Ferrari 250 GT Coupé

The Ferrari 250 Europa GT was a grand touring car produced by Ferrari in 1954 and 1955. It was the first real GT car manufactured by Ferrari and the first in a long lineage of Ferrari road-cars with Gran Turismo moniker in their name. They were also the first to have GT suffix in the chassis number instead of EU. The 250 Europa GT was seen as a road-going version of the 250 MM race car, and also as a second series to the 250 Europa. Most of the Europa GT cars had Pinin Farina designed and built bodywork and those had a similar, near identical established style. In total only 35 Europa GTs were manufactured. Ferrari grew their road-going production, expanded their factory and light-alloy foundry. With it and a reliable power unit, Ferrari could meet the needs of more customers, with an unchanging goal to finance the racing activities. Design The exterior design was mostly carried over from the Europa, from which it was developed. Externally only the distance from the front wheel arch to the A-post was reduced. It was also one of two coupés originally bodied in aluminium. From 1956 the car was owned by Olivier Gendebien who campaigned the car in Tour de France automobile to a third place overall, with Michel Ringoir. Ringoir then owned the car from 1957 and also raced it further in France and Belgium. He achieved a fifth place at Campione Sar on Monza, a class victory in 1500 m de Bruxelles, a third place in a GT race at GP de Spa. He also won the GT-class in GP MG Car Club race on Zandvoort and scored a sixth place overall at GP Germany on Nürburgring in a GT race. Chassis 0359GT was the second example produced. The extraordinary shape included a wrap-around front and rear windscreens. The front received a large oval grille and the rear fenders had small fins protruding upwards. The one-off 250 Europa GT was sold new to Princess Lilian, Princess of Réthy, the second wife of King Leopold III of Belgium. Coupé s/n 0375GT, was the only one example built as a right hand drive car. Chassis 0407GT, realized in 1955, was a turning point in the design style for Pinin Farina. It represented a transition between the Europa GT body and upcoming 250 GT Coupé cars. This Europa GT received a reworked front end with flatter, lower and longer nose and more elliptical grille with a silver prancing horse and additional fog lamps inside it. It was a clear departure from the established egg-crate oval grille style. The rear was no longer rounded with the fenders, instead, the fender tips protruded behind the rear deck and were ended with vertical tail lights. The panoramic rear window incorporated dual windshield wipers. Europa GT Berlinetta Between 1954 and 1955 Ferrari and Pinin Farina created several lightweight aluminium bodied cars, the Europa GT Berlinettas, with rounded shapes and improved aerodynamics. Using an evolution of the 250 MM engine called the Tipo 112 A, they could produce up to and 275 Nm. Even though the cars were competition-ready, none of them scored any major victories and mostly were denied any track use. S/n 0369GT, was the first of the Berlinetta Speciale series and the only one from 1954, it was destroyed in 1958. The Berlinetta Speciale, chassis 0383GT, was created in 1955 as a second car in the series. Body, similar to the 250 MM, had no rear louvres and only small vents on the front fenders. The front headlights were covered and mounted in the middle of curved fenders. It combined a type 508 chassis with type 112 A engine, and is considered as the first ‘Tour de France’ Berlinetta prototype. In 1956, Paolo Lena and Orlando Palanga entered it in Tour de France automobile race, but failed to finish it. Later the same year, Lena managed a second in class and third overall at the Serravalle–San Marino hillclimb and a third place at Coppa InterEuropa GT race on Monza. From 1958, Frank Adams campaigned the car in the United States, winning the SCCA Bridgehampton preliminary GT race. S/n 0385GT was a third Berlinetta Speciale, finished in silver and presented at the 1955 Turin Motor Show. Just as some of the competition models, this car did not have any sort of boot lid. It was later sold to the President of the Italian Automobile Club. S/n 0393GT was the last of the series and the only with a different body style. Instead of a short rounded rear portion, it featured prominent double-stepped rear fins, reminiscent of the 375 MM Pinin Farina Coupé Speciale s/n 0490AM. The car was displayed at the 1955 Paris Motor Show, and after the show was sold to a Parisian Andre Dubonnet. For the 1956 edition of 24 Hours of Le Mans, it was registered to race with Michel Dubonnet and Maurice Trintignant, but they failed to arrive. Europa GT Competizione Later in 1955, Ferrari and Pinin Farina produced another three special bodied cars that are often also regarded as prototypes for the upcoming 250 GT Berlinetta ‘Tour de France’ models produced between 1956 and 1959. The first Competition Berlinetta Speciale, s/n 0403GT, was bodied