Tri-ang Scalextric Ferrari GT 250 Berlinetta

Before Shot of the Berlinetta

Trick Triang Scalectrix Ferrari GT 250 Berlinetta.  A lively blogger in Spain outlines his vehicle in a 'Before & After' look at this outstanding model from 1960-1963.
http://translate.googleusercontent.com/translate_c?hl=en&prev=/search%3Fq%3DTri-ang%2BScalextric%2BFerrari%2BGT%2B250%2BBerlinetta%26hl%3Den%26safe%3Doff%26client%3Dgmail%26sa%3DN%26rls%3Dgm%26biw%3D1280%26bih%3D842%26prmd%3Divns&rurl=translate.google.com&sl=es&twu=1&u=http://pasionslot.mforos.com/1554558/9598781-unoporcarril-y-mecanicos-scalextric-triang-ferrari-gt-berlinetta-c69-e4-with-lights/&usg=ALkJrhjsHo_RQbmK27bbEHO8nkU6WzN5aQ  

You can also see my BEFORE shots of the model racer before initial cleaning, here...
http://enzosferrari132.blogspot.com/

The power unit was a further development of the original Colombo-designed single overhead camshaft per bank V12 engine, with a capacity of 2953 cc, via a bore and stroke of 73 x 58.8 mm and factory type references 168B, 168, and 168 Comp/61, all with wet sump lubrication. The spark plugs were outside the vee of the block, with a bank of three twin choke Weber 38 DCN or 40 DCL/6 carburettors and Solex C40 PAAI carburettors also homologated, with a twin coil and rear of engine mounted distributor’s ignition system, to produce a claimed 220 to 280 bhp, dependent upon specification. Weber 46 DCF/3 carburettors were a further homologated option; these were used on the special 1961 competition engines, which together with bigger valves, special exhaust manifolds and other fine tuning details achieved the upper level of power outputs quoted above. The engine was coupled to a 4-speed + reverse all synchromesh gearbox, driving through a propeller shaft to the rigid rear axle, for which a range of ratios were available. The gearboxes of the competition cars had ribbed alloy castings, and the road cars normally had plain-faced cast iron casings. 


 This model was the first Ferrari production road car to be fitted with disc brakes as standard and, unlike the preceding 250 GT Berlinetta series, was available in either left- or right-hand drive. It was also available in competition specification, with an aluminium body, lightweight interior trim, and the engine in a higher state of tune – or in ‘Lusso’ (luxury) road trim, when it was normally fitted with a steel body with aluminium opening panels. However, there was a great deal of overlap between the two basic specifications, depending upon a client's specific wishes. Therefore, it is not unusual for some road cars to have full aluminium bodies and/or a higher state of tune engine. In 1961 the competition cars had even lighter bodies, more highly tuned engines and other changes, to maintain their competitiveness against a new challenger in the form of the Jaguar ’E’ Type.

Type

front, longitudinal 60° V12

Bore/stroke

73 x 58.8 mm

Unitary displacement

246.10 cc

Total displacement

2953.21 cc

Compression ratio

9.2 : 1

Maximum power

206 kW (280 hp) at 7000 rpm

Power per litre

95 hp/l

Maximum torque

-

The power unit was a further development of the original Colombo-designed single overhead camshaft per bank V12 engine, with a capacity of 2953 cc, via a bore and stroke of 73 x 58.8 mm and factory type references 168B, 168, and 168 Comp/61, all with wet sump lubrication. The spark plugs were outside the vee of the block, with a bank of three twin choke Weber 38 DCN or 40 DCL/6 carburettors and Solex C40 PAAI carburettors also homologated, with a twin coil and rear of engine mounted distributor’s ignition system, to produce a claimed 220 to 280 bhp, dependent upon specification.

 Weber 46 DCF/3 carburettors were a further homologated option; these were used on the special 1961 competition engines, which together with bigger valves, special exhaust manifolds and other fine tuning details achieved the upper level of power outputs quoted above. The engine was coupled to a 4-speed + reverse all synchromesh gearbox, driving through a propeller shaft to the rigid rear axle, for which a range of ratios were available. The gearboxes of the competition cars had ribbed alloy castings, and the road cars normally had plain-faced cast iron casings. 


Valve actuation

single overhead camshaft per bank, two valves per cylinder

Fuel feed

three Weber 40 DCL/6 carburettors

Ignition

single spark plug per cylinder, two coils

Lubrication

wet sump

Clutch

single-plate

 The overall design changed very little during the three-year production run from 1960 to 1962. However, there are a number of detail differences that identify the period of production of a specific car. In the early months of production the front and rear wings sides were plain, as was the boot lid. There was an exhaust air slot in the top centre of the rear screen, and the sliding door windows had a pronounced downward curve to the top rear edge, whilst the front valance featured a pair of rectangular slots to cooling ducts for the front brakes. The cars produced from around the middle of 1960 featured vertical angled exhaust air slots on the front and rear wings, which had a trim surround on three sides, and teardrop-shaped indicators on the front wings. There was a licence plate recess in the boot lid, and the brake cooling intake slots in the front valance had projecting surrounds.

The late 1960 examples were very similar, apart from the cabin exhaust air slot moving from the rear screen to a recess in the trailing edge of the roof, and either sliding or wind-up door windows were available. If the latter option was specified, opening quarter lights were normally provided. All examples produced up to this point had an external fuel filler cap, located in a cut-out in the top left corner of the boot lid. The main visual differences between the 1960 examples and those after 1961 were in the shape of the door windows, which had a straighter top edge, and the relocation of the fuel filler cap, which was either on the left rear wing or hidden within the boot. There were also myriad smaller differences, like a slightly larger radiator grille and slight re-profiling of the rear wing shape, jacking point locations etc., together with individual customer styling, but the foregoing items identify the main differentiating features of the series.

 Apart from the normal berlinetta body, there were some one-off designs, mainly by Pininfarina in a style similar to that of the 400 Superamerica, including a cabriolet with a removable hard top, on chassis number 1737GT. Their ‘400SA’ coupé-bodied examples comprised two road versions on chassis 2613GT and 3615GT, plus two lightweight competition examples on chassis 2429GT and 2643GT. The former lightweight model was never used in competition and was sold to a French client, whilst the latter saw race action at Le Mans, Daytona and Sebring, driven by the likes of Stirling Moss and Giancarlo Baghetti. Bertone produced two designs, the first in 1960 on chassis 1739GT (unusual in that it featured cast alloy wheels) and another in 1961, featuring the ‘Chiti’ shark nose look, on chassis 3269GT. There was also a one-off ‘Spider Speciale’ by Zagato.

Note to the Technical Details

The listed details are those published by Ferrari at the model’s presentation. 

For the models produced in the first years no external measures of the body were given, because those could vary from car to car.     

 All models from Ferrari have been divided into three categories: single-seater, Sport/Prototype,  (the participating in these two categories) and Gran Turismo.  (the road-going cars, many of which also took part in various international races).
  These offerings from Bertone would be the last designs by any carrozzeria, other than Pininfarina, to officially grace a Ferrari chassis for a number of years. During the sixties and into the seventies various examples received one-off bodies, but these were re-bodies of existing cars, as opposed to a bare chassis from the factory.

 The year of all the models’ introductions is the debut in competitions for the single-seaters and Sport /Prototypes and the official presentation as far as the Gran Turismo are concerned.

Performance

Top speed

268 km/h

 In competition, the ‘passo corto’ berlinetta continued the success of the ’passo lungo’ model, with three consecutive wins in the Tour de France between 1960 and 1962. It also won the Tourist Trophy at Goodwood in 1960 and 1961, the GT category at Le Mans in 1960 and 1961, and the Nürburgring 1000 km in 1961 and 1962. These are just a few of the numerous class and overall wins achieved during its reign as queen of the GT category.

