Ferrari 250 GTO

Last updated
Ferrari 250 GTO
1963 Ferrari 250 GTO (chassis 4153GT) 2.95.jpg
1963 Ferrari 250 GTO (chassis 4153GT)
Overview
Manufacturer Ferrari
Production1962–1964
(36 produced)
Designer
Body and chassis
Class Sports car
Body style 2-door berlinetta
Layout FR layout
Related
Powertrain
Engine
Power output
  • 300 PS (296 hp; 221 kW) @ 7500 rpm
  • 294 N⋅m; 217 lbf⋅ft (30 kg⋅m) @ 5500 rpm
Transmission 5-speed manual
Dimensions
Wheelbase 2,400 mm (94.5 in)
Length4,325 mm (170.3 in)
Width1,600 mm (63.0 in)
Height1,210 mm (47.6 in)
Curb weight 880–950 kg (1,940–2,094 lb)
Chronology
Predecessor Ferrari 250 GT SWB
Successor
Rear view of 1962 Ferrari 250 GTO (chassis 3451GT) Collection car Musee Ferrari 035.JPG
Rear view of 1962 Ferrari 250 GTO (chassis 3451GT)

The Ferrari 250 GTO is a grand tourer produced by Ferrari from 1962 to 1964 for homologation into the FIA's Group 3 Grand Touring Car category. It was powered by Ferrari's Tipo 168/62 Colombo V12 engine. The "250" in its name denotes the displacement in cubic centimeters of each of its cylinders; "GTO" stands for Gran Turismo Omologato, Italian for "Grand Touring Homologated". [4] [5] [6]

Contents

Just 36 of the 250 GTOs were manufactured between 1962 and 1964. This includes 33 cars with 1962–63 bodywork (Series I) and three with 1964 (Series II) bodywork similar to the Ferrari 250 LM. Four of the older 1962–1963 (Series I) cars were updated in 1964 with Series II bodies.

When new, the 250 GTO cost $18,000 in the United States, with buyers personally approved by Enzo Ferrari [7] [8] and his dealer for North America, Luigi Chinetti.[ citation needed ] This model has since become highly desired by automobile collectors and sales have repeatedly set price records. [9] [10] [11] [12] The current record for world's most expensive Ferrari was set in June 2018 when a 1963 250 GTO (chassis 4153GT) was sold in a private sale for $70 million. [13]

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". [14] Popular Mechanics named it the "Hottest Car of All Time". [15]

Design and development

Tipo 168/62 Colombo V12 engine 1962 Ferrari 250 GTO engine.jpg
Tipo 168/62 Colombo V12 engine

The 250 GTO was designed to compete in Group 3 GT racing, where its rivals would include the Shelby Cobra, Jaguar E-Type and Aston Martin DP214. [16] The development of the 250 GTO was headed by chief engineer Giotto Bizzarrini. Although Bizzarrini is usually credited as the designer of the 250 GTO, he and most other Ferrari engineers were fired in 1962 due to a dispute with Enzo Ferrari. Further development of the 250 GTO was overseen by new engineer Mauro Forghieri, who worked with Scaglietti to continue development of the body. [5] The design of the car was a collaborative effort and cannot be ascribed to a single person.

The mechanical aspects of 250 GTO were relatively conservative at the time of its introduction, using engine and chassis components that were proven in earlier competition cars. The chassis of the car was based on that of the 250 GT SWB, with minor differences in frame structure and geometry to reduce weight, stiffen and lower the chassis. The car was built around a hand-welded oval tube frame, incorporating A-arm front suspension, rear live-axle with Watt's linkage, disc brakes, and Borrani wire wheels. The engine was the race-proven Tipo 168/62 Comp. 3.0 L (2,953 cc) V12 as used in the 250 Testa Rossa Le Mans winner. An all-alloy design utilizing a dry sump and six 38DCN Weber carburetors, it produced approximately 300 PS (296 bhp; 221 kW) at 7500 rpm and 294 N⋅m; 217 lbf⋅ft (30 kg⋅m) at 5500 rpm of torque. The gearbox was a new 5-speed unit with Porsche-type synchromesh. [5]

Bizzarrini focused his design effort on the car's aerodynamics in an attempt to improve top speed and stability. The body design was informed by wind tunnel testing at Pisa University as well as road and track testing with several prototypes. The resulting all-aluminium bodywork had a long, low nose, small radiator inlet, and distinctive air intakes on the nose with removable covers. Early testing resulted in the addition of a rear spoiler. The underside of the car was covered by a belly pan and had an additional spoiler underneath formed by the fuel tank cover. The aerodynamic design of the 250 GTO was a major technical innovation compared to previous Ferrari GT cars, and in line with contemporary developments by manufacturers such as Lotus. The bodies were constructed by Scaglietti, with the exception of early prototypes with bodies constructed in-house by Ferrari or by Pininfarina (in the case of s/n 2643 GT). Cars were produced in many colours, with the most famous being the bright red "Rosso Cina". [5]

