Ferrari – A Can-Am Experience

Ferrari. A name that is synonymous with victory. Over 50 years of competition; an inheritance that has several Formula One titles, and the overall victory of Sports Car Racing in the most challenging races in the world. Numbers such as the Spa, the Nürburgring and the great French classic every year in Le Mans. Almost all the challenges that the Maranello Paddle Knight has made over the past 60 years have won. However, one of the series did not spare Italy's best. This series was the Can-Am Challenge, which was held between 1966 and 1974 in North America. Can-Am was probably the most exciting racing series that the planet had ever seen. Under the leadership of the Sports Car Club of America, the series was implemented in accordance with the rules of sporting events belonging to FIA Group 7. The rules of Group 7 were fairly unlimited, so at all levels manufacturers were free to move on creativity and built the highest technically advanced cars of their time.

In 1966, the first actual season for Can Am, European factories showed little interest in a series that only lasted from September to November, with only six events. Most adventurous teams were. Teams such as McLaren and Surtees, both under the Formula 1 championships, who created Can Am to build their reputation as manufacturers. Ferrari already has a champion winner reputation. However, a young Mexican pilot, Pedro Rodriguez, has rejected Ferrari's first shot, which would soon be the hottest road race on the planet.

Bridgehampton, New York was the second round of the upcoming Can Am series. The 2.85 mile track in the eastern part of Long Island is the first time a Ferrari competes in a Can Am race. Pedro Rodriguez was picked up in a Dino 206S Coupe on his September weekend. The young Mexican pilot reached a 22th position on a grid with open-top sports competitors, carried out by the American small block V-8 team. As a result of the race, the small Ferrari will not be finished due to the loss of the wheel. Rodriguez reappears in Laguna Seca with Dino, this time at the 18th place to show off his efforts.

At the beginning of 1967, Can Am was already considered to be great in the North American race. The series drew Luigi Chinetti's attention to N.A.R.T. (North American Race Team), a Ferrari factory-supported team in the United States. Chinetti, N.A.R.T. P3 / 4 prototypes to Maranello in early 1967 to modify the Can Am series of the given year. While the factory will get P3 / 4 a number of changes to help group 6 move to group 7. The car was lowered and lightened, though the headlamps remained. The luggage compartment and spare wheel regulations have been discontinued as no such luxury was claimed in the Can Am racing. The P3 / 4 also has a reinforced roller.

Ferrari missed the 1968 Elkhart Lake Wisconsin opening event. Although Chinetti and N.A.R.T. the team arrives at Bridgehampton's second run. Lodovico Scarfiotti was chosen on the P3 / 4 weekend in September and reached the grid position of the 16th. Scarfiotti, veteran of Formula One, finished P3 / 4 in the 7th place in the race.

Scarfiotti again piloted the pilot with P3 / 4 one week later at Mosport, competing in the Can Am Series. N.A.R.T. P3 / 4 starts from position 12 on the grid. The weekend will result in a DNF for Ferrari for the accident.

The 1968 Can Am Season Fourth Race was the one of the most powerful sports cars in the world to visit the beautiful Laguna Seca race track on Central California. This race will mark the appearance of two new Ferrari Can Am cars in P4 format. With full fiberglass bodies, huge rear spoiler and a larger 4.2-liter engine, it seemed to be a major effort in the highest Italian race. Chris Amont and John Williams have been recruited to carry out their driving duties. Amon, who was an experienced racer, performed well in Laguna Seca, Ferrari P4 No. 23 on 16th place in fifth place. Williams made a good result at the weekend with 99 laps and scored eighth. Two weeks later, at the incredible Riverside Raceway in Southern California, Amon and Williams duo again try to return to Maranello. This time, the results were not as promising as Laguna Seca, Amon 3 laps in 8th place and Williams collapsed. The last 1967 Can Am event was held in Las Vegas. The gorgeous track in the Nevada desert in Vegas is known to have devastated both drivers and their machines. Amon finished 13th at P4 while Williams scored 18th place. The Williams race was short, as a round was swallowed in round 1, closing the gas and leading to Ferrari's No. 27 retirement. Amon also appeared with a DNF for a crash. Despite the mid-pack qualifying times, the P4s managed to achieve podium results.

