Topic: Solved: Allemano's № 532 - Pat Hoare's Ferrari "Charlotte"

[Allemano]

I couldn't agree more!

[Allemano]

The internet provides new pics and a bunch of info:

In 1960, New Zealand businessman and enthusiast racing driver Pat Hoare made a trip to Maranello to purchase a V12 engine for his Ferrari 625 (ex de Portago, Hawthorn and Gonzales) to replace its problematic 4 cylinder unit. Hoare was a personal friend of Enzo Ferrari, and it was Enzo who'd had Hoare's 'Tasman special' 625 fitted with its larger 2996cc engine when he purchased it in 1957.

But rather than return to NZ with a V12 engine in 1960, Hoare returned with a whole car. He ended up purchasing a Dino 256, chassis 0007, the car driven to victory at that years Monza GP by Phil Hill, and the last front engined car to win a Formula 1 Grand Prix. The 256 (originally designated 246 when it was built in 1958, but modified in '59, and given a new designation) had raced with a Dino V6 engine, usually around 2414cc, throughout its GP career, but the Tasman rules, being those used in both New Zealand and Australia, allowed for engines up to 3000cc. Therefore, Ferrari had the 256 fitted with a 2953cc 60 degree V12 Testa Rossa motor, one of the engines usually used in the teams 250TR sports cars. Producing over 330hp, the V12 was around 50hp up on that of the smaller Dino V6.

Hoare qualified the 256 14th for the New Zealand Grand Prix at Ardmore in January 1961, and finished 7th behind a star-studded cast, including race winner Jack Brabham, Bruce McLaren, Graham Hill, Ron Flockhart, Denny Hulme, and Jim Clarke. The Ferrari was the first front engined car home. Hoare finished 2nd to Hulme in the Dunedin Road Race in a much depleted field that included few internationals. A 4th placed finish behind Jo Bonnier, Roy Salvadori, and Hulme at the Teretonga International, and victory in the Waimate 50 road race, against a New Zealand driver line-up, were other highlights of the 1960/61 season.

For the 1961/62 season, Hoare was again the local star in the New Zealand Grand Prix, qualifying 11th, and finishing 6th, behind Stirling Moss, John Surtees, McLaren, Salvadori, and Lorenzo Bandini, and again the big Ferrari was the first front engined car home. He won the Dunedin Road Race, and placed 2nd in the Waimate 50 behind Jim Palmer, and emerged from the '62 season as the winner of the New Zealand Car Clubs Racing Gold Star, for New Zealand drivers.

Sadly, Motorsport New Zealand introduced a 2.7 litre engine limit following the '62 season, deeming the magnificent 256 ineligible. No longer would the buildings of Dunedin and Waimate rattle to the sound of its booming V12. Hoare placed the car on the market, but unsurprisingly, there was little interest in the outdated racer with its over-sized engine, and it sat for some time before Hoare decided to convert the Ferrari for road use.

He considered the different road going Ferrari options available, but there was really only one choice. Given the 256 was a race car, the logical option was that it be built into a 250 GTO, a close replica of the 1963 notchback models. Hoare had Enzo supply him with blueprints of the '64 GTO, along with some components including the large wrap-around windscreen. Firstly, the plans, which were in metric, were converted by an architect friend of Hoare's. They also had to be modified, as the 256 had a wheelbase 6” shorter than the GTO. At 6 foot tall, Hoare would struggle to fold his large frame inside a genuine GTO, so his shorter example would need to account for this.

Hoare's long-time racing mechanic Ernie Ransley removed the single seater body-work from the Ferrari, which, fortunately, was kept and stored. Ransley then set about the task of converting the steering from central-steer to right hand drive, for the local NZ roads.

Hec Green, a very clever New Zealand race car designer, was given the job of building the tubular framework on which the body could be shaped and mounted. The frame-work itself was a work of art, as it had to follow the exact contours of the curvaceous GTO lines. Once that was fitted to the chassis, the car was sent to a local coach-building firm, G. B. McWhinnie and Co, where Reg Hodder, a metal craftsman with over 40 years experience, shaped the body from sheets of16 gauge aluminium, over a 9 week period. G. B. McWhinnie and Co also applied the Ferrari red paint work.

Once the bodywork was completed, the Ferrari was sent to 18 year old George Lee, who crafted the interior, which included semi-reclining bucket seats, and fully upholstered door cards, dashboard top, and transmission tunnel, all covered in leathercloth. Curiously, all the instrument gauges were mounted on the left side of the dashboard, the opposite to where the driver sat.

