1962 Ferrari 250 GTO by Scaglietti
- Ferrari’s most important and legendary GT racing car
- The third of only 36 GTOs built
- One of four re-bodied in period by Scaglietti with Series II GTO/64 coachwork from Series I coachwork
- Driven by Edoardo Lualdi-Gabardi to victory in the 1962 Italian 3-Litre Championship
- Over 15 class and overall wins during the 1962–1965 seasons
- 1st in class at the 1963 Targa Florio, driven by Gianni Bulgari and Maurizio Grana
- 1st in class at the 1964 Targo Florio, driven by Corrado Ferlaino and Luigi Taramazzo
- Retains original numbers-matching engine, gearbox, differential, and Scaglietti bodywork
- Veteran of world-class events and rallies, including five GTO anniversary tours
TARGA FLORIO, PALERMO, SICILY, 26 APRIL 1964
The weather is warm and dry on this spring morning in Sicily and fans begin lining the public roads of the towns and winding mountainous stretches surrounding the city of Palermo. The 48th running of the legendary Targa Florio is only minutes away, and it is proving to be yet another glorious battle of man and machine against the clock and the elements of surprise that make motor racing purely a sport for the most daring gentlemen drivers in the world. This is, after all, the oldest sports car race in the world, and victory here is more than a fleeting moment of glory – it is a matter of national pride and a global contest that pits the racing teams from Italy against those of the U.S., Germany, England, and France.
The challenges for drivers are seemingly endless – elevation changes, blind corners, switchbacks, and of course, the danger of thousands of spectators standing mere inches from the road as sports racing cars roar by at well over 100 mph. But in merely seven hours and 10 laps of the 72-km road course, the winner of the Targa Florio will be crowned and, with him, the all-important points toward the World Championship for Manufacturers will be awarded.
The starting grid is a veritable who’s-who of star drivers: Dan Gurney, Phil Hill, Bob Bondurant, Masten Gregory, Innes Ireland, Jean Guichet, Hans Herrmann, Joakim Bonnier, and Graham Hill. But the Italian fans have arrived to disappointment as Scuderia Ferrari has recused itself from the race while Carroll Shelby has arrived in force with four competition Cobras, serious backing from Ford in Detroit, and his sights set on the Italian Prancing Horse. Not to be discounted by any means, Stuttgart’s Porsche army was sent to Sicily by Huschke von Hanstein with five Works cars, 904/8s and 904 GTSs, purpose-built for precisely this type of endurance race.
Ferrari, of course, is the defending victor, having won the World Championship for Manufacturers in both 1962 and 1963 in the over-two-liter category, thanks to the stunning force of the GTO. But for the 1964 season, the FIA made further adjustments to the racing classes, combining both the two- and three-liter categories with the over-three-liter category. This resulted in much stiffer competition for Ferrari as the GTOs were now officially in the same class as the larger capacity lightweight Jaguar E-Types, Aston Martin DB4 GT/Project cars, and the AC Cobras. Ferrari was also denied homologation status for its latest sports racing car, the 250 LM, so the 250 GTO was placed into service for one more year.
And so, as the racing season for 1964 began, the stakes were exceptionally high. Ferrari was off to a great start for this third race in the Championship, having won both at Daytona and Sebring in the weeks previous, but without the Scuderia fielding its own Works entries, victory is therefore left to the privateers . . . and the GTO.
Corrado Ferlaino is one such privateer. An entrepreneur, engineer, and future owner and president of the Naples football team, he is in his low 30s. In December of 1963, before the start of the season, he purchased chassis 3413, a 1962 Ferrari GTO with successful hill climb history and Series I bodywork. In January, three months before his first race in the car at the Targa Florio, he sent the car to Scaglietti to be upgraded to Series II coachwork, including the extended roof, but no rear spoiler. It was a very common development at that time, as it signified an improvement aerodynamically for the model, and owner/drivers certainly desired the latest technological offering from Ferrari. Joining him at the Targa was the 32-year-old Luigi Taramazzo, a Piedmontese racing driver of considerable renown and winner of the 1958 Mille Miglia as well as an active hill climb racing driver and sports racing competitor.
The race was extremely challenging as expected . . . only 28 cars finished the race, over 30 never even crossed the finish line, due to accidents or mechanical failures. Joakim Bonnier came out strong, taking the lead in the Porsche 718 GTR, followed by Edgar Barth in an eight-cylinder 904. By the third lap, Gianni Bulgari, driving a Porsche 904 GTS, had taken the lead. The lead changes continued over the course of the race, lap by lap, driver change after driver change. The Detroit-powered Cobras, however, failed to finish, all exiting the race with incident or mechanical issue. The Ferraris, however, were in their element and on their home turf, deftly maneuvering each 40-minute lap, one by one, until Ferlaino and Taramazzo crossed the finish line victorious, securing a class victory and 5th place overall, as the first in a series of four Ferrari GTOs to successfully finish the race.
