Ferrari 250 GT Berlinetta SWB
Probably one of Ferrari/Pininfarina’s most beautiful designs, the 250GT Berlinetta SWB dominated the 1960 24 Hours of Le Mans by taking the first four positions. With a shorter wheelbase (SWB) than the 250GT Berlinetta and the removal of the rear quarter windows, the 250GT SWB boasted improved cornering due to the wheelbase reduction. A revised V12 was parked under the hood, along with larger carburetors. The competition version crushed everyone else on the racing circuit in 1959 and 1960. Current versions bring upwards of $4 million to own a piece of racing history.
Most 250 road cars share the same two wheelbases, 2,400 mm (94.5 in) for short wheelbase (SWB) and 2,600 mm (102.4 in) for long wheelbase (LWB). Most convertibles used the SWB type.
Nearly all 250s share the same Colombo Tipo 125 V12 engine. At 2,953 cc (180 cu in), it was notable for its light weight and impressive output of up to 300 PS (221 kW; 296 hp) in the Testa Rossa and GTO. The V12 weighed hundreds of pounds less than its chief competitors — for example, it was nearly half the weight of the Jaguar XK straight-6. Ferrari uses the displacement of a single cylinder as the model designation.
The light V12 propelled the small Ferrari 250 racing cars to numerous victories.
225 S
A predecessor to the 250 line was the 225 S introduced at the 1952 Giro di Sicilia. Two of the two-seat sports prototypes were built, an open barchetta and closed coupé, both byVignale. Seven 225 S cars were entered in the 1952 Mille Miglia, but they were overshadowed by the larger-engined 250 S. A 225 S tested at Imola was the first Ferrari to drive the course.
250 S
The first 250 was the experimental 250 S berlinetta prototype entered in the 1952 Mille Miglia for Giovanni Bracco and Alfonso Rolfo. The Mercedes-Benz 300SL racers of Rudolf Caracciola, Hermann Lang, and Karl Kling were faster on the long straights but the 230 PS (169 kW; 227 hp) Ferrari made up sufficient ground in the hills and curves to win the race. The car was later entered at Le Mans and in the Carrera Panamericana.
The 250 S used a 2,250 mm (88.6 in) wheelbase with a "Tuboscocca" tubular trellis frame. Suspension was by double wishbones at the front, with double longitudinal semi-elliptic springs locating the live axle at the rear. The car had the drum brakes and worm-and-sector steering typical of the period. The dry-sump 3.0 L (2,953 cc (180 cu in)) engine used three Weber 36DCF carburettors and was mated directly to a five-speed manual transmission.
250 MM
Following the success of the 250 S in the Mille Miglia, Ferrari showed a more conventional chassis for the new 250 engine at the 1952Paris Motor Show. Pinin Farina then created coupé bodywork which had a small grille, compact tail and panoramic rear window, and the new car was launched as the 250 MM (for Mille Miglia) at the 1953 Geneva Motor Show. Carrozzeria Vignale's open barchetta version was also an innovative design whose recessed headlights and side vents became a Ferrari staple for the 1950s.
The 250 MM's wheelbase was longer than the 250 S at 2,400 mm (94.5 in), with the coupé 50 kg (110 lb) heavier than the 850 kg (1,874 lb) barchetta. The V12 engine's dry sump was omitted from the production car, and the transmission was reduced by one gear. Power was increased to 240 PS (177 kW; 237 hp). The four-cylinder 625 TF and 735 S replaced the V12-powered 250 MM later in 1953.
The 250 MM's race debut was at the 1953 Giro di Sicilia with privateer Paulo Marzotto. A Carrozzeria Morelli-bodied 250 MM barchetta driven by Clemente Biondetti came fourth in the 1954 Mille Miglia
250 Monza
The 1954 250 Monza was and unusual hybrid of the light four-cylinder 750 Monza and the 250 line. The model used the 250 engine in the short-wheelbase chassis from the 750 Monza. The first two used the Pininfarina barchetta shape of the 750 Monza and a one-off 500 Mondial. Two more 250 Monzas were built by Carrozzeria Scaglietti, an early use of the now-familiar coachbuilder. Although a frequent entrant through 1956, the 250 Monzas failed to gain much success and the union of the Monza chassis and 250 engine was not pursued beyond this model.
250 GTO
The 250 GTO was produced from 1962 to 1964 for homologation into the FIA's Group 3 Grand Touring Car category. GTO stands for "Gran Turismo Omologato", Italian for "Homologated Grand Tourer". When new, the GTO sold for $18,000 in the United States, and buyers had to be personally approved by Enzo Ferrari and his dealer for North America, Luigi Chinetti.
Thirty-six cars were made in 1962 and 1963. In 1964 the Series II was introduced, which had a different body. Three such cars were made, and four older Series I cars were given a Series II body. It brought the total number of GTOs produced to 39.
In 2004, Sports Car International placed the 250 GTO eighth on a list of Top Sports Cars of the 1960s, and nominated it the top sports car of all time. Motor Trend Classic placed it first on a list of the "Greatest Ferraris of all time"
250 LM
The mid-engined 250 Le Mans looked very much the prototype racer but was intended for production as a road-going GT. Descended from the 250 P, the Le Mans also appeared in 1963 and sported Pininfarina bodywork. Ferrari was unable to persuade the FIA that he would build the 100 examples required to homologate the car for GT racing. Eventually, 32 LMs were built up to 1965. As a result, Ferrari withdrew from factory participation in the GT class of the 1965 World Sportscar Championship, allowing the Shelby Cobra team to dominate. Only the very early LM's were true 250 models. All the others made as 3300cc models, and as such should have been named 275 LM. The early cars were converted to the 3300cc engine
Source:Wikipedia
0 comments