in alloy by Pinin Farina on a wheelbase. The rear section, that incorporated boot lid, fins and rear window, was created in the style known from the 375 MM Coupé Speciale, s/n 0456AM, for actress Ingrid Bergman. The car also sported a type 342 rear axle. The second car of the series, chassis 0415GT, was bodied in the 250 MM style, with short rear and fastback profile. Lightweight aluminium body was based on a shorter, , wheelbase. It received an uprated type 112 A engine and was raced briefly by Marquis Alfonso de Portago and later Gleb Derujinsky in the United States. De Portago's only race in Nassau yielded a fourth place overall. S/n 0425GT was the last of the series. Designed and bodied either by Pinin Farina or Scaglietti on a wheelbase chassis, it is considered as a '14 louvre' style 'Tour de France' Berlinetta prototype. In 1956 it was presented at the Geneva Motor Show and later at the Turin Motor Show, but despite being a competition car, it never raced, and by 1959 was exported to the United States. Specifications Engine The 250 Europa GT sported a Colombo-designed V12 engine, instead of a Lampredi unit from the preceding 250 Europa. The original Colombo block used smaller bore-spacing then Lampredi and hence was called a 'short-block'. The engine was mounted in the front behind front axle. The type 112, 60° V12 unit had a bore and stroke of , and the resulting total capacity was . Unitary displacement measured 246.10 cc, which rounded up gave the basis for the name of the series, the 250, as was the naming convention used by Ferrari. ==250 GT Coupé==

The Ferrari 250 GT Coupé was a GT car produced by Ferrari between 1955 and 1960. Designed by Pinin Farina it was produced by three different coachbuilders along the way. The first two series known by their coachbuilders as Boano and Ellena were mechanically very similar to the preceding Europa GT. They were seen as a gradual refinement rather than radical redesign. Boano received the contract to produce the bodies and interiors for the 250 GT Coupé and Pinin Farina would meanwhile build their new factory. Boano imposed some aesthetic changes to the design and removed the kick-up behind the doors and lower the roofline slightly. At the 1956 Geneva Motor Show in March, Pinin Farina presented their first prototype 250 GT Coupé alongside a 410 Superamerica, or a 250 GT Coupé Speciale with almost identical style, and a Boano-bodied Speciale Cabriolet. Pinin Farina bodied a total of nine prototypes of the series before Boano took over the production. Boano coupés can be easily recognized by having a single straight line running through the length of the car, without any kick-ups behind the doors, as was on Pinin Farina's original design. Very few cars received an additional hood air scoop. A number of cars, 14 in total, were created as competition cars or 'Competizione', with complete light alloy bodywork. Notable examples Chassis 0429GT was the first example produced by Pinin Farina in 1955. It featured a steel body with light alloy opening panels, hood and doors. Chassis was of a 508 type, combined with an engine tipo 112, carried over from the Europa GT. The car was presented at the 1956 Geneva Motor Show. S/n 0443GT, completed in 1956, was one of the lightweight, all-alloy ‘Competizione’. It was sold to a French customer, Jean Estager, who campaigned the car for a couple of years, winning classes in Rallye des Alpes and Col du Perthus. Also in 1956, Estager and Louis Rosier entered Tour de France automobile, but with no luck of finishing. In 1957 Jean Estager with Lucille Estager scored a second place overall and class victory at the Rally Akropolis. Chassis 0447GT, was another Competizione, bodied in alluminium by Boano, even though it had a Pinin Farina body number assigned. Under the bonnet was a type 112 engine. It was owned by Camillo Luglio, best known for ordering a series of special Zagato-bodied Berlinettas. He and Elfo Frignani entered it in the 1956 Mille Miglia, but did not finish the race. Later the same year, Luglio won a third place and a class victory at the Trofeo Internazionale della Sardegna. After its competition stint, the car was updated to the ‘unbroken waistline’ of other Boano creations. S/n 0627GT was originally a steel-bodied coupé, that was converted in 1959 by Scaglietti as a California Spyder ‘LWB’ under the ownership of an American actor James Cagney. Speciale S/n 0461GT was the first Carrozzeria Boano-bodied Ferrari. Styled by Felice Mario Boano as a one-off cabriolet based on the type 508 chassis. The car was created between 1955 and 1956, and when presented to Enzo Ferrari had cemented their credentials as a competent coachbuilder to receive the Coupé production contract. The style was the same as Ferrari 410 Superamerica Boano Cabriolet and presented at the 1956 Geneva Motor Show, and later at Turin and New York Motor Shows. Chassis 0531GT was given a unique bodywork from Boano. The design was a blend of American and Italian styles, with chromed front