The Maranello Concessionaires, Ex-Richard Attwood, Lucien Bianchi, Piers Courage, David Piper, Jo Siffert
1967 Ferrari 412P Berlinetta

Footnotes

THE CAR OFFERED

In an era so perfectly encapsulated by Sir Jackie Stewart as being 'when sex was safe and racing was dangerous', Ferrari and Fantuzzi, aided by the Maranello marque's genius inhouse stylist Edmondo Casoli - aka the 'father of the 250GTO' created one of the most sexy, most beautiful pieces of performance engineering of all time. The 330P3/P4 and 412P cars represented the absolute zenith in a meeting of minds between stunning aesthetics and purpose in design before aerodynamic structures saw car bodies conform to what became the angular 'wedge' era. It is no exaggeration to say that cars such as this remarkably voluptuous, curvilinear 412P offered today could be the most beautiful competition car of all time.

This individual Ferrari - chassis serial '0854' - harnesses every perfect ingredient you could wish for - known history, including top level period racing, a succession of internationally renowned car collecting luminaries upon its ownership roster, thorough authenticity of components and even its bodywork, and an exceptionally high-quality restoration placing it in both immaculate cosmetic order, and road usable condition.

It is a landmark car from the most hallowed era of racing of the most coveted brand name in motoring history.

0854

With Ford moving from an annoyance to a serious rival, and Porsche resurgent Enzo Ferrari hedged his bets for the sports car 1967 World Championship of Makes, by running a works team, but also supplying a pair of customer cars to his closest allies in his strongest markets in Europe, Jacques Swaters' Ecurie Francorchamps and Ronnie Hoare's Maranello Concessionaires. Those cars were normally aspirated, 24 valve versions of the 330 P4, which in preference to the designation of 4 liters by the single capacity of one cylinder '330', were sold under the more simple distinction of 412, standing for 4 liters, 12 cylinders. They gave up a modest 30hp to the works entered fuel-injected 330s and were otherwise indistinguishable aesthetically.

FERRARI PROTOTYPES OF THE 1960S

The introduction of a prototype class at Le Mans was a game changer, and when authorities refused to accept the 250LM in the GT class, it set Ferrari on trajectory that would produce some of the most successful and aesthetically beautiful cars that they had ever built.

The impressive giant killing results that John Cooper had achieved with mid-engined Formula 1 and 2 cars immediately influenced sports-racing car design and Ferrari were never far behind the curve. Debuting in 1963, the first 250P had a completely new space frame chassis which bore no resemblance to the front-engined racers which had dominated for so long. Nestled into the new multi-tubular chassis frame was the Maranello marque's trusty 3 liter V12 which had powered the Testa Rossa and GTO, aspirated through six Weber 38 DCN carburetors to deliver more than 310 brake horsepower. The revised now rear-engined layout required a new style of bodywork. With the driver now forced forward, the car was initially clothed in a relatively snub-nosed, open cockpit body with long engine cowl behind the cockpit terminating abruptly in a near vertical Kamm tail panel. This 250P model could not claim the beauty of its predecessors, but it was purposeful and modern.

A measure of this new recipe's potential was immediately delivered, when Ferrari won the 1963 Le Mans 24-Hour race, highlight of a brief but all conquering series of races for the Maranello marque. On both sides of the Atlantic Ferraris attacked their growing competition, Chinetti's North American Racing Team took 250Ps to Sebring and the Canadian Grand Prix garnering wins at both, while in Europe the works team added victory in the Nurburgring 1,000 Kilometres.

For 1964, facing Ford's growing threat with their new GT40, Ferrari bored out their V12 to 3.3 liters, the single capacity of a cylinder now being 275cc and 'presto' the 275P was born. In addition to these Testa Rossa-engined evolutions, Ferrari elected to create additional prototypes using their 4 liter, '330' power unit which was currently fitted to the SuperAmerica road cars, so creating the sports-prototype 330P. The 365P with 4.4-liter engine also emerged, for private owner/concessionaire use.

At this point, there was nothing that Ford could do to stop Ferrari achieving a clean sweep of the podium places at Le Mans, 1964, but trouble was brewing in the GT class, where the Cobra Daytona Coupe secured first place. In this regard there was nothing that Ferrari could do, their 250LM - effectively a closed version of the 250 and 275P cars had not been built in the required production volume of 100 units and it would be 1966 before it was actually homologated, even then despite only a mere 32 cars having been completed.

