We were saddened to hear about the recent passing of long-time classic car dealer Anthony Pozner, with whom we shared a car on the Modena Cento Ore event a few years ago. In tribute, here is the story from Octane 184.
It’s still rumbling in my ears after 832km, the 3.3‑litre quad‑cam V12 engine of a 1967 Ferrari 275 GTB. My hearing will take time to recover, and my soul will take longer. The event? This year’s Modena Cento Ore, Rally of the Year in the 2017 Historic Motoring Awards, and still a magical mix of twisting Italian roads, historic racetracks, beautiful cities and memorable parties each evening. I was invited to take part by English collector and veteran classic car dealer Anthony Pozner – it’s his Ferrari 275 GTB/4 that so affected me. And since Modena Cento Ore offers two options – one for pure speed, the other (slightly) more sedate regularity trials – we opt for the latter: less risk for the car, less stress for the entrants. We aren’t in it to win it. This is all about taking part.
Those in the speed category start in grids on the racetracks for all‑out racing, and it’s a similar story on the hillclimb sections, on closed roads in the mountains. Regularity entrants drive on the same racetracks and closed roads, though with a different aim: to set a time on a specific lap, then to repeat it precisely for the following three, while the hillclimbs are to be tackled at a set average speed.
Thus informed, we arrive at Monza for the technical inspection and discover that we are among several teams in this category with equally fabulous cars. Soon we’re dicing with the 1965 Shelby Cobra 427 of French team Philip Vlieghe and Philip Defreyne (the only car that can compete with the voice of the 275 GTB/4) and the UK/French team of Alexis Maskell and Paul Milliotis, in their Ferrari 365 GTB/4 Daytona.
Monza is a pleasure to drive quickly, with its long straights and the unforgettable Sopraelevata, the banked corner that was recently restored and opened specially for this event. The chance to exercise the 275 is all too brief as, our laps over, we’re disgorged into the city of Milan, where the promised police escort is notably absent. Heaven help those on board the racing cars in this traffic. The only sign of distress displayed by the 275 is a slightly higher‑than‑usual oil temperature.
Anthony’s car, still in its original Grigio Argento on black, was delivered new in Italy but soon exported to South Africa, where it spent most of its life and was restored just before Anthony bought it in 2006. It’s Ferrari Classiche certified and has always been reliable – it asked only for a few litres of oil on this tour.
After the drive to Salsomaggiore we spend the night surrounded by the wonderful sweet scent of the flowering linden trees, then head out in the morning to Varano de Melegari and its local racetrack, often used by the nearby Dallara factory for testing. The drive there via the Appennine mountains could be defined as motoring perfection: crystal‑fresh mountain air, amazing views and empty roads. We spend some time looking at the racing cars working hard on the racetrack, and while we were not surprised, the day before, to see the Shelby Cobra Daytona Coupe or the Ford GT40 flying on the long straights, we are surprised to see how well they cope with this much more tortuous racetrack.
Most entertaining is the spirited fight between the 1972 Ford Escort RS1600 of British pairing Kevin Jones and Levin Jones and the German‑Swiss team of Franz Wunderlich and Johann Fuglistaler with their 1974 Porsche 911 Carrera 3.0 RSR. Witty remarks had been written on the bodies of the two cars by the mechanics of the respective teams.
But this event isn’t only about the driving, as much fun as that is. There’s an important social side to the Modena Cento Ore too, and after Varano we drive to Forte dei Marmi for a sunset beach party on Bambaissa Beach. With the cars parked a few metres away, still hot after a long day’s driving and racing, we are all happily sipping Champagne and enjoying the party.
Day three is the highlight, with racing at Mugello followed by arrival at Florence. Mugello is establishing itself as one of Italy’s most significant tracks: fast, technical and fun. And the tarmac is still hot following the recent Moto GP race. Maybe I’m not the only one looking for the tyre marks of Marc Márquez.
