Ferrari 1952

195 Inter - end of prod. (1950-52 - 27 ex.)
212 Inter
212 Export - end of prod. (1951-52 - 27 ex.)
340 America - end of prod. (1951-52 - 23 ex.)
342 America - new model
166 MM/53 - new model
225 Inter - new model (1952-52 - 1 ex.)
225 S - Giro di Sicilia (March) (1950-50 - 21 ex.)
250 S - March-May (1950-50 - 1 ex.)
250 MM - Paris (October)
340 Mexico - October (1950-50 - 4 ex.)
340 MM - October
255 S

In the latest Ferrari the five-speed gearbox has been abandoned in favour of the more normal four-speed type, and although the Grand Prix type Ferraris employ the de Dion axle a live rear axle mounted on semi-elliptic springs continues to be used on the sporting models. Whereas, however, in previous years driving torque has been contained by a pair of leaf springs on each side, one superimposed upon the other, on the latest model shown at Paris a short radius arm performs this service in conjunction with a single leaf spring on each side. The car now also has a very much wider tubular frame than heretofore so as to give maximum support for the closed body types which are now invariably used for competition purposes. The same basic type of twelve-cylinder engine has been employed by Ferrari with cylinder bores varying from 55 to 80 mm., and piston strokes lying between 52.5 and 74.5 mm. These changes give variations in swept volume in ratio 1 : 3 and in fact from 1½ to 4½ litres. The latest type of sports-car has a capacity of 3.0 litres and it seems established that in this class of car the increased power and torque of larger engines are scarcely worth while in view of their greater fuel consumption and difficulty in handling. This is borne out by the fact that the Ferrari which won the Mille Miglia and a similar car which put up the record lap at Le Mans both had engines of under 3-litre capacity although in both races Ferraris with over 4-litre engines were competing.
The Motor Year Book 1953

Produkcja 166 MM została wznowiona. Druga seria ma silnik o większej mocy.

 

166 MM/53

166 MM (V12 cyl, 1995 cm³, 164 cv; wb: 2200 mm)
  Coupé by Vignale (#0244M)

 

195 Inter

195 Inter (V12 cyl, 2341 cm³, 135 cv; wb: 2500 mm) - end of prod.
  Coupé by Vignale (#0181EL)
  Coupé 2+2 by Ghia (#0183EL)
  Coupé by Ghia Aigle (#0195EL)


195 Inter by Ghia Aigle (#0195EL)


195 Inter by Ghia (#0183EL) WRONG!

 

212 Inter

212 Inter (V12 cyl, 2563 cm³, 170 cv; wb: 2600 mm)
  Coupé by Ghia (#0169EL, 0213EL, 0225EL, 0233EL)
  Coupé 2+2 by Ghia (#0193EL, 0199EL, 0201EL)
  Cabriolet by Ghia (#0191EL, 0205EL)
  Cabriolet by Pinin Farina (#0177E, 0235EU)
  Coupé by Pinin Farina (#0229EL, 0245EL, 0247EL, 0249EU, 0259EU, 0261EU, 0263EU, 0265EU, 0277EU)
  Coupé by Ghia-Aigle (#0195EL)
  Coupé by Vignale (#0197EL, 0217EL, 0219EL, 0221EL, 0223EU, 0231EL, 0237EU, 0239EU, 0243EU, 0251EU, 0257EU)
  Berlinetta by Vignale (#0203EL, 0211EL)
  Cabriolet by Vignale (#0207EL, 0209EL, 0227EL, 0255EU)
  Berlinetta by Touring (#0215EL, 0241EU)
  Spyder by Touring (#0241EU)
  Barchetta by Touring (#0253EU)


212 Inter Cabriolet Pinin Farina (#0177E). The first Ferrari with Pinin Farina body.


212 Inter Cabriolet Pinin Farina (#0235EU)


212 Inter Cabriolet by Ghia (#0191EL). This car was displayed at Geneva Motor Show along with Coupé by Ghia-Aigle (#0195EL).


