www.QV500.com - Ferrari 250 GT SWB Berlinetta Part 1: Lusso & Competizione
 

Ferrari's original brochure for the 250 GT SWB		 The 250 GT Short Wheelbase (SWB) Berlinetta was Ferrari’s replacement for their enormously successful long wheelbase Tour de France, these cars having been campaigned so effectively in various configurations since 1956. Smaller, faster and lighter than its predecessor, the SWB was manufactured from late 1959 until early 1963 and whilst proving formidable in competition with outright wins at the Tour de France, Nassau Speed Week and Paris 1000km, it was a genuine GT and equally at home crossing continents in grand style.
   
Two basic versions were available, the Competizione for racing and a slightly more luxurious version suitable for road use, the Lusso (not to be confused with 1962 to 64's 250 GT Berlinetta Lusso). Within these two variants, a number of additional derivatives were also built including the works SEFAC Hot Rod Competizione’s, plus Bertone and Pinin Farina-bodied Speciale's built on both. Designated Tipo 539, the 250 GT SWB's chassis was a traditional welded tubular steel, ladder type frame produced by Vaccari of Modena. With a 2400mm wheelbase, 200mm shorter than the outgoing Tipo 508 frame, the new model would be both lighter and easier to handle than its predecessor. Suspension was unchanged, independent at the front with a live rear axle, but new Koni dampers and disc brakes were fitted to all but the very first show car. Despite experimenting with cast-alloy wheels, they were still a long way from being production ready so Borrani wires were eventually used, these lending the SWB Berlinetta a really period look. Once again, Ferrari's by now familiar three-litre Colombo 60° V12 engine was fitted to this, the flagship Berlinetta, two new versions having been available, the Tipo 168 (Lusso) and 168 B (Competizione).
 

SWB Berlinetta Lusso chassis 1993 GT		 The 168 units were ultimately comparable to the Tipo 128 D and F motors found in the Interim long wheelbase cars built during 1959. Displacement was as always 2953cc thanks to a bore and stroke of 73mm x 58.8mm. Output varied according to a customers requirements and those wishing to race could opt for the 275bhp Competizione engine with a compression ratio of between 9.2:1 and as high as 9.7:1 (for events like the Le Mans 24 Hours). These would commonly use either six twin choke Weber 40 DCZ or DCL 6 downdraught carburettors.

Tipo 168 B motors incorporated greater use of lightweight materials than the street engines, magnesium having featured extensively. The 240 to 260bhp Lusso powerplants meanwhile would generally run a lower compression and normally came fitted with 36 DCL carbs. Both derivatives used Ferrari's four-speed all synchromesh gearbox although the Competizione version was ribbed for additional weight reduction and to increase strength. Aesthetically derived from the aforementioned seven long wheelbase 250 GT Interim Berlinetta's constructed prior to completion of the Tipo 539 short wheelbase chassis, Pinin Farina did little more than to cut the Interim's mid section down in its transition to SWB Berlinetta. The most easily identifiable difference between the long wheelbase Interim Berlinetta's and these short wheelbase models is the deletion of the Interim cars rear three-quarter windows. Considered by many to be the definitive Pininfarina design for a production 250 GT, the SWB Berlinetta was taught and muscular in all the right places. It undoubtedly remains one the worlds most beautiful cars with those open headlights, curvaceous wings, fastback cabin and rounded tail merging quite masterfully into one another.
 

SWB Berlinetta Competizione chassis 1773 GT		 Pininfarina designed the SWB Berlinetta but like the majority of bodywork for Ferrari sports and racing cars, Scaglietti of Modena fabricated it. As the Lusso and Competizione received all but identical coachwork (bar Monza quick fuel fillers and bumpers), it was the material used that typically set them apart. Light alloy was used for Competizione's while Lusso's received all-steel bodywork save for their aluminium bonnets, boot lids and doors. Cockpit specifications obviously differed somewhat, normally according to the customers intentions.
   
For example, Lusso's were generally trimmed to a much higher standard than the Competizione's although there was often the occasional crossover (i.e. Competizione engines with Lusso interiors and steel bodies etc.). Lusso's normally made greater use of leather and carpeting, these cars having more attention paid to fit and finish than the Competizione's. The lightweight version got bucket seats (sometimes full leather), a crackle black dash and sliding windows, the first car, an aluminium-bodied Competizione, debuting at the Paris Salon during October 1959 where it caused a sensation among racers, enthusiasts and schoolboys alike. Production continued for three years and whereas in the first year primarily competition cars were built, this shifted to an equal split between the Competizione and Lusso in 1961 while by 1962, production was dominated by Lusso's after the arrival of Ferrari's stunning GTO. Only a few relatively minor developments were made to these short wheelbase models during production, there being some detail alterations to the engine extraction vents (absent on some early models), rain guttering and the like. Production trickled on into very early 1963, but the SWB had already established itself a position among an elite rank of Ferrari's with it's combination of stunning beauty and competition prowess.