Abarth in Sixties Sicily

During the 1960s, eighty five Abarth cars were entered for the Targa Florio.  The Marque’s involvement in this challenging and characterful event peaked in ’69 when thirteen cars wearing the Scorpion Crest were on the entry list, three of which achieved class victory.  The low point was ’66, with just four entries, of which one was a non-starter, two retired and the other came in 40^th of the forty four classified finishers.  Overall, Abarths were class winners fourteen times, by model thus:  Porsche Abarth Carrera GTL – 4, Abarth Simca 1300 GT – 3, Abarth 1000 SP – 2 and once each for OT 1600 Spider Prototipo, Abarth OT 1300, Abarth OTS 1000, Abarth 1000 Bialbero and Abarth 2000 S.  The total podium count was twenty three.

 

Although things were about to change radically, the new decade saw the focus of motor sport attention at Corso Marche remaining on the Zagato bodied coupes that had been consistently successful during the late 1950s for Abarth.  In ’60, of the seven cars entered for the 44^th running of the Targa Florio, five were 750 GTs, along with one 850-engined version of the Zagato-built coupes.  The 750 had been launched in mid-’55 with 47 bhp propelling a kerb weight of 605 Kg – good enough for a top speed capability of 105 mph.  By ’57, the weight had been got down considerably, to 535 Kg.  Though there are disagreements about this, it has been said that around twenty Corsa versions were built at the factory with an engine type known as a ‘Mille Miglia’ version, and a further-lightened chassis/body.  However, with revised international racing classes for ’60 – deletion of the up-to-750 cc category and introduction of up-to-700, and up-to-1000 cc designations in replacement – Abarth released its new twin cam version of the Fiat 600-based 200 series engine in 700, 850 and 1000 cc capacities.  This ‘Bialbero,’ Tipo 221 engine had been first seen in early ’58, powering the Record Monza 750 GT with 57 bhp.  The effectiveness of the Bialbero engine was confirmed early in ’60 with a Record Monza 750 taking victory at the Sebring 4 Hours race run in March.  The 700 cc version at various events also proved a winner, though one of these, together with a pair of 850s, failed at Le Mans, a major disappointment for Abarth.  However, with reliability in the especially rugged conditions characterising the Piccolo Circuito delle Madonie, the Abarth entry for the Targa Florio had been mainly comprised of the well-proven 750s, with just the single 850 example present.  For these six cars there was no glory in Sicily – one failed to start, three retired and two were unclassified.  The saving grace, however, came in the shape of the Porsche Abarth Carrera GTL of Schorndorf Porsche Dealer, Paul-Ernst Strähle, (and co-driver, Herbert Linge), which finished an extremely creditable 6^th overall, and 1^st in the GT 1301-2500 cc class.  (Remarkably, the Strähle team, also took 10^th place overall in a race-numbered #120 Porsche 356 Carrera, co-driven by Strähle, (yes, between stints in the GTL!), and Dieter Lissmann).  The creation and development of the GTL is covered here, with the ’60 Targa referenced:

Whatever the provenance of the design of the GTL’s body, its functionality in aerodynamic terms was far from being a disappointment to Porsche.  A three strand strategic plan had been devised at Zuffenhausen aimed at ensuring season-long racing superiority rather than just competitiveness: a new, 115 bhp version (692/3) of the 356 engine, a super-light chassis, and a low drag body.  Abarth’s body, whether of Motto or V & P origin, met the desired weight metric with ease – kerb weight in the range 800-810 kgs.  This, compared with that of a 356 1600 GS Carrera of 955 kgs, shows a saving of 15%.  And by way of further performance enhancement, the reduced dimensions of the car, especially in terms of frontal area, enabled a correspondingly lower Cd of 0.365 – 8% better than that of the production model.  The prototype, #1001, featured a front end with just two small brake duct openings and an engine deck with a high, central rectangular opening flap and, in the lower corners, two columns of five slot louvre openings.  It is notable that #1002, the first car of which we have photographs of a GTL in competition, (Targa Florio, May 1960), already embodied modifications to these items, with a wide/shallow central intake in the nose and many more engine deck slots - 48 over four columns in total.  That these measures were effective in facilitating cooling air flows where needed is verified by the car’s performance and reliability over the race’s arduous 447 miles distance.