212 Inter Cabriolet Pinin Farina (#0177E)


212 Inter Cabriolet Pinin Farina (#0235EU). This car was displayed the show in Paris .


212 Inter Cabriolet by Ghia (#0191EL)


212 Coupé by Ghia (#0213EL)


212 Inter Coupé by Vignale (#0219EL)


212 Inter Coupé by Vignale (#0257EU)


212 Inter - rebodied 1951 #0125EL

212 Inter Coupé by Ghia (#0233EL) displayed at Paris Motor Show.


212 Inter Coupé by Vignale (#0217EL)


212 Inter Cabriolet by Ghia (#0205EL)


Coupé Pinin Farina


212 Inter Coupé by Pinin Farina (#0263EU)


212 Inter Vignale

 

212 Export

212 Export (V12 cyl, 2563 cm³, 150 cv; wb: 2250 mm)
  Barchetta by Touring (#0104ED, 0158ED)
  Berlinetta by Vignale (#0182ED) - later this year rebuilt by Vignale as Spyder

The road testing of Phil Hill's highly successful Type 212 Ferrari represents a novelty to any one accustomed to the more, shall we say, "everyday" sports car. This expensive bit of extreme high performance machinery was recently acquired by Hill after several previous mounts had shown themselves unable to meet the demands of Hill's competition driving. In ordering the car Phil asked Road and Track's Italian Office Director, Michele Vernola, to find him something that would win; and, if the recent Hill-Ferrari victory at Torrey Pines is any criterion, this fine young West Coast driver certainly has had his order fulfilled. Readers will recall (Road and Track, October 1952) that he completely lapped the entire field at Torrey Pines while under frantic slow-up pleas of his pit crew. On the first laps Phil in. creased his lead over the other competitors - fast Allards and the like-while revving the engine as high as 7500. As the laps passed rapidly under his wheels he brought the rpm down progressively; from 7500 to 7000; and then to 6500. At 6000 rpm he was still building a lead and his pit was still flashing the "slow-up". Finally he was found, at a maximum of 5500 rpm, to be still pulling away. In fact, it was with that maximum that he finally lapped the 2nd place contender: A Mercury Special of superlative weight/hp ratio.
Several of the cars which followed the Ferrari across the finish line over a lap later had somewhat better initial acceleration. Now a road racing circuit combines (disregarding hills and bumps) only turns and straights, so we may assume that the Ferrari enjoyed its greatest advantage in its ability to get thru the corners rapidly. This is not to negate Phil Hill's driving ability, for he has previously proved that there are few drivers who can keep up with him given equal cars.
When Hill took delivery on the Touring-bodied V-12 and had raced in one event - Golden Gate Road Races -he found that the car exhibited roll characteristics which were unsatisfactory - to him, at least. Certain attentions were thereupon paid to the shock absorbers which (along with the addition of an anti-roll bar in front) have given the Ferrari different qualities in a turn. The inside rear wheel is now prevented from lifting as easily; but there is less front wheel adhesion to the ground, which can be somewhat compensated for by tire pressures. As a result, the 212 may now be driven thru corners faster,bhy the relatively simple expedient of allowing the throttle to be applied sooner when accelerating into the straights. However, the car demands more driving ability in its present form. Those who contemplate the purchase of a like vehicle will want to study thoroly the possible disadvantages of attempting similar modifications. The Ferrari as originally delivered would unquestionably suit better the average driver's limitations.
Before leaving the discussion of handling characteristics ... the steering (by worm and nut) is light and positive; naturally it would he, with the maker's experience in the construction of Grand Prix cars. Yet, there is a gratifying "feel of the road" in the lightweight wood and aluminum steering wheel which will satisfy all but the "a-car-is-just-transportation" drivers. The low steering ratio itself allows full advantage to be taken of the car's manuverability.
The competition ride of the Ferrari might he called rough by anyone, accustomed to today's ideas of super-soft suspension, but the enthusiast will welcome the firmness and security. The driver position in this particular car seems good by Ferrari standards; some of the cars from the factory seem to he built for rather undersized drivers. The foot pedals, too, may seem, on first acquaintance, to he somewhat close together-particularly if the driver is accustomed to the great wide-open spaces on the floorboards of many current products. However, in a car designed for fun and/or competition (with some emphasis on the latter) one would naturally make allowances for a certain snugness in the placement of brake, clutch, and accelerator pedals - the better to allow simultaneous braking and accelerating, and the quick foot-functioning necessary to successful competition driving.
The 12-inch, finned aluminum brakes (twin leading shoe) next to the handsome knock-off wire wheels are certainly as efficient as most in the world today. 100% is the theoretically perfect efficiency reading on Road and Track's Tapley Brake Meter, but no car is apt to record that figure in practice. Actually, the Ferrari's 90% is a good 3% higher than any car tested by the staff to date. Phil Hill states that there is no sign of fade (while racing) until long after the point where the other cars he has driven have lost all semblance of braking ability. By the end of the Torrey Pines Races, the car lost some of its stopping efficiency, but Hill was applying the brake pedal with far greater severity than in past races, in other cars.
