“Ferraris are meant to be driven.” It’s a rallying cry that has been echoing around the Ferrari community for decades, championed by Pebble Beach Chief Judge Emeritus and Ferrari fan, Ed Gilbertson. And why not? What better reason for buying, owning and caring for a great classic Ferrari than to drive it? And what better pair of Ferraris to drive than a silver-grey 250 GT short wheelbase berlinetta and a red 250 GT short wheelbase California spider?
My adventure with these two great cars all started innocently enough via an e-mail that navigated cyberspace into my computer last April. It came out of the blue from a long time East Coast friend and fellow 250 GT Ferrari admirer/collector. Why not come up to Connecticut, it said, and we’ll spend the day driving a couple of my classic Ferraris on some less-traveled, winding and hilly two-lane roads through the verdant rural countryside. How tempting an offer is that? Sounded pretty good to yours truly.
The appointed date arrived a few weeks later along with perfect late Spring weather, pleasantly cool and partly cloudy. The plan was to meet up in Greenwich, drive out to Bedford Hills, New York, in a 250 GT long wheelbase berlinetta, commonly referred to as a “Tour de France” due to the model’s success in that grueling French race/rally in the late 1950s, and then hook up with the two short wheelbase Ferraris that would be waiting for us in Bedford Hills. An excellent way to start off the day. Although we hadn’t yet turned a wheel in either short wheelbase Ferrari, 25 teaser miles had already been racked up in the glorious TdF. Things were definitely looking up!
The Ferraris
Our two SWBs were both completed in late 1962, oddly enough on the same date (fraternal twins?)—December 20 according to the cars’ factory build sheets—probably the only two Ferraris finished that day. The silver-grey berlinetta, bodied by Sergio Scaglietti to a Pininfarina design, was sold new in January, 1963, through Renato Nocentini’s Garage La Rotonda, Ferrari’s dealer in Florence, Italy, to first owner Mrs. Mirella Caccia of Pistoia, Italy. It is the next-to-the-last SWB berlinetta built, number 163 of 164, and, although it is steel-bodied, it came with several special competition features such as flared rear wheel fender arches, an instrument fascia with a black wrinkle finish, no bumpers and a “soup dish” sized competition fuel filler in the left rear fender.
The car was also delivered with a cold air pan around the carbs and Snap exhaust tips, both of which have gone missing over the years and will be added back shortly. Its ownership trail took it to England in the early 1970s, then back to Italy in 1977, before coming to the U.S. in 1989. After a brief stint in Japan in 1996, it returned to the States and has been here ever since.
Ferrari’s short wheelbase berlinetta met the world in October, 1959, at the Paris Auto Show as the successor to the company’s long wheelbase example, the aforementioned TdF, which had been in production since 1956, beginning with chassis 0503 GT. Intended for racing—the SWB examples built in 1960 were almost all alloy-bodied—its shorter wheelbase gave improved handling at speed, plus it was lighter, quicker and more powerful than its long wheelbase predecessor. As a result, the newly minted GT Constructors Championship, which began in 1961, went to Ferrari that year thanks to the SWB and drivers such as Mike Parkes, Graham Hill and Stirling Moss.
250 GT SWB California
The red California spider, also styled by Pininfarina and bodied in Scaglietti’s Modena, Italy, shop, is the sixth-from-the-last example built, the 49th of 54, and the next-to-the-last SWB California with covered headlights. It was sold new by San Francisco Ferrari dealer, Charles Rezzaghi Motors, to Edward Schenck of Santa Rosa, California, on February 19, 1963. The car has never left the U.S. and, until coming to its current East Coast owner in May 2007, it had previously never left California.
Credit for convincing Enzo Ferrari to build the California spider, when his company was already building the more luxurious soft top 250 GT cabriolet, goes to Luigi Chinetti, Ferrari’s agent for North America who was then located in New York City. However, the seed for the California spider had been planted with Chinetti by John von Neumann, Ferrari’s West Coast distributor in the late 1950s, hence the mutually agreed to “California” name. Von Neumann wanted to be able to offer his warm weather Ferrari clientele an open, two-place grand touring car that had more in common with Ferrari’s competititon berlinettas than did the cabriolet.
