1959 Ferrari 250 GT Interim

The Ferrari story began in 1929 when Enzo Ferrari founded Scuderia Ferrari - 'Ferrari Stable' - to build race cars. After World War II, he began building road cars but only as a means to fund his beloved racing.

The Ferrari 250 was built from 1953 to 1964 powered by a lightweight 2.9L V12 in either a long (102.4 inch) or short (94.5 inches) wheelbases. In 1959, seven 250 GT Berlinetta 'Interim' LWB coupes were built during the transition from the 250 GT Tour de France Berlinetta to the 250 GT SWB Berlinetta. These seven featured the new Pinin Farina bodywork from the upcoming SWB (short wheelbase) Berlinettas on the long-wheelbase chassis. All were built to competition specs and included a highly tuned engine and drive train. The bodies were all aluminum with an additional rear quarter window.

Ferrari's earliest racing campaigns employed the famed 'short-block' V-12 engine designed by Gioacchino Colombo, powering the 125S and 166MM racecars, and the concurrent road car line followed similar design principles. Growing displacement sizes led to the 212 and 225 Inter and Export models, which were sold as road-going vehicles but several were used for competition.

During the early 1950s, as Scuderia Ferrari's sports car competition program developed, the company went down a different path using engines based on Aurelio Lampredi's 'long-block' V12 design. This became the mainstay of Maranello's sports car racing efforts including the 340 Mexico, 375 MM, and 375 Plus, which accounted for the majority of Ferrari's sports car racing victories between 1953 and 1956.

The larger Lampredi engine was overwhelmingly successful in competition, but Maranello continued to experiment with various chassis designs and motor specifications, including the Colombo-designed unit. For the 1952 Mille Miglia, a 2,953 cubic-centimeter version of the short-block engine was installed into a 2,400 mm chassis and clothed with Vignale coachwork similar to a design used on the 212 Export. Called the 250 S, chassis number 0156 ET was entered for Luigi Villoresi, but at the last minute, a substitution was made and Giovanni Bracco was given driving duties, and ultimately placed first overall.

Renamed the 250 MM, the same car (0156 ET) raced at Le Mans and was driven by Bracco again at the Carrera Panamericana, but a transmission failure during the final leg of the rally prevented what may have been another Bracco victory. This led to the 250-specification engine being produced for a short run of 2500 MM customer racing cars and although they used Lampredi-style heads, they were the first competition use of Colombo's design with a 2,953cc displacement.

The FIA introduced displacement limitations for sports cars following the tragic disaster at the 1955 24 Hours of LeMans, opening an opportunity for Ferrari to introduce a new competition 250 GT model in early 1956 with Scaglietti coachwork based on an earlier Pinin Farina show car design. Wearing coachwork described as 'Berlinetta', this new model was marketed as a dual-use competition variant of the 250 GT road cars.

The first example built, chassis number 0503 GT, placed 4th overall and 1st-in-class at the Giro di Sicilia in April 1956 with Olivier Gendebien and his cousin Jacques Washer driving. This accomplishment was repeated at the Mille Miglia the following month, with a 5th overall finish and 1st-in-class victory. At the Tour de France Auto in September of 1956, Marquis Alfonse de Portago drove chassis no. 0557 GT to a convincing victory, firmly establishing the car's reputation.

Over the next two years, the Berlinetta earned numerous victories at various European circuits, including at the Tour de France in 1957 and 1958, earning it the nickname the 'Tour de France,' or 'TdF.'

The 250 GT Tour de France was in production for three years and numerous mechanical and bodywork changes were made during that time, with perhaps the most visual change being in the rear quarter panels (or sail panels) with various numbers of louvers as the model evolved through three batches. The fourth and final variation, often referred to as the 'interim' Berlinetta, was built during the spring of 1959 and began with chassis number 1377 GT.

The 'interim' cars rested on a 2,600mm wheelbase and clothed with new Scaglietti coachwork designed by Pinin Farina. Design cues included an under-sloping front grille, shorter overhangs, and more rounded front fenders and fastback rear end. The bodylines of the Interim foreshadowed what was to come with the SWB Berlinetta.

Scaglietti built the 250 GT 'Interim' Berlinetta with lightweight all-alloy coachwork, and the 2,953cc single overhead camshaft V-12 engine used three Weber 40 DCL/6 carburetors and delivered 260 horsepower at 7,000 RPM. The engine benefitted from recent advancements including those introduced on the Testa Rossa with the outside spark-plus design with individual, non-siamesed porting. The new Tipo 128 F architecture provided greater performance, better reliability, and easier maintainability, even during extended competition use. The engines were backed by a four-speed manual gearbox, the front suspension was independent and the rear used a live axle setup, and stopping power was provided by four-wheel disc brakes.

Only seven examples of the long-wheelbase 250 GT Interim Berlinetta were built between April and September of 1959, incorporating design elements of both the outgoing Tour de France and the soon-to-appear 250 GT SWB. The seven examples built have serial numbers 1377GT, 1461GT, 1465GT, 1509GT, 1519GT, 1521GT, and 1523GT. Among their accolades, chassis number 1461 GT placed fourth overall and 1377 GT placed 6th overall (and 4th-in-class) at the 1959 Le Mans 24 Hour race. An 'Interim' Berlinetta continued Ferrari's dominance at the Tour de France with another outright victory in 1959.

At the Paris Motor Show in October of 1959, Ferrari introduced the SWB Berlinetta, resting on a new 2,400mm wheelbase platform and clothed with a design similar to the long-wheelbase Interim.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 1521GT

Just seven of these special Long Wheelbase Berlinettas were built in the spring and summer of 1959. This is the sixth of those cars. They were unofficially called 'Interims' because they were built after Ferrari ceased construction of the 250 GT LWB Berlinetta and before it built the fabled Short Wheelbase Berlinetta. The bodylines of the Interim previewed what was to come with the SWB Berlinetta.

Ferrari 250 GT Interim with chassis number 1521GT is an all-alloy, left-hand drive vehicle and the sixth out of seven constructed. The first owner, Pierre Dumay, took possession of the car in September of 1959. It was entered into the Tour de France in 1959 driven by Dumay and Daboussy and crossed the finish line in seventh place overall. In the following month, the car finished in second overall at the Circuit de Vitessse de Staoueli. The car continued to provide podium finishes for its driver.

The car was sold in 1966 and proved to be fatal ownership for its new owner, as an accident claimed the life of its driver. The car was repaired in 1967 and passed through ownership throughout the years until it was purchased by Karl Dedolph in 1978. Dedolph owned the car for nearly twenty years and entered it in Historic competition. It appeared at the Monterey Historic Races in 1984, 1987, and 1991.

In 2005 the car was given a fresh layer of paint, finished in silver and black. It was displayed at Retromobile in Paris, France in February of 2005. Ownership passed to Lorenzo Zambrano in 2005 and was brought to the 2007 Cavallino Classic in Palm Beach, Florida.

Of the seven 250 GT Interim cars created, Pinin Farina was tasked with creating the coachwork for one of the cars and Scaglietti constructed six more. All sat atop of the long wheelbase chassis but used the short-wheelbase body. This is where the name 'Interim' was formed; it was between the 250 GT SWB and the 250 GT LWB TdF.

The Pinin Farina prototype and a Scaglietti-bodied car appeared at the 24 Hours of LeMans. These Pininfarina versions had a bulge in their bonnet while the others had a blister for ram-air induction. The LeMans entry cars had the more powerful 128DF engines though they were plagued with reliability issues which hindered their true potential.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 1465GT

Ferrari 250 GT Interim Berlinetta Long Wheel Base with chassis number 1465GT is the third of seven created. It was finished in September of 1959 as a left-hand drive vehicle.

In 1960 it was upgraded to Amadori disc brakes.

In 1965 it was brought to the United States and sold again in 1969. In 1976 it was offered for sale for $16,500. From there, the car would change hands several times before the mid- to late- 1980s when it came into the possession of its current owner. The car has been used in the Monterey Historic Races in 2004, 2006, and 2007.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 1519GT

This is the fifth of those rare seven. It won third overall at the 1959 Tour de France and has won at Montlhery and Watkins Glen. It proudly wears its original alloy body. Its well-documented history traces it from its delivery in Geneva in 1959 and its successful European racing that season to its eventual transmission to an American-based racer in the year's following.

Coupe by Pininfarina
Chassis number: 1519GT

Race and FCA Platinum Award winner, this 1959 Ferrari 250GT Competizione Berlinetta is a truly accomplished automobile and absolutely holds its own among Ferrari's numerous other successful factory sports cars from the 1950s and 60s. Among the road-going customer automobiles offered by Ferrari, this has to be one of the best.

Designed around Gioacchino Colombo's famous short-block V12 engine, the 250 GT would be a classic from the very beginning. Bearing a Pinin Farina body that was built by Scaglietti, 1519GT is one of a handful rare examples of a 250 Competition Ferrari.

The Tour de France body style would continue in production for just three years and there would be only very small changes to the design over the course of those three years. In 1959, a Berlinetta version would be unveiled at the Paris Motor Show and would be phased into production over time. Sometimes referred to as the 'Interim' Berlinetta, this new design would feature more rounded front fenders, and under-sloping front grille and a more pronounced backend. Clothed in new alloy bodywork, the 250 GT Berlinetta would go on to finish 4th overall at Le Mans in 1959.

Built upon a longer wheelbase, the new 250 GT Berlinetta would be rare, even by Ferrari standards, as there would be just seven examples built over the summer and early autumn of 1959. This chassis, 1519GT, would be the fifth of those seven LWB 'Interim' Berlinettas. It would leave Maranello at the end of July in 1959 and would be received by Scaglietti shortly thereafter.

Jean-Pierre Schild, a Swiss driver that helped found Ecurie La Meute, would be the car's first owner. He would receive the car through Soconemet S.A.

Schild was an accomplished racer having scored a victory in the Coupes du Salon in 1957. Driving Alfa Romeos up to this point, Schild would take delivery of a 250GT in 1958 and would score a 2nd place result in that year's Coupes du Salon. After yet another Tour de France 250GT, Schild would be seeking even greater performance. Therefore, he would turn to Ferrari and their alloy Berlinetta. 1519GT was one of these and would be completed for Schild in September of 1959.

The car would not be held back, taking part in the grueling Tour de France. Wearing number 161, 1519GT would come through all of the sprints, hillclimbs and laps to finish and incredible 3rd overall, and this was against no less than 15 other 250GT TdF and two other Interim Berlinettas.

About a month later, Schild would score 1st in the GT class at the Coupes du Salon proving he had finally found a car with the performance he was looking for.

In 1960, the car would return to Maranello to receive some upgrades. One of these upgrades would be Dunlop disc brakes. Afterward, the car would be born by ship to New York City and Luigi Chinetti Motors. It was, in turn, sold to John Bunch of Connecticut.

Driven by Dean McCarthy for Bunch, the car would be campaigned at numerous SCCA events. The Ferrari would finish 2nd at Thompson and Montgomery. Then, at Watkins Glen in June of that year, McCarthy would come through to finish first overall in the Glen Classic.

Some time later, Bob Grossman would purchase the car. Unfortunately, an accident would lead Grossman to remove the engine and transmission. The car itself would then be sold to William Denger who would store the car away for many years to come.

The car would continue to be hidden away, even after it was acquired by John Damron in the early-1970s. In 1972, a Connecticut dealer would buy another 250GT Berlinetta. In that car was engine number 1519GT. He would recognize the importance of the motor and would have it removed for safe-keeping. About that same time, Damron would purchase the chassis. Damron would find out about the car's original engine and would end up purchasing it not long afterward.

For more than 30 years the car would remain with Damron. Then, in 2011, the car would be sold again, this time to a Greenwich-based Ferrari collector. This new owner would set about having the car completely restored. Diena & Silingardi would be given the task of rebuilding the running gear and engine. Tappezzeria Luppi would be tasked with the interior while Carrozzeria Autosport Bacchelli & Villa had the responsibility of the coachwork. The Carrozzeria was the perfect place to send the car as it actually employed former employees of Drogo and Scaglietti.

When done, there was just one more detail—the finish. Restored in the racing colors of Ecurie la Meute's Swiss livery, the car was now complete and would be confirmed with Ferrari Classiche certification in 2014. Except for the gearbox, which is of the correct type, just not original to the car, 1519GT is about as original as they come.

All of the restoration efforts would result in not only Ferrari Classiche certification, but also, a Platinum Award at the 2015 24th Annual Palm Beach Cavallino Classic and a 2014 run up the hill at the Goodwood Festival of Speed.

Excellence in Class and Best Ferrari awards would just be icing on the cake and further evidence of the results of three year's worth of work.

With a resume overflowing with victories and class wins, as well as, concours awards and accolades, this 1959 Ferrari 250 GT Competizione Alloy Berlinetta has to be considered among the best within Ferrari's impressive history.

Offered as part of the 2015 Bonhams Quail Lodge auction, this Ferrari would be, without a doubt, the highlight of the event. Surrounded by a great deal of provenance and quality, the stir surrounding this car would be palpable. All of the attention would result in a final sale price, inclusive of premium, of $8,525,000.

by Jeremy McMullen

Coupe by Pininfarina
Chassis number: 1377GT

Ferrari produced around 100 examples of the 250 GT competition model. The last ones offered a glimpse of the future, boasting a Pinin Farina design, which would be used on the all-new short wheelbase models launched late in 1959. In retrospect, aptly referred to as 'Interim Berlinettas', the seven examples built served to assess the new design on the track. It worked well as this car finished in seventh place at LeMans in 1959.

The new Pinin Farina body was tightly draped over the chassis. It was curvaceous and featured shorter overhangs. The headlights mounted on the edge of the fender were more pronounced than the recessed headlights previously used. Another distinct feature was the much rounder tail.

There were few changes to the chassis and drivetrain. The chassis consisted of a straightforward oval tube frame with additional reinforcements around the engine and at the rear. Suspension was by double wishbones and coil springs at the front and a live rear axle with semi-elliptic leaf springs. The tried and trusted drum brakes were once again fitted.

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