Ferrari’s Fabled “Little Boat”: Tracing the Legacy of a 212 Export Barchetta, s/n 0078E
In the pantheon of classic Ferrari investment opportunities, few names resonate with the mystique and unparalleled provenance of the “Barchetta.” As we navigate the dynamic vintage Ferrari market of 2025, these early masterpieces from Maranello continue to command significant attention, not just for their inherent beauty and rarity, but for the incredible stories woven into their very chassis. Among them, chassis number 0078E, a 1951 Ferrari 212 Export Barchetta, stands as a titan. This isn’t just a car; it’s a living artifact, a testament to raw courage, engineering innovation, and the dawn of a legendary racing dynasty. Its journey from the crucible of European endurance races to the sun-drenched circuits of California, ultimately shaping the career of a future World Champion, offers an irresistible narrative for any serious collector or enthusiast.
The Genesis of a Legend: From 166 MM to 212 Export
To truly appreciate the 212 Export Barchetta, one must first look back to its illustrious predecessors. Enzo Ferrari, ever the visionary, understood the symbiotic relationship between racing success and road car sales. Following the triumphant 1948 Mille Miglia victory with the 166 S, Ferrari swiftly introduced its refined successor: the 166 MM. While blessed with a more potent engine and a subtly shortened wheelbase, it was the captivating bodywork by Carrozzeria Touring that captured the world’s imagination. Dubbed “barchetta,” or “little boat,” by the discerning Italian press, this evocative moniker stuck, forever defining a lineage of open-top sports racers.
The 166 MM Barchettas, initially powered by a two-liter V12, swiftly carved out a formidable reputation in 1949, conquering the Mille Miglia, the iconic 24 Hours of Le Mans, and the grueling 24 Hours of Spa. Their dominance underscored Ferrari’s burgeoning prowess in post-war European sports car racing. By 1950, a larger 195 engine propelled a Barchetta to yet another Mille Miglia win. The continuous quest for speed and performance led to the 195’s evolution into the 212 for 1951. This iteration found its ultimate expression in the 212 Export, a model designed for privateers seeking to compete at the highest levels, and among them was our featured protagonist, s/n 0078E. These early rare Ferrari models were not merely machines; they were expressions of pure automotive ambition, destined to become cornerstones of luxury automotive heritage.
A Baptism by Fire: The European Crucible
Chassis 0078E’s competitive debut was nothing short of dramatic. It arrived at the fabled 24 Hours of Le Mans on June 23-24, 1951, resplendent in white with race number 30. Piloted by its first owner, Jacques La Riviere, and co-driver Andre de Guetti, expectations were high. However, the unforgiving nature of Le Mans quickly asserted itself. On just the fifth lap, as La Riviere navigated the infamous Tertre Rouge turn, leading onto the endless Mulsanne Straight, control was lost. The Barchetta veered off course, tragically striking a barbed wire fence. The incident resulted in La Riviere’s immediate death, casting a somber shadow over the car’s nascent career. This harrowing start serves as a stark reminder of the extreme risks inherent in historic race cars during that era, a detail often overlooked in today’s pristine Pebble Beach Concours d’Elegance displays.
Despite the tragic beginning, s/n 0078E was not destined for obscurity. Its next major challenge was the inaugural post-war running of the Tour de France Auto, a monumental 14-day race-rally stretching from August 30 to September 12. Reborn in a striking medium French blue, now fitted with a full windshield and a folding top, and bearing race number 227, the 212 was entrusted to Pierre “Pagnibon” Boncompagni and Alfred Barraquet. In stark contrast to its Le Mans outing, Pagnibon not only navigated the arduous multi-stage event to completion but astonishingly crossed the finish line in first overall. This victory cemented s/n 0078E’s Ferrari provenance and demonstrated its resilience, hinting at the remarkable journey still ahead. These legendary wins contribute significantly to the car’s allure and its standing as a premier collectible sports car in the current market.
