Ferrari’s first modern GT to win at Le Mans
Winner of the GT España Championship in 2009. Driver by ex F1 driver Pedro Lamy
Winner of the GT2 class at Le Mans Classic 2022
Maintained by Scott Sport
Eligible for Gulf Historic, Masters Endurance Legends, Endurance Racing Legends and Le Mans Classic
Details about the sale HERE at Ascott Collection
It was 20 years ago: Ferrari, which had developed the 333SP in the mid-1990s, winning several races in the United States, decided to return to the track with a serious commitment, but this time in GT. After the F50 GT1 project was abandoned and following the lack of support for the F40s a little earlier, Jean Todt created a new impetus. He gave the go-ahead to a programme of Ferrari V8s designed for the GT2 category, which later became GTE/GT3. While the first expression of this new ambition was the 360 Modena GTC, it was the F430 GTC that delivered the first truly prestigious successes, in particular the victories at the 24 Hours of Le Mans. Ascott Collection is now offering for sale one of the F430 GTCs that raced at the time, now prepared for historic competitions (Endurance Racing Legends, Master Historic Racing, etc.).
The F430, a racing car in the making
The Ferrari F430 (presented at the 2004 Paris Motor Show) was the successor to the 360 Modena. The new V8 coupé of the range! It shared its aluminum chassis with the 360 that preceded it, but its design by Pininfarina (and more precisely by Frank Stephenson) opened up a new path. Almost everything was new. The F430 was inspired by other house creations, both modern and old, borrowing, for example, the rear lights from the Enzo. The side mirrors were similar to those of the Testarossa, with ducts integrated into its sides. The twin air intake system was retained, but the wider air intakes were reminiscent of the legendary shark nose of the 156 F1 from the 1960s. Although the overall shape was similar to the 360, the style of the F430 was much more aggressive!
The F430 inaugurated Ferrari’s new 32-valve V8 engine with double overhead camshaft (F136 E). The rear of the car housed the engine block developed jointly with Maserati, with its own 180-degree flat crankshaft. Maximum power of the road version was officially 490 hp, all delivered to the rear wheels, with either a six-speed manual, or the optional six-speed F1, gearbox. It was thus an excellent basis, with a new look and a new technical base.
The development of the F430 GTC
It was the Michelotto Automobili company that developed the F430 GTC with a view to making it eligible for all the Automobile Club de l’Ouest (ACO) series. Chassis were entered in the American Le Mans Series (ALMS), the Le Mans Series (LMS) and the FIA GT championship, and, of course, in the 24 Hours of Le Mans! Michelotto worked directly with Ferrari Corse Clienti. From the start, the F430 was thus guided by an official ambition to race in the GT class. This was not the case with the 360 Modena that was initially developed by the Jean-Michel Bourresche (JMB) team before receiving a boost from Maranello.
Work on the F430 base began in late 2004, with the car being wheeled out for the first time in October 2005! While development was thus highly accelerated, nothing was left to chance.
The original F430 aluminum chassis was reinforced with an aluminum tubular lattice cage in the cockpit. On the mechanical side, the engine capacity was reduced to 3,996 cc to qualify the car for the GT2 category (which allowed engines from 3.8 to 4.0 litres capacity). The berlinetta had two mufflers on the exhaust manifolds to limit noise. In the process, the F430 put on a little weight – around 50 kg – tipping the scales at 1130 kg.
The power, controlled by flanges on the intake ducts in accordance with the regulations, varied from 430 to 470 hp, depending on the championships, with revving from 6600 to 7500 rpm.
Aerodynamically, the car’s underbody was totally flat. To generate downforce, in addition to the F430’s excellent base there was of course a rear wing with many adjustment possibilities. The racing versions of the F430s were fitted with lightweight 18-inch centre-lock rims with Michelin slick tyres, which replaced the 19-inch rims with Pirelli tyres of the road car version. While the road-going F430’s adjustable shocks could be adjusted with a thumbwheel on the steering wheel, the F430 GTC’s suspension was not adjustable on the fly.
