Ferrari 1950

166 Inter
166 MM
195 S - Giro di Sicilia (April)
195 Inter - Paris (October)
275 S - new model
340 America - Paris (October)

Głównym konstruktorem zakładów w Maranello został inżynier Lampredi. Pierwszym modelem napędzanym silnikiem jego konstrukcji jest wyścigowy 275 S.


 

 

166 Inter

166 Inter (V12 cyl, 1995 cm³, 110 cv; wb: 2420 mm)
  Coupé by Stabilimenti Farina (#0041S)
  Cabriolet by Stabilimenti Farina (#0063S)
  Coupé by Touring (#0043S, 0047S, 0053S, 0055S, 0073S, 0075, 0077S)
  Coupé by Ghia (#0049S)
  Coupé by Vignale (#0045S, 0051S, 0059S, 0061S, 0065S, 0067S, 0069S, 0071S)
  Cabriolet by Bertone (#0057S)


166 Inter by Ghia (#0049S)


166 Inter by Stabilimenti Farina (#0063S). This car was displayed at Paris Motor Show this year.


166 Inter by Bertone (#0057S)

1949 166 Inter Touring (#029S) displayed at Turin Motor Show in May along with Touring Berlinetta (#047S).


166 Inter by Bertone (#0057S)

 

195 Inter

195 Inter (V12 cyl, 2341 cm³, 135 cv; wb: 2500 mm) - new model
  Coupé by Touring (#0081S)
  Berlinetta by Touring (#0085S)
  Coupé by Vignale (#0083S, 0091S, 0097S, 0119S)
  Coupé by Ghia (#0087S, 0089S, 0093S, 0101S, 0105S, 0113S)
  Coupé 2+2 by Ghia (#0121S)


195 Inter by Ghia


195 Inter by Vignale (#0091S)


195 Inter by Ghia

195 Inter Coupé Ghia (#0101S) displayed at Turin Show.

 

340 America


340 America by Touring

 

166 MM

166 MM (V12 cyl, 1995 cm³, 140 cv; wb: 2250 mm)
  Barchetta by Touring, in July fitted with 'Uovo' body by Fontana (#024MB)
  Berlinetta by Touring (#0026M, 0042M, 0048M, 0060M)
  Barchetta by Touring (#0028M, 0034M, 0036M, 0038M, 0040M, 0044M, 0046M, 0050M, 0052M, 0054M, 0056M, 0058M, 0064M, 0066M, 0068M)
  Berlinetta by Vignale (#0062M)
  '49 Panoramica Zagato (#0018M) rebodied as Zagato Spyder


166 MM 'Uovo' by Fontana (#024MB)

166 MM (#0026M) Berlinetta Touring displayed at Geneva and Turin Motor Show.

166 MM (#0060M Berlinetta Touring displayed at Paris Motor Show.

 

195 S

195 S (V12 cyl, 2341 cm³, 170 cv; wb: 2250 mm)
  Barchetta Touring (#0022M, 0038M)
  Berlinetta Touring (#0026M, 0060M)

The 195 S was raced for the first time in April at Giro di Sicilia. Four cars were built, all converted from thw 166 MM

 

275 S

275 S (V12 cyl, 3322 cm³, 220 cv; 2250 mm) - April (2 ex.)
  Barchetta by Touring (#0030MT, 0032MT)


275 S Barchetta Touring

After Mille Miglia #0030 rebodied by Touring and converted to 340, engine 340/01
In October displayed at Paris Show.

 

2nd Targa Florio 166MM #442 Biondetti/Bernabei
3rd Targa Florio 166S #427 La Motta/Alterio
1st Mille Miglia 195S #724 Marzotto/Corsara
2nd Mille Miglia 195S #733 Serafini/Salani
1st Coppa della Toscana 195S #1221 Serafini/Salani
1st Coppa d'Oro Delle Dolomiti 166MM #146 Marzotto
3rd Coppa d'Oro Delle Dolomiti 195S #142 Cornacchia
3rd Giro di Sicilia 166S #427 La Motta/Alterio
2nd 6h Sebring 166 MM #55 Kimberly / Lewis


166 S Allemano (Stefano La Motta - Gennaro Alterio) at Targa Florio. 3rd overall, 3rd in sport category, 2nd in 1101-2000 cc class.

