The Lingotto Biscione and the Parella Scorpione

 

In considering Abarth Corse’s final racing season it’s necessary first to go back four years and understand the unfavourable market conditions that had begun to threaten the Corso Marche factory’s very survival.  1967 saw a big drop in demand for – and, thus, production of - Abarth cars.  This was not due to any shortcomings of the products themselves but resulted from the sales inroads made by other manufacturers who had introduced new sporting variants to supplement their previously more mundane model ranges. 

Abarth’s strategic response was well-considered and logical.  Racing activity would be stepped up.  For Abarth, even more competitive achievements such as the recent run of World Championships would support marketing messages stressing the products’ actual/race-proven sporting qualities – demonstrating that they were not just models with slightly more performance and a set of stripes.  Additionally, and as a very valuable short-term benefit, more racing leading to more victories would mean more win-bonus payments from Fiat, since the 1958 contractual agreement on this was still in force.  It has however been suggested that the agreement may, paradoxically, have been partly responsible for the Marque’s eventual demise.  The argument posited is that Abarth over-focused on the 595/695 models as these generally were the most likely to win events.  As a result, development of other model lines, such as the GTs, was comparatively neglected despite these being products that especially embellished the brand image/reputation and which tended to carry significantly better profit margins.

The 1300 OT (above) had been introduced in 1965, and once homologated for Group 4, became a convincing front-runner.  Victories and podium placings were soon forthcoming in the DARM, (German Automobile Circuit Championship).  Then, in the International Sports Car Championship, as early as the April round (3) at Monza, the OT driven by Anton Fischhaber/Ernst Furtmayr/Giancarlo Baghetti won the Sport 1.3 class.  Two months later, at the Nurburgring 1000 kms, Kurt Ahrens Jr./Johannes Ortner/Wolf-Dieter Mantzel/Furtmayr took the same honour.

1966 Nurburgring 1000 kms class-winning 1300 OT. Courtesy Motorsport Images

At Mugello, a 1300 OT took the class win with Luigi Taramazzo and Giulio Bona driving.  Alfio Gambero’s 1300 OT was 3^rd overall and class winner in the Coppa Citta di Enna.  Next it was Helmut Krause’s turn to take the 1.3 class victory at the Hockenheim Grand Prix.

Overall winner of the Nurburgring 500 kms was Ernst Furtmayr, and Johannes Ortner rounded off a terrific set of class wins for the 1300 OT with 1^st place at Zeltweg.

Furtmayr winning the ‘Ring 500, ©Veit Arenz

Thus, 1966 saw another Abarth series victory – taking the title in the International Sports Car Championship, Division 1, 1300 cc.  The new 1300 OT had quickly proven its capability and there had been good individual race, class-winning, contributions too from the 1000 SP, the 1000 Bialbero, the 1000 S and the 1000 OT. 

In 1967, the 1300 OT maintained its status as the Number 1 car in the Sport 1.3 class, with wins at the Targa Florio, Le Mans, Hockenheim (outright winning car), Mugello, Enna, Zeltweg, Ollon-Villars and the Nurburgring 500.  There were some good performances in the Prototype class too for the 1000 SP.  Yet another championship year for Abarth Corse.

Ecurie du Maine -entered, class-winning 1300 OT at Le Mans

As said above, 1968 was the season in which Abarth was seeking more wins, especially with those Fiat bonus payments in mind.  But the outcome proved to be largely one of disappointment.  Bad enough that this became the first season since 1962 that Abarth could not boast of a World Championship.  Individual race results too were uninspiring.  A Fiat Abarth 1000 S took the Sport 1.0 class at Monza, but the only other international grade victories were achieved at the Targa Florio.  The performance in Sicily was something of a compensation because Abarth cars won three of the nine classes contested – Sport 1.3 – Giovanni Rizzo/Stefano Alongi, Abarth Simca 1300 Bialbero; Prototype 1.0 – Francesco Patane/’Oras’, Abarth 1000 S; Sport 1.0 – Cesare di Belmonte/’Don Pedrito,’ Abarth 1000 OTS.

Class winners on the Targa Florio, left to right: 1000 S; 1000 OTS; Abarth Simca 1300 Bialbero

The policy of a more diversified models/more numerous entries approach referred to above became more evident as the 1969 season got underway.  At the Brands Hatch Six Hours, an SRT Holland-entered Abarth 2000 S ran in the hands of Gijs van Lennep/Toine Hezemans.  Launched in 1967, the 2000 S was a development of the 1000 SP and known internally as model SE04.  The mechanical configuration and dimensions were revised repeatedly as Abarth sought the optimum template for a successful customer race car model.  Results in 1967/8 were modest, but 1969, (and 1970), would see a good number of class wins/podiums.  To allow for competitive participation in the Sport category (rather than Prototype), a homologation-required quantity of 25 units was built in 1968/9 of the further development, SE10, version.

