| Ferrari 250 GTO | |
|---|---|
_2.95.jpg) 1963 Ferrari 250 GTO (chassis 4153GT) | |
| Overview | |
| Manufacturer | Ferrari |
| Production | 1962–1964 (36 produced) |
| Designer | |
| Body and chassis | |
| Class | Sports car |
| Body style | 2-doorberlinetta |
| Layout | FR layout |
| Related | |
| Powertrain | |
| Engine |
|
| Power output |
|
| Transmission | 5-speedmanual |
| Dimensions | |
| Wheelbase | 2,400 mm (94.5 in) |
| Length | 4,325 mm (170.3 in) |
| Width | 1,600 mm (63.0 in) |
| Height | 1,210 mm (47.6 in) |
| Curb weight | 880–950 kg (1,940–2,094 lb) |
| Chronology | |
| Predecessor | Ferrari 250 GT SWB |
| Successor | |
TheFerrari 250 GTO is agrand tourer produced byFerrari from 1962 to 1964 forhomologation into theFIA'sGroup 3 Grand Touring Car category. It was powered by Ferrari'sTipo 168/62 Colombo V12 engine. The "250" in its name denotes thedisplacement in cubic centimeters of each of its cylinders; "GTO" stands forGran Turismo Omologato,Italian for "Grand Touring Homologated".[4][5][6]
Just 36 of the 250 GTOs were manufactured between 1962 and 1964. This includes 33 cars with 1962–63 bodywork (Series I) and three with 1964 (Series II) bodywork similar to theFerrari 250 LM. Four of the older 1962–1963 (Series I) cars were updated in 1964 with Series II bodies.
When new, the 250 GTO cost $18,000 in the United States, with buyers personally approved by Enzo Ferrari[7][8] and his dealer for North America,Luigi Chinetti.[citation needed] This model has since become highly desired by automobile collectors and sales have repeatedly set price records.[9][10][11][12] The current record for world's most expensive Ferrari was set in June 2018 when a 1963 250 GTO (chassis 4153GT) was sold in a private sale for $70 million.[13]
In 2004,Sports Car International placed the 250 GTO eighth on their list of Top Sports Cars of the 1960s, and nominated it the top sports car of all time. Similarly,Motor Trend Classic placed the 250 GTO first on a list of the "Greatest Ferraris of All Time".[14]Popular Mechanics named it the "Hottest Car of All Time".[15]
The 250 GTO was designed to compete inGroup 3 GT racing, where its rivals would include theShelby Cobra,Jaguar E-Type andAston Martin DP214.[16] The development of the 250 GTO was headed by chief engineerGiotto Bizzarrini. Although Bizzarrini is usually credited as the designer of the 250 GTO, he and most other Ferrari engineers were fired in 1962 due toa dispute with Enzo Ferrari. Further development of the 250 GTO was overseen by new engineerMauro Forghieri, who worked withScaglietti to continue development of the body.[5] The design of the car was a collaborative effort and cannot be ascribed to a single person.
