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Ferrari 290 MM
Ferrari 290 MM
Ferrari 290 MM
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Ferrari 290 MM
Overview
ManufacturerFerrari
Production1956
4 produced (one converted from 860 Monza)[1]
DesignerCarrozzeria Scaglietti
Body and chassis
Body style2-door Spyder
LayoutFront mid-engine, rear-wheel-drive
Powertrain
Engine3,490 cc (3.5 L) Tipo 130 Jano V12
Power output320 PS (316 hp; 235 kW)
Transmission4-speed manual
Dimensions
Wheelbase2,350 mm (92.5 in)
Curb weight880 kg (1,940 lb) (dry)
Chronology
PredecessorFerrari 410 S
Ferrari 860 Monza
SuccessorFerrari 290 S

The Ferrari 290 MM is a sports racing car produced by the Italian automobile manufacturer Ferrari in 1956.[2] It was developed to compete in the 1956 edition of Mille Miglia as a successor to the 860 Monza, hence the acronym "MM", and four cars were built.[3]

Development

[edit]

In order to counter the new challenge presented by Mercedes-Benz in 1955 as the Mercedes racing team won both the World Sports Car Championship, the RAC Tourist Trophy and the Targa Florio in the same year, Ferrari set out to develop a new race car for the 1956 motorsports season called the 290 MM.[4] The biggest change in the car was the engine as it was now powered by a new 60° Jano V12 engine with four distributors, two plugs per cylinder, uprated cylinder heads a 9:1 compression ratio and a dry-sump oil system replacing the four-cylinder engines from its predecessors. Displacement was 3,490 cc (3.5 L; 213.0 cu in) with a maximum power output of 320 PS (316 hp; 235 kW) at 7,200 rpm, and a rated top speed of 280 km/h (174 mph).[5] It was designed by Vittorio Jano, who had joined Ferrari in 1955 after the departure of Aurelio Lampredi, in collaboration with Andrea Fraschetti and Vittorio Bellentani. The engine was based on the 4.5-litre engine used in Ferrari Grand Prix cars. The body work of the car was designed by Carrozzeria Scaglietti who incorporated a headrest bump into the aerodynamic bodywork of the car, which became an important feature of Ferrari race cars throughout the 1950s and 1960s.[6] The car uses the Tipo 520 chassis which is shared with the 860 Monza. The chassis itself is an evolution of the Tipo 510 chassis which was used by the four-cylinder Ferrari race cars in 1955. The chassis uses two large oval tubes with small diameter tubes added in for increased stiffness. It was Ferrari's first attempt at making a spaceframe chassis. The front suspension is made up of double wishbone units while the rear-end features a DeDion axle.[7]

Racing History

[edit]
Eugenio Castellotti winning the 1956 Mille Miglia with Ferrari 290 MM

Ferrari entered five cars for the 1956 Mille Miglia a pair of 290 MMs, a pair of 860 Monzas, and a single 250 SWB GT. A 290 MM raced by Eugenio Castellotti won the event,[8] while another 290 MM, driven by Juan Manuel Fangio, finished fourth.[9][10] Phil Hill and Maurice Trintignant also won the Swedish Grand Prix of that year, granting Ferrari the overall victory in the 1956 World Sportscar Championship. The following year, in 1957, a 290 MM (converted from an 860 Monza), won the 1000 km Buenos Aires driven by Wolfgang von Trips, Alfonso de Portago and Eugenio Castellotti. Renowned racing driver Stirling Moss also drove a 290 MM at the 1957 Bahamas Speed Weeks and Nassau Trophy, winning the former race.[4]

Production and auction details

[edit]

Four examples of the 290 MM were built with one example (chassis # 0628) being converted from an 860 Monza in 1957. This car placed second in the 1956 Mille Miglia behind the winning 290 MM.[4][11]

