วันเสาร์ที่ 21 เมษายน พ.ศ. 2555

>>Ferrari 250 GT Drogo

Ferrari 250 GT Drogo


Ferrari 250 GT SWB Breadvan (2819GT)
1961 Ferrari 250GT SWB 'Breadvan'.jpg
CategoryGT coupe
Designer(s)Bizzarrini and Giovanni Volpi
Technical specifications
Chassisalloy body over Ferrari type 539 (250 GT SWB 1961) chassis
EngineFerrari 250 Testa Rossa 3 litre V12 NA
Transmission250 SWB four-speed
TyresDunlop Racing 600 L 15 & 650 L 15
Competition history
Debut1962 Nurburgring 1000km
The Ferrari 250 GT SWB Breadvan is a special Ferrari made in 1962 from a 1961Ferrari 250 SWB Short Wheel Base, chassis number #2819GT. It was built to compete against the new 1962 Ferrari 250 GTO at the 24 Hours of Le Mans and other FIA World Sportscar Championship races.
In 1962, the engineer Giotto Bizzarrini was hired by Count Giovanni Volpi, owner of the SSS Scuderia Serenissima Republica di Venezia, to uprate a Ferrari 250 GT SWB to GTO Specs. Ferrari was upset with Volpi and had refused "on personal grounds" to sell him a GTO.
Bizzarrini applied all the ideas from the GTO and together with the car body specialistPiero Drogo developed an aerodynamically advanced body, even lower than GTO, with the roof line dramatically extended to the rear end following Kamm aerodynamic theory. The resulting shooting-brake appearance prompted the moniker "Breadvan". Bizzarrini moved the engine further back to the center of the chassis than the GTO, and lowered it by fitting a dry sump system.
The car was completed in 14 days. Several other 250 GT SWB cars were developed by Bizzarrini, Drogo, Neri and Bonacini, some to GTO spec, and distinctive bodied with similar shapes. The car was reported to be 7 km/h faster than GTO at Le Hunaudières straight at Le Mans.

History

  • Raced as berlinetta by Gendebien, Trintignant, Hill and Scarfiotti.
  • First registered with Breadvan body with plate MO 6 8939.
  • Raced 1962 Le Mans with Davis/Abate. DNF. Retired.
  • Raced with Abate under the rain.

Influence

The 250 GT Drogo's unusual shooting brake design was used on some concept cars and limited production cars such as 365 GTC/4 and 456 GT Venice. The Ferrari FF, the company's first full production shooting brake, also uses this design.

>>Ferrari 250 GTO

Ferrari 250 GTO


Ferrari 250 GTO
1962 250 GTO from the Ralph Lauren collection
ManufacturerFerrari
Production1962–1964
(39 produced)
SuccessorFerrari 288 GTO
ClassSports car
Body styleBerlinetta
LayoutFR layout
Engine3.0 L V12
300 PS (220 kW; 300 hp)
Transmission5-speed manual
Wheelbase2,400 mm (94.5 in)
Curb weight1,100 kilograms (2,425 lb)
Related330 LMB
250 LM
The Ferrari 250 GTO is a GT car which was produced by Ferrari from 1962 to 1964 for homologation into the FIA's Group 3 Grand Touring Car category.
The numerical part of its name denotes the displacement in cubic centimeters of each cylinder of the engine, whilst GTO stands for "Gran Turismo Omologata",Italian for "Grand Touring Homologated."
When new, the GTO commanded an $18,000 purchase price in the United States, and buyers had to be personally approved by Enzo Ferrari and his dealer for North America,Luigi Chinetti.
36 cars were made in the years '62/'63. In 1964 'Series II' was introduced, which had a slightly different look. Three such cars were made, and four older 'Series I' were given a 'Series II' body. It brought the total of GTOs produced to 39.
In 2004, Sports Car International placed the 250 GTO eighth on a list of Top Sports Cars of the 1960s, and nominated it the top sports car of all time. Similarly, Motor Trend Classic placed the 250 GTO first on a list of the "Greatest Ferraris of all time".