Crossing the Atlantic: A Champion’s Stepping Stone
The Tour de France triumph caught the keen eye of Luigi Chinetti, Ferrari’s shrewd American importer. Chinetti, a racing legend in his own right, understood the immense potential of Ferrari in the burgeoning American sports car scene. Under his direction, s/n 0078E was repatriated to the factory for a crucial upgrade. The original single twin-choke Weber carburetor was replaced with a trio of twin-choke units, transforming the car from a sophisticated touring specification into a formidable full-race machine. This enhancement boosted its output from 150 hp to a more potent 170 hp or more, preparing it for the rigorous American circuits.
It was in this revitalized form that Chinetti orchestrated the sale of s/n 0078E to a young, prodigious American racer whose name would soon be etched into motorsport history: Phil Hill. This 212 Barchetta wasn’t just another car for Hill; it was his very first Ferrari, a pivotal moment that set the stage for a career culminating in multiple Le Mans victories and, ultimately, the 1961 Formula One World Championship. For any collector focused on Phil Hill Ferrari legacy, this car holds undeniable historical weight, making it a highly sought-after artifact. Its presence at major automotive auctions in 2025 would undoubtedly draw global attention.
A Gentleman’s Dilemma and Stubbs’ American Debut
Before taking possession of his new Ferrari, Phil Hill found himself in a peculiar bind. He had a prior “gentleman’s agreement” with Jaguar importer Charles Hornburg to race his lightweight Jaguar XK-120 LT-3, one of only three such roadsters built as a precursor to the C-Type. Hill, a man of unwavering integrity, famously stated, “You were either worth your personal word or were not.” True to his principles, he honored his commitment to Hornburg, reluctantly turning over the Ferrari 212 Barchetta to his close friend, Arnold Stubbs.
Stubbs, a capable driver in his own right, debuted s/n 0078E at the third-annual Pebble Beach Road Races on April 20, 1952. Still clad in its medium French blue and sporting race number 32, the Barchetta competed in the Del Monte Trophy sprint. Over 100 miles on the challenging six-turn, 2.1-mile circuit, Stubbs guided the Ferrari to an impressive second-place finish, trailing only Bill Pollack in Tom Carsten’s potent Cadillac-Allard J2. Meanwhile, Hill, battling an overheating Jaguar LT-3, finished a distant fifth. The closest he came to his own Ferrari was in the pits, where the Jaguar and the Barchetta sat side-by-side – a poignant image of what might have been. This particular event highlights the vibrant, if somewhat raw, early days of SCCA racing history on the West Coast, where innovation and sheer driving talent often trumped factory budgets.
Golden Gate Glory: The Near Miss in San Francisco
Following the Pebble Beach outing, Hill decided it was time for his Ferrari to wear its proper colors, bestowing upon the Barchetta a vibrant coat of classic Ferrari red. He then entered the car in the inaugural Golden Gate Park Races in San Francisco, held on May 30-31 on a demanding 3.1-mile, eight-turn circuit. The feature event, the 86.8-mile Guardsman’s Cup sprint, drew a formidable field: powerful American V8-powered Allards, nimble XK-120 Jaguars, and an array of specials piloted by the era’s top talent. The primary rival once again was Bill Pollack in Carsten’s Cadillac-Allard J2, a car that had dominated the last three Over 1500-cc feature races on the West Coast.
Starting from 16th on the grid (race number 22), due to the displacement-based qualification system that favored Pollack’s 6-liter Allard on pole, Hill faced an uphill battle. When the starter’s flag dropped, the 275-hp Allard predictably surged ahead. Hill, however, displaying his characteristic finesse, made a smooth start, preserving his clutch before systematically picking off the less agile, big-bore machines. By Lap 3 of the 28-lap race, the lithe 2.6-liter Ferrari had masterfully climbed to second place, breathing down the Allard’s neck. Hill relentlessly pressured Pollack into the turns, forcing the leader to contend with overworked brakes. As the final lap commenced, the Ferrari was right on the Allard’s tail, poised for a dramatic overtake. Then, cruelly, fate intervened. The magnificent Italian V12 suddenly began running on only six cylinders. A dual ignition coil had broken loose, later found tangled in the steering. Hill limped across the finish line with a rough-sounding engine, securing a disheartening second place behind Pollack. While a tremendous drive, it was a bitter disappointment for Hill, who had to settle for a class win rather than the outright victory he deserved. This race is a classic example of mechanical fragility in vintage racing, adding to the rich narrative of these highly valued machines.
