Moretti's Ferrari (English Version)

MORETTI'S FERRARI

                                                                                By Alberto Maurício Caló  

50 years ago, two Italian gentlemen drivers came to São Paulo with the most powerful and fastest racing car that had ever appeared on Brazilian tracks.

Alberto Maurício Caló tells the incredible adventure of a small Italian team and their fabulous Ferrari in ....

MORETTI'S FERRARI

Our story begins with an event that shook the automotive world. After a Ford versus Ferrari in the 60's we had a Porsche versus Ferrari in the 70's. This time a “classic contest” between two European racing car manufacturers.

THE BATTLE OF THE TITANS - 1970/1971

A well-known story, but worth repeating. Since the 1950s, there has always been some controversy over what the “sports version of a touring car” was, a “sports car”, a “grand touring” or GT car and a “racing prototype”.

And how to mix them up in a race and group them by categories, with different criteria, such as cylinder capacity (displacement), engine aspiration form, number of passengers, number of vehicles produced, etc.?

In the mid-sixties, the prototypes of the top category, no longer had displacement limitations, although they had to observe prosaic regulations such as the ability to carry a suitcase of certain dimensions, a spare tire, a complete electrical system and a passenger seat, no matter how tight and uncomfortable.

Frightened by the performance of the gigantic Ford J and Chaparral-Chevrolet with their 7-liter engines that competed in the 1967 championship, the FIA announced that for 1968 the regulations would come into force that provided for prototypes engines limited to 3,000cc or 3 liters. (Group 6). To take advantage of already built cars and not have to stick with “thin” grids, the FIA regulated the Sport or “Sport” class (Group 5) with engines of up to 5 liters and at least 50 examples built for homologation. Then an amendment to the regulation was made, reducing the quantity for approval in the “sport class” to 25 copies. The initial idea was to house the Ford GT 40 (with more than 50 units already built) and with this addendum, also the Lola-Chevrolets.

What the FIA forgot was to say that these 5-liter engine blocks should be derived from series blocks, as in fact the Ford and Chevrolet were. This forgetfulness opened the gap to make true 5-liter prototypes with engines specially built for such purposes.

This spurred Porsche on with good financial support from its partnership with VW to build 25 examples of the Porsche 917, which was unveiled in May 1969, in what was followed by Ferrari later that year.

After a providential injection of capital by FIAT, Ferrari announces at the restaurant Gatto Verde at the foot of the Apennines, hovering over Maranello, its decision to produce 25 copies of a 5-liter prototype that would become the Ferrari 512 S.

The “battle of the titans”, or Ferrari vs Porsche, began with the best drivers in the world at the wheels. A brief (1970/1971) but unforgettable time in the history of sports car racing. A show we will probably never see again.

But paradoxically, this soon created an unprecedented problem for Ferrari and Porsche.

During the sixties and until then, these prototypes were made in very few units, used by the official teams and, in the following season, carefully distributed to the “client teams” that already had a good structure.

Also, because Porsche and Ferrari were jealous of their reputation and did not pass these cars on to amateurs who could have disastrous performances, tarnishing the prestige of the brands.

But now the situation was different. They would have at least 25 cars, very expensive, highly specialized prototypes that would soon have to be sold to third parties. Cars that in 1970 already had power figures close to 550 HP and even more than that in 1971.

Counting on the needs of the official teams, client teams, reserve cars, etc., there would still be a good number of cars to be sold, to “pay-back” part of the investments.

HOMOLOGATION

The factories' first difficulty was to present the 25 cars built for homologation. Initially the factories sent a “order list” to the FIA confirming a “production order”. But normally it was a “hypothetical list”.

John Starkey in his book “Lola T-70” recalled the homologation of the Lolas T-70 coupés by the FIA to the new 1968 championship rule.

Eric Broadley, Lola's boss, was comfortable as he had already produced a much larger quantity of T-70 spiders in the MKI and MK II versions but was surprised in early 1968 as the FIA wanted to see 25 Lolas T 70 MKIII "coupés" of which he had only made 11 examples since early 1967.

Starkey describes in his book” -...Lola called all its English customers to “return” their cars to the factory. He put them in line and then lined up all the chassis in the assembly line and then lined up some more “body kits” available.........and made the FIA stewards go through this “forged assembly line” very quickly, after a lot of conversation and a very good lunch...”.

Rico Steinemann, Director of Competitions at Porsche, recalled (quoted here by Kiko Barros in an excellent article in the Brazilian Porsche Clubnews of Sept/ Nov 2001).

“FIA inspectors were content with statements that the cars would be built and accepted, as evidence, customer order lists or the existence of parts and components…… long halls with mirrors in the back, forged documents, and endless factory tours where five cars were displayed in the morning, then five more at lunch, five more in the afternoon and so on, when in fact it was always the same five cars. ......... We had components and parts for the twenty-five cars required, but we had only assembled six and the FIA demanded that we had the twenty-five units ready...... we provided everybody in the factory a screwdriver to assemble the twenty-five Porsche 917s..........to the surprise of the FIA inspectors there were twenty-five Porsche 917s in a row..........all engines worked, the gears engaged and they moved back and forth...........but surely only three or four would successfully complete a lap around the block...........after the inspectors' visits all the cars were dismantled and later reassembled by "a little more skillful mechanics..."

In fact, the FIA had carried out an inspection on March 20^th of 1969 and found only three (or six depending on version) complete cars, others in various stages of construction and parts and chassis to assemble the others. With the homologation being refused, Porsche “ran” to assemble the 25 cars, as reported above, for the inspection on April, 21^st of 1969, although most of the cars were not exactly in “running order”.

In fact, over the years Porsche went too far and ended up building 59 cars including long-tail and coupé versions of the early series (1969), 36 chassis of the famous short-tailed 917 K (Kurzweck) including the rare examples with “magnesium chassis”, new versions with long tail body (70/71), experimental hybrid versions like the 917/20 (1971) and spider “Can-Am” versions (917/30) in addition to a number of chassis that never competed and became “donor” of parts.

Photo: Maranello- The 512 S lined up for inspection. Note that the rear hood is still in the original configuration without the various spoilers that would be added. Homologation would be in January 1970 before departure to Daytona. Further down a yellow 512, possibly the chassis 1002 of the Scuderia Montjuic from Spain. The other “factory” yellow 512 S would be the 1030 chassis of the Belgian team Ecurie Francorchamps (Jacques Swaters). In the homologation 17 cars were assembled and some more chassis and bodies for 8 further copies ....

Photo: Ristorante Gatto Verde -Maranello November 6^th of 1969: the 512 S and his parents from left to right engineers Walter Salvarani, Giacomo Caliri, Franco Rocchi, Giancarlo Bussi, Giovanni Marelli, Giuseppe Dondo and Mauro Forghieri.

Stuttgart, Germany, April, 21st of 1969: 25 Porsche 917s in the initial “ long tail” version awaiting FIA inspection.

With Ferrari, the FIA was a little more permissive. Homologation took place in January 1970 on the eve of the departure of five cars to Daytona/USA. Only seventeen cars out of twenty-five were ready. The others "in assembly". But knowing the huge fights that Ferrari could create and not wanting to be a “disappointment” to the American promoters (Daytona and Sebring ) the FIA approved the 512 anyway.

To give you an idea, the Porsche 917 was launched in March 1969 with a “list” price of 140,000 marks equivalent in period values (about 35 to 38 thousand US dollars) while a new 911 would cost between US$ 4.2 to US$ 5 thousand. That's not counting spare parts, etc. and everything else that would be the “package” for operating a racing car competitively.

John Woolfe the first “privateer” to buy the Porsche 917 would have paid the equivalent of 16,000 pounds sterling (at which time the pound was worth more than twice the dollar).

And it is precisely in this scenario that the “search” for these new customers begins.

Photo: Porsche Courtyard, Stuttgart, April, 21st of 1969: the famous FIA inspections: lots of talk...an aperitif ....visit to the factory….a good lunch...visit to the racing department... more talk... a cup of tea or coffee... and lots of cars most of which wouldn't be able to go around the block ... in dark suit and tie the young Porsche Competition Director Ferdinand Piech,  later to become famous President of Volkswagen Group and an automobile industries' tycoon.

FAST AS A FORMULA 1

Let it be understood. In the 50's, 60's and early 70's it was common for F1 or “grand  prix pilots” to actively participate in F-2 and prototype racing. Not only because the F-1 championship was made up of few races, but also so that these drivers could complete their gains as professionals.

So, in a normal context , the factory 917s and 512s and those of the “satellite” teams were actually driven by drivers who were, were, or would soon be F1 drivers. Talented and experienced drivers (example: at Porsche, Jo Siffert , Pedro Rodriguez, Brian Redman , Richard Atwood, Helmut Marko ) (example in Ferrari, Mario Andretti, Jacky Ickx , Chris Amon, John Surtees, Jo Bonnier, Mike Parkes ). Occasional participants in these Porsches, Ferraris, Lolas, Matra Simcas or Alfa Romeos were people like Ronnie Peterson, Denny Hulme, Jack Brabham, Henri Pescarolo, Jean Pierre Beltoise, Jackie Stewart, Reine Wissel, Tim Schenken , Carlos Reutemann , Emerson Fittipaldi , etc.

And so, they should be. But why?

Because the 917 and 512 had a power-to-weight ratio close to an F 1 and – believe me – in the 1970 season they even bested the F-1's time on certain faster tracks, taking advantage of their aerodynamic bodies. For example, in 1970, Jacky Ickx with a Ferrari 312 B set the fastest F1 lap of the Austrian GP in 1'40'4 ex-aequo with his teammate Clay Regazzoni. The same Ickx, in the same venue (Zeltweg also known as Osterreichring) now with a Ferrari 512 M he made the best lap of the 1.000Kms of Austria with 1`40`` 0.

These prototypes were so fast that they also entered the Can-Am races (then the fastest category in the world on a road circuit), against the McLarens, Chaparral and Lolas of 7 liters and were not so far behind, always qualifying well, although without be able to beat the almost 800hp McLaren Chevrolet.

Finally, 917s and 512s were among the fastest cars in the world and required top-notch drivers behind the wheel.

Photo: Monza was an extremely fast and untechnical track without the chicanes. In 1971 the best lap of the 1.000 km of Monza in 1971 was set by Pedro Rodriguez (Porsche 917) in 1'24. and the best lap of the F1 Italian GP was set by Henri Pescarolo (March Cosworth) in 1`23``8. In the same year (1971) and on the same track Emerson Fittipaldi with the famous Lotus-Turbine Car (Lotus 56-B Pratt & Whitney) qualified on the F1 grid in 18th position in 1`25`18 (photo).

But that became a problem. Now they had to sell some cars to less qualified teams with more or less amateur drivers.

It was a dangerous context and that became clear when Porsche sold the first 917 to a private team, the “John Woolfe Racing” owned by British entrepreneur and amateur driver John Woolfe .

Upon receiving his car, it was immediately entered in Le Mans 1969 even before the small English team had time to put it in their official colors (Royal blue with yellow stripes). The car was presented in official Porsche white with longitudinal blue and yellow stripes.

It is well known that these first 917s from 1969 were very unstable cars, difficult to drive, with long tail bodies. Short-tailed, more “civilized” cars would not appear until the 1970 season. As he took his first laps in practice, Woolfe 's co- driver Digby Martland , soon withdrew from the competition claiming that the 917 was "not a car for amateurs". Porsche hastily arranges for its experienced test driver, Herbert Linge , to qualify the car and team up with Woolfe in the race.

Woolfe was a 37-year-old British amateur driver and for the first time he was in a very competitive car starting in ninth place. According to the period newspapers` version, Woolfe had brought the whole family from England to see him in action in the most traditional race in Europe. Knowing that in long races the car could break down even before the second driving stint, Woolfe insists on participating in the start (still in the old style with drivers running to the cars on the other side of the track) and doing the first driving stint.

It is not known what actually happened, but the consequence of this type of start was common for several drivers to do this first driving stint with their seat belts unbuckled, or, worse, try to lace-up them with the car in gear.

Woolfe Racing 's tragically famous Porsche 917 illustrated at its worst what could happen to unstable, fast prototypes in less experienced hands.

The consequences would be tragic. Possibly excited to be amongst the leaders, (he was 12th at the time of the accident) and running close to the “factory” Porsches still on the first lap Woolfe skids at Maison Blanche, the car crashes and breaks in half causing his death and a massive fire that hit other competitors including Chris Amon's Ferrari 312P.

WIDOWMAKERS

Porsche, in addition to the defeat for the Ford GT 40 at Le Mans 1969, still faces criticism from the world press for having sold a prototype not yet properly developed to a private team, causing the death of its driver.

The car is called the “widowmaker”.

In this dramatic context, in late 1969, Porsche and Ferrari will have to look for buyers for their magnificent (and dangerous) 917s and 512s.

The problem of Porsches 917s and Ferraris 512s in the hands of small private teams would be the ones that everyone already imagines, for example:

- Lack of preparation of the teams to give adequate maintenance and adjustment to sophisticated cars;

- Lack of adequate stock of parts due to “tight budgets”;

- Lack of experienced drivers to set up the car;

- Inappropriate choice of “minor” events (such as events on winding tracks, events on street circuits, hill climbs).

All this collaborating so that these small private teams sometimes ended up giving more or less embarrassment and their private 917 and 512s ended up being “sitting ducks” to be beaten by low-displacement prototypes prepared and piloted by more professional and competent hands.