On December 10, 2015, RM Sotheby's sold the 290 MM driven by Juan Manuel Fangio in the 1956 Mille Miglia at auction for US$28 million — the highest price for a car sold in 2015 and the third most expensive ever at that time.[3][12] In 2018, another example sold for US$22 million.[13]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ferrari 290 MM

View on Grokipedia
from Grokipedia
The is a limited-production racing car built by Ferrari in 1956, with only four examples constructed to compete in major endurance events such as the . Powered by a front-mounted, longitudinal 60° with a displacement of 3,490.61 cc, it produced 320 horsepower at 7,200 rpm through dual ignition, lubrication, and three , enabling a top speed of 280 km/h. The car's tubular steel and lightweight design, weighing approximately 880 kg, made it a formidable contender in the mid-1950s scene against rivals like the and . Developed under Enzo Ferrari's direction as a direct successor to the four-cylinder 860 Monza, the 290 MM represented a strategic return to V12 powerplants for sports racing, blending elements of Gioacchino Colombo's short-stroke design with Aurelio Lampredi's Grand Prix expertise to create a more compact and potent engine. It debuted at the April 1956 Giro di Sicilia, though initial entries faced mechanical issues, before achieving immediate acclaim at the where chassis 0616 MM, driven by , secured overall victory. The model's single overhead per bank, roller rocker , and four-speed with further optimized it for high-speed circuits and long-distance reliability. Production was confined to the four chassis—0606 M, 0616 MM, 0626 M, and 0628 M—primarily for factory use, underscoring its role as a bridge to the iconic 250 Testa Rossa. In its racing career spanning 1956 to 1964, the 290 MM contested 54 events, securing six outright wins, 14 podium finishes, and numerous class victories, often piloted by legends including , , , and Peter Collins. Notable triumphs included the 1956 (Phil Hill and ), the 1957 1,000 km of (Masten , Eugenio , and Luigi Musso), and double wins at the 1957 Nassau Trophy and Memorial Trophy ( in 0628 M). Despite challenges like retirements at the 1956 1,000 km and 1957 , its consistency propelled Ferrari to the constructors' titles in both 1956 and 1957. The 290 MM's legacy endures as one of Ferrari's most significant mid-decade prototypes, embodying the marque's engineering prowess during a transitional era and fetching multimillion-dollar values at auction, with chassis 0626 M selling for $28 million in 2015. Chassis 0628 M sold for $22 million in 2018.

Overview and Specifications

Technical Specifications

The Ferrari 290 MM featured a Tipo 130 Colombo-Jano with a 60° bank angle, single overhead camshaft per bank, and two valves per cylinder. This 3,490 cc (3,490.61 cc) unit, with a bore and stroke of 73 mm × 69.5 mm and a compression ratio of 9:1, incorporated lubrication and three . It produced 320 PS (235 kW; 316 hp) at 7,200 rpm and 315 N⋅m (232 lbf⋅ft) of at 5,200 rpm. Power was delivered through a 4-speed to the rear wheels, with a ZF . The was a Tipo 520 tubular spaceframe, an evolution of the Tipo 510 used in the predecessor 860 . Key dimensions included a of 2,350 mm (92.5 in), front track of 1,310 mm (51.6 in), rear track of 1,286 mm (50.6 in), and a dry weight of 880 kg (1,940 lb). Suspension consisted of independent double wishbones with coil springs at the front and a de Dion rear axle with twin radius arms, transverse , and hydraulic shock absorbers. Brakes were hydraulic drums on all four wheels, though some examples received conversions post-production. Performance metrics included a top speed of 280 km/h (174 mph) and an estimated 0–100 km/h (0–62 mph) time of approximately 6.7 seconds. The fuel tank capacity was 190 liters.
SpecificationDetail
Engine TypeTipo 130 Colombo-Jano V12, 60°
Displacement3,490 cc
Power320 PS at 7,200 rpm
315 ⋅m at 5,200 rpm
Transmission4-speed manual
Drivetrain with ZF
ChassisTipo 520 tubular spaceframe
Wheelbase2,350 mm
Front/Rear Track1,310 mm / 1,286 mm
Dry Weight880 kg
Front SuspensionDouble wishbones, coil springs
Rear SuspensionDe Dion axle, transverse
BrakesHydraulic drums (all wheels)
Top Speed280 km/h
0–100 km/h~6.7 s
Capacity190 L