Redemption at Torrey Pines: A Champion’s Display
Hill’s next engagement was the second running of the races at Torrey Pines on July 20, located north of San Diego. This challenging 2.7-mile circuit, nestled between the Pacific Coast Highway and the Pacific Ocean in what is now a championship golf course, represented a different kind of competition. Unlike the SCCA-sponsored events, Torrey Pines was hosted by the California Sports Car Club (Cal Club), a Los Angeles-based rival known for its serious drivers and cutting-edge machinery. The competition in the feature Over 1500-cc race was fierce, featuring Bill Pollack in Tony Parravano’s 4.1-liter 340 Vignale Coupe, Hill’s brother-in-law Don Parkinson in his lightweight Jaguar special, and other powerful contenders.
Following an Under 1500-cc race where even Phil Hill, in a borrowed MG TD, was outmatched by my good friend Bob Doidge in his Porsche 356 coupe, it was time for the main event: the 30-lap San Diego Cup. Back behind the wheel of s/n 0078E, now bearing race number 2, Hill started from the third row. With characteristic precision and speed, he quickly seized the lead. What followed was a masterclass in consistent, relentless driving. Hill crossed the checkered flag not just in first place, but having lapped the entire field – a spectacular redemption and an emphatic statement of his and the Barchetta’s capabilities. This resounding victory is a highlight in the car’s storied career, further solidifying its place in automotive history and making it a gem for any classic Ferrari investment portfolio.
Passing the Torch: From Hill to Howard Wheeler and Beyond
Ever the astute talent scout, Luigi Chinetti recognized Hill’s escalating potential and reached out with a proposition: a new 3-liter 250 MM Vignale Spyder (s/n 0260MM), a car that would later dazzle at the 1954 New York Auto Show. Hill accepted, and the time came to part with s/n 0078E. In the January 1953 issue of Road & Track, Hill placed an advertisement, listing the Barchetta for sale at $7,800 – a princely sum then, but a fraction of its current Ferrari 212 Export Barchetta value in today’s vintage car market 2025. The car, which had been the subject of a two-page feature in the November 1952 Road & Track, quickly found a new owner in January 1953: Howard Wheeler. Wheeler proved to be an active racer, competing with s/n 0078E 14 times across California and Arizona in 1953 and ’54, consistently achieving class wins and podium finishes.
Over the ensuing three decades, the Ferrari gracefully passed through a few more esteemed hands before finding its next significant custodian in 1986: Sherman Wolf. Wolf was no casual enthusiast; his collection already boasted illustrious vehicles like the ex-Sterling Edwards 340 MM (winner of the 1954 Del Monte Trophy), a long-wheelbase alloy-bodied California Spyder, and a 500 TRC. Wolf’s dedication to collectible sports cars was exemplary. He was a firm believer in driving these magnificent machines, not merely showcasing them. S/n 0078E was a fixture in his stable, participating in the demanding Colorado Grand six times in the 1990s, the Tour de France Auto three times, and the Mille Miglia retrospective four times. Wolf actively encouraged his co-drivers to take the wheel, imparting his mastery of the five-speed non-synchromesh gearbox. This ethos of using, rather than merely preserving, defines the true spirit of these historic race cars. Wolf also cultivated a friendship with Phil Hill, who famously reunited with his old Ferrari, driving it to victory at the 1994 Monterey Historic Races. Sherman Wolf’s passing in 2012, at 86, left an indelible mark on the world of investment-grade collector cars, particularly vintage Ferraris.
