1959 Ferrari 250 GT

Ferrari launched the 3-liter V12-engined 250 GT series in 1954, marking the end of road car production for Ferrari being just a sideline and was now a vitally important part of the company's future stability. Between 1949 and 1954 no more than 200 touring Ferraris had been manufactured, with thirty-five of these built in 1954. In parallel, during the same period, about 250 competition and sports Ferraris had been completed, with approximately 55 of those built at the Maranello factory in 1954.

The 250 Series were more practical and refined than previous road-going Ferrari vehicles, yet continued to personify the sporting heritage of their predecessors.

By 1964, at the end of the 250 GTs' career, annual production for Ferrari was around the 670 mark, thanks to the popularity, elegance, and performance of the 250 GT. The 250 Series was Ferrari's first volume-production model, beginning with the 250 Europa built from 1953 to 1954 (with fewer than 20 examples built). The 250 Europa's introduction marked a significant change in Ferrari's preferred coachbuilder, with Pinin Farina (later Pininfarina) displacing Vignale as the more popular designer with Maranello's customers.

'True' series production began with the arrival of Pinin Farina's Coupe on the 250GT chassis, 350 of which were built between 1958 and 1960 within the sequence '0841' to '2081'. Although production vehicles, the cars could still be ordered with subtle variations to accommodate customers' requests, and a number of show cars and 'specials' were also built on the 250GT chassis.

During the production lifespan of the 250 GT, a number of development changes occurred, including the original Colombo-designed Tipo 128C 3.0-litre engine being superseded by the twin-distributor 128D, which in turn was supplanted in 1960 by the outside-plug 128F engine which did away with its predecessor's siamesed inlets in favor of six separate ports. This versatile engine - developed from the 1.5-liter unit that powered Ferrari's first-ever sports car (the Tipo 125C) - quickly established a reputation for its performance both on the road and the track.

With triple Weber carburetors installed, the engine offered 240 horsepower, allowing for a top speed of 150 mph, making the 250 GT one of the fastest GT cars on the road at the time. Four-wheel disc brakes became an option in 1959 and a four-speed-plus-overdrive gearbox followed a year later.

Pinin Farina Coupe

The 250 Pinin Farina Coupe made its debut in Milan in 1958. It was a grand touring car with a distinctive style that would mark the face of Ferrari for many years to come. Production would continue until 1960 with Pinin Farina's Grugliasco, Italy plant creating 353 examples of the new series production car. Each example was hand-built and typically pre-sold to well-discerning motor enthusiasts.

The Ferrari 250 GT Coupe was notable for its lengthy hood and cabriolet-with-hardtop side profile. Their short roofs were devoid of rear quarter windows but had a distinctly roadster-like feel on the inside. But these were Grand Tourers and Ferrari included luxurious leather trim, sound-deadening material, and thick carpeting, plus a sophisticated climate control system.

With the 240 horsepower version of the Colombo V12, the engines were essential a detuned version of the race-winning V12 engine found in the company's competition cars. Zero-to-sixty was accomplished in less than seven seconds with top speed being achieved at 141 mph.

Pinin Farina Cabriolet

Between 1956 and 1959, there were forty examples of the Ferrari 250 GT cabriolet built wearing coachwork by Pinin Farina. All of the Series 1 Cabriolets were assembled by Pinin Farina in its custom shop. Each of these cars shared the same basic chassis and styling, but with a unique combination of mechanical specification, exterior detail, overall character, and interior appointments.

Ferrari introduced the Pinin Farina-bodied cabriolet in March of 1957 at the Geneva Motor Show, the Maranello company's first series-produced open-top model. It wore elegant rear haunches, covered headlamps, and a long centrally ventilated bonnet. The first four examples were essentially prototypes that visibly varied, sometimes referred to as the Pinin Farina Spiders, the next thirty-six cars were far more uniform in design.

Both the Series 1 Cabriolet and the Scaglietti-bodied 250 GT LWB California Spider shared a similar design and chassis. The Cabriolet was, however, the most expensive 250 model by a wide margin, and one of the most expensive automobiles of the era that money could buy. Factory literature indicates a list price of $14,950 for a new Cabriolet, $3,000 more than the California Spider and $2,500 more than the 'Tour de France' Berlinetta.

