1958 Ferrari 250 GT

The Ferrari 250 GT was the company's first volume-production model. The first of the line was the 250 Europa, built from 1953 to 1954 with approximately 22 examples built. Prior to the Europa, Ferrari had built road-going convertibles and coupes in small quantities, often to special customer requests and mounted on a sports-racing chassis. Many of these early examples received coachwork from Ghia and Vignale of Turin, and Touring of Milan. However, there were no real attempts at standardization for series production and no two cars were alike. Road car production was a sideline for Ferrari, but by the early 1960s this all changed and it was seen as vitally important to the company's future stability.

Vignale was Ferrari's preferred coachbuilder, but this changed with the introduction of the 250 Europa, as Pinin Farina (renamed 'Pininfarina' from June 1961) would be Ferrari's number one choice. Of the 35 Europa and Europa GTs built, Pinin Farina built no fewer than 48 examples. In March of 1956, the 250 GT road car was put on display at the Geneva Salon. At this point in history, Pinin Farina was unable to cope with the popularity and demand, so production was entrusted to Carrozzeria Boano after Pinin Farina had built a few prototypes.

Between 1958 and 1960, approximately 353 examples of the Pinin Farina 250 GT coupes were built, within the sequence '0841' to '2081'. Custom examples, competition versions, and Speciale cars were also built during this time, including the 250 GTO.

The engine powered the 250 GT was based upon the 1.5-liter unit that powered Ferrari's first sports car, the Tipo 125C.

The original Colombo-designed Tipo 128C 3.0-litre engine was superseded by the twin-distributor 128D and powered the 250 GT production cars. In 1960, this engine was supplanted by the outside-plug 128F engine which replaced the prior siamesed inlets in favor of six separate ports. Four-wheel disc brakes became standard in 1959 and a four-speed-plus-overdrive gearbox arrived in 1960.

250 GT Series 1 Cabriolet

Carrozzeria Pinin Farina produced 40 Series I Cabriolets on the 250 GT chassis between 1957 and 1959. With a list price of $14,950 when new, they were the most expensive 250 GT by a significant margin. The price was over $3,000 more than the California Spider and $2,500 more than the Tour de France Berlinetta.

Carrozzereia Boano built the first 250 GT Cabriolet for the 1956 Geneva Salon de l'Automobile exhibition. Its introduction coincided with the Pinin Farina Coupe built in a small production series by the same Boano Company. Luigi Chinetti, Ferrarir's American East Coast importer, displayed the Boano Cabriolet at the New York Show.

After witnessing the Boano Cabriolet, Pinin Farina produced a Cabriolet of their own, shown in March of 1957 at the Geneva Salon. This styling exercise was given a function in the crest of the left-side door, allowing space for the driver's elbow. It wore an Italian red exterior color, which was soon re-spared green when it became Ferrari's British works driver Peter Collins's personal car. Additionally, it was subsequently fitted with British-made Dunlop disc brakes.

The Pinin Farina Cabriolet was followed by an even sportier-looking Spyder, followed by a more prototype street version. The final of the four Speciale 250 GT Cabriolet prototypes was a green-finished example that was sold to Prince Saddrudin Aga Khan in May 1957.

An American named Oscar 'Ozzie' Olson received the first 'true production' 250 GT Cabriolet Pinin Farina in mid-summer 1957. The air vents of the preceding prototypes did not appear on the Cabriolet's flanks, and many of the production examples that followed did not have the flanks either.

These Cabriolets rested on the same chassis frame as the 1956-1958 Coupes, along with the same engine and underpinnings. The chassis was comprised of two large, tubular side members with a live rear axle and double wishbones at the front. The engine was a slightly tuned version of the 'short block' V12 engine and delivered around 240 horsepower. Several of the later examples were given disc brakes. Most of the 36 production Pinin Farina penned bodies had the covered headlights, a bonnet scoop, small taillights mounted on top of the rear fender, raked windscreen, pronounced rear haunches, and bumperettes on the front of the car. The last few examples received more traditional tail lights, and the bumperettes were removed as they offered very little production. While there were many similarities to the exterior, many customers chose unique interior designs, and they vary from car-to-car. Many received Connolly leather hides, a console-mounted control panel, and a wrinkle-finish dashboard with Veglia gauges and pastel-colored warning lights.

