Ferrari 250 GT Berlinetta SWB

Ferrari
Ferrari 250 GT Berlinetta SWB
250 GT Berlinetta SWB
Production period:	1959-1962
Class :	Sports car
Body versions :	Coupe
Engines:	Otto engine : 3.0 liters (206–221 kW)
Length:	4150 mm
Width:	1690 mm
Height:	1260 mm
Wheelbase :	2400 mm
Empty weight :	1050-1200 kg
Previous model	Ferrari 250 GT Berlinetta LWB
successor	Ferrari 250 GTO

The Ferrari 250 GT Berlinetta SWB (alternatively: Ferrari 250 GT Berlinetta Passo Corto ) is a sports car from the Italian car manufacturer Ferrari , which was built a total of 167 times from 1959 to 1962. The car belonging to the Ferrari 250 model family replaced the larger 250 GT Berlinetta LWB "Tour de France" produced since 1955 and was the sporty addition to the 250 GT Coupé and 250 GT 2 + 2 touring cars built at the same time . Ferrari offered the 250 GT Berlinetta SWB on the one hand as competitive versions Competizione and SEFAC Hot Rod , which were successful at international motorsport events, but on the other hand also as Lusso with a little more comfort. On the technical basis of the 250 GT Berlinetta SWB, a number of well-known special versions were created, including the “Breadvan” racing car , five Esperimentale models from Pininfarina and a stylistically outstanding one-off from Bertone . The 250 GT Berlinetta SWB is considered to be one of the most attractive and sought-after sports cars of the early 1960s. Half a century after production was discontinued, some of the units are selling at auction prices in the tens of millions.

background

Previous model: Ferrari 250 GT Berlinetta LWB "Tour de France"

After the end of the Second World War , the Modenese company Ferrari, whose beginnings lie in racing, expanded its activities to include the manufacture of street sports cars. Initially, only individual pieces or very small editions were made. With the 250 GT Boano / Ellena presented in 1955 , Ferrari achieved low three-digit numbers for the first time. The GT Coupé with a standardized Pininfarina body was built around 350 times between 1958 and 1960, and 954 of the four-seater GT 2 + 2 launched in 1960 were on the road. All of these models were Gran Turismos, with the main focus on roadworthiness. They were also the basic models of the 250 series.

From the beginning, Ferrari provided them with sportier variants that could be used in road traffic and competitions. In the literature, these models are sometimes referred to as Dual Purpose Ferraris (for example: Multipurpose Ferraris). This initially included the 250 MM presented in 1952 , which was replaced in 1955 by the more modern 250 GT Berlinetta LWB. It still had the same chassis and wheelbase as the standard coupes. After winning the Tour de France for automobiles in 1956 , this model was given the nickname "Tour de France". In 1959 the successor to the “Tour de France” came onto the market, the wheelbase of which was now shorter than that of the standard models. It is commonly referred to as the 250 GT Berlinetta SWB. Before that, however, Ferrari had produced seven so-called interim models in 1959, which had the long wheelbase of the LWB, but on the other hand already had the (adapted) body of the SWB.

Ferrari publicly presented the 250 GT Berlinetta SWB at the Paris Motor Show in October 1959 . Series production began shortly afterwards. The cars were made at Carrozzeria Scaglietti in Modena . Initially there was only the competition model called Competizione , which was replaced from 1961 by an even lighter and at the same time more powerful version, which bears the unofficial name 250 GT Berlinetta SWB SEFAC Hot Rod . A more comfortable street version Lusso was added to the sports models in 1960 . It was necessary to enable the Berlinetta SWB to be approved as a series vehicle in motorsport. In just under four years, all variants taken together, 167 copies of the 250 GT Berlinetta SWB were built. It is not clear how many vehicles of the individual variants were produced.

