The ex-Scuderia Ferrari/ Scuderia Filipinetti/ Manfredini & MorettiMount Fuji-race winning1969/71 Ferrari 512M/F Sport Pr o t o t i p oPrivate Portfolio No. 036

The 512S and its M evolution were the very last exalted products of a long dynasty of Ferrari sports prototypesboth raced by the factory and available to its customers; a line that stretched across the incredibly intense, franticdevelopment that took place at Maranello in the 1960s, from the earliest rear/ mid-engined endurance racerssuch as the 196SP, 250P, 330P and short lived 1969 312P, and culminated with the 512 at a time when themerger with Fiat changed the picture and Ferrari decided to react to the Porsche 917’s surprise launch at the1969 Geneva Salon.

Ferrari deemed the subsequent 3 litre 312PB introduced in 1971 upon the announcement of the 3 litre cap for1972 too complex and pricey to run for privateers, so the 512s became the last of an era.

Soon after the 917's introduction atGeneva in March 1969 theengineering team led by MauroForghieri was briefed to create the512, within rules that loosely made ita road going model. A productionminimum of 25 cars, a 5 litremaximum engine capacity, two seats,a spare wheel and, v o i l à, an icon wasborn, presented at the Gatto Ve r d erestaurant in the foothills of theApennines above Maranello in thepresence of the automotive press,Forghieri, Regazzoni, Merzario andGiunti. Its initial clean shape was,t y p i c a l l y, to evolve very soon during

development testing, with various winglets, moustaches and vents sprouting upon the gorgeous shape,curvaceous yet still fully retaining the DNA of its illustrious predecessors.

After some shake down runs at Vallelunga, our car, chassis ‘1022’, was one of a batch shipped to Daytona forthe 24 hour season opener in January 1970. There, as a fully fledged Ferrari factory entry, driven by Va c c a r e l l a /Giunti with race number 26, it performed well until being sidelined by suspension damage due to the banking;a malady several of the 512s encountered that weekend.

It was then readied for the Le Mans 24 hour test days in April, where Ferrari factory ace and that year’s futureFormula One World Championship runner-up Jacky Ickx drove it to second fastest time, behind one of thePorsche 917s. Hence that weekend our chassis was very much the lead car in the Ferrari factory’s assault on LeMans.

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Chassis no. 1 0 2 2 Engine no. 261C N. 4 2 Price on request

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Upon the Scuderia’s return to Maranello ‘1022’ was sold to Milanese Corrado Manfredini and his co-d r i v e rGiampiero Moretti (owner of MoMo steering wheels) who urgently needed a replacement for their ‘1032’, whichthey had just destroyed in a fiery testing accident at Monza. According to detailed research conducted by ourcar's current owner, Giampiero Moretti had paid Piero Lardi Ferrari for his previous car half in cash and half witha stock of steering wheels! These in fact started the leather steering wheel trend at Ferrari, replacing the classicwooden Nardi items favoured until then.

Hence the 512 born as ‘1032’ was officially scrapped by the factory from that day on, with ‘1022’ changingidentity and becoming henceforth ‘1032’; this may seem overcomplicated in the 21st century, but back then thebureaucracy of customs and matching a car’s chassis number to its carnet meant that this was the simplest andmost expedient way to tackle the issue; what mattered - the only thing that mattered - was for the team to be ableto tackle its racing programme as best it could, particularly as the very next event on the calendar was Manfrediniand Moretti’s home race, the Monza 1000kms, a highlight of the international calendar.

On 25th of that same month, Manfredini andMoretti were joined by the charismatic ArturoMerzario to challenge for the eagerly awaited1000kms race at the Italian a u t o d r o m o, aprospect that had seemed nigh on impossiblewhen Manfredini watched his car burn to theground following a fluid leak not many daysb e f o r e .

Merzario was drafted in to qualify the car;there was some concern that the engine hadbeen over strained at Le Mans during the testweekend and sure enough the wiry but fast

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Arturo qualified well, but the engine gave up the ghost ashe crossed the line. A fresh motor was fitted for the raceand our drivers finished 9th overall and 6th in the 5 litreclass after delays and even though they were still using highLe Mans gear ratios.

That 1970 season was to be a very busy one forManfredini-Moretti, incredibly so for a privateer effort.On 3rd May in Jarama with race number 17 they retired;on 17th May back in Italy at the Saline-Volterra hillclimb, around of the Italian mountain championship, Moretti came2nd overall and the following weekend he won outright inextreme north eastern Italy at Tr i e s t e-Opicina, aremarkable achievement in such a 5 litre leviathan!

Typical of the team’s schedule, the next event, in totalcontrast to narrow, twisty mountain roads, was the vast, flatand superfast expanse of Le Mans, its 13 km including the5km ligne droite des Hunaudieres, known by Englishspeaking fans as the Mulsanne straight. What lay aheadwas not only the 1970 24 Hours of Le Mans but the racethat to many enthusiasts remains the ultimate edition of l e s24 heures. The great Po r s c h e- Ferrari duel on its own wouldhave sufficed but this race was also the background forSteve McQueen’s legendary movie Le Mans. Our car canbe seen at least once in that cult classic during the starts c e n e s .

Top: Vaccarella and Giunti shared ‘1022’ upon its inauguralrace outing, here under the Floridian sun at the 1970Daytona 24 Hours.Middle: At speed, ‘1022’ under the eye of a watchfulDaytona marshal.Bottom: 1970 Daytona 24 Hours: the factory team preparefor action, ‘1022’ in the foreground.

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This battle of the titans was to include no less than eleven 512Ss and a similarly impressive fleet of 917s, asmighty a battle as there has ever been in motor racing. Alas, it was not to be a good weekend for Ferrari. Asuccession of troubles caused the loss of Vaccarella's factory entry within half an hour, another four 512s wentout in one single incident and the worst weather seen at Le Mans in decades didn’t help; Jacky Ickx crashed outof second place at 1.45am. Our car, which was entered by the Swiss Filipinetti team for the race, didn’t finishe i t h e r.

The summer of 1970 was nonetheless to be a good one;after a series of three races in Germany capped by a thirdplace in the first heat of the Norisring 200 miles, it went onto win successively on two continents.

First it won the San Giustina Bocca Trabaria hillclimb withMoretti at the wheel. At summer’s end, on the other side ofthe globe at Mount Fuji, the car achieved the Maranellomarque’s first international racing victory in Japan, a resultwhich featured prominently in that year’s Ferrari Yearbook.

Nevertheless just one short week and a flight to Italy laterour car was racing in Imola for the 500km event whereManfredini came home 6th. A fortnight later, back in themountains for another hillclimb, the Coppa del ChiantiClassico, he was third. Just imagine the scene: Tu s c a n y, atwisty road snaking up the hill and our 512 barking as ittries desperately to rip the asphalt off the soil, spectatorsshielding their ears as its V12 roar bounces off thescenery…

Then, after one final European event at Hockenheim inGermany where it retired, our car was shipped to Brazil for

Top: In long tail form, a svelte ‘1022’ at the wet 1970 LeMans test weekend.Middle: 1970 Monza 1,000Km: the tifosi are out in forcefor ‘1022’s first race with Manfredini/ Moretti.Bottom: June 1970, Le Mans 24 Hours: ‘1022’ under fullpower

Above: April 1971, Monza 1,000Km: Scuderia Filipinetti-entered ‘1022’ leads the Gulf and Martini sponsoredPorsche 917Ks.

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several races on successive weekends organized at Sao Paulo's Interlagos circuit; a sort of winter race series afterthe end of the European season. There it took part in the 1000 miles event on 21st November, with its two driversin a commanding lead before retiring due to a fuel pump failure. Having decided that a fresh engine would beuseful, a replacement was ordered from Italy but its delayed arrival meant that the car was not ready for thesecond or third race weekends. In the fourth, however, the car returned to form to claim 2nd place overall.

After an intense year of racing on three continents it wasshipped back to the Ferrari factory in Maranello where it wasscheduled to be converted to the latest ‘M’ specification.

Endemic strikes in Italy caused chaos and eventually led Fe r r a r ito offer Manfredini another chassis, already in 512M form:chassis ‘1050’, prepared using some parts from ‘1032’. Wi t h‘1050’ Manfredini was able to resume his racing season fromthe Monza 1000kms onwards but it is ‘1032’ which concernsus.

