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gree and concours-quality restoration, a 250 GT Europa of this caliber would be an
exceptional addition to any automotive collection.
SCM Analysis This Ferrari 250 GT Europa sold for $788,715 at RM’s London
sale on October 31, 2007.
There are actually two distinct models of 250 Europa—the original series, intro-
duced in 1953, and a second series known as the 250 Europa GT, which was introduced
late in 1954. The subject car is the latter Europa GT. The original 250 Europa and its
sibling, the 375 America, were nearly identical cars with different engines.
Both cars featured a Lampredi “long-block” V12 but with different displacements.
The 375 America’s 300-plus horsepower engine displaced 4,522 cc, while the 250
Europa’s 200-hp engine displaced a more modest 2,963 cc. The smaller engine was a
concession to Europe’s taxation on larger displacements. These cars had a 108-inch
wheelbase, transverse front leaf springs, and Houdaille shock absorbers.
The big difference between the Europa and the Europa GT was the engine. The
complex and heavy Lampredi engine of the Europa was discarded in favor of a
smaller Colombo-designed unit. The shorter engine was 20 hp more powerful and al-
lowed an 8-inch reduction in the car’s wheelbase. The shorter wheelbase, along with a
revised rear frame design, coil front springs, and tubular hydraulic shock absorbers,
contributed to improved handling in the Europa GT. The lovely Pinin Farina body
was not significantly changed, though the Series II proportions are more aesthetically
pleasing.
The importance of the 250 Gran Tursimo series to Ferrari’s history can not be
overstated, and the history of production 250s begins with the Europa GT. Prior to
the Europa GT, it was not unusual to find differences between sequential Ferraris of
the same model.
Different body builders, different trim, and an evolution of mechanical components
meant that even though two cars shared a common model number, they often were not
common to each other. The Europa GT changed that. Recognizing that standardiza-
tion was the key to profitability, Ferrari embarked on a plan to make a standardized
production model, and the Europa GT was that model. Although there are custom
Europa GTs, most of them are very similar.
While Europa GT #0361’s documentation is not complete, there’s enough history
to be reasonