The Iconic 250 GT
Words by Roberto Marrone
Photos by ILARIO
Ferrari, with the “250” series probably includes its most famous classic cars, with both racing and road pedigree. Produced between 1952 and 1964, many of them shared the same frame, sometimes with shorter wheelbase (SWB), while almost all have the same engine, the 12-cylinder created by Gioacchino Colombo and named with the initials “Type 125” with a displacement of 2,953 cc, so not very high, which instead had a winning weapon in its lightness. The power unit developing 276 horses was so amply sufficient. As usual for the House located in Maranello, the engine was first used in competitions and so the Type 125 made its debut two years before was put in production. Those were the days of the Mille Miglia, the Carrera Panamericana, but also the 24 Hours of Le Mans. After the prototype 225 S, the 250 S was styled by Pininfarina and presented in 1953 on the wave of success of the Mille Miglia, as 250 MM. It was a Barchetta, but other versions were also produced and finished by Michelotti and Vignale. The 250 S was used in competitions such as the Tour of Sicily and the engine was replaced with the 4-cylinder already seen on the 625 TF and the 735 S. In 1954 it was the turn of the 250 Monza, basically a hybrid of the short wheelbase 750 Monza and the 250, always dressed as a Barchetta by Pininfarina and inspired by the 500 Mondial, but it remained a one-off, while the other two were built by Scaglietti. It was then time for one of the most famous: the 250 Testa Rossa, (1957-1961) one of the most successful, winning three 24 Hours of Le Mans, four 12 Hours of Sebring, two thousand Km of Buenos Aires.
The magical 60s also saw the birth of one of the most beautiful GT of all time, the 250 GTO, which was built in just 39 units between ’62 and ’64. In racing, then followed the 1963 250 P which provided the same engine of the Testa Rossa, but centrally mounted; the 250 LM that was obviously created for Le Mans, had special similarities to the prototype, and was also used in the race at the 1963 24 Hours, but Ferrari did not have time to build the 100 units required by regulation, for being able to participate in the GT series and then, in 1965 stopped production after only 32 cars built. The 250 Export and 250 Europa shared the 12-cylinder prepared by Aurelio Lampredi. Thus we come to the road legal GT series: the first series dates back to 1954 and has been built in about eighty pieces, derived from the 250 Europa and with the engine installed in the 125 S fed by three Weber 36 DCZ carburetors. The first to use the 12-cylinder designed by Gioacchino Colombo was the 250 GT Europa. With a wheelbase of 2,600 mm, Pininfarina took over the style of the 250 Vignale adding the side air intakes which will remain as a trademark even in models that will follow, the 250 GT Pininfarina – Boano – Ellena; at that time, Pininfarina was moving to the new factory in Grugliasco and being unable to respect the timetable for the realization of the set pieces, after having completed only eight, entrusted the task to Massimo Felice Boano, who brought minor changes to the lines of the sides, making 80 specimens of the 250 GT Coupe. In a second stage, when Boano went to fill the role of Director of the Fiat Style Centre, Ezio Ellena and Luciano Pollo took over. The Carrozzeria Ellena revisited the model by raising the roof and by removing the louvers and the ‘54 models that were born were called 250 GT Ellena Coupe. Only one was made as a convertible version, sold in 1956 at the New York Motor Show to Bob Lee, who still owns it today. A number of 250 GT Berlinetta was intended to compete between ’56 and ’59 at the Tour de France and so it became famous, 84 cars built with capacities ranging from 340 to 260 horsepower. One was prepared for the 24 Hours of Le Mans of ’59 and called 250 GT Interim, with a 2,400 mm short wheelbase. In 1956 it comes the 250 GT Cabriolet Pininfarina long wheelbase (2,600 mm): 200 units for the first round, another 40 for the second. In 1957, meant to be exported mainly to the United States, it was the turn of the 250 GT California Spider, with the body built by Scaglietti with aluminum doors and hood. Those used for competitions had more aluminum parts, the engine that was already mounted on the GT Tour de France, 45 units long wheelbase (2,600 mm) before