The Legend of the Little Boat: Tracing Ferrari 212 Export Barchetta s/n 0078E Through Decades of Motorsport Glory
In the dynamic landscape of 2025, where automotive innovation pushes the boundaries of electrification and autonomous driving, there remains an unshakeable reverence for the machines that defined motorsport’s golden era. Among these revered icons, few command the same mystique and historical weight as the early competition Ferraris. They are not merely vehicles; they are artifacts of passion, speed, and human endeavor, each with a story woven into the fabric of racing history. Our focus today lands on one such legendary machine: Ferrari 212 Export Barchetta, chassis number 0078E, a car that embodies both heartbreaking tragedy and triumphant glory, deeply intertwined with the emergence of an American racing legend, Phil Hill.
For any discerning classic car collector or vintage Ferrari market enthusiast, the Barchetta represents a pinnacle of motorsport heritage. Born from a lineage that captivated the European racing scene, this “little boat” (as dubbed by the Italian press for its sleek, minimalistic design) made an indelible mark, not just on the track, but on the trajectory of American sports car racing. It’s a testament to timeless engineering and an enduring narrative of a machine that, despite a tumultuous start, secured its place as an iconic racing machine, now commanding immense value as a high-value collector car in the sophisticated Ferrari market of 2025.
The Barchetta’s Genesis: A European Racing Pedigree
The foundation of the Barchetta’s legend was laid in the aftermath of Ferrari’s 1948 Mille Miglia victory with the 166 S. Building on this success, Enzo Ferrari’s engineers and designers unveiled the 166 MM in 1949. While featuring enhanced power and a shorter wheelbase, its most striking attribute was the exquisitely sculpted bodywork by Carrozzeria Touring. The streamlined, open-top roadster was an instant sensation, its form so perfectly balanced that the moniker “barchetta” — Italian for “little boat” — became permanently affixed, embodying its graceful agility.
The 2-liter Barchettas quickly cemented Ferrari’s dominance in European sports car racing, securing outright victories at the 1949 Mille Miglia, Le Mans, and the 24 Hours of Spa. This formidable reputation continued into 1950, with a larger-engined 195 variant clinching the Mille Miglia once more. By 1951, the evolution continued with the introduction of the 212 series, and the Barchetta design persevered, manifesting in the potent 212 Export. It is within this esteemed class that our subject, s/n 0078E, emerged, ready to tackle the world’s most demanding races.
Chassis 0078E’s competitive debut was scheduled for one of motorsport’s ultimate proving grounds: the 24 Hours of Le Mans on June 23-24, 1951. Painted pristine white and bearing race number 30, it was entrusted to its first owner, Jacques La Riviere, alongside co-driver Andre de Guetti. The promise of the Barchetta was undeniable, but fate, as it often does in the high-stakes world of racing, had a cruel twist in store. Just five laps into the grueling endurance race, as La Riviere navigated the treacherous Tertre Rouge turn leading onto the legendary Mulsanne Straight, control was lost. The Ferrari veered, striking a barbed wire fence with catastrophic consequences. Tragically, La Riviere lost his life in the accident. It was a somber and brutal initiation for a machine destined for greatness, a poignant reminder of the inherent dangers that lay beneath the glamour of post-war racing.
From Disaster to Dominance: The Tour Auto Triumph
Despite the heartbreaking incident at Le Mans, the racing world, and Ferrari especially, possessed an indomitable spirit. Chassis 0078E was rebuilt and quickly prepared for its next challenge: the inaugural post-war running of the Tour de France Automobile, a grueling multi-day race-rally stretching from August 30 to September 12. Transformed with a striking medium French blue livery, equipped with a full windshield, a folding top for practicality, and adorned with race number 227, the 212 Export was now under the command of the seasoned French driver Pierre “Pagnibon” Boncompagni, co-driven by Alfred Barraquet.
