Europa GT Berlinetta

1955 Ferrari 250 Europa GT Pinin Farina Berlinetta s/n 0383GT

Between 1954 and 1955 Ferrari and Pinin Farina created several lightweight aluminium bodied cars, the Europa GT Berlinettas, with rounded shapes and improved aerodynamics.^[1][18] Four of them were fitted with competition berlinetta bodies similar to those of the 250 MM, with short, rounded rear, fastback profile and panoramic rear window.^[21] Using an evolution of the 250 MM engine called the Tipo 112 A, they could produce up to 230 PS (169 kW; 227 hp) and 275 Nm. Even though the cars were competition-ready, none of them scored any major victories and mostly were denied any track use.^[22]

S/n 0369GT, was the first of the Berlinetta Speciale series and the only one from 1954, it was destroyed in 1958.^[23]

The Berlinetta Speciale, chassis 0383GT, was created in 1955 as a second car in the series. Body, similar to the 250 MM, had no rear louvres and only small vents on the front fenders. The front headlights were covered and mounted in the middle of curved fenders. It combined a type 508 chassis with type 112 A engine, and is considered as the first ‘Tour de France’ Berlinetta prototype.^[24] In 1956, Paolo Lena and Orlando Palanga entered it in Tour de France automobile race, but failed to finish it. Later the same year, Lena managed a second in class and third overall at the Serravalle–San Marino hillclimb and a third place at Coppa InterEuropa GT race on Monza. From 1958, Frank Adams campaigned the car in the United States, winning the SCCA Bridgehampton preliminary GT race.^[25][26]

S/n 0385GT was a third Berlinetta Speciale, finished in silver and presented at the 1955 Turin Motor Show. Just as some of the competition models, this car did not have any sort of boot lid. It was later sold to the President of the Italian Automobile Club.^[27]

Europa GT Berlinetta s/n 0393GT

S/n 0393GT was the last of the series and the only with a different body style. Instead of a short rounded rear portion, it featured prominent double-stepped rear fins, reminiscent of the 375 MM Pinin Farina Coupé Speciale s/n 0490AM. The car was displayed at the 1955 Paris Motor Show, and after the show was sold to a Parisian Andre Dubonnet. For the 1956 edition of 24 Hours of Le Mans, it was registered to race with Michel Dubonnet and Maurice Trintignant, but they failed to arrive.^[28][29]

Europa GT Competizione

Ferrari 250 Europa GT Competizione s/n 0403GT

Competizione s/n 0415GT

Competizione, 'Tour de France' prototype s/n 0425GT

Later in 1955, Ferrari and Pinin Farina produced another three special bodied cars that are often also regarded as prototypes for the upcoming 250 GT Berlinetta ‘Tour de France’ models produced between 1956 and 1959.^[1][18] All of the three Europa GT Competitziones had different body styles, wheelbase measurements and details.^[30]

The first Competition Berlinetta Speciale, s/n 0403GT, was bodied in alloy by Pinin Farina on a 2,530 mm (99.6 in) wheelbase. The rear section, that incorporated boot lid, fins and rear window, was created in the style known from the 375 MM Coupé Speciale, s/n 0456AM, for actress Ingrid Bergman. The car also sported a type 342 rear axle.^[31][32]

The second car of the series, chassis 0415GT, was bodied in the 250 MM style, with short rear and fastback profile. Lightweight aluminium body was based on a shorter, 2,480 mm (97.6 in), wheelbase. It received an uprated type 112 A engine and was raced briefly by Marquis Alfonso de Portago and later Gleb Derujinsky in the United States.^[33] De Portago's only race in Nassau yielded a fourth place overall.^[34][35]

S/n 0425GT was the last of the series. Designed and bodied either by Pinin Farina or Scaglietti on a 2,480 mm (97.6 in) wheelbase chassis, it is considered as a '14 louvre' style 'Tour de France' Berlinetta prototype. In 1956 it was presented at the Geneva Motor Show and later at the Turin Motor Show, but despite being a competition car, it never raced, and by 1959 was exported to the United States.^[36][37]

Boano Coupé

When Ferrari planned the sales increase of the 250 GT Coupé, it became clear that Pinin Farina fell victim to its own success and had to expand to keep up with the body production demands. Ferrari built chassis in an already expanded factory and in a more or less standardized manner.^[7]

Pinin Farina's current facilities at Corso Trapani in Turin were not big enough to accommodate a semi-series production. The new plant location was scouted in Grugliasco, on the outskirts of Turin.^[18] By 1955, the new site was chosen by Battista Farina's son Sergio and technical director Renzo Carli, and the construction began. Battista Farina famously imposed two criteria: view of the alps and trees in the background. With this expansion Farina would also steer the management towards the younger generation, namely his son.^[41]

