1956 FERRARI 860 MONZA COACHWORK DESIGNED BY PININFARINA, CONSTRUCTED BY SCAGLIETTI

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LOT 453 The ex-scuderia Ferrari, 1956 Sebring 12 Hours-Winning, Juan Manuel Fangio/Eugenio Castellotti, ex-john von Neumann, Phil Hill, Richie Ginther 1956 FERRARI 860 MONZA COACHWORK DESIGNED BY

1 LOT 453 The ex-scuderia Ferrari, 1956 Sebring 12 Hours-Winning, Juan Manuel Fangio/Eugenio Castellotti, ex-john von Neumann, Phil Hill, Richie Ginther 1956 FERRARI 860 MONZA COACHWORK DESIGNED BY PININFARINA, CONSTRUCTED BY SCAGLIETTI 310bhp 3,432cc dual overhead camshaft four-cylinder engine, five-speed manual transaxle, independent front suspension with transverse leaf spring, de Dion rear suspension with transverse leaf spring, fourwheel hydraulically actuated drum brakes. Wheelbase: 2,250mm (88.6") Photo Credit: Ron Kimball Studios CHASSIS NO. 0604M ENGINE NO. 0604M ESTIMATE: $2,000,000 $2,500,000 The 860 Monza is one of the biggest, baddest, loudest, prettiest Ferraris ever built. It s in some outstanding company, cars like the Testa Rossas, Monzas and 625 LMs, but the 860 Monza stands by itself. It was big, it was hairy and it won races and championships. It was so good that Juan Manuel Fangio, the Ferrari team leader who could have any car he wanted, chose the 860 Monza when it was available. Without the 860 Monza, which collected half of the Ferrari sports-racers points paying finishes, Ferrari would not have won the 1956 Marques Championship. Without this particular 860 Monza, 0604M, the 250 GT Spyder California might never have existed but more on that later. The 860 Monza was an extreme measure taken to forestall the assault from Maserati, Jaguar, Aston Martin and potentially from Mercedes-Benz until Ferrari s redesigned big V12s could come to grips with the sports car competition. Ferrari frequently had a range of cars available to meet specific requirements. When the tightly-wound V12s that cranked out boxcars of high rpm horsepower were not suited to races Ferrari could turn to his fours, or even to a dimlyremembered series of inline sixes, to meet the needs of his drivers, the race courses and the competition. 232

2 0604M and 0602M before the start of the 1956 Sebring 12 Hour Race. 233

The Great Juan Fangio warms up 0604M prior to the race. Enzo Ferrari is credited with many things but his greatest talent was superb management, planning and preparation.

3 The Great Juan Fangio warms up 0604M prior to the race. Enzo Ferrari is credited with many things but his greatest talent was superb management, planning and preparation. His management skills were responsible for the Scuderia s success in the 1930s both as an independent racing team and as Alfa Romeo s factory team, which laid firm foundations for establishing Ferrari as a marque. By the early 1950s Ferrari was a broadly competent specialist manufacturer with extensive machining and casting capabilities. The combination of the capabilities available and Ferrari s absolute dedication to building state-of-the-art engines, exploring every technique and material in the search for competitive advantage, attracted the best and the brightest Italian designers and artisans to Maranello. Typical of such innovative environments, turnover was common at Ferrari, however, he consistently succeeded in rebuilding his team and continuing the Scuderia s winning and innovative ways. Nowhere in the history of Ferrari is Enzo s management more apparent than in the Scuderia s abrupt adoption of four-cylinder engines in the early and mid-1950s. Despite his often expressed love of the high-revving and smooth V12 engines that have become emblematic of Ferrari, the potential shown by GP cars with four-cylinder engines in the late 1940s created the environment for Ferrari s designer Aurelio Lampredi to make the case in 1950 for developing such an engine at Ferrari. Lampredi s case was a strong one. Four-cylinder engines could be at once lighter and less complex. The larger cylinder bores allowed the use of bigger valves, and their longer stroke produced more torque with comparable or greater horsepower than a twelve of the same displacement. Aiding the decision to adopt Lampredi s proposal was Ferrari s expectation that the World Championship would soon be contested to new regulations favoring smaller naturally aspirated engines. That expectation was borne out in 1952 and 1953 when the FIA adopted the previous Formula 2 regulations (2.0-liters un-blown or 750cc supercharged) for the championship. Lampredi designed two variants and, showing the superb skills and capabilities of Ferrari s organization, had them running in early 1951 barely six months after being approved. One was intended for the new Formula 1, a 2.0-liter engine that quickly surpassed the power of the earlier, and successful, 2.0-liter Formula 2 V12. The other was a larger engine intended for sports cars and the 2.5-liter Formula One that would take effect in The flexibility of the Lampredi-designed four-cylinder Ferrari 500 GP cars was demonstrated by the Scuderia s dominance of GP racing in 1952 and 1953, Alberto Ascari winning both World Championships. Success continued in 1954 with the enlarged 2.5- liter 625 series, Froilan González finishing second in the World Championship to Fangio in the Mercedes-Benz W196. Eugenio Castellotti followed that performance with third in the 1955 World Championship behind Fangio and Moss, both in W196s. 234

