Balancing aerodynamic and performance considerations dictated much of Bizzarrini’s approach to his new design. He began by relocating the engine completely behind the front axle for improved weight distribution and specified a dry sump oiling system to further lower it, dropping the center of gravity and enabling a lower hood line. Higher-duration cams, larger valves and an upgrade to six dual-throat Weber 38 DCN carburetors combined to increase output from the 250 GT SWB’s 260-280 HP to 300. A new 5-speed gearbox replaced the SWB’s 4-speed, and a sturdier differential with revised Watts linkage was introduced. The front suspension geometry featured more negative camber and cross-braced Koni shocks. Bizzarrini’s attention to exterior airflow and reduced weight produced the GTO’s faired-in headlights, smaller radiator opening and additional cooling vents. The smallest details were addressed, right down to the recessed fuel filler cap and smaller, lighter, more aerodynamic door handles. Drawing on his success with the SWB “Breadvan” and the mid-engine 246 Sports Prototype, Bizzarrini designed a Kamm-style tail. Southern California racer and talented Ferrari development driver Richie Ginther added a rear deck spoiler and a subtle secondary tunnel spoiler between the exhaust tailpipes to smooth underbody airflow. In direct comparison tests between the 250 SWB and the new GTO at Monza in September 1961, the GTO easily outpaced the SWB by several seconds per lap; Ferrari clearly had another winner. Introduced in the factory courtyard alongside the new Grand Prix and Sports Prototype racers during the annual Maranello press conference on February 24, 1962, the Ferrari 250 GTO represented the ultimate road-legal sports racer, one that would soon speak for itself in competition. One month later, the Ferrari 250 GTO made its racing debut at the 12 Hours of Sebring as Phil Hill and Olivier Gendebien drove to second overall and first in GT class for Luigi Chinetti’s North American Racing Team. The success at Sebring was followed by a GT class victory at the Targa Florio in May and a one-two finish in the GT class at the 24 Hours of Le Mans in June. Ferrari had nearly secured the International Championship for GT Manufacturers just halfway through the season; indeed, the GTO would go on to capture that title three consecutive times from 1962 through 1964. BIANCO SPECIALE - 3729GT Ordered through Ronnie Hoare’s Maranello Concessionaires by British racing privateer and highly successful Jaguar dealer John Coombs, chassis 3729GT was completed on May 7, 1962 and sent to Scaglietti for its aluminum coachwork. Early series features included twin fender vents, C-pillar sail panel vents, a wider radiator opening, circular brake ducts, rectangular fog lights, semi-recessed parking lights, chrome rings around the headlight covers and a riveted-on rear spoiler. Coombs’ bold request that his 250 GTO be finished in white was a deliberate nod to his racing identity and a subtle challenge to his rivals at Jaguar, whose competition cars often wore white. The Ferrari factory issued the car’s certificate of origin on July 13, 1962, assigning Modena registration MO 79396 to bypass British import duty. Delivered to Coombs on July 28, 1962, 3729GT arrived on British soil wearing its specially ordered paint. Bianco Speciale had officially arrived. BRANDS HATCH, AUGUST 6, 1962 – A GRAND DEBUT The Peco Trophy race at Brands Hatch held on August Bank Holiday Monday was the occasion for Bianco Speciale’s racing debut. Coombs placed British Formula 1 veteran and 1959 Le Mans co-winner Roy Salvadori in the cockpit of the brand-new Ferrari, one of an imposing six-car pack of privately entered new GTOs additionally piloted by Mike Parkes, John Surtees, Innes Ireland, Colin Davis and David Piper. Coombs also entered his Jaguar E-Type for Graham Hill, who qualified in fourth on the outside of the front row, with Surtees on pole, Salvadori in second and Parkes in third. Surtees initially surged into the lead, but Parkes took over on lap 3 as Ireland moved up to challenge Salvadori and Surtees in a gripping contest that continued through a lashing downpour. Salvadori prevailed when Surtees spun out on lap 21, finishing second behind Parkes and ahead of Ireland in third. The Bianco GTO had shown its mettle. The literal heat of competition prompted a rush of development in the two weeks leading up to the RAC Tourist Trophy Race at Goodwood. Two rows of louvers were added to the car’s hood and a third vent was opened in both front fenders. The lower driving lights were also removed to improve airflow.
