1962 Ferrari 250 GT California

Ferrari's U.S. dealers, Luigi Chinetti and John von Neumann, requested a dual-purpose 250 GT Spider variant that could be driven on the road or raced on the track. Thus, work began on a new 250 GT open variant in late 1957 for the North American market, just as production of Pinin Farina's Series I Cabriolet was getting underway. It was called the California Spider and targeted specifically at Ferrari's American clientele. It was a stylish, thoroughbred, high-performance sports car with coachwork by Carrozzeria Scaglietti following a design by Pininfarina. It had a racy, swept-back windscreen, a lightweight folding top, minimal interior appointments, and competition-inspired bucket seats. The hood, doors, and trunk lid were formed from aluminum while steel was used elsewhere. There was space for two individuals plus room for their luggage. The early examples rested on the long-wheelbase chassis (LWB) shared with the 250 GT Tour de France Berlinetta and Series I Cabriolet. Power was from a Colombo 3.0-liter V12 engine. The 2,953cc, 60-degree, naturally aspirated, single overhead camshaft Tipo 168/61 V-12 engine breathed through three Weber 42 DCL6 carburetors and delivered 240 horsepower at 7,000 RPM and 195 lb-ft (265 Nm) of torque at 5,000 RPM. This was the same engine being used in the 250 Tour de France racing car.

In late 1959, the California Spider finally received disc brakes and tubular shock absorbers.

Several examples of the LWB (long wheelbase) California Spider were factory-equipped with competition features such as more extensive use of aluminum in the coachwork, high-lift camshafts, and long-range fuel tanks with outside fillers. Notable successes included a 5th place finish at Le Mans, a class win at Sebring, and many victories in SCCA B-production events.

In 1960, the California Spider was redesigned with a new short-wheelbase chassis, standard four-wheel Dunlop disc brakes, a more refined suspension, and new outside-plug Tipo 168 and 168/61 engines. Scaglietti redesigned the coachwork around the updated chassis, with a more sporting and aggressive appearance, with muscular rear haunches and curvaceous front fenders. While LWB California Spider had a Spartan interior, the SWB version was more luxuriously trimmed with stitched leather, wool carpeting, and redesigned seats.

The short wheelbase (SWB / 'passo corto') versions measured 2,400 millimeters and the long wheelbase (LWB / 'passo lungo') versions had a 2,600-millimeter platform. The shorter wheelbase improved handling and increased the car's cornering speed. The newer Tipo 168 engine design had new heads and larger valves, and produced up to 280 horsepower. The SWB had a wider track than the outgoing California Spider, and the car's lever-type shock absorbers were replaced with newer Koni adjustable and telescopic shock absorbers. The shorter 2400mm chassis lowered the coachwork by approximately 30mm. Among the most distinguishable differences between the SWB and LWB were the lower hood scoop on the SWB version.

Ferrari built 106 examples of the 250 GT California Spider between 1957 and 1963. Fifty examples were the LWB version while the remaining 56 were SWB examples.

Jan De Vroom campaigned his SWB California Spider at both the 1960 24 Hours of Le Mans and the 1961 12 Hours of Sebring, where he finished 12th overall.

by Daniel Vaughan | Jun 2019