Ferrari 195 Inter, evolution and continuity

The second Ferrari production car, built in twenty-seven units, confirms the perspective and philosophy of Maranello's cars: racing cars in an elegant dress.

In the early 1950s, Maranello’s factory was still a newbie in the automotive and racing world, but Ferrari’s brand, thanks to the founder Enzo, is already a legend; thanks to the Scuderia, which started racing during the 1930s, competing in Alfa Romeo cars, before they parted ways.

It is precisely this independence that forced Enzo Ferrari, reluctantly, to make the leap from racing car manufacturer to industrial, to keep his creature, the Scuderia, alive; however, even in this case the Drake made everything according to his own style and personality. The Ferrari 195 Inter was born in 1950, based on the 195 S, a natural evolution of the 166 family in order to keep the cars competitive during major sporting events throughout the world.

Engine component went on to major improvements: evolution of the Colombo block, also a former Alfa Romeo man, growing in displacement from 1995.02 to 2341.02 cm³ with the unit displacement increasing up to the value of 195.08 cm³, a numerical value which also gives the car its final name as per tradition in the Red house.

The change affected the hole, or the diameter of the internal section of the cylinder, which in the 195 Inter measures 65 millimeters compared to 60 millimeters in the previous version, while the stroke data remains unchanged at 58.8 mm. Now the engine has more power, making it the most powerful in races.

The rest does not change: fuel is entrusted to a double-barrel carburetor, but the racing configuration was often preferred with the use of three Weber carburetors, always double-barreled. Wet sump lubrication, single spark plug per cylinder, double distributor and double distributor complete the engine architecture.

The Ferrari 195 Inter is made with a tubular steel frame, numbered with an odd final digit as customary in Maranello for road cars, from 081S to 209EL. Independent front suspension, rigid axle at the rear, worm and sector steering, and four drum brakes are the salient features common to all the models produced. Compared to the 166 family, the wheelbase grows to 2.500 millimeters.

Aesthetics, on the other hand, is a separate chapter, or maybe a few more chapters.

As was the custom of the time, the small but prestigious car manufacturers entrusted their chassis to body shops that shaped the dreams and desires of wealthy customers. The Prancing Horse is no exception.

The Ferrari 195 was dressed as Touring, Ghia, and Ghia Aigle (the first foreign body shop to work on a Ferrari), however more than half of the cars produced were built by Vignale, in a historical phase where the Maranello brand has not yet a well-defined stylistic identity.

Often these creations have a different character, with more showy specimens that wink at American fashion, thanks to prominent chrome and fins, while other cars stand out for their sober, almost austere lines.

The same goes for the interiors, where there are sunken seats that are not really ergonomic, which lead the driver to cling to the large three-spoke steering wheel with a wooden crown. Two large circular dials, rev counter and speedometer, dominate the scene on the dashboard with a minimalist style, but without appearing poor: on the contrary, the care in the assembly and the quality of the materials convey luxurious but discreet sensations.

Once at the wheel of the Ferrari 195 Inter, after starting the engine, the car shows all its racing DNA: sensitive to the imperfections of the asphalt, the car tends to have a less impetuous and abrupt behavior as the cruising speed making itself appreciated for the precision of the steering and its lightness. Having four drum brakes, braking remains the sweet spot when stressed.

During the very rare times that the 195 Inter appears on the historical collecting market, it always arouses enormous interest, but making an economic evaluation of it is impossible because what makes the difference, as it should be when it comes to classic cars, is always the history and the originality of every single piece.


Spider, berlinetta, two seats

Front engine

Rear-wheel Drive

Size and Weights

Front track 1271 mm

Rear track 1250 mm

Step 2500 mm

Empty weight 950 Kg (coupé)

82 liter tank


Displacement 2341.02 cm³

Type V12 60°, front, longitudinal

Bore and stroke 65x58.8 mm

Compression ratio 8.5:1

Unit displacement 195.08 cm³

Single shaft distribution, two valves per cylinder

Feeding three Weber 36 DCF carburettors


Power 99 kW/135 hp at 6000 rpm

Specific Power 58 hp/liter (42 kW/liter)

Maximum torque 154 Nm at 5000 rpm

Specific torque 66 Nm/liter

Mono ignition, two distributors

Wet sump lubrication

Multi-plate clutch

Five-speed gearbox + RM


Body tubular steel

Independent front suspension, transverse wishbones, transverse leaf spring, Houdaille hydraulic shock absorbers

Rear suspension with rigid bridge, longitudinal semi-elliptical leaf springs, Houdaille hydraulic shock absorbers

Drum brakes

Steering with worm and sector

165/80/15 front tires 5.50x15, rear 6.00x15

Rims 15"

Performance declared

Speed ​​200 Km/h

Acceleration from 0 to 100 Km/h in 9.4 seconds

Luca Saitta

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