Interior of 250 GTO (chassis 3647GT) Ferrari 250 GTO ser. no. 3647GT interior.jpg
Interior of 250 GTO (chassis 3647GT)

The minimalist interior of a 250 GTO reflects the car's racing intentions. There is no speedometer, seats are cloth-upholstered, and neither carpeting nor a headliner was installed. Cockpit ventilation is via exterior air inlets. [5] The exposed metal gate defining the shift pattern became a Ferrari tradition maintained in production models until replaced by steering column-mounted paddle shifters in the 2000s. [17]

Prototypes

As the 250 GTO was heavily derived from the earlier 250 GT Berlinetta SWB, Ferrari engineers constructed two 250 GTO prototypes in 1961 by converting existing chassis of this type. [4] [5]

The first prototype, designated in official photos as the 1961 Ferrari 250 GT Le Mans Berlinetta Sperimentale, was constructed from chassis 2643GT, originally a 1961 250 GT SWB. It was built to competition specification, which included a reinforced chassis, a competition gearbox and a Tipo 168/61 3.0 L engine tuned to 300 bhp, equipped with dry sump lubrication and six Weber 38 DCN carburetors. Pininfarina constructed a new lightweight aluminium alloy body for this prototype, which resembled that of the 400 Super America coupe. 2643GT was entered by Scuderia Ferrari in the 1961 24 hours of Le Mans, driven by Fernand Tavano and Giancarlo Baghetti. Although they were running as high as 8th overall, they were forced to retire at 4:45 am on Sunday morning due to engine failure. [18] During the course of the race, Ferrari engineers gathered information about the performance of the car which was used to modify and improve it, including the addition of a rear spoiler. During the Le Mans race, 2643GT suffered from high-speed instability, possibly due to the front end design. [4] [5] Following Le Mans, 2643GT returned to the factory, where it was used for more testing. The prototype raced again at the 1962 Daytona Continental 3 hours, where it placed 4th overall and 1st in the GT class driven by Stirling Moss. [4] [19] Subsequently, it was sold to N.A.R.T. and a succession of private owners. [4] [20]

The second prototype was also constructed from a donor car, although sources disagree on the chassis number and type. Several older sources mention the donor as a 1960 250 GT SWB, chassis 2053GT. [4] [5] [21] Alternatively, other sources have claimed that a 250 GT Boano (0523GT) or a 1959 250 GT SWB (1791GT) was used as the donor car. [22] [23] [24] [25] This prototype was created entirely by the Ferrari factory's racing department under the oversight of Giotto Bizzarrini, including the bodywork. The original chassis was extensively modified, including relocation of the engine mounts lower and further back in the frame. A competition-specification engine was fitted, including six Weber 38 DCN carburetors. The bodywork seen on the second prototype in period photos was rough, unfinished aluminium. The body's ungainly appearance lead the Ferrari team to nickname it "Il Mostro" (the Monster) and the press to call it "The Anteater". Hammer marks, weld beads and bolted or riveted panels could be seen throughout, evidence of the continual modifications performed during factory testing in 1961. Although the body was crudely formed, it displayed features that would be seen in the production 250 GTO, including the overall profile of a low hood and high rear, triple front air intakes, engine bay cooling slots in the front fenders and plexiglass-covered headlights. The interior was hastily constructed and even more minimal than in the production 250 GTO, with scattered instrumentation and a bare aluminium dashboard. [4] [5]

The second prototype was tested at Monza in September 1961 by Stirling Moss. Results were promising, as the prototype was able to lap the circuit faster than a 250 GT SWB. However, the high speed stability issues seen during testing of the first prototype remained. Shortly after this test, construction of the first production 250 GTOs began in late 1961 with chassis 3223GT and 3387GT. [4] [5]

As the prototype was no longer needed for testing, the experimental body was scrapped. Regardless of the identity of the chassis, sources are in agreement that the second GTO prototype was either partially or entirely scrapped and is no longer extant in its 1961 form. If 2053GT was indeed the chassis, it was then given a 250 GT SWB style body and sold to Jacques Swaters. 2053GT crashed during the 1962 Nürburgring 1000 km and was then rebodied by Carrozzeria Sports Cars. Subsequently, 2053GT was totally destroyed in an accident at the 1964 Spa 500km. [4] [21] [5] [25]

