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1964 Ferrari 250 GTO

The iconic Ferrari 250 GT 'Omologato' was the ultimate dual-purpose vehicle that was habitable for street use, and a capable World Championship-winning competition car. The Maranello factory developed the GTO to contest the 1962 3-liter class FIA GT World Championship series of endurance racing events with selective production totaling just 36 examples. Thirty-three examples wore the 1962-1963 'Series I' bodywork and three with the 1964 'Series II' bodywork similar to the Ferrari 250 LM. Four of the 'Series I' cars were updated in 1964 to Series II configuration. An additional three '330 GTO' cars were built with a four-liter 330 engine and distinguished by a large hump on the bonnet. They are sometimes included in the overall production number, bringing the total of 39.

1964 Ferrari 250 GTO photo
Coupe
Chassis #: 5575GT
View info and history
The Ferrari 250 GT SWB (short wheelbase) had proven effective and capable during the 1960 and 1961 season, with victories in the Tour de France, the GT class victories in the 24 Hours of LeMans and many other endurance events. The 250 Testa Rossa was also very successful, with four victories at Sebring, three wins at Le Mans, and two wins at Buenos Aires.

For the 1962 season, the FIA announced rule changes that were partly aimed at disrupting Ferrari's dominance of the sport. The World Championship would now be run for homologated Grand Turismo cars instead of the purpose-built sports races of the past. The World Sportscar Championship title was discontinued, being replaced by the International Championship for GT Manufacturers. Cars now competed in classes based on the engine size of 'less than one liter,' 'less than two liters,' and 'over two liters.'

Ferrari's strategy to compete in the 1962 World Championship for GT cars was to increase the competitiveness of the 250 GT SWB, taking it from a class to an overall contender. One of the evolutionary designs along the path was the 'Sperimentale' (chassis 2643GT) created in 1961. It was based on the 250 GT SWB and clothed with a lightweight Pininfarina-designed SuperAmerica body that addressed some of the aerodynamic flaws of the SWB at high speeds. Built to competition specification, it received a reinforced chassis, competition gearbox. and a dry-sump 250 TR engine. The 'Sperimentale' raced at Le Mans in 1951 by Scuderia Ferrari driven by Fernand Tavano and Giancarlo Baghetti where they were running as high as 8th overall but were forced to retire due to engine failure. Among the information gained by Ferrari engineers from the 'Sperimentale' program was the need for a rear spoiler to aid in high-speed stability. Following repairs, 2643GT raced at the 1962 Daytona Continental 3 hours, where it placed 4th overall and 1st in the GT class piloted by Stirling Moss. It was later sold to N.A.R.T. and a succession of privateers.

Development
Chief engineer Giotto Bizzarrini is credited as the designer of the 250 GTO, but its creation coincided with the mass exodus of many Ferrari employees in November of 1961. A dispute between Enzo Ferrari and several key employees resulted in their dismissal, leaving many to wonder if this might be the end of Ferrari. The defectors immediately formed a new company, ATS, to directly compete with Ferrari on the street and track.

1964 Ferrari 250 GTO photo
Coupe
Chassis #: 5575GT
View info and history
With Bizzarrini and others gone, the chassis development and styling of the 250 GTO was left incomplete. Even if it were possible to complete the development, it was unknown if it could be successfully raced with the loss of key personnel. A young engineer named Mauro Forghieri was tasked with completing the work of Bizzarrini, the final design is attributed as a collaborative effort, and Sergio Scaglietti with the bodywork. The early prototypes, however, were constructed in-house by Ferrari or by Pininfarina (chassis number 2643 GT).

Paramount to the design was stability and top speed, so the shape relied heavily on aerodynamics, fine-tuned at a wind tunnel testing facility at Pisa University. Several prototype types were tested at speed, resulting in further fine-tuning, perfecting the overall shape, and the addition of a rear spoiler. The final product had a small radiator inlet, a long and low nose, and removable air intakes on the front. A belly pan covered the underside and had an additional spoiler underneath formed by the fuel tank cover.

Due to the hand-built nature of the 250 GTO, and the continual development and improvement, various differences both visible and invisible exist between individual 250 GTOs. Among the most common is variance in air intake/vent configuration.

1964 Ferrari 250 GTO photo
Coupe
Chassis #: 5575GT
View info and history
Many of the mechanical aspects were relatively conservative and used tried-and-true components from earlier competition cars. The chassis was based on that of the 250 GT SWB, with minor modifications to its height, stiffness, weight, geometry, and structure. The hand-welded oval tube frame received an A-arm suspension in the front with a live-axle setup in the rear with Watt's linkage. Borrani wire wheels concealed the disc brakes located at all four corners.

The interior is minimalistic, with only the necessary components of a proper racing car. They were devoid of a speedometer, headliner, and carpeting. The seats are cloth-upholstered, and the exposed metal gate defining the shift pattern would later become a Ferrari tradition in production models.

Colombo Short Block V12

1964 Ferrari 250 GTO photo
Coupe
Chassis #: 5571GT
View info and history
The heart of the 250 GTO was a short-block Gioacchino Colombo V-12 engine that had been first introduced in 1947 and would remain in use through 1988 in various configurations. It far outlived its linear successor, the Lampredi V12, the last of which was made in 1959. The Colombo V12 displacement ranged from 1,497cc at its debut in the 125S to the 4,943cc unit in the 1986 412i grand tourer. Its design placed the bore centers at 90 mm apart which allowed for significant expansion. In 1963, significant updates were made for the 330 Series including a redesigned block with wider, 94mm bore spacing.

The Colombo '250' engine debuted in 1952 powering the 250S and would continue through the 1963 330 America. Its bore measured 73 mm and the stroke 58.8mm for a total of 2,953cc. With the 250 TR, or 'Testa Rossa' racing car, the spark plugs were relocated to the outside of the cylinder head, near the exhaust, allowing Ferrari to introduce separate individual intake ports to use with the six two-barrel Weber carburetors. Instead of three, the cylinder head bolts now had four bolts per cylinder which made it more suitable for higher engine output. First introduced on its competition cars, these updates were incorporated into the road-going Ferraris, beginning with the 250 GT SWB and the 250 GT Series II Pininfarina cars.

The Ferrari 250 GTO was equipped with the Tipo 168/62 Comp. 2,953cc (3.0-liter), all-alloy, dry-sump V12 of the 250 Testa Rossa Le Mans winner. Equipped with six 38DCN Weber carburetors, it delivered nearly 300 horsepower at 7,500 RPM and 217 lb-ft of torque at 5,500 RPM. A new five-speed gearbox with Porsche-type synchromesh delivered the power to the rear wheels.

Group 3 Homologation
FIA regulations for 1962 competition dictated that a minimum of one hundred examples of a car be built prior to racing in Group 3 Grand Touring Car. Ferrari built less than 40 examples of the 250 GTO, but it was granted access to race as it was covered by the homologation of the earlier 250 GT Berlinetta SWB. On official FIA paperwork, it was referred to as 250 GT Comp/62 (The 'O' (or 'Omologato' - Italian for homologation) was first used in English publications). Controversy arose around the car's eligibility as many argued it was an entirely new car or thinly disguised version of the 'Testa Rossa.' Ferrari, however, had applied for extensions on the 250 GT SWB homologation and received approval for modifications not covered under the original specification.

Racing
Ferrari arrived at the 1962 12 Hours of Sebring with the 250 Testa Rossa competing in the prototype class and the new 250 GTO competing in the GT class. American driver Phil Hill and Belgian Oliver Gendebien piloted the 250 GTO, and although they were annoyed at having to compete in the GT class, were astonished at the 250 GTO's performance, finishing second behind the 250 TR. The GTO would win every round of the world championship, including a 1-2-3 finish in the GT Class at Le Mans. Ferrari easily won the championship, followed by Jaguar and Chevrolet.

1964 Ferrari 250 GTO photo
Coupe
Chassis #: 5571GT
View info and history
The Ford-powered AC Cobras brought an influx of competition for the 1963 season, but not enough to displace the GTO. It won another class victory at Le Mans and an outright victory in the Tour de France. The GTO would help Ferrari win the over 2,000cc class of the FIA's International Championship for GT Manufacturers from 1962 through 1964. After the 1964 season, Scuderia Ferrari retired the 250 GTO from its racing program. Several examples were raced by privateers in international endurance competitions, rallys, and hill climbs through 1967.

GTO '64 Series II
When the FIA declined Ferrari's request to homologate the mid-engine 250 LM for the GT-class due to production not reaching the required 100 units, it was forced to run in the prototype class. By 1966, it was homologated as a Group 4 Sports Car. Ferrari worked quickly to make the 250 GTO competitive for one more season, tasking Mauro Forghieri and Mike Parkes to redesign the 250 GTO's bodywork. Three examples were built to the 1964 'GTO '64' Series II specification. Additionally, four earlier 250 GTOs were retrofitted by the factory to this new specification. Many of the aerodynamic features used on the 250 LM were incorporated into the 1964 GTO, thus a visual similarity between the two models (albeit the GTO was front-engined while the 250LM was mid-engine). Additional modifications were made to the interior, chassis, suspension, gearbox and engine.

The overall performance of the 1964 GTO improved slightly over the previous configuration, but enough to keep the team competitive. Among the accolades was an overall victory at Daytona by Phil Hill and Pedro Rodriguez driving for NART.

Collectability
The Ferrari 250 GTO resides at the pinnacle of collectability, prized for its rarity, racing accomplishment, and elegant design. Passionate collectors regard the 250 GTO as embodying the traditional characteristics that made the Ferrari marque so successful. They hold the record for the most expensive car ever sold at auction. Private sales are reportedly much higher - in excess of $50 million (USD).


by Daniel Vaughan | Sep 2021

Related Reading : Ferrari 250 GTO History

The Ferrari 250 GTO was produced from 1962 through 1964 with 36 examples created during that time including 33 cars with the 1962 and 1963 Series I bodywork and three with 1964 (Series II) bodywork similar to the Ferrari 250 LM. Four of the Series I cars were later updated in 1964 with Series II bodies. The 250 GTO is a car of beauty, performance, and mystery. Much is known about the car, but much....
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Related Reading : Ferrari 250 GT History

Production of the 250 Series began in 1954 and continued on through the early part of the 1960s. There were numerous variations of the 250 and would ultimately become Ferraris most successful line of vehicles to date. The 250 is also recognized as the first Ferrari to ever receive disc brakes. This did not take place until the end of the 1950s. Also, the 250 was the first four-seater. Ferraris....
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1964 Ferrari 250 GTO Vehicle Profiles

1964 Ferrari 250 GTO vehicle information
Coupe

Chassis #: 5573GT
1964 Ferrari 250 GTO vehicle information
Coupe

Chassis #: 5571GT
1964 Ferrari 250 GTO vehicle information
Coupe

Chassis #: 5575GT
1964 Ferrari 250 GTO vehicle information
Coupe

Chassis #: 4091GT
1964 Ferrari 250 GTO vehicle information
Coupe

Chassis #: 5319GT

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