In 1962 the 250 GTO replaced the Berlinetta SWB. Ferrari claimed the GTO was a mere evolution of the Berlinetta SWB; technically, however, almost all the details were new. The open parallel model to the 250 GT Berlinetta SWB is the 250 GT California Spyder , which has the same chassis and a similar engine.

nomenclature

Both the long-wheelbase model produced from 1955 to 1959 and its successor with a short wheelbase built from 1959 to 1962 were only designated as the 250 GT Berlinetta at the factory. In the Ferrari scene and in literature, a differentiation between the two series based on their wheelbase has established itself. In Italy the first berlinetta is known as the passo lungo , the second as the passo corto . In the international arena, however, one speaks of the 250 GT Berlinetta LWB (for Long Wheelbase = long wheelbase) when referring to the version built between 1955 and 1959, while the successor is known as the 250 GT Berlinetta SWB (for Short Wheelbase = short wheelbase). Ferrari itself calls the short model 250 GT Berlinetta passo corto on its website .

description

Basic technical information on the Ferrari 250 GT Berlinetta SWB

chassis

The chassis of the 250 GT Berlinetta SWB is a new design. It bears the designation Tipo 593 and consists of a tubular frame that is assembled from oval steel tubes. The tubular frame of the body is placed on top. At 2400 mm, the wheelbase is 200 mm shorter than the Berlinetta LWB. This makes the cars lighter, more agile and sportier. The front wheels are individually located on double wishbones suspended, with coil springs , hydraulic telescopic shock absorbers of Koni or Miletto and a stabilizer . At the rear, as was common at Ferrari at the time, the car had a rigid axle guided on trailing arms with semi-elliptical longitudinal leaf springs and hydraulic telescopic shock absorbers. All variants of the SWB have this construction.

engine

The 250 GT Berlinetta SWB incorporates a further development of the Colombo twelve-cylinder engine that has powered all members of the Ferrari 250 family since the 250 Europa GT from 1953. It is called Tipo 168 here . The V12 engine has a displacement of 2953 cm³ (bore × stroke: 73 × 58.8 mm). The cylinder bank angle is 60 degrees. Each bank of cylinders has an overhead camshaft driven by a chain . The cylinders each have two valves (inlet and outlet). In the first versions, the mixture is prepared by three Weber double carburettors (type 36DCL), and in the particularly powerful versions by six double carburettors. The compression is different; it varies from 9.1: 1 to 9.7: 1. Depending on the version, the engine output is between 240 hp (177 kW) and 293 hp (216 kW). The same construction can also be found in the successor Ferrari 250 GTO, but there with a higher engine output of 302 hp (222 kW).

body

Ferrari 250 GT Berlinetta SWB

The body of the 250 GT Berlinetta SWB was designed by Pininfarina. The car is designed as a two-door hatchback coupé with rounded shapes. The oval radiator opening is positioned low and the radiator grille is set back. Two additional headlights are embedded in it. The front fenders drop slightly towards the doors, followed by a noticeable swing of the hips above the rear wheels. The rear part of the roof is slightly drawn in. The shape of the body changed little over the course of the production cycle. The cars produced from May 1960 onwards have inclined ventilation slots in the front fenders. Later the tank cap was relocated to the left rear fender and the trunk lid was given more ventilation slots. The shape of the side windows also changed slightly.

The body skin of the competition versions consisted of aluminum sheets, whereas the street versions had steel bodies with individual parts made of aluminum.

Factory versions

Competizione

250 GT Berlinetta SWB Competizione

In 1959 and 1960 Scaglietti built around 45 Competizione versions of the Berlinetta SWB. The engine output of this version is around 280 hp (206 kW). The Competizione have bodies made of aluminum sheets. The interior is "spartan" and designed for low weight. Details such as bumpers are missing and there are sliding instead of crank windows.

SEFAC hot rod

250 GT Berlinetta SWB SEFAC Hot Rod: The example driven by Stirling Moss in 1961 (2735GT)

In 1961 a further developed version of the Competizione appeared . It bridged the time up to the appearance of the 250 GTO in 1962. These cars were factory-designated as 250 GT Berlinetta SWB Competizione / 61 ; in the literature, however, the name SEFAC Hot Rod has established itself, whereby SEFAC is the factory-used abbreviation for "Scuderia Enzo Ferrari Automobili Corsa".

