Głównym konstruktorem zakładów w Maranello został inżynier Lampredi. Pierwszym modelem napędzanym silnikiem jego konstrukcji jest wyścigowy 275 S.
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 by Ghia
195 Inter by Vignale (#0091S)
195 Inter by Ghia
195 Inter Coupé Ghia (#0101S) displayed at Turin Show.
340 America by Touring
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.
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 Barchetta Touring
After Mille Miglia #0030 rebodied by Touring and converted to 340, engine 340/01
In October displayed at Paris Show.
|3rd||Targa Florio||166S||#427||La Motta/Alterio|
|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:
|#427||166 S||#001S||La Motta/Alterio||3rd|
|#428||166 MM||#0020M (#0004M?)||Musso/Gaboardi||9th|
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:|
|#652||166 MM||#0046M||Bertone/Casalengo||Bertone||14th||3rd - S2.0|
|#707||166 MM||#0018M||Stagnoli/Bianchi||Stagnoli||36th||4th - S2.0|
|#711||166 MM||#0008M||Bracco/Maglioli||4th||1st - S2.0|
|#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|
|#733||195 S||#0038M||Serafini /Salani||Ferrari||2nd||2nd - S+2.0|
|24h Le Mans 24.06.1950||Entrant:||Results:|
|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.
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