Most importantly, this victory contributed a maximum 14.4 points toward Ferrari’s championship hunt – points which proved critical at year-end as Ferrari continued its battle with Shelby’s Cobras and ultimately beat the Americans by a very close count of 84.54 to 78.3.
Very importantly, therefore, it was chassis 3413, the very car presented and offered here, that raced to a class victory at the Targa Florio and secured for Ferrari the all-important points that helped the manufacturer secure its third World Championship . . . indeed, without this victory, Ferrari would not have won the Championship three years in a row.
GRAN TURISMO OMOLOGATO
The Targa Florio class-winner, chassis 3413, is an absolutely outstanding example of the breed and among the very best of Ferrari’s 250 GTOs. Never again would the factory develop and build a so-called production GT car purely for the sake of racing. The 250 GTO’s rise was prompted by the creation of a new International Championship for GT Manufacturers for 1962, for which the 250 SWB Berlinetta was deemed to be insufficient. Longtime Ferrari engineer Giotto Bizzarrini knew that a fresh model would be required to remain competitive with the latest machines from Aston Martin, Jaguar, and Shelby American. The SWB’s front profile was too oblique to exceed 155 mph (the front end lifted at high speeds), and the rear dimensions could not accommodate the ever-widening tires.
For one of the first times in its history, Ferrari utilized a wind tunnel to test new coachwork, which eventually featured an extended, lowered nose, and a steeper windshield to reduce drag while maximizing downforce. The hood profile was lower than its predecessor’s, in part because the new tipo 539/62 COMP chassis allowed for the engine to be mounted closer to the ground. To retain full homologation eligibility, the new car retained general 250 GT chassis dimensions and the three-liter short-block Colombo V-12, which in tipo 168/62 competizione form featured six carburetors and larger valves (as in the Testa Rossa).
The revised tipo 539 chassis was improved with lighter tubing, stiffer springs, and dual Watts linkages that stabilized the rear suspension. A new five-speed gearbox was fitted to provide maximum acceleration and top speed. While the early 1962 examples featured bolted-on rear spoilers, starting in 1963 the spoiler was formally integrated into the coachwork. For 1964, of course, the Series II bodywork that was adopted was applied to the final three GTOs built, referred to as GTO/64. Four of the cars originally built with Series I coachwork, including this car, were also re-bodied with Series II coachwork, two of which featured an extended roof in the style of the 250 LM.
CHASSIS NUMBER 3413
This car is just the third production GTO built, completing factory assembly in late April 1962. It was the first GTO example to feature Series I coachwork details such as a small radiator intake, narrow brake ducts, hood fasteners, and sail-panel vents. Scaglietti’s coachwork also featured a bolted-on rear spoiler and turn signal lamps below the headlights. Fitted with a tipo 168/62 competizione V-12, the GTO was finished in rosso cina, and the interior was trimmed with traditional blue cloth upholstery.
In the first week of May, the Ferrari was driven by the legendary Phil Hill as SEFAC Ferrari’s official practice car for the upcoming Targa Florio. By this time, of course, Phil Hill’s importance to international American motor racing and indeed the Ferrari factory was well established . . . not only had he already won Le Mans multiple times, he was also the first American Formula 1 World Champion and, quite indisputably, one of the world’s most talented and highly respected racing drivers. His presence behind the wheel of 3413 is a rare honor few cars in the world enjoy.
A few days later, the GTO was officially sold to Mrs. Arnalda Colombo, who purchased the car on behalf of her husband, the famed Italian privateer Edoardo Lualdi-Gabardi, one of the most charismatic and successful privateer drivers of the era.
Born in Milan in 1931, Edoardo Lualdi-Gabardi began racing at the age of 19 with a Fiat Topolino in the 1950 Mille Miglia. In 1953 he began campaigning a Vignale-bodied Ferrari 166 MM spider, mostly in hill climbs. A year later his connection with Ferrari deepened when he began racing a freshly acquired 212 Export. He soon drove the first 250 MM berlinetta in competition, and a personal highlight was his triumph over champion racer Armando Zampieri’s Mercedes-Benz 300 SL.
In 1956 Lualdi-Gabardi acquired the first of four Ferrari 250 GT ‘Tour de France’ examples he would own, and it increasingly became his weapon of choice during an aggressive competition campaign from which he emerged as the 1956 Italian Hill Climb Champion. By the early 1960s the privateer was campaigning 250 GT SWB examples (including one of the rare SEFAC hot rods), and he later owned two GTO examples (including the featured car). Having purchased many Ferraris during this period, Lualdi-Gabardi soon found himself on Maranello’s preferred client list, and he apparently lunched with Enzo Ferrari frequently over the years. A crash in 1972 eventually forced the hill climb champion to permanently retire from racing, but not before he had triumphed (or earned class wins) in no fewer than 116 races, a remarkable feat by any measure.