In 1958, a new convertible was introduced as the 250 GT California. Production of the Series 1 came to a close in 1959 when they were replaced by another Cabriolet, known as the Series II Cabriolet. The Series 1 250 GT Cabriolet remains as one of the first Ferraris to be built in any significant number by Pinin Farina.

by Dan Vaughan

Cabriolet
Chassis number: 0791 GT
Engine number: 0791 GT

Though from the same family, the same blood coursing through the veins, Ferrari's California Spyder and Cabriolet would approach their lives, their callings from two completely different points of view. The California would be the wild child; all about the experience. The Cabriolet would be the refined one, preferring to enjoy life in luxury. However, the Cabriolet would share one important thing in common with its California sibling—it still liked to let its hair down from time to time.

Immediately comparisons bear out the differences. The California, which would be built by Scaglietti, would bear similar lines. The DNA was obvious. However, a look inside revealed a simplicity, a nominal existence meant to enable freedom of movement and of being able to feel the elements.

The Cabriolet, on the other hand, would only be built by Pininfarina, a type of private school for the elite. While the California's heart would beat in time with the common man, the Cabriolet would be graced by only the very finest. Each of the Cabriolets would be built to the particular interests of the clientele. As a result, Pininfarina would keep the Cabriolet in-house in order to more adequately care for the specific details. This would already give the Cabriolet an aura of exclusivity.

But to say that while the California would be right at home amidst the grease and oily-grime of the racetrack and that the Cabriolet would only be found amidst linen and grand castles would be something of a prejudiced notion concerning the Cabriolet. Though much more refined and reserved in its styling, the Cabriolet would still boast of a 3.0-liter V12 producing some 240hp while revving to 7000rpms. Such power would give the Cabriolet the ability of going from zero to sixty in just seven seconds and reaching a top speed in excess of 140mph.

In either case, the convertible versions of the 250 GT would be some of the most coveted of all Ferraris. However, to put into perspective the Cabriolet, many would consider the car to be the most illustrious example of partnership between Ferrari and Pininfarina.

The 250 GT Cabriolet would be first produced in 1957. Some 40 examples would be built and would prove so popular that another 'series' would be planned. Of all the series of Cabriolets to be built, the Series 1, those that would be built in 1958, would be considered the most striking and memorable.

The car itself would not be flashy or overtly gaudy. Instead, Pininfarina would rely upon the lines of the car itself to tell the story, to arrest the attention of the onlooker. The rest of the car would be replete with small detail features meant to accent those gorgeous lines.

The 250 GT Cabriolet would based, as was the California, on the 250 GT Coupe. The Cabriolet would make its first appearance at the 1957 Geneva International Auto Salon. The clientele for the first series would be none other than some of the most influential. Among them that would become an owner of a Series 1 Cabriolet would be Ferrari's race driver Peter Collins.

Peter Collins would receive his example in 1958. Unfortunately, his time with the car would be short as a result of him perishing from head injuries suffered in the German Grand Prix at the Nurburgring in August of that year.

And while such details as disc brakes would be slow to make their way onto Ferrari's Formula One cars, the 250 GT Cabriolet would have discs on all four corners. They would be hidden behind the beautiful Borrani wire wheels. Costing some $3,000 more than a California Spyder, the Cabriolet certainly exuded a whole different level of opulence and eminence.

There were just 40 of the Series 1 Cabriolets built. One of those would be 0791 GT. This particular chassis would be completed at the Ferrari factory in October of 1957 and then would be sent to Carrozzeria Pinin Farina in Torino. It would be there, at Pininfarina, that the chassis would receive its own specific body. 0791 GT would be fitted with a stylish Cabriolet body complete with a white finish and a blue Connolly leather interior. With the covered headlights fitted, 0791 GT would become just the 14th Series 1 Cabriolet completed.

The Cabriolet would be completed in February of 1958. One month later, the car would be delivered to Parauto S.r.I. in Genoa. The car would remain there but for a short time before it would be on its way to New York City and Luigi Chinetti Motors.

John Fulp was from Anderson, South Carolina and a sportscar enthusiast. He would become 0791 GT's first owner purchasing the car shortly after it arrived in the United States. Fulp's family was in the textile manufacturing business and this enabled him to have the money to purchase the pricey new Cabriolet fresh off the boat from Italy.

Fulp was well acquainted with products from Maranello. About the same time he would purchase the Cabriolet he would buy a pontoon-fender Testa Rossa in addition to a 410 Superamerica Series III. Fulp was certainly a gentleman racer in the traditional sense. Having the means, he would also be found behind the wheel of the latest Ferrari and would also drive for the North American Racing Team, or NART, on many occasions.

Mike Hawthorn would be known to take the disc brakes from a Ferrari road car and put them on his Formula One mount. Well, Peter Collins would have the same experience, and, when he took delivery of his own Cabriolet, he would elect to have such an upgrade applied to his own car. Fulp had many years of racing experience. His Cabriolet would originally come with drum brakes, but it wouldn't take too long before he too would grow tired of the lack of braking performance. Then, in 1962, the car would be shipped back to Maranello to have disc brakes fitted to the car.

Dunlop disc brakes would be attached to the car. But that wouldn't be the only change made to the car. Instead of the Borrani wheels, the new RW 3526 wheels would be fitted to the car. Not long after, the car would return to the States and Fulp.

Having upgraded his Cabriolet, Fulp would keep the car for only a couple more years before he would sell back to Chinetti Motors. Chinetti would hold onto the car for a year but would end up selling it to James Harrison.

Harrison was familiar with the finer lifestyle having homes in Paris, Manhattan and Palm Beach, Florida. Harrison knew what he wanted and would make changes to the Cabriolet. Soon after taking ownership of the Ferrari he would have the car refinished in silver with red upholstery. He would also employ Charles Pozzi to update the layout of the dashboard. His desire was to have an instrument panel similar to that of the 400 Superamerica.

In 1969, the car would suffer an engine failure. Harrison would take delivery of a new engine. This particular example would make use of an outside-plug arrangement, as well as twin distributors and Weber 40 carburetors. As this engine had not been issued to any other car, Chinetti had the engine stamped 0791 GT.

In 1970, 0791 GT would make an appearance at the Broadmoor Hotel on Cheyenne Lake. Harrison had driven the Ferrari from his home in Palm Beach to Colorado. It would be an eventful trip as Robert Donner Jr. would end up buying the car while out to lunch with Harrison.

Donner was yet another gentleman racer. Competing behind the wheel of MGs, Jaguars and Porsches, Donner was well respected within the racing community. He had been successful, winning races with Porsches. He would also be successful in hillclimbs and would be noted for taking part in the Pikes Peak Hill Climb a number of times. In fact, he would earn class victories in the event three years in a row. This was a suiting event for the Colorado Springs resident.

Though he never competed behind the wheel of a Ferrari, Donner appreciated their performance and quality and would come to collect examples starting in the 1960s. Chassis 0791 GT would be just one in a growing collection that, by the early 1970s, included a 330 GTC, 330 GTS, Dino 246 GT and even a Daytona. But those would just be the street cars in his collection. But Donner wouldn't just be an owner that had others look after and maintain them. He would often be seen behind the wheel of one of his Ferraris. And if he wasn't driving one he was busy working on them.

Donner appreciated the Cabriolet for what it was. Yes, it was a luxurious convertible, but its luxuries were for the specific purpose of taking to the road for mile upon mile. Therefore, when the car's restoration was completed in 1975 Donner would use the car often in such events as the Colorado Grand. And, over the next 20 years, he would take part in the long-distance event no less than eleven times proving the car's reliability and performance on the road.

In addition to long distance events, 0791 GT would also make a number of appearances at concours events all over the country. One of the last and more memorable events in which Donner would display the Cabriolet would come in 2007 at the Quail Motorsports Gathering in Carmel Valley, California. This event was specifically assembled to celebrate Pininfarina's Series 1 Cabriolet, and 0791 GT fit right in.

Robert Donner Jr. would pass away in 2010. Not surprisingly, 0791 GT would be sold. It would come into the hands of its current owners and remains one of the most beautiful examples of the Series 1 Cabriolets. Sporting a tan Connolly leather interior and striking other touches, like the Veglia gauges, 0791 GT helps to explain why some consider the Series 1 Cabriolet to be one of the most beautiful and important Ferraris of all time.

At the 2014 Gooding & Company auction in Scottsdale, Arizona, 0791 GT, the 1958 Ferrari 250 GT Series 1 Cabriolet would be made available for purchase. Befitting of its place in Series 1 history, the car would be drawing estimates prior to the auction ranging from $4,000,000 to $5,000,000.

Sources:

'All Models: 250 GT Cabriolet', (http://www.ferrari.com/English/GT_Sport%20Cars/Classiche/All_Models/Pages/250_GT_Cabriolet.aspx). Ferrari.com. http://www.ferrari.com/English/GT_Sport%20Cars/Classiche/All_Models/Pages/250_GT_Cabriolet.aspx. Retrieved 15 January 2014.

'1959 Ferrari 250 GT News, Pictures, Specifications and Information', (http://www.conceptcarz.com/vehicle/z11118/Ferrari-250-GT.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z11118/Ferrari-250-GT.aspx. Retrieved 15 January 2014.

'Lot No. 39: 1958 Ferrari 250 GT Series 1 Cabriolet', (http://www.goodingco.com/vehicle/1958-ferrari-250-gt-series-1-cabriolet/#tab2). Gooding & Company. http://www.goodingco.com/vehicle/1958-ferrari-250-gt-series-1-cabriolet/#tab2. Retrieved 15 January 2014.

'Ferrari 250 GT Coupe', (http://auto.howstuffworks.com/ferrari-250-gt-coupe.htm). HowStuffWorks. http://auto.howstuffworks.com/ferrari-250-gt-coupe.htm. Retrieved 15 January 2014.

by Jeremy McMullen

Cabriolet
Chassis number: 0813GT

Ferrari built just forty of these Series I 250 GT Cabriolets in 1957 and 1958. This car, with serial number 0813GT, is the 21st car of 36 in that series and was finished in April 1958. Its first owner lived in Nice in the South of France. It was acquired by Luigi Chinetti and sold to the second owner in 1960, Andrew Andrako. The present owner acquired the car in 1984.

Speciale Coupe by Pininfarina
Chassis number: 1187 GT
Engine number: 1187

The first Ferrari 250GT cars began with those created by Mario Felice Boano and then his successor Ezio Ellena. During this time, Pinin Farina prepared for the 250 GT coupe and cabriolet production at Grugliasco. Within a short period of time, thanks to the popularity of the 250GT, Ferrari's output of road cars increased by a factor of three.

There were many varieties of the 250GT throughout its production lifespan, even those built for special clients. One of the first clients to get a one-off 250 GT, based on the production Pinin Farina coupes, was Dottore Wax of Genoa. Another was created for Prince Bertil of Sweden. This Ferrari 250 GT Coupe Speciale, with chassis number 1187GT and matching engine number, was built during the initial run of the 250 GT Pinin Farina coupe and cabriolet.

Records indicate that this car was on display at the Geneva Motor Show in 1959. It has a blend of elements from both the coupe and cabriolet versions. Also, it borrowed styling cues from other Ferrari models such as the 410 Superarmerica with its thin roof, large wraparound rear window, and large quarter windows. It was a modest car that was void of extravagant or flamboyant features such as fins or bright metal adornments.

After its appearance at the Geneva Motor Show, it was sold to engineer Emanuele Nasi of Turin in May of 1959. A few years later it was exported to the United States. It passed through the ownership of two California individuals before being acquired by Greg Garrison in 1986. While in Garrison's care, the car was treated to a much-needed restoration.

Though there were around 300 examples of the Ferrari 250 GT Pinin Farin coupes created, this one is one-of-a-kind. It lacks the blind-quarter's found on the Pinin Farina coupe's roof and pillars, along with several other key differences.

At the Geneva Motor Show, the 250 GT Coupe Speciale wore a Grigio Metallizzato Speciale paint scheme with black leather and plastic interior. In modern times, the paint is metallic silver with red-leather interior.

In 2007 this car was offered for sale at the Gooding & Company auction held in Pebble Beach, CA where it was estimated to sell for $800,000 - $1,200,000 and offered without reserve. Those estimates proved accurate as the lot was sold for $1,100,000 including buyer's premium.

by Dan Vaughan

Coupe
Chassis number: 0943 GT

By the time the 250 PF Coupe arrived in 1959, Ferrari had refined its road models and, every year, the 250 improved as a practical car. It retained, however, the sporting heritage and the broad outline of the sports racing cars from which it was derived. It is said that the 250 PF was not a cousin to the 250 Testa Rossa; it was its sister.

There are two series of the Pininfarina 2-seater, 1958/59 then 1959/60, the second one receiving important improvements directly inherited from competition cars (Testa Rossa, Tour de France).

Lower and much more elegant than the earlier 250 GT Boano, the Pininfarina Coupe's aesthetics is close to perfection. It is still one of the most beautiful cars ever made, even by today's standards. But the most important feature is that this two-seater Coupe is powered by the legendary all-alloy V-12 Colombo 3-liter engine.

Cabriolet
Chassis number: 1075GT
Engine number: 1075 GT

This 1958 Ferrari Cabriolet (serial number 1075 GT) with coachwork by Pinin Farina made its debut at the October 1958 London Auto Show painted gold just as it is seen today, and it came with a factory-installed luggage rack on the truck. The Series I Cabriolets were built in a special workshop at Pinin Farina facilities. Each body was made of steel and was exquisitely detailed both inside and out. By 1959, Pininfarina had changed the car's name and had standardized the Cabriolet in Series II specification. The 2008 Pebble Beach Concours d'Elegance was the car's first appearance since its restoration.

Although selling in smaller numbers than coupes, Ferrari has almost continuously offered cabriolets to discerning customers who want an open-air experience. Before 1959, these were almost always custom-made. By 1957, the successful 250GT 'Tour de France' had been released and it was an ideal platform to support Ferrari's next cabriolet. It had a robust chassis, large finned drum brakes, double-wishbone front suspension, and the Colombo-designed 60-degree V12 engine. Pinin Farina was commissioned to make the first design and started with chassis 0655GT. It was a prototype that was shown at the 1957 Geneva Auto Show, and also sketched the basic outline for forty more versions. Because these cars were essentially custom-built, there are frequently as many differences between them as there are similarities. For the most part, these were differences in the side vents, bumpers, interior, mirrors, and other more subtle variations. This example is number 34 of the series and was the show car for the 1958 London Auto Show at Earl's Court.

From 1953 to 1964, Ferrari produced the 250 Series. It would become the company's most successful early line. The series included several variants, however, nearly all 250s shared the same engine: the Colombo Tipo 125 V12. It was a lightweight engine with an impressive amount of output. It weighed nearly half the weight of the Jaguar XK straight-6 and had twice as many cylinders. It carried many Ferrari cars to numerous victories. It was eventually replaced by the 275 and the 330.

When the original Pininfarina Cabriolet was introduced at the 1957 Geneva Motor Show, it rode on a 102.4-inch wheelbase and had distinct bodywork from the Berlinetta. About 36 examples were produced before a second series was shown in Paris in 1959. These later cars had much more in common with the production Berlinetta.

In 1958, a 250 GT cost $14,950 new - and by comparison, a 1958 California Spyder, of which more was produced, cost only $11,600.

This 250GT was severely damaged in a fire in California in 1998, and received a 20-month restoration, finishing in 2008.

