1962 Ferrari 250 GT news, pictures, specifications, and information
Cabriolet
Coachwork: Scaglietti
Designer: Pininfarina
Chassis Num: 3807 GT
Engine Num: 3807
 
Sold for $709,500 at 2011 Gooding & Company.
Sold for $2,200,000 at 2014 Rick Cole Auctions.
By the late 1950s, Ferrari had a worldwide dealership network and was represented in seventeen countries by forty-one dealers including twelve in Italy alone. This success was due, in part, to the Ferrari 250 GT family of models. By 1958 the 250 GT coupes, designed for touring, were being produced alongside the dual-purpose race/road 250 GT Berlienttas. A cabriolet was the next logical evolution to extend the range and expand the market potential.

The first 250 Cabriolet bodied by Pinin Faraina was known as the ‘Ariowitch' cabriolet after the vehicle's first owner. It was produced in 1953 and based on one of the short run of Lampredi-engined 250 Europas. When the 250 Europa GTs with their Colombo-designed engine came out, not one was a cabriolet, so the one-off did not inspire immediate production. This would change with the Bonna/Ellena cars which were built between 1956 and 1958. At the 1956 Geneva Motor Show, the first 250 GT Cabriolet was introduced and it would the work of Felice Mario Boano. A Pinin Farina-designed cabriolet appeared at Geneva a year later. It was again based on the 250 GT platform. This vehicle later became the property of Ferrari racing driver, Peter Collins and was the first of four Pinin farina Cabriolet prototypes. A short time later, the vehicle became even more 'special' when the driver fitted Dunlop disc brakes, making it the first Ferari to be equipped with them.

The second prototype had a cut down windscreen and a faired in headrest, in similar fashion to the Scaglietti-built racing cars. Pinin Farina called it the 'Spyder Competitizone.' The third example was built for the 1957 Paris Salon and the fourth was sold to Aga Khan.

From 1957 through August of 1959, Ferrari built 36 examples of the 250 GT Cabriolet. These vehicles would later be known as Series I.

The Ferrari 250 GT coupe was launched in 1958. These were very important to both Ferrari and Pinin Farina as it was a standard production vehicle aided at increasing output. Pininfarina prepared for this by moving into a new factory. Ferrari set up its first assembly line.

The first planned series of two hundred cars were sold well in advance and were well received. An open variant was planned, and at the 1959 Paris Salon, the Ferrari 250 GT Cabriolet Series II was launched. By this point in history, the Ferrari 250 GT California Spyder was in production and had an exterior appearance similar to the Series I Cabriolet. Ferrari wanted to the Series II cars to have significant changes so they could be easily distinguished from the California models.

Using the lessons learned from the Series I, the Series II were more accommodating and luxurious with a larger boot; in all, a more practical grand touring car. Power came from the latest Colombo V12 engine with outside plugs, coil valve springs and 12-port cylinder heads. They had disc brakes and a four-speed gearbox with overdrive. Production began in late 1959 and lasted until 1962. The most expensive car in the 250 GT range was the Series II Cabriolet. In total, just 201 examples of the Series II Ferrari 250 GT Pininfarina Cabriolets were produced.

Chassis number 3807 GT is the very last of the Series II Pininfarina Cabriolets built. It was delivered as a bare chassis to Pininfarina on June 1st of 1962 and was returned to Maranello on October 17th of that year. The car was finished in Marrone Italver over a Pelle Naturale interior, the same livery it wears today.

Just after completion, the car was sent to Jacques Swaters' Garage Francorchamps in Brussels, Belgium. From there it was sold to Mr. Albinus on November 17th of 1962. It was traded back to Garage Francorchamps a few years later. In 1968, they sold it to Mr. Von Rudjisch. It was later traded back and subsequently sold in 1969 to Mr. Bouvier before finally being re-acquired by the Brussels dealership for a sale to America. It was exported to the United States in 1972. In 1973, it was acquired by Bob Pellkofer of Santa Barbara, California. By this point in history, it was painted black. Mrs. Pellkofer sold the car to her father-in-law, Ernest M. Pellkofer, after her husband passed away in 1977.

In 1991, after nearly 2 decades in the Pellkofer family, the car was sold to Mansour Ojjeh. In May of 1994, the car was treated to an engine rebuild. Detailing and minor paintwork was also performed at the time. At the time, the odometer showed 06071 KM, most likely representing 106,071 km total mileage.

Earle Ady purchased the car in 2001, selling it a short time later to Dr. Joel Stein of Fort Lauderdale, Florida. Dr. Stein began a restoration that brought it back to its original glory. When the work was completed, it won a Platinum Award at the 2002 Cavallino Classic in Palm beach, Florida. By June of 2008, it was in the care of the present owner.