Happily, on the other hand, another part of the demand for cars would be the official teams and traditional customers.

In the case of Porsche, the 917 would be used by the factory team, in 1970 represented by Porsche Salzburg (owned by Louise Piech, born Louise Porsche, and mother of Ferdinand Piech, Porsche´s Competition Director, head of the 917 project) by the Gulf Porsche (John Wyer)  and Martini Racing (Count Gregorio Rossi di Montelera of Martini & Rossi).

In the case of Ferrari, Scuderia Ferrari would own some cars, the others would go to the American team NART North American Racing Team (Luigi Chinetti),

for the Swiss Scuderia Filipinetti (Georges Filipinetti) and the Belgian Ecurie Francorchamps / a.k.a. Ecurie Nationale de Belge – Jacques Swaters).

Moretti , Manfredini and the “Scuderia Picchio Rosso”

Gianpiero Moretti (1940-2012) would build a respected curriculum as a pilot and businessman.

A member of a traditional Milanese family of the pharmaceutical industry, he found his own ways and in the mid-60s he created the factory of small sports steering wheels, with leather-covered rims with his “Momo” brand, to which he would join the manufacture of his competition overalls under the brand name “Nomex”. Both brands (Momo and Nomex) would eventually become their pseudonyms on the tracks.

But the truth is that by the end of 1969 Moretti was an amateur, a gentleman driver with a limited curriculum.

Until 1967/68 Moretti had practically only participated in Italian national competitions, most of which were hill climbs and with low-capacity cars (Fiats, Fiat Abarths, Simca Abarths and then a 2-litre Porsche 911). Some participations in Mugello Circuit and Targa Florio without major results and with few continental European competitions of international level.

It was not until 1969 that, associated with his friend Corrado Manfredini (with a longer but equally limited curriculum) that they gathered at the Scuderia Picchio Rosso (of some tradition in Italian F2 and F3) they start to compete in races with a more up-to-date car, a Porsche 907.

The 1969 year would give the first more significant results to Moretti as a 4th place in the  “6hs of Vila Real” (Portugal) in a Porsche 907 paired with Manfredini and a 10th place overall and 1st class in the Targa Florio with a 2-liter Porsche 911, this time paired with Everardo Ostini.

Corrado Manfredini, also a gentleman driver, 9 years older than Moretti was a veteran of the now defunct “Mille Miglia”, with some international races including Brazil in 1957 (Interlagos-São Paulo and Quinta da Boa Vista Circuit-Rio de Janeiro). But his racing career was equally an amateur affair, with more active years and less active years, including because he ran the family business in the construction/real estate development  with his father Ercoliano Manfredini in the business that still exists today created in Rovigo and later transferred to Milan.

This is how, taking advantage of his good relations and friendship with the “Commendatore” Ferrari and his son Piero Lardi Ferrari, Moretti was invited, or invited himself to purchase a Ferrari 512 S for Scuderia Picchio Rosso. It is said that half of the car`s price was paid for with Momo steering wheels, which at that time replaced the beautiful Nardi wood rimmed wheels in Ferrari sports cars. Others say the entire car was paid for with a stock of steering wheels (who knows?). Others still claim that the car was bought in partnership with Manfredini, and Moretti paid his share with the steering wheels…

Finally, the value of a 512 at the time was 25 million Italian lire, that is, in any case, a small “fortune” (a period value of $39/40,000 US dollars when a luxury car would cost around $7,000 to $8,000).

And so, begins one of the most incredible stories of the adventures of a small team and an exceptional car.

Moretti himself recalled that he went to collect the car at the factory, took just three laps around the Ferrari`s test track to a “shakedown” and left for the 24 hours of Daytona to be held on January, 31^st of 1970 with Manfredini and only 2 mechanics without knowing anything else about the car and its behavior on the track.

That was chassis 1032.

24 HS of Daytona (USA) – January, 31^st of 1970

Drivers: Moretti / Manfredini - race car number: 30

Photo: Daytona, January of 1970. A brand-new Ferrari 512 S (chassis 1032) is prepared for the start of practice. Moretti had driven the car briefly in Modena. Manfredini was going to be introduced to him right there in Daytona.

Photo: Daytona 24 Hs, January, 31^st of 1970. Moretti and Manfredini on the same occasion were “introduced” to the American track where they had never set a foot before.

At Daytona, naturally, they started from the back of the field (33rd time with 2'19'') well away from the other 512 and 917. The 512 in pole position made 1'51''56. Even so, in the long race, after three hours of race they are in 11th place and after six hours of race they were in 9th place. After midnight they were involved in a minor accident with another Ferrari (NART´s 512 S of Gurney /Parsons). At approximately 3 AM, after 12 hours (or half) of the race, when they were up to 7th place, they abandoned due to suspension trouble. (Eventually attributed to the “touch” with the NART`s Ferrari).

RAC “ Easter Cup” – Truxton / England March, 30^th of 1970

Driver: Moretti - race car number:2

They return to Italy where the Ferrari is repaired at the factory and in March they decide to “take a ride” with the Picchio Rosso team in the truck that was taking the Brambilla brothers’(Vittorio and Ernesto) Formula-2 cars to a British race at Truxton for the inaugural round of the European Formula 2 Championship. 

Formula 2 was very prestigious and several of the F-1 aces were present. Picchio Rosso carried two older single-seaters, a Brabham BT 23 for Vittorio Brambilla and a Ferrari Dino 166 F-2 for his brother Ernesto “Tino” Brambilla .

The “supporting” event of F-2 was the season opener of the British National Championship of sports cars and prototypes, the “Royal Automobile Club Easter Cup” on March, 30^th of 1970. 

It was a short 25-lap race, also referred to by some as “Embassy Trophy”. The race brings together prototypes of different classes, with the works’ Chevron B 16 (1.8 liter) on pole position with Brian Redman at the wheel, followed by David Piper's Lola T70 and Moretti starting in 3rd with the Ferrari.

The favorite, Jo Siffert, started from sixth with the David Piper's Porsche 917.

Moretti, surprisingly, takes the lead and manages to lead briefly ahead of the Porsche 917 with Jo Siffert behind the wheel.  

But the euphoria is short-lived. Pressed by Siffert , and unused to the track, Moretti soon gets over-excited and leaves the track on the second lap, damaging the Ferrari's rear hood.

Photo: Moretti leads briefly with the Ferrari at Truxton Circuit (Hampshire, Southern England) - march, 30^th of 1970.

The following event is the subject of doubt. One version says that Moretti went to participate in an Italian championship race in Vallelunga, near Rome. In fact, on April 4^th and 5^th of 1970, an Italian championship stage was planned in Vallelunga (Coppa Automobile Club di Roma ) but there is no further information on whether Moretti actually participated in the event. The version that considers this hypothesis suggests that Moretti would also have suffered an accident in this race. The data collected indicate, however, that this event in Vallelunga was not open to groups 5 and 6 cars (sports and prototypes) but only to Group 4 cars (grand touring and modified touring cars).

Coppa Automobile Club di Verona – Monza / Italy – April 12^th of 1970

Driver: Manfredini - race car number: 2

The dominant and proven version claims that the next event was on April 12^th of 1970 at Monza with Manfredini at the wheel as amply confirmed by the entry list and press reports shortly after the race. This event would be the “1st Coppa Automobile Club di Verona” at the Monza racetrack, a national event for Group 4 and 5 cars. It was an Italian championship event; it is worth remembering that the race was on the same weekend as the 1.000 km of Brands Hatch that attracted the top teams contesting the world championship. For the Monza race, Manfredini was the clear favorite and already had the best time in practice, but according to witnesses, at the end of practice the Ferrari was on fire and Manfredini takes time to notice and stop the car. The fire, which was caused by leaking brake fluid, causes irreparable damage to chassis 1032.

The late Giacomo Moioli (“Noris”) seen here with the same Porsche 910 with which he would win the Coppa Automobile Club di Verona in Monza, was an esteemed veteran amateur racer, expert in hill climbs. Unfortunately, he would disappear a few years later in an accident with his Porsche 908/2.

This race would be won by Noris'  Porsche 910 (being “Noris” a pseudonym of Giacomo Moioli), a well-known expert in hill climbs whose main opponents in Monza were the Abarth 2000 prototypes of Carlo Benelli and Antonio Zadra.  Most of the field in this race being touring and grand touring cars mainly Alfas GTAs and Porsches 911s.

The 512 chassis 1032 returns to the factory where they try to rescue some mechanical components. It seems uncontroversial that remaining parts of the 1032 chassis were later used by Manfredini to assemble the 1050 chassis in which in 1971 he would appear in the world championship events at Monza, Spa-Francorchamps and Le Mans. The Manfredini/ Gagliardi duo was entered in 1971 under the banner of Scuderia Filipinetti. This chassis is nowadays known as “1032/1050”.

OUR CAR

Here comes a new chassis, the 1022.

Now begins the true story of the cars known by Brazilian fans as the “Moretti´s Ferrari”. The car that was shown in Brazil in 1.000 Miles race and  the Copa Brasil at Interlagos.

There is no doubt about this car that came to Brazil, but its origin was a little controversial as we will see below.

In other words, everyone seems certain that this chassis is the 1022, but its origin was uncertain till recently.

A VERSION

Used chassis or new chassis? The current version says that chassis 1022 was an original Scuderia Ferrari car that started its life competing in the 24 hs of Daytona January, 31^st of 1970 with  Vaccarella/Giunti at the wheel with the nº 26 and ended up crashing after a suspension failure in the race.

According to this version, chassis 1022, still at Scuderia Ferrari, was repaired and sent to the Le Mans test session in 11^thand 12^th of April 1970 using a long tail body and driven by Jacky Ickx. They took a very competitive 2nd time overall...

So, this car would be one of  the “leading” cars of Ferrari works team, driven by its main F1 driver in the tests with a long tail body that was specially prepared for the long straight of Le Mans (Hanaudières for the French or Mulsanne for the Britons).

What supports this version that the 1022 was already a used car, is the fact that the Scuderia was known for selling its own cars, even often selling used cars as “new” ones. Another fact that supports this version is that the car was delivered in Monza for Moretti and Manfredini to compete in the 1.000Kms of Monza just two weekends later than the unfortunate accident of chassis 1032, meaning that 1.022 was ready in running condition (leading to believe that it was actually an existing and used car).

Finally, some even detail that the engine had been stressed at Le Mans and blow up at the end of the official timing session at Monza where Ferrari promptly provided a new one for the race.

As an additional detail these reports note that the car was at Monza still with the longer gear ratios used for Le Mans.

But some years ago, the respected French magazine “Automobile Historique” (numbers 34 and 35, February and March of 2004 issues) made a full report on Ferrari`s 512 chassis that eventually leads to the belief that the 1022 was a brand-new chassis. 

Some say that Scuderia Ferrari driver, Arturo Merzario, was seen in Monza adjusting this car in the training sessions (chassis 1022), being certain that he was there with the main task of driving a work´s 512 S paired with Chris Amon.

That the Monza stewards turned a blind eye to the car with Merzario at the wheel being not its “official” driver is not surprising.

But the fact that the 1022 had a “shakedown” with a works driver seems to be (and is usually) a procedure for “delivering” a new car to amateur drivers.

But the car's time at the end of the official timing sessions also seems to disprove the version that Merzario would have "classified" the car.

Picchio Rosso's chassis 1.022 started with the 15th time on the grid. Timing compatible with the skills of Moretti and Manfredini, always considering that Monza was not a very technical circuit at that time.

Automobile historique’s VERSION

To disprove the version that chassis 1022 was a used car, the “Automobile Historique” report says that the car that eventually competed at Daytona with #26 was not chassis 1022, but  actually chassis 1028 and that after the accident at Daytona , it would be rebuilt by Ferrari and passed on to Luigi Chinetti`s NART.

Photo: 31^st January of 1970- Scuderia Ferrari's car number 26 in the 24 hours of Daytona.

STEVE MCQUEEN and “Le Mans” – the movie

Assuming – hypothetically- that the car that raced by the works team under number 26 with Vaccarella/Giunti was chassis 1028, and that chassis passed to the NART. its story also has two routes:

1. The car went directly to Luigi Chinetti 's NART (North American Racing Team) with the destination that we will see next OR;
2. Before going to the US, but already under Chinetti 's NART banner, chassis 1028 was lent to participate in the filming of "Le Mans" with Steve Mcqueen,

This in-between film career of 1028 doesn't seem to make sense.

It is well known that in the filming Ferrari did not lend any works cars. The current version is that Ferrari would have refused to give cars for a film where at the end Ferrari is defeated by Porsche.

Historians of the film remember that four “long tail” Ferraris 512 were deployed. Provided by the Scuderia Filipinetti (two), Ecurie Francorchamps (one) and NART (one), these cars had just raced the “real” Le Mans " in long tail version and for the film would have simply been "decorated" in the painting details of the Scuderia cars for the purposes of filming. Period photos show the actor with the four cars thus configured.

Photo: the great American star Steve Mcqueen tried to achieve maximum realism in his classic film “Le Mans”. Amateur driver who came from a 2nd place in the 12hs of Sebring 1970 with a Porsche 908/2 paired with an excellent Peter Revson, he leased several real Ferraris 512s and Porsches 917s for the filming and he drove them himself in some sequences. As an added luxury, the crash scenes were performed by real Lolas T-70s disguised as Porsches and Ferraris.

