|Sports||340 MM||375 MM|
|125 S||166 S/
||195 S||212 Export||225 S||250 MM||250 Monza||250 LM|
|159 S||250 S||250 Export||250 GTO|
|Berlinetta||250 GT "Tour de France"||250 GT SWB||250 GT Lusso||275 GTB||275 GTB/4||365 |
|Coupé||166 Inter||195 Inter||212 Inter||250 Europa||250 GT Europa||250 GT Boano||250 GT Ellena||250 GT Coupé Pininfarina||330 GTC||365 GTC|
|2+2||250 GT/E||330 GT 2+2||365 GT 2+2|
|Spider||250 GT Cabriolet||275 GTS||330 GTS||365 GTS|
|250 GT California Spyder|
|America||340/342 America||375 America||410 Superamerica||400 Superamerica||500 Superfast||365 California|
See the 195 Inter grand tourer The 195 S was a racing sports car produced by Ferrari in 1950. Introduced at the Giro di Sicilia on April 2,1950, the two cars, one open and one closed coupe, shared that cars 2250 mm wheelbase but sported an enlarged 2.3 L version of the Colombo V12. These two initial cars were forced to retire, but three came to the Mille Miglia of that year, with the event won by the 195 S Touring coupe of Giannino Marzotto, Ferrari, A Complete Guide to All Models
Berlinetta is an especially sporty form of coupé. Typically a two-seater, the type may include 2+2s, the original meaning for berlinetta in Italian is “little saloon”. Introduced in the 1930s, the term was popularized by Ferrari in the 1950s, Opel, Alfa Romeo, and other European car manufacturers have used the Berlinetta label. In North America, Chevrolet produced a version of the Chevrolet Camaro called the Berlinetta, the model offered European styling touches to emphasize the interior rather than the performance of the car, which had long been the main selling point of the Camaro
See Ferrari 375 F1 for the 375 used in Formula 1 racing Ferrari 375 MM, was a race car produced by Ferrari in 1953 and 1954. It was named 375 for the displacement in the 4. 5L V12 engine. The engine was based on its Ferrari 375 F1 counterpart, but with smaller stroke, the first prototype was a Vignale Spyder and 3 next cars were Pinin Farina Berlinettas, all converted from Ferrari 340 MM. Perhaps the most known 375 MM is the Ingrid Bergman version, commissioned in 1954 by director Roberto Rossellini for his wife, the Bergman 375 MM was subsequently bought and restored by the Microsoft executive Jon Shirley and the restoration specialist Butch Dennison. It became the first postwar Ferrari to win Best of Show at the Pebble Beach Concours dElegance
4. Ferrari 275
The Ferrari 275 is a series of two-seat front-engined V12-powered automobiles produced in GT, and spyder form by Ferrari between 1964 and 1968. The first Ferrari to be equipped with a transaxle, the 275 is powered by a 3.3 L Colombo 60° V12 engine that produces 280-300 hp, Pininfarina designed the GT and roadster bodies, Scaglietti the rare NART Spyder, among the most valuable of all Ferraris made. In a contemporary road test, Road & Track described it as the most satisfying car in the world. Motor Trend Classic named the 275 GTB gran turismo/GTS roadster as number three in their list of the ten Greatest Ferraris of all time, the 275 GTB/4 debuted in 1966. A much updated 275 GTB, the four overhead camshaft, six 2-barrel carbuerated 275 GTB/4 was named number seven on Sports Car Internationals 2004 list of Top Sports Cars of the 1960s. The 275 GTB was a gran turismo automobile produced between 1964 and 1968 with a 3.3 litre Colombo 60-degree V-12 engine displacing 275 cc per cylinder. The standard 275 GTB coupe was produced by Scaglietti and was available with 3 or 6 Weber twin-choke carburettors and it was more of a pure sports car than the GT name suggested.
