1962 Ferrari 250 GT SWB

The word Berlinetta translates to 'small sedan', a fitting description for the 250 GT SWB (short wheelbase) , referencing its 2,400 mm chassis compared to the prior 2,600 mm long wheelbase platform. The smaller footprint for the dual-purpose automobile was to improve cornering, handling, and performance. Shortening the wheelbase was not all too difficult, however, retaining adequate and appropriate interior accommodations and luggage space for the gran turismo was a taller order.

Construction of the chassis followed the familiar practice of twin large oval section longitudinal members, with substantial cross-bracing and a rectangular section front cross member. The suspension included a rigid rear end with semi-elliptic leaf springs and radius arms to locate the axle, while the front was independent with coil springs and wishbones. Hydraulic shock absorbers were placed at all four corners. The 'SWB', for short wheelbase, was the first Ferrari production road car to be fitted with disc brakes as standard equipment, and unlike the preceding 'LWB' (long wheelbase) 250 GT Berlinetta series, which were all left-hand drive, it was available in both left and right-hand drive configurations.

The Colombo-designed 60-degree V12 engine had been revised into a powerful unit after six years of development. The cylinder heads received conventional coil valve springs, 12-port induction, more studs for better sealing and re-sited plugs for ease of access and better combustion. The 2,953cc had a 73mm bore and 58.8mm stroke, and factory type preferences 168B, 168, and 168 Comp/61, all with wet-sump lubrication. There was a bank of three twin-choke Weber 38 DCN or 40 DCL/6 carburetors, and Solex C40 PAAI carburetors were also homologated, with a twin coil and rear of engine mounted distributors' ignition system, to produce a claimed 220bhp to 280bhp, dependent upon specification. The special 1961 competition engines received Weber 46 DCF/3 carburetors with bigger valves, special exhaust manifolds, and other modifications. The engines were backed by a four-speed (plus reverse) all-synchromesh gearbox, driven through a propeller shaft to the rigid rear axle, for which a range of ratios was available. The competition cars received ribbed alloy castings while the road cars typically had plain-faced cast iron castings with a ribbed base.

The competition versions were bodied in aluminum and given lightweight interior trim and a higher state of tune for the engine. The 'Lusso' (luxury) road trim was fitted with a steel body with aluminum opening panels. A great deal of overlap between the two basic specifications, depending on the client's wishes, and it is not uncommon for road cars to wear aluminum bodies, and/or higher state of engine tune.

The first 250 GT Berlinettas appeared in 1956 wearing a body designed by Pinin Farina and built by Scaglietti. In September, Marquis de Portago's car legendarily won the Tour de France Auto rally, and over the next few years, the model went on to win the French rally four times in as many years, earning it the moniker 250 GT Tour de France (TdF). The new shortened production chassis was introduced for the 1960 model year and was presaged by a final series of 250 GT TdF Berlinettas campaigned during the 1959 season with rounded snub-nosed coachwork and devoid of fins. Known as interim Berlinettas, they were the last of the long-wheelbase 250 GT Tour de France examples.

Shortly after the interim cars had brought Ferrari its fourth Tour de France victory, a short-wheelbase 250 GT Berlinetta was introduced at the Paris Salon in October 1959. The Pinin Farina coachwork eliminated the interim body's rear quarter-panel window and snugly fit over the new 2,400mm wheelbase. Seven cars, known today as 'Interim Berlinttas' were built on the 2,600 mm long-wheelbase chassis before construction was shifted to the 2,400 mm short-wheelbase chassis.

The car was the work of a small group of individuals at Maranello and included three young engineers, Giotto Bizzarini, Carlo Chiti, and Mauro Forghieri. The production lifespan lasted from 1960 to 1962 with few overall design changes, including the addition of front and rear wing vents, the location of the fuel filler, the shape of the door window glass, size and shape of the radiator grille, and various other smaller details.

