1963 Ferrari 250 GTO

The Ferrari 250 GT 'Omologato' was the pinnacle front-engined evolution of the 250 Series of sports cars and grand tourers that began during the early 1950s. When it made its public debut at the annual pre-season Ferrari press conference in January 1962, it was the only front-engine model on display, with its monoposto and sports racing counterparts all having a mid-engine configuration. The Ferrari 250 GTO was both a street-useable car and World Championship racing winning machine. Developed to contest the 1962 3-liter class FIA GT World Championship series of classical endurance racing events, it would win the World titles in 1962 and 1963.

Production was exclusive with a total of 39 examples built. Thirty-three examples wore the 1962-1963 'Series I' bodywork and three with the 1964 'Series II' bodywork similar to the Ferrari 250 LM. Four of the 'Series I' cars were updated in 1964 to Series II configuration. An additional three '330 GTO' cars were built with a four-liter 330 engine and distinguished by a large hump on the bonnet. They are sometimes included in the overall production number, bringing the total to 39.

The 250 Series and the Colombo short-block V12

The 250 Europa that was introduced in 1953 at the 40th Annual Paris Auto Show was an entirely new design for Ferrari and it utilized a long 110.2-inch wheelbase platform with styling that was perfected suited for Grand Touring. The early examples wore bodies by Vignale along the lines of the 340 Mexico, while subsequent examples were clothed by Pinin Farina.

Late in 1954, Maranello introduced a second series model named the Europa GT with the most significant change being a new 3.0-liter 'short block' V12 engine that developed 20 additional horsepower over the original Lampredi unit. This new powerplant would power Ferrari vehicles for the next decade. With constant development, this engine would continue to grow in power, and serve as the motivation for many of Ferrari's different vehicles designed for road and track.

The sophistication of the engine was mirrored by the simplicity and durability of the tubular ladder frame and suspension, with the new engine allowing for an eight-inch reduction in wheelbase size, a revised rear frame design, and front coil springs rewarding the car with improved handling. The Pinin Farina body remained consistent with its predecessor's styling, with the front fender ahead of the door being shortened resulting in better proportions.

The Europa name was soon dropped and the series was simply known as the 250 GT - a name derived from the displacement of a single cylinder - 250cc multiplied by 12 resulted in 3,000cc. Nearly all of the 250 series cars used the 3.0-liter Colombo V12 engine and its longevity is attributed to its durability, lightweight construction, tuneability, and output. Initially offering approximately 225 horsepower in competition guise, the output would increase over the years, reaching 300 horsepower with the Testa Rossa and 250 GTO. Most of the road cars rested on either a short wheelbase (SWB) size of 94.5 inches (2,400mm) or a long wheelbase (LWB) of 102.4 inches (2,600 MM).

The Tour de France

The tragedy at Le Mans in 1955 led to new FIA regulations which would birth a new Gran Turismo class for the 1956 season. Ferrari's new 250 Series was poised and ready to capitalize on the changes. Although meant for the streets and public roads, Ferrari knew that he had the car for this new class. Pinin Farina designed a competition body and Carrozzeria Scaglietti was commissioned to build them. The Ferrari 250 GT Berlinetta was an incredibly successful race car, and its victory in the grueling 3,600-mile Tour de France Automobile led to these long-distance racecars internally referred to as the 'Tour de France.' The 'Tour de France' would be produced up until 1959 in a series of four different body styles.

During its racing career, the 250 GT would claim victory at Tour de France eight years in a row.

The 250 GT Berlinetta 'Interim' and SWB

As the 1950s were coming to a close, seven 250 GTs were built as 'Interim' models to asses Pinin Farina design tightly draped over an all-new short wheelbase chassis. With a convincing seventh-place finish at Le Mans in 1959 and another victory at the Tour de France Automobile, production of the 250 GT SWB (short wheelbase) commenced.