Mcqueen 's romantic partner was a charming Elga Andersen.

So most likely the NART car that participated in the filming would be a regular NART chassis (the 1014 chassis raced at Le Mans by Posey/Bucknun already in a long tail configuration).

So, if the film's participation is ruled out, we have that the car that appeared with Scuderia in Daytona chassis 1028 (and not the 1022), originally a coupe with a thin nose and white hood cover, after its accident in Daytona 1970, would have been restored in the 512 S “spider” configuration (a little more robust nose and short rear hood but modified for the final version of the 512 S short tail) going directly into the hands of Chinetti (without going through the “film set”) who would resell it to David Weir, who would enter it at Sebring in 1971 for himself and Chuck Parsons to drive.

Coincidence or not, in both in Daytona 1970 and Sebring 1971 the car is assigned the same race number, 26. It would later be reconfigured into the 512 M version for Le Mans 1971 (Weir/Craft).

For the book “Haynes Ferrari 512 S/M “Owner´s Workshop Manual” (Glen Smale, edition of 2016) the car sold to Weir was in fact NART´s chassis 1.006 with swapped identity. (1.006 sold to Weir with 1.028 tags and the “new”1.028 remaining with NART but crossing borders with 1.006 papers).

If the Daytona chassis was the 1028 (and not the 1022) and if the 1028 was for Luigi Chinetti 's NART (going through the film or not), it remains to be asked what chassis was used by the Scuderia in Le Mans practice?

In this other version, from a careful “cross-examination” of Automobile Historique’s report on all 512 chassis, the car that went to Le Mans testing in April 1970 with a "long tail" body would have been the chassis 1044 (neither 1022 nor 1028).

The 1044 would then be a new chassis whose first appearance would have been with Scuderia Ferrari in Le Mans practice with an experimental long tail. Then the car, always racing for the works Scuderia Ferrari, would appear in the 1.000Kms of Spa-Francorchamps with a short tail and reappearing at Le Mans as a works car with a long tail. This 1044 chassis would later follow a career in the team of Herbert Muller converted into the 512 M version. From Spa 1970-on, Haynes Book and Automobile Historique have the same history for 1.044.

THEN.......

So, we think that 1022 was in fact an “ex – Scuderia Ferrari” chassis with a brief life in the works team.

Regardless of birth, it seems certain that the 1022 chassis is the “Moretti’s Ferrari” raced in Brazil, and it also seems certain that the 1022 for some time traveled and crossed borders with the papers of the “defunct” 1032 chassis.

Nowadays the experts says that the original 1032 was left aside later to become the so-called 1032-1050 chassis. 

The book “Haynes Ferrari 512 S/M “Owner´s Workshop Manual” endorses the version that chassis 1022 was a Scuderia Ferrari or “works” chassis that was first seen at Daytona and then in the Le Mans test on 11^th and 12^th of April 1970.

Anyway, as we will see below, the career of the 1022 chassis afterwards is so rich in events that the discussion about the birth of the chassis practically loses its meaning.

What happens from this moment on is a far more interesting history than any previous life of the car, being it new or used. 

What comes is one of the most exotic racing careers of any racing Ferrari 512.

Let’s go to the next chapter... The 1,000 km of Monza was approaching, and Ferrari wanted “full power” of the works and private teams for the “home” race.

Monza 1.000 kms race - Monza / Italy – April 25^th of 1970

Drivers: Moretti/ Manfredini - race car number: 5

Moretti and Manfredini were already in a “new car”, just two weeks after the fire that damaged chassis 1032.

As we have already said, some say that Ferrari sent the then young talent Arturo Merzario to join forces with Moretti and Manfredini at the Scuderia Picchio Rosso and help then to classify the Ferrari...

However, it seems that, by the times obtained, Merzario did not “classify” the car in the official classifying session.

As we have already said, the result of the practice may not have been brilliant (15th on the grid with a time of 1'29”08.). Let's say it was a result compatible with a “private” 512 that would be reasonable for Moretti and Manfredini who were just behind a Ferrari from another private team (Filipinetti) in 14^th place with 1'28”61.

To give an idea of Merzario 's greatness it is enough to say that he was sharing a works 512 S with Chris Amon, and they took second place on the grid with a time of 1'25”78...

The version that says the 1022 was the car from Daytona and from the Le Mans test claims that the engine that was hard pressed in the Le Mans test, blew at the end of practice, but Ferrari soon provided another one for the race. This version also says that the car at Monza had the "long" gear ratios of Le Mans and that this would obviously have hurt performance as well.

Difficult, however, to imagine that being a new or used chassis, Ferrari did not already know exactly the proper gear ratios for Monza. As it was a very important race for Ferrari “at home”, it would be reasonable for it to have committed to sending the cars (either “works” or private) well prepared or, at least, with the correct gear ratios.

What is certain is that after many problems Moretti and Manfredini finished in an honest 9th overall and 6th in the class. Ferrari lost the race to the Porsches 917 after a series of  unfortunate failures and “mistakes” in the pits with the works' 512s.

Photo 1.000 kms of Monza 1970: Moretti/Manfredini 's Ferrari nº 5 precedes a Porsche 908/2 from Martini Racing and a Porsche 917K from the GESIPA team

TRAVELING AROUND THE WORLD

What follows is an incredible story of how a tiny team with little means will cross the world doing the most unusual races in their magnificent Ferrari.

Gran Premio Trofeo Primavera – Jarama Circuit / Spain May 3^rd of 1970

Driver: Manfredini - race car number: 72

Just a week later, on May 3^rd, of 1970, the small team went to Spain for the “ Gran Premio Trofeo Primavera or “Spring Trophy” on the well-known Jarama Circuit . The schedule foresaw a series of races. The main race would be for sports cars that involved cars of Group 6 (prototypes up to 3 liters), Group 5 (sports up to 5 liters) and Group 4 (grand touring and “modified” saloon cars).

The Spanish Championship saw the rivalry of Scuderia Nacional versus Scuderia Montjuic, both with their Porsches 908/2.

The two Spanish teams were ready to take more ambitious prospects and to perform at the international events in 1970.For this purpose, Scuderia Montjuic purchased a Ferrari 512 S and Scuderia Nacional in retaliation acquired its` Porsche 917.

The Scuderia Nacional received their 917 in February and attempted a Le Mans entry, which was refused, causing their 917 to be used primarily in the Spanish national championship making its only international appearance at the 1971 Buenos Aires 1.000 kms as we will comment later.

Photo: in this rare image of the “Trofeo Primavera” grid at the Jarama Circuit, in the foreground the Porsche 908/2 nº 75 of Príncipe Jorge Bragation and in the background on the left, barely visible, the nose of “our” Ferrari 512 S nº 72 with Manfredini at the wheel (April, 12^th of 1970).

Scuderia Montjuic, perhaps due to Ferrari's influence, had its entry accepted at Le Mans and received its "brand new" 512S which arrived in the factory truck for the Le Mans tests in April 1970, causing a sensation in its “yellow with green stripes” livery.

In the “Spring Trophy”, Scuderia Nacional presented its Porsche 917 for Alex Soler-Roig, but Scuderia Montjuic spared its Ferrari 512 as it was preparing the car for Le Mans. 

Most of the opposition to Montjuic 's 917 and Picchio Rosso's 512S would come from the Scuderia Nacional's own Porsche 908/2 (Prince Jorge Bragation of the Georgian royal family) and the Scuderia Montjuic´s 908/2s (one car for José Juncadella and another for Juan Fernandez) and also the private Porsche 908/2 of Juan Kuntz.

Manfredini, assigned to the race in Jarama, was fourth on the grid, behind Alex Soler Roig on pole position with his 917 and two Porsches 908/2 from local teams with Prince Jorge Bragation and Juan Fernandez.

But Manfredini withdrew from the competition and as expected, the victory went to Soler Roig (Porsche 917) with Bragation (Porsche 908/2) in second place.

Photo: The Spanish Championship was very lively (but not very safe). The winner of the Primavera Trofeo was Alex Soler Roig's Porsche 917 seen here on the street circuit of the Alcañiz GP of 1970. The city of Alcañiz is surrounded by the Guadalope River, which is why this dangerous urban circuit was known as the “Guadalope Circuit”. As in Jarama, Alex Soler Roig would also win this race in his 917, despite the efforts from his teammate Prince Jorge Bragation (Porsche 908/2).

ITALIAN ADVENTURE

In the absence of events on a proper racing track, the Picchio Rosso team -in an even more unusual way- sets off for a series of competitions on hill climbs.

It is certain that - until that time - the European Mountain Climbing Championship was very prestigious and the object of fierce competition between Porsche, Ferrari, BMW, Alfa Romeo, Abarth, not to mention the constant presence of F-2 or F-3 single-seaters, always with graduated drivers in the works teams, apart from the “specialist” pilots in this modality.

But, in good conscience, the Ferrari 512 S was completely unsuitable for a hill climb or short, narrow, and winding courses.

Even on the winding circuits of the World Championship such as Nurburgring and the Targa Florio, Porsche avoided competing with the 917, presenting the 908/3, that is, a chassis derived from Porsches “bergspiders” built for hill climbs. A single 917 went to a winding track, the Targa Florio in 1970 just for testing purposes. And did not compete.

Ferrari, for lack of a smaller prototype in 1970 still sent a 512 S for the 1970 Targa so as not to miss the event and disappoint the “tifosi”. Even so, because he could count on the services of the great Nino Vaccarella for the race (the talented Sicilian driver was the greatest specialist of the race). But even that didn't guarantee success, but at least there was an honorable 3rd place behind the winning Porsches 908/3.

But Moretti's roots as a hill climb racer spoke louder.

Hill climbs against the clock were extremely popular in Italy and still reminiscent of road races including the famous Mille Miglia (extinct at the time) and Targa Florio surviving until the beginning of the seventies as a race of the world championship and still the famous “Mugello Circuit” which had sections of the defunct Mille Miglia .

In the late sixties, timed hill climbs (the “corsa in salita” or “cronoscalata” in Italian language) were large regional events of a special color and involved hundreds of participants. From small Fiats 500, Autobianchis, Morris Mini, Fiat Abarths, Fiat Morettis, Fiat Dagradas etc. , passing through larger models, 4-door sedans (saloons) Fiat 128, Alfa Romeo Giulia Ti and Ti Super, Lancias, sports like coupés or “berlinettas” Alfas Giulias GT, GTV and GTA, Lancias Zagato , Fulvias , Simca Abarths , Porsches 356s and 911s to Grand Touring (GT) cars like Ferraris, Maseratis and finally the candidates for the overall victory which were usually prototypes Alfa Romeo (P33/2), Porsche (906, 907 and 910), Ferrari (Dino) and Abarth in the hands of expert drivers in mountain climbs and eventually, depending on the importance of the event, drivers and cars from factory teams of these brands. Eventually, Formula 2, 3 and “Libre” single seaters were invited to “spice up” the dispute with the works prototypes.

The level of preparation ranged from local amateurs who just put a number on the car door, to team trucks that unloaded prototypes specially built for this type of race.

In 68/69 the European Mountain Championship reached its peak with Ferrari, Porsche, Alfa Romeo, and Abarth fighting each other. The “Bergspider” Porsches became famous (berg = mountain or hill in German, that is, “spiders for hill climb competitions”) of aces like Rolf Stommelen and Gerhd Mitter against Ferraris “Dino” spiders and then the Ferrari 212 E Montagna Sport, all of them prototypes built especially for this type of event.

Saline - Volterra (Coppa Città di Volterra) Italy, May 17^th of 1970

Driver: Moretti - race car number: 392

The Volterra town cup (Coppa Città di Volterra) was conceived in the 1950s and reached its peak in the mid-1960s (1964-70). It was organized by the “Automobile Club di Pisa” as a prestigious national championship event (some amateur videos from that time on Youtube).

Proof of prestige is that Ferrari in 1969 sent Peter Schetty with the Ferrari 212 E- Montagna Sport (winner of the European mountain championship that year) to participate and win, even though it was not a valid race for the European championship.

Anyway the 212 was a small 2-liter prototype made for mountain climbs.

No one would take a 512 up an admittedly winding and technical mountain climb, but that's what Moretti did at Saline-Volterra held on May 17^th of 1970.

Moretti with the 512 S with a time of 5`05”8 ends up being beaten in the overall standings by the Austrian Johannes Ortner of the works Abarth team with an Abarth 2000cc prototype that made a time of 5'05”4, that is, a measly 4 tenths below Moretti.

In short, a typical wrong choice of event and route. It is said that although this climb with a total distance of about 10.4km was fast in the initial stage, it was terribly winding in its final stage and caused major problems in choosing a suitable gear ratio.

Ortner, who had already been the winner of Saline- Volterra in 1968, was on his top form and would reach his best phase in 70/71 being European Hill Climb Champion in the 2-litre class for prototypes in those two years.

And Abarth was so focused on this type of race that Karl Abarth (Carlo Abarth ) even gave his pilots the option of rear-engined “ fuoribordo ” or mid-engine (MC or “ motore centrale or mid-engine”) prototypes depending on the driver or climb characteristics to ensure the best results. Abarth was a fierce competition for its hill-climbing rivals whether they called themselves BMW, Porsche, or Ferrari.

