Latest / BREAK/FIX the Motorsports & Vehicle Enthusiast Variety Show / Luigi Chinetti: The Man Who Brought Ferrari to America

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Luigi Chinetti: The Man Who Brought Ferrari to America · BREAK/FIX the Motorsports & Vehicle Enthusiast Variety Show

• 0:00
  As part of Ferrari Fridays, William Ross from the Exotic Car Marketplace
• 0:04
  will be discussing all things Ferrari and interviewing people that live
• 0:07
  and breathe the Ferrari brand.
• 0:09
  Topics range from road cars to racing, drivers to owners, as well
• 0:13
  as auctions, private sales, and trends in the collector market.
• 0:28
  Hello everyone and welcome back to the Ferrari Marketplace.
• 0:31
  This is William, I am your host.
• 0:34
  Now, um, kind of touching basements are things like I had stated before, you know,
• 0:38
  kind of noticing downloads and whatnot, what seems to be getting the most and
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  obviously it'd be more about the cars and history than so much about events.
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• 0:51
  and one's personal interests and tastes and what they want to know
• 0:55
  and learn just knowledge wise.
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  Um, obviously I'm going to still, you know, do it because I attend
• 1:00
  quite a few events throughout the year, especially Ferrari events.
• 1:03
  Um, I'm going to kind of keep, you know, bringing those up.
• 1:05
  I think it's, it's intriguing and it's interesting stuff to people.
• 1:09
  Uh, especially ones that, you know, don't have the opportunity
• 1:11
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  So there's a lot of events that these are, you know, get put on and said,
• 1:20
  by no means you have to own a Ferrari to partake and enjoy the brand itself.
• 1:24
  So I said, anyone listen to this, even if you don't own a Ferrari,
• 1:27
  which, you know, majority of us don't, um, you know, definitely.
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• 1:42
  So, Hey, definitely, you know, get out there and attend it and support the brand.
• 1:46
  Um, but anyways, kind of getting back in, like I've said before in previous ones.
• 1:51
  You can't hold it against me how I don't know, I don't want to say
• 1:54
  bad, but you know, I'm just getting started and doing these podcasts.
• 1:57
  So trying to get them more smooth and getting the content
• 2:00
  correct and how to present it.
• 2:02
  You know, I'm ironing things out.
• 2:03
  So you got any suggestions?
• 2:05
  Hey, shoot me an email.
• 2:06
  William at the Ferrari marketplace.
• 2:08
  com.
• 2:09
  Um, you know, give me any thoughts, ideas for a podcast or episode of car.
• 2:12
  You'd like me to talk about anything, you know, um, Anything specific
• 2:17
  you'd like me to talk about?
• 2:18
  Hey, just let me know.
• 2:19
  I'm all ears.
• 2:20
  I am all ears.
• 2:21
  So Getting to it today's episode.
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  We are going to talk about the infamous Luigi Shinetti As everyone
• 2:29
  knows it is familiar with this brand.
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  He's basically the man that kind of that I guess You know if you look at the story
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  You know, he is the guy that brought Ferrari to America, uh, basically, but
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  what's kind of isn't a little bit known as he kind of, I want to say resurrected,
• 2:47
  but got, got Ferrari pointed in the right direction, but he played a huge
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  role in getting to getting Enzo to.
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  start building road going cars to support the racing enterprise.
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  Because everyone knows all the reason he built those road going cars was to support
• 3:02
  his racing, because that's all Enzo was about was racing team, his racing team.
• 3:06
  Um, so Trinity played a big role in convincing him to go for that.
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  Now, I mean, How much of it true is unknown because the conversation
• 3:16
  was just between Enzo and Luigi.
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  So, but people in the know seem to confirm this.
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  Um, so it's rather interesting, but let's get, you know, stir on this.
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  Now, Luigi was born July 17th, uh, 1901.
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  He was, uh, it was just north of Milan.
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  I'm not going to attempt to name the, uh, town or county or
• 3:37
  whatever you want to call it.
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  Because my Italian is terrible, terrible.
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  And it's Giago Conorago.
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  I know, like I said, don't hold this against me.
• 3:48
  I do not speak Italian at all and I can't, my accents are terrible.