  Targa Florio entries:
  (02-03.04.1950)
Results:
#427 166 S #001S La Motta/Alterio 3rd
#428 166 MM #0020M (#0004M?) Musso/Gaboardi 9th
#429 166 SC Bordonaro/Casales
#432 166 MM #0008M Bracco/Maglioli ret.
#436 166 SC Cherubini
#438 166 MM #0040M Villoresi/Cassani 12th
#439 U.Marzotto
#440 166 MM #0022M P.Marzotto/Bevilacqua ret.
#442 166 MM #0036M Bernabei/Pacini/Biondetti 2nd
#445 166 MM #0034M G.Marzotto/Sighinolfi ret.
#455 195 S #012I G.Marzotto/Crosara ret.
#457 195 S #0038M Ascari/Salami ret.

  Giro di Sicilia (02.04.50)
166MM/195S #0022M (#414 Checcacci/Pieratelli)
166 MM #0016M (#432 Bracco/Maglioli)
166 MM #0034M (#440 Marzotto/Bevilacqua)
166 MM #0036M (#442 Bernabei/Pacini)
166 MM #024MB (#445 Marzotto)
166 MM #0020M (Bordonaro/Casales)


  Mille Miglia 23-24.04.1950 Entrant: Results:
gen. group
#650 166 MM #024MB U.Marzotto/Cristaldi Marzotto acc. -
#652 166 MM #0046M Bertone/Casalengo Bertone 14th 3rd - S2.0
#656 166 MM #0034M P.Marzotto/Marini Marzotto acc. -
#659 166 Inter #009S Cornacchia/Mariani Cornacchia dnf -
#704 166 MM #0004M Musso/Casularo Musso dnf -
#705 166 MM #0044M Beradi/Bassi   acc. -
#707 166 MM #0018M Stagnoli/Bianchi Stagnoli 36th 4th - S2.0
#709 166 MM   Rossi/Tullini   dnf -
#711 166 MM #0008M Bracco/Maglioli   4th 1st - S2.0
#713 166 LM #020I Rota/Toscano   dnf -
#715 166 MM #0036M Bernabei/Pacini Bernabei acc -
#722 195 S #012I V.Marzotto/Fontana Ferrari 9th 6th - S+2.0
#724 195 S #0026M G.Marzotto/Crosara Ferrari 1st 1st - S+2.0
#728 275 S #0030MT Ascari/Nicolini Ferrari acc. -
#731 275 S #0032MT Villoresi/Cassani Ferrari acc. -
#733 195 S #0038M Serafini /Salani Ferrari 2nd 2nd - S+2.0

  24h Le Mans 24.06.1950 Entrant: Results:
gen. class
#24 195 S #0038M Chinetti/Dreyfus Chinetti ret. -
#25 195 S #0060M Sommer/Serafini "Heldé" ret. -
#26 166 MM #0050M Rubirosa/Leygonie Rubirosa ret. -
#27 166 MM #0042M Simon/Kasse Simon ret. -
#28 166 MM #0052M Selsdon/Lucas Selsdon acc. -
166 MM #0068M Bouchard
#28 (#0054M) ?
  6h Sebring 30-31.12.1950 Result:
#10 166 MM Spear / Roberts 4th
#17 195 S Chinetti / Momo 7th
#55 166 MM Kimberly / Lewis 2nd


1949 166 MM Zagato (#0018) with Antonio Stagnoli at Gran San Bernardo hillclimb.


166 MM berlinetta by Touring Superleggera at Coppa della Toscana.


Victorious 166 MM (#0026M) at Mille Miglia.


275 S (#0032MT) Driven by Luigi Villoresi and Pasquale Cassani at Mille Miglia.


The same chassis 166 MM (#0018) with different body at Coppa Adriatica.


