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…

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 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.

When the 275 GTB came out, Luigi Chinetti, Ferrari’s importer in the United States, asked Enzo Ferrari to produce a sportier Spider than the 275 GTS, the convertible version assembled by Pinin Farina of the berlinetta that had succeeded the 250 GT. But the Italian-American was turned down by the Commendatore. He turned to Sergio Scaglietti, the famous Maranello coachbuilder in charge of Ferrari racing cars, to build a batch of spiders reserved for him. Scaglietti transformed ten cars in 1967. An unofficial production, this series was never included in the marque’s catalogue. Although not officially recognised by Maranello, the Spider NART was nonetheless one of the most attractive Ferraris of the 1960s.

Presented at the 1966 Paris Motor Show and equipped, as its name suggests, with four overhead camshafts, the 275 GTB/4 was the first road-going Ferrari so equipped. Although it had the same dimensions, its V12 differed in many respects from the single-shaft engine in that it had a bank of cylinders (including the presence of a dry sump). Fitted with six twin Weber carburettors, it produced 300 bhp at 8,000 rpm, mated to a 5-speed gearbox. Compared with the previous evolution of the GTB, the GTB/4 was recognisable from the outside by the central boss on its bonnet. Its career was short-lived due to the closure of the American market because of anti-pollution standards.

The 275 GTB built by Carrozzeria Scaglietti was Pininfarina’s last creation, supervised by Pinin himself, and although it may have seemed austere at the time, its classicism, severe elegance and dynamic ‘response’ soon silenced the critics, especially as, with little preparation, it competed successfully. To be more competitive, Ferrari launched the 275 GTB/C in the spring of 1966 with an aluminium body still manufactured by Scaglietti. However, this car was never entered officially and was run in the Prototipo category, as shown by the ‘P’ on the bodywork.

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 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 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’.

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.