The mechanical aspects of 250 GTO were relatively conservative at the time of its introduction, using engine and chassis components that were proven in earlier competition cars. The chassis of the car was based on that of the250 GT SWB, with minor differences in frame structure and geometry to reduce weight, stiffen and lower the chassis. The car was built around a hand-welded oval tube frame, incorporatingA-arm front suspension, rearlive-axle withWatt's linkage,disc brakes, andBorrani wire wheels. The engine was the race-proven Tipo 168/62 Comp. 3.0 L (2,953 cc)V12 as used in the250 Testa Rossa Le Mans winner. An all-alloy design utilizing adry sump and six 38DCNWeber carburetors, it produced approximately 300 PS (296 bhp; 221 kW) at 7500 rpm and 294 N⋅m; 217 lbf⋅ft (30 kg⋅m) at 5500 rpm oftorque. The gearbox was a new 5-speed unit withPorsche-typesynchromesh.[5]
Bizzarrini focused his design effort on the car's aerodynamics in an attempt to improve top speed and stability. The body design was informed by wind tunnel testing atPisa University as well as road and track testing with several prototypes. The resulting all-aluminium bodywork had a long, low nose, small radiator inlet, and distinctive air intakes on the nose with removable covers. Early testing resulted in the addition of a rearspoiler. The underside of the car was covered by a belly pan and had an additional spoiler underneath formed by the fuel tank cover. The aerodynamic design of the 250 GTO was a major technical innovation compared to previous Ferrari GT cars, and in line with contemporary developments by manufacturers such asLotus. The bodies were constructed byScaglietti, with the exception of early prototypes with bodies constructed in-house by Ferrari or byPininfarina (in the case of s/n 2643 GT). Cars were produced in many colours, with the most famous being the bright red "Rosso Cina".[5]
Theminimalist interior of a 250 GTO reflects the car's racing intentions. There is no speedometer, seats are cloth-upholstered, and neither carpeting nor a headliner was installed. Cockpit ventilation is via exterior air inlets.[5] The exposed metal gate defining the shift pattern became a Ferrari tradition maintained in production models until replaced by steering column-mounted paddle shifters in the 2000s.[17]
As the 250 GTO was heavily derived from the earlier250 GT Berlinetta SWB, Ferrari engineers constructed two 250 GTO prototypes in 1961 by converting existing chassis of this type.[4][5]
The first prototype, designated in official photos as the1961 Ferrari 250 GT Le Mans Berlinetta Sperimentale, was constructed from chassis 2643GT, originally a 1961 250 GT SWB. It was built to competition specification, which included a reinforced chassis, a competition gearbox and aTipo 168/61 3.0 L engine tuned to 300 bhp, equipped with dry sump lubrication and six Weber 38 DCN carburetors. Pininfarina constructed a new lightweight aluminium alloy body for this prototype, which resembled that of the400 Super America coupe. 2643GT was entered by Scuderia Ferrari in the1961 24 hours of Le Mans, driven byFernand Tavano andGiancarlo Baghetti. Although they were running as high as 8th overall, they were forced to retire at 4:45 am on Sunday morning due to engine failure.[18] During the course of the race, Ferrari engineers gathered information about the performance of the car which was used to modify and improve it, including the addition of a rear spoiler. During the Le Mans race, 2643GT suffered from high-speed instability, possibly due to the front end design.[4][5] Following Le Mans, 2643GT returned to the factory, where it was used for more testing. The prototype raced again at the1962 Daytona Continental 3 hours, where it placed 4th overall and 1st in the GT class driven byStirling Moss.[4][19] Subsequently, it was sold toN.A.R.T. and a succession of private owners.[4][20]
The second prototype was also constructed from a donor car, although sources disagree on the chassis number and type. Several older sources mention the donor as a 1960 250 GT SWB, chassis 2053GT.[4][5][21] Alternatively, other sources have claimed that a250 GT Boano (0523GT) or a 1959 250 GT SWB (1791GT) was used as the donor car.[22][23][24][25] This prototype was created entirely by the Ferrari factory's racing department under the oversight of Giotto Bizzarrini, including the bodywork. The original chassis was extensively modified, including relocation of the engine mounts lower and further back in the frame. A competition-specification engine was fitted, including six Weber 38 DCN carburetors. The bodywork seen on the second prototype in period photos was rough, unfinished aluminium. The body's ungainly appearance lead the Ferrari team to nickname it "Il Mostro" (the Monster) and the press to call it "The Anteater". Hammer marks, weld beads and bolted or riveted panels could be seen throughout, evidence of the continual modifications performed during factory testing in 1961. Although the body was crudely formed, it displayed features that would be seen in the production 250 GTO, including the overall profile of a low hood and high rear, triple front air intakes, engine bay cooling slots in the front fenders and plexiglass-covered headlights. The interior was hastily constructed and even more minimal than in the production 250 GTO, with scattered instrumentation and a bare aluminium dashboard.[4][5]