Design Features

The Ferrari 290 MM's bodywork was an open-top design crafted by , featuring lightweight aluminum panels mounted over a steel tube frame to balance durability and reduced weight for racing demands. This construction contributed to the car's low-slung profile and elongated nose, which not only enhanced its aggressive aesthetic but also accommodated the forward-placed to influence the overall body shape for better balance. Key functional elements included louvered hood vents for effective engine cooling and cut-down doors that improved driver accessibility during quick pit stops or entry in high-stakes endurance events. Aerodynamic considerations were integral to Scaglietti's design, with streamlined fenders that smoothly guided airflow and exposed headlights mounted within the fenders, along with a tapered tail section that reduced drag while promoting stability at speeds exceeding 180 mph on demanding circuits like the . These features reflected the era's emphasis on wind-cheating forms, prioritizing high-speed efficiency over luxury. The interior emphasized a minimalist tailored for focused , equipped with supportive leather bucket seats, an exposed gear shift for rapid manual changes, and essential instrumentation comprising a , , and oil pressure gauge, all without or contemporary driver aids to maintain the raw, direct connection between pilot and machine. Distinct visual identifiers marked the 290 MM, including polished chrome wire wheels from Borrani for both style and grip, dual exhaust pipes exiting symmetrically at the rear to underscore its performance pedigree, and prominent Ferrari badging on the nose and sides. Variations existed across the four chassis-built examples, particularly in headlight covers.

Development

Historical Context

In the mid-1950s, Ferrari faced intense competition in the World Sportscar Championship, having secured titles in 1953 and 1954 but losing ground to Mercedes-Benz's dominant 300 SLR in 1955, which clinched the championship and set a record in the Mille Miglia. Enzo Ferrari responded by developing the 290 MM to reclaim dominance, particularly targeting the prestigious Mille Miglia—a non-championship event that carried significant prestige—and aligning with FIA regulations for the S+3.0 prototype class in the 1956 season. This strategic pivot came after Mercedes-Benz's withdrawal from sports racing at the end of 1955, following the Le Mans disaster, leaving Ferrari to challenge rivals like Maserati's 300S. Enzo Ferrari's approach emphasized a shift from smaller-displacement models such as the 750 to larger V12-powered prototypes, reflecting internal debates between continuing with inline-four engines like those in the 860 or reverting to the more potent V12 configuration. These discussions, resolved in favor of evolving the V12 design under Vittorio Jano's influence, aimed to deliver superior power and reliability for endurance events. The 290 MM thus represented a direct evolution from prototypes like the 290 S and the 860 , utilizing the Tipo 520 tubular chassis but with enhanced V12 output exceeding 300 horsepower to meet the demands of the campaign. Economically, Ferrari's survival hinged on racing triumphs to bolster road car sales, as viewed competition success as essential for brand prestige and market demand in a post-war Italian automotive landscape strained by limited resources. The 1956 season marked a pivotal moment, with the 290 MM's development timed to capitalize on Mercedes' exit and restore Ferrari's competitive edge, thereby supporting the company's growth from a niche racer to a viable producer of luxury grand tourers.