From most angles, the Hoare 256 closely resembled a genuine GTO. From a side profile, the shorter wheelbase was more pronounced with the cabin side windows being extremely short, but overall, this was an extremely high quality conversion, and all New Zealand made. Indeed, this was part of Hoare's motivation for converting the 256, to showcase New Zealand craftsmanship.

All the 256 running gear was retained, as well as the wheels, brakes, suspension, steering wheel, and even the clear perspex cover on the bonnet, that housed the 12 gleaming trumpets of the six Weber carbs.

Weighing in at around 700kg, the Hoare Ferrari was around 200kg lighter than a genuine GTO, had around 30hp more, and with its independent rear suspension, was considered to be the fastest fully equipped road going Ferrari in the world, even by Enzo Ferrari.

Hoare enjoyed the Ferrari for a few years until his death, at which point it was purchased by Logan Fow, who took part in a number of club racing events and standing sprints, recording a 13.9 for the quarter mile. It was later owned by Donald McDonald, who attempted to break the 3.0 litre New Zealand land speed record in 1969, coming up just short with 144mph (233kph) and 155mph (249.6khp).

The Ferrari was eventually purchased by Neil Corner, along with all the original 256 bodywork, and restored back to its Tasman guise by Crosthwaite and Gardiner. The only original item that couldn't be used in the restoration was the perspex carburettor cover, which had discoloured with time.

Logan always referred to the car as "Charlotte" but I have no idea about the name's origin. Logan died several years ago and was a most eccentric but engaging person. His Grandfather was a 4 times mayor of Hamilton during the '20's and the Fow's Furniture (or was it Flooring) store in central Hamilton was one of the family businesses.

The photos are actually taken in front of my parent's house in Hamilton where John Anderson and I removed the body after I brokered the sale to Neil Corner. I was back in NZ for the Jan '78 Formula Pacific series but had had a major pre season testing accident at Puke (after a mechanical failure but doesn't everyone say that) and was in plaster waiting to go back into hospital for more bone grafts at the time so had a bit of time on my hands!

I understand the "GTO" bodywork still exists, to me the proportions didn't look right and it really was the most impractical road car imaginable. Although many people, including on this forum, think it was a loss to change the car back but it was the last Ferrari front engined Formula One car and I still think that is the correct historical spec for it. At least that's how I rationalised it at the time!

Somebody asked what it was like to drive. Remember this was 1967. Now just because I drove it, does NOT mean that I gave it any "welly", in fact I thought it was a bit of a bucket of bolts. My sports car, TF replica with a B series was actually nicer to drive. Obviously not the performance, but the GTO rattled and shook and banged around some. The box was not easy to use, and in all reality it took away any enthusiasm for the Prancing Horse which is yet to return. I suspect that being able to use it on other than suburban streets might have been a lot different.
When Logan negotiated to buy the car, one of his stipulations was that it must have reverse gear.
Not long after he got it back to Hamilton reverse failed, when the transaxle was pulled down it was soon apparent why. Someone in Christchurch had simply taken out a set of gears, and replaced them with sprockets and chain. This might have worked, had something a bit stronger than pushbike chain been used! The other notable thing was the bits of road metal inside the case!
One of the other memorable things was the use of the fuel tank from the single seater days, this meant that to fill it you reached inside with the fuel nozzle and filled approximately where the parcel shelf would have been on any other car. Of course the fumes hung round too, as well as any spillage. 
Logan was an inveterate collector, had most of the remaining Mistrals in his yard at the time.

[nicanary]

I found this photo which I was going to use for a puzzle, but I have decided it would be better to place it on this thread. It shows the car with the GT body taken away, before restoration back to single-seater form. It's surprising how much still remains of the Dino 246 frame, including the fuel tank which had to be refilled by heaving the pump hose into the car and over the seats!

(Does anyone know why Pat Hoare was such a favoured customer of Enzo, who could be a really difficult person to deal with? I know of the report that he helped save the life of an engineer during WW2, but is that the whole story?)

[Allemano]

I've seen cars with a hole cut in the rear window to fill up the car from outside. Don't know why Mr. Hoare didn't want it that way.

[Carnut]

In my opinion, this is a car that deserves live again, maybe with a recreation engine. Did someone knows what happens with the Charlotte body after the car restoration to its original F1 body?

I agree.

That would be nice.

Lets hope they saved the body....

The body...
I've also seen this car referred to as a 'Marrari' but I don't really know why..

[grobmotorix]

The car in 1975: