1964 Ferrari Berlinetta 250/Le Mans

The Ferrari 250 is a series of sports cars and “granturismo” built by Ferrari from 1952 to 1964. The company's most successful early line, the 250 series includes many variants designed for road use or sports car racing. 250 series cars are characterized by their use of an engine designed by Gioacchino Colombo, with the exception of the 250 Europa. This engine was the “Tipo 125” with a displacement of “just” 2953 cc, but it was light and powerful. The 250 series was replaced by the 275 and 330 series cars.

The Ferrari 250 GTO had a blazing career, but when it came to designing its successor, the technical team had a major evolution in mind. At that time, rear mid-engined cars were revolutionizing races, and the excellent results of the Dino's V6 and V8 units convinced Enzo Ferrari that the time had come to adopt this solution. From a dynamic point of view, this layout creates better weight distribution, and because the powerplant is positioned in front of the drive wheels, traction improves. The new model was planned to use a V8 unit, but in late '61, the renowned "Palace Riot" occurred, and the mass exit of the managers and technicians of the Racing Department caused huge turmoil. The development of the GTO successor underwent a drastic change, and it was decided to revert to the "old" twelve-cylinder unit designed by Gioacchino Colombo back in 1947; the task was to move this engine to the rear. New head Mario Forghieri and his team succeeded in fitting the V12 into the space behind the driver while maintaining balance and reliability. The new 250P, in 1963, was the first rear-engined car to win Le Mans and the Sportscar Championship itself, thanks to its significant advantage over Porsche. The technical staff decided then to "close" the 250P's cockpit and create a low, compact, and smooth coupé, giving birth to the 250/LM. Both cars shared the same lengthened Dino sports prototype (SP) chassis. It was formed by four tubes that carried oil and water to the front-mounted radiators. This helped maintain better weight balance but made both systems vulnerable to accident damage while also increasing the heat in the cockpit. Two 65-liter fuel tanks were located in front of the rear wheels to further balance the weight. For all V12-powered Ferraris, the model’s name was based on the displacement (in cubic centimeters) of one cylinder. All 250s shared the same Colombo DOHC architecture with 2,953 cc of displacement (250 cc per cylinder). The new racing Ferrari was dubbed the 250/LM, even if all units (except for the prototype) were fitted with the 3.3-liter (275 cc per cylinder) version so, by Ferrari convention, it should have been called the 275/LM. Pininfarina was entrusted with the bodywork and designed a lightweight skin to compete in GT championships.As usual Scaglietti put this design into reality. After Mike Parkes' test sessions, Ferrari and Pininfarina revealed the 250/LM at the 1963 Paris Motor Show. This time, the FIA decided not to homologate it in the GT class because such a radical car completely conformed to the connotations of a Sport (rear engine, Transaxle layout, new bodywork). In addition, it was necessary to build at least 100 units. The 250/LM was therefore assigned to the Prototype category. Throughout the '64 season, the berlinetta achieved many successes, including the 12 Hours of Reims and the 24 Hours of Le Mans. Enzo Ferrari tried again to homologate it as a GT for 1965, but the FIA denied this for a second time. This generated a limbo in which regulations required congruous production, but private drivers needed proof that it was a winning car, so it was necessary to be able to race in the GT class. The factory raced anyway the '65 season (NART won again at Le Mans) but not with the results of the GTO. It finally obtained homologation for 1966, but by then the 250/LM was no longer competitive. Total production reached 32 units.

The Ferrari Berlinetta 250/Le Mans with chassis no. *6167* was commissioned by Australian Ferrari and Lancia importer William H. Lowe of Melbourne. Peter Howe, William’s grandson, recalls the car: “We imported two 250 LMs. One sold to David McKay and shipped directly to Sydney... The other, *6167*, was for my grandfather W. H. (Bill) Lowe to replace his 250 Short Wheelbase berlinetta. The car's original color was light metallic green (actually "Verde Bottiglia" green, with green "verde 8370" interior). As delivered, it was fitted with the highest gearing, and he found it almost impossible to drive on the road. I… changed the drop gears to the lowest ratio. It was still most difficult to drive in traffic, and my grandfather, who was then in his late eighties and a veteran of seven Australian Grand Prix, was unable to use it as everyday transport.” From February 11th to 22nd, it was exhibited at the International Melbourne Motor Show. According to press reviews, the car's price at the time was £11,500, but after the event and some dedicated articles, it was advertised for about two years but never found a buyer. Circa 1967, Col. Ronnie Hoare of Maranello Concessionaires came to an agreement. According to a pro-forma invoice, the price paid for the car was £3,800. Sn. *6167* was then brought back to Italy to Piero Drogo's Sports Cars coachbuilding firm, where the bodywork was modified in the front with a longer nose reminiscent of the 250 GTO and a new red and light blue paint. It also received new rims with a five-pointed-star shape, light blue finishing, and central lock. Soon after mid-April, the bureaucratic formalities were completed, and the 250 LM found new premises in England. The race debut took place at the Martini International Silverstone Club Trophy on May 20th. Richard Attwood scored a 3rd place overall. On May 29th, Mike Parkes took 2nd place overall in the BUA International Trophy Meeting at Crystal Palace circuit (#48) and, after a private test session on July 4th, Attwood and the the 250 LM achieved their first success, winning the British GP Support race at Silverstone (#30) on July 15th. On August 28th, Attwood finished third in the Guard International Brands Hatch Evening News International Trophy Race (#62), and on the following September 3rd, the car was at the Bugatti Owners’ Club Newton Oil Trophy meeting along Prescott hill climb. This was the first meeting of the newly formed Ferrari Owners Club. On the next September 16th, "Dickie" finished third in the Gold Cup at the Oulton Park track (#84). In those weeks, sn *6167* was sold to gentleman driver Paul Vestey. The English Baronet had won his class at the Le Mans 24 Hours the previous year and decided to buy the mid-engined sports car for the breakthrough. His first race was the Flugplatzrennen Wien-Aspern um den Donau-Pokal at the Vienna Airport (#19, dna). Two weeks later, Vestey and Paul Ridgeway were at the Paris 1000 kms (Montlhery circuit #14) and finished 13th overall and 5th in class. In November, the car should have been exhibited at the Die schnellsten Autos der Welt show organized in Vienna, an event organized by Jochen Rindt, but it was damaged in his transporter and sent to Carrozzeria Sports Cars for repair. The 1968 racing season of the Sportscars GT Championship began with the Paul Vestey/Roy Pike/Paul Ridgeway trio (#12) forced to withdraw at the 24 Hours of Daytona, but the Vestey/Pike duo took 15th place overall at the BOAC 500 at Brands Hatch track (#10) on April 7th. Vestey and Ridgeway scored 20th place overall at the Monza Mille Chilometri (April 25, #41) despite the car losing a wheel on track, and on May 5th, the Targa Florio was held by Vestey and David Piper. Their race was stopped by an incident.