Design and development


The V12 engine
The 250 GTO was designed to compete in GT racing. It was based on the 250 GT SWB. Chief engineer Giotto Bizzarrini installed the 3.0 L V12 engine from the 250 Testa Rossa into the chassis from the 250 GT SWB and worked with designer Sergio Scaglietti to develop the body. After Bizzarrini and most other Ferrari engineers were fired in a dispute with Enzo Ferrari, development was handed over to new engineer Mauro Forghieri, who worked with Scaglietti to continue development of the body, including wind tunnel and track testing. Unlike most Ferraris, it was not designed by a specific individual or design house.
The rest of the car was typical of early-1960s Ferrari technology: hand-welded tube frame, A-arm front suspension, live-axle rear end, disc brakes, and Borrani wire wheels. The Porsche designed five-speed gearbox was new to Ferrari GT racing cars; the metal gate that defined the shift pattern would become a tradition that is still maintained in current models. The interior was extremely basic, to the point where a speedometer was not installed in the instrument panel. Many of its switches came from the Fiat 500.

Racing

FIA regulations as they applied in 1962 required at least one hundred examples of a car to be built in order for it to be homologated for Group 3 Grand Touring Car racing. However, Ferrari built only 39 250 GTOs (33 of the "normal" cars, three with the four-litre 330 engine sometimes called the "330 GTO" - recognizable by the large hump on the bonnet - and three "Type 64" cars, with revised bodywork). Ferrari eluded FIA regulations by numbering its chassis out of sequence, using jumps between each to suggest cars that didn't exist.
The car debuted at the 12 Hours of Sebring in 1962, driven by American Phil Hill (the Formula One World Driving Champion at the time) and Belgian Olivier Gendebien. Although originally annoyed that they were driving a GT-class car instead of one of the full-race Testa Rossas competing in the prototype class, the experienced pair impressed themselves (and everyone else) by finishing 2nd overall behind the Testa Rossa of Bonnier and Scarfiotti.
Ferrari would go on to win the over 2000cc class of the FIA's International Championship for GT Manufacturers in 1962, 1963 and 1964, the 250 GTO being raced in each of those years.
The 250 GTO was one of the last front-engined cars to remain competitive at the top level of sports car racing. Before the advent of vintage racing the 250 GTO, like other racing cars of the period, passed into obsolescence. Some were used in regional races, while others were used as road cars.

Collectibility

From the late 1970s to the late 1980s, classic car values rose rapidly and the 250 GTO, touted as the Ferrari that most successfully embodies the salient traits of the marque, became the most valuable of all Ferraris.
A 250 GTO (4757GT) seized by the FBI belonging to the deceased Robert C. "Chris" Murray, a drug dealer who fled the United States in 1984, was sold in a sealed auction in 1987 for approximately $1.6 million. Murray bought the car in 1982 from a Beverly Hills dealer with $250,000 in cash from a backpack full of $20 and $50 notes. In 1989, at the peak of the boom, a 250 GTO was sold to a Japanese buyer for $14.6 million plus commission. By 1994 that example changed hands for about $3.5 million. In 2008, a British buyer bought a 250 GTO that formerly belonged to Lee Kun-hee of Samsung Electronics at an auction for a record £15.7 million.In May 2010, BBC Radio 2 DJ Chris Evans bought chassis number 4675 GT for £12 million. According to Octane Magazine, the Ferrari 250 GTO bearing chassis number 5095GT was sold by British Real Estate Agent Jon Hunt to an unknown buyer. In what is believed to be the largest single car transaction in the U.K., a Ferrari 250 GTO has sold for over GBP20 million (approx. US$31.7 million).
Scarcity and high monetary values led to the creation of several replica 250 GTOs on more common Ferrari chassis. Misrepresentations of the original cars, offered for sale at full market value, have been reported.

>>Ferrari 250 TR 61 Spyder Fantuzzi

Ferrari 250 TR 61 Spyder Fantuzzi


Ferrari 250 TR 61 Spyder Fantuzzi
1961 Ferrari 250 TR 61 Spyder Fantuzzi
ManufacturerFerrari
Production1960-1961
ClassLe Mans
Body styleFront-Engined Racecar
The Ferrari 250 TR 61 Spyder Fantuzzi was a front-engined racecar made by Ferrari in 1961. Known for its distinctive "sharknose" which it shared with another Ferrari of the same era, the Ferrari 156.
This aerodynamic design was controversial and successful in racing, but Ferrari began changing the look almost immediately. Other, more conventional bodies were designed by Ferrari stalwarts, Pininfarina and Touring. The engine had the same displacement as the rest of the 250 series but was tuned to produce far more power. The front styling of the 250 TR61 pictured served as inspiration to the current Ferrari F430 road car.
The 250 TR lines of 1960 and 1961 were dominant racers - Olivier Gendebien took Le Mans again those two years, with Paul Frère in 1960 and Phil Hill in 1961.