Handbuild production, updates, and repairs throughout each car's competition history result in differences both visible and invisible between individual 250 GTOs. Variance in air intake/vent configuration is common among cars. Modifications to the original bodywork were performed by the factory, Scaglietti, or other body shops, usually after crashes or according to a racing team's wishes. [5]

1962/1964 250 GTO (chassis 4091GT), rebodied with the Series II bodywork by the factory 1962 Ferrari 250 GTO sn 4091GT, front right.jpg
1962/1964 250 GTO (chassis 4091GT), rebodied with the Series II bodywork by the factory

In 1964, Ferrari tasked Mauro Forghieri and Mike Parkes with redesigning the 250 GTO's bodywork, resulting in what became known as the GTO '64 (or Series II). Three new cars were produced to the 1964 specification, and four earlier 250 GTOs were retrofitted to it by the factory. [5] This redesign was intended to maintain the GTO's competitiveness for one more year, as the FIA decided to not approve the 250 LM for GT-class racing during the 1964 season. The Ferrari engineers incorporated many of the 250LM's aerodynamic features into the 1964 GTO. This resulted in a visual similarity between the two models, even though the GTO does not share the 250LM's mid engine rear wheel drive layout. The factory also made minor modifications to the engine, gearbox, chassis, suspension and interior. Despite these changes, the overall performance improvement was slight. The GTO '64 still saw some racing success with factory and privateer teams, including an overall win at Daytona in 1964 by Phil Hill and Pedro Rodriguez driving for NART. [26] [27] [28]

Three 330 GTO specials were made using the 250 GTO chassis and body fitted with 400 Superamerica 4.0-liter motors. Distinguished by a larger bonnet bulge, these cars were used briefly for racing and testing by Scuderia Ferrari before being sold to private customers. [29] Some sources include these cars in the total number of 250 GTOs produced, increasing that number from 36 to 39.

The 330 LMB is sometimes considered a GTO variant. [30] These cars used a 4.0-liter 330 motor and a modified 250 GT Lusso chassis/body. Four were produced in 1963.

Three 275 GTB/C Speciales were built in 1964/65. Despite their origins as competition versions of the 275 GTB, they are sometimes considered developments of the 250 GTO due to similarity of configuration and bodywork. [31] [32]

The Ferrari 250 GT SWB Breadvan was a one-off racing car designed for Scuderia Serenissima by Bizzarrini after his departure from Ferrari. It was developed specifically to compete against the then-new 250 GTO. Although based on the earlier 250 GT Berlinetta SWB, the Breadvan provided an opportunity for Bizzarrini to develop the ideas he had first explored with the GTO, such as lower and more aerodynamic bodywork, incorporation of a dry sump, and radical lightening of the entire car.

Racing

Four 250 GTOs and one 330 GTO (second to last car) at the 2012 Goodwood Revival GTO Heaven - Goodwood Revival 2012 (8255074325).jpg
Four 250 GTOs and one 330 GTO (second to last car) at the 2012 Goodwood Revival
250 GTO (chassis 3809GT) driven by Kalman von Czazy and Karl Foitek during the 1963 1000km Nurburgring 1963-05-19 Ferrari 250 GTO mit Kalman von Csazy (b).jpg
250 GTO (chassis 3809GT) driven by Kalman von Czazy and Karl Foitek during the 1963 1000km Nürburgring

The 250 GTO's racing debut was at the 1962 12 Hours of Sebring, 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 250 Testa Rossas competing in the prototype class, the experienced pair impressed themselves (and everyone else) by finishing second overall behind the Testa Rossa of Bonnier and Scarfiotti. [33]

Ferrari would go on to win the over 2000cc class of the FIA's International Championship for GT Manufacturers in 1962, 1963, and 1964, [34] the 250 GTO being raced in each of those years. 250 GTOs also won the 1963 and 1964 Tour de France Automobile, marking Ferrari's nine year dominance of that race. [4]

During the 1962-1964 racing seasons, only a few other GT-class models were consistently competitive with the 250 GTO. These were the Jaguar E-type, Aston Martin DB4 GT Zagato, DP212, DP214, and DP215, and the AC Cobras. In addition to official Scuderia Ferrari entries, many 250 GTOs were also raced by independent racing teams and private drivers. During this time it was therefore common for 250 GTO drivers to compete against other 250 GTOs. [4] The 250 GTO was one of the last front-engined cars to remain competitive at the top level of sports car racing.

