Ferrari 250 For Sale

Ferrari 250 From Wikipedia, the free encyclopedia Jump to: navigation, search 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. Contents 1 Similarities 2 Racing models 2.1 225 S 2.2 250 S 2.3 250 MM 2.4 250 Monza 2.5 250 Testarossa 2.6 250 GTO 2.7 250 P 2.8 250 LM 3 250 Export/Europa 3.1 250 Export 3.2 250 Europa 4 GT cars 4.1 250 Europa GT 4.2 250 GT Boano and Ellena 4.3 250 GT Berlinetta "Tour de France" 4.4 250 GT Cabriolet Pininfarina Series I 4.5 250 GT California Spyder LWB 4.6 250 GT Coupe Pininfarina 4.7 250 GT Cabriolet Pininfarina Series II 4.8 250 GT Berlinetta SWB 4.9 250 GT Spyder California SWB 4.10 250 GT/E 4.11 250 GT Lusso 4.12 330 America 5 The Ferrari 250's place in Lamborghini history 6 See also 7 References 8 Sources [edit] 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 280 PS (206 kW; 276 hp)) 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.[1] The light V12 propelled the small Ferrari 250 racing cars to numerous victories. [edit] 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. [edit] 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. [edit] 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. [edit] 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 Show. Pinin 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 won the 1954 Mille Miglia with driver Clemente Biondetti, living up to its name. The V12-powered 250 MM was replaced by the four-cylinder 625 TF and 735 S later in 1953. [edit] 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. [edit] 250 Testarossa See main article Ferrari TR 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 12.2 million dollars. [edit] 250 GTO Main article: Ferrari 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. [edit] 250 P Main article: Ferrari P The 250 engine from the Testa Rossa was mounted in the midships position for the 250 P prototype racer of 1963. [edit] 250 LM Main article: Ferrari P 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[2] 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. [edit] 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. [edit] 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. [edit] 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. [edit] 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. [edit] 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. [edit] 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. [edit] 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.[3] [edit] 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". [edit] 250 GT California Spyder LWB 1958 California Spyder LWB Designed for export to America, the 1957 250 GT California Spyder was Scaglietti's interpretation of an open-top 250 GT. Aluminum was used in the hood, doors, and trunk lid, with steel specified elsewhere for most models, though a few aluminum-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. 45 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. [edit] 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. Traditional telescoping 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. [edit] 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. [edit] 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 Bizzarrini, Carlo 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". [edit] 250 GT Spyder California SWB 1961 250 GT California Spyder Replacing their LWB California Spyder with a SWB version, Scaglietti showed a new 250 GT Spyder 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 Spyder California, based on an MG, was featured in the 1986 hit film Ferris Bueller's Day Off.[4] A 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 The Magnificent Seven star 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.[5][6][7][8] [edit] 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 GTEs 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 GTE can be seen in The Wrong Arm of the Law, a film starring Peter Sellers. [edit] 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.[9] 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. [edit] 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, 50 330 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.[citation needed] 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.[citation needed] [edit] 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.[10] Ferrari insulted Lamborghini, who then resolved to build better GTs and sports cars than Ferrari. Lamborghini hired ex-Ferrari engineers to design and develop his Lamborghini cars.[11] [edit] See also Ferrari 250 GT Drogo - the "Breadvan", a 250 SWB modified by Giotto Bizzarrini and Piero Drogo for Giovanni Volpi. [edit] References Ascerbi, Leonardo (2006). Ferrari: A Complete Guide to All Models. Motorbooks. ISBN 0-7603-2550-2.  Buckley, Martin & Rees, Chris (1998). World Encyclopedia of Cars. London: Anness Publishing. ISBN 1-84038-083-7.  Steve McQueen's Ferrari Races Into Christie's http://www.christies.com/presscenter/pdf/04272007/9248.pdf [edit] Sources ^ "Dave Williams' Engine Weight Chart". http://www.vintagehotrods.net/ford/ContentExpress20-30-38.html. Retrieved July 25, 2006. [dead link] ^ UltimateCarPage.com: Ferrari 250 LM ^ WSJ.com: Fast money - Lulu Wang’s driving passion is her racecar collection ^ IMDB. "Ferris Bueller's Day Off - Trivia". http://www.imdb.com/title/tt0091042/trivia. Retrieved 2009-01-29.  ^ Pollard, Tim (2008-05-19). "Chris Evans buys Ferrari 250 GT California for £5m". Car Magazine. http://www.carmagazine.co.uk/News/Search-Results/Motor-show--events/Other-shows/Chris-Evans-buys-Ferrari-250-GT-California-for-5m/. Retrieved 2008-05-24.  ^ English, Andrew (2008-05-19). "Chris Evans pays £5m for vintage Ferrari". The Telegraph. http://www.telegraph.co.uk/news/newstopics/celebritynews/1983459/Chris-Evans-pays-and1635m-for-vintage-Ferrari.html. Retrieved 2008-05-24.  ^ "King of the road: Chris Evans splashes out £5.5m on James Coburn's 1961 Ferrari". Daily Mail. 2008-05-19. http://www.dailymail.co.uk/tvshowbiz/article-567146/King-road-Chris-Evans-splashes-5-5m-James-Coburns-1961-Ferrari.html. Retrieved 2008-05-21.  ^ http://www.autoblog.com/2008/05/19/1961-ferrari-california-spyder-sells-for-record-10-894-900/ "1961 Ferrari California Spyder sells for record $10,894,900" retrieved: 19 August 2008. ^ http://news.bbc.co.uk/1/hi/entertainment/6950915.stm BBC News "McQueen's Ferrari sells for $2.3 m" retrieved: 17 August 2007. ^ Copy of Interview with Ferruccio Lamborghini, page 2 ^ Modern Classic: Lamborghini 350 GT v • d • e Ferrari road car timeline, 1947–1968 — next » Type 1940s 1950s 1960s 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 Sports 125 S 166 S 195 S 212 Exp 225 S 250 MM 250 Monza 250 GT Tour de France 250 GT SWB 250 GTO 250 LM 159 S 250 S 250 Export GT 166 Inter 195 Inter 212 Inter 250 Europa 250 GT Europa 250 GT Boano 250 GT Ellena 250 GT Coupe PF 250 GT Lusso 330 GTC 365 GTC 275 GTB 275 GTB/4 Spider/Cabriolet 250 GT 275 GTS 330 GTS 365 GTS 2+2 250 GT/E 330 GT 365 GT America 340 America 375 America/MM 410 Superamerica 400 Superamerica 500 Superfast 365 California || Ferrari 250 GTO From Wikipedia, the free encyclopedia Jump to: navigation, search This article is about the 1962-64 GT racing car. For the 1984-86 Group B racing car, see Ferrari 288 GTO. This article needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (February 2008) Ferrari 250 GTO Manufacturer Ferrari Production 1962–1964 (36 produced) Successor Ferrari 288 GTO Class Sports car Body style(s) Berlinetta Layout FR layout Engine(s) 3.0 L V12 300 PS (220 kW; 300 hp) Transmission(s) 5-speed manual Wheelbase 2,400 mm (94.5 in) Curb weight 1,100 kilograms (2,425 lb) Related 330 LMB 250 LM The Ferrari 250 GTO is an automobile that was produced by Ferrari from 1962 to 1964 specifically for racing in 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"[1], 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". Contents 1 Design and development 2 Racing 3 Collectibility 4 See also 5 References 6 External links [edit] 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 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, and it was said that as the car was rushed into production, the original cloth seats were made from workers' overalls. [edit] Racing 1962 Ferrari 250 GTO. 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.[2] 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 hood - and three "Type 64" cars, with revised bodywork). Ferrari got around this by numbering the chassis' not in sequence. They would have great jumps between each one and they produced documentation for cars that didn't even exist. This was done to make the car more exclusive but to also reduce the costs of production.[3] 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,[4] 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. [edit] 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. According to an anonymously authored article in Times Online, a 250 GTO seized by the FBI from a convicted drug dealer was sold in a sealed auction in 1988 for approximately $2 million.