Foreseen that the next edition (1971) the Saline- Volterra could become the official event of the European Hill Climb Championship, but the event ended up not being held.

Trieste- Opicina - Italy -May, 24^th of 1970

Driver: Moretti - race car number: 382

On the following weekend, May, 24^th of 1970, another mountain climb, Trieste- Opicina, on a route of just over 8 km with 250 cars entered, of which about 200 started.

Photo: Moretti's 512 waits in the long line of cars for the start of Trieste - Opicina.

The course was faster and more favorable (called by the Italian press at the time the “Monza of the hill climbs”), giving Moretti a chance to impose himself with a wide margin of 12.9 seconds over the Abarth 2000 prototypes of “Gi-Bi” (Giambattista Guarnieri) and Piero Bottalla. This dangerous course that advanced in urban sections of both cities ended up having its last edition in 1971, and Moretti's time in 1970, 3'12”55, ended up definitively as the “record” holder of the race.

Photo: The “record ” of Trieste-Opicina was definitively held by Moretti's 512 as 1970 saw the final edition of the famed Italian hill climb.

24 hours of Le Mans – France - June 13^th to 14^th of  1970 - 

Drivers: Moretti/Manfredini - race car number: 16 (Scuderia Filipinetti)

We arrive at the legendary Le Mans of 1970, with Porsche aiming for its first overall victory and Ferrari making a “reentrèe” in style after 5 years of its last triumph.

The world stopped to see the climax of the “Battle of the Titans”. Steve Mcqueen came to film his epic movie “Le Mans” and tell the story of this competition in a Hollywood version.

A crowd of fans were still excited by the sensational previous edition of the race. The 1969 Le Mans was decided just a yards minutes from the finish with a monumental dispute between the Gulf team's Ford GT 40 , against the works team's Porsche 908 LH, resulting in the victory of the "old" GT 40. In 1970, fans were thirsty for more emotions.

In the main event of the year in a highly competitive fashion, Porsche and Ferrari presented some cars in special “long tail” versions in addition to the normal (short-bodied) ones. Seven Porsches 917s lined up against eleven Ferraris 512s plus the official teams of Matra-Simca and Alfa Romeo with their very competitive 3-liter prototypes and almost all the regular F1 drivers of that year at the wheel of those magnificent cars.

Photo: Moretti/ Manfredini 's 512 S appears in Scuderia Filipinetti livery. It was the only short tail under the Filipinetti banner, whereas the usual Filipinetti chassis were in their specially tailored “long tail” bodies.

As small teams and/or with no tradition in the race were not easily accepted, “our” 512 appears entered by the Swiss Scuderia Filipinetti. Once again, some political influence from Ferrari must have been used in this arrangement. The two usual Filipinetti cars go in the long-tail configuration and the Picchio Rosso’s 512 in its regular short-tail body, but with Filipinetti stripe and lettering decoration.

Photo: The 512 of Moretti/Manfredini action on an early stage of the race with the regular nose. Later, other photos identify the car at a certain point in the race with the front without decoration indicating a possible change of the nose of the car at some point in the competition.

Moretti and Manfredini started in 16th place with 3'33 just behind the Porsche 917 K that would be the future winner with Atwood / Hermann (15th on the grid with 3'32”6) but well behind the “long tails” of Filipinetti , 8th and 9th on the grid.

Photo: Le Mans 1970. In the Ferrari x Porsche battle one of the German weapons was the 917 "long tail”. Here the famous Martini Racing`s car with “psychedelic” decoration that Larousse and Kauhsen took to 2nd place in the overall standings.

Le Mans 70, far from the emotions of 1969, was a more typical endurance race, with less disputes, lots of rain, without big duels.

Moretti and Manfredini barely passed the third hour of the race and retired due to transmission problems after an anonymous race.

Interseries 200 miles of Nuremberg – Norisring Circuit - Germany – June, 28^th of 1970 (200 Meilen Rennen von Nurnberg )

Driver: Moretti - race car number: 6

Two weeks after Le Mans our Ferrari is already in Germany for the 200 miles of Nuremberg on the short and fast street circuit known as the Norisring for the first stage of the Interseries Championship for sport and prototypes Groups 7 (Can-Am ) 6 (3 liters prototypes) and 5 (Sport up to 5 liters).

Photo: Norisring Circuit , Nuremberg-Germany 28/670: The Interseries allowed for larger-displacement prototypes based on the Can-Am regulation . In the above image the March 707 “ Can-Am ” of Helmut Kelleners powered by a Chevrolet engine of almost 8 liters.

The Interseries not only attracted European pilots with proper “Can-Am” prototypes (Marchs , Lolas and McLarens ) but also many Lolas T 70 coupés (Mk III A and MK III B) with larger displacement engines than those admitted in the  FIA world championship (eventually some with engines from 7 to 8 liters of displacement).

Interseries: At Norisring the 512 S has remnants of the Scuderia Filipinetti 's Le Mans decor (white stripes – blue fillets). The “paddock” was in the middle of the park in which the German circuit was inserted.

The main contenders of the World Championship were not present, but private teams with their can-an cars, world championship regular cars, and a series of slightly older prototypes, including several Porsches 908, 907, etc.

On the short circuit, the starting times are very close, and the pole gone to the Lola-Chevrolet T70 MKIII B of the Dutch VDS Team with Teddy Pilette (1'17). The favorites were the 917 K private Porsches of the GESIPA team with their usual driver Jurgen Neuhaus and the AAW team with Gis Van Lennep who would be the winners in that order despite the presence of larges engined Can-Am Marchs and McLarens...

Fifth on the grid with 1'18'10, Moretti finished the first heat in an honest 3rd place and abandoned the second heat due to a flat tire.

Interseries “Hockenheim Sudwestpokal ” – Hockenheim / Germany, July 5^th of 1970 (200 kms Rennen von Hockenheim)

Driver: Moretti - race car number: 29

A week later, Picchio Rosso was ready for the second round of the Interseries Championship on the (then) very fast Hockenheim circuit for the “Interseries Hockenheim Sudwestpokal” (also referred to as the 200 Kms of Hockenheim). Of the 22 entries, the pole sitter was the March 707 “Can-Am” of Helmut Kelleners in 2'06'20. Second on the grid was Jo Bonnier with his Lola Chevrolet MKIII-B fitted with a 7-liter engine on 2'07'5 and several of the good 917 K from private teams in the following positions mixed with Can-Am prototypes .

Photo: Interseries Championship  Hockenheim`s 200 Kms. The Ferrari still with the Filipinetti decoration stripes (Moretti behind the wheel )

The winner was Vic Elford with a McLaren-Chevrolet Can-Am, but second place went to the competent Gijs Van Lennep and his 917 K from the AAW team who had been 4th on the starting grid with 2'08'8.

Starting from a distant 11th place on the grid, the only Ferrari on the grid, Moretti's 512 S, ends up in an anonymous 8th place, one lap behind the winner.

San Giustino - Bocca Trabaria – Italy - July 26^th of /1970

Driver: Moretti race car number : ?

Another hill climb with less tradition was the San Giustino-Bocca Trabaria. But the elements were there, beautiful landscapes, narrow track, public on the edge of the asphalt and almost no security. This hill climb had its first edition in 1969 but was immediately attended by works teams and expert pilots, in addition to more than a hundred participants. The entry list of San Giustino - Bocca Trabaria of the previous year, 1969 - and the available video suggest that Moretti took part in the first edition under his pseudonym “Nomex” with a Porsche 910. The original venue of 1969 was about 15 kms reduced in the 1970 edition.

In 1970 Moretti would return to win the race with the 512 S, with merit, because this climb, although with fast stretches, had very winding passages in a course reduced to 11.9 Kms. 

Inevitably the biggest opposition must have been the Abarth 2000 prototypes. In the following year, 1971, the winner was Arturo Merzario in an Abarth 2000 with a time of 6'26”8. 

We assume the event´s date in 1970 from the date of the previous edition (July 27^th of 1969). Unfortunately, we were not able to get pictures of Moretti´s Ferrari in the 1970 event.

Fuji International Golden Race -Fuji/Japan September 6^th of 1970

Drivers: Moretti/ Manfredini - race car number: 2

In the mid-1970s, racing almost every weekend, Moretti's 512 S had a busier life than many saloon cars and a passport full of international stamps.

Undoubtedly the most picturesque event in the life of Moretti's Ferrari is an offbeat trip to Japan for the Fuji 200 Mile (Fuji International Golden Race ) on September 6^th of 1970.

In the mid-1960s, Japan, with the enormous American influence and presence after the war, decided to build an Indianapolis-style oval circuit at the foot of Mount Fuji.

After the construction of the first banked curve, it is said that the budget was tight and the rest followed a conventional circuit that is still one of the most beautiful in the world, inserted in the magnificent landscape at the foot of Mount Fuji.

This circuit had already received a “test” visit from Jim Clark as well as an F-Indy race in 1966 (videos available on Youtube).

In 1968 Fuji received a round of the CAN-AM championship (Canadian American Challenge Cup) which stimulates sports-prototype races and the involvement of local factories.

In those years, Japan had a very competitive sports-prototype championship in which the big contenders were the official teams of Toyota and Nissan. They raced group 7 prototypes, that is, in the CAN-AM regulations, without engine displacement limits

Always remembering that in the same period Honda, more cosmopolitan, was already in F-1.

In the local championship, the “works” teams were Toyota and Nissan that competed with open prototypes clearly inspired by the Can-Am cars.

In late 1969 Toyota had the Toyota 7 with a 5-liter V-8 and Nissan the R382 with a 6.2-liter V-12, both capable of around 600 hp.

The Japanese private teams appeared to chase the works teams with competitive cars like Lolas T-160 Can-Am, Lolas T 170 MKIII coupés, Porsches 908 and 910, McLaren Chevrolet Can-Am M6B, etc. 

To see how it was, watch a very interesting video on You Tube of the main event of the 1969 championship, the Japanese GP of that year (until then disputed in the sport-prototypes category). The stage is the Fuji circuit in an old configuration still counting on the long-inclined curve as there was in Monza and Montlhery among others.

You'll see David Piper´s team´s 917 Coupe starting from the second row with Jo Siffert at the wheel chasing the Japanese prototypes only to be fiercely pursued and dislodged from the lead by them. In the end, Siffert and Piper finished this race in 6th place, four laps behind the winning Nissan. It wasn't a bad result, counting a controversial penalty from the race stewards and also the fact that the Japanese prototypes were more powerful and lighter than the 917.

Returning to our story, so the intrepid Italian duo enters the Fuji 200 miles that were not a high-profile race in the Japanese calendar.

Photo: Moretti became a “star” in Japan.

The glorious 512 S, on the other side of the world, was decorated with its #2 and local sponsorship stickers from the well-known scale model maker Tamiya .

There as here, the Ferrari in its bright red, its golden wheels, and its peculiar “roar”, fascinated the Japanese press, public and opponents.

Photo: at the foot of Mount Fuji, the Japanese circuit was one of the most beautiful in the world.

We assume that “our” Ferrari encountered a much weaker field of competitors in the absence of the works Nissan and Toyota teams. Thus, Moretti and Manfredini won by a wide margin of two laps ahead of Moto Kitano`s Nissan R 380 Mk II and six laps over Hajime Watanabe`s Lotus 47 in third place.

Although Moto Kitano was a driver for the works Nissan team, in this race he would have raced an “old” (two years old or more) Nissan R 380 MK II that could already be a private team car. This model had a six-cylinder central engine, 2 liters of 220 HP. When new (1966/67) it competed more competitively in Japanese races, rivaling the Porsche 906s of Japanese private teams.

Photo: Glory Day: Fuji Circuit - September 6^th of 1970 - Ferrari's first victory in Japan.

Photo: Used to riding the 4-wheeled, 5-liter, 550HP Ferrari, Manfredini and Moretti – “full of grace”- have fun with two wheeled much smaller displacements after their victory in Japan

Manfredini later recalls: “That victory in Japan was the happiest day of our lives. All the Japanese newspapers had our victory on the front page. We were stars”.

This victory would later be highlighted in the Ferrari yearbook, as Ferrari's first victory in an international race in Japan. Moretti recalls, however, that when he was received, sometime later, by Enzo Ferrari in Italy, he did not give much importance to the victory, preferring to ask about tourist aspects and about the Japanese geishas......

DOVE CORRIAMO DOMENICA?

(Where do we race on Sunday?)

500kms from Imola – Italy- September; 13^th of 1970

Drivers: Moretti/ Manfredini - race car number: 5

The following weekend, the duo was back home for the 500km of Imola, a race outside the world championship, but quite prestigious with the Porsches of the Gulf team, Scuderia Ferrari and Autodelta (Alfa Romeo) works teams present, in addition to the traditional teams. with private 512s and 917s. Picchio Rosso entered Moretti and Manfredini and they placed “our” 512 in a discreet 6th place, 7 laps behind Gulf Porsche´s 917 winner with Brian Redman , a works Alfa T33/3 with Galli /De Adamich and three Porsches 908/2 (Ahrens/Marko and Larousse /Lins, both from Martini Racing, plus the private 908/2 of Lauda/ Kotulinsky).

Even so, our car was the first of the Ferraris, which is not to be despised on the circuit that was renamed “Dino Ferrari” that year.

Photo: Rare image of Moretti and Manfredini 's Ferrari at the Imola 500 km in September 1970.

