On Ferrari Friday’s, William Ross from the Exotic Car Marketplace will be discussing all things Ferrari and interviewing people that live and breath the Ferrari brand. Topics range from road cars to racing; drivers to owners, as well as auctions, private sales and trends in the collector market.
In this episode William talks about the history of Luigi Chinetti and his place in Ferrari lore.
Episode 8
Hello everyone and welcome back to the Ferrari Marketplace. This is William, I am your host. Now, um, kind of touching basements are things like I had stated before, you know, kind of noticing downloads and whatnot, what seems to be getting the most and obviously it’d be more about the cars and history than so much about events.
I know like a lot of you guys, I know a few of you know, download, you know, to kind of get the background and events. So I guess it all depends. and one’s personal interests and tastes and what they want to know and learn just knowledge wise. Um, obviously I’m going to still, you know, do it because I attend [00:01:00] quite a few events throughout the year, especially Ferrari events.
Um, I’m going to kind of keep, you know, bringing those up. I think it’s, it’s intriguing and it’s interesting stuff to people. Uh, especially ones that, you know, don’t have the opportunity to go to these events. Um, you know, there’s all these, you know, the Ferrari owners clubs all across the United States. So there’s a lot of events that these are, you know, get put on and said, by no means you have to own a Ferrari to partake and enjoy the brand itself.
So I said, anyone listen to this, even if you don’t own a Ferrari, which, you know, majority of us don’t, um, you know, definitely. Go and partake. These guys are super friendly. They’re more, more than happy to bring it, bring someone in and show them around and just even, you know, take for a ride, what have you.
So don’t be afraid to attend a Ferrari event if you don’t have a Ferrari. So, Hey, definitely, you know, get out there and attend it and support the brand. Um, but anyways, kind of getting back in, like I’ve said before in previous ones. You can’t hold it against me how I don’t know, I don’t want to say bad, but you know, I’m just getting started and doing these podcasts.
So trying to get them more smooth and getting [00:02:00] the content correct and how to present it. You know, I’m ironing things out. So you got any suggestions? Hey, shoot me an email. William at the Ferrari marketplace. com. Um, you know, give me any thoughts, ideas for a podcast or episode of car. You’d like me to talk about anything, you know, um, Anything specific you’d like me to talk about?
Hey, just let me know. I’m all ears. I am all ears. So Getting to it today’s episode. We are going to talk about the infamous Luigi Shinetti As everyone knows it is familiar with this brand. He’s basically the man that kind of that I guess You know if you look at the story You know, he is the guy that brought Ferrari to America, uh, basically, but what’s kind of isn’t a little bit known as he kind of, I want to say resurrected, but got, got Ferrari pointed in the right direction, but he played a huge role in getting to getting Enzo to.
start building road going cars to support the racing enterprise. Because everyone knows [00:03:00] all the reason he built those road going cars was to support his racing, because that’s all Enzo was about was racing team, his racing team. Um, so Trinity played a big role in convincing him to go for that. Now, I mean, How much of it true is unknown because the conversation was just between Enzo and Luigi.
So, but people in the know seem to confirm this. Um, so it’s rather interesting, but let’s get, you know, stir on this. Now, Luigi was born July 17th, uh, 1901. He was, uh, it was just north of Milan. I’m not going to attempt to name the, uh, town or county or whatever you want to call it. Because my Italian is terrible, terrible.
And it’s Giago Conorago. I know, like I said, don’t hold this against me. I do not speak Italian at all and I can’t, my accents are terrible. So, but anyways, you know, his father was a gunsmith, uh, and he apprenticed in his father’s workshop [00:04:00] and he earned his lathe operator certificate at age 12. Now think about that.
