Title: The Unsinkable Legend: Charting the Enduring Legacy of Ferrari’s 212 Export Barchetta, s/n 0078E
From the hallowed grounds of Europe’s most challenging endurance races to the sun-drenched circuits of California, a singular vehicle stands as a testament to Ferrari’s nascent racing supremacy and the raw ambition of a young American legend. As a veteran of the automotive world, having navigated the intricate landscape of classic car markets and motorsport history for over a decade, I can confidently assert that few machines encapsulate the spirit of post-war racing and the enduring allure of the Prancing Horse quite like the Ferrari 212 Export Barchetta, chassis number 0078E. In the dynamic classic car market of 2025, where provenance, performance, and historical significance drive multi-million-dollar valuations, this “little boat” isn’t merely a collector’s item; it’s a blue-chip asset, a living artifact, and a cornerstone of automotive heritage.
Ferrari, still a relatively nascent enterprise in the late 1940s, was rapidly cementing its reputation on the international racing stage. Following the resounding success of the 166 S at the 1948 Mille Miglia, Enzo Ferrari’s vision evolved, leading to the introduction of the 166 MM in 1949. This updated model, while boasting enhanced power and a shorter wheelbase, truly captivated the world with its revolutionary coachwork. Crafted by the masterful artisans at Carrozzeria Touring, the exquisite, open-top design quickly earned it the affectionate moniker “barchetta,” Italian for “little boat,” from an awestruck press. This elegant, minimalist form, epitomizing function meeting exquisite design, would forever define a generation of Ferrari sports racers. The 2-liter Barchettas were an immediate sensation, dominating European sports car racing in 1949 with victories at the Mille Miglia, the grueling 24 Hours of Le Mans, and the 24 Hours of Spa. The relentless pursuit of performance continued, with a larger 195 engine propelling a Barchetta to another Mille Miglia win in 1950. By 1951, the 195 series gracefully transitioned to the 212, and the Barchetta lineage pressed on, exemplified by the breathtaking 212 Export, of which s/n 0078E, our protagonist, is a magnificent example.
The competition journey for s/n 0078E commenced under foreboding circumstances at the 24 Hours of Le Mans on June 23-24, 1951. Resplendent in its original white livery and bearing race number 30, it was piloted by its inaugural owner, Jacques La Riviere, alongside co-driver Andre de Guetti. La Riviere took the opening stint, but on the fifth lap, as he negotiated the perilous Tertre Rouge turn leading into the legendary Mulsanne Straight, control was tragically lost. The barchetta collided with a barbed wire fence, resulting in the devastating and fatal injury of La Riviere. It was a somber and inauspicious debut for a car destined for greatness, a stark reminder of the unforgiving nature of early motorsport. This unfortunate incident, however, did not seal the car’s fate; instead, it became a poignant chapter in a story of resilience and ultimate triumph.
Undeterred, s/n 0078E was prepared for its next challenge: the inaugural post-war running of the Tour de France Auto, a grueling two-week race-rally spanning from August 30 to September 12. Reborn in a sophisticated medium French blue, now equipped with a full windshield and a folding top for the diverse demands of the rally, and sporting race number 227, the 212 was entrusted to the skilled hands of Pierre “Pagnibon” Boncompagni and Alfred Barraquet. Unlike its previous outing, Pagnibon and Barraquet not only completed the arduous 14-day marathon but also crossed the finish line in first place overall, a remarkable demonstration of both driver skill and the Ferrari’s innate robustness. This victory was a crucial validation of the 212 Export’s capabilities, proving its versatility beyond the pure circuit racing environment.
It was after this impressive display that the legendary American Ferrari importer, Luigi Chinetti, entered the narrative, recognizing the extraordinary potential of s/n 0078E. Under Chinetti’s discerning eye, the Barchetta returned to the factory for a critical transformation. Its original single twin-choke Weber carburetor was replaced with a trio of twin-choke units, elevating its specification from touring trim to full-race configuration. This significant upgrade boosted its output from 150 hp to a more potent 170 hp or even higher, unleashing the full fury of its Colombo-designed V12. In this formidable guise, Chinetti orchestrated the sale of s/n 0078E to a burgeoning talent on the American racing scene: Phil Hill. This acquisition marked Hill’s very first Ferrari, a pivotal moment that would foreshadow a spectacular career leading to a World Championship title. For classic Ferrari enthusiasts and discerning collectors in 2025, cars with such direct links to legendary figures like Phil Hill carry an almost incalculable premium, representing unparalleled automotive provenance.