The short wheelbase California spiders, while designed primarily for high speed highway touring, did have some success in competition. Three examples were built with lightweight aluminum alloy bodies, the most successful being chassis 2015 GT which finished 12th overall at Sebring in 1961 and was 2nd in its class. The same car ran as high as 11th overall at the 1960 Le Mans 24 Hours, only to expire with three hours to go with engine woes.
LWB to SWB
The first California spiders were built in 1958 on a longer 2,600-mm wheelbase chassis, but by early 1960 Ferrari had switched to a shorter 2,400-mm wheelbase chassis, beginning with serial number 1795 GT. Ferrari continued to build the model until early 1963 when the last California spider, serial number 4137 GT, left the Maranello factory.
Mechanically, our two SWB Ferraris are identical. Both are powered by Ferrari’s legendary single-overhead-cam, V12 engine displacing 2,953-cc, which was developed over many years and can trace its history back to a 1.5-liter displacement 12-cylinder design drawn by Engineer Gioachino Colombo back in 1947. In dry sump form with six Webers on top, it was used by Ferrari to power the 250 GTO, which won the World Constructors Championship in 1962, 1963 and 1964.
Each of our SWB engines is fed by a trio of 36 DCS/3 Weber carburetors, each uses a 9.2 to 1 compression ratio, and each produces a maximum of about 250-hp at 7,000 rpm. Their engine blocks carry consecutive internal numbers—758/62 for the California and 760/62 for the berlinetta.
Chassis, Gearbox, Brakes and Tires
Both Ferraris ride on a husky tubular steel chassis, type 539/61, both are equipped with four-speed synchromesh transmissions using a standard “H” shift pattern, and both employ four-wheel disc brakes. Their front suspensions are independent with coil springs, Koni shocks and A-arms, while their live rear axles use semi-elliptic leaf springs, radius rods and Konis. Tires originally were 185 x 15 Pirelli Cinturatos mounted on RW 3690 Borrani wire wheels. On Board The view on board these Ferraris, whether from behind the steering wheel or in the passenger’s seat, is both familiar and compelling. Immediately ahead of the driver are the tachometer, reading to 8,000 rpm in each car, and an optimistic speedometer, which winds to 300 kph in the berlinetta and 180 mph in the spider.
Marching off to the right in the spider are five lesser gauges showing oil pressure, fuel level, water and oil temperature, and the time. The berlinetta has only four smaller instruments lined up to the right of the speedometer, with the oil pressure gauge centered ahead of the driver between the tach and speedometer. A series of unmarked switches that activate such things as the fuel pump, wipers and lights reside at knee level along the bottom of the instrument fascia in both Ferraris, and require driver familiarization to get them to operate.
The Route
Time to roll. Leaving Bedford Hills on board the California spider with the top down, we headed the two Ferraris north up New York Route 22 to connect with Interstate 684 near Katonah. Not exactly a winding, hilly, rural two-lane road, but I-684 presented an opportunity to explore, traffic permitting, the Ferraris’ performances in fourth gear. The berlinetta was faster.
Of course, as we motored along the Interstate the two Ferraris attracted plenty of gawks and stares from fellow travelers, plus many smiles, thumbs up and digital cameras. The silver and red pair were attention-getters and head-turners wherever we went, whether on the road or in parking lots, getting noticed by everyone from SUV moms to long-haul big rig drivers. It’s hard to hide in these cars and next to impossible to remain blasé and unimpressed. Shrinking violets need not apply.
New Milford, Connecticut
We exited I-684 east of Brewster, New York, taking routes 22, 65, 39, and 37 north and east through New Fairfield and Sherman, Connecticut, toward U.S. 7 and New Milford. We had now connected with some good Ferrari roads—winding, hilly, and lightly traveled—a nice test for both cars and drivers, but bumps, cracks, holes and heaves (Connecticut had a lousy winter) took a little of the fun out of it.
Traffic on a Saturday morning in New Milford had come to a stop-and-go crawl thanks to shoppers, left-turners and stop lights. The two Ferraris handled the dilemma admirably, although the California required activation of the autoflux electric fuel pump to maintain adequate fuel pressure.
North out of New Milford, U.S. 202 took us to state route 109 and our destination near Washington, Connecticut. A visit had been scheduled at Bill King’s 75-acre organic farm that grows everything from kale to corn, and supplies produce to several area restaurants including King’s eatery, Back 40 Kitchen, in Greenwich.