This day and age, if you had a kid that got in there working and he got a certificate to work a lathe at 12, I mean, you’d have, you know, a lot of agencies on you for, uh, child abuse. Um, but different times back then, you know, you had, you did what you did, uh, to support yourself. School actually wasn’t a priority more was is about supporting the family earning money So he got his late late operators tip at age 12 and he qualified as a mechanic at age 14 Now at age 16 in 1917 He went to work for Alfa Romeo as a mechanic Where he met another guy that was also working there as a mechanic and worked for racing by the name of Enzo Ferrari So with things kind of going on, you know So this is the age and era of Benito Mussolini, uh, the fascist party rising up in Italy and kind of taking things over.
Um, so things got a little bit sketchy, a bit murky there in Italy. So he packed up his bags and that, and he [00:05:00] went to Paris where he worked for, Alfa Romeo as a salesman. So you kind of see he’s already kind of at a very young age, kind of getting around and making himself known, uh, in. The automotive world, which in all honesty back, you know, you’re only talking, you know, the late teens, early twenties where, you know, the automotive industry was still in its infancy.
Um, you know, shit. I mean, the first cars only hadn’t been running for what? Not quite 20 years or just a little over 20 years by that point. Um, so. Making your way and getting that part is, you know, very, very commendable on his part. Um, so while he was obviously working as af you know, working for Alpha Me as a salesman and he started, you know, also, I wanna say Moonlight, but also working as a mechanic for the racing sports Carri, you know, team and that stuff.
He also started driving too, and he’s a really good driver. I mean, really good driver. Um, you know, he raised in Lamont numerous times. Um, you know, from 1932 to 1953. He’s won it three times. We’ll touch base [00:06:00] on that a little bit later than this in this podcast. Um, but you know, driving cars from, you know, Alfa Romeo, Talbot and Ferrari, you know, he was rather successful, uh, in his racing career.
So you gotta give him kudos as that. So, but, you know, following the outbreak in a world war two, you know, um, he had the opportunity to come to the United States with, uh, Lucy O’Reilly Chanel, uh, of Icario blue team. Again, if I pronounce these wrong, I apologize. Don’t hold it against me. But, it was for, uh, driver Rene Dreyfus.
It was for the Indy 500 in 1940. So, you know, As timing we have it this was great because it got him out of Europe right when basically the you know what hit the fan So timing was perfect. So, you know, he went went there and state you did the race But then he ended up staying there and he stayed in New York and he got approval I guess they work reason work permit what I’m not sure back to what they might have call it But he got a job working at Pratt Whitney [00:07:00] Uh, to support the allied war effort and then he got, you know, uh, work in there.
He’s, you know, started working on Rolls Royce engines and he, uh, met a master mechanic by the name of Alfred Momo. Now during this time, you know, he applied for American citizenship in 1947 and he took his oath of allegiance on March 6th of 1950. And this is kind of a little, uh, tidbit note, his naturalization papers.
Was sponsored by Zora Arcus Duntof as people with Corvette, you know knowledge He’s the father of the Corvette. So, imagine having that. That’s your man that supported you and sponsored you in the United States, and that’s pretty impressive. Um, so, you know, he was working and everything, you know, supporting the war and whatnot, so really not, you know, obviously auto racing and everything as a whole was basically put on hold, especially over in Europe.
Now, you know, in the United States it was, you know, it was still kind of going on, but not to the extent that it was prior to the war and after the war. You know, because obviously [00:08:00] everything was getting pushed and driven towards, hey, support the war effort, support the war effort. You know, gas rationing the whole nine yards.
So anyways, um, when the war finally ended, you know, Sinetti decided, you know, he returned to Europe in late 1949. Uh, so first went to Paris to see if his house was still there and trying to see if, you know, if he still had a place, you know, that was there he could stay at and live. Um, turns out it was gone.
So from there he carried on, he went down to Modena to meet with Enzo. And kind of talk about things and, you know, during the war and that, you know, Enzo’s plan, they were, um, you know, it got converted, uh, you know, got, you know, nudged to build machine tools, you know, obviously it was for the war effort, you know, and Enzo was, you know, he was a big racing guy and car guy too prior to the war, but this is what he had to do.