Compared to the first Competizione generation, the weight of the car has been reduced on the one hand, and the hot rod versions have a more powerful engine on the other . The tubes from which the frame is welded together have a smaller wall thickness, and 1.1 mm thin aluminum sheets were used for the body skin. The side windows and the rear window are made of plastic, there is no paneling in the interior. The engine ( Tipo 168 Comp./61 ) had been revised again. It has Testa Rossa cylinder heads and the diameter of the intake valves is enlarged. Some engine parts such as the valve cover are made of magnesium. The compression is 9.7: 1, and the mixture is prepared by six Weber twin carburettors (type 46DCL3). The engine output is given as 293 HP (216 kW). The SEFAC Hot Rod accelerated from 0 to 100 km / h in five seconds; on the Mulsanne Straight in Le Mans they reached a top speed of almost 260 km / h.

In total, Scagiletti built around 20 copies of the SEFAC Hot Rod in 1961 . The individual cars differed from one another in numerous details.

The SEFAC Hot Rods sell for higher prices than the earlier Competizione models. In 2010, a vehicle (chassis number 2845GT) was sold in the US for US $ 6.1 million.

Lusso

250 GT Berlinetta SWB Lusso

In 1960 the 250 GT Berlinetta SWB Lusso appeared as a “slightly toned-down version of the uncompromising sports car.” The body of the Lusso models is made of sheet steel, only the doors and hoods are made of aluminum. The side windows and the rear window are made of glass. Ferrari crank windows installed on request; leather-covered seats were also available. Most vehicles have bumpers. On some the front bumpers are in two parts, on others they go across the entire width of the vehicle. The Lusso versions usually have a significantly lower engine output of around 240 hp (177 kW) than the Competizione . However, there were also mixed forms. Individual customers had engines with increased performance or Competizione engines built into the Lusso body to varying degrees .

The production volume of the Lusso cannot be clearly determined. The information in the sources varies between 89 or 90 and about 100.

Racing successes of the works cars

Took the first overall victory in a 250 GT Berlinetta SWB: Willy Mairesse

The Berlinetta SWB Competizione was internationally successful in automobile sport. There have been victories in numerous countries. Wolfgang Seidel and Willy Mairesse achieved their first overall victory on May 29, 1960 at the Grand Prix de Spa . Two weeks later, four Competizione for the GT class were registered for the 1960 Le Mans 24-hour race . They started for customer teams, while the Ferrari works team competed in the S3 class with the 250 Testa Rossa 59/60 . Fernand Tavano and Pierre Dumay took class victory in their Competizione , and the three other cars finished second to fourth in the class standings. Another overall victory was achieved by Willy Mairesse and Georges Berger at the Tour de France for automobiles in 1960 in September 1960 and Lucien Bianchi and Olivier Gendebien at the 1000 km race in Paris in 1960 . Lucien and Gendebien's car was converted into the Ferrari "Breadvan" a few months later. In Great Britain, Stirling Moss won the RAC Tourist Trophy 1960 and several other local races in a Competizione (2119GT) used by the Rob Walker Racing Team , and Carlo Maria Abate won the Italian Coppa Inter-Europa in Monza with a Competizione from the Scuderia Serenissima . In the USA, Bob Grossman won a round of the SCCA National Sports Car Championship in Montgomery with a Competizione (1785GT) .

The SEFAC hot rod models used from 1960 also achieved some racing successes. Pierre Noblet and Jean Guichet drove the 1961 24-hour race at Le Mans victory in the GT class one. Two months later, as in the previous year, Stirling Moss won the 1961 RAC Tourist Trophy . This time he drove a SEFAC Hot Rod (2735GT). There were also victories in a few other British races.

Special versions

At various Italian Carrozzieri (body manufacturers) around a dozen vehicles on SWB chassis with independent bodies were built. Most of them were intended for road use, only three - Piero Drogo's version, a Pininfarina coupé and the "Breadvan" - were racing models. Mostly brand new chassis were clad; In some cases, however, Berlinettas, which had initially left the factory in series, were later given new bodies. The last one was made in 1974.

Pininfarina

Carrozzeria Pininfarina equipped six chassis from the Berlinetta SWB series with special bodies.