[5] In 1989, at the peak of the boom, a 250 GTO was sold to a Japanese buyer for $14.6 million plus commission.[6] By 1994 that example changed hands for about $3.5 million.[6] In 2008, a British buyer[7] bought a 250 GTO that formerly belonged to Lee Kun-hee of Samsung Electronics[8] at an auction for a record £15.7 million.[9] In May 2010, BBC Radio 2 DJ Chris Evans bought chassis number 4675 GT for £12 million.[10] 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. However the values of legitimate high-demand Ferrari models have continued to rise through the present decade. [edit] See also Ferrari 250 Ferrari 250 GT Drogo - the "Breadvan", a 250 SWB modified by Giotto Bizzarrini and Piero Drogo for Giovanni Volpi, in order to challenge the 250 GTO [edit] References ^ http://www.ferrari.com/English/GT_Sport%20Cars/GT/Pages/100408_CAR_Revealed_ferrari_com_new_599_GTO.aspx ^ 1962 FIA Regulations Retrieved from www.sovren.org on 22 July 2010 ^ "250 GTO Chassis List". ferraribuy.com. http://www.ferraribuy.com/fb/datab/250gto.htm. Retrieved 2010-05-13.  ^ Denis Jenkinson, The Automobile Year Book of Sports Car Racing, 1982, page 222 ^ "Sunday Times Fastest Cars Competition", Times Online, August 29 2008. Retrieved on September 04 2008. ^ a b Sheehan, Michael. "When Japan Ruled the World", article reproduced from Sports Car Market, May 2006. Retrieved on September 04 2008. ^ "250 GTO s/n 5095GT". Barchetta.cc. http://www.barchetta.cc/english/All.Ferraris/Detail/5095GT.250GTO.htm. Retrieved 2009-07-15.  ^ "Wheels - Recession-proof Ferrari fetches $42 million". Wheelsmag.com.au. http://www.wheelsmag.com.au/wheels/site/articleIDs/2A79673F73F82415CA2574EC0004153E. Retrieved 2009-07-15.  ^ "Englishman Pays £15.7 Million for Ferrari 250 GTO", WorldofCars, September 22 2008. Retrieved on September 22, 2008. ^ "1963 Ferrari 250 GTO sold for 17.7 mil USD". carsession.com. 2010-05-14. http://www.carsession.com/car-news/1963-ferrari-250-gto-sold-for-17..7-mil-usd.html. Retrieved 2010-05-14.  Buckley, Martin & Rees, Chris (1998). World Encyclopedia of Cars. London: Anness Publishing. ISBN 1-84038-083-7.  Supercars.net article on Ferrari 250 GTO [edit] External links Wikimedia Commons has media related to: Ferrari 250 GTO 250 GTO Chassis List, with history A gathering of GTOs for the 45th Anniversary celebration v • d • e « previous — Ferrari road car timeline, 1960s–present Type 1960s 1970s 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 FR/FMR 2-seat GT 250 275 365 GTB/4 Daytona 550 575M 599 America 330 365 2+2 V12 250GT 330GT 365GT 365GTC/4 GT4 2+2 400 400i 412 456 456 M 612 2+2 V8 California V12 250 GTO 599 GTO RMR V6/V8 Dino 206 Dino 246 GT 308GTB 308i 308 QV 328 348 360 458 246 GTS 308 GTS 208 208 Turbo GTB/GTS Turbo F355 F430 2+2 Dino GT4 Mondial 8 Mondial QV 3.2 Mondial Mondial t flat-12 365BB 512 BB 512 BBi Testarossa 512TR F512M V12/V8 250 LM 288 GTO F40 F50 Enzo Ferrari || Supercars.net Username Password Register Galleries Videos Forums Add Supercar Your Account Car Insurance Quotes 1962 Ferrari 250 GTO Home → Ferrari → 250 GTO Above Images ©Supercars.net @ 2002 Classic Lemans & 2001 Pebble Beach Concours Gallery Images more gallery images “Aerodynamics are for people who can't build engines” is an oft repeated quote from Enzo Ferrari and one which he probably regretted with the 250 GTO's advent. During its heyday this Gran Turismo (GT) dominated the World Sports Car championship and events like the 24 Hours of Le Mans with a newly-designed body. Even with form following function, this efficient shape was one of the most voluptuous to grace a Ferrari chassis. At this level of performance, style and pedigree it shouldn't be surprising that the 250 GTO is currently one of the most expensive cars in the world. Chassis 3729GT received a high bid of nine million dollars at Bonhams' 1997 Gstaad Auction, but since it failed to meet the reserve, the model has been exclusively sold on the private market. No one really knows the highest price that has been paid, but a figure like $50,000,000 USD from the 1980s boom isn't entirely unrealistic. Even if it is the most acclaimed of all Ferraris, the 250 GTO is still worth fussing about in detail. Only 39 copies exist and all have colorful histories: 1960s racing was not preservation. Some cars lost their