วันศุกร์ที่ 20 เมษายน พ.ศ. 2555

>>Ferrari Monza

Ferrari Monza


Ferrari Monza
ManufacturerFerrari
Also calledFerrari TF
Ferrari Mondial
Production1953–1957
PredecessorFerrari 250 MM
SuccessorFerrari 250 Testa Rossa
ClassWorld Sportscar Championship
EngineLampredi I4
Ferrari Monza is one of a series of cars built by Ferrari. In the early 1950s, Ferrari shifted from using the compact Gioacchino Colombo-designed V12 engine in its smallest class of sports racers to a line of four-cylinder engines designed by Aurelio Lampredi. Inspired by the success of the light and reliable 2.5 L 553 F1 car, the four-cylinder sports racers competed successfully through the late 1950s, culminating with the famed 500 Mondial and 750 Monza.
One important stylistic difference between most four-cylinder Ferraris is that they lacked the hood scoops common on V12 models. The V12 cars used downdraft carburettorslocated centrally in the "valley" of the engine, while the inline-engined fours used side-draft units and thus did not need the hood scoops.

1953

1953 was a breakout year for Ferrari, beginning with the new World Sportscar Championship series. The company augmented their traditional V12-powered 250 MM with the new 340 MM and 375 MM and introduced the new four-cylinder 625 TF and 735 S models. With this profusion of cars, Ferrari was able to sweep the first running of the sportscar championship.

625 TF

Ferrari 625 TF
Production1953
PredecessorFerrari 250 MM
SuccessorFerrari 500 Mondial
ClassWSC racer
Engine2.5 L (2498 cc) Lampredi I4
The first four-cylinder closed-wheel sports racer from Ferrari was the 625 TF of 1953. Resembling the Vignale-designed 250 MM barchetta in most respects, the 625 TF used a 2.5 L (2498 cc/152 in³) straight-4 lifted from the 625 F1 car instead of the 250's 3.0 L V12. It was a small car, with the same 2250 mm (89 in) wheelbase as the 250 but even lighter at 730 kg (1610 lb). The engine produced 220 hp (164 kW) at 7000 rpm and could push the little roadster to over 240 km/h (150 mph).
The lightweight car debuted at the hands of Mike Hawthorn at Monza on June 29, 1953. Although it could not keep up on the long straights at that track, Hawthorn still brought the car to fourth place at its debut.
A single closed 625 TF coupe, one of the last Ferraris designed and built by Vignale, was created in the Spring of 1953.

735 S

Ferrari 735 S
Production1953
PredecessorFerrari 250 MM
SuccessorFerrari 750 Monza
ClassWSC racer
Engine2.9 L (2942 cc) Lampredi I4
The same day that the 625 TF debuted, another car was fielded for Alberto Ascari. Sporting an enlarged 2.9 L (2942 cc/179 in³) engine, Ascari's 735 S was more capable at Monza, leading the race until he collided with a 250 MM. The 735 S was a barchetta bodied by Carrozzeria Autodromo with recessed headlights, a drooping grille, and fender vents.

1954-1955

The 1954 and 1955 seasons were the heyday of the four-cylinder Ferrari sports racer. The company hit its stride, earning the World Sportscar Championship in 1954 and contending in 1955 despite the legendary Mercedes-Benz team. The Ferrari sports car lineup at the beginning of 1954 was made up of the 2.0 L 500 Mondial and 3.0 L 750 Monza. The team replaced the Mondial with the 500 TR later that year, and feverishly worked to hold off Mercedes-Benz, developing the larger 857 S and six-cylinder 118 LM and 121 LM. The planned V12 sports racer family, including the 250 Monza of 1954 and planned 410 S of 1955, were less notable.

500 Mondial

Ferrari 500 Mondial
Production1954
PredecessorFerrari 625 TF
SuccessorFerrari 500 TR
ClassWSC racer
Engine2.0 L (1985 cc) Lampredi I4
The early experiments with Lampredi's four-cylinder engine led to the creation of the famed 500 Mondial. Named to mark the world ("Mondial") championships won by Alberto Ascari, the 500 Mondial featured a 2.0 L version of Lampredi's four-cylinder engine in a small and light body with an advanced suspension. The car debuted on December 20, 1953 at the 12 Hours of Casablanca driven by Ascari and Luigi Villoresi, placing second to a 375 MM.
The 500 Mondial's 2.0 L (1985 cc/121 in³) engine was taken from the 500 F2 which won the world championship but was detuned to produce 170 hp (127 kW). It was extremely light at 720 kg (1590 lb) and handled well with a modern de Dion tube rear suspension.
The first 500 Mondials were coupes bodied by Carrozzeria Scaglietti, but Pinin Farina later created a series of barchettas. The Mondial remained competitive through the end of the decade, including an entry in the 1957 Mille Miglia.

