The Unsinkable Legend: Charting the Epic Journey of Ferrari’s 212 Export Barchetta, S/N 0078E
In the echelons of automotive history, few marques evoke the same visceral passion and mystique as Ferrari. Within that pantheon, certain chassis stand out, not just for their inherent beauty or raw power, but for the indelible stories they’ve woven into the fabric of motor racing. As we navigate the complex and ever-evolving landscape of classic car appreciation in 2025, one such narrative shines with particular brilliance: that of Ferrari 212 Export Barchetta, chassis number 0078E. This isn’t merely a vintage race car; it’s a testament to resilience, a crucible where legendary careers were forged, and a cornerstone of Ferrari’s early racing heritage that continues to captivate high-net-worth collectors and enthusiasts alike.
To truly understand the gravitas of s/n 0078E, we must first rewind to the foundational years of Enzo Ferrari’s burgeoning empire. Fresh off the triumph of the 1948 Mille Miglia with the 166 S, Maranello unveiled its spiritual successor: the 166 MM. More potent, built on a shorter wheelbase, and adorned with breathtaking bodywork by Carrozzeria Touring, it immediately earned the affectionate moniker “Barchetta,” or “little boat,” from the Italian press. These initial “little boats,” with their 2-liter V12s, dominated European sports car racing in 1949, securing victories at the Mille Miglia, Le Mans, and the 24 Hours of Spa. The momentum carried into 1950 with a larger 195 engine, clinching another Mille Miglia. By 1951, the engine evolved to the 212, and the Barchetta form persisted, epitomized by the 212 Export – a model of which s/n 0078E stands as a particularly storied example.
A Baptism by Fire: European Trials and Triumphs
The nascent racing career of s/n 0078E began under a pall of tragedy at the illustrious 24 Hours of Le Mans on June 23-24, 1951. Decked in white with race number 30, it was entrusted to its first owner, Jacques La Riviere, and co-driver Andre de Guetti. The grandeur of La Sarthe, however, quickly turned grim. On only the fifth lap, as La Riviere navigated the perilous Tertre Rouge turn, leading onto the endless Mulsanne Straight, control was lost. The Barchetta veered, striking a barbed wire fence with devastating consequences. La Riviere was tragically killed. It was a harrowing, inauspicious debut, a stark reminder of the unforgiving nature of early motorsport. This incident, while somber, immediately etched 0078E into the annals of Le Mans lore, adding a poignant chapter to its nascent Ferrari provenance.
Yet, the spirit of this Barchetta was far from broken. Merely weeks later, after necessary repairs and a fresh coat of medium French blue paint, s/n 0078E re-emerged for the gruelling, inaugural postwar running of the Tour de France Auto, from August 30 to September 12. Equipped with a full windshield and a folding top, bearing race number 227, the 212 was piloted by the formidable Pierre “Pagnibon” Boncompagni and Alfred Barraquet. Unlike its ill-fated Le Mans venture, this 14-day race-rally proved a resounding success. Pagnibon, a true master of endurance, not only finished the epic journey but crossed the line in first overall, stamping 0078E’s potential with an emphatic victory. This win significantly enhanced its vintage racing pedigree, marking it as a car capable of both heartbreak and triumph.
Following this significant European success, an influential figure in the American automotive landscape entered the picture: Luigi Chinetti, Ferrari’s visionary US importer. Recognizing the Barchetta’s inherent capabilities, Chinetti arranged for s/n 0078E to return to the factory for a critical upgrade. The original single twin-choke Weber carburetor was swapped for a trio of twin-choke units, transforming it from touring specification to full-race trim. This surgical enhancement boosted its output from 150 hp to a more competitive 170 hp or even higher, a crucial step for any car destined for the demanding American racing circuit. It was in this potent, full-race configuration that Chinetti orchestrated the sale of s/n 0078E to a young, exceptionally promising American racer: Phil Hill. This acquisition would mark Hill’s very first Ferrari, a pivotal moment in the career of a man destined to become America’s first Formula 1 World Champion. Such unique historical connections contribute immeasurably to its classic car appreciation in today’s luxury car collectibles market.
Phil Hill’s American Odyssey: A Gentleman’s Dilemma and Fierce Competition
The acquisition of s/n 0078E by Phil Hill is a fascinating study in integrity and the competitive spirit of the era. Before committing to the Ferrari, Hill had made a gentleman’s agreement with Jaguar importer Charles Hornburg to race his Jaguar XK-120 LT-3 – one of just three lightweight roadsters specifically built as a strategic counterpoint to the impending C-Type. Faced with this dilemma, Hill famously articulated his belief: “You were either worth your personal word or were not.” True to his ethos, he honored his commitment to Hornburg, reluctantly turning over the keys to the potent 212 Barchetta to his close friend, Arnold Stubbs. This noble act, however, only deferred the inevitable connection between Hill and the Barchetta that would define much of its early American legend.
The American racing debut of s/n 0078E unfolded on April 20, 1952, at the third-annual Pebble Beach Road Races. Still in its striking medium French blue and wearing race number 32, Stubbs piloted the Barchetta in the Del Monte Trophy sprint. The 100-mile race, contested over a challenging six-turn, 2.1-mile circuit, saw the Ferrari demonstrate its prowess, placing a strong second behind the formidable Bill Pollack in Tom Carsten’s Cadillac-Allard J2. Meanwhile, Hill, battling an overheating Jaguar LT-3, finished a distant fifth. The irony wasn’t lost on observers: the closest Hill got to his new Ferrari was in the pits, where the Jag and the Barchetta sat in adjacent boxes, separated by circumstance but destined for a future collaboration. This early showing at Pebble Beach laid the groundwork for the 212’s status as a top contender in historic Ferrari market trends.
Following Pebble Beach, Hill wasted no time in imbuing the Barchetta with proper Ferrari spirit: a repaint in iconic Rosso Corsa. His first official outing with his own Ferrari came at the inaugural Golden Gate Park Races in San Francisco, held on May 30-31 over an expansive 3.1-mile, eight-turn circuit. The marquee event, the 86.8-mile Guardsman’s Cup sprint, was a true gladiatorial arena, pitting the agile Italian against a formidable field of American V8-powered Allards, powerful XK-120 Jags, and an array of bespoke specials, all driven by the West Coast’s finest. The primary antagonist was once again Bill Pollack in Carsten’s Cadillac-Allard J2, a car that had dominated the last three Over 1500-cc feature races on the West Coast, setting a high bar for the competition.
The starting grid, ordered by displacement, placed Pollack’s mighty 6-liter Allard on pole, while Hill’s more diminutive 2.6-liter Ferrari, wearing #22, started deep in 16th. As the starter’s flag dropped, the 275-hp Allard predictably surged ahead, leveraging its immense power advantage into the first turn. Hill, however, known for his refined technique, made a smooth, cautious start, preserving his clutch. Then, with surgical precision, he began to dissect the field, systematically picking off the less agile, big-bore machines one by one. By just the third lap of the 28-lap race, the vibrant red Ferrari had sliced through the pack, climbing to an incredible second place, hot on the Allard’s heels.
Hill’s relentless pursuit of Pollack was a masterclass in tactical driving. By pressuring the leader relentlessly through the turns, Hill forced Pollack to push his brakes to their absolute limit. As the final lap commenced, the Ferrari was practically glued to the Allard’s tail – victory seemed within grasp. Then, in a cruel twist of fate, the exquisite Italian V12 suddenly faltered, running rough on only six cylinders. A dual ignition coil had vibrated loose from the firewall, discovered later tangled by the steering column. Hill, ever the competitor, limped the ailing Barchetta across the finish line with a brutally rough-sounding engine, securing a heartbreaking second place behind Pollack. While a phenomenal drive, it was a profound disappointment for Hill, who had to settle for a Class D/4 win rather than the outright victory he had so diligently earned. This particular incident, with its dramatic climax, is often cited by Ferrari historians as an example of the unpredictable nature of post-war sports car racing history.
Redemption and Legacy: Torrey Pines and Beyond
The setback at Golden Gate Park only fuelled Hill’s determination. The next challenge on his calendar was the second running of the races at Torrey Pines, held on July 20. This circuit, carved into a former Army base just north of San Diego, presented a unique challenge. The 2.7-mile track snaked between the Pacific Coast Highway and the Pacific Ocean, weaving through a hilly landscape that would later become a renowned championship golf course. Unlike the SCCA-sponsored events at Pebble Beach and Golden Gate Park, Torrey Pines was hosted by the California Sports Car Club (Cal Club), a formidable, Los Angeles-based rival organization known for attracting serious drivers and top-tier machinery.
