

275 P and 330 P

[edit]
275 P driven byLudovico Scarfiottiat the 19641000 km Nürburgring

For the 1964 season, Ferrari developed the 275 P and 330 P. These were improved versions of the 250 P with larger displacement engines and slightly modified bodywork. The tubular space-frame chassis and most other components remained the same as in the 250 P. The 275 P used a bored-out 3.3L version of the250 Testa Rossa-type engine originally utilized by the 250 P. The 330 P used a different design, a 4.0LColombo-designed V12based on engines used in the400 Superamericaroad cars. The 330 P developed more power than the 275 P (370 bhp vs 320 bhp) but weighed more (785 kg vs 755 kg). Some drivers preferred the extra power of the 330 P while others appreciated the more nimble feel of the 275 P and the two models were raced concurrently.[3][10][11][12]Production of these types included three brand new chassis and conversions of all four 250 P chassis. It is not possible to clearly determine the number of chassis produced with each engine type as 275 and 330 engines were swapped as needed between cars.[13]

275 P and 330 P cars were actively and successfully raced byScuderia Ferrari,NARTandMaranello Concessionairesduring 1964 and 1965 seasons.[3][4][14]The most notable result was a 1-2-3 sweep at the1964 24 Hours of Le Mans.The Scuderia Ferrari-run 275 P driven byGuichetandVaccarellatook first, followed by a Maranello Concessionaires 330 P (Hill/Bonnier) in second and a Scuderia Ferrari 330 P (Bandini/Surtees) in third.[15][16][17][18]

250 LM

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At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as acoupéversion of the 250 P and was ostensibly a new production car intended to meet FIAhomologationrequirements for theGroup 3 GT class.The intention was for the 250 LM to replace the250 GTOas Ferrari's premier GT-class racer. However, in April 1964 theFIArefused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as aGroup 4 Sports Carfor the 1966 season.[3][19][20][21][22]

32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-litre 320 bhp (238 kW) engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated "275 LM", howeverEnzo Ferrariinsisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independentdouble wishbone suspension,rack and pinionsteering, four wheeldisc brakesand 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer.[3][20][21]

The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced byScuderia Ferrari,NART,Maranello Concessionaires,Ecurie Filipinetti,Ecurie Francorchampsand others, even when this model was no longer competitive with the latest factory prototypes.[23][20][24]Notably, a 250 LM (chassis 5893) entered by theNorth American Racing Teamwon the1965 24 Hours of Le Mansdriven byJochen RindtandMasten Gregory.This would be Ferrari's last overall victory in the endurance classic until theFerrari 499Pwon the2023 race.[25][26]This car is now owned by theIndianapolis Motor Speedway Museumand was displayed at the 2004Pebble Beach Concours d'Eleganceand the 2013Amelia IslandConcours d'Elegance.[27][28]

The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than US$10 million and auction records for this model have been repeatedly broken in the past 10 years.[29][30][31][32][33]

  • 1964 Ferrari 250 LM (chassis 6321) owned by Ralph Lauren at the 2014 Lime Rock Concours d'Élegance
    1964 Ferrari 250 LM (chassis 6321) owned byRalph Laurenat the 2014 Lime Rock Concours d'Élegance
  • Ferrari 250 LM (chassis 5893), the last Ferrari to win the 24 Hours of Le Mans until 2023, on display at Amelia Island in 2013
    Ferrari 250 LM (chassis 5893), the last Ferrari to win the 24 Hours of Le Mans until 2023, on display at Amelia Island in 2013
  • 250 LM 'Stradale' at the Museo Ferrari
    250 LM 'Stradale' at theMuseo Ferrari
  • Note the elongated rear window on this specific car
    Note the elongated rear window on this specific car

275 P2 and 330 P2

[edit]
330 P2 driven byJohn Surteesat the 19651000 km Nürburgring
275 P2 driven byJean Guichetat the 19651000 km Nürburgring

Two entirely new cars, the 275 P2 and 330 P2, followed in 1965. Featuring lower and lighterchassisand moreaerodynamicbody, the cars were paired with revamped versions of the previous 275 and 330 V12, now equipped with four camshafts and producing 350 hp and 410 hp, respectively. The 330 P2 was first used byLuigi Chinetti'sNorth American Racing Team(NART) in theDaytona racethat year. In 1965 275 P2 0836 won the 1000 km of Monza, 275 P2 0828 won the Targa Florio, 330 P2 0828 won the Nurburgring 1000 km, and 365 P2 0836 or 0838 won the 12 hr. Reims. The P2 cars were replaced by the P3 for 1966.