The first Ferrari V8 queen of GT2/GTE
The F430 GTCs had an excellent start to their career with the FIA GT2 constructors championship and drivers’ title in 2006 and 2007, the ALMS constructors’ title in GT2 in 2007, and a class victory in GT2 at Le Mans in 2008. The F430 GTC paved the way for the 458 GT2s and 488 GTEs.
The F430 GTCs won a total of 11 FIA GT2 titles (4 constructors’, 4 team, and 3 drivers’ titles), 4 LMS titles (2 team and 2 drivers’ titles), 4 ALMS (1 constructors’, 2 team, and 1 drivers’ titles), 2 Asian Le Mans Series titles (1 team, and 1 drivers’ title), 1 ILMC title (1 constructors’ title), 12 GT Open titles (4 overall, 3 team and 5 drivers’ titles). They also won many other titles in national championships in Italy and Spain.
The history of chassis 2434 being offered for sale
Chassis 2434 distinguished itself in the Campeonato de España GT. Entered for the season in 2006, 2007, 2008 and 2009 by the Portuguese team ASM Team, it enabled Lourenço Beirão da Veiga and Ricardo Bravo to win the overall title in 2009. That year, they won four races at Valencia, Estoril and Jerez. In 2012, the F430 chassis 2434 raced in England with Paul Bailey and Andy Schulz in the Britcar Endurance Championship, under the banner of SB Race Engineering.
After being acquired by the current owner in 2018, it was restored by Progressive Motorsport in 2019 and then Scott Sport took charge of the car. The engine was entrusted to XtecEngineering and the installation of a MOTEC and its wiring harness was carried out by Lap Engineering. The complete file of the restoration work, including photos and invoices, is available.
It was thus a fully restored F430 GTC which was then successfully entered in the Masters Endurance Legends races and the Endurance Racing Legends by Peter Auto. In its last race at Le Mans Classic 2022, it was quite simply victorious in the GT2 class. This Ferrari F430 GTC is certainly one of the best GT2s for competing in historic races, offering a perfect balance between performance and ease of driving thanks to its very robust and efficient chassis and after all … it’s a Ferrari!
Photo: Jesse Evison Photography
More pictures and all informations about the event HERE
For sale at Gooding & Company Auction Pebble Beach
More info to come. Details about the auction HERE
Estimate: 4.500.000 – 5.000.000 $
One of Just 40 Ferrari 333 SPs Built; Three Owners from New
Presented in Original Doran-Lista Racing Livery
Multiple Wins Including Lime Rock, Homestead, and Road America
8th Overall at the 24 Hours of Daytona; 5th Overall at the 12 Hours of Sebring
Driven by Didier Theys, Mauro Baldi, and Fredy Lienhard
International Race History Documented by Ferrari Historian Marcel Massini
3,997 CC DOHC 65º Alloy V-12 Engine
Weber-Marelli SPI Fuel Injection
650 BHP at 11,500 RPM
5-Speed Sequential Transaxle
4-Wheel Brembo Ventilated Disc Brakes
4-Wheel Independent Double-Wishbone Suspension with Pushrod-Operated Shock Absorbers
Doran-Lista Racing, Erlen, Switzerland (acquired new in 1999)
Dennis Black, DNA Motorsports, Boston, Massachusetts (acquired from the above in 2000)
William M. Wonder (acquired via Symbolic International in 2004)
24 Hours of Daytona, January 1999, Lienhard/Theys/Baldi/Luyendyk, No. 27 (8th Overall)
12 Hours of Sebring, March 1999, Lienhard/Theys/Baldi, No. 27 (DNF)
ALMS Road Atlanta, April 1999, Lienhard/Theys/Baldi, No. 27 (2nd Overall)
USRRC Lime Rock, Connecticut, May 1999, Lienhard/Theys, No. 27 (1st Overall)
ALMS Mosport, Canada, June 1999, Lienhard/Theys, No. 27 (8th Overall)
ALMS Sonoma, California, July 1999, Lienhard/Theys, No. 27 (9th Overall)
ALMS Portland, August 1999, Lienhard/Theys, No. 27 (DNF)