The competition versions of the 250 GT 'SWB' Berlinettas earned three consecutive wins in the Tour de France Auto between 1960-1962, winning the Tourist Trophy at Goodwood in 1960 and 1961, winning the GT category at Le Mans in 1960 and 1961, and in the Nurburgring 1000km in 1961 and 1962. It was a frequent winner of the GT class and an overall contender at many races during this time period. The 250 GT SWB Berlinetta also took victories at Spa, Monza, and Riverside and won the International GT Championship.

The SWB was built in modest quantities through early 1962, totaling 165 examples, 91 of which were finished in the steel-bodied Lusso street-car configuration. 74 were given alloy coachwork and intended for competition use. 1962 brought about the 250 GTO and a newfound emphasis on rear-engine prototypes. Thus, the 250 GT SWB became the final production iteration of the 250-based privateer Berlinetta

by Dan Vaughan

Coupe by Scaglietti
Chassis number: 3409GT

This SWB Berlinetta is among the last 20 examples to leave the Ferrari factory. As one of the last examples to be built, it benefited from a multitude of mechanical and aesthetic improvements that were made between 1959 and 1962. Visually, these late-production cars are distinguished by their teardrop-shaped side markers, improved window line, window wings, grille set, rear window size, recessed rear license plate enclosure and revised location of the outside fuel filler. Upon the bonnet is a Tipo 168 engine. There are Dunlop disc brakes and a stout four-speed gearbox with Porsche-type synchromesh throughout.

This example was completed in the Spring of 1962 and clothed with steel bodywork in left-hand drive configuration with full 'Lusso' appointments. The original color was not recorded.

On May 14th of 1962, the car was delivered to its first owner, Sig. Della Serra, an Italian resident. It remained in his country until October of 1970, when Ferrari's official Milanese concessionaire M.G. Crepaldi S.a.s. sold it to Robert Melvin Arthur of San Diego, California for $3,700.

In the late 1970s, the SWB had its original engine replaced with a unit from a 250 Ferrari, chassis number 3441 GT. On August 6, 1991, 3409 GT was sold through David L. Rose to Michael Sheehan who, in turn, sold it to John Collins of Talacrest. By 1994, it had been cosmetically freshened and refinished in a shade of yellow with a black leather interior. A short time later, it was acquired by Lawrence Bristow who immediately commissioned more comprehensive restoration work. Keizo Okano of Japan became the vehicle's next owner, and it would remain in Japan until 2002, at which time it was sold to Peter LeSaffre of Andover, Massachusetts.

In April 2003, a correct-type engine was sourced and installed in the vehicle. The newly obtained block was stamped, albeit incorrectly, with the original engine and internal numbers. It was given Carrillo connecting rods and high-compression pistons.

The body was disassembled and stripped to bare metal then refinished in gunmetal gray. Inside, the cockpit was trimmed in dark-green leather hides. Upon completion, it was shown at the Amelia Island Concours d'Elegance in March of 2004.

The next owner was John Sinders of Texas who took possession in 2005. A short time later, it was in the care of Kim Watkins of Alpharetta, Georgia. Between September 2008 and January 2010, nearly $350,000 was spent preparing the Ferrari to cosmetic perfection

In 2011, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, California. It was estimated to sell for $3,500,000 - $4,500,000. As bidding came to a close, the car failed to find a buyer willing to satisfy its reserve. It would leave the auction unsold.

In late 2011, the car was purchased by Archie Urciuoli. In December of 2014, the car was certified by Ferrari Classiche (Red Book #3761 F).

by Dan Vaughan

Coupe by Scaglietti

The first 250 GT Berlinettas appeared in 1956 and were designed by Pinin Farina and built by Scaglietti. The 250 GT Berlinetta was built in four discreet body styles over the following years. In celebration of Spanish Marquis Alfonso de Portago's victory at the 1956 edition of the Tour de France Auto, Ferrari launched a small batch of Pinin Farina-designed 'Interim' Berlinettas wearing new aluminum bodywork and lightweight components for 1959. Making its debut at the 1959 Paris Salon, these dual-purpose, road-and-track capable grand touring cars were equipped with the 'Interim' V12 engine specification and race-bred refinements. They had a compact and shortened 2,400mm wheelbase, four-wheel disc brakes (a first on Ferrari road cars), and aggressive styling. Being 8 inches shorter than the LWB edition, they received the 'SWB' in reference to the short wheelbase.

The street versions were called 'Lusso' (luxury) and contained a Colombo V-12 producing as much as 280 BHP and propelled the vehicle to a top speed of about 150 mph. Modifications had been made to the engine to make it easier to work on during competition events. For example, the spark plugs were moved to make them more accessible. The competition models had their bodies entirely made of the weight-saving metal aluminum. Also, plastic side windows were used to help keep the weight to a minimum. By shortening the wheelbase, the chassis became more solid and the vehicle more agile.

The Berlinetta (little coupe) Lusso (luxury), more commonly known as the 250 GT/L was also designed by Pininfarina and debuted at the 1962 Paris show.

There were vents located under the front headlights used to cool the disc brakes. There were also vents behind each wheel which served the same purpose.

Many notable drivers of the era piloted the 250 GT SWB in competition, including Jean 'Beurlys' Blaton, Willy Mairesse, Olivier Gendebien, Stirling Moss, and Jo Schlesser. A 250 GT SWB Berlinetta repeated a GT class win and finished 3rd Overall the following year. Other victories included the Tour de France with victories in 1960, 1961, and 1962. Stirling Moss had back-to-back Goodwood Tourist Trophy wins in 1960 and 1961 for Rob Walker.

This 1962 Ferrari 250GT short wheelbase, is one of 164 produced. It is fitted with a Scaglietti body.

This Ferrari is powered by a 2953 cc (180 cubic inches) V-12 engine, developing 280-310 horsepower, and is coupled to a five-speed gearbox. it has a top speed of 174 mph.

This vehicle was sold new at Hollywood Sport Cars, Hollywood, CA, to Steve Earle of Santa Barbara who picked it up directly at the factory. After 12 years of ownership, it changed hands several times and was vintage-raced. The present owner purchased the car in 2001 and had it restored.

Berlinetta Speciale by Bertone
Chassis number: 3269 GT
Engine number: 3269

There are more than a few Ferraris that belong on the list of the most beloved and extraordinary. However, one that needs to be found at or near the top would have to be chassis 3269 GT.

Carrozzeria Bertone needed to make a statement. Nuccio Bertone had been born and raised in the coachbuilding business when his father, Giovanni, established the carrozzeria in 1912. Nuccio had the talent, however, World War Two would take its toll.

Bertone would use some clever solutions and would manage to scrape along with the help of work through Alfa Romeo. However, it was Ferrari that he really wanted, but, Pinin Farina, Bertone's cross-town rival, seemed to have the fast-track in that relationship.

So Nuccio once again needed to take a risk and make a statement. His solution was simple: he would buy one of Ferrari's chassis and would design and build a body himself to fit atop it.

The chassis Bertone would purchase would be 3269 GT. This would be just the third body in which Bertone would ever design to adorn a Ferrari chassis. Aided by Giorgetto Giugiaro, Bertone would set to work designing the body for the Ferrari chassis. Giugiaro had already shown great talent designing the Aston Martin DB4 GT Jet and a special Maserati 5000GT. There was no doubt as to his potential for radical, remarkable sports cars, and this was exactly what Bertone needed.

Enzo Ferrari had come to learn and fully employ his success on the race track to sell road cars. Bertone and Giugiaro would use this same approach drawing inspiration from the Ferrari 'sharknose' Formula One car and the 330 TRI LM, the Bertone pairing would design a radical body employing a sharknose design of its own. This nose design would then be balanced with lines that were sweeping and very aerodynamically-minded. The result would be a design that many consider one of the most beautiful Ferraris ever made.