Felice Mario Boano established his coachbuilding company with his son Gian Paolo and partner Luciano Pollo, as 'Carrozzeria Boano' at Via Collegno in Grugliasco in 1954, after he had left Carrozzeria Ghia in 1953. Boano and Giorgio Alberti bought out the Carrozzeria Ghia a decade earlier after the death of Giacinto Ghia.^[42] Boano received the contract to produce the bodies and interiors for the 250 GT Coupé and Pinin Farina would meanwhile build their new factory. Boano imposed some aesthetic changes to the design and removed the kick-up behind the doors and lower the roofline slightly.^[41]

Production

1956 Ferrari 250 GT Coupé Pinin Farina, 1st prototype s/n 0429GT. Pinin Farina interior (rightmost photo)

Mario Boano not only owned a design studio located in Turin, but also had a factory in Brescia that was able to receive and complete large orders. Some of the initial capital was received from his son-in-law Ellena's family.^[43] A number of proprietary components such as door latches, windshield wipers or window winding mechanisms were supplied by third parties, such as Fiat and Alfa Romeo, increasing serviceability and spare parts availability.^[4] Neither Boano nor Ellena had any identifying script or emblem on their cars, unlike Pinin Farina, because they acted as subcontractors.^[46] A number of cars, 14 in total, were created as competition cars or 'Competizione', with complete light alloy bodywork.^[47][48]

Notable examples

Chassis 0429GT was the first example produced by Pinin Farina in 1955. It featured a steel body with light alloy opening panels, hood and doors. Chassis was of a 508 type, combined with an engine tipo 112, carried over from the Europa GT. The car was presented at the 1956 Geneva Motor Show.^[49]

S/n 0443GT, completed in 1956, was one of the lightweight, all-alloy ‘Competizione’. It was sold to a French customer, Jean Estager, who campaigned the car for a couple of years, winning classes in Rallye des Alpes and Col du Perthus. Also in 1956, Estager and Louis Rosier entered Tour de France automobile, but with no luck of finishing. In 1957 Jean Estager with Lucille Estager scored a second place overall and class victory at the Rally Akropolis.^[50]

1955 Ferrari 250 GT Coupé Boano 'low-roof' Competizione s/n 0447GT

Chassis 0447GT, was another Competizione, bodied in alluminium by Boano, even though it had a Pinin Farina body number assigned. Under the bonnet was a type 112 engine.^[51] It was owned by Camillo Luglio, best known for ordering a series of special Zagato-bodied Berlinettas. He and Elfo Frignani entered it in the 1956 Mille Miglia, but did not finish the race. Later the same year, Luglio won a third place and a class victory at the Trofeo Internazionale della Sardegna. After its competition stint, the car was updated to the ‘unbroken waistline’ of other Boano creations.^[52]

Boano interior

S/n 0627GT was originally a steel-bodied coupé, that was converted in 1959 by Scaglietti as a California Spyder ‘LWB’ under the ownership of an American actor James Cagney.^[53]

Speciale

S/n 0461GT was the first Carrozzeria Boano-bodied Ferrari. Styled by Felice Mario Boano as a one-off cabriolet based on the type 508 chassis. The car was created between 1955 and 1956, and when presented to Enzo Ferrari had cemented their credentials as a competent coachbuilder to receive the Coupé production contract.^[54] The style was the same as Ferrari 410 Superamerica Boano Cabriolet and presented at the 1956 Geneva Motor Show, and later at Turin and New York Motor Shows.^[55]

Chassis 0531GT was given a unique bodywork from Boano.^[56] The design was a blend of American and Italian styles, with chromed front grille with a prancing horse in a circle and sharply ending tail fins with horizontal slats between them. Exterior colour was copper with silver accents.^[57]

GTO Prototype

Main article: Ferrari 250 GTO § Prototypes

Ferrari 250 GTO prototype in 1961

Some sources indicate that chassis 0523GT was used as basis for a Ferrari 250 GTO prototype, although other sources state that a 250 GT SWB chassis may have been used.^{[58][59][60][61][62][63]} This prototype was known as "Il Mostro" by the Ferrari team, the "Anteater" by the press and was also nicknamed "Papero" by Giotto Bizzarrini, the chief designer of the project. Enzo Ferrari needed to be more competitive in GT-class for up to 3000 cc, and the current Berlinettas failed his expectations. Ferrari challenged Bizzarrini to create a new competition car that could beat Carlo Chiti's Sperimentale Berlinetta s/n 2643GT, and in complete secrecy from Chiti and Scaglietti. Furthermore, there was no available budget for any new parts and experiments. Giotto Bizzarrini started work on an old company car, the 250 GT Coupé Boano, that has been Enzo Ferrari's personal car up to 1957.^[64]