Coupe
Chassis number: 0997 GT

This 1958 Ferrari 250 GT Coupe has coachwork by Pinin Farina and is a matching-numbers example. It has the inside-plug motor and drum brake configuration and was originally finished in Rosso Rubino when it was delivered new to Arrigo Recordati of Milan. In the 1960s it was exported to the United States and sold to David Cunningham of New York. It was later owned by Mr. Winton Burns of Florida in the early 1980s. By the close of the 1980s, it was advertised for sale with 28,000 miles. It was purchased by an individual from Illinois, and shortly-thereafter it was owned by a gentleman from New Jersey, before coming into the possession of its current owner. In current condition, the car shows about 29,000 original miles. It is finished in burgundy with a tan leather interior. It rides on rebuilt Borrani wire wheels and has a new interior with new carpeting.

Around 350 examples of the Ferrari 250 GT Coupe were produced. In 2008, this vehicle was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. It had an estimated value of $175,000 - $250,000. It was sold for a high bid of $189,750 including buyer's premium.

by Dan Vaughan

Coupe
Chassis number: 1043GT
Engine number: 1043GT

Chassis number 1043GT was completed during the last week of November 1958 and sold to Societa Imperia di Genova in early 1959. The history of the car over the next 11 years is not fully known. By late 1969, the car was owned by either Paul Baird or Harry Twilly, who were U.S. servicemen that were stationed in Italy. In preparation for exporting the car to the United States, Baird and Twilly had the engine completely rebuilt. Next, the car was driven from SVAR Vincenza to Bremerhaven, Germany and shipped to New York in the name of Paul Baird. From New York, it was driven to Wilmington, Delaware by Twilly, who was now the car's sole owner.

It was used very little while it was in Delaware, and eventually sold to Clem Horvath of Dover, Delaware, who sold it to the current owner in 1981, when Frazer's Sports Cars refinished it. A slow restoration was carried out over the next 2 decades.

This car is an early inside-plug, drum brake-equipped example finished in silver with a red leather interior. There is a lightweight hood and rear deck lid, front valance-mounted brake cooling scoops and factory-customized badges. The interior features a center console that includes an altimeter, an ammeter and an outside temperature gauge. There is a center-mounted armrest and a passenger headrest.

In 2003, this car was on display, along with 12 other exceptional Ferraris, at the 'La Bella Machina' Ferrari Exhibit at the Chrysler Museum of Art in Norfolk, Virginia.

In 2009, this car was offered for sale at the Vintage Motor Cars of Hershey presented by RM Auctions where it was estimated to sell for $140,000 - $180,000. The lot was sold for the sum of $145,750 including buyer's premium.

by Dan Vaughan

Coupe by Fantuzzi
Chassis number: 1087

Ferrari 250 GT with chassis number 1087 began life wearing a Pinin Farina coupe body. In 1974 it was given a Fantuzzi body from 330 TRi/LM chassis number 0808 and sold to a US based individual thru Sauro Mingarelli in Bologna. In 1988 it was given an engine from a Ferrari 250 GTE chassis number 3997GT.

by Dan Vaughan

Cabriolet
Chassis number: 0759 GT
Engine number: 0759 GT

Before Ferrari introduced its 250 GT California it produced a Cabriolet that would help its successor become the icon that it would. Sporty for sure, the Series 1 Cabriolet would also boast of elegant and refined lines that not only made it aggressive, but evocatively beautiful at the same time.

Only the eighth of around 40 to be built in total, chassis 0759 GT would be delivered to Pinin Farina in early September of 1957. Completed a few weeks later, the car would end up on display at the Salone dell'Automobile toward the end of October. This show would take place in Turin at the Valentino Park exhibition hall. It would be a fitting backdrop for this elegant sportscar given the park had hosted some non-championship grand prix races in the years immediately following the Second World War and into the early 1950s.

Following the event 0759 GT would find its way to its first owner. This required a trip across the Atlantic to Venezuela. Arriving in January of 1958, the Ferrari would make its way to Carlo Kauffman, the Venezuelan Ferrari importer based in Caracas. The car would remain with Kauffman's dealership through the next handful of months and would even be included in the 1959 Ferrari Yearbook. At the time of delivery to Venezuela that would be adorned in green with its rich leather interior.