The 250 GTO gradually passed into obsolescence following the 1964 season. Scuderia Ferrari withdrew the 250 GTO from its racing activity by 1965, leaving only a few independent teams and private owners to campaign it in endurance races, rallies and hillclimbs. By 1967, the 250 GTO was almost entirely absent from international racing, with only a few rally and hillclimb results during that year. Prior to the development of the 250 GTO collector market and associated vintage racing and show events, some of the surviving 250 GTOs were used in regional races, while others were used as road cars. [4]

Homologation

FIA regulations 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. [35] Ferrari built only 36 250 GTOs (33 of the 1962-design Series I cars and three 1964-design Series II cars, with revised bodywork). The additional three "330 GTO" cars with the four-litre 330 engine —recognizable by the large hump on the bonnet— are sometimes included in the overall production number, bringing the total to 39. It became a popular myth that when FIA inspectors showed up to confirm that 100 examples had been built, Enzo Ferrari shuffled the same cars between different locations, thus giving the impression that the full complement of 100 cars was present. [36] In reality, no deception was required, as the production of the 250 GTO was covered by the homologation of the earlier 250 GT Berlinetta SWB model. These homologation papers were issued in 1960, but extensions were applied for and accepted multiple times between 1961 and 1964, allowing Ferrari to add modifications not covered under the original specification, including changes to the engine, transmission, and suspension. [4] Additionally, since more than 100 bodies had been built according to the earlier 250 GT SWB specification, FIA regulations allowed a new body to be designed, leading to the development of the new 250 GTO body style. [5] This method of homologation was not unique to Ferrari, as similar methods were used to homologate the Aston Martin DB4 GT Zagato and the Jaguar E-Type Lightweight. [4]

Collectibility

While the GTO is now arguably the most valuable collector car in the world, it was merely a no-frills used race car in the late 1960s and very early 1970s. Many of the vehicles were offered at or acquired for four-figure (USD) sums. In contrast, restored Duesenberg Model J's often sold for about $50,000 around 1970.[ citation needed ]

From the late 1970s to the late 1980s, classic car values rose rapidly and the 250 GTO became the most valuable Ferrari model, touted as the Ferrari that most completely embodies the characteristics of the manufacturer. Prices fell substantially during the car market crash of the early 1990s, resulting in lows of $2,700,000 in September 1994 and $2,500,000 in May 1996. Prices began to climb again in the late 90s and have continued to rise through the present day. 250 GTOs have repeatedly broken records for most expensive car ever sold at auction or private sale. [13] [9] [12] [11] [10] The current record for world's most expensive Ferrari was set in June 2018 when a 1963 250 GTO (chassis 4153GT) was sold to David MacNeil in a private sale for $70 million. [13] On 25 August 2018, RM Sotheby's sold Greg Whitten's 250 GTO 3413GT at their Monterey auction. [27] The final price inclusive of buyer's fee was $48,405,000, representing a new record for most expensive car ever sold at auction. The previous record was also held by a 250 GTO, 3851GT, which was sold at the Bonhams Quail Lodge auction in 2014. [10] [11]

Scarcity and high prices 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. [37]