250 GT SWB Esperimentale

Stylistic template for five special models of the 250 GT Berlinetta SWB: Ferrari 400 Superfast

In 1961 and 1962, a five-car series of two-seat notchback coupés was created, which are referred to in literature as the 250 GT SWB Esperimentale . The bodies generally follow the line of the Ferrari 400 Superamerica , but differ considerably in details. The cars are motorized differently. Some have the 240 hp (177 kW) engine of the Lusso , others that of the Competizione .

• The vehicle with chassis number 2429 has headlights with a plexiglass cover and covered rear wheels. The protruding radiator opening is oval and interrupts the bumper in the middle of the vehicle. the motorization comes from the Competizione . The car was created in 1961 for a French customer and, after several changes of ownership, was bought by a US collector in 2000.
• For the car with chassis number 2613GT, Pininfarina transferred the lines of the 400 Superamerica to the Berlinetta-SWB chassis, almost true to the original. The car was built in 1961 for Prince Bernhard of the Netherlands .
• The vehicle with the chassis number 2821GT, which was commissioned by Maranello Concessionaires in 1961 for a British customer, largely corresponds to the Prince Bernhard car.
• The vehicle with the chassis number 3615GT was also influenced by the 400 Superfast, but had a lower sloping bonnet and a lower radiator opening. Ferrari first sold the car to a Turin customer before it went to the USA in 1967 and was resold there through Luigi Chinetti's organization. The car still exists. It was sold for $ 6.8 in the U.S. in 2014.
• The car with chassis number 2643GT has the engine of the Ferrari 250 GTO. The front section is strongly rounded and has no bumpers. The car has been used several times at racing events.

250 GT SWB Coupé Speciale Pininfarina

Another special version was created in 1962 on chassis number 3469GT. The notchback body is like a one-off that Pininfarina had built two years earlier on a 250 GT cabriolet chassis (number 1737GT). The car has a firmly welded, angular hardtop with rear side windows and a piece of glass over the seats. After the end of production of the 250 GT SWB, it was assembled from residual stocks. A Tipo 168 twelve-cylinder with around 250 hp (184 kW), which is also used as standard in the SWB Lusso , serves as the drive . The car still exists. It's been in the U.S. for decades.

Bertone

The Turin-based Carrozzeria Bertone built two stylistically independent coupés on the Berlinetta-SWB chassis, the bodies of which were each designed by Bertone's head of design, Giorgio Giugiaro .

The wax coupe

The first Bertone vehicle is a straight-lined notchback coupé. The client was the Genoese entrepreneur Enrico Wax, who was one of the wealthiest Italians at the time. The wax car was built on one of the first Competizione chassis (number 1739GT) manufactured in 1959 and has a particularly powerful motor that anticipated some of the features of the later SEFAC Hot Rod . These include a compression ratio of 9.8: 1 and a Testa Rossa cylinder head. In January 1960 Bertone took over the chassis and in the following weeks designed an individual body with six side windows and very thin A, B and C pillars . A special feature is the roof, which is made of unpainted steel. The radiator opening that extends over the entire width of the car is provided with a wire mesh. Bertone exhibited the car to the public at the Turin Motor Show in March 1960. Enico Wax only drove the car for a year before selling it to an Italian business partner. The car has been in the USA since the 1970s.

250 GT Berlinetta Speciale Bertone

Two years after the Wax Coupé, Bertone produced another one-off on a Berlinetta SWB chassis (chassis number 3269GT). The initiator of the project was company owner Nuccio Bertone , who used the car privately and tried to establish a business relationship with Ferrari through this show car . For many, the car with a Giugiaro body is one of the most extraordinary and sought-after unique Ferrari items. The front section, where the radiator grille is divided in the middle by a protruding sheet metal nose, is particularly striking. This stylistic device cites the contemporary Formula 1 racing car Ferrari 156 , which is also known as the Sharknose (shark nose). The car was last sold in 2015 for $ 16.5 million.