ALMS Road Atlanta, September 1999, Lienhard/Theys/Dickens, No. 27 (8th Overall)
ALMS Laguna Seca, California, October 1999, Lienhard/Theys, No. 27 (13th Overall)
ALMS Las Vegas, November 1999, Lienhard/Theys, No. 27 (DNF)
24 Hours of Daytona, January 2000, Lienhard/Theys/Baldi/Bentley, No. 27 (DNF)
12 Hours of Sebring, March 2000, Lienhard/Theys/Baldi, No. 27 (5th Overall)
GARRC Phoenix, April 2000, Lienhard/Theys, No. 27 (4th Overall)
GARRC Homestead, Florida, May 2000, Lienhard/Theys, No. 27 (1st Overall)
GARRC Lime Rock, Connecticut, May 2000, Lienhard/Theys, No. 27 (2nd Overall)
USRRC Mid-Ohio, June 2000, Baldi/Theys, No. 27 (5th Overall)
GARRC Daytona, June 2000, Bentley/Theys, No. 27 (2nd Overall)
GARRC Road America, Wisconsin, July 2000, Baldi/Lienhard/Theys, No. 27 (1st Overall)
GARRC Trois-Rivières, Canada, July 2000, Lienhard/Theys, No. 27 (2nd Overall)
GARRC Watkins Glen 100 Km, New York, August 2000, Theys, No. 27 (2nd Overall)
GARRC 6 Hours of Watkins Glen, New York, August 2000, Bentley/Lienhard/ Theys, No. 27 (DNF)
SRWC Nürburgring, September 2000, Lienhard/Theys, No. 27 (11th Overall)
Following the 1973 racing season, Scuderia Ferrari abandoned sports car racing entirely to focus on its Formula 1 program, which had not won a World Constructors’ Championship since 1964. As a result, the only Ferrari racing cars built for the next two decades were Grand Prix machines or production-based GT sports cars. It was not until the early 1990s, perhaps because of the urging of Giampiero Moretti, that Ferrari looked to the new IMSA prototype regulations in the US for the basis of a new sports racing car.
This decision proved to be a significant turning point for the Ferrari racing department, which had not constructed a purpose-built sports racing prototype since the iconic 312 PB, a model developed in the early 1970s. Unveiled in late 1993, the 333 SP set new standards for sports-racing prototypes and heralded Ferrari’s return to the highest levels of international sports car racing after two decades.
Developed in partnership with Dallara, the 333 SP was a state-of-the-art design that featured a rigid carbon fiber monocoque, F1-style suspension, a sequential gearbox, and a four-cam, four-liter V-12 engine derived from the Ferrari 641 Formula 1 cars. It was, in effect, a Grand Prix car of the period cloaked in fully enveloping composite bodywork.
During eight seasons of active racing, the 333 SPs were campaigned by a select group of private teams, and the program proved to be a runaway success. The 333 SPs claimed 56 outright wins, 69 poles, and multiple Team, Constructors’, and Drivers’ Championships in both the American IMSA GT and the European ISRS and SRWC series. Along the way, the 333 SPs set the fastest lap at the prestigious 24 Hours of Le Mans and captured wins at both the 24 Hours of Daytona and the 12 Hours of Sebring.
The 333 SP presented here, chassis 025, is among the very best examples from this important series of Ferrari prototype racing cars.
According to the research of Ferrari historian Marcel Massini, 025 was constructed by Michelotto in late 1998 and originally finished in red. In 1999, the new 333 SP was sold to Doran-Lista Racing based in Erlen, Switzerland, a partnership headed by Swiss enthusiast and driver Fredy Lienhard. Lienhard was the owner of Lista AG, a leading manufacturer of industrial and workshop cabinetry. The brand would feature prominently on Doran Racing’s cars throughout the era, and become a recognizable racing livery for even the most casual enthusiast. Lienhard’s partner Kevin Doran was an endurance racing stalwart who had risen to prominence as a successful technician and team manager.