The competition in the feature Over 1500-cc race was fierce. Bill Pollack returned, this time in Tony Parravano’s monstrous 4.1-liter 340 Vignale Coupe. Hill’s brother-in-law, Don Parkinson, campaigned his lightweight Jaguar special. Chuck Manning brought his bespoke Mercury special, and Hastings Harcourt drove an Oldsmobile-Allard. The grid was a true cross-section of American racing ingenuity, filled with other Allards powered by Cadillac and Chrysler V8s, alongside a Chevrolet-powered Nardi.
Earlier in the day, an Under 1500-cc race saw a delightful interlude where my close friend Bob Doidge expertly piloted his Porsche 356 coupe to victory, even ahead of Hill, who was driving a borrowed MG TD. But the main event was the 30-lap San Diego Cup. Back behind the wheel of s/n 0078E, now proudly bearing race number 2, Hill started from the third row. Displaying both his developing skill and the Barchetta’s potent capabilities, he swiftly surged into the lead. From that point, Hill drove a flawlessly consistent race, showcasing a level of control and pace that allowed him to take the checkered flag after an astonishing feat: lapping the entire field. It was an emphatic redemption, a clear declaration of both Phil Hill’s burgeoning talent and the 212 Export’s undeniable superiority. This dominant performance solidified its reputation and contributed to its enduring value as a collectible sports car.
Always with an astute eye for talent and opportunities, Luigi Chinetti, ever the entrepreneur, recognized Hill’s escalating prowess. He soon approached Hill with an enticing proposal: the acquisition of a brand-new 3-liter 250 MM Vignale Spyder (s/n 0260MM), a car destined for display at the 1954 New York Auto Show. Hill accepted, leading to the decision to part ways with s/n 0078E. The Barchetta was listed for sale at $7,800 in the January 1953 issue of Road & Track, an advertisement preceded by a prominent two-page feature article on the car in the magazine’s November 1952 issue – a testament to its already legendary status. In January 1953, the Barchetta found a new owner in Howard Wheeler, who would continue its active racing life, competing 14 times in California and Arizona throughout 1953 and ’54, securing numerous class wins and podium finishes.
The Stewardship of Sherman Wolf and the Enduring Allure
The journey of s/n 0078E continued through several hands over the subsequent three decades, each chapter adding to its rich tapestry. Then, in 1986, it found a dedicated steward in Sherman Wolf. Wolf was not merely a collector; he was a serious Ferrari enthusiast with a discerning eye for automotive heritage preservation. His existing collection was already a who’s who of Maranello’s finest, including the ex-Sterling Edwards 340 MM (winner of the 1954 Del Monte Trophy), a long-wheelbase alloy-bodied California Spyder, and a 500 TRC.
Wolf embraced 0078E with a passion for its intended purpose: driving. He regularly entered his prized Ferraris in various national and international rallies and tours, a philosophy that deeply resonates with true enthusiasts in 2025. S/n 0078E completed the grueling Colorado Grand six times in the 1990s, participated in the Tour de France Auto three times, and graced the Mille Miglia retrospective on four occasions. Wolf’s dedication was further underscored by his friendship with Phil Hill himself. The two would reunite with the Barchetta at various events, including the 1994 Monterey Historic Races, where Hill, ever the champion, piloted his old Ferrari to a triumphant victory. Such moments, where car and driver reconnect, add an almost immeasurable layer to its Ferrari investment potential.
Wolf was known for his generosity, frequently encouraging co-drivers to take the wheel of s/n 0078E, patiently instructing them on the nuances of its five-speed non-synchromesh gearbox. Despite being over 40 years old at this point, the Barchetta under Wolf’s ownership was the antithesis of a “trailer queen” – it was a living, breathing testament to vintage racing legends and the joy of driving. Sherman Wolf passed away in 2012 at the age of 86, leaving an indelible mark on the world of collector Ferraris. His philosophy of using and preserving these magnificent machines serves as an inspiration for today’s custodians.