The Lampredi fours were marvelous, yet simple.

Two-valves per-cylinder were operated by roller tappets; separate coil springs within the tappets kept the rollers in contact with the cams while each valve was closed by a pair of hairpin springs.

The 500 s rated power was achieved at 7,000 rpm, a testament both to Lampredi s design and Ferrari s meticulous construction; the 2-liter Colombo V12s, with 1/3 shorter stroke, turned no faster.

5 The Lampredi fours were marvelous, yet simple. Dual overhead camshafts were driven by a gear train at the front of the engine, which also powered the dry sump pumps, water pump and dual (either magneto or distributor) ignition. Two-valves per-cylinder were operated by roller tappets; separate coil springs within the tappets kept the rollers in contact with the cams while each valve was closed by a pair of hairpin springs. In typical Lampredi construction, the wet cylinder sleeves screwed into the cylinder heads. Crankshafts were turned by Ferrari from a billet and ran in thinwall shell bearings. The 500 s rated power was achieved at 7,000 rpm, a testament both to Lampredi s design and Ferrari s meticulous construction; the 2-liter Colombo V12s, with 1/3 shorter stroke, turned no faster. THE 860 MONZA Sports cars, however, had bigger engines. The Lampredi 500 was ideal for the under 2.0-liter class in America, but fell far short of competing on an equal footing with Maserati, Jaguar, Aston Martin and the ever-present threat from Mercedes-Benz in the manufacturers championship. Ferrari s preferred response was the 290 MM with an updated chassis and the tried-and-true V12 enlarged to 3,490cc. Organizationally challenged by the departure of Lampredi, assimilating the Lancia D50 V-8 Grand Prix cars and bringing along a new design team, Ferrari hedged his bet on the 290 MM with another expedient from many alternatives available to his quick-adapting organization and had the team of Bellantani and Fraschetti, advised by old friend Vittorio Jano, inject a massive dose of cubic inches into Lamp crank Monz engin Sports The 8 ever b carbur unkno 102m under Built i MM s front s gearbo suspen better wheel Both Pininf howe constr possib minut havin as is i

6 237

centerline. While visually minor, the subtle reduction in frontal area and more gentle air penetration of the 860 Monza reflects Scaglietti s, and Ferrari s, concern for every possible edge.