The Tour de France Auto was a beast of a different stripe than Le Mans. It demanded not only raw speed but unwavering reliability, navigational prowess, and the sheer endurance of both car and crew over thousands of kilometers of diverse terrain. Unlike the Barchetta’s ill-fated Le Mans outing, Pagnibon and Barraquet proved a formidable pair. They not only conquered the immense challenge, navigating every stage and enduring the relentless pace of the 14-day event, but they achieved an astonishing feat, crossing the finish line in first place overall. This victory was a profound redemption for s/n 0078E, showcasing its inherent strengths and Ferrari’s unwavering commitment to competition, transforming it from a symbol of tragedy into a beacon of resilience and speed. This triumph also added a significant chapter to the car’s historic racing documentation and solidified its status as an early European racing champion.
Crossing the Atlantic: Chinetti, Hill, and a Gentlemen’s Dilemma
The legend of s/n 0078E was beginning to spread, reaching across the Atlantic where post-war America was rapidly embracing sports car racing. At the heart of this burgeoning scene was Luigi Chinetti, Ferrari’s astute American importer and a racing icon in his own right. Chinetti, always with an eye for potential, facilitated the Barchetta’s return to the factory in Maranello. Here, the 212 Export underwent a crucial transformation: its original single twin-choke Weber carburetor was upgraded to a trio of twin-choke units. This shift, from a touring-oriented specification to full-race trim, significantly boosted its output from 150 hp to a more potent 170 hp or more, unleashing its true competitive spirit.
It was in this enhanced, race-ready configuration that Chinetti arranged for the sale of s/n 0078E to a young, exceptionally promising American racer named Phil Hill. This acquisition marked a pivotal moment in Hill’s nascent career – his very first Ferrari. Little did anyone know then that this relationship would blossom, leading Hill to become America’s first Formula 1 World Champion. The arrival of such a potent vintage luxury automobile into the hands of a burgeoning talent underscores Chinetti’s genius for identifying future stars and high-value classic cars.
However, Hill found himself in an immediate quandary. Prior to the Ferrari acquisition, he had made a gentleman’s agreement with Jaguar importer Charles Hornburg to race his Jaguar XK-120 LT-3. This was one of a limited trio of lightweight roadsters specially prepared by Jaguar, acting as a strategic hedge before the legendary C-Type’s debut. Hill, known for his integrity, faced a classic moral dilemma. As he famously recounted, “You were either worth your personal word or were not.” True to his character, Hill honored his commitment, entrusting the potent 212 Barchetta to his close friend, Arnold Stubbs, ensuring the car would still make its mark on the American racing scene while he fulfilled his prior engagement. This moment, though seemingly a delay, adds to the rich Ferrari provenance of 0078E, connecting it to two significant figures in American motorsport.
West Coast Showdown: Pebble Beach, Golden Gate, and Engine Heartbreak
With Stubbs at the helm, s/n 0078E made its highly anticipated American debut on April 20, 1952, at the third annual Pebble Beach Road Races. Still sporting its distinctive medium French blue paint, now bearing race number 32, the Barchetta entered the feature event: the Del Monte Trophy sprint. The 2.1-mile, six-turn circuit, carved out of the scenic Del Monte Forest, demanded precision and power. After 100 miles of intense competition, Stubbs piloted the Barchetta to a commendable second-place finish, trailing only Bill Pollack in Tom Carsten’s formidable Cadillac-Allard J2. Meanwhile, Hill, fulfilling his commitment, struggled to a distant fifth in the overheating Jaguar LT-3, watching his newly acquired Ferrari perform admirably from the adjacent pit box.
Following the Pebble Beach outing, Hill, now free from his Jaguar obligation, made a decisive move: he repainted the Barchetta a vibrant, iconic Ferrari red. His next target was the inaugural Golden Gate Park Races in San Francisco, held on May 30-31, on a challenging 3.1-mile, eight-turn circuit. The feature Guardsman’s Cup promised a thrilling 86.8-mile sprint, pitting the Ferrari against a formidable field of American V8-powered Allards, potent XK-120 Jaguars, and various “specials” (including two from the legendary Sterling Edwards), all piloted by some of the era’s most talented racers. The primary antagonist remained Bill Pollack, whose Cadillac-Allard J2 had been virtually unbeatable, clinching the last three Over 1500-cc feature races on the competitive West Coast.