For 1965, Ferrari entered the arena with their second series of P cars, the 275P2 and 330P2, but at Le Mans the landscape was changing, their cars proved unreliable and only able to hold 7th place, fortunately for Enzo, Ford fared no better and remarkably the spoils were left to Masten Gregory and Jochen Rindt to bring their NART 250LM home for the win and save Ferrari face. It is said that Ferrari was not happy that his Works cars had been beaten by a privateer team and from that point there were marked differences in the cars he sold to others from those his Scuderia raced.

Through 1964 and 1965 the shape of the P cars was developed in house, and through the design team of Edmondo Casoli and (later) Giacomo Caliri the cars began to become more shapely and aerodynamic, the 365P2 Spider beginning a new look that stunned the world when it emerged in 1966. The new 330P3 rewrote the book on combining performance with aesthetics and it was the fleeting moment of 1966 and 67 before a different, more angular form took over. A mere six chassis would ever be clothed with what is undeniably one of the most beautiful cars ever built, their Fantuzzi Berlinetta, bodied at Piero Drogo's Carrozzeria Sports Cars shop in Modena.

1966 would of course be the year that Ford could finally achieve its goal of beating Ferrari. But if it had been a beauty contest they wouldn't have placed. The Works 330P3 was now equipped with fuel injection and developed some 420bhp at 8,000 rpm delivered through ZF 5 speed gearboxes. What they could not achieve at Le Mans, they compensated for back on Ford's American home turf at Daytona with a remarkable 1-2-3 defeat of the Detroit marque.

For 1967, the P3s were rebuilt entirely as new cars, named P3/4s to support the factory's spearhead effort with all new P4s which now had 3 valve per cylinder 4 liter engines with fuel-injection. As well as the works entered supplemental P3/4s, Ferrari sold two customer versions of the carbureted P3/4 under the designation 412P.

1968 saw the FIA change the rules for prototypes, engine capacity being slashed to just 3 liters, while so-called 'sports cars' - of which at least 25 had been built - could still run engines of up to 5 liters. As ever with a change of the rules, the cars that competed generally had to evolve dramatically to compete, closing the door on this chapter of voluptuous, curvaceously bodied truly classical rear-engined Ferrari sports-prototypes and presaging a new era of open-cockpit angular racing 'wedges' - known then and now just as "thinly disguised F1 cars".

MARANELLO CONCESSIONAIRES - BY DOUG NYE

The British have long held an affinity for Ferrari, but it seems impossible to imagine that in the early 1960s the huge potential of that market was untapped and direct sales were very modest. One man changed all of that, Colonel R.J. 'Ronnie' Hoare.

Through a fairly brief career of seven seasons of competition Colonel Ronnie Hoare's Maranello Concessionaires team proved itself to be one of the most effective of all private Ferrari racing organizations. Indeed, from 1961 to 1967 'The Colonel's Ferraris' in their gorgeous Italian racing red and Cambridge blue livery represented the best that any private owner could ever achieve. His victories included back to back wins at the famous and now retrospectively campaigned Goodwood Tourist Trophy in 1963 and '64, with Graham Hill at the wheel and ultimately led to his final racing chapter with the 412P on offer today. It all began in more humble way than one might imagine...

Colonel R.J. 'Ronnie' Hoare had always been a motoring enthusiast. He had been a little involved in racing both before and after the Second World War; driving supercharged MGs at Brooklands in the 1930s and later - while still serving as a regular Army officer - competing in Aston Martin cars at minor club-race and hill-climb level. After leaving the Army - in which he had commanded Royal Artillery units - he became the head of F. English Limited, the Ford main dealership in Bournemouth, on England's Dorset coast. In 1956 he formed the United Racing Stable team of Formula 2 cars in partnership with Bob Gibson-Jarvie, son of the Chairman of United Dominions Trust, the prominent finance house then helping pioneer hire-purchase throughout the motor trade.

'The Colonel' always struck a supremely elegant figure, beautifully dressed, the clipped military man still expecting his opinions to prevail, his orders to be heard, and obeyed. He was something of a snob - and Formula 2 was not an ideal area for such attitudes then to prevail. He would find world-class International endurance racing, with really exotic machinery deployed, far more to his taste.