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  So, but anyways, you know, his father was a gunsmith, uh, and he apprenticed
• 3:58
  in his father's workshop and he earned his lathe operator certificate at age 12.
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  Now think about that.
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  This day and age, if you had a kid that got in there working and he got
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  a certificate to work a lathe at 12, I mean, you'd have, you know, a lot of
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  agencies on you for, uh, child abuse.
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  Um, but different times back then, you know, you had, you did what
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  you did, uh, to support yourself.
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  School actually wasn't a priority more was is about supporting the family
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  earning money So he got his late late operators tip at age 12 and he qualified
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  as a mechanic at age 14 Now at age 16 in 1917 He went to work for Alfa Romeo
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  as a mechanic Where he met another guy that was also working there as a
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  mechanic and worked for racing by the name of Enzo Ferrari So with things
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  kind of going on, you know So this is the age and era of Benito Mussolini,
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  uh, the fascist party rising up in Italy and kind of taking things over.
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  Um, so things got a little bit sketchy, a bit murky there in Italy.
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  So he packed up his bags and that, and he went to Paris where he worked
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  for, Alfa Romeo as a salesman.
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  So you kind of see he's already kind of at a very young age, kind of getting
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  around and making himself known, uh, in.
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  The automotive world, which in all honesty back, you know, you're only
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  talking, you know, the late teens, early twenties where, you know, the automotive
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  industry was still in its infancy.
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  Um, you know, shit.
• 5:22
  I mean, the first cars only hadn't been running for what?
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  Not quite 20 years or just a little over 20 years by that point.
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  Um, so.
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  Making your way and getting that part is, you know, very,
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  very commendable on his part.
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  Um, so while he was obviously working as af you know, working for Alpha Me as a
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  salesman and he started, you know, also, I wanna say Moonlight, but also working
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  as a mechanic for the racing sports Carri, you know, team and that stuff.
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  He also started driving too, and he's a really good driver.
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  I mean, really good driver.
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  Um, you know, he raised in Lamont numerous times.
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  Um, you know, from 1932 to 1953.
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  He's won it three times.
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  We'll touch base on that a little bit later than this in this podcast.
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  Um, but you know, driving cars from, you know, Alfa Romeo, Talbot and
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  Ferrari, you know, he was rather successful, uh, in his racing career.
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  So you gotta give him kudos as that.
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  So, but, you know, following the outbreak in a world war two, you know, um, he
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  had the opportunity to come to the United States with, uh, Lucy O'Reilly
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  Chanel, uh, of Icario blue team.
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  Again, if I pronounce these wrong, I apologize.
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  Don't hold it against me.
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  But, it was for, uh, driver Rene Dreyfus.
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  It was for the Indy 500 in 1940.
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  So, you know, As timing we have it this was great because it got him out of
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  Europe right when basically the you know what hit the fan So timing was perfect.
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  So, you know, he went went there and state you did the race But then he ended
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  up staying there and he stayed in New York and he got approval I guess they
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  work reason work permit what I'm not sure back to what they might have call it But
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  he got a job working at Pratt Whitney Uh, to support the allied war effort and
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  then he got, you know, uh, work in there.
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  He's, you know, started working on Rolls Royce engines and he, uh, met a master
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  mechanic by the name of Alfred Momo.
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  Now during this time, you know, he applied for American citizenship
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  in 1947 and he took his oath of allegiance on March 6th of 1950.
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  And this is kind of a little, uh, tidbit note, his naturalization papers.
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  Was sponsored by Zora Arcus Duntof as people with Corvette, you know knowledge
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  He's the father of the Corvette.
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  So, imagine having that.
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  That's your man that supported you and sponsored you in the United
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  States, and that's pretty impressive.
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  Um, so, you know, he was working and everything, you know, supporting
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  the war and whatnot, so really not, you know, obviously auto racing and
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  everything as a whole was basically put on hold, especially over in Europe.
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  Now, you know, in the United States it was, you know, it was still kind of
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  going on, but not to the extent that it was prior to the war and after the war.
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  You know, because obviously everything was getting pushed and
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  driven towards, hey, support the war effort, support the war effort.
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  You know, gas rationing the whole nine yards.
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  So anyways, um, when the war finally ended, you know, Sinetti decided, you
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  know, he returned to Europe in late 1949.