Compared to the run-of-the-mill production sports car, Hill's Ferrari carries an unusually light aluminum body, fitted over a thin but stiff tubular framework. The coachwork by Touring seems to be of a high standard. Such things as heavy door latches and corresponding hardware are eliminated - logically enough in a competition sports car. There is no top included amongst the car's accessories; furthermore, the character of the twin racing windshields prohibits the owner from having a top fitted. Lest the prospective buyer be frightened away from the 212 Ferrari ... fearing as he may, that the car could not be used in bad weather - it must be remembered that the chassis may be ordered with any one of a variety of bodies. A more conventional windshield would hardly cause anxiety in the Touring works; this carozzeria being currently employed in supplying not only limousines for those who want them, but everything from single sealer competition cars to luxurious convertibles and coupes.
Thinking along these same lines the magnificent 2.5 litre V-12 Ferrari engine, with its single overhead camshaft, comes in many stages of tune: From the triple (dual-throat Weber) carburetor model (as is under discussion) to the single carburetor version. These engines in lower stages of tune would satisfy the occasional enthusiast more readily, but the fact remains that Hill's Ferrari idles at a comfortable 500 rpm - tho the multiplicity of cylinders gives the impression of much greater engine speed.
As to design, the engine continues Maestro Ferrari's practice of enthusiasm for V-12 development. Of the famous Ferrari engines, the smallest is the Type 166 which is a 1.9 litre. Between this engine and Phil Hill's 2.5, is a 2.3; and recently, in the past few months, the 2.7 sports cars have been winning the lion's share of European victories. The most recent introduction is the 2.9 engine, which promises to be the best all-around competition sports car for many months to come.
The largest engine in the sports car class is the 4.1 litre, Tipo America, which excell in the longer races, i.e., Mille Miglia, etc. where its great torque is at an advantage. Rumors persist that the 4½ litre engine has been installed in a sports car chassis - on special order. To date none of these has appeared on the roads. In any event, all these engines show the marks of Ferrari design and vary only in detail.
Those accustomed to Italian clutch action will know that this mechanism on the Ferrari is "all-in or all-out", and the owner will want to carefully instruct his maiden aunt when she borrows his Ferrari for her daily trips to the market. Once the proper clutching and de-clutching technique is acquired, no further trouble is experienced, but the novice may come away from his first attempt thru the Ferrari gears with some amazement at the strength of the Italian clutch springs. It might be interesting for the readers to know that during the actual recording of the test figures on the 212, a different technique was necessary than that used with the average high performance sports car. In fact, it should he plainly stated: the uninitiated novice does not simply seat himself in the Ferrari and make off with the greatest aplomb. And the expedient of revving the engine to near its maximum torque and then abruptly releasing the clutch, does not make for the best tuned Ferrari runs over a measured distance. To be exact, this method of procedure avails little else than damage to the clutch, gearbox, or rear end. Proper Ferrari procedure is to release the clutch with the engine near its idle point - only depressing the accelerator after the drive train is completely coupled. For the skeptic's information, European rood racing circuits are strewn with bits and pieces of Ferrari gears-left behind by over-zealous drivers.
The gearbox is equipped with a reverse, and five forward speeds, of which the four highest are syncromesh ... And 5th gear is overdrive - less than 1 to 1. However, the syncromesh does not allow the margin of error common to most transmissions. What it does do is allow the experienced margin for a slight mistake in shifting. But anyone accustomed to sloppy methods of gear changing would be forced to revise his technique in the Ferrari.
In reading the, performance figures of the car tested, readers may puzzle over the recorded top speed 123 mph; for certainly speeds far in excess have been claimed for what is one of the fastest sports cars in the world. It should be pointed out that this particular model is geared for relatively short road circuits. A glance at the performance tables indicates that the car, if necessary, could easily accommodate a "faster" overall rear axle ratio. With maximum gearing, one could estimate 140 mph as the top speed, considering the Ferrari's hp/frontal area, without being far from correct. Another factor which had a direct and unfavorable bearing on its performance was the racing history of the Phil Hill Ferrari. It won the 1951 Tour de France, which is a long race of Mille Miglia type; it competed for many hours in the 1951 Le Mans 24 Hour Race, and it has seen 400 miles of road racing in Phil's hands - and in all that time nothing has been done to the engine with the exception of tappet adjustments. According to the owner, "the car is sick". During the tests, the engine invariably missed fire at 6500 rpm, which not only affected the top speed, but seriously reduced the already remarkable acceleration times. Now in need of a valve grind, the car should, after that work is done, easily reach 130 mph. —DEARBORN