The starting grid, determined by engine displacement, placed Pollack’s thundering 6-liter Allard on pole. Hill, in the comparatively smaller 2.6-liter Ferrari, and wearing number 22, found himself starting well back in 16th. As the starter’s flag dropped, the 275-hp Allard predictably surged ahead, leaving the smaller displacement cars in its wake. Hill, exercising caution to preserve his clutch, executed a smooth start, then began a calculated ascent through the field. With masterful driving, he meticulously picked off the less agile, big-bore machines one by one. By just the third lap of the 28-lap race, the Ferrari had spectacularly climbed to second place, directly behind the dominant Allard. This performance solidified 0078E’s status as a top-tier high-performance classic car in the burgeoning American racing scene.
Hill’s relentless pressure on Pollack was immense. By expertly pushing the Allard into the turns, he forced the leader to begin conserving his overworked brakes. As the final lap commenced, the Ferrari was virtually glued to the Allard’s tail, poised for a dramatic overtake. Then, just as victory seemed within reach, the distinctive roar of the Italian V12 faltered, beginning to run on a mere six cylinders. One of the dual ignition coils had vibrated loose from the firewall, eventually becoming entangled with the steering mechanism. Despite the sudden and severe mechanical setback, Hill, demonstrating incredible skill and determination, limped the rough-sounding engine to the checkered flag, securing a hard-fought second place behind Pollack. It was a moment of profound disappointment for Hill, who had to settle for a Class D/4 win rather than the outright victory he had so nearly grasped. This race remains a poignant tale in early SCCA racing history, illustrating the razor-thin margins between triumph and heartbreak.
Redemption at Torrey Pines: Hill’s First Ferrari Victory
The next stop on Hill’s demanding competition calendar was the second running of the races at Torrey Pines, a former Army base transformed into a challenging 2.7-mile circuit just north of San Diego. Carved between the Pacific Coast Highway and the majestic Pacific Ocean, in a hilly section that would later become a renowned championship golf course, Torrey Pines offered a unique blend of natural beauty and competitive intensity. While previous races were under the umbrella of the Sports Car Club of America (SCCA), Torrey Pines was hosted by the California Sports Car Club (a.k.a. Cal Club), a rival Los Angeles-based organization known for attracting a contingent of particularly serious drivers and formidable machinery.
The feature Over 1500-cc race at Torrey Pines promised an even tougher field. Bill Pollack returned, this time piloting Tony Parravano’s formidable 4.1-liter 340 Vignale Coupe. Hill’s own brother-in-law, Don Parkinson, drove his lightweight Jaguar special, while other notable entries included Chuck Manning’s Mercury special and Hastings Harcourt in an Oldsmobile-Allard. The grid was further filled with an array of other Allards featuring Cadillac and Chrysler V8s, and even a Chevrolet-powered Nardi, truly showcasing the diverse and innovative nature of West Coast sports car scene.
Following an Under 1500-cc race, where my close friend Bob Doidge secured a victory in his Porsche 356 coupe ahead of Hill in a borrowed MG TD (a fun aside that demonstrates Hill’s relentless drive to race anything), it was time for the main event: the 30-lap San Diego Cup. Back behind the wheel of s/n 0078E, now wearing race number 2, Hill started from the third row. This time, there would be no mechanical mishaps, no second-place heartache. Hill quickly asserted his dominance, taking over the lead with an utterly convincing display of controlled aggression and consistent pace. He drove a flawless race, ultimately taking the checkered flag having lapped the entire field – a resounding and satisfying redemption for the disappointment at Golden Gate Park. This was Phil Hill’s first outright victory in a Ferrari, a landmark achievement that would foreshadow his future triumphs and cement s/n 0078E’s place as a truly historic Phil Hill Ferrari.
