Many Ferrari enthusiasts maintain that the Short Wheelbase 250GT is the greatest of all front-engined Ferrari road cars. In any form, the 250GT is important because it was Ferrari’s first series-built car. Every major Italian coachbuilder created bodies for the model, but customers showed a distinct preference for the work of Pininfarina. In 1959, Ferrari backed that preference and the 250GT SWB Berlinetta became a standard model, with a body style by Pininfarina and executed by Scaglietti. It arrived at a time when the World Sports Car Championship was in decline and GT racing was capturing the imagination of the public. The 250GT SWB was available with a standard steel body, or as a lightweight competition version. Both used the classic Colombo-designed V12, but with the sparking plugs on the outside of the engine block and with coil valve springs replacing the original “hairpin” springs, modifications which allowed up to 280 bhp for the racer. This was close to the “magic” 100 bhp/ litre, which was then rare in a racing engine, almost unbelievable for a GT car. The SWB was a genuine road/ race car, but most examples sold were road cars. They had a fresh air heating system, for example, and a clutch that could be used in traffic. The day of the road/ race car came to an end in the early 1960s and Ferrari developed the 250GT SWB in two directions. One was the GTO, which was purely for competition, the other was the 250GT Lusso. As the “Lusso” (luxury) designation implies, it was developed specifically for road use with high levels of trim and appointment. Many connoisseurs regard the Lusso as the perfect road-going version of the 250GT, and the most beautiful. Among those who did was the late Dr. Harvey Postlethwaite who became Ferrari’s head of Formula One design, and owned a Lusso. Battista “Pinin” Farina was another, and ordered a Lusso for himself. Apart from the flow lines, ending in a Kamm tail which recalls the 330LMB, the thin pillars allowed the expanse of glass to be an essential part of the overall look. Chassis ‘4591’ was supplied new by Italauto in Lausanne in September 1963, attractively finished in blue with red leather upholstery. In 1985 the car was acquired by a Swiss dealer who entrusted it to Scattini in Varese for a comprehensive overhaul including engine, brakes and suspension. At the same time the coachwork was stripped and repainted red with the interior retrimmed in black leather by Luppi. The car was then acquired by Geneva based industrialist Giacomo Bonatti, joining a stable which already included cars of the calibre of a 288GTO and California Spyder. When Signor Bonatti moved to Monaco the Lusso went with him, passing after Bonatti’s death to an Italian financier living in the Principality. Since then it has continued to be looked after without regard to expense by Garage Beausoleil, and is offered here with Monaco registration. Local taxes may be liable if the car remains in Switzerland.
Many Ferrari enthusiasts maintain that the Short Wheelbase 250GT is the greatest of all front-engined Ferrari road cars. In any form, the 250GT is important because it was Ferrari’s first series-built car. Every major Italian coachbuilder created bodies for the model, but customers showed a distinct preference for the work of Pininfarina. In 1959, Ferrari backed that preference and the 250GT SWB Berlinetta became a standard model, with a body style by Pininfarina and executed by Scaglietti. It arrived at a time when the World Sports Car Championship was in decline and GT racing was capturing the imagination of the public. The 250GT SWB was available with a standard steel body, or as a lightweight competition version. Both used the classic Colombo-designed V12, but with the sparking plugs on the outside of the engine block and with coil valve springs replacing the original “hairpin” springs, modifications which allowed up to 280 bhp for the racer. This was close to the “magic” 100 bhp/ litre, which was then rare in a racing engine, almost unbelievable for a GT car. The SWB was a genuine road/ race car, but most examples sold were road cars. They had a fresh air heating system, for example, and a clutch that could be used in traffic. The day of the road/ race car came to an end in the early 1960s and Ferrari developed the 250GT SWB in two directions. One was the GTO, which was purely for competition, the other was the 250GT Lusso. As the “Lusso” (luxury) designation implies, it was developed specifically for road use with high levels of trim and appointment. Many connoisseurs regard the Lusso as the perfect road-going version of the 250GT, and the most beautiful. Among those who did was the late Dr. Harvey Postlethwaite who became Ferrari’s head of Formula One design, and owned a Lusso. Battista “Pinin” Farina was another, and ordered a Lusso for himself. Apart from the flow lines, ending in a Kamm tail which recalls the 330LMB, the thin pillars allowed the expanse of glass to be an essential part of the overall look. Chassis ‘4591’ was supplied new by Italauto in Lausanne in September 1963, attractively finished in blue with red leather upholstery. In 1985 the car was acquired by a Swiss dealer who entrusted it to Scattini in Varese for a comprehensive overhaul including engine, brakes and suspension. At the same time the coachwork was stripped and repainted red with the interior retrimmed in black leather by Luppi. The car was then acquired by Geneva based industrialist Giacomo Bonatti, joining a stable which already included cars of the calibre of a 288GTO and California Spyder. When Signor Bonatti moved to Monaco the Lusso went with him, passing after Bonatti’s death to an Italian financier living in the Principality. Since then it has continued to be looked after without regard to expense by Garage Beausoleil, and is offered here with Monaco registration. Local taxes may be liable if the car remains in Switzerland.
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.jpg "Source: Christie's")
.jpg "Source: Christie's")