Porsche Abarth Carrera GTL #116 at the ‘60 Targa Florio (Motorsport Images) and, centre, owner/driver, Paul-Ernst Strähle (Pininterest)

Abarth Vignale Goccia – left to right: On the ’57 Mille Miglia; Styling without rear cooling intakes, (’57); On the ’60 Targa Florio (Bernimotore)

Above – an oddity amongst the Abarths entered for the ’60 Targa Florio.  This is the 750 ‘Goccia’ Vignale of Scuderia Trinacria, driven by Michele Paratore/Benedetto Manasseri.  Built in ’57 by Carrozzeria Vignale on the 750 platform, it was styled by Giovanni Michelotti.  Goccia translates as ‘drop,’ (as in teardrop), reflecting the car’s overall shape.  Based simply on how it looked rather than any metric data, it was believed that it would be low-drag and thus aerodynamically efficient and, accordingly, competitive with the 747 cc, 43 bhp Tipo 219 engine as fitted to the Zagato-bodied coupes.  Weight was 570 Kg, allowing a top speed of 90 mph.  At least three, (but no more than five), prototypes were made and entries submitted to several events, including the ‘57 Mille Miglia.  The route/itinerary of this famous old race in this, its final running, was however too much for the Goccia, which succumbed to engine problems stemming from the difficulties encountered in trying to make the cooling system efficient in conjunction with the unusual airflows created by the novel body form.  Three years later in Sicily, another example was unable to do any better, retiring after only one of the ten laps race distance.

The concerted development from which the GTLs benefited included disc brakes replacing the initial specification drums soon after the Targa.  There was a lot of ‘tidying up,’ especially of body details, as the batch of cars – 20 or 21 in total – was built.  Performance also was improved as Rolf Schrag further refined the Fuhrmann 4 cam engine, (originally type 547), increasing its reliability at higher revs and upping the power output to 115 bhp in the Type 692/3 version which became available for ’61.  A new chassis was prepared for factory team entries and this debuted at the Targa Florio in the hands of Herbert Linge and Huschke von Hanstein.  Paul-Ernst Strähle’s GTL was also entered for a second year, this time in the name of Porsche Kommanditgesellschaft.

Six other Abarths were entered, all 982 cc, and reflecting the major change in the Marque’s model range whereby the focus had moved from ‘750’-powered types to cars with a 1 litre engine, and no longer to be constructed in collaboration with Carrozzeria Zagato.  However, four of the ‘1000’ cars did not start the race.  One which did, #62, (Scuderia Serenissima), was a Spider 1000 model which failed to finish.  The other 1 litre starter, #66, (Scuderia Ambrosiana), was a Bialbero-engined coupe of the transition phase which retained elements of the Zagato-built Record Monza, notably the large, single air intake duct engine decklid.  Also powered by the 982 cc engine, the Vignale Goccia seen the previous year, (in 750 form), was again a runner, driven by Michele Paratore and Giuseppe Matera. 

The event was won by Wolfgang Von Trips and Olivier Gendebien in a works Ferrari Dino 246SP.  The similarly-entered GTLs were also successful; in #92, Strähle/Antonio Pucci finishing 6^th overall, 1^st in class.  One place behind, both overall and in class, despite damage sustained to the car’s left hand front corner, was the reward for the drivers the #96 GTL, Linge and Von Hanstein.  The 1000 coupe, #66, was retired after 6 laps.

Porsche Abarth Carrera GTLs on the ’61 Targa Florio.  Left, class-winner of Strähle/Pucci;  Centre, 7^th overall for Linge/Von Hanstein;  Right, damaged front of #96 (Motorsport Images)

Abarth involvement was much reduced for the ’62 race.  Three GTLs were entered, none of which were works cars.  Strähle, back to owner/entrant status after his ’61 works drive, teamed with Fritz Jr Hahnl in #50, while Sasso Marconi-based Scuderia Serenissima ran Herrmann and Linge in #42 and Edgar Barth/Pucci in #44.  With factory concentration now firmly directed to the products of the newly-formalised Simca collaboration, the other two cars were to be Abarth Simca 1300 GTs, #102 of Scuderia Conrero for Francesco de Leonibus and Gianni Balzarini, and #104 of Scuderia Sant’Ambroeus for Umberto Bini and Lanzo Cussini.  (For more on the 1300 GT, see A Bit of Scorpion Worship.)  Although it was very early days for the new car, it was scoring hillclimb victories by the late Spring.  However, the design would not be fully sorted for International circuit racing competitiveness until the summer, (Lucien Bianchi winning at Clermont-Ferrand in July, for instance), and thus were not present on the starting grid.