Passing the Torch: From Hill to Wheeler and Beyond
Ever attentive to the needs of great drivers and their relentless pursuit of excellence, Luigi Chinetti wasted no time. He contacted Phil Hill with a compelling proposal: the acquisition of a brand-new 3-liter 250 MM Vignale Spyder (s/n 0260MM), a car that would later capture headlines at the 1954 New York Auto Show. Hill approved the move, and with the new Ferrari on the horizon, he decided to part ways with s/n 0078E. He listed it for sale at $7,800 in the January 1953 issue of Road & Track, an advertisement famously preceded by an insightful two-page feature article on the very same car in Road & Track’s November 1952 issue, further highlighting its growing stature.
The Barchetta found its new custodian in January 1953: Howard Wheeler. Wheeler, an avid racer, continued to campaign s/n 0078E extensively in California and Arizona throughout 1953 and 1954. Under his ownership, the Ferrari remained a consistent front-runner, accumulating an impressive string of class wins and podium finishes, further enriching its already stellar vintage racing provenance.
Over the ensuing three decades, s/n 0078E gracefully passed through a few more careful hands, maintaining its cherished status among Ferrari ownership history enthusiasts. Then, in 1986, it found its way into the esteemed collection of Sherman Wolf.
The Wolf Era: A Collector’s Passion and Enduring Legacy
Sherman Wolf was no ordinary Ferrari collector. His passion for the marque ran deep, and his collection was already a testament to his discerning taste, boasting significant cars like the ex-Sterling Edwards 340 MM (which had won the 1954 Del Monte Trophy), a long-wheelbase alloy-bodied California Spyder, and a 500 TRC. The acquisition of s/n 0078E further solidified his reputation as a connoisseur of investment-grade classic cars.
Wolf’s philosophy, however, transcended mere ownership and display. He was a firm believer that these magnificent machines were built to be driven, to fulfill their original purpose on roads and tracks. Consequently, he regularly entered his Ferraris, including s/n 0078E, in various prestigious national and international rallies and tours. The Barchetta embarked on the challenging Colorado Grand six times during the 1990s, revisited its roots by participating in the Tour de France Auto retrospective three times, and celebrated its lineage in the Mille Miglia retrospective on four occasions. These outings not only kept the car in exceptional running condition but also continually added to its rich historical tapestry and motorsport history archives.
Remarkably, Wolf maintained a close friendship with Phil Hill, who, decades after his initial triumph, rejoined s/n 0078E at various events. A particularly poignant moment came at the 1994 Monterey Historic Races, where Hill, ever the master, drove his old Ferrari to victory once more, proving that some connections, and some cars, transcend time. Wolf was also renowned for his generosity, frequently encouraging his co-drivers to take the wheel of s/n 0078E, patiently instructing them on the nuanced art of mastering its five-speed non-synchromesh gearbox. Despite being over 40 years old at the time, this Barchetta was the antithesis of a “trailer queen” – it was a living, breathing testament to its racing past. Sherman Wolf passed away in 2012 at the age of 86, leaving behind an indelible mark on the world of collector Ferraris and ensuring that the legacy of s/n 0078E would continue to inspire future generations.
A Personal Dive: My Own Barchetta Journey
For many who live and breathe the world of classic automobiles, the connection often begins in youth, forged through proximity to greatness. For me, thanks to my parents acquiring a second home in Pebble Beach in 1951, I was incredibly fortunate to witness six of the seven iconic Pebble Beach Road Races, from 1951 through 1956. The accompanying Concours d’Elegance, initially held on a practice tee, moved to the stunning 18th green fronting the Del Monte Lodge in ’52, where it has remained a global benchmark for automotive artistry.
Beyond the races, I had the privilege of meeting a number of passionate sporting enthusiasts who resided in the area. One individual who left a particularly profound impression, like a second older brother to my then 14-year-old self, was I. W. “Steve” Stephenson. He generously encouraged my burgeoning interests in automobiles, sailing, flying, and photography. Over the years, Stephenson amassed an impressive collection of competition cars, including a Bugatti Type 35, two HRGs, an OSCA, an MG TF, and notably, a 212 Vignale Berlinetta (s/n 0092E), which he acquired from the Los Angeles dealer Ernie McAfee.