275 P2

[edit]

In many publications, the 275 P2 is equated with the Ferrari 330 P2, a circumstance that is avoided here with good reason. This separation is carried out in all result lists of international sports car races, since the two types of car differ significantly in terms of engine performance, triggered by the displacement size of the 12-cylinder engine.

The 275 P2 no longer had a classic space frame. As practiced from 1963 with the Ferrari Formula 1 monoposto racing car, a self-supporting body made of riveted aluminium sheets was manufactured by Carrozzeria Fantuzzi. The rear suspension was carried over from the Formula 1 Ferrari 158. Unlike the previous 275 model, the 275 P2 had wider rims and tubeless Dunlop racing tyres. Power was transmitted via a newly developed 5-speed gearbox.

The 275 P2 received a new V12 engine with four overhead camshafts. The engine had six twin Weber carburetors and two spark plugs per cylinder. While the displacement of the 330 P2 was 4 liters, this type had the 3.3-liter variant. The specified engine output was 350 hp @ 7200 rpm.

The 275 P2 made its track debut in April 1965 on the test day of the24 Hours of Le Mans.The first race was two weeks later at the1000 km race in Monza,which ended with a victory for the driver pairingMike Parkes/Jean Guichet. The next victory followed two weeks later; Nino Vaccarella and Lorenzo Bandini won the Targa Florio.[34]

At the1000 km race at the Nürburgring,Parkes and Guichet were beaten only by teammates John Surtees and Ludovico Scarfiotti in the more powerful 330 P2. The last time a 275 P2 was used, was in August 1965, when Giampiero Biscaldi finished third in the Ollon-Villars Hillclimb.

330 P2

[edit]

In many publications, the 330 P2 is equated with the Ferrari 275 P2, which is probably wrong. Because in all result lists of international sports car races, the types are separated because they differ significantly in terms of engine power and displacement of the 12-cylinder engines.

The 330 P2 no longer had a classic space frame. As practiced from 1963 with the Ferrari Formula 1 monoposto racing car, a self-supporting body made of riveted aluminium sheets was developed. It was made by Carrozzeria Fantuzzi. The rear suspension was carried over from theFerrari 158Formula One car.Unlike the previous 330 models, the 330 P2 had wider rims and tubeless Dunlop racing tires. The power was transmitted via a newly developed 5-speed gearbox.

The 330 P2 received a new V12 engine (bank angle 60°) with four overhead camshafts. The engine had six twin Weber carburetors and two spark plugs per cylinder. While the displacement of the 275 P2 was 3.3 liters, this type had the 4-liter variant or 3969 cm3(bore 77 mm, stroke 71 mm). The engine output was 410 hp at 8200 rpm (according to other sources 420 hp at 8000 rpm). According to Ferrari, the car weighed around 820 kg dry and had a wheelbase of 2400 mm.

The 330 P2 made its racing debut in the1965 World Sportscar Championship.At the first race of the year, the Daytona 2000 km race, chassis 0838 was entered for John Surtees and Pedro Rodríguez. Surtees set the best lap time in practice with a time of 2:00.600 minutes. The time corresponds to an average speed of 183.032 km/h. In the race, the car retired after 116 laps due to damage to the rear axle. The vehicle had been in the lead almost all the time until it retired. A 330 P2, this time chassis 0828, was also the fastest vehicle on the test day for the 24-hour race in Le Mans.

In the second race, the 1000 km race in Monza (25 April), Surtees and Ludovico Scarfiotti only had to admit defeat to teammates Mike Parkes and Jean Guichet in the 275 P2 sister model. At the race on the Nürburing, Surtees and Scarfiotti took revenge and celebrated the first and only race victory with the 330P2. They drove the 1003.640 km in 6:53:05.4 hours or at an average speed of 145.775 km/h. Parkes/Guichet in the 275P2 finished second, 44.8 seconds back.