 

In a race won by Ricardo Rodriguez, Willy Mairesse and Gendebien in a Ferrari Dino 246 SP, the GTLs again ran strongly, with #42 finishing 6^th and 1^st in class, and #44 in 7^th and 2^nd in class – though with different driver allocations, much the same as the previous year’s outcome.  But not for Strähle – his #50 being black flagged after 5 laps because of its dangerous condition resulting from damage to its body, especially the front end.

The ’62 running saw three GTLs in action.  Left, #42 winning its class;  Centre, one place back, #44;  Right, Strähle’s damaged #50 (Targapedia)

12 months on, the Abarth Simca 1300 GT had certainly come of age and was in Sicily in numbers – no less than eight in this instance.  The ’63 entry list was further enhanced by a 1000 Bialbero GT Coupe and a pair of GTLs.  Of the latter, #76, was a works-entered car benefitting from the Zuffenhausen development programme on the Carrera 2 model.  This featured a 2.0 litre version of the Type 587 engine and Porsche-designed/made, Type 695 disc brakes, (in place of the Dunlop components previously under test evaluation).  The Type 587/2 engine was capable of over 150 bhp.

 

While at least one of the GTLs was super-competitive, the Abarth Simcas proved to be anything but – three - #14, #46 and #52 did not even make the start; the other five all failed to finish, only one of which - #24 - making it past half distance.  To its credit, this car was leading its class with Giampiero Biscaldi at the wheel when it went off the circuit on lap 7.  Jean-Pierre Hanrioud/Michel Gauvain’s 1000 Coupe finished 5^th in class.  Strähle’s #62, driven by Gerard Koch/Sven von Schroter, won the GT1.6 class, while Strähle himself co-drove with Pucci the works GTL to 2^nd in the GT1.6-2.0 category.

Left, Strähle’s ’63 class-winning 1.6 GTL;  Centre, Abarth Bialbero 1000 ran in the Prototype class;  Right, Abarth Simca GT led class before retirement (Targapedia)

By ’64, the Simca-based Abarth GT models were well into their stride and six arrived in Sicily for the Targa.  Scuderia Pegaso and Scuderia Etna entered a 1300 each along with Pietro Laureati’s similar machine.  There were also three of the 2000 cc models, two being works cars, lead driver in #76 being Hans Herrmann while #82’s was Tommy Spychiger.  The other 2000 was for Luciano Conti and Giancarlo Venturi. 

Scuderia Pegaso was based in Palermo and ’64 was its first year of contention in the Targa Florio.  Operating from Catania, Scuderia Etna was founded in ’60 and still competes to this day – see its Facebook page, https://www.facebook.com/scuderiaetna/  Its Abarth Simca 1300 GT, #34, did not fare well in the race, retiring on lap 2.  The drivers were Rosario Montalbano and Salvatore Calascibetta, the latter very well known as a serial contester, (on no less than 13 occasions), of the Targa Florio.  Scuderia Pegaso’s #4 did at least run the race distance, but finished down in 25^th overall and 8^th in class.  However, Laureati’s #12 proved to be the Marque’s saving grace, winning the 1001-1300 cc class.  Just as well, as all three 2000s were forced to retire: #82 on lap2, #76 on lap 4 and #80 on lap 6.  Although the causation is not recorded, it is likely that #80’s retirement was the result of gearbox trouble, as this had been the cause of the demise of both #82 and #76.  The power output of the 2 litre engine had been increased to 202 bhp and this may have been the main factor in the relatively common gearbox maladies to which the model was subject throughout the season.

Left, Abarth Simca 2000 GT training car of Herrmann/Patria;  Right, Class-winning 1300 version of Laureati/Ridolfi (RCS/Targapedia)

Nino Vaccarella and Lorenzo Bandini were victorious in the ’65 Targa Florio driving a Ferrari 275 P2.  Abarth was concentrating even more than in the previous year on supporting various Italian scuderia campaigning Abarth Simca GTs, with seven 1300s and one 2000 on the entry list.  There was also a works OT 1600 Spider Prototipo for Herrmann and Leo Cella.