195 S (166M?) driven by Marzotto at Coppa d'Oro delle Dolomiti.


166 MM (#0038M) with Touring body finished second at Mille Miglia.


275 S (#0030MT) bodied by Touring at Mille Miglia in April. Later this year in October this car was shown at Paris Motor Show.

 

125 F1 (V12 cyl 60°, 1497 cm³, 280 cv; wb: 2380 mm) - end of prod.
275 F1 (V12 cyl 60°, 3322 cm³, 300 cv; wb: 2420 mm) - June
340 F1 (V12 cyl 60°, 4102 cm³, 335 cv; wb: 2420 mm) - July
375 F1 (V12 cyl 60°, 4494 cm³, 350 cv; wb: 2420 mm) - September
  Villoresi
  Ascari
  Sommer
  Serafini
  Whitehead

World Championship Victories:

2nd GP Monaco 125F1 (#40 Ascari)
3rd GP France 125F1 (#14 Whitehead)
2nd GP Italy 375F1 (#48 Ascari/Serafini)

Other GP Victories:

2nd GP Pau 125 (#2 Villoresi)
2nd GP San Remo 125-C-02 (#24 Villoresi)
2nd GP Holland 125-C-01 (#6 Villoresi)
3rd GP Holland ??? (#8 Ascari)
3rd Daily Express BRDC International Trophy 125 (#?? Whitehead)
1st GP Penya Rhin 375F1 (Ascari)
2nd GP Penya Rhin 375F1 (Serafini)
3rd GP Penya Rhin 340F1 (Taruffi)
1st GP Germany (F2) (Ascari)
1st GP Argentina 166FL (Villoresi)
2nd GP Argentina 125C (Sefafini)

The new 275 F1 made its debut at Belgian GP. It has all new V12 engine by the new technical director Aurelio Lampredi. Unlike its predecessor 125F1, the new unit is naturally aspired with over-head single camshaft for each bank of cylinders, two valves per cylinder and three carburetors. Just one month later it was further developed by increasing the engine capacity to 4.1 litre. 340 F1 first race was GP Nations. Other modifications includes a new rear suspension, longer wheelbase and a new gearbox.
Even larger 375 F1 was ready for the Italian GP at Monza in September in which Ascari crossed the line second, just 1 minute and 18 seconds behind Nino Farina in Alfa Romeo.


125 F1 at GP Monaco.

World Championship Entries:

  GP Monaco (21.05.1950)
125 F1 (#25 Whitehead) - dns
125 F1 (#38 Villoresi) - dnf
125 F1 (#40 Ascari) - 2nd
125 F1 (#42 Sommer) - 4th
   GP Switzerland (04.06.1950)
125 (#18 Ascari) - dnf
166 (#20 Sommer) - dnf
125 (#22 Villoresi) - dnf
125 (#24 Whitehead) - dna
  GP Belgium (18.06.1950)
125 (#2 Villoresi) - 6th
275 (#4 Ascari) - 5th
  GP France (02.07.1950)
275 (#8 Villoresi) - wd
275 (#10 Ascari) - wd
125 (#14 Whitehead) - 3rd
  GP Italy (03.09.1950)
125 (#8 Whitehead) -7th
375 (#16 Ascari) - ret
375 (#48 Serafini) - 2nd

Other GP Entries:

  GP Pau (10.04.1950) ,
125 (#2 Villoresi) - 2nd
125 (#4 Ascari) - ret
125 (#6 Sommer) - 4th
  Richmond Trophy (10.04.1950)
125 (#24 Whitehead)
  GP San Remo (16.04.1950)
125 (#2 Vallone) - 4th
125-10C (#4 Whitehead) - ret
125-C-01 (#12 Ascari) - ret
125-C-02 (#24 Villoresi) - 2nd
125-12C (#28 Sommer) - ret
125 (#34 Bracco) - ret
125-08C (#38 Serafini) - ret
  GP Bari (09.07.1950)
#8 Landi - dna
#12 Ascari - ret
#24 Cortese - 5th
#30 Villoresi - ret
125-08C #38 Serafini - 7th
  GP Holland (23.07.1950)
125-C-01 (#6 Villoresi) - 2nd
??? (#8 Ascari) - 3rd
125-10C (#10 Whitehead) - 4th
  GP Nations (30.07.1950)
340 (#40 Ascari) - 4th
125 (275?) (#42 Villoresi) - 9th
  Daily Express BRDC International Trophy (26.08.1950)
125-10C (#17 Whitehead) - 3rd
125-C-02 (#16 Ascari) - dnf
  GP Penya Rhin
125 (#16 Chinetti) - dnf
125 (Villoresi) - dna
340 (#4 Tarrufi)
375 #2 Ascari)
375 (#6 Serafini)


