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“Aerodynamics are for people who can't build engines” is an oft repeated quote from Enzo Ferrari and one which he probably regretted with the 250 GTO's advent. During its heyday this Gran Turismo (GT) dominated the World Sports Car championship and events like the 24 Hours of Le Mans with a newly-designed body. Even with form following function, this efficient shape was one of the most voluptuous to grace a Ferrari chassis.

At this level of performance, style and pedigree it shouldn't be surprising that the 250 GTO is currently one of the most expensive cars in the world. Chassis 3729GT received a high bid of nine million dollars at Bonhams' 1997 Gstaad Auction, but since it failed to meet the reserve, the model has been exclusively sold on the private market. No one really knows the highest price that has been paid, but a figure like $50,000,000 USD from the 1980s boom isn't entirely unrealistic.

Even if it is the most acclaimed of all Ferraris, the 250 GTO is still worth fussing about in detail. Only 39 copies exist and all have colorful histories: 1960s racing was not preservation. Some cars lost their original engines and aluminum bodies long ago, which makes the few correct cars even more valuable.

GTO Development

For the 1962 manufacturer's championship, focus was switched from sports prototypes to GT cars and Ferrari was motivated to further develop their 250 GT as much as the rules would allow. They built the 250 Gran Turismo Omologato (GTO) and named it after the homologation process in which it was conceived.

Providing a base for the GTO was the 250 GT chassis. Starting in 1954, with the 250 Europa GT, the engine, chassis and body of the 250 series evolved into a greater product each year. The final development was the GTO and it was bulletproof from the start.

Before the 1962 season, Ferrari assembled a small team led by Giotto Bizzarrini who hacked his old 250 Boano chassis and modified it, in secret, to his own ideas. Fixed to it was a rather crude body which took advantage of a much lower and shorter dry-sump engine. At the front was a smaller and lower fascia that made the old short wheel base (SWB) look like a brick. The rear was reshaped into a sleek fastback design that reduced drag.

Initial test results around Monza showed significant improvements in every area over the SWB Berlinetta and Sperimentale, sometimes called the GTO prototype, that raced at LeMans in 1961.

Before production of the GTO commenced, Bizzarrini and several key people left Ferrari during the famous Palace Revolt. This left Girolamo Gardini to sort out Ferrari's 1962 sports car. Gardini used most of Bizzarrini's modifications from the test car and added a rear spoiler and watts linkage for stability.

At their yearly press conference held February 24th 1962, Ferrari released no fewer than six different racing models and among these versatile race cars was chassis 3223GT, the first production version of the 250 GTO. The series of GTOs that followed would eventually become the most important Ferraris, demanding money, attention and acclaim.

Production GTO

During its launch, many of the press called the GTO 'a Testa Rossa with a roof'. They rightly named it as such since many of the ideas used on the GTO came straight from Ferrari's prototypes. Every aspect of the GTO's engine was upgraded to reflect the 250 Testa Rossa's. Compared to the older Tipo 168, the newer Tipo 168/62 used larger valves, smaller clearances, lighter materials and dry sump lubrication.

Designated type 539/62 Comp, the chassis in the GTO was an evolution of the unit found in the 1961 250 GT Competition. Through years of development, this chassis had become more like a space frame, using a higher number of small bracing tubes. Upgrades to the chassis also included new front brakes, a more adjustable, stiffer suspension and a lower driveline.

Inside, the GTO was very sparse and purposeful. As such, the only covered areas were the thinly clothed seats. No speedometer or odometer was offered, and the only real luxury was the wooden Nardi steering wheel.

GTO in Action

During its first year, GTOs decimated the competition. Thus, Ferrari scored maximum points in 1962 Division III Championship. During the fifth round at Le Mans, GTOs placed second and third overall. This was a remarkable result, and proved that the GTO could beat most cars in the prototype category.

By the end of the first season, Jaguar, Aston Martin and Chevrolet tried to convince the governing body that the GTO was not a GT car. However, Appendix J, Section 254 stated that and modifications introduced after homologation did not disqualify the car if they were a 'normal evolution of the type'. Since the GTO was an 'evolution' of the largely produced 250 GT road car, it was within rules, although the five-speed gearbox and dry sump lubrication were never factory road car options.

The remaining two seasons would prove very successful for the GTO. Ferrari again took the Division III championships in both 1963 and 1964. By the end of the 1964 season, Shelby-led Daytona Cobras were proving their worth and for the first time GTOs were beaten around Le Mans and Sebring.

Beyond 1964, the GTO was stretching its potential. Ferrari was unable to homologate their rear engine 250 LM and instead developed a competition version of the 275 GTB, which really became the '64 GTO. These developments left the hat trick of the division III championships to forever highlight the end of Ferrari's 250 series.

Recommended Further Reading

Bluemel, Keith and Jess Pourret. Ferrari 250 GTO. Bay View Books, 1998.
Lewandowski, Jürgen. Ferrari GTO. Südwest Verlag GmbH, 1987.
Murani, Paolo, Stefano Pasini and Luigi Orsini. Ferrari GTO. Automobilia, 1985.
Nye, Doug. Ferrari GTO. Cavalleria,: 1996.
Olczyk, Philippe et al. Bizzarini, the genius behind Ferrrari's Success. World Print Ltd, 2001
Pourret, Jess. Ferrari 250 GT Competition Cars. Haynes, 1977.
Pritchard, Anthony. Scarlet Passion. Haynes, 2004.
Shoen, Michael. Cobra-Ferrari Wars. CFW, 1988.