However, its use in the Le Mans 24-hour race turned out to be a fiasco. Both vehicles failed. The Surtees/Scarfiotti car suffered clutch failure after 225 laps and the second 330 P2 with Jean Glichet at the wheel rolled to a stop on Sunday morning with gearbox failure. The last racing action for a 330 P2 was in September 1965 at a Can-Am race, the Player's Mont-Tremblant, in which David Piper finished second to John Surtees, who had entered a Lola T70 privately.

365 P2

[edit]

For 1965 Ferrari also built a customer version of P2 cars; they were equipped with a SOHC 4.4 L engine and thus were named 365 P2. In 1966 Ferrari upgraded their 365 P2 cars with new bodywork by Piero Drogo.

330 P3

[edit]
Ferrari 330 P3
Ferrari 330 P3 at the Le Mans 24 Hour race in 1966

The 1966 330 P3 introducedfuel injectionto the Ferrari stable. It used a P3 (Type 593)transmissionwhose gears were prone to failure.

There are no longer any Ferrari 330 P3s extant as the original 330 P3 0846 was converted to a P3/P4 and definitively written off and scrapped by Ferrari due to previous accident damage and fire damage it sustained at Le Mans 1967, and P3s 0844 and 0848 were converted to P3/412 Ps by Ferrari. At a later point P3/412 P 0844 was converted by Ferrari to a 330 Can-Am and in the 1990s returned to P3/412 P configuration in private ownership.

In order to be able to accept the challenge posed by the competition from the Ford GT40, the P2 was consistently further developed. Since increasing displacement was not part of Ferrari's philosophy - some Ford GT40s had 7-liter V8 engines - better performance could only be achieved through reduced weight and improved aerodynamics. Three new bodies were therefore created in the workshop of Piero Drogo, who also gave the customer 365P2 a new shape.[35]

In 1966, Ferrari used Lucas injection for the first time in the 330 P3. Like the P2, the 330 P3 had dual ignition and four overhead camshafts. Ferrari specified 420 hp at 8000 rpm as performance. The vehicle had a ZF gearbox and a Borg&Beck clutch.[36]

The 330 P3 made its racing debut at the 1966 Sebring 12 Hour, with Mike Parkes andBob Bondurantbehind the wheel. After finishing second in qualifying, the duo retired after 178 laps in second place with a gearbox failure. But the second mission brought the Scuderia a historic success. Mike Parkes, this time with partner John Surtees, won the Monza 1000 km race ahead of the two Ford GT40s driven by Masten Gregory / John Whitmore and Herbert Müller/Willy Mairesse. This achievement is significant in that Monza was driven for the last time on the original 10km track including the banked corners.[37]

At the 1966 Targa Florio, Nino Vaccarella and Lorenzo Bandini failed because of Bandini's impetuous driving style, much to the chagrin of the Sicilian Vaccarella. In a superior position in the lead, Bandini lost control of the P3 in a narrow passage and damaged the front of the car so badly in the accident that it was unthinkable to continue. Victory at the 1000 km race at Spa-Francorchamps followed, driven out again by Mike Parkes and John Surtees.[38]

In the 1966 1000 km race on the Nürburgring, the two Brits retired prematurely after taking pole position due to clutch damage. The Ferrari didn't stand a chance against the superiority of Ford in the Le Mans 24-hour race. Enzo Ferrari also made an exception to the usual vehicle policy at the Sarthe and ceded a P3 to Luigi Chinetti's North American Racing Team. There, chassis 0846 was converted into the only P3 Spyder, driven by Pedro Rodríguez and Richie Ginther. However, the car failed after just 151 laps with gearbox damage. The two factory cars didn't fare much better. Mike Parkes was involved in an accident in the number 20 car he shared with Ludovico Scarfiotti. The second works car, starting number 21 and driven by Jean Guichet and Lorenzo Bandini, had an engine failure.[39]

In 1967 the 330 P3s were replaced by the 330 P4s and two copies were given to the Scuderia Filipinetti.

