The 250 GT SWB was designed by Pininfarina and built by Scaglietti. It was designed for the race track and the road. This two-seater had an aggressive stance and a wheel base 8 inches shorter than the LWB edition. The street versions were called 'Lusso' (luxury) and contained a Colombo V-12 producing as much as 280 BHP and propelled the vehicle to a top speed of about 150 mph. Modifications had been made to the engine to make it easier to work on during competition events. For example the spark plugs were moved to make them more accessible. The competition models had their body entirely made of the weight-saving metal aluminum. Also, plastic side windows were used to help keep the weight to a minimum. By shortening the wheel base, the chassis became more solid and the vehicle more agile.
The Berlinetta (litle coupe) Lusso (luxury), more commonly known as the 250 GT/L was also designed by Pininfarina and debuted at the 1962 Paris show.
There were vents located under the front head lights. These were used to cool the disc brakes. There were also vents behind each wheel which served the same purpose.
Ferrari 250 GT SWB with chassis number 2443GT is a left hand drive vehicle with competition features. It was constructed on May 04th of 1961. During its early life it was driven in various hillclimb competition, driven by Walter Lambert and bearing [Read More...] By Daniel Vaughan | Jan 2007
One of two original Scuderia Ferrari Factory Competition (Berlinetta) team cars, also known as 'SEFAC Hot Rod.' Driven by factory team driver, Joe Schlesser, for LeMans in April 1961; crashed while practicing It was rebuilt by Modena factory. It race [Read More...] By Daniel Vaughan | Jan 2010
This 1961 Ferrari 250GT SWB Berlinetta Competizione is a left-hand drive vehicle with chassis number 2729GT. It is finished in grey metallic and was the 25th example constructed. Its first owner was Pierre Dumay who used it in the 1961 24 Hours of [Read More...] By Daniel Vaughan | Jan 2008
Ferrari was determined to win the 1961's International GT Championship for Constructors and produced a handful of very special cars to do it with. Often referred to as SEFAC Hot Rods or Comp 61s, these cars were lighter and more powerful thanks to t [Read More...] By Daniel Vaughan | Mar 2008
This Ferrari 250 GT Short wheelbase berlinetta is an all-alloy coupe and completed in mid-1961. It raced in the 1961 Tour de France and the 1962 Targa Florio where it failed to finish on both occasions. At the 1962 edition of the Tour de France, it f [Read More...] By Daniel Vaughan | Jan 2010
The Rob Walker/Stirling Moss Ferrari 250 GT Berlinetta competizione, chassis no. 2735
Chassis no. 2735 was one of only three right-hand drive Competition short-wheelbase cars. It was also the second Rob Walker/Stirling Moss GT Berlinetta, the other being chassis no. 2119.
It was also the only 250 GT Berlinetta to be raced in period by no fewer than three great drivers of the day – as well as Stirling Moss, it was also raced by Graham Hill and Innes Ireland.
The car was delivered to Le Mans on the 6th of June 1961, in Rob Walker colours, but to race for Luigi Chinetti's NART team. The car weighed in at 1107 Kilogrammes.
The Race History
Le Mans 24 Hours
Stirling Moss and Graham Hill. GT Lap record. DNF. Running 3rd overall in the 9th hour, well ahead of the other works prototypes until a fan blade broke loose and sheared the water pump.
Silverstone International Trophy
Stirling Moss 1st OA, Pole Position and GT lap record. Moss faces the newly launched and all-conquering E-Types for the first time and beats Graham Hill, Bruce McLaren and Roy Salvadori, all driving E-Types.
Brands Hatch. Peco Trophy
Stirling Moss 1st OA, Pole Position and GT Lap record. Moss again sees off Mike Parkes in the other SWB as well as Graham Hill, Salvadori and McLaren in the E-Types.
Goodwood Tourist Trophy
Stirling Moss 1st OA. Moss wins his 7th and last TT, defeating Parkes in a SWB and Jim Clark and Salvadori in Aston Martin DB4 Zagatos. Giotto Bizzarrini, who oversaw the Ferraris at the race, then drove #2735 over the Alps and back to Maranello.
Nassau Tourist Trophy
Stirling Moss 1st OA. This is the last race Moss will win before his accident.