However, the path to s/n 0078E’s American racing debut with Hill was not straightforward. Prior to securing the Ferrari, Hill had made a gentleman’s agreement with Jaguar importer Charles Hornburg to race Hornburg’s Jaguar XK-120 LT-3. This lightweight roadster was one of a rare trio specially conceived as an interim measure before the legendary C-Type. Hill, a man of unwavering integrity, famously articulated his ethos: “You were either worth your personal word or were not.” True to his principles, he honored his commitment to Hornburg, reluctantly ceding the driving duties of the newly acquired 212 Barchetta to his close confidant, Arnold Stubbs. This anecdote further humanizes the story, showcasing the character of a true motorsport hero.
On April 20, 1952, Stubbs made the American debut of s/n 0078E, still sporting its striking medium French blue livery and now bearing race number 32, at the third-annual Pebble Beach Road Races. This event featured the prestigious Del Monte Trophy sprint, contested over 100 miles on the challenging six-turn, 2.1-mile circuit. The Barchetta performed admirably, securing a commendable second place behind Bill Pollack in Tom Carsten’s formidable Cadillac-Allard J2. Meanwhile, Phil Hill, constrained by his agreement, wrestled the overheating Jaguar LT-3 to a distant fifth. The irony was palpable; the closest Hill came to his own Ferrari was in the pits, where the Jaguar and the Barchetta sat in adjacent boxes, separated by a thin barrier of circumstance. This early race at Pebble Beach, now synonymous with unparalleled automotive elegance, adds another layer of historical richness to 0078E’s story, making it a highly desirable asset for elite collector vehicles today.
Following the Pebble Beach event, Hill, now unencumbered by his previous agreement, decided to fully embrace his Ferrari ownership. The 212 was repainted a quintessential Ferrari red, a transformation that visually aligned it with the marque’s burgeoning identity. Hill then entered the car in the inaugural Golden Gate Park Races in San Francisco, held on May 30-31. The demanding 3.1-mile, eight-turn circuit set the stage for the feature Guardsman’s Cup, an 86.8-mile sprint race that attracted a stellar field. This included numerous American V8-powered Allards, potent XK-120 Jaguars, and an assortment of formidable specials, all piloted by some of the most talented racers of the era. The primary antagonist was once again Bill Pollack in Carsten’s Cadillac-Allard J2, a car that had dominated the West Coast racing scene, winning the last three Over 1500-cc feature races.
The grid for the Guardsman’s Cup was determined by engine displacement. Pollack’s 6-liter Allard, with its prodigious power, commanded pole position. Hill’s 2.6-liter Ferrari, wearing race number 22, was relegated to 16th. As the starter’s flag dropped, the 275-hp Allard predictably surged ahead, out-accelerating the smaller displacement machines into the first turn. Hill, exhibiting the judicious restraint of a seasoned professional, executed a smooth start, carefully preserving his clutch. He then systematically began to pick off the less agile, big-bore cars one by one, a masterclass in precision driving and strategic racing. By lap three of the 28-lap contest, the Ferrari had spectacularly climbed to second place, firmly ensconced behind the dominant Allard.
Hill, renowned for his relentless pressure, hounded Pollack through the turns, steadily eroding the leader’s advantage. This sustained assault forced Pollack to begin conserving his overworked brakes, a critical tactical move by Hill. As the final lap commenced, the Ferrari was glued to the Allard’s tail, poised for a decisive strike. Then, a sudden, heart-wrenching setback: the glorious Italian V12 faltered, abruptly running on only six cylinders. Investigation later revealed that one of the dual ignition coils had come loose from the firewall, becoming entangled near the steering mechanism. Hill, with a heavy heart and a violently rough-sounding engine, limped across the finish line, securing a valiant second place behind Pollack. While a tremendous disappointment for Hill, who was forced to settle for a Class D/4 victory rather than an outright win, this race solidified his reputation as a tenacious competitor and showcased the 212 Barchetta’s exceptional performance capabilities even when compromised. These early races, meticulously documented, are what make this specific Ferrari a cornerstone of historic sports car racing.
