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Ferrari 312 P
Ferrari 312 P
Ferrari 312 P
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Ferrari 312P
CategoryGroup 6
DesignersMauro Forghieri
Giacomo Caliri
Gioacchino Colombo
Production3
SuccessorFerrari 312 PB
Technical specifications
ChassisSemi-Monocoque
SuspensionDouble wishbone suspension
Length3,500 millimetres (140 in)
Width1,880 millimetres (74 in)
Height956 millimetres (37.6 in)
Axle track1,425 millimetres (56.1 in) (Front)
1,400 millimetres (55 in) (Rear)
Wheelbase2,220 millimetres (87 in)
EngineColombo V12 2,991.01 cubic centimetres (182.523 cu in; 2.99101 L) Mid Engine, RWD Longitudinal
Transmission5-speed + 1 reverse Manual
Power331 kilowatts (444 bhp; 450 PS) @ 10,800 rpm 465 newton-metres (343 lbf⋅ft)
Weight585 kilograms (1,290 lb)
Competition history
Notable driversPedro Rodriguez
Chris Amon
Luigi Chinetti
Tony Adamowicz
David Piper
Mario Andretti
Mike Parkes
Sam Posey
Chuck Parsons
Peter Schetty
George Eaton
Jean-Francois Jaunet
EntriesRacesWinsPodiumsPoles
2015322
Ferrari 312 P driven by Chris Amon in the 1969 1000km Nürburgring

The Ferrari 312 P was a Group 6 Prototype used for racing in 1969 and 1970. It used a V12-engine derived from the F1 car Ferrari 312, detuned for endurance.

When the F1 car was fitted with a flat-12 engine with lower center of gravity, called boxer and marked Ferrari 312B, also the new 1971 version of the sports prototype came with the boxer engine, thus the Ferrari 312 PB is the successor.

History

[edit]

After boycotting sports car racing in 1968 to protest a rule change that also banned their 4-litre 330 P4, Ferrari built a 3000cc prototype in 1969, the 312 P. It was hardly more than a 3-litre F1 Ferrari 312 with open Barchetta, and later the closed top Berlinetta.

Car in Racing

[edit]

The first registered race was at the 12 Hours of Sebring in 1969. Ferrari (short on money) started only one 312 P (chassis no. 0868). Mario Andretti got pole position, and with Chris Amon, he managed to finish second. This raised hopes for a prospective Ferrari victory.[1] At the ensuing test weekend at Le Mans, a different car, chassis no. 0870, disappointed, and it was clear that better aerodynamics (with a closed coupe) were necessary. The 0870 also raced at the BOAC 500 in Brands Hatch, where Amon and Pedro Rodríguez finished fourth (behind three Porsche 908-01).[2] At 1000km Monza, Chris Amon took the pole with the 312 P spider, ahead of Jo Siffert's 908-01, but had to retire. The 312 P was not entered in the second Italian race, the Targa Florio, and had to retire in the German 1000 km Nürburgring. At the 1000 km Spa race, the 312 P of Rodriguez and David Piper was second behind the Siffert/Redman 908-01LH.[3] Two 312 Ps were entered in the 1969 24 Hours of Le Mans, now as low-drag Berlinettas. They were fifth and sixth on the grid, but didn't finish.

Ferrari 312 P
Ferrari 312P at Goodwood Festival of Speed 2009
Problems playing this file? See media help.

During the 1969 season, the appearance of the Porsche 917 had made clear that only a similar new prototype-like 5-litre "sports car" would be able to challenge it until the loop hole expires after 1971. Since mid-1969, Ferrari spent some of the millions earned in the Fiat deal for the construction of the required series of 25 new 5-litre V12 Group 5 sports cars which accordingly was called 512S.