Coppa del Chianti – Italy – September 20^th of 1970

Driver: Manfredini race car number: 484

Another typically wrong choice was the Coppa del Chianti (today renamed “Coppa del Chianti Classico”) a venue of just 8.2 km in which the Ferrari this time driven by Manfredini gets a modest 3rd place behind two hill climb specialists in their less powerful and much more agile prototypes.

Worrying scene of Manfredini´s Ferrari 512 S passing through a human corridor with spectators at the edge of the sidewalk to hear the superb roar of the V-12 up close. 

Franco Pilone (from the works Abarth team) with an Abarth 2,000 prototype (2 liters) wins with a time of 4'00”5, followed by Edoardo Lualdi Gabardi (another famous Italian hill climb driver) with the same Abarth 2.000 and with a time of 4'02”7, leaving Manfredini in a distant third in “our” 512 S and a time of 4'15”9.

Manfredini in action at the “Coppa del Chianti” 

Interseries -Hockenheim 300 Meilen - Hockenheim/Germany- October 11^th of 1970 (300 Meilen Rennen von Hockenheim)

Driver: Manfredini - race car number: 67

After a relatively long break for the “weekly schedule” of races, we will find “our” Ferrari at the “Hockenheim 300 Meilen” i.e., a 300-mile race valid for the “Interseries Challenge”, dubbed the “European Can-Am”.

After the 917 and 512 were outruled by FIA at the end of the 1971 season, many of them went on to Interseries careers. But as the regulation of the Interserie did not make great demands, many cars were transformed into spiders with “minimalist” bodies. 

However, in 1970, as they still had the chance to participate in both the Interseries and the FIA World Championship events, most 917s and 512s used their “normal” bodies (in conformation to FIA’s standard -Group 5).

In the old Hockenheim, with a very fast track, Manfredini, designated for the race, starts in seventh. With an approximate time of 2'09, against a pole of 2'03”6 by Helmut Kelleners with March 707 Can Am he would also face the fastest 917 with qualifying times around 2'04 to 2'06. 

So, he couldn't expect much other than a lot of fun driving a very powerful car on a very fast circuit. But with a long race of 81 laps, maybe there was a chance ... But Manfredini retires before the end.

Paris 1.000 kms – Linas-Montlhéry Circuit - France - October18^th of 1970

As usual, just a week later, “our” Ferrari was scheduled to appear in the 1,000 Kms of Paris at Montlhéry, another non-championship event, but normally very prestigious, due to the tradition of the circuit near Paris with its huge sloping curve still in use.

The expectation of the race was the French Matra-Simca team in front of its local public trying to impose its 3-liter V-12 prototypes against the 917 and 512 of private teams, which it really did with the victory of Cevert / Brabham.

Our 512 was officially entered, but did not show up, perhaps still undergoing repairs after the German race.

Photo: 1.000 km of Paris, 1970, Linas Montlhéry Circuit.  The legendary Jack Brabham, three-time F1 world champion, in his last racing season, teamed up with the young French idol François Cevert (pictured) - later tragically disappeared in an F-1 accident - and they achieved a celebrated victory “at home” with the superb Matra-Simca MS 660 prototype with a 3-liter V-12 engine, beating some private Porsches 917s and Ferraris 512s on the way.

A FERRARI IN BRAZIL

It's time to travel and cross the Atlantic escaping the European winter and our 512 S sets off on its famous tour of Brazil. Several European prototypes were going to seek tournaments abroad, the most famous being the seasons in South Africa, Australia, and New Zealand.

But the option of Moretti and Manfredini was to come to Brazil for the “Mil Milhas Brasileiras” (Brazilian thousand miles race held at the Interlagos Circuit).

Perhaps Manfredini was nostalgic about Brazil as he had already raced in Brazil in the late 50's?

Or a special invitation with paid expenses?  Eloy Gogliano, President of Centauro Motor Clube -organizer of the event- was looking for international presences to brighten up the event.

We don't know the details, but the truth is that Moretti and Manfredini came as the “special guest stars”.

“Mil Milhas Brasileiras” (Brazilian Thousand Miles), Interlagos Circuit São Paulo/Brazil – November 21^st and 22^nd of 1970

Drivers: Moretti/ Manfredini - race car number: 17

The “Mil Milhas Brasileiras” had its first edition in 1956 and have always been one of the most traditional and important Brazilian races at a time when Brazil did not usually appear in the “international racing calendars”.

Always held at the Interlagos racetrack in São Paulo. a magnificent circuit of about 8kms with a very fast outer ring that could be used individually or connected to an extremely technical twisty inner circuit with high, medium, and low speed curves, uphill and downhill, part of which still exists on the current F-1 Grand Prix Circuit. As an added attraction, from the stands at the highest part of the track the public had a good view of about 80% of the circuit.

The Interlagos racetrack was closed in 1968 for renovations in order to be able to receive international races of F-Ford, F-3, F-2 up to the first non-championship F-1 race in 1972.

The Thousand Miles regulation allowed competitors with cars of different characteristics and cylinder capacity, generating an incredible mix from small touring cars to the most exotic prototypes, passing through the "carreteras", a type of car very common in South American races after the war, that were normally chassis of Fords. and Chevrolets of the 1940´s with completely plucked bodies with updated American V-8 engines. 

Upon reopening, from 1970 onwards, the Interlagos circuit hosted international seasons. in the months of December and January made outside the European calendar. To attract international competitors, the thousand miles race of 1970 was extraordinarily held in the month of December, although their customary date was the anniversary of the City of São Paulo on January 25th. 

However, the traditional start at midnight was maintained and the prediction was that the race would end about thirteen hours later, that is, around 1:00 PM, or the afternoon of the next day.

A new generation of Brazilian drivers began to stand out on the international scene such as Emerson Fittipaldi, his brother Wilson Fittipaldi Jr., José Carlos Pace, Luiz Pereira Bueno , etc. and international championships were attracting even more interest.

In this context, the first edition of the “Mil Milhas Brasileiras” was promoted at the renovated Interlagos circuit.

For the 1970 edition, considered to be one of the most spectacular in history, international competitors were invited, among which the presence of Moretti and Manfredini 's Ferrari 512 S stood out, announced by the Brazilian press as "one of the fastest racing cars in the world", an official Autodelta presence with an Alfa Romeo P33/2 prototype entered for Facetti /Alberti, a private Fiat - Abarth 2.000- prototype with Pasotto/Cabella and local drivers with European prototypes like the Lola T-70 Chevrolet MkIII A of Casari /Balder and a Porsche 910 of Olivetti/Moraes.

National prototypes with national and foreign engines such as the Casari A1-Ford, the famous Bino-Corcel Prototype of the BINO team, the Fúria Alfa-Romeo, the Snob`s prototype Corvair and other good national and foreign saloon and GT cars, among which the well-proven Alfa Romeos GTA and GTAm, BMW 2002 Ti, VW Pumas and several national prototypes stood out in a total of 73 entries with 50 admitted to the start.

The press, knowing the long race well, did not put the foreign prototypes as favorites, predicting the possibility of failures and the “missing of reposition parts”, although it had given ample emphasis to the presence of the Ferrari.

“Our” Ferrari did not arrive in time to participate in the official training sessions but, by deference of the organization, they were invited to start in pole position (without time) flanked by Norman Casari 's Lola Chevrolet MKIII-A (Casari / Balder) with time of 3'08”4 followed by the Alfa P33 of Facetti /Alberti with 3'15”3, the prototype Bino-Corcel 1.4 of Luis Pereira Bueno and Lian Duarte with 3'20, the Porsche 910 of Olivetti/Moraes with 3'20 ”2, the Prototype Fúria FNM/Alfa Romeo of Jayme Silva/Ugo Galina with 3'22, and the Alfa GTAm of Abílio and Alcides Diniz with 3'22, the Alfa GTA of Piero Gancia and Tite Catapani with 3'28, the Alfa GTA of Emílio Zambello and Marivaldo Fernandes with 3'28'1, the Puma VW 1.9 of  Paulo Gomes/Sergio Lousada with 3'28”3, the Casari Ford A-1 of Bob Sharp and Milton Amaral with 3'30”8, the Alfa GTA of Leonardo Campana and Ubaldo Lolli with 3'31”2, and the Abarth 2.000 of Pasotto / Cabella with 3'32”3 which formed the group of favorites to win.

The Ferrari, also as a courtesy of the organization, did a little unofficial reconnaissance test session on the same day it arrived in São Paulo.

Photo: In the Mil Milhas Brasileiras the Ferrari had a second numeral near the rear wheel that was illuminated from the inside with a “fluorescent” effect.

Photo: “After the Storm” – Brazilian Thousand Miles race - Interlagos Circuit November of 1970. It was a race with a start at midnight. After the rain that punished the competitors at dawn, Moretti and Manfredini were finally able to "see" the track and took the lead of the race. But the mechanics of the beautiful Ferrari forced them into a lengthy pit stop that wiped out any chance of victory. 

Although some versions say that Ferrari led from the beginning in a continuous way, the reports in the magazines of the time clarify that this was not the case.

At night with rain, in the famous fog of Interlagos and 50 competing cars and practically without knowing the track, Moretti wisely decided to be extremely prudent and not run the risk of damaging or crashing his beautiful Ferrari.

The cars were lined up in a "fishbone" layout and the co-drivers crossed the track running to remove a sticker from the side of the car, releasing the start of the teammate who was waiting in the car, properly installed and strapped with his seat belt.

Moretti, although in pole position, starts last avoiding the confusion of this kind of “Le Mans” style start. Some attribute this start to an electrical problem and others claim that it was done out of prudence.

It seems clear that Ferrari has always remained among the first but alternating the lead with several cars driven more boldly by local drivers, who in different testimonies remember having passed or walked ahead of Ferrari at night under rain.

Luis Pereira Bueno, a deep connoisseur of the track with his prototype Bino Corcel, considered the favorite, was the first leader of the race, giving a good advantage in the first 10 laps, but he began to face mechanical problems and at around 4 am he retired. At the time of the 25th lap the leader was Facetti/Alberti's Alfa P33 with Paulo Gomes/Sergio Louzada's Puma VW in second and Piero Gancia's Alfa GTA in third.

Ferrari came in fifth, but according to the report, “it lost a lot of ground during the night because its drivers did not know the circuit well, braked in unnecessary places and had troubles with the windshield wipers ”. On the 65th lap Alcides Diniz took the lead with his Alfa GTAm , leaving Emílio Zambello 's Alfa GTA in second place. But as the day began to brighten, the Ferrari drivers began to lower its lap times, comfortably settling into the lead and opening the gap each lap.

That is, Moretti and Manfredini, taking advantage of the huge difference in Ferrari's performance, drove it very carefully during the night without losing contact with the leaders, but not necessarily leading and waited for the rain to stop and the first rays of light of dawn to then take the lead definitively and continuously open the gap until, at the time of lap 148 of the 201 predicted, Ferrari stopped due to a fault in the fuel injection system, staying more than one hour in the pits and abandoning any hope of placing.

Placar magazine, a respected sports publication at the time, echoed the words of Moretti and Manfredini : “We were sure we could win. From the beginning we were just waiting for dawn to dry the track and take the lead. So far, we've been lucky. Then the bad luck started.”

Out of deference to the public, Moretti, instead of giving up permanently, returns to the race and shortly before the end, on the 195th lap, sets the new track record on 2'58”5.

The race ends with the victory of the Alfa GTAM of the Diniz brothers (Alcides and Abílio) who, driving more aggressively at the beginning and without mechanical problems during the race, left the Porsche 910 of Olivetti/Morais in second and the Alfa Romeo P33/2 of Facetti/Alberti in third. Following were the Alfa GTA of Catapani /Gancia in fourth place, the Fúria FNM/Alfa Romeo of  Silva/Galina in fifth, the Puma VW of Gomes/Louzada in sixth and the Alfa GTA of Graziela Fernandes and Carlos Sgarbi in seventh place.

Emerson Fittipaldi, then a driver for the Lotus team in F-1 and recent winner of the US GP, was watching the race and, seeing the Ferrari time of 2'58”5, commented to the journalists very properly: “These Italians could turn in 2'35 or 2'40. If I drove my Lotus F-1 at Interlagos I could only turn 5 or 6 seconds better than that time”.

This shows that Emerson knew that the 512 was capable of run near the time of an F1 on a more technical circuit like Interlagos. Emerson also noticed that Moretti/Manfredini fell far of the car's potential, which was very important to assess his chances in the Copa Brasil in which he would compete with the Italians.

(For more information about the race, read our article “Mil Milhas Brasileiras 1970 – when the past met the future” on the Alfa Romeo Clube do Brasil website: https://www.alfaromeoclube.com.br/alfanews/mil-milhas-brasileiras---1970/)

COPA BRASIL (BRAZIL CUP) Interlagos Circuit São Paulo - Brazil

Four rounds on December 6^th, 13^th, and 20^th (stage actually held on 22^nd) and 27^th of 1970

Driver: Moretti - race car number: 17

The Copa Brasil, the next event of the 512 S, would be a sequence of four races at Interlagos aimed at attracting a more select group of European drivers and cars, preferably participating in the world championship. But its schedule competed with other events and many cars and teams from the world championship went to dispute the 9 hours of Kyalami in South Africa in the beginning of November and preferred to return to Europe to prepare

for the opening round of the world championship in Buenos Aires in early January 1971. Other drivers had commitments to seasons in Australia and New Zealand. This reduced the field of competitors for the “Brazilian season”.