The new curvaceous bodywork had shorter overhands, a much rounder trail, and headlights mounted on the edge of the fender and were more pronounced than the recessed headlights previously used. The chassis continued to be a straightforward oval tube frame with additional reinforcements around the rear and engine. The front received double wishbone and coil springs while a live axle was used at the back along with semi-elliptic leaf springs. The tried and trusted drum brakes were once again fitted.

Giotto Bizzarrini, Carlo Chiti, and Mauro Forghieri were tasked with the development of the 250 GT SWB Berlinetta. This same team would later produce the 250 GTO. Anchored by a lighter-weight aluminum alloy body and highly-tuned Colombo V12 engines, the Ferrari 250 GT SWB would earn an exceptional reputation on the track earning victories in the Tour de France from 1960 to 1962, as well as, victories in the RAC Tourist Trophy classic races at Goodwood between 1960 and 1961.

Standard road versions of the SWB had a steel body with a 90 x 54 mm frame and detuned Colombo V12, while the competizione versions featured an alloy body and a smaller 80 x 45 mm frame. These were the first Ferraris equipped with Dunlop disc brakes.

World Sportscar Championship : 1953 to 1961

The World Sportscar Championship was - as the name suggests - a series of races for sports cars and was overseen by the FIA and in operation from 1953 to 1992. Although the official name of the series changed throughout the years, it has generally been known as the World Sportscar Championship since its inception in 1953. Along with Formula One, it was initially one of the two major world championships in circuit motor racing. In 2012, the name was changed to the World Endurance Championship.

Circuits such as the Mille Miglia Targa Florio, and Carrera Panamericana were once part of the calendar, alongside the 12 Hours of Sebring, the Tourist Trophy, Nurburgring 1000 km, and the 24 Hours of Le Mans. The GT class was for production cars and the other class was for Sports Cars, with further segregation based on engine displacement.

Ferrari was the most dominant competitor throughout the decade. Maserati provided fierce competition and won many races, but never managed to clinch the World title. The Mercedes-Benz team may have dislodged Ferrari from its perch atop of the Championship had it not been for their withdrawal from racing after 1955 due to their crash at Le Mans. Jaguar was another series contender with their C- and D-Types, but the works team did not enter any events other than Le Mans. The Aston Martin team was small but mighty, and although they struggled to find success, they did manage to win the championship in 1959.

World Sportscar Championship : 1962 to 1965

For the 1962 season, the World Sportscar Championship title was discontinued and was replaced by the International Championship for GT Manufacturers. The world championship was run for GT cars (rather than sports cars), and the calendar grew to include smaller races. The season now included approximately fifteen races with hillclimbs, sprints, and smaller races added to the agenda. Cars were now grouped into classes of 'less than one liter,' 'less than two liters,' and 'over two liters.' Races such as Le Mans still counted towards the prototype championship, but since the points valuation wasn't very tabular, the FIA returned to the original form of the championship with about 6 to 10 races.

A prototype category was added for 1963, and for 1965 the engine classes were 'cars under 1300 cc (Class 1),' 'under 2000cc (Class II),' and 'over 2000cc (Class III).' Class III did not have any displacement limitations.

The Ferrari SEFAC Hot Rods / Comp 61s

Ferrari built a handful of special cars to contest the 1961's International GT Championship for Constructors. Officially called the Comp./61s and popularly known as 'SEFAC hot rods' (Societa Esercizio Fabbriche Automoili e Corse), they were lighter and more powerful than their predecessors. They received smaller diameter tubing with supplementary bracing to increase rigidity, lightweight body, aluminum bumpers, Plexiglas side windows, raked windscreen, 168B/61 engine fitted with 250 TR cylinder heads using revised cam timing, larger intake ports, six Weber 46 DCF/3 carburetors, and competition exhaust. The Tipo 539/61 chassis was similar to the regular SWB unit but featured revised rear suspension pickup points. With nearly 300 horsepower at 7,000 RPM, and depending on the gear and axle ratios, could achieve speeds of 160 mph at Le Mans.

SEFAC hot rods were the most advanced Ferrari competition coupes before the legendary Ferrari 250 GTO.

1961 Ferrari 250 GT Le Mans Berlinetta Sperimentale

Chassis number 2429GT was the first 250 GT SWB Sperimentale to receive a modified Comp/61 engine. The second example (2643GT) was powered by a competition-spec 3-liter V12 with dry-sump lubrication and six carburetors. This car would later be known as the 250 GTO prototype, as it shared many similarities to the legendary 250 GTO. It was built in 1961 and was a styling and engineering exercise for Ferrari's racing interests. It used a modified SWB chassis with a Type 168/61 Testarossa spec dry-sump engine. It was a factory entry at Le Mans in June of 1961 with Fernand Tavano and Giancarlo Baghetti driving. Due to instability at speed on the Mulsanne, a rear spoiler and front winglets were added to the car. These were somewhat hastily added to the car between practice and the race. It retired with engine trouble. The car's greatest accomplishment came in February 1962, at Daytona, where, with Stirling Moss at the wheel, it placed first in class in a three-hour race.

The Ferrari 250 GT Comp/62

Ferrari's GT car for the 1962 racing season was the Comp/62 (as it was known in official paperwork) but is generally referred to as the 250 GTO, with the 'O' being short for ''Omologato' - Italian for homologation. The Comp/62 used the 250 TR engine with three additional carburetors (totaling six) and dry sump lubrication, and its body shape is believed to be the work of Gestione Sportiva's (the factory competition department) Giotto Bizzarrini and Scaglietti. The first eighteen cars had a small lip bolted on the 'Kamm' shaped tail while subsequent cars had the lip built directly into the body. The overall design was pure, minimalistic, and beautiful, devoid of superfluous detail to spoil the rare elegance and efficiency of its design.

Due to the styling updates, the 250 TR engine, and the dramatic departure from the road-going variant, many argued that the Comp/62 was a new car and thus, could not qualify for homologation purposes. Since it was heavily derived from the earlier 250 GT Berlinetta SWB, homologation status was granted.

Il Commendatore

Enzo Ferrari was known as 'Il Commendatore' and his management style is often compared to that of totalitarianism, as he tightly held all authority and control. Driven by competition success, his efforts were forged from years as a racing driver and as a team manager. He won his first Grand Prix in 1923 in Ravenna on the Savio Circuit, followed by three victories a year later (at Ravenna, Polesine and the Coppa Acerbo in Pescara.) The death of Ugo Sivocci in 1923 and Antonio Ascari in 1925 made him question his future as a driver, and the birth of his son Alfredo (Dino) in 1932 convinced him to retire and focus instead on the management and development of the factory Alfa race cars. He retired after participating in 41 Grand Prix with a record of 11 victories. With several of the greatest drivers of the era, including Giuseppe Campari and Tazio Nuvolari, the 'Scuderia Ferrari' racing division of Alfa Romeo was very successful. Scuderia Ferrari managed Alfa's racing program until 1937, thereafter by Alfa Corse, with Ferrari remaining as Sporting Director. Ferrari left in 1939 following a disagreement with Alfa's managing director Ugo Gobbato, and founded Auto-Avio Costruzioni, a company supplying parts to other racing teams.

When World War II came to a close, Enzo decided to start making cars bearing his name and founded Ferrari S.p.A. in 1947. Among its many early racing achievements was a victory in 1949 at the 24 Horus of Le Mans, with a Ferrari 166 MM driven by Luigi Chinetti and (Baron Selsdon of Scotland) Peter Mitchell-Thomson. Ferrari won his first world championship Grand Prix with José Froilán González at Silverstone in 1951.

Il Commendatore's relentless pursuit of victory resulted in a very prosperous period for the marque during the 1950s and 1960s, including six consecutive victories at Le Mans (1960 to 1965), and three World Drivers' Championships (Juan Manuel Fangio (1956), Mike Hawthorn (1958), and Phil Hill (1961)).

Enzo Ferrari's strong personality and controversial management style would lead to Ford's creation of the GT40 (following a failed business arrangement between Enzo and Henry Ford II) which would claim victory at Le Mans in 1966 through 1969. When Ferruccio Lamborghini, an Italian tractor manufacturer, told Enzo about problems he was having with his Ferrari automobile, Enzo challenged him to 'built a better car.' The result was the Lamborghini Miura, one of the most iconic cars in history, and the birth of a rivalry that would continue for decades.

The Great Ferrari Walkout

The early 1960s brought numerous changes to the racing community and development followed at a feverous pace. For Ferrari, things became even more complicated with the 'Great Walkout' in 1961, when sales manager Girolamo Gardini, together with manager Romolo Tavoni, chief engineer Carlo Chiti, sports car development chief Giotto Bizzarrini and other key figures in the company left Ferrari to found the rival car manufacturer and racing team Automobili Turismo e Sport (ATS).

The mutiny by Ferrari's best engineers is attributed to Enzo's aggressive management style, and percolated to the boiling point with his wife's (Laura Garello) involvement in the company. Gardini threatened Enzo with leaving the company if Laura wasn't removed from company affairs. Laura would remain but Gardini was fired. Five other key personnel sided with Gardini and left the company in October 1961. The walkout occurred during the development of a new 250-based model, and the project's future was in jeopardy due to the loss of many key executives and engineers.

Tragedy

Another struggle the company was facing was its path that led to its championship involving numerous fatalities. The Scuderia had won the World Championship of Drivers and the International Cup for F1 Manufacturer's titles in 1961, but these triumphs were overshadowed by Wolfgang von Trips' tragic death at Monza, which had also claimed the lives of fifteen spectators. In 1957, Ferrari Grand Prix driver Eugenio Castellotti was killed at the Modena Autodromo circuit, and Fon de Portago perished a month later at the last Mille Miglia race (killing several spectators in the process). Luigi Musso was killed at the French Grand Prix in Reims in 1958, and Peter Collins at the Nurburgring a few weeks later.

The loss of life and the loss of talent in the walkout were a 'one-two' blow for Ferrari, leaving them 'on the ropes' as they attempt to cope with the poor publicity that followed. Ferrari's small family of employees had the monumental responsibility of keeping Il Commendatore at the pinnacle of motorsport competition.

The Ferrari GTO

As many in the motorsport community were switching to mid-engine configuration, the Ferrari 250 GTO remains one of the last front-engined cars to remain competitive at the top level of sports car racing. The road-going Ferrari 250 GTO would win the over 2,000cc class of the FIA's International Championship for GT Manufacturers in 1962, 1963, and 1964, along with continuing the company's nine-year dominance at the Tour de France Automobile with victories in 1963 and 1964.

Chief engineer Giotto Bizzarrini is credited with the development and design of the 250 GTO, and following the mass exodus of Ferrari employees, further development was entrusted to new engineer Mauro Forghieri, who worked with Scaglietti to continue the development of the body. Forghieri had excepted an apprenticeship in the Ferrari engine department in the spring of 1960 and worked alongside many engineers including Vittorio Jano, Carlo Chiti and Luigi Bazzi. Shortly after his arrival, he was joined by Gian Paolo Dallara. After 'the great walkout,' Forghieri remained the only credentialed engineer on staff. Just 27 years of age at the time, he was appointed technical director for racing cars, a position he would remain in until 1984.

Mechancial Specification

Many of the mechanical specifications remained similar to its predecessors; its 250 GT SWB-based chassis received minor updates to its frame structure and geometry to make it stiffer, lower, and reduce its weight. The hand-welded oval steel elliptical section tube frame had a 94.5-inch wheelbase, an overall length of 170.3 inches, a height of 47.6 inches, and a width of 63 inches. The suspension was comprised of an A-arm setup at the front with a live axle in the back with Watt's linkage, semi-elliptic leaf springs, and Koni shock absorbers. The Borrani wire wheels concealed Dunlop disc brakes and the steering was via a ZF worm-and-peg setup. With lightweight aluminum coachwork and alloy engine, the 250 GTO had an overall weight of approximately 2,300 lbs (1,050 Kilo).

Engine Specification

The race-proven Tipo 168/62 Comp 2,953cc (3.0 L) (2.9-inch bore / 2.3-inch stroke) engine powering the previous 250 Testa Rossa to victory at Le Mans was used to power the 250 GTO. The all-alloy, 60-degree, SOHC unit received six 38DCN Weber carburetors, dry sump lubrication, and a two-valve per cylinder valvetrain. With 9.7:1 compression, it developed 296 horsepower (300 PS) at 7,500 RPM and 217 lb-ft (294 Nm) of torque at 5,500 RPM. It was paired with a new 5-speed unit with Porsche-type synchromesh and a dry, single-plate clutch.

Body Design

Aerodynamic efficiency and lightweight construction were paramount, with wind tunnel testing at Pisa University (along with road and track testing) perfecting its elegant flowing shape. The long, low nose contained a small radiator inlet resting below air intakes with removable covers. High-speed characteristics and stability were improved by the underside of the car being covered by a belly pan, an underneath spoiler formed by the fuel tank cover, and the rear spoiler on the 'Kamm' shaped tail.

The early prototypes were bodied in-house by Ferrari or by Pininfarina, with subsequent examples created by Scaglietti. Most examples received bright red 'Rosso Cina' exterior finishes, but a variety of colors were available.

Interiors

Although the 250 GTO was a road-going vehicle, the interiors were minimalistic, with the seats being covered in cloth upholstery and ventilation via exterior air inlets. There was no carpeting or headliner and the exposed metal gate would become a Ferrari tradition going forward.

FIA Group 3 Grand Touring Car Homologation

The 1962 FIA regulations required at least one hundred examples of a car to be constructed in order to be homologated for Group 3 Grand Touring Car racing. Falling far short of that figure, as less than 40 examples were ultimately built, the Ferrari 250 GTO fell under the homologation umbrella of the 250 GT Berlinetta SWB model. FIA rules allowed changes to the engine, transmission, suspension, and body.

The Ferrari 250 GTO's Competition Pedigree

American Phil Hill and Belgian Olivier Gendebien drove the 250 GTO to a second overall finish (behind the 250 Testa Rossa competing in the prototype class) at its racing debut in 1962 at the 12 Hours of Sebring (the second round of the championship). It would win its class in each round of the world championship that followed, including a 1-2-3 class finish at Le Mans. Earning the maximum of 45 points, the 250 GTO easily won the season championship for Ferrari.

The 250 GTO faced stronger competition during the 1963 season, but would remain at the top of its class and would earn another class victory at Le Mans and an outright victory in the Tour de France.

Wearing so-called 'Series II' bodywork, the GTO saw some success during the 1964 season, by both privateers and the factory teams. Among the accolades was an overall victory at Daytona in 1964 by NART drivers Phil Hill and Pedro Rodriguez.

Continued Development, Modifications, and Variants

Series I

Thirty-three examples were built with 1962/63 bodywork. Four examples were later updated to Series II designs.

GTO 64 Series II

What is commonly referred to as the 'GTO 64' or 'Series II' wore updated styling by Mauro Forghieri and Mike Parkes. They redesigned the 250 GTO's bodywork with many of the 250 LM's aerodynamic features in hopes of enhancing the GTO's competitiveness for the 1964 season. The 250 LM had a mid-engine, rear-wheel drive and was not approved by FIA to race in the GT class during the 1964 season.

Minor modifications were made to the chassis, suspension, engine, gearbox and interior.

330 GTOs

Three examples of the 330 GTO were built using the 250 GTO body paired with the 400 Superamerica 4.0-liter engine. Due to the larger engine, these cars received a larger bonnet bulge.

Of the three cars, two examples were raced in period with a highlight being a second overall finish (and first in class) in the Nürburgring 1000 km.

330 LMB (Le Mans Berlinetta)

The 330 LMB used a modified 250 GT Lusso chassis and body and a 4.0-liter engine. Four examples were built in 1963, with the first example introduced in March alongside the mid-engined 250 P. Both were essentially developments of the 250 GTO with similarly styled front ends along with traditional Ferrari design cues. The 250 LMB was slightly longer than the 250 Lusso on which it was based, and had raised plates on the top of the rear fenders to help clear the rear tires.

Among the accolades achieved was a fifth place finish at Le Mans in 1963 with drivers Jack Sears and Mike Salmon.

The Legacy of the 250 GTO

The Ferrari 250 GTO was the end of an era for Ferrari's racing program as it was the conclusion of their 3-liter Colombo-design V12 Series in front-engine configuration. It kept the company at the top of the podium as they transitioned to new engineering personnel, and as they negotiated the new mid-engined style of cars.

Their competition prowess and undeniable elegance have made them one of the most valuable cars in modern times, with recent sales reaching $70 million.

by Dan Vaughan

Berlinetta
Chassis number: 4293 GT

In the 250 GTO, Ferrari produced the quintessential sports racing car of the post war era. Derived from the successful 250GT SWB Berlinetta, the GTO marked the culmination of the world-beating 250 Series.

Ferrari 250 GTO with chassis number 4293GT was built in April of 1963 and sent to Scuderia San Ambreous upon completion. Its first owner was Jacques Swaters who took the car racing only a short time after the purchase. Its first race was an overall victory at the 500km Spa in May of 1963 with Willy Mairesse in the drivers seat. At the end of the month it was raced in the 1000km Nuerburgring driven by Lucien Bianchi but failed to finish. In June it was raced in the 24 Hours of LeMans driven by Beurlys and Gerard Langlois van Ophem. The car did exceptionally well, surviving the entire 24 Hour race and finishing 2nd Overall and 1st in Class.

It scored a first at Zolder in 1963 and a First in Class at the 12 Hour Trophee de Reims. In July of 1963 it was sold to Jack Nethercutt of Sylmar California. Mr. Nethercutt would amass a massive and very impressive collection of automobiles during his lifetime, but this 250 GTO would not be apart of the collection. It was sold in 1964 to Chris Cord, then to Parfet in 1965 and back to Mr. Cord in 1967. It was sold again in 1968 to Steven Earle of Santa Barbara, CA. The car would remain in his care for nearly fifteen years before it was sold to Tohru Horinouchi. It sold again in 1996 and then was up for auction in 2000 at the Brooks Gstaad Auction. In July of 2002 it was purchased by its current owner who has brought the car to the Monterey Historic Races on several occasions, in 2004 and 2007, and shown at the Pebble Beach Concours in 2004.

Thanks to its comparatively short, accident free racing career, followed by a lifetime of caring ownership, 4293GT remains one of the most original GTO's in existence today.

by Dan Vaughan

Berlinetta
Chassis number: 4153GT

This Ferrari 250 GTO made its competition debut at the 24 Hours of Le Mans in 1963, driven by its owner Pierre Dumay and Belgian co-driver Leon Dernier to 4th overall and 2nd in class. The following year, in 1964, it was driven by Lucien Bianchi and Georges Berger to overall victory at the Tour de France. It finished on the podium six more times in its extensive period racing career.

The Ferrari 250 GTO featured an improved tube-frame chassis, Dunlop brakes, a completely revised rear suspension, and an all-new gearbox. At its core was Ferrari's Tipo 168/62 Comp V-12 engine.

This particular GTO was the 24th of 36 GTOs produced and sold directly to Pierre Dumay on December 28, 1962. It was finished in silver metallic paint and featured a central French Tricolore stripe (of blue, white and red).

Berlinetta
Chassis number: 4219GT

Pedro Rodriguez drove this GTO (chassis number 4219GT) to first place at the 3 Hour Daytona Continental race in 1963, just 12 days after Mamie Reynolds, its first owner, took delivery. It then took fourth in class at Sebring driven by John Cannon and Jo Bonnier. It raced its final race in July of the same year, driven by Frank Crane.

Berlinetta
Chassis number: 4757GT

This Ferrari 250GTO is considered one of the most prestigious of all Ferraris. This was the car that summed up Ferrari's philosophy best: the highest levels of performance and styling. Created by a team that was led by Giotto Bizzarrini, it owes its lines to research that was born in a wind tunnel. Its reputation came not only from its innumerable racing victories: including 1962, 1963 and 1964; Manufacturers Championships; but from the unique sum of its parts, stunning looks, a highly competitive chassis, and a thoroughbred 3-liter V12 engine generating 300 horsepower. There were 36 Ferrari 250 GTOs built and all still in existence today.

This 250 GTO, engine number 4757GT, was originally purchased on June 5th of 1963 to Count Volpi's Scuderia Serenissima Repubblica di Venezia. It was received just in time to run at Le Mans. The drivers at Le Mans were Fernand Tavano and Carlo Abate and the car was leading the GT category shortly after midnight when Abate lost control and crashed at White House. The car initially had an oblong bug deflector on the left side of the bonnet and from this a tunnel led to the cockpit ventilation inlet. After Le Mans the car was fitted with D-shaped scoops on top of each of the front wings, just ahead of the windscreen, to provide additional cockpit ventilation. Jacques Swaters bought the car in 1964, and almost immediately sold it to George Marquet. 1965 was the end of the 4757's competition history when it was bought by Jacques Swaters again. John Calley of the United States purchased the car in 1966 and then had numerous owners through 1987. In 1985 the FBI seized the car and held it for unknown reasons for a couple of years before being sold back to Jacques Swaters a third time.

Berlinetta
Chassis number: 4561SA

Unlike most of its peers, this GTO has a recent racing history that is of great interest. This 4-liter 250/330 GTO with its modified Superamerica chassis (4561SA) raced in mostly minor races until it was purchased by its present owner in 1999. Since then, the car has raced at prestigious circuits such as Monza, Nurburgring, and Donnington.

Berlinetta
Chassis number: 4713GT

Chassis number 4713GT was delivered to Luigi Chinnetti on June 5th of 1963. It was delivered in time to carry the NART (North American Racing Team) banner at LeMans in 1963.

The car was an unusual GTO because it was fitted with a Pinin Farina 330 LM body. This body has a front section that is the same as the standard 1962-3 GTO, except for circular spotlights behind plexiglass covers. Indicators were recessed into the side of the front fenders, and there were triple vents to allow exhaust heat to escape. The passenger compartment was typical 250 GT Lusso, with the exception of recessed door handles. Above each rear wheel is an extension to allow for additional suspension movement. The interior was standard GTO fare, with an ammeter added. it had a five-speed gearbox and handled superbly.

At LeMans, Maston Gregory and David Piper drove the car to a sixth overall and third in class. On other occasions, the car has been piloted by Roger Penske, Jo Schlesser, Claude le Guezec and Bob Grossman.

The Ferrari 250 GTO was produced from 1962 through 1964 with 36 examples created during that time including 33 cars with the 1962 and 1963 Series I bodywork and three with 1964 (Series II) bodywork similar to the Ferrari 250 LM. Four of the Series I cars were later updated in 1964 with Series II bodies. The 250 GTO is a car of beauty, performance, and mystery. Much is known about the car, but much is still in question. It is one of the most memorable and sought-after vehicles with many still put through their paces in modern times in historic competition.

The design was created by either Bizzarrini or Scaglietti or possibly input from several sources. Gestione Sportiva's Giotto Bizzarrini was in charge of the Comp/62 program when the prototype was brought to the track for testing. Gestione Sportiva had been tasked with creating a new performance version of the 250 GT for the 1962 season in order to comply with new FIA regulations to run the World Championship for GT cars, rather than sportscars. The project began with a 250 GT chassis SWB chassis that measured 2600 mm and shortened down to 2400 mm. The 2600mm wheelbase had been available as either an aluminum-bodied competition car or a 'Lusso' road-going version with a steel body. The 'Lusso' was created to comply with FIA homologation regulations that required a minimum number of cars to be created. The 250 GT SWB was used in competition during the 1960 and 1961 season scoring many important victories and providing the prancing horse marque with many podium finishes. It achieved victories in the Tour de France, and class victories at LeMans, along with many other GT Class victories.