Engineering and Production

The Ferrari 290 MM's , designated as the Tipo 130, was a 3.5-liter (3,490 cc) SOHC 60-degree V12 with a dry-sump lubrication system, featuring a bore of 73 mm and a stroke of 69.5 mm to achieve the required displacement for FIA sports regulations in the over-3.0-liter class. This powerplant was developed by engineers and Andrea Fraschetti, incorporating design elements from Aurelio Lampredi's larger V12 architectures and Gioacchino Colombo's earlier compact V12 configurations, including bore and stroke dimensions reminiscent of Colombo's work. Equipped with dual ignition via twin spark plugs and four Magneti-Marelli distributors, along with a 9:1 , high-lift , enlarged valves, and triple twin-choke Weber 40 DCF/3 carburetors, it produced 320 hp at 7,200–7,300 rpm. The , known as Tipo 520, represented a significant advancement in Ferrari's tubular frame construction, employing a with two large oval-section steel tubes as main longerons, reinforced by smaller-diameter tubes to enhance torsional rigidity while maintaining a lightweight structure. This configuration evolved from the Tipo 510 used in earlier models and was rigorously tested for structural integrity at the and Ferrari's facilities. For improved handling compared to the preceding 860 Monza, the 290 MM integrated a de Dion rear axle with a transverse , complemented by independent front suspension using double wishbones, helical springs, and an , along with four-wheel hydraulic drum brakes. Production of the 290 MM occurred at Ferrari's factory, where the vehicles were hand-assembled starting in late 1955 and completing in early 1956 to prepare for the season. A total of four examples were created, comprising three new —numbered 0606, 0616, and 0626—plus one conversion from an existing 860 Monza (0628), with bodies handcrafted from lightweight aluminum alloy panels by in . The overall curb weight was approximately 880 kg, achieved through selective use of high-grade aluminum in the bodywork and magnesium components in select non-structural elements. Development included aerodynamic refinements through wind tunnel testing to optimize airflow over the low-slung Scaglietti body, alongside dynamometer evaluations that confirmed the engine's output at the homologated 320 PS level, though some configurations reached up to 360 hp in testing. Early prototypes encountered overheating issues, which were mitigated by enlarging the radiators and improving cooling ducting for sustained high-speed performance. These specifications were partly shaped by competitive pressures, including Mercedes-Benz's dominant 300 SLR in the 1955 .

Racing History

1956 Season

The Ferrari 290 MM made its competitive debut at the Giro di Sicilia on April 8, with chassis 0606M (Luigi Musso) and 0616MM (/Rota) retiring due to mechanical issues. It achieved breakthrough success at the on April 29, marking a pivotal moment for in the . secured the overall victory in chassis 0616MM, completing the 1,596 km course at an average speed of 137.442 km/h despite challenging conditions including rain on parts of the route. Peter Collins and co-driver Louis Klemantaski finished second overall in chassis 0628, just five minutes behind the winner, while placed fourth in chassis 0626 after driving solo without a amid torrential downpours. These results demonstrated the 290 MM's superior handling and reliability on public roads, contributing 16 points to Ferrari's constructors' tally from the event. Prior to the Mille Miglia, the factory team conducted extensive preparation, including high-speed tire tests on Italian autostradas to optimize performance for the high-average speeds required in endurance events. The driver lineup featured elite talent from , including Fangio, Castellotti, , Peter Collins, , , , Luigi Musso, and , with selections tailored to each race's demands. Four factory entries—chassis 0606, 0616, 0626, and 0628—were campaigned throughout the season, showcasing the model's versatility across diverse circuits. At the 1000 km on May 27, the 290 MM entries showed mixed results: chassis 0626 secured third overall with Hill, Ken Wharton, Gendebien, and de Portago sharing driving duties, earning valuable points against rivals like and ; chassis 0616MM retired due to an accident. A 290 MM served as a spare at the in June but did not race. These performances underscored the 3.5-liter V12 engine's power output of approximately 280 hp, which enabled competitive lap times on demanding tracks. The season's highlight beyond the Mille Miglia came at the Swedish Summer Grand Prix (GP Sverige) at on August 12, where two 290 MM entries dominated the 1,000 km event. and claimed victory in one car, averaging 152.388 km/h and securing eight championship points, while Collins and von Trips finished second in chassis 0626. A third entry retired early due to an accident, but the results solidified Ferrari's lead over and . Other minor events, such as the GP , saw retirements and mid-pack finishes, but the overall campaign with four dedicated chassis demonstrated the 290 MM's role in Ferrari clinching the 1956 World Sportscar Constructors' Championship with 38 points total.

