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1964 Ferrari 250 GT Lusso

The Lusso was the last of the Ferrari 250 road cars and while its predecessor, the 250 PF, was restrained and elegant, the Lusso was stunning and dynamic. Its graceful yet elegant stance was lower and wider, and the Kamm tail treatment at the rear modernized the aesthetic of the car considerably. Positioned between the more luxurious 250 GTE 2+2 and the competition-oriented SWB (short wheelbase), the Lusso combined the best quantities of both, providing an athletic Gran Turismo with arresting visual presence with a comparatively civilized cockpit and driving experience. Equipped with the best features of its predecessors, the 250 GT/L Berlinetta, known simply as the 'Lusso,' is regarded as the most developed evolution of the revered 250 GT lineage.

The Pininfarina coachwork concealed Ferrari's classic ingredients that included the venerable 3.0-liter outside plug Colombo V-12 engine that had proven so successful in the 250 Testa Rossa and California spider racing variants, disc brakes, a suspension with Koni shock absorbers at each corner, and a rear Watts linkage that had been perfected on the legendary 250 GTO. Scaglietti's realization of Pininfarina's design proved to be a Paragon among their creations, with classic early cues such as the egg-create grille, ample glass all around with thin A-pillars, delicately curved fenders, long and flowing proportions, and a fastback profile punctuated by a Kamm tail.

Production

Ferrari introduced the 250 GT Lusso two-seat GT Coupe in 1962 at the Paris Motor Show, and it would remain in production through 1964 with 351 examples built. It was replaced by the Ferrari 275 GTB equipped with a 3.3-liter V12 engine that offered between 260 and 320 horsepower.

Specifications

The 250 GT/L rested on a 94-inch wheelbase which was identical to the 250 GT Berlinetta but shorter than the 100-inch platform of the 250 GTE '2+2.' Its tubular steel structure was adopted from the 250 GTO but with narrower tubes and suspended by double wishbones and coil springs at the front. The rear used a live axle, leaf springs, telescopic shock absorbers, and semi-elliptical concentric coil springs. Stopping power was courtesy of four-wheel disc brakes with hydraulic controls. The polished aluminum Borrani wire wheels with knock-off hubs were wrapped with 185VR15 Pirelli Cinturato CA67 tires.

The heart of the Lusso was the refined V12 engine that developed 240 horsepower at 7,500 RPM and 178 lb-ft of torque, endowing it with enough power to rank as the fastest passenger car of that period. Zero-to-sixty mph took only 7 to 8 seconds and its top speed was 150 mph. The engine used two chain-driven valves per cylinder, three dual-barrel Weber 36 DCS carburetors, and one overhead cam head through the cylinder bank.

Interior

The spacious interior was accomplished by moving the engine as far forward as possible, a very unfamiliar and non-traditional concept for Ferrari, as it placed luxury over weight distribution. The interior accommodated comfortable seating for two and there was a fairly spacious boot space with a parcel shelf covered in quilted leather. A row of five round dials resided in front of the three-spoke Nardi steering wheel, while two larger dials, positioned towards the driver, were in the center of the dashboard. The two large dials were the speedometer and the tachometer, with the tachometer having a 'red zone' beginning at 8,000 RPM. The instrument panel was covered with soft and black leather, another unusual feature for Ferrari. With leather upholstery and luxury amenities, the Lusso recalled the elegance of the earlier coachbuilt offerings.

The Lusso was a mature and revered example of Ferrari's road-going 250 GT series, combining race-bred mechanical underpinnings with a handsome exterior design. It was the direct relative of the 250 GTO racecar, with a well-tended V-12 and plush leather interior, offering a supremely rewarding grand touring experience.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5287

Regarded as one of the most beautiful Pininfarina designs, the Lusso, or GT/L, sold as a road-going car and directly benefited from its predecessors in the successful line of Ferrari 250 GTs.

It was developed from the dual-purpose 250 GT Short Wheelbase (SWB), which was delivered as both as a full-on competition or a steel-bodied grand touring car. When the SWB's time was up, its road-going version was replaced in 1962 with the more curvaceous 250 GT Lusso.

Inside, the Lusso was well appointed with ample room for two and a luggage area behind with retention straps. This was possible because although the Lusso used the earlier SWB chassis, its engine was mounted much more forward to increase passenger space.

Although the Lusso's primary intent was grand touring, it shared many racing features with the all-conquering 250 GTO race car. Both had the same wheelbase, disc brakes, Boranni wheels, suspension and all-aluminum engine. Despite the Lusso's less robust chassis, steel bodywork and more forward mounted engine, many owners rigged their cars with a harness and went racing with it when a GTO couldn't be ordered.

