Many people will argue that the best car in the world is the Ferrari GTO. While more modern supercars surpass the GTO in terms of performance, none excel better in both form and function. During its heyday, the GTO dominated the World Sportscar Championship, and it is still one of the most beautiful shapes ever to grace a Ferrari chassis.
 
 

 
All told, just 39 examples of this voluptuous GTO coupe were produced. All were built to race, but were theoretically usable on the street by virtue of sports-racing rules that required road versions of competition cars.
 


That regulation, in fact, gave rise to the car’s name: Gran Turismo Omologato - a GT homologated, or sanctioned, for racing. And race it did, propelling Ferrari to the Constructors International Grand Touring Championship in 1962, 1963, and 1964.
 
 
For these reasons, the 250 GTO is one of the most desired and expensive cars available today.
 
 
Choice of Body Style and Drive Train
Our customer cars will carry a hand-crafted all-alloy body constructed in our Italian workshops and mechanicals to the exact factory specifications as the original cars. Our clients can select from the individual unique body styles and mechanical drive trains of this series.
 
The Origins of the Ferrari 250 GTO
It was the second weekend in June 1961. Although Ferrari had won the 24 hours race at Le Mans outright that weekend, (with the Ferrari 250 Testa Rossa, 0794, driven by Phil Hill and Olivier Gendebien), his experimental 250 GT Berlinetta (#2643GT) had failed to finish and did not meet Ferrari’s expectations. Although in practice # 2643 GT was approximately 20 seconds a lap slower than the competition in its class, Carlo Chiti had promised that he would have the better car in the race itself. Just halfway through the race, 2643 GT pulled into the pits with engine failure. Enzo Ferrari was very annoyed.
 
Although this experimental GT contender had the most powerful engine available, the Ferrari Testa Rossa V-12, the aerodynamics of the car did not allow it to reach its theoretically possible top speed. 2643 GT fell short of this by some 20 kph.
 
 
During this period, Ferrari was racing against the Aston Martins, Ford Cobra’s and Jaguar E-type’s in the important GT class, and they were becoming faster and faster.
 
 
A Different Path
The 250 SWB had clearly reached its full potential. Something faster was required and in the eyes of Enzo Ferrari, it was clear that Carlo Chiti was not able to alter this car in a short time. Well known for his intrigues, Enzo Ferrari proceeded on a different path.
 
 
Enzo Ferrari gave a direct order to Giotto Bizzarrini, responsible for the development of the whole 250 GT line, to build a new competizione Berlinetta, better than Chiti’s #2643GT, completely in secret. Not even Chiti and Scaglietti were to be informed about this project.
 
 
Bizzarrini Gets to Work
Giotto Bizzarrini accepted this challenge against his colleague and friend and, with 3 assistants, locked himself away in a shed and started. One of the problems that Bizzarrini faced was that Enzo made it very clear to him that there was no money available for new parts and experiments. He had to use what already existed.
 
 
How to start on a project like this? Giotto Bizzarrini took his old Boano, known as the ‘Guinea-pig’, that he normally used as his company car. This had been Enzo Ferrari’s daily “driver” in 1956 and ’57, chassis number 0523 GT.
 
 
This coupe was full of test-items as it also acted as a driving test laboratory for all the possible and imaginable experiments that the factory was conducting at the time. During the years it had been, for test reasons, updated in its specifications. The power was delivered by a state of the art three-liter Testa Rossa V-12 engine.
 
 
Enzo Ferrari then gave Giotto Bizzarrini direct responsibility for the development of the whole 250 GT line, and responsibiity to build a new competizione Berlinetta. Not even Chiti and Scaglietti were to be informed about this project. The project became the 250 GTO.
 
 Photo courtesty of John Starkey, johnstarkeycars.com
Photo by Ferrari S.p.A.
(left to right) Enzo Ferrari, Carlo Chiti and a young Bizzarrini
 
250 GTO Design Characteristics
Bizzarrini shortened the wheelbase of 0523 GT to that of the SWB and strengthened the side members of the chassis to improve the general chassis stiffness. An improvement in weight distribution was achieved by moving the engine 20 cm back in the chassis and lowering it somewhat. The aerodynamics were taken care of by lowering the front part of the body.

Bizzarrini had realized that a lot of potential speed was lost in bad aerodynamic flow through the engine compartment and underneath the car. He started improving matters by taking care of the exits of hot air from the engine compartment for there was a great deal of dynamic pressure there. At the rear he did the same to extract the hot air from the disk brakes and the differential.
 

 
The classic three openings in the front, so characteristic for the 250 GTO, were used to divert hot air to the sides of the engine compartment, instead of through it. The disc brakes were the same ones as used on the Testa Rossa and the front suspension had conventional 250 GT wishbones.
 
 
At the rear there was the same type of an upper and lower radius arm per side, for Enzo Ferrari was afraid that the car would not be homologated if it had the independent rear suspension fitted that the TR’s had at that time. Willy Mairesse tested the Papero (car) on August 11, 1961 for the first time. This was within 2 months after Giotto Bizzarrini and his team starting the project!

When Moss tested the car at Monza just before the tragic Grand Prix of September 1961, the engine still had the usual wet sump oiling system. This made the oil cavitate in the corners and was shown by the big clouds of smoke emitting from the exhaust pipes whilst the car was exiting the Parabolica.
 

However Moss was still able to beat the current SWB with times of 1.46 and 1.47. The SWB time around Monza was between 1.50 and 1.51, and so Bizzarrini’s design demonstrated a considerable improvement.
 
The Mysterious Fate of the Ferrari Boano SWB GTO
Due to the growing internal tensions at Ferrari that led to the “Palace revolution” in November, Giotto Bizzarrini did no more work on the car after these tests. Mauro Forgheri finished the project and added the dry sump to the car. After this, it is not clear what happened to the Ferrari Boano – SWB -GTO. Many Ferrari authors have their own opinion but Giotto Bizzarrini had this to say when asked: “The Papero (car) was destroyed. Commendatore Ferrari wanted that I had it, but at the end of 1961 there was the well-known "revolution" with the exit from Ferrari of all of the managers. Therefore I was not able to take the car home. A true error !!! It did not became a SWB nor a GTO”.

Ferrari 250 GT0 in Action
During its first year, GTOs decimated the competition. Thus, Ferrari scored maximum points in 1962 Division III Championship. During the fifth round at Le Mans cars placed second and third overall. This was a remarkable result, and proved that the GTO could beat most cars in the prototype category.
By the end of the first season, Jaguar, Aston Martin and Chevrolet tried to convince the governing body that the GTO was not a GT car. However, Appendix J, Section 254 stated that and modifications introduced after homologation did not disqualify the car if they were a 'normal evolution of the type'.
 

 
Since the GTO was an 'evolution' of the largely produced 250 GT road car, it was within rules, although the five-speed gearbox and dry sump lubrication were never factory road car options.
 
 

The remaining two seasons would prove very successful for the GTO. Ferrari again took the Division III championships in both 1963 and 1964. By the end of the 1964 season, Shelby-led Daytona Cobras were proving their worth and for the first time GTOs were beaten around Le Mans and Sebring.

Beyond 1964, the GTO was stretching its potential. Ferrari was unable to homologate their rear engine 250 LM and instead developed a competition version of the 275 GTB, which really became the '65 GTO. These developments left the hat trick of the Division III championships to forever highlight the end of Ferrari's 250 series.
 

 
Many people will argue that the best car in the world is the Ferrari GTO. While more modern supercars surpass the GTO in terms of performance, none excel better in both form and function.
 
 
Ferrari 250 GTO Production
During its heyday, the GTO dominated the World Sportscar Championship, and it is for these reasons, today the GTO is one of the most desired and expensive cars. Many cars have fetched high price privately, never reaching a public auction. In 2008, the legendary Ferrari 250 GTO, built between 1962 and 1964, widely considered both the greatest and most beautiful car ever made, is also now the priciest after an unknown buyer from England paid in excess of $28 million for the car.

During its launch, many of the press called the GTO 'a Testa Rossa with a roof'. They rightly named it as such since many of the ideas used on the GTO came straight from Ferrari's prototypes. Every aspect of the GTO's engine was upgraded to reflect the 250 Testa Rossa's. Compared to the older Tipo 168, the newer Tipo 168/62 used larger valves, smaller clearances, lighter materials and dry sump lubrication.

Designated type 539/62 Comp, the chassis in the GTO was an evolution of the unit found in the 1961 250 GT Competition. Through years of development, this chassis had become more like a space frame, using a higher number of small bracing tubes. Upgrades to the chassis also included new front brakes, a more adjustable, stiffer suspension and a lower driveline.
 

 
Inside, the GTO was very sparse and purposeful. As such, the only covered areas were the thinly clothed seats. No speedometer or odometer was offered, and the only real luxury was the wooden Nardi steering wheel.
 
 
The Pininfarina Prototype 250 GTO
In addition to the 21 SEFAC Hot Rod's, a handful of other particularly interesting SWB Berlinetta's were produced.
 
 
Five SWB Berlinetta's were designed by Pininfarina and two by Bertone, a couple more having been re-bodied in period by Zagato and Nembo.
 
