1950 Ferrari 195 S/212 Export

1948 is considered the first true racing season for Ferrari, marked by the debut of the 2-liter version of the 12-cylinder engine, destined for a new model to be used both in the sports category and in Formula Two. It was the beginning of a successful and long-lasting series of cars, the "Tipo 166", which ensured Ferrari's prestige thanks to the first significant international successes. Designed to compete in the 2-liter class, it was an evolution of the 159 S, which in turn was a direct evolution of the first 125, and it debuted as a winner, achieving major successes that year. The 166’s chassis and suspensions had minor changes compared to previous models; it was a dedicated tubular structure designed by Ferrari and produced by Gilco. The car’s engine was the well-tested V12 designed by Gioacchino Colombo, brought to 1995.02 cc to reach the limit of the 2-liter class. Thanks to its 140 hp, it was favored by many gentlemen drivers of the time, while its flexibility and robustness allowed the 166 to be used competitively in any kind of race. As per Ferrari’s use, the car’s name corresponded to the displacement of the single cylinders. In 1953, the 166's built for competition were upgraded with a 9.5:1 compression ratio, individual intakes with three Weber 32 IF/4C carburetors, a new gearbox with synchronized 3rd and 4th gears, and twin fuel pumps. This allowed the 166/53 to produce 160 hp and to stay competitive in the 2-liter class. However, despite these improvements, the successes were limited due to the more competitive Maseratis.

To pay tribute to the first great success at the 1948 Mille Miglia, Ferrari wanted to produce a car unequivocally for competition, for the sports category; so, it upgraded the 166 Sport into the 166 millemiglia (aka MM). The first example, in the Touring barchetta version, was presented on September 15, 1948, at the Salone dell’Automobile in Torino. It was a special occasion: it seems that the term "barchetta" referring to a car was born from a comment by Gianni Agnelli who, observing the Ferrari 166 MM at the show, exclaimed: "But this is not a car; it’s a little boat!" The name was picked up by Giovanni Canestrini and proposed to designate the open version of the 166 MM and, from then on, all cars with this type of bodywork. The millemiglia, like any other 166, sat on the Gilco dedicated tubular chassis and was fitted with the 2-liter V12, in this case capable of 140 hp at 6600 rpm: the exceptional power-to-weight ratio gave the car the qualities of an excellent racing car. In its first racing season, in 1949, it won with Luigi Chinetti in Paris, Le Mans (the first win for the company on the Circuit) and at the 24 Hours of Spa; while at the Mille Miglia, it qualified first and second overall with Biondetti and Bonetto. The 166 millemiglia ensured Ferrari's prestige more than any other previous model, scoring many of Ferrari's first international victories and establishing the company as a great manufacturer of sports cars. It is believed that a total of 48 millemiglia cars were built in two series, both in berlinetta and barchetta versions: 35 were from the first series and 13 from the (/53) second series. Most of the first series were aluminum-bodied by Carrozzeria Touring, with the Superleggera system: 25 barchetta and 6 berlinetta. A few others were bodied by Vignale, Zagato, Campana, and an example designed by Dino Ferrari realized by Scaglietti. In 1950, another sports car was derived from the 166 MM: the 195 S, featuring an overbored block (from 60 to 65 mm), which increased the displacement to 2,341 cc. It was produced in four units, all bodied by Touring: two barchettas (0022M, 0038M) and two berlinettas (0026M, 0060M).