1957 and Later

The Ferrari 290 MM continued its competitive career into 1957, beginning with the 1000 km of on January 20, where chassis 0626 secured victory for drivers , , and Luigi Musso under the privateer Scuderia Temple Buell entry, while the factory Scuderia Ferrari's chassis 0628 finished third with , Peter Collins, and Castellotti. This result contributed to Ferrari's success in the World Sportscar Championship's South American round, highlighting the model's enduring competitiveness despite the shift toward newer V12 prototypes. Later that year, at the in March, chassis 0628 suffered a battery failure and did not finish, driven by and for the factory team, underscoring occasional mechanical vulnerabilities in endurance events. In December 1957, during the Bahamas Speed Weeks on New Providence Island, chassis 0628 achieved double victories for privateer owner Temple Buell, with Stirling Moss winning both the Nassau Trophy Race and the Nassau Memorial Trophy, outperforming entries from Corvette and Maserati. Moss's successes marked a transition from factory-supported efforts featuring top drivers like Fangio and Collins to privateer operations, as exemplified by entries from teams such as Ecurie Francorchamps and individual owners like John Kilborn, who piloted chassis 0616MM to podiums in SCCA nationals. Privateer drivers including Willy Mairesse, Jo Bonnier, and Jacques Swaters continued to campaign the cars in European and American events, though reliability challenges persisted, with frequent retirements due to engine, transmission, and brake failures at races like the 24 Hours of Le Mans and Swedish Grand Prix. From 1958 to 1961, the 290 MM saw sporadic privateer appearances in regional and international races, such as chassis 0628M's second-place finish at the USAC Grand Prix at Watkins Glen in September 1958 driven by for NART, and chassis 0616MM's class win at the SCCA Regional at Lawrenceville in April 1959 under George Grove. The final competitive outings occurred around 1961-1963, with chassis 0626 racing at Lime Rock in October 1963 for owner James A. Flynn, after which most examples retired from racing. Some chassis received period updates, though specific adaptations like retrofits were not widely documented for the 290 MM. Overall, the model logged approximately 33 starts from 1957 onward across its four , securing 4 outright wins and 11 podiums, playing a key role in Ferrari's dominance during the transition to the 250 Testa Rossa era.

