Prior to the 1962 season, Ferrari set up a group led Giotto Bizzarrini to develop the racing car they would later use. Still in 1961, Bizzarrini modified his own Ferrari 250 by redesigning the chassis and implementing engine changes such as dry crankcase lubrication and lowering the center of gravity. The car was evaluated in Monza and the results were very satisfactory.
Subsequently Bizzarrini and other team engineers had disagreements with Enzo Ferrari and withdrew from the project. The development would be in the hands of Girolamo Gardini and later the engineer Mauro Forghieri and the designer Sergio Scaglietti. The modifications made by Giotto Bizzarrini were retained. The car received as a complement the rear spoiler and a redesign of the rear carriage.
At a 1962 press conference Ferrari exhibited 6 racing cars, one of which was the 250 GTO. The same one that would become an icon of the Italian house...
In order to compete in the Gran Turismo World Championship, the authorities demanded that the car be approved for the streets and have a minimum serial production of 100 copies. Hence the designation GTO, acronym for “Gran Turismo Omologato”.
While it is true that the required number of specimens was never manufactured, the production of the 250 GTO reached 33 standard units plus 6 different cars for a total of 39 250 GTOcars. Among these 6 different cars there are 3 units equipped with 330 engines of 4.000 cm3 (poorly called 330 GTO since its correct name would be 330 LMB). The remaining three cars “type 64" had differences in the body.
Today, the Ferrari 250 GTO are the most sought-after collectible cars in the world, with values reaching $15 million.
The new 250 had a higher degree of evolution than any other GT car of the time. The new “Type 168/62” engine used larger valves, lighter materials, dry crankcase lubrication and lower clearance to improve maneuverability and stability on track.
The steel chassis had a hand-welded frame with autogenous welding. This chassis designated “539/62” was derived from the used 250 GT Competition 1961. It was covered by a very light and aerodynamically efficient aluminum body.
Other vehicle improvements included disc brakes, stiffer suspensions with multiple adjustment options, and a lower centre of gravity.
The interior of the Ferrari 250 GTO was as rudimentary as it was attractive, especially because it reflected its status as a racing car. Only the seats were coated with a light coating, the rest was wearing the base material. The only touch of elegance was the steering wheel with wooden ring. The instrument had no speedometer or odometer.
The Ferrari 250 GTO swept its rivals in the 1962 championship and by the end of the year the rest of the manufacturers were furious. Aston Martin, Jaguar, and Chevrolet tried to persuade the authorities that this Ferrari was not a GT car, but a prototype undercover by its body. However, the Regulation clarified that all amendments made after approval would be accepted as “vehicle evolution”.
In 1963 the absolute domination of Ferrari continued and conquered the championship again. In 1964 the 250 GTO won its third consecutive championship (and last), although its dominance was already in danger. The Cobra Daytona developed by the American Carroll Shelby demonstrated their potential and beat the Ferrari 250 GTO in the most important competitions: Le Mans and Sebring.
Rear wheel drive
Acceleration 0 to 100 km/h: 6.1 s
Top speed: 279 km/h
Dunlop disc brakes on 4 wheels (hydraulic)
© Adrián Blanco 2006 — Prohibited the total or partial reproduction of text and/or images without explicit written consent of the author. —
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