It is always good to remember that traveling to continents in the southern hemisphere was seen by European manufacturers and teams as a good chance to sell their cars, both new models, but especially those with one, two or more seasons of use that were already less competitive in the northern hemisphere races.

Lola Cars saw the possibility and sent a new Lola-Ford T-210. Lola made cars for various categories and in the low cylinder prototypes it developed an especially agile model to fight the Chevron and Abarth prototypes in Europe. It is said that an agreement between Lola's owner Eric Broadley and his former F.5,000 driver and representative in Brazil Antônio Carlos Avallone, allowed the arrival of a brand-new T-210 (SL 210-15 chassis) with a Ford Cosworth 4 engine. cils,1.8 (1,790cc more exactly) and about 235/240 HP since it was driven by the rising star of the F-1 Emerson Fittipaldi and another T-70 MKIII B with a Chevrolet V-8 engine of about 430 hp, already sold to Avallone, but that would be driven by Wilson Fittipaldi Jr., then known in England for his good performance in the English F-3 and, like Emerson, a deep connoisseur of Interlagos and a great “idol” of the Brazilian fans.

Copa Brasil – Interlagos December 1970: Note that Moretti’s Ferrari no longer has the second side panel nº17 that was “fluorescent” in the Thousand Miles race.

This Lola Chevrolet T-70 MKIII-B is admittedly the last chassis (SL-153) to be produced from the T-70 “coupé”. Finished in December 1969 it had a short career in Interseries competitions in 1970 in the hands of Terry Crocker and was dispatched to Brazil to Antônio Carlos Avallone. After debuting in Brazil with Wilson Fittipaldi Jr., the T-70 would become Antônio Carlos Avallone 's own regular car in the following seasons in the Avallone-Valvoline Team’s colors.

The T-210 would be sold shortly after the Copa Brasil to the Brazilian race driver José Renato (“Tite”) Catapani who would successfully use it in the following seasons both in the colors of the Bino/ Motorádio team and later in the colors of the Hollywood team.

Other cars would be sold as we will report below, and several drivers would have expressed interest.

Sponsorships for the Fittipaldi brothers to participate with the Lolas soon appeared Varig (airlines), Bardahl (lubricants) Banco do Comércio e Indústria de SP, later called “ Comind ” (financial institution), Varga (brake systems).

The Copa Brasil was scheduled in four rounds on December 6^th, 13^th, and 20^th (stage actually held on 22^nd) and 27^th of 1970 always in 21 laps through the complete circuit of Interlagos.

Thus, “our” Ferrari could return to its “running every weekend” routine.

ROBERTO CARLOS AT 300 KMs/h

For the curious, real scenes from the Copa Brasil were included in the movie “Roberto Carlos at 300 kms/h”, showing the fascination of Brazilian youth with motor racing within the context of the time. Famous singer, Roberto was the greatest star of Brazilian music that time.

Photo: Chrysler Ibirapuera Veículos Dealership – São Paulo SP/1971. The famous singer's film was made after the Copa Brasil, but it incorporated real footage of the Copa Brasil mixed with footage shot especially for the movie, remaining one of the rare cinematographic records of the event. The Avallone Chrysler A11 car (which did not participate in the real Copa Brasil) was based on a Lola Can-Am chassis (T-160/T 163) and in the film it still had the bodywork in its original configuration (with covered rear wheels as required by the Can-Am rules). Roberto behind the wheel appears with his musical and cinematographic partner Erasmo Carlos.

In addition to Moretti's Ferrari and the Fittipaldi brothers' Lolas, the main competitors for the race would be the Spanish guests, Prince Jorge Bragation with his Porsche 908/2 (3 liters 350 hp) with his teammate Alex Soler Roig with a Porsche 907 (which should be with the traditional 2.2-liter 6 - cylinder and 260 to 270 hp) and from the Iberian Peninsula also the Portuguese driver Ernesto Neves with a Lotus 47 or “Lotus Europa” (1.6 liters-173 hp).

Bragation, born in Rome, but with Spanish nationality, was the aspirant to the throne of Georgia, a country annexed to Imperial Russia and later separated as a republic from the former Soviet Union. Later Bragation was recognized as the head of the imperial house and would die in the capital Tbilisi in 2008.

The most curious and almost inexplicable presence was the displacement from distant Japan of the Nissan team with a GT Z432R to be driven by Haruito Yanagida and Massami Kuwashima, the latter with a more expressive international career ahead. Nissan participated in the Japanese championship with high-displacement prototypes based on the Can-Am regulation, but curiously, instead of bringing a more competitive prototype, they brought a race-ready “grand touring” coupé (2-liter engine, 230 hp for a car weighing around 890 kg) and participated in only two stages (one driver in each stage).... Advance advertising? ....well…, it was only decades later that Nissan would install itself in Brazil.......

Some Brazilian drivers with European prototypes were not able to participate in all the stages, such as Antônio da Matta with an Alfa P-33/2 and Luis Carlos Moraes with a Porsche 910 who only participated in the first stage and Norman Casari (Lola-Chevrolet T-70 MK III A) that only participated in the last stage.

Of the national prototypes, the Fúria-Alfa Romeo of Jayme Silva stands out, but Eduardo Celidônio 's Snob's Corvair , Raul Natividade and Elvio Divani`s MC – Porsche, Anísio Campos' AC Porsche, Salvatore Amato's Amato-Ford plus several well-prepared VW Puma GTs with Luiz Felipe da Gama Cruz, Sergio Louzada, José Pedro Chateaubriand, Olavo Pires and Aldo Pugliesi who also participated (but not all of them were in every stage).

From Argentina came Jorge Del Rio and Jorge Ternengo with an “Avante-Tornado” prototype (6-cylinder Torino engine and about 320/340 hp).

Completing the list is the famous “Carretera Chevrolet - Corvette ” of Camilo Christófaro, the last and most famous of the old carreteras still racing.

Another curiosity of the Copa Brasil is that a contingent of good national or foreign prototypes simply did not participate. Also not participating were the strongest touring cars competing in Brazil (the Alfas GTA and GTAM of the Jolly -Gancia team , BMWs 2002 Ti, etc. ). The only Alfa GTA present was the 1600 of Graziela Fernandes.

Some for lack of time for adequate preparation after the Brazilian thousand miles race and others for thinking that they would not have any chance against the foreign prototypes in short tests.

Thus, the Copa Brasil grid was unusually filled with a contingent of local drivers and their saloon cars including VW beetles in different levels of preparation with drivers such as Silvio Montenegro, Ricardo Di Loreto, Jean Samuel, and four door touring sedans like Carlos Sgarbi`s Chevrolet Opala 3.800. 

Several “previous” entries were not confirmed, such as Oswaldo Barros (FNM 2,150), Expedito Marazzi ( Marazzi prototype ) and Cleide Vieira (VW 1.600 sedan), Alfredo Santilli (Carretera Chevrolet Corvette), Freddy O`Hara (Lorena GT), Salvador Cianciaruso ( Maserati ) etc.

WHO WILL WIN THE BRAZIL CUP?

The newspaper “Folha de São Paulo” on the date of the first race published a large report entitled “Who will win the Copa Brasil de Automobilismo?”.

They made a prediction of the results from interviews with the drivers themselves.

The report describes: “... Gianpiero considered himself the favorite, justifying that he could take a big advantage over the others, especially on the straights. He said that Emerson is a good driver, but that his car is inferior to the Ferrari that holds the track record...”

“Prince Jorge Bragation 's Porsche 908 was pointed out by Gianpiero himself as the biggest opponent of the Ferrari 512 S. The explanation: it is a car that adapts perfectly to the Interlagos circuit...”

Also interviewed, Alex Soler-Roig, pointed out the favoritism of Bragation 's 908/2 with the following words “When I saw the Interlagos circuit for the first time, I was amazed. It looks like it was tailor-made for the Porsche 908. I personally don't believe Ferrari can outdo this car.”

The interesting thing is that the prognosis of all the drivers always ended up indicating the Porsche 908/2 as the great opponent of Ferrari and that the German prototype was the one that most adapted to the Brazilian circuit.

Returning to Copa Brasil, a local bank at the time, Banco do Comércio e Indústria de SP (later COMIND) made several announcements urging fans to attend to cheer for Emerson Fittipaldi.

But Moretti's Ferrari doesn't even appear for the first stage on December 6^th and soon after , the newspaper “O Globo” publishes on December 9^th: “The machine, pointed out as the only opponent worthy of Prince Jorge Bragation 's Porsche 908, had its crankcase burst during the qualifying tests last Saturday, but later it was found that one of the connecting rods had also broken, which rendered the engine unusable. Yesterday Moretti sent a telegram to Italy asking for confirmation of the arrival date of a new engine which, if it arrives by Thursday, could be adjusted, and put into competition conditions for the weekend.”

In the first stage of December 6^th with Ferrari absent, the pole position goes to Bragation's 908/2, with Wilson Fitiipaldi's Lola T-70, Soler Roig's 907 and Toninho da Matta's Alfa P33/2 nest in the grid. Emerson Fittipaldi`s Lota Ford T 210 was unable to participate in the official training and, courtesy of the organization, started in the middle of the grid ahead of the touring cars, deference also given to Jorge del Rio's Avante Tornado prototype. Bragation starts in front, but Emerson doesn't take long to reach the second place and starts to press. On the fourth lap Emerson overtakes Bragation at the entrance of the “Ferradura” bend. Showing his great form and quick adaptation to the car and the car to the circuit, Emerson starts to open up the lead, but on the fifth lap Lola has gas pump failures and the Brazilian loses more than 7 minutes in the box. Already without any chance, Emerson shows that he can go a few seconds faster (2'54 9/10) lowering Moretti's Ferrari record in the Thousand Miles a few days earlier. It would be a good sign for Moretti to see that his life would not be easy.

Photo: Copa Brasil. The Lola Ford T 210 was masterfully presented by an Emerson Fittipaldi in great shape. Brought new, then it would be sold and would have a long life on the Brazilian tracks with Jose Renato “Tite” Catapani in the colors of Team Bino and then Team Hollywood.

With Emerson stopped and Wilson out of action, the first stage of the Copa Brasil ends with a logical result with Bragation in first in the Porsche 908/2, Soler Roig in second in the Porsche 907 and the Brazilian race driver Antônio (“Toninho”) da Matta (father of future F-1 driver Cristiano da Matta) in third with his Alfa P-33/2. Emerson came back in time to take fourth, ahead of fellow Brazilian driver Luis Carlos Moraes in the Porsche 910 seen at Thousand Miles race a few days earlier. Emerson was the great attraction and the great animator of the race.

The second stage promised more emotions, with Emerson on pole and Moretti in second, but the Ferrari broke a semi-axle in the early practice on Sunday. The episode was recalled in the Auto Esporte magazine of December 1970: “... The public was already impatiently waiting for the race to start... few knew that the delay was to encourage the participation of the Ferrari 512 S. On Sunday morning, while driving a few laps around the track, he had broken his left rear axle sleeve. Would you run with this welded part? When the audience saw the Ferrari coming down the pit ramp, pushed by the mechanics, who were nursing her, they applauded frantically, thinking about the sensational duel the Ferrari would provide alongside the Lolas and the Porsche 908. However, given the start, there she stood still. It was again pushed by the mechanics across the starting line and taken to the pits. For the public, another illusion shattered. Many even felt sorry for Moretti, who was once again pursued by bad luck. But behind the scenes at the racetrack, it was rumored that Ferrari lined up just to “pop” the thousand-dollar starting prize. And for that, it was enough for her to cross the starting line... " .  See the evidence in the photo below:

Copa Brasil-Interlagos-December13^th of 1970: start of the second round. The first two, Emerson Fittipaldi (Lola T 210) and Jorge Bragation (Porsche 908/2) “have already gone by”... but the yellow Lola T-70 of the future winner Wilson Fittipaldi still appears in the frame, followed by the white Porsche 907 of Soler Roig, the red Furia Alfa Romeo of Jaime Silva, and the white nosed Snob 's Corvair of Eduardo Celidônio . Isolated in the center comes, in sequence, the bright red Avante Tornado of Jorge Ternengo right behind the Fúria and, almost aligned, then on the right side are the red/white Lotus 47 of Ernesto Neves, flanked in the center by the red Amato Ford with Salvatore Amato and on the left by the pale yellow Carretera Chevrolet Corvette of Camilo Christófaro. See that the Carretera covers Silvio Montenegro's pale blue 4-door VW on the far left. Next, the grey silver VW Puma of Sergio Louzada and in the center of the track, the silver VW Puma of Luiz Felipe da Gama Cruz. A little behind, hidden, the white Alfa Romeo GTA of Graziela Fernandes which has on its right side the red Puma VW of Aldo Pugliesi which has on its left side (centered) the white Puma VW of José Pedro Chateaubriand and isolated further to the left the dark blue MC Porsche prototype of Raul Natividade Jr. Finally, the VW beetles of Ricardo di Loreto (white) and Jean Alain Samuel  (black with stripes) that cover up Moretti's Ferrari that "didn't go anywhere" (it's the red prototype left behind the last beetle).