Bertone wouldn't stop with the outside of the car either. To complete his statement, Nuccio would pull out all the stops on the car's interior offering such elements not able to be found on other 250 GTs with the short wheelbase.

From the moment it was conceived, to when it was actually produced, the Bertone Berlinetta Speciale would be a mixture of museum piece and mechanical work of art. Fittingly, the car would be seen on display all over the world from car shows to publications. It would quickly become the priceless piece of automotive art that Bertone wanted and desired to attract Ferrari's attention.

Bertone wouldn't stop with the exterior look of the car. The interior would be just as magnificent with leather seats, electric windows, and a metal dashboard replete with Veglia gauges and switches. Nearly everything found on the interior of the car was absolutely unique to this particular car.

As a result of this no-holds-barred approach, the Bertone-bodied Ferrari would be featured at salons and car shows all throughout Europe. Its first appearance would come at the Geneva Auto Show in 1962. The proud Bertone certainly had to find himself, and his car, at the center of attention throughout the event.

Bertone would continue to display the car at event after event. Not long after its debut in Geneva, the car would arrive in Torino as part of an exhibition held at the Biscaretti Museum. The car would be hailed at that event, as it would throughout the whole of its life.

After some minor revisions, the car would again be at the center of the Torino Auto Show in November of 1962. In spite of all the hard work and what many would consider an epic concept to sit atop a Ferrari chassis, Bertone would not attract the attention of the man whom he was courting.

Kind words from Enzo would disseminate from his pen but it would not be enough. A year after having built the car, Bertone would sell the Ferrari to an automotive parts supplier based in Milan. Not long after that the car would end up in the hands of Gerda Anna Speckenheuer. Then, in 1966, the car would be sold again.

Peter Civati was a well-known Ferrari enthusiast and he could not go without the Bertone-bodied car. Over the next few years, the car would change hands a couple of times and would even end up in a film starring James Garner. At the time of its cameo in the film, the car still bore the silver finish Bertone had it completed with before the Torino Auto Show back in 1962.

Bill Karp, a drummer living in the Hollywood, California area, would purchase the car in 1967 and would retain the use of the car for more than a dozen years. Using the car to haul his drums to and from gigs, the Ferrari was the ultimate statement and would end up collecting nearly 100,000 miles during Karp's period of ownership.

In 1980, Karp would sell the Ferrari. At that time, it would come into the hands of collector Lorenzo Zambrano of Monterey, Mexico. Zambrano would hire Steve Tillack and Bob Smith of Coachworks to restore the Ferrari. As a result of the provenance of the car, and the quality of the restoration efforts, the Ferrari has earned more than a couple of Best of Show honors. Then, in 2007, the car would receive what was perhaps its ultimate vindication earning its Ferrari Classiche certification. Bertone had courted Enzo Ferrari with the special one-off creation. Now, it was undeniably linked to Ferrari.

Not surprisingly, the Ferrari remained, for a period of about 27 years, as the ultimate expression of Zambrano's vast collection of automobiles. And, there are many, many good reasons for this.

Since its inception in 1962, the Bertone Ferrari has been exhibited in more than a dozen auto shows and concours events. What's more, the car has made a cameo appearance in a film and has been featured in at least nine articles for major publications. This famous history alone would make any collectible car simply irrestable. But this one...this car is something else entirely. The object of desire for nearly every collector on the planet, this car has not changed hands at all in the last thirty years. In fact, its current owner purchased the car from Zambrano in 1980 and has retained it every year, until now.

Everything square-inch of the Bertone Ferrari declares, and quite demonstratively, exclusivity and the absolute utmost of design and appointment. What might have been? Bertone had gone to such great lengths to demonstrate his ardent desire to clothe Ferraris. And, while there were a few, this car is the pinnacle of that pondering question.

Considering it was never a Ferrari-sanctioned design. Considering the risks, the depths, to which Bertone went to prove his carrozzeria to the 'old man', this car has to be considered within a class all its own, even within the remarkable history of the prancing horse.