SE10 driven by Johannes Ortner on Volterra Hill Climb, May 1970.  © 2022 The Guitar Broker

The same car seen below when recently offered for sale by C Brody Investment Motorcars,
 Fort Lauderdale.   © 2022 The Guitar Broker

There would also be a SE014 version and a SE018 for Prototype racing:

SE014, chassis #001, sold by Bonhams in 2015 for £124,700. Courtesy Ultimatecarpage.com

SE018. Courtesy Berni Motori

However, whatever the success that these later developments would bring, the SRT car at Brands Hatch  showed that much work would be needed.  Qualifying only 21^st, it was a non-finisher. 

At Monza, for the 1000 kms in April, three Abarth models were deployed – another outing for a 2000 S, two 1000 S models and three 1000 SPs.  Although three of the cars retired, there were class wins for Ugo Locatelli/Maurizio Zanetti, 1000 SP (Prototype 1.0), and "White"/Umberto Grano, 1000 S (Sport 1.0).

Locatelli/Zanetti, 1000 SP at Monza. Courtesy Motorsport Images

The Abarth contingent for the Targa Florio amounted to 9 cars of which two were class winners, and in the Sport 1.3 class Corso Marche products filled the first four places.  Leading the way was the 2000 S of Bitter/Kelleners, 8^th overall and first in the Sport 5.0 class.  Winning the Sport 1.3 class was the 1000 S of Salvatore Calascibetta/Vincenzo Ferlito.

Targa Florio class winners. Left: 2000 S. Right: 1000 SP, courtesy Schlegelmilch 

Also seen on the Madonie circuit in 1969 were three more 1000 SPs, a 1300 OT, a 1000 OT, a 1000 S, and an Abarth Simca 1300 Bialbero.

Le Mans was not an attractive event for teams running Abarth models in 1969, and the only runner of note was an Ecurie Fiat-Abarth France-entered 1000 SP for Locatelli/Zanetti, although this did not last long, retiring after nine laps with ignition failure. The car has however been preserved in beautiful condition, as seen below, at the 2022 Chantilly Arts & Elegance Richard Mille Concours:

Le Mans-running 1000 SP # SE04/0047.  Courtesy Wouter Melissen

1969 also saw the launch of an evolution of the OT 1300 /124 Scorpione.  This model, was based on the Fiat 850 chassis, but with a coupe body styled and built by Carrozzeria Francis Lombardi.  Lombardi marketed its own version as the 'Grand Prix,' and there was another variant branded as OTAS-Turin.  The Abarth had the superior specification in terms of engine performance and chassis details.  These were further enhanced in 1969 with a re-designation as the 'Scorpione SS.'  With notably good handling and power up to 88 bhp, the model had plenty of race potential.  However, with very few produced, coupled with growing uncertainty about Abarth's ongoing viability, especially its racing activities,  Scorpiones were little seen on the competition scene of the times.

Scorpione SS (pictured in 2014). Courtesy David Grant

1970 was to be the last full season in which Abarth Corse would be active.  Initially, there was plenty going on.  A definite highlight was the new SE018, a more compact, lighter Abarth 1000.  In this period there had been an ongoing internal contest between Carlo Abarth and Mario Colucci, his Chief Engineer/Designer, over how the cars should be configured.  Colucci was keen to execute the pure racing sports/prototypes as mid-engined machines, whereas Abarth favoured the rear-located solution which had brought him so much success over the previous twenty years.  By the turn of the new decade, he had prevailed and the SE018’s attributes included the progressive handling characteristics conferred by the rear mounting of the power unit.  However, the other new-for-1970 car, the 2000 SE019, could be delivered in either mid or rear-engined form!  Shown below is an example of the SE018, the rear location of the power unit being very evident from this angle.  This car is chassis #015, offered for sale by Bonhams in March 2015 with an estimate of £90-120,000; (withdrawn prior to the auction).

S 1000, #SE018/015. Courtesy Bonhams

As recounted by Asmonzaracing, a SE019 of the mid-engine, (‘entrobordo’) type featured in a head-to-head battle with the outboard engine version – ‘fuoribordo ‘ – at Mugello in July 1970.  The race was won by Arturo Merzario driving a fuoribordo with Kinnunen second in an entrobordo.  Below, on the left, is a contemporary photograph of Merzario in the fuoribordo, (with Carlo Abarth directly behind the car), while to the right, an entrobordo is pictured at Imola in 2019:

Left: SE019, Merzario. Courtesy Giorgio Nada Editore; right: 'Entrobordo. Courtesy Andrea Sofia

There were nine Abarths entered for the Targa Florio.  Heading the contingent was a pair of factory-run 3000 SPs for Arturo Merzario/Johannes Ortner, and for Mario Casoni/Jonathan Williams.  The latter car was damaged in practice and unable to start the race, whilst the other managed only two laps before succumbing to gearbox failure. More positively, 2000 S SE10s were 1^st and 2^nd in the Sport 2.0 class, an SE04 1000 SP won the Prototype 1.0 class, and a Scuderia Pegaso 1300 OT took victory in the Sport 1.3 class.

