1960 Ferrari 250 GT SWB

1960 Ferrari 250 GT SWB

  • Serial Number

  • Paint Color

    Red

  • Engine

    3.5 liter 6 carb V12

  • Interior Color

    Black Leather

  • Transmission

    Five-Speed Manual

  • Mileage

    61,082 KM

  • Price

    $

    SOLD

From the mid 1950s onward, the Federation Internationale de l’Automobile (FIA) developed the GT class in response to a need to restructure motor racing. Previously, competition cars had been organized according primarily to engine displacement, but as dedicated racing cars (and the tremendous performance that came with) became more common, it was becoming clear that categorizing cars on the basis of their construction and performance would be more effective.

Thus the GT class was born as a way to classify these cars based on whether they were derived from a production car or built from the ground up as a racing car like a Mercedes-Benz 300SLR or Jaguar D-Type. The result was an exciting period of dual purpose racing cars that could be driven to the track, raced, and then driven home again. Ferrari was well-positioned to field both types of cars. The iconic Testa Rossa served as their pure racing car, while a line of closed roof GTs proved extremely effective as well.

A company that produced more than 50 cars for the first time in 1953, Ferrari was still coming into its own as it transitioned from being a small largely bespoke concern to offering a catalog of production models, including road cars. The 250 was really the car that marked this transition, initially with the Europa and Europa GT, and then their replacement the 250 GT Boano and Ellena. The latter served as the basis of one of the most successful GT class Ferrari racers: the 250 GT Berlinetta. It was pared down, being fitted with a lighter body, while its chassis and running gear were upgraded for competition duty. Its 1956 victory at the grueling Tour de France Automobile earned it the 250 Tour de France moniker. The event consisted of two hillclimbs, a drag race, and six circuit races over the course of seven days, with the cars being driven between events, covering nearly 3,000 kilometers in the process. The event was, therefore, the epitome of what a GT car was designed to do. A 250 TdF went on to win the event for the next three years in a row, bringing its total Tour de France victory tally to four, this before considering the remainder of the car’s impressive competition resume, which including an outright win at the 1957 Targa Florio and GT class wins at the Mille Miglia in 1957 and Le Mans in 1959.

This was a period of extremely rapid development in racing cars, and as the 250 Tour de France (and its competition) evolved, Ferrari identified areas for improvement to be addressed by its eventual successor, namely all of them. The most fundamental change was a reduction in wheelbase from 2,600mm to 2,400mm, aimed at making the car more agile. This also provided the new car’s name, 250 GT SWB (short wheelbase). The other major chassis update was a switch from Houdaille lever arm shock absorbers to telescopic ones. Braking was significantly improved by a switch from drum brakes to discs, while the 3.0 liter V12 was also significantly revamped. The heads were significantly revised to improve flow: sparkplugs were relocated from inside the V of the engine to the outside for better combustion and easier access, while the valvetrain was switched from mousetrap style valve springs to conventional ones. The overall state of tune was more aggressive and power increased by nearly 25% despite the displacement remaining the same.

All of this was clothed in a more aggressive, compact body whose design had actually been presaged on a few late examples 250 Tour de France, retrospectively referred to as interim cars. These cars appeared in the first half of 1959 and closely resembled what would become the definitive 250 SWB design, albeit with small quarter windows on the rear sail panels, which were deleted on the SWB when its wheelbase was reduced to 2,400mm. Seven interim cars were built, two of which raced at Le Mans in 1959 in order to provide early data about the forthcoming SWB’s aerodynamic performance. Another of the interim cars was responsible for the 250 TdF’s final Tour de France victory in September 1959.

Less than a week later, at the Paris Auto Salon, the 250 SWB debuted. The car quickly proved its worth on track, sweeping the GT class at Le Mans the following year, which was good enough for 4th overall. The SWB also went on to win the Tour de France Automobile three times on the trot (1960-62) and also the Goodwood Tourist Trophy in both 1960 and 1961, both times driven by Sterling Moss, who described the car as “quite difficult to fault.” The SWB also won the 1961 GT class Constructor’s Championship.

The SWB was available in two basic trims: road and competition. The latter had fully aluminum bodywork while the road cars had aluminum doors and front and rear deck lids but were otherwise constructed of steel. Road cars tended to have bumpers and a bit more interior trim as well. Competition spec SWBs had hotter engines with higher compression ratios and larger carburetors, although it was possible to order this engine in a steel car. As production kicked off, a high proportion of the SWBs built were Competition spec cars in an effort to get them into the hands of racers who would be defending Ferrari’s honor on the world’s circuits. As production progressed, a larger proportion of the cars produced were road cars. In all, about 164 examples were built, of which fewer than 75 were Competition spec.

The cars evolved continuously throughout production, with numerous detail changes including the addition of vents on the front and rear fenders, a license plate recess on the trunk lid, and cabin extractor vent on the rear windscreen. This particular car is a relatively early production example, among the first equipped with fender vents. It is a Competition spec car with aluminum bodywork, external competition type fuel filler, and the Competition engine, having been originally delivered with 40 DCL Weber carburetors. It was completed in May of 1960 and sold new to a resident of Turin. The car remained in Italy until 1967, at which point it was exported to California, where it remained in the care of a single long-term keeper for over 35 years. It then passed to a prominent collector, who used it for driving events on both sides of the Atlantic.

After that, he had the car cosmetically and mechanically restored by Brian Hoyt’s Perfect Reflections and Wayne Obry’s Motion Products respectively. Both are legendary names in industry and the quality of their work earned the car a Platinum at Cavallino and also saw the car displayed at Villa d’Este and the Pebble Beach Concours d’Elegance. Having achieved all that, the car was then sold on to another prominent collector in the United States. In more recent years, the car has received a 3.5 liter 6 carb engine built by the legendary firm Roelofs Engineering, which is backed by a 5-speed GTO gearbox. The original powertrain has of course been retained and the car was Classiche certified prior to this work.

The resulting car absolutely rips and is a sensational driver’s car that must be experienced to be believed. It remains in superb cosmetic condition and is complete with Classiche Red Book, Massini Report, copies of the factory build sheets, and extensive documentation pertaining to the decades of enthusiastic ownership.

No items found.
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