www.QV500.com - Ferrari 250 GT California Spyder Part 3: SWB
 

Ferrari’s much revered short wheelbase chassis had been developed during the summer of 1959. It was finally debuted on the 250 GT SWB Berlinetta, production ready, at the Paris Salon that October. The new Tipo 539 frame was developed to be stiffer and more predictable in cornering thanks to it's reduced wheelbase (down 200mm to 2400mm). All SWB California's used the Tipo 168 engine that, in standard tune, produced 260bhp at 7000rpm. These motors retained the by now familiar 2953cc displacement thanks to an unchanged bore and stroke of 73mm x 58.8mm respectively.
   
Compression was generally set a little higher than most Tipo 128 D engines (at around 9.3:1) and performance gains were impressive. Top speed rose to around 145mph, zero to sixty now requiring little more than six seconds. Although these uprated cars used essentially the same open and closed headlight Scaglietti body styles as long wheelbase California's, a number of key details help differentiate them. Short wheelbase California's sat with a lower, slightly more aggressive stance but the most obvious difference was a new hood mounted engine cooling duct. Short wheelbase models always featured a recess leading up to this scoop whereas long wheelbase versions all had smaller engine lids with no pre-duct creasing. The final identifying feature lay with engine air extraction vents located behind each front wheelarch. SWB versions featured just two integral louvres while LWB California's always had three. Interiors were generally a little more luxurious than their predecessors with leather covered dash’s, more extensive use of fine wool carpeting and improved sound insulation. In May 1960, two months after the last LWB California had been completed, the first short wheelbase version rolled off the production line.
 
Then, just over a year later in September 1961, a slightly improved Tipo 168/61 engine was introduced and fitted as standard. These final variants also featured a marginally wider track, production continuing until early 1963, every car being completed in left-hand drive. There had been rumours of a solitary right-hand drive example somewhere in England, but this vehicle was confused with a specially commissioned 400 Superamerica (chassis 2311 SA), more detailed information on which is available from the QV500.com 400 Superamerica files.