In addition to The SE019s, the racing models launched by Abarth in 1970 were:

 

Fiat Abarth 1000 TC Radiale Berlina Corsa:  Responding to further revisions of the FIA’s definition of racing classes in the ‘Appendix J’ of its International Sporting Code, this version of the 1000 TC was specified to comply with the Group 2 rules.  This was for ‘special touring cars’ with a homologation requirement of at least 1,000 units/year.  The regulations were helpful in so much as they allowed Abarth to utilise the Radiale head.  (This featured combustion chambers of a form embodying two overlapping hemispheres.  This promoted more efficient mixture charging/combustion.  On the 1 litre engine, the Radiale head was good for a 27% power increase, to 108 bhp.)  It had been seen previously in 1966 for Group 5 classes allowed in England and France.  The widespread accommodation in 1970 of such a specification was a clear benefit to Abarth.  Ongoing development saw power further improved to 112 bhp, and, coupled with the low weight value of just 583 kgs, competitive performance was assured.  It was certainly good enough to secure the title for Abarth of Division 1 of the European Touring Car Championship, with class wins at five of the nine rounds.  Johann Abt was 2^nd in the drivers table to Toine Hezemans, who, though earning his championship-winning points mainly by driving an Alfa Romeo 2000 GTAm in Division 3, also drove a 1000 TCR at the Zandvoort round.

1000 TCR of Johann Abt, Salzberg, 1970. Courtesy Mad4Wheels

1000 TCR Berlina Corsa engine installation.  ©2022 Revs Institute

Fiat Abarth 695 SS Assetto Corsa Series 3: Whilst the 1000 TCR represented a culmination of upgrading/improvement to the 600-based berlinas, the 695 SS Assetto Corsa Series 3 embodied the same summation for the variations on the 500 theme.  That Abarth at this point was every bit as concerned with marketing as with engineering, is indicated by the range of variants concurrently offered: 595, 595 Competizione and 695 SS Assetto Corsa.  It was also possible to have post-sale conversion to uprate the engine with a Radiale head.  However, the SS Assetto Corsa boasted at least 38 bhp on 520 kgs, so was a capable front runner.

695 SS Assetto Corsa. Courtesy Bonhams

695 SS Assetto Corsa engine bay. Courtesy Bonhams

By May 1970, the number of 695 SS cars to be seen on-track had become substantial.  At the Trieste-Opicina hillclimb, for example, six ran in the 700 class, with Cesare Garrone taking the win.  At Imola the class win went to Antonio Leone.  At this event there was some competition for the 695s, a BMW 700 CS running in the same class.  Otherwise, throughout the season, the Abarths had the 700 class almost completely to themselves. 

As said at the outset, the late Sixties had brought much pressure for Carlo Abarth, especially in terms of sales and the related existential issue of corporate solvency.  The latter concern was not helped by the more extreme aspects of Carlo’s search for the higher racing profile intended to secure increased sales revenues by enhancing the appeal of the normal production cars.  There were two such aspects and both not only drained funds but also distracted attention from customer-sales-related operations.  Firstly, there was the T140 Sports Prototype project initiated in 1966 and founded on the creation of a six litre V12 engine.  A chassis for this was built, and testing became intense during 1967.  However, quite abruptly, the FIA revised its definitions of the Group 5 and 6 categories relevant to the World Sports Car Championship.  Whilst the main thrust of the changes was to introduce a 3 litre engine capacity limit, provision was eventually made for 5 litre engines, but subject to a homologation requirement of 25 built examples.  Having invested much time and money in the project, Abarth had to face up to the reality of his situation, one in which he lacked the resources which permitted both Porsche and Ferrari to meet the homologation requirements and subsequently contest the World Championship with their 917 and 512 5 litre models in 1970-71. 

As if the T140 project was not enough to be going on with, a 3 litre Formula One car had also been under development.  Whilst not very much has been written about this, we do have an interesting account from Jonathan Williams in his autobiography, Shooting Star on a Prancing Horse.  Finding himself no longer wanted at Ferrari, Jonathan had a meeting with Carlo in late 1967/early 1968.  Jonathan was invited to be the driver of a ‘secret’ Abarth Grand Prix car.