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  Uh, so first went to Paris to see if his house was still there and
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  trying to see if, you know, if he still had a place, you know, that
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  was there he could stay at and live.
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  Um, turns out it was gone.
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  So from there he carried on, he went down to Modena to meet with Enzo.
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  And kind of talk about things and, you know, during the war and that, you know,
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  Enzo's plan, they were, um, you know, it got converted, uh, you know, got, you
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  know, nudged to build machine tools, you know, obviously it was for the war effort,
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  you know, and Enzo was, you know, he was a big racing guy and car guy too prior to
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  the war, but this is what he had to do.
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  So anyways, guys.
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  Thanks.
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  Chinetti went down, it was Christmas Eve, and he met in Ferrari's
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  office, and obviously this was prior to the other big fact thing.
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  He still had a smaller one that was in Modena, not over Maranello yet.
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  But anyways, you know, again, this is kind of where things might get a
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  little murky, the second hand, third hand, kind of that sort of thing.
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  But, basically, Enzo was, you know, a bit despondent, you know, Because, you
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  know, he felt back to the abandoned building the sports cars and whatnot,
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  you know, and he had to go in this.
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  And so Chinetti says, Hey, look, you need to stop making the machine tools,
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  you know, and resume building your racing cars, but you also need to start
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  building road, going cars to support that.
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  He goes, I can sell them in.
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  You know, Paris and France and in the United States and right then
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  and there without having, you know, any orders or anything and
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  he placed an order for 25 cars.
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  Talk about ballsy, no words, none of this, you know, I, I'll take 25 cars right off
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  the bat and say, now I'll get them sold.
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  So that kind of got the, uh, I guess gas going in Enzo's veins and got him.
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  All right, I can do this, get going.
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  So, but, you know.
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  In June of that year, so six months later, seven months later roughly,
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  you know, um, he already started, began building that one new 125
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  that he was going to go racing with.
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  Um, you know, V12 engine designed by Colombo himself, that great Colombo V12.
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  And in 19, September 46, it fired up on the test bench.
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  I mean, so basically what, um, a year from start to finish to have a car and
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  an old motor, everything like that.
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  I mean, that's pretty impressive.
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  Um, so that's when Enzo, you know, he started outlining all the type of cars
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  you want to plan to build and what he wanted to do and, and the whole nine
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  yards basically setting in place the Ferrari image and the Ferrari legacy.
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  So, so from there, you know, Chieti, you know, he was obviously in France,
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  you know, in this meantime, he was still selling some pre war alphas and Talbots
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  to American customers and stuff like that.
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  Um, But again, he did not have to be in the position to
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  make that thing for 25 cars.
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  But anyways, Jun didn't care.
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  So after that too, Cheney became, you know, Ferrari's, you know, designated
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  importer and seller of Ferraris in France and the United States, you
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  know, not a not a bad gig, huh?
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  So anyways, That kind of got him going to there, but I kind of want
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  to talk about, you know, his, you know, his racing career a little bit.
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  Um, like I said, he competed in LAMA from 1932 to 1953.
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  Uh, in 53.
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  He didn't drive though he was just a sponsor of a car, but like I said, he
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  won this three times and he actually won Lama his first time out driving an
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  Alpha eight C and he partnered with, uh, his co-driver was Raven Summer
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  and they won first time out and so.
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  outstanding achievement.
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  So now also, he, that following year in the same HC, he won the
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  spot 24 hours with Louis Chiron.
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  So, he's partnered up with some very, you know, talented, famous
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  people from back in the day.
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  Um, and, you know, obviously being very successful.
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  Now in 1934, he teamed up with Philippe, I can't pronounce his last name, and,
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  and Ytan Selian, um, to win the second, Well amount of 24 hours in 1934.
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  So he's doing pretty well But isn't 32 doesn't get 33 and 34 he comes with now.
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  I believe also that year He also won I Think in for you one spot.
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  I know he won spa again so I now he kind of had a low but obviously because
• 12:34
  the ward everything like that, but in 1949 I He was back at Le Mans with a
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  Ferrari and this was the first Ferrari ever to win the 24 hour Le Mans.
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  And it was a Ferrari 1.
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  6 MM.
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  And this is kind of, you know, the, the, the folklore and everything, which is
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  great because he had partnered with Baron Selston of Scotland, uh, as his co driver.
