FERRARI

The first short-chassis 250 GT California Spyder was presented at the 1960 Geneva Motor Show. In many respects, this model followed in the footsteps of the Berlinetta that had appeared at the 1959 Paris Motor Show. The Spyder, in turn, was based on the shorter, more dynamic chassis, reduced from 2.60 m to 2.40 m. By opting for the Tipo 539 chassis, the California definitively marked its difference from the 250 GT Cabriolet. The twenty-centimetre reduction in wheelbase gave the California more compact proportions and a more muscular silhouette.

The Ferrari 250 GT Berlinetta SWB appeared in 1959, replacing the 250 GT LWB Tour de France. It became the first car known internationally for its Grand Touring victories. At a time when the Ferrari name was already synonymous with performance, the reduction of the chassis of the Ferrari 250s to 2,600 mm (LWB) gave them ideal proportions, while the term SWB, for Short Wheel Base (2,400 mm), gained cult status in the GT category. Considered to be one of the most beautiful cars ever built, the Ferrari 250 GT SWB is regarded as remarkable for its perfect blend of ‘aesthetics’ and ‘utility’.

Introduced in 1962, the 250 GTO is the latest in a long line of Ferrari 250s from the era of “Commendatore” Enzo Ferrari. Designed for racing use in Grand Touring competitions, the 250 GTO was derived from the 250 GT SWB. Mechanically, confidence was placed in the very vocal 3.0L V12 taken from the 250 Testa Rossa (the ‘250’ in the name comes from the unit displacement of each of the barrels). Producing a powerful 303 bhp, the 900 kilos of hand-assembled power propelled the car to speeds in excess of 250 km/h, a record for the GT category in the early 1960s. Above all, the Gran Turismo Omologato, of which only 39 were made, is an extremely rare jewel… and extremely expensive.

Directly derived from the 250 GTE, the 330 America was distinguished by its 4-litre engine. Contrary to what you might think, it was in no way intended for the American market, but was the result of a whim on the part of Enzo Ferrari, who felt that his 250 GTE didn’t ‘pull’ enough! So he decided to go all out. Starting with the classic 3-litre engine already fitted to the 250 GTE, Ferrari produced, for a fortnight only, a ‘super’ 250 GTE equipped with the twelve-cylinder, four-litre engine fitted to the 330. It was to be called the 330 America! So decided the Commendatore…

The Ferrari 250 GT Lusso, sometimes known as the GTL or Berlinetta Lusso, is a touring car produced by the Italian manufacturer Ferrari. A more spacious and, above all, more luxurious version of the 250 GT berlinetta, the 250 GT Lusso (for “luxury”), which was not intended for Grand Touring competition, is considered to be one of Ferrari’s most elegant models. True to the Ferrari ‘tradition’ of the time, the 250 GT Lusso was designed by the Turin coachbuilder Pinin Farina and bodied by Carrozzeria Scaglietti. Although the interior was more spacious than that of the 250 GT, the GT Lusso remained a two-seater GT coupé, unlike the 250 GTE. Built for just eighteen months, from early 1963 to mid-1964, it was the last model of the Ferrari 250 GT generation.

The appearance of the 275 GTB, which replaced the 250 GT Lusso, at the Paris Motor Show in October 1964 marked an important turning point in the history of the model in several respects. Gone were the days when Ferrari road cars were little more than racing machines in disguise. Customers, who were not yet bothered by the ubiquitous speed limits, wanted to drive fast and in comfort. So performance and luxury were in demand. This diva makes no secret of the valuable lessons learned in competition. The 3.3-litre V12, derived directly from the 275 P prototypes, features a fantastic array of 3 twin-barrel carburettors. It boasts 20 bhp more power than the 250 GT Lusso.

The Ferrari 275 GTS had the onerous task of succeeding the 250 GT Cabriolet. While there were few physical differences, it was under the beautiful Pininfarina-designed exterior that the real changes were to be found. The 275 was the first prancing-horse transalpine to have 4-wheel independent suspension! The gearbox was mounted at the rear to improve weight distribution. Finally, of course, there was a V12 engine under the bonnet. With a displacement of 3.3 litres, it produced 260 bhp at 7,000 revs (imagine the music…), enabling this 275 to accelerate from 0 to 100 in 7 seconds, and reach a top speed of 250 km/h.

Presented at the 1964 Geneva Motor Show, the Ferrari 500 Superfast was a prestige coupé that succeeded the 400 Superamérica. Until 1966, 37 examples were produced. It belonged to the Ferrari America or Superamerica (SA) family, born of Enzo Ferrari’s desire to develop, from the early 1950s onwards, a specific model adapted to the American taste for luxury and power. The bodywork of the Ferrari 500 Superfast, designed and built by Pininfarina, was taken from the previous ‘Aerodynamica’ coupé, with a truncated rear end unlike the previous one. The 365 GT 2+2 will follow in the footsteps of this 500 Superfast, taking its inspiration from the bodywork.

The 330 GT was the successor to the 250 GT/E, the first 2+2 road-going Ferrari to be built in significant numbers. The 250 GT was sometimes judged too conservative and not powerful enough; these criticisms were taken into account for the next model: the 330 GT, presented in ’64, offered a more aggressive and assertive design, thanks to the talent of Tom Tjaarda for Pininfarina, a much more powerful engine (4 litres instead of 3, and 300 bhp instead of 240), it was more comfortable and also faster (245 km/h).