Given the oil boom within the country, Kauffman would have no trouble finding interested buyers for the Series 1 Cabriolet. This would include Luiz Perez Dupuy and his wife Carmen Pietri, and then, Senor Gustavo Guttierez.

Guttierez would be serious about is intent to own the car as he would keep the Ferrari within his possession until 1986. At the time he would make the car available for sale again the car's livery would be changed from its original green to a red. This suited its next owner just fine. In 1991, Fabrizio Violati would come to own 0759 GT and the car would then take up residence within his famous Collezione Maranello Rosso display in San Marino.

While part of the exhibit, 0759 GT would undergo restoration efforts. These would include a hand-built hardtop that would be finished in white to match the refinishing that would take place on the rest of the car.

A truly magnificent moment would come some time later when the car would be fired up. It would actually be a long time since the engine had actually run, and therefore, would have been a truly special moment within the extensive history of the 250 GT Cabriolet.

Retaining its white livery, 0759 GT remains a highly original and emblematic Series 1 Cabriolet. The 1958 Turin Show car and eighth of just 40, there is absolutely no denying the importance of this cabriolet within Ferrari's history and the legacy of the 250 GT.

Offered through Bonham's Quail Lodge auction held in California in August of 2014, the 1958 Ferrari 250 GT Series 1 Cabriolet would end up selling for $6,820,000.

by Jeremy McMullen

Cabriolet
Chassis number: 0789 GT
Engine number: 0789 GT (internal no. 0124C)

This particular Ferrari Series I Cabriolet is the 13th example built. It was Pinin Farina job number 19459 and entered their workshop on October 18th of 1957. When it was finished, it wore Grigio Metallizzato (Metallic Gray) exterior with black leather upholstery. It has covered headlights, front bumperttes, and chrome side air vents in the front fenders. It received its certificate of origin in January of 1958 and its first owner was Prince Alessandro 'Dado' Ruspoli. He sold it a year later to Theofanis Katramapoulos, and throughout the 1960s and early 1970s, it passed among a succession of owners in northern Italy.

Guglielmo Collizzolli acquired it in July of 1974 from an individual living in Milan. It was then sent to Carrozzeria Fantuzzi for a restoration, where it was finished in burgundy, and fitted with Dunlop disc brakes. It was driven in several historic events including the Coppa d'Oro Storica delle Dolomiti in 1978 and the Ferrari Days celebration held in Modena during 1983. It remained in Mr. Collizzolli's ownership until 1988, when it was sold to Fabrizio Brigato. Later that year, it was sold to Bob Marceca of New York who kept it until 1989 when it was sold to Len Immke of Ohio. Ron Hein of Los Angeles purchased it a year later. The current owner acquired it in 1998.

Mr. Hein's had the car restored, where it was completely disassembled and taken down to the bare metal. It was refinished in black lacquer, and the drivetrain was completely rebuilt. The work was completed in the summer of 1994, and it made its post-restoration debut at the Pebble Beach Concours d'Elegance, where it earned First in Class honors. It would earn six consecutive First in Class awards and four Best of Show trophies at premier events, including Concorso Italiano and the Ferrari Club of America Vintage Concours. In 2007 it was shown at The Quail, A Motorsports Gathering in Carmel, California.

by Dan Vaughan

Coupe
Chassis number: 0977 GT

The 250 GT saw production from 1954 through 1964 and was the first high-volume automobile from Ferrari with some 2,500 examples produced. Power came from a 3.0-liter V12 that incorporated Ferrari's double overhead cams. Power output was rated between 220 and 240 horsepower providing 140 mph top speed.

The Drogo was designed by Piero Drogo who was born in Italy. Drogo began racing in Venezuela in the 1950s. His best result came in 1956 when he finished seventh in the Venezuelan Grand Prix. The following year he won his class in the Buenos Aires 1000 in Argentina and a year later he decided to head for Europe where he raced at LeMans in a Ferrari. He went into the coach-building business, Carrozzeria Sports Cars in Modena, and created bodywork for a variety of customers, notably Ferrari. Drogo died in 1973 at the age of 47 while driving a Ferrari 250 near Bologna.

