In 1962, Ferrari launched production of its most successful model at the time: the 250 GTO. Combining power, lightness and above all reliability, the Italian is designed for racing (Grand Touring) but also homologated on the road. Its rarity makes it the myth we know today.
Writing about the 250 GTO ultimately means asking a lot of questions without finding clear-cut answers. Is it the first “supercar” in history, the most sought-after (not to say expensive) car in the world or even the ultimate Ferrari? In the collective imagination, it represents in any case the quintessence of the extreme GT combining performance, advanced technologies and a legendary pencil stroke. The argus traces the history of this project, obviously developed under the tutelage of Enzo Ferrari.
The genesis of an automotive jewel
Fun fact: the 250 GTO is often referred to as “a work of art” in collector circles. However, almost all of her technical underwear comes from old prancing horse models. It is therefore important to contextualize its creation. In 1960, the 250 GT SWB berlinetta, then entered in competition, began to get old. Ferrari must also count on the progress of the competition, which is betting on new models: AC Cobra, Jaguar Type E and other Aston Martin DB4 GT Zagato are jostling at the gate of the world championship.
It was then that the Scuderia Ferrari, a racing department closely linked to general production, looked into the car to try to improve it in depth. Engineer Giotto Bizzarrini and coachbuilder Scaglietti were placed on the 250 GTO project and trials took place until the end of 1961 in Italy. One of the last tests will be carried out by Stirling Moss on the Monza track. Without going into detail, the results will quickly be there with 2 victories at the 24 Hours of Le Mans (62′, 63′ in its category) and winning the World Sportscar Championship in 1962, 1963 and 1964. 36 copies will be produced in total, during these same three years.
More than 300 hp, less than 900 kg
The Ferrari 250 GTO is above all known for its instantly recognizable lines. A fluidity in the design which is explained by the desire to work on aerodynamics to the maximum. The brand’s engineers had the task of drastically increasing the top speed and stability of the car, compared to the 250 SWB. In detail, we still find this long hood and a shortened rear overhang, typical of a front-engined sports coupe of those years. The vents for the cooling, the air intake on the hood or the rear spoiler will be modified according to the vintages while the last 3 models will receive a specific bodywork, designed by Pininfarina in 1964.
Beneath its ramage, the 250 GTO hides a completely classic tubular chassis and a rigid axle at the rear. A technology almost outdated for the time but which had proven itself in terms of competitiveness and reliability. New suspensions, Koni shock absorbers at the front and a lowering of the center of gravity will help improve performance. The centerpiece of the Italian still remains its mechanics: the famous V12 3.0 Colombo takes place under the hood. It is taken from the competition model 250 Testa Rossa and develops nearly 300 hp on the rear wheels. The diva could thus cross the 280 km/h mark, more than 60 years ago! Add to that a weight contained under 900 kg and real disc brakes to understand how the GTO was a ground-to-ground missile during its career years, both on the road and on the circuit.
An extraordinary speculation
Since the death of Enzo Ferrari and with the good health of the collector’s car market, the prices of the Ferrari 250 GTO have become insane over time. It’s simple, it is currently considered by experts to be the most expensive car in the world. Of the 36 copies still all existing (and even 39 if we count 3 cars equipped with a 4-litre V12), some have been sold for several tens of millions of euros. The absolute record dates from 2018. Chassis number 4153GT, which won the 1964 Tour de France, was purchased by David MacNeil, founder of the company WeatherTech. The approximate amount of the transaction would be more than 70 million euros…
Other derived models are equally sought after. We think of the 330 LM, quite similar in terms of design, which will arrive in 1963. The 250 LM, an improved version of the GTO built in 32 units that same year, will not ultimately be homologated in the category and then thrown into oblivion. For the less fortunate among you, there are also more or less precise replicas of the Ferrari. Indeed, following a trial between the manufacturer and the Italian coachbuilder Ares Design, the design of the 250 GTO no longer belongs to Ferrari. Edelweiss Customs like other preparers, can thus propose their vision of the model without risking the lawsuit.