At the end of the 1969 season the two remaining 312 Ps were sold to Luigi Chinetti's North American Racing Team, since the European branch of Ferrari racing would rely on the Ferrari 512S in 1970 - and only in 1970, abandoning it to focus on the 1971 Ferrari 312 PB that would be raced for three seasons. The 312 Ps returned to Europe for the 1970 24 Hours of Le Mans, where one of them was raced (as opposed to eleven 512s). The car was among the 16 cars still running at the end.

Specifications

[edit]
Top speed: 320 km/h (198.84 mph)
Engine
Type: rear, longitudinal V12 60°
Bore/stroke: 78.5 x 51.5 mm
Unitary displacement: 249.25 cc
Total displacement: 2991.01 cc
Compression ratio: 11,5:1
Maximum power: 331 kW (450 PS) at 10.800 RPM[4]
Power per litre: 150 PS/l
Valve actuation: Twin overhead camshaft per bank, four valves per cylinder
Fuel feed: Lucas indirect injection // Ignition = Single spark plug per cylinder, electronic
Lubrication: Dry sump
Clutch: Multi-plate
Chassis
Frame: tubular steel
Front and rear suspension: Independent, unequal-length wishbones, coil springs, telescopic shock absorbers, anti-roll bar
Brakes: Discs
Transmission: 5-speed + reverse
Steering: Rack-and-pinion
Fuel tank: Capacity 117 litres[4]
Front tyres: 9-22-13
Rear tyres: 13-26-15
Bodywork
Type: Two-seater spider
Length: 3500 mm
Width: 1880 mm
Height: 956 mm
Wheelbase: 2220 mm
Front track: 1425 mm
Rear track: 1400 mm
Weight: 585 kg (with liquids)[4]

References

[edit]
[edit]
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Ferrari 312 P

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from Grokipedia
The Ferrari 312 P was a Group 6 racing car developed and built by the Italian automaker Ferrari in late 1968 for competition in the 1969 , marking the company's return to the series after withdrawing in 1968 due to the FIA's introduction of a 3-litre limit. Designed under the leadership of engineer Mauro Forghieri, the 312 P was based on a downsized derived from the preceding 330 P4 and 412 P models, featuring a tubular steel structure reinforced with aluminum panels for enhanced rigidity and reduced weight. The car measured 2,370 mm in wheelbase, with front and rear tracks of 1,465 mm and 1,500 mm respectively, and a low-slung height of just 890 mm to optimize . Its bodywork consisted of lightweight aluminum panels forming an open configuration for most races, though closed variants were tested for specific events like to reduce drag; the dry weight was approximately 680 kg, aided by 60-litre fuel tanks integrated into the sills. At the heart of the 312 P was a mid-mounted Tipo 242 60-degree with a displacement of 2,989 cc (77 mm bore x 53.5 mm stroke), featuring dual overhead camshafts, four valves per cylinder, an 11:1 , and Lucas indirect . This powerplant produced 420 bhp at 9,800 rpm, enabling a top speed of around 190 mph, and was mated to a five-speed gearbox with using coil springs and dampers at all four wheels, shod in Firestone tires (4.75/10.30 x 15-inch front, 6.00/13.50 x 15-inch rear). Unveiled to the public in December 1968 at the Hotel Real Fini in , only three chassis (0868, 0870, and 0872) were constructed by the factory's team. In its debut season of 1969, the 312 P contested six rounds for the works Ferrari SEFAC team, driven by top talents including , , Pedro Rodriguez, and ; it secured runner-up finishes at the (Amon/Andretti in chassis 0868) and the Spa 1000 km (Rodriguez/Piper in chassis 0870), along with a fourth at the 6 Hours and a fifth in the tests, though it suffered retirements at , , and due to mechanical issues like gearbox failures and debris ingestion. The cars were later acquired by Luigi Chinetti's (NART) for 1970–1974 campaigns, yielding additional podiums such as fourth and fifth at the (Parkes/Posey and Adamowicz/Piper), a sixth at Sebring, and a ninth overall at in 1974 (Andruet/Zeccoli in chassis 0872), while also appearing in select races. Despite not winning a championship outright amid stiff competition from the 917, the 312 P's blend of speed, handling, and engineering innovation paved the way for its evolutionary successor, the flat-12-powered 312 PB, which dominated from 1971 to 1973.

