1950-1953 Ferrari 195/212

The pressure of competition both on and off the track had led Ferrari to enlarge his original Colombo V-12 to 1995 cc for the Type 166. The engine was bored out twice more in 1950 from 60 to 65mm for a total capacity of 2341 cc, and to 68mm for 2562 cc. Stroke remained at 58.8mm. Following Ferrari practice, the cars powered by these enlarged engines were designated Tipo 195 and 212, respectively. Both were offered in several versions, like the 166. The Inter, as before, was the sporty roadgoing model, while the 195 Sport and 212 Export were aimed squarely at competition duty. Predictably, frame, suspension, steering, and brakes were inherited from the 166, while track dimensions were the same for all 195/212 models (49.8 inches front, 49.2 inches rear). Wheelbases were also in line with the 166. The 195 Sport rode the "short" 86.6-inch span, while the 212 Export's 88.6-inch measure was as for the 166 MM. Inter models in both new series had a still-longer 98.5 inch wheelbase.

Except for their increased bores, the 195 and 212 engines were almost identical with the 166 V-12. Inters had single twin-choke Weber carburation, while Sport and Export got the triple twin-choke arrangement (reportedly adopted for 1953 212 Inters as well). Also carried over were a 5-speed transmission driving a live rear axle via a single dry-plate clutch. In fact, the 195 and 212 differed so little from the 166 mechanically that most chassis and engine components were apparently interchangeable. None of this is really surprising. Ferrari was still a small concern whose primary business was competition, so "production" models in these early years were built largely to special order for a discerning, monied clientele.

Thus, Ferrari continued to offer a wide variety of bodies on the new 195 and 212 chassis, with Touring, Ghia, Ghia-Aigle, Pinin Farina, and Alfredo Vignale doing most of the honors. The last two carrozzeria had become Ferrari's primary body suppliers by now. Unlike the 166, there was an attempt at "standardising" 195/212 production around just two body types, coupe (commonly called berlinetta, literally "little sedan") and convertible coupe. Even so, there were again many variations in both detail appearance and overall shape. Right-hand steering was used exclusively until 1952, when a left-hand-drive Ghia coupe and Pinin Farina convertible were previewed at the Paris Salon. Later Vignale and Farina styles sported one-piece curved windshields. Touring retained two-piece vee'd windshields, though a curved screen appeared on one of its last berlinettas, whose styling was otherwise dated.

Good though it was, the 195 was overshadowed from the start by the bigger-engine 212 and the even more potent 340 America, which arrived in 1951. Buyers opted for the more powerful cars since all three types cost about the same (around $9500). It didn't take Ferrari long to realize he had one too many entries for such a limited market, so the 195 disappeared after just one year and no more than 25 units. A few racing victories might have prevented this early demise, but the 195 had to compete in the same class as the 212, and was thus handily outclassed. No such problem for the 212, which enjoyed almost immediate competition success. In Europe alone, Pagnibon and Barraquet drove to victory in the inaugural Tour de France (the car was later sold to American world driving champ Phil Hill), Vittorio Marzotto and Piero Taruffi ran 1-2 in the Tour of Sicily, Luigi Vinoresi won the Coppa Inter-Europa and Piero Scotti came home third in the Mille Miglia all in 1951. That same year, Taruffi paired with Luigi Chinetti and Vinoresi with Alberto Ascari to place first and second in the fabled Carrera Panamericana (Mexican Road Race). There's little point in detailed comparisons among the 166, 195, and 212 because they're all so similar aside from bodywork. Moreover, Enzo Ferrari wanted to "win the race" outright, as did his customers, which is why everyone went for the biggest and fastest. In the end, even the 212, which was built through 1953 alongside the 166 MM, was overshadowed by the 340 and the upcoming 250MM.

Interestingly, most 166, 195, and 212 production seemed to find its way to the United States, where privateers could usually count on winning their class and, quite often, an overall victory too. Though Ferrari would continue with improvements, the 166, 195, and 212 had set a pattern for his touring and sports-racing cars, which would not see fundamental chassis and engine changes until well into the Sixties.