After thirty-five years with its current owner, the ultra-rare and ultra-exclusive Bertone Ferrari become available again. Offered as part of the 2015 Gooding & Company Pebble Beach auction, the Ferrari would serve as the highlight of the whole event and a great stir surrounded just what price the car would fetch. After some enthralling and spirited dealing, the car would sell for the remarkable price of $16,500,000.

by Jeremy McMullen

Coupe by Scaglietti
Chassis number: 3337 GT
Engine number: 3337GT

This Ferrari 250 GT SWB is one of the last steel-bodied street cars produced, and the 133rd of the total run of 250 GT SWBs. Built in 1962 it has the 3-liter overhead-cam V-12 engine with three Weber carburetors producing 240 bhp. It was first owned by Steve Earle, founder of the Monterey Historic Automobile Races. After 12 years the car was sold to sports car racer Harly Cluxton and later to another race driver, James Daugharty. In the late 1980s the SWB was raced prepared and campaigned in many historic sports car races. It has now been restored to its original road-going configuration.

Coupe by Scaglietti
Chassis number: 3963 GT

This steel-bodied Ferrari 250 GT SWB Berlinetta, with chassis number 3963, was sold to its first owner in 1963 and was the fifth from last of the 150 produced. It was imported into the United States for its first owner, Earl Middleton. In the 1970s, this Ferrari was owned by Joe Bortz, who enjoyed the car's performance a little too much and got the car impounded for 24 hours after a speed violation. After a few more owners, it was sold to Richard Merritt, co-author of the American Ferrari Bible, Ferrari, the Sports and GT Cars. After a few more years in the United States, the car returned to Europe and lived in Switzerland until 2005 when the current owner acquired it for his sports car collection.

Between 1959 and 1962, some 165 SWBs were built.

Coupe by Scaglietti
Chassis number: 3113 GT

The first owner of the 250 GT SWB Berlinetta, chassis number 3113 GT, was Doris C. Blackwood. In the fall of 1961, Mrs. Blackwood was traveling through Europe and decided to visit the Paris Auto Salon held at the Grand Palais. There, she saw a silver-gray Ferrari 250 GT SWB Berlinetta. She negotiated its purchase, and when she went to pick up the Ferrari ten days later, she was informed that the car had already been sold. Enzo Ferrari promised she could have the next silver-grey SWB Berlinetta that became available. The following February, she returned to Maranello, to pick up S/N 3113.

By 1975, Mrs. Blackwood decided to part with the car and advertised it for sale in the FCA Bulletin. Bobby Jones from Hobart, Indiana, sent Mrs. Blackwood a $500 deposit. After a change of heart, Mrs. Blackwell returned to the deposit and an apology stating she was unable to part with the car. Mr. Jones was upset and very keen on purchasing the Ferrari and decided to sue Mrs. Blackwood. The lawsuit attracted the attention of a local paper. Her lawyer advised her to drive the car to put the car into a friend's garage for storage.

The lawsuit was settled in early 1977, with Mrs. Blackwood paying Mr. Jones $2,500. The following year, in the spring of 1978, Mrs. Blackwood (due to failing health) sold the car to James C. Carbone of Gig Harbor, Washington. He sold the car to Walnut Creek Ferrari on August 3rd of 1984. The next owner was James Wickstead of New Jersey, who purchased the car from Ferrari South in Jackson, Mississippi.

Shortly after purchasing the car, Mr. Wickstead began a sympathetic mechanical restoration which took the better part of a decade. The coachwork was repainted in its original silver gray. New carpets were installed, replacing the original gray.

by Dan Vaughan

Coupe by Scaglietti
Chassis number: 3735
Engine number: 3735

The Ferrari 250 GT SWB, a car that could be driven and enjoyed both on the road and on the track, was the final evolution of the 'dual purpose' Ferrari. By the close of the 1950s, Ferrari had established itself as a paragon for building the fastest, most exotic and most desirable sports and GT cars of their era. The 'SWB' (short-wheelbase) designation came from a chassis that was 200mm shorter than the standard 250 GT. The first batch of 30-plus SWBs were built to race-winning lightweight Competition specification while the modestly heavier steel-bodied street versions entered production near the end of 1960 with a fully trimmed interior and more luggage space. The Street 250 SWBs accounted for slightly more than 50 percent of the approximately 165 SWB Berlienttas built until production ended in early 1963.

