Miguel Sánchez
For decades, Ferrari has not only been synonymous with spectacular serial sports cars. Far from it, and contrary to competitors on the streets like Lamborghini, the Italian house has always been present in F1. This way, no other brand has such a close relationship with the premier category of motorsports. Present in each and every one of her seasons despite the fact that, at times, she has threatened to leave her to migrate to the United States. Country where she flirted with joining the CART. Although, in truth, everything with the presentation of the single-seater 637 it was more of an operation to pressure the offices than a true competitive purpose.
Politics of the eighties aside, the truth is that F1 could not be understood without Ferrari. But neither to the World Cup of Brands, where those from Maranello accumulated dozens of victories during the fifties and sixties. Without a doubt, the golden age in his sporting career. When they were still capable of competing in Le Mans or Mille Miglia while being leaders in the recently released F1. This being the case, it is impossible not to wonder what happened for Ferrari to put aside the world of Sports Prototypes at the beginning of the XNUMXs. Just when, moreover, it was already under the financial umbrella of FIAT. Totally invested in protecting her new acquisition thanks to Gianni Agnelli's mix of financial savvy and automotive passion.
Likewise, it is obvious how Ferrari has not forgotten those times. What's more, in recent years they have taken great care of their memory. For starters, the second model in the Icona saga pays sincere homage to the center-rear V12 SPs that appeared in the late XNUMXs. We talk about Daytona SP3. Responsible for paying homage, both in its lines and in its own name, to the P3/P4, P4 and 412P that did the triplet in the mythical 24 Hours of Daytona held in 1967. In addition, just a few months ago the rumors about the highly anticipated return of Ferrari to Le Mans this 2023 were revealed.
Something you will do with the 499P. A hybrid where the 680 CV of the combustion engine will be combined with the 272 CV provided by the electric one mounted in the front area of the vehicle. A real “hyper car" designed from the ground up with the sole purpose of winning again at the Circuit de La Sarthe. Undoubtedly, a more than interesting wish after the disappointments raised by the appearance of an SUV in the manufacturer's range. The one that, in relation to the four-door models, only briefly flirted with the idea of a station wagon at the behest of the Pinin prototype. Conceived at the risk and expense of Pininfarina itself.
FERRARI AND FORD, HISTORY OF A DISENCOUNTER
This being the case, it is best to try to answer the question that we asked you before. Why did Ferrari get out of drag racing despite having such magnificent victories as the one played at Daytona 1967? Well, to begin with, it is best to focus our heads on what is always the biggest problem in the automotive industry. The money. And it is that, by the beginning of the sixties, Ferrari won many races. Yes. But they also had an economic planning defined by the same emotion as their performances on the circuits. In short, too much emotion in a field where it is better not to have it.
At this point, Ford was very interested in acquiring sporty Italian brands. Not surprisingly, this was not just a way to acquire new and interesting technologies. But also to invest in brand image, having the best of European motorsports in the group's offer. And yes, although it may disappoint more than one "fans” wrapped in the transalpine flag, Enzo Ferrari was very comfortable listening to the siren songs coming from the United States. In fact, the absorption of his company by the American giant was about to close.
However, the Americans pushed to gain control of the competition department as well. The Scuderia. Not so much directly as indirectly, controlling the amount of budget that it could take from the great business network led from Dearborn. Put in this position, Enzo Ferrari undid the negotiations outraged at the possibility of losing control over what mattered most to him: the races and the models necessary for them. Obviously, the decision did not sit well with American managers. Effectively humiliated at the last minute by a stubborn Italian who, ahead of business, placed his emphasis and passion on running against the clock and others.
THE FORD GT40 ARRIVES
Put in this position, those of Ford decided to return the affront with a car as superb in its design as it was puerile in its genesis. We are talking about the GT40. One of the best racing cars in history. Really outstanding. But, at the same time, the result of a tantrum badly carried out by a company with healthy accounts thanks to selling millions of utilities. I mean, suddenly Ford didn't just want to win. He wanted to humiliate Ferrari where it could hurt the most. The 24 Hours of Le Mans. Something undoubtedly curious because, in the sixties, the closest thing to a sports car in the range of the American manufacturer was the first generation of the Mustang. A sports car in its Monday morning attitude but by no means comparable to effective racing design.