Hill’s relentless competition calendar next took him to the second running of the races at Torrey Pines on July 20. This unique 2.7-mile circuit, a former Army base north of San Diego, was carved between the Pacific Coast Highway and the Pacific Ocean, in a hilly region now celebrated as a championship golf course. Unlike Pebble Beach and Golden Gate Park, which were SCCA-sponsored, Torrey Pines was hosted by the California Sports Car Club (Cal Club), a formidable rival organization based in Los Angeles known for attracting serious drivers and top-tier machinery. The competitive landscape for the feature Over 1500-cc race was fierce, featuring Bill Pollack in Tony Parravano’s potent 4.1-liter 340 Vignale Coupe, Hill’s brother-in-law Don Parkinson in his lightweight Jaguar special, Chuck Manning in his Mercury special, and Hastings Harcourt driving an Oldsmobile-Allard. The grid was further populated by numerous other Allards boasting Cadillac and Chrysler V8s, and even a Chevrolet-powered Nardi, truly a melting pot of American and European motorsport ingenuity.
After witnessing my close friend Bob Doidge claim victory in the Under 1500-cc race with his Porsche 356 coupe, narrowly besting Hill in a borrowed MG TD, it was time for the main event: the 30-lap San Diego Cup. Back behind the wheel of s/n 0078E, now proudly displaying race number 2, Hill started from the third row. With characteristic determination and skill, he quickly asserted his dominance, seizing the lead. What followed was a masterclass in consistent, controlled aggression. Hill drove an impeccable race, methodically extending his lead until he triumphantly took the checkered flag, having lapped the entire field. It was an emphatic redemption, a resounding confirmation of both his driving prowess and the Barchetta’s raw, unadulterated speed. This absolute victory at Torrey Pines remains a highlight, further cementing the Ferrari 212 Barchetta’s reputation as a high-performance classic car.
Luigi Chinetti, ever the shrewd identifier of talent, was always attentive to exceptional drivers and their insatiable drive for excellence. He promptly contacted Hill with a proposition: the acquisition of a brand-new 3-liter 250 MM Vignale Spyder (s/n 0260MM), a car destined for debut at the 1954 New York Auto Show. Hill, keen to embrace the latest Ferrari machinery, approved the arrangement and decided to part ways with s/n 0078E. He advertised it for sale at $7,800 in the January 1953 issue of Road & Track, an advertisement famously preceded by a two-page feature article on the car in the magazine’s November 1952 issue. The Barchetta found a new owner in January 1953 in Howard Wheeler, who would actively race it 14 times across California and Arizona throughout 1953 and 1954, consistently securing numerous class wins and podium finishes. This continued racing career under subsequent owners is vital for a car’s provenance, adding layers to its investment-grade classic car status.
Over the next three decades, the Ferrari gracefully transitioned through a few dedicated hands before finding its next significant steward in 1986: Sherman Wolf. Wolf was no casual collector; his stable already housed the ex-Sterling Edwards 340 MM, a car that had triumphed at the 1954 Del Monte Trophy, a long-wheelbase alloy-bodied California Spyder, and a 500 TRC. Wolf was a quintessential Ferrari enthusiast, deeply immersed in the marque’s heritage. He was known for regularly entering his prized vehicles in a myriad of national and international rallies and tours, ensuring they remained living, breathing pieces of engineering. S/n 0078E was a frequent participant, driven by Wolf in the challenging Colorado Grand six times throughout the 1990s, the historic Tour de France Auto on three occasions, and the evocative Mille Miglia retrospective four times. Critically, Wolf maintained a cherished friendship with Phil Hill, who often joined him in the Barchetta at various events, including a memorable victory drive at the 1994 Monterey Historic Races, where Hill once again piloted his old Ferrari to glory.
Wolf’s dedication extended beyond personal enjoyment; he actively encouraged his co-drivers to take the wheel of s/n 0078E, meticulously instructing them on the nuanced art of mastering its five-speed non-synchromesh gearbox. This Barchetta, then more than four decades old, was the antithesis of a static “trailer queen.” It was driven, experienced, and celebrated. Sherman Wolf, a true titan in the world of collector Ferraris, passed away in 2012 at the age of 86, leaving an indelible mark on the community and ensuring s/n 0078E’s legacy of active use and appreciation endured. For those tracking the classic Ferrari market in 2025, the active life a car leads under dedicated stewardship like Wolf’s significantly enhances its desirability and overall value, particularly given the rising demand for truly authentic motorsport iconography.