original engines and aluminum bodies long ago, which makes the few correct cars even more valuable. GTO Development For the 1962 manufacturer's championship, focus was switched from sports prototypes to GT cars and Ferrari was motivated to further develop their 250 GT as much as the rules would allow. They built the 250 Gran Turismo Omologato (GTO) and named it after the homologation process in which it was conceived. Providing a base for the GTO was the 250 GT chassis. Starting in 1954, with the 250 Europa GT, the engine, chassis and body of the 250 series evolved into a greater product each year. The final development was the GTO and it was bulletproof from the start. Before the 1962 season, Ferrari assembled a small team led by Giotto Bizzarrini who hacked his old 250 Boano chassis and modified it, in secret, to his own ideas. Fixed to it was a rather crude body which took advantage of a much lower and shorter dry-sump engine. At the front was a smaller and lower fascia that made the old short wheel base (SWB) look like a brick. The rear was reshaped into a sleek fastback design that reduced drag. Initial test results around Monza showed significant improvements in every area over the SWB Berlinetta and Sperimentale, sometimes called the GTO prototype, that raced at LeMans in 1961. Before production of the GTO commenced, Bizzarrini and several key people left Ferrari during the famous Palace Revolt. This left Girolamo Gardini to sort out Ferrari's 1962 sports car. Gardini used most of Bizzarrini's modifications from the test car and added a rear spoiler and watts linkage for stability. At their yearly press conference held February 24th 1962, Ferrari released no fewer than six different racing models and among these versatile race cars was chassis 3223GT, the first production version of the 250 GTO. The series of GTOs that followed would eventually become the most important Ferraris, demanding money, attention and acclaim. Production GTO During its launch, many of the press called the GTO 'a Testa Rossa with a roof'. They rightly named it as such since many of the ideas used on the GTO came straight from Ferrari's prototypes. Every aspect of the GTO's engine was upgraded to reflect the 250 Testa Rossa's. Compared to the older Tipo 168, the newer Tipo 168/62 used larger valves, smaller clearances, lighter materials and dry sump lubrication. Designated type 539/62 Comp, the chassis in the GTO was an evolution of the unit found in the 1961 250 GT Competition. Through years of development, this chassis had become more like a space frame, using a higher number of small bracing tubes. Upgrades to the chassis also included new front brakes, a more adjustable, stiffer suspension and a lower driveline. Inside, the GTO was very sparse and purposeful. As such, the only covered areas were the thinly clothed seats. No speedometer or odometer was offered, and the only real luxury was the wooden Nardi steering wheel. GTO in Action During its first year, GTOs decimated the competition. Thus, Ferrari scored maximum points in 1962 Division III Championship. During the fifth round at Le Mans, GTOs placed second and third overall. This was a remarkable result, and proved that the GTO could beat most cars in the prototype category. By the end of the first season, Jaguar, Aston Martin and Chevrolet tried to convince the governing body that the GTO was not a GT car. However, Appendix J, Section 254 stated that and modifications introduced after homologation did not disqualify the car if they were a 'normal evolution of the type'. Since the GTO was an 'evolution' of the largely produced 250 GT road car, it was within rules, although the five-speed gearbox and dry sump lubrication were never factory road car options. The remaining two seasons would prove very successful for the GTO. Ferrari again took the Division III championships in both 1963 and 1964. By the end of the 1964 season, Shelby-led Daytona Cobras were proving their worth and for the first time GTOs were beaten around Le Mans and Sebring. Beyond 1964, the GTO was stretching its potential. Ferrari was unable to homologate their rear engine 250 LM and instead developed a competition version of the 275 GTB, which really became the '64 GTO. These developments left the hat trick of the division III championships to forever highlight the end of Ferrari's 250 series. Recommended Further Reading Bluemel, Keith and Jess Pourret. Ferrari 250 GTO. Bay View Books, 1998. Lewandowski, Jürgen. Ferrari GTO. Südwest Verlag GmbH, 1987. Murani, Paolo, Stefano Pasini and Luigi Orsini. Ferrari GTO. Automobilia, 1985. Nye, Doug. Ferrari GTO. Cavalleria,: 1996. Olczyk, Philippe et al. Bizzarini, the genius behind Ferrrari's Success. World Print Ltd, 2001 Pourret, Jess. Ferrari 250 GT Competition Cars. Haynes, 1977. Pritchard, Anthony. Scarlet Passion. Haynes, 2004. Shoen, Michael. Cobra-Ferrari Wars. CFW, 1988. Ferrari 250 gt 2+2 for sale from our partners at Lemonfree.com Forum World's best car? Should Scaglietti get a chance to style future Fer Sexy Who pays?! isnt worth the money Cobra VS 250 GTO ALL of them exist?! Pricing starts at 993.000 euro... making 100hp/litre in 1962 Should this car be banned from the road?????? add topic In Detail submitted by Richard Owen type Racing Car built at Maranello, Italy coachbuilder Carrozzeria Scaglietti engineers Giotto Bizzarrini production 36 predeccesor 1961 Ferrari 250 GT SWB ‘SEFAC Hot Rod’ succeccesor 1964 Ferrari 250 GTO ’64 engine Tipo 168/62, 60 Degree V12 position Front Longitudinal aspiration Natural valvetrain SOHC 2 Valves / Cyl fuel feed 6 Weber-38 DCN Carburettors displacement 2953 cc / 180.2 in³ bore 73.0 mm / 2.87 in stroke 58.8 mm / 2.31 in compression 9.8:1 power 225.2 kw / 302.0 bhp @ 7500 rpm specific output 102.27 bhp per litre bhp/weight 289.55 bhp per tonne torque 294.0 nm / 216.8 ft lbs @ 5500 rpm redline 8500 body / frame Aluminum Body over Steel Frame driven wheels RWD w/ZF Limited Slip front tires Dunlop R5/R6 600L x 15 rear tires Dunlop R5/R6 700L x 15 front brakes Dunlop Discs w/Hydrualic Assist rear brakes Dunlop Discs w/Hydrualic Assist front wheels F 38.1 x 15.2 cm / 15.0 x 6.0 in rear wheels R 38.1 x 16.5 cm / 15.0 x 6.5 in steering ZF Wom & Peg f suspension Double Wishbones w/Coil Springs, Koni Adjustable Shock Absorbers, 16.5mm Anti-Roll Bar r suspension Live Axle w/Semi-Elliptic Springs, Koni Shock Aborbers, Dual Watts Linkage weight 1043 kg / 2299 lbs wheelbase 2400 mm / 94.5 in front track 1354 mm / 53.3 in rear track 1350 mm / 53.1 in length 4400 mm / 173.2 in width 1675 mm / 65.9 in height 1245 mm / 49.0 in transmission 5-Speed Manual gear ratios 2.935:1, 1.975:1, 1.450:1, 1.170:1, 1.000:1 final drive 4.85:1 top speed ~279 kph / 173.4 mph 0 - 60 mph ~6.1 seconds 0 - 100 mph ~13.1 seconds 0 - 1/4 mile ~13.5 seconds Supercar Spotlight Page Sponsored By: POTD Recent Articles Ferrari 458 GT2 The Lingenfelter Colle... Finali Mondiali Ferrari Supercharged '53 Corvette Museum Porsches at San... more articles... Recent Supercars 2010 BMW 1 Series M Coupé 2012 Ford Mustang Cobra Jet 2010 Dodge Mopar Challenger D... 2011 Ferrari 458 GT2 1953 McCulloch Supercharged C... Subscribe to Supercars.net Enter your email to keep up to date with all the hot new supercars New Cars | Contact Us | FAQ | Guidelines | Disclaimer | Privacy Policy Copyright 1996-2009 Supercars.net Publishing. All rights reserved '); } || < Previous Next > Lesson plan 63: Ferrari 250 GTO Posted by admin June 21, 2010 Sorry it’s been a while. A few people have contacted me to find out if I am still alive. Well, just to let you know that I am. This is the time of year when I tend to lose control of my life. Too much work! I was supposed to be posting Part II of the train tunnel joke. That will be coming some time soon. But for the moment, you will have to go with this lesson plan on the Ferrari 250 GTO Language level: Pre-intermediate (A2) + Learner type: Young learners; Teens; Adults Time: 40 minutes Main activity: Writing Topic: Cars Language: Numbers; Passive structures Materials: Video clip ferrari-250-gto.pdf The Ferrari clip was made by Fernando Córdova, a miniature car salesman from Chile (website here: http://www.miniaturas.cl/) in Creative writing, Dictation, Grammar 1 Comment Daniela says: June 22, 2010 at 8:55 am Dear Jamie, Good to see you back! Great clip! My students have come to love surprises like this one – and as they are not old enough to drive themselves, I will slightly change the questions in part 4… Big numbers in part 6 is also a big plus. It’s going to happen in September though, the (well deserved) holidays are here now! I agree with Nik Peachey, you are indeed “one of the gifted” in my book, and would love to see you presenting too… Daniela. Reply Leave a Reply Cancel reply Your email address will not be published. Required fields are marked * Name * Email * Website Comment You may use these HTML tags and attributes: <a