Subsequent modifications

GT SWB "Breadvan"

→ Main article : Ferrari 250 GT SWB Breadvan

250 GT Berlinetta SWB "Breadvan"

The 250 GT “Breadvan” is an exceptionally designed one-off piece with Berlinetta SWB technology, constructed for competitions. The initiator of the vehicle was Conte Giovanni Volpi di Misurata , the operator of the Venice- based racing team Scuderia Serenissima, who had tried in vain for a new Ferrari 250 GTO in the winter of 1961/62 and now commissioned Giotto Bizzarrini to design a 250 GTO competitor . Bizzarrini used the chassis of the 1961 Ferrari 250 GT Berlinetta SWB SEFAC Hot Rod with chassis number 2819GT. Chassis and drive technology remained unchanged. Completely new, on the other hand, was the aluminum body with a crest rear, based on Wunibald Kamm's aerodynamic principles . The rear of the ridge has a roof that slopes slightly to the rear and ends at a vertical “demolition rear”. A plexiglass flap is installed at the rear. Because of the combi-like structure, the car was ridiculed in the French press as "Cammionette" (small delivery van) and in the British area as "Breadvan" (bread truck). The breadvan only competed once against the 250 GTO in the 1962 Le Mans 24-hour race . In the first laps he was ahead of the 250 GTOs, but retired after three hours with a technical defect. In the following months there were only a few appearances in smaller races in which the "Breadvan" did not achieve any victories.

Carrozzeria Sports Cars

Piero Drogo's company Carrozzeria Sportcars , which had already been involved in the development of the “Breadvan”, re-clad an older Berlinetta SWB chassis in 1962. It was the chassis with the number 2057GT that Ferrari had initially used in 1960 for a prototype of the future 250 GTO. At the end of 1960, the chassis received a standard Competizione body. With this car drivers like Miro Toselli , Luigi Taramazzo , Jean Blaton , Georges Berger, Edgar Berney and Jacques Swaters took part in numerous sports car races up to the summer of 1962. Berger won the Coupe de Bruxelles with him in April 1962 . In the late summer of 1962, the chassis received a new structure from Carrozzeria Sportscars in Modena. Drogo's body had a strongly curved belt line. The front headlights were behind plexiglass covers. The front of the car was pulled forward and had no bumpers. There were two almost rectangular air inlets across the width of the car, and there were also large side vents in the front fenders. Lucien Bianchi, Berger, Blaton and Swaters continued to use the car in sports car races in France and Belgium, but also in Angola until spring. Blaton achieved the best result with him at the 1962 Angola Grand Prix , which he finished fourth. During the 500 km race in Spa-Francorchamps in May 1964, Francis von Lysbeth destroyed the car in an accident. It was not rebuilt.

Neri e Bonacini

Nembo Spyder

In the mid-1960s, the Modena-based body manufacturer Neri e Bonacini produced a four-vehicle small series of open and closed sports cars with Ferrari technology, which were known as the Nembo GT and the Nembo Spyder . In no case did Neri e Bonacini use brand-new chassis, but rather clad older chassis that had originally been delivered with a standard factory body. A coupé was created in 1964 on the basis of a 250 GT coupé chassis, and a Spyder was based on the chassis of a 250 GT Cabriolet and the 250 GT SWB.

The 250 GT SWB chassis (3771GT), newly clad by Neri e Bonacini, was one of the last to be produced in 1962 as a Lusso with a steel body. In 1966 the car received the new Nembo body, which is largely similar to the other Nembo Ferraris. The American designer Tom Meade was involved in the design of the structure . The Nembo Spyder has recessed headlights, which are covered with a curved Plexiglas pane, and narrow turn signals underneath. The oval radiator opening is located below the headlights. It shares the front bumper. The front fenders have large side vents, the rear fenders are heavily curved. A hard top was included. The car was sold to a US customer in 1966. The car inspired Luigi Chinetti to create the 275 GTB / 4 NART Spyder , a two-seater convertible based on the 275 GTB / 4 , which Scaglietti produced a total of ten times in 1967 and 1968 on behalf of Chinetti's.