750 Monza

Ferrari 750 Monza
Ferrari 750 Monza Scaglietti Spyder - front right (Crown Casino, Melbourne, Australia, 3 March 2007).JPG
Production1954
PredecessorFerrari 735 S
SuccessorFerrari 857 S
ClassWSC racer
Engine3.0 L (3000 cc) Lampredi I4
1954 saw the introduction of a new four-cylinder sports racer, the 750 Monza. Sporting a three-litre version of the 500 Mondial's engine, the Monza was much more powerful, with 250 hp (186 kW) available, but barely heavier at 760 kg (1675 lb). The new-style body was penned by Pinin Farina and presaged the droop-nose look of the famed 250 GTO, but it was Scaglietti's 750 Monza, with its faired-in headrest suggesting the flowing Testa Rossathat drew attention.
Mike Hawthorn and Umberto Maglioli piloted their 750 Monza to victory at Monza on its very first race, giving the car its name. Although they were strong on the track, the Monza was unable to hold off the Mercedes-Benz 300 SLR in 1955, allowing the Germans to seize the sports car championship that Ferrari claimed in 1954.

250 Monza

The 750 Monza body was mated to the 3.0 L V12 to create the 250 Monza of 1954. This combination was not pursued, however.

500 TR

Ferrari 500 TR
Production1954
PredecessorFerrari 500 Mondial
SuccessorFerrari 860 Monza
ClassWSC racer
Engine2.0 L (1985 cc) Lampredi I4
As the 750 was introduced in 1954, the smaller 500 Mondial was replaced by another two-liter car, the 500 TR. The first car to bear the famed Testa Rossa name, the 500 TR differed from the Mondial in many details. Among the most important was a coil spring suspension, a radical departure for Ferrari, as well as a synchronized transmission with a two-disc clutch. The 500 TR continued its predecessors tradition of light weight, coming in at just 680 kg (1500 lb), and this combined with the engine's 190 hp (142 kW) to bring stirring performance to the car.
Scaglietti built most of the 500 TRs, with three also constructed by Carrozzeria Touring, and the design aped the 750 Monza including the faired-in headrest.

857 S

Ferrari 857 S
Production1955
PredecessorFerrari 750 Monza
SuccessorFerrari 860 Monza
ClassWSC racer
Engine3.4 L (3421 cc) Lampredi I4
The short-lived 857 S of 1955 was an attempt to hold off the strong Mercedes-Benz team, something the 750 Monza and 118 LM/121 LM were unable to do. An existing 750 Monza chassis received an enlarged version of Lampredi's four, now displacing 3.4 L (3421 cc/208 in³) and producing 280 hp (209 kW). The car was not competitive with the German team at the 1955 Tourist Trophy, so Lampredi went back to the drawing board for the next season.

1956

With Mercedes-Benz pulling out of international sports car racing, the 860 Monza and new 290 MM showed well throughout 1956, bringing the sports car world championship home to Modena again. This despite the fact that Jaguar's new D-Type took the crown at the newly restricted Le Mans and Maserati's 300 S took the 1000km Nürburgring race.

860 Monza

Ferrari 860 Monza
Ferrari 860 Monza Spider Scaglietti (Sinsheim).JPG
Production1956
PredecessorFerrari 857 S
SuccessorFerrari 250 Testa Rossa
ClassWSC racer
Engine3.4 L (3432 cc) Lampredi I4
Although little changed on paper from the 857 S, the 1956 860 Monza was much more competitive in international sports car racing. The engine was reworked with 102 mm (4 in) by 105 mm (4.1 in) dimensions for a total of 3.4 L (3432 cc/209 in³), though power output remained at 280 hp (209 kW). The wheelbase was lengthened by 100 mm (3.9 in) to 2350 mm (93 in), but a new front coil spring suspension, as on the 500 TR, allowed the 100 kg (220 lb) heavier car to handle well.