7 centerline. While visually minor, the subtle reduction in frontal area and more gentle air penetration of the 860 Monza reflects Scaglietti s, and Ferrari s, concern for every possible edge. Fitted with a metal tonneau over the passenger s seat, a single Plexiglas wraparound windscreen and a head fairing with the quick-release fuel filler recessed into it on the driver s side, with gently rounded fenders and an ample and aggressive oval air intake with egg crate grille, the 860 Monza is the personification of the greatest 1950s Ferrari sports-racers. The cockpit is dominated by Ferrari s ample wood-rimmed steering wheel behind which, in a polished aluminum panel, reside only the few gauges needed to keep track of the bellowing four-cylinder engine: a giant Jaeger tachometer redlined at 6,200 rpm and smaller Veglia gauges for oil and water temperature, oil pressure and fuel level. Small bullet-shaped mirrors are tucked in at the corners of the windscreen. This is very much the office in which professional drivers go to work. THE 1956 MARQUE S CHAMPIONSHIP Scuderia Ferrari debuted the first 860 Monza at the opening round of the 1956 season in Buenos Aires on January 29. Ferrari relied on the monster V12-powered 410 Sport, but it was Phil Hill and Olivier Gendebien in the four-cylinder 857 Monza who finished second to the Maserati 300S of Stirling Moss and Carlos Menditeguy, showing the legs and endurance that was to make the 860 Monza so successful. The next round of the World Championship, at Sebring on March 24, was an epic event, loaded with competitive entries including a fleet of D-type Jaguars from both the factory and privateers, the factory 350S and 300S Maseratis, a pair of Zora Arkus-Duntov prepared Corvettes, a trio of Aston Martin DB3Ss and a number of Porsche 550s. Scuderia Ferrari countered with a pair of 860 Monzas driven by team leader Juan Manuel Fangio and Eugenio Castellotti in the 860 Monza offered here, 0604M, and Luigi Musso/Harry Schell in the sister 860 Monza, 0602M. Fangio set the pole time in 0604M. In the race, the big Ferraris battled with the surviving D-type Jaguar of Mike Hawthorn/Desmond Titterington. Fangio and Castellotti held a good, but not insurmountable, lead and an hour and a half before the checker fell the Jag dropped out. Ferrari 860 Monza 0604M, the car offered here today, driven by Fangio and Castellotti took the win by two laps over the sister 860 Monza 0602M of Musso and Schell, setting a Sebring distance record in the process and upping the race average by about 6mph. The highest-placed Maserati finished fifth, giving Ferrari the lead in the Marques Championship. The next round of the championship was the Mille Miglia, April Fangio and Castellotti ran the new 290 MM, finishing fourth and first respectively. Second and third were the 860 Monzas of Peter Collins (driving with Louis Klementaski) and Luigi Musso as Ferraris swept the first five places in a race that was plagued by torrential rain. At the Nürburgring on May 27th for the 1000km Fangio and Castellotti teamed up again in an 860 Monza to finish second to the Maserati 300S of Moss/Schell/Behra/Taruffi with the 290MM of Hill/de Portago/Gendebien in third. Fangio in the 860 Monza was both the fast qualifier and set the fastest race lap on the mile Nordschliefe. 238

8 860 MONZA 0604M Following Sebring 860 Monza 0604M was sold to John von Neumann. Phil Hill loaded it on an open trailer and set off to California. The story is understood that he was sidetracked by illness in Van Horn, Texas where he spent a night in the hospital with the brand new Sebring-winning Ferrari 860 Monza outside on its open trailer in the public parking lot. Its first appearance with von Neumann s team was the tight Pebble Beach road course. Handling problems plagued Hill in the 860 Monza and the team responded by adding weight to the 860 Monza s chassis. The real problem was an erratically locking differential and the extra weight only exacerbated its effects. Nonetheless Phil Hill finished second to Carroll Shelby in a Ferrari Monza, in the process beating Jack McAfee in another Monza, Lou Brero s Kurtis-Cadillac and Sterling Edwards Ferrari Monza. Much more notable than the 860 Monza s differential problem at Pebble Beach is the fact that it survived more than twelve hours pounding on the notoriously rough Sebring course and the torque of its 3.5-liter four-cylinder engine, which put an incredible strain on the Ferrari s differential and rear suspension. This was one very strong Ferrari to survive this kind of punishment with only an intermittently locking differential to show for it. At Bakersfield on May 19 von Neumann drove the 860 Monza, leading until he spun on the final lap and was passed by two D- type Jaguars. In the Sunday feature, von Neumann finished second to Pete Wood s D-type. Six weeks later at Santa Maria, von Neumann beat Max Balchowsky in the first Ol Yellar, then known as the Morgenson Special, in the Saturday warm-up. In the feature, on Sunday, von Neumann and the 860 Monza finished second to Bill Murphy s Kurtis-Buick, beating John Barenson in the Hagemann Special and Richie Ginther in a Ferrari Mondial in the process. The next appearance for von Neumann and the 860 Monza was at Nassau in December where Ferrari importer Luigi Chinetti could not supply needed spares and the Monza was a DNF three times. Needless to say, von Neumann was not pleased with the lack of support for a front-line racing car then barely nine months old. But more on that later. Another ocean voyage beckoned in early 1957 and von Neumann took the 860 Monza to Hawaii for the April races at Dillingham Field on Oahu where it cranked out mph in the speed trials and finished fourth in both the prelim and the main its only appearance in In early 1958, European Hillclimb champion Willy Daetwyler showed the 860 s potential at Palm Springs in April, finishing ninth in the prelim, but was a 239

By now three years old, 0604M continued to race in West Coast events. In 1959, it was sold in quick succession to Jack Nethercutt, Jerry Barker and Charles Cravens who kept it for the next ten years.