Lualdi-Gabardi immediately began campaigning 3413 with great success in Italian hill climbs, starting with a victory at the Coppa Citta Asiago on 13 May. This was followed by a slew of class wins during the next month at hill climbs at Bologna-Raticosa, the Coppa Consuma, Bolzano-Mendola, and Trento-Bondone. The GTO then achieved several outright victories, starting with the Trieste–Opicina hill climb on 22 July, followed by the Trofeo Sarezzo-Lumezzane and the Coppa Faglioli in September, and the Coppa Autunno at Monza in October. Lualdi-Gabardi experienced such success in 3413 that at the season’s conclusion, he was declared the class champion for the 1962 Italian GT Championship.
In early April 1963 the GTO experienced a final overall victory with Lualdi-Gabardi at the Stallavena-Bosco Chiesanuova hill climb, and four days later the car was sold to its second owner, Gianni Bulgari, the scion and eventual president of the Bulgari watch company. Bulgari first entered the Ferrari at the Targa Florio on 5 May, during the third round of the 1963 International Championship for GT Manufacturers, and achieved immediate success finishing 1st in class, 4th overall, with Maurizio Grana as his co-pilot. Six months later he won the Coppa FISA at Monza. In merely its first calendar year, the feats of success that 3413 achieved are virtually unbelievable – feats of victory that speak not only to the talents of the drivers behind the wheel, but also to the world-class engineering at Ferrari that placed the GTO miles ahead, developmentally, of its competition on the track.
All these successes transpired before 3413 was driven to class victory at the Targa Florio the year after by Taramazzo and Ferlaino, at which point of course Ferlaino had commissioned the GTO/64 coachwork from Scaglietti. Ferlaino raced the 250 at least three more times in 1964, earning a class win at the Bologna-Raticosa Hill Climb in late May and 3rd overall at the Mugello 500 KM a month later.
Shortly thereafter, 3413 was acquired by Dan Margulies, a dealer residing in London. In December 1965, the car was entrusted to Maranello Concessionaires driver David Piper for the Boxing Day race at Silverstone, where he finished 1st in class. Piper also claimed an outright victory at the Redex Trophy at Brands Hatch later that month. At some point during this time period, the front coachwork around the nose was slightly modified, with twin vertical vents for brake cooling added in place of the prior rectangular driving lights. In 1967 the GTO was sold by Margulies to Jack Le Fort, a fellow Englishman who ran the car twice at the Prescott Speed Hill Climb before selling it a year later to noted collector Neil Corner.
In 1970 Corner entered the GTO at a race held in conjunction with the Bugatti Drivers Club Meeting at Silverstone, and shortly afterwards the car was acquired by respected collector Sir Anthony Bamford of Stoke-on-Trent. Sir Bamford attended the English Ferrari Owners Club meet at Prescott in July 1972 and retained possession of the spectacular GTO until the 1980s, when he sold the Ferrari to collector Nigel Moores.
In 1988 Moores sold 3413 to Japanese collector Yoshijuki Hayashi, though the car remained domiciled in the UK. The Ferrari participated in European vintage events during this ownership, including the GTO 30th Anniversary Tour in September 1992, and the Goodwood Festival of Speed in June 1993 (British restoration and racing expert Tony Merrick drove the car at both events). The GTO was purchased from Hayashi in April 1994 by Lindsay Owen-Jones of London, and he presented the car at the Coys Historic Race Festival at Silverstone in 1994 and 1995.
In January 2000, this highly significant Ferrari was purchased by the consignor, an esteemed collector based in the Pacific Northwest, who has continued to present, race, and rally the car at premium vintage events. Dr. Gregory Whitten has exhibited four times at the Cavallino Classic between 2001 and 2008 and participated in the Shell Ferrari Historic Challenge four seasons between 2001 and 2009. Chassis 3413 also ran the GTO 40th Anniversary tour in September 2002; the Monterey Historic Races in August 2004, 2008, and 2011; the GTO 45th Anniversary tour in 2007; the Goodwood Revival Meeting in 2011; and the GTO 50th and 55th Anniversary tours, respectively, held in 2012 and 2017. The car was furthermore presented during the GTO celebration at the 2011 Pebble Beach Concours d’Elegance, where it was reunited with 17 of its GTO brethren. Dr. Whitten is not only an enthusiast, he is also a highly knowledgeable and winning vintage racing driver, and 3413 owes its illustrious career in recent years to his skillful driving of the car, rendering it most certainly one of the most actively campaigned and successful GTOs in the world.