625 LM

Ferrari 625 LM
Production1956
PredecessorFerrari 121 LM
SuccessorFerrari 335 S
Ferrari 250 Testa Rossa
ClassLe Mans prototype
Engine2.5 L (2498 cc) Lampredi I4
After the 1955 Le Mans disaster, the ACO reduced engine size and restricted prototype entries for the 1956 24 Hours of Le Mans to control the speed and danger of the race. Ferrari could not enter its 1956 3.4 L 860 Monza and 3.5 L 290 MM in race, so it instead modified three 500 TR barchettas to take the larger 2.5 L engine, and entered them as the625 LM. The engine was only slightly modified from the 625 F1 with compression reduced to 9:1 and two Weber 42DCOA carburettors used. Of the three, only the car of Gendebien/Trintignant finished, placing third to the new Jaguar D-Type.

1957

Ferrari handed off the four-cylinder sports racer line to customers at the end of 1956, choosing to focus on its own attention on the V12-powered 315 S and 335 S cars.

500 TRC

Ferrari 500 TRC
Production1957
PredecessorFerrari 500 TR
ClassWSC racer
Engine2.0 L (1985 cc) Lampredi I4
The 1956/7 500 TRC was a massaged version of the successful 500 TR of the previous year. In keeping with the new C-section regulations, Ferrari widened the cockpit, added doors, fitted a windscreen, and even added a stowable convertible top. It rode on the longer 2350 mm (93 in) wheelbase of the 860 Monza and featured coil springs all around, though the live axle in the rear was retained rather than the more modern de Dion tube. The 680 kg (1500 lb) car's 190 hp (142 kW) made it quite capable, and even though it was never a works car, a 500 TRC was 7th overall, claiming class victory at the 1957 24 Hours of Le Mans. Another 500 TRC claimed a class win at the 1958 Targa Florio.

>>Ferrari 250

Ferrari 250



1962 250 GTE
The Ferrari 250 is a sports car built by Ferrari from 1953 to 1964. The company's most successful early line, the 250 series included several variants. It was replaced by the 275 and the 330.

Similarities


1963 250 GTL / Lusso
Most 250 road cars share the same two wheelbases, 2,400 mm (94.5 in) for short wheelbase (SWB) and 2,600 mm (102.4 in) for long wheelbase (LWB). Most convertibles used the SWB type.
Nearly all 250s share the same engine: The Colombo Tipo 125 V12. At 2,953 cc (180 cu in), it is not a large engine even for the time, but its light weight and impressive output (up to 300 PS (221 kW; 296 hp) in the testarossa and gto) made a big difference. The Ferrari V12 weighed hundreds of pounds less than its chief competitors — for example, it was nearly half the weight of the Jaguar XK straight-6.
The light V12 propelled the small Ferrari 250 racing cars to numerous victories.

Racing models

Typical of Ferrari, the Colombo V12 made its debut on the race track, with the racing 250s preceding the street cars by three years.

225 S

A predecessor to the 250 line was the 225 S introduced at the 1952 Giro di Sicilia. Two of the two-seat sports prototypes were built, an open barchetta and closed coupe both by Vignale. Seven 225 S cars were entered at the Mille Miglia, but these were overshadowed by their larger-engined 250 S brother. Although not as heralded as the 250 line, the 225 did play one unique historical role: A 225 S tested at Imola was the first Ferrari to drive on that course.

250 S

The first of the 250 line was the experimental 250 S berlinetta prototype entered in the 1952 Mille Miglia. The company's newest product was entrusted to Giovanni Bracco and Alfonso Rolfo and was severely tested by the Mercedes-Benz 300SL racers run by Rudolf Caracciola,Hermann Lang, and Karl Kling. The little 230 PS (169 kW; 227 hp) Ferrari was outgunned in the long straights but fought back in the hills and curves and Bracco emerged victorious at the end. This same car was later entered at the 24 Hours of Le Mans and the Carrera Panamericana.
The little 250 S used a 2,250 mm (88.6 in) wheelbase with a "Tuboscocca" tubular trellis frame. Underneath were double wishbones at the front and a live axle located with double longitudinal semi-elliptic springs at the rear. Drum brakes and worm and sector steering were the norm. The dry-sump 3.0 L (2,953 cc (180 cu in)) engine used three Weber 36DCF carburettors and was mated directly to a five-speed manual transmission.