In that second stage, Bragation took the lead with his Porsche 908/2, but by the time of the Laranja curve he had already been overtaken by Emerson. Wilsinho, on the other hand, taking advantage of the power of his Lola T-70, overtook Bragation on the pit straight and glued to Emerson at the end of the straight at the beginning of the second lap. In the sequence, pressed by Wilson, Emerson makes one of his very rare mistakes and delays the braking of the Ferradura (horseshoe) bend too much, almost escaping the track, which Wilson soon takes advantage of to pass him in the inside of the Ferradura. Emerson climbs into the rear of Wilson's most powerful Lola and tries a few movements without too much aggression. The public awaits the “coup” at any moment. Despite having shown himself to be able to go faster with the nimble Lola T 210, Emerson did not go into direct confrontation with his older brother and stayed in second and as the laps went by, he relieved the pressure a little.

Wilson opened just over 4 seconds in the middle of the race and the difference only diminished with four laps to go when Wilsinho lost time to overtake the Avante-Tornado of Jorge Ternengo on the way up to the “lake climb” of Interlagos and the difference drops again to 1.3 seconds at the flag. A family victory (both for Fittipaldi and Lolas) leaving Bragation (Porsche 908/2) and Soler Roig (Porsche 907) further away. In the absence of Moraes' Porsche 910 and Da Matta's Alfa P-33, Portuguese Ernesto Neves (Lotus Europa) is fifth, ahead of Argentine Jorge Ternengo with the Avante -Tornado prototype and Brazilian Jayme Silva (Fúria prototype). Wilsinho receives the trophy from the Governor of São Paulo, Laudo Natel, who went to honor the race.

Photo: Copa Brasil- Second stage-Interlagos-December, 13^th of /70: “fratricidal” duel between Wilson Fittipaldi`s Lola Chevrolet T-70 MKIII-B and Emerson Fittipaldi`s Lola Ford T-210 in the second stage of Copa Brasil at Interlagos. In fact, the brothers avoided a direct confrontation and Emerson followed Wilsinho closely to the end.

It was then clear from the times obtained so far that the Lola T-210 with Emerson at the wheel turned much faster than the Ferrari in Moretti's hands. In fact, Moretti was going to compete at most for second place with Wilson Fittipaldi's T-70, who could also beat him in practice times because he was a deep connoisseur of the track.

And that's exactly what happened in the third stage. The only factor that could create expectations about Moretti is that starting from the front row alongside the Fittipaldi brothers' Lolas, he took advantage of the Ferrari's power and the fact that the fast sections of the old Interlagos are right after the start (box straight, the old and very fast turns 1 and 2 and the famous Interlagos big straight), to pull away for an early lead.

Then Moretti took the lead at the start, giving emotion to the race only for Emerson and Wilson to “catch him up” in a few laps. Bragation and Soler-Roig, recently introduced to the Interlagos track, were not a threat and could only prevail in the absence or failure of the others (Fittipaldi brothers and Moretti).

Stage three finally sees Moretti clash with the Fittipaldi brothers' Lolas. Taking advantage of Ferrari's power and the fact that the fast sections of the old Interlagos are right after the start (box straights, fast turns 1 and 2 and the famous straight) Moretti effectively takes the lead but fails to consolidate the advantage. In a few laps he was already threatened by Emerson who took the lead on the seventh lap to never lose it again and on the way, he set a new record of 2’53” 373.

It is necessary to mention that in this third stage of the Copa Brasil Emerson took 7 laps to pass Moretti. Anyone who knows Emerson's characteristics and his descriptions of his own races knows that he was capable of waiting a few laps behind a slower car just to study the best spot to overtake it and do it exactly where the opponent had it. less chance of reaction.

Photo: Copa Brasil – third round. Interlagos, December-22^nd of 1970. In the foreground Emerson Fittipaldi's Lola Ford T-210 flanked by Wilson Fittipaldi's Lola T-70 MKIII B Chevrolet and Moretti's Ferrari 512 S in the background. The two Lolas would still have a long career in Brazil.

Wilson Fittipaldi with the Lola T-70 still goes on the attack but cannot dislodge Moretti from second place. Next come Bragation and Soler Roig with Brazilian Jayme Silva in sixth in his FNM/Alfa Romeo Fúria.

Photo: Copa Brasil – fourth round. Interlagos Circuit-December 1970. Emerson Fittipaldi's Lola Ford T-210 on pole, flanked by Moretti's Ferrari 512 S and Wilson Fittipaldi's Lola T-70 MKIII B Chevrolet. In the background, Casari 's Lola T-70 MKIII A Chevrolet is being pushed back to the third row. On the second row in their right starting places, Bragation`s  908/2 and the nose of Soler Roig`s Porsche 907 (see next photo).

Copa Brasil: fourth stage-Interlagos 12/27/70 in this image the first car to appear is Wilson Fittipaldi's Lola T-70. In the second row, the Porsche 908/2 of Jorge Bragation and the Porsche 907 of Alex Soler Roig. Casari 's Lola T-70 is already in its correct position alongside Jayme Silva's Fúria Alfa Romeo and Camilo Christófaro's Carretera Chevrolet Corvette. Immediately behind is the curious Nissan GT Z432R with Massami Kuwashima ,flanked by the Prototype Amato-Ford with Salvatore Amato. In the back row on the right, Silvio Montenegro's 4-door VW, Carlos Alberto Sgarbi 's Chevrolet Opala and José Pedro Chateaubriand's white Puma VW. In the next row, covered by Opala, the AC of Anísio Campos, and further to the left, the Puma VW of Sergio Louzada. Next on the left, isolated, the Avante Tornado of Jorge Del Rio and closing the grid, in the center, the MC Porsche prototype with Elvio Divani.

In the fourth stage of the Copa Brasil, in front of 30.000 spectators, Emerson took just 3 laps to catch Moretti. At this round Moretti ran with protective bandages on his hands that showed blisters and calluses as a result of violent gear changes in the Ferrari, which made Emerson's mission easier.

Emerson broke Interlagos' record in the race again, dropping the time to 2'53' 2 leaving Moretti in second and Bragation in third.

Some sources claim that in training sessions for the last race Emerson would have reached 2'50'5.

It goes without saying that in her long career in Brazil with Tite Catapani, that Lola Ford T-210 never repeated the times achieved by Emerson at Interlagos.

For the purpose of comparison, of how good those times were with the little Lola, in January 1971, a F-3 tournament was held in which the future GP-star José Carlos Pace (Lotus F-3) would set the best time with 3'01' 08. On that same occasion - from the F-3 tournament-, Emerson did some exhibition laps with an F-1 Lotus Ford 49-C. Probably a test to check Interlagos' aspirations to receive an F-1 race. Although it was an older single seater (already replaced by the Lotus 72 in GP events) without a set-up for Interlagos and without a “high-end” Cosworth engine, in a few laps Emerson came to 2'47'8

In the final Copa Brasil standings, Emerson was the champion, Bragation is the runner-up and Moretti achieved a fifth place. There would also be an extra stage of the Copa-Brasil in Tarumã (south of Brazil)  that Emerson would easily win (see photo below).

CONCLUSIONS

The Copa Brasil was a prelude to international events that would follow, but it was far from attracting first-rate competitors.

Moretti although defeated by Emerson, showed a certain evolution. His best lap in the Thousand Miles was at 2'58. Therefore, he had already dropped five seconds in training for the last stage of the Copa Brasil (at 2'53).

The enthusiasm for Emerson's performance overlooked the fact that in the third stage not only Moretti managed to hold first place for a third of the race (7 of the 21 laps) but also significantly managed to hold Wilsinho and keep second place. Wilsinho's Lola T 70 and Moretti's Ferrari were approximately the same weight and were not agile cars, although both were considered well-balanced cars for their size, according to the testimony of drivers at the time. Ferrari had about 100 to 120 HP more than the V-8 Chevrolet engined Lola and Moretti drove enough to take advantage of that power without being overtaken by Wilsinho who was a great connoisseur of Interlagos.

Emerson was aware that the opposition was weaker and commented to the author on one occasion (more or less in these words) “... my luck is that Moretti was in that Ferrari... if he was a Mário Andretti he would have left, and I would never have seen him again....”

The Copa Brasil was one of the most brilliant episodes of Emerson's career and with the exception of the second stage where the press and the public were left with the impression that he did not want to attack his brother in the lead, Emerson showed the qualities of the champion he would become. soon after snatching the F-1 world championship in 1972.

The truth is, however, that the opponents were not of great level. When Emerson then went to participate in the 1.000 KMs of Buenos Aires in early January of 1971, after an accident with the Alfa T33/3 that would be his car in the race, he was invited by Soler-Roig to take the wheel of the Scuderia Nacional's powerful Porsche 917. Faced with first-rate drivers and cars, Emerson had to resign himself to chasing 3-liter prototypes ( Matra and Alfa Romeo) and other private 512 and 917 present.

Bragation was a “more applied” amateur than Moretti at that time. He soon brought his Porsche 908/2 down to 2'57 and 2'56 and lowered his time more throughout the stages, although he complained that it didn't have the ideal gear ratios for Interlagos. Used to the Spanish championship with many “twisty” street circuits, Bragation, who had already passed through F-2, soon showed his aggressive style with controlled skids. In the second stage, although defeated, Bragation showed his category. After being overtaken by Emerson and Wilsinho, when the latter took command and Emerson resigned himself to following him, Bragation for many laps “kept them in striking distance” at 3 to 4 seconds away. Then he preferred to hold on to a quiet third position and for the rest of the championship he tried to maintain a conservative stance, awaiting breaks from Emerson, Wilson and Moretti, which assured him a “runner-up” position overall in the tournament standings.

Soler Roig, who would have brief stints in F1 with March and BRM, won local Spanish races in his 917 and then remained a competitive European Touring Championship driver, was just correct and discreet in his presentations. As planned, he came with the intention of demonstrating and selling his Porsche 907, which he did next, and the car would be seen many times in the Brazilian races in the hands of Brazilian driver Angi Munhoz.

Bragation also intended to sell his 908 but did not. Inspired by Bragation 's good performance, Brazilian “Team Z” would soon buy another similar model and would soon dominate the Brazilian prototype races. Subsequently, this 908/2 incorporated into the Hollywood team would become almost unbeatable in the hands of the impeccable Luiz Pereira Bueno. At the end of 1971, with his 908/2, Luisinho reached the excellent time of 2'50'8 at Interlagos. In the tests of the South American Tournament “SUDAM” for sport-prototypes, Luizinho would measure forces with the Berta Prototype with larger cylinder capacity of the legendary Argentine race driver Luis di Palma and in the victory or defeat to Di Palma, Argentine journalists making a pun on his name (good is “ bueno ” in Spanish) to praise him announced in the headline “Luiz, mas Bueno que Pereira” Anyway , Bragation , don’t would regret keeping the Porsche 908/2 with which it famously would win in 1971 the main Portuguese race, the famous 18th Circuit of Vila Real ( see photos below).

Photo: Vila Real Circuit/Portugal – July 4^th of 1971. Bragation with the same 908 seen in Brazil, chases Mario Araújo (“Nicha”) Cabral in the green Porsche 917 loaned from David Piper. Then Cabral would stop to check an alleged drop in oil pressure leaving the victory for the 908/2.

Photo: Vila Real 1971. The race was initially led by the Swiss René Herzog (Ferrari 512 M of the team of Herbert Muller chassis 1008 - the tragic car in which Pedro Rodriguez would lose his life weeks later). Here, Herzog precedes Mario Cabral's Porsche 917 (covered), a shaded Porsche 906 (Carlos Santos or Américo Nunes?), with the future winner, Prince Jorge Bragation 's white and yellow Porsche 908/2, in the background.

Photo: “extra” stage of the Copa Brasil in Tarumã (south of Brazil) on January 3^rd of 1971. The race had only nine participants and the winner Emerson Fittipaldi (in the photo) preceded the 908/2 of Jorge Bragation and the Porsche 907 that was Soler Roig’s, already in the hands of new owner Angi Munhoz. Emerson is “en route” to set Tarumã's new record lap on 1'07'4.

We don’t know why Moretti and Manfredini would not have taken the opportunity to do the 1.000 kms of Buenos Aires for the World Championship on January 10^th of 1971, but the records attest that our 512 returns immediately to Italy to receive the 512 M configuration. No car of those that raced in Brazil went to the Buenos Aires 1.000Kms and amongst the drivers only Emerson Fittipaldi was entered for the works Autodelta team (Alfa Romeo) and Alex Soler Roig entered with his Porsche 917 from the Escuderia Nacional, as mentioned above. As we speak Soler Roig participated in the Copa Brasil, but with a Porsche 907, which would not leave Brazil, being immediately sold to Brazilian driver Angi Munhoz. The curious thing is that the history of both crossed in this race, as Emerson had an accident with the Alfa in practice and was left without a car for the race. Soler Roig then gave him the seat to drive the Scuderia Nacional's “Spanish” 917 alongside local Argentine “hero” Carlos Reutemann.

Dial “M” for .... “modificato ”

At the end of 1970, not wishing to invest in the construction of new 512 chassis in addition to the original series, Ferrari prepared the 512 M version. Changes in the cylinder liners, now in light alloy, in the circulation of oil in the engine, in the compression ratio, help to increase power. In terms of aesthetics, the spare tire required by the FIA regulations goes backwards, and as a result the nose of the car is lowered.

