Even though most classic Ferrari fans claim that the 250 GTO is the greatest GT racer from Maranello, those who know a bit more about iconic 250-series cars have a different opinion. Yes, the 250 GTO is the pinnacle of the breed, but the equally legendary and even more successful 250 GT SWB is the sweet spot in the range and the first widely recognizable supercar from Ferrari. Designed to be equally at home at the race track and on the Autostrada, the 250 GT SWB perfectly combined the brand’s narrative, gorgeous design, and the fantastic roar of Colombo’s eponymous 3.0-liter V12 engine.
By the late 50s, Ferrari was a recognizable supercar brand with two distinctive model lineups. One was racing machines that dominated the Le Mans and Formula One championships, and the other was road-going GT coupes and convertibles designed for wealthy customers. It was no secret that Enzo Ferrari was eager to race in every series he could, and when he realized that some of his customers wanted a road-legal race car, he was more than thrilled to provide it for them. Back in those days, GT racing started emerging as one of the most exciting championships, which included sports cars from brands like Maserati, Jaguar, and Aston Martin. Of course, Enzo wanted in on the action and gave his engineers the task of transforming the standard 250 GT model into a racing beast. Those engineers were Giotto Bizzarinni, Carlo Chitti, and Mauro Forghieri, all very young but talented guys who would later become legendary names on the Italian sports car scene.
However, turning a standard 250 GT model into a sharp racing machine capable of beating competitors on the track wasn’t easy. Bizzarinni and his mates realized that stock chassis is too long for an agile racing car and that a lightweight body was needed in order to keep the weight down and improve performance. So, they shortened the floorplan of the 250 GT coupe by 20 cm, reducing the wheelbase from 2600 mm to 2400 mm. It was a drastic move, but it paid dividends since the new model was not only more agile and compact but also lighter and more stable. The use of aluminum panels was the next step, and although it raised the price, it kept the overall weight of the car just under 960 kg, which helped the performance. A stiffer body structure was also part of the list of modifications.
But radical surgery was only the beginning. Ferrari’s young engineers knew that racing cars needed suspension tweaks to be competitive and handled appropriately. The 250 Series models all used live rear axle with leaf springs, primitive but effective design. Enzo wasn’t willing to invest in the independent setup, which would undoubtedly improve the cornering abilities, so the team needed to modify the existing layout in order to give the car better handling. Enzo might skip the chance to invest in suspension, but it endorsed the idea of four-wheel disc brakes, which made this model the first Ferrari with such a feature.
The official presentation of the new model happened at Paris Motor Show in 1959 in front of a very intrigued audience. Since it was based on 250 GT Series models, the first part of the name was retained, but the Italian term “Passo Corto” (“short step”) was added to the designation. However, this model became much more famous by its SWB moniker, which means “short wheelbase .”Even though it was significantly more expensive than the standard models due to innovative technology and aluminum body, 250 GT SWB more than a few customers placed their orders immediately after the presentation.
From this perspective, we can say that Ferrari 250 GT SWB was a perfect blend of racing technology and the road-going GT model. On one side, it had a usable interior, driving dynamics that allowed the owner to use it daily, and approachable performance paired with sublime holding and braking. On the other hand, 250 GT SWB could be used on the track with minimal modifications, which most of its owners did. It was a car that could be driven to the track, fitted with special spark plugs and racing tires, and be capable of winning the race. Such dual personality was rarely seen in those days, and this was precisely the feature that made it so famous and sought-after well after its production ended. Interestingly, although the construction and design endured the most changes, the well-known 3.0-liter Colombo V12 wasn’t modified that much. Depending on the customer’s requirements, that high-revving unit delivered between 240 and 280 hp is a pretty lofty figure by the standards of the day, especially for a car weighing less than one tone.
Immediately after its release, the 250 GT SWB started its stellar racing career. Driven by almost all celebrity racing drivers of the period (Stirling Moss, Graham Hill, Rob Walker, Phill Hill) as well as numerous privateers, this model dominated the GT racing class of the late 50s and early 60s. Ferrari won the 1961 Constructors Championship, three consecutive Tour de France titles, and countless races all over the world. Its fantastic performance and domination paved the way for 250 GTO, which came in late 1962.
Even though the 250 GT SWB was offered for just three years, it sold in significant numbers, considering how specific and expensive it was. During that period, Ferrari produced exactly 167 cars with various specifications. About 100 vehicles were standard “Lusso” spec, less hardcore, and more road-focused models with 240 hp engines. The “Competizione” spec was produced in about 45 copies, and around 20 full racing-spec cars were also delivered. The owner’s list was much like the “Who is Who” of the automotive world of the early ‘60s. Inspired by the success of the 250 GT SWB, Enzo continued to develop the formula. It used the same team of engineers to push the envelope further and create the 250 GTO, the ultimate road-going race car with a front-mounted Colombo V12 engine.
Today, the 250 GT SWB stands on top of Ferrari’s food chain of V12 GT models, not just for its exorbitant price on the market but, more importantly, for its significance in the company’s history, philosophy, and racing success.