The wheelbase was shortened to the Berlinetta SWB measurements of 2,400 mm (94.5 in), and the chassis was strengthened to improve stiffness. The weight distribution was improved by moving the engine back and lowering it. The body was hand-crafted without any help of Scaglietti due to secrecy of the project, and so it remained in unpainted aluminium-alloy.^[64]

Very important innovations were applied to the aerodynamics of the car. Both by lowering the front of the car and also by improving the air-flow through the engine compartment. Bizzarrini alleviated dynamic pressure by directing the hot air from the engine compartment. This led to the creation of the iconic triple opening portholes in the front of the car that were so characteristic for the production GTO. They were used to divert air to the sides of the engine compartment to minimise pressure.^[64]

Willy Mairesse was able to test the car at Monza within two months of the beginning of the project. Further tests by Stirling Moss proved very successful even though the car used a wet sump lubrication system. Moss was able to beat the Berlinetta times by four–five seconds a lap. The project would later become the 250 GTO. In the end Enzo Ferrari ordered the car to be destroyed as a result of 'The Great Walkout' by the end of 1961, and did not want Bizzarrini to keep the car.^[64]

Ellena Coupé

1958 Ferrari 250 Coupé Ellena, ‘high-roof’

In 1957 Mario Boano was invited to run the Fiat Centro Stile as a chief stylist. He passed the body production work to his son-in-law, Ezio Ellena, and his former partner Luciano Pollo. They renamed the company Carrozzeria Ellena, and continued to coachbuild Ferrari coupés. Carrozzeria Ellena ultimately closed down in 1966.^[42][41]

Ellena interior

The new series of cars from Carrozzeria Ellena will be known as the ‘250 GT Coupé Ellena’, and apart for some early examples, can be identified by a raised roof line and an absence of quarterlights. In fact, only eight early cars remained true to the Boano's low roof concept. Ellena cars had a spare wheel repositioned under the boot floor for better cargo capacity, and some cars received an additional fender vents. Other changes included a standard shift gate, as on some Boano cars the gate was reversed. Cabin heater was standard with no extras listed. Cars also received bigger brakes for everyday usability and stopping power.^[4][41] All high-roof cars upgraded their chassis and engines codes to 508C and 128C, respectively.^[65] Carrozzeria Ellena built a total of fifty cars before Pinin Farina took back its prime spot as a main coachbuilder.^[40]

Notable examples

A number of cars were converted into an open sports racers or Berlinettas along the way.^[40] With particular example s/n 0757GT, converted into an exact replica of a ‘Double Bubble’ Berlinetta Zagato by Carrozzeria Zagato in the 1990s.^[66]

Speciale

1957 Ferrari 250 GT Pinin Farina Coupé Speciale s/n 0725GT

Chassis 0725GT received a special coachwork by Pinin Farina. Designed as a close copy of their 4.9 Superfast s/n 0719SA, with long low bonett, wide oval grille and three rear louvre vents. Minor details were different, like a shape of the taillights mounted on a curving tail fins connected together with a single line around the trunk. It was sold new to Prince Bernhard of the Netherlands.^[67]

S/n 0751GT was another unique Ferrari ordered by Princess Lilian, Princess of Réthy of Belgium.^[68] The Coupé Speciale body was inspired by then current 410 Superamerica series, with elements of 250 GT Cabriolet and many distinct features. The front was elongated and the grille was flat and wide with small protruding bumperettes on each end. Headlamps were coverent in a competition berlinetta style. The rear fenders had squared fins with geometric tail lights. Contrary to similar Pinin Farina projects, this car was devoid of the rear louvre vents. Many design features would be soon seen on the production 250 GT Coupé by Pinin Farina. In January 1958, the Coupé Speciale was delivered to the Princess’ Waterloo home.^[69]

Princess de Réthy was renowned for her charitable work and while visiting a hospital, met with an American cardio-vascular surgeon Dr. Michael DeBakey, known for his surgery on the Shah of Iran. His brother Ernest was also a Ferrari enthusiast. Princess decided to bestow on him her Coupé Speciale as a gift, which he politely refused, but by the end of the year he received the car upon his return home.^[69][70]

Specifications

Boano-built series of Coupés saw a transition from type 112 Europa GT Colombo-designed V12 engine, to the type 128B introduced in 1956, and then 128C for Ellena. Early Pinin Farina-bodied cars still carried over the type 112 engine.^[47] The type 128 engines were now rated at 240 PS (177 kW; 237 hp). New were also triple 36DCF Weber carburettors.^[40]

Chassis setup remained the same, only with updated internal codes corresponding to new engine types.^[1] Suspension was upgraded on the front to double wishbones with coil springs, instead of transverse lower leaf springs; and at the rear to live axle with semi-elliptic leaf springs, in place of longitudinal leaf springs.^[39]