Late-model examples of the Cabriolet wore a full-width bumper, and its flanks were unadorned with vents. Only four examples had the open headlamp treatment, and just two had the tall vertical taillights that were later incorporated into Pinin Farina's 250 GT Coupe and Series II Cabriolet. As few as three and as many as 10 examples were factory equipped with a Lucas starter, generator, voltage regulator, coils, plug wires, and twin rear-mounted distributors. Only one example was equipped with a Lucas parallel wiper system, in lieu of the standard 'clap-hands' system. Some examples had a standard actuating louver system while a few came equipped with a roll-up blind. Later examples of the 250 GT had a more resolved system to raise and lower the radiator blind, including having holes dripped in the pivot pin, thus allowing the cable to pass through and pull up the blind.

Forty examples of the Series I Pinin Farina Cabriolet were built before the model gave way to a mid-1959 redesign that was intended to further differentiate the Cabriolet from the California Spider. Prior to the end of the first-series Cabriolets, the late-production examples received a stronger and much stiffer chassis that simultaneously came into use with the rare competition 250 TdFs. These new chassis were also utilized on the 250 GT LWB California Spiders. Ferrari's V-12 road car chassis was now dubbed the Tipo 508D, succeeding the 508B and 508C.

by Dan Vaughan

Cabriolet
Chassis number: 1865 GT

Racing has always been a means to advertise a product, but by the mid-to-late 1950s, Ferrari's racing costs had increased, and needed to sell more road-going models to help pay for its extensive racing program.

The 250 GT Cabriolet was introduced at the Geneva International Auto Salon in 1957. It was a semi-luxury touring car that had better soundproofing that the California Spyder and a chassis and drive-train similar to Ferrari's racing cars. The Cabriolet was based upon the 250 GT Coupe and given its body was produced by Pinin Farina.

The new 250 GT Series II Cabriolet, introduced a year after the 250 GT Coupe, made its debut at the 1959 Paris Salon. Both the coupe and the cabriolet shared nearly identical overall dimensions and both had significant mechanical improvements over the California Spyder.

The 3.0-liter Colombo-derived V-12 engine, designated Tipo 128 F, produced 250 brake horsepower. It had outside-plug cylinder heads and twin distributors. Disc brakes could be found at all four corners, as could the 16-inch Borrani wire wheels. Zero-to-sixty took only seven seconds while top speed was achieved in the neighborhood of 140 miles per hour.

This car, chassis number 1865 GT, is the 29th example of 201 Series II cabriolets originally produced between 1959 and 1962. It was sent to Ferrari Representatives of California, who sold it to its first owner of record, Mr. David Garroway of New York. It changed ownership over the years and was restored in the early 1990s. It is painted in a maroon exterior finish and has a black convertible top and a set of period-correct Borrani knock-off wire wheels.

In 2009, this 250 GT Series II Cabriolet was offered for sale at the Automobiles of Arizona auction presented by RM Auctions. It was estimated to sell for $450,000 - $500,000. The lot was sold for the sum of $375,000 including the buyer's premium.

A few months later, this Series II Cabriolet was offered for sale at the Sports & Classics of Monterey auction presented by RM Auctions. The car was estimated to sell for $350,000 - $450,000. As the gavel fell for the third and final time, the lot had been sold for the sum of $385,000, including the buyer's premium.

by Dan Vaughan

Coupe
Chassis number: 1427GT
Engine number: 1427GT

Ferrari 250 GT Pinin Farina Coupe with chassis number 1427GT left the factory finished in red but now has yellow with a blue central stripe and blue sides. The colors are those of the Swedish racing team. It is believed that this car had been raced on frozen lakes by a former Swedish owner in the early 1960s.

The car had been sent to Pinin Farina's new factory in Grugliasco in late 1957. By August of 1958, Pinin Farina had completed the car, marking the 180th of a total of 353 units built. It was finished in Grigio Scuro (Dark grey - MM 13420) with Naturale (Tan) upholstery and sold new in Bologna before making its way to Sweden a few years later. By the late 1960s, it had been imported to the United States.

In the mid-1980s, the car's then Massachusetts-based, owner acquired it from storage in New England. A restoration was completed in the late 1980s. Since then, it has been the winner of numerous regional Ferrari show awards and has participated in track events.