412 P

[edit]
412 P 0844 at the 2007Goodwood Festival of Speed.

The Ferrari 412 P was a "customer version" of the famous 330 P3 race car, built for independent teams like NART (0844), Scuderia Filipinetti (0848), Francorchamps (0850), and Maranello Concessionaires (0854). These cars hadcarburetorengines instead of the factory Lucas fuel injection. Surviving 412 P cars are worth approximately $35–45 million USD according to Cavallino Magazines' current Buyers Guide.[40][41]

There are only two cars that were originally built as 412 Ps: 0850 and 0854. P3 chassis. P3 Typo Motors except for carburetors in place of FI. P4suspension0844 and 0848 were originally P3 Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would win points but not beat thefactorycars which were then P4 0846 (See Above), P4 0856, P4 0858, and P4 0860.[42][43] The P3s and 412 P had the same 4-liter block which is different from the P4-4 liter block and all had P3 not P4 chassis. All of the P3 chassis were made in 1966 at the same time but because of labor strikes only three of the five P3 chassis were built up into cars in 66. The unbuilt-up P3 chassis were eventually built up into 412P 0850 and 0854 in 1967. P4 0846 was unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4 engine.[44][45]

412 P 0850

The 412 P and P4 models weren't eligible for theInternational Championship of Makesin 1968 as their engines were too large for the new 3 litreGroup 6 Prototypecategory and too few examples had been built to allowhomologationfor the 5 litreGroup 4 Sports Carcategory which required production of at least 50 units.[46]Ferrari did not contest the championship for a year in protest.

Two 412 P Berlinettas were originally built. Two P3s were converted to 412Ps by Ferrari:

  • 0844 Originally a works Berlinetta was converted by Ferrari from a P3 to into a customer concessionaires P3/412 P, then by Ferrari and NART to an open Barchetta 330 Can-Am, and is currently in Germany fitted with a Berlinetta 412 P body.
  • 0848 Originally a works Berlinetta was converted by Ferrari from a P3 to a customer concessionaires P3/412 P and is currently in Switzerland.
  • 0850 Originally a customer concessionaire Berlinetta, was at one time, in private ownership, converted for road use as a spyder but was later refitted with a Berlinetta body and is currently owned by an American. Ferrari Classiche restoration was completed in 2017.
  • 0854 Originally a customer concessionaire Berlinetta, in private ownership was heavily burned out and "virtually destroyed" at a race in East London, S.A. 1969 when it had an open/Barchetta GRP body fitted to it by modifying and cutting the rear of chassis. The remains were rebuilt, again as an open Barchetta and then further rebuilt into a 412P Esque Spyder and used on the road. It has now been returned to Berlinetta configuration using the original front and rear clips and doors but the main center part of the body, roof, and sills have been remade in the US where it is owned.

330 P4

[edit]
Nino Vaccarellawalks away from his damaged Ferrari 330 P4 at Collesano during theTarga Florioon 14 May 1967.

1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4,[47]a V12-engined endurance car intended to replace the previous year's 330 P3. Only four Ferrari P4-engined cars were ever made: three new 330 P4s and one ex P3 chassis (0846). Their three-valve cylinder head was modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450 hp (331 kW).[48]

The P3 had won the1000 km Monzain 1966, and the P4 won the same race in 1967. Two P4s, and one 412 P crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 196724 Hours of Daytona,for a photo finish to counter Ford's photo of theFord GT40 Mk.IIcrossing the finish line together in first, second, and third at the1966 24 Hours of Le Mans.[49]

Since then, the fate of these four cars has been the subject of much attention.[50]