So anyways, guys. Thanks. Chinetti went down, it was Christmas Eve, and he met in Ferrari’s office, and obviously this was prior to the other big fact thing. He still had a smaller one that was in Modena, not over Maranello yet. [00:09:00] But anyways, you know, again, this is kind of where things might get a little murky, the second hand, third hand, kind of that sort of thing.
But, basically, Enzo was, you know, a bit despondent, you know, Because, you know, he felt back to the abandoned building the sports cars and whatnot, you know, and he had to go in this. And so Chinetti says, Hey, look, you need to stop making the machine tools, you know, and resume building your racing cars, but you also need to start building road, going cars to support that.
He goes, I can sell them in. You know, Paris and France and in the United States and right then and there without having, you know, any orders or anything and he placed an order for 25 cars. Talk about ballsy, no words, none of this, you know, I, I’ll take 25 cars right off the bat and say, now I’ll get them sold.
So that kind of got the, uh, I guess gas going in Enzo’s veins and got him. All right, I can do this, get going. So, but, you know. In June of that year, so six months later, seven months later roughly, you know, um, he already started, began building that one new 125 that he [00:10:00] was going to go racing with. Um, you know, V12 engine designed by Colombo himself, that great Colombo V12.
And in 19, September 46, it fired up on the test bench. I mean, so basically what, um, a year from start to finish to have a car and an old motor, everything like that. I mean, that’s pretty impressive. Um, so that’s when Enzo, you know, he started outlining all the type of cars you want to plan to build and what he wanted to do and, and the whole nine yards basically setting in place the Ferrari image and the Ferrari legacy.
So, so from there, you know, Chieti, you know, he was obviously in France, you know, in this meantime, he was still selling some pre war alphas and Talbots to American customers and stuff like that. Um, But again, he did not have to be in the position to make that thing for 25 cars. But anyways, Jun didn’t care.
So after that too, Cheney became, you know, Ferrari’s, you [00:11:00] know, designated importer and seller of Ferraris in France and the United States, you know, not a not a bad gig, huh? So anyways, That kind of got him going to there, but I kind of want to talk about, you know, his, you know, his racing career a little bit.
Um, like I said, he competed in LAMA from 1932 to 1953. Uh, in 53. He didn’t drive though he was just a sponsor of a car, but like I said, he won this three times and he actually won Lama his first time out driving an Alpha eight C and he partnered with, uh, his co-driver was Raven Summer and they won first time out and so.
outstanding achievement. So now also, he, that following year in the same HC, he won the spot 24 hours with Louis Chiron. So, he’s partnered up with some very, you know, talented, famous people from back in the day. Um, and, you know, obviously being very [00:12:00] successful. Now in 1934, he teamed up with Philippe, I can’t pronounce his last name, and, and Ytan Selian, um, to win the second, Well amount of 24 hours in 1934.
So he’s doing pretty well But isn’t 32 doesn’t get 33 and 34 he comes with now. I believe also that year He also won I Think in for you one spot. I know he won spa again so I now he kind of had a low but obviously because the ward everything like that, but in 1949 I He was back at Le Mans with a Ferrari and this was the first Ferrari ever to win the 24 hour Le Mans.
And it was a Ferrari 1. 6 MM. And this is kind of, you know, the, the, the folklore and everything, which is great because he had partnered with Baron Selston of Scotland, uh, as his co driver. And as you know, [00:13:00] 24 hours. But back then it really wasn’t any time limits like they have now, right? Certain driver going to drive so much.
That’s why now teams have, you know, 345 drivers. You’re only allowed so much time behind the wheel. And back then it didn’t matter. But 1949, he basically got a 20 minute respite from racing and got behind the wheel. So I don’t know how much You know, how he drove the first, uh, first leg, how much he drove.
I don’t know if he drove for 14 hours, 16 hours, 18, whatever. Then turn it over to Selson, uh, for 20 minutes. And he got back in the car and finished off. So I, so I, I’m not quite sure exactly how it followed up. I, um, I tried to look online to try and figure that out, but I really couldn’t find any documentation say, okay, he drove for X amount.