Best news for Abarth was the very encouraging speed and reliability of the new OT Spider. Designated Tipo 136/A, the 235-C-engined Spider had been announced in January ’65.  The engine was tuned for 172 bhp and the car was capable of 149 mph.  Its fast and troublefree run to 6^th overall and 1^st in class in Sicily only 5 weeks after its initial track testing at Monza indicated good design and build quality – durability on the rugged Targa circuit certainly was never to be taken for granted, especially in a car with not a lot mileage already accrued.  The hazardous nature of the Piccolo Circuito delle Madonie would particularly be attested to by two of the Simca coupe driver pairings as they had substantial off-road accidents compounded by consequent damage-induced fires:  Angelo Gilberti, in #28 being lucky to escape injury from a severe impact after 6 laps, while the 2 litre car of the American crew of Arthur Swanson/Robert Ennis went off in the mountains after just 2 laps.

 

The other definite Abarth success was achieved by Calascibetta/Giuseppe Virgilio, piloting the works #26 1300 to 10^th, 1^st in the 1001-1300 class.  It was a well-earned result, especially as the car had been subject to a delay when its clutch cable broke.  Scuderia Sagittario’s #24 1300 was taken to 4^th in class by Laureati/Carlo Fabri.  Of the other Abarth Simcas, Scuderia Nettuno's #38 did not take the start, while the works’ #46 retired with gearbox trouble on lap 2, Guido/Garufi’s #20 on lap 5 and Scuderia Etna’s #30 on lap 6.

Class winners: Left, Abarth Simca 1300 GT (Calascibetta/Virgilio);  Right, Abarth OT 1600 Spider Prototipo (Hans Herrmann/Cella) (Targapedia/RCS)

Before and after: Left, #96 Abarth Simca 2000 GT at speed;  Right, The Swanson/Ennis car stranded after crashing on lap3 (RSC)

Two years after the Targa Florio had been won for the first time by a Porsche designed from the outset for circuit racing, the even more out-and-out-racing 906-6 took the honours in ’66, crewed by Herbie Muller and Willy Mairesse.  Abarth meanwhile was relying still on modified GT road models, three Abarth Simca 1300 GTs and a single OT 1300 GT on this occasion. It was early days for the OT in terms of competitivity as it took Abarth nearly a year from the model launch in early ’65 to build the 50 examples required for Group 4, Sport 1300 class homologation.  Indeed, this was not confirmed until the same month as the Targa’s running.  Entrusted to Scuderia Pegaso, its drivers were Enzo Buzzatti and Virgilio.  Whilst the Targa was often run in scorching weather conditions, this time there were heavy showers from time to time and this was a factor in the above-average number of accidents which characterised the race.  One of these involved the #90 OT, and, as a consequence it was retired on lap 4.  For the remainder of the racing season, however, OT 1300s proved to be consistent front runners and took over as Abarth’s means by which to secure the World Championship class victory – for the fifth consecutive time.  (See The Magnificent Six – Abarth’s '60s World Championships).

But this really was a lack-lustre Targa Florio for Abarth with one Abarth Simca 1300 GT (#92) retiring after an accident on lap 1, another (#88) finishing in a lowly 40^th place, whilst #80 did not even manage to take the start.

More before and after: Left, #90 OT 1300 at speed and then crashed;  Right, Abarth Simca 1300 of Scuderia Etna and, extreme right, after crashing (Targapedia)

By ’67, Porsche’s concept of a frontline racing prototype had evolved further, now to the designation 910-8, and one of these driven by Rolf Stommelen and Paul Hawkins became the fifth Zuffenhausen-made car to take overall honours in the decade at the Targa.  Perhaps not a surprising outcome, for the entries sheet showed at its head three Flat 8 910s and the same number of Flat 6 examples.  A walk-over was not in prospect however, as Alfa Romeo/Autodelta were fielding four Alfa Tipo 33s.  After the low-point for the Marque the previous year, Abarth this time was represented in Sicily by ten entries – two OT 1300s, six 1000 machines, a 2000 S and a single Abarth Simca 1300 GT.  In the event, two of the SPs and the Abarth Simca 1300 GT were non-starters.

 

At the conclusion, Porsche’s multiple entries approach was vindicated by 910s being 1-2-3, with Vaccarella’s pole-winning 330P3/4 out on lap 2, the Ferrari’s right hand wheels deranged after its usually-masterful lead driver had hit a wall whilst at the head of the field.  The Alfa Romeo effort flopped.  The only T33 going the distance – and even then unclassified, because of excess time taken – was that of Nanni Galli and Ignazio Giunti.  However, salvaging some pride from an Italian viewpoint, was the #98 Abarth OT 1300 of Guido and Giuseppe Ferlito as it was first placed in the Sport 1001-1300 class.  Otherwise, the only other Abarth to finish was Buzzetti/Secondo Ridolfi’s 1000 SP #142, (22^nd overall and 2^nd in the Sport Prototype class).

Left, Guido Garufi/Giuseppe Ferlito’s class-winning #98 OT 1300;  Right, 1000 SP of Enzo Buzzetti/Secondo Ridolfi, 2^nd in class (Targapedia)

Abarth representation was further stepped up for the ’68 running of the Targa Florio, although no works cars arrived in Sicily as Carlo was in dispute with the organisers over the level of starting money he was being offered.  Half of the twelve entries were of 1000 SP models, though three of these failed to make the starting grid.  There were three Abarth Simca 1300 GTs, now quite outdated, and for the previous two seasons the model had mostly been entered only for National status events.  From the outset, the Simca 4 speed-derived gearbox had been a weak point.  From ’65, the 1300 had benefitted from being built on the same chassis and equipped with the same body as the 2000 version, and, as importantly, with a new Fiat 850-based gearbox.  But, overall, the car’s competitiveness had suffered from a lack of development while the Corso Marche focus was firmly placed on the new non-Simca related models such as the OT and the 1000 SP.  Of the former, three OT 1300s and one OTS 1000 were entered.

Class winners - Left, Francesco Patanè/Orazio Scalia’s 1000 SP (Sport Prototype 1000);  Centre, Abarth Simca 1300 GT (Sport 1001-1300);  Right, OTS 1000 of La Mazza/Di Belmonte (Sport 1000) (RSC)

Vic Elford in his second Targa Florio did most of the driving of the winning Porsche 907-8 he shared with Umberto Maglioli.  The top ten places were shared by Porsche and Alfa Romeo, the Zuffenhausen marque in positions 1,4,7,8,9 and10, and Tipo 33/2s in 2,3,5 and 6.

’69 saw thirteen Abarths due to compete in Sicily –  six 1000 SPs, three OT 1300s, an Abarth Simca 1300 GT, an Abarth Simca 2000 GT, a 2000 S and a 2000 SP.  The Ferrari marque, in contrast, was relatively under-represented, (with no works cars at all), and thus another Porsche dominationfest ensued, with 908/02s 1-2-3-4 and three other Zuffenhausen products in the top ten.  However, Abarth enjoyed an excellent outcome with I.G.F.A.’s 2000 S crossing the line 8^th overall and at the head of the 5.0 Sport class.  Driven by Erich Bitter and Helmut Kelleners, the SE10 model, launched in Autumn ’67, had been upgraded the following October and was a little lighter at 580 Kg., enabling an increased top speed capability of nearly 170 mph.

8^th-placed overall and Sport 5000 class winning SE10 of Bitter/Kelleners.  Top left – with Sport Prototype 1000 cc class winning 1000 SP #204 in background (Motorsport Images/RSC)

Two other Abarths took class honours – in the Sport 1300 category, #122, the 1000 SP of Scuderia Pegaso driven by Calascibetta/Ferlito, and in Sport Prototype 1000, #204, the 1000 Bialbero of Scuderia Etna driven by Patanè/Scalia.  The latter car has been identified as a 1000 SP in most published sources, but this is shown to be an error especially clearly in the photograph below.  This is a 1000 Bialbero of the Sibona & Bosano-bodied, Longnose, Series 2 type, characterised by the nose profile, headlamps position, front clam fasteners, wheel arch extensions and engine decklid fasteners.