250 MM

Lauding the success of the 250 S at the Mille Miglia, Ferrari showed a more-conventional chassis for the new 250 engine at the 1952 Paris Motor ShowPinin Farina clothed this chassis, with the celebratory 250 MM coupe launched at the 1953 Geneva Motor Show. This car was almost plain by contemporary standards, but it possessed a certain purposefulness with its small grille and compact tail complete with a panoramic rear window. Carrozzeria Vignale's open barchetta also broke new styling ground, with recessed headlights and side vents becoming a staple of Ferrari design for the 1950s.
The 250 MM's wheelbase was longer than the 250 S at 2,420 mm (95.3 in), with the saloon 50 kg (110 lb) heavier than the 850 kg (1,874 lb) barchetta on a conventional tube frame. The V12 engine's dry sump was abandoned for the production car, and the transmission lost one cog as well, but power was up to 240 PS (177 kW; 237 hp).
Like the 250 S, the 250 MM was a racing car, debuting at the Giro di Sicilia with privateer Paulo Marzotto. A Carrozzeria Morelli-bodied 250 MM barchetta came fourth in the 1954 Mille Miglia with driver Clemente Biondetti. The V12-powered 250 MM was replaced by the four-cylinder 625 TF and 735 S later in 1953.

250 Monza

An unusual hybrid between the light four-cylinder 750 Monza and the 250 line was the 250 Monza of 1954. This model used the 250 engine in the short wheelbase chassis from the 750 Monza. The first two used the Pininfarina barchetta shape of the 750 Monza and a one-off 500 Mondial. Two more 250 Monzas were built by Carrozzeria Scaglietti, an early use of the now-familiar coachbuilder. Although a frequent entrant through 1956, the 250 Monzas failed to gain much success and the union of the Monza chassis and 250 engine was not pursued beyond this model.

250 Testarossa

The racing 250 Testa Rossa was one of the most successful Ferrari racing cars in its history, with three wins at Le Mans, four wins at Sebring, and two wins at Buenos Aires.It sold at auction for a record breaking 16.39 million dollars.

250 GTO

The 250 GTO, designed for racing, was manufactured between 1962 and 1964. A radically restyled GTO, the 250 GTO/64, was launched in 1964 and 36 examples were built. In May 2010, Chris Evans, a UK DJ and Avid Ferrari Collector Paid £12 Million for an example at Auction.

250 P

The 250 engine from the Testa Rossa was mounted in the midships position for the 250 P prototype racer of 1963.

250 LM

The mid-engined 250 Le Mans looked every bit the prototype racer but was intended to be produced as a road-going GT. Descended from the 250 P, the Le Mans also appeared in 1963 and sported Pininfarina bodywork. Ferrari was unable to persuade the FIA that he would build the 100 examples required to homologate the car for GT racing. Eventually, 32 LMs were built up to 1965. As a result, Ferrari withdrew from factory participation in the GT class of the 1965 World Sportscar Championship, allowing the Shelby Cobra team to dominate the class. Only the very early LM's were true 250 models, with all the rest made as 3300cc models and as such should have been named 275 LM (the early cars were also converted to the 3300cc engine)

250 Export/Europa

The 1953 250 Export and Europa were the only of the family to use a different engine. They shared the 2953 cc Lampredi V12 designed for Formula One use.

250 Export

The Export model was similar to the 250 MM with its 2,400 mm (94.5 in) wheelbase. One exception was its 220 PS (162 kW; 217 hp) Lampredi engine. It was launched at the Paris Motor Show of 1953.

250 Europa

The 250 Europa, also introduced in Paris in 1953, looked entirely different. With the long 2,800 mm (110.2 in) wheelbase and Ferrari America-style bodies, it was designed as more of a grand tourer than any previous 250. Both Pininfarina and Vignale handled the coachwork, with 21 produced in total.

GT cars

The 250 design was extremely successful on the race course as well as the street. A number of GT models were built in varying states of road or racing trim.

250 Europa GT

The first street car to use Colombo's 250 V12 was the 250 Europa GT, introduced at the 1954 Paris Motor Show. Pinin Farina's sober Paris coupe was just one of many shapes for the 250 GT line, with coachbuilt production extending through 1956 before the 250 line became more of a standardized product. The original 250 Europa GT used a 2,600 mm (102.4 in) wheelbase on a conventional chassis. The dry sump V12 was tuned to 220 PS (162 kW; 217 hp), with three Weber 36DCZ3 carburettors. Aping the Vignale's 250 Europa, Pinin Farina added now-familiar vents to the front fenders, a standard styling feature for many of the 250 GTs that followed.

