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This allowed for great efficiency and versatility, which meant that the same engine could be used in Grand Prix cars, endurance as well as road cars with very few modifications. The engine capacity of the first Ferrari V12s evolved from the 1497cc of the Type 125 Competizione in 1947 through to the 2715cc of the 225 Sport in 1951. This came with an increase in output from 72 to 210hp. And despite the use of lightweight materials, the whole engine family remained very robust and reliable.

It was the victories of the cars bearing vibrant colours and putting out scintillating sounds that was to help create the Ferrari enigma. But as motorsport has always been expensive, Enzo Ferrari had to start producing touring cars aimed at people who in exchange for a large sum, acquired much more than a means of transport. They acquired an object of worship which also functioned as a statement of their social status.

Even from day one, Ferrari established his cars as the perfect blend of performance and style. From race pedigree came ultra-high performance and from major design houses came the most jaw-dropping styling. In the case of the 195 Inter, whose total number of chassis did not exceed 26, one of the most appreciated was the version designed by Vignale. Ten customers opted for its strong lines, with emphasis on the aggressive grille and the very elegant C-pillar, which extends to the boot lid.

Driving the 195 Inter was demanding. It was designed for competition in the hands of the most accomplished drivers. Because of this, the clutch was sharp and the gearbox required a lot of precision. The engine ran better at higher revs and the drum brakes were not suitable for intensive use. But the radical shapes of the body and the sound of the engine made up for all its road-going shortcomings.

The chassis numbered with 0103S was registered with the same registration as it has today, by João Gaspar. The car came equipped with a very short differential ratio, which limits its maximum speed in favour of acceleration. Perhaps the possibility of using it in short Hillclimb events had been considered by Ferrari.

José António Soares Cabral became the next lucky owner after Gasper, selling it in September of 1954 to Hermano Areias, from Lisbon. Then it passed through the hands of Luís de Sttau Monteiro, son of the then Portuguese ambassador to London, who later sold it to Carlos Faustino. In December 1959, it was bought by João Teixeira Vasconcelos.

This Ferrari appeared again in 1967, registered to a C. Santos, a Mercedes-Benz importer, who displayed it in his Lisbon showroom. It was there that João de Lacerda acquired it and since that time, it has lived in the museum’s collection.

It was completely restored by Museu do Caramulo at the end of the ’90s, when it received the elegant blue and grey combination believed to be the original paint scheme. It was also recently used in the Rampa do Caramulo.