The 1968 season is crucial to Ferrari. Pedro Rodriguez takes on Ferrari's wheel again in Bridgehampton. P4 was placed in 11th place for Rodriguez in a race that led a DNF to a race that caused severe impatience. Ferrari continued the FIA ​​fight against the rules during the off season. As a result, Ferrari did not participate in any sports car racing in 1968, except for a factory job; at the Las Vegas Stardust Grand Prix. The car was the new Ferrari 612P, the 0866 suspension. Bill Harrah, the importer of the west coast of Ferrari, provided funding, and the factory provided full technical support to the operation. Mauro Forghieri was largely behind the design of Ferrari's first true Can Am driver.

The first generation 612P used a lattice frame that was reinforced with riveted and glued metal plates. The body was a complete fiberglass structure, while the suspension was independent of all four corners. The 612P mounted the wing at the rear of the cockpit. There are two covers in the wing which the cockpit pedal is hydraulically operated for braking. The nose-mounted air brake was also built for pedal work. The hydraulically operated cabs proved to be complicated and not friendly to the full body of the car, which culminated in scales of nearly 1700 pounds. The actual center of the 612P was the engine. At 6,222 cm displacement, this was the largest engine ever built by Maranello. The engine was a camshaft overhead with 48 valves and a compression ratio of 10.5: 1. Lucas indirect fuel injection was used to supply the huge 12-cylinder fuel and a dry oil-sealing system ensured that all essential components had a sufficient amount of oil. The 612P uses a 4-speed gearbox that has helped the car put the 620 horsepower in the rear wheels.

Many people thought such a big Ferrari gossip was just a rumor. The factory has detected a delay in the 612P debut at the German plumbing company with the problems of the proper V-12 seals. After it was overcome, testing began in Modena, where they hoped the car would break the 50-second obstacle. This did not happen, but the 612P reached 50.8 seconds in Modena, enough to satisfy the team and prepare for the Las Vegas race.

The Las Vegas Ferrari debut was not spectacular. Nearly seven feet wide and this 6.2-liter V-12 made a raw mechanical sound, like the rest of the field, the 612P was hard to miss. The factory took this effort very seriously, appointed Franco Gozzi as a team manager, Mauro Forghieri as a competition engineer, and Giulio Borsari to the position of chief engineer. Three mechanics accompanied the car. Chris Amon was nominated for Stardust's driving duties as to whether he was able to score 9th on the grid at 1:32 pm. Unfortunately, the weekend would end sadly because the 612P suffered from clogged injectors that led to DNF in the debut race.

The Ferrari 612P will be re-released in 1969 in Can Am, although Ferrari's efforts were the leader of Kiwi Chris Amon and Maranello's supportive role. The first appearance took place at Watkins Glen Can Am in mid-July. The complex, hydraulically operated high-wing and nose-mounted speed brake has passed. This, along with all new exercise, enabled the car to neglect its weight. The chassis and engine were the same as the 1968 Las Vegas race, but weight reduction allowed Chris Amon to win the third place, only McLaren M8Bs behind Bruce McLaren and Denny Hulme. With such a high qualifying position it was a promising competition, which would have been known as the second generation 612P. Amon continued to remain competitive in the race, which remained below the two bright orange McLarens. The final result will be Ferrari's third place; but more importantly, a shot at the Can Am Series, which began to suffer from Team McLaren's dominance.

Chris Amon again has a spectacular show of the 612P at the next Edmonton Canadian race in Alberta. The car was equipped with a new 6.2-liter engine. This proved to be exciting as the engine claimed why Ferrari's transmission broke in practice, but Amon again occupied third behind the brilliant McLarens Bruce and Denny. Shortly after the green flag, Amon was able to reach Bruce McLaren M8B to win its second position. It was a battle that was in opposition to McLaren cars. Amon and McLaren will replace more seats until the M8B Chevy's engine comes up. This was the second place for Ferrari to keep in the rest of the race.