In 1961 the Comp/61 version was introduced. It was a development of the prior competition 250 GT versions but with a more powerful engine, slightly modified body, and a strong and lighter chassis. Its only Achilles heel was its poor aerodynamics at high speeds.

The Comp/62 program began almost at the start of 1961. Ferrari raced a 'Sperimentale' in the 1961 LeMans race which featured a 250 TR engine stuffed into a 250 GT SWB chassis and wearing a body designed by Pininfarina in the SuperAmerica style. The car showed real potential but would end the race prematurely.

The front design of the Comp/62 prototype test car would make it to production mostly unchanged. The rear of the car was similar to the early 1960s 250 GT. The overall shape of the car was continually developed until perfected. Upon competition, it was sent to Scaglietti who finished the design and prepared it for production. In February of 1962, the car was shown to the public even though further modifications would still be made to the design. During high-speed testing, the rear end aerodynamics were still unstable. To rectify the problem, a small fin-shaped tail called a 'Kamm' was attached to the rear. This tail had first been seen on a V6 prototype car driven by Richie Ginther during the following season. The first 18 cars constructed had a separate bolt-on tail while the remaining cars had the design built directly into the body.

The Ferrari 250 GT series had done well for Ferrari, both in racing and in sales. Ferrari was able to use it in competition for several seasons as they had already been approved for racing and homologation requirements were satisfied. With the introduction of the Comp/62, may felt the car was not a derivation of the 250 GT, but had more similarities with a 'Testa Rossa' with the addition of a roof, thus making it a completely new car. Official paperwork referred to the cars as 250 GT Comp/62, but it is commonly referred to as a 250 GTO, with the 'O' representing 'Omologato' which is Italian for homologation. Ultimately, it was the 250 GTO name, which had first appeared in English publications, that would stick with the car. The US automobile company, Pontiac, would later use the 'GTO' name on their muscle car vehicles. Ferrari later used the 'GTO' name on future series of their vehicles.

The Ferrari 250 GTO enjoyed continual success in racing, even though the development had been hindered by the 1961 walk-out by many influential and important individuals at Bizzarrini. When the 250 GTO made its racing debut at Sebring, the second round of the championship, it easily won the GT class. It had been driven by Phil Hill and Olivier Gendebien, both very capable, experienced, and accomplished drivers. As the season progressed, the 250 GTO continued to rack up class victories including a top three in class at LeMans. Ferrari easily won the season having earned 45 points.

The following season the GTO continued its successes even with an influx of competition from the AC Cobras with powerful Ford engines.

There were 33 factory-built GTOs during 1962 and 1963 with 28 having the Comp/62 body. One wore a GTO LMB body. Three more were created in 1964 and four of the prior models were later re-bodied with a 1964 design. Luigi Chinetti's North American Racing Team (NART) created a special one-off design that they entered in the 1963 24 Hours of LeMans and is commonly referred to as a 250 GTO LMB. Its design was similar to the 330 LMB GT/Prototype race cars.

The 1964 cars were a development of the 250 P which had won LeMans in 1963. The engine was placed mid-ship and most, if not all, of its mechanical components, were completely new. This meant they were not homologated for racing under FIA regulations. To solve this problem, Ferrari quickly had three new GTOs created and fitted with bodies similar to the 250 LM. The cars would earn Ferrari another Championship for the third year in a row, though it was a tough battle between the competitive AC Cobra's and the Daytona variant.

As the competition continued to grow, Ferrari created a new racing version of the newly introduced 275 GTB. What had worked in the past for Ferrari, was not to work again, as the FIA refused homologation for the racing version as they viewed it too different from the road version. So Ferrari withdrew from GT Competition and focused on Formula 1.

by Dan Vaughan

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