Background and Development

Origins and Design Goals

Following the dominant 1967 season in with the 330 P4, Ferrari withdrew from the in 1968, citing financial strains from ongoing Formula 1 commitments and protesting new FIA regulations that capped prototype engines at 3 liters—a change perceived to disadvantage their larger-displacement cars while benefiting rivals like . This hiatus allowed the company to redirect resources toward Formula 1 development amid internal challenges, including production demands and competitive pressures from Ford's GT40 program. Ferrari's return to prototype racing in 1969 was spurred by the introduction of FIA Group 6 regulations, which permitted unlimited 3-liter prototypes without or production requirements, enabling a shift toward pure racing machinery unburdened by road-car mandates. personally commissioned the project to reclaim competitiveness in endurance events, leveraging the company's expertise in high-revving engines and lightweight construction. The design goals centered on crafting a nimble, high-speed prototype that adapted Formula 1-derived technology for sustained reliability, aiming to counter the dominant 917 and in key races such as the and the . Chief engineer Mauro Forghieri oversaw the effort, integrating a detuned version of the F1's into a chassis for optimal power-to-weight balance and aerodynamic efficiency. Development began in late , with the first prototypes completed ahead of the car's debut season in 1969.

Chassis and Body Design

The Ferrari 312 P featured a constructed from a tubular steel spaceframe reinforced with riveted and bonded aluminum and panels, providing a balance of rigidity and low weight essential for high-speed endurance racing. This design, a downsized evolution from earlier prototypes like the 330 P4, incorporated side caissons for added structural integrity while keeping the overall dry weight around 680 kg. The facilitated a low and central placement of the to optimize balance and handling. Key dimensions included a of 2,370 mm, with front track width of 1,485 mm and rear track of 1,500 mm, tuned for enhanced stability during cornering and straight-line speeds exceeding 300 km/h. These proportions contributed to the car's agile response on varied circuits. Ferrari produced three such chassis—numbered 0868, 0870, and 0872—at its facility, each hand-built to precise racing specifications. The bodywork primarily adopted an open configuration for the majority of entries, emphasizing lightweight construction with hand-formed aluminum panels to minimize mass while allowing efficient . 0872 uniquely debuted with a closed body, offering improved aerodynamics for specific high-speed conditions like by reducing turbulence and enhancing top-end efficiency. Aerodynamic elements included a low-drag profile with integrated cooling vents, an adjustable rear flap for management, and optional front canards on some setups to fine-tune stability without excessive drag.

Technical Specifications

Engine and Powertrain

The Ferrari 312 P featured a 3.0-liter (2,989 cc) 60-degree derived from the 1968 Formula 1 powerplant but significantly detuned to prioritize reliability over outright performance for endurance racing demands. The engine measured 77 mm in bore and 53.5 mm in stroke, with a of 11:1, enabling it to deliver initial output of 420 bhp at 9,800 rpm, rising to approximately 430 bhp in optimized race configurations. To enhance durability for prolonged high-speed operation, including 24-hour events, the internals were reinforced with stronger components compared to the fragile pure F1 specification, which prioritized peak power at the expense of longevity. Fuel delivery was handled by a Lucas indirect mechanical fuel injection system, which provided precise metering for consistent performance under varying loads, paired with dry sump lubrication to maintain oil pressure during extreme lateral G-forces in corners. The drivetrain employed a rear-wheel-drive layout with a 5-speed manual transaxle and an integrated limited-slip differential, ensuring efficient power transfer to the rear wheels while minimizing wheelspin on track surfaces. Cooling was managed by twin radiators mounted in the side pods, which efficiently dissipated heat from the high-revving V12 during extended sessions, complemented by a tuned to optimize mid-range delivery suited to the demands of circuits. This setup allowed the engine to be positioned low and centrally within the for balanced , contributing to the car's overall handling poise.