9 Fangio and Castellotti celebrate their victory. Fangio in the lead exiting a turn. DNF in the Sunday main. Two months later, Richie Ginther stepped into 0604M at Riverside and finished second to Bob Oker s Aston Martin DBR2, beating von Neumann in a newer 250 Testa Rossa in the process. By now three years old, 0604M continued to race in West Coast events. In 1959, it was sold in quick succession to Jack Nethercutt, Jerry Barker and Charles Cravens who kept it for the next ten years. The next owner was Kirk F. White who sold it in 1971 to the famous Mas du Clos collection of Pierre Bardinon. In 1983, it became part of Adrian Maeght s Musée de l Automobiliste in Mougins, France and in 1992 it was acquired by Jean Sage for whom it was restored. Sage and 860 Monza 0604M participated in a number of events in coming years, including the Automobiles Classiques Concours d Elegance at Bagatelle in 1993, the Mille Miglia Storica in 1994, the Silverstone Festival in 1995 and the Ferrari Shell Historic Challenge at the Nürburgring in Acquired by Nicolaus Springer in 1996, 860 Monza 0604M was acquired by the present owner in 1999 where it became an important part of a storied collection. And what, at the end of this history, does one of the biggest, baddest, loudest and prettiest Ferrari sports-racers ever built have to do with the 250 GT Spyder California? At Nassau in 1956 John von Neumann was so infuriated at Luigi Chinetti s unwillingness to support the still nearly-new 860 Monza 0604M that he confronted Commendatore Ferrari himself with his complaint and out of it wangled the West Coast Ferrari distributorship. The rest, as they say, is history. Von Neumann, now a distributor and having Ferrari s ear, is widely credited with advocating the spyder version of the 250GT Berlinetta, backing it up with his distribution muscle, and earning the official appellation California Spyder. 240

860 MONZA 0604M TODAY Still in excellent cosmetic and mechanical condition ten years after its restoration in France, the present owner took 860 Monza 0604M on the Colorado Grand in 1999, but has

10 860 MONZA 0604M TODAY Still in excellent cosmetic and mechanical condition ten years after its restoration in France, the present owner took 860 Monza 0604M on the Colorado Grand in 1999, but has used it only occasionally since. He describes its present condition as ready to go. It s ready to run the Mille Miglia. Jackie Jouret, in an August 2000 article in Forza reported, Before he bought the car, [the vendor] sought out Phil Hill s opinion on the 860 Monza. Hill told him, Fangio was the lead driver on the works team. He could have driven anything he wanted, including the 290 MM, but he ran almost every race that year in the 860 Monza. In the same article the present owner observed, on a track it s as fast as a Testa Rossa of similar vintage. It has enormous torque coming off the corners. You don t have all that weight over the front, so the steering is really light and nimble. It s a delight to drive. Three drivers, three points of view, one conclusion. The 860 Monza is one of the greatest Ferraris of the 1950s, an era when great Ferraris proliferated. Today, the Ferrari 860 Monza remains in excellent condition and is carefully maintained in one of the West Coast s premier collections. It retains its original engine, body panels, chassis and mechanical components to an unusual degree for a competitive sports-racer and is in historic race- and event-ready condition both mechanically and cosmetically. Only three 860 Monzas were built by Ferrari on the latest Tipo 520 chassis, making this example one of the most rare and individual Ferrari sports-racers of the 1950s. It is the Ferrari factory team s 1955 pole and overall winner of the Sebring 12 Hours, driven by Eugenio Castellotti and five-time World Champion Juan Manuel Fangio. Its body combines the classic style of Pininfarina with the refinement of Scaglietti s execution, an automobile where every feature has a definite, performance-enhancing purpose that integrates form and function into a timeless and elegant whole. With its tire-smoking torque and excellent chassis it is a nearly unique driving experience. The performance of 860 Monza 0604M will be a revelation in drum-braked historic racing, a competitive value that is unmatched among its contemporaries. Its history and provenance is clear and includes some of the most discriminating Ferrari collectors. The opportunity to experience such a rare combination of attributes in one automobile comes only infrequently, and even less often when it is a sports-racing Ferrari. It is an experience that warrants serious reflection by every connoisseur of fine high performance automobiles of unique character. It s big, it s bad, it s loud, it s pretty, and it s a winner. 241

Le Mans Berlinetta Chasis #4381 SA

1963 330 Le Mans Berlinetta #4381 SA 1963 330 Le Mans Berlinetta Chasis #4381 SA Location: Ferrari Beverly Hills Collezione Chassis: s/n 4381 SA Engine: 4.0L V-12 Transmission: Four-Speed Manual Design: