Considered by many as Ferrari's and Pininfarina's best looking car, the SWB took the first four places in its class at the 1960 Le Mans 24 hours race, completely blowing competition from Aston Martin and Chevrolet away. Form and function can be combined very well in automotive design, the Ferrari 250 GT SWB underlines this like few others do.
 
 

 
Examine sports-racing results from the early 1960s, and it’s obvious why the Ferrari 250 GT SWB Berlinetta was such an integral part of the Ferrari legend. The record is riddled with class victories, rife with top-10 finishes.
 


The 250 GT SWB Berlinetta is rich with such names as Stirling Moss, Mike Parkes, and Graham Hill, and with myth-making runs at storied places like Le Mans, Sebring, and Brands Hatch.
 
 
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 body styles and mechanical drive trains of this series.
 
 
The 250 SWB is often described as one of the best 'dual purpose' Ferraris with success both on and off the track.
 
 
The Smaller Frame and SWB Advantage
Competizione versions featured an alloy body and a smaller 80 x 45 mm frame instead of usual 90 x54 mm. Offering a substantial weight savings, the Competizione attained class victories at the biggest racing events of its time including Le Mans and the Tour de France.

Introduced at the 1959 Paris Motorshow, the SWB used a body very similar to those of the 250 GT LWB Interim Berlinetta campaigned throughout the 1960 season. The largest visual difference between the two is the lack of the Interim's fixed rear quarter windows on the SWB.
 


The new chassis was similar in design to the 250 GT’s raced in the 1950's but the wheelbase was shortened by 20 mm to 2400 mm, hence Short Wheelbase (SWB).
 
 
A wheelbase of 2400 mm is considered as the ideal length, to allow for good cornering characteristics (the shorter, the better) and straight-line stability (the longer, the better).
 
 
It is not a coincidence that the most successful racer ever, the Buggatti Type 35, has a 2400 mm wheelbase. Another major improvement was the replacement of drum brakes by discs, all around. This was the first time the factory equipped discs appeared on a 250 GT.
 
A Completely Different Engine
Under the bonnet a revised V12 engine (Type 168) was installed. Although its displacement and bore and stroke were exactly the same as the first of the 250 GT engines, it was a completely different engine, a result of 6 years of development.
 
The Type 168 engine was closely related to the Type 128DF engines used in the Interim Berlinetta’s of 1959. The sump, oil pump, timing chain casings and oil filters were updated or replaced by new parts compared to the 128DF engine. Larger Weber Carburetors were also fitted, breathing was further assisted by the installation of 250 TR derived intake and exhaust ports. Competition engines were good for around 260 - 275 bhp (referred to as the 280 bhp engine) and the street engines good for 220 - 240 bhp (240 bhp engine). All used a four-speed transmission.
 
Design Continuation
The Ferrari 250 GT SWB Berlinetta was a natural continuation of the Ferrari 250 GT Tour de France. Its competition incarnation was seen first at Le Mans in June 1959 in the form of two cars called the Ferrari 250 GT Interim.
 
Their shape was by Pininfarina (who in 1961 began using his name as one word). The Interims placed fourth and sixth overall, then, in September, won the Tour de France itself with Olivier Gendebien and Lucien Bianchi. This assured the design’s continuation. Scaglietti subsequently received the wooden body buck and constructed five more examples.
 
 
Competition 250 GT SWB Berlinetta cars were typified by a comparatively sparse interior, aluminum instead of steel body, more-aggressive engine tuning, and a stiffer suspension.
 
  
 
Street or track, underpinnings of the 250 GT SWB Berlinetta cars were similar to those of the Ferrari TdF: independent with double wishbones and coil springs in front, the proven rigid axle and leaf springs in back. Besides the shorter wheelbase, the big difference was installation of disc brakes.
 
 
Scoring in Competition
On the track, the race-tune Ferrari 250 GT SWB Berlinetta picked up where the Ferrari TdF and Interim left off. In its competition debut at Sebring in 1960, it took three of the first ten places, including fourth overall. At Le Mans, the Ferrari SWB of Fernand Tavano and Pierre Dumay came in fourth overall and first in GT; other Ferrari SWBs finished sixth and seventh on distance.
 
 
Later that season, a Ferrari SWB won outright at Goodwood in England and at Monza in Italy, helping Ferrari secure another sports-racing endurance championship.
 

 
250 GT SWB SEFAC
An ultimate version of the SWB was made in 1961 for the Le Mans race effort. These cars are sometimes refered to as the SEFAC Hotrods which was Ferraris factory name at the time. Chassis 2701, the car featured with the #74, is one of these factory team cars. Only eight SWBs were built to SEFAC specification. These cars were specifically intended to race at Le Mans alongside the 250 Testa Rossa.