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  And as you know, 24 hours.
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  But back then it really wasn't any time limits like they have now, right?
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  Certain driver going to drive so much.
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  That's why now teams have, you know, 345 drivers.
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  You're only allowed so much time behind the wheel.
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  And back then it didn't matter.
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  But 1949, he basically got a 20 minute respite from racing
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  and got behind the wheel.
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  So I don't know how much You know, how he drove the first,
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  uh, first leg, how much he drove.
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  I don't know if he drove for 14 hours, 16 hours, 18, whatever.
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  Then turn it over to Selson, uh, for 20 minutes.
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  And he got back in the car and finished off.
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  So I, so I, I'm not quite sure exactly how it followed up.
• 13:42
  I, um, I tried to look online to try and figure that out, but I really
• 13:46
  couldn't find any documentation say, okay, he drove for X amount.
• 13:49
  And so it's only drove for 20 minutes, but could you imagine that driving?
• 13:54
  Basically, he basically drove 24 straight hours.
• 13:57
  And back then, actually, it wasn't I want to say that unheard of because
• 14:01
  I know there's quite a few instances where an individual who raised
• 14:06
  did the whole 24 hours himself.
• 14:08
  Um, but I just don't get it.
• 14:10
  But now you got to remember to back then, though, I mean, you're not
• 14:13
  talking the speeds they have now the G force and everything like that.
• 14:16
  You know, that was more, you know, it was an actual endurance race where, you
• 14:19
  know, you had to take care of the car.
• 14:21
  You had to take care of your brakes.
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  You know, you couldn't beat on this car.
• 14:23
  You had to be very fluid, very smooth.
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  So you're not talking the neck wrenching and stuff that you got
• 14:29
  going on and just this, you know, your, the concentration levels that
• 14:32
  you have to have this day and age.
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  I mean, obviously back then he had to have those.
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  Concentration levels, but especially because of course, basically only was
• 14:39
  lit down the front straight and I think a couple of the corners other than
• 14:42
  that, it was pitch dark and you know, at nighttime and I love those guys
• 14:46
  minute, but just from memory, what not.
• 14:47
  But I mean, that's just very, very, very impressive though.
• 14:52
  Um, now, like I said, he won spa actually, uh, in 33 and again, he won
• 15:01
  it in 1949 in that same one 6 mm 166 mm.
• 15:05
  Um, Uh, for driving a Ferrari with John Lucas.
• 15:08
  So, again, he had a lot of success also at Spa.
• 15:11
  You know, he said he also, uh, posted winning in pairs
• 15:13
  12 hours in a Ferrari 166 SC.
• 15:17
  And again, in 1950 with a Tepo 16MM teamed up with John Lucas.
• 15:22
  So, again, he, this guy is very competitive and a very good driver.
• 15:27
  I mean, in 1951, he was a riding mechanic in a Ferrari 212 that won
• 15:31
  the grueling Carrera Panamerica race.
• 15:34
  I mean, that's 2, 100 miles over across five days across Mexico.
• 15:37
  That thing's beat the living, you know, what are you driving at?
• 15:41
  I mean, so look at that.
• 15:42
  I mean, and I guarantee he, he drove some of that race.
• 15:47
  Not just, just right in the past years, right?
• 15:49
  I guarantee he drove some of that too.
• 15:50
  So, I mean, that's a heck of a racing resume just on that merit alone.
• 15:55
  So now, um.
• 16:00
  Getting back to, I guess, after his racing exploits and that, you
• 16:04
  know, obviously he was getting up there and a little bit of age.
• 16:07
  So, um, you know, I guess saying retiring from being behind the wheel, you know,
• 16:13
  let's say if that's what his choice was, but it seems to be, you know, obviously
• 16:17
  he's getting up there, um, doing it.
• 16:20
  So, you know, at this point then, so he's appointed, you know, the
• 16:26
  factory agent in the United States.
• 16:28
  And he opens up his dealership and he's starting, you know, getting clients from
• 16:34
  all over the country because he's the only Ferrari dealership and it's over on the,
• 16:37
  uh, in, uh, in Greenwich, Connecticut.
• 16:39
  So that's the Ferrari dealership.