Class winners. Left: 1000 SP #122 Scuderia Pegaso; Right: 1000 SP #204 Scuderia Etna (RSC/Alamy)

Rounding out the participation of Abarth products in the Targa Florio races of the Sixties on a positive note, in addition to the three class victories, the ’69 event saw a further six cars completing the distance and achieving classification – reliability had certainly been enhanced over the period.

Other ’69 finishers.  Top, left: Abarth Simca 1300  Scuderia Nissena; centre: Abarth OT 1300  Scuderia Etna; right: Abarth 1000 SP  Scuderia Nord-Ovest.  Below, left: Abarth 1000 SP Enzo Buzzetti; centre: Abarth OT 1300  Scuderia Etna; right: Abarth 1000 SP  Jolly Club (Targapedia/Motorsport Images)

Year by year summary of results for Abarth cars on the Targa Florio:

1960

Number	Model	Entrant	Drivers	Result
#4	Abarth 750 GT Zagato	Scuderia Monte Pellegrino	Roberto Bonomi/Arnaldo Cavalieri	DNF
#6	Abarth 750 GT Zagato	Scuderia Madunina	Angelo Ambrogio/Michele Perillo	DNS
#8	Abarth 750 Coupe Vignale	Scuderia Trinacria	Michele Paratore/Benedetto Manasseri	DNF
#22	Abarth 750 Sport Spider ‘Spampinato’	Scuderia Etna	Gaetano Spampinato/Giuseppe Matera	DNF
#24	Abarth 750 Sport	Scuderia Monte Pellegrino	Francesco Soldano/Giuseppe Ramirez	NC
#26	Abarth 850 GT Zagato	Guido Garufi	Guido Garufi/Francesco Tagliavia	NC
#116	Porsche Abarth Carrera GTL	Paul-Ernst Strähle	Herbert Linge/ Paul-Ernst Strähle /Dieter Lissmann	6th  1st GT1301-2500

 1961

Number	Model	Entrant	Drivers	Result
#52	Abarth 1000	Sila	Camillo Giuliani/Angelo Rizzo	DNS
#58	Abarth 1000	Scuderia Etna	Giuseppe D’Amico/Umberto Fichera	DNS
#62	Abarth 1000 Spider	Scuderia Serenissima	Carlo Maria Abate/Gianni Balzarini	DNF
#66	Abarth 1000 Record Monza	Scuderia Ambrosiana	Massimo Leto di Priolo/Ottavio Prandoni	DNF
#68	Abarth 1000	Remo Cattini	Remo Cattini/Giusseppe Bonomo	DNS
#80	Abarth 1000 Coupe Vignale	Michele Paratore	Michele Paratore/Giuseppe Matera	DNS
#92	Porsche Abarth Carrera GTL	Porsche KG	Antonio Pucci/Paul-Ernst Strähle	6th  1st GT1301-2500
#96	Porsche Abarth Carrera GTL	Porsche KG	Herbert Linge/Huschke von Hanstein	7th  2nd GT1301-2500

 1962

Number	Model	Entrant	Drivers	Result
#42	Porsche Abarth Carrera GTL	Scuderia Serenissima	Hans Herrmann/Herbert Linge	6th  1st GT1301-1600
#44	Porsche Abarth Carrera GTL	Scuderia Serenissima	Antonio Pucci/Edgar Barth	10th  2nd GT1301-1600
#50	Porsche Abarth Carrera GTL	Scuderia Paul-Ernst Strähle	Paul-Ernst Strähle /Fritz Jr Hahnl	DQ
#102	Abarth Simca 1300 GT	Scuderia Conrero	Francesco de Leonibus/Gianni Balzarini	DNS
#104	Abarth Simca 1300 GT	Scuderia Sant’Ambroeus	Umberto Bini/Lanzo Cussini	DNS

