Annoncé (mais non exposé) au Salon de Paris en octobre 1950, le Type 212 représente la quatrième évolution du moteur V12 dessiné par l'ingénieur Colombo, succédant aux 125, 159, 166, et 195, les nombres correspondant â la cylindrée unitaire (a multiplier par douze !). La Ferrari 212 fait son apparition publique au Salon de Turin en avril suivant, sous deux versions : 212 Inter sur châssis long à moteur 150 ch, et 212 Export avec moteur poussé à 160 ch sur châssis court (Celui des 106 MM).
   Le châssis 212 Inter sera surtout habillé en coupés ou cabriolets de grand tourisme luxueusement traités par Vignale (sur dessin de Michelotti), Ghia-Turin, Gliia-Aigle, Touring, Stabilinienti Farina et Pinin1àrina. Sur les 82 exemplaires produits, il en existe bien peu d'identiques ! La 212 Export reçoit des caisses plus sportives, signées Vignale ou Touring.
   En 1951-52 les Ferrari 212 occupent les trois Premières places du Tour de France automobile, et les deux premières places de la Carrera Panamericana, tandis que Piero Scotti remporte le titre de champion d'Italie 1951 en catégorie sport. La production des 212 Export ne dépassa pas les 33 exemplaires, des dérivés plus puissants (225 S puis 250 MM') apparaissant dès 1952.

   The Export was Ferrari’s competition 212, a vehicle openly available to wealthy enough customers and one capable of winning the worlds most prestigious endurance races. They took a variety of notable victories between 1951 and '53, thus playing an integral role in cementing Ferrari’s reputation. Like the Inter, Export chassis's were direct descendants of the tubular steel frames used for the 166. Suitably reinforced to cope with the additional stresses caused by a powerful 2.6-litre engine, the 2250mm wheelbase was 35cm shorter than the concurrent 212 Inter.
   Other upgrades were also made, but Ferrari's evolutionary development process was clear to see. Incorporating the Gioacchino Colombo-designed, single overhead camshaft 60° V12 with its displacement of 2562cc, most Export's were purchased for competition use and as a result, the majority of engines were completed to a very high specification with three Weber 32 DCF carburettors and 175bhp at 6500rpm. Those customers who intended to use their cars for fast road touring, however, often chose a 150bhp at 6000rpm motor with its less complicated single Weber 36 DCF carb. Compression was increased over the Inter with an 8.0:1 ratio (compared to 7.5:1), Ferrari's identical five-speed non-synchromesh transmission being retained. Typically weighing in at around 10% less than the average 212 Inter, Export's were lively performers with a top speed of 140mph and (depending upon gear ratios) a zero to sixty time in well under seven seconds. As with most high performance GT cars of the period, customers normally purchased Export's bereft of bodywork or cockpit fixtures and fittings. Rolling chassis's were sent to one of the Italian carrozzeria's who would fabricate a body and fit an interior. Vignale was the most popular coachbuilder of the time, executing 13 Export bodies in total.
   Three were Spyder's, eight Berlinetta's and two Convertible's, all of which were designs of outstanding elegance. Some were devoid of almost any stylised trim, others featuring lavishly detailed grilles, vents and lourves carved into their bodies. Extremely pretty, Vignale’s run of 212 Export bodies ranks among the most consistently impressive from this or any design house of the period. Ten Export's received coachwork by Touring of Milan, the six Spyder's, one Barchetta and three Berlinetta's once again having come in the firm's tried and tested style.
   Many enthusiasts regard Touring's styling to have become the definitive look for vintage Ferrari racing cars whether in Berlinetta, Spyder or the much-loved Barchetta configuration. It's a combination of their timeless style, understated elegance and not least the fact that some of Ferrari's most important victories were achieved with vehicles wearing eminently comparable coachwork. Motto and Fontana were much less well-known, both firms designing and fabricating bodies for a pair of 212 Export's. Motto were responsible for a Berlinetta and a Spyder, both of these super lightweight minimalistic designs getting pared right down for competition use. Devoid of any unnecessary stylistic trim, they were both clean and well proportioned cars. As for the pair bodied by Fontana one (on chassis 0082 E) was the wacky Uovo (or Egg, as it is commonly known). It featured an incredibly rounded design with a prominent, almost circular grille and heavily sculpted wings. Nothing like the Uovo has ever been seen since, it truly was a unique Ferrari and later got upgraded by the factory to full 225 Sport specification. Interiors were trimmed according to the requirements of their owner although as a general rule, Spyder's and Berlinetta's were typically fitted out more spartanly than the likes of a Coupe or Cabriolet.