My own journey into the captivating world of these early Ferraris began thanks to my parents acquiring a second home in Pebble Beach in 1951. This fortunate circumstance allowed me to witness six of the seven iconic Pebble Beach Road Races, from 1951 through 1956. I saw firsthand the shift of the accompanying Concours d’Elegance from its initial spot on the practice tee grass to the more glamorous 18th green fronting the Del Monte Lodge, where it remains a global automotive spectacle to this day. Beyond the races, I was privileged to encounter numerous sporting enthusiasts in the area. One individual, I. W. “Steve” Stephenson, stood out—a generous mentor, like an older brother to my then 14-year-old self, who nurtured my burgeoning interests in automobiles, sailing, flying, and photography. Stephenson accumulated an impressive collection of competition automobiles over the years, including a Bugatti Type 35, HRGs, an OSCA, an MG TF, and notably, a 212 Vignale Berlinetta (s/n 0092E) acquired from the esteemed Los Angeles dealer, Ernie McAfee.
This was the very Ferrari that Phil Hill and co-driver Arnold Stubbs had famously raced in the arduous 1952 Carrera Panamericana, often referred to as the Mexican Road Race, where they secured a hard-fought sixth place in the grueling five-day event. I vividly recall, as if it were yesterday, the exhilarating, high-speed drives (and undeniably stiff suspension!) that Stephenson and I shared over those rough, crushed stone roads of Pebble Beach in the early and mid-1950s. These formative experiences forged an unbreakable bond with these legendary machines. By the early 1960s, my own ambition to own a Ferrari was fully ignited. In 1963, I placed a $1,000 deposit for a new 250 GT Lusso with Charles Rezzaghi, a key figure in bringing Ferraris into San Francisco via Chinetti. Rezzaghi’s practice of inviting local enthusiasts to inspect incoming shipments on the docks was a magical gateway to the Maranello dream.
One memorable day, another enthusiast and I joined Rezzaghi aboard a ship that had navigated the Panama Canal to San Francisco. In the hull lay five or six magnificent Lussos, predominantly in classic red. Rezzaghi encouraged me to select my preference. However, upon returning to his shop on Hyde Street, just half a block from the renowned Buena Vista Cafe, my gaze fell upon a lower storage area containing a selection of used Ferraris. Among them, a pristine 212 Export Barchetta, offered for $4,500, immediately captivated me. It was love at first sight. Without hesitation, I switched my deposit to this Barchetta, chassis number 0158ED, which, as fate would have it, turned out to be the last of only eight such exquisite cars ever constructed. Its siblings included s/ns 0078E, 0084E, 0100E, 0102E, 0104E, 0134E, and 0136E.
This particular Ferrari had been meticulously restored by its owner, Chris Cord, grandson of the founder of Cord Automobile and owner of the Auburn, Cord, and Duesenberg Car Company. The Barchetta had been “detailed” with multiple coats of hand-rubbed lacquer, representing perhaps one of the earliest instances of what we now affectionately term “over-restored” Ferraris. This led me to affectionately nickname it “L.A. to the Max.” Though I eventually sold s/n 0158ED a few years later, the privilege of twice exhibiting it at the prestigious Pebble Beach Concours d’Elegance in 1965 and 1966 remains a cherished memory. In its debut year, my Barchetta earned a commendable red second-place ribbon, a testament to its beauty, though first in class went to an equally stunning, beautifully restored 166 Barchetta. These personal connections underscore the deep emotional investment and historical value these rare Ferrari models command, making them increasingly sought after as collector car appreciation continues its upward trajectory in the 2025 luxury car market.
In 2025, the Ferrari 212 Export Barchetta, s/n 0078E, represents more than just a historical racing machine; it is a profound investment, an embodiment of automotive art and engineering, and a tangible link to a pivotal era of motorsport. Its journey from a tragic Le Mans debut to a Tour Auto triumph, its seminal role in Phil Hill’s burgeoning career, and its enduring life as a beloved, driven classic under Sherman Wolf, all contribute to an unparalleled narrative. This is precisely the kind of vehicle that anchors an elite collector’s portfolio, offering not just financial appreciation but an invaluable connection to the very soul of Ferrari’s golden era. The market for such vehicles is characterized by discerning buyers seeking impeccable provenance, authentic restoration, and a verifiable history of competition. S/n 0078E checks every single box, ensuring its place as one of the most significant and valuable vintage Ferraris in the world.
The legacy of the Ferrari 212 Export Barchetta is unsinkable, a powerful testament to Enzo Ferrari’s genius, Touring Superleggera’s artistry, and the indomitable spirit of the drivers who pushed these machines to their limits. In an age where digital assets often overshadow tangible masterpieces, the roar of a V12, the scent of vintage leather, and the gleaming curves of a “little boat” remind us of the enduring power of physical beauty and historical narrative.
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