The Enduring Roar: Tracing the Legendary Ferrari 212 Export Barchetta’s Journey from Le Mans to American Shores
In the hallowed halls of automotive history, few names resonate with the mystique and power of Ferrari. Before the brand became synonymous with road-going supercars, Maranello’s earliest triumphs were forged in the crucible of post-war endurance racing. For discerning enthusiasts and savvy classic Ferrari investors today, in the dynamic 2025 luxury car market, these foundational competition machines represent not just incredible engineering but unparalleled automotive heritage preservation. Among these titans, one particular model, the Ferrari 212 Export Barchetta, chassis number 0078E, stands as a vivid testament to a bygone era of raw speed, daring ambition, and pivotal American racing history. Its story is a captivating journey, marked by both triumph and tragedy, culminating in its status as a highly coveted vintage sports car investment.
From Post-War Scarcity to Racing Dominance: The Barchetta Genesis
The immediate post-World War II landscape saw Ferrari rapidly establishing its formidable reputation. Following the 1948 Mille Miglia victory with the 166 S, Enzo Ferrari wasted no time in refining his formula. The subsequent 1949 166 MM, an evolution built on a shorter wheelbase and featuring a more potent engine, truly ushered in an iconic design era. It was Carrozzeria Touring of Milan that penned its breathtaking coachwork – a minimalist, aerodynamic form that the Italian press quickly christened “Barchetta,” or “little boat.” This evocative nickname stuck, becoming synonymous with Ferrari’s early, open-top racing masterpieces.
The 166 MM Barchettas immediately proved their mettle, dominating European sports car racing in 1949 with victories at the Mille Miglia, the grueling 24 Hours of Le Mans, and the 24 Hours of Spa. This legacy continued with a larger 195 engine securing another Mille Miglia win in 1950. By 1951, the V12 engine capacity had grown further, giving rise to the 212 series. The 212 Export Barchetta, essentially a factory race car with a more flexible engine for various competition classes, cemented Ferrari’s burgeoning global influence. Chassis 0078E, our protagonist, emerged from this illustrious lineage, destined for a career that would etch its name into the annals of historic motorsport events.
European Crucible: Le Mans, Triumph, and Tragedy
The maiden competitive outing for s/n 0078E was at the legendary 24 Hours of Le Mans on June 23-24, 1951. Decked out in white with race number 30, it was piloted by its first owner, Jacques La Riviere, alongside co-driver Andre de Guetti. La Riviere took the initial stint, a brave soul in a demanding machine. However, the unforgiving nature of early endurance racing, often conducted with minimal safety provisions, exacted a terrible price. On Lap 5, as he navigated the crucial Tertre Rouge corner leading onto the endless Mulsanne Straight, La Riviere lost control, impacting a barbed wire fence. The accident proved fatal, a stark and somber reminder of the extreme risks undertaken by those pioneering racers. This tragedy cast a shadow over s/n 0078E’s debut, but it also underscored the raw, visceral reality of the era’s high-stakes competition.
Yet, like many resilient racing machines, 0078E was rebuilt and given a second chance. Its next challenge was the first post-war revival of the Tour de France Auto, a monumental 14-day race-rally stretching from August 30 to September 12. Now resplendent in a medium French blue, and equipped for the road with a full windshield and folding top, it bore race number 227. Behind the wheel was the formidable Pierre “Pagnibon” Boncompagni, partnered with Alfred Barraquet. In stark contrast to its Le Mans experience, s/n 0078E not only finished this arduous event but achieved a remarkable first overall victory, showcasing its robustness and adaptability. This triumph truly marked the Barchetta as a potent force, setting the stage for its transatlantic journey.
An American Dream: Chinetti, Hill, and the Call of the West Coast
The allure of Ferrari was rapidly spreading, and it was the astute Italian-American importer, Luigi Chinetti, who recognized the immense potential for these Maranello legends in the burgeoning American sports car scene. Chinetti, a true visionary and a significant figure in American racing history, orchestrated 0078E’s return to the factory. There, the Barchetta underwent a crucial transformation: its single twin-choke Weber carburetor was swapped for a trio of twin-choke units. This upgrade, shifting it from touring specification to full-race trim, boosted its output from a respectable 150 hp to a more aggressive 170 hp or even higher. It was in this potent form that Chinetti arranged for its sale to a burgeoning young talent who would soon become one of America’s greatest racers: Phil Hill. This 212 Export Barchetta would be Hill’s first, but certainly not his last, Ferrari, marking a pivotal moment in his nascent career and forever linking him to this exceptional machine.
