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CV-061 250 GTO #3387GT - Sebring 12H 1962

CV-061 250 GTO

Technical Data

On March 24, 1962, a new edition of the 12 hours at Sebring International Raceway was held in Florida (USA), scoring for the World Endurance Championship test.

In this competition, the Ferrari 250 GTO #3387GT run for the“North American Racing Team”(NART), being piloted by Phil Hill (USA) and Olivier Gendebien (B). This participation supposed the debut of a GTO in car competition.

The beginning could not be more promising since Phil Hill obtained the Pole Position. After playing for 12 hours in a magnificent race, it reached the goal in second position, becoming the winner in category GT3.0.

A new stage of Pink-kar has started with this model in an attempt to return to an artisanal production as well as an assembly process completely performed in Spain.


Injection: Blue ABS plastic
Color: Blue painting metalized
Decoration: Painted, with graphics and lacquered
Chassis: Black Type 2 for engine with long box and without magnet
Guide: classic guide
Motor: Power Plus 4
Edition: January 2015 - 196 units

Fotos

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HISTORICAL REVIEW

A THOROUGHBRED LINEAGE

The Ferrari 250 GTO represents the zenith of Ferrari´s knowledge in the long ancestry of car race. It was powerful, with a magnificent behavior, and mastered the competition in all type of lands from the narrow and winding roads of Piccolo Madonia in Sicily to the long straight and curved lines circuits of La Sarthe o Reims. It even proved its superiority in the most demanding test at that time, the combination of highway and circuit that the Tour of France Automobile required.

There is a lot more to GTO than this. It is considered to be the last expression as far as the car of Great Tourism philosophy is concerned. This car became the one a pilot could use to circulate during the workable days as well as the one to dispute a race of international level at the weekend.

The lineage of the GTO is based on a family of cars which granted to Ferrari fame, money and sports successes: the one of the 250. However their beginnings were neither easy nor obvious for a small manufactures of Italian backgrounds. At the early 50´s and as the result of the appearance of attractive vehicles like the Mercedes Benz 300 SL, Ferrari reached the conclusion that a new model of about three litres of piston displacement was needed apart from being sold in considerable amounts.

Thus the Ferrari Sport Type 250 appears in 1952, a practical but very adaptable GT to the competition, with good manageability, an excellent delivery of power and an enviable motor pair in all regime of turn. Its V12 to 60º designed by Colombo was an authentic piece of metalsmithing, although part of its merit is due to the brilliant Vittorio Jano, who developed the base of this type of motors for Alpha Romeo in an as distant date as 1938. After the Sport, the 250 MM arrived (by Mille Miglia), the 250 GT, 250 GT SWB (by Short Wheel Base, or it battles cuts), more well-known like Berlinetta, and finally the 250 GTO. Giotto Bizzarrini was mostly the person in charge of the development of this evolution of the SWB, totally oriented to the competition. Unfortunately Bizzarrini turned to be a victim of Laura Ferrari (wife of Commendatore) who helped to dismiss him from the factory in October of 1961 apart from other seven high qualified professionals headed by Car Chiti. Project GTO fell into the hands of a young Technical Director called Mauro Forghieri, who has recently recognized that most of the work had been already done. The first prototype of the GTO was baptized by the media like “Formichiere” (anteater) because of its prominent nose.

Interestingly, perhaps the most famous of all Ferrari saw a body in the usual designer, Pininfarina, but their shapes are hammered by hand in the Carrozzeria Scaglietti of Modena. The air vents in a 'D' at the end of the rear wings were introduced to reduce the air pressure in the body shell of fine aluminum.

One of the recurrent phony myths about this model is the difficulty of its approval. While it is true that the old man was a master in the art of fighting to the FIA, the GTO had no major problems thanks to the extension of approvals from the 250 GT 1960. These extensions are covering components such as dry sump lubrication, larger valves, gearbox 5 speed, air intake using six carburetors and oil cooling, forming all of the features of the GTO.

When the new car was presented at the regular press conference on February 24, 1962, the car was named 250 GT Berlinetta Competizione 1962. Nevertheless it comes in one of those lucky mistakes in life as it was stated by reminded Denis Jenkinson in the March 1963 Motor Sport magazine:

"When the car was homologated for GT by the FIA, at some point someone wrote 250 GT-O, for 'Omologato'. The forgotten hyphen left out by the person clearing up the notes became the birth of the GTO”.

Precisely in 1962 the CSI (Commission Sportive Internationale) FIA announced the end of the old World Championship Sports and presented the new World Championship Great Tourism, an ideal moment for the interests of Ferrari and other GT prestigious manufacturers.

FIRST OF THE SAGA

The chassis 3387GT became the second authentic GTO leaving the Malpensa airport in Milan on March 16th of 1962 on board an Alitalia flight to Florida where it will probably confront the first race of GTO in its definitive body; the renowned 12 hours of Sebring. Registered by the famous NART team (North American Racing Team), it had two highly famous drivers, Phil Hill and Olivier Gendebien.