The second prototype was tested atMonza in September 1961 by Stirling Moss. Results were promising, as the prototype was able to lap the circuit faster than a 250 GT SWB. However, the high speed stability issues seen during testing of the first prototype remained. Shortly after this test, construction of the first production 250 GTOs began in late 1961 with chassis 3223GT and 3387GT.[4][5]
As the prototype was no longer needed for testing, the experimental body was scrapped. Regardless of the identity of the chassis, sources are in agreement that the second GTO prototype was either partially or entirely scrapped and is no longer extant in its 1961 form. If 2053GT was indeed the chassis, it was then given a 250 GT SWB style body and sold toJacques Swaters. 2053GT crashed during the1962 Nürburgring 1000 km and was then rebodied byCarrozzeria Sports Cars. Subsequently, 2053GT was totally destroyed in an accident at the 1964 Spa 500km.[4][21][5][25]
Handbuild production, updates, and repairs throughout each car's competition history result in differences both visible and invisible between individual 250 GTOs. Variance in air intake/vent configuration is common among cars. Modifications to the original bodywork were performed by the factory, Scaglietti, or other body shops, usually after crashes or according to a racing team's wishes.[5]
In 1964, Ferrari tasked Mauro Forghieri and Mike Parkes with redesigning the 250 GTO's bodywork, resulting in what became known as the GTO '64 (or Series II). Three new cars were produced to the 1964 specification, and four earlier 250 GTOs were retrofitted to it by the factory.[5] This redesign was intended to maintain the GTO's competitiveness for one more year, as theFIA decided to not approve the250 LM for GT-class racing during the 1964 season. The Ferrari engineers incorporated many of the 250LM's aerodynamic features into the 1964 GTO. This resulted in a visual similarity between the two models, even though the GTO does not share the 250LM'smid engine rear wheel drive layout. The factory also made minor modifications to the engine, gearbox, chassis, suspension and interior. Despite these changes, the overall performance improvement was slight. The GTO '64 still saw some racing success with factory and privateer teams, including an overall win atDaytona in 1964 byPhil Hill andPedro Rodriguez driving forNART.[26][27][28]
Three 330 GTO specials were made using the 250 GTO chassis and body fitted with400 Superamerica 4.0-liter motors. Distinguished by a larger bonnet bulge, these cars were used briefly for racing and testing byScuderia Ferrari before being sold to private customers.[29] Some sources include these cars in the total number of 250 GTOs produced, increasing that number from 36 to 39.
The330 LMB is sometimes considered a GTO variant.[30] These cars used a 4.0-liter 330 motor and a modified250 GT Lusso chassis/body. Four were produced in 1963.
Three275 GTB/C Speciales were built in 1964/65. Despite their origins as competition versions of the 275 GTB, they are sometimes considered developments of the 250 GTO due to similarity of configuration and bodywork.[31][32]
TheFerrari 250 GT SWB Breadvan was a one-off racing car designed forScuderia Serenissima by Bizzarrini after his departure from Ferrari. It was developed specifically to compete against the then-new 250 GTO. Although based on the earlier 250 GT Berlinetta SWB, the Breadvan provided an opportunity for Bizzarrini to develop the ideas he had first explored with the GTO, such as lower and more aerodynamic bodywork, incorporation of a dry sump, and radical lightening of the entire car.
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The 250 GTO's racing debut was at the 196212 Hours of Sebring, driven by AmericanPhil Hill (the Formula One World Driving Champion at the time) and BelgianOlivier Gendebien. Although originally annoyed that they were driving a GT-class car instead of one of the full-race250 Testa Rossas competing in the prototype class, the experienced pair impressed themselves (and everyone else) by finishing second overall behind the Testa Rossa ofBonnier andScarfiotti.[33]
Ferrari would go on to win the over 2000cc class of the FIA'sInternational Championship for GT Manufacturers in 1962, 1963, and 1964,[34] the 250 GTO being raced in each of those years. 250 GTOs also won the 1963 and 1964Tour de France Automobile, marking Ferrari's nine year dominance of that race.[4]
During the 1962-1964 racing seasons, only a few other GT-class models were consistently competitive with the 250 GTO. These were theJaguar E-type,Aston Martin DB4 GT Zagato,DP212,DP214, andDP215, and theAC Cobras. In addition to official Scuderia Ferrari entries, many 250 GTOs were also raced by independent racing teams and private drivers. During this time it was therefore common for 250 GTO drivers to compete against other 250 GTOs.[4] The 250 GTO was one of the last front-engined cars to remain competitive at the top level of sports car racing.
The 250 GTO gradually passed into obsolescence following the 1964 season. Scuderia Ferrari withdrew the 250 GTO from its racing activity by 1965, leaving only a few independent teams and private owners to campaign it in endurance races, rallies and hillclimbs. By 1967, the 250 GTO was almost entirely absent from international racing, with only a few rally and hillclimb results during that year. Prior to the development of the 250 GTO collector market and associated vintage racing and show events, some of the surviving 250 GTOs were used in regional races, while others were used as road cars.[4]
FIA regulations in 1962 required at least one hundred examples of a car to be built in order for it to behomologated for Group 3 Grand Touring Car racing.[35] Ferrari built only 36 250 GTOs (33 of the 1962-design Series I cars and three 1964-design Series II cars, with revised bodywork). The additional three "330 GTO" cars with the four-litre330 engine —recognizable by the large hump on the bonnet— are sometimes included in the overall production number, bringing the total to 39. It became a popular myth that when FIA inspectors showed up to confirm that 100 examples had been built, Enzo Ferrari shuffled the same cars between different locations, thus giving the impression that the full complement of 100 cars was present.[36] In reality, no deception was required, as the production of the 250 GTO was covered by the homologation of the earlier 250 GT Berlinetta SWB model. These homologation papers were issued in 1960, but extensions were applied for and accepted multiple times between 1961 and 1964, allowing Ferrari to add modifications not covered under the original specification, including changes to the engine, transmission, and suspension.[4] Additionally, since more than 100 bodies had been built according to the earlier 250 GT SWB specification, FIA regulations allowed a new body to be designed, leading to the development of the new 250 GTO body style.[5] This method of homologation was not unique to Ferrari, as similar methods were used to homologate theAston Martin DB4 GT Zagato and theJaguar E-Type Lightweight.[4]
While the GTO is now arguably the most valuable collector car in the world, it was merely a no-frills used race car in the late 1960s and very early 1970s. Many of the vehicles were offered at or acquired for four-figure (USD) sums. In contrast, restoredDuesenberg Model Js often sold for about $50,000 around 1970.[citation needed]
From the late 1970s to the late 1980s,classic car values rose rapidly and the 250 GTO became the most valuable Ferrari model, touted as theFerrari that most completely embodies the characteristics of the manufacturer. Prices fell substantially during the car market crash of the early 1990s, resulting in lows of $2,700,000 in September 1994 and $2,500,000 in May 1996. Prices began to climb again in the late 90s and have continued to rise through the present day. 250 GTOs have repeatedly broken records for most expensive car ever sold at auction or private sale.[13][9][12][11][10] The current record for world's most expensive Ferrari was set in June 2018 when a 1963 250 GTO (chassis 4153GT) was sold to David MacNeil in a private sale for $70 million.[13] On 25 August 2018,RM Sotheby's soldGreg Whitten's 250 GTO 3413GT at their Monterey auction.[27] The final price inclusive of buyer's fee was $48,405,000, representing a new record for most expensive car ever sold at auction. The previous record was also held by a 250 GTO, 3851GT, which was sold at the Bonhams Quail Lodge auction in 2014.[10][11]
Scarcity and high prices led to the creation of several replica 250 GTOs on more common Ferrari chassis. Misrepresentations of the original cars, offered for sale at full market value, have been reported.[37]
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| Year | Price (USD) | Sold or advertised at this price | Chassis Number (if known) | Notes |
|---|---|---|---|---|
| 1962 | 18,500 | Sold | Selling price from factory when new[7][8][38] | |
| 1965 | 4,000 | Sold | 3851GT | Purchased fromErnesto Prinoth by Fabrizio Violati.[39][40] |
| 1965 | 10,500 | Sold | [citation needed] | |
| 1966 | 7,000 | Sold | 3647GT | Purchased by James McNeil from Robert Sauers in Springfield, Massachusetts.[41] |
| 1968 | 6,500 | Advertised | 15 June, a 1962 example was advertised inAutoweek.[citation needed] | |
| 1969 | 2,500 | Sold | 3223GT | Sold at Kruse International auction. The lowest documented price a GTO ever changed hands for, well below the $6k to $8.5k market price of the time.[citation needed] |
| 1969 | 5,400 | Sold | 3387GT | Purchased by Kirk F. White of Pennsylvania, USA.[42] |
| 1970 | 8,500 | Advertised | 4757GT | Advertised in theLA Times.[citation needed] |
| 1970 | 7,780 | Advertised | Advertised inRoad & Track byTom Meade of Modena, Italy. The 1962 GTO was one of several Ferraris offered by Meade in the ad.[citation needed] | |
| 1971 | 9,500 | Advertised | Advertised by Algar Ferrari inAutoweek[citation needed] | |
| 1971 | 9,900 | Advertised | Advertised inRoad & Track[citation needed] | |
| 1971 | 6,000 | Sold | 3589GT | The car was auctioned by Victoria High School in Texas, US.[citation needed] It had been donated to the school seven years prior.[43] |
| 1971 | 12,000 | Advertised | Advertised by KFW Motorcars in Paoli, Pennsylvania, US.[citation needed] | |
| 1973 | 17,500 | Sold | [citation needed] | |
| 1974 | 28,000 | Sold | [citation needed] | |
| 1975 | 13,000 | Sold | 3387GT | Purchased by Stephen Griswold of Berkeley, California, US.[42] Well under market at the time, even for an unrestored car.[citation needed] |
| 1975 | 35,000 | Advertised | 3223GT | Car was being offered by Stan Nowak between February and April 1975.[citation needed] |
| 1975 | 48,000 | Advertised | Advertised inAutoweek.[citation needed] | |
| 1977 | 71,000 | Sold | 3757GT | Purchased byPink Floyd drummerNick Mason for £35,000, circa November 1977, with proceeds from the albumThe Dark Side Of The Moon.[44] |
| 1978 | 90,000 | Sold | 3987GT | Car in good original condition. Sale occurred circa August 1978, said to be the last known sub-$100k sale.[citation needed] |
| 1978 | 125,000 | Sold | 3387GT | Purchased by Mark De Friece.[42] Car in perfect Concours-ready condition.[citation needed] |
| 1980 | 190,000 | Advertised | 3445GT | Asking price following restoration.[citation needed] |
| 1981 | 285,000 | Advertised | 4091GT | Advertised in various publications.[citation needed] |
| 1982 | 345,000 | Sold | 4757GT | Purchased by Christopher Murray of Rhode Island, US.[45] Price quoted as either $250,000 or $345,000.[46] |
| 1983 | 300,000 | Sold | [citation needed] | |
| 1984 | 500,000 | Sold | [citation needed] | |
