Lot 52: 1961 FERRARI 250GT Competition/61 SWB 'THE BREADVAN'

The ex-Scuderia SSS

COACHWORK BY PIERO DROGO OF MODENA
Engine Numero Interno No. 942/62E

Rosso Corsa with black racing interior

Engine: V12, two single overhead camshafts, one for each cylinder bank, six Weber twin-choke carburetors, dry sump lubrication, 2,953cc, c300bhp at 8,000rpm; Gearbox: four-speed manual with Porsche synchromesh; Suspension: upper and lower wishbone front suspension with solid rear axle mounted upon leaf springs; Brakes: four wheel Dunlop disc brakes. Left hand drive.

The Short Wheelbase's career in competition was as outstanding as its predecessor's. Homologated into the GT class just a few days before the 1960 running of the Le Mans 24-Hour race, 2001GT, driven by Tavano and Loutsel won the class and came home fourth overall. Behind came the similar cars of Arents and Connell, Elde and Noblet and 1759GT, driven by Hugus and Pabst. They filled the first four places in the GT class!
The Le Mans result was just a foretaste of the 250GT SWB's success to come. Wherever they appeared, they dominated their class and sometimes won races outright. For example, Stirling Moss won the Tourist Trophy at Goodwood in both 1960 and 1961, first of all with 2119GT and then with 2735GT, a SEFAC 'Hotrod', as Americans were to know the Competition SWB of 1961. Other notable results were in the 'Tour de France' event where Willy Mairesse, partnered by Jo-Jo Berger, won in both 1960 and 1961. Olivier Gendebien, whilst giving Mairesse a very hard time, had to concede defeat after blowing a piston before the race at Le Mans.

Chassis 2819GT, one of the last 250 SWBs, was first registered in Modena (albeit in the name of coachbuilder Carlo Scaglietti) 'MO 68939' on September 9th 1961 as noted on the original registration document included in the file. 1961 being the final year of the most desirable Competition variant, Ferrari produced only twenty such examples which came to be known as SEFAC 'Hot Rod's, including 2819GT. The Competition/61 SWBs came with an especially light aluminum body, minimal interior and race specification engine. Registered anticipating a swift collection, the first owner was Belgian aristocrat and four-time Le Mans victor, Olivier Gendebien who took delivery of 2819GT factory finished in silver. He adorned the car with a red, yellow and black racing stripe in respect of his Belgian nationality. Ready just in time for the Tour de France, and under the banner of Ecurie Francorchamps, Gendebien with co-driver Lucien Bianchi enjoyed a faultless run and, despite aiding eventual winner Willy Mairesse out of a ditch and lending him their spare wheel, the pair finished second overall in 2819GT.

The young Italian nobleman Count Giovanni Volpi di Misurata of Venice was rapidly exercising his wealth and passion for the sport and swiftly purchased 2819GT from Gendebien following the event as the latest recruit to his Scuderia Serenissima Republica di Venezia equipe - he already had three others! Rapidly repainted in red and with the decals of Scuderia Serenissima attached, it was sent by Volpi to Montlhery for the 1,000kms of Paris on October 22nd 1961. Bearing the coveted number 1, it was driven by the (vintage) vintner Maurice Trignant and Sicilian schoolmaster Nino Vaccarella. Finishing just one lap behind the Rodriguez brothers, the pairing finished third overall. Not only was this the last round of the 1961 GT Championship, a year that had been dominated by a bevy of SWBs, but it was to be the last time 2819GT was seen on the track in its generic SWB form.

The Italian registration document notes that it was not until the 18th of June 1962 that 2819GT was registered to Scuderia SSS (as Volpi's team was known in 1962). Such was the business that Volpi had been putting through the order books at Maranello and in turn striking up a strong relationship with Enzo that he personally allocated the first pair of 250 GTOs (at that point not yet named) to Volpi for his use in the 1962 season. Developed by the cream of Ferrari's engineers, the GTO boasted vast improvements over the SWB such as superior aerodynamics, a five speed gearbox and a significantly up-rated engine akin to that used in the TR prototype, against the wishes of Ferrari the FIA insisted the solid back axle of the SWB remained. The fact that Ferrari never adhered to the regulations in building a minimum of one hundred such examples is irrelevant now but the GTO went on dominate GT racing for the next three seasons and to many is the most desirable motor car ever built.