Price History

Scatter plot of Ferrari 250 GTO price history, 1962-2018


Ferrari 250 GTO Price History, 1962-2018
YearPrice (USD)Sold or advertised at this priceChassis Number (if known)Notes
196218,500SoldSelling price from factory when new [7] [8] [38]
19654,000Sold3851GTPurchased from Ernesto Prinoth by Fabrizio Violati. [39] [40]
196510,500Sold[ citation needed ]
19667,000Sold3647GTPurchased by James McNeil from Robert Sauers in Springfield, Massachusetts. [41]
19686,500Advertised15 June, a 1962 example was advertised in Autoweek .[ citation needed ]
19692,500Sold3223GTSold at Kruse International auction. The lowest documented price a GTO ever changed hands for, well below the $6k to $8.5k market price of the time.[ citation needed ]
19695,400Sold3387GTPurchased by Kirk F. White of Pennsylvania, USA. [42]
19708,500Advertised4757GTAdvertised in the LA Times.[ citation needed ]
19707,780AdvertisedAdvertised in Road & Track by Tom Meade of Modena, Italy. The 1962 GTO was one of several Ferraris offered by Meade in the ad.[ citation needed ]
19719,500AdvertisedAdvertised by Algar Ferrari in Autoweek[ citation needed ]
19719,900AdvertisedAdvertised in Road & Track[ citation needed ]
19716,000Sold3589GTThe car was auctioned by Victoria High School in Texas, US.[ citation needed ] It had been donated to the school seven years prior. [43]
197112,000AdvertisedAdvertised by KFW Motorcars in Paoli, Pennsylvania, US.[ citation needed ]
197317,500Sold[ citation needed ]
197428,000Sold[ citation needed ]
197513,000Sold3387GTPurchased by Stephen Griswold of Berkeley, California, US. [42] Well under market at the time, even for an unrestored car. [ citation needed ]
197535,000Advertised3223GTCar was being offered by Stan Nowak between February and April 1975.[ citation needed ]
197548,000AdvertisedAdvertised in Autoweek.[ citation needed ]
197771,000Sold3757GTPurchased by Pink Floyd drummer Nick Mason for £35,000, circa November 1977, with proceeds from the album The Dark Side Of The Moon. [44]
197890,000Sold3987GTCar in good original condition. Sale occurred circa August 1978, said to be the last known sub-$100k sale. [ citation needed ]
1978125,000Sold3387GTPurchased by Mark De Friece. [42] Car in perfect Concours-ready condition. [ citation needed ]
1980190,000Advertised3445GTAsking price following restoration.[ citation needed ]
1981285,000Advertised4091GTAdvertised in various publications.[ citation needed ]
1982345,000Sold4757GTPurchased by Christopher Murray of Rhode Island, US. [45] Price quoted as either $250,000 or $345,000. [46]
1983300,000Sold[ citation needed ]
1984500,000Sold[ citation needed ]
1985650,000Sold3987GTPurchased by Ralph Lauren. [47]
19861,000,000Sold3589GT[ citation needed ]
19871,600,000Sold4757GTSold at FBI Auction [46] and subsequently entered collection of Jacques Swaters. [45]
19884,200,000Sold3589GTPurchased by Engelbert Stieger of Teufen, Switzerland [43]
198910,000,000Sold[ citation needed ]
198913,300,000Sold3909GTSold to Takeo Kato of Japan. [48]
199013,000,000Sold[ citation needed ]
19933,250,000Sold4219GT [49]
19943,500,000Sold3909GTSold to David Morisson of London, UK [48]
19963,500,000Sold5095GTSold to Lee Kun-hee of Seoul, South Korea. [50]
19963,500,000Advertised3445GTAdvertised by SMC of La Jolla, California, US. [51]
19972,200,000Sold[ citation needed ]
19986,000,000Sold3729GT[ citation needed ]
20007,000,000Sold3413GTPurchased by Greg Whitten. [52]
200410,600,000Sold3223GT [53]
200722,000,000Sold5095GTSold to William Ainscough of the UK. [54] [55]
200822,763,611Sold5095GTSold to Jon Hunt of London, UK. [56] [55]
201026,000,000Sold3943GT [57]
201017,700,000Sold4675GTPurchased by BBC Radio 2 DJ Chris Evans. Sale price includes value of cars given in trade, quoted as 17 to 17.7 million USD total value. [58] [59]
201231,700,000Sold5095GTBelieved to be the largest single car transaction in the UK at the time. [55]
201235,000,000Sold3505GTSold to Craig McCaw of Washington, USA in a private sale. [9] [60] [61]
201352,000,000Sold5111GTSold to an unknown buyer by Paul Pappalardo in a private sale. [12] [62] [63]
201438,115,000Sold3851GTSold by the Fabrizio Violati estate at Bonham's 2014 Quail Lodge auction in Carmel, California, USA. [64]
201656,800,000Advertised3387GTAdvertised by Talacrest UK. [65]
201744,000,000Sold3387GTSold by Bernard Carl in private sale to Gregor Fisken. [66] [67]
201848,405,000Sold3413GTSold by Greg Whitten in 2018 at RM Sotheby's in Monterey, California, US. [27]
202351,705,000Sold3765LMSold via RM Sotheby's New York on 13 Nov 2023. [68] A special website has been created.

Chassis numbers

Chassis No.Build DateDrivesideFactory ColourCurrent LocationComments
2053GT2 August 1960LHDGrey with brown stripe then Rosso CinaUnknownPrototype of the GTO tested by Stirling Moss in Monza. Badly damaged in the 1962 Nürburgring 1000 km, later rebodied by Carrozzeria Sports Cars. Destroyed during the 1964 Spa 500km [4] [21] [5] [25]
3223GT19 June 1962
(Developed from 1961)		LHDRed/blueJoseph Barone, USAFirst GTO, used for testing and press by the Ferrari factory.

