Thursday, 21 January 2016

Wheels 'N' Style: Say "Hello" To The Most Expensive Car In The World!

The 1962 Ferrari 250 GTO is currently the most expensive car in the world. The luxury car was sold at $38 Million at the Bonhams Lodge Auction in 2014 and auctioneers are still hunting them down and outbidding to have one of them. It is said that only 39 of the Ferrari 250 GTO were ever made and that they were a dominant race car in the mid-1960s.

During the mid-1960s, the car was sold to Fabrizio Violati for $4,000. Violati once said; "I saved the car from scrap and hid it from my parents,” according to Bonhams. “I only drove it at night so nobody would see me.”

Violati created a Ferrari museum, and the GTO served as a major centerpiece to the public. But after his death in 2010, his family decided to sell his collection.

Will you buy this car for $38 million? More photos and specifics after the cut...

The 1962 Ferrari 250 GTO

Published June 28, 2012 at 1000 × 563 in Test Drive: Ferrari Racing ...


The mechanical aspects of 250 GTO were relatively conservative at the time of its introduction, using engine and chassis components that were proven in earlier competition cars. The chassis of the car was based on that of the 250 GT SWB, with minor differences in frame structure and geometry to reduce weight, stiffen and lower the chassis. The car was built around a hand-welded oval tube frame, incorporating A-arm front suspension, rear live-axle with Watt's linkage, disc brakes, and Borrani wire wheels. The engine was the Tipo 168/62 Comp. 3.0 L V12 as used in the 250 Testa Rossa. This engine was an all-alloy design utilizing a dry sump and six 38DCN Weber carburetors. It produced approximately 300 horsepower and was very reliable, proved by previous competition experience with the Testa Rossa. The gearbox was a new 5-speed unit with Porsche-type synchromesh.


Bizzarrini focused his design effort on the car's aerodynamics in an attempt to improve top speed and stability. The body design was informed by wind tunnel testing at Pisa University as well as road and track testing with several prototype cars. The resulting all-aluminium bodywork had a long, low nose, small radiator inlet, and distinctive air intakes on the nose with removable covers. Early testing resulted in the addition of a rear spoiler. The underside of the car was covered by a belly pan and had an additional spoiler underneath formed by the fuel tank cover. The aerodynamic design of the 250 GTO was a major technical innovation compared to previous Ferrari GT cars, and in line with contemporary developments by manufacturers such as Lotus. The bodies were constructed by Scaglietti, with the exception of early prototypes with bodies constructed in-house by Ferrari or by Pininfarina (in the case of s/n 2643 GT). Cars were produced in many colours, with the most famous being the bright red "Rosso Cina".


The interior of a 250 GTO is extremely basic, emphasizing the car's racing intentions. The instrument panel does not contain a speedometer, seats are cloth-upholstered, and no carpeting or headliner is present. Cockpit ventilation is provided by exterior air inlets. The exposed metal gate defining the shift pattern became a Ferrari tradition that was maintained in production models until recently (due to the exclusivity of paddle-shift gearboxes across the range).

Variants and related development
Various differences are visible between individual 250 GTOs, as a result of their handbuilt production process and updates and repairs throughout each car's competition history. Differences in air intake/vent configuration are common among cars. Modifications to the original bodywork were performed by the factory, Scaglietti, or other body shops, usually after crashes or according to a racing team's wishes.

In 1964, Ferrari tasked Mauro Forghieri and Mike Parkes with redesigning the 250 GTO's bodywork. The resulting design (called the GTO '64 or Series II) was very similar to the 250 LM, although without that model's mid-engined configuration. Minor modifications to the engine, gearbox, chassis, and interior were also incorporated into this new design. Three new cars were produced to this specification in 1964, and four earlier 250 GTOs were retrofitted with the 1964 modifications by the factory.

The Ferrari 250 GT SWB Breadvan was a one-off racing car designed for Scuderia Serenissima by Bizzarrini after his departure from Ferrari. It was developed specifically to compete against the then-new 250 GTO. Although based on the earlier 250 GT SWB, the Breadvan provided an opportunity for Bizzarrini to develop the ideas he had first explored with the GTO, such as lower and more aerodynamic bodywork, incorporation of a dry sump, and radical lightening of the entire car.

FIA regulations as they applied in 1962 required at least one hundred examples of a car to be built in order for it to be homologated for Group 3 Grand Touring Car racing. However, Ferrari built only 39 250 GTOs (33 of the "normal" cars, three with the four-litre 330 engine sometimes called the "330 GTO"—recognizable by the large hump on the bonnet—and three "Type 64" cars, with revised bodywork). Ferrari eluded FIA regulations by numbering its chassis out of sequence, using jumps between each to suggest cars that did not exist.[12] When FIA inspectors appeared to confirm that 100 examples had been built, Enzo Ferrari shuffled the same cars between different locations, thus giving the impression that the full complement of 100 cars was present.

Ferrari would go on to win the over 2000cc class of the FIA's International Championship for GT Manufacturers in 1962, 1963, and 1964,the 250 GTO being raced in each of those years.

The 250 GTO was one of the last front-engined cars to remain competitive at the top level of sports car racing. Before the advent of vintage racing the 250 GTO, like other racing cars of the period, passed into obsolescence. Some were used in regional races, while others were used as road cars



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