And so it’s only drove for 20 minutes, but could you imagine that driving? Basically, he basically drove 24 straight hours. And back then, actually, it wasn’t I want to [00:14:00] say that unheard of because I know there’s quite a few instances where an individual who raised did the whole 24 hours himself. Um, but I just don’t get it.
But now you got to remember to back then, though, I mean, you’re not talking the speeds they have now the G force and everything like that. You know, that was more, you know, it was an actual endurance race where, you know, you had to take care of the car. You had to take care of your brakes. You know, you couldn’t beat on this car.
You had to be very fluid, very smooth. So you’re not talking the neck wrenching and stuff that you got going on and just this, you know, your, the concentration levels that you have to have this day and age. I mean, obviously back then he had to have those. Concentration levels, but especially because of course, basically only was lit down the front straight and I think a couple of the corners other than that, it was pitch dark and you know, at nighttime and I love those guys minute, but just from memory, what not.
But I mean, that’s just very, very, very impressive though. Um, now, like I said, he won spa actually, uh, in 33 [00:15:00] and again, he won it in 1949 in that same one 6 mm 166 mm. Um, Uh, for driving a Ferrari with John Lucas. So, again, he had a lot of success also at Spa. You know, he said he also, uh, posted winning in pairs 12 hours in a Ferrari 166 SC.
And again, in 1950 with a Tepo 16MM teamed up with John Lucas. So, again, he, this guy is very competitive and a very good driver. I mean, in 1951, he was a riding mechanic in a Ferrari 212 that won the grueling Carrera Panamerica race. I mean, that’s 2, 100 miles over across five days across Mexico. That thing’s beat the living, you know, what are you driving at?
I mean, so look at that. I mean, and I guarantee he, he drove some of that race. Not just, just right in the past years, right? I guarantee he drove some of that too. So, I mean, that’s a heck of a racing resume just on that merit alone. So now, um. [00:16:00] Getting back to, I guess, after his racing exploits and that, you know, obviously he was getting up there and a little bit of age.
So, um, you know, I guess saying retiring from being behind the wheel, you know, let’s say if that’s what his choice was, but it seems to be, you know, obviously he’s getting up there, um, doing it. So, you know, at this point then, so he’s appointed, you know, the factory agent in the United States. And he opens up his dealership and he’s starting, you know, getting clients from all over the country because he’s the only Ferrari dealership and it’s over on the, uh, in, uh, in Greenwich, Connecticut.
So that’s the Ferrari dealership. We’ve got people in California and whatnot because obviously the convertibles and everything were a big hit back then. Um, but, you know, so he started getting tons and tons of interest, you know, in the cars with that. And so. He gets his first, um, first car he [00:17:00] sold was a TPO 1 16 6 mm touring barta chassis number oh oh oh two M.
It was sold to a Mr. Tommy Lee in Los Angeles in the first three months of 1949. So right there was the first car sold ever here in the United. First Ferrari ever sold here in the United States was 1 6 6 M Barta. Chassis number 0002M. So there you go. And the second car that was ever sold to his dealership was another Ferrari Tipo 166 Spider Corsa.
Now that one was chassis 016 1. now, or LI believe, or I, something like that. I can’t read the, my handwriting. But that was sold to everyone’s favorite and everyone knows who he am. Favorite Sportsman Briggs Cunningham. So, and he actually drove that to second place at Watson, Glen’s in a race in 1949. So right outta the box, that thing was ready to go.
Um, that car is actually in Cunningham’s, uh, museum currently. So, which I would believe is the Revs Institute, ’cause it kind of went to Miles car, then Connecticut’s, you know, Cunningham’s and whatnot. [00:18:00] Um. His third Teepa 166 MM Barchetta 0010M sold to a, uh, heir to the Kimberly, Kimberly Clark tissue paper fortune, Jim Kimberly.
So obviously he had the money at his disposal and be able to purchase the car. Now he entered it in his few events, but, um, You know, not, not like I guess you’d say, uh, a huge background racing user, but, um, they actually won an event in 1951, uh, And that was the first Ferrari in the United States to win an event in the United States.