However, the path to racing glory is rarely straightforward. Prior to acquiring the Ferrari, Hill had made a gentleman’s agreement with Jaguar importer Charles Hornburg to race his Jaguar XK-120 LT-3. This lightweight roadster was one of only three specially built as a precursor to the legendary C-Type. Faced with a dilemma, Hill, known for his unwavering integrity, honored his word, stating later, “You were either worth your personal word or were not.” He entrusted the 212 Barchetta to his close friend, Arnold Stubbs, ensuring the Ferrari would still make its anticipated American debut.
West Coast Battles: Early American Ferrari Dominance
The American chapter for s/n 0078E began on April 20, 1952, at the third-annual Pebble Beach Road Races. Still in its medium French blue and now wearing race number 32, Stubbs entered the Barchetta in the prestigious Del Monte Trophy sprint. The challenging 2.1-mile, six-turn circuit saw the Ferrari demonstrate its pedigree, placing a strong second behind the formidable Cadillac-Allard J2 of Bill Pollack. Meanwhile, Phil Hill, constrained by his promise, finished a distant fifth in the overheating Jaguar LT-3, only encountering his soon-to-be Ferrari in the adjacent pit boxes. This tantalizing proximity only fueled his desire.
After Pebble Beach, Hill took the reins and immediately made a symbolic gesture: repainting the Barchetta a proper, vibrant Ferrari red. His next target was the inaugural Golden Gate Park Races in San Francisco, held on May 30-31. This 3.1-mile, eight-turn street circuit hosted the Guardsman’s Cup, an 86.8-mile sprint featuring a powerful field of American V8-powered Allards, XK-120 Jaguars, and various “specials” driven by the West Coast’s most talented racers. Bill Pollack, fresh from three consecutive Over 1500-cc feature wins, was once again the man to beat in his 6-liter Cadillac-Allard J2, claiming pole position. Hill, with his 2.6-liter Ferrari wearing number 22, started a challenging 16th due to displacement handicaps.
When the starter’s flag dropped, the 275-hp Allard predictably rocketed ahead. Hill, adopting a measured approach to protect his clutch, executed a smooth start. His expertise, developed over years of competitive driving, quickly allowed him to pick off the less agile big-bore machines one by one. By Lap 3 of the 28-lap race, the sleek Ferrari had incredibly climbed to second place, hot on the heels of the leader. Hill relentlessly pressured Pollack through the turns, forcing the Allard driver to conserve his rapidly fading brakes. As the final lap commenced, the Ferrari was poised for victory, practically touching the Allard’s tail. Then, disaster struck: the magnificent Italian V12 suddenly began running on only six cylinders. A dual ignition coil had vibrated loose from the firewall, eventually entangling itself in the steering mechanism. Despite a heroic effort, Hill limped to the checkered flag with a severely ailing engine, once again finishing second behind Pollack. It was a heart-wrenching disappointment, denying him an outright win and forcing him to settle for a Class D/4 victory. Such are the unforgiving realities of vintage racing events, where mechanical fortunes often dictate outcomes.
Redemption and Progression: Torrey Pines and Beyond
Hill’s next opportunity for redemption arrived swiftly at the second running of the races at Torrey Pines on July 20. This former Army base north of San Diego boasted a challenging 2.7-mile circuit nestled between the Pacific Coast Highway and the Pacific Ocean, in what would later become a championship golf course. Unlike the SCCA-sponsored Pebble Beach and Golden Gate Park events, Torrey Pines was hosted by the California Sports Car Club (Cal Club), a rival Los Angeles-based organization known for its serious drivers and potent machinery. The competition in the feature Over 1500-cc race was fierce, including Bill Pollack in Tony Parravano’s 4.1-liter 340 Vignale Coupe, Hill’s brother-in-law Don Parkinson in his lightweight Jaguar special, Chuck Manning in his Mercury special, and Hastings Harcourt driving an Oldsmobile-Allard.
After witnessing his friend Bob Doidge triumph in the Under 1500-cc race, Hill, now back in s/n 0078E and wearing race number 2, prepared for the 30-lap San Diego Cup. Starting from the third row, Hill wasted no time, quickly seizing the lead. This time, there would be no mechanical mishaps. He drove a flawlessly consistent race, showcasing the Barchetta’s true potential, and gloriously took the checkered flag after lapping the entire field. It was a resounding victory, a perfect redemption, and a definitive statement about the formidable combination of Phil Hill and the Ferrari 212 Export. This victory firmly cemented s/n 0078E’s place in the pantheon of sports car racing legends.
The Enduring Legacy: From Racer to Revered Collector’s Item
Recognizing Hill’s exceptional talent and his ambition for even more powerful machinery, Luigi Chinetti soon approached him with a proposition to acquire a new 3-liter 250 MM Vignale Spyder (s/n 0260MM), a car that would later famously appear at the 1954 New York Auto Show. With this new opportunity on the horizon, Hill decided to sell s/n 0078E, listing it for $7,800 in the January 1953 issue of Road & Track – a fascinating glimpse into Ferrari auction results and values of the era compared to the multi-million dollar figures seen in the 2025 collectible classic car market. The Barchetta found a new owner in January 1953, Howard Wheeler, who continued its successful racing career, competing 14 times in California and Arizona throughout 1953 and ’54, securing numerous class wins and podium finishes.