| 1985 | 650,000 | Sold | 3987GT | Purchased byRalph Lauren.[47] |
| 1986 | 1,000,000 | Sold | 3589GT | [citation needed] |
| 1987 | 1,600,000 | Sold | 4757GT | Sold at FBI Auction[46] and subsequently entered collection ofJacques Swaters.[45] |
| 1988 | 4,200,000 | Sold | 3589GT | Purchased by Engelbert Stieger of Teufen, Switzerland[43] |
| 1989 | 10,000,000 | Sold | [citation needed] | |
| 1989 | 13,300,000 | Sold | 3909GT | Sold to Takeo Kato of Japan.[48] |
| 1990 | 13,000,000 | Sold | [citation needed] | |
| 1993 | 3,250,000 | Sold | 4219GT | [49] |
| 1994 | 3,500,000 | Sold | 3909GT | Sold to David Morisson of London, UK[48] |
| 1996 | 3,500,000 | Sold | 5095GT | Sold toLee Kun-hee of Seoul, South Korea.[50] |
| 1996 | 3,500,000 | Advertised | 3445GT | Advertised by SMC of La Jolla, California, US.[51] |
| 1997 | 2,200,000 | Sold | [citation needed] | |
| 1998 | 6,000,000 | Sold | 3729GT | [citation needed] |
| 2000 | 7,000,000 | Sold | 3413GT | Purchased byGreg Whitten.[52] |
| 2004 | 10,600,000 | Sold | 3223GT | [53] |
| 2007 | 22,000,000 | Sold | 5095GT | Sold to William Ainscough of the UK.[54][55] |
| 2008 | 22,763,611 | Sold | 5095GT | Sold toJon Hunt of London, UK.[56][55] |
| 2010 | 26,000,000 | Sold | 3943GT | [57] |
| 2010 | 17,700,000 | Sold | 4675GT | Purchased byBBC Radio 2 DJChris Evans. Sale price includes value of cars given in trade, quoted as 17 to 17.7 million USD total value.[58][59] |
| 2012 | 31,700,000 | Sold | 5095GT | Believed to be the largest single car transaction in the UK at the time.[55] |
| 2012 | 35,000,000 | Sold | 3505GT | Sold toCraig McCaw of Washington, USA in a private sale.[9][60][61] |
| 2013 | 52,000,000 | Sold | 5111GT | Sold to an unknown buyer by Paul Pappalardo in a private sale.[12][62][63] |
| 2014 | 38,115,000 | Sold | 3851GT | Sold by the Fabrizio Violati estate at Bonham's 2014 Quail Lodge auction in Carmel, California, USA.[64] |
| 2016 | 56,800,000 | Advertised | 3387GT | Advertised by Talacrest UK.[65] |
| 2017 | 44,000,000 | Sold | 3387GT | Sold by Bernard Carl in private sale toGregor Fisken.[66][67] |
| 2018 | 48,405,000 | Sold | 3413GT | Sold by Greg Whitten in 2018 at RM Sotheby's in Monterey, California, US.[27] |
| 2023 | 51,705,000 | Sold | 3765LM | Sold viaRM Sotheby's New York on 13 Nov 2023.[68] A specialwebsite has been created. |
| 2026 | 38,500,000 | Sold | 3729GT | Bianco Speciale sold viaMecum Auctions Florida on 17 January 2026 to collectorDavid SK Lee.[69] A specialwebsite was created. |
| Chassis No. | Build Date | Factory Spec | Driveside | Factory Colour | Current Location | Comments | |
|---|---|---|---|---|---|---|---|
| 1 | 2053GT | 2 August 1960 | 250 GTO | LHD | Grey with brown stripe then Rosso Cina | Unknown | Prototype of the GTO tested by Stirling Moss in Monza. Badly damaged in the1962 Nürburgring 1000 km, later rebodied byCarrozzeria Sports Cars. Destroyed during the1964 Spa 500km[4][21][5][25] |
| 2 | 3223GT | 19 June 1962 (Developed from 1961) | 250 GTO | LHD | Red/blue | Joseph Barone, USA | First GTO, used for testing and press by the Ferrari factory. First private owner was William McKelvy, who purchased it from Luigi Chinetti Motors in July 1962 for $18,500.[5][70] |
| 3 | 3387GT | 16 March 1962 | 250 GTO | LHD | Blue metallic with central stripe | François Perrodo London, England | Originally shipped to Luigi Chinetti Motors Inc., NY forPhil Hill. Restored by Joe Macari, London in 2019.[71]As of 2019, this chassis was involved in a legal dispute regarding the possession of its original gearbox.[66][67]As of 2021, chassis 3387GT resides in the private collection of oil executive and amateur racing driverFrancois Perrodo[72][better source needed] |
| 4 | 3413GT | 30 April 1962 | 250 GTO | LHD | Rosso Cina/Blue | Harry Yeaggy | First sold to Edoardo Lualdi-Gabardi, who raced it extensively in hillclimbs during the early 1960s. Rebodied by the factory in series II/GTO '64 style during 1964.[73] Sold by RM Sotheby's 26/Aug/18 atMonterey for $48.4M[27][74] |
| 5 | 3445GT | 30 April 1962 | 250 GTO | LHD | Red/Blue | Christopher Cox Chapel Hill, NC, USA | First sold to Luciano Conti of Bologna. Raced byScuderia Serenissima during the early 1960s.[75] |
| 6 | 3451GT | 20 April 1962 | 250 GTO | LHD | Maroon/white roof | Lawrence Stroll Montreal, Canada | Purchased November 1996 via Duncan Hamilton.[76] |
| 7 | 3505GT | 20 April 1962 | 250 GTO | RHD | Pale green | Michael J. CantanucciSaratoga Springs, NY, USA | Originally shipped to UK for use byStirling Moss |
| 8 | 3527GT | 22 May 1962 | 250 GTO | LHD | Rosso Cina | Dr. Richard E. Workman Windermere, Florida, USA | Built forGotfrid Koechert. Sold by dealer Tom Hartley in mid-2019 forIrvine Laidlaw[77]Video of 3527GT history and sale |
| 9 | 3589GT | 20 April 1962 | 250 GTO | RHD | Blu scuro/Rosso | Christoph Stieger Teufen, CH | Originally shipped to Tommy Sopwith's Equipe Endeavour, Brighton, UK via Maranello Concessionaires Ltd.[78]Video of 3589 history and restoration |
| 10 | 3607GT | 6 June 1962 | 250 GTO | LHD | Rosso Cina/Blue | S. Robson Walton Bentonville, AR, USA | Originally sold to Ferdinando Pagliarini.[79] |
| 11 | 3647GT | 6 June 1962 | 250 GTO | RHD | Rosso Cina | Chris Macallister . Indianapolis, IN, USA | Originally shipped to Col. Ronnie Hoare ofBowmaker, UK, raced initially byJohn Surtees for Col. Hoare'sMaranello Concessionaires team. Owned by James McNeil since 1966. The only 250 GTO to remain unrestored.[41] |
| 12 | 3705GT | 14 June 1962 | 250 GTO | LHD | Rosso Cina/Blue | Ed Davies Coral Gables, Florida, USA | Came second at the 196224 Hours of Le Mans, driven byJean Guichet/Pierre Noblet[80] |
| 13 | 3729GT | 28 July 1962 | 250 GTO | RHD | Bianco | David SK Lee California | Originally shipped to John Coombs in the UK.[81]Nicknamed Bianco Speciale as it was the only example to leave the factory painted white. 1960's competition history includingGraham Hill,Mike Parkes, andRoy Salvadori |
| 14 | 3757GT | 20 April 1962 | 250 GTO | LHD | Red/Blue | Nick Mason London, England | Originally shipped toJacques Swaters Ecurie Francorchamps racing team. Came third at the 1962 24 Heures du Mans. |
| 15 | 3765LM | 1 May 1962 | 330 GTO | LHD | Rosso Cina | Luc Poirier Montreal, Canada | 4L Sefac car. RacedNürburgring 1000 km and 24 heures du Mans in 1962. James Jaeger sold by auction 13 Nov 2023[82] |
| 16 | 3767GT | 26 July 1962 | 250 GTO | RHD | BP green | Anthony Bamford Oakamoor, England | Originally shipped toDavid Piper in the UK.[83] |
| 17 | 3769GT | 13 June 1962 | 250 GTO | LHD | Grey metallic with blue central stripe | Anthony Wang Long Island, NY, USA | Originally shipped toFernand Tavano for the 1962 24 Heures du Mans, DNF.[84] |
