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1955 Ferrari 250 Europa GT

The Europa GT holds the distinction of being the first production 250 GT (Gran Turismo) model, making it a very significant model in the history of the Ferrari marque. It served as a template for all subsequent Ferrari 250 GT models with its elegant and understated Pinin Farina coachwork, a three-liter Colombo-derived V-12 engine, and independent coil-spring front suspension.

The 250 Europa was introduced at the October 1953 Paris Auto Show and shared its basic chassis configuration with the 375 America. The body design was courtesy of Giovanni Michelotti and constructed by Pinin Farina and Vignale. Ferrari built twenty-two examples of 250 Europa including 17 with coupe coachwork by Pinin Farina, and 4 by Vignale. Pinin Farina and Vignale also built a cabriolet each.

While the 250 Europa used a Lampredi-designed engine, the Europa GT that followed was equipped with a compact Colombo-designed V12. It was introduced at the Paris Motor Show in 1954 and rested on a 2,600mm wheelbase on a conventional chassis. The preceding Europa used a 2,800mm wheelbase. This was the first time that Ferrari used the Gran Turismo (GT) moniker and its design would set the tone for many Ferrari vehicles that followed.

The Europa GT used a 2,953cc single overhead camshaft V12 engine with approximately 200 horsepower at 7,000 RPM with an 8.5:1 compression ratio. There were three Weber 36DCZ/3 carburetors or an optional 42DCZ setup. Lubrication was by a wet-sump oil system and the clutch was a twin-plate type. The ignition system used a single spark plug per cylinder, along with two coils and a horizontally mounted distributor. The transmission was a four-speed synchromesh unit and braking was handled by hydraulically operated drums all round.

The Type 508 chassis were formed from tubular steel and built around two main longitudinal members with cross bracing and body supports. It was suspended in the front by an independent setup comprised of twin wishbones, hydraulic shock absorbers, and transverse leaf springs. The leaf springs were later replaced with a helical spring setup. In the back was a live axle with semi-elliptic leaf springs and lever-type hydraulic shock absorbers.

Production of the Ferrari 250 GT Coupe began in 1955 and continued through 1960. Pinin Farina had built the majority of the preceding 250 Europa examples but it quickly became clear that they were not able to keep pace with the success of the evolving Ferrari model. Their facilities at Corso Trapani in Turin were not large enough, so Pinin Farina moved to a new plant located on the outskirts of Turin, coachwork duties were assigned to carrozzeria Boano.

Felice Mario Boano, his son Gian Paolo, and partner Luciano Pollo formed Carrozzeria Boano in 1954. Felice and Giorgio Alberti had acquired Carrozzeria Ghia in the 1940s following the death of Giacinto Ghia, so they had the experience to undertake the 250 Europa GT construction. Boano had a design studio located in Turin and a factory in Brescia capable of handling large orders. Production began following some aesthetic changes to the original design created by Pinin Farina on Speciale Coupe (chassis 0407GT). Among the updates were a lower roofline and a redesigned rear end.

A prototype 250 GT Coupe (0429GT) was displayed in 1956 at the Geneva Motor Show wearing coachwork by Pinin Farina. It rested alongside a 410 Superamerica and a Boano-bodied Speciale Cabriolet. Pinin Farina would create coachwork for nine prototypes of the series prior to Boano assuming production duties. The Pinin Farina examples had kick-ups behind the doors and a higher roofline.

Boano was later recruited by Fiat so production duties were entrusted to his son-in-law Ezio Ellena. Ellena revised the car's design by raising the roof and removing the vent windows from the doors. The 250 GTs produced by Boan are known as the 250 GT Bonao and those by Ellan are known as the 250 GT Ellena. Boano built 74 examples on the long-wheelbase chassis and Ellena created another 50 coupes. A single convertible, chassis number 0461 GT, was sold to Bob Lee of New York off the stand at the 1956 New York Auto Show.

A total of 35 examples of the 250 Europa GT were built.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 0415 GT
Engine number: 0415 GT

While seemingly of widely-differing cultures and traditions there are certainly many aspects that tie Spain and Ireland together. Not the least of these connections would be the influence of the Celts and the Celtic language that dominated both nations at moments in their history. Therefore, Spanish and Irish cultures coming together were not only relatively familiar but each offered rich traditions.

In the case of Alfonso De Portago the mixture of Spanish and Irish would provide a wealth of more than just traditions and culture. Becoming the 17th Marquis of Portago, Alfonso would inherit one of the most respected and revered titles in all of Spain. His mother, Olga Leighton would provide even more wealth being a wealthy Irishwoman.

Born in London in 1928, De Portago would not be in want at any moment of his early life. Living on the west coast of France, Alfonso would have the means to try his hand at a number of different trades. It wouldn't take too long before the thrill of motor racing would take hold.

Bold, daring and never one to back down from a challenge, Alfonso wouldn't shy away from danger or anything that included speed. This would include taking up a bet that he could fly his own plane under a bridge. While this may not entirely seem all that dangerous or bold, the fact the supports were barely wider than the plane's wingspan would give at least some indication as to Alfonso's propensity to willingly walk a very fine line.

It would be in 1953, at the New York Motor Show, that Alfonso would meet Luigi Chinetti. Chinetti would be immediately impressed by the Marquis and would hire him to drive with him in the Carrera Panamericana. The introduction to motor racing would be something of a trial by fire as the Panamericana already had a fearsome and infamous reputation. Still, the experience would hook De Portago. For the first time in his life he would be in want of something.

But unlike most, even when De Portago found himself in want, he would have the means to make it come to pass. However, he would back up his means with the talent to compete. Earning a number of victories and top results, De Portago would draw interest from Enzo Ferrari. Suddenly there would also be an Italian influence in the De Portago line, including the type of car Alfonso drove away from the track.

The Ferrari 250 GT would be a brand new line from Ferrari. Chassis 0415 GT would be among the first ten to be produced and would be a forerunner of the 3.0-liter competition models that would make the marque famous.

The chassis would be essentially the same as the 250 Europa but would be far superior making use of coil-spring front suspension and the updated synchromesh four-speed transmission.

The engine would be a Tipo 112 and would be based upon the same V12 that had been used in the 250 MM. The main difference between the two would be the fact the 250 GT would make use of two twin-choke Weber carburetors instead of the four-barrel carburetor used in the 250 MM.

Some of the other obvious carry-overs to the 250 GT of De Portago's would be the influences of the 250 MM, 375 MM and 500 Mondial in the Pinin Farina-designed coachwork. And while 0415 GT would be one of the first ten 250 GTs to be produced, it would be one of just four 250 GT Berlinettas to be built by Pinin Farina.

The Pinin Farina design was simple and straight-forward. The aim was clear. It was obvious the lightweight aluminum Berlinetta was intended for competition, perfect for somebody of de Portago's reputation. Known as a 'two-car man' because of the way he abused his vehicles, the 250 GT would come finished with no bumpers or decorative trim. Everything about the car was with competition in mind. Even the interior would be sparse with only the essential instruments mounted in a small instrument panel and the aluminum interior panels would remain exposed.

The car would be completed and delivered to De Portago in November of 1955. Bearing a white livery with black leather upholstery, the car would make its debut with De Portago at the 2nd Annual Nassau Speed Week. In a five-lap race for production cars over two liters, De Portago would take his new car and would finish in 4th place behind three Jaguar D-Types.

Unfortunately, De Portago would entrust the car to his friend Gleb Derujinsky in the 30-lap Governor's Trophy race that same day. Around the halfway mark of the race Derujinsky would lose control of the car and would end up rolling it into a ditch. Amazingly, no serious damage was done to either car or driver and 0415 GT would be repaired in time to take part in the 60-lap Nassau Trophy race held on the 11th of December. Given another opportunity, Derujinsky would manage to finish 17th overall. De Portago would go on to finish the race in 2nd place driving his own 750 Monza. He would finish behind Phil Hill.

Unfortunately, Marquis De Portago would not survive as long as his 250 GT. Dying in the 1957 Mille Miglia, motor racing would lose one of its great gentleman drivers. However, 0415 GT would remain to remind all of the person and his great talents.

In 2009, 0415 GT would be put on display by Ferrari Classiche at the Techno Classica in Essen. Having been restored and refinished by the Ferrari factory itself, 0415 GT retains its original livery. Given its importance in the 250 GT line, the chassis is already a priceless piece of Ferrari history. But then there is its uniqueness, even amongst the impressive line of the 250 GT.

One of just four to be produced by Pinin Farina, one of the first ten to be produced, suddenly 0415 GT takes on a value that goes beyond mere association. And then there is the added asset of its relationship with the Marquis De Portago. Suddenly, the sparse competition model becomes a rare piece of history.

Sources:

'Lot No. 143: 1955 Ferrari 250 GT Berlinetta Competizione', (http://www.goodingco.com/vehicle/1955-ferrari-250-gt-berlinetta-competizione/#tab2). Gooding & Company. http://www.goodingco.com/vehicle/1955-ferrari-250-gt-berlinetta-competizione/#tab2. Retrieved 2 September 2013.

'1955 Ferrari 250 GT Europa GT News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z13221/Ferrari-250-Europa-GT.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z13221/Ferrari-250-Europa-GT.aspx. Retrieved 2 September 2013.

by Jeremy McMullen

Coupe by Pininfarina
Chassis number: 0409 GT
Engine number: 0409 GT

Seeing that only 43 examples of the 250 Europa GTs would ever be built every single one is a extraordinary and precious creation. However, even among those 43 there are still a handful that would have to be considered exceptional, 0409 GT would have to be just such an example.

The 250 Europa GT would be the replacement for the 212 Inter. The car would make use of a 3.0-liter Lampredi V12 and would, at least initially, have Vignale bodies similar to those of the 340 Mexico.

Pininfarina would pick up the design and production of the 250 Europa. The lines would be simplified and would have a look in common with the 375 America. The GT model would make its first appearance to the public at the 1954 Paris Salon. Though called the GT, there would be very little difference to the regular Europa. About the only noticeable external difference between the two would be the front wheel arch and the A-pillar.

The most significant difference between the two models would be in the chassis and engine. Not only would be chassis be wider and the wheelbase considerably shorter, but it would also benefit from improved suspension. Then there would be the engine differences. The Lampredi V12 engine would be replaced with the Colombo short-block V12. Though still 3.0-liters in size, the Colombo V12 was capable of producing some 220bhp.

Though Pininfarina would be involved in the design and construction of many of the Europa GTs, Vignale would still create a couple of examples for special clientele. Nonetheless, the Europa GT would be an important moment in Ferrari history as it would see Pininfarina take its place of prominence in the relationship to the automaker.

Only 43 examples of the 250 Europa GT would be built, and yet, it would constitute one of the longest production runs in Ferrari's history to that time. One of those 43 would be 0409 GT.

The car would be completed in July of 1955. When finished, the car would come with a red leather trim interior with grey cloth and an external finish consisting of Grigio and Amaranto. Registered by the end of July, the car would not be received by its first customer until the end of the year when it made its way to Rome.

For whatever reason, the Europa GT would remain in Rome for only about a year before it would be sold again. This time, the car would make its way to an owner living in Milan. In September of 1957, the car would be sold again. A Brazilian by the name of Jose Beruto Guiherme Mario would take ownership of the car. He was just 22 at the time but he would actually keep an address in Rome.

Throughout the early part of the 1960s, 0409GT would continue to change hands. It would spend time in Messina and Reggio di Calabria before it would end up in Taranto registered to one Giuseppe De Lorenzo. Still, the Europa GT would change hands yet again. Raffaele Lacarbonara, a mechanic working in the Taranto area, would end up becoming the car's owner.

Finally, the car would find an owner that appreciated it. Chassis 0409 GT would remain with Lacarbonara for more than four decades. In many respects, the Europa GT would become part of Raffaele's family and he would guard it as jealously as one would guard one of their own offspring.

The Europa GT would be driven sparingly by Raffaele, but then, in the early 1970s, the car would be secreted away in the family garage. The car would be effectively lost to the world as it remained tucked away in the garage for decades. Even after Rafffaele's death, it would be some time before the Ferrari would ever be discovered. Still, the car had been such an integral part of the family that they would not part with it until 2011 when a Swiss collector campaigned to purchase the car.

Nearly 40 years since its last public appearance, 0409 GT would reemerge to take part in the Uniques Concours held in Florence. A Californian would be awed by the Ferrari and would negotiate to buy the car in 2012.

Arriving in the United States, the Europa GT would be entered as part of the 2013 Pebble Beach Concours d'Elegance. Its highly original, un-restored state would garner much attention over the course of the event. Despite its obvious signs of wear and time in storage, 0409 GT offers something truly special. While there is something to be said about the meticulously restored automobile where everything is crisp and appearing untouched. The fact this Ferrari has obviously been touched, but remains highly intact, only adds to its intrigue and distinction.

Sources:

'1955 Ferrari 250 Europa GT News, Pictures, Specifications and Information', (http://www.conceptcarz.com/vehicle/z13221/Ferrari-250-Europa-GT.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z13221/Ferrari-250-Europa-GT.aspx. Retrieved 19 February 2014.

'All Models: 250 Europa', (http://www.ferrari.com/english/gt_sport%20cars/classiche/all_models/Pages/250_Europa.aspx). Ferrari.com. http://www.ferrari.com/english/gt_sport%20cars/classiche/all_models/Pages/250_Europa.aspx. Retrieved 19 February 2014.

'Focus On: 250 Europa (1953)', (http://www.ferrari.com/english/gt_sport%20cars/classiche/all_models/Pages/article_250_europa_gt.aspx). Ferrari.com. http://www.ferrari.com/english/gt_sport%20cars/classiche/all_models/Pages/article_250_europa_gt.aspx. Retrieved 19 February 2014.

'Lot No. 62: 1955 Ferrari 250 Europa GT', (http://www.goodingco.com/vehicle/1955-ferrari-250-europa-gt-2/). Gooding & Company. http://www.goodingco.com/vehicle/1955-ferrari-250-europa-gt-2/. Retrieved 19 February 2014.

by Jeremy McMullen

Coupe by Pininfarina
Chassis number: 0397 GT

This Ferrari 250 Europa GT with chassis number 0397GT is a left hand drive, Series 2 Coupe with coachwork by Pininfarina. It was created in July of 1955 and its first owner, Dr. N. Gotelli of Italy, took possession during that same year. By the mid-1990s the car was in the ownership of a California resident and in 1999 it was moved to Illinois with its current owner took possession of this magnificent automobile. It is seen here at the 2008 Cavallino Classic.

Ferrari chassis 0397-GT was delivered to Pininfarina on July 6th of 1955, and the completed car was sold to Dr. Natale Gotella of Genoa. The car eventually found its way to Southern California in the late 1950s, and endured a rather destructive sojourn at the hands of a Chinese restaurant owner's son, who drag-raced it. The current owner bought it in late 1959, in rather derelict shape, got it spruced up and running, and drove it in Los Angeles for two years. When he moved overseas, he sold the car to an enthusiast who disassembled it hoping to eventually restore it. It languished in their shop and then in a dirt-floored garage under a leaky toilet for 35 years. The current owner recovered the car from their estate in the late 90s and put it through a complete restoration.

Coupe by Pininfarina
Chassis number: 0419 GT

In 1954, Ferrari heavily modified its 250 Europa to accept the new short-block Colombo-designed V12. In doing so, they created Ferrari's first 250 GT. Pinin Farina fabricated most of the Europa GTs, three of which were made in aluminum for competition. These cars can rightly be called the prototypes for the extraordinarily successful 250 GT 'Tour de France.'

Chassis number 0419GT is the third from last of the 34 Pinin Farina cars and was the Brussels Motor Show car in 1956. The original owner was Garage Francorchamps in Belgium and later raced by Olivier Gendebien, Jacques Swaters and Leon Dernier.

In 2007 the car was sold to a United States collector who commissioned a complete restoration. Upon completion the car was on display at the 2009 Concorso d'Eleganza Villa d'Este where it was awarded with the 'Trofeo BMW Group Classic' for having the best restoration. It was shown at the 2010 and 2021 Pebble Beach Concours d'Elegance.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 0405 GT
Engine number: 1585 GT

Chassis number 0405 GT is a late-production Europa GT which originally incorporated the sought-after coil-spring front suspension, which replaced the transverse leaf-spring arrangement during its limited production run.

Carrozzeria Pinin Farina of Torino was tasked with creating the body for this vehicle in the Summer of 1955. It was virtually identical to the Pinin Farina-bodied 375 Americas and similar in many ways to the earliest Tour de France berlinettas. Upon completion, it was finished in a light gray known as Grigio Max Meyer and upholstered in orange Connolly hides. The car left the factory on August 2nd of 1955 and was equipped with Marchal lamps and white-lettered Englebert tires.

0405 GT was displayed at the 42nd Annual Paris Motor Show in mid-October on the show stand of French Ferrari importer Paul Vallee. After the show, the car returned to Modena. On December 5th, the car was sold to its first owner S.A.I.P.A. for the price of 3,000,000 Italian Lire. During its early years, it was registered in Modena.

By late 1956, the Europa GT had been exported to the United States and into the care of David Leopold of New York. Unfortunately, the cooling system had no anti-freeze and endured a session of freezing weather that cracked the original cylinder heads. This problem was fixed with a new Type 128 cylinder head featuring the improved siamesed intakeports.

A short time later, the car was sold to Bendix engineer Giltner Knudson. After Mr. Knudson moved to California in the early 1960s, he brought the former Paris show car with him. In 1964, he advertised the car for sale in the pages of Road & Track magazine.

Charles Betz became the vehicle's next owner. M0.r Betz retained the car for several years and displayed it at the 1966 Vista del Mar Concours in Los Angeles. The car was traded in 1967 for a 300 SL Roadster, only to take it back as part of a trade a few years and several owners later.

By the mid-1970s, the car was in Stamping Grounds, Kentucky, where it was in the care of Rudd Brown. In August 1975, Thomas Churchill of Yellow Springs, Ohio, acquired the car, and during the 1980s, Paul Hackman of Columbus is recorded as the owner. At some point while it in the Midwest, the original engine was replaced with a later outside-plug unit sourced from 1585 GT, a 1959 PF Coupe.

Paul Forbes returned the Ferrari to California during the 1990s and stored it in Costa Mesa for many years. In 1999, the Ferrari was sold to Stephen Block, a Bay Area enthusiast who planned to restore it. A short time after acquiring the car, Mr. Block found one of the two alloy-bodied Europa GTs, 0389 GT, and purchased it to restore.

The next owner was Sam Mann, who entrusted Rudi Konizcek of Vancouver, British Columbia, to perform a thorough cosmetic restoration. The car was stripped to bare metal and was found to be in excellent condition throughout. The car was finished in Mercedes-Benz dark blue (DB 904) and upholstered in rich tan leather. Original features such as the factory-supplied trunk carpeting were retained wherever possible.

The car currently displays 91,311 kilometers, a figure that is believed to represent the original mileage from new. The engine is a 60-degree V12 engine fitted with Three Weber Twin-Choke carburetors offering 240 horsepower. There is a four-speed manual gearbox and four-wheel drum brakes.

In 2012, this car was offered for sale at the Gooding & Company auction held in Scottsdale, Arizona. It had a pre-auction estimated value of $750,000 - $900,000. As bidding came to a close, the car had been sold for the sum of $797,500 inclusive of buyer's premium.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 0391 GT

There were 18 examples of the first-generation Europa built, followed by a second series introduced in late 1954, named the Europa GT. The most notable change was a new Colombo V-12 engine that brought 20 additional horsepower over the original Lampredi unit. The engine became the workhorse engine for the remaining 250 GT iterations. In total, there were roughly 34 examples of the Europa GT produced.

This Europa GT was sent to Pinin Farina for coachwork on June 17th of 1955. After the work was completed, the car was delivered to Pietro Barilla, the heir to the Barilla pasta conglomerate in Parma, Italy. It is believed that just after a year in Mr. Barilla's possession, this Europa was returned to the factory, and Mr. Barilla took delivery of another Ferrari, a 410 Superamerica, with chassis number 0495SA. The original engine from 0391GT was then removed and installed in chassis number 0357GT, the very first Europa GT, which was being race-campaigned by Jacque Swaters's Ecurie Francorchamps.

0391GT was imported to the United States for sale by Luigi Chinetti by the early 1960s. It was shortly thereafter purchased by King Sims of Atlanta, Georgia. A Seattle-based collector owned the car during the 1970s and by 1972, the car was fitted with a proper replacement engine, a 2,953 cc Colombo V-12 motor sourced from 0727GT, an early Ellena-bodied 250 GT produced in 1957.

During the 1980s, the car was in California ownership. The car was sold in November of 1988 to Dr. Heiner Oettli, a dentist residing in Niederrohrdorf, Switzerland. Two years later, 0391GT was acquired by Sportgarage's Bruno Wyss, an official Ferrari dealer in Zofingen, Switzerland. In 1998, it was sold to fellow Swiss citizen Christophe Ringier, who commissioned a full restoration.

The car was refinished in its original livery of Grigio Fiat paint with a Panno Grigio interior and blue leather sides. Upon completion, the car was exhibited at the 2002 Concorso d'Elegance Villa d'Este, winning the Trofeo Pininfarina for the most significant Pinin Farina body. 0391GT was also depicted in the June 2002 issue of Auto D'Epoca magazine and was further exhibited at the 2004 Retromobile exhibition in Paris.

In 2012, the car was offered for sale at RM Auctions in Monaco where it was estimated to sell for €520.000-€580.000. As bidding came to a close, the car had been sold for the sum of €582.400, inclusive of buyer's premium.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 0405 GT
Engine number: 1585 GT

This 1955 Ferrari Europa GT #0405 was displayed at the 42nd Paris Motor Show by French Ferrari Importer Paul Vallee. It is one of 34 GTs produced and is a late-production car with the highly sought-after coil spring front suspension. #0405 was first registered in Modena and has a full ownership history.

It was imported to the United States in 1956 and passed through several well-known owners including Bendix engineer Giltner Knudson and also Charles Betz and Fred Peters who have owned the car on several occasions.

Sam Mann acquired #0405 in the early 2000s and had a full restoration performed by Rudi Konizcek of Vancouver, British Columbia. The car still retains its original glass and trunk carpet.

The odometer currently displays 91,000 km which is believed to represent the original mileage from new.

This 1955 Ferrari 250 Europa GT has recently been returned to its original colors of Grigio Max Meyer and Peli Connolly Aranolo.

Coupe by Pininfarina
Chassis number: 0409 GT
Engine number: 0409 GT

The Ferrari 250 Europa made its debut at the 1953 Paris Auto Show. The first cars were bodied by Vignale along the lines of the 340 Mexico, but subsequently production was continued by Pinin Farina. Ferrari introduced a second series model named the Europa GT in late 1954, the most notable change being a new Colombo-designed V12 power plant that developed 20 additional horsepower over the original Lampredi unit. This new motor became the workhouse for the remaining 250 GTs, powering some of the most notable and revered Ferrari models ever built.

This unrestored second series model is the 27th Europa built by Ferrari.

Coupe by Pininfarina
Chassis number: 0407GT

A variety of road and racing cars bore the 250 GT name. They were all built on a tubular-steel chassis. The first Ferrari 250 GT was bodied by Pinin Farina and shown to the public at the 1953 Paris Auto Salon, where it caused a sensation.

The 250 GT Europa and successor 250 GT Boano/Ellena cars had a wheelbase of 102 inches. It was a replacement for the 212 inter and shared the same chassis as the 375 America. The engine was a Colombo-designed three-liter V12, and the transmission was an all-synchromesh four-speed. The top speed was about 130 mph, and the cars were priced at $12,800 in the United States. This 250GT Europa was a special design by coachbuilder Pinin Farina with a flatter ellipse grille and a large prancing horse in the center. The tips of the fenders were also pulled out and elliptical taillights were vertically mounted. This car was found in a garage in Burbank, CA, where it had been covered and unused for 30 years.

Ferrari 250 Europa GT Coupe with chassis number 0407GT is a Series 2 Pininfarina creation built with left-hand drive configuration. It is the 26th of 43 Ferrari 250 Europa GTs built and the sixth of eight custom-bodied by Pinin Farina. The car has several unique features, including an elongated low nose, a front grille containing dual fog lamps, and an unusual circle. It also sports a rather unique Connolly leather interior in bright orange, tailored by Hermes in Paris. It was originally sold to Vincenzo Ferrario in Rome before going to the United States, where it was bought by Hal Rudow of Seattle, who actually won a race with the car at a Sports Car Club of America event at Shelton Airbase in March 1960 - the car's first and only competitive outing.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 0389 GT
Engine number: 0389 GT

Gioacchino Colombo-designed short block engine had been brought up to develop 220 horsepower through its development in the competition-derived 250 model, the 250 Mille Miglia. Fitted into the shorter-wheelbase Europa GT models, these cars had a weight reduction by approximately 10% and gained nearly ten miles per hour to the top speed. Along with this performance boost, the Europa also benefitted from a fully revised suspension, now featuring independent coil-sprung suspension with double wishbones up front. The suspension changes made for a better handling car, excellent road holding and cornering abilities. The large Alfin brake drums were similar to those found on Ferrari's competition GT, the Tour de France.

This particular Europa GT is especially special, as it is one of just two examples bodied with lightweight aluminum alloy coachwork. It is presented with competition specifications generally unseen in the model. The car was originally prepared for the Mille Miglia, but it ultimately never ran the race, as it was not completed at Ferrari's workshops in time for the start.

The car's specifications combined elements of two different chassis types, the Type 508, which was the first of the ever-evolving 250 GT chassis, and the Type 513, which was only otherwise used on four 250 GT Speciale examples that were bodied in Super America-style coachwork. In comparison to the standard Europa GT chassis, the chassis frame tubes and cross members of this car were laid out quite differently, and feature a wider track front and rear, offering superior handling for road racing. The brakes on this car are identical to the ones fitted to the 375 MM Spider and Berlinetta sports racing car. The Type 112 motor no. 0389 GT (internal no. 333) was installed and tuned for competition. The weight was kept to a minimum by using a Type 102 magnesium gearbox casing, again in similar fashion to that of the 375 MM.

This left-hand drive example is finished in Blue Fiat 8V and upholstered with Plastico Naturale, much as it appears today. It was issued a certificate of origin on March 18th of 1955 and on April 27 the car was officially sold to Industrie Lampade Elettriche in Vicenza, Italy, on behalf of Luciano Cascalli. Over the next few years, the car remained in Romee before being purchased by Ferrari collector Edwin Niles of Los Angeles, California, in March of 1960. Mr. Niles imported the car to the United States, and soon thereafter sold it to a local Los Angeles dentist named Robert H. Peterson. Mr. Peterson commissioned Max Balchowsky to install a Corvette transmission and rear axle after a clutch failure; the original Ferrari V12 engine was retained.

The Europa GT then passed to several Hollywood executives, including two different employees of Columbia Pictures, eventually landing in the purview of Paul Forbes in 1981. A year later, the alloy-bodied Europa GT was purchased by Steve Tillack of Redondo Beach, California, and he treated it to a cosmetic refurbishment in the correct color scheme of blue paint over a tan interior. 0389 GT was then sold to Italian resident Marco Ferre, who repatriated the beautiful car back to its native Italy. His children inherited the car after Mr. Ferre's passing in 1991, and soon offered it for sale.

Michael Stollfuss of Bonn, Germany became the car's next caretaker, who then campaigned it at the Mille Miglia in May of 1999 wearing start number 298. After brief ownership by one additional German enthusiast, the car returned to the United States when purchased by Fantasy Junction's Bruce Trenery. A short time later, it was sold to Stephen Block of Moraga, California. Mr. Block unofficially brought the Europa GT to several major events without formally exhibiting it, including the Pebble Beach Concours d'Elegance and Concorso Italiano. Mr. Block also campaigned the car in the 2002 California Mille, where it received damage to its front fender. Hereafter, 0389 GT was repaired and treated to a proper repaint in 2002. During this time, the car's matching-numbers Colombo V-12 engine was rebuilt. The car then passed to Barry Konier, before being acquired by its current caretaker in 2009.

In addition to participating in the California Mille, the car has also successfully completed the Colorado Grand on four occasions. It received a Platinum Award at the FCA's May 2013 meet in Pasadena.

The Corvette transmission and rear axle installed by Max Balchowsky are long gone, and in place are correct, period Europa GT units. The original matching numbers engine block is currently fitted with cylinder heads from a Colombo Type 128C engine.