Some cars were built with a body instead of the standard steel body. A Series Two version with a longer nose appeared in 1965, for the 1965 racing season,4 lightweight 275 GTB Competizione Speciales, a prototype and three production models, were built and equipped with 250 LM engines. The design was by Pininfarina and the coachwork by Scaglietti, mauro Forghieri designed a special super-lightweight steel and aluminium version of the 275 GTB chassis. A regular suspension was fitted, but it was slightly stiffer by the addition of extra springs. In all, this focus on saving weight made a difference of over 150 kg compared to the alloy bodied road cars, like the four Competizione Speciales, the 275 GTB/C was powered by the 250 LM engine. Somehow Ferrari forgot to mention to the body that the 275 GTB had a six carburetor option. Specifically for the 275 GTB/C, Weber constructed the 40 DF13 carburetor of which three would replace the six 38 DCNs found on the 250 LM, the rest of the drivetrain was similar to the 275 GTB, but strengthened slightly.
Two of the twelve built were sold for street use, unlike the race cars, these street cars were fitted with alloy wheels shod with Pirelli tires. Competition cars were fitted with special Borrani wire wheels, shod with Dunlops latest racing tires and it was this combination that would prove to be the weak spot of the 275 GTB/C, the tires had so much grip that they could overstress and break the spokes on the wheels. After the 275 GTB/C, no competition Ferrari would be fitted with wire wheels again, a British-entered 275 GTB/C finished 8th overall, gaining class victory in the 196624 Hours of Le Mans. Pininfarina built 200275 GTS roadsters for the American market between 1964-1966 with entirely different bodywork, the 275 GTS was replaced by the 330 GTS, leaving no 3.3 L convertible in the range until the creation of the 275 GTB/4 NART Spider
Ferrari America is a series of top-end Ferrari models built in the 1950s and 1960s. They were large grand touring cars with the largest V12 engines, all America models used a live axle in the rear, were front-engined, and had worm and sector steering. Two of the series, the 400 and the 410, were called Superamerica, the final member of the America production family was called the 500 Superfast. The series includes the 365 California, the first America cars were the 340, produced between 1950 and 1952. Using the new Lampredi V12 developed for Formula One racing, the 340 America could produce over 200 PS, only 23 copies were built,11 by Vignale, eight by Touring, and four by Ghia. Giovanni Michelotti designed Coupé and 2+2 Coupé for Ghia and Coupé, the 340 America was replaced by its larger-engined brother, the 375 America. Only 6 made, Vignale Cabriolet,2 Pinin Farina Cabriolets and 3 Pinin Farina Coupes, using same Lampredi-designed engine as in 340 America with different carburettor air filter arrangement.
Both 340/342 Americas used even chassis numbering of a race cars, while 375 America, black Pinin Farina Cabriolet was owned by King Leopold III of Belgium. Another Pinin Farina and Vignale bodied Americas, the 375 used the new 4.5 L Lampredi engine with up to 300 PS, the 375 were expensive and exclusive—only about 11 were built from late 1953 through 1954. Three Vignale Coupés were designed by Giovanni Michelotti, Ferrari produced another line of America cars, beginning with the 1955410 Superamerica. The engine was now up to 5.0 L with 340 PS available, a 1957 Superamerica III had triple Weber carburetors for even more power. Each 410 Superamerica had custom bodywork, with a few by Boano and Ghia but most by Ferrari stalwart, just 35 were built when the series ended in 1959. While most 3rd series PF coupés had 3 louvres behind side-windows, series III cars were introduced in 1958. Also known as Superfast I, made on 410 Superamerica chassis with 24-plug racing engine, prominent tailfins and it was unveiled at the 1956 Paris Auto Show.