250 GT Boano and Ellena


1959 GT Boano (front) and 1958 California Spider (centre)
Pinin Farina introduced a 250-based prototype at the 1956 Geneva Motor Show which came to be called the 250 GT Boano. Intended as a styling exercise and inspiration to 250 GT Europa customers, demand soon called for construction of a series of the car.
Unable to meet demand, Pinin Farina asked Mario Boano, formerly of Ghia, to handle the construction. When Fiat recruited Boano, he handed production duties of the Ferrari to his son-in-law Ezio Ellena. With partner Luciano Pollo, Carrozzeria Ellena would produce the Ferrari for another few years. Ellena revised the car, raising the roof and removing the vent windows from the doors.
Carrozzeria Boano built 74 250 GTs on the long wheelbase chassis.
All but one were coupes. The single convertible, 0461 GT, was sold to New York collector, Bob Lee, off the stand at the 1956 New York Auto Show. At the direction of Enzo Ferrari, Lee bought the car for $9,500- far below cost. He still owns it, making it one of the oldest Ferraris still in the hands of the original purchaser.

250 GT Berlinetta "Tour de France"

Named for the 10-day Tour de France automobile race, not the famous bicycle race of the same name, a number of 250 GT "Tour de France" Berlinettas were sold for GT races from 1956 through 1959. There was actually 84 Tour de Frances built. Construction was handled by Carrozzeria Scaglietti based on a Pinin Farina design. The engine began at 240 PS (177 kW; 237 hp) but rose to 260 PS (191 kW; 256 hp) by the end.
A one-off short wheelbase Tour de France was built for the 1959 24 Hours of Le Mans. This car, called the 250 GT Interim, would foreshadow the 2,400 mm (94.5 in) SWB cars of 1959. The 250 GT Interim is currently owned by Lulu Wang.

250 GT Cabriolet Pininfarina Series I


Michael Schumacher rides in a 250 GT Cabriolet
Released at Geneva in 1957, the original Pininfarina cabriolet used the 2,600 mm (102.4 in) wheelbase and had distinct bodywork from the Berlinetta.
About 36 examples were produced before a second series was shown at Paris in 1959. These later cars had much more in common with the production Berlinetta.
About 200 of the series two cars were built.
Motor Trend Classic placed the 250 GT Series I Cabriolet and Coupe ninth on their list of the ten "Greatest Ferraris of all time".

250 GT California Spider LWB


1958 California Spider LWB
Designed for export to America, the 1957 250 GT California Spider was Scaglietti's interpretation of an open-top 250 GT. Aluminium was used in the hood, doors, and trunk lid, with steel specified elsewhere for most models, though a few aluminium-bodied racing versions were also built. The engine was the same as in the 250 Tour de France racing car with up to 240 PS (177 kW; 237 hp). All used the long 2,600 mm (102.4 in) chassis.
50 were made before it was replaced by the SWB version in 1960, and it remains highly valuable for automotive collection, with one example auctioned on August 18, 2007 at Monterey, California for $4.9 million.

250 GT Coupe Pininfarina

Desiring to enter series production in order to stabilize the company's finances, Enzo Ferrari asked Pininfarina to design a simple and classic 250 GT coupe. The resulting car was introduced at Milan in 1958, and 335 nearly identical examples were built by 1960. Buyers included Prince Bertil of Sweden. The GT Coupe eschewed the fender vents for simple and clean lines and a notchback look with a panoramic rear window. The oval grille was replaced by a more traditional long narrow look with protruding headlights.Telescopic shock absorbers were also fitted instead of the Houdailles found on previous 250s, and disc brakes were added in 1960. The final 250 GT Coupe had a Superfast tail and was shown at the 1961 London Motor Show.

250 GT Cabriolet Pininfarina Series II

In line with the high-volume coupe, Pinin Farina also designed a plainer 250 GT Cabriolet for series production. Introduced at the 1959 Paris Motor Show, the GT Spider sported a look similar to the GT Coupe of the previous year, including the removal of the side vents. About 212 were produced.