In 2011, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, California. It was estimated to sell for $550,000-$650,000 and offered without reserve. As bidding came to a close, the car had been sold for the sum of $709,500 inclusive of buyer's premium.

By Daniel Vaughan | Nov 2011
Cabriolet
Coachwork: Scaglietti
Designer: Pininfarina
Chassis Num: 3427 GT
 
By 1954, the majority of road-going Ferraris were bodied to the design of Battista Pinin Farina with Scaglietti handling most of the sports racing models. From then until 1973 when the Bertone-designed 308GT4 was announced, the design efforts of other houses were rarely used. When they were, it was normally on a one-off basis for a specific car, perhaps at the behest of a particularly valued client. In 1958, Pinin Farina became Pininfarina and introduced a new 250GT Coupe, very similar in appearance to the Series II Cabriolet that followed in 1959 which made its debut at the Paris Auto Show that October. Series II cars were much more comfortable and refined than the Cabriolet Series I cars. Both Ferrari and Pininfarina wanted to clearly differentiate it from the sportier, competition-oriented 250 Spyder California launched in 1958 which looked more like the Cabriolet Series I.

This example has just been given a ground-up restoration and has never been shown previously. Painted Grigio Silver over red hides, it is a numbers-matching example with known history from new. Power is supplied by a 2953cc SOHC V-12 producing 240 horsepower mated to a 4-speed manual transmission. Just 202 were made throughout production run which continued through 1962.
Cabriolet
Coachwork: Scaglietti
Designer: Pininfarina
Chassis Num: 3633 GT
Engine Num: 3633
 
Sold for $1,705,000 at 2015 RM Auctions.
The Ferrari 250 series helped sent the stylistic and cultural tone for the company and was their crowning achievement of the 1950s and early 1960s. Personalization and owner's wishes continued to be paramount at Ferrari, allowing buyers to select everything from the color and leather choice to the mechanical specification.

In 1959, Ferrari introduced the 250 GT Cabriolet Series II wearing a Pinin Farina design that was crafted completely by hand. They had four exhausts at the rear, a hood scoop, wire wheels, and all the features that defined the finest Ferrari 'grand touring' cars.

This Ferrari is the 186th of 200 Cabriolet Series IIs produced and the only example originally finished in Rosso Cina (Chinese Red). It was equipped with a Nero Connolly leather and vinyl interior when it was delivered in late July 1962 to Luigi Chinetti Motors in New York. It was sold in August to its original owner, Frank O'Brien Jr. After three owners, the Ferrari moved to Illinois in the fall of 1975. In 1980, it was sold by Joe Marchetti's International Autos Ltd. to its current owner.

In 1979, the interior was re-upholstered in tan leather. It has received two repaints since new, with the most recent being in Nero in 2007. Within the last 1,000 miles, it has received a thorough mechanical service and inspection. It has never been restored and has never required major disassembly or work. It still retains all of its original components. It has its original rare factory removable hardtop, original tool kit, and the original leather folder for manuals. Since new, the car has driven just 41,000 documented miles.

By Daniel Vaughan | Jan 2015
SWB Berlinetta Speciale
Coachwork: Bertone
Chassis Num: 3269 GT
Engine Num: 3269
 
Sold for $16,500,000 at 2015 Gooding & Company.
There are more than a few Ferraris that belong on the list of the most beloved and extraordinary. However, one that needs to be found at or near the top would have to be chassis 3269 GT.

Carrozzeria Bertone needed to make a statement. Nuccio Bertone had been born and raised in the coachbuilding business when his father, Giovanni, established the carrozzeria in 1912. Nuccio had the talent, however, World War Two would take its toll.

Bertone would use some clever solutions and would manage to scrape along with the help of work through Alfa Romeo. However, it was Ferrari that he really wanted, but, Pinin Farina, Bertone's cross-town rival, seemed to have the fast-track in that relationship.

So Nuccio once again needed to take a risk and make a statement. His solution was simple: he would buy one of Ferrari's chassis and would design and build a body himself to fit atop it.

The chassis Bertone would purchase would be 3269 GT. This would be just the third body in which Bertone would ever design to adorn a Ferrari chassis. Aided by Giorgetto Giugiaro, Bertone would set to work designing the body for the Ferrari chassis. Giugiaro had already shown great talent designing the Aston Martin DB4 GT Jet and a special Maserati 5000GT. There was no doubt as to his potential for radical, remarkable sports cars, and this was exactly what Bertone needed.

Enzo Ferrari had come to learn and fully employ his success on the race track to sell road cars. Bertone and Giugiaro would use this same approach drawing inspiration from the Ferrari 'sharknose' Formula One car and the 330 TRI LM, the Bertone pairing would design a radical body employing a sharknose design of its own. This nose design would then be balanced with lines that were sweeping and very aerodynamically-minded. The result would be a design that many consider one of the most beautiful Ferraris ever made.