The much-publicized and commented upon uprising at Ferrari during the closed season at the end of 1961 provoked the departure of key staff such as Romolo Tavoni (Racing Director), Giotto Bizzarrini and Carlo Chiti (two of the top racing engineers) and Sales Manager Girolamo Gardini. Volpi swiftly recruited these four to work for his ambitious ATS (Automobili Turismo e Sport) Formula One team. When word got back to Enzo of Volpi's most recent appointments he phoned Volpi and in response told Volpi that he could forget about the prospect of having the two GTOs already promised; such was the aversion of the conversation it was to be their last contact for eighteen years. Acutely aware of how competitive the GTO would prove in comparison to the SWB, an alternative plan had to be made.


Giotto Bizzarrini was the key. He had spearheaded the development of the GTO and so aware was he of aerodynamic efficiency that, whilst at Ferrari, he moved the engine further back and lower in the chassis (by means of dry sump lubrication) not only to better the center of gravity but to create a more sleek nose profile. On hearing Volpi had been denied the GTOs, Bizzarrini offered his already proven knowledge and proposed the building of a 'better GTO'. 2819GT was to be the beneficiary of Bizzarrini's experience with the GTO and he instantly applied his proven findings to that of the now outdated SWB. In common with the GTO, his latest evolution received dry sump lubrication, half a dozen twin choke Webers and the radiator location was lowered and recessed to suit. GTO wheels (in particular the deeper-dish rears) were utilized along with a GTO windshield. The motor was lowered significantly and moved well aft of the centerline of the front wheels, greatly reducing its center of gravity and polar inertia. With this car, Bizzarrini went to the competion extreme, doing what he might not have been permitted to do at the works. Whilst the engine power had benefited from an increase, they were unable to acquire one of the new five speed gearboxes thus (in theory) the car would suffer by comparison to the GTO in acceleration and top speed. Where Bizzarrini made up for this theoretical disadvantage was in aerodynamics, having studied the research of German Professor Wunibald Kamm he commissioned local coachbuilder Piero Drogo to clothe 2819GT in a wind cheating manner never seen previously. The original body was returned to Scaglietti and used upon another SWB that had suffered an accident during the 1961 season in Scandinavia.

The Drogo expression of Bizzarrini's guidelines had a nose profile far more pronounced than that of the GTO with superior venting to assist cooling but the rear of the car was where 2819GT stands alone. The roofline is merely a stretch back from the windscreen, the rear fenders bulged to provide enough space for the rear wheels, with the subtle and unobtrusive manner then dealt with by an abrupt rear. The rear played host to a latched rear window, the light cluster and gave clue to what lay under the bonnet thanks to the four rear pipes thrusting well out from beneath. Due to Bizzarrini taking a post at Iso Rivolta, the build of 2819GT in its revised form was interrupted somewhat but it was completed just in time for Le Mans in June 1962. Whilst the suspension itself was not changed, Bizzarrini did neutralize the front castor angles to aid turn-in. After a brief test to ensure the car had pace, the team rushed it to Le Mans.

