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At the 1959 Paris Salon, Ferrari displayed the first Berlinetta body that was suitable for production on the 2400mm short-wheel-base chassis. With no official name, the car quickly took on the term SWB to reflect the smaller car.

The Paris car, 1539GT, actually followed a series of Interim models which were similar in design. The final version was drawn up in 1:1 scale at Pinin Farina, however the design remained uncredited since the bodies were manufactured at Scaglietti & C. who typically worked without drawings. Later Scaglietti would take over complete control his company and rename it Carrozzeria Scaglietti in 1960.¹

Like all early cars, 1539GT was devoid of fender vents, fender blinkers, front cooling ducts and recessed license plate holder on the trunk-all features which would be common on later models. After testing on April 26th, 1960 at the Monza Autodromo, a side cooling duct was added just behind the rear wheel arch.

Ferrari offered the SWB in distinct specification which would be suited for for the demands of the racetrack, highway or sometimes both. Cars varied to suit individual customers’ requirements. Some of the very fastest models were called competitzione and used lightweight aluminum-alloy bodies, while the lusso road-going version had a fully trimmed interior, softer springing and steel body.

Like these early 250 GTs, the SWB enjoyed a string of success on the track which led to continual development that culminated with the 250 GTO. Right before the GTO was released, Ferrari was preparing SWBs with very light-gauge aluminum and near 300-horsepower engines for exclusive factory use. Known as the SEFAC hotrods, these were the ultimate derivative of the SWB before being replaced by the much more aerodynamically efficient GTO.

1. Anselmi, Angelo et. al. Making a Difference, Le Edizioni Dell Opificio: 2006.