Suspension and Aerodynamics

The Ferrari 312 P featured an system at both the front and rear, utilizing unequal-length double wishbones with coil springs over telescopic shock absorbers and anti-roll bars for enhanced stability and handling. This setup allowed for full adjustability, enabling teams to fine-tune camber, , and to suit specific track conditions and optimize cornering performance. The front suspension employed double wishbones with coil springs and Koni dampers, while the rear incorporated a single top link, lower inverted wishbone, twin radius rods, and similar coil-over elements, providing precise control over weight transfer during high-speed maneuvers. Braking was handled by ventilated disc brakes with Girling calipers fitted to all four wheels, designed to manage the demands of sustained high-speed stops on circuits. These components ensured reliable deceleration under thermal stress, contributing to the car's overall without compromising its lightweight construction. The 312 P rolled on 15-inch wheels shod with Firestone racing slicks, featuring narrower front tires for agile steering response and wider rear tires to maximize traction under acceleration. Specific sizing included approximately 9-inch wide fronts and 12- to 13-inch wide rears, balancing grip with the powertrain's delivery to minimize on corner exits. Aerodynamic design prioritized low drag to achieve top speeds of around 306 km/h (190 mph) on long straights like the Mulsanne, with a sleek body profile and minimal protrusions to reduce air resistance while maintaining sufficient for stability. Refinements included a front splitter and rear wing to generate balanced aerodynamic load, aiding cornering speeds without excessively penalizing straight-line performance. Development involved wind tunnel testing at facilities to refine airflow management, complemented by on-track shakedowns at in early 1969 to validate suspension tuning and aerodynamic efficiency under real-world conditions.

Competition History

1970 Factory Campaign

No factory campaign occurred for the Ferrari 312 P in the . Following the 1969 season, all three chassis were acquired by the (NART) for privateer use, while shifted focus to the 512 S model.

Privateer and Non-Factory Entries

Following the conclusion of the factory program in 1969, the Ferrari 312 P saw continued use by private teams, primarily through the (NART) led by . NART acquired all three chassis (0868, 0870, and 0872), though 0868 saw limited action post-1969. In 1970, NART deployed chassis 0870 and 0872 in major endurance events. At the , chassis 0872, driven by and , finished fourth overall and first in the Prototype 3.0-liter class, while chassis 0870 with Tony Adamowicz and David Piper finished fifth overall. Later at the , chassis 0872 with Parkes and Chuck Parsons finished sixth overall and first in class, though chassis 0870 with Adamowicz and Luigi Chinetti Jr. retired due to engine overheating. NART also entered both at the , with chassis 0870 (Adamowicz/Posey) failing to start due to mechanical issues and chassis 0872 (Parsons/Adamowicz) not classified. These results highlighted the 312 P's pace in private hands, often outpacing GT entries but struggling with the V12's endurance demands compared to rivals. Chassis 0870 had suffered a heavy crash during pre-race testing at Monza in 1969, which was repaired for subsequent NART use. Mike Parkes, a veteran Ferrari driver, played a key role in these efforts, leveraging his experience to extract consistent lap times from the V12-powered prototype. Into 1971 and 1972, private usage became more sporadic, with NART continuing to race chassis 0872 in select events under Chinetti's direction. At the 1971 24 Hours of Daytona, Luigi Chinetti Jr., Alain de Cadenet, and Nestor Garcia-Veiga piloted the car to fifth overall, marking a solid privateer performance before modifications for ongoing campaigns. The team entered it again at the 12 Hours of Sebring that year, though it retired due to mechanical failure. By late 1971, Chinetti commissioned custom alterations, including a "Flying Shingle" body by Wayne Sparling, transforming the chassis into a unique open-top configuration for club races and hillclimbs in the United States and Europe. These appearances, often in regional events, emphasized the 312 P's versatility for private owners, though reliability issues persisted, contributing to a total of approximately 15 non-factory starts across 1970–1972 with mixed outcomes. Overall, 312 Ps extended the model's racing life beyond official efforts, providing valuable data on the design's adaptability while facing evolving competition from updated prototypes.