So, that was rather interesting little tidbit information. So, the third Ferrari ever sold. Hey, it became the first Ferrari to ever win a race here in the United States. Now, this next person, uh, this next one he sold in 1952. Um, um, it was a 1951 212 Export Barchetta 0078E. Now, he sold that to [00:19:00] Everyone’s formula.
One favorite Phil Hill. Um, so this is kind of where the relationship and I guess, you know, say Kennedy’s relationship with Enzo started, I guess, grooming American drivers to go race for Ferrari because not only would it be, uh, Phil Hill, you know, you got, uh, Dan Gurney, Mastin Gregory, quite a few, uh, American drivers came up through, as we all know, the ones he created was Nart, the North American racing team.
Um, you know, to get people, you know, into formula one drives. Um, so anyways, he sold that car to Phil Hill and, you know, Kennedy would later hire Hill as a driver and, you know, obviously he recommended him to Enzo himself and the rest is history. Now, a little background on, you know, Phil’s case is Enzo utilized them more in the sports car racing aspect of it, not the open wheel F one stuff.
But due to circumstances, he ended up getting in to the F one car and we know what happened [00:20:00] there. He ended up, you know, winning the F one championship after the said death of von trips. Uh, was it Manza? I believe it correctly was. Um, if I’m wrong, just let me know correctly. But I believe that It was a Monza.
It was an Italian one. I believe it was a Monza. Um, so Von Trips was killed, so then Phil went on to take the title, uh, after that. So, obviously, you know, things are going well. And this is where, you know, in the, um, early 50s, you know, where Kennedy forms the famous NART. Racing team, North American racing team.
Uh, he got financial support from, uh, George Arendt and Jan de Vroom. Um, you know, they were obviously good customers and so they were able to help fund his team, which as we all know, was exceptionally successful, especially in endurance racing at, you know, at Sebring’s Le Mans right up in the 1970s. Now, um, for.[00:21:00]
F1 Ferrari actually did a few races, races, um, under the NART banner of racing Ferraris. They were 1 5 8s and they actually painted them blue and white for the races. So it wasn’t in their traditional red. Um, that was in the 1964 season. Now, um,
it would, um, I’m trying to figure out. How to word this next part. Um, for some, you know, the FIA is, uh, you know, refused to homologate the two 50 LM for international sports car racing. So Enzo returned his competition lights. If I’ve never raced in a Ferrari, you know, Ferrari red again, um. You know, so, you know, a little tiff here, you know, Enzo like to throw his weight around.
So that’s why you had the NARC colors for the 1964 United States [00:22:00] Grand Prix at Walton’s Glym and again at the Mexican Grand Prix of 1964. So in 1965, the dispute was resolved. The cars are painted one red once again. So he had that little short period of time where Ferraris weren’t racing in red. They were, you know, under the colors of where’s racing.
Now there’s some, you know, famous ones that were blue. Um, that were raced also, I believe it was Sterling Moss who raced his, it was a blue one. Um, but that was under a different thing, not NART. But, you know, so it kind of just, it shows, you know, Enzo’s, I guess, stubbornness in regards to wanting to get his way.
Um, and now, you know, there’s great stories regarding some special cars, you know. Um, and here in America, obviously, you know, convertibles were huge, are huge, you know, very big draw and, you know, over here and not so much, but I think one of the most famous was the NART spider that he got commissioned for, you know, commissioned them to build.[00:23:00]
Um, they’re supposed to do 25, but only 10 were built. Um, I know a few years ago when sold for, was it mid 20 million range, 27 million, I think after all said and done with fees and whatnot. Um, so they’re out there, but only, only 10 were built. Um, one of the famous owners was a Mr. Steve McQueen, you know, but you know, Chinetti had to really convince and twist Enzo’s arm to build these cars and prove that there was a market for him.
Um, You know, so thank God he did, you know, because it was kind of basically a continuation of the California spider, which was, you know, gorgeous car itself. But, you know, if you ever seen one of those NART spiders, uh, the 275 NART spiders in person, those things are absolutely stunning. Um, you know, so kind of moving on.
So, you know, obviously. He’s getting up, I guess say retirement age and whatnot. You know, this is, you know, in the mid [00:24:00] seventies, um, in the mid seventies. He com you know, he commissioned Giovanni Macke, Mitch ti if I’m saying that right, to, uh, build a, a series of Ferra daytona’s, which in that essence, they were never called daytona’s from the factory.
The only reason it got the name there, the 360 fives, was. They had won Daytona that year, the first year that car came out. So they just kind of got pegged and stuck with the Daytona name. So everyone just calls them Daytonas. But it was never officially called a Daytona from the factory. But anyways, that’s what they always just go by now.
Um, but he worked, he partnered with Michelotti to, uh, produce some heavily customized, uh, 365, uh, race cars. And they were the 365 GTB Ford Daytona Nart Spiders. Um, so this was shown at the 1974 Tour and Auto Show. Uh, a second conversion was done for, on chassis 15965. And was built up as a racing car for, uh, an anticipation of appearance of the 1975 24 hours Le Mans.
[00:25:00] Um, some reason the cars withdraw before the race. So it never raced. Not sure where that car is at currently. Some of you out there probably know, uh, shoot me an email. Let me know William at the Ferrari marketplace. com. I love knowing, want to know the history and stuff where these cars went. Um, so he ordered three more of those conversions for road car specifications.
Um, and. One was gifted to his wife. So, I’m not quite sure where the rest of them are at. Um, I know they’re floating around there. So, like I said, anyone know what’s kind of on that? Let me know. I’d really, uh, kind of like to kind of close the book on that story in regards to where those things went. So, anyways, um, that’s pretty much you know, his story because I believe after we got done with that um, I’m not too sure I think it was in 1977 He sold the, you know, sold the dealership, sold the business.
Um, and you know, obviously went into retirement, stayed in Greenwich, uh, enjoyed his life. Obviously he’s a very popular guy and, you know, knew a [00:26:00] lot of people. So I’m sure he was extremely busy man, uh, after that. And he, uh, ended up passing away on August 17th in 1994 at the age of 93. So you want to talk about living your best life?
You know, that guy, you know, had a Did a fantastic, fantastic job, on living his best life. I mean, just all the stories is there. There’s a lot of stuff there. And the next episode I’m actually gonna talk about, uh, the 19, uh, 65 LeMans winning two 50 Lmm that. Was under the nart spider banner that went on to win lamar And but there’s a great story behind that car and the guy’s driving it and just basically not wanted to be there so Stay tuned for the next podcast because we’re going to talk about that car because there’s a great story and history behind that car Not just the lamar race, but everything else about it But anyways Uh, that’s my, uh, kind of story here and background on Luigi Cianetti.
Um, I apologize. I’m sure I missed a lot. I mean, you know, this is what I could dig up. There’s so much stuff out there on the gentleman. Uh, I kind of wanted to [00:27:00] touch on the big things that I felt were important. Um, but he was a fantastic individual. You know, you read the stories and, you know, people that, uh, were met, were friends with him, whatnot.
It’s just, he was a very gracious, generous man, super nice, but, and he just had a head for racing and knew how to do what he did. So congrats to him. So anyways, that’s it. I’m wrapping up. Uh, again, I really appreciate everybody downloading and listening. And again, be patient with me as I try and get these things worked out, um, as I get more episodes under my belt.
I’ll get a little smoother. Hopefully the sound’s okay. I’m using this one program. So hopefully everything sounds good But again any thoughts any suggestions insights, please just shoot me an email william at the ferrari marketplace. com I appreciate it guys till next time. Take it easy
Copyright William Ross, Exotic Car Marketplace a division of Sixty5 Motorsports. This episode is part of Gran Touring Motorsports, Motoring Podcast Network and has been republished with permission.