1962 Ferrari 250 GT SWB

The word Berlinetta translates to 'small sedan', a fitting description for the 250 GT SWB (short wheelbase) , referencing its 2,400 mm chassis compared to the prior 2,600 mm long wheelbase platform. The smaller footprint for the dual-purpose automobile was to improve cornering, handling, and performance. Shortening the wheelbase was not all too difficult, however, retaining adequate and appropriate interior accommodations and luggage space for the gran turismo was a taller order.

Construction of the chassis followed the familiar practice of twin large oval section longitudinal members, with substantial cross-bracing and a rectangular section front cross member. The suspension included a rigid rear end with semi-elliptic leaf springs and radius arms to locate the axle, while the front was independent with coil springs and wishbones. Hydraulic shock absorbers were placed at all four corners. The 'SWB', for short wheelbase, was the first Ferrari production road car to be fitted with disc brakes as standard equipment, and unlike the preceding 'LWB' (long wheelbase) 250 GT Berlinetta series, which were all left-hand drive, it was available in both left and right-hand drive configurations.

The Colombo-designed 60-degree V12 engine had been revised into a powerful unit after six years of development. The cylinder heads received conventional coil valve springs, 12-port induction, more studs for better sealing and re-sited plugs for ease of access and better combustion. The 2,953cc had a 73mm bore and 58.8mm stroke, and factory type preferences 168B, 168, and 168 Comp/61, all with wet-sump lubrication. There was a bank of three twin-choke Weber 38 DCN or 40 DCL/6 carburetors, and Solex C40 PAAI carburetors were also homologated, with a twin coil and rear of engine mounted distributors' ignition system, to produce a claimed 220bhp to 280bhp, dependent upon specification. The special 1961 competition engines received Weber 46 DCF/3 carburetors with bigger valves, special exhaust manifolds, and other modifications. The engines were backed by a four-speed (plus reverse) all-synchromesh gearbox, driven through a propeller shaft to the rigid rear axle, for which a range of ratios was available. The competition cars received ribbed alloy castings while the road cars typically had plain-faced cast iron castings with a ribbed base.

The competition versions were bodied in aluminum and given lightweight interior trim and a higher state of tune for the engine. The 'Lusso' (luxury) road trim was fitted with a steel body with aluminum opening panels. A great deal of overlap between the two basic specifications, depending on the client's wishes, and it is not uncommon for road cars to wear aluminum bodies, and/or higher state of engine tune.

The first 250 GT Berlinettas appeared in 1956 wearing a body designed by Pinin Farina and built by Scaglietti. In September, Marquis de Portago's car legendarily won the Tour de France Auto rally, and over the next few years, the model went on to win the French rally four times in as many years, earning it the moniker 250 GT Tour de France (TdF). The new shortened production chassis was introduced for the 1960 model year and was presaged by a final series of 250 GT TdF Berlinettas campaigned during the 1959 season with rounded snub-nosed coachwork and devoid of fins. Known as interim Berlinettas, they were the last of the long-wheelbase 250 GT Tour de France examples.

Shortly after the interim cars had brought Ferrari its fourth Tour de France victory, a short-wheelbase 250 GT Berlinetta was introduced at the Paris Salon in October 1959. The Pinin Farina coachwork eliminated the interim body's rear quarter-panel window and snugly fit over the new 2,400mm wheelbase. Seven cars, known today as 'Interim Berlinttas' were built on the 2,600 mm long-wheelbase chassis before construction was shifted to the 2,400 mm short-wheelbase chassis.

The car was the work of a small group of individuals at Maranello and included three young engineers, Giotto Bizzarini, Carlo Chiti, and Mauro Forghieri. The production lifespan lasted from 1960 to 1962 with few overall design changes, including the addition of front and rear wing vents, the location of the fuel filler, the shape of the door window glass, size and shape of the radiator grille, and various other smaller details.

The competition versions of the 250 GT 'SWB' Berlinettas earned three consecutive wins in the Tour de France Auto between 1960-1962, winning the Tourist Trophy at Goodwood in 1960 and 1961, winning the GT category at Le Mans in 1960 and 1961, and in the Nurburgring 1000km in 1961 and 1962. It was a frequent winner of the GT class and an overall contender at many races during this time period. The 250 GT SWB Berlinetta also took victories at Spa, Monza, and Riverside and won the International GT Championship.

The SWB was built in modest quantities through early 1962, totaling 165 examples, 91 of which were finished in the steel-bodied Lusso street-car configuration. 74 were given alloy coachwork and intended for competition use. 1962 brought about the 250 GTO and a newfound emphasis on rear-engine prototypes. Thus, the 250 GT SWB became the final production iteration of the 250-based privateer Berlinetta

by Daniel Vaughan | Apr 2020