Legacy and Variants

Production and Chassis Details

The P was produced in a limited run of just three factory-built prototypes in 1969 at the company's facility in , incorporating components such as the derived from its contemporary Formula 1 program. These —numbered 0868, 0870, and 0872—were assembled as experimental sports prototypes for Group 6 competition, with no customer versions ever offered due to their developmental nature and Ferrari's focus on official racing efforts. Chassis 0868 was configured as a and served as the initial test and race car, debuting at the where it secured second place overall (Amon/Andretti) before suffering a severe crash at the Monza 1000 km that destroyed much of the rear structure and oil system. After the crash, it was returned to the factory, dismantled, and never raced again, rendering it the only non-surviving example. In contrast, 0870 began as a but was converted to a body after the 1000 km; it acted primarily as a spare during the 1969 factory campaign and raced at (Rodriguez/Piper), and saw brief outings with NART in 1970. Following its retirement from competition, 0870 entered the Mas du Clos collection owned by in France; as of 2022, its location post-collection dispersal is unknown. Chassis 0872, the sole original Berlinetta among the trio, was completed last and raced at the 1969 Le Mans 24 Hours before being acquired by the (NART) from late 1969 through 1971 and beyond, yielding class wins such as at the 1970 (Parkes/Posey). Post-racing, it underwent significant modifications, including a custom "Chinetti Special" rebuild in 1971 using components from the damaged original (0868), before being acquired by collector Peter Sachs in 1982 and fully restored to its 1969 Berlinetta specification in the late 1990s with interchangeable Spyder elements. It was sold to Swiss collector Arnold Meier in 2007 and remains in private ownership (last confirmed 2007), occasionally displayed at historic events. With only two surviving examples, the 312 P's extreme rarity has led to limited factory support for maintenance, prompting owners to rely on custom fabrications and specialist restorations using period-correct parts sourced from Ferrari's broader racing heritage. These prototypes represent a pivotal but short-lived chapter in Ferrari's evolution, underscoring the marque's resource constraints during the late transition to Fiat ownership.

Evolution to 312 PB

The Ferrari 312 P's experiences during its 1969 factory campaign and subsequent privateer use, marked by persistent reliability issues such as overheating and cooling system failures (including water leaks and boiling coolant due to trapped air), prompted Ferrari to undertake a comprehensive redesign for the model year. These shortcomings highlighted the limitations of the 60-degree V12 under endurance conditions, leading chief engineer Mauro Forghieri to adapt the prototype for the ongoing FIA Group 6 regulations emphasizing 3.0-liter prototypes. The result was the 312 PB, introduced in as a direct evolution aimed at improved durability and competitiveness in the . Key upgrades in the 312 PB centered on the powertrain, replacing the 312 P's V12 with the Tipo 031 flat-12 (boxer) engine derived from Ferrari's 1970 Formula 1 312B. This 180-degree configuration delivered 460 while lowering the center of gravity by approximately 3.5 cm compared to the V12, enhancing handling and stability. The redesign also incorporated F1-derived suspension components for sharper response, though initial teething problems with reliability persisted into early testing. Retaining a similar aluminum layout from the 312 P, the 312 PB featured a wider body for better aerodynamic efficiency and adjustable panels to optimize airflow. These modifications maintained the prototype's compact, F1-inspired while addressing the narrower 312 P's stability limitations at high speeds. The 312 PB achieved immediate racing dominance, securing the International Championship for Makes (World Sportscar Championship) titles in both 1972 and 1973 with a perfect record of victories in all entered races during 1972, including Buenos Aires, Daytona, and the Targa Florio. Ferrari opted not to enter Le Mans in 1972 due to concerns over the flat-12's endurance reliability, but the car returned in 1973 to claim second overall and multiple class wins across the season, such as at Monza and the Nürburgring. Ferrari retired the 312 PB after the 1973 season, influenced by the global oil crisis that strained fuel-dependent and the marque's strategic pivot toward Formula 1 dominance. With resources stretched thin across programs, prioritized single-seater efforts, marking the end of official development for over a decade. Historically, the 312 P served as a crucial bridge in Ferrari's lineage, linking earlier F1-derived V12 prototypes to the more refined, boxer-engined sports cars that influenced modern endurance racers.