On the brighter side, running the United Racing Stable team introduced The Colonel to the Emilian city of Modena, in Italy. As the home town of Ferrari and Maserati - and so many more Italian etceterini manufacturers - Modena was at that time motor racing's absolute Mecca. "We had been introduced..." The Colonel told me, "...to an Italian building a Formula 1 car to use a Maserati engine and I went to do a viability study for running the car the following season....

"I was shown around by that remarkable chap Hans Tanner who met me in Milan. And at that time one travelled to Modena by rail which was a very boring performance. We arrived in the evening and Tanner took me straight across to the Fontana Restaurant for dinner, and there we met 'Mimmo' Dei of Scuderia Centro Sud fame. He was running his racing drivers' school at the Modena Autodrome at that time and was in the Fontana with about fourteen students and his chief instructor, Piero Taruffi.

"We had a splendid evening, and about midnight - full of Lambrusco - Tanner and I set off across the city and eventually came to a garage adjoining a house, and in the garage stood a plain table with the car being built upon it! There it was, about 1 o'clock in the morning, and the project coordinator, Giorgio Neri, had all the best people from the various Modenese racing departments moonlighting away like mad on his new car..."

The project would eventually reach fruition as the TecMec Maserati, but without The Colonel's backing. "We finally decided not to pursue that project any further, but during my stay Hans Tanner took me around Ferrari and I was terribly impressed by all that I saw. The whole company's production was at that time concentrated in the one long workshop which today handles nothing but Formula 1, but what I saw left an indelible impression. I promised myself that I would own a Ferrari one day."

At that time there was no formal Ferrari concessionaire or importer for the British market. Some years previously Brooklands Motors of London's Bond Street had imported one car for sale to David Brown - of Aston Martin fame - while the rare competition cars brought in for Dudley Folland, Peter Whitehead, Vandervell Products Ltd, Reg Parnell and Bobby Baird had all been acquired direct from the factory.

However, when British driver Mike Hawthorn won his Drivers' World Championship title in 1958 he arranged with Mr Ferrari to display two Ferrari 250GT Pinin Farina fixed-head Coupes on a stand at the London Motor Show, taken by his TT Garage business which was based in his home town of Farnham, Surrey. One of these very expensive cars was finished in white, the other in heather-grey and the arrangement was for Mike to pay the factory for them at the end of the Earl's Court Motor Show - so the incentive to find homes for them both was enormous...

The white car he quickly sold to a gentleman named Fitzgerald from Ireland, but the heather-grey version stuck. Colonel Hoare: "I had known Leslie Hawthorn - Mike's father - from before the war and knew Mike as a kid. I had even helped Leslie change the wheels and fiddle around with his Riley Imp for the first race Michael ever drove and we had become good friends.

"Obviously I was interested in that 250GT sitting there at the Show, unsold, and so were several other mutual friends, like Sir Gawaine Baillie and Tommy Sopwith. We went back to the Show every day and there would be the car, still unsold, and Michael looking more and more forlorn as closing day approached.

"By the Saturday night, myself, Tommy and Gawaine were all haggling over it with Michael and he was getting desperate. We were talking around £6,000 I think, which was a lot of money at the time, and Michael then said 'Look, you'll never buy the car without trying it, and once you've tried it you'll just have to buy it." "We went down to Farnham next day and drove the car and instantly fell in love with it.
"Tommy won the battle and bought the car."

"At that time I had just sold a Mercedes-Benz 300SL Gullwing which I loved dearly, and had bought a 300SL Roadster from Tommy. I drove it for some time and frightened myself silly in it. It was nowhere near as safe as the Coupe and the Coupe in my estimation wasn't safe anyway. Very luckily, I had never hit anything but I rang Tommy and told him I wasn't at all happy with the car. "He was running an identical Roadster and said that his was fine. At that time we both ran Ford dealerships and on the first Monday of the following month we attended a Ford dealer meeting and drove each other's car afterwards to see how they compared. I found his every bit as bad as mine while he said mine was the same as his but it didn't worry him. I was convinced that if I did not get rid of that wretched Roadster I would kill myself in it one day, and I told him so, whereupon he replied 'Why don't you take my bloody Ferrari, it's never been on twelve cylinders since the day I bought it!'. I did 25,000 miles in that car and I absolutely adored it. It was never a moment's trouble once that problem had been solved, and of course having once had a Ferrari, nothing else will ever do...".