250 GT Berlinetta SWB


1961 250 GT Berlinetta SWB
One of the most important GT racers of its time, the 1959 250 GT Berlinetta SWB used a short (2,400 mm (94.5 in)) wheelbase for better handling. Of the 176 examples built, both steel and aluminum bodies were used in various road ("lusso") and racing trims. Engine output ranged from 240 PS (177 kW; 237 hp) to 280 PS (206 kW; 276 hp).
Development of the 250 GT SWB Berlinetta was handled by Giotto BizzarriniCarlo Chiti, and young Mauro Forghieri, the same team that later produced the 250 GTO. Disc brakes were a first in a Ferrari GT, and the combination of low weight, high power, and well-sorted suspension made it a competitive offering. It was unveiled at the Paris Motor Show in October and quickly began selling and racing. The SWB Berlinetta claimed GT class of the Constructor's Championship for Ferrari in 1961.
In 2004, Sports Car International placed the 250 GT SWB seventh on a list of Top Sports Cars of the 1960s. Motor Trend Classic placed the 250 SWB fifth on a list of the ten "Greatest Ferraris of all time".

250 GT Spider California SWB


1961 250 GT California Spider
Replacing their LWB California Spider with a SWB version, Scaglietti showed a new 250 GT Spider California at Geneva in 1960. Based on the 250 GT Berlinetta SWB, it also introduced disc brakes and a 280 PS (206 kW; 276 hp) version of the 250 V12. About 55 were built.
A fiberglass-bodied replica of a 1961 250 GT Spider California, based on an MG, was featured in the 1986 hit film Ferris Bueller's Day Off.
record price for a 250 GT at auction was set on May 18, 2008 when a black 1961 SWB example that had been owned by James Coburn was sold for 6.4 million Euros/£5.5 million/$10,894,900 (€7,040,000 including fees). The buyer was Chris Evans, a British radio DJ. He let James May drive it on an episode of Top Gear.

250 GT/E


1963 250 GTE #4823 GT
The LWB 250 GT theme was expanded with the 2+2 model 250 GT/E. The first large production four-seat Ferrari (earlier four seaters were made in very small numbers). Interior space was increased by moving the engine forward in the chassis. The rear seats were ideal for children but rather tight for adults.
Engine output was listed at 240 PS (177 kW; 237 hp).
Almost 1,000 GT/Es were constructed by Pininfarina with prototypes starting in 1959 and continuing through three series until 1963. The model was followed by the visually similar 330 Americas.
The large production run of the GT/E was a major contributor to the financial well being of Ferrari in the early 1960s. MSRP of the GT/E was $11,500.
A 250 GT/E can be seen in The Wrong Arm of the Law, a film starring Peter Sellers.

250 GT Lusso


1964 250 GT Lusso Berlinetta
Pinin Farina updated the 250 GT with the GT Lusso or GTL. Introduced at the 1962 Paris show, the car sported flowing lines and a fastback shape typical of the GT cars of the mid-1960s. Under the hood was the 250 GTO's Tipo 168 engine with 250 PS (184 kW; 247 hp) and three Weber 36DCS carburettors.
Scaglietti handled construction of the Lusso which lasted through 1964 with few modifications.
Rock star Eric Clapton owned one, and an example that had been owned by Steve McQueen was sold at auction for $2.3 million on 16 August 2007.
In 2004, Sports Car International placed the 250 GT Lusso tenth on a list of Top Sports Cars of the 1960s. Steve Boone, a member of the Rock and Roll Hall of Fame with the group the Lovin' Spoonful owned one that was stolen from a repair shop in Queens NY and never found, #4237.

330 America

A 250 in all but name, the 1963 330 America shared the outgoing model's chassis if not its engine. Powered by the new 4.0 L engine of the later 330 cars, fifty 330 Americas were built. Likely the most famous 330 America is that belonging to California socialite Sandra Ilene West. Mrs. West was buried at the wheel of her car following a 1977 drug overdose. Her instructions specified that she be clad in her lace nightgown with the driver’s seat "slanted at a comfortable angle". The car (and driver) is interred at the Alamo Masonic Cemetery, San Antonio, Texas. In the early 1990s (as reported in Classic Car magazine), a green-metallic 330 coupe was regularly abandoned, claimed and then re-abandoned in Melbourne over the course of 4 years. Its ultimate fate is not known.

The Ferrari 250's place in Lamborghini history

Tractor manufacturer Ferruccio Lamborghini owned at least three Ferrari 250s: a 250GT coupe by Pininfarina, one or two 250 SWB Berlinettas by Scaglietti, and a 250GT 2+2 by Pininfarina. He was frustrated by frequent clutch problems and complained to Enzo Ferrari.Lamborghini later hired ex-Ferrari engineers to design and develop his Lamborghini cars.