In fact it deals with the prototype of development with which the test at the hands of Willy Mairesse, Giancar Baghetti and Lorenzo Bandini had been carried out in Modena on March 10th. This fact became the reason why there was not long time to prepare it for the race neither in Europe nor in the United States. Due to the logistics of production the two first GTO, still mounting the differentials of the SWB, were forced to incorporate subchassis in steel which was screwed in the back part.

On the one hand, a cleverness consisted of making the 133 litres fuel tank in very light aluminium and, on the other hand, its lower part was protected by an aluminium plate that the designers used capably like aerodynamic diffuser. The back spoiler was incorporated of urgency owing to the truncated rear did not support sufficiently. In the first races this spoiler did not get to the ends of the body and it was riveted to the same one. The NART team requested that the car was displaying the classic American colors, reason why the car was painted of blue metalized (color code “Blue Genziana”) with a blue stripe.

The oil tank for the 20 litres dry case was located behind the copilot seat. Keeping at level with the ground, this oil tank served the purpose of lowering the center of gravity to the maximum. As a result of being one of the first two units, the 3387GT was provided with an assembled engine around a block type 128 LM. This one will turn out to be the E128 later on. This enhanced motor reached 8500 rpm and 300 CV, reliability being its powerful weapon.

The edition of the 62 of Sebring was of the most controversial in all history. Ferrari was again the great favorite, but other registering were Porsche, Alpha Romeo, Chaparral, the Jaguar and Cooper Maserati of Briggs Cunningham, apart from local apparatuses like Ford Falcon and the inevitable Chevrolet Corvette. An important highlight was the first appearance of a black driver in Sebring, the eccentric Frank Mabry Jr. It is important to remember that the policy of racial segregation was still effective, mainly in the South of the United States. Unfortunately, and in spite of classifying himself with its Austin-Healey Sprite, Mabry destroyed it in an accident in a nearby freeway next to the circuit and he could not go to the race.

The mentioned controversy was originated when the Ferrari 250TR of Innes Ireland and Stirling Moss, going in head towards half of race with two returns of advantage, was disqualified by a misunderstanding in the refuelings. Finally the GTO obtained an extraordinary second absolute position and the victory in GT, just behind the Testa Rossa of Scuderia Serenissima piloted by Jo Bonnier and Lucien Bianchi. Certainly GTO remained 10 returns of the winner, but it was of a whole Sport and more than rolled.

After its race in Sebring, 3387GT was given back to Maranello for its preparation for Le Mans. For this reason, it was equipped with an unique modification in any GTO: the fuel taking showed through back crystal and the original hole in the back hood was covered with an adhesive. However it lacked from a distinguishing outline of the other GTO: the orifices in the nose for the refrigeration of the brakes. Later it took part in diverse races until 1964, painted of the traditional one rosso corsa, moment which entered to the market of the used car of competition. When this market reached its higher moments in 1989, it was protagonist of a delirious chapter: it was robbed from the garage of its owner by a group of 6 people taking advantage of a weekend. However the thief, who had a Kaewasaki concessionaire, was arrested the following Monday, since he announced to a group of potential buyers by placing his phone number and fax of his own home address ...

From 1997, 3387GT is property of the North American collector Harley Cluxton, who gave it back its original livery and participates assiduously in classic exhibitions with its impeccable GTO.

BIBLIOGRAPHY
- Ferrari 250 GTO (Doug Nye & Pietro Carrieri / Cavalleria S.A. / 1996)
- Ferrari 250 GTO (Keith Bluemel & Jess G. Pourret / Bay View Books / 1998)
- Ferrari 250 GTO: The History of a Legend (Anthony Pritchard / Haynes Publishing / 2010)
- Sebring: The Official History of America’s Great Sports Car Race / Ken Breslauer / David Bull Publishing / 1995)
- Genèsed’un Chef-d’Oeuvre (Jean-Eric Raoul / Sportauto / 12-2001)
- In the Beggining, the GTO Genesis (Winston Goodfellow / Classic Cars / 11-2002)

MODEL DESCRIPTION OF SLOT

On his return to the fans, Pink-Kar wished to pay tribute to one of the models having the highest success. Therefore it was refrained from making neither changes nor modifications to its mold or accessories.

The years take their toll, especially if at that time the brand already wanted to stay in that difficult balance to offer a product to remind the classic Slot, without going into the battle of quasi-static models other brands were fighting. Consequently we are facing a way to make a less technological and more sentimental cars, as they were done in the 60s.

It can not be left out the metallic blue color and font of the dorsal pad printing, highly visible aspects that give the bare minimum of truthfulness.

The main areas for improvement affects the rear spoiler, which should not be complete as well as the transparent covers of the hood, which still did not show the real model and the slits side air extraction, which should be two, not three. Other minor details are products of the brand will to offer a comparable companion to his predecessors, explaining why some features remain unchanged: blind slides, intermittent unpainted leaks and wheels with simplified radios.

Beyond this somewhat naive aesthetic that will not go unnoticed to all fans, this is a product entirely made in Spain, from injection to final handling. With this gesture Pink-Kar acquires a firm commitment to manufacture its models without going abroad, with all that that means.

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