Page 33 - Ferrari in America

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the 1968 Mexican Grand Prix. Pedro called him a “student murderer,” referring to the
Tlatelolco massacre the previous October.
Early in 1969 word came from high government officials for him to limit his visibility
in Mexico. In 1970, he moved to a house in Bray, 27 miles west of London. The town was
just 6 miles from John Wyer’s workshop, where the Gulf Porsche 917s were prepared. Still
seeing Glenda, he asked his wife Angelina to move to England, so they could be together.
She refused, and wouldn’t agree to his follow-on suggestion that they get divorced. Around
this time, Glenda was pressuring Pedro to clarify their relationship. This included inquiries
24 David Bull Publishing
about his finances and his will. At the time of his death, he and Glenda were living together
in his house at Bray.
Pedro’s will specified that Don Pedro, Doña Conchita, and Angelina would each get
20 percent of his estate, with the remainder going to his brother, Alejandro, who was a
minor. The latter’s share was placed in a managed account at the Credito Mexico Bank
until Alejandro reached 18 years of age. Glenda inherited Pedro’s British assets and most
of the benefits from his life insurance policies. The assets provided no comfort for Don
Pedro and Doña Conchita, who had now lost both sons to the sport they both loved, to
which their father had provided the financial gateway.
While Glenda did not attend Pedro’s funeral, she was present at the burial service. For
a short time, she and Angelina stood uncomfortably side by side until the situation was
noticed and a Mexican journalist stepped between them. When it was over, the Mexican
mourners returned to their homes, while others headed for the United States, England,
and the Continent. Racing resumed, but for many, something was missing.
Back at Watkins Glen, New York, there was a double-header: a World Championship
sports-car round, run for 6 hours on Saturday, and a Can-Am on Sunday. Sam Posey and
©2024 David Bull Publishin
Ronnie Bucknum drove a NART 512 M in the 6 Hours, but a starter motor failed, and they
retired. The car was repaired overnight, and Posey posted a strong sixth in the Can-Am
on Sunday. NART’s 1971 season was finished.
Partially because of Chinetti’s constant urging, Ferrari had finally gotten serious about
the Can-Am, and built a 7.0-liter car based on a 512 (1010). It won an Interserie race in
Italy. The factory sent it to the Watkins Glen Can-Am and put Mario Andretti behind the
wheel. When it arrived, the chassis flexed in such a manner that the car handled differently
from lap to lap on the same corner. The engine was too high in the frame, and the motor
had an uneven power curve. The car looked cobbled together, and the rear body panel
fouled the engine air intakes.
Mario was not impressed. “It was one of the worst cars I ever drove,” he said years later.
Nonetheless, he qualified fifth and finished fourth. Because Mario told the factory he
had no interest in driving it again, the 712M was sold to Chinetti.
In World Championship sports-car racing, 1971 was the last year for the Ferrari 512s
and Porsche 917s. In the two years they ran, there were 21 Championship races. The 917s
won 13 and Ferrari’s 512 won just 1. The rout was not complete, however. The 512s took
©2024 David Bull Pub9 podium finishes in 1970. By 1971, Ferrari was concentrating on his 312 PB, and the 512s
slipped further down the standings.
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