Zagato

Stylistically largely the same as the 250 3Z: Ferrari 330 GTC Zagato

The Milan-based body manufacturer Zagato , which had repeatedly produced individual bodywork on Ferrari chassis on behalf of Luigi Chinetti since the late 1960s, again presented a one-off piece with Ferrari technology initiated by Chinetti in 1970, which was named Ferrari 250 GT 3Z. In this case, too, an older Ferrari chassis (no. 2491GT) was clad again. The assignment of the chassis is not clear. Some sources believe the chassis is from the Berlinetta SWB range, while others believe it is the chassis of a 250 GT California Spyder. The 3Z was a two-seater convertible. The body was a design by Giuseppe Mittino , the then chief designer of Carrozzeria Zagato. The car had straight lines and very smooth surfaces with an angled front mask. A special feature were slats in front of the headlights and at the corners of the fenders. Mittino wanted to stylize the visor of a knight's helmet. Zagato repeated the theme 16 years later in the Aston Martin V8 Zagato Volante . At the rear, the rear lights taken over from Alfa Romeo were set very high. The 3Z was shown publicly at the Turin Motor Show in 1971. After the exhibition, Luigi Chinetti sold it to a US customer. In 2013 the Zagato body was removed. The chassis got the body of a Ferrari 250 GT California Spyder.

Zagato used the design again in 1974 for a Targa coupé based on the 330 GTC . With this structure, Zagato only omitted the slats in front of the headlights; here the lights were behind a fixed plastic cover.

Quotes

“The 250 GT Berlinetta SWB is young, impetuous, full of excess power, a standard racing car that thirsts for freedom. It enables driving itself, hungry for adventure and ready for the impossible. It hugs the hand of its handlebars, willing like a summer love. "

- Heinz-Ulrich Wieselmann

“Driving wasn't fun. The spectators don't even see the man behind the wheel, and every Formula Junior racing car is faster. "

- Stirling Moss

"An absolutely unique piece of machinery that knows not a single peer"

"An absolutely unique piece of mechanics that does not have a single equivalent competitor."

- Sports Car Illustrated 1960

literature

• Leonardo Acerbi: Ferrari: A Complete Guide to All Models. MBI Publishing Company LLC, 2006, ISBN 978-0-7603-2550-6 .
• Georg Amtmann, Halwart Schrader: Italian sports cars. Motorbuch-Verlag, Stuttgart 1999, ISBN 3-613-01988-4
• Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946. Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02651-3 .
• Peter Braun, Gregor Schulz: The great Ferrari manual. All series and racing vehicles from 1947 to the present day. Heel Verlag, Königswinter 2006, ISBN 3-89880-501-8 .
• Godfrey Eaton: The Complete Ferrari. Edited by Geoff Willoughby. Cadogan Books, London 1985, ISBN 0-947754-10-5 .
• Brian Laban: Ferrari. Translated from the English by Frauke Watson. Parragon Books, Bath 2006, ISBN 978-1-4054-1409-8 .

Web links

Commons : Ferrari 250 GT Berlinetta SWB  - Collection of images, videos and audio files

• The Ferrari 250 GT Berlinetta LWB on the auto.ferrari.com website
• 250 GT Berlinetta Zagato on the www.supercars.net website
• Advice on buying the Ferrari 250 GT Berlinetta SWB (as of 2012) at www.auto-motor-und-sport.de
• YouTube: Ferrari 250 GT SWB Competizione - Racing around Spa Various Ferrari 250 GT Berlinetta SWB at a classic car race on the Circuit de Spa-Francorchamps (BEL)
• YouTube: 1961 Ferrari 250 GT Berlinetta SWB OnBoard driving recordings