In scrutineering at Le Mans, 2819GT weighed in at around 65 kilos less than the GTOs thus an added advantage had also been forged. The ACO were, as always, compliant to the Ferrari factory and understanding the circumstances that necessitated the modifications to 2819GT they enforced a variety of changes to make the exercise as hard as possible for Volpi's team. Despite the fact that 2819GT was effectively a SWB re-built to GTO-type mechanical specification (bar the gearbox) they made the car run in the Prototype category, a rear windscreen wiper had to be installed and they insisted that the car be repainted (in turn this would have added weight). The unique styling was the subject of photos in many period magazines and quickly prompted the French press to nickname the car 'La Camionette' (little truck), in reply to which the English reporters gave it the seemingly appropriate namesake of 'the Breadvan'. Drivers Carlo Abate and Colin Davis qualified 16th and prior to the race the nose was altered to make for increased airflow and two slats were cut into either side of the rear to help keep cockpit temperature down. The speed of the Breadvan, feared by Ferrari and expected by Volpi & Co., was proven in the race having found another advantage - incredible fuel efficiency brought about by the streamlining effect of Kamm's tail and the innovative frontal treatment. After two hours it was not only ahead of but was lying ninth at the end of the second hour and seventh at the end of the third hour before it retired in the fourth. Folklore offers two suggestions for the car's failure; either the drive shaft snapped or the gearbox (which had been freshly rebuilt by the Ferrari Competition Department) was missing a number of bearings. Either way the Breadvan was out but it had made an unforgettable statement that would immortalize the car forever.

Again with Abate at the wheel, the Breadvan contested the Guards Trophy at a rain-sodden Brands Hatch on August 6th 1962. In a race long contest with teammate Bonnier in the 61TRI, the Breadvan slipped to fourth overall at the end, but finished first in the GT class. Later that month (August 26th) Abate drove the Breadvan at the Ollon-Villars hillclimb in Switzerland where he again finished fourth overall and first in GT- obliterating the class record by nearly twenty seconds. Humorously so, two GTOs were reputedly entered but it seemed the arrival of the Breadvan led to their return home before the event began; they no doubt feared the realistic prospect of defeat against the Abate Breadvan pairing.

On October 21st 1962, 2819GT returned to Montlhery for the 1,000kms of Paris. Here the Breadvan was on the third row at the start, neatly amongst only GTOs and the Aston Project 212. Suitably so, the Breadvan configuration enabled drivers Davis and Ludovico Scarfiotti to compete at the thick end of the action with the GTOs and they managed a formidable third place overall behind two GTOs and ahead of seven others! To crown the season, Volpi entered the car for the Puerto Rico Grand Prix on November 11th but the fatal accident at the Mexican Grand Prix which claimed the life of Ricardo Rodriguez led Volpi to withdraw the car as a mark of respect - it spent the week in the team's hotel lobby.

Upon return to Europe, Volpi retired the Breadvan from racing but retained it as a road car, emblazoned with a 'T" on its roundels and a speedometer was grafted into the dashboard layout. It seemed to spend the majority of its time in the south of France and Monaco where Count Volpi, being the socialite he was, spent a fair proportion of his time. When the Monaco Grand Prix was in town though, Volpi opted to park his TR61 outside the Hotel de Paris for the weekend. One could argue that the Breadvan had been relegated to the loaner vehicle; one such late night loan to Giovanni Agnelli (of FIAT fame) led to a new color scheme, upon inspection he likened the silhouette to that of a hearse and ordered his butler to paint it black, a fine idea except when the butler ran out of paint he had to stripe the front of the car. In this same livery, the car was lent to playboy Gunther Sachs von Opel who managed to get the car impounded by the French Gendarmes following a high speed chase, the reason for his need of excessive speed (to which the Breadvan obliged) being that he had to rush a young lady to the train station. Repainted in silver, the Breadvan enjoyed its last competitive outing in March 1965 when Edgardo Mungo piloted the Breadvan to ninth overall at the Coppa Gallenga Hillclimb.