Amon continued his podium with the big red Ferrari in Mid Ohio. Despite the weakness in the 12th position, Amon managed to take Ferrari on the pack to finish the third round behind McLarens. The Elkhart Lake was the next race and the Ferrari 612P arrived at a big new aerodynamic wing that stood over the back of the car. The stiffness was used to support the wing wings to the car roller. Amon and Ferrari launch the race from seventh place, but a fatal fuel pump will lead to the early completion of the New Zealand and 612P racing cars. Bridgehampton would have similar results to Ferrari as Amon grabbed the P3 in the car and the race on the shaft of the broken oil pump stopped again. Pedro Rodriguez has rescued Bridgehampton from his 31st Endurance racer. Pedro qualified for the 11th place and 312P was placed in the fifth place with about 4 laps from the leader. Amon would take the big Ferrari to the Michigan and Laguna Seca races, but due to engine problems, the car would not take over the grid at the two events.

At the end of October 1969, the Riverside Raceway secured the largest Ferrari V-12 ever to turn the wheel into anger. The 0866 chassis of a car launched in Las Vegas, Chris Amon and his mechanic, fitted a terrible 6.9-liter V-12 engine into the big red car. Maranello achieved a 6.9 liter displacement with the original 6.2-liter engine. Adding a larger engine to the 612P has led to a new 712P signal indicating a displacement of 7.0 liters. Amon used the surplus movement to defeat Jackie Oliver the Ti22 for the third fastest behind McLarens. Ultimately, the extra force would bring no benefit as Amon retired after Ferrari after the illegal push start under the battalion of officials. Amon appeared at a last time before he left in March 1970. The last race of the 1969 season was held at the Texas International Speedway. Amon used the 0812 chassis in the 712P frame to blow up the 6.9-liter engine, so the race had to run with a 6.2-liter reserve. The big engine won the trick during qualifying and Amon was fourth in the grid. The smaller engine could not stand because it was too early in the race, which led to a DNF. At the end of 1969, Chris Amon broke off with Ferrari, but managed to score 39 in the Can Am Championship, which was enough to qualify for 6th.

The Can Am Season of 1970 Can See The Ferrari of the different teams have been introduced all year round. These cars were mostly Ferrari 512S, which were built in FIA Group 6 for races such as Le Mans and Daytona. The 0866 chassis returns to the 1970s, this time its new owner, Earle-Cord Racing. It would not be Donnybrooke in the eighth round of the Minnesota series that Ferrari's first true Can Am driver would return to the race. The 1969 season and several months to the end of September for a return to the track, a change of ownership and a return to the Ferrari factory. While in the factory, however, the 0866 chassis was fitted with a 5.0 liter engine, similar to the 6 Series 512S and 512M. This has led to another selection, compared to the 512P.

The 512P debut at the end of September was promising. The leadership of Earle-Cord Racing was handled by Jim Adams, who finished 6th in Donnybrooke's 8th round. Adams was able to take a 4th place in a little dropout. The next two races will not see the 512P pick up the checkered flag as a gear problem would retire to the 76 Ferrari in Laguna Seca and a fall would end the scarecrow event at Riverside, szezontöntőben.

A sixth race was held at the Mosport Race in June 1971. Jim Adams and Ferrari 512P were in the 8th fastest lap, and ended 5 laps behind Denny Hulme McLaren M8F Chevrolet. The 0866 runway will miss the St. Jovite race, but will return to the first place at the 1971 Can Am race on the Atlantic. The bug on the connecting rod ended the 512P race this weekend, but it was much more spectacular in Watkins Glen.

Watkins Glen, New York, was selected for the brand new Ferrari 712M, 1010 chassis. the first time in Las Vegas since 1968, that an official Ferrari SEFAC factory would enter the Can Am grid. The 712M was Ferrari's second serious attempt to produce the Can Am Championship winner; the first in the 1968 612P, which is a disastrous debut at the only factory-sponsored race in Las Vegas. The 712M used a modified 512S / 512M permanent racing car. The body is designed with a completely blank sheet of paper to produce as much sediment as possible. The huge 7.0-liter V12 was based on the same block architecture as the 512-sustained engine, but with drilling and stroke enhancements. Each new head is designed with a double-headed camera design with 4 cylinders. Horsepower was over 650. Ferrari placed radiators on the side of the car, with large NACA channels that cut off the body on both sides of the cockpit to cool the giant red empire. Mario Andretti helped the factory with the development efforts and won the leadership duties for the girl's car racing. At the 5th place, Andretti reached only 712m Mark Donohue Penske / Ferrari 512M, one of the sixth Endurance wagers, which entered the 6-hour race last night after the Can Am race. Andretti remained in the race and finished fourth with Jo Siffert behind Porsche 917/10 Spyder. While Ferrari started the next three rounds of the 1971 season, they would be 512-meter models, and only to Edmonton, one of Ferrari Can Am Spyders will be re-released.