Individual evidence

1. ^ ^{A b c} Brian Laban: Ferrari. Translated from the English by Frauke Watson. Parragon Books, Bath 2006, ISBN 978-1-4054-1409-8 , p. 40.
2. ↑ ^{a b c d} Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946. Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02651-3 , p. 200.
3. ↑ The Ferrari 250 GT Berlinetta Passo Corto on the Auto.ferrari.com website (accessed on September 13, 2018).
4. ↑ Ferrari.com: FERRARI 250 GT BERLINETTA PASSO CORTO. In: ferrari.com. Ferrari, accessed February 29, 2020 . 
5. ^ ^{A b} Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946. Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02651-3 , p. 201.
6. ↑ Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946. Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02651-3 , p. 100.
7. ↑ Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946. Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02651-3 , p. 203.
8. ↑ Detailed description of the SEFAC Hot Rod versions on the website www.supercars.net (accessed on September 14, 2018).
9. ↑ Sales note on the website www.goodingco.com (accessed on September 8, 2018).
10. ^ Brian Laban: Ferrari. Translated from the English by Frauke Watson. Parragon Books, Bath 2006, ISBN 978-1-4054-1409-8 , p. 90.
11. ↑ Overview of the races of the 250 GT Berlinetta SBW on the website www.racingsportscars.com (accessed on September 13, 2018).
12. ↑ Entry on the Grand Prix de Spa on the website www.racingsportscars (accessed on September 13, 2018).
13. ↑ Statistics of the Tour de France for automobiles 1960 on the website www.racingsportscars.com (accessed on September 13, 2018).
14. ^ Statistics of the 1000 km race in Paris 1960 on the website www.racingsportscars.com (accessed on September 13, 2018).
15. ↑ Results of the Tourist Trophy 1960 on the website www.racingsportscars.com (accessed on September 13, 2018).
16. ↑ Statistics from Coppa Inter-Europa 1960 on the website www.racingsportscars.com (accessed on September 13, 2018).
17. ↑ Statistics of the Haybale Governor's Cup 1960 on the website www.racingsportscars.com (accessed on September 13, 2018).
18. ↑ Results of the RAC Tourist Trophy 1961 on the website www.racingsportscars.com (accessed on September 8, 2018).
19. ↑ Description and illustration of vehicle 2429 on the website www.barchetta.cc (accessed on September 10, 2018).
20. ↑ Description and illustration of vehicle 2613 on the website www.barchetta.cc (accessed on September 10, 2018).
21. ↑ Description and illustration of vehicle 2821 on the website www.barchetta.cc (accessed on September 10, 2018).
22. ↑ History of the 250 GT SWB Coupé Aerodinamico Pininfarina on the website www.barchetta.cc (accessed on September 10, 2018).
23. ↑ Description on the website www.bonhams.com (accessed on September 10, 2018).
24. ↑ Description and illustration of vehicle 2643 on the website www.barchetta.cc (accessed on September 10, 2018).
25. ^ Also Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946. Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02651-3 , p. 192.
26. ↑ Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946. Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02651-3 , p. 206.
27. ↑ Description of the model on the website www.barchetta.cc (accessed on September 10, 2018).
28. ↑ Description of the Wax-Berlinetta on the website www.coachbuild.com (accessed on September 11, 2018).
29. ↑ Description of the Berlinetta Speciale Bertone on the website www.conceptcarz.com (accessed on September 11, 2018).
30. ↑ Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946. Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02651-3 , p. 204.
31. ↑ History of the Competizione Drogo on the website www.barchetta.cc (accessed on September 13, 2018).
32. ↑ The picture shows a stylistically very similar Spyder, which is based on a Ferrari 330 GT2 + 2 chassis (number 3771GT) and was retrofitted in 1990 as a Sanction Car .
33. ↑ Alessandro Sannia: Enciclopedia dei carrozzieri italiani , Società Editrice Il Cammello, 2017, ISBN 978-88-96796-41-2 , p. 93.
34. ↑ Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946. Motorbuch Verlag, Stuttgart 2006, ISBN 978-3-613-02651-3 , p. 207.
35. ↑ Description and images on the website www.barchetta.cc (accessed on September 12, 2018).
36. ↑ NN: Luigi Chinetti Junior tells the story of the Ferrari NART Spyder. www.classcdriver.com, April 22, 2016, accessed September 17, 2018 . 
37. ^ Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946 , 1st edition Stuttgart 2006 (Motorbuch Verlag). ISBN 978-3-613-02651-3 , p. 206.
38. ↑ ^{a b} Description of the car on the website www.barchetta.cc (accessed on September 13, 2018).
39. ↑ ^{a b} Brief description of the car with contemporary photographs on the website www.carstyling.ru (accessed on September 13, 2018).
40. ^ Matthias Braun, Ernst Fischer, Manfred Steinert, Alexander Franc Storz: Ferrari road and racing cars since 1946 , 1st edition Stuttgart 2006 (Motorbuch Verlag). ISBN 978-3-613-02651-3 , p. 143.
41. ↑ in: MotorRevue, issue summer 1960
42. ↑ Quoted from Frank Oleski, Hartmut Lehbrink: Series sports cars . Könemann, Cologne 1993, ISBN 3-89508-000-4 , p. 176.