  • 0846. Built in 1966 as the first of 3 works 330 P3s and the only P3 Spyder. Retained by the works at the end of 1966 and used as the basis for the new P4 and partially converted to P4 specification for 1967. Ferrari states 0846 no longer exists. It was decided by the factory to scrap the chassis due to its previous accident history and fire damage sustained at Le Mans, 1967. The original chassis number has been written off Ferrari's books as an existing chassis, but the number is still in their ownership.[citation needed]
  • 0856 was originally built as a Berlinetta but converted by the factory into a Spyder for Brands Hatch, 1967 as it remains today. 0856 was sold to a new owner in 2020.
  • 0858 was originally a Berlinetta but converted by Ferrari into a Spyder for Brands Hatch, 1967 and later in the year converted into a 350 Can-Am by them. Now fitted with a P4 Berlinetta body and is in German ownership.
  • 0860 was also originally a Berlinetta and converted to a Spyder for Brands Hatch, 1967 and like 0858 converted by Ferrari to a 350 Can-Am but was fitted with a P4 Spyder body in the early 1970s by its then French owner in whose family it remains today.
  • s/n 0846 at Targa Florio, 1967
    s/n 0846 at Targa Florio, 1967
  • s/n 0856 at 1000km Monza, 1967
    s/n 0856 at 1000km Monza, 1967
  • s/n 0858 at Retromobile, 2020
    s/n 0858 at Retromobile, 2020

312 P

[edit]
Main article:Ferrari 312P
Ferrari 312 P driven byChris Amonat the 1969 1000 km Nurburgring

After boycotting sports car racing in 1968 to protest the rule change, Ferrari built another 3000cc prototype in 1968, named the312 P.[51][52]

The 3.0 Ferrari 312PBarchettaand 3.0 Ferrari 312PBerlinettawere hardly more than 3-litre F1Ferrari 312swith prototype bodies. At the12 Hours of Sebringthespyderfinished second to a JWA GulfFord GT40.At theBOAC 500atBrands Hatchthe same spyder was fourth behind threePorsche 908-01s. At1000km Monza,Chris Amontook the pole with the 312P spyder, ahead ofJo Siffert's 908–01, but had to retire. At the1000km Spa,a 312P was second, behind the Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were entered. They were five and six on the grid, but did not finish. At the end of the season the 312Ps were sold to NART, the American Ferrari importer of Luigi Chinetti.[53][54]

Three 312 Ps were built:

0868 Spyder configuration, dismantled after Monza accident

0870 Berlinetta configuration in Bardinon Collection

0872 Berlinetta configuration (and Spyder body available) in Switzerland

312 P (1971–1973)

[edit]
Main article:Ferrari 312 PB
Ferrari 312 PB

In 1971, another rule change was announced for 1972, and Ferrari abandoned further development of the 512M in order to focus on a new 3 Litre prototype based on the312BF1 car. The 312P would prove fast but fragile in its debut at the 1971 Sebring 12 hours. Further development over the 1971 season brought increased reliability. The press added a "B" to 312P. Ferrari official records: Ferrari 312 P.[55][56]

The 312Ps with the flat-12 boxer engine were very successful, winning ten out of eleven races in the1972 World Championship for Makesand delivering the title to Ferrari. Scuderia Ferrari didn't enter the1972 24 Hours of Le Mans,as Enzo Ferrari thought that the F1-based engine could not last the full 24 hours. He would be proven wrong.[57][58]

The team competed in the1973 24 Hours of Le Mansand finished second behindMatra,which would also be the teams' final standing in the1973 championship.At the end of the 1973 season, Ferrari was forced by chief investor FIAT to abandon sports car racing, instead focusing on F1.[59][60]

499P (2023)

[edit]
Main article:Ferrari 499P
Ferrari 499P

After 50 years, Ferrari returned to produce a prototype for24 Hours of Le Mansracing. The Ferrari 499P belonging to theLe Mans Hypercarclass, was unveiled to the public on the evening of 29 October 2022 at Finali Mondiali inImola.[61][62][63]On its first outing at the2023 24 Hours of Le Mans,the 499P driven byAntonio Giovinazzi,Alessandro Pier GuidiandJames Caladowon the race.[64]It was Ferrari's first overall victory at Le Mans since the1965 24 Hours of Le Mans,ending the streak of five victories byToyota Gazoo Racing.At the2024 24 Hours of Le Mans,Ferrari achieved its eleventh victory, second consecutive at Le Mans since 1965 with the No. 50 499P driven byAntonio Fuoco,Miguel MolinaandNicklas Nielsen.While the Ferrari No. 51 499P driven byAlessandro Pier Guidi,James Calado,andAntonio Giovinazzi,winner of the last edition, came in third place.[65]

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