href="" title=""> <abbr title=""> <acronym title=""> <b> <blockquote cite=""> <cite> <code> <del datetime=""> <em> <i> <q cite=""> <strike> <strong> Welcome to TEFLclips, a site dedicated to the possibilities for YouTube and other video sharing sites in the classroom. Every week a new lesson plan will be uploaded. Jamie’s Book Search for: Lesson plans Coming soon … Supermarket story Jamie’s Dream? Lesson plan 64: World Water Facts Lesson plan 63: Ferrari 250 GTO Lesson plan 62: The train tunnel joke (part 1) Lesson plan 61: Passive drawings Lesson plan 60: A dream sequence Lesson plan 59: Mexican doodles Lesson plan 58: Cat and goldfish surprise Online video course Lesson plan 57: Noisy collocations Lesson plan 56: How to answer a sales call Lesson plan 55: Kermit the frog’s ‘what happens next machine’ Lesson plan 54: Wallet mystery Lesson plan 53: If the Earth had rings like Saturn Lesson plan 52: Animated poem Lesson plan 51: Halloween Horror Story Lesson plan 50: Panda surprise Lesson plan 49: Reasons for buying flowers Lesson plan 48: Mairzy doats Lesson plan 47: The numbers game Webinar: YouTube & Business English Lesson plan 46: Elevator pitch Lesson plan 45: Bringing swine flu into the language classroom Lesson plan 44: What happens next? 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Candid theme. || VehiclesWallpaperEventsPrice Guide HomeManufacturersFerrari1961 Ferrari 250 GT California Produced1960 - 1963 LA Auto Show1962 250 GT California OverviewImagesSpecificationsAuction ResultsComments 1961 Ferrari 250 GT California news, pictures, and information View more photosSWB SpyderChassis Num: 3099 GTEngine Num: 168/61Gearbox Num: 539/61 The 1961 Ferrari 250 GT SWB California Spyder with chassis number 3099GT is a left hand drive vehicle. It is constructed of steel with covered headlights and a competition engine. It is just 32 of just 55 Short Wheelbase California Spyders built. It was shipped by Ferrari to Luigi Chinetti Motors for the Ferrari display stand at the 1962 New York Auto Show. After the show, it was shipped to Ferrari Representatives of California and sold to the original owner. The car remained in California and was purchased by Charles Betz in 1973, who kept the car in storage until commencing a meticulous restoration in 2002. This particular California Spyder came from the factory with the desirable covered headlights and leather on nearly every interior surface, most likely due to its New York Show car status. The current owner purchased the car from Charles Betz in 2008.In 2004 it was entered into the FCA International Concours in Monterey where it was entered by Charles Betz and Fred Peters. It was awarded a Silver award. View more photosSWB SpyderChassis Num: 2561 GT This short wheelbase California Spyder, chassis number 2561 is the 19th of 55 built. The car was originally sold in Paris at Franco-Brittannic Autos. This car was ordered with many desirable options by Nano Da Silva Ramos, which included covered headlights and the competition option package which was a competition engine, lightweight 'ribbed' gearbox and an 8x32 rear axle ratio with limited slip. The car was delivered with a special order Alfa Romeo color called Blue Inverno Giulietta Sprint and red leather. The car also came with a radio, hardtop and seat belts. This car spent its life in Europe until 2002.Restoration was completed in 2003, and the current owner has put 14,556 km on it since.The 250 GT passo corto (short wheelbase, or SWB, of 2400 mm) Spyder California debuted at the Geneva Motor Show in March 1960, and a total of 55 of them were built before production ended in February 1963. A rare factory original hardtop came with this SWB Spyder California when new. The car (serial number 2561 GT) went through an extensive restoration in 2004 and 2005 and won several major Concours awards afterwards, including the prestigious Louis Vuitton Classic Concours Award in 2006.The 1961 Ferrari 250 GT SWB California Spyder with chassis number 2561GT is a left hand drive vehicle constructed of steel and features covered headlights and a competition engine. It was also given a limited slip differential, hardtop, seat belts, and a radio. It has chassis tipo 539, engine tipo 168, and gearbox tipo 539.In 1961 it was purchased by Jo Setton. In 1963 it was owned by Jean-Pierre Chabert. In 1966 it was sold to Jean Redelle. In 1972 it was purchased by Charles Robert who later sold it to Jacques Bajol. Bajol entered the