The car has a twelve-cylinder engine with three Weber two-barrel carbs, overhead camshafts and roller rockers, producing 240 horsepower and a 4-speed transmission.

The engine is known as an inside plug engine, with the spark plugs located under the intake manifold runners.

by Dan Vaughan

Series 1 Cabriolet

This car is one of 40 Series I Cabriolets built starting in 1957. They were fitted with the popular 3.0 liter V-12 engine that produced 240 horsepower. It was claimed to have a top speed of 135 mph. The first example was shown at the 1957 Geneva Auto Show. The car is one of four that were built with the open headlight and full bumper configuration. It has styling similarities with the famous Tour de France Berlinetta, which it was styled after.

This custom-built Ferrari 250 Series I cost $3,000 more than the 250 GT Spyder California and was aimed at the top end of the grand touring market. Featuring the lightweight Tipo 125 V12 3.0-liter engine, the Series 1 tops out at 135 mph. This example is one of four Series 1 Cabriolets sporting open headlights echoing the Tour de France Berlinetta.

This car was built in December of 1958 and sent to the United States dealer Chinetti Motors in New York in the spring of 1959. The first owner lived in Miami and showed the car at the South Florida Auto Show in Miami.

The car changed hands and spent time in Jacksonville, Florida, then on to the mid-west. It returned to Florida where it stayed for 35 years.

The current owner purchased the car in 2005. It has just undergone a two-year restoration putting it back to its original white body color. The Amelia Island Concourse was the first showing since its restoration.

Coupe
Chassis number: 1447 GT
Engine number: 1447 GT

This 250 GT Pininfarina Coupe shows the typical style of the late fifties, which also has been found on the Maserati 3500 GT and Lancia Flaminia 2.8 3C. The body line shows pure elegance. The interior is dominated by the painted dashboard, and chromed gauges with the Nardi steering wheel. The engine compartment hides the treasure of the early inside plug 250 GT engine, which sounds smooth and strong. The 250GT Pininfarina Coupe is one of the last forgotten great masterpieces out of the works in Maranello and Modena.

This Ferrari is one of 202 examples of the first series of 250 GT coupes built by Pinin Farina. The car was equipped with drum brakes and an inside-plug Tipo 128 D engine fitted with Weber 36 DCL carburetors. It entered the coachbuilder's workshop in May of 1959 and finished in Grigio Argento and trimmed with an interior of black leather and vinyl.

The car was sold to Otto Zipper Motors, a Ferrari representative in Los Angeles. It remained in Southern California for four decades while in the ownership of several Ferrari collectors. In 1972, it was acquired by Michael Sheehan of Costa Mesa. His neighbor, Robert Merrill, owned the car for nearly two decades. In 1992 it was acquired by Charles Betz and Fred Peters of Orange, California. In their care, in the mid-1990s, the coupe was restored and refinished in its current shade of putty gray.

A Maine-based enthusiast purchased the car in the early 2000s, followed by Kevin Cogan of Louisville, Kentucky in 2007. Mr. Cogan exhibited the car at three consecutive Palm Beach Cavallino Classic starting in 2008 (where it was awarded a Silver Award). It won a Gold Award at the FCA meet held at the 2008 Concorso Italiano, and was presented at both the 2010 Amelia Island Concours d'Elegance and the 2010 Keeneland Concours in Lexington, Kentucky.

It was then owned by a Texas-based collector before coming into the care of its current caretaker.

Coupe
Chassis number: 1301 GT
Engine number: 1301 GT

This Ferrari 250GT was sent to the Pinin Farina factory on February 12th of 1959. It would leave finished in Rosso Bordeaux with a Grigio Conchiglia roof over a black interior. It is one of just a few given a hood scoop, a distinctive feature that gives the coupe a subtle flair to the elegant yet conservative design.

The car was sent to the French Ferrari importer, Franco-Britannic Autos Ltd. in Paris and returned to the factory shortly after to be fitted with Dunlop disc brakes.

During the early 1960s, Ferrari built chassis number 0853GT for Prince Bertil of Sweden. The Coupe was a Speciale built by Pinin Farina and was delivered to France for Prince Bertil's use while vacationing at his Saint-Maxime de la Mer home, along the French Riviera. From that point in history, the Speciale and Chassis number 1301GT were stored with Charles Pozzi in Paris, the successor to Franco-Britannic. 1301GT was serviced and maintained by M. Pozzi. When 1301GT had a mechanical issue, Pozzi switched the motor with the one housed in the Coupe Speciale.