Road and Track, November 1952

 

225 Inter

225 Inter (V12 cyl, 2715 cc, 210 cv; 2500 mm) - this year only
  Coupé by Vignale (#0223EL)

 

340 America

340 America (V12 cyl, 4102 cm³, 220 cv; wb: 2420 mm) - end of prod.
  Coupé by Vignale(#0174A)
  Spyder by Vignale (#0140A, 0196A, 0204A, 0238A)
  Berlinetta by Vignale (#0202A, 0212A)

'51 340 America Berlinetta by Touring (#0122A) displayed at 35th Salon de l'Automobile in Brussels.

It isn't often that we have the opportunity to road test a car capable of covering two miles in less than a minute. Recently, however, we tested two such cars on the same day. The first one, the Jaguar XK-120 C, was fully reported in the August issue of Road and Track. The second car is the 4.1 Ferrari Coupe owned by Maston Gregory of Kansas City, Missouri. It was only through Mr. Gregory's great enthusiasm for sports cars in general, and Road and Track magazine in particular, that we are able to present this road test.
No two Ferraris are ever quite alike, and this Vignale bodied 4.1 is rather exceptional. In the first place, it is believed to be the actual car with which Simone led the 1952 Le Mans race during the early hours, but retired with undisclosed troubles. The body is much lighter than those normally supplied with the "America" (model 340) cars, and the 250 cu in. engine is the early "Mexico" type. A factory letter states that the developed bhp of this particular engine is 260 at 6500 rpm. This compares with 220 bhp at 6000 rpm for the normal "America" engine, and 300 bhp claimed for the latest "Mexico" powerplants (which have three four-barrel Weber carburetors).
Performance . . .
Last month we reported that the "C" type Jaguar gave the best set of acceleration figures we had ever recorded. The 4.1 Ferrari, with less weight, more horsepower, and 5 speeds forward, readily surpasses the Jaguar performance.
It is well-known that the very factors which give the Ferrari its outstanding power to weight ratio result in a certain degree of fragility. Standing starts put severe strains on such parts as the clutch, transmission, and rear axle, and in deference to the cost of replacements all of our checks on acceleration were made with considerable caution. This effects initial acceleration since full throttle was not applied until over 1000 rpm was attained.
There are very few sports cars which can better the times recorded for this Ferrari, though certainly a factory tuned and prepared model could do even better. One of the most remarkable aspects of the performance is the usefulness of the 5 forward speeds. With a wide range of rpm available, each speed has a place and a purpose. First gear enables the car to literally leap to 40 mph - 0 to 40 taking just 3 seconds flat. Second gear is well adapted for town driving with so much acceleration available that 10 to 60 mph can be attained in 7 seconds without exceeding 6000 rpm. Third gear gives highway acceleration from 15 to 90 mph in 12.3 seconds. This is an admirable ratio for winding mountain roads, or for getting around slow moving cars on a narrow, crowded highway.
Fourth gear is direct drive, or high gear, and the amazing flexibility of the V-12 engine provides a useful speed range of 20 to over 130 mph. As a matter of general interest we checked acceleration in fourth gear from 30 to 80 mph in exactly 12.2 sees. and 30 to 125 mph in 32.6 secs.
Fifth gear is an overdrive, and though intended primarily for extended duration in the vicinity of 100 mph and over, it is possible to allow the speed to drop as low as 20 mph and still accelerate far more rapidly than any stock American car. The only acceleration times we obtained in 5th gear were 45 to 70 mph in 5.83 seconds and 45 to 90 mph in 13.4 seconds.
Top Speed . . .
On a car of this calibre and potential it is impossible to make an accurately timed top speed check anywhere except on the Bonneville Salt Flats. We did manage one timed run in 4th gear at 128.57 mph, and the revs were still climbing - and more interesting, still below the "red line" of 6500 rpm.
The maximum speeds given in the table for 1st, 2nd, 3rd, and 4th are equivalent to 6500 rpm. More speed would be possible by revving beyond the peaking speed of the engine, but we didn't try it. A limit of 6000 rpm was used during, all the acceleration tests.
The factory says the top speed in 5th gear is 240 kph (151 mph) and we are more than willing to accept this figure, though the car felt perfectly stable and safe at all speeds.
Readability . . .
It would be absurd to say that the 4.1 Ferrari offers handling powers, cornering ability, and steering qualities to match its fantastic performance. What it does offer is a combination of qualities which, in the hands of an experienced driver (such as the owner in this case), makes it possible to drive safely over all types of roads far faster than any average driver (like us) would ever dream could be possible.