However, based on money and great expertise -especially recognizable in the magnificent work of Ken Miles as a tireless tester- Ford managed to develop the GT40 in record time. With all that, in Italy there were voices that claimed not to fear that vehicle. However, since it received its European premiere during the 1.000 kilometers of the Nürburgring in 1964, it has not stopped improving constantly. What's more, although Le Mans resisted him in March 1966, he did a triplet at Daytona. Something really hopeful for the French race, since that American event was the first to be held under the 24-hour format.
And yes, indeed the hope came true. In 1966 the Ford GT40 finally won -with a historic triplet- the 24 Hours of Le Mans. Likewise, in all honesty it must be said that, although Ford did not become a brand with a competition department comparable to the Scuderia, he did know how to revalidate that until 1969. Neither more nor less than five consecutive victories at Le Mans before falling to the dominance of the Porsche 917. With full rights, those from Dearborn had earned a place of honor at the top of motorsports. Also, along the way there were enormously valuable people like Ken Miles himself. He sadly passed away in August 1966 while continuing to refine the GT40.
Now What was Ferrari's reaction? Obviously, in Italy the news was received with concern. That sounded like the end of an era, and indeed it was. However, looking ahead to the following season, the Maranello team wanted to show a response to match. An answer known as the Ferrari 330P4. Lighter than the Ford and, therefore, more effective both in cornering and in terms of refueling. Something truly important in any 24-hour race.
In addition, its aerodynamic design could not be more attractive. What's more, there are not exactly few Ferrari fans who consider this model the epitome of Ferrari Sport Prototypes. Some opinions even place it as the best "cavallino ” never created. And no, it is not a simple exaggeration. It has very powerful reasons in its favor. In fact, one of them is his first race in the World Cup of Manufacturers. The 24 Hours of Daytona in 1967. The perfect place, the ideal situation, for Ferrari to recover the pride lost to Ford with a victory at International Speedway. Furthermore, it was the first round of the season and Ford had belittled the Scuderia by saying that this race "I was won".
24 HOURS OF DAYTONA 1967, THE REVANCH ARRIVES
At this point, the morning of February 4th dawned with a brilliant Florida winter sun. On pole, a Ford GT40 with five more spread between fifth and twelfth position. Regarding the Ferraris, they were in third, fourth, sixth and eleventh positions. Likewise, jAlongside the two new P4s were a 330 P3/P4 -basically the 1966 model but with the engine for this new season- as well as a 412P -the version for private teams-. That is to say, Ferrari came with all the artillery, especially confident in their P4 tuned throughout the winter by Mauro Forghieri at the facilities of the Italian house. In this way, its four-liter V12 with 450 HP and double overhead camshafts were perfectly coupled to the new gearbox developed exclusively for this Sport Prototype.
Less powerful on the straights than the GT40 although, as we said before, lighter and more docile. In short, two different ways of conceiving the same bet for endurance races and, therefore, required different strategies on the track. In front of this, Enzo Ferrari put Franco Lini in charge of sports management for the 24 Hours of Daytona. In large part thanks to the fact that this training journalist was a true expert in the complex and interpretable regulations of the world championship. Because, of course, races are not only won with engines and drivers on the track. But also with the engineers at the design tables and even with the bureaucrats in the offices.
However, those 24 Hours of Daytona ran cleanly. As the hours passed Ferrari's strategy was fully successful. Despite being less powerful, the refinement of the P3/P4 and P4 -equipped with direct injection- proved fully effective. In addition, his leadership was joined by the team's 412P North American Racing Team.
So things, After 4.083 kilometers at an average speed of 170 per hour, the P4 of the official Ferrari team driven by the Bandini/Amon couple took victory in the test. Of course, accompanied in the last meters by the other official unit -the one piloted by Parkes and Scarfiotti- along with the aforementioned NART with Guichet and the Mexican Pedro Rodríguez de la Vega. All this by decision of Franco Lini. Thus responsible for generating one of the most iconic photographs in the entire history of motorsports.
After the previous year's defeat at Le Mans, Ferrari had achieved their revenge on American soil. Undoubtedly, the last great feat of those from Maranello in endurance racing. Will they be able to reach the same level now that they return with the 499P? We will have to be attentive although, in truth, we know that these feats of classical times have a truly unparalleled appeal. Even more so when, as in the case of the 24 Hours of Daytona in 1967, everything takes on a twilight tone before, hounded by Ford, Porsche and rule changes, Ferrari abandoned endurance racing a few years later.
Photographs: Ferrari
