Guide: Ferrari 250 LM Stradale
Background
The 250 LM was launched in October 1963 as Ferrari’s successor to the all-conquering but controversial 250 GTO.
Created to go racing in the Group 3 class for over two-litre Grand Touring cars, the LM was promoted as a straightforward evolution of the front-engined GTO in the hope of avoiding a 100-car production requirement.
Group 3 rules allowed racing versions of homologated cars to run new bodywork and a strengthened chassis. The GTO had flouted the rules on account of its entirely new lightweight frame, but was cleared to race anyway, much to the dismay of Ferrari’s rivals.
When Ferrari tried an even more audacious stunt with the mid-engined LM, their application was unequivocally rejected.
This meant the LM was forced to race in the Prototype class and, if Ferrari wanted to remain at the forefront of GT racing, they would have to manufacture a proper GTO replacement.
On the plus side, the LM would no longer have to use the GTO’s three-litre engine. As a consequence, all 32 250 LMs were fitted with 3.3-litre 275 engines instead.
Unfortunately, Prototypes inevitably had a smaller potential market than widely eligible GT cars. Furthermore, LM buyers would have to compete against works teams with practically unlimited budgets.
Ferrari therefore found the LM a tough sell, despite it being arguably the fastest customer racing car available and one capable of winning at international level.
In an attempt to boost sales, a road-going 250 LM Stradale was mooted for a production run of 10 to 25 units. The first example (chassis 6025 LM) was displayed at the Geneva Motor Show in March 1965.
Chassis
6025 LM was built on a special long wheelbase version of the Tipo 577 tubular steel chassis. The wheelbase was extended from 2400mm to 2600mm to free up cabin space.
As usual, suspension was independent all round with unequal length wishbones, coil springs and telescopic Koni shocks. Anti-roll bars were installed at either end.
Four wheel disc brakes were supplied by Dunlop and the 15-inch wire wheels by Borrani. The rims measured 5.5-inches wide at the front and 7-inches wide at the rear.
Fuel capacity was unchanged at 130-litres. Twin tanks were located between the rear bulkhead and wheels.
Engine / Gearbox
In the engine bay was Ferrari's Tipo 211 all-alloy 60° V12.
This race-bred 3.3-litre unit featured dry-sump lubrication, Testa Rossa heads with two valves per cylinder and a single overhead camshaft per bank.
Ignition was courtesy of a single spark plug per cylinder and two coils.
Displacement was 3286cc thanks to a bore and stroke of 77mm and 58.8mm respectively.
The compression ratio was 9.7:1 and six twin-choke Weber 38 DCN carburettors were installed.
In this configuration, peak output was 320bhp at 7500rpm and 230lb-ft at 7500rpm.
Transmission was via a five-speed gearbox, single-plate clutch and ZF limited-slip differential.
Bodywork
This intoxicating mix of of parts was draped in a custom aluminium body.
Unlike the normal 250 LM bodies which were fabricated by Scaglietti in Modena, 6025 LM was assembled by Pininfarina at their plant in Grugliasco.
It featured an extended nose with Plexiglas covered headlights and a traditional Ferrari grille behind the re-profiled main intake.
Vertical chrome bumperettes with black rubber inserts were fitted front and rear.
Gullwing-style roof panels made access to the cockpit easier. The subtly reprofiled doors (which opened in conventional fashion) were given new chrome release catches.
The engine cover came in for perhaps the most drastic modification: a brand new fastback screen was installed and the distinctive fender-mounted engine intakes were given body coloured louvres.
For cooling purposes, vents were carved out from the sides of the rear windscreen, from the black vinyl engine cover and along the base of the tail fascia.
The finished car was painted white with three blue centre stripes.
Interior
The cockpit was made as comfortable as possible, but the extended wheelbase made no difference to the 250 LM’s naturally cramped footwells.
Proper seats were installed along with electric windows.
The black vinyl dash incorporated three individually cowled instruments with additional switchgear mounted on a slim control panel under the dash. Three supplementary gauges were located in a vertical bank to the right of the driver’s leg.
Red quilted vinyl was used to upholster the inner arches and rear bulkhead with plain red vinyl used for the sills, seats and transmission tunnel.
The new door panels were also upholstered in plain red vinyl. They came with a black door caps and featured chrome release catches plus the electric window switches.
The steering wheel had a traditional wooden rim while the open gate gearchange was centrally located as per the standard 250 LM.
Like the majority of 250 LMs, the Stradale was right-hand drive.
Subsequent History
After it was unveiled at Geneva, chassis 6025 LM was displayed at the New York Motor Show in April. However, the car failed to attract the dozen or so buyers needed to make a short production run worthwhile and it remained a one-off.
After the New York show, 6025 LM was delivered to Ferrari's North American distributor, Luigi Chinetti.
Chinetti had been a key player behind the project (hence its US national racing livery). The car was then sold to Regis Lippert of New Jersey.
In addition to the Pininfarina-built LM Stradale, Ferrari also converted one 250 LM for road use themselves.
Chassis 5995 LM was originally delivered to Cesare Toppetti for the 1965 season. After being raced at the Targa Florio (DNF) and the Mugello GP (second overall) it was returned to the factory and fitted with a fastback rear windscreen, front and rear bumpers and a properly trimmed interior with electric windows and air-conditioning.
The exterior colour was changed from red to silver and the car was given a French tricolore centre stripe.
5995 LM was subsequently sold to Count Giovanni Volpi di Misurata who was the patron of Scuderia Serenissima.
Text copyright: Supercar Nostalgia
Photo copyright: unattributed