The ride is firm as would be expected. A fair estimate would be to compare the ride with the TC MG - though actually it's somewhat better because it is flatter with very little of the TC pitching tendency. On corners there is absolutely no roll, and while there may he cars that can "get around" faster, we have yet to find one.
The steering is not quite so "perfect." Though requiring only 2.3 turns lock to lock, there is a lack of feel during low speed driving, coupled with the need for considerable effort to turn sharply. Above 30 mph the steering becomes light and is very accurate. However, at around 60 mph on slightly rough surfaces the entire steering column sometimes vibrates viciously - a fault which all Ferrari owners seem to accept without complaint.
General Comment . . .
The "Fabulous Ferrari" lives up to all the thousands of words which have been written about it. It is indeed a sports car which is without an equal - a car for the sportsman and connoisseur. On the other hand, its successful racing heritage is very evident. The engine and transmission make a lot of noise - a racket which one unkind soul likened to a threshing machine. The first time we took off hard through the gears it sounded like the whole works was coming apart. However, a short ride in one of the "softer" 340 models convinced us that the extra weight of sound deadening materials made a very considerable improvement.
A serious disadvantage of the 4.1 Ferrari is the transmission. As near as we could ascertain, the 4.1 "box" is dimensionally the same as the smaller engined cars. In order to withstand the higher torque of the 4.1 engine, wider and stronger gears are used, but in order to do this the shifting is by straight dog clutch without benefit of syncronizers. Satisfactory up-shifts require either a definite pause or a double-clutching routine which accomplishes the same purpose. Down shifts take real skill and during the performance tests, it was a real thrill to watch Mr. Gregory practice "racing changes" using the heel and toe technique to perfection - and never missing once. However, the car obviously demands considerable skill to drive near the limit of its capabilities in a road race event.
A minor criticism involves the spacing of the three upper ratios, 5.52, 4.00, and 3.70 respectively. It seemed to us that the middle ratio was too close to the 3.70 overdrive ratio and that something around 4.40 instead of 4.00 to 1 would have been more desirable for direct drive.
The seats and the driver's position were without fault and we liked the typical Italian wheel location, well forward so that one tends to steer more with the back and shoulder muscles. A close-up wheel requires use of arm muscles only and is much more tiring on long trips. This Vignale coupe, like most Ferraris, had right-hand drive, but left-hand drive is available for those who demand it.
The brakes are extremely powerful and with the enormous lining area provided are virtually impossible to fade. However, it did take more pedal pressure to stop the car than might be expected. The short stubby gear shift lever also took considerable force to move it and a little better mechanical advantage would reduce this effort at the expense of longer knob "travel."
Despite some faults, the 4.1 Ferrari is a type of car which has not been available since the death of Ettore Bugatti. The fact than Enzo Ferrari can produce such machines in Italy, while we in America build nothing at all that can compare (except for a few Cunninghams) is a sad commentary on American mass production.
It should be borne in mind that this Vignale coupe had seen some hard usage, yet with an odometer reading over 15,000 kilometers, it appeared to us to be in really excellent condition - both mechanically and from an appearance standpoint. Finished in Italian Red (of course) and with its chrome wire wheels, it never failed to attract attention. While you have to turn off the engine to ask a peasant for road directions, there is some consolation in being able to drown out the stupid questions from the "yo yo" in the American behemoth towering alongside you at the stop light. - JB

Road and Track, September 1953

 

342 America

342 America (V12 cyl, 4102 cm³, 200 cv; wb: 2650 mm) - new model
  Cabriolet by Vignale (#0232AL)
  Cabriolet by Pinin Farina (#0234AL)
  Coupé by Pinin Farina (#0240AL, 0242AL, 0246AL)


342 America Cabriolet by Pinin Farina (#0234AL)


342 America Coupé by Pinin Farina (#0246AL)


342 America Coupé by Pinin Farina (#0240AL)


342 America Coupé by Pinin Farina (#0240AL)

 

