Miguel Sánchez
In 1961 there was one of the most tense moments in the history of Ferrari. known as "Palace revolution in Maranello", This was the outcome for a series of tensions where the emotional weighed more than the rational.
Not surprisingly, personal alliances, comments from Enzo Ferrari's wife and even a subsequent attempt at revenge were mixed here. This way, key engineers for the Scuderia such as Carlo Chiti or Giotto Bizzarrini left Maranello in just a few hours.
A key fact to understand how Ferrari was thus able to open up to a new era. Commanded by Mauro Forghieri, who knew how to display an unexpected ability to convince the Commendatore about the need to adopt new designs. Nevertheless, that night also marked a milestone in the company. Putting an end to the internal competition between engineers. And it is that, from its beginnings, Ferrari had spurred the rivalry between technicians of the engine department in order to encourage different solutions.
Thus, during the first years of the Scuderia much of its development is understood through the differences established between Giocchino Colombo and Aurelio Lampredi. In the first place, Colombo was responsible for the first engine Ferrari. Neither more nor less than the mythical V12 of the 125S. Stretched from 1,5 to 4,9 liters over a multitude of versions and years, being the block chosen for the iconic 250 saga. In short, a basic piece to understand what, today, is continues to be understood as the canon of the brand.
However, in second place was all the work done by Aurelio Lampredi. Eternally recognized for designing his Bialbero for FIAT, this engineer was really active in Ferrari until the arrival of Vittorio Jano in 1955. Thus, Lampredi and Colombo competed at the behest of Enzo Ferrari in search of the best engines for F1, F2 and the World Championship of Makes. A story in which, in order to mark his own ground, Lampredi shifted from 12 to 4 cylinders, achieving simpler, more effective and lighter mechanics.
At this point, in 1951 that design made its debut using the F2 as a stage. Forged in aluminum and with a displacement of two liters, it was capable of delivering 165 CV. More than enough for the bare chassis of the single-seaters. In addition, in the World Championship of Makes the 500 Mondial reaped great successes. Taking victory in the 2-liter category in 1952 and 1953. In other words, as much as V12 engines became the highest mechanical definition for Ferrari, it would be impossible to understand the golden years of the Scuderia without the 4-cylinder designed by Lampredi.
FERRARI 500 TRC, ADAPTATION TO THE STANDARDS
Obviously, power alone doesn't do much. In this way, although the V12s -both those of Colombo and those of Lampredi- were really powerful, the 4-cylinder blocks served Ferrari faithfully on the most sinuous tracks. In fact, thanks to their low weight and ease of revving, they made the 500 Mondial and 750 Monza truly unbeatable when cornering.
With all this, although Lampredi left Ferrari in 1955, the engine department continued to work with his designs. What's more, Vittorio Jano - a true legend after his work at Alfa Romeo during the 20s and 30s as well as the sensational Lancia D50 - was commissioned to improve those four-cylinder mechanics. Because of that, In 1956 he made his entry into racing on 500 TR.
Derived directly from the old 500 Monza, this new model reached 180 hp at 7.000 revolutions per minute to push its bare 680 kilos up to 245 kilometers per hour. Definitely, a sensational machine to measure against the Maserati 200S in the two-liter class. All topped off with a bodywork signed by Scaglietti. Being especially lavish among the best private teams related to the house of Maranello.
However, the Ferrari 500 TR will always be remembered for being the first of the Testa Rossa. A nickname given by the color of their butts. Reinforced by Vittorio Jano together with the rest of the components that, in the Mondial and Monza, had presented certain reliability problems. Besides, the rear leaf spring suspension was replaced here by another with a rigid axle and coil springs. Of course, facing the 1957 season the 500 TR had to receive a series of changes. All this in order to adapt to the new approvals of the World Cup of Brands.
Because of this, Ferrari introduced the 500 TRC. Named like this for adapting to the so-called Section C of the regulation, where the assembly of doors or a symmetrical windshield with respect to the central axis of the car was required. Also, at the moment Scaglietti took the opportunity to introduce changes to the bodywork -designed by Pininfarina- in order to make it more aerodynamic and effective in relation to the center of gravity.
With all this, the 500 TRC became the last model from the house of Maranello powered by a 4-cylinder engine. However, he said goodbye signing the victory in his class during the 24 Hours of Le Mans 1957. Without a doubt, a sensational car. which, moreover, puts the accent on one of the most unexpected mechanics in the history of Ferrari. In short, every time you come across a FIAT equipped by the Bialbero de Lampredi, remember that there is a bit of this in it. cavallino .
Pictures of RM Sotheby's.