• 16:41
  We've got people in California and whatnot because obviously the convertibles and
• 16:43
  everything were a big hit back then.
• 16:45
  Um, but, you know, so he started getting tons and tons of interest,
• 16:51
  you know, in the cars with that.
• 16:52
  And so.
• 16:56
  He gets his first, um, first car he sold was a TPO 1 16 6 mm touring
• 17:02
  barta chassis number oh oh oh two M.
• 17:06
  It was sold to a Mr.
• 17:07
  Tommy Lee in Los Angeles in the first three months of 1949.
• 17:11
  So right there was the first car sold ever here in the United.
• 17:13
  First Ferrari ever sold here in the United States was 1 6 6 M Barta.
• 17:18
  Chassis number 0002M.
• 17:21
  So there you go.
• 17:22
  And the second car that was ever sold to his dealership was another
• 17:25
  Ferrari Tipo 166 Spider Corsa.
• 17:28
  Now that one was chassis 016 1.
• 17:32
  now, or LI believe, or I, something like that.
• 17:35
  I can't read the, my handwriting.
• 17:37
  But that was sold to everyone's favorite and everyone knows who he am.
• 17:40
  Favorite Sportsman Briggs Cunningham.
• 17:42
  So, and he actually drove that to second place at Watson, Glen's in a race in 1949.
• 17:46
  So right outta the box, that thing was ready to go.
• 17:49
  Um, that car is actually in Cunningham's, uh, museum currently.
• 17:53
  So, which I would believe is the Revs Institute, 'cause it kind of went
• 17:56
  to Miles car, then Connecticut's, you know, Cunningham's and whatnot.
• 18:00
  Um.
• 18:01
  His third Teepa 166 MM Barchetta 0010M sold to a, uh, heir to the
• 18:08
  Kimberly, Kimberly Clark tissue paper fortune, Jim Kimberly.
• 18:13
  So obviously he had the money at his disposal and be able to purchase the car.
• 18:18
  Now he entered it in his few events, but, um, You know, not, not like I
• 18:25
  guess you'd say, uh, a huge background racing user, but, um, they actually
• 18:30
  won an event in 1951, uh, And that was the first Ferrari in the United States
• 18:35
  to win an event in the United States.
• 18:37
  So, that was rather interesting little tidbit information.
• 18:40
  So, the third Ferrari ever sold.
• 18:41
  Hey, it became the first Ferrari to ever win a race here in the United States.
• 18:46
  Now, this next person, uh, this next one he sold in 1952.
• 18:51
  Um, um, it was a 1951 212 Export Barchetta 0078E.
• 18:58
  Now, he sold that to Everyone's formula.
• 19:00
  One favorite Phil Hill.
• 19:02
  Um, so this is kind of where the relationship and I guess, you know, say
• 19:08
  Kennedy's relationship with Enzo started, I guess, grooming American drivers to go
• 19:13
  race for Ferrari because not only would it be, uh, Phil Hill, you know, you got,
• 19:18
  uh, Dan Gurney, Mastin Gregory, quite a few, uh, American drivers came up through,
• 19:24
  as we all know, the ones he created was Nart, the North American racing team.
• 19:29
  Um, you know, to get people, you know, into formula one drives.
• 19:34
  Um, so anyways, he sold that car to Phil Hill and, you know, Kennedy would
• 19:38
  later hire Hill as a driver and, you know, obviously he recommended him to
• 19:42
  Enzo himself and the rest is history.
• 19:44
  Now, a little background on, you know, Phil's case is Enzo utilized them more
• 19:51
  in the sports car racing aspect of it, not the open wheel F one stuff.
• 19:54
  But due to circumstances, he ended up getting in to the F one car
• 19:58
  and we know what happened there.
• 20:00
  He ended up, you know, winning the F one championship after
• 20:03
  the said death of von trips.
• 20:05
  Uh, was it Manza?
• 20:07
  I believe it correctly was.
• 20:08
  Um, if I'm wrong, just let me know correctly.
• 20:10
  But I believe that It was a Monza.
• 20:12
  It was an Italian one.
• 20:13
  I believe it was a Monza.
• 20:14
  Um, so Von Trips was killed, so then Phil went on to take the title, uh, after that.
• 20:21
  So, obviously, you know, things are going well.
