User:Donnie Park/Ferrari 250 GT SWB Berlinetta

Ferrari 250 GT SWB Berlinetta new article content ...

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One of the most notable GT racers of its time, the 1959 250 GT Berlinetta SWB used a short (2400 mm) wheelbase for better handling. Of the 176 examples built, both steel and aluminum bodies were used in various road ("lusso") and racing trims. Engine output ranged from 240 PS to 280 PS. The "lusso" road car version was originally fitted with 185VR15 Pirelli Cinturato (CA67).

Development of the 250 GT SWB Berlinetta was handled by Giotto Bizzarrini, Carlo Chiti, and young Mauro Forghieri, the same team that later produced the 250 GTO. Disc brakes were a first on a Ferrari GT, and the combination of low weight, high power, and well-sorted suspension made it competitive. It was unveiled at the Paris Motor Show in October and quickly began selling and racing. The SWB Berlinetta won Ferrari the GT class of the 1961 Constructor's Championship.

250 GT FERRARI
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250GT FERRARI—continued from page 175 pure Testa Rossa; 0.398 in. for intake valves and 0.394 in. for exhaust. The G.T.'s open both valves on 0.354 in. A last graphic example of the drastic difference between G.T.'s and Berlinettas is in terms of timing overlap; 82 degrees for the latter and only 44 degrees for the former. What is probably most remarkable is that even the wildest and starkest Berlinetta may be driven on the street without fear of fouled plugs if one simple precaution is taken: rev. it

Going back to 1958-59 we discover that Ferrari built an open model to supplement existing G.T. cars. This new model became known as the California and may be had with either the normal G.T. engine or the slightly detuned Testa Rossa engine, better known as the Berlinetta engine. Bodies are by Pinin Farina and Scaglietti. A California was driven into fifth place at the 1959 Le Mans and at any S.C.C.A. race one is likely to see one of these cars in racing trim. However, most drivers seem to prefer the short chassis Berlinetta with the potent engine, an almost unbeatable combination. Ferrari never attempted to series produce a 4-seater until the Pinin Farina bodied 2+2 model was first shown in New York in 1961. Basically the same as the 2500T, this design combined the amazingly flexible V12 and 4-seater comfort found in few other cars of such performance. This type was designed to replace the standard 25oGT and one thousand are to be built at a rate of about one per day. The engine had to be moved forward about M in. to make room for extra seats and rear track also had to be increased 1.6 in. In the process of this enlargement weight tended to shift to the front when only a small amount of fuel was carried. From the normal 49/51, weight distribution changed to 55/45. When the 26 gallon tank is full it improves to 53/47. With three people up and a full fuel load the 2+2 is probably the heaviest Ferrari ever built. It weighs a startling 3,800 lb. Nevertheless, performance is fabulous; sixty miles per hour being reached in 81 sec. 'The Aston Martin inspired o-loo and back to rest test is accomplished in 25 sec. Also, for the first time a genuine overdrive is offered with a Ferrari. Only sold with the 4.56 to i rear axle the Laycock de Normanville overdrive operates only when 4th gear is selected. The flexibility of the V52 is astounding. Lazy drivers can lug, heaven forbid, the 2--2 away from 1,000 r.p.m. in high gear but far more exhilarating must be the feeling when the throttle is cracked open at 5,0o0 r.p.m. while in second. Maximum usable revs are 7,200 which will propel you at 129 m.p.h. in 4th and 136 in 4th overdrive. As usual, interior appointments are elegant and the natural leather seats

exude quality en masse. Disc brakes are standard equipment. Combining the genius of Pinin Farina and the race proven Vs2 results in a most coveted touring car of superlative performance.

At the end of 1961 a new G.T. Ferrari was tested at Monza. At once named the " Anteater " by American sports car papers, this car was derived from the unsuccessful Tavano/Baghetti 1961 Le Mans coupe which used a 6-carburetter engine. At the annual Ferrari press party a production version of the Monza car was shown and given the designation 250GT04. Changes included the use of a full Testa Rossa engine but with cam covers finished in black crackle. Carburation is by six Weber 42 DON twin-choke instruments. The 4-speed transmission of 1961 gives way to a 5-speed unit and now the gear change operates through a gate with a reverse lock-out. Weighing about 2,000 lb and with 300 b.h.p. available at 7,400 r.p.m. this car became an immediate winner. However, for the first event counting toward the Constructor's Championship Ferrari did not send a 250010 to Daytona in Florida. Stirling Moss won with case on an interim model of the 25oGT. This car sported a lengthened tail and leaner appearing bodywork. At Sebring the 250GT0 made its most convincing debut. Long distance experts Gendebien and Hill drove the car to a class win and placed it second overall. For the remainder of the season the car went from success to success. Class wins were recorded in the Targa Florio, Le Mans and at the Bridgehampton Double 400; only the Nurburgring 1,000 kms. falling to a private 250GT. However, the 'Ring saw another interesting variation of the 2500TO. Scuderia Ferrari entered one with a Superamerica derived 4-litre engine breathing through three double-bodied

Weber carburetters. Mairesse and Parks brought the experimental machine home second overall. The same car and team was entered to drive this car at Le Mans but mechanical troubles eliminated this strong contender for overall honours. The classic Tourist Trophy was easyprey for the G.T.O. and Innes Ireland led a 1,2.3 triumph of three G.T.O.'s.

Remarkable as it might be on the circuit. it is also a remarkable machine on the road. One American Ferrarist, who owned and raced many G.T. Ferraris, commented that the G.T.O. is an even more pleasant car on the road! He Maintains that it is most tractable and overheating in traffic congestions is no problem. In Its short lifetime the 250o-ro has established an enviable record. It is also one of the MIMI sought after competition cars as evidenced by recent European suggestions that " black market" d.T.O.'s bring higher prices than new ones. The demand is greater than Ille supply and it is obvious that to win one must have a 250GTO for serious G.T. racing.

The docile and elegant 25oGT 2+2's and Californias will benefit from the racing experience gained by the competition G.T. cars whatever they might be at the time. It is a fitting reward that the buyer of a touring Ferrari should have the G.T. victories rewarded to him in this way. • (There is some doubt about the origin of he designation G.T.0., for early in 1962 English speaking journalists were using the term, but people in Modena had never heard of it. However, later in the season it was generally accepted and a story came out that it was supposed to have been called 1962 zsour and as it was-homologated for Ci.T. racing with the F.I.A., at Writ: point in the paperwork it was Written 3S 250 CiT-O, meaning Omologato " (Italian for Homologated) and in error the hyphen was missed out by a typist in copying the memo. Thence the 0,T0. was horn on paper! — D. S. J.] -->

Legacy
In 2004, Sports Car International placed the 250 GT SWB seventh on a list of Top Sports Cars of the 1960s, and Motor Trend Classic placed it fifth on a list of the ten "Greatest Ferraris of all time".

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