1954 Ferrari 250 Europa

In October of 1953, Ferrari introduced the first series-built cars to carry the '250' designation at the Paris Auto Show. The first series of 21 cars was designated the 250 Europa and this car is the last of that series. It is also the last to leave the factory with Pinin Farina coachwork. In 1954, Ferrari changed the designation to the 250 Europa GT, and produced approximately 40 cars on a shortened chassis. Except for new paint applied years ago, this car is unrestored. The engine is the familiar Lampredi-designed sohc V12 and carries three Weber 36DCZ carburetors, dual fuel pumps, and has an 8 to 1 compression ratio. Power was claimed by the factory to be 200 hp at 6,300 rpm. The car has a live rear axle, Houdallic dampers and drum brakes.

The 250 GT was Ferrari's first real production model. Where most of the series that had been produced in years prior were in the range of 10-20 vehicles, the 250 GT's saw production figures in the 2500 range. 104 of these were California Spiders, 350 were Lussos, and 36 were Europas.

Most of the early 250 GT's sat atop of a 102.3 inch wheelbase. The California, GTB, and GTO were given a 94.5 inch wheelbase.

Keeping with tradition, Enzo Ferrari only chose Italian coachbuilders to build and design the bodies of his vehicles. Pinin Farina and Vignale were the primary builders with Farina being the more popular.

The front suspension was independent with double wishbones and coil springs. The rear suspension was a live axle.

The 250 GT used a coil spring suspension which greatly improved the ride. A 'Colombo' 'vee' type 12 cylinder, 60-degree, single-overhead-cam, engine produced between 220-300 horse power. The decision to replace the 'Lampredi' engine was becuase the 'Colombo' engine was lighter and shorter. The 'Lampredi' 60-degree, single-overhead-cam, 'vee' type 12-cylinder engine was used in the 250 Europa.

Three Weber 36 DCZ3 carburetors were used. A 5-speed gearbox was used rather than the traditional four-speed. Drum breaks were used until 1959 when they were replaced with Disc brakes.

By Daniel Vaughan | Mar 2006

Vehicle Profiles

Designer: Pininfarina

Chassis Num: 0341EU

Production of the 250 Europe lasted for only one year from its display at the 1953 Paris Motor Show to the announcement of the 250 Europa GT at the 1954 show. The 250 Europa was fitted with a three liter V-12 Lampredi designed engine, in the longer p....[continue reading]

Designer: Pininfarina

Chassis Num: 0343EU

The 250 GT Europa was introduced alongside the 375 America at the 1953 Paris Auto Salon. This was the first road-going Ferrari identified by the 250 series nomenclature. This was also Ferrari's first true Gran Turismo. It was the only Ferrari 250 ....[continue reading]

Lightweight Berlinetta

Chassis Num: 0383 GT

This vehicle, chassis number 0383 GT, is one of four lightweight Berlinettas, two of which have been totally destroyed. Built on a 250 GT Europa chassis, this one has been noted in several well-known Ferrari books as the predecessor-prototype to the ....[continue reading]

Designer: Pininfarina

Chassis Num: 0359GT

This Ferrari, chassis number 0359GT, was the second of 44 series two 250 Europa GT created. Vignale was tasked with creating the elegant coachwork. It was given a wrap-around Corvette windscreen, 'fins' on the side and hood, and rode on wire wheels. ....[continue reading]

Designer: Pininfarina

Chassis Num: 0377 GT
Engine Num: 0377 GT

The Ferrari 250 Europa made its public debut in January of 1953. It was the first road car of the 250 series and is unique amongst other members of its family for being the only one to carry the Aurelio Lampredi-designed V-12. The engine had been use....[continue reading]

Chassis #: 0341EU 
Chassis #: 0343EU 
Lightweight Berlinetta
Chassis #: 0383 GT 
Chassis #: 0359GT 
Chassis #: 0377 GT 


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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