In 1959 he decided he would like a new model "but couldn't really afford it" and then "I suddenly had a brainwave. Poor Mike Hawthorn had been killed that January and nobody had done anything more about importing Ferraris, so I thought of approaching Ferrari to become their British concessionaire. TT Garage had been sold to John Adams, I was worried about the availability of Ferrari spares and during a discussion with him I asked if TT were interested in retaining the Ferrari franchise or if he would mind my approaching Ferrari on the subject. He gave me the go-ahead, provided TT Garage could remain Ferrari agents.

"I set out my proposal, explaining that I would run the concession from my Ford dealership in Poole Road, Bournemouth, would send mechanics over to be trained, carry spares, run a demonstrator, all that kind of thing, and I sent it direct to Mr Ferrari to whom Hans Tanner had introduced me in that first visit of 1957.

"Eventually I received an invitation to meet Ferrari's commercial manager, Girolamo Gardini, at the Brussels Motor Show in January 1960, and after some discussion he realised I was in earnest and said 'Come to Modena, you must see Mr Ferrari'.

"During the discussions which followed at Maranello, Mr Ferrari suddenly asked 'How many cars do you think you could take per year?' - after a quick double-take I really stuck my neck out and said 'Four', thinking to myself we could run two demonstrators, I could probably persuade Gawaine Baillie to buy the third and in 365 days of the year, I must be able to find a customer for the fourth. The Old Man said 'Well, that's marvellous because that's a thousand times better than we have ever done in the UK before, because we have only sold four cars there in ten years!'.

"I had got it. I promptly ordered a new 250GT Berlinetta and so Maranello Concessionaires began...".

With the agency agreed, he set about promoting the brand in the UK through pure old fashioned visual marketing, first taking a stand at the London Motor Show and secondly using the adage of 'win on Sunday, drive on Monday', got his Ferraris out there racing, winning and drawing attention.

One aspect that was distinctive in its day and remains so, was the guise that his race cars wore, the classic Rosso Corsa being divided with a stripe in Cambridge Blue which began broadly at the nose of his cars then tapered and stretched back over the center of them, with large racing roundels on them it provided a unique version of the British colors of red, white and blue scheme that immediately conjures another era of privateer racing and pure excitement not least as it was a scheme that graced a 250 LM and Competition 275 GTB among others and of course the 412P on offer today.

RACING CAREER

Ronnie Hoare's team took delivery of 0854 in the spring of 1967, and had it liveried in his preferred scheme of a light Cambridge Blue stripe and tail over the Rosso Corsa body, if it was possible to do anything to make these cars look better, this was certainly it! The readied car was trucked to Belgium's Spa Circuit for the first race in World Sports Car Championship on May 1st. For Spa, Hoare elected to use noted British racer, Richard Attwood paired with Lucien Bianchi. Bianchi's Italian origin and adopted Belgian nationality made him a particularly appropriate pilot for the Ferrari. Bianchi brought with him a wealth of sportscar experience, with highlights having included winning the Sebring 12 hours in 1961.

Dry during practice, the historic undulating public road circuit in the forests of the Ardennes hills was wet for much of the race, compounding teething troubles for the cars. After an inauspiciously delayed start from carburetor starving issues - due to the steeply sloping start line area - which set 0854 back some three minutes behind the pack, Attwood and Bianchi were able to endure changing conditions aided by new Firestone wet weather tires, charging through the pack to run as high as second overall, before falling back one place.

Although unable to catch the nimble works Porsche 910 in second place, Richard Attwood brought this privately entered Ferrari home ahead of the Works 330 P4, in third place. And with that the Maranello Concessionaires team secured a valuable 3 points for the marque in its campaign for the year's World Championship.

In the 44th Anniversary race at Le Mans, Attwood was again tasked by Colonel Hoare to drive 0854 paired this time with fellow British driver Piers Courage. Mr. Ferrari had provided an upgrade of their new transaxles for the privateer cars also, so 0854 was perfectly aligned with the Works cars in this regard.

With the ever-present aim to finish above all, qualifying was cautious for Maranello Concessionaires and it would be to 17th, just behind the Gulf Mirages that Attwood would run from the drop of the flag. Lapping consistently and reliably for at least the first 12 hours, and by then up to 8th place, as dawn broke on the morning of June 11th, 0854 was becoming increasingly thirsty for oil, it becoming apparent that there was an issue with the oil pump which brought the Concessionaires' participation to an end late in the 13th hour.