Many differences set the SEFAC cars apart from the regular Competizione models. The frame had relocated suspension mounting points. Much weight was shed with the use of alloy brake calipers, slide Plexiglas windows, a 1.1 mm aluminum body and a bare interior.
 

 
The Tipo 168F engine had a revised heads and intake manifolds, 46 mm carbs, new oil pumps, new sump and larger valves. These modifications set the horsepower at over 290 bhp.
 
 
Automobili Turismo Sport is Launched
Enzo Ferrari is best known for the cars that bear his name, but his fall-outs with employees and customers are also well documented. One of the most dramatic of these happened in the winter of 1961/1962 when a large number of key personnel left. Among them were engineers Carlo Chiti and Giotto Bizzarrini, and 1961 Formula 1 world champion Phil Hill. Shortly after their departure the rogue group set up their own company, ATS (Automobili Turismo Sport), to take on their former employer in single seater and sports car racing. One of the final projects the team was working on at Ferrari was the 250 GTO racer, which was eventually completed by a young Mauro Forghieri. Among the first ones in line to acquire an example for the 1962 season was Count Giovanni Volpi di Misurata for his Scuderia Serenissima Republica di Venezia (SSR) to campaign. When Enzo Ferrari found out Count Volpi was one of the financial backers of the ATS team, he understandably refused to deliver a GTO. Through some friends he did eventually get an example, but he wanted more for his assault at Le Mans that year.

Engineer Giotto Bizzarrini Steps In
In his stable the Count had a very fast 'SEFAC Hot Rod' spec 250 GT SWB (s/n 2819 GT), which had shown its potential in the 1961 Tour de France in the hands of Olivier Gendebien. Unable to obtain a second GTO, Volpi decided to have his SWB brought up to GTO specs and who better to hire for that than Giotto Bizzarrini. More than happy to oblige, the talented engineer set out to turn 2819 GT into an even more extreme racer than the GTO already was. The car was transferred to Piero Drogo's workshop and upgraded by Bizzarrini in an incredibly short period of time.
 

 
Giotto Bizzarrini's first objective was to mount the engine as far back and as low as possible to obtain an ideal centre of gravity. The V12 was fitted completely behind the front axle; 12 cm further back than in the GTO.
 
 
A dry-sump lubrication system was fitted to allow the engine to be mounted considerably lower. Similar to the GTO a six Weber carb setup was fitted boosting the power to 300 bhp.
 
 
The only item missing compared to Ferrari's GTO was a five speed gearbox, so the hybrid GTO had to make do with the old SWB four speeder. To round things off GTO wheels and tires were fitted.
 

Characteristics of the GTO Hybrid
Although the technical changes greatly improved the car's performance, it is not what the Count's GTO hybrid would become famous for. That was all due to the aerodynamic body Bizzarrini had designed for it. At first it might look similar in design to the GTO body, but closer inspection reveals that it is even lower and features a much sharper nose. It was so low that a plastic cover was required to shield the Webers that pierced through the bonnet.
 

The roofline carried on all the way to the rear end where it was sharply cut-off to create an extreme Kamm style tale.
 
 
Upon completion the Count was rightfully impressed with his new racer that was more aerodynamically efficient and equally powerful. It was part of a three car entry for Le Mans together with the GTO and a Ferrari 250 TR/61.
 
 
Soon after its arrival Bizzarrini's unusual rear-end design earned it the nickname 'camionette', French for little truck, or most commonly 'Breadvan' in English.
 
 
Under pressure from Ferrari the organizers placed the 'Breadvan' in the prototype class, instead of the GT class with the GTOs. In the race it outpaced all other GTs in the first hours, but a broken driveshaft meant the end of the race. It was campaigned four times more in the season scoring two GT class victories and a class track record. It was obvious that the 'Breadvan' could easily match the competition's pace, but the limited resources and time available for proper development prevented it from attaining Ferrari's incredible reliability. After SSR was disbanded in 1963, the Count frequently used the car on the road before he loaned it to Fiat supremo Gianni Agnelli. He had his butler paint it black as a joke because he thought it looked like a hearse. Volpi eventually sold the car in 1965.
 
 
The 250 SWB in its varied forms is often considered by many as Ferrari's and Pininfarina's best looking car and one of the best 'dual purpose' Ferraris.
 
 
The Competizione cars were very special attaining class victories at the biggest racing events including Le Mans and the Tour de France.
 
 
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 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: 145 cars, 8 SEFAC SWB, 1 Camionette (Breadvan) special

Current Value of an Original 250 GT SWB Berlinetta Car:
$5 million (steel body)
$6.5 million (alloy body)
$8.5 million (SEFAC)
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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