{"id":18834,"date":"2025-10-31T07:55:00","date_gmt":"2025-10-31T10:55:00","guid":{"rendered":"https:\/\/www.w-143.com\/?page_id=18834"},"modified":"2025-10-27T07:49:14","modified_gmt":"2025-10-27T10:49:14","slug":"ferrari-250-gto-25-tecnomodel","status":"publish","type":"page","link":"https:\/\/www.w-143.com\/index.php\/ferrari-250-gto-25-tecnomodel\/","title":{"rendered":"Ferrari 250 GTO #25 – Tecnomodel"},"content":{"rendered":"\n
\"GTO<\/figure>\n\n\n\n
1963 Ferrari 250 GTO #25<\/strong>
Pilots: I. Ireland, T. Maggs
Team:  Maranello Concessionaires<\/em>
Race: 6th overall (2nd in GT 3.0 class) at Le Mans in 1964<\/strong>
Tecnomodel - TM43-48D (resin)<\/pre>\n\n\n\n
Published 10\/31\/25<\/p>\n\n\n\n
Designed by Giotto Bizzarrini and Sergio Scaglietti, the first prototypes of the Ferrari 250 GTO<\/strong> came out in 1961. A 2-door berlinetta<\/em>, the GTO was Ferrari\u2019s weapon for Group 3 GT racing. FIA created Group 3 in 1957, a class specific for GT cars to compete both in sportscar racing and rallying. To be eligible for Group 3, the manufacturer had to produce 100 units of the car in 12 months. Production of the GTO began in Maranello in 1962, and a total of 36 cars<\/em> left the assembly line. However, the 250 Gran Turismo Omologato<\/em> (\u201cGrand Touring Homologated\u201d) was race-legal \ud83e\udd14. Despite many (colorful) stories circulating about how Old Man Enzo deceived FIA, the truth is much more boring. Previously, Ferrari produced around 160 250 GT Berlinetta SWB<\/a>, and that counted for the minimum 100 units. Yet, myths and gorgeous lines notwithstanding, the 250 GTO, was far from ground-breaking.<\/p>\n\n\n\n
\"GTO
Despite the innumerous stories, the homologation for the 250 GTO was legit.<\/figcaption><\/figure>\n\n\n\n
The car counted on a 2953 cm\u00b3 V12 with SOHC and 24 valves, derived from the Le Mans-winning Testarossa<\/a>. And the chassis came from the 250 GT SWB, though with improvements in weight, stiffness, and geometry. Though the chassis and engine were nothing special, the car\u2019s aerodynamics were. Bizzarrini went to great lengths to make the 250 GTO aerodynamically sound, including wind tunnel testing at Pisa University. Something like that was quite unheard of at Maranello. His testing resulted in an all-aluminum bodywork with a low and long nose, with a small radiator inlet. And of course, the three distinctive air intakes on the nose (which had removable covers). Moreover, it had a belly pan that covered the underside and an additional spoiler underneath. Production began in late 1961, and was totally manual. Being hand-built, and with continuous improvements during the production run, no two GTOs are alike.<\/p>\n\n\n\n
\"GTO
The new car started out with a bang: second place overall at Sebring.<\/figcaption><\/figure>\n\n\n\n
With the first cars ready in early 1962, the first race for the 250 GTO was the Sebring 12 Hours, finishing in second. Overall, Bizzarrini designed a killer car. With the GTO, Ferrari won the FIA’s International Championship for GT Manufacturers (over 2 l) in 1962, 1963, and 1964. And at La Sarthe, the results were also spectacular. Though the GTO never raced as a factory car, client teams were very successful with it. To the point that it won the GT 3.0 class in 1962, 1963 and 1964. One of these teams was Maranello Concessionaires<\/strong>, owned by Mike Hawthorn. In the 50s Hawthorn struck a deal with Enzo Ferrari to sell Ferrari cars in the UK. And as expected, he also created a team for GT racing. They bought chassis #4399GT<\/a> in 1963 and took it to the Tourist Trophy, finishing in first place. Throughout 1963, many podiums followed.<\/p>\n\n\n\n
\"GTO
Converted to Series II specs, the 250 GTO #25 looks different from when it came out of the factory.<\/figcaption><\/figure>\n\n\n\n
However, in 1964, to keep the car competitive, Ferrari had Mauro Forghieri and Mike Parkes redesign the 250 GTO’s bodywork. This \u201cface lift\u201d became known as the GTO 1964, or Series II. Ferrari built three cars in the 1964 specifications, and four earlier models were retrofitted by the factory. One of these was #4399GT, and Maranello Concessionaires successfully raced it in the UK and then at Spa. And of course, in June, they took it to Le Mans. For La Sarthe, however, they added that distinctive hood scoop<\/a>, to aid with engine cooling. Piloted by Innes Ireland and Tony Maggs, the 250 GTO #25 finished in sixth overall and second in the GT 3.0 class. That was the only Le Mans participation for #4399GT, yet it still exists and races in historic events<\/a>.<\/p>\n\n\n\n
\"GTO
The 250 GTO #25 is one of the only seven Series II GTOs.<\/figcaption><\/figure>\n\n\n\n
As I\u2019ve said many times before, the GTO is one of my favorite Maranello cars. In fact, the 250 GTO may well be THE Ferrari for me. So, when my dealer offered me this 250 GTO #25, I said (screamed?) \u201cHell yeah!\u201d<\/em>. In terms of Ferrari models, without a doubt Tecnomodel is my favorite brand. Fantastic detail level (a notch above Spark) for a palatable price (about 20% more expensive than Spark). And this is no exception: b-e-a-u-t-i-f-u-l! This one is from Tecnomodel\u2019s \u201cMythos Collection,\u201d and is a limited edition of only 140 pieces (mine is #128). However, as with all Tecnomodel models so far, blink and you miss it. At their web page the 250 GTO #25 already is listed as discontinued \ud83d\ude15.<\/p>\n","protected":false},"excerpt":{"rendered":"
1963 Ferrari 250 GTO #25Pilots: I. Ireland, T. MaggsTeam: Maranello ConcessionairesRace: 6th overall (2nd in GT 3.0 class) at Le Mans in 1964Tecnomodel – TM43-48D (resin) Published 10\/31\/25 Designed by Giotto Bizzarrini and Sergio Scaglietti, the first prototypes of the Ferrari 250 GTO came out in 1961. A 2-door berlinetta, the GTO was Ferrari\u2019s weapon … Continue reading “Ferrari 250 GTO #25 – Tecnomodel”<\/span><\/a><\/p>\n","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"open","ping_status":"closed","template":"","meta":{"footnotes":""},"class_list":["post-18834","page","type-page","status-publish","hentry"],"post_mailing_queue_ids":[],"_links":{"self":[{"href":"https:\/\/www.w-143.com\/index.php\/wp-json\/wp\/v2\/pages\/18834","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.w-143.com\/index.php\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/www.w-143.com\/index.php\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/www.w-143.com\/index.php\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.w-143.com\/index.php\/wp-json\/wp\/v2\/comments?post=18834"}],"version-history":[{"count":3,"href":"https:\/\/www.w-143.com\/index.php\/wp-json\/wp\/v2\/pages\/18834\/revisions"}],"predecessor-version":[{"id":18853,"href":"https:\/\/www.w-143.com\/index.php\/wp-json\/wp\/v2\/pages\/18834\/revisions\/18853"}],"wp:attachment":[{"href":"https:\/\/www.w-143.com\/index.php\/wp-json\/wp\/v2\/media?parent=18834"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}