225 S

225 S (V12 cyl, 2953 cc, 230 cv; wb: 2250 mm) - new model (1950-50 - 29 ex.)
  Coupé by Vignale (#0152EL, 0164ED, 0168ED, 0170ET, 0178ED, 0190ED
  Spyder by Vignale (#0154ED, 0160ED, 0162ED, 0172ET, 0180ED, 0192ET, 0194ET, 0198ET, 0200ED, 0214ED, 0216ED, 0218ET, 0020ED
  Spyder Sport by Vignale (#0176ED)
  Barchetta by Touring (#0166ED


225 S


225 S


225 S Spyder Vignale (#0220ET) at Sebring in March '53


225 S Spyder by Vignale (#0154ED) winning GP Monaco.


225 S (Lucas Les Sables)

 

250 S

250 S (V12 cyl, 2953 cm³, 230 cv; wb: 2250 mm) - new model (1ex.)
  Berlinetta by Vignale (#0156ET)


Bracco za kierownicą 250 S na trasie zwycięskiego Mille Miglia.

 

 

255 S

255 S (V12 cyl, 2715 cm³, 210 cv; wb: 2250 mm) - new model
  Barchetta

 

340 Mexico

340 Mexico (V12 cyl, 4102 cm³, 280 cv, wb: 2600 mm) - new model
  Berlinetta by Vignale (#0222AT, 0224AT, 0226AT)
  Spyder by Vignale (#0228AT)
  


340 Mexico (#0224AT)


340 Mexico (#0228AT)


Three 340 Mexico on their way to Carrera Panamericana.

 

250 MM

250 MM (V12 cyl, 2953 cm³, 240 cv, 2400 mm) - new model
  Spyder by Vignale (#0230MM)

Displayed at Paris Motor Show.

 

340 MM

340 MM (V12 cyl, 4102 cm³, 300 cv, 2500 mm) - new model
  Berlinetta by Pinin Farina (#0236MM)

 

 

1st Mille Miglia 250S (#611 Bracco/Rolfo).
1st Giro di Calabria (Marzotto)
1st Coppa della Toscana 225S (#603 Sterzi/Rovelli)
1st Giro di Sicilia 225S (#423 Marzotto).
1st Coppa d'Oro Delle Dolomiti 225S (#615 Marzotto)
2nd Coppa d'Oro Delle Dolomiti 275S/340 (#106 Giannino Marzotto)
3rd Carrera Panamericana 340 Mexico (#20 Chinetti/Lucas)
1st 12h di Pescara 250S (Bracco/Marzotto)
3rd 12h di Pescara 212 Export (Piotti/Mallucci).
2nd Tour de France (225S (#17 Pagnibon/Macchieraldo)
2nd 12h Reims 166MM/53 (#27 Picard/Pozzi)
1st Coppa InterEuropa (Monza) 225S (#82 Sterzi)
2nd Coppa InterEuropa (Monza) 212 Export (Franco Cornacchia)

  Giro di Sicila (09.03.52)
212 Export #0092E (#344 Cornacchia/Tinarelli)
225 S #0164ED (#403 Bordoni)
166 MM #0034M (#423 Marzotto/Marini)
225 S #0160ED (#443 Taruffi/Vandelli)
275S/340 #0030MT (#445 Marzotto)
225 S #0154 (#448 V.Marzotto)
166 MM #0004M (#455 Carini/ Di Sano)
166 SC #0012M (Romano/Tornetta)
225 S #0166ED (Castellotti/Broglia)


  12h Sebring (15.03.52)
340 America #0118A (#8 Spear/Cunningham)
166 MM #0010M (#28 Simpson/Colby)
225 S #0220ED (#55 Kimberly/Lewis)
166 MM #0054M (#57 O'Brien/Cicurel)


  Mille Miglia (03-04.05.52)
166 Inter #015S (#455 Barbetti/Berti)
166 MM #0044M (#522 Giletti/Loro-Piana)
166 MM #0034M (#526 Sighinolfi/Bertazzoni)
166 MM #0048M (#530 Moroni/Carta)
166 MM/53 #0164ED (#533 Bordoni/Geronimo)
166 MM/53 #30152EL (#537 Brivio/Cassani)
166 SC #008I (#541 Guarducci/Dal Bianco)
225 S #0170ET (#552 Caraceni/Meloni)
212 Export #0074E (#553 Gazzabini/Marcianti)
212 MM #0070M (#555 Cornacchia/Tinarelli)
212 Export #0108E (#557 Bergamo/Bergamo)
212 Inter #0147E (#559 Sbraci/Guidici)
166 Inter #0067S (#602 Piazza/Piazza)
225 S #0178ED (#603 Sbraci/Guidici)
275S/340 #0030MT (#605 Comotti/Ronchi)
225 S #???? (#606 Bornigia/Bornigia)
195 S #???? (#609 Buonaccorsi/Scarlatti)
225 S #0194ET (#610 Scotti/Cantini)
250 S #0165ET (#611 Bracco/Rolfo)
166 MM #0004M (#612 Gandini/Manusardi)
340 America #0196A (#614 Taruffi/Vandelli)
225 S #0172ET (#615 Marzotto/Marini)
166 MM / 212 E #024MB (#617 Mancini/Ercolani)
225 S #0162ED (#622 Biondetti/Ercoli)
225 S #0154ED (#625 Marzotto/Marchetto)
212 E #0086E (#628 di Lopigio/Piccolo)
225 S #0166ED (#629 Castelloti/Broglia)