Caretakers of Tradition
King is passionate about the operation of his farm, and rightly so. He thinks of himself as a caretaker of agricultural and farming traditions, his enthusiasm for organic farming paralleling our enthusiasm for old Ferraris. He and farm manager, Nichole Norby from Minnesota, proudly gave us the royal tour of the property which also retains several historic farm buildings that have been renovated for 21st Century use. In addition to the large main house, those buildings include three smaller homes, which are being updated with modern conveniences, plus a renovated 18th Century barn. On top of all this, the land features some spectacular, national-park-like views of the nearby Shepaug River valley.
As interesting as the organic farm was, our focus for the day was the two classic Ferraris. Either one of these gorgeous machines has the power and presence to elevate its driver and passenger to new, ever higher levels of self-esteem and banish any negative vibes, and we were feeling it. Fifty years ago they were the kings of the road, the Alpha dogs of the car world, and in today’s classic car community these two Ferraris still retain that clout and charisma.
Late Lunch
By now it was mid-afternoon and a late lunch seemed like a good idea before the drive back to home base. A short sprint into the laid-back, out-of-the-way crossroads village of Washington Depot brought us to the New England-rustic styled G. W. Tavern. Although the two Ferraris were placed side-by-side at the end of the restaurant’s gravel parking lot, they did not go unnoticed. Before we could get to the front door, patrons who observed us roll in were filing outside to take a closer look at the pair of Ferraris. Questions flowed and digital cameras went to work. The drawing power of these two cars never ceases to amaze.
California vs. Berlinetta
For the return trip to Bedford Hills we headed back on Connecticut 109, basically retracing our earlier drive—an excellent opportunity to sample the berlinetta instead of the spider, but just for comparison purposes, of course. These two Ferraris, although the same age and essentially identical mechanically, are two different cars entirely. The California gives the impression that it would be perfectly at home if asked to trundle around Casino Square in Monte Carlo at 10 mph, whereas the berlinetta just wants to go and go, the faster the better…the hell with Monte Carlo and 10 mph. It’s like a powerful Italian mastiff tugging on its leash.
The berlinetta’s penchant for speed is bolstered by its roarty, barely muffled exhaust note, whereas the California emits a more toned-down, but distinctly 12-cylinder Ferrari baritone sound. Following in the wheel tracks of the berlinetta on the morning’s drive was a special treat for, only there, at speed, can you best experience the full stereo soundtrack of that magnificent high-revving V12.
Both Ferraris are maintained “by the book,” and are a pleasure to drive. There’s no pull, left or right, through their steering wheels—take your hands off the wheel and both cars track straight as an arrow. Same with the brakes. Firm pressure on the middle pedal will reward the driver with a straight, safe, short-distance stop with no dramatics.
Classic Interior
Immersed in soft, supple leather with rich Wilton wool carpeting underfoot, and that classic wood-rimmed steering wheel an arm’s length away, both Ferraris present the driver and passenger with an unforgettable vintage Ferrari experience. Despite their different personalities, the ride quality in both cars is quite similar. It’s not like you’re floating on a cloud—you’ll feel the road woes that winter gifted to Connecticut—but neither are you going to experience blurred vision from excessive jarring. Seating in both cars was very comfortable with charcoal black leather buckets in the berlinetta and beige individual chairs in the spider.
While both cars will carry plenty of speed through turns, it was not our goal to see how tossable they were, nor how many Gs we could pull while cornering. After all, we were on public roads dealing with other motorists, but both Ferraris are beautifully balanced and handle like the thoroughbreds they are. They are both superb classic grand touring cars, hand built 52 years ago by exceptional craftsmen in the finest Ferrari tradition. No wonder they’re worth a king’s ransom in today’s collector car world.
TdF to Greenwich
We arrived back in Bedford Hills in late afternoon, the berlinetta frequently out-running the spider on the way home. Now silenced, the two Ferraris cooled with the attendant pinging and ticking as metal parts returned to normal temps after nearly 100-miles of afternoon driving. Waiting there to deliver us back to Greenwich was our third Ferrari for the day, the now detailed dark blue and silver long wheelbase berlinetta, which was destined for the Greenwich Concours the following day. Needless to say, it had been a Saturday to remember, and one not likely to be topped by any other classic Ferrari adventure any time soon.