Wheelbase was shorter at 2,600 mm, the 400 Superamerica had a smaller 4.0 L Colombo engine, but produced as much power as its predecessor. It debuted in 1959 as 410 production ended, and was available as a coupe, four-wheel disc brakes were a new addition. 47 Ferrari 400s had been built, along 2 series, when the 400 stepped aside in 1964, series I coupés aerodinamico had open hood air scoop while series II cars had covered scoop and slightly longer wheelbase. Special one-off version of 400 Superamerica built in 1959 for Gianni Agnelli and this car was the very first of 400 Superamericas
The Ferrari 250 GT Berlinetta Lusso is a GT car which was manufactured by Italian automaker Ferrari from 1963 to 1964. Sometimes known as the GTL, GT/L or just Lusso, it is larger, the 250 GT Lusso, which was not intended to compete in sports car racing, is considered to be one of the most elegant Ferraris. Keeping in line with the Ferrari tradition of that time, the 250 GT Lusso was designed by the Turinese coachbuilder Pininfarina, although the interior was more spacious than that of the 250 GT, the 250 GT Lusso remained a two-seat GT coupe, unlike the 250 GTE. The car was manufactured for only eighteen months, from early 1963 to mid 1964, auto shows often provide an opportunity for manufacturers to introduce new designs publicly. Ferrari did so at the 1962 Paris Motor Show to unveil, as a prototype, the prototype was almost identical to the production version, and only minor details changed thereafter. The new model was a way for Ferrari to fill a void left between the sporty 250 GT SWB and the luxurious 250 GTE 2+2, the Lusso met the new demands of the 1960s.
Indeed, fans of sporting driving of the time became as fond of civilized designs, Ferrari did not skimp on details in the GTL, which shows on the scales, weight ranged from 1,020 to 1,310 kg, depending on equipment. Unusually brief for a Ferrari model, GTLs production began January 1963, according to a longstanding American expert on Ferrari, Peter Coltrin, the construction of the 250 GT Lusso must have begun soon after the presentation of the prototype of the Paris Motor Show. Although it was not intended to compete, the 250 GT Lusso made a few appearances in several sporting events in 1964 and 1965, such as the Targa Florio and the Tour de France. The final iteration of the 250 GT series,351 copies of GT Lusso were produced before being replaced by the Ferrari 275 GTB, as usual, the company Carrozzeria Scaglietti was responsible for the manufacturing of the body. The body was made of steel with the exception of the doors, boot lid, and bonnet, the stern of the body featured a small integrated spoiler, the 250 GTL became the first Ferrari to incorporate such aerodynamic appendages, concluding with an abrupt Kammback rear.
The short rear is characterized by a bezel that slopes down to the tail of the car, the glazed surfaces, including the rear window and triangular quarter windows, provided good visibility. As the car was only a two-seater, there was a fairly capacious boot space with a parcel shelf, while 250 GT Lusso was a civilized sport car, it was nevertheless recommended in preference to young and flexible passengers due to the fixed-position seatbacks. Despite this, the pedals were adjustable to 5 cm, as in the racing versions, five additional gauges were positioned in front of the driver, behind the three-spoke Nardi steering wheel made of wood and aluminum, placed almost vertically. Contrary to the 250 GTE 2+2 which had a wheelbase of 2.6 m, the chassis was adopted from the tubular structure of the 250 GTO, but with narrower tubes. The chassis could, according to Brian Laban, author of Ferrarissime, braking was provided by four-wheel disc brakes with hydraulic control, placed behind the polished aluminum Borrani wire wheels with single knockoffs.
Hosted by the V12 engine Colombo, it had a displacement of 2,953.21 cc, the 250 GT Lusso developed an output of 240 hp at 7,500 rpm and 242 N·m torque at 5,500 rpm. It was able attain a speed of 240 km/h, thus becoming the fastest passenger car of that period
The Ferrari Daytona, officially designated the Ferrari 365 GTB/4, is a two-seat grand tourer produced by Ferrari from 1968 to 1973. It was introduced at the Paris Auto Salon in 1968 to replace the 275 GTB/4, the Daytona was succeeded by the mid-engined 365 GT4 Berlinetta Boxer in 1973. To this day, Ferrari itself only rarely refers to the 365 as the Daytona, unlike Lamborghinis then-new, mid-engined Miura, the Daytona was a traditional front-engined, rear-drive car. At a compression ratio of 9.3,1, it produced 357 PS, 0-60 mph acceleration was just 5.4 seconds. The five-speed manual transmission was mounted in the rear for optimal weight distribution, although a Pininfarina design, as with many previous Ferrari road cars styled by Leonardo Fioravanti, the 365 GTB/4 was radically different. Its sharp-edged styling resembled a Lamborghini more than a traditional Pininfarina Ferrari, early Daytonas featured fixed headlights behind an acrylic glass cover. A new U. S. safety regulation banning headlights behind covers resulted in retractable pop-up twin headlights in 1971, the generally accepted total number of Daytonas from the Ferrari club historians is 1,406 over the life of the model.