being replaced with the short wheelbase, in 1960. The 250 GT has been the result of Enzo Ferrari expressly requesting Pininfarina, thus becoming a simple classic car, presented in Milan in 1958 and built in 335 units until 1960. A special one was built for the Prince of Sweden with various cosmetic changes. In 1960 it introduced disc brakes and the final edition had a tail in common with the 340 America. The 250 GT 2+2 showed valid stylistic solutions increasing the cabin space for four people without much weight disadvantage: in fact it was only 80 kg more. The 330 America saw 50 specimen with a 4-liter engine (3,967 cc) and 300 hp. Time to talk about the GT SWB Berlinetta (2,400 mm), with aluminum parts, 176 specimens with capacity of between 240 and 280 hp, the development of which was given to the likes of Giotto Bizzarrini, Carlo Chiti and Mauro Forghieri. Immediately successful, the 1961 SWB, remains one of the most beautiful Ferrari ever. The second series of Scaglietti’s GT Spider California, built in only 55 units, has disc brakes and a V12 engine able to output 280 hp. Pininfarina’s 250 GT/E, 1,000 units since 1959 and three series. The 250 GT Lusso peeped in Paris in 1962, both Pininfarina and Scaglietti were bringing their aesthetic choices. Among the many series of 250 we find the 1960 two-seater version with short deck, certainly more rare, with that long bonnet, but also with that large back that results in a very spacious luggage compartment.
The owner gives us an accurate and passionate description:
“When you approach the 1960 Ferrari 250 GT Pininfarina you fall under the spell of the four gleaming spoked wheels, masterfully created by Borrani, you sit on comfortable black leather seats and you can’t help but be attracted by the beautiful dashboard in typical style of the 60s, complete with all the necessary tools, large and legible. Everything has a switch, and then you have the refined Nardi steering wheel fitted as standard on this car; it really deserves to dwell a moment and enjoy this view. Then you engage the electric pump (here there are two, and you can use them alternatively), then turn the key, a few moments and the three carburetors are filled with fuel, a light pressure to the stick and the powerful 12-cylinder engine awakes its voice. The engine should be warmed up for a few minutes, to bring it to the right temperature, after which it is ready to give the driver a lot of satisfaction. This car is equipped with the shorter of the 5 ratios provided on request by the manufacturer, which together with a low weight allows very exciting performance. Then, the car has been also equipped with an OverDrive at electric insertion and let the car reach 260 kph against the 250 Kph of regular versions. It is not nice to bring vintage cars at peak performance possible, although the car in question perfectly controlled, but knowing to be able of doing that, it’s always a nice thing. This GT, although it was often used in sport ways by experienced drivers, in fact it is a grand tourer with excellent grip and good braking, thanks to 4 Dunlop disc brakes that were fitted recently as standard. Evidently the first owner (the only one before me) had a passion for extra and a bit ‘special things, equipping the front hood with the air intake, which at the time was only mounted on the spider version, and I have to say that the aesthetics has gained a lot, making the car more sporty and important; under the long and impressive hood it lies a 12-cylinder Type 128F, a 3,000 cc engine that made famous the most beautiful sports and racing cars of those unrepeatable years. The only drawback that I find on the aesthetics is the long rear lid, because customers wanted a very large trunk. The 250 GT was born in Grugliasco in the new Pininfarina headquarters, and was built in 350 units, of which very few have been left, in fact leading the way to the beautiful small series Ferrari. “
Thanks to our friend Enzo, which as promised, will also let me experience the thrill of having a ride on his creature and I have to say it is really satisfying to hear the real sound of this engine. It would be normal to think also the value of these rare car, but even if it may increase as we go printing, we prefer that everyone think at the price they deem appropriate and then, it’s not for sale, so we solve the problem at its origin.