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Image Left 1961 250 GT SWB Competition
 

1962 Ferrari 250 GT SWB news, pictures, specifications, and information

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.
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3409GT
 
This SWB Berlinetta is among the last 20 examples to leave the Ferrari factory. As one of the last examples to be built, it benefited from a multitude of mechanical and aesthetic improvements that were made between 1959 and 1962. Visually, these late-production cars are distinguished by their teardrop-shaped side markers, improved window line, window wings, grille set, rear window size, recessed rear license plate enclosure and revised location of the outside fuel filler. Upon the bonnet is a Tipo 168 engine. There are Dunlop disc brakes and a stout four-speed gearbox with Porsche-type synchromesh throughout.

This example was completed in the Spring of 1962 and clothed with steel bodywork in left-hand drive configuration with full 'Lusso' appointments. The original color was not recorded.

On May 14th of 1962, the car was delivered to its first owner, Sig. Della Serra, an Italian resident. It remained in his country until October of 1970, when Ferrari's official Milanese concessionaire M.G. Crepaldi S.a.s. sold it to Robert Melvin Arthur of San Diego, California for $3,700.

In the late 1970s, the SWB had its original engine replaced with a unit from a 250 Ferrari, chassis number 3441 GT. On August 6, 1991, 3409 GT was sold through David L. Rose to Michael Sheehan who, in turn, sold it to John Collins of Talacrest. By 1994, it had been cosmetically freshened and refinished in a shade of yellow with a black leather interior. A short time later, it was acquired by Lawrence Bristow who immediately commissioned more comprehensive restoration work. Keizo Okano of Japan became the vehicles next owner, and it would remain in Japan until 2002, at which time it was sold to Peter LeSaffre of Andover, Massachusetts.

In April 2003, a correct-type engine was sourced and installed in the vehicle. The newly obtained block was stamped, albeit incorrectly, with the original engine and internal numbers. It was given Carrillo connecting rods and high-compression pistons.

The body was disassembled and stripped to bare metal then refinished in gunmetal gray. Inside, the cockpit was trimmed in dark-green leather hides. Upon completion, it was shown at the Amelia Island Concours d'Elegance in March of 2004.

The next owner was John Sinders of Texas who took possession in 2005. A short time later, it was in the care of Kim Watkins of Alpharetta, Georgia. Between September 2008 and January 2010, nearly $350,000 was spent preparing the Ferrari to cosmetic perfection

In 2011, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, California. It was estimated to sell for $3,500,000 - $4,500,000. As bidding came to a close, the car failed to find a buyer willing to satisfy its reserve. It would leave the auction unsold.

By Daniel Vaughan | Nov 2011
Coupe
Designer: Scaglietti
 
This 1962 Ferrari 250GT, short wheelbase, is one of 164 produced. It is fitted with a Scaglietti body.

This Ferrari is powered by a 2953 cc (180 cubic inch) V-12 engine, developing 280-310 horsepower, and is coupled to a five-speed gearbox. it has a top speed of 174 mph.

This vehicle was sold new at Hollywood Sport Cars, Hollywood, CA, to Steve Earle of Santa Barbara who picked it up directly at the factory. After 12 years of ownership, it changed hands several times and was vintage raced. The present owner purchased the car in 2001 and had it restored.
Coupe
Designer: Scaglietti
 
This Ferrari 250 GT SWB is one of the last steel-bodied street cars produced, and the 133rd of the total run of 250 GT SWBs. Built in 1962 it has the 3-liter overhead-cam V-12 engine with three Weber carburetors producing 240 bhp. It was first owned by Steve Earle, founder of the Monterey Historic Automobile Races. After 12 years the car was sold to sports car racer Harly Cluxton and later to another race driver, James Daugharty. In the late 1980s the SWB was raced prepared and campaigned in many historic sports car races. It has now been restored to its original road-going configuration.
Coupe
Designer: Scaglietti
Chassis Num: 3963 GT
 
This steel-bodied Ferrari 250 GT SWB Berlinetta, with chassis number 3963, was sold to its first owner in 1963 and was the fifth from last of the 150 produced. It was imported into the United States for its first owner, Earl Middleton. in the 1970s, this Ferrari was owned by Joe Bortz, who enjoyed the cars performance a little too much and got the car impounded for 24 hours after a speed violation. After a few more owners it was sold to Richard Merritt, co-author of the American Ferrari Bible, Ferrari, the Sports and GT Cars. After a few more years in the United States, the car returned to Europe and lived in Switzerland until 2005 when the current owner acquired it for his sports car collection.