This figure includes 156 UK right-hand-drive coupés,122 factory-made spyders, all bodies except the first Pininfarina prototype were produced by Italian coachbuilder Scaglietti, which at the time already had a reputable record of working with Ferrari. Historically, and especially since the mid-1980s and early 1990s, there has mostly been a market price difference between a real berlinetta and a real spyder. Many berlinettas were turned into spyders by aftermarket mechanics, often to increase the monetary value or simply because of the owners preference for an open car. Differences in value have typically remained, even after the most skillful conversions, no Berlinettas were converted into Spyders by Scaglietti, Ferrari would not allow this, or now. The first racing version of the 365GTB/4 was prepared in 1969, Ferrari did not produce an official competition car until late in 1970. The official cars were built in three batches of five each, in 1970-1,1972 and 1973. They all featured a lightweight body making use of aluminium and fibreglass panels, the engine was unchanged from the road car in the first batch of competition cars, but tuned in the latter two batches.
The cars were not raced by the official Scuderia Ferrari team and they enjoyed particular success in the 24 Hours of Le Mans, with results including a 5th overall in 1971, followed by GT class wins in 1972,1973 and 1974. In 1972 Ferrari 365 GTB/4s took the first 5 places of the GT class, the final major success of the car was in 1979, when a 1973 car achieved a class victory in the 24 Hours of Daytona. In 1971, the Daytona gained fame when one was driven by Dan Gurney and Brock Yates in the inaugural Cannonball Baker Sea-To-Shining-Sea Memorial Trophy Dash. Showcasing the cars potential for sustained high speed travel, the pair won with an speed of 80.1 miles per hour
See the Ferrari 125 F1, a Formula One race car sharing the same engine The Ferrari 125 S was the first vehicle produced and built by automaker Ferrari of Modena, Italy. Although preceded by Enzo Ferraris Auto Avio Costruzioni 815 of 1940, like the 815, it was a racing sports car, but unlike its Fiat-powered 8-cylinder predecessor, the 125 S featured a V12 engine, a trait it shared with most Ferrari cars of the following decades. The 125 S was replaced by the 159 S for 1947, the 125 S used a steel tube-frame chassis and had a double wishbone suspension with transverse leaf springs in front with a live axle in the rear. Hydraulic power drum brakes were specified front and rear, the 125 S was powered by Gioacchino Colombos 1.5 L 60° V12 with a bore/stroke of 55 x 52.5 mm. This engine produced 118 bhp at 6,800 rpm with a ratio of 9.5,1. It was an overhead camshaft design with 2 valves per cylinder. Enzo Ferrari wanted the 125 S to use a five-speed gearbox as it matched the high revving V12 better than that of a traditional four-speed gearbox.
Both of the two 125 S cars built in 1947 were dismantled, and their parts are thought to have been re-used in production of the 159 or 166 models, the chassis with serial number 010I was used in the restoration of a 125 S. It is rumored that 010I is actually s/n 01C, the story goes that 01C was re-stamped as 010I, and sold to a customer as a new car. Upon taking receipt of the car, the new owner immediately exclaimed, which means Test mule in Italian, as he could clearly see that his supposedly new car was in fact a used, well-raced car. Ferrari made a new invoice for the car, including a considerable rebate given the cars second-hand nature, still in 166 Spyder Corsa configuration, the car was recently sold to Symbolic Motors. Close inspection of the chassis and its serial number led to the discovery of an old stamping that could possibly read 01C and it had been covered by an aluminum plate which bore the serial number 010I. Subsequently, the car was sold to its current owner, who refitted the chassis with a similar to the factorys 125 S replica.