Gilbert Barnoin of Nice purchased 1301GT in 1972 and would retain the car until the summer of 1989 when it was sold to Luis Jose Flores Esteves. When Sig. Esteves returned to Portugal, he sold the car.

The current owner acquired the car several years ago, along with chassis number 0853. While in his care, both engines were returned to their original resting place. Currently, 1301GT remains in its original condition, having its same paint, upholstery, and major drivetrain components.

In 2010, this car was offered for sale at the Gooding & Company auction in Pebble Beach where it was estimated to sell for $175,000 - $225,000. As bidding came to a close, the car had been sold for the sum of $187,000 including buyer's premium.

by Dan Vaughan

Series 1 Cabriolet

In 1957 the 250-range of Ferraris was graced with a number of cabriolets designed by Pinin Farina. The Turin firm managed to imbue an ingenious sense of style that was at the same time assertive yet elegant. The car quickly became one of the most sought-after by the elite of the 1950s and remains so among today's most astute collectors of the Prancing Horse. It appeared for the first time at the 1957 Geneva Motor Show with the production of customer cars commencing during the second half of that year. Production continued through the summer of 1959 when an upgraded Series II model was introduced.

This car was delivered new by the Ferrari factory to Georges Filipinetti in Geneva, Switzerland in March 1959. It was on the Ferrari stand at the Geneva Motor Show just prior to delivery. It functioned as Mr. Filipinetti's personal transportation while also participating as Car #25 in the Rallye de Geneve organized by the Ecurie la Meute, a racing club founded in 1950 and still in existence today. Filipinetti was exported to the United States in the late-1960's and has remained here ever since. It is powered by a 2953cc SOHC Columbo V-12 producing 240 horsepower. A total of 40 Series One cars were produced including 4 prototypes and 36 production cars. Remarkably, 39 of the 40 survive today, including this car which is the 35th of the Series One cars produced. Painted Giallo Fly (Fly Yellow) it was restored in 1990-91.

Coupe
Chassis number: 2501463GT

This Ferrari is a Series 1 example with an inside-plug engine and drum brakes. The car was completed in August of 1959 and was delivered new to the German importer Auto Becker in Dusseldorf. Pinin Farina's records indicate the car was delivered to Luigi Chinetti Motors in Greenwich, Connecticut the same year. Between 1974 and 1975, the car was owned by Brian A. Johnston of North Vancouver, British Columbia. The current owner acquired the car out of Canada in the 1980s and brought it with him to England before conducting a full nut-and-bolt restoration and refinishing the car in red with a tan interior. After the work was completed, the car was shown at the Concours at Brocket Hall in England, where it won its class. In the mid-1990s the car was brought to the United States

Series 1 Cabriolet
Chassis number: 1475 GT
Engine number: 1475 GT

There were 40 examples of the Ferrari Pinin Farina Cabriolets Series 1 Cabriolets produced between 1956 and 1959. The term 'series' is somewhat misleading since each of these cars is unique in its combination of mechanical specifications, exterior details, and interior appointments. The 40 examples share the same basic 250 GT chassis and styling. All of the Series 1 Cabriolets were clothed by Pinin Farina.

This car, chassis number 1475 GT and body number 19473, is the last example constructed. As with nearly all late-production Cabriolets, 1475 GT was given full-width bumpers. It is one of only four examples built with the open headlamp treatment, and one of only two that has the tall vertical taillights that were later incorporated into Pinin Farina's 250 GT Coupe and Series II Cabriolet. Upon completion, the car was finished in the color scheme of Giallo Solare (Sun Yellow) with brown Connolly leather upholstery.

1475 GT is one of a few Pinin Farina Cabriolets (three known and possibly as many as 10) that were factory equipped with a Lucas starter, voltage regulation, coils, plug wires, twin rear-mounted distributors, and generator. 1475 GT is the only Series I Cabriolet that was constructed with a Lucas parallel wiper system, in lieu of the standard 'clap-hands' system.

The car has an improved six-blade cooling fan, and its radiator was equipped with a roll-up blind instead of the standard actuating louver system. The later 250 GTs had a more resolved system to raise and lower the radiator blind. With this car, however, the actuator for the louvers was modified by drilling a hole in the pivot pin, thus allowing the cable to pass through and pull up the blind.