Would the 512M have been a failure? Not exactly. Born in 1970, the M version was very competitive. It appears initially in the 500 Kms of Imola, on September 13^th of 1970 (where “our” Ferrari raced also) still dressed in S-series bodywork entered by Scuderia Ferrari (chassis 1010). After scoring the pole position, Merzario ended up retiring. 

512 M´s first appearance in the world championship events was in the 1.000kms of Austria (October 11^th of 1970) where the Scuderia delivers a chassis in the M version with the new bodywork to be driven by Ickx and Giunti.

With Ickx starting from second on the grid, the Ferrari takes the lead and dominates the race with authority over the Porsches 917s. Ickx has the luxury of beating the F1's time on the same track (as we said above). Success is not only consolidated by a banal alternator breakdown.

Then, that first version “512 M” of the Scuderia (always the chassis 1010) with Ickx / Giunti, snatched the 9hs of Kyalami, an extra-championship race, but quite competitive, beating the Porsches 917 present, among them the 917 K Martini's entry for Siffert/ Ahrens who took the second place, but a lap back.

Interestingly, this same chassis (1010) is the only appearance of the 512 M version by the Scuderia in 1971, in the first stage of the Challenge Interseries at Imola (May 2^nd of 1971) where Merzario wins with authority, with a specially prepared engine (640/650 hp) marking the first victory of the Scuderia Ferrari at the Imola Circuit then called “Circuito Dino Ferrari”.

But, aware of the upcoming regulation change for 1972, Ferrari, with the exception of the above event, drops the 512 for the 1971 season and focuses on the creation and development of the new Ferrari 312 PB (PB for “prototipo boxer”)

The private teams were left with two alternatives: develop the 512 M with their own resources or just follow the factory recipe taking care of a good track preparation.

A BLUE FERRARI

By an incredible work of fate, abandoned by the factory and with its development in the hands of private teams, perhaps the best understanding of the 512 M's potential came from a Ferrari dealership in Philadelphia-USA.

Kirk F. White purchased the Spider 512S (chassis 1040) originally acquired by Chris Cord and Steve Earle and used by the Hollywood Sports Car team in some CAN-AM races in 1970 with Jim Adams at the wheel and sent it directly to be prepared and operated by Roger Penske's SUNOCO-PENSKE team. The team also had its legendary pilot-engineer Mark Donohue and an excellent mechanics team led by engineer Don Cox.

Penske rebuilt the car and put it in the “M” configuration. The engines were reviewed by the famous Californian TRACO tuners (Jim Travers and Frank Coon) employed by Penske for any preparation of any type of engine being it a V-8 Chevrolet or a V-12 Ferrari.

The car was always presented impeccably in its blue body with Sun Oil Company or simply “SUNOCO” yellow stickers. Penske in high fashion uniformed crew members and mechanics in the same blue-and-yellow colors.

In 1971 the 512 M was pole position in Daytona , Sebring and Watkins Glen courtesy and competence of the Sunoco/Penske team, surpassing the works Ferrari 312 PB and the Gulf and Martini`s Porsches 917. On the Le Mans grid their times were only surpassed by the Long Tail 917s. In any case, neither Penske's 512 M nor any other team`s 512s managed to reach the top of the podium in the FIA World Championships races 1971. But they didn't do badly either. Penske's Ferrari led all the American races in which it participated.

The famous Ferrari 512M, chassis 1040, of the Sunoco/Penske team was driven by the legendary pilot-engineer Mark Donohue always well escorted by David Hobbs

If at Le Mans the Scuderia made a lift ticket, the private teams gave Porsche a run for its money. The Penske 512 M did Ferrari's honors, starting 4th on the grid and staying in 2nd place at the beginning of the race, until the engine broke. The Filipinetti 512 F started from a good 8th place and remained in the top 10 at the beginning of the race until the crash. The Scuderia Montjuic`s yellow 512 M with Juncadella/Vacarella took the lead briefly before its retirement and, finally, the NART`s 512 M with Posey/Adamowicz came in 3rd overall behind the winning Porsches 917.

THE CHARGE OF THE “OLD” 512 S 

For the 1971 season some 512 S were never converted to the "M" version. The NART 512 S, a “ spider ” not converted to “M” specification, famously led the Daytona 24 hours with Bucknum/Adamowicz and ended up in a respectable second place. Curiously, the car had a valve problem that caused the engine to release flames of fire through the exhaust with the fuel unburned in the combustion chambers, providing sensational images that delighted the photographers on duty. Even so, the Ferrari 512S went to the end of the race.

Photo (above and below): Daytona 24hs ( January, 31^st of 1971): North American Racing Team's 512 S, chassis 1006, with Ronnie Bucknun and Tony Adamowicz has a problem with valve springs shooting flames from the exhaust to the fascination of the public and photographers on duty. That wouldn't stop her from finishing in a creditable second place overall.

Likewise, “our” chassis 1022 chassis is never to become a 512 M in its period racing career . It remains as a 512 S,

It is returned to the factory for “conversion” to the M version, but due to strikes and delays, Manfredini ends up preferring to receive from Ferrari a chassis already converted to the M version (1050) reassembled with the remaining components from the “defunct” 1032. With this car Manfredini will reappear in 1971 races paired with Giancarlo Gagliardi (chassis known as the 1032/1050).

Maybe Manfredini was the only owner of  1.022 or maybe he had "bought" Moretti's half share on chassis 1022 before returning it to Ferrari for conversion

Moretti would appear in 1971 paired with Teodoro Zecolli in another 512 M (chassis 1008) of the team of Herbert Muller.

But what happened to “our” 512 S?

In fact, and against all expectations, the 512 S to stand out in 1971 was our 1022

THE SCUDERIA FILLIPINETTI

The Scuderia Filipinetti was created by the famous businessman Georges Filipinetti to be the Swiss flag on the tracks, had a very outstanding performance in the European automobile scene in the sixties. Under its colors (red and white Swiss national colors) they raced single-seaters, prototypes and sports cars in various categories. His most important victory was with a Porsche 906 (Mairesse/Muller) in the exciting 1966 Targa Florio, where the works Ferraris and Porsches were delayed or failed to finish.

Due to Filipinetti 's relations with Ferrari (Filipinetti, among other business, was a Ferrari dealer in Switzerland) the Scuderia Filipinetti became one of Ferrari 's main customers and “satellite team”. From their facilities at the “Chateau de Grandson” legendary figures such as engineer Franco Sbarro and later team principal Claude Sage maintained a high level of preparation of the team's cars.

The early seventies would find Filipinetti at its peak. Thus, Filipinetti was one of the main “operators” of the Ferrari 512 in 1970/1971 having under care chassis 1016, 1008 and 1048 and preparing and entering the 1032/1050 for Manfredini /Gagliardi.

Unfortunately, Filipinetti 's story had a tragic end, but while competing, it was an opponent of respect even for the factory teams. Like Penske, Filipinetti was the other team that chose to develop its improvements to the 512 M, taking advantage of the fact that it could use the famous pilot-engineer Mike Parkes, who for much of the 60s had played the same role at Scuderia Ferrari, developing and driving GTs, Prototypes and F-1 work's cars.

Parkes developed the version affectionately dubbed the 512 F (“F” for Filipinetti ) with a narrower, lower cockpit, a tapered Porsche 917-style windshield, larger side radiators, a Penske-style rear spoiler and all electrical equipment moved on the driver's left. This car would be Filipinetti 's “weapon” at Le Mans.

The chassis chosen for the first Filipinetti conversion was the 1048. The car appeared in Buenos Aires as a factory “M” version and had an accident in practice with Ronnie Peterson. Hastily repaired with the help of a local craftsman with skillful aluminum patches, it was ready for the race, where he is one of the protagonists of the unfortunate accident that killed Ignazio Giunti.

Giunti with 312 PB while trying to overtake the Filipinetti 512 M collides with the Matra-Simca pushed back into the pits by Jean Pierre Beltoise . (See our article “The Dangerous Summer” on the Alfa Romeo Clube do Brasil website).

Although entered at Daytona, this 1048 chassis -obviously under repair- does not show up and returns to Europe where it will be converted to the “F” version. 

Ready on the new “F” version, Mike Parkes soon takes it for a winning shakedown on an Italian championship minor race at Vallelunga (Rome) on June2^nd of 1971.

THE LAST HURRAH

1,000 km of Monza/Italy  April, 25^th of 1971

Drivers: Parkes / Bonnier race car number: 8

Before this “F” version of the Filipinetti was ready in chassis 1048, the Ferraris would have an important race at home, in which Filipinetti would have to perform. 

For the 1000Kms of Monza on April, 25^th of 1971, Filipinetti would take one of his own cars and enter the private chassis 1032/1050 for Manfredini /Gagliardi.

With the new 512 "F" still in preparation, Ferrari offers "our" chassis 1022 for Filipinetti still in the S version. 

Filipinetti would then have prepared the car for Monza using the mechanical components it already had available from the M version to put 1022 in “great shape”.

And so was done. Enrolled for Filipinetti 's top duo (Mike Parkes/Jo Bonnier ) “our” 512 surprises everyone, with a 4th place on the grid, surpassed only by Martini´s  Porsche 917 of Elford/Larousse) on pole, the works Ferrari 312 PB (Ickx /Regazzoni ) in 2nd and the works Autodelta Alfa Romeo T33 /3 with Stommelen / Hezemans in 3rd.

It is interesting to note that the 'old' 512 S 1022 outperformed all the 512 M present in the occasion, being one of the Scuderia Filipinetti (Manfredini /Gagliardi) the one from Escuderia Montjuic (Juncadella/Merzario) and two from Herbert Muller Racing (Muller/Herzog and Moretti/ Zeccoli ).

Note that in the 512 M above were the former owners of chassis 1022 (Moretti and Manfredini).

Photo: Monza April, 25^th of 1971 A few meters after the start, the Ferrari 512 S number 8 of the Scuderia Filipinetti with Mike Parkes at the wheel is already in second place and about to take the lead from the works Ferrari 312 PB number 15 with Jacky Ickx.

So “our” car is the first Ferrari 512 on the grid, leaving the 512 Ms behind and starting just ahead of the future winner, the Gulf Porsche 917 K of Rodriguez/Oliver. 

It is common knowledge that “our” 512 S had mechanical components from the 512 M, including the more powerful “M” engine. Could it be that Ferrari borrowed to Filipinetti one of its 640/650 HP V-12 “special engines” for this race?

But the surprise does not end there. Particularly inspired, the veteran English driver Mike Parkes makes the best start (videos available on the internet) without shyness pouring power from the V-12 Ferrari and leaving the opponents “on the dust” including an “embarrassed” works 312 PB.

The Italian fans go wild.

The racetrack was packed with spectators in the stands, up in the trees or hanging from advertising boards, sneaking around to see who passes leading the first lap of the race.

Photo: “The last hurrah ” – 1.000Kms of Monza, 1971. End of the first lap before the “Parabolica” curve, Mike Parkes appears with “our” Ferrari leading the pack ahead of Vic Elford`s Martini Racing´s Porsche 917, Pedro Rodriguez -future winner - and Jo Siffert in Gulf´s Porsches 917s, Jacky Ickx's works Ferrari 312 PB and the two works Autodelta´s T33/3 Alfas with Stommelen and De Adamich ... According to Italian journalists “la folla era in delirio ” (“the crowd was beaming”).

And our glorious red 512 S, (yes, the ex-Moretti 1022 ) with its intrepid “Englishman” at the wheel roars past in first place leading the Martini and Gulf Porsches 917s, the Scuderia ’s Ferrari 312 PB and the T33/3 Alfas of Autodelta .

Parkes sustains the fight and leads until the end of the first lap, then remains well placed in the leading group, but then the mechanical problems begin that force the withdrawal, officially attributed to the breakdown of the gas pump.

The most traveled Ferrari in the world, the one that had participated in the most picturesque races, ends its career leading a world race in front of its home crowd, in a Monza packed with “tifosi”.

Impossible to see a more beautiful end of career for a Ferrari.

Filipinetti ’s idea would be to put all the team’s cars in the “F” version for Le Mans, but several problems intervene and only the 512 chassis 1048 presents itself in “F” version for the race, scoring an honorable 8^th place on the starting grid, and remaining amongst the top ten in the first stages of the race, which it would later abandon. The other Filipinetti car was a “standard” 512 M (chassis 1032/1050) for Manfredini/ Gagliardi.

Chassis 1022 was also converted to the “F” version by Carrozzeria Silingardi in Modena and was hypothetically entered by Filipinetti for Le Mans with the number 5 for Jean. Pierre Jabouille and Ronnie Peterson to drive but it did not appear at Le Mans, ending its career.

The late Moretti, who died in 2012, still had many years of racing ahead of him and his connection with Ferrari and friendship with Piero Lardi Ferrari would lead to the construction of the last-to date Ferrari sport prototype (the 333SP). With its Moretti had the glory of being the first driver in the world to win the three main American endurance races in the same year (24 hours of Daytona, 12 hours of Sebring and 6 hours of Watkins Glen).

THE END

The magnificently restored 1022 chassis in the 512 F version survives - at the date of this article - in very good hands.

Photos above and below: nowadays the 1022 chassis is in the configuration and colors of the 512 “F” version, with its lower, tapered windshield and other special features of this exclusive Scuderia Filipinetti version.

"Moretti's Ferrari" was a fascinating story of two gentlemen drivers and a Ferrari who crossed the world and showed that the will to race and sportsmanship overcome any limitation.

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