Closing out the season for the World Championship of Makes was the Brands Hatch 6-hours race, in which British privateer David Piper would make his acquaintance with 0854, beginning a partnership that would last for the following two or three years. Piper and Richard Attwood brought 0854 home in a respectable 7th place after some delays.

Most intriguingly, those World Championship points secured by 0854 at Spa then proved to have raised Ferrari's overall 34, ahead of Porsche's total of 32. Enzo Ferrari's wise privateer plan had worked, securing his company's last World Championship win until 1972, and then only that once again ever.

As the Championship season drew to a close, Hoare decided not to continue running his racing team into 1968, due largely to adverse regulation changes, and he elected to part with 0854. Long-term private owner/driver David Piper was the logical purchaser and he chose the car with relish paying the princely sum of £15,000 for her.

As he would later recall - "The car was very nice to drive, very reliable, very fast indeed and I really enjoyed some wonderful dices in it. Of all the cars I owned and raced, I still regard it as a real favourite..."

A final 1967 European outing for 0854 came in the Paris 1000kms of Montlhéry, where on the banked circuit Piper paired up with Swiss Formula 1 driver Jo Siffert. The car's new ownership change had dictated a color change, and with Piper's British Petroleum sponsorship 0854 was resprayed 'BP' green albeit retaining the number 9 it had worn at Brands Hatch. True to form another dry start faded into wet weather racing and 0854 came home 5th and 2nd in Class.

Over the course of the 1968 and 1969 sports cars racing seasons, David Piper energetically campaigned 0854. Fortuitously for us today, he thought that the prospect of repairing the complicated aluminum bodywork might keep him off the track for extended periods and consequently he elected to replace it with glassfiber molded body panels. Remarkably, despite their scale the original tail and doors would survive through its later ownerships, but more on that later. Outright wins were secured at the 1968 Nuremberg 200 Kilometers at the Norisring, at the Solituderennen at Hockenheim and at the Swedish Grand Prix.

As a professional racer, David Piper chased any earning opportunities to compete on the track and into the European winter of 1968-9 he simply shipped the Ferrari off to South Africa and continued to race there, in what was known as the international Springbok Series.

As with any car that was driven extensively and consistently to its absolute limits, the 412P gained a few battle scars. David Pipe had long-since run the car in open cockpit Spider-bodied barchetta form, which proved a literally cooler alternative when racing in South Africa. Co-driving it with Richard Attwood, Piper finished 3rd in the Cape Town 3-Hours and 2nd in the matching Pietermatizburg race before in the January 1969 East London 500kms a minor collision sparked an unfortunate fire. Period images show the car to have sustained considerable aesthetic damage, however, some measure of the man and the damage can be judged from the fact that within a matter of months, 0854 was rebuilt and Piper resumed racing it after campaigning his own Lola T70GT plus works-entered Porsche 917 and Ferrari 312Ps in Europe.

The car reappeared at the Norisring in June 1969 sporting bright red barchetta bodywork, now with a broadened tail section. On that occasion Piper finished 8th and 0854 also contested the Solituderennen at Hockenheim, which he had won the previous year. This would be the last occasion that Piper would race the car, wearing race number 1. After promising runs in practice, he failed to finish. Of course, David Piper is best known for his involvement in Steve McQueen's Le Mans movie project, filming for which began shortly after he parted company with 0854.

POST RACING OWNERSHIP

At the end of 1969, Piper sold 0854 to its first US owner, Chris Cord of Philadelphia. It was a natural fit, Cord was steeped in the passion we all share for cars and literally had it in his blood as he was the grandson of E.L. Cord of the eponymous Cord company and Duesenberg fame. He was also stepson of Ned Doheny, the west coast oil baron and financier of Ernie McAfee. Over the years, the 412P was one of many important Ferraris he owned, including a Sunoco 512S, 250 GT0 and 250 LM.

Naturally, Cord did something with 0854 that many of its later owners including the current vendor have chosen to do, he put the car on the road, apparently modifying its bodywork to a roadster style and smoking it around the roads of Pennsylvania for the next couple of years - no doubt raising some eyebrows in the process!