I was given a tour of the factory and saw ‘my’ F1 car.  It was a Cooper style space frame with a 3 litre V8 engine.  This was when everyone was moving to monocoque chassis.  I knew right away that it wouldn’t be competitive, but I would never find out.  During the next few months, little if any work was done on the car, and it was eventually shelved and the project abandoned.

 

There are several accounts by people who interacted with Carlo which attest to his tendency towards arrogance and inflexibility.  To a degree, these sorts of trait would have been key to the character that enabled the man to have a singular sporting/engineering vision and the energy/resilience necessary to establish and grow a business in a competitive milieu.  Such a personality may have difficulty in evolving a changing operational outlook in response to a company’s developing size and scope of business.  In such circumstances, it is often the case that there is a natural successor with the mindset required.  And, perhaps as the ideal, this has often been realised by a son/daughter, likely aligned with the father’s core values, but able to contribute a new dynamic to their delivery.  In Carlo’s time, this would be the vocation for a son, but there was none.  It has been suggested that Carlo may have looked upon Peter Schetty as a surrogate for the role.  In his late twenties, Schetty’s prowess as a driver was backed up by a formal engineering training at university and a naturally confident manner stemming from his upbringing in a wealthy business-owning family.  Like Abarth, he was highly accomplished in carrying out vehicle testing, analysing results and planning developments.  But, ironically and unhappily for Carlo, Peter was perhaps too good – his reputation being sufficient to prompt Ferrari to headhunt him.  Thus, he left Abarth to work at Maranello, where in 1971 he took over the management of Scuderia Ferrari, securing the World Championship for Makes the following year in very convincing style.

 

As 1971 dawned for Carlo, his attention could not be exclusively focused on the new cars that would represent the Marque that season – he had also to find a means by which he would have the wherewithal to continue the enterprise through to 1972.  His options were however severely limited and, eventually, he would not be able to find an alternative to a sale, lock, stock and barrel, to Fiat.

 

Meanwhile, there were new cars to be launched which had the potential at least to bolster Carlo’s asking price as a result of renewed on-track success.  Whilst the ambition – perhaps disastrously overreaching – of the T140 had come to nothing, Abarth remained keen on seeking the prestige associated with running in the larger capacity prototype form of sports car racing.  Thus, two new 3000 Sport Prototipos were presented to the Press in February.  The 365 bhp 2968 cc V8 engine had by then been through five years of development, including enlargement from its original 1978 cc displacement.  For 1971 there was a circuit racing version – SE020 – and a hill climber, SE022.  Although there were some serious issues of potential competitiveness, at least at this point the question of engine location on both cars – and the 2.0 SE021 – had been resolved: mid-engined, as had become the general convention by then, as well as validating Ing Colucci’s philosophy.  These cars are sometimes referred to as Sports Spiders.  The SE021 is considered a significant model as it benefitted from the increased influence of Enzo Osella, (who had first worked for Abarth in the early Sixties), and Antonio Tomaini, both of whose status within the Abarth organisation had been revised and uprated.  Its success was confirmed when it took third place in the 1971 season’s European Championship.

 

A major issue for the SE020 was the Abarth V8’s power disadvantage against the competition.  At a very simple level, the relevant classes were restricted to 2 and 5 litres, so any 3 litre, however good, was bound to have a significant power deficit.  As to other 3 litre cars, the flat 12 in the Ferrari 312 PB delivered almost 100 more bhp.  The Alfa Romeo T33TT3’s V8 was capable of over 400 bhp, as was the Matra MS12 V12.  Even the less up-to-date Porsche 3 litre flat 8 was a little more powerful.  To make matters worse, even the relatively modest 365 bhp of the Abarth unit was more than the transmission had been designed for, and reliability thus came into question.

 

Abarth recognised that both performance and quality concerns were affecting customer confidence.  To overcome this, he decided to consolidate a specialist motorsport customer-support orientated division in the style of Alfa Romeo’s Autodelta.  Also responsible for running the factory cars on-track, Osella was publicly announced as the manager of this new operation, the Abarth Reparto Corse.

 

At Monza, in April’s 1000 kms, an SE10 2000 S driven by ‘Pal Joe’ and Romolo Becchetti won the 2 litre class, though there were only three other Sport 2.0 class cars contesting the race.

SE10 of ‘Pal Joe’/Becchetti at Monza. Courtesy Motorsport Images

SE021 2000 SP of Arturo Merzario, Imola (European 2.0 Championship)

Seven Abarths started the Targa Florio, but only two were finishers.  However, these, both 1000 SPs, came in 1^st and 2^nd in the Prototype 1.0 class.

Also new for 1971 were: 

1300 Sport Spider.  This was in effect an SE021 with a 190 bhp version of the 1289 cc engine.  It maintained the Marque’s reputation for being able to dominate the 1300 class of the Italian national championship.