First private owner was William McKelvy, who purchased it from Luigi Chinetti Motors in July 1962 for $18,500. [5] [69]

3387GT16 March 1962LHDBlue metallic
with central stripe		 François Perrodo

London, England

Originally shipped to Luigi Chinetti Motors Inc., NY for Phil Hill. Restored by Joe Macari, London in 2019. [70] As of 2019, this chassis was involved in a legal dispute regarding the possession of its original gearbox. [66] [67] As of 2021, chassis 3387GT resides in the private collection of oil executive and amateur racing driver Francois Perrodo [71] [ better source needed ]
3413GT30 April 1962LHDRosso Cina/BlueUnknownFirst sold to Edoardo Lualdi-Gabardi, who raced it extensively in hillclimbs during the early 1960s.
Rebodied by the factory in series II/GTO '64 style during 1964.
Sold by RM Sotheby's 26/Aug/18 at Monterey for $48.4M [27] [72]
3445GT30 April 1962LHDRed/BlueChristopher Cox
Chapel Hill, NC, USA		First sold to Luciano Conti of Bologna. Raced by Scuderia Serenissima during the early 1960s. [73]
3451GT20 April 1962LHDMaroon/white roof Lawrence Stroll
Montreal, Canada		Purchased November 1996 via Duncan Hamilton. [74]
3505GT20 April 1962RHDPale green Craig McCaw
Santa Barbara, CA, USA		Originally shipped to UK for use by Stirling Moss
3527GT22 May 1962LHDRosso CinaDr. Richard E. Workman
Windermere, Florida, USA		 Built for Gotfrid Koechert. Sold by dealer Tom Hartley in mid-2019 for Irvine Laidlaw [75] Video of 3527GT history and sale
3589GT20 April 1962RHDBlu scuro/RossoChristoph Stieger
Teufen, CH		Originally shipped to Tommy Sopwith's Equipe Endeavour, Brighton, UK via Maranello Concessionaires Ltd. [76] Video of 3589 history and restoration
3607GT6 June 1962LHDRosso Cina/Blue S. Robson Walton
Bentonville, AR, USA		Originally sold to Ferdinando Pagliarini. [77]
3647GT6 June 1962RHDRosso CinaJames McNeil Jnr.
Staten Island, NY, USA		Originally shipped to Col. Ronnie Hoare of Bowmaker, UK, raced initially by John Surtees for Col. Hoare's Maranello Concessionaires team.Owned by James McNeil since 1966. The only 250 GTO to remain unrestored. [41]
3705GT14 June 1962LHDRosso Cina/BlueEd Davies
Coral Gables, Florida, USA		Came second at the 1962 24 Hours of Le Mans, driven by Jean Guichet/Pierre Noblet [78]
3729GT28 July 1962RHDBiancoJon Shirley
J&M, LLC		Originally shipped to John Coombs in the UK. [79]
3757GT20 April 1962LHDRed/Blue Nick Mason
London, England		Originally shipped to Jacques Swaters Ecurie Francorchamps racing team. Came third at the 1962 24 Heures du Mans.
3765LM1 May 1962LHDRosso CinaSothebys NY, USA 4L Sefac car. Raced Nürburgring 1000 km and 24 heures du Mans in 1962. James Jaeger sold by auction 13 Nov 2023 [80]
3767GT26 July 1962RHD BP green Anthony Bamford
Oakamoor, England		Originally shipped to David Piper in the UK. [81]
3769GT13 June 1962LHDGrey metallic
with blue central stripe		Anthony Wang
Long Island, NY, USA		Originally shipped to Fernand Tavano for the 1962 24 Heures du Mans, DNF. [82]
3809GT9 July 1962LHDRosso CinaErnesto Bertarelli, SwissOriginally shipped to Kalman von Czazy in Switzerland [83]
3851GT11 September 1962LHDRosso CinaCarlos Monteverde, BrasilBadly damaged twice
3869GT8 October 1962RHDRosso CinaGiorgio Perfetti, MonacoRaced by Ron Fry in 1963, 1964
3909GT10 September 1962LHDRosso CinaJohn McCaw, USARaced by Jo Siffert at 500 Km Spa 1963
3943GT16 October 1962LHDRosso CinaCharles E. Nearburg, USA Class Winner 1000km Nürburgring 1963
3987GT11 October 1962LHDRosso Cina Ralph Lauren, USA Winner over all at 1000 Km Paris 1962 with Rodriguez
4091GT17 November 1962LHDGrigio metallicPeter G. Sachs, USA Class winner at Targa Florio 1965 with Clemente Ravetto
4115GT7 December 1962LHDSilver metallicPaul Vestey, England The only GTO deliver new in Germany
4153GT2 June 1963LHDSilver metallicDavid MacNeil, USA Winner over all at Tour de France 1964
4219GT5 February 1963LHDRosso CinaBrandon Wang, England Delivered new to a young American heiress Mamie Spears Reynolds in 1963. Raced by Rodriguez in period
4293GT22 April 1963LHDRosso CinaWilliam E « Chip » Connor, USA Class Winner 24 heures du Mans 1963
4399GT29 May 1963RHDRosso CinaAnthony Bamford, England Raced the 24 heures du Mans 1964
4491GT7 June 1963RHDBP GreenJohann Anton Rupert, South Africa Car rebodied many times
4561SA23 September 1963RHDRosso CinaCarlo Vögele, Swiss 4 Liter customer car
4675GT23 May 1963LHDRosso CinaMax Girardo, UK The car previously owned by Chris Evans, now in the Max Girardo collection in Oxfordshire, UK, visited by Jodie Kidd on her YouTube channel
4713GT5 June 1963LHDRosso CinaLulu Wang, USA The only GTO with a 330 LMB body style
4757GT5 June 1963LHDRosso CinaTom Price, USA The car raced the 24 heures du Mans 1963
5095GT6 September 1963LHDRosso Cina National Museum of Qatar 2nd over all at the Tour de France 1963
5111GT6 September 1963LHDRosso CinaUnknownOriginally shipped to Jean Guichet in France. [84] [5]