Edmonton will see the return of Earle-Cord Racing 512P, again with Jim Adams on the wheel. While Adams was sixth in the race, Ferrari 76 could not finish it due to problems with the ring and the gear. In the middle of October, Can A will meet in Laguna Seca, and the Ferrari Fair will be a little better, and Adams will make 512P in eighth place, from the tenth place on the grid. The 1971 Grand Prix was held at Riverside, where Adams was the 13th fastest to qualify for the NGK Spark Plug sponsored Ferrari. The early brake failure of the race would result in the red warship failing to finish the event. Jim Adams finishes 7 points in the 1971 season, with Can Am in 25th place.

Ferrari would not be present at the first two Can Am events in the 1972 season. The third round was held at Watkins Glen, and marks the second appearance of the 712M. This time, 712M was performed by N.A.R.T. he started with Sam Posey, who was led by the great Ferrari. Posey decided not to take the lead, and Frenchman Jean-Pierre Jarier was in place. The 712 model did not reveal the best handling features and did little to do with the car, since it last competed in 1971 to solve the problems. Jarier took advantage of the best Goodyear car behind the grid in a tenth place with 12 laps behind Dylan Hulme McLaren's M20 winner.

The 712M will not be in the fourth round of the 1972 season, which will be held in Mid-Ohio, but will be in the fifth round in Elkhart Lake, Wisconsin. Jarier drives Ferrari to tenth place on the legendary track. N.A.R.T. after the 4th place, the 1010 chassis is best prepared for the Watkins Glen so far. Jean-Pierre Jarier finished 11th in the 1973 Can Am Season, which was 13th. The Ferrari was then discovered by the Can Am grids, but these were 512-meter models that were obsolete by introducing a 3.0-liter displacement cap introduced by the FIA ​​in the 1972 season for all endurance sports cars.

The last shot shot by one of the big beasts Ferrari Spyders will be in Watkins Glen in 1974. NART took advantage of the 1010 vase for a last race. During that time, Porsche came and went with the turbocharged 12-cylinder 917/30 Spyder and McLaren's team with the huge Chevrolet block. The shadow broke the team in 1974, but the big red Ferrari would have taken another step on the track he had presented two years earlier. The 712M now raised a rear wing rising above the rear of the car, as well as a revised suction hub extending above the roller bar to feed Ferrari's largest 12-cylinder engine. Sam Posey was offered the 712M driver, which he accepted, just to break his leg while driving the car. Posey braked the track when the pedal went to the 712-meter floor. Mr. Posey's pedal effort was so great that he had broken bone at his feet and finally handed the leadership to Brian Redman. Redman ran a fair race from the back of the grid until the rear suspension fails. The final race of Ferrari's biggest, most brutal car ends in DNF. Herbert Mueller introduced a 512-meter-long pilot to the 1974 final Can Am race. The race was held in Elkhart Lake in late August by the final Can Am race in the classical era. Mueller led the 512M from ninth place in sixth place, winning the Scooter Patrick in a round of the McLaren M20. During that time, several factors led to the end of what many consider the biggest race series. Ferrari was well represented, largely private owners, through the Can Am period of 1966-1974. Although the only true Can Am driver in the factory, the 612P / 712P / 512P (chassis number 0866) and the awesome 712M (chassis number 1010), did not enjoy the in-car career; we have to note that they have done a lot in the development of the powerful V-12 engines that served the great red beasts of Maranello. Only today, about 35 years after the 712-meter New York final race, we saw that Ferrari built a 12-liter engine with a cylinder engine that exceeds 6.0 liters. The new FXX, which boasts a 6262cc V-12, 800-horsepower, medium-sized ship, is considered to be a modern descendant of modern 7.0-liter red monsters that once raced on spectacular North America races. For many, Can Am Ferraris would be better off to dive. Despite the red cars, despite the difficulties of the North American series, it is necessary to welcome the fact that Ferrari has made time and effort to build fascinating racers. Finally, it's hard to say that a big Italian V-12 sounds, but it's fabulous, however fast.

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