125 F1 at Monaco GP driven to the second place by Alberto Ascari.


340 F1 (#125-C-04) at GP Penya Rhin (Tarrufi).


Ascari driving the 340 F1 ar GP Nations in Geneva.


375 F1 at Italian GP.


The Motor YEAR BOOK, 1951     Ferrari.

  Cars built under the name of Enzo Ferrari are of entirely post-war design and production, although the Ferrari organisation has, of course, been concerned with the operation of racing cars and motor cycles for some thirty years. The car, as first laid down by Colombo, who was largely responsible for the Type 158 Alfa Romeos, was an unsupercharged V12 single camshaft 1½-litre, and by slight changes in engine dimensions this was later modified to a single camshaft (per bank) two-litre, which has formed the basis of a most successful Formula II racing car (q.v.).
  During 1949 the 1½-litre version with single-stage supercharger proved to be not as fast as the well-established Maserati 4 CLT San Remo type and was supplemented in September by a two-stage, two-camshaft-per-bank, model which won the Grand Prix d'Europe.
  On the broad factors of piston area and boost pressure this car should have been the dominant Formula I model of 1950, but in point of fact it suffered from both lack of speed and unreliability. On the very slow course of San Remo it made the fastest lap at 62.3 m.p.h. and ran second to a single Alfa Romeo, but, although running second on three other occasions, failed to score a victory. The older single-stage single cam model, on the other hand, scored one win at Jersey and two thirds.
  The main effort of the Ferrari factory in last year's Formula I racing was, however, in respect of a 3.3 or 4½-litre unsupercharged engine with single camshaft per bank. This has been developed by Lampredi to fit the existing chassis which have de Dion type rear axle controlled longitudinally by two parallel links embracing a trunnion bearing. This type ran fifth with a 3.3-litre engine at Spa and reappeared for the Grand Prix des Nations at Geneva in which one car had an accident and the other retired. Two 4½-litre cars ran in the Italian Grand Prix at Monza in which one retired and the other was second, and in the last major race of the year three 4½-litres filled the first positions in the Penya Rhin Grand Prix in which the Alfa Romeo team did not run.
  The design of these larger unsupercharged engines was begun by Aurelio Lampredi in September 1949, and a 3.3-litre type (72 x 68 mm.), running up to 7,000 r.p.m., was put on the test-bed in March and run in the sports class of the Mille Miglia race on April 23rd and then at Spa. For Geneva the bore was enlarged by 8 mm., giving a capacity of 4.1-litres and the maximum revolutions reduced to 6,600, and an engine of these dimensions took third place at Barcelona. The first and second positions were, however, annexed by the 4½-litre version (with dimensions of 80 x 74.5 mm.), which was second at Monza, it being emphasised, however, that these variations in size have been made without basic changes to the rest of the engine structure. In common with the 1.5-litre two-stage supercharged engine, the weight of the 4½-litre is 420 lb. and this in turn is only 66 lb. heavier than the original unsupercharged 2-litre. The low engine weight is reflected in the chassis, the de Dion tube, for instance, having a wall thickness of only 2 mm. and the dry weight of the car being only 14.1 cwt. compared with the 15.8 cwt. of its most important rival.
  The performance of these models gives a clear indication that a new design of the greatest promise will be on the starting line for 1951 events.

The Motor Year Book 1951