The alleged 01C made its debut at the Pebble Beach Concours dElegance. The 125 S debuted at the Circuito di Piacenza, driven by Franco Cortese, two weeks later, the 125 S claimed Ferraris first victory at the Grand Prix of Rome on the Terme di Caracalla Circuit, where it was driven by Cortese. The car had spun a bearing in practice, and was repaired in the shop of Tino Martinoli, the 125 S won six of its fourteen races in 1947, though drivers Clemente Biondetti and Giuseppe Navone were unable to win the 1947 Mille Miglia in it. Ferrari, A Complete Guide to All Models, Ferrari Overview by Production Year and Type 1947 -54
The Ferrari 250 GTO is a GT car produced by Ferrari from 1962 to 1964 for homologation into the FIAs Group 3 Grand Touring Car category. It was powered by Ferraris Tipo 168/62 V12 engine, the 250 in its name denotes the displacement in cubic centimeters of each of its cylinders, GTO stands for Gran Turismo Omologato, Italian for Grand Touring Homologated. Just 39250 GTOs were manufactured between 1962 and 1964 and this includes 33 cars with 1962-63 bodywork, three with 1964 bodywork similar to the Ferrari 250 LM, and three 330 GTO specials with a larger engine. Four of the older 1962-1963 cars were updated in 1964 with Series II bodies, when new, the GTO cost $18,000 in the United States, with buyers personally approved by Enzo Ferrari and his dealer for North America, Luigi Chinetti. In May 2012 the 1962250 GTO made for Stirling Moss set a record selling price of $38,115,000. In October 2013, Connecticut-based collector Paul Pappalardo sold chassis number 5111GT to a buyer for a new record of around $52 million.
In 2004, Sports Car International placed the 250 GTO eighth on a list of Top Sports Cars of the 1960s, Motor Trend Classic placed the 250 GTO first on a list of the Greatest Ferraris of All Time. Popular Mechanics named it the Hottest Car of All Time, the 250 GTO was designed to compete in GT racing, where its rivals would include the Shelby Cobra, Jaguar E-Type and Aston Martin DP214. The development of the 250 GTO was headed by chief engineer Giotto Bizzarrini, although Bizzarrini is usually credited as the designer of the 250 GTO, he and most other Ferrari engineers were fired in 1962 due to a dispute with Enzo Ferrari. Further development of the 250 GTO was overseen by new engineer Mauro Forghieri, the design of the car was a collaborative effort and cannot be ascribed to a single person. The mechanical aspects of 250 GTO were relatively conservative at the time of its introduction, using engine, the chassis of the car was based on that of the 250 GT SWB, with minor differences in frame structure and geometry to reduce weight and lower the chassis.
The car was built around a hand-welded oval tube frame, incorporating A-arm front suspension, rear live-axle with Watts linkage, disc brakes, the engine was the race-proven Tipo 168/62 Comp. 3.0 L V12 as used in the 250 Testa Rossa Le Mans winner, an all-alloy design utilizing a dry sump and six 38DCN Weber carburetors, it produced approximately 300 horsepower. The gearbox was a new 5-speed unit with Porsche-type synchromesh, Bizzarrini focused his design effort on the cars aerodynamics in an attempt to improve top speed and stability. The body design was informed by wind tunnel testing at Pisa University as well as road, the resulting all-aluminium bodywork had a long, low nose, small radiator inlet, and distinctive air intakes on the nose with removable covers. Early testing resulted in the addition of a rear spoiler, the underside of the car was covered by a belly pan and had an additional spoiler underneath formed by the fuel tank cover. The aerodynamic design of the 250 GTO was a technical innovation compared to previous Ferrari GT cars.