grille with a prancing horse in a circle and sharply ending tail fins with horizontal slats between them. Exterior colour was copper with silver accents. GTO Prototype Some sources indicate that chassis 0523GT was used as basis for a Ferrari 250 GTO prototype, although other sources state that a 250 GT SWB chassis may have been used. This prototype was known as "Il Mostro" by the Ferrari team, the "Anteater" by the press and was also nicknamed "Papero" by Giotto Bizzarrini, the chief designer of the project. Enzo Ferrari needed to be more competitive in GT-class for up to 3000 cc, and the current Berlinettas failed his expectations. Ferrari challenged Bizzarrini to create a new competition car that could beat Carlo Chiti's Sperimentale Berlinetta s/n 2643GT, and in complete secrecy from Chiti and Scaglietti. Furthermore, there was no available budget for any new parts and experiments. Giotto Bizzarrini started work on an old company car, the 250 GT Coupé Boano, that has been Enzo Ferrari's personal car up to 1957. The wheelbase was shortened to the Berlinetta SWB measurements of , and the chassis was strengthened to improve stiffness. The weight distribution was improved by moving the engine back and lowering it. The body was hand-crafted without any help of Scaglietti due to secrecy of the project, and so it remained in unpainted aluminium-alloy. Carrozzeria Ellena built a total of fifty cars before Pinin Farina took back its prime spot as a main coachbuilder. Speciale Chassis 0725GT received a special coachwork by Pinin Farina. Designed as a close copy of their 4.9 Superfast s/n 0719SA, with long low bonett, wide oval grille and three rear louvre vents. Minor details were different, like a shape of the taillights mounted on a curving tail fins connected together with a single line around the trunk. It was sold new to Prince Bernhard of the Netherlands. S/n 0751GT was another unique Ferrari ordered by Princess Lilian, Princess of Réthy of Belgium. The Coupé Speciale body was inspired by then current 410 Superamerica series, with elements of 250 GT Cabriolet and many distinct features. The front was elongated and the grille was flat and wide with small protruding bumperettes on each end. Headlamps were coverent in a competition berlinetta style. The rear fenders had squared fins with geometric tail lights. Contrary to similar Pinin Farina projects, this car was devoid of the rear louvre vents. Many design features would be soon seen on the production 250 GT Coupé by Pinin Farina. In January 1958, the Coupé Speciale was delivered to the Princess’ Waterloo home. Princess de Réthy was renowned for her charitable work and while visiting a hospital, met with an American cardio-vascular surgeon Dr. Michael DeBakey, known for his surgery on the Shah of Iran. His brother Ernest was also a Ferrari enthusiast. Princess decided to bestow on him her Coupé Speciale as a gift, which he politely refused, but by the end of the year he received the car upon his return home. Specifications Boano-built series of Coupés saw a transition from type 112 Europa GT Colombo-designed V12 engine, to the type 128B introduced in 1956, and then 128C for Ellena. Early Pinin Farina-bodied cars still carried over the type 112 engine. ;Design Initially, two or three prototypes were constructed with panoramic rear window, a shape that was well established in Pinin Farina style, and very slight kick-up fenders. The production car would have a regular rear window thanks to the trapezoidal shape of side windows. Front of the car was long and flat with a wide grille, a far evolution from the dominant ’egg-crate’ style of Europa GT. Because of the lower front bonett the optical groups protruded more distinctly. Side flanks were flat and undisturbed only divided vertically by a dihedral line. The new design was first shown to the press in June 1958, and later launched at the Paris Motor Show, in October the same year. Before that it was secretly entered in concours d’elegance in Antibes. Notable examples Chassis 0797GT was the first prototype, completed in 1957, it featured side vents and a panoramic rear window. S/n 0841GT was the second prototype, also with panoramic rear window and with horizontal tail lights, that production model would have mounted on top of rear fins. Chassis 0843GT wa the third prototype. S/n 1499GT completed in late 1959 was the first Coupé with factory fitted disc brakes. 1959 Ferrari 250 GT Pinin Farina Coupé (1433GT), rear left.jpg|Rear view 1959 Ferrari 250 GT Pinin Farina Coupé (1433GT), dashboard.jpg|GT Pinin Farina Coupé interior Paris - RM auctions - 20150204 - Ferrari 250 GT Coupé Pininfarina - 1958 - 001.jpg|Type 128D Colombo 3.0-litre V12 engine. Twin distributors and three Weber carburettors visible. Speciale Chassis 0853GT, finished in 1958 as a very early example, received a special body with additional rear quarterlight, making it a five-window coupé, and a steeply inclined rear window. Tail lights were mounted horizontally, unlike on a production model. Its first owner was Prince Bertil, Duke of Halland from Sweden. S/n 1187GT, was a one-off Coupé Speciale similar from the side to the third series 410 Superamerica by Pini Farina but without covered headlamps and with flat bonett. A five-window coupé with a production car's front and rear and additional side fender vents. The car was presented at the 1959 Geneva Motor Show. It was then owned by Emanuele Nasi, from Agnelli family. 