A LEGEND WITHOUT EQUAL
Examples of the 250 GTO are very rarely offered for sale, let alone publicly, and 3413 GT is now available for the first time in over 18 years. As the third example produced, and the first to originally feature standard design details, 3413 is also notable as the primary steed in Edoardo Lualdi-Gabardi’s 1962 Italian Sports Car Championship and a major contributor in 1964 to Ferrari’s final victory in the World Championship for Manufacturers. As one of only seven examples to be clothed in Scaglietti’s scintillating Series II coachwork (and one of two to feature the extended roof), this 250 GTO is quite simply the most important Ferrari ever offered publicly.
In 2018, the car was inspected onsite and in person by representatives from Ferrari’s Classiche department, who determined the car’s purity and originality to be outstanding. The thoroughness of this inspection involves measurements to the suspension, fuel tank, oil tank, radiators, brakes and chassis, alongside metal testing in 24 chassis locations. Every mechanical component is checked and analyzed to determine its authenticity and correctness, during which time the car was determined to be overwhelmingly correct and original. In fact, even the shocks, dated February 1962, are almost certainly the ones with which the car left the factory and the wire wheels, dated 1964, are believed to be original to the car’s Series II rebody at Scaglietti. Most importantly, the engine, gearbox, and rear axle were all determined to be original to the chassis, as fitted by Ferrari in period and confirmed by the car’s original build sheets. For further information on this inspection and the specifics on Classiche certification, please consult an RM Sotheby’s representative.
In the annals of automotive history, no initials loom larger than GTO. Claiming rarity, a long pedigree of mechanical development, beautifully sculpted coachwork, and an overwhelmingly successful competition record, the Ferrari 250 GTO has justifiably evolved into the world’s most desirable collector car: an instantly recognizable shape, a distinctive exhaust note, and a lustful presence that no other car in the world can claim. The rarity with which the model is publicly offered for sale confirms the desirability of the car and the ultra-exclusive club membership that its ownership signifies: at any given point in time, 36 or fewer collectors can claim to be GTO owners. There is no higher honor, there is no greater custodianship of history, and there is no greater achievement in the search of ultimate perfection.
|May 3-5, 1962||Targa Florio||T||Phil Hill, Mauro Forghieri||Test Car|
|May 13, 1962||Coppa Citta Asagio, Cengio-Tresche Hill Climb||364||Edoardo Lualdi-Gabardi||1st OA|
|May 27, 1962||Bologna-Raticosa Hill Climb||232||Edoardo Lualdi-Gabardi||1st IC, 3rd OA|
|June 10, 1962||Parma-Poggio di Bercerto Hill Climb||358||Edoardo Lualdi-Gabardi||2nd IC, 8th OA|
|June 17, 1962||Coppa Consuma Hill Climb||374||Edoardo Lualdi-Gabardi||1st IC, 3rd OA|
|July 1, 1962||Bolzano-Mendola Hill Climb||248||Edoardo Lualdi-Gabardi||1st IC, 2nd OA|
|July 8, 1962||Trento-Bondone Hill Climb||372||Edoardo Lualdi-Gabardi||1st IC, 6th OA|
|July 22, 1962||Trieste-Opicina Hill Climb||362||Edoardo Lualdi-Gabardi||1st OA|
|August 26, 1962||Ollon-Villars Hill Climb||150||Edoardo Lualdi-Gabardi||Practice|
|September 16, 1962||Trofeo Sarezzo-Lumezzane||177||Edoardo Lualdi-Gabardi||1st OA|
|September 23, 1962||Coppa Fagioli, Ancona||510||Edoardo Lualdi-Gabardi||1st OA|
|October 7, 1962||Internationales Autorennen, Innsbruck Airfield||112||Edoardo Lualdi-Gabardi||Practice|
|October 14, 1962||Coppa Autunno, Monza||336||Edoardo Lualdi-Gabardi||1st OA|
|ITALIAN CHAMPIONSHIP||Edoardo Lualdi-Gabardi||1st IC|
|April 7, 1963||Stallavena-Boscochiesanuova Hillclimb||794||Edoardo Lualdi-Gabardi||1st OA|
|May 5, 1963||Targa Florio||104||Gianni Bulgari, Maurizio Grana||1st IC, 4th OA|
|November 24, 1963||Coppa FISA, Monza||254||Gianni Bulgari||1st OA|
|April 26, 1964||Targa Florio||114||Corrado Ferlaino, Luigi Taramazzo||1st IC, 5th OA|
|May 24, 1964||Coppa Consuma Hillclimb||Corrado Ferlaino||4th IC|
|May 31, 1964||Bologna-Raticosa Hillclimb||410||Corrado Ferlaino||1st IC, 8th OA|
|June 21, 1964||Mugello 500 KM||5||Corrado Ferlaino||3rd OA|
|December 26, 1965||Redex Trophy, Brands Hatch||78||David Piper||1st OA|