Berlinetta by Scaglietti
Chassis number: 5247

The 250 GT Lusso, also known as the GTL, was introduced at the 1962 Paris show. The car had flowing lines and a fastback shape typical of the GT cars of the mid-1960s. Power was from the 250 GTO's Tipo 168 engine offering 247 horsepower thanks, in part, to the three Weber 36DCS carburetors. The construction was handled by Scaglietti, while Pinin Farina had been tasked with creating the design. Production of the Lusso lasted through 1964, and only minor modifications were made during that time.

Ferrari 250 GT Lusso with chassis number 5247GT is a left-hand drive finished in dark red and a tan interior. It was sold to Michael A. Yedor of California sometime prior to 1995. The history prior to 1995 is still being compiled.

Yedor entered the car into the 1995 Rosso Rodeo in Beverly Hills. In August of that year, it was entered into the 3rd FCA Vintage Ferrari Concours at Carmel Valley where it was awarded a second in class. At the Newport Beach Concours in 1996 the car was awarded a first in class. It was invited to the prestigious Pebble Beach Concours in 1996.

In 1997 it was a part of the Cavallino Classic where it was awarded Best of Show and Coppa Bella Macchini. At the Rodeo Drive Concours, it was awarded Class Awards. Also, in 1997, it attended the Ferrari Club of America Field & Driving Concours in Washington DC.

In 1999 the car passed ownership to Jeffrey Fisher of Palm Beach. 5247GT was invited back tot he Cavallino Classic XV in 2006.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5675GT

You could easily argue that the 250 GT Lusso is the most beautiful car to wear a prancing horse in the 1960s. The car debuted at the Paris Salon in 1962 to rave reviews. As was customary, the Lusso was designed by Pininfarina and built by Scaglietti.

The coachwork combines a low slung nose with sculpted Kamm tail. Specifications would be varied to suit individual customer requests. Competition cars carried lightweight aluminum alloy bodies, while road-going cars featured a fully trimmed interior and a soft suspension. The interior offered new standards in sports car passenger comfort. Ferrari produced 350 250 GT Lussos.

Mechanically, the cars used a 3.0 liter twelve-cylinder engine and a four-speed gearbox. Motivated by 250 horsepower, the Lussos ran 0 to 60 mph in eight seconds and topped out at 150 mph.

The Ferrari 250 GT Lusso with chassis number 5675GT is a Left Hand Drive vehicle.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 250GTL5475

The 250 GT Europa was introduced alongside the 375 America at the 1953 Paris Auto Salon. The 250 GT Europa was the first road-going Ferrari to be identified by the 250 series nomenclature. Under its bonnet was the Gioacchino Colombo-designed V-12 engine displacing 3-liters. This was also Ferrari's first grand touring car. The 250 Series, wearing its Pininfarina-designed styling, was a well-proportioned, classic, high-performance grand touring car that combined power, speed, and agility, with elegance and comfort for two occupants, including their luggage.

The 250 GT/L Berlinetta was the final iteration of the 250 GT series. A prototype of the new 250 GT Lusso Berlinetta, was first shown at the Paris Motor Show in October of 1962. The 'Lusso' cars that followed were given new rear suspension features that were from the legendary GTO. The list includes tubular shock absorbers with concentric helper springs and a Watts linkage setup.

This 250 GT/L is finished in Rosso Corsa and was given a restoration from the ground up between 1999 and 2000. When the work was finished, it was shown at the Monterey Concorso Italian in 2000, where it was the event's featured car. The car was awarded both Platinum and Best of Show awards. It was shown at the 2001 edition of the Cavallino Classic, and in 2002, it received a Platinum Award at the Ferrari Club of America meeting in Century City.

The car rides on Borrani 'knock off' wire wheels. The interior is trimmed in tan hides with darker brown carpeting. The engine is a 250-horsepower unit with three Weber twin-choke carburetors. There is a four-speed manual gearbox and four-wheel hydraulic disc brakes.

In 2009, chassis number 250GTL5475 was offered for sale at the Automobiles of Arizona, presented by RM Auctions. The lot was estimated to sell for $600,000 - $700,000. It was sold for $550,000, including the buyer's premium.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5295

This 1964 Ferrari 250 GT Lusso is chassis number 5295. It was the 1964 New York auto show Ferrari display car.

by Dan Vaughan

Berlinetta by Scaglietti

The full title of the 250 GT Lusso is 250GT Pininfarina Berlinetta, but the name 'Lusso,' which means 'luxury,' stuck, and it is easy to see why. Although only 350 of these cars were built, they are without a doubt among the most beautiful of all 1960s automobiles.