The bodies were constructed by Scaglietti, with the exception of early prototypes with bodies constructed in-house by Ferrari or by Pininfarina, Cars were produced in many colours, with the most famous being the bright red Rosso Cina
10. Ferrari 365
Introduced at the 1966 Geneva Motor Show, it replaced the 330 and 500 Superfast. The 365 California replaced the 500 Superfast for 1966 and it was the first 365 model, with its 4.4 L V12 based on the 330s 4.0 L Colombo unit but with an 81 mm bore. The 365 California used the chassis as the 500 Superfast. Debuting at the Geneva Motor Show in 1966, just 14 examples were produced before production ended in 1967, whilst the prototype was built on a 330 GT 2+2 type 571 chassis, production cars featured type 598 chassis. Chassis were sent to Pininfarinas Grugliasco plant to be bodied and trimmed which were returned to Ferrari for fitment of the mechanical components. It was presented at the 1966 Geneva Salon, on 28 June 2005, a pristine 365 California sold for €736,000. The most popular 365 model was 1968s 365 GT 2+2, replacing the 330 GT 2+2, unlike the 330GT2+2 car it replaced, which had a live rear axle on leaf springs, the 365GT 2+2 had independent rear suspension rather than the live axle of the 365 California.
The 365 GT 2+2 was a car with leather seats, power steering and brakes, electric windows. It quickly became the companys top-selling model with about 800 produced in four years,52 of which were right hand drive, when leaving the factory the 365 GT 2+2 originally fitted Pirelli Cinturato 205VR15 tyres. The 330 GTC and GTS were replaced in 1968 by the 365 GTC and it was essentially a re-engine of the 330 GTC/GTS, with the engine increasing from 4.0 liters and 300 horsepower to 4.4 liters and 320 horsepower. The styling remained almost unchanged, on both body styles differences were limited to vents moved from behind the front wheels to the bonnet, like all 365s, the GTC and GTS were powered by a 4,390 cc Colombo V12 engine, specifically its Tipo 245/C variant. Fed by three twin-choke Weber 40 DFI carburettors, it produced 320 PS at 6,600 rpm, integrating the gearbox with the final drive gave these cars a balanced 50,50 weight distribution. The 365 GTC and GTS retained the independent rear suspension, employing coil springs and wishbones, brakes were servo-assisted discs all-round with a split circuit system.
168 examples of the coupé were built between the 1968 and 1970 and it was replaced by the Ferrari 365 GTC/4. Just 20 spiders were built before its place was assumed by the 365 GTB/4-based Daytona Spider
The Ferrari 166 Inter was Ferraris first true grand tourer. An evolution of the 125 S and 166 S racing cars, the Inter name commemorated the victories claimed in 166 S models by Scuderia Inter. 37166 Inters were built from 1948 through 1950, note that both the 166 S and 166 F2 were called 166 Inter in the days that they were actively raced by the Scuderia of the same name. The 166 Inter shared its Aurelio Lampredi-designed tube frame and double wishbone/live axle suspension and 2420 mm wheelbase with the 125 S and 166 S and it was replaced by the 2.3 L195 Inter and 2.6 L212 Inter in 1950 and 1951. The first Ferrari GT car debuted at the Paris Motor Show on October 6,1949 and it was an elegant coupe designed by Carrozzeria Touring of Milan who had previously created a number of similar Ferrari and Alfa Romeo models. Customer sales soon started, with 166 Inter models becoming the first Ferraris to be purchased for the rather than the race track. As was typical at the time, a chassis was delivered to the coachbuilder of the customers choice.
Many used Touring, but Ghias one-off Boano coupe was more daring, others were built by Stabilimenti Farina, who penned a Cisitalia 202-like coupe. Vignale joined in, presaging their designs of the coming decade, the 2.0 L Gioacchino Colombo-designed V12 engine from the 166 S remained, as did its chassis, though the wheelbase would eventually grow from 2420 mm to 2500 mm. Output was 110 to 140 hp at 6,000 rpm with one to three carburetors, Ferrari, A Complete Guide to All Models