References

  1. https://supercarnostalgia.com/blog/ferrari-312-p
  2. https://www.motorsportmagazine.com/archive/article/february-1969/39/the-ferrari-312-p/
  3. https://www.ultimatecarpage.com/car/1049/Ferrari-312-P-Berlinetta.html
  4. https://www.racingsportscars.com/type/results/Ferrari/312%20P.html
  5. https://automedia.revsinstitute.org/ferrari-312-p-an-blisteringly-quick-but-lesser-known-gem
  6. https://primotipo.com/2014/09/21/enzo-ferrari-framed-by-his-312p-ferrari-312p-1969/
  7. https://www.ferrari.com/en-EN/auto/312-p-1969
  8. http://www.policar.it/wp-content/uploads/2017/01/CAR01c_312PB_sk_GB.pdf
  9. https://www.ferrari.com/en-EN/auto/312-p
  10. https://www.ultimatecarpage.com/spec/1049/Ferrari-312-P-Berlinetta.html
  11. https://www.ultimatecarpage.com/chassis/1297/Ferrari-312-P-Berlinetta-0872.html
  12. https://supercarnostalgia.com/blog/ferrari-312-p-chassis-0872
  13. https://velocetoday.com/ferrari-312-p-v12-much-praise-no-wins/
  14. https://www.conceptcarz.com/s16062/ferrari-312-p.aspx
  15. https://www.racingsportscars.com/results/Daytona-1970-02-01.html
  16. https://www.racingsportscars.com/results/Sebring-1970-03-21.html
  17. https://www.racingsportscars.com/race/Le_Mans-1970-06-14.html
  18. https://supercarnostalgia.com/blog/ferrari-312-p-chassis-0870
  19. http://www.barchetta.cc/english/all.ferraris/detail/0872.312p.htm
  20. https://supercarnostalgia.com/blog/ferrari-312-p-chassis-0868
  21. http://www.barchetta.cc/english/all.ferraris/detail/0868.312p.htm
  22. http://www.barchetta.cc/english/all.ferraris/detail/0870.312p.htm
  23. https://www.ferrarichat.com/forum/threads/312p.213329/
  24. http://www.wsrp.cz/chassis/chassis_ferrari_312_p.html
  25. https://www.supercars.net/blog/boxing-champion/
  26. https://www.ultimatecarpage.com/car/154/Ferrari-312-PB.html
  27. https://www.motorsportmagazine.com/articles/sports-cars/great-racing-cars-1971-73-ferrari-312pb/
  28. https://www.motorsportmagazine.com/archive/article/november-2021/92/the-flat-12-engine-that-powered-ferrari-to-70s-f1-triumph/
  29. https://www.goodwood.com/grr/columnists/andrew-frankel/thank-frankel-its-friday-ferrari-312-pb--the-best-sportscar-never-to-win-le-mans/
  30. https://www.24h-lemans.com/en/news/24-hours-of-le-mans-the-unflinching-ferrari-312-pb-prototype-56986
  31. https://collectorscarworld.com/ferrari-312-pb-the-invincible/
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