The history of chassis no. 0038/M is exemplary of Ferrari race cars born in the 1950s: a car in constant evolution. Originating from the Ferrari 166 Mille Miglia, it was developed in the early months of 1950 and fitted with a barchetta body by Carrozzeria Touring. The system used was the renowned Superleggera, and its lines are those that defined the legendary “barchetta” concept. A unique feature distinguishes this example from the others: it is the only one built with a single door on the right, driver’s side. There is no passenger door due to the gas tank position and, presumably, to increase structural rigidity. The shape and dimensions of the windshield changed from race to race, depending on the needs. The car was built with the specific purpose of racing for the manufacturer and debuted in April 1950 at the Giro di Sicilia under the banner of Scuderia Ferrari, driven by the experienced Alberto Ascari, co-equipped by Ettore Salani. The car competed in the "Sport over 2000 cc" category: Scuderia Ferrari had immediately upgraded it from “166 MM” to “195 S” specifications (the official designation of the car), increasing the displacement of the V12 from 2 liters to 2.3 liters by enlarging the bore. Ascari was leading all the way to Messina in record time, with a half-hour advantage, when an oil pipe rupture forced him to withdraw, as reported by the commentary in an Istituto Luce newsreel. Some improvements were made: a large air scoop for the three carburetors was added at the center of the hood, along with a dual horn beneath the headlights. Twenty days later, the duo of Dorino Serafini and Ettore Salani had better luck at the Mille Miglia, finishing second overall and in class. The car then won the Luxembourg Grand Prix and the Coppa della Toscana. In June, Scuderia Ferrari entered it in the 24 Heures du Mans, driven by Luigi Chinetti and Pierre Louis-Dreyfus, a veteran of the race. Mechanical problems with the gearbox forced the car to withdraw, but it was followed by a triumphant season: third overall at the Coppa delle Dolomiti, first overall at the Giro delle Calabrie, third overall at the Circuito di Senigallia, and first overall at the International Day Express Trophy at Silverstone and the Bologna - Passo della Raticosa, the race where its association with driver Giovanni Bracco began. The car also placed second at the Pontedecimo - Giovi, first at the Vermicino - Rocca di Papa, and first in class at the Catania - Etna. The chassis no. 0038/M seemed unbeatable, and the 1951 season also began in the best possible way: the car was modified at the front with a new grille and an additional upper cooling grille for the radiator. Scuderia Ferrari entered it once again in the Giro di Sicilia, this time with the experienced Taruffi alongside Salani, finishing second overall. But its successful career came to a sudden halt in April 1951 at the Mille Miglia. Due to continuous rain, the race was studded with accidents, and 0038/M also lost control, going off the road in a curve. Serafini was injured, and the car suffered severe damage. The car began its second life: following the accident, the bodywork was completely rebuilt. Vignale created an innovative grand tourer with a coupé body, a two-tone red/gray finish, a panoramic rear window, and an elaborate front grille with extensive chrome detailing. The design was by the young Giovanni Michelotti. The client was Argentine driver Froilàn González, who had recently become an official driver for Ferrari. The rebuild was also an opportunity for a mechanical upgrade: before delivery, Ferrari increased the engine block to “212” specifications with a further bore increase, bringing the unit to 2.5 liters. Shortly after receiving the car, González took it to Argentina, where it later became part of the famous Scuderia Peron and changed owners. In the 1960s, with owner Nestor Pernigotti behind the wheel, 0038/M achieved good results at the Buenos Aires circuit. By the late 1970s, its owner, racing driver Eduardo “Buby” Salzman, began the first restoration of what was now a 212 Vignale coupé, which was then displayed at the 1980 Expomovil in a two-tone blue/gray finish and without bumpers. Passing through the United States, the car returned to Italy in 1983 when it was purchased by Ugo Isgrò, who entrusted it to Dino Cognolato’s Carrozzeria Nova Rinascente in Padua, the most esteemed restorer of the time, for a second renewal; the car is painted two-tone red/gray again. It is unclear whether during its time in Argentina or on this occasion, in anticipation of historic racing events, the engine was taken to nearly 3 liters. The 0038/M, born as a 166 but now effectively a 250, returned to the Mille Miglia, this time in its retrospective editions. In 1987, the car was offered for sale by Classic Car Associates, run by the renowned Rudy Pas. Mediated by Michael Sheehan, a broker and vintage car expert, it was purchased by Japanese collector Yoji Oyama. The Japanese entrepreneur entrusted Sheehan with the reconstruction of 0038/M in its original Touring barchetta form. However, it seems that Sheehan did not complete the job, and a legal dispute ensued. The work was carried out in Japan instead: the body was rebuilt while maintaining the Superleggera aluminum construction, though with slightly thicker panels than the original, resulting in a weight increase of about 100 kg. The mechanical components were entrusted to mechanic Gianni Torelli, who—so he claimed in a November 1997 article on Ruoteclassiche —restored the engine to 166 MM specs, with a 2-liter displacement. The car participated in major events in Italy and Japan with Oyama, and from 2003 with its new owner, racing driver Tadakazu Kojima. In August 2013, chassis no. 0038/M was auctioned at RM's Monterey Sportcars Auction, accompanied by its dismantled Vignale coupé body, and sold to a private collection, exceeding 3 million dollars. According to the auction house’s description, the engine was at “212” specifications with a 2.5-liter displacement—another change for the tireless original engine block. This displacement was validated by the 2015 FIVA passport. All this leads to defining the car in its current state, considering its displacement and body shape, as a “212 Export.” The car continues to participate in important historic car events and has been featured in key publications in the sector. In July 2024, a Gilco technical commission examined the chassis, confirming that it aligned with the design and production methods of its era, and it was therefore registered in the Gilco Historic Register.