In late 1965 Count Volpi placed the Breadvan for sale with Vittorio Malago, an Italian car dealer in Rome. Los Angeles based Ed Niles had already began his relentless search and importation of all things Ferrari and as the deals became more prevalent he even attracted the less than grateful attention of Otto Zipper (then Los Angeles Ferrari agent) who felt his dealings were tramping on his turf. Niles' source in Italy was his pal Roberto Goldoni and copies of letters on file indicate the two men were in talks about the Breadvan as early as June in 1965 and had even suggested modifying the rear of the car to make it look more like a 1964 style GTO! Interestingly so it was even wrongly referred to as being based on a 1961 TR chassis perhaps the red cam covers it reputedly wore were seen as a red herring. As documented, the Breadvan was being offered at $3,750 USD and as such was too rich for Niles at the time thus he approached Gordon Culp, then treasurer of the Southern California Ferrari Owners Club. With the price now negotiated down to $3,000 USD by September 20th and after seeing the pictures Goldoni had sent Niles, Culp agreed to purchase the car thus Goldoni put a $1,000 USD deposit down. What subsequently ended Culp's interest was that when he went to the bank for a loan to complete the purchase they refused him due to the fact he could not offer a California pink slip. This left both Goldoni in dire straights as he had a sizeable figure outstanding as a deposit which he in turn needed for a house purchase. By November 11th 1965 Niles, as a last ditch attempt to save the deal, had found a solution and agreed to borrow the necessary funds from his mother. Within five days though (and before these funds were sent to Goldoni), Niles had found himself a buyer in Dick Merritt from Michigan who was in partnership on the deal with his pal Gary Wales (though later correspondence confirms their backer as being Michael Kennedy). As the original invoice from Scuderia SSS on file attests dated 27th November 1965, the Breadvan was eventually sold for $2,800 USD with Niles and Goldoni earning their cut in addition.

Still finished in silver, the car landed on American shores in early 1966 (with a recorded 45,841kms on the odometer) but the car was damaged, albeit restricted to the panels. Nonetheless Wales claimed it would cost $575 to rectify and it was no doubt that this compensation afforded the subsequent restoration and respray back to red. Documented by a generous selection of photographs on file, a number 1 was adorned and for the first time since it had become the Breadvan; Ferrari badges were affixed.

Within a year it was sold to Asa Clark, a then president of the Ferrari Owners Club, before it passed to Los Angeles nightclub owner Matthew Ettinger, a prolific Ferrari owner, who enjoyed the car to its full extent but not initially due to the fact that when he bought the car he was recovering from a motorcycle accident and had two broken legs. The engine was in tired order by now and regardless of his condition, Ettinger set about a rebuild that even necessitated the sourcing of two brand new cylinder heads; he also rebuilt the gearbox in his incapacitated state. For the next few years the car became well known in the Los Angeles area with Steve McQueen and James Garner rumored to have come into contact with the car, Garner was reported as noting the Breadvan as the fastest car he had ever been in! Amongst his many exploits in the Breadvan in the late Sixties, Ettinger raced the car, admittedly both on the road and track!

In 1971 he sold the car to English dealer Brian Classic who in turn sold it to Martin Johnson and he had well-known historic race John Harper pilot the car with verve until the late 1970s. Famed Aston Martin specialist Richard Williams remembers the car as dead even with Project 212, even with Mike Salmon at the wheel, referring to the Breadvan in a 1986 conversation as 'the last Ferrari to be raced in anger in England'. During this spell of historic racing, the car suffered front end damage at Brands Hatch in 1976 and was repaired by RS Panels. Photos taken in period showed that they were unable to accurately replicate the graceful curves of the nose, producing a somewhat stunted look. A copy of the invoice for this work is on file.
In the early 1980s the Breadvan returned to the USA and was owned by Gordon Tatum before it passed to Dr. Ronald Finger. By 1985 it was with Joe Marchetti, who along with Steve Earle was leading the fledgling movement of vintage and historic racing in the US. He drove the car at the Chicago Historics and it was here that the current custodian first encountered the car, by 1986 he exchanged his recently damaged SWB, trading up to the faster and more advanced Breadvan. Amongst the legacy of the aforementioned history and proven competitiveness, one great credential that the Breadvan possessed was an special invitation to the 25th anniversary of the Ferrari GTO from Jess Pourret; scheduled to be held in France in September 1987.