Manfredini had thus traded in ‘1032’ for ‘1050’. The formerwas sold by Ferrari to their old client, Georges Fi l i p i n e t t i ’ sGeneva based Scuderia Filipinetti, in time for the Monza race.The saying in motorsport is that a racing car is a process, nota vehicle, and that what matters is to produce the best possibleresult on Sunday afternoon. It has always been common fort e a m s- including Ferrari- to swap parts from car to car betweenraces for the sake of expediency.

Thus it was that the chassis and body of ‘1032’ werecompleted with parts from ‘1048’, which had been crashed byRonnie Peterson in practice in Argentina a few weeks earlier.This was effectively now a 512S upgraded to full ‘M’mechanical spec.

Above: Still Le Mans 1970, ‘1022’ flashes by the camera.

Top: ‘1022’ enjoys Japanese attention at Mount Fuji.Middle: The sweeping tail of ‘1022’ at Mount Fuji, completewith sponsorship from Japanese model maker Tamiya.Bottom: “Winning at Mount Fujii was the best day of our life”recalled Manfredini. “Every newspaper in Japan related our win.We were stars!”.

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‘1032’ was entered for the 1000kms of Monza with Briton Mike Parkes and Swede Joachim Bonnier at the wheel,driving under the Scuderia Flipinetti banner. The pair achieved an amazing result by qualifying fourth, ahead ofthe Gulf Porsche 917s driven by Siffert and Rodriguez, and ‘1032’ led the pack at the end of the first lap. Pa r k e s ’race ended though when ‘1032’ suffered mechanical problems and he was forced to retire.

Under the guidance of this talented British ex- Ferrari engineer and driver, who now ran Filipinetti’s Italianworkshop in Formigine, ‘1032’ was then modified along with sister chassis ‘1048’ at the Silinghardi ‘officina’ towhat is now known as ‘512F’ specification, featuring a 917 type narrower windscreen for greater speed at high

speed circuits such as Le Mans.Once again, sadly, industrial actionintervened and the team’s Le Mansentry for ‘1032’ (race no. 5) wascancelled when it became clear theFerrari factory could not guaranteeenough back up spares for therace, much to Georges Fi l i p i n e t t i ’ sd i s a p p o i n t m e n t .

That was the end of theprofessional racing career of‘1032’ due to the 3 litre enginelimit introduced for 1972. After thisthe car, still in 512F guise, enteredprivate ownership in the UK in1972, before travelling to the USA,Holland, Belgium and finallyentering the present Europeanownership in 1999. Over the pasteight years it has been lovinglyrestored by the owner’s own raceshop, this work including: chassisstripped and all mechanical

components rebuilt / overhauled; engine rebuilt with new crankshaft; new pistons, rings, valves, four newcamshafts, new distribution gears, chains etc; water pump casting remade in aluminium (more durable- originalsupplied). The fuel metering unit has also just been overhauled. The block is rare in not having signs of weldingwhilst the Le Mans 1970 scrutineering stamps are still visible. The engine has run just one hour since completionof this work.

Above: 512M and a works 312PB lead the pack at ‘1022’s final outing, the1971 Monza 1,000Km.

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The gearbox (no.14), documented as ex-Moretti/ Scuderia Filipinetti, has been fully rebuilt and a new set of driveshafts fitted (the original ones stamped ‘1022’ are available).

Car set-up has been carried out by Edi Wyss with input from driver David Franklin. This winter the original Ko n ishocks have been overhauled and calibrated; the springs replaced; plus new discs and pads.

On 28th June 2006 the car was certifiedby the Ferrari factory with Certificato diAu t e n t i c i t à no. 249 and the chassisnumber returned to its original ‘1022’which officially puts its history beyondany doubt. Since then it has been racedjust once in the Ferrari HistoricChallenge and is now run in and readyto race. This iconic Ferrari S p o r tPr o t o t i p o, driven by some of the greatestheroes of its era and with a lengthycurriculum vitae, needs only a newowner to continue its successfulcompetition career around the world.

Above: Certificate of Authenticity.