This Ferrari 275 GTB/4 team is by now well‑drilled. Anthony knows his Ferrari like few others and has been driving the racetracks and some of the hillclimbs. Meanwhile I enjoy the privilege of driving on the open roads and on the rest of the hillclimbs. While Anthony is behind the wheel, I have the rare opportunity of feeling the 275 GTB/4 at high speed, the voice of that glorious engine changing when it’s revved above 5000rpm, the rear tyres sliding across the tarmac to exactly the right degree, making our entrance into corners fast and smooth. I’m honestly impressed by the brakes and their efficiency, even when they’ve been abused a bit. As for the temperature gauges, they’re rising a little on the tracks, but a single cool‑down lap is always enough to bring the readings back down.
Out on the mountain roads around Florence, I get to understand first‑hand why each 275 GTB/4 is loved so much by its owner. The way it involves you, making you feel like a racing driver even when you are trotting along at 3000rpm, is like little else. On the other hand, it is not very forgiving if you’re careless. Change gear any less than decisively and it will complain. Loudly.
Our arrival at Florence, with the usual city traffic and even some rain, doesn’t go as smoothly as we’d hoped for, but finally turning into Piazza Ognissanti, along the Arno river, in the historic downtown, is simply unforgettable. This is the magic of Modena Cento Ore, with all 100 racing cars looking dirty and hot, passing through the symbolic city of the Italian Renaissance, among surprised‑looking tourists, winding through narrow streets that reverberate to the sound of open exhausts. Here, the spirit of the event is shown to perfection, especially as the later arrivals, still in racing suits, meet the early ones, in tuxedos, ready for the gala dinner at Teatro della Pergola. There’s an evening of opera, followed by dinner on the stage in the theatre. An unforgettable night to follow a perfect day’s driving.
On the final day we make for Modena and its Marzaglia racetrack, challenging ourselves along the Futa pass on the way. This very special road feels as though it was made to suit the 275 GTB/4, or maybe it’s the other way round. Whatever, road and car were made for each other, and the pleasure I have in driving there is something that I’ll keep with me forever.
After our arrival in Modena’s Piazza Grande, the party carries on a little longer than usual – sleep can wait when there’s a night to be spent sharing such incredible memories. Among them, a highlight is listening to Bertie Gilbart‑Smith (owner of the Ferrari Daytona that graced the cover of Octane 175) talking about his 1959 AC Ace‑Bristol: he bought it when it was five years old and began using it in races and as an everyday car. One day, he met Sir Jackie Stewart and, to his surprise, the Scottish racing legend remembered the AC well. In his early days, young Jackie had worked on this very car. This year it’s celebrating 54 years with the same owner.
Another car that impressed me was the 1964 Shelby Cobra Daytona Coupe, chassis CSX2300, one of only six built, originally raced to third place in the GT class and 12th overall by Ford France in the 1965 Nürburgring 1000km. After that race, at which it appeared wearing white paint with red and blue stripes, it went back to Shelby’s Venice, California, shop where it was resprayed from white to blue and, excepting a spell in Japan, remained in Shelby’s ownership until 20 years ago. There was also a 1967 Ford GT40, chassis 1070, and among the European cars I loved was the 1975 Lancia Stratos, chassis 1004, that had made its debut at the Sanremo Rally in Jolly Club colours. Several Ferraris on the event included the unrestored 1972 365 GTB/4 Daytona Competizione, last of 15 built, originally delivered to the Garage Francorchamps in Belgium and which raced in the 1973 Francorchamps 1000km and at Le Mans.
On an event such as this it is normal to lose some cars because of mechanical failures, but a rate of less than 20% is low indeed. One reason is the miracles performed by the teams of mechanics and, to everybody’s delight, the organisers awarded a trophy for the most amazing job performed by them. The warmest applause of the whole ceremony went to the British pair Richard and Sarah Walbyoff, who were in charge of the 1965 Shelby Cobra 289 of Mark Freeman and Mike Ellis, which was grounded by engine failure on the opening day. Instead of simply chalking it up to experience, they tracked down a ready‑to‑race engine in England, had it shipped to Italy and had it installed just minutes before the first race of Day 2!
At the end of it all, there are no better words to describe the Modena Cento Ore than those from Anthony sent in a text to his wife: ‘It’s hot, I’m thirsty and hungry. But I feel good and couldn’t ask for anything better.’ Who could?
