Automotive Faqs

Ferrari bounced back and forth between two different classes in order to create the most competitive sports car on the market. This goal became quite difficult when the sport’s governing body decided to change the rules back in 1968.

Prototypes could only be made by a three-litre displacement limit and a new class of limited production GT cars with a maximum displacement of five litres was created. To be homologated for the GT-class at least 50 examples needed to be constructed, but from 1969 that number was reduced to 25.

With the three litre Formula 1 V12 engine available, Ferrari’s choice to produce a prototype racer was fully understandable. The new 312 P was ready for the 1969 season opener at Daytona, where it scored the pole position and finished first in its class.

Although the 312 P proved quick straight out of the box, it was abandoned after Porsche debuted the 917 at LeMans in June of that year. The 917’s pace convinced Ferrari to build a new GT racer of their own. Ferrari decided to exploit the rules to the maximum and started work on a brand new 5 litre engine midway through 1969.

With four valves per cylinder, quad cams and a Lucas fuel injection system, the new Type 261 engine followed the design of the team’s Formula 1 engines closely. The engine was not as highly tuned as the F1 units, but with modifications were carried through on the engine and at the end of its career it produced well over 600 bhp.

The chassis was made up of an aluminum spaceframe front section and a rear subframe to support the engine and the rear suspension. It was essentially a development of the 312 P chassis, with modifications made to carry the larger engine and to qualify for the GT-class. GT requirements included the addition of a spare wheel and a different windscreen. The fiberglass body’s round shape was reminiscent of the 312 it replaced. At its debut, the package weighed 880 kg, which was substantially more than its more powerful, air-cooled rival from Stuttgart.

Ferrari probably learned more about the 512 in those 24 Hours at Daytona than they did in the previous two months of testing. The Ferrari almost made up in handling what it lacked in the power and weight department. Improving aerodynamics and fuel consumption were also on designer Forghieri’s to-do list. An open spyder version shaved of around 25 kg, but it was not preferred by all drivers, especially in rainy conditions. Small lips were added on each side of the nose to increase downforce. Improved fuel injection brought the V12 engine up to Porsche power and fuel efficiency.

Four revised 512s faced four 917s for the next championship race at Sebring. Three of the four Ferraris featured spyder bodywork, with the Daytona finishing car still in its initial configuration. Showing his talents once more, Andretti qualified his 512 S on pole, followed by the seven remaining ‘GT-cars’.

From the start Andretti lead the field, only to be overtaken by three of the Porsches during a pit stop. This proved to be a short-lived leaving the four Ferraris to lead the race. Andretti managed to overtake one of the 917s and the leading Porsche 908, to record the 512’s maiden victory.

LeMans was the most important race of the season for Porsche. A LeMans win would complete an arduous 20 year racing effort. More than on any other track, the car’s top speed at LeMans is crucial. Both Ferrari and Porsche produced special longtail versions which created less downforce, but in turn gave less drag for higher top speeds. Ferrari fielded four longtail works racers, but Porsche’s leading JWA (Gulf) team was reluctant to switch to the longtail variant because of testing accidents. Again the Ferrari’s were substantially heavier than both the regular 917 and the long tail versions.

Qualifying showed that the 512 S’ 100 additional kilos were no real handicap as Vacarella recorded a lap time of just 0.3s behind pole sitter Elford in his longtail 917. Finishing had been Ferrari’s strong point throughout the European season, but that quite abruptly ended at LeMans. Vacarella’s car lasted just 30 minutes. When rain began to slick the track shortly after, two of the remaining works cars fell victim of a multiple car mishap. Jackie Ickx took the lead in the remaining works 512 S, but around 2:00 am he hit a puddle and crashed out. Porsche finally won their LeMans.

Email This To A Friend or Social Bookmark It!

Related Articles:

No related posts -