Over the next three decades, the Ferrari passed through a few careful hands before finding its long-term custodian in 1986: Sherman Wolf. Wolf was no ordinary collector; he was a serious Ferrari enthusiast whose impressive collection already boasted 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 exemplified the true spirit of automotive enthusiast community, regularly entering his cars in prestigious national and international rallies and tours. He drove s/n 0078E in the Colorado Grand six times, the Tour de France Auto three times, and the Mille Miglia retrospective four times in the 1990s. This was no “trailer queen”; Wolf believed in experiencing these machines as they were meant to be driven. A touching highlight of his ownership was Phil Hill himself joining Wolf in the Barchetta at various events, including the 1994 Monterey Historic Races, where Hill once again drove his old Ferrari to victory. Wolf’s dedication to using and sharing these cars, and his close friendship with Hill, left an indelible mark on the world of rare Ferrari value and automotive investment opportunities. Wolf passed away in 2012, but his legacy, particularly with s/n 0078E, continues to inspire.
A Personal Connection to a Legacy: The Author’s Barchetta
My own journey into the captivating world of these early Ferraris was profoundly shaped by fortunate circumstances. Thanks to my parents acquiring a second home in Pebble Beach in 1951, I was incredibly lucky to witness six of the seven iconic Pebble Beach Road Races, from 1951 through 1956. I saw the accompanying Concours d’Elegance evolve, moving from a humble practice tee to its enduring home on the 18th green fronting the Del Monte Lodge, an essential pilgrimage for any Pebble Beach Concours d’Elegance tickets holder today.
Beyond the spectacle, I had the privilege of meeting remarkable sporting enthusiasts. One who stands out was I. W. “Steve” Stephenson, a truly generous spirit who became like an older brother to my then 14-year-old self, nurturing my burgeoning interests in automobiles, sailing, flying, and photography. Stephenson, too, amassed an incredible 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) acquired from Los Angeles dealer Ernie McAfee. This was the very 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 (and bone-jarring!) drives Stephenson and I took over the rough, crushed stone roads of Pebble Beach in that Berlinetta during the early and mid-1950s – an unforgettable lesson in Ferrari ownership experience.
By the early 1960s, I was determined to own a Ferrari of my own. In 1963, I placed a $1,000 deposit for a new 250 GT Lusso through Charles Rezzaghi, a San Francisco dealer collaborating with Chinetti. Rezzaghi would invite local enthusiasts to inspect the newly arrived Ferraris straight from the ship. On one memorable day, joining Rezzaghi on a ship that had journeyed through the Panama Canal, I found myself in the hull surrounded by five or six Lussos, mostly red. He encouraged me to choose. But upon returning to Rezzaghi’s Hyde Street shop, near the famed Buena Vista Cafe, my gaze fell upon a pristine 212 Export Barchetta in a lower storage area, offered for $4,500. It was love at first sight. I immediately switched my deposit, securing s/n 0158ED, which, as it turned out, was the very last of only eight such cars ever constructed.
This particular Barchetta had been meticulously restored by its owner, Chris Cord, grandson of the founder of Cord Automobile. The car had been “detailed” with multiple coats of hand-rubbed lacquer, perhaps making it one of the earliest “over-restored” Ferraris, earning it the affectionate nickname “L.A. to the Max” from me. This highlights a fascinating aspect of classic car restoration trends 2025, where authenticity and originality are often prized over excessive cosmetic perfection. I eventually sold s/n 0158ED a few years later, but not before having the immense pleasure of twice showing it at the Pebble Beach Concours, in 1965 and ’66. In its first showing, my Barchetta earned a red second-place ribbon, proudly acknowledging its exquisite beauty and Ferrari performance upgrades.
The Unbroken Legacy
The journey of Ferrari 212 Export Barchetta s/n 0078E, from its dramatic European debut to its triumphant American racing career with Phil Hill and its long, revered life as a collector’s prized possession, encapsulates the very essence of automotive excellence. Its story is a vivid tapestry woven with threads of innovation, courage, tragedy, and enduring passion. In 2025, as luxury car market analysis continues to highlight the appreciating value of historically significant vehicles, s/n 0078E stands as a beacon for what makes vintage automobiles truly special. It’s more than just metal and rubber; it’s a living piece of history, an echo of roaring V12s, and a testament to the legends who pushed these machines to their limits.
Are you ready to dive deeper into the exhilarating world of these legendary classic cars and explore how their stories continue to shape the future of automotive passion and investment? Join us in celebrating the machines and the men who forged Ferrari’s enduring legacy.