 
The first car, chassis 2643 GT, is commonly referred to as the Berlinetta Le Mans Speciale and featured a three-litre, 290 bhp Testa Rossa engine with a unique ultra-light Pininfarina Aerodinamico body. This experimental race car boasted perhaps the highest specification of its day, Pininfarina proposing the car to Ferrari as their recommended route for 1962's 250 GTO. 2643 GT's rear bodywork provided its most distinctive detail and ultimately proved to be the biggest difference between it and Bizzarrini's GTO. Employing a 400 Superamerica-style Aerodinamico tail that was ultimately derived from the Superfast II, it didn't provide the stability or downforce required at high speeds. Together with this very special prototype, four additional short-wheelbase 250 GT's received coachwork in the style of the aforementioned 400 Superamerica.
 
 
 
Three of these Coupe Aerodinamico’s were constructed on Lusso-spec mechanicals while the first, chassis 2429 GT, was a Competizione running a hot 168 B/61 engine. This vehicle was in many ways like 2643 GT, a prototype 250 GTO, but surprisingly it never raced. Chassis 2613 GT meanwhile was constructed for Prince Bernhard of Holland and emerged in an eminently comparable style to 2821 GT and 3615 GT, the final pair of Pininfarina Coupe Aerodinamico's built on the short wheelbase chassis.
 
Ferrari also produced four cars with a special body known as 330 LM Berlinettas similar to s/n 4453 SA. They were larger and heavier than the series 1 and series 2 GTOs and reports indicate that they felt heavier when driven.
 
GTO Exclusivity
Part of the lure of the GTO is its exclusivity; only 39 were built. In theory at least 100 should have been built, as this was the number required to qualify the car at the time for international sports car racing. In fact the letters "GTO" stand for "Gran Turismo Omologato" which translates into "Grand Touring Homologated" or "approval" for racing. It was either Enzo Ferrari's name or his inscrutable charm that enabled the rule makers to let the technicality slip by.

The Final GTO Count
You may have heard conflicting accounts of exactly how many GTOs came from the Ferrari factory, with 40, 36, 33 or 32 as oft heard numbers.
 

 
For the record, this is the breakdown:

• 32* 250 GTO series 1 body

• 330 GTO series 1 body

• 250 GTO series 2 body

• 1 250 GTO with LMB body

*Not counted as part of the 32 is s/n 2643 GT, the GTO prototype built by Pininfarina on a 250 GT SWB chassis. This is why the total Ferrari GTO count is sometimes listed as 40.
 

 
Many people will argue that the best car in the world is the Ferrari GTO. While more modern supercars surpass the GTO in terms of performance, none excel better in both form and function. During its heyday, the GTO dominated the World Sportscar Championship, and it is still one of the most beautiful shapes ever to grace a Ferrari chassis.
 
 
For these reasons, the GTO is one of the most desired and expensive Ferrari’s available today. We will begin taking orders for these cars in 2010, with customer delivery dates starting in 2011. As with all fine works of art, originality, documentation, and provenance ensures future value for our clients.
 
 
This is a rare opportunity for enthusiasts to take delivery of a unique car that was produced in very limited numbers, has a timeless design, a Le Mans a race pedigree, and historic significance.
 
 
Each car will be hand-crafted in our Italian workshops by local artisans to the original factory specifications. These automobiles are being constructed using the customer’s Ferrari donor automobile, or a Ferrari donor car from our inventory.

Rarity Index: 39 cars

Current Value of an Original 250 GTO Car: $52 million
Current Value of an Original 250 GTO Gran Turismo Omologato Car:
    
$52 million
Current Value of an Original Pininfarina GTO Car: $25 million
Current Value of an Original 330 GTO Car: $25 million
Keith Martin's Sports Car Market auction price guide
 

 
It is now possible, for a fraction of the cost of an original car, to enjoy driving a legendary sports racing car on the world’s historic race circuits, surrounded by other cars no less mythical. Fine Sports Cars automobiles can be used in competition at selected vintage events, or registered for road use.
 
 
If your car is intended for use in vintage racing events, FIA Certification can be arranged on special request. Fine Sports Cars provides enthusiasts and collectors with faithful and accurate renditions of the world's rarest legendary cars.

Please contact us for to discuss the current price of the above car that will meet your requirements.
 

Fine Sports Cars' documentation includes:
• An original chassis plate and door plate from the donor car
• A personalized numbered chassis plate
• A numbered door plate detailing the place of origin and the manufacturer
• A signed certificate of authenticity which documents the place of manufacture, the originality of the donor car, and the history of the car model
• A complete list of specifications and parts

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