Enzo Ferrari, in his autobiography in Automobile Quarterly Volume III No. 1, said “I have, in fact, no interests in life outside racing cars….” Yet, it was that interest in racing cars that led him to build some of the most desirable road cars in the world—sales of the road cars financed the development of his racing cars. During the second half of 1960, Ferrari opened a new market for his cars by producing the 250 GT/E 2+2. Not a four-seater and definitely not a sedan, this was a true GT car that could occasionally transport four people. It was a change in direction for Ferrari’s roadcars that has continued alongside the two-place open and closed Ferraris to this day.
250 GT/E
The GT/E was partially in response to the similar cars being produced by Ferrari’s competitors, Jaguar, Aston Martin and, in particular, Maserati. Pininfarina took on the task of modifying the chassis of the 250 GT Pininfarina coupé to take a 2+2 body with an engine moved forward eight inches. The chassis designation was 508E, which is where the “E” came from in the car’s designation as 250 GT/E. It was much like the 250 GT PF. It had a front suspension with wishbones, coil springs and Koni shocks, and semi-elliptic springs with twin radius arms and Koni shocks in the rear. Assisted Dunlop disc brakes were used on all corners. Beautiful Borani wire wheels with three-eared knock-offs added to the car’s exceptional appearance. It was a beautiful automobile, with classic Ferrari lines not unlike those of the other 250 GTs. Even the Berlinetta Lusso, which may be one of the most beautiful automobiles of all time, was a recognizable relative of the GT/E. Other touches made sure the car would be recognized as a Ferrari, even before the prancing horse could be seen—the egg crate grille at the front and the four chrome pipes at the rear made sure of that. Passenger comfort was a consideration, and heating and ventilation were given a lot of attention, to include exit vents on the sides of the fenders behind the wheels to allow hot air out. With its Connolly leather seats, Wilton wool carpets and Nardi wood steering wheel, the interior was luxurious—fit for a Ferrari owner. The dash was designed for the Ferrari driver. Everything needed for spirited driving was close. Directly in front of the driver between the speedometer on the left and tachometer on the right was the oil pressure gauge. To the right of the tach were oil and water temperature gauges and fuel gauge, with an ammeter and clock below them. The final accommodation for four people was the design of a spacious trunk so the occupants could take along everything they need for a trip.
It was the engine, however, that really made the GT/E a Ferrari. The Colombo-designed V12 used three dual-choke, downdraft Weber carburetors and was coupled to a four-speed transmission with an electronic overdrive, although the OD only worked on top gear, unlike some British cars with overdrives. The engine produced 235 horsepower at 7000 rpm and 181 lbs-ft of torque at 5000 rpm, so there was plenty power available to a driver who wanted to stretch the car’s legs. Its performance was comparable to that of the other GTs, even though it was 200 pounds heavier.
Driving Impressions
The focus of this article is the GT/E owned by Alan Boe. Boe is a Ferrari judge, historian and author (an article he authored on the GT/E cars appeared in Vintage Roadcar’s September 2014 issue). Boe’s GT/E was originally sold to a university professor in Italy in February 1962, so it is an early second series car—with the very attractive grille-mounted driving lights.
There is a procedure to be followed when starting any Ferrari 250 from cold. First turn the key 180 degrees, then turn on the electric fuel pump. The pump will make a ticking sound, and when the clicking slows down, pump the throttle a couple times to make sure the accelerator pumps are full of fuel, and push the key in to start the engine. There is a manual choke, but Boe says it is seldom needed. Once the oil and water temperature gauges show some temperature, first gear can be selected, and off you go. The clutch is smooth, and the transmission goes into gear with a little “snick.” Until the engine is warm, it is best to proceed sedately while everything in the driveline warms up. Once warm, the car turns into as much a Ferrari as any of its siblings.
The shifter is long, so throws are long, but shifting is comfortable—easy. The ride is stiff, and cornering is precise with little body roll, although I didn’t try to take any sharp corners at anything close to the limit. It can’t be compared to a modern car and shouldn’t be. Its 235 horsepower is less than that of my Focus ST, but it is a quick car, especially when I remember the cars I drove in the ‘60s. It is comfortable to drive, the seats are comfortable and hold you in place, the steering wheel and shifter are placed exactly where they are needed, the gauges are easy to read, and the pedals are spaced nicely for my big feet. It’s an easy car to drive—and fun.
But is it really a car for four people? Boe tells of taking a friend and their sons to Road America when they lived in Chicago, and the back seat was perfect for the boys, but he didn’t suggest that the back seat was a good place for an adult for a long trip. So, 2+2 is an accurate description.
The 250 GT/E was an undervalued Ferrari for many years. Thankfully, it has taken its appropriate place among the cars of the marque. Its value is still climbing and likely will continue to climb. Thanks to owners like Boe, who truly appreciate this model, others will be able to see these cars and, if lucky, get to ride in or even drive it. It was a privilege for me to be able to drive this fine example of a GT/E and to meet a true aficionado of the Ferrari marque. I thank Alan Boe for the opportunity.
Specifications
Production 1960 – 1963
Body/Chassis Steel body over 508 E steel tubular frame
Wheelbase 2600-millimeters (102.36 inches)
Length 4700-millimeters (185 inches)
Width 1710-millimeters (70 inches)
Height 1340-millimeters (53 inches)
Weight 1310-kilograms (2889 pounds)
Front Track 1354-millimeters (53.31 inches)
Rear Track 1394-millimeters (54.6 inches)
Engine Water-cooled SOHC 60-degree V12,
2 valves per cylinder
Displacement 2953-cc (180.5-cu.in.)
Bore/Stroke 73.0 mm x 58.8 mm
Compression 9.2:1
Carburetion Triple Weber downdraft carburetors
Horsepower 235 hp @7000 rpm
Torque 181 lb-ft @5000 rpm
Transmission 4-speed with overdrive
Brakes Dunlop discs on all four wheels
Performance
Top Speed 136 mph
0-60 mph 7.5 sec
0-100 mph 18.2 sec
Avg. Fuel Consumption: Does anyone really care?
Valuation
Price at Launch $12,900
Excellent $510,000
Good $460,000
Average $410,000
Poor $351,000