Between 1959 and 1962 some 165 SWBs were built.
Coupe
Designer: Scaglietti
Chassis Num: 3113 GT
 
High bid of $10,000,000 at 2014 Gooding & Company. (did not sell)
The first owner of 250 GT SWB Berlinetta, chassis number 3113 GT, was Doris C. Blackwood. In the fall of 1961, Mrs. Blackwood was traveling through Europe and decided to visit the Paris Auto Salon held at the Grand Palais. There, she saw a silver-gray Ferrari 250 GT SWB Berlientta. She negotiated its purchase, and when she went to pick up the Ferrari ten days later, she was informed that the car had already been sold. Enzo Ferrari promised she could have the next silver-grey SWB Berlinetta that became available. The following February, she returned to Maranello, to pick up S/N 3113.

By 1975, Mrs. Blackwood decided to part with the car and advertised it for sale in the FCA Bulletin. Bobby Jones from Hobart, Indiana, sent Mrs. Blackwood a $500 deposit. After a change of heart, Mrs. Blackwell returned to the deposit and an apology stating she was unable to part with the car. Mr. Jones was upset and very keen on purchasing the Ferrari and decided to sue Mrs. Blackwood. The lawsuit attracted the attention of a local paper. Her lawyer advised her to drive the car to put the car into a friend's garage for storage.

The lawsuit was settle in early 1977, with Mrs. Blackwood paying Mr. Jones $2,500. The following year, in the spring of 1978, Mrs. Blackwood (due to failing health) sold the car to James C. Carbone of Gig Harbor, Washington. He sold the car to Walnut Creek Ferrari on August 3rd of 1984. The next owner was James Wickstead of New Jersey, who purchased the car from Ferrari South in Jackson, Mississippi.

Shortly after purchasing the car, Mr. Wickstead began a sympathetic mechanical restoration which took the better part of a decade. The coachwork was repainted in its original silver gray. New carpets were installed, replacing the original gray.

By Daniel Vaughan | Nov 2014
Coupe
Designer: Scaglietti
Chassis Num: 3735
Engine Num: 3735
 
Sold for $9,725,000 at 2014 Rick Cole Auctions.
The Ferrari 250 GT SWB, a car that could be driven and enjoyed both on the road and on the track, was the final evolution of the 'dual purpose' Ferrari. By the close of the 1950s, Ferrari had established itself as a paragon for building the fastest, most exotic and most desirable sports and GT cars of their era. The 'SWB' (short-wheelbase) designation came from a chassis that was 200mm shorter than the standard 250 GT. The first batch of 30-plus SWBs were built to race-winning lightweight Competition specification while the modestly heavier steel-bodied street versions entered production near the end of 1960 with a fully trimmed interior and more luggage space. The Street 250 SWBs accounted for slightly more than 50 percent of the approximately 165 SWB Berlienttas built until production ended in early 1963.

Powering the 250 SWB was the more-powerful Colombo V12 engine fitted with three twin-choke Weber carburetors with outside plugs, coil valve springs and 12-port cylinder heads. The engine was mated to a four-speed gearbox and top speed was in the neighborhood of 150 mph. At all four corners were Girling disc brakes and the earlier outdated Houdaille lever shocks were replaced by the latest Koni tube shocks and a front anti-sway bar.

This example, chassis number 3735 is the 155th example built. It was delivered by the factory on August 30th of 1962 on Italy export plates EE 02131. It was imported to the United States by Luigi Chinetti Motors, the official Ferrari importer for the US and then on to Charles Rezzaghi, then the Ferrari dealer for the San Francisco area. It spent the first thirty-five years of its life in the US before entering the Alberto Garnerone Collection in Italy in 1997. It has remained in that collection since then.

Currently, the odometer shows 48,925 miles on the odometer.

By Daniel Vaughan | Nov 2014
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
For more information and related vehicles, click here

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156
166
166 F2
195
196
212
246
250 GT
250 Monza
250 Testarossa
275
288
308
312
328
330
333 SP
335
342 America
348
360
365
375
400
410
410 S
456
458
500 F2
500 Superfast
500 TR
512
512 BB/LM
550
553
575
599
612 Scaglietti
625
California
Dino
Enzo
F12berlinetta
F355
F40
F430
F430 GTC
F50
FF
LaFerrari
Mondial
Mondial 500
Testarossa
Type 340

Image Left 1961 250 GT SWB Competition
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