The car was completed on August 27th of 1959 and sold to Eric Don Pam, an American citizen living in Monaco, who took delivery at the Ferrari factory and had the car registered on Italian tourist license plates 'EE 30001.'

By January 1963, the car had been registered on American license plates and was recorded as having 36,000 km. In the mid-1960s, the car was exported to the United States and spent approximately 10 years in Florida. By 1974, the GT was owned by the proprietor of Simpson Automobili Sidney J. Simpson, a Ferrari specialist in Houston, Texas. Two years later, Mr. Simpson offered the Cabriolet for sale in Ferrari Market Letter. Mr. Hilary A. Raab Jr. spotted the car in the ab and soon became its next caretaker. In 1989, Mr. Raab took the car on the inaugural Colorado Grand. After the event, the engine was rebuilt and it has since covered approximately 8,000 miles including two other Colorado Grands and two Copperstate 1000 rallies.

The car is currently finished in the color combination of Amaranto Bull Lea, a rich metallic dark red, with Crema Connolly leather upholstery. The car has never been fully restored from the ground up. It currently retains its factory-applied undercoating, hood pad, and original rubber matting under the spare tire.

by Dan Vaughan

Coupe
Chassis number: 1471GT
Engine number: 1471GT

Pinin Farina's elegant Coupe on the 250GT chassis signaled true series production, with 350 examples built between 1958 and 1960 within the sequence '0841' to '2081'. The cars could still be ordered with subtle variations according to customer choice, as well as a handful of show cars and 'specials' to be constructed on the 250GT chassis. The original Colombo-designed Tipo 128C 3.0-liter engine was superseded by the twin-distributor 128D, which in turn was supplanted in 1960 by the outside-plug 128F engine which did away with its predecessor's siamesed inlets in favor of six separate ports. The Tipo 125C engine proved to be capable on both the road and the track. In triple Weber carburetor form, it was capable of producing 240 horsepower, which gave the 250GT a top speed of 150 mph, making it one of the fastest GT cars available. Four-wheel disc brakes became optional in 1959 and a four-speed-plus-overdrive gearbox the following year.

This car, chassis number 1471GT, is a 250GT Series 1 Coupe. It started life in May of 1959, when its bare chassis was sent to the Torino factory of Carrozzeria Pinin Farina, and clothed in Coupe coachwork. The seventh to last of the first series 128D chassis, 1471GT was factory equipped with four-wheel disc brakes and the offset-lever four-speed overdrive transmission. It was finished in a two-tone livery of Grigio Argento on the top, and a Bianco lower half. Inside was a contrasting red. The car was completed in October of 1959, and soon thereafter delivered to the official Ferrari importer and agency of Sweden, Tore Bjurstrom. Soon after taking delivery, Mr. Bjurstrom had the car transported to Germany for display at the 1959 International German Auto Show - IAA in Frankfurt. After the show, the car returned to Sweden, where HRH Prince Bertil, the Ferrari's first owner, took delivery in late 1959. The Duke of Halland, Prince Bertil Gustaf Oskar Carl Eugén was 47 years old when he took delivery of his new Pinin Farina Coupe.

In 1961, 1471GT was sold to Langdon 'Bill' Proctor of Switzerland. 1471GT was registered on Swiss canton Vaud license plate VD 106426 and used often as daily transport by Procter. In November 1964, the Ferrari returned to Maranello, where it was serviced and maintained at Ferrari's factory Assistenza Clienti service center. At that point in history, the car had 53,190 kilometers on its odometer. A short time later, Proctor had the car painted silver, the current paint scheme it wears today.