Legacy and Collectibility

Chassis Histories

The Ferrari 290 MM chassis 0626 served as a factory entry for the team, debuting at the 1956 where it was driven by to a fourth-place finish overall. Later that year, it was driven by , , and at the 1000 km of , securing a 3rd-place result. In 1957, after being sold to American owner Temple Buell, the car achieved victory at the 1000 km of with drivers , , and Luigi Musso. It continued racing in private hands through the early 1960s, including American SCCA events under owners Robert Williams and James A. Flynn, before being acquired by collector for his Mas du Clos collection in 1970. The chassis underwent restorations in the 2000s, preserving its original Tipo 130 , and is owned by U.S. collector Leslie Wexner as of 2024 following a 2015 acquisition. Chassis 0616, often associated with key factory successes, was piloted by to an outright victory at the 1956 , marking a highlight in rainy conditions that tested the car's V12 power and handling. Co-driven by Peter Collins and in the that year, it suffered a retirement but contributed to Ferrari's strong season. Exported to the shortly after in 1956, it entered private ownership with George Arents and was raced extensively in SCCA competitions through 1960 by drivers including John Kilborn and Dale Duncan, achieving multiple class wins. The car received updates to its Tipo 130 V12 in private hands for continued competitiveness, with subsequent owners Robert Sutherland and Ed Davies maintaining it for historic events; it remains in Davies's collection as of 2023, noted for retaining significant original body panels from Scaglietti. A major engine rebuild occurred in the to ensure fidelity to its 1956 specification. Chassis 0606 represented a factory effort with mixed results, including retirements at the 1956 and 1000 km of , though it secured a win at the driven by and . In 1957, under privateer Jacques Swaters, it posted further retirements at and the but achieved podiums in events like the Grand Prix of . Converted for hillclimb use in 1958 by owner Gotfrid Koechert, it competed in Austrian events such as the Gaisbergrennen before being exported to in 1959 for Escuderia Lagartixa, where it raced until a fatal fire destroyed much of the car during the 1962 500 km of . Remains were stored and repurposed until rediscovered in the by collector Camilo Christofaro; authentication efforts in the and 2015 by Ferrari Classiche confirmed key original components, leading to a reconstruction as a 250 Testa Rossa using surviving elements and a modified V12. The rebuilt chassis is currently owned in the UK. The converted chassis 0628, originally an 860 Monza, was upgraded to 290 MM specification in early 1957 with the installation of a for entries, including drives by and Peter Collins at the Nassau races where it claimed overall victories. Earlier in as an 860, it finished second at the with Collins and co-driving. Exported to the in 1958, it saw extensive private racing history through the , including SCCA events under George Reed and , before storage in the Chinetti family collection until 1998. and drove it to a class podium at the 1957 Sebring 12 Hours. Multiple restorations followed, including a full concours-level rebuild by Ferrari Classiche from 2011 to 2015 returning it to Sebring configuration; an engine rebuild in the 2010s addressed wear from its U.S. racing career. It was imported to the in 2008 under Hugh Taylor before passing to an anonymous owner in 2011, and auctioned again in 2018 to its current anonymous owner as of 2025. Across all 290 MM chassis, private owners commonly updated the original Tipo 130 V12 engines to Tipo 140 variants for enhanced performance in non-factory racing, as documented in Ferrari archives and Classiche certifications. These evolutions highlight the cars' adaptability post-Scuderia use, with timelines preserved through meticulous records from .

Auction Records and Cultural Impact

The Ferrari 290 MM has achieved remarkable valuations at auction, driven by its exceptional racing provenance linked to drivers such as and . In December 2015, chassis 0626—Fangio's 1956 entry—sold for $28,050,000 at New York sale, establishing it as one of the highest-priced automobiles at public auction at the time. Three years later, in December 2018, chassis 0628, which competed under Moss, , and others in events including the 1957 Sebring 12 Hours, realized $22,005,000 at auction in , securing its place among the top ten most expensive cars sold. These record-breaking sales highlight broader market trends for the 290 MM, where extreme scarcity—only four examples were ever built, with three surviving—has propelled values well above $20 million in the post-2010 era. Official certification by Ferrari Classiche, confirming matching numbers, original components, and historical authenticity, significantly enhances desirability and price premiums for collectors. Beyond the marketplace, the 290 MM holds profound cultural significance as a cornerstone of Ferrari's mid-1950s racing dominance, embodying the brand's V12 engineering legacy that continues to inspire modern hypercars like the 12Cilindri. Its triumphs in the are chronicled in authoritative books on the event, such as those detailing Scuderia Ferrari's era-defining campaigns. The model's influence extends to cinema, with its design ethos evoked in the 2023 film Ferrari, which portrays V12 sports racers from the adjacent era. Examples have been showcased at elite venues, including the , where chassis 0626 earned the Trophy in 2016 and chassis 0628 claimed its class in 2001. Collectibility of the 290 MM is amplified by its unparalleled rarity and ties to icons, demanding meticulous preservation of original features like the Tipo 130 and Scaglietti bodywork. However, owners face ongoing challenges from the scarcity of period-correct parts, complicating restoration and upkeep while underscoring the model's status as a pinnacle of automotive heritage.

References

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