| 18 | 3809GT | 9 July 1962 | 250 GTO | LHD | Rosso Cina | Ernesto Bertarelli, Swiss | Originally shipped toKalman von Czazy in Switzerland[85] |
| 19 | 3851GT | 11 September 1962 | 250 GTO | LHD | Rosso Cina | Carlos Monteverde, UK | Badly damaged twice |
| 20 | 3869GT | 8 October 1962 | 250 GTO | RHD | Rosso Cina | Giorgio Perfetti, Swiss | Raced by Ron Fry in 1963, 1964 |
| 21 | 3909GT | 10 September 1962 | 250 GTO | LHD | Rosso Cina | John McCaw, USA | Raced by Jo Siffert at 500 Km Spa 1963 |
| 22 | 3943GT | 16 October 1962 | 250 GTO | LHD | Rosso Cina | Charles E. Nearburg, USA | Class Winner 1000km Nürburgring 1963 |
| 23 | 3987GT | 11 October 1962 | 250 GTO | LHD | Rosso Cina | Ralph Lauren, USA | Winner over all at 1000 Km Paris 1962 with Rodriguez |
| 24 | 4091GT | 17 November 1962 | 250 GTO | LHD | Grigio metallic | Peter G. Sachs, USA | Class winner at Targa Florio 1965 with Clemente Ravetto. Rebodied to Series II body style.[73] |
| 25 | 4115GT | 7 December 1962 | 250 GTO | LHD | Silver metallic | Paul Vestey, England | The only GTO deliver new in Germany |
| 26 | 4153GT | 2 June 1963 | 250 GTO | LHD | Silver metallic | David MacNeil, USA | Winner over all at Tour de France 1964 |
| 27 | 4219GT | 5 February 1963 | 250 GTO | LHD | Rosso Cina | Brandon Wang, England | Delivered new to a young American heiress Mamie Spears Reynolds in 1963. Raced by Rodriguez in period |
| 28 | 4293GT | 22 April 1963 | 250 GTO | LHD | Rosso Cina | William E « Chip » Connor, USA | Class Winner 24 heures du Mans 1963 |
| 29 | 4399GT | 29 May 1963 | 250 GTO | RHD | Rosso Cina | Anthony Bamford, England | Raced the 24 heures du Mans 1964. Re-bodied to Series II by the factory.[86] |
| 30 | 4491GT | 7 June 1963 | 250 GTO | RHD | BP Green | Johann Anton Rupert, South Africa | Car rebodied many times |
| 31 | 4561SA | 23 September 1963 | 330 GTO | RHD | Rosso Cina | Carlo Vögele, Swiss | 4 Liter customer car |
| 32 | 4675GT | 23 May 1963 | 250 GTO | LHD | Rosso Cina | Claudio Roddaro, Monaco | Deliver new to Pasquale Annunziata in Roma. The car raced the Tour de France 1963 with Guido Fossati and the Targa Florio 1964 with Jean Guichet. Later raced by Luigi Taramazzo from Bordighera. Changed to Series II body style.[73] |
| 33 | 4713GT | 5 June 1963 | 250 GTO | LHD | Rosso Cina | Lulu Wang, USA | The only GTO with a 330 LMB body style |
| 34 | 4757GT | 5 June 1963 | 250 GTO | LHD | Rosso Cina | Tom Price, USA | The car raced the 24 heures du Mans 1963 |
| 35 | 5095GT | 6 September 1963 | 250 GTO | LHD | Rosso Cina | National Museum of Qatar | 2nd over all at the Tour de France 1963 |
| 36 | 5111GT | 6 September 1963 | 250 GTO | LHD | Rosso Cina | Unknown | Originally shipped toJean Guichet in France.[87][5] |
| 37 | 5571GT | 6 February 1964 | 250 GTO 64 (Series II) | LHD | Rosso Cina | John McCaw, USA[88] | The first of the Series II body style. |
| 38 | 5573GT | 11 June 1964 | 250 GTO 64 (Series II) | LHD | Rosso Cina | Aaron Hsu, USA[89] | Ferrari 250 GTO ”Class Winner, Rodriguez at 1000Km Paris 64””[89] |
| 39 | 5575GT | 11 May 1964 | 250 GTO 64 (Series II) | LHD | Rosso Cina | Robson S. Walton, USA[90] | Ferrari 250 GTO ”class Winner Tour de France 1964”[90] |
250 GTO Vin. 3223 GT :https://pbase.com/ferrari250gto/250_gto_vin3223
Damaged 250 GTO :https://pbase.com/ferrari250gto/crash
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