Pics of vintages I find/see on the net.

Whatever the roof cost, ‘I suspect’, as someone* said above- based on reading a number of posts from that Fchatter over the years-, that it’s possible there would have to be even more expenditure necessary before one had things right again.

 

Oh yes.
BIIIIIG time.

Marcel Massini

 

3909GT

 

06701

 

Santa came through finally! Got the Boano back from epic event at Road America. I kept it there at Motion Products for a little clutch work afterwards, and now she's back home in California. What a once-in-a-lifetime event to partake in an over 500 car Club National, complete with some 60 Enzo era cars. I did learn that skinny tires, drum brakes, and lack of skill don't make for good laps on the fast Road America circuit. But it was fun to stretch it's legs! Image Unavailable, Please Login

 

The early F1 cars were in the even numbers #02C-20C as different to the Spider Corsa cars which after the first two #01C, #02C shifted to three digit serial numbers. Besides after #12C was launched in April '49 Ferrari moved on to a new 2420mm chassis and changed their numbering system to 125-C-01 thru 125-C-04 and began to sell off all their earlier short wheelbase 2160mm cars which were generally renumbered and gussied up as new cars. So I have

#02C later as Thinwall Special #1, returned to Ferrari and rebuilt as #112 with a 2 litre engine for Roberto Vallone and later to Chinetti and today in the Museo Ferrari
#04C as #106 with a 2 litre engine for Chico Landi and most recently with Tony Wang
#06C as an unknown # with a 2 litre engine for Franco Cortese and now with Bardinon in France
#08C as #108 for Pinheiro Pires and believed to still be in Brazil
#10C built for Peter Whitehead and later rebuilt as the Saltaire Special, last known in Scotland
#12C as #110 for Scuderia Espadon and today in Schlumpf Collection in Mulhouse
#14C aka 125-C-01 raced in both 125F1 and 275F1 form from late '49 and later rebuilt as #114 for Peter Whitehead, today with a client of Zweimullers in Austria

How accurate that list is, I have no idea but certainly #114 is one of the early cars, likely not the first Ferrari F1/F2 though.

 

106 sold long time ago. Here it is with its new owner in 2020 in USA.

Marcel Massini

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06 C at Bardinon's in Mas du Clos, October 1987.

Marcel Massini

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110 of the Schlumpf Collection, Mulhouse, France.
Taken at Retromobile in Paris 2002.

Marcel Massini

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112 at the Galleria Ferrari in Maranello 2002.
This car had been given by the factory to the Museum in Monza on 10 November 1965 (factory delivery note #5470) where it remained displayed for more than ten years but with a wrong nose.
When the museum in Monza was about to be closed, the factory sent a letter on the 3rd April 1974 to Museum boss Dr. Restelli asking to give the cars back (there were other Ferraris there too). It then went to the Dino Ferrari technical school and showed up again at the opening of the Galleria Ferrari (Museum in Maranello) in February 1990. 112 then went to Chinetti and later on a law suit Chinetti against Factory and/or the other way round began. It took many years to solve the ownership issues. 112 then ended up with Chinetti and was finally sent to the Simeone Museum in PA.

Marcel Massini

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why are all the F1 car numbers welded on the frame and not hammered into the frame as on the sports cars?


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Simply because it is so much easier to unweld (take off) a tag from one piece of tube and then weld onto another one (onto some other car).
Has happened for 77 years.

Marcel Massini

 

Here's the other/sister one.
This one is the real tag.

Marcel Massini

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There are even single-seater Ferraris with multiple chassis number tags.

Marcel Massini

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Stamping on the tube would create a dent to the ultra light frame. Production car tubes were much stronger and still stamped with an insert.

 

What were their technical differences ?
Tubing wall thicknesses, different material/metal compositions, different construction/forming/manufacturing techniques ?

 

As the engine size was regulated by the rules and every manufacturer was putting out 100 hp/litre of naturally aspirated engines, much of the development occurred with the frame. Ultralight frame design was changing all the time so there would not be a standard place to stamp them, and denting the tube was a real risk so both easier and safer to tack weld a small tag with the serial number.

If you look at the road car frames, almost all restamped frames are seriously dented. This quite clearly proves that the original stamping was made using an insert to prevent denting.