Daytona ÚSA 3 hours
Innes Ireland DNF. The car was now assigned to ÚDT-Laystall although still racing in Rob Walker colours
Oulton Park GT Race
Innes Ireland 4th OA. GT Lap record. Pole Position.
Chassis no. 2735 was the Ferrari most raced by Moss (five races out of 12 Ferrari drives) and also the car he won most races in. He describes it as the ‘best GT car in the world'.
The car was then bought by Chris Kerrison, painted silver and raced wîth some distinction, before crashing into John Surtees' GTO and Jim Clark's Aston Martin DB4 Zagato at the 1962 Goodwood Tourist Trophy. After this it was sent to Ferrari for repairs, but Kerrison then entrusted the car to Bizzarrini who had Drogo build a pseudo GTO on the chassis. The car was variously raced at Spa, the Nürburgring, the Tour de France and many British circuits. It was later owned and raced by the Hon. Patrick Lindsay, Dick Crosthwaite and Vic Norman amongst others. In 1983 the Drogo body, which had been crashed and was deteriorating, was removed by a ÚK specialist and replaced wîth new bodywork to the original Scaglietti GT Berlinetta short-wheelbase design.
In late 2007 the current owner, Clive Beecham, entrusted Ferrari Classic wîth a complete body-off restoration. The car, which has a continuous, uninterrupted history, had - naturally enough for a racing car - been subject to numerous repairs over the years. When stripped by Ferrari Classiche, a number of incorrect repairs to the chassis came to light, and these were rectified according to the factory's original chassis blueprints.
The engine was totally overhauled, wîth a correct-specification engine block being cast by the factory to replace the non-original block that had been fitted in 1967. At the same, the original specification Weber 46s were fitted, the transmission and differential were overhauled, and all worn or non-original components repaired or replaced wîth original parts. Where original parts were no longer available - such as pistons and connecting rods, cam shafts, gear selector forks, aluminium riveted fuel tank and exhaust system - these were remanufactured by Ferrari Classiche using the designs from the company's extensive archives.
In respect of the car's provenance, Ferrari Classiche carried out a fine-tuning operation on the bodywork. All the existing body panels were retained, but a number of structural areas were rectified where modifications had been made in period when the car was rebodied by Drogo and the scuttle line lowered.
The result is a 250 GT Berlinetta that completely respects the criteria of correct technical specifications and authenticity as laid down by Ferrari, wîth every single component corresponding to the exact description of the car according to the build sheet when it left the factory in June 1961.
This department was set up in 2006 to provide owners of classic, veteran and historic Ferraris wîth dedicated maintenance, repair and renovation services, technical assistance and authenticity certification. Thus far a total of 1,000 certification requests have been processed. The certification process involves researching the original designs of the historic Prancing Horse cars held in the Company's own Archive which houses details of all of the GT, competition and sports prototype cars built by Ferrari since its foundation. Any work done on the cars is carried out in compliance wîth those original designs. In all, 28 full restorations have been carried out at Ferrari Classiche's dedicated workshop.
2009 will be a very important year for Ferrari collectors as we will be celebrating the 50th anniversary of the launch of the 250 GT Berlinetta SWB. In fact, this legendary car will get a category all of its own in the Concours d'Elegance taking place in Florence between May 1st and 3rd. A fantastic 250 Testa Rossa will also be the star of the 'Leggenda e Passione' auction being staged by RM Auctions in collaboration wîth Sotheby's, at the Fiorano Circuit on May 17th.Source - Ferrari
The Ferrari 250 GT LWB (Gran Turismo long-wheelbase) were visually stunning, but Enzo Ferrari wanted to improve the road racing performance. Ferrari and his engineers elected to shorten the wheelbase (the distance between wheel centers) by seven inch [Read More...]
Sold for $6,105,000 at 2010 Gooding & Company. This 250GT SWB Berlinetta is a late-production example, and wears the third variation of the Pininfarina-designed, Scaglietti-built Berlinetta coachwork. The car was delivered on August 29th and arrived in time to compete at the 10th Tour de France A [Read More...] By Daniel Vaughan | Dec 2010
Production of the 250 Series began in 1954 and continued on through the early part of the 1960's. There were numerous variations of the 250 and would ultimately become Ferrari's 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 1950's. Also, the 250 was the first four-seater.