  Targa Florio (29.06.52)
166 MM (#10 Tramontana)
225 S (#24 Mancini)
195 S (#40 Mathieson)
225 S (#48 Marzotto)
195 S (#50 Buonaccorsi)
225 S (#58 Cole)
340 America (#64 Bracco)
166 MM (#70 Giletti)
212 Export (#78 Bordonaro)


  12h di Pescara (16.08.52)
166 MM #024MB (#6 di Lapigio/Mancini)
212 Export #0104E (#9 Piotti/Mallucci)
166 Inter #0067S (#11 Piazza/Piazza)
166 MM #0044M (#18 Giletti/Sighinolfi)
250 S #0165ET (Bracco/Marzotto)


  Le Mans (14-15.06.52)
340 America #0204A (#12 Chinetti/Lucas)
340 America #0202A (#14 Simon/Vincent)
340 America #0196A (#15 Rosier/Trintignant)
340 America #0116A (#16 Dreyfus/Dreyfus)
225 S #0152EL (#30 Boncompagni/Cole)
212 MM #0070M (#33 Moran/Cornacchia)
250 S #0165ET (#62 Acsari/Villoresi)


  Tour de France (09-16.09.52)
225 S #0152EL (#17 Pagnibon/Macchieraldo)


  Carrera Panamericana (19-23.11.52)
212 Europa #0239EU (#5 Echeverria/Villegas)
250 S #0165ET (#8 Bracco/Bronzoni)
212 Export #0092E (#9 Hill/Stubbs)
212 Inter #0171EL (#12 Aguliar/Ramirez)
212 Inter #0161EL (#13 Ibarra/Soler)
340 Mexico #0226AT (#14 Ascari/Scotuzzi)
340 Mexico #0222AT (#16 Villoresi/Cornacchia)
340 America #0150A (#17 McAfee/McAfee)
340 Mexico #0224AT (#20 Chinetti/Lucas) (Spear)


Bracco za kierownicą 250 S na trasie zwycięskiego Mille Miglia.


225 S (#0172ET) Mille Miglia Marzotto/Marini


225 S Spyder Vignale (#0154ED) Mille Miglia Vittorio Marzotto/Otello Marchetto


1950 166 MM Barchetta Touring (#0052M) at Targa Florio.


212 Export Vignale #0092E at Giro di Sicilia.


250 S at Le Mans (Ascari/Villoresi)


225 S Vignale Spyder (#0154ED) at Giro di Sicilia.


225 S Spyder Vignale (#0172ET) - the winner of Coppa d'Oro Delle Dolomiti (Paolo Marzotto).


275S (#0030MT) with a 340/1 engine and a new Fontana Spyder body at Giro di Sicilia.


212 Inter (#0239EU) with Echeverria / Villegas at Carrera Panamericana.


Chinetti/Lucas in 340 Mexico #0224AT at Carrera Panamericana.


250 S at Carrera Panamericana (Giovanni Bracco/ Gino Bronzoni)


212 Export #0092E at Carrera Panamericana


McAfee crossing the finish line 5th at Carrera Panamericana. 340 America Ghia Coupé (#0150A).