1300 Sport Spider. Courtesy Bonhams

Autobianchi A-112 Abarth Berlina Series.1.  The Abarth version of the A-112 was in development soon after the standard car’s launch in 1969.  That development process straddled the sale of Abarth to Fiat and in several ways does not seem to be typical of the Marque.  It was, however, a significantly upgraded machine, with engine power 35% up on that of the standard car.  Eventually it would receive further modification, with consequent power increases, in the guise of a Fiat rally ‘special.’

Autobianchi A-112 Abarth Berlina (prototype example)

Fiat Abarth Formula Italia.  This, again, was a project which though begun whilst Abarth was still independent, did not really emerge in public until after Carlo has completed the corporate sale.  The car – SE 025 - provided a ‘junior’ format allowing drivers to compete in identically-specified single seat, open wheel machines.  The series was crucial to the establishment of the careers of several Italian drivers who would make it to Formula 1, including Ricardo Patrese, Michele Albereto and Bruno Giacomelli.  The tubular chassis was the work of Abarth’s Ing. Colucci and it remained the Formula’s control chassis until 1979, when it was replaced with a Lancia Beta-based, transverse engined, semi-monocoque.

Fiat Abarth Formula Italia, (SE 025). Courtesy Bonhams

With Carlo preoccupied with negotiations with Fiat, it is perhaps not surprising that there was no Abarth representation at the rounds of the International Championship for Makes after the Targa Florio.  Those negotiations did not look likely to succeed for quite some time, Carlo Abarth seeking to be uncompromising despite the underlying weakness of his position.  However, his partner from the time of the company’s formation, Carlo Scagliarini, who enjoyed a good relationship with Fiat’s commercial director, intervened, and, through an intense period of discussion, was able to broker an agreement which was finalised in July.  Abarth’s third wife, Anneliese, has provided insight relative to the standing of the Reparto Corse in the negotiations:

Fiat had immediately declared that it was not interested in the Reparto Corse.  Carlo Arbarth then turned to Enzo Osella, before formalizing the sale to Fiat, so that he could take over all the equipment of the Reparto Corse, granting him payment in instalments as long as his name continued in racing.  In addition to the equipment and the cars, a dozen of the best mechanics went to Osella, (another 30 were hired by Fiat), Antonio Tomaini and, among the drivers, Arturo Merzario and Domenico Cedrati ‘Poker.’  The transfer of all the equipment of the Reparto Corse to Osella took place during the closure of August.  With the ex-Abarth material, Osella formed the ‘Osella 1972’ Scuderia. 

The sale of Abarth to Fiat was made public in October 1971.  As a result of Osella’s activities, there was the appearance of ongoing Abarth race car development, underpinned by an important measure to address the transmission reliability problems that had recently been experienced.  The situation was addressed by the simple expedient of substituting a Hewland ‘box for the Abarth unit.  With the adoption also of fuel injection and a resulting increase in power from the 2.0 engine, the SE021 in 1972 form was good enough to win the European Championship. 

For a while, Carlo remained involved on a consultancy basis, though it must have been difficult for him to accept a situation where he no longer had autocratic power and would have to defer to Fiat management as a generality.  Eventually he retired, leaving Turin and relocating to Vienna.  He died in 1979, just short of his 71^st birthday.  Today the Abarth name enjoys a renewed currency as an overtly sporting brand of Fiat, and his personal achievements are very well celebrated by the Carlo Abarth Foundation.

One Last Time

 

1973 saw the 57^th running of the Targa Florio on the Piccolo Circuito delle Madonie, Sicily.  A battle for victory by the 3.0 Sports Prototypes, especially the Ferrari 312 PBs and Alfa Romeo T33/TT/12s, was expected.  As it turned out, however, the race was won by the Martini Racing Porsche 911 RSR of Herbert Muller and Gijs van Lennep. Sandro Munari and Jean Claude Andruet were second in the new Lancia Stratos, with another Martini 911 RSR of Leo Kinnunen and Claude Haldi third.  And this was to be the last Targa that served as a round of the World Sportscar Championship, the circuit being deemed unacceptably hazardous in the wake of a spate of accidents to drivers, and injuries sustained by several spectators. In a pre-race accident, Charles Blyth, whose Lancia Fulvia had failed scrutineering, sustained fatal injuries.  During the race, Ferruccio Deiana crashed his Renault Alpine A110, killing a spectator. 

This account however focuses on the wide and diverse range of entries for the race.  Whilst the 312 and the 33 were outstanding racing cars in their era, several other distinctive machines - if much less well known - ran in 1973.  Seven of these are celebrated in the survey below. 