A Personal Connection and the Timeless Appeal of the Barchetta
The allure of these early Ferraris extends beyond their competitive achievements; it lies in the personal connections they foster and the living history they represent. My own journey into the world of Ferrari was deeply intertwined with the early West Coast racing scene. Thanks to my parents acquiring a second home in Pebble Beach in 1951, I was extraordinarily fortunate to witness six of the seven iconic Pebble Beach Road Races, from 1951 through 1956. I saw firsthand the evolution of the accompanying Concours d’Elegance, which moved in ’52 from the practice tee grass to its now-iconic location fronting the 18th green of the Del Monte Lodge – a tradition that continues to draw discerning crowds in 2025.
Beyond the races, I had the privilege of meeting a vibrant community of sporting enthusiasts. One figure stands out: I. W. “Steve” Stephenson. Like a second older brother, he generously encouraged my passions for automobiles, sailing, flying, and photography. Stephenson was a collector in his own right, accumulating an impressive array of competition automobiles, including a Bugatti Type 35, two HRGs, an OSCA, an MG TF, and notably, a 212 Vignale Berlinetta (s/n 0092E) acquired from the legendary Los Angeles dealer Ernie McAfee. This was the very same Ferrari that Phil Hill and Arnold Stubbs had raced to a sixth-place finish in the grueling 1952 Carrera Panamericana, also known as the Mexican Road Race. I vividly recall, as if it were yesterday, the exhilarating drives Stephenson and I took in that Berlinetta over the rough, crushed stone roads of Pebble Beach in the early and mid-1950s – a stark contrast to the pampered existence many blue-chip classic cars enjoy today.
By the early 1960s, my desire for a Ferrari of my own had crystallized. In 1963, I placed a $1,000 deposit for a new 250 GT Lusso with Charles Rezzaghi, who imported Ferraris into San Francisco through Chinetti. Rezzaghi’s invitations to local enthusiasts to inspect newly arrived cars on the docks were akin to sacred rituals. On one memorable day, joining Rezzaghi on a ship that had journeyed through the Panama Canal, I found myself surrounded by five or six Lussos in the hull. But it was later, at Rezzaghi’s Hyde Street shop, near the famous Buena Vista Cafe, that my destiny truly awaited. In a lower storage area, among various used Ferraris, sat a pristine 212 Export Barchetta, for sale at $4,500.
It was, unequivocally, love at first sight. I immediately switched my deposit to s/n 0158ED, which, serendipitously, turned out to be the last of only eight such cars constructed. Its brethren included the legendary s/n 0078E, 0084E, 0100E, 0102E, 0104E, 0134E, and 0136E. This Barchetta had been meticulously restored by its owner, Chris Cord, grandson of the founder of Cord Automobile. The car was “detailed” with multiple coats of hand-rubbed lacquer, perhaps making it one of the first truly “over-restored” Ferraris, a phenomenon that would later become prevalent in the Ferrari restoration specialists community. I affectionately nicknamed it “L.A. to the Max.” Though I sold s/n 0158ED a few years later, I had the immense pleasure of twice showcasing it at the Pebble Beach Concours, in 1965 and ’66, earning a red second-place ribbon in its first appearance.
The Enduring Resonance in 2025
The journey of Ferrari 212 Export Barchetta s/n 0078E is far more than a historical account; it is a vibrant narrative that continues to resonate powerfully within the current market for luxury car collectibles in 2025. Its blend of European tragedy and triumph, its pivotal role in the formative years of Phil Hill’s career, and its active stewardship by dedicated enthusiasts like Sherman Wolf, all contribute to its unparalleled desirability. These cars are not just machines; they are tangible links to a golden era of motorsport, embodiments of passion, engineering brilliance, and human endeavor.
As the classic car market continues to mature, especially in the segment of ultra-rare Ferrari auction results, cars with exceptional provenance and compelling stories like 0078E command significant premiums. They represent not only an investment in tangible assets but an investment in history, legacy, and the enduring dream of Enzo Ferrari.
Are you ready to delve deeper into the captivating world of classic Ferraris, or perhaps explore the next cornerstone of your own collection? Connect with us to uncover more stories, insights, and opportunities within this exhilarating realm of automotive excellence.