 

375 S (V12 cyl, 4494 cm³, 380 cv; wb: mm) - new model
500 (R4 cyl, 1985 cc, 185 cv; wb: 2159 mm)

Formula 1 Victories:

1st GP Switzerland 500 (Taruffi)
2nd GP Switzerland 500 (Fischer)
1st GP Belgium 500 (#4 Ascari)
2nd GP Belgium 500 (#2 Farina)
1st GP France 500 (#8 Ascari)
2nd GP France 500 (#10 Farina)
3rd GP France 500 (#12 Taruffi)
1st GP Britain 500 (#15 Ascari)
2nd GP Britain 500 (#17 Taruffi)
1st GP Germany 500 (#101 Ascari)
2nd GP Germany 500 (#102 Farina)
3rd GP Germany 500 (#117 Fischer)
1st GP Holland 500 (#2 Ascari)
2nd GP Holland 500 (#4 Farina)
3rd GP Holland 500 (#6 Villoresi)
1st GP Italy 500 (#12 Ascari)
3rd GP Italy 500 (#16 Viloresi)
1st Formula 1 Drivers Championship (Ascari)
2nd Formula 1 Drivers Championship (Farina)
3rd Formula 1 Drivers Championship (Taruffi)
4th Formula 1 Drivers Championship (Fisher)

Other GP Victories:

1st GP Rio de Janeiro (Gonzales)
1st GP di Siracusa (Ascari)
1st GP del Valentino (Villoresi)
1st Richmond Trophy (González)
1st GP Pau (Ascari)
1st GP de Marseille (Ascari)
1st GP di Napoli (Farina)
1st Eifelrennen (Fischer)
1st GP de Paris (Taruffi)
1st GP de l'Albigeois (Rosier)
1st Ulster Trophy (Taruffi)
1st GP dell'Autodromo di Monza (Farina)
1st GP de Sables d'Olonne (Villoresi)
1st Daily Mail Trophy (Villoresi)
1st GP de Comminges (Simon)
1st GP de la Baule (Ascari)
1st GP di Modena (Villoresi)
1st Circuit de Cadours (Rosier)
1st Internationales Avusrennen (Fischer)
1st GP Argentina (Fangio)
2nd GP Argentina (Gonzales/Menditeguy)
3rd GP Argentina (Landi)

Formula 1 Entries:

  GP Switzerland (18.05.1952)
500 (#12 Rosier) - acc
166F2 (#14 Trintignant) - dns
500 (#28 Farina) - ret
500 (#30 Taruffi) - 1st
500 (#32 Simon) - ret
500 (#42 Fisher) - 2nd
375 (#44 Hirt) - 7th
  Indianapolis 500 (30.05.1952)
375S (#12 Ascari)
  GP Belgium (22.06.1952)
500 (#2 Farina) - 2nd
500 (#4 Ascari) - 1st
500 (#6 Taruffi) - ret
500 (#22 Rosier) - ret
500 (#34 de Tornaco) - 7th
  GP France (06.07.1952)
500 (#8 Ascari) - 1st
500 (#10 Farina) - 2nd
500 (#12 Taruffi) - 3rd
500 (#14 Rosier) - ret
125 (#34 Fisher) - 11th
166F2 (#38 Comotti) - 12th
166F2 (#40 Carini) - ret
  GP Great Britain (19.07.1952)
500 (#14 Salvadori) - 8th
500 (#15 Ascari) - 1st
500 (#16 Farina) - 6th
500 (#17 Taruffi) - 2nd
500 (#18 Rosier)
500 (#19 Fisher) - 13th
125 (#20 Hirt) - ret
125 (#21 Whitehead) - 10th
  GP Germany (03.08.1952)
500 (#101 Ascari) - 1st
500 (#102 Farina) - 2nd
500 (#103 Taruffi) - 4th
166F2 (#104 Carini) - ret
500 (#117 Fisher) - 3rd
125 (#118 Schoeller) - ret
500 (#119 Laurent) - 6th
  GP Holland (17.08.1952)
500 (#2 Ascari) - 1st
500 (#4 Farina) - 2nd
500 (#6 Taruffi/Villoresi)
500 (#24 de Tornaco) - ret
  GP Italy (07.09.1952)
500 (#8 Simon) - 6th
500 (#10 Farina) - 4th
500 (#12 Ascari) - 1st
500 (#14 Taruffi) - 7th
500 (#16 Villoresi) - 3rd
500 (#18 Fisher) - ret
125 (#20 Stuck) - dnq
500 (#62 Rosier) - 10th
125 (#68 Whitehead) - dnq
500 (#70 de Tornaco) - dnq


500 F2


ALMOST monotonous were Ascari's victories in 1952 with the 2-litre Ferrari. Here he is well in the lead during the European Grand Prix on the spectacular Spa-Francorchamps circuit. His easy driving position is typified in this close-up.
The Motor Year Book 1953


500 F2


375 S at Indianapols 500.