THE FERRARI 250 GTO

Credit: Ferrari 

Why does this Ferrari still prevail, seemingly above all others? Partly because the GTO represents the end of the legendary 250 GT bloodline.

But it was also a Ferrari that competed with awesome reliability and success in world sports car racing in an era when the series was the equal of Formula One in terms of popularity and financial importance.

Gioachino Colombo’s engine was now a competition veteran: a 60° V12, twin overhead camshaft, 2953cc masterpiece, producing 300bhp. Six twin-choke Weber carburetors sat in the center of the engine’s V, mounted on magnesium-alloy inlet manifolds; the cylinder block was cast in a brand of aluminum called Siluminum, with cast-iron wet cylinder liners, and there was dry sump lubrication.

The crank was machined from a single steel billet, as were the con rods. A five-speed, all-synchromesh gearbox was another new addition. The chassis used a tubular steel frame, but pick-up points meant that the gearbox, radiator, and fuel and oil tanks sat lower in the chassis to improve the center of gravity.

Most GTOs had two cooling air intakes in the front wings; some had three. Chassis rigidity was boosted thanks to bracing bars and sill members, and there was a roll hoop.

The live axle was an engineering throwback, but there were disc brakes all round, and an aluminium shield protected its floor. Borrani wheels with alloy rims and steel spokes were wrapped in Dunlop rubber. The GTO used recirculating ball steering. But it was the bodywork that most needed to be modified to keep pace with fast-moving rivals, including the Jaguar E-type (a car Enzo Ferrari hugely admired).

These were early days for aerodynamics, and the GTO’s body was revised to cut lift at the front and improve downforce at the rear. Two prototypes presage the first full production car; one was tested by Stirling Moss at Monza in 1961.

The project was overseen by Giotto Bizzarrini (shortly before his ejection in the infamous “palace revolution”), so Enzo Ferrari asked Sergio Scaglietti to finish work on the car.

The 250 GTO was shown to the media during Ferrari’s annual press day on 24 February 1962. A young Mauro Forghieri was now in charge of development, while Giancarlo Baghetti tested the GTO extensively at Monza, where it proved to be impressively fast.