My Personal Connection: A “Little Boat” of My Own
My own journey into the captivating world of classic Ferraris began serendipitously, deeply intertwined with the very essence of Pebble Beach. Thanks to my parents acquiring a second home there in 1951, I was privileged to witness six of the seven iconic Pebble Beach Road Races, from 1951 through 1956. The concurrent Concours d’Elegance, initially a more informal affair on a practice tee, found its permanent, glamorous home on the 18th green fronting the Del Monte Lodge in ’52 – a tradition that endures to this day. This environment fostered a profound appreciation for luxury automotive heritage and brought me into contact with remarkable individuals.
One such mentor was I. W. “Steve” Stephenson, whose generosity and encouragement in my budding interests – automobiles, sailing, flying, and photography – were immeasurable. Stephenson was a serious collector, acquiring a Bugatti Type 35, two HRGs, an OSCA, an MG TF, and notably, a 212 Vignale Berlinetta (s/n 0092E) from Los Angeles dealer Ernie McAfee. This was the very Ferrari that Phil Hill and Arnold Stubbs had famously raced in the 1952 Carrera Panamericana, finishing a respectable sixth in that grueling five-day event. I vividly recall, as if it were yesterday, the exhilarating (and bone-jarring!) drives Stephenson and I took over Pebble Beach’s rough crushed stone roads in that very car in the early to mid-1950s.
By the early 1960s, the call of Ferrari became irresistible. In 1963, I placed a $1,000 deposit for a new 250 GT Lusso with Charles Rezzaghi, who imported Ferraris through Chinetti into San Francisco. Rezzaghi would invite local enthusiasts to inspect the newly arrived cars straight from the ship. On one memorable day, accompanying Rezzaghi onto a ship that had navigated the Panama Canal, I found myself surrounded by five or six Lussos in the hull. But it was back at Rezzaghi’s Hyde Street shop, near the legendary Buena Vista Cafe, that destiny intervened. In a lower storage area, among various used Ferraris, sat a pristine 212 Export Barchetta, offered for $4,500.
It was, quite simply, love at first sight. Without hesitation, I switched my deposit to the Barchetta, s/n 0158ED. This turned out to be the very last of only eight such cars ever constructed, an incredibly rare piece of Ferrari Barchetta history. The car had been meticulously restored by its owner, Chris Cord, grandson of the founder of Cord Automobile. The Barchetta was what I affectionately dubbed “L.A. to the Max” – detailed with multiple coats of hand-rubbed lacquer, arguably one of the first truly “over-restored” Ferraris. This concept of classic car restoration costs and standards has evolved dramatically, but even then, its perfection was striking. I cherished s/n 0158ED for several years, even having the pleasure of twice showing it at the Pebble Beach Concours, in 1965 and ’66, where it earned a red second-place ribbon in its first outing.
The Enduring Allure of the Barchetta
The saga of Ferrari 212 Export Barchetta s/n 0078E, and indeed its brethren like s/n 0158ED, continues to captivate. These rare Ferrari models represent more than just beautiful machines; they are tangible links to a heroic era of motorsport, epitomizing Enzo Ferrari’s unwavering commitment to performance and design. From the tragic drama of Le Mans to the triumphant redemption at Torrey Pines, from its role in forging Phil Hill’s Ferrari legacy to its active participation in the hands of dedicated collectors like Sherman Wolf, s/n 0078E embodies the very soul of Ferrari.
In today’s automotive auction trends 2025, vehicles with such unparalleled provenance, competition history, and association with legendary figures are not merely assets; they are cultural touchstones. Their value isn’t just in their scarcity, but in the stories they tell, the lives they touched, and the indelible mark they left on motorsport. Owning one is to possess a piece of history, an object of desire that transcends mere transportation.
If you’re passionate about classic Ferrari investment or simply wish to immerse yourself in the rich tapestry of vintage racing, exploring the lineage of these magnificent “little boats” offers an unparalleled journey. The market for investment-grade collector cars remains robust, driven by enthusiasts seeking not just vehicles, but tangible connections to automotive greatness. We invite you to delve deeper into these captivating narratives, perhaps even embarking on your own quest to discover the next legendary chapter in classic car collecting. The journey, like the cars themselves, is eternally exhilarating.