• 20:23
  And this is where, you know, in the, um, early 50s, you know, where
• 20:27
  Kennedy forms the famous NART.
• 20:29
  Racing team, North American racing team.
• 20:32
  Uh, he got financial support from, uh, George Arendt and Jan de Vroom.
• 20:38
  Um, you know, they were obviously good customers and so they were able to help
• 20:43
  fund his team, which as we all know, was exceptionally successful, especially
• 20:51
  in endurance racing at, you know, at Sebring's Le Mans right up in the 1970s.
• 20:55
  Now, um, for.
• 21:01
  F1 Ferrari actually did a few races, races, um, under the
• 21:08
  NART banner of racing Ferraris.
• 21:09
  They were 1 5 8s and they actually painted them blue and white for the races.
• 21:13
  So it wasn't in their traditional red.
• 21:15
  Um, that was in the 1964 season.
• 21:18
  Now, um,
• 21:23
  it would, um, I'm trying to figure out.
• 21:29
  How to word this next part.
• 21:32
  Um, for some, you know, the FIA is, uh, you know, refused to homologate the two
• 21:38
  50 LM for international sports car racing.
• 21:41
  So Enzo returned his competition lights.
• 21:44
  If I've never raced in a Ferrari, you know, Ferrari red again, um.
• 21:50
  You know, so, you know, a little tiff here, you know, Enzo like
• 21:53
  to throw his weight around.
• 21:55
  So that's why you had the NARC colors for the 1964 United States Grand
• 22:00
  Prix at Walton's Glym and again at the Mexican Grand Prix of 1964.
• 22:04
  So in 1965, the dispute was resolved.
• 22:06
  The cars are painted one red once again.
• 22:08
  So he had that little short period of time where Ferraris weren't racing in red.
• 22:12
  They were, you know, under the colors of where's racing.
• 22:15
  Now there's some, you know, famous ones that were blue.
• 22:17
  Um, that were raced also, I believe it was Sterling Moss who
• 22:21
  raced his, it was a blue one.
• 22:22
  Um, but that was under a different thing, not NART.
• 22:25
  But, you know, so it kind of just, it shows, you know, Enzo's,
• 22:30
  I guess, stubbornness in regards to wanting to get his way.
• 22:34
  Um, and now, you know, there's great stories regarding
• 22:40
  some special cars, you know.
• 22:42
  Um, and here in America, obviously, you know, convertibles were huge, are huge,
• 22:47
  you know, very big draw and, you know, over here and not so much, but I think
• 22:52
  one of the most famous was the NART spider that he got commissioned for,
• 22:58
  you know, commissioned them to build.
• 23:00
  Um, they're supposed to do 25, but only 10 were built.
• 23:03
  Um, I know a few years ago when sold for, was it mid 20 million range,
• 23:09
  27 million, I think after all said and done with fees and whatnot.
• 23:12
  Um, so they're out there, but only, only 10 were built.
• 23:15
  Um, one of the famous owners was a Mr.
• 23:18
  Steve McQueen, you know, but you know, Chinetti had to really convince and
• 23:23
  twist Enzo's arm to build these cars and prove that there was a market for him.
• 23:28
  Um, You know, so thank God he did, you know, because it was kind of basically
• 23:35
  a continuation of the California spider, which was, you know, gorgeous car itself.
• 23:39
  But, you know, if you ever seen one of those NART spiders, uh, the
• 23:42
  275 NART spiders in person, those things are absolutely stunning.
• 23:45
  Um, you know, so kind of moving on.
• 23:52
  So, you know, obviously.
• 23:54
  He's getting up, I guess say retirement age and whatnot.
• 23:58
  You know, this is, you know, in the mid seventies, um, in the mid seventies.
• 24:02
  He com you know, he commissioned Giovanni Macke, Mitch ti if I'm
• 24:06
  saying that right, to, uh, build a, a series of Ferra daytona's, which
• 24:11
  in that essence, they were never called daytona's from the factory.
• 24:14
  The only reason it got the name there, the 360 fives, was.
• 24:17
  They had won Daytona that year, the first year that car came out.
• 24:21
  So they just kind of got pegged and stuck with the Daytona name.
• 24:23
  So everyone just calls them Daytonas.
• 24:25
  But it was never officially called a Daytona from the factory.