Ferrari's were custom built cars. They were not mass-produced. Ferrari provided the engine and chassis while Italian coach builders provided the body. This meant the specifications varied. Engines also varied in horsepower rating, torque, and displacement. This was no different for the 250 GT which saw many different variations in body style and body types.
Ferrari built the road-going Ferrari's to fuel his passion for racing. Many of the vehicles he built for the road had a competition model. That is, a modified version of the road-going model. An example of this was the 1959 short-wheel base (SWB) Berlinetta (Berlinetta which means coupe) and given an aluminum body. It was debuted in October 1959 at the Paris Salon. GT cars were road-legal vehicles that could also be taken to the track and compete without the need for modifications. Although this was their purpose, Ferrari realized that many customers would not race their vehicle, but rather wanted the power and performance that sports cars offered. To comply, Ferrari built these cars to be powerful and luxurious. The vehicles could still be run on the track, mostly on requiring the adoption of stickers and complying with any safety requirements.
The 250 road-going vehicles mostly shared two wheelbase sizes, a 2400 mm and 2600 mm. The 2400 wheelbase were referred to as the SWB (Short wheel base) while the other was the LWB (long wheel base).
The base engine was a Colombo 60-degree, single-over-head cam, 'vee' type 12-cylinder, with aluminum alloy block and heads, and cast-iron cylinder liners. The displacement was 180 cubic inch (2953 cc). Horsepower production was around 220-260. The front suspension was independent with double wishbones and coil springs. The rear suspension was a live axle.
The first 250 introduced was the 250S and available in either berlinetta or spider configuration. Introduced in 1952, they were powered by a 3-liter Colombo engine producing about 230 horsepower.
At the 1953 Paris Motor Show, Ferrari introduced the 250 Europa and Export. These were the only models in the series that were powered by a Lampredi v-12 engine also seen in Formula 1. The 250 Export had a 2400 MM wheelbase, similar tot he 250 MM. The 250 Europa had a larger, 2800 mm wheelbase which allowed more interior room. During their short production lifespan, only 18 examples were produced. Pininfarina and Vignale were tasked with creating the coachwork.
In 1954 four specialty built 250 Monza were built for racing. They shared many similarities with the 750 Monza's, but were equipped with the 3-liter Colombo engine.
At the 1957 Geneva auto show, Ferrari displayed their 250 GT Cabriolet. Coachwork was courtesy of Pininfarina; the wheelbase was 2600 mm in size. In 1959 the second in the 250 GT Cabriolet series production began after only 36 examples being produced.
From 1957 through 1959 Ferrari produced the 250 GT Berlinetta 'Tour de France' (TdF). The name had been given for the 10-day automobile race. Originally the engine produced 240 horsepower but was later modified to 260 horsepower. Carrozzeria Scaglietti was responsible for creating the bodies based on Pinin Farina's design.
Scaglietti was responsible for constructing the 1957 250 GT California Spyder. These sat atop a long, 2600 mm chassis and aluminum was used throughout the body in efforts to reduce the overall weight. In total, around 45 examples were created before they were replaced by the SWB version in 1960.
There were 250 examples of the 250 GT Berlinetta SWB produced. Production began in 1959 and used the shortened, sportier wheelbase. Giotto Bizzarrini, Carlo Chiti, and Mauro Forghieri were responsible for the development. Some were built for racing while others were meant for daily transportation. Horsepower ranged from 240 to 280. Steel or aluminum bodies were used. The steel bodies were suited for the road-going vehicles, also known as Lusso. The racing trim vehicles were powerful and had low weight. They were vary competitive and are regarded as the most important GT racers of its time. In 1961 the SWB Berlinetta captured the GT class of the Constructor's Championship.
In 1960 a Scaglietti 250 GT Spyder California SWB was shown at the Geneva Motor Show. Built as a replacement for the LWB and based on the 250 GT SWB, around 55 examples were produced.
The Ferrari 250TR was produced from 1957 through 1958 during which only 19 examples were created. The 'pontoon' fender body was designed by Scaglietti and the power was supplied through a Colombo 12-cylinder engine mounted at a sixty-degree angle and outfitted with six Weber 38 DCN carburetors. Power was sent to the rear wheels via a four-speed manual gearbox. With 300 horsepower, the 800 kg vehicle was able to achieve a 168 mph top speed. From 1958 through 1961, the 250 TR was entered in 19 championship races where they emerged victorious ten times.