The 250 GT Berlinetta Lusso is a true grand touring car. Built on a shorter wheelbase than its predecessors, it was given a steel body with an aluminum hood, doors, and trunk lid and such stunningly luxurious interior trimmings as plush carpets, leather trim, and sound insulation. The unique instrument panel had the speedometer and tachometer directly in the center of the panel flanked by the smaller gauges in front of the driver. Designed by Pininfarina and built by Scaglietti, the Lusso's styling redefines the word classic.

Intended as a road car, the Lusso came with a Colombo V12 engine that was officially rated at 250 horsepower and had a top speed of 150 mph. The outstanding suspension included telescopic shock absorbers with 'helper' springs wound around them. The 1964 model marked the end of the 250 Series that had started a decade earlier.

This vehicle changed hands about 20 times before being acquired by the current owner on August 15, 2009.

Berlinetta by Scaglietti

From 1953 to 1964, Ferrari built the 250 Series road cars on two wheelbase sizes measuring 94.5- and 102.4- inches. Nearly all of the 250s were powered by a Colombo Tipo 25 V-12 engine. It was a lightweight powerplant that displaced 180 cubic inches and offered just over 275 horsepower.

The 250 GT Lusso (also known as the GTL) was designed by Pinin Farina and first shown at the 1962 Paris Show. The engine was a Tipo 168 unit that offered 247 horsepower and three Weber 36DCS carburetors. Scaglietti was tasked with the construction of the Lusso, and production lasted through 1964 with few modifications during that time.

Ferrari introduced the concept version at the 1962 Paris Motor Show as a prototype named the 250 GT Lusso. This prototype would be almost identical to the production version, and only minor details would change over the run thereafter.

The new model was a way for Ferrari to fill a void left between the sporty 250 GT SWB and the luxurious 250 GTE 2+2. The Lusso was specially designed to meet the new demands of the 1960s. Owners found that the Lusso was considerably more comfortable and spacious compared to other Ferrari models.

This Lusso Berlinetta has been owned by the same caretaker for the past 35 years. It was featured in the Ferrari Club's magazine in 1999, is highly original, and has no modifications.

by Dan Vaughan

Berlinetta by Scaglietti

The 250 GT Lusso debuted at the Paris Auto Salon in October 1962. Designed by Pininfarina and built by Scaglietti, the Lusso combined race-car looks with a luxurious interior. Specifications could be varied to suit individual customers' requirements. Models supplied for competition had lightweight aluminum bodies, while road-going cars enjoyed a fully trimmed interior and softer springing. Built as the successor to the 250 GT SWB and marketed alongside the all-out racing 250 GTO, it had the same 3-liter V-12 engine with three twin-choke Weber carburetors.

This is the last of the 350 Lussos built by Ferrari. It was shown at the 1968 Pebble Beach Concours d'Elegance, where it came second in class. It has been carefully preserved since then and is one of the most original Ferraris in the world.

Berlinetta by Scaglietti
Chassis number: 250GTL5345

This Lusso is the 223rd of only 350 units built. It was sent to Scaglietti in November of 1963 before the car was fully completed in February of the following year. On February 24th, 1964, it was issued its certificate of origin. That was the same day the car was sold new by Ferrari S.p.A. to its first owner CO.GE.S. S.p.a. (Costruzioni Generali Strade) at Via G. Lanza in Rome.

Registered on Italian plates in Rome, the car was sold to its second owner just one year later on January 16th, 1965 through Sport Auto Roma S.r.l. to Ottavio Capuani of Rome. Just two years later, the car was serviced and maintained at the factory's Assistenza Clienti in Modena. That year, it is known to have been owned by Mr. Richardson in Rome and to have been painted red with a black interior.

The car was later exported from Italy to the United States and owned for a number of years by an individual in Michigan.

During the 1990s, the car was owned by Dave Jordano of Chicago. It was later acquired by Neil Shevin of Evanston, Illinois in 2003. It was offered for sale in 2006, still finished in red with a black interior.

The current owner acquired the car in 2007 and has resided in California ever since.

In 2010, this car was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. It was estimated to sell for $500,000 - $600,000. As bidding came to a close, the car had been sold for the sum of $561,000 inclusive of buyer's premium.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5529 GT

This Lusso, chassis number 5529GT, was finished in the classic color scheme that it wears today - red with a black leather interior. Upon completion, the car was delivered new to the official Ferrari dealership Charles Stewart Motors in Miami, Florida. In July of that year, John Annis purchased the car for approximately $13,000. After several years of use, the car was traded for an alloy-bodied 275 GTB/4.

By 1968, the car had been moved to the West Coast and into the care of Louis Mouton Jr. It would remain in his care for almost three decades. It would not re-appear on the open market until January of 1987, when Steve Forristall's GT Cars of Houston, Texas, offered it for sale. In February of the following year, the car was sold to Mike Sheehan, who later sold it to John Ortega. Shortly after taking delivery of the car, Mr. Ortega began a comprehensive restoration. Two years later, the work was complete, and had been re-finished in the original, factory-delivered color combination.

In November of 1989, David Livingston became the car's next caretaker. It would remain in his collection until 1993, at which time it was sold through the Vintage Motor Car Company in Encinitas to Skeets Dunn. The current owner took possession of the car in 2000.

In 2011, the car was offered for sale at the Gooding & Company auction held in Amelia Island, Florida, where it was estimated to sell for $600,000 - $750,000. As bidding came to a close, the car had been sold for the sum of $632,500 including the buyer's premium.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5947 GT

Chassis number 5947 GT was the 347th of the 350 examples produced. The car was sold on July 28th, 1964 to Francesco Di Benedetto, a Sicilian residing in Caltanissetta, Italy. Ownership passed to at least one more Italian owner before being purchased in the 1970s by Reinhard Sammüller of Munich, Germany. In 1979, it was acquired by Peter Groh of Stuttgart, who, in June 1980, exhibited the car at the Auto Becker Ferrari meet at the Nurburgring. After trading hands in Germany once more, the car was sold to Jurgen Persch. In 1989, the car was sold to Peter Kaus, owner of the famed Rosso Bianco Collection. The car enjoyed 17 years of meticulous care and sparing use while in Mr. Kaus's care. Other owners include Dr. Colin Kolles, a Romanian residing in Ingolstadt, Germany, from whom it was purchased by its most recent registered owner in 2010 and treated to a full rotisserie restoration in Italy. It is finished in its original colour of Azzurro Metallizzato (blue metallic) and has a black leather interior.

In 2012, the car was offered for sale at the RM Auction's Monaco sale. The car was estimated to sell for €620.000-€680.000. As bidding came to a close, the car had been sold for €750.400 inclusive of the buyer's premium.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5471 GT
Engine number: 7511

The final iteration of the Ferrari 250 GT series was the 250 GT/L, or Lusso Berlinetta. These special models combined speed, power, and agility along with the highest levels of comfort and elegance for two people and their luggage.

The prototype was designed by Pininfarina and built by Scaglietti. It was introduced at the Paris Motor Show in October of 1962 and was Ferrari's last rear dual-purpose race and road car.

This example, chassis 5471 GT, is the two hundred fifty-seventh example built out of a total of three hundred fifty 250 GT/L Berlienttas produced. Its certificate of origin was issued April 8, 1964. The car was sold twenty days later to its original owner, Giovanni Bodo, of Lesmo, in the Lombary region of Italy. It was given registration 'MI 903005.' The car remained with Bobo for a year before it was sold to Luigi Enrico Fermenti, of Busto Arsizio, later of Olgate Lona. He kept the car for a while before selling it to an American buyer in 1968.

In 1969, the car was fitted with the engine that remains installed today, a 'type 213' V-12 from a 275 GTB. The car produces an estimated 300 horsepower or roughly 50 more horsepower than the stock 250 GT/L V-12. This is one of two Lussos believed to be equipped with such an engine in the era in which it was new.

The current owner has owned the car for 15 years. The car remains original except for an older Rosso Corsa re-paint. It has a new exhaust system and new synchros in the transmission.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5211

Regarded as one of the most beautiful Pininfarina designs, the Lusso or GT/L was sold as a road-going car. But, it directly descended and benefited from the dual-purpose 250 GT Short Wheelbase. Designed to replace the road-going 250 SWB, the Lusso debuted in 1962, at the Paris Salon. It was instantly recognizable with its sweeping side profile, full-length fenders, truncated tail and three-piece bumper.

Although designed as a grand touring car, the car still carried many of the features of the all-conquering 250 SWB. They shared the same wheelbase, disc brakes, suspension, Borrani wire wheels, and all-aluminum 2953cc, 250-horsepower V12 engine. Despite the road-going intent, and heavier steel bodywork, many of the 350 Lussos built spent time on the world's race tracks.

The current owner has enjoyed this car since acquiring it in 1995. It is an older restoration that is used regularly in events such as the Copperstate 1000 and the Texas 1000. Both of which has completed without any mechanical issues.