Momo-Conrero Opel

#19 Giorgio Pianta and Pino Pica

Virgilio Conrero’s early career included several highlights – honing his engine development/tuning expertise at Fiat; a key engineer with the Cisitalia/Porsche 360 F1 project; with his own constructor workshop - Autotecnica Conrero - newly established, he created a Ghia-bodied Conrero-Alfa Romeo 1900 and ran this in the 1953 Mille Miglia; numerous victories in the late Fifties/early Sixties; success with a Conrero Formula Junior car and with Alfa Romeo specials based on the Giulietta; collaboration in 1961 with Alejandro De Tomaso on a Grand Prix car with an Alfa Romeo Giulietta-based engine. 

After expanding his business during the Sixties by establishing ‘approved tuner’ relationships with Renault, Triumph and the burgeoning Japanese manufacturers, Conrero secured a substantial contract with Opel to build/prepare/run cars in competition on its behalf.  Positive results soon flowed, with Conrero’s version of the Opel GT beginning to take class honours in 1970.  The following season saw a class victory in the Targa Florio – with this car, Conrero had developed a Porsche-beater, raising his stock further. 

Encouraged by the success achieved with the GT, Conrero then developed an open top Group 5/6 prototype in the style of the Chevron B19 S, Lola T212 and Abarth 2000 SP; (there was comment that the body styling appeared to be a copy of the Ferrari 312 PB).  The car was entered for the 1973 running of the Targa Florio, with drivers Giorgio Pianta and Pino Pica.  Designated as a Momo-Conrero, the car is seen below with Conrero himself (standing) on the left:

The Momo association seems very natural – the brand’s founder, Gianpiero Moretti, and Virgilio Conrero were both charismatic and entrepreneurial figures on the Italian sports car racing scene in the era.  However, their collaboration this time was unsuccessful, the car being retired after 4 laps.  Indications were that the car’s pneumatic suspension had caused stability issues and the brakes did not stand up well to the demands of the Madonie circuit.¹  It had been competitive though, with a 26^th fastest race lap of 42'35"2 and was running in 7^th place overall on laps 1 and 4.

1.www.targapedia.com/biblioteca/riviste/automobile_historique/tf_R_AutomobileHistorique_2001_05_TargaFlorio1973.pdf

Daren Mk. 3

#12 Jack Wheeler and Martin Davidson 

One of the lesser-known British sportscar marques is Fairthorpe.  In business for just short of twenty years in the Fifties to the early Seventies, the Buckinghamshire-based manufacturer made a variety of small sportscars primarily based on Triumph chassis/mechanicals/engines and utilising glass fibre body construction.  An ex-Daimler man, John Green, joined Fairthorpe as General Manager in the late Fifties.  He set about developing a new model and this proved to be a significant step forward for the company.  Called the Electron Minor, it became the leading Fairthorpe product. 

Along with his expertise as a manager and an engineer, Green could boast ability behind the wheel of a racing car.  So, it was not unexpected that he designed and built a track car in parallel with his work for Fairthorpe.  But thus, he became associated with another obscure British racing name, even less familiar to most than Fairthorpe - the Daren.  It was successful until regulation spurred Green to develop a new, lighter car, known as the Daren Mk. 2.  This had a more sophisticated, semi-monocoque construction and lent itself to series production.  In 1971, a Mk.3 was made for well-known club racer, Jack Wheeler.  Wheeler intended the car for some serious racing on the European scene, and, accordingly specified a pretty serious engine: the BRM P56/60 V8, Endurance/Tasman, 2.0 specification.  Six Mk. 3s were built and several entries are recorded in the 1971/2/3 seasons.  Reliability was not especially good – from 35 starts there were only nine finishes and the best result was a second, (for Arthur Collier in a SMRC event at Ingliston). 

Partnered by Martin Davidson, Wheeler took the car to Sicily for 1972’s Targa Florio.  The effort/expense was not however very well rewarded, the Daren failing to complete the first lap as a result of ignition trouble.  Undaunted, they were back for the 1973 event, and, though  two laps down, were still running at the finish, classified as 29^th overall, 7^th in class.  It was an encouraging outcome and Wheeler must have been hopeful as he arrived in Germany two weeks later for the Nurburgring 1000 kms.  Initially in Practice, the car was competitive amongst the 2 litre opposition – RSR, Lola T290, Chevron B21/23, for example – qualifying 33^rd in a 52 car field.  However, with only one lap completed, the engine was subject to a valve failure and had to be retired.

Scrutineering stickers on the Daren

The Daren Mk.3 driven by Wheeler/Davidson to 7^th in class.  ©Bernard Cahier

In 2020 the car, unrun since that Nurburgring disappointment 47 years earlier, was sold as a rolling chassis by Bonhams at Goodwood for £18,400 – details here.