See also

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ASA was an Italian automobile manufacturer active from 1961 to 1969, who is known for manufacturing the ASA 1000 GT. This car was developed by Ferrari engineers in the late 1950s as a less expensive, compact alternative to existing Ferrari GT cars. ASA used inline-four and straight-six engines derived from the "250" 3-litre V12 designed by Gioacchino Colombo. The chassis was developed by Giotto Bizzarrini and was derived from the tubular frame chassis of the 250 GTO.

<span class="mw-page-title-main">Ferrari 275</span> Motor vehicle

The Ferrari 275 is a series of front-engined V12-powered grand touring automobiles with two-seater coupé and spider bodies produced by Ferrari between 1964 and 1968. The first 275 series cars were powered by a 3.3 L (3286 cc) overhead camshaft Colombo 60° V12 engine producing 260–320 hp (190–240 kW). An updated 275 GTB/4 was introduced in 1966, with a revised four overhead camshaft engine producing 300 hp (220 kW). The 275 series were the first road-going Ferraris equipped with a transaxle and independent rear suspension.

<span class="mw-page-title-main">Carrozzeria Scaglietti</span> Italian automobile design and coachbuilding company

Carrozzeria Scaglietti was an Italian automobile design and coachbuilding company active in the 1950s. It was founded by Sergio Scaglietti in 1951 as an automobile repair concern, but was located across the road from Ferrari in Maranello outside Modena, Italy.

<span class="mw-page-title-main">Ferrari America</span> Motor vehicle

Ferrari America is a series of flagship grand touring Ferrari models primarily built for the North American market in the 1950s and 1960s. The America models were equipped with large V12 engines and often had custom bodywork done by famous coachbuilders in Italy. All America models used a live axle in the rear, were front-engined, and had worm and sector steering.

<span class="mw-page-title-main">Ferrari 250</span> Series of sports cars and grand tourers built by Ferrari from 1952 to 1964

The Ferrari 250 is a series of sports cars and grand tourers built by Ferrari from 1952 to 1964. The company's most successful early line, the 250 series includes many variants designed for road use or sports car racing. 250 series cars are characterized by their use of a 3.0 L (2,953 cc) Colombo V12 engine designed by Gioacchino Colombo. The 250 series designation refers to this engine's cylinder displacement of approximately 250 cc. They were replaced by the 275 and 330 series cars.

<span class="mw-page-title-main">Bizzarrini</span> Italian automotive manufacturer

Bizzarrini S.p.A. was an Italian automotive manufacturer. In 1964, the company was founded by former Alfa Romeo, Ferrari and Iso engineer Giotto Bizzarrini. The company built a small number of highly developed and advanced sports and racing automobiles before failing in 1969. In 2020, it was announced that the name had been acquired by Pegasus brands, together with plans to restart production.

The Ferrari P was a series of Italian sports prototype racing cars produced by Ferrari during the 1960s and early 1970s.

<span class="mw-page-title-main">Giotto Bizzarrini</span> Italian automobile engineer (1926–2023)

Giotto Bizzarrini was an Italian automobile engineer who was active from the 1950s through the 1970s.

<span class="mw-page-title-main">Ferrari 250 Testa Rossa</span> Racing sports car built by Ferrari from 1957 to 1961

The Ferrari 250 Testa Rossa, or 250 TR, is a sports racing car built by Ferrari from 1957 to 1961. It was introduced at the end of the 1957 racing season in response to rule changes that enforced a maximum engine displacement of 3 litres for the 24 Hours of Le Mans and World Sports Car Championship races. The 250 TR was closely related to earlier Ferrari sports cars, sharing many key components with other 250 models and the 500 TR.