• 24:28
  But anyways, that's what they always just go by now.
• 24:31
  Um, but he worked, he partnered with Michelotti to, uh, produce some heavily
• 24:35
  customized, uh, 365, uh, race cars.
• 24:39
  And they were the 365 GTB Ford Daytona Nart Spiders.
• 24:43
  Um, so this was shown at the 1974 Tour and Auto Show.
• 24:48
  Uh, a second conversion was done for, on chassis 15965.
• 24:53
  And was built up as a racing car for, uh, an anticipation of appearance
• 24:56
  of the 1975 24 hours Le Mans.
• 24:59
  Um, some reason the cars withdraw before the race.
• 25:03
  So it never raced.
• 25:04
  Not sure where that car is at currently.
• 25:06
  Some of you out there probably know, uh, shoot me an email.
• 25:09
  Let me know William at the Ferrari marketplace.
• 25:11
  com.
• 25:11
  I love knowing, want to know the history and stuff where these cars went.
• 25:14
  Um, so he ordered three more of those conversions for road car specifications.
• 25:19
  Um, and.
• 25:22
  One was gifted to his wife.
• 25:23
  So, I'm not quite sure where the rest of them are at.
• 25:25
  Um, I know they're floating around there.
• 25:27
  So, like I said, anyone know what's kind of on that?
• 25:29
  Let me know.
• 25:30
  I'd really, uh, kind of like to kind of close the book on that story in
• 25:34
  regards to where those things went.
• 25:36
  So, anyways, um, that's pretty much you know, his story because I
• 25:42
  believe after we got done with that um, I'm not too sure I think it was
• 25:47
  in 1977 He sold the, you know, sold the dealership, sold the business.
• 25:52
  Um, and you know, obviously went into retirement, stayed in
• 25:55
  Greenwich, uh, enjoyed his life.
• 25:57
  Obviously he's a very popular guy and, you know, knew a lot of people.
• 26:00
  So I'm sure he was extremely busy man, uh, after that.
• 26:03
  And he, uh, ended up passing away on August 17th in 1994 at the age of 93.
• 26:10
  So you want to talk about living your best life?
• 26:13
  You know, that guy, you know, had a Did a fantastic, fantastic
• 26:17
  job, on living his best life.
• 26:19
  I mean, just all the stories is there.
• 26:21
  There's a lot of stuff there.
• 26:22
  And the next episode I'm actually gonna talk about, uh, the 19, uh,
• 26:26
  65 LeMans winning two 50 Lmm that.
• 26:30
  Was under the nart spider banner that went on to win lamar And but there's a
• 26:34
  great story behind that car and the guy's driving it and just basically not wanted
• 26:38
  to be there so Stay tuned for the next podcast because we're going to talk about
• 26:41
  that car because there's a great story and history behind that car Not just the lamar
• 26:44
  race, but everything else about it But anyways Uh, that's my, uh, kind of story
• 26:50
  here and background on Luigi Cianetti.
• 26:52
  Um, I apologize.
• 26:53
  I'm sure I missed a lot.
• 26:54
  I mean, you know, this is what I could dig up.
• 26:56
  There's so much stuff out there on the gentleman.
• 26:58
  Uh, I kind of wanted to touch on the big things that I felt were important.
• 27:03
  Um, but he was a fantastic individual.
• 27:06
  You know, you read the stories and, you know, people that, uh, were
• 27:08
  met, were friends with him, whatnot.
• 27:10
  It's just, he was a very gracious, generous man, super nice, but,
• 27:13
  and he just had a head for racing and knew how to do what he did.
• 27:16
  So congrats to him.
• 27:18
  So anyways, that's it.
• 27:19
  I'm wrapping up.
• 27:20
  Uh, again, I really appreciate everybody downloading and listening.
• 27:23
  And again, be patient with me as I try and get these things worked out, um,
• 27:26
  as I get more episodes under my belt.
• 27:29
  I'll get a little smoother.
• 27:30
  Hopefully the sound's okay.
• 27:31
  I'm using this one program.
• 27:33
  So hopefully everything sounds good But again any thoughts any suggestions
• 27:36
  insights, please just shoot me an email william at the ferrari marketplace.
• 27:40
  com I appreciate it guys till next time.
• 27:43
  Take it easy
• 27:48
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