Powering the 250 SWB was the more-powerful Colombo V12 engine fitted with three twin-choke Weber carburetors with outside plugs, coil valve springs and 12-port cylinder heads. The engine was mated to a four-speed gearbox and the top speed was in the neighborhood of 150 mph. At all four corners were Girling disc brakes and the earlier outdated Houdaille lever shocks were replaced by the latest Koni tube shocks and a front anti-sway bar.

This example, chassis number 3735 is the 155th example built. It was delivered by the factory on August 30th of 1962 on Italy export plates EE 02131. It was imported to the United States by Luigi Chinetti Motors, the official Ferrari importer for the US and then on to Charles Rezzaghi, then the Ferrari dealer for the San Francisco area. It spent the first thirty-five years of its life in the US before entering the Alberto Garnerone Collection in Italy in 1997. It has remained in that collection since then.

Currently, the odometer shows 48,925 miles on the odometer.

by Dan Vaughan

Coupe by Scaglietti
Chassis number: 3337 GT
Engine number: 3337GT

This Berlinetta was the first of the steel-bodied cars built by Scaglietti in the final series. The car remained with Ferrari in Italy until it was purchased by Steve Earle, founder of the Monterey Historic Automobile Races, who kept it for 12 years. It then passed to Harley Cluxton. In the 1980s it was upgraded for racing and was driven by its next two owners, James Daugarty and William E. (Chip) Connor, who sold it to the present owner. In 2015, after the SWB was returned to its original road-going specification, it won the award for Best Restoration at the Cavallino Classic, the first of many concours successes.

This late-production SWB retains its original matching numbers engine and driveline, as well as bodywork and chassis. It was dispatched to Scaglietti for coachwork in late December of 1961, and is understood to be the first car officially assembled in 1962. It was given the SWB coachwork configuration including the teardrop-style side marker lamps, the positioning of the fuel filler on the left rear fender, and the addition of the Pinin Farina badge below the fender vents. It was fitted with a tipo 168/61 all-alloy SOHC V-12 engine with the larger Weber DCZ/6 carburetors. The exterior of the car was finished in Grigio Conchiglia (grey metallic) paint with a black leather interior.

It was officially completed by the factory in early March of 1962. Its first owner was Steve Earle of Santa Barbara, CA. Mr. Earle took delivery of the SWB at the Maranello factory in Italy. It would remain in his care for as long as twelve years. In 1972, it entered the ownership of Harley Cluxton III of Phoenix, Arizona. It would proceed through a short ownership chain over the next fifteen years, starting with Paul Chandler of Walnut Creek, California. In 1976, the SWB passed to Dr. Robert Bodin of Minnetonka, Minnesota, and he housed the car for eight years. Bodin sold the car in 1984 to David Cronenberg who occasionally entered the car in vintage events.

In 1988 the Ferrari was acquired by James Dougharty of Reno, Nevada, with whom the Ferrari remained for more than a decade. It was sold in November 2001 to Ken Rupp of Medina, Ohio who had the car sent to Motion Products in Neenah, Wisconsin for a cosmetic restoration, including a new paint finish in giallo (yellow). Mr. Rupp displayed the car at the Cavallino Classic in January 2004, and at the Pebble Beach Concours d'Elegance in August of 2006.

William 'Chip' Connor acquired the car in 2008. Mr. Conner displayed the car at the Pebble Beach Concours d'Elegance in August of 2010 and the Rolex Monterey Motorsports Reunion at Laguna Seca in 2013. In 2012 it received its full red book certification from Ferrari Classiche.