This was no ordinary Ferrari; it was the very car that Phil Hill and Arnold Stubbs had famously campaigned in the brutal 1952 Carrera Panamericana, often dubbed the Mexican Road Race. They finished a remarkable sixth in that grueling five-day event. I vividly recall, as if it were yesterday, the exhilarating, and frankly bone-jarring, drives Stephenson and I made over those rough, crushed-stone roads of Pebble Beach in the early and mid-1950s, experiencing firsthand the stiff suspension and raw power of a true racing machine.
By the early 1960s, my own yearning for a Ferrari intensified. In 1963, I placed a $1,000 deposit for a new 250 GT Lusso with Charles Rezzaghi, who was importing a fresh consignment of Ferraris into San Francisco through Luigi Chinetti. Rezzaghi often invited local enthusiasts to join him to inspect the cars upon their arrival by ship.
One memorable day, two of us accompanied Rezzaghi onto a ship that had journeyed through the Panama Canal to San Francisco. In the hull, nestled amidst several gleaming Lussos – most of them predictably red – he encouraged me to select one to my liking. However, upon returning to Rezzaghi’s shop on Hyde Street, just half a block from the legendary Buena Vista Cafe, my gaze was drawn to a lower storage area. There, amidst a selection of used Ferraris, sat a pristine 212 Export Barchetta, available for $4,500.
It was love at first sight! Without hesitation, I switched my deposit to the Barchetta, chassis number 0158ED, which, as I later discovered, held the distinction of being the last of only eight such cars ever constructed. The others included its famous siblings: s/n 0078E, 0084E, 0100E, 0102E, 0104E, 0134E, and 0136E.
This particular Ferrari had been meticulously restored by its owner, Chris Cord, grandson of the founder of Cord Automobile and owner of the Auburn, Cord, and Duesenberg Car Company. The Barchetta had been “detailed” with multiple coats of hand-rubbed lacquer, a level of perfection that was arguably unprecedented at the time, leading me to affectionately nickname it “L.A. to the Max.” I eventually sold s/n 0158 a few years later, but not before having the immense pleasure of twice showcasing it at the prestigious Pebble Beach Concours, in 1965 and ’66. In its first appearance, my Barchetta proudly received a red second-place ribbon, a testament to its beauty, though first in class went to an equally stunning, beautifully restored 166 Barchetta. My journey with 0158ED was a deeply personal connection to a truly exceptional piece of automotive personal history and a powerful link to the broader Ferrari Barchetta legacy.
The Enduring Roar of a Champion
The saga of Ferrari 212 Export Barchetta s/n 0078E is a captivating narrative that encapsulates the very essence of motorsport in its most thrilling and poignant forms. From its challenging debut at Le Mans to its triumph in the Tour de France Auto, its crucial role in launching Phil Hill’s legendary career on American soil, and its dedicated stewardship under collectors like Sherman Wolf, this “little boat” has navigated the currents of history with unparalleled grace and power.
In 2025, as the world increasingly looks towards the future of mobility, these mechanical masterpieces serve as powerful reminders of where we’ve come from. Chassis 0078E stands not just as a rare classic car, but as a testament to engineering brilliance, human courage, and the timeless allure of speed. It represents a significant classic car investment for collectors and an invaluable piece of Ferrari heritage for enthusiasts globally. Its story, replete with moments of despair and ultimate redemption, continues to echo through the halls of automotive history, inspiring awe and admiration.
These legends don’t just exist in history books; they thrive on tracks and concours lawns globally. We invite you to delve deeper into the captivating world of historic Grand Prix cars and bespoke automotive restoration, explore their rich heritage, and perhaps even experience the thrill firsthand at an upcoming historic racing event. The roar of a classic Ferrari V12 is an experience unlike any other, a symphony of power and passion that connects us directly to the pioneers of motorsport. Join us in celebrating these extraordinary machines and ensuring their timeless legacy endures.