Development

Rear view

History

Carrozzeria Pinin Farina was in cooperation with Ferrari as a coachbuilder since 1952. From that time only small bodywork orders were realized. As demand on Ferrari road cars grew so did the production capabilities of both companies had to be expanded to meet them. Unable to fulfill a large contract Pinin Farina decided to build a brand new factory in Grugliasco, on the outskirts of Turin.^[4]

Pinin Farina interior

Production

After the subcontract of Boano and Ellena ended by 1958, Pinin Farina was ready with a new Coupé design and a new factory to increase body production. The Ferrari 250 GT Coupé Pinin Farina would be the largest volume Ferrari model up to that time.^[4] The change from an artisan-type construction to a semi-industrialised type meant that the car's shape had to be designed with greater simplicity of body production.^[72]

Type 128D Colombo 3.0-litre V12 engine. Twin distributors and three Weber carburettors visible.

Design

Initially, two or three prototypes were constructed with panoramic rear window, a shape that was well established in Pinin Farina style, and very slight kick-up fenders. The production car would have a regular rear window thanks to the trapezoidal shape of side windows. Front of the car was long and flat with a wide grille, a far evolution from the dominant ’egg-crate’ style of Europa GT. Because of the lower front bonett the optical groups protruded more distinctly. Side flanks were flat and undisturbed only divided vertically by a dihedral line.^[72] The fastback profile of the predecessors was replaced with a ‘notch back’ style. The simplistic design was accented by a lack of additional ornamentation. Overall the design was commended for being well proportioned.^[73]

Ferrari 250 GT Coupé Pinin Farina. An example without a hood scoop.

The new design was first shown to the press in June 1958, and later launched at the Paris Motor Show, in October the same year. Before that it was secretly entered in concours d’elegance in Antibes.^[74]

Notable examples

Chassis 0797GT was the first prototype, completed in 1957, it featured side vents and a panoramic rear window.^[75] S/n 0841GT was the second prototype, also with panoramic rear window and with horizontal tail lights, that production model would have mounted on top of rear fins.^[76] Chassis 0843GT wa the third prototype.^[77]

S/n 1499GT completed in late 1959 was the first Coupé with factory fitted disc brakes.^[78]

Notable conversions

As values of the 250 GT Coupés dropped, some cars were either parted out for spares or relatively inexpensively converted into other creations, replicas or competition models. Some were even scrapped. It is estimated that only half may be still surviving.^[73]

Period conversion by Piero Drogo's Carrozzeria Sports Cars, s/n 0977GT

S/n 0977GT was rebodied in period as a fastback coupé Piero Drogo's Carrozzeria Sports Cars for Pierre de Siebenthal and bodied in full lightweight alloy. Very narrow grille stretched almost the full width of the front.^[83] A previously crashed Coupé s/n 1717GT from 1960, had its chassis shortened by Vaccari workshop in 1965 and was rebodied by Piero Drogo's Carrozzeria Sports Cars to resemble a 250 GTO. Engine received six Weber carburettor upgrade. Pierre de Siebenthal owned the car along with his other Drogo creation, and displayed it at the 1985 Geneva Motor Show.^[84]

In 1967 Tom Meade took the Coupé s/n 1065GT, rebodied completely with his own design and dubbed it ‘Thomassima III’. The car also featured a gullwing doors.^[85]

The chassis taken from s/n 1393GT was rebodied by Fantuzzi as a 250 Testa Rossa.^[86]

Chassis 1623GT was rebodied in 1964 by Neri and Bonacini from Modena as a "Nembo Coupé" for Tom Meade in lightweight coachwork.^[87] S/n 1777GT was rebodied in 1965 by Neri and Bonacini, as Nembo Spyder. Car was created for Tom Meade's customer, Sergio Braidi. The unique styling was a combination of 275 GTB and 250 GTO. Engine was modified with six double-barrel Weber carburettors.^[88]

Specifications

Engine

Throughout the production run of the Pinin Farina Coupé, the Colombo V12 engine received numerous upgrades. The original type 128C with a single distributor and an 'inside plug' was updated to twin distributor type 128D, still with an 'inside plug' and siamese inlet ports. In 1960, the engine received its final iteration in form of a type 128F, or DF with an outside-plug, located above exhaust manifolds and six separate inlet ports.^[71][74] Fuel was fed by three 36DCZ3 Weber carburettors. Some were later upgraded to type 40DCL6. Maximum power was still rated at 240 PS (177 kW; 237 hp).^[72]

Chassis

Chassis codes corresponded with the engine types. The biggest update was an installation of disc brakes made by Dunlop in late 1959. Offset shifter was replaced by a central shift with electrically operated overdrive made by Laycock de Normanville.^[4] Brakes were servo-assisted thanks to a company called Bendix. Telescopic dampers were introduced in place of lever type. Most of the improvements were much needed and welcomed as they increased usability and serviceability greatly.^[71][74][72]