Chassis 025 was Lienhard’s third 333 SP, as he also owned chassis 012 and 016, and it was purchased to run in the US for the 1999 season. In its debut race, Lienhard, Didier Theys, Mauro Baldi, and Arie Luyendyk drove 025 to a respectable 8th overall at the Rolex 24 at Daytona in 1999. Its next outing was at the 12 Hours of Sebring, where Theys, Baldi, and Lienhard experienced a DNF due to gearbox failure. In May 1999, chassis 025 would get its first victory, with Theys and Lienhard driving from 3rd on the grid to a win at Lime Rock. The Ferrari would run in six additional races that year, with a best finishing position of 8th overall at both Mosport and Road Atlanta.
In 2000, IMSA adopted international FIA/ACO regulations, and the four-liter V-12 was forced to run an air restrictor to limit engine output. Chassis 025 raced in the Rolex 24 at Daytona in January using the Ferrari engine, but after leading the race briefly, suffered retirement due to an engine fire. The decision was then made by Kevin Doran to install a four-liter Judd V-10 in the car, which was deemed to be a more competitive option.
Debuting at Sebring in March 2000, the 333 SP would go on to finish 5th overall in the classic 12-hour event. Primarily driven by Lienhard and Theys in its 10 remaining outings in its final year of competition, 025 would finish on the podium six times, including overall wins at Homestead in Miami and Road America.
Following the 2000 season, none other than Kevin Doran performed a restoration of chassis 025 to contemporary ALMS specifications, which included sending the car’s Ferrari V-12 engine to Michelotto for a rebuild before expertly refitting it to the car. Chassis 025 was then sold to Dennis Black, who would keep the Ferrari until 2004 when it was sold to William “Bill” M. Wonder via Symbolic International in a transaction that included the sale of Mr. Wonder’s GT40 Mk I (GT-103), which he had owned since purchasing it directly from Ford in 1966.
Bill Wonder was known for his devotion to the most exotic and important sports racing cars from all eras. His incredible stable included everything from a Bugatti Grand Prix car to an Eagle Indy Car and a Creation LMP1. The 333 SP fit in this group incredibly well, providing a replacement for the GT40, as well as a showpiece of European descent.
While the importance and collectibility of this car was certainly not lost on Mr. Wonder, he gained more enjoyment from the Ferrari as not only one of Ferrari’s greatest sports racing cars – and incredibly successful racing car at that – but also as a technological tour de force. As his son James remembers, “My Dad saw the 333 SP race and would tell me ‘Someday, I would really like to have one of those.’ He always used to tell us, if you see something that you like, just buy it!”
During Mr. Wonder’s 18 years of careful stewardship of chassis 025, the wiring harness, computers, and dashboard were sent to Michelotto for refurbishment by the experts that built them originally. Approximately eight years ago, the 333 SP was driven at two private track days – one at Virginia International Raceway, and one at Watkins Glen. While not raced or exhibited since, the 333 SP has been carefully maintained with each startup of its V-12 engine preceded by warming the fluids to provide proper internal engine clearances.
Now available for the first time in almost two decades, this seminal Ferrari sports racing prototype is among the finest examples extant, and is offered with a variety of spares, including a nose, wheels and tires, wheel socket, two air boxes (one with and one without a restrictor), gear sets, dog rings, and a used set of half-shafts.
One of approximately 40 Ferrari 333 SPs built in total, this opportunity is significant for both the collector and racing enthusiast who appreciates the significance of the marque and model. One could hardly imagine a more exciting car for private track days or to compete in the multitude of exciting vintage racing events for which it is eligible, including the Classic 24 Hour at Daytona and Le Mans Classic.
It goes without saying that as Ferrari’s last sports racing prototype, the 333 SP is easily among the most significant racing machines of the 20th century, with examples gracing some of the world’s premier private collections. With their rarity, beauty, incredible record of success, and unique normally aspirated V-12 specification, they assault the senses with qualities inherent only to the world’s greatest competition cars. Among the finest of this rare breed, with a known provenance and history, chassis 025 is a true prize for forward-thinking collectors.
*Please note that this vehicle is sold on a Bill of Sale.