Bertone wouldn't stop with the outside of the car either. To complete his statement, Nuccio would pull out all the stops on the car's interior offering such elements not able to be found on other 250 GTs with the short wheelbase.

From the moment it was conceived, to when it was actually produced, the Bertone Berlinetta Speciale would be a mixture of museum piece and mechanical work of art. Fittingly, the car would be seen on display all over the world from car shows to publications. It would quickly become the priceless piece of automotive art that Bertone wanted and desired to attract Ferrari's attention.

Bertone wouldn't stop with the exterior look of the car. The interior would be just as magnificent with leather seats, electric windows, and a metal dashboard replete with Veglia gauges and switches. Nearly everything found on the interior of the car was absolutely unique to this particular car.

As a result of this no-holds-barred approach, the Bertone-bodied Ferrari would be featured at salons and car shows all throughout Europe. Its first appearance would come at the Geneva Auto Show in 1962. The proud Bertone certainly had to find himself, and his car, at the center of attention throughout the event.

Bertone would continue to display the car at event after event. Not long after its debut in Geneva, the car would arrive in Torino as part of an exhibition held at the Biscaretti Museum. The car would be hailed at that event, as it would throughout the whole of its life.

After some minor revisions, the car would again be at the center of the Torino Auto Show in November of 1962. In spite of all the hard work and what many would consider an epic concept to sit atop a Ferrari chassis, Bertone would not attract the attention of the man whom he was courting.

Kind words from Enzo would disseminate from his pen but it would not be enough. A year after having built the car, Bertone would sell the Ferrari to an automotive parts supplier based in Milan. Not long after that the car would end up in the hands of Gerda Anna Speckenheuer. Then, in 1966, the car would be sold again.

Peter Civati was a well-known Ferrari enthusiast and he could not go without the Bertone-bodied car. Over the next few years, the car would change hands a couple of times and would even end up in a film starring James Garner. At the time of its cameo in the film, the car still bore the silver finish Bertone had it completed with before the Torino Auto Show back in 1962.

Bill Karp, a drummer living in the Hollywood, California area, would purchase the car in 1967 and would retain the use of the car for more than a dozen years. Using the car to haul his drums to and from gigs, the Ferrari was the ultimate statement and would end up collecting nearly 100,000 miles during Karp's period of ownership.

In 1980, Karp would sell the Ferrari. At that time, it would come into the hands of collector Lorenzo Zambrano of Monterey, Mexico. Zambrano would hire Steve Tillack and Bob Smith of Coachworks to restore the Ferrari. As a result of the provenance of the car, and the quality of the restoration efforts, the Ferrari has earned more than a couple of Best of Show honors. Then, in 2007, the car would receive what was perhaps its ultimate vindication earning its Ferrari Classiche certification. Bertone had courted Enzo Ferrari with the special one-off creation. Now, it was undeniably linked to Ferrari.

Not surprisingly, the Ferrari remained, for a period of about 27 years, as the ultimate expression of Zambrano's vast collection of automobiles. And, there are many, many good reasons for this.

Since its inception in 1962, the Bertone Ferrari has been exhibited in more than a dozen auto shows and concours events. What's more, the car has made a cameo appearance in a film and has been featured in at least nine articles for major publications. This famous history alone would make any collectible car simply irrestable. But this one...this car is something else entirely. The object of desire for nearly every collector on the planet, this car has not changed hands at all in the last thirty years. In fact, its current owner purchased the car from Zambrano in 1980 and has retained it every year, until now.

Everything square-inch of the Bertone Ferrari declares, and quite demonstratively, exclusivity and the absolute utmost of design and appointment. What might have been? Bertone had gone to such great lengths to demonstrate his ardent desire to clothe Ferraris. And, while there were a few, this car is the pinnacle of that pondering question.

Considering it was never a Ferrari-sanctioned design. Considering the risks, the depths, to which Bertone went to prove his carrozzeria to the 'old man', this car has to be considered within a class all its own, even within the remarkable history of the prancing horse.

After thirty-five years with its current owner, the ultra-rare and ultra-exclusive Bertone Ferrari become available again. Offered as part of the 2015 Gooding & Company Pebble Beach auction, the Ferrari would serve as the highlight of the whole event and a great stir surrounded just what price the car would fetch. After some enthralling and spirited dealing, the car would sell for the remarkable price of $16,500,000.

By Jeremy McMullen
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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246
250 GT
250 Monza
250 Testarossa
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342 America
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California
Dino
Enzo
F12berlinetta
F12tdf
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LaFerrari
Mondial
Mondial 500
Testarossa
Type 340

Image Left 1961 250 GT
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