Background

For 1965, Ferrari developed a revised top flight prototype, the P2, to contest the International Trophy for GT Prototypes.

The International Trophy for GT Prototypes ran alongside the International Championship for GT Manufacturers as part of the 1965 World Sportscar Championship. It was open to purpose-built Sports cars and had no minimum production requirement whereas acceptance into the GT category was reliant upon 100 base cars having been completed.

Five examples of the P2 were assembled for the 1965 season. They were reserved exclusively for Scuderia Ferrari who would be going head-to-head with the fast-improving Ford and Chaparral marques.

In the P2’s engine bay was a choice of 3.3-litre ‘275’ or 4-litre ‘330’ dual overhead camshaft V12s that replaced the single overhead cam motors used previously.

To complement these complex twin cam power units, Ferrari also developed a simpler 4.4-litre ‘365’ unit suitable for use by its satellite teams. Two P2s equipped as such appeared at the Le Mans 24 Hours in mid June, one of which was a brand new car for Ferrari’s US distributor: Luigi Chinetti’s North American Racing Team. The other example had started life as a works P2 and was allocated to Colonel Ronnie Hoare of Maranello Concessionaires (the British Ferrari importer).

While Chinetti and Hoare had been happy to wait for their 365 P2s until Le Mans, Ferrari’s Swiss distributor, Georges Filipinetti, wanted a car for his team’s usual early season programme which included the annual Le Mans Test weekend and the Monza 1000km which both took place in April.

In order to satisfy his Swiss importer’s request, Enzo Ferrari arranged for an existing 330 P from 1964 to be prepared to Filipinetti’s requirements.

That car was chassis 0824 which had been used twice in 1964. On both occasions it had run in Lightweight Roadster trim with a cut-down windscreen, a simplified roll hoop and a handsome white and blue colour scheme.

On its first outing (the 1964 Bridgehampton 500km) Ludovico Scarfiotti had started from pole and looked set to finish third until his engine blew with five laps to go. Five days later, Scarfiotti finished second behind team-mate Pedro Rodriguez in the Canadian Grand Prix at Mosport.

Following its return to Italy, chassis 0824 was re-modelled according to Scuderia Filipinetti’s requirements. This involved installation of a modified body, the latest 4.4-litre single overhead camshaft engine and a general refresh.

The finished machine was dubbed the 365 P and remained a one-off.

Engine / Gearbox

At the heart of chassis 0824 was a Gioacchino Colombo-designed Tipo 214 60° V12 as used in the subsequent 365 P2 that appeared at Le Mans.

An all-alloy power unit mounted longitudinally in the chassis, The Tipo 214 motor featured dry-sump lubrication, a single overhead camshaft per bank, two valves per cylinder and single plug ignition with two coils.

Compared to the four-litre 330 engine of 1964, displacement was taken out from 3967cc to 4390cc. This 423cc gain was achieved by enlarging the cylinder bores from 77mm to 81mm and retaining the existing 71mm stroke.

In the interests of reliability and longevity compression was reduced from 9.8:1 to 9.0:1 – these were customer engines after all as opposed to the kind of works units that were typically overhauled after every event.

New camshafts were fitted while the bank of six Weber 38 DCN downdraught carburettors were carried over.

Peak output was a quoted 380bhp at 7200rpm which compared favourably to the 410bhp at 8000rom developed by the dual overhead camshaft motor fitted to the latest works 330 P2.

As usual, transmission was through a five-speed gearbox with twin-plate clutch and limited slip differential.

Bodywork

To comply with FIA regulations, chassis 0824’s Lightweight Roadster body was removed in favour of a shell that featured a full height windscreen and corresponding basket handle-style roll over hoop. The aggressive chin spoiler previously seen was also removed.

Given that six of the eight Ferrari P cars had been converted to Lightweight Roadster trim after the 1964 Le Mans, it seems highly likely that some of these leftover parts were used to remodel 0824.

Ferrari’s P cars of this era were characterised by their covered headlights, wide front intakes, shapely fenders and deep sills. Air was fed to the engine by a large shoulder-mounted intake on each rear fender while the basket handle roll hoop served as an airflow stabiliser as well as a safety feature.

As dictated by the regulations, a full quota of lights was installed along with a spare wheel (mounted over the gearbox).

Body panels were fashioned from the thinnest available aluminium.

Chassis

0824 was a tubular steel chassis with stressed aluminium sheets riveted in place for a semi-monocoque effect. Its wheelbase measured 2400mm.

Suspension was independent all round via double wishbones, coil springs, telescopic dampers and an anti-roll bar at either end.

Dunlop disc brakes were fitted to each corner with those at the rear mounted inboard.

Goodyear-shod 15-inch diameter Borrani wire wheels measured 6-inches wide up front and 7.25-inches at the back.

A 65-litre fuel tank was installed in each sill for an overall capacity of 130 litres.

Interior

P car cockpits were sparsely equipped but sufficiently comfortable for long-distance races.

A 10,000rpm tachometer was mounted directly behind the wood-rimmed steering wheel. Supplementary gauges for water, oil and fuel were located off to the sides.

The bucket seats were upholstered in bright blue fabric.

An open gate gearchange was located to the driver’s right-hand side.

Weight / Performance

At a reputed 850kg, the 365 P2 weighed 30kg more than a 330 P2.

Top speed was likely in the region of 190mph.

With the shortest possible gear ratios, a 0-62mph time of a little over four seconds would have been possible.

1965 Season

Chassis 0824 joined Scuderia Filipinetti’s Geneva-based team which for 1965 included a 250 LM, a 250 GTO, a Porsche 904 GTS, a Shelby Cobra and an Elva Mk7. It was painted the team’s trademark Swiss national colour scheme of red with a white centre stripe.

Expected to pedal the new car was Filipinetti’s number one line-up of Herbert Muller and Tommy Spychiger.

1965 Le Mans Test

Filipinetti took delivery in time for 0824 to run at the annual Le Mans Test which took place over the weekend of April 10th and 11th.

0824 was one of three Prototype class Ferraris in attendance at la Sarthe, the others having been a pair of works P2s (one with the 3.3-litre 275 engine and the other with a 4-litre 330 unit). These Scuderia Ferrari entries were used by the various factory drivers on hand to include John Surtees, Lorenzo Bandini, Nino Vaccarella, Mike Parkes, Jean Guichet and Giancarlo Baghetti. Meanwhile, Tommy Spychiger drove 0824 single-handedly for Filipinetti.

Despite having been up against a stellar entry, Spychiger posted second fastest time behind the works 330 P2 and went fractionally faster than a brace of highly fancied Ford GT40s. The works 275 P2 was fifth.

1965 Monza 1000km

As further preparation for Le Mans, chassis 0824 was entered for the over 2-litre Prototype class at the Monza 1000km World Sportscar Championship race on April 25th.

On this occasion, Spychiger shared the car with Herbert Muller. They qualified sixth fastest behind three works P2s, the 330 P of Maranello Concessionaires and a works Ford GT40.

Unfortunately, the race ended in disaster.

On the 33rd lap, Spychiger (who was driving the opening stint) suffered a brake failure on the flat out approach to Parabolica. A horrible accident saw 0824 somersault into the trees and catch fire. Poor Tommy Spychiger was decapitated.

Georges Filipinetti had the burned out remains of 0824 taken back to Switzerland and later sold them to French collector, Pierre Bardinon.

Text copyright: Supercar Nostalgia
Photo copyright: unattributed