Chassis

Frame

tubular steel   Front suspension independent, unequal-length wishbones, coil springs, hydraulic shock absorbers

Rear suspension live axle, radius arms, semi-elliptic springs, telescopic shock absorbers

Brakes drums

Transmission 4-speed + reverse    Steering worm and roller   Fuel tank capacity 120 litres

Rear tyres  6.00 x 16 or 175 x 400

Front tyres  6.00 x 16 or 175 x 400

MM/C69

Exceptional Lineage

Launched in 1954, the 250 GT Europa spawned a line of exceptional Ferrari GT racers that could be driven to, and then excel, on the track. Power came from a 3 litre version of the Gioacchino Colombo short-block designed V12.

Continuously developed from then on, this engine would power many different racers and road cars, ranging from the most luxurious convertibles to the full blown Testa Rossa racers. The engine was fitted in a simple but strong steel tubular ladder-frame that was suspended by wishbones with a single leaf spring at the front and a live axle at the rear.

Not at all sophisticated, the GT car was designed to survive and win gruelling marathons on road and track. After the first series of cars were built in 1955, the Europa name was dropped and from then on the car was simply known as the 250 GT.

After a victory in the Tour de France rally in 1956, the name Tour de France (TdF) was unofficially adopted for all long wheelbase (LWB) cars built after the Europa GT. A very well deserved nickname, as the 250 GT went on to win the French race another eight years in a row.

Shorter and More Nimble

The 250 GT chassis began with a 2600 mm wheelbase, but Ferrari felt that handling and weight would benefit from a shorter chassis. In 1959 the first of these short wheelbase (SWB) cars was unveiled. As an interim series, the last seven LWB chassis were bodied with the upcoming SWB design.

These LWB bodies included rear quarter windows, which were no longer necessary once the shorter chassis was complete. Both the engine and chassis were a development of the successful 250 GT, although the drum brakes were replaced by new discs to improve braking capabilities. Unlike the LWB 250 GT, the SWB was available as an aluminium bodied competition car or as a steel bodied 'Lusso' road car.

The road car was built to comply with the latest FIA regulations which required a minimum number of cars be produced to secure homologation. Between 1960 and 1961 the 250 GT SWB was Ferrari's racing weapon of choice.

Its dominance was complete, with consistent victories in the Tour de France and GT class victories in many endurance races, including the 24 Hours of Le Mans. Within the homologated specification, Ferrari continued development of the racer resulting in the 'Comp/61' version for the 1961 season.

Compared to the previous series, it featured a more powerful engine, lighter and stronger chassis, and a slightly revised body.

Ferrari 250 GT SWB Comp/62

Although the 250 GT's performance was impressive, a number of problems urged the factory competition department, the Gestione Sportiva, to develop a new version for 1962. Motivation also resulted from the FIA decision to run the 1962 World Championship for GT cars, rather than sports cars.

That change added to the overall importance of the 250 GT program. The only noticeable flaw with the 1960/61 SWB was the poor aerodynamics at high speeds, which were often described as 'brick-like'. Development of the Comp/62 started quite early in 1961.

The first sign of things to come was a 250 GT SWB fitted with a Pininfarina designed SuperAmerica body and a dry-sump 250 TR engine. Not yet homologated, this 'Sperimentale' made its debut in the 1961 Le Mans race, where it proved quite quick, but failed to finish.

Throughout the year various minor modifications were approved and added to the homologation of the 250 GT. These included the adoption of the TR engine, which was similar to the Comp/61, but used dry sump lubrication and six Weber Carburetors instead of three.

Bizzarini? Scaglietti?

Soon after its retirement from active racing, it was sold.  Chassis 4675GT subsequently passed through the hands of noted collectors like David Piper, Harley Cluxton and Walter Medlin.  Since the mid-1990s, 250 GTO's have been a part of a prominent Japanese collection.