In 1966, 1471GT had nearly accumulated 70,000 kilometers on its odometer. It was treated to an engine rebuild at Garaga Pesa SA in Lausanne, Switzerland. Near the close of the 1960s, Proctor sold 1471GT to Mr. John Lindsay, an American living in Switzerland. It was soon gifted to his father, Hamlin Lindsay. By 1970, the car left on M/V Atlantic Crown to New York, USA. Hamlin Lindsay kept the Ferrari until his death in the mid-1970s, at which time it reverted to Jon Lindsay's ownership. It remained in his care until 1983 when it was purchased by a Bay Area engineer, Marc Wilcoxen. Wilcoxen retained the car for 15 years, before selling it in July 1999 to William Tipton, another California resident. 1471GT remained in Mr. Tipton's ownership for another decade and a half.

by Dan Vaughan

Coupe
Chassis number: 1175GT

This Ferrari participated in motorsports events which resulted in a blown engine and was replaced by a small block Corvette engine, Offy intake with 3 two-barrel carbs, Ford 9-inch rear end, and Turbo 400 transmission. It has never been restored. It has been re-painted and re-upholstered.

Series 1 Cabriolet
Chassis number: 1181GT

This Ferrari 250 GT Cabriolet Series 1 was exhibited at the 1959 New York Auto Show and was the last Series 1 Cabriolet to feature covered headlamps. It was built with the stronger 508D chassis and equipped with the latest version of Gioacchino Colombo's short-block engine, which was prized for the twin rear-mounted Marelli distributors that gave the car the same road manners as the later 250 GT Spyder California. This Cabriolet is the 36th of the 40 250 GT Cabriolets built. The car was previously owned by some famous Ferrari drivers, including Bob Grossman, and was also owned by Pebble Beach Chief Honorary Judge Glenn Mounger. It has recently been restored and painted in this dark blue with a tan leather interior by its previous owner, British Ferrari collector Chris Evans.

Coupe
Chassis number: 1433 GT
Engine number: 1433 GT

This Ferrari 250 GT Coupe wears coachwork by Pinin Farina and was given numerous bespoke details, including chromed door sills and a 410 Superamerica-style air intake on the hood. The car left the factory finished in Grigio Azzurro (Max Meyer 13471), with a Rosso vinyl and leather (VM 3171) interior. It was sold new directly by the factory on July 24th of 1959, to Agostino Mereghetti of Milan, for whom it was registered on local plates as 'MI 440357.' On January 21st of 1961, Mereghetti sold it to its second owner, Franco Carrodi. The car remained with Mr. Carrodi for the remainder of his life, after which it was received by his heirs in 1986.

In 1987 the car was sold to its fourth owner, Pietro Mariani, also of Milan. Subsequently refinished in a rich Blu with Argento roof, with Naturale leather interior, it was acquired in 2002 by Christian Geistdörfer. Mr. Geistdörfer used the Ferrari in several rallies throughout Germany and Austriaduring the next decade.

The car then entered the Lee Minshull collection before joining the stable of its present owner.

Currently, the car shows 13,330 km on its odometer. It retains its original and numbers-matching engine.

by Dan Vaughan

Coupe
Chassis number: 1245 GT
Engine number: 1245 GT

Ferrari introduced the 250 GT Coupe at the 1958 Paris Motor Show. Its Pinin Farina coachwork replaced the Boano- and Ellena-built cars. In total, 355 examples were built during its production lifespan. Power was courtesy of a 3.0-liter Colombo V-12 engine offering 240 horsepower giving it a top speed of nearly 150 mph.

This particular example is the 120th of the 355 250 Gt Coupes built. It was originally finished in Blu Genziana (Max Meyer 16229) over a vinyl and leather interior in Nero (8500) when completed in early 1959. The car was sent to Luigi Chinetti Motors of New York that spring and its early history is not fully known. In the 1970s, it was discovered with Bill McIntyre of Delaware, Pennsylvania. In 1988, the car was sold to Carl Cantera of Earleville, Maryland. A four-year restoration followed, and upon completion, it was finished in its current two-tone Verde livery with a complementary interior.

After the restoration, the car was judged Best of Show at the Garden State Fall Festival and Concours d'Elegance in 1992 and placed 2nd in Class, and won the Forza Ferrari Award at the Ferrari Club of America National Meeting and Concours at Grand Rapids that same year. A year later it won 1st in Class at the same event and received the Luigi Chinetti Award for Outstanding GT Ferrari. The coupe also won its class at both Pebble Beach and Concorso Italiano on the same weekend in 1993. The car has also won Best of Show at Concorso.