 1963

Number	Model	Entrant	Drivers	Result
#14	Abarth Simca 1300 GT	Scuderia Etna	Nando Jacondo/”Arriba”	DNS
#16	Abarth Simca 1300 GT	Scuderia Nettuno	Ada Pace/Vincenzo Arena	DNF
#24	Abarth Simca 1300 GT	Scuderia Sant’Ambroeus	Sergio Pedretti/Giampiero Biscaldi	DNF
#32	Abarth Simca 1300 GT	Scuderiai Pegaso	Guido Garuffi/Antonio Di Salvo	DNF
#38	Abarth Simca 1300 GT	Scuderia Nettuno	Vittorio Venturi/Teodoro Zeccoli	DNF
#40	Abarth Simca 1300 GT	Enzo Buzzetti	Enzo Buzzetti/Renzo Sinibaldi	DNF
#46	Abarth Simca 1300 GT	Scuderia Centro Sud	Giorgio Acutis/Giancarlo Castellini	DNS
#52	Abarth Simca 1300 GT	Scuderia Mediolanum	Oddone Sigala/Remo Cattini	DNS
#62	Porsche Abarth Carrera GTL	Scuderia Paul-Ernst Strähle	Gerard Koch/Sven von Schroter	12th  1st GT1600
#76	Porsche Abarth Carrera GTL	Porsche KG	Antonio Pucci/ Paul-Ernst Strähle	5th  2nd GT1601-2000
#140	Abarth 1000	Jean-Pierre Hanrioud	Jean-Pierre Hanrioud/Michel Gauvain	24th  5th P1000

1964

Number	Model	Entrant	Drivers	Result
#4	Abarth Simca 1300 GT	Scuderia Pegaso	Guido Garufi/Ignazio Capuano	25th  8th GT1001-1300
#12	Abarth Simca 1300 GT	Pietro Laureati	Pietro Laureati/Secondo Ridolfi	17th  1st GT1001-1300
#34	Abarth Simca 1300 GT	Scuderia Etna	Rosario Montalbano/Salvatore Calascibetta	DNF
#76	Abarth Simca 2000 GT	Abarth	Hans Herrmann/Franco Patria	DNF
#80	Abarth Simca 2000 GT	Luciano Conti	Luciano Conti/Giancarlo Venturi	DNF
#82	Abarth Simca 2000 GT	Abarth	Tommy Spychiger/Antonio Riolo	DNF

 1965

Number	Model	Entrant	Drivers	Result
#20	Abarth Simca 1300 GT	Guido Garufi	Guido Garufi/Antono Di Salvo	DNF
#24	Abarth Simca 1300 GT	Scuderia Sagittario	Pietro Laureati/Carlo Fabri	20th  4th GT1001-1300
#26	Abarth Simca 1300 GT	Abarth	Salvatore Calascibetta/Giuseppe Virgilio	10th  1st GT1001-1300
#28	Abarth Simca 1300 GT	Abarth	Angelo Gliberti/Andre Knorr	DNF
#30	Abarth Simca 1300 GT	Scuderia Etna	Alfio Gambero/Angelo Bonaccorsi	DNF
#38	Abarth Simca 1300 GT	Scuderia Nettuno	Bartolomeo Donato/Rosario Montalbano	DNS
#46	Abarth Simca 1300 GT	Abarth	Herbert Demetz/Anzio Zucchi	DNF
#96	Abarth Simca 2000 GT	Arthur Swanson	Arthur Swanson/Robert Ennis	DNF
#152	Abarth OT 1600 Spider Prototipo	Abarth	Hans Herrmann/Leo Cella	6th  1st P1001-1600

 1966

Number	Model	Entrant	Drivers	Result
#80	Abarth Simca 1300GT	Scuderia Pegaso	Vito Tipa/”Seill”	DNS
#88	Abarth Simca 1300GT	Acuderis Nissena	Salvatore Maggiore/Giuseppe Valenza	40th  8th Sp1300
#90	Abarth OT 1300	Scuderia Pegaso	Enzo Buzzetti/Giuseppe Virgilio	DNF
#92	Abarth Simca 1300GT	Scuderia Etna	Alfio Gambero/Francesco Patané	DNF