From Chris Cord 0854 passed through the hands of famed local dealer Kirk White to the Michigan collector Carl Bross, who owned her only briefly, as he passed in 1971, shortly after buying the car. A jewelry dealer by trade, today Bross is credited as having been one of the first to have the foresight to collect and trade historic Ferrari, Maserati and other cars, perhaps understanding intrinsic value as he did for jewels and the potential for earning from them. On his death all of Bross's cars were sold to Anthony Bamford, at that point returning the 412P to British ownership, in fact into the very same stable that the Maranello Concessionaires' 1964 250 GTO was already residing within, as it does to this day. Resting with Bamford for a dozen years, the car returned to the USA in 1983, passing through racer/dealer Harley Cluxton to Jarold Evans of San Francisco.

In the first market boom of the late 1980s, 0854 migrated even further afield to Japan, becoming the property of noted collector and serial entrepreneur Hajime Tanaka. Tanaka's wealth stemmed from the hugely lucrative golf industry in Japan, where golf course memberships could be so expensive that the locals preferred to play outside of the country! Ferrari 412P chassis 0854 made the perfect showpiece for his TI Circuit (literally Tanaka International) which he built at Okayama, which would later host the Formula 1 Pacific Grand Prix races of 1994-95.

The collapse of the Japanese economy saw many significant cars there trickle back to the West and brought 0854 back into enthusiastic British ownership in the hands of sometime Maranello Concessionaires customer Sir Paul Vestey. In his custody the car was routinely enjoyed and seen at a variety of events in the UK, not least runs up the hill at the Goodwood Festival of Speed in 1996 and at the Silverstone Historic Festival in 1997. To experience the car whenever he chose, he added cooling fans and took the car to the British equivalent of Motor Vehicle and had it registered for the road. While with him it was chosen to represent the anniversary of Ferrari in a feature in 'Motor Sport' Magazine, being piloted by Andrew Frankel, now of Intercooler.

American enthusiasm led recovery of the collector car market was lead in the USA and saw the 412P cross the Atlantic once more in 1997 heading to Seattle to live first with John McCaw and later with brother Bruce McCaw. In 2005, as the current owner's fascination with Ferrari, and the 1967 season in particular, was growing, he negotiated the purchase of 0854 - placing it in singularly appropriate custody in which it has been cherished ever since.

A fanatical purist and one with a perfectionist's eye for the details, the current owner elected to restore 0854 to its final racing guise within Maranello Concessionaires' ownership, as in the Brands Hatch 6-Hours race in July 1967. Through the extensive contacts and resources available to him, he presided over an exacting restoration, most importantly returning the majority of its original bodywork, including its numbered expansive tail section, doors and nose to the car. In doing so, the car is exactly as finally campaigned for Ronnie Hoare, for the most part wearing original bodywork upon its matching chassis, engine and gearbox. In this respect it is believed to be unique among surviving 'P' cars.

On completion in 2015, the 412P was shown here at The Quail in 2015 and more recently at the Pebble Beach Concours d'Elegance also in 2019, where it received the 'ArtCenter College of Design Award'.

A TECHNICAL APPRECIATION

To gaze at the 412P today is an exercise in archeology as much as an appreciation of its beauty, its restoration is stunning and yet has left visible signs of its pedigree. The holes drilled to allow additional leather straps to secure its tail are still present, the aluminum of the driver's door is patched over where the illuminating light would have been at Le Mans, and a small area of the original paintwork is still visible teleporting one back to Brands Hatch '67.

And yet for all its beauty and authenticity, this is no show queen, it is road registered, passes inspection and has plates on it. If you happened to be at Lime Rock Park one day, or the Greenwich Concours and you saw 0854 it would without a doubt have been driven there and home again. To assist with such journeys, within the restoration a fan was added to the original vent into the cockpit providing some vital cooling when in use.

THE OPPORTUNITY

It is often said that we are only custodians of these cars and with many new projects including successive campaigns seeking modern-day success at Le Mans, and also manufacturing cars, 0854 is being used less frequently leading to the owner's decision to part with her. This resolution provides the most incredible moment of focus for collectors, the very real chance to own one of the best examples of an absolutely mythical period for Ferrari.

In this incredible year which saw Ferrari sports car racing reborn with the magnificent 100th Anniversary Le Mans win, here is a reminder of that previous chapter of dominance. The 1967 season's Ferrari fleet of 330 P4, and 330 P3/4 or 412P cars have long been regarded as the Maranello marque's crème de la crème in competition terms. Always coveted and held in the utmost tiers of Ferrari ownership in every respect this is a Ferrari of epic stature and one absolutely not to be missed.