The car came into the care of its current owner in 1994. Currently, the odometer shows 791 miles.

by Dan Vaughan

Cabriolet
Chassis number: 1723GT

Truly among the most iconic and desirable Ferraris ever built, the 250 epitomizes the true spirit of Ferrari ownership. When the Ferrari 250GT Cabriolet was introduced in 1959, it fit into the Ferrari model range as an elegant and subtle cabriolet for the motorist who was looking for a refined top-down driving experience rather than the fastest possible lap times. It was designed by Pinin Farina, and its lines were instantly classic, sophisticated, and stylish, tantalizing onlookers with a hint at the performance of the wonderful Colombo V12 that was hiding under the bonnet. This 1959 Ferrari 250 PF Cabriolet Series II, chassis number 1723GT, was the 6th Series II Cab produced by the Ferrari factory. All numbers are matching and it was originally produced in the color and trim it wears today with the rare matching hardtop. The current owner has had the vehicle for over 20 years and it underwent a 3-year restoration.

This example has undergone a complete multi-year restoration that has earned Classiche Certification from the Ferrari factory. It is a national award winner and a past Pebble Beach Concours d'Elegance feature car. It was delivered new in black with a tan interior and a very rare convertible hardtop. It was the sixth 250 PF Cab Series II produced. The engine has been meticulously rebuilt to original specifications and it retains all the factory-issued tools, the tool roll, books, and pouch.

Coupe
Chassis number: 1391 GT
Engine number: 1391 GT

The new 250 GT Coupe that Ferrari displayed at the 1958 Paris Motor Show wore coachwork by Pinin Farina, replacing the previous Boano- and Ellena-built cars of years previous. Three hundred fifty-three examples were built between 1958 and 1960, making it the marque's best-selling product. It was the definitive Italian grand tourer of the late 1950s, offering style, comfort, and performance.

Beneath the bonnet was a 3.0-liter Colombo 'inside-plug' V-12 engine offering 240 horsepower at 7,000 RPM and topped with a trio of twin-choke Weber carburetors. This motorsport-bred engine provided the coupe with a top speed of nearly 150 mph, and zero-to-sixty mph was accomplished in seven seconds.

This particular 250 GT Coupe by Pinin Farina is the 168th example constructed. It was completed in the summer of 1959 and wore a Bianco finish over Blu similpelle (leatherette) and Connolly leather upholstery. A U.S.-destined example, its first owner was legendary racing driver and Ferrari dealer John von Neumann of Los Angeles. A few months later, it was sold to an unknown buyer that same year. The car would pass through a series of owners over the next two decades before being acquired by Chicago-area resident Charles Klingler in 1975. Mr. Klingler periodically used it as a daily driver before taking the car apart with the intention of conducting a full restoration. The work remained incomplete when it was purchased by its current owner in 2012.

Skip McCabe of McCabe Automotive Restoration in Mundelein, Illinois, was commissioned to perform a full, concours-level restoration. John Hajduk of Motor Kraft in Noblesville, Indiana, fully disassembled and rebuilt the engine using parts purchased directly from GTO Engineering of Berkshire, United Kingdom. Its exterior was given the Ferrari color of Blu Genziana (MM 16229), while correct tan leather hides were sourced from HVL Class Leather in the Netherlands.

The restoration was completed in 2019, and with Ferrari Cavallino judging and minor adjustments, the car was brought to Ferrari Club of America platinum-level standards. Over $330,000 was invested in achieving this level of detail. Only test mileage has been applied to the car's odometer since the concours-quality restoration was completed.

This Ferrari 250 GT Coupe is one of only a handful of examples to receive a Lucas ignition system rather than the typical Magneti Marelli unit.

This Ferrari was shown at the 2019 Ferrari Club of America National Concours in Scottsdale, Arizona, as well as the 2020 Palm Beach Cavallino Classic in Palm Beach, Florida.

by Dan Vaughan

Coupe

The road car model 250 GT was introduced to help improve Ferrari's financial status as a race-centric company. This particular Ferrari, produced in 1959, started out as a 250 GT Coupe featuring coachwork by Pininfarina. In 1992, it was converted into a GTO Spider made from aluminum.

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 built in exclusive quantities. Ferrari provided the engine and chassis while Italian coachbuilders 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-wheelbase (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 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 wheelbase) while the other was the LWB (long wheelbase).

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 inches (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 to the 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 an effort 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 very competitive and are regarded as the most important GT racers of their 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 experiencing 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 latter 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 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 world 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 Dan Vaughan