AMS 273

11 chassis - #43, #47, #63, #65, #68, #69, #82, #83, #84, #86, #87

At the outset of his engineering career, Tancredi Simonetti worked firstly at OSI, (Officine Stampaggi Industriali), the Ghia subsidiary in Turin.  This business, set up to build special small production volume models, primarily for Fiat and Ford, became defunct in 1967, prompting Simonetti to start constructing a car of his own design.  He based it on a prototype developed by the remnants of the ATS, (Automobili Turismo e Sport) business that had briefly blossomed as a breakaway of talent from Ferrari in 1962.  Simonetti formed a new company, Attrezzature Meccaniche Speciali (AMS) to produce his 1.0 car and Scuderia Autoracing to run it.  From 1969 to 1972 AMS ‘1000 SP’ chassis ran with a variety of engine makes and displacements, becoming successful and popular with owner/drivers and small teams.  An improved model, designated 273, was introduced in early 1973, and no fewer than 11 of these were to be seen on that year’s Targa Florio.  Quite an impressive representation for such a small/’young’ builder, especially in comparison with the numbers running for some of the heavy hitters: Porsche, 17; Alfa Romeo, 17; Lancia, 13.  Engines powering the 273s were: Alfa Romeo 1600; Ford Cosworth 1000, 1300 and 1600; Giliberti-Ford 1600; Giliberti-Alfa 1300; Giliberti-Fiat 1000 and 1300. 

Best result was for #65, the AMS-Ford of Pasquale Anastasio and Giovanni Lo Voi, 15^th overall and 1^st in class:

Anastasio/Lo Voi, 15^th. Courtesy Piergiorgio Ferreri

#47, a Giliberti-Cosworth-engined 273 took Vito Veninata and Giuseppe Iacono to 38^th overall, 5^th in the 1.3-1.6 class.  #84, with Ford power, was driven to 40^th, 2^nd in the 1.0 class, by Stefano Sebastiani and Antonio Palangio:

Six of the AMS cars failed to finish – shown below, top row, left to right: #43 of Vimercati/Cocchetti; #63 of Di Cristoforo/Lo Piccolo; #69 of Manzo/Nicolosi.  Lower row, left to right: #82 of Verrocchio/De Antoni; #83 of Donà/Govoni; #86 of  Bartoli/"Jorkrysa."

Two driver pairings ran but were unable to qualify for the race:  Gianfranco La Mazza and Massimo Cavatorta in a Ford-engined example, and Salvatore Barraco and Giuseppe Virgilio, whose AMS was powered by a Giliberti-Fiat 1300. 

Only a couple of AMSs appeared at the following year’s emasculated Targa Florio.  The marque’s cars were active on the sports racing scene for the remainder of the decade, but the 277 model was the last of the line.

CR CDS 134B
#62 Salvatore Calascibetta and Alfonso Merendino

My earlier use of the term ‘less well known’ is inadequate in regard to this car!  Very little has been documented about the machine, though its lead driver has been celebrated for his persistence – he ran in the Targa Florio 13 times.  This was mainly on an amateur and largely self-financed basis, though he scored a class win driving an Opel for the Conrero-run factory team in 1971. 

I have been unable to find any trace of the ‘CR CDS 134B’ running in any other event.  As to its origin, the best clue is that in a couple of brief mentions, the car is described as ‘artisan-made’/’handcrafted.’  Since Salvatore ran a workshop in Palermo, my best guess is that he ‘designed’ and built the car from scratch.  As to nomenclature, C R perhaps stands for Calascibetta Racing and the prominent CDS sponsorship decals refer to the proprietary electronic ignition coil/unit - so it's likely that Salvatore derived some funding from this commercial source. 

The car was entered by ‘Krista Buchwald’ – this name is recorded only once and only in regard to the 1973 Targa Florio.  Motive power was provided by an Abarth-tuned Fiat 1300 engine.  It ran until the 7^th lap, on which it broke down with fuel starvation and had to be retired.

CR CDS 134B of Calascibetta/Merendino. Courtesy Vittorio Giordano

GiGi P2 Speciale

#64 Antonio Riolo and Giuseppe Garofalo 

The Riolo family automotive retailing business expanded in its Palermo premises from a general garage to a multi-franchise dealership over the post-war years.  In the Sixties/Seventies, it was mainly a Lancia and Citroen representative.  Today its primary focus is with the Audi brand. 

Antonio’s 1973 Targa Florio adventure seems to have been a one-off – as was that of co-driver, Giuseppe Garofalo.  The same can be said for the car – it does not appear in any other race results database.  I understand – but have not so far confirmed – that it was eventually acquired by prominent Lancia enthusiast, Loris Giorgetti.  This would be logical as the GiGi was powered by a Lancia 1300 engine, (Fulvia spec I imagine). 