The 250 in 250 TR represented the unitary displacement while the TR was an acronym meaning Testa Rossa. Testa Rossa translates to 'red head' which referred to the color of the engine's cylinder head.
The 250 TR series was built to capture the world championship which was experience questionable times. During the 1955 24 Hours of Lemans a fatal accident occurred and the Commissione Sportiva Internazionale (CSI) began investigating ways to make the sport safer for the drivers and the spectators. Their efforts were escalated in 1967 when another fatal accident occurred at the 1957 Mille Miglia. The committee decided upon a displacement limit but they were in disagreement on the size; the proposed figures ranged from 3 to around 3.5 liters.
1958 was the introductory year for the new regulations, which had been announced during the later part of 1957. Ferrari had been building, testing, and racing the 250 GT which had performed well during the 1957 Mille Miglia. The Colombo V12 260 horsepower engine received a larger bore, camshaft, and other improvements resulting in a 3.1 liter displacement and 320 horsepower. Testing continued throughout the 1957 season in both body configuration and mechanical components.
Ferrari had anticipated the new engine size regulations and thus had been sufficiently prepared to capture the world championship. Due to the potential of negative publicity caused by the fatal accidents, other manufacturers, such as Aston Martin, Lotus, Cooper and Jaguar, were hesitant to continue racing. Ferrari believed their closest competitor would be the powerful and technologically advanced Maserati 450 S which featured a quad-cam eight-cylinder engine.
Ferrari quickly began capturing victories during the 1958 season. The 250 TR was a solid vehicle thanks to the preparation and testing. The steel tubular ladder frame was of traditional Ferrari construction; a DeDion rear axle was used on the works racers. Customer cars were outfitted with a live axle. Drum brakes were placed on all four corners of the car. The engine had been modified to comply with regulations and to fit in the engine bay. In reality, the vehicle was an outdated car having only the benefit of proper planning and proven technology. Most cars featured disc brakes which provided superior stopping power. The Colombo engine dated back to the beginning of Ferrari and was antiquated in comparison to the modern power-plants.
Nearing the close of the 1958 season, the competition began to rise. Aston Martin had a lethal combination, a 3 liter DBR1 racer and Stirling Moss as the driver. Even though the Aston Martins did score a victory at Nurburgring 1000 KM, Ferrari was able to capture the World Championship. The legendary Phil Hill and Olivier Gendebien easily capture a third victory for Ferrari at the grueling 24 Hours of Lemans. The 250 TR works cars were referred to as TR58, to distinguish them from the customer TRs.
For the 1959 season, the vehicles received slight modifications which made the vehicle lighter and more powerful. The big news was the use of Dunlop disc brakes. The engine received coil valve springs and the horsepower increased slightly to 306. A Colotti designed five speed gearbox replaced the four-speed unit. Pininfarina was tasked with designing a new body and the construction was handled by Fantuzzi. As a result of the improvements, the name was changed to TR59. At their inaugural race, the TR59 finished first and second. This streak did not last and at the end of the season, it was Aston Martin who emerged as the world champion. The TR59 was plagued with reliability issues mostly due to the gearbox. The vehicles were forced to retire early from races, including Le Mans.
For the 1960 season, the TR was modified slightly to comply with new regulations and to rectify the transmission issues. These vehicles are commonly referred to as the TR59/60. Aston Martin had withdrawn from the championship which left no factory opposition for Ferrari. Porsche and Maserati provided competition, especially at Targa Florio and the Nurburgring 1000 km where they scored victories. At Le Mans, Ferrari finished first and second and captured the word championship, beating Porsche by only four points.
For the 1961 season, Ferrari introduced the mid-engined 246 SP. The TRI61 was given a new spaceframe chassis and was able to capture victories at Sebring 12 Hours and Le Mans. With victories between the 246 SP and the TRI61, Ferrari once again captured the world championship.
The CSI implemented stricter rules for the 1962 season which meant the TR was unable to score points for the factory. It was still allowed to race for the overall victory. By Daniel Vaughan | Feb 2007
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