This Europa GT is one of approximately 27 examples bodied with Pinin Farina's Coupe coachwork.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 0387GT/0139EU

Nineteen examples of the Ferrari 250 Europe were constructed, based on chassis numbers 0297 - 0351. They were succeeded by the 250 Europa GT, which debuted at Paris in 1954. They were based on the shorter 2600-millimeter wheelbase but given a wider track, and powered by the Colombo-designed 3.0-liter V-12 engine, internally designated Tipo 112. Over the production lifespan, just 43 examples were produced.

This example, chassis number 0387 EU, was delivered new to Prince Bernhard of the Netherlands in 1955. The chassis and engine were renumbered by the Ferrari factory to '0139 E' for the Prince, which was the chassis number of the 212 Inter he had already owned. The old number, 0387 GT, still appears on the car's chassis and on the engine.

The Prince's Ferrari was given many competition-oriented items throughout. It has a Tipo 513/508 chassis and was based upon an early GT chassis. The only other 250 Europa GT with this specific chassis design was numbered 0389 GT. This is also the first 250 GT Europa fitted with a modern coil-sprung front suspension. It wears lightweight aluminum coachwork by Pinin Farina.

The car was eventually sold to the United Kingdom where it passed through three owners there until the early 1980s. It was acquired by Tiebo P. Vos of Pully, Switzerland, and then sold in 1994 to Holland, next passing to a French marque expert.

The car was repainted in 2001. The engine was rebuilt and further mechanical work was performed. During the work, it was discovered that the car had competition upgrades including 9.5:1 compression, Mondial-diameter pistons, special competition connecting rods, and a lightweight crankshaft. It was also found to have a competition-type steering box, fully-synchronized Tipo 342 gearbox, ventilated Magnesium drum brakes, and a limited-slip rear axle.

The car has recently been acquired by its current caretaker and imported to the United States. The car has approximately 56,000 kilometers (34,800 miles) from new. It is finished in factory-original black with beige leather upholstery.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 0401GT

There are two distinct models of the 250 Europa, the original series introduced in 1953 and a later second series known as the 250 Europa GT. The 250 Europa engine was a 3.0-liter V-12 with 200 horsepower built as a concession to Europe's taxation on large engine displacement. This smaller engine allowed for an eight-inch reduction in wheelbase with a revised rear frame design and front coil springs improved the handling of the Europa design. The Pinin Farina body was not significantly changed and the front fender ahead of the door was shortened which gave the car better proportions. A total of 34 Europa GTs were produced from 1954 to 1956. Prior to the GT it was not unusual to find differences between sequential Ferraris of the same model. The Europa GT changed that as Ferrari recognized standardization was the key to profitability. While there were a few custom Europa GTs, most of them are very similar.

The history of Ferrari production cars begins with the Europa GT. A total of 34 Europa GT's were produced from 1954 to 1956.

Coupe Speciale by Pininfarina
Chassis number: 0393

The Ferrari 250 Europa GT chassis was fitted with the Gioacchino Colombo-designed, short-stroke 3-liter V12 engine which was smaller and lighter than Ferrari's previous V12s. Pinin Farina designed four Speciale bodies on the 250 Europa GT chassis. This car was built for the gentleman racing driver Andre Dubonnet of Paris. He wanted the car for the 1956 24 Hours of Le Mans race. Pinin Farina worked closely with Dubonnet to design the all-aluminum body and it was first shown at the 1955 Paris Salon. Sadly, just before the Le Mans race in June, Dubonnet broke his foot and was unable to drive in the French endurance race; however, he went on to enjoy the car until he sold it in 1958. Five years later an American soldier discovered the car in Europe and, after modifying the body to suit his taste, he drove the car in Europe until he was ordered back to the United States. The car was sneakily covered in matte khaki paint and was hipped back to the United States disguised as a military vehicle. It sadly remained in this state for several years until it was eventually sold in 1980and its next owner spent 10 years restoring the car. The car was added to the Rare Wheels Collection in 2018 and has now been returned to its original navy blue and tan interior as it was shown at the Paris Salon in 1955.

Coupe Speciale by Pininfarina
Chassis number: 0383GT

This Ferrari 250 Europa GT entered into the Pininfarina Plant on February 14th of 1955. The Europa GT body style came in two sizes, a 104-inch or a 110.2-inch and this vehicle sits atop the larger wheelbase. It was entered into the 1956 Tour de France wearing number 76 and driven by Paolo Lena and Palanga. It failed to finish the race. Near the end of the year, it was entered in a hillclimb event driven by Paolo Lena where it emerged in third place overall and 2nd in class. It raced in one event in 1956 where it finished in third and an eighth-place finish in the Rallye Sestriere event in 1957. It was sent to the US in 1957 to Luigi Chinetti. It was raced in the 1957 12 Hours of Sebring wearing number 16.

0383GT was sold to Frank Adams in 1958 who entered it in a Watkins Glen race in the same year. He failed to finish the race. The same result was experienced in 1959 at Lime Rock.

It was later sold to Steve McCellow, also of the United States. It remained in his possession for a few years before selling it to Bill Pierce in 1964. Terry Myr became the car's next owner. Under his care, the car was involved in a garage fire and sustained heavy damages. It is believed that the damage occurred during the Detroit riots. Most of the body panels were still intact but it had been burnt to a rolling shell. Thankfully, the original engine and transmission were not in the car at the time. It was sold to Mike Pinto in 1975 who kept the car in storage, unrestored, until 1986.

The car was rebuilt in 1988 and 1989 into the pristine 250 Europa/TdF GT shown and is now, largely, a recreation. The bodywork was done by Mario Allegretti. It was given engine number 0977GT.

Since then, it was purchased by Richard Mattei who has been actively campaigning the car in a number of historic events. It has been to the Monterey Historic Races in Laguna Seca, driven by Mattei, on a number of occasions.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 0427GT
Engine number: 0427 GT

Ferrari introduced their 250 Europa GT in October of 1954 at the Grand Palais. The prior year, Ferrari had unveiled the 250 Europa. The 250 Europa GT rested on a redesigned Tipo 508 chassis, featuring a wider track and a wheelbase about 8 inches shorter than the prior model. It received an independent coil-spring suspension in the front which replaced the previous model's transverse leaf-spring arrangement.

The Ferrari 250 Europa was powered by a three-liter version of the Lampredi long block, while the new Europa GT was the first road-going 250 model to benefit from the Colombo-designed V-12. The Tipo 112 engine fitted to the Europa GT was basically a lightly detuned version of the engine found in the race-winning 250 MM competition model.

The Colombo engine was less temperamental, easier to keep in tune, better suited for road use, and took half the time to rebuild than the prior Lampredi engine. The Colombo engine was also lighter than the Lampredi V-12 which contributed to more balanced handling and ease of use at low speeds.

The majority of the Europa GT models were tailored by Carrozzeria Pinin Farina. Chassis number 0427 GT was constructed at the Ferrari factory in late 1955 and was originally specified in Grigio Metallizzato (Metallic Gray) with a contrasting top section, while the interior was upholstered in a combination of gray cloth and leather trim. 0427 GT was the very last Europa GT model built. The next 250 GT built was chassis number 0429 GT, which was the first prototype for the low-roof Boano.

The Ferrari Europa GT was delivered to Jacques Swaters' famed Garage Franchorchamps in Belgium in January of 1956. Later that month, the Pinin Farina-bodied Ferrari was put on display at the Brussels Motor Show. After the show, it was issued its certificate of origin and sold to W. Nilens, a resident of Belgium, under whose ownership it was registered as 'B.0655.'

On May 12th of 1957, the car made its only competitive outing, when it took part in the Grand Prix de Spa. The race was held at the Circuit National de Francorchamps and was won by Tony Brooks in an Aston Martin DBR1. The Europa GT, wearing both race number 30 and its Belgian road registration, proved its worth as a dual-purpose GT car.

The car was re-registered in Belgium in 1966 as '5.L.482.' It was sold to Jude Holcombe and Richard F. Merritt of Bethesda, Maryland, and exported to the United States. Some years later, the Ferrari was relocated to upstate New York, where it encountered head gasket troubles and was retired from the road. During the 1980s, the car found its way to Southern California. Over the next two decades, it was owned by three noted Italian car collectors: Paul Forbes, Bruce Milner, and Tom Shaughnessy.

The current owner acquired this car in 2006. At the time, it was in excellent original condition, having been kept off the road in static storage for nearly 30 decades. The car had its original upholstery and an old Garage Francorchamps sticker on the trunk lid.

A restoration soon followed. Upon completion, it was finished in a two-tone color scheme. This color combination was discovered as the base layer when the body was stripped to bare metal. The interior was trimmed using the well-preserved original interior as a foundation for authentic color, pattern, and detail.

Since the restoration, the car was shown only once, at the Quail Motorsports Gathering in Carmel Valley, California, in 2010.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 0413GT

This Europa GT is one of 43 examples built by Ferrari. It was commissioned with bespoke specifications by Dr. Enrico Wax, an enthusiast who ordered a new, highly personalized Ferrari every year from 1950 to 1974. This Ferrari features a Pinin Farina body with custom instrument cluster and distinctive taillights. It was delivered in deep metallic grey, with orange leather upholstery and the dashboard and door caps painted in a green-grey finish - a superbly sophisticated livery. The Europa GT is fitted with a V-12 Columbia engine and is one of the first cars to have coil springs on the front suspension. This Ferrari's early life is undocumented, but it was sold to William Gottwald of California and exported to the United States in 1960. Unfortunately for Mr. Gottwald, the car suffered a mechanical failure at around 33,700 km and was stored in his workshop for 60 years. It recently emerged following a painstaking nut-and-bolt mechanical restoration, with its body and interior unrestored and all original.

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