At the time the Breadvan was referred to as a 'tired, old racecar'; the new custodian set out to restore the car to the configuration it was presented at scrutineering for Le Mans 1962. In order to make the car presentable, usable and as authentic as possible it was sent back to Modena where Gianni Diena's team at Sport Auto treated the car to a full restoration. Using numerous period photos, the nose was reverted back to the original form with no venting and the cooling slats above the rear wheel arches were faithfully recreated. The only externally visible features that were not retained are the Le Mans lights that illuminated the roundels and the rectangular access point in front of the driver. Inside the car, all floor pans were replaced along with the construction of new front and rear bulkheads and the dashboard was restored to original racing specification, removing the intrusively large speedometer. Sport Auto also rebuilt the engine, gearbox and differential as well as adding a Watts linkage to the rear. All electrics were completely rewired. The dry sump system was relocated to the rear of the car and the filler cap incorporated into the passenger side panel. Whilst this clearly assists the weight distribution there is no evidence that this was a practice employed in period. A modern ATL fuel cell fitted by Joe Marchetti was discarded in favor of a more traditional riveted aluminum unit. In order to drive on the streets, a period mirror was installed on each fender.

With a fresh coat of paint it was then ready for the 25th Anniversary of the GTO, where it was invited on grounds of faithful association, having proven in period that it could compete with the famed model. The Breadvan attended once again for the 30th Reunion.

The current owner meticulously recreated the Scuderia SSS logos that it wore in period from original documents in file and from period photos taken of the car. In order to adhere to modern safety requirements a rollbar was fitted along with a racing fire extinguisher. Over the past 19 years the Breadvan has been greatly enjoyed, seen across the globe at a number of events and has been raced at Reims, Spa, Imola, Fiorano, Mugello, Mas du Clos, Laguna Seca, Elkhart Lake and has been an honored guest of the Scuderia, appearing in the 1995 Ferrari Yearbook. A frequent visitor to Laguna Seca, it was also invited to the Pebble Beach Concours d'Elegance in 1990 and displayed in front of Goodwood House at the Goodwood Festival of Speed in 1997. Most recently it was demonstrated on track and at Longue Vue Gardens for the Ferrari Club of America French Quarter Classic in 2004.

Condition today, especially for a car that has been extensively used, is remarkably well presented. Evidence of racing include a light showering of stonechips to the nose and due to the thin gauge aluminum there are some ripples in the bodywork. On inspection one finds a refreshingly appropriate racecar restoration which was by no means overdone. In particular the tubular frame that supports the body appears only to have been repainted and not even that was done completely! Given a good twenty minutes or so to look around the car from front to back you can see the imperfections experienced in period during construction that offer insight into how Drogo was able to complete the uniquely styled body at such short notice. Mechanically the car has clearly been completely restored and in mind of racing safety - Aeroquip hoses have been used where necessary. In general it has a mellowed feel, appearing nicely broken in following the restoration. Of significance the whereabouts of the original engine is unknown, but the Sport Auto restored V12 is certainly up to the task.

Driving the Breadvan is a fantastic experience. Once behind the wheel and on the move the purposefulness of this unique creation becomes clear. Within just a few hundred yards it is obvious that the Breadvan's favored territory is the track, the tramlining and bumping around is understandable but the half dozen Webers don't want the Breadvan to burble - they want it to sing! A 250 SWB, even in race form, is like a limousine by comparison, even with the restricted allowances of the highway, the instant feeling is that the Breadvan is a significant evolution. Turn in seemed very positive with body-roll minimalized, indeed the characteristics of the Breadvan were more in keeping with that of a nimble touring car of later period. All temperatures and pressures were very well behaved and the engine (regardless of being somewhat muted by its highway experience) felt very spritely indeed and it certainly felt as if all three hundred horses were ready to charge given a suitable dose of the right pedal. Given the Breadvan's extremely broad eligibility and numerous invitations to motoring events world-wide, there is no reason why (in the right hands) it could be bothering the sharp end of 1960s GT grids, if not leading them, once again.

This is the most instantly recognizable individual Ferrari ever and either referred to as the most advanced SWB or a unique evolution that pays homage to the success of the 250 GTO: it is the Breadvan and as such is a wonderful testament to an era rife with innovation and evolution in the sole pursuit of motor racing glory.