Cabriolet
Chassis number: 0963 GT
Engine number: 0963 GT

Pinin Farina bodied 40 first-series cabriolet examples before the model received a redesign in mid-1959, helping to distinguish it from the California Spider. This Ferrari 250 GT Cabriolet Series I by Pinin Farina is one of five examples delivered new with covered headlamps, chrome 410 Superamerica-style fender vents, and bumperettes. It was the 30th example produced adn was dispatched to Pinin Farina for coachwork in May 1958. Upon completion, it wore Nero Tropicale IVI paint over an interior of Rosso VM 3171 Connolly leather and was issued a certificate of origin in August 1958. The car's original custodian was Count Giovanni Volpi di Misurata who lent it to the factory for display at the Paris Salon in October 1958.

The Ferrari was exported to the United States sometime during the early 1960s and sold to George Smith of Malibu, California. In the summer of 1964, the engine was removed and sold by Otto Zipper Motors in Los Angeles to David Love of Berkeley, California, who installed the unit in a 250 Testa Rossa (chassis number 0754 TR). A year later Love removed the engine and put it into storage. Around this time, the 250 GT Cabriolet was acquired by Jack Crawford of Long Beach and it would remain in his care for over a decade before selling it in November 1979 to Jim Riff of Barrington, Illinois. The car was then entrusted to kip McCabe's shop in Mundelein, Illinois for a comprehensive two-year restoration. The engine and gearbox were sourced from chassis number 1119. The work was completed in 1982 and it was shown at the Italian Happening at Greenfield Village in Dearborn, Michigan. The following year, in July 1983, the 250 GT was exhibited at the FCA National Meeting and Concours d'Elegance at Elkhart Lake, Wisconsin, winning a class award.

In December of 1995, the Ferrari was sold by Riff to a collector in Asia, and a year later (in June 1996), the car's original engine was sourced from David Love, who had stored it for over three decades. After being reunited with its numbers-matching powertrain, 0963 GT was displayed at the FCA Annual Meeting at Watkins Glen, and shortly thereafter the car completed the Colorado Grand.

In 1998, Skip McCabe was retained to conduct a comprehensive restoration, with the final assembly supervised by Butch Dennison. The coachwork received a refinish in black and the interior was re-trimmed with Rosso leather, the original factory color combination. Patrick Ottis rebuilt the engine in 2008.

In 2011, the Ferrari was displayed at the Blackhawk Museum in Danville, California.

by Dan Vaughan

Cabriolet
Chassis number: 0809 GT

This Ferrari was the 18th of 40 total 250 GT Series 1 Pinin Farina Cabriolets produced from 1957 to 1959, including four prototypes. Although listed as 'production' cars, these grand tourers were constructed in Pinin Farina's custom shop, each with unique features.

This example has the upgraded engine and chassis, and resembles the last of the four prototypes, with simple lines, plain flanks, small bumperettes, small taillights, and covered headlights. Recognized for its simplicity, beauty, and performance, this car was exhibited at the New York Auto Salon in 1958, then purchased by Ferrari collector Dr. Paul Riffert, and has resided at the Anne Brockinton Lee/Robert M. Lee Automobile Collection since 1985.

Cabriolet
Chassis number: 0801 GT

Only 40 of the first-series Pinin Farina Cabriolets were built, each one slightly different. This Ferrari debuted at the 1958 Geneva Auto Salon, was purchased by Italian singer Giuseppe di Stefano, and passed to Count Zitavalle of Milan the following year. At the heart of the GT was the Colombo V12, 3.0 liter, 240 bhp engine mated to the four-speed gearbox. The car was significantly modified and the original engine was replaced in 1974 in Milan, before it migrated to America. More recently, the Cabriolet has been fully restored to its original specification - a challenging process including the fabrication of new bumpers, the reshaping of the rear fenders and the installation of a new dashboard. The original engine was also located and reinstalled, returning the Series I Cabriolet to its former glory.

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