The P2 was entered by Scuderia Pegaso. The Palermo-based Scuderia had first tackled the Targa Florio in 1964, running a contingent of characterful cars: 2 Alfa Sprint Zagatos, an Alfa Giulietta SS and an Abarth Simca 1300 Bialbero.  The team added Lancia and Ferrari models for the following year and continued to make the Targa Florio its principal interest – with the occasional excursion to Mugello, Vallelunga and Monza – through to 1974. 

The car has a rather strange appearance in contemporary photographs as the ground clearance looks unusually large, there is a curious reverse rake and the tyres – especially the fronts – are less wide than might be expected.  Despite these possible disadvantages, Riolo/Garofalo brought it home 24^th, 2^nd in class.

Left to right: GiGi P2 in the pits; on its way to 2^nd in class; the Riolo Palermo dealership

Bizzarrini 128P Fiat 

#66 Massimo Larini 

Giotto Bizzarrini’s consultancy became known as Bizzarrini S.p.A. after his spell working with Iso ended in 1966.  Under his own name Bizzarrini then produced the much lauded 5300 GT Strada model, but the engineering was more accomplished than the business management, and the company had failed by 1969.  His activities from then became spasmodic and fragmented, though still characterised by flashes of brilliance.  In 1971, as something of an indulgence, he set about designing and building a competition car specified on the basis of a personal ideal.  Thus, came about the 128P Barchetta.  Two chassis were constructed, the Targa Florio-running example being exhibited currently in Turin’s Museo Nazional dell’Automobile.¹

Bizzarrini 128P as displayed in the Nazional dell’Automobile  Courtesy David Tarallo

The Fiat 128 engine was uprated to output around 130 bhp.  Given Bizzarrini’s reputation as a very accomplished suspension/steering tuner, much was expected of the car on the Circuitto Piccolo.  In the event, qualifying did not go too well, the car being 73^rd of 81.  The race was even less kind – Larini having to retire it with accident damage on the first lap – thus neither Bizzarrini nor Antonio Finiguerra, who had been entered, actually drove it.

Bizzarrini 128P on the Targa Florio

A superb set of detail photographs of the sister car can be seen here  - they were posted at the time of its sale by auction in 2019.  Also reproduced is an illustrated Ruoteclassiche magazine article about that car’s ‘rescue’ and restoration.

Ruoteclassiche magazine article

Giotto Bizzarrini at work on the 128P

1. More photographs of the Museum installation of the 128P can be seen on David Tarello’s blog, Pit Lane Italia 

To round off this survey I’m including a car that evades my opening criterion regarding characterisation as being ‘less well known.’  This car would be making big news in the world of international motorsport throughout the decade.  It was wonderfully distinctive in its functional capability and both innovative and attention-grabbing in its looks.  It’s just that in May 1973 it was the new kid on the block, albeit one that would grow up very quickly . . 

. . . Lancia Stratos

   

#4 (and #4T) Sandro Munari and Jean-Claude Andruet

Lancia’s new flagship competition car broke cover in prototype guise in 1971.  However, it was not seen in its definitive form until 1973 by when the distinctive Marcello Gandini styling had been further refined and, after a period of indecision, the Ferrari Dino engine confirmed.  With production of the 500 examples required for FIA homologation ongoing, a Stratos was making its World Championship circuit racing debut at May’s Targa Florio.  The race-run car entered is said to have been #0002 and it wore race number 04, with Sandro Munari and Jean Claude-Andruet at the wheel.  A second chassis was used in practice, identified with race number 4T and Turin road-registered, PROVA TO 1098.  The car sustained damage to the left hand side. 

As well as looking sensational, #04, ran reliably, avoiding the suspension problems that had afflicted the car’s very first rally outings. And it’s 280 bhp V6 engine made it fully competitive with the 911 RSRs, despite the Porsches having about 35 more bhp on tap.  This was thanks to the car’s handling characteristics and its weight being around 60 kgs lighter than the 911’s 940 kgs.  It finished second, with a deficit of just 6 minutes, between the winning RSR of Muller/van Lennep and that of third-placed Kinnunen/Haldi.  Munari’s fastest race lap was quicker than all but one of the numerous Porsches, and was bettered only by Muller, the two Ferrari 312 PBs of Ickx and Merzario and the Alfa 33 of Stommelen.  The Stratos moved up to third place on Lap 3, second on the following tour, and remained there for the rest of the race.  So no fluke, and not a late-inherited position:  it must have been a very encouraging outcome for the Lancia Corse team.

Left, 2^nd place for Stratos #4;  Centre, rear view. Courtesy Revs Institute for Automotive Research;  Right, T car. Courtesy Effe Model Cannata

Much of the information (and images reproduced) in this article has been derived from the excellent website, ‘Targapedia,’ the work of Enzo and Federica Manzo – I’m very grateful to them for all their work and diligence in creating and maintaining such a valuable motorsport history resource.