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www.QV500.com - Ferrari 250 GTE 2+2 Part 1: 250 GTE Series I |
 One of Ferrari's earliest 250 GTE 2+2 Series I's |
Except for a handful of special order 195's, 212's, 340's and 342's, Ferrari had never seriously attempted to manufacture a production 2+2. But that was all to change with the 250 GTE. Built between 1960 and 1963, over 950 of these cars were eventually constructed at a rate of around six per week, making the GTE easily Ferrari's most volumous model by the time it was discontinued. And this commercial success suited the firm just fine as the Scuderia Ferrari's annual racing bill was growing larger by the year, works participation in so many categories of international motorsport demanding an almost limitless supply of finance. |
In the end, four seperate variants were made, the Series I through III GTE's being followed by an interim model that bridged the gap between the 3-litre GTE and its 4-litre successor, the 330 GT. Known as 330 America, production totalled just 50 units, this version providing an infectious cocktail of Series III GTE bodywork and the new 300bhp 4-litre engine. The original Series I GTE was based heavily on componentry already being used throughout the 250 range, its chassis ultimately having been derived from the Tipo 508, 2600mm wheelbase frame. The engine too was Colombo's latest development of his Tipo 128 motor and continued an evolutionary philosophy that led to a strong genetic bond between most Ferrari's of the-mid to late 1950’s. As a result, even the most highly produced 250 GT's are able to boast a strong competition DNA. All GTE's incorporated the 2600mm wheelbase Tipo 508 frame, however, one fundamental alteration unique to these models was the re-location of it's engine, now 200mm further forward in order to free up additional cockpit space. This importantly allowed the rear seats to be fitted ahead of the rear axle whilst the track was widened front and rear, again with the intention of maximising cabin space. Suspension was independent with telescopic dampers at the front, the rear using a live axle while hydraulic disc brakes were fitted all round. |
 250 GTE 2+2 Series I chassis 2245 GT |
Colombo's 3-litre 60° V12 was an engine that had already proved itself as the dominant powerplant in top level competition and had also successfully been used in mildly de-tuned configurations for Ferrari’s series production models. It came as no surprise then that it was a 3-litre Tipo 128 F motor that Ferrari selected for the GTE. Displacement was once again 2953cc thanks to a bore and stoke of 73mm x 58.8mm, the Tipo 128 F being to the latest specification and featuring an outside plug set-up with individual intake ports and coil valve springs. The cylinder heads were taken from the awesome Testa Rossa sports racer. |
| With compression set at 8.8:1 and three twin choke Weber 40 DCL 6 downdraught carburettors, output was an impressive 240bhp at 7000rpm, endowing the 250 GTE with some incredible performance figures for a four-seat automobile. Maximum speed topped out at just under 140mph while zero to sixty took little more than seven seconds, the four-speed transmission featuring an electronic overdrive. By this time, Ferrari were well on the way to establishing a strong bond with the Turin-based carrozzeria Pininfarina, nearly all the firms series production models receiving bodies designed and constructed at this most famous of coachbuilders. Fabricated from steel but with aluminium for the opening panels (doors, bonnet and boot lid), Pininfarina’s new 2+2 was the first in a long line of four seat Ferrari vehicles that continues to this day. But so rarely has a 2+2 looked as good that it's only the recent 456 that's come close to rivalling the GTE's superb lines. Prominent features were the oval egg-crate grille with supplementary driving lights mounted in each corner, a chrome-plated hood strip running the length of the bonnet while the wings ran straight back from the headlights to the sloping tail. The rear light clusters were chrome plated and fitted with distinctive triple bezel clusters. |
 250 GTE 2+2 Series I chassis 2245 GT |
Pininfarina crafted a masterful cabin that from the outise retained nearly all the sporting character of a two-seat coupe. Perhaps its greatest accomplishment though was, thanks to some innovative packaging, it genuinely seated four. Nothing else on the road could match it for space, grace and pace, that glassy cabin also providing excellent all-round visibility. Appointments were of the highest quality with leather and carpeting being used extensively to help insulate the cabin from that race-bred V12. The front seats were heavily padded and separated by a leather covered transmission tunnel, this featuring a gorgeous flip-up ashtray. |
| Chrome-rimmed Veglia instruments were located underneath a leather covered dash and generally housed in a body-coloured facia, a wood-rimmed three spoke Nardi steering wheel fronting it up. Meanwhile, passengers occupying the rear quarters were provided with seriously impressive space, the individual bucket seats having been separated by a centre armrest. Covered in leather, a nice additional touch came in the form of a supplementary ashtray for backseat occupants, this being located between the front seats. First publicly revealed during June of 1960 at the Le Mans 24 Hours race where one of the prototype GTE's was used as the course car, the new model caused a great deal of interest thanks to its unmatched versatility for everyday use. After this very successful showing, the official GTE launch came five months later during October 1960's Paris Salon. Again, the model received a very enthusiastic welcome and it immediately became apparent that the additional passenger space would encourage a large number of new clients to justify the purchase of a Ferrari. Production went on with no fundamental changes in specification until 1962 when the Series II GTE was phased in after production of 299 Series I examples (16 of which were completed in right-hand drive).
2245 GT images courtesy of Paul Baber |
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