 1967

Number	Model	Entrant	Drivers	Result
#84	Abarth 1000	Scuderia Etna	Francesco Patané/Cesare Bruno Di Belmonte	DNF
#94	Abarth OT 1300	Scuderia Etna	Alfio Gambero/Angelo Buonaccorsi	DNF
#98	Abarth OT 1300	Guido Garufi	Guido Garufi/Giuseppe Ferlito	19th  1st Sp1001-1300
#--	Abarth Simca 1300 GT	Pietro Laureati	Pietro Laureati	DNA
#114	Abarth 2000 S	Scuderia Pegaso	Alfonso Vella/"Noé" (Alfonso Merendino)	DNF
#140	Abarth 1000	Scuderia Pegaso	Mariano Sadafora/Salvatore Calascibetta	DNF
#142	Abarth 1000 SP	Enzo Buzzetti	Enzo Buzzetti/Secondo Ridolfi	22nd  2nd P1000
#148	Abarth 1000	Scuderia Pegaso	Vincenzo Mirto Randazzo/Antonio Reale	DNF
#150	Abarth 1000 SP	Bardahl Italy	Filippo Di Liberto/Alfonso Di Garbo	DNS
#--	Abarth 1000 SP	Luigi Tommasi	Luigi Tommasi/Paolo Gargano	DNA

 1968

Number	Model	Entrant	Drivers	Result
#90	Abarth OTS 1000	Scuderia Etna	Gianfranco La Mazza/Cesare Bruno Di Belmonte	43rd  1st Sp1000
#92	Abarth 1000 SP	Piero Botalla	Piero Botalla/”Pal Joe”	DNS
#94	Abarth 1000 SP	Luciano Pasotto	“White”/Pasotto	DNS
#96	Abarth 1000 SP	Scuderia Pegaso	Salvatore Calascibetta/Vincenzo Ferlito	44th  2nd Sp1000
#102	Abarth Simca 1300 GT	Giovanni Rizzo	Giovanni Rizzo/Stefano Alongi	37th  1st Sp1001-1300
#104	Abarth OT 1300	Romano Ramoino	Romano Ramoino/Federico Giunta	45th  2nd  Sp1001-1300
#106	Abarth OT 1300	Scuderia Etna	Giuseppe Virgilio/Salvatore Panepinto	DNF
#108	Abarth Simca 1300 GT	Scuderia Nissena	Giuseppe Valenza/Antonio Ferraro	48th  3rd Sp1001-1300
#110	Abarth Simca 1300 GT	Scuderia Nissena	Francesco Botindari/Raffaele Cammarata	DNF
#114	Abarth OT 1300	Scuderia Etna	Alfio Gambero/Angelo Bonaccorsi	DNF
#160	Abarth 1000 SP	Scuderia Etna	Francesco Patané/"Oras" (Orazio Scalia)	40th  1st P1000
#166	Abarth 1000 SP	Scuderia Apulia	Antonio Brancaccio/Antonio Petruzzi	DNS

 1969

Number	Model	Entrant	Drivers	Result
#122	Abarth 1000 SP	Scuderia Pegaso	Salvatore Calascibetta/Vincenzo Ferlito	11th  1st Sp1300
#124	Abarth 1000 SP	Scuderia Nord-Ovest	Eris Tondelli/Marco Crosina	31st  4th Sp1300
#126	Abarth 1000 SP	Enzo Buzzetti	Enzo Buzzetti/Walter Donà	16th  3rd Sp1300
#128	Abarth OT 1300	Scuderia Etna	Giuseppe Virgilio/Angelo Bonaccorsi	15th  2nd Sp1300
#134	Abarth OT 1300	Scuderia Pegaso	Guido Garufi/Francesco Tagliavia	DNF
#138	Abarth Simca 1300	Scuderia Nissena	Antonio Ferraro/Giuseppe Valenza	37th  6th Sp1300
#140	Abarth OT 1300	Scuderia Etna	Alfio Gambero/Girolamo Perniciaro	51st  8th Sp1300
#178	Abarth 2000 SE10	IGFA Racing Team	Erich Bitter/Helmut Kelleners	8th  1st P1601-5000
#184	Abarth Simca 2000 GT	Scuderia Pegaso	Piero Bellavia/Daniele Stabile	DNF
#202	Abarth 1000 SP	Jolly Club	Ugo Locatelli/Mario Zanetti	44th  2nd P1000
#204	Abarth 1000 Bialbero	Scuderia Etna	Francesco Patanè/Orazio Scalia	42nd  1st P1000
#210	Abarth 1000 SP	Luciano Pasotto	Luciano Pasotto	DNS
#230	Abarth 1000 SP	Scuderia Ateneo	Enzo Pinelli/Antonio Guagliardo	DNF

Result abbreviations: DNF – Did not finish;  DNS – Did not start;  DNA – Did not arrive;  NC – Not classified;  DQ - Disqualified