The current owner from Beverly Hills, California purchased the car in August of 2014.

Coupe by Scaglietti
Chassis number: 3359 GT
Engine number: 3359

This 1962 250 GT SWB Berlinetta is a steel-bodied, late-production Lusso model. It is the 132nd of 165 examples produced from 1959 to 1962, and was sold directly from SEFAC S.p.A., the formal trading name for Ferrari, on April 18, 1962, to Giuseppe Chiusolo of Naples. It left the factory finished in Grigio Argento (Code 16003) with Red Connolly Vaumol leather (Code VM 3086), a Tipo 168 V-12 engine, Abarth exhaust, RW 3590 Borrani wire wheels wearing Pirelli Cinturato tires, and an 8 x 34 final-drive ratio. Ownership would pass through four additional Italian caretakers until it was purchased on February 8th of 1972, by a Californian then living in Modena - Mr. Thomas Meade. Mr. Meade sold the SWB to Mike Fisher of the UK. After it was race-prepared, Mr. Fisher drove the car in several races at Snetterton and Silverstone in 1973. It was sold in 1974 to Ted Rowbotham, a Canadian then living in the United Kingdom.

During 1975, the car was given a professional restoration with the body refinished in black and the interior retrimmed to match. It was later exported to the United States, and its next recorded owner was Ronald Jahaaski of Ridgefield, Connecticut. The SWB passed through the ownership of Dr. Terry Clark of Clemson, South Carolina, and was later offered for sale by Georgia's FAF Motorcars Inc. in 1979, followed by Joe Marchetti's International Autos, Ltd. of Chicago. The next private owner of 3359 GT was Michael Leventhal of Chicago.

By the early 1990s, the SWB had returned to Europe, and in 1998 it was acquired by Jean-Pierre Grave, who drove it in five editions of the Tour de France Auto. In 2010, it was acquired by Jean-Pierre Slavic of Switzerland, who commissioned the Berlinetta's total restoration. The work was overseen by Ferrari Classiche and after the work was complete, it earned the Ferrari Classiche certification on March 10, 2011.

In 2012, it was shown at Concorso d'Eleganza Villa d'Este on Lake Como, where it received the Mention of Honour Award in the Ferrari 250 Dynasty Class. In September 2014, Mr. Slavic drove 3359 GT at the 80th anniversary of the Grand Prix of Montreux in Switzerland, with the SWB race-numbered 48. In December 2015, the SWB returned to the US.

by Dan Vaughan

Berlinetta Speciale by Scaglietti
Chassis number: 3469GT

This Ferrari 250 GT SWB Coupe Speciale was built exclusively for Lennart Erickson of San Mateo, California, in 1962. At a private meeting with Enzo Ferrari, Erickson explained that he wanted a unique 250 GT SWB berlinetta built to his own specification, and after several meetings with Giorgio Colombo at Pininfarina the design of the Ferrari 250 GT SWB Speciale was approved. This unique car features a sliding sunroof, faired-in headlights, side vents, power windows and many other features seen on the 250 GT SWB Spyder California and the 400 Super America Spyder. This well-documented Ferrari remained with Erickson until 1984.

Aerodinamico Coupe by Pininfarina
Chassis number: 3615

This 1962 Ferrari 250/GT SWB was built to special order in July 1962. It was the last of a series of only four cars that were crafted by hand by Pininfarina. To complete this unique styling, Pininfarina took their futuristic 400 Superamerica Aerodinamico design, and married it to a 250 GT Short Wheel Base Berlinetta Competition chassis, combining gravitas with stealth and power.

The car was sold to Ferdinando Gatta, Turin's Lancia concessionaire and son-in-law of Adele Lancia. This rare and luxurious edition was equipped with lavish trim and interior as well as luxury instruments, plus electric windows. For more than 10 years, the car remained at the Maranello Rosso Collection in San Marino, owned by Fabrizio Violati in Italy. It has been cared for by William Heinecke since 2014.

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