Berlinetta by Scaglietti
Chassis number: 5537GT
Engine number: 5537GT

The 'L' denoted Lussos (or luxury) in the 250 GT/L name. This was the final iteration of the legendary 250 GT grand tourer, with elegant coachwork designed by Pininfarina and built by Scaglietti. The Lussos were crafted from steel with an aluminum hood and doors, bulbous fenders, a fastback Kamm tail, and a large glassed canopy. The 2,400-millimieter wheelbase housed the same 2,953-cubic centimeter short-block V-12 that was designed by Ferrari engineer Gioacchino Colombo. This would be the last Ferrari V-12 road car to be powered by the 250 cubic centimeter sized cylinder, as displacement would increase to 275 cubic-centimeters for the next development of road cars.

The Lusso was given significant chassis upgrades, including concentric springs around the telescopic shock absorbers and a Watts linkage to laterally stabilize the rear axle. Inside, the Lusso was well-appointed with leather-upholstery door panels and bucket seats and a unique dashboard arrangement that had never been offered on any other Ferrari. They had large-dial tachometer and speedometer in the central position and angled towards the driver, with five smaller gauges in the traditional instrument panel location.

Production of the 250 GT/L concluded in late 1964 and just 350 examples were produced. This particular example, chassis number 5537GT, was the 275th example built. It entered Scaglietti's plant for coachwork during February 1964. It was completed in April and then sent to an unidentified owner; much of the car's early history is not known.

In the early 1980s, the car was in the care of Carl Walston of Portola Valley in California. The Lusso is believed to have remained with Mr. Walston for over 20 years. It has since moved into the care of several enthusiasts. The odometer shows less than 44,000 miles, which are believed to be original.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5233 GT
Engine number: 5233 GT

Chassis number 5233 GT was originally delivered to the Roman dealer in November 1963, finished in Azzuro (Italiver 19278M) with Nuvola interior. It is believed that a Pakistani businessman involved in onyx mining purchased this vehicle as a new car four months later. The car was sent to Pakistan and registered in Karachi on May 5th, 1964.

The car has remained in the same family for nearly five decades. During that time, it has covered just 26,000 kilometers. In 2014, it left Pakistan for the first time. During the family's ownership, the body was refinished in Rosso Corsa, but the interior remains in its original trim.

This is a well-preserved, undamaged original example with matching-number components.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5249 GT

This Ferrari 250 GT Lusso has recently been discovered in a New York garage after spending decades in static storage. Its history traces back to October 1963, when Ferrari sent the chassis frame to Carrozzeria Scaglietti in Modena to receive coachwork. This is the 185th example of 350 units built. It was finished in the color scheme of black with red leather upholstery. In the spring of 1964, the car was delivered to Luigi Chinetti Motors and sold from their Manhattan showroom to its first owner, Angelo J. Sarubbi of West New York, New Jersey. Mr. (Mayor) Sarubbi retained the black Lusso until May 1966, when he traded the car back to Chinetti Motors against a new alloy-bodied 275 GTB equipped with six carburetors on an outside fuel filler.

In September 1973, Jonathan M. Groat advertised the car for sale in the Ferrari Club of America newsletter. Before long, it was purchased by Howard Schwarz of Batavia, New York. After 1976, the Lusso was retired from the road.

The odometer currently displays just over 20,350 miles.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5141
Engine number: 5141

The simple, elegant lines of the Lusso are thought by many to be the most attractive ever to grace a Ferrari. It also marks Ferrari's first serious attempt to improve comfort and reliability in their road cars. A thermostat-controlled radiator fan reduced the chances of overheating in traffic and the heater-defroster was actually effective in winter thanks to a manually-controlled radiator blind that induced a higher water temperature. Comfort touches included pleated seats and a padded instrument panel. The car is powered by a 2953cc SOHC Colombo V12 engine with aluminum block and heads, with three twin-choke Weber carburetors and develops 240 horsepower. The 2700-pound vehicle rides on a 94.5-inch wheelbase and had a factory price of $12,950. Model production reached 350 units.

Berlinetta by Scaglietti
Chassis number: 5867GT

The first Ferrari 250 GT Scaglietti Berlinetta Lusso appeared at the 1962 Paris Salon. Around 350 examples of the Lusso were constructed with the same steel body designed by Pininfarina and executed by Scaglietti with aluminum doors, boot and hood. The Lusso was replaced in 1964 by the more powerful 275 GTB with four-wheel independent suspension and a more complex space frame chassis. This example has been owned by the same family since new and is completely original.

Berlinetta by Scaglietti
Chassis number: 5607GT
Engine number: 5607GT

The Ferrari 250 GT/L, or Lusso (for Luxury) as it became known, appeared for the first time in prototype form at the Paris Motor Show in October of 1962. This new Ferrari was powerful, luxurious, and elegant and was one of the world's finest high-speed grand tourers. The design was handled by Pininfarina and the coachwork by Scaglietti. It rested on the tried-and-true 2400-millimeter wheelbase chassis and was powered by a 3.0-liter Colombo short-block V-12 engine. It suspension was comprised of concentric springs around the telescopic shock absorbers and a Watts linkage to laterally stabilize the rear axle.

The 3-liter V12-engined Ferrari 250 GT Lusso was the only Ferrari model from the 1960s identified by a single word: 'Lusso.' Designed by Pininfarina with bodywork sculpted in the workshop of Sergio Scaglietti, the Lusso was the final Ferrari model to use the venerable 250 series engine. The Lusso bridged the gap between the sporting Ferrari 250 GT SWB and the more luxurious Ferrari 250 GTE 2+2, and between 1963 and August 1964, a total of 350 examples were sold.

This Ferrari was constructed in early 1964 and delivered new to Rezzaghi Motors, the official Ferrari dealer in San Francisco, in May of 1964. The first California owner is not known. The second owner was Mrs. Helen Hook of Oakland, California in 1966. She would retain the car for the rest of her life. Following her passing, the car was inherited by her husband, William Stewart Hook, in 1981. It remained with Mr. Hook for the next 11 years. In 1993, showing just 6,000 miles on its odometer, it was sold to its next owner. It remained in California for the next decade and sold in 2003 to a new owner in Japan. While in Japan, the car was registered in the name of the Gaikokuya Trading Co. Ltd.

It returned to the United States and was purchased by its current owner in 2009. It then received a show-quality restoration that was recently completed.

Berlinetta by Scaglietti
Chassis number: 5201 GT
Engine number: 5201

The Ferrari 250 GT Lusso combined the Pininfarina design and Ferrari performance in an elegant and versatile gran turismo package. The Lusso, the last of the production 250 GT model, benefitted from the company's motor-sport heritage and the culmination of years of steady chassis development. It was given Dunlop disc brakes, coachwork designed by Battista 'Pinin' Farina and constructed by Carrozzeria Scaglietti, and Ferrari's three-liter V-12 engine.

Between 1963 and 1964, a total of 350 examples were built. Many still exist and most of the ownership history has been documented. This particular example has a history that traces back to November of 1963, when it left the Ferrari factory. It was finished in Nero (Black, Italver 18929) with Grigio (Gray) Connolly leather upholstery. It was delivered to Luigi Chinetti Motors in early 1964. From there, its earliest years are not known. By the mid-1970s, it had been acquired by Ervin and Mary Salak of North Palm beach, Florida. Fernando Freire of Miami purchased 5201 GT from the Salaks in May of 1977 and had it registered in his company name, T.S.I. Management Corp. It was last registered in 1978; from there it vanished from the public eye as it entered storage for the past four decades.

In the late 1960s or early 1970s, it was repainted silver and re-trimmed in red leather.

It is currently in as-found, unrestored condition. It has seen little use over the past 54 years and currently has just over 32,000 miles on its odometer.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5915 GT
Engine number: 5915

This 1964 Ferrari 250 GT Lusso is finished in Blu Notte (Night Blue) over a beige leather interior and was first delivered to official dealer Vecar S.r.l. in Rome, in July 1964. It is the 10th from the last example built and was sold to its first owner in Rome, and in 1968, it was exported by dealer Dino Armando Genghini to the United States. It passed through several American owners before it was sold to a U.K. owner by 1988, but eventually, it returned to the U.S. In 1998, it was acquired by Pierre Noblet and his son Gregory from Fantasy Junction in Emeryville, California.

Mr. Noblet commissioned Bacchelli & Villa to restore the body and Fratelli Luppi the upholstery. The mechanical components were done by Piet Roelofs in the Netherlands. The engine was fitted with high-lift cams, forged pistons, and a lightened flywheel. After completion, the Noblets participated in five runnings of the French Tour Auto, the Targa Florio Revival, and the Modena Cento Ore, among others.

In 2003, the car was sold through Gregor Fisken in the UK when they acquired an alloy 275 GTB. Prior to the sale, the engine was again refurbished by Roelofs with new bearings, pistons, and valves.

In 2004, the car was sold to an individual in the U.S. In his ownership, the Ferrari was sent to Sport Auto Modena in Italy for work on the suspension, steering box, braking system, clutch, and gearbox. In 2014, it was brought to Brandon Wang's Tour Le Ferrari Ritorno a Casa in the South of France and Maranello, and the Lusso was then displayed at Museo Enzo Ferrari in Modena. In 2014, the Ferrari was Classiche certified at the factory.

In 2020, the car entered the care of its current owner, who hired R & R Automotive Restorations of Mount Kisco, New York, to perform additional work in preparation for the Texas 1000 rally. After the successful completion of the tour, the car was sent back to R & R Automotive Restorations for a post-rally inspection, and additional work was completed.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5141
Engine number: 5141

The Tipo 168 U engine powering the Lusso had a three-liter displacement size, a short block, outside-plug ignition, and single-cylinder porting. The chassis used Koni shock absorbers all round with a rear Watts linkage and four-wheel disc brakes. The coachwork, designed by Pininfarina and executed by Scaglietti, incorporated an 'egg-crate' grille, curved fenders, flowing proportions, generous glasswork, and a Kamm tail atop the fastback rear end. Production was exclusive with just 350 examples built between 1962 and 1964.

This particular example has been Certified by Ferrari Classiche and is the 133rd example built. it was completed in October of 1963 and wore a Rosso Duco exterior with the interior trimmed with Nero Vaumol leather by Connolly. It was a European-specific model with its instrumentation in kilometers. The car was sold to an unknown Italian owner and distributed by Garage Fontanella & Co, the official marque dealer in Turin. Before the end of the 1960s, the car had been exported to the United States and its coachwork had been repainted metallic silver/grey. P. Paul Pappalardo of Batavia, New York, purchased the Lusso in 1970 and sold it in 1973 to Jack Hughes of Kingston, Ontario who commissioned a repaint in metallic light blue. Around 1981, the Ferrari was sold to J. MacGeorge Snyder of Shoreham, Vermont who kept it for over a decade.

In 1996 Mr. Snyder sold the Ferrari to Robert Brown, also of Vermont. Mr. Brown displayed the Ferrari at the 33rd Annual Ferrari Club of America National Meeting at Watkins Glen, New York, in August 1996.

While in the custodianship of Mr. Brown, the exterior was refinished in dark blue, and Richmond Upholstery in Vermont re-trimmed the interior in tan leather. Peter Markowski's RPM Company was commissioned to upgrade the engine with a six-carburetor set-up with velocity stacks.

Peter Hosmer of New Hampshire purchased the car from Mr. Brown in 1998, keeping it for about a year before selling it in May 1999 to Harry Matthews of Golden, Colorado. Mr. Matthews exhibited the Lusso at the FCA National Meeting in Broadmoor and Colorado Springs in July 2000. Later that year, the car was sold to Glenn Farrell of Maine. In May of 2004, it was shown at the Tutto Italiano meeting at the Larz Andersen Museum in Brookline, Massachusetts. In August 2007, the car was exhibited at the FCA National Meeting and Concours d'Elegance at Watkins Glen, winning a Gold Award.

George Bunting of Monkton, Maryland, acquired the car in October 2008. Paul Russell & Company of Essex, Massachusetts, was commissioned to service the 3-carburetor intake configuration, and refinish the exterior in the current color of deep blue. After applying for Ferrari Classiche certification, a Red Book was issued in April 2011.

This vehicle has its matching-number chassis, gearbox, engine, and coachwork. The brakes and suspension are of the correct specification, and the rear axle has been replaced with the correct Tipo 539 U component (number 127). The wheels have been upgraded to slightly wider Borrani wire wheels.

The car was shown at the BHA Automobile Museum, the 2015 Amelia Island Concours d'Elegance, and the Vintage Ferrari All Italian Car Event staged by the Radcliffe Motor Car Company in Reisterstown, Maryland.

The current caretaker acquired the Ferrari in January 2019.

by Dan Vaughan

Berlinetta by Scaglietti
Chassis number: 5695
Engine number: 5695

The 250 GT Lusso Berlinetta was displayed in 1962 at the Paris Salon wearing elegant coachwork by Pininfarina featuring a low-slung nose, curvaceous front wings, chrome three-piece front bumper, an egg crate grille and mesh hood intake, a delicate canopy, and a graceful Kamm tail. As an up-market luxury automobile, its interior was plush and comfortable with deep bucket seats, a capacious luggage platform with leather retention straps and a quilted cover panel.

Beneath the bonnet was an all-aluminum 3.0-liter short-block V12 engine breathing through a trio of twin-choke Weber 36 DCS carburetors and producing 240 horsepower. Unique to the Lusso, its engine was positioned further forward to allow for optimal cabin space. There were Koni shock absorbers, rear Watts linkage, four-wheel disc brakes, and knock-off Borrani wire wheels.

Ferrari built 350 examples of the 250 GT Lusso Berlinetta and this particular example is the 313th constructed. It was built as a left-hand drive European-market car wearing Grigio Fumo (Smoke Gray) with a Pelle Bleu (Blue Leather) interior - the only Lusson in this color configuration. Jacques Swaters' Garage Francorchamps was invoiced the amount of $7,500 on July 9, 1964, for the Lusso and took delivery five days later on July 14.

The car's first owner (unknown) wanted a metallic blue car and, thus, did not accept delivery of this car (chassis 5695) unless it was repainted blue. Therefore, it was repainted in metallic blue by Garage Francorchamps at the behest of its original owner.

The Lusso was traded in at Garage Francorchamps two years later and later purchased by American expatriate, Mike A. Dunn. It was sold in 1972 by Dunn to a commercial airline pilot, Larry Poksay of Marin County, California, who had it repainted in light metallic gray. The Lusso remained with Mr. Poksays for nearly three decades, before entering into the ownership of its current caretaker.

In August 2000, the new owner displayed the Lusso at the Concorso Italiano, winning the Ferrari Club of America's Best Unrestored Ferrari preservation award. In 2007, the car was given a comprehensive multi-year restoration and returned to its factory shade of Grigio Fumo. Since its completion in 2022, chassis 5695 was issued a Ferrari Classiche Red Book.

by Dan Vaughan

Berlinetta
Chassis number: 5521 GT
Engine number: 5521 GT

The Ferrari 250 GT/L Berlinetta Lusso was introduced in 1962 at the Paris Salon as a replacement for the 250 GT PF (Pininfarina) Coupe. Lusso in Italian means 'luxury,' and befitting its name, the 250 GT/L was well equipped and luxurious with leather upholstery throughout the cabin and a revised dash panel. Beneath the curvaceous bonnet was the Tipo 168 U engine with a 3-liter displacement, outside-plug ignition, and single-cylinder porting. There were four-wheel disc brakes, a suspension with coil-over shock absorbers at each corner, and a rear Watts linkage.

Over a two-year production period, a total of 350 examples were built.

This example with chassis number 5521 GT is the 269th example built, and it completed assembly in April 1964 with a finish in Amaranto paint over a Beige leather interior. Fitted with left-hand drive, it was delivered to the U.K. marque distributor Maranello Concessionaires and sold new to a Mr. Moll, an English resident living in Sicily. Its next caretaker was based in Geneva, Switzerland, and purchased it two years later. Ownership changed again in 1967, this time to a British resident, eventually passing to racing enthusiast Mike McQuaker of London by 1973. By this point in history, the car wore a light green exterior paint scheme, and, a short time later, was refinished in dark green.

Mr. McQuaker began racing the Ferrari in 1976, and the car would receive a series of modifications and upgrades. The matching-numbers engine was fitted with six carburetors, while the motor's lubrication system was upgraded to a dry-sump configuration. Later, it was given larger GTO-style valves, high-compression pistons, Carrillo connecting rods, and a cold air box with velocity stacks. All new alloy coachwork by Williams & Pritchard was created, complete with GTO-style rear brake vents and a front end in the style of the Ferrari 330 LMB.

Mr. McQuaker competed with the Ferrari for fourteen years, bestowing additional upgrades which included Recardo racing seats and a roll cage, upgraded brakes with competition-style alloy calipers and vented rotors, a dual-circuit master cylinder, an aluminum radiator with an auxiliary cooling fan, a trunk-mounted fuel cell, and an uprated suspension system with adjustable sway bars and adjustable Koni shock absorbers.

Among the accolades reportedly achieved during its racing career include winning the British Maranello Ferrari Challenge Series in 1986 and 1987.

The car passed through at least two additional U.K.-based owners, including Peter Waterman, the 250 GT/L was sold to a Florida-based enthusiast in 1999 and in August 2002, was sold by RM Auctions at its Monterey, California sale. In March 2003, the Lusso campaigned at the historic challenge event at Sears Point Raceway, and by the end of the year, the car was owned by Richard Freshman's Fossil Motorsports. Near the close of 2003, it was purchased by Walter Medlin who gave it the current livery of rosso paint. Since that time, the car has been mostly undisturbed in storage. It was shown at the Water Park Concours d'Elegance in 2003, and the Celebration of Automobiles held at the Indianapolis Motor Speedway in May 2014.

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