 A hot subject for debate still remains within the design of the car, but it is safe to say that not one singular person or company is completely responsible. In charge of the Comp/62 program was Gestione Sportiva's Giotto Bizzarrini.

When the first test mule arrived at the track, the nose already resembled the final product, but the rear still shared styling with the 1960/61 250 GT. 

Designed as a race car, the body was draped as tightly over the chassis as possible.

Purpose took priority over aesthetics, but fortunately beauty prevailed. Throughout the winter, the rough body was developed into its eventual shape. It was then shipped to Scaglietti, who refined the design and made it production ready. The car was first shown to the press in February 1962, but this again was not yet the final shape.

During high speed testing the rear end proved to be unstable; a similar problem that dogged the Sperimentale model at Le Mans. A small lip was bolted on the 'Kamm' shaped tail, greatly improving the high speed characteristics. This device was pioneered the previous season on a V6 engined prototype by American engineer-turned-racing-driver Richie Ginther.

The first 18 cars built were fitted with a separately bolted on lip, but was designed directly into the body of the remaining cars. With exception to several minute design improvements that followed, the final Comp/62 was complete.

From 250 GT Competition / 62 to 250 GTO

In December Bulgari sold the 250 GTO on to Corrado Ferlaino, who immediately sent the car back to the factory for the installation of the Series 2 or 1964 type body.

The newly unveiled Comp/62 was quickly met with criticism from competitors and journalists around the world. They couldn't believe that the new racer derived from the 1961 model, but instead were convinced it was a new car. Some called it a 'Testa Rossa with a roof'. 

Works driver Phil Hill drove the Targa Florio track with engineer Mauro Forghieri in the passenger seat to give him first-hand experience of the GT-racer he developed.

Ferrari however, were confident with the legality of the new car. Every change was approved of separately, which should make homologation a small formality. 

Rear Deck of the 60's Vintage Revell 250 Ferrari GTO Slot Car

 Both parties were somewhat right; the Comp/62 was so different from the previous design that it could easily be considered a new car, but Ferrari's careful planning paid off with the awarded homologation. In a similar situation both the Jaguar E-Type Lightweight and Aston Martin DB4 GT Zagato were homologated, despite the rather large departure from their original road car designs. 
The 250's eventual name was also consequent to this much written about process of homologation. In all official paperwork it was referred to as 250 GT Comp/62, but possibly due to a mix-up, it was generally referred to as 250 GTO; the O being short for 'Omologato' (Italian for homologation). Interestingly this name was first used in English publications, long before it reached Italy. 

Scalextric 250 GTO model racer - The GTO was the last great Ferrari with front engine.

The name stuck and by 1966 it was so synonymous with performance that GM's Pontiac division used it for their latest muscle car. Ferrari also revived the name two decades later, when they launched the competition oriented 288 GTO.

GTO Summary

Fly 250 GTO Wheel and Knockoff Details

 All GTOs have contemporary racing history and would require numerous paragraphs to describe each career in detail. Resulting from the walk-out in 1961 by many key personnel including Bizzarinni, the development of the GTO slowed considerably. 

Under the leadership of Mauro Forghieri, development continued but the new car was short of being ready for the season opening race. An 'old' 250 GT SWB defended Ferrari's honour in its place. 

Revell Monogram Kit - 250 GTO

Sebring was home to the second round of the championship where the GTO made its debut and easily won the GT-class in the hands of Phil Hill and Olivier Gendebien. It continued to win its class in every round of the world championship, including a clean sweep of the class podium at Le Mans. 
Ferrari won the season championship with a maximum score of 45 points, followed by Jaguar and Chevrolet. In 1963 the competition was stronger, with the introduction of the Ford-powered AC Cobras, but the GTO's success continued. 

Vintage Revell 60's Model Racer Undercarriage

Another class win at Le Mans, an outright victory in the Tour de France and the World Championship highlighted the long list of successes for the 250 GTOs that were raced by the works team and the numerous privateers.

Scalextric Ferrari 250 GTO "GREEN" No14