vehicle into the Ferrari Days at Modena bearing number 106. In 1988 the car was sold to Henri Chambon. In 2002 it attended the Cavallino Classic under its latest owner, Peter S. Kalikow of New York. View more photosSWB SpyderChassis Num: 2467GTEngine Num: 168Gearbox Num: 539 Ferrari 250 GT SWB (Short Wheelbase) California Spyder with chassis number 2467GT was constructed by April 24th of 1961. It is the 15th constructed and is a left hand vehicle. It is constructed of steel with covered headlights and has a 9.3:1 compressions ratio. It was first owned (sold) by Chinetti Motors of the US. It has been shown at the 2002 Ferrari Car Club of America Concours at Lake Lanier Island where it was awarded a Third in Class. It is currently owned by Richard Vento of California who has show it at the 2004 FCA International Concours in Monterey and the Cavallino Concours. The 250 GT SWB was designed by Pininfarina and built by Scaglietti. It was designed for the race track and the road. This two-seater had an aggressive stance and a wheel base 8 inches shorter than the LWB edition. 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 body 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 wheel base, the chassis became more solid and the vehicle more agile. The Berlinetta (litle 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 head lights. These were used to cool the disc brakes. There were also vents behind each wheel which served the same purpose. View more photosSWB SpyderChassis Num: 3059GT Ferrari began building the 250 GT SWB California Spyder in 1960 and would continue until early 1963, with production totaling 54 units. The design was by Scaglietti and was close to the long wheelbase 'TdF' Berlinetta but on a shorter wheelbase. These were available in a street version in steel or as a competition version in alloy. Movie stars who owned the 250 GT SWB Spyder included James Coburn, Brigitte Bardot, Roger Vadim and Barbara Hershey. The majority were the covered headlight version and all were bodied by Scaglietti. This example, chassis number 3059GT, was completed in November 1961. It has the covered headlights and steel body. It was once owned by Sir Anthony Bamford in the United Kingdom. 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. They were not mass-produced. Ferrari provided the engine and chassis while Italian coach builders 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-wheel base (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 on 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 wheel base) while the other was the LWB (long wheel base). 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 inch (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 tot he 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 efforts 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 vary competitive and are regarded as the most important GT racers of its 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 experience 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 later 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 the 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 word 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.For more information and related vehicles, click here|More © 1998-2010. All rights reserved. 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Vehicle Spotlight 1961 Ferrari models Ferrari 196 SP Dino Ferrari 250 GT Ferrari 250 GT SWB Competition Ferrari 250 GT SWB Sperimentale Ferrari 250 GTE Ferrari 250 TRI61 Ferrari 400 Superamerica Ferrari: 1961-1970Similar AutomakersOther models by FerrariRelated Articles and Event CoveragePebble Beach Concours d'EleganceAmelia Island Concours d'EleganceAmelia Island Concours d'Elegance58th Annual Pebble Beach Concours d'EleganceCavallino Classic Concorso d'Eleganza2006 Palm Beach Cavallino Classic XV Concours2005 Meadow Brook Concours d'Elegance2005 Palm Beach International Concours d'Elegance2005 Palm Beach Cavallino ClassicSimilar AutomakersAston MartinBentleyBugattiDevonGTAKoenigseggLamborghiniLotusMaseratiMaybachMcLarenPorscheRolls-RoyceSpykerTeslaSimilarly Sized Vehicles from 1961Ferrari 250 GT SWB CompetitionJaguar XK150Morgan Plus FourSimilarly Priced Vehicles from 1961Ferrari 250 GTE ($12,600-$12,600) Site Map | Contact | About Us | Terms Of Use / Privacy Policy | Links | subscribe - RSSAutomobile information, history, and specifications from concept to production. | © 1998-2010 Conceptcarz.com