1960 chassis 1751GT received a special set of bespoke details. The car had covered headlamps like on a competition car, side fender vents and smaller half-bumpers. Notable conversions As values of the 250 GT Coupés dropped, some cars were either parted out for spares or relatively inexpensively converted into other creations, replicas or competition models. Some were even scrapped. It is estimated that only half may be still surviving. A previously crashed Coupé s/n 1717GT from 1960, had its chassis shortened by Vaccari workshop in 1965 and was rebodied by Piero Drogo's Carrozzeria Sports Cars to resemble a 250 GTO. Engine received six Weber carburettor upgrade. Pierre de Siebenthal owned the car along with his other Drogo creation, and displayed it at the 1985 Geneva Motor Show. In 1967 Tom Meade took the Coupé s/n 1065GT, rebodied completely with his own design and dubbed it ‘Thomassima III’. The car also featured a gullwing doors. The chassis taken from s/n 1393GT was rebodied by Fantuzzi as a 250 Testa Rossa. Chassis 1623GT was rebodied in 1964 by Neri and Bonacini from Modena as a "Nembo Coupé" for Tom Meade in lightweight coachwork. S/n 1777GT was rebodied in 1965 by Neri and Bonacini, as Nembo Spyder. Car was created for Tom Meade's customer, Sergio Braidi. The unique styling was a combination of 275 GTB and 250 GTO. Engine was modified with six double-barrel Weber carburettors. Specifications Engine Throughout the production run of the Pinin Farina Coupé, the Colombo V12 engine received numerous upgrades. The original type 128C with a single distributor and an 'inside plug' was updated to twin distributor type 128D, still with an 'inside plug' and siamese inlet ports. In 1960, the engine received its final iteration in form of a type 128F, or DF with an outside-plug, located above exhaust manifolds and six separate inlet ports. Fuel was fed by three 36DCZ3 Weber carburettors. Some were later upgraded to type 40DCL6. Maximum power was still rated at . Chassis Chassis codes corresponded with the engine types. The biggest update was an installation of disc brakes made by Dunlop in late 1959. Offset shifter was replaced by a central shift with electrically operated overdrive made by Laycock de Normanville. Brakes were servo-assisted thanks to a company called Bendix. Telescopic dampers were introduced in place of lever type. Most of the improvements were much needed and welcomed as they increased usability and serviceability greatly. ==250 GT Coupé Speciale==

In 1956 Pinin Farina produced a special series of only four cars individually bodied for wealthy customers and based on a unique type 513 chassis. Examples S/n 0463GT was the first Coupé Speciale to be built on a type 513 chassis. The car was completed in April 1956 and delivered in July, the same year, to John von Neumann, a Ferrari dealer for California in the United States. S/n 0465GT was the second of the four Speciales. Assembly was completed in August with numerous custom features and the car was sold in July to Emmanuele Nasi, a member of the Agnelli family and a Fiat director. The last produced Coupé Speciale, s/n 0469GT finished in light blue Celeste colour, was delivered new to the King Mohammed V of Morocco. ==Collectability==

in September 2023 The 1954 250 Europa GT, chassis 0377GT, was offered by RM Sotheby's at their Arizona 2020 auction and estimated between US$1.5 – US$1.7 million. The 1955 250 Europa GT, s/n 0405GT, was sold on Gooding's Scottsdale 2012 auction for US$797,500. The 1955 250 Europa GT Competizione, chassis 0415GT, formerly owned by Marquis Alfonso de Portago was sold on Gooding's Pebble Beach 2013 auction for US$7.15 million. The 1956, fourth of nine, prototype by Pinin Farina of a 250 GT Coupé, s/n 0435GT was sold for US$1.485 million on RM Sotheby's Monterey 2015 auction. The 1959 Ferrari 250 GT Coupé, s/n 1315GT was sold on Gooding's Scottsdale 2019 auction for US$599,000. The final example of the Pinin Farina-bodied Coupés from 1960, chassis 2081GT, was sold on Gooding's Amelia Island auction in 2019 for US$335,000. A one-off 1958 250 GT Coupé Speciale, s/n 1187GT was sold on Gooding's Scottsdale auction in 2013 for US$2.365 million. The 1957 250 GT Coupé Speciale by Pinin Farina, a one-off coachwork for Lilian, Princess of Réthy on chassis 0751GT, was offered on RM Sotheby's Arizona auction in 2019 at an estimate of US$11 – US$13 million. One of only four, 1956 Ferrari 250 GT Coupé Speciale by Pinin Farina, chassis 0465GT, was sold on RM Auctions at the Amelia Island in 2012 for US$1.43 million. ==See also==