<span class="mw-page-title-main">Carrozzeria Sports Cars</span> Italian coachbuilding company

Carrozzeria Sports Cars was a small carrozzeria in Modena, Italy, which produced sports and racing car bodies from 1960 until 1971. The company was founded by one-time Formula One driver, Piero Drogo along with coachbuilders Lino Marchesini and Celso Cavalieri. As the public face of the company, Drogo's name became synonymous with the cars produced by C.S.C., which are often referred to as "Drogo" bodies or designs. The workshop constructed bodies for many companies, racing teams and individuals including Scuderia Ferrari, Scuderia Serenissima, Iso and Giotto Bizzarrini. Financial difficulties led to the closure of Carrozzeria Sports Cars in 1971.

<span class="mw-page-title-main">Ferrari 250 GT SWB Breadvan</span> One-off racing car

The Ferrari 250 GT SWB Breadvan is a one-off Ferrari made in 1962 from a 1961 Ferrari 250 GT Berlinetta SWB, chassis number 2819 GT. 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.

<span class="mw-page-title-main">Ferrari Monza</span> Motor vehicle

The 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.

<span class="mw-page-title-main">Ferrari 250 Monza</span> Motor vehicle

The Ferrari 250 Monza was a sports racing car produced by Ferrari in 1954. It was a combination of a stretched chassis and body from the line of inline-four-engined racers with an ubiquitous 3.0-litre Colombo V12 engine.

<span class="mw-page-title-main">Ferrari 250 GT Lusso</span> Motor vehicle

The Ferrari 250 GT Berlinetta Lusso is a GT car which was manufactured by Italian automaker Ferrari from 1962 to 1964. Sometimes known as the GTL, GT/L or just Lusso, it is larger and more luxurious than the 250 GT Berlinetta. The 250 GT Lusso, which was not intended to compete in sports car racing, is considered to be one of the most elegant Ferraris.

<span class="mw-page-title-main">Ferrari 290 MM</span> Motor vehicle

The Ferrari 290 MM is a sports racing car produced by the Italian automobile manufacturer Ferrari in 1956. It was developed to compete in the 1956 edition of Mille Miglia as a successor to the 860 Monza, hence the acronym "MM", and four cars were built.

Neri and Bonacini, also known as Nembo, was a small carrozzeria and mechanic shop based in Modena, Italy, active from the late 1950s to around 1967. Founded and run by Giorgio Neri and Luciano Bonacini, the shop worked on and produced bodies for Ferrari, Lamborghini and Maserati road and race cars, both in an official capacity for those manufacturers and for private owners. Their best known projects are the Ferrari 250 GT-based Nembo spiders and the Lamborghini 400GT Monza. Neri and Bonacini also designed a car under their own name, the Neri and Bonacini Studio GT Due Litri. Two prototypes of this car were made between 1966 and 1968 but it never entered series production. The shop closed around 1967 when Bonacini went to work for De Tomaso and Neri started his own shop, Motors-World-Machines (MWM).

<span class="mw-page-title-main">Ferrari 250 GT Coupé</span> 1954–1960 grand touring car produced by Ferrari

The Ferrari 250 GT Coupé represented a series of road-going, grand touring cars produced by Ferrari between 1954 and 1960. Presented at the 1954 Paris Motor Show, the 250 Europa GT was the first in the GT-lineage. The design by Pinin Farina was seen as a more civilised version of their sporty Berlinetta 250 MM. Series built cars were an answer to the wealthy clientele demands of a sporty and luxurious Ferrari Gran Turismo, that is also easier to use daily.

References

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  71. ↑ Francois Perrodo [@fanchracing] (13 March 2021). "Dear followers, yesterday was a very sad day. Les Bleus came agonisingly close to beat the roast beefs at Twickenham. Imagine the feat!!! Sadly the ruthless pragmatism of the English prevailed and we lost. Oh the horror, the agony, plus tomorrow I can only imagine all the banter I'm gonna get from my english colleagues who are gonna look at me with a smirk and say: Good game. So to cheer me up from that horrible crunch, what else but take some great cars on some great roads with some great friends!!! Sadly, my insurance broker won't let me lend the GTO to my mates which is a crying shame because not only is she amazing to drive she's also relatively easy (except the awkward gearbox). But what a joy to see the smiles on their faces the first time they unleash the full 1200 ponies of the Veyron. My bro-in-law couldn't believe how easy it is to drive, he was like, in fact this car is a rich man's Golf! I assure you, it's a lot more than that. (It didn't prevent him from putting on his Stand21 racing shoes for the occasion!). Great cars, great roads, great friends! The holly Trinity! Happy Sunday everyone et Allez les Bleus merde putain!!!! #250gto #veyron #bugatti #jerserv #bugattiveyron #ferrari" – via Instagram.
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250 GTO Vin. 3223 GT : https://pbase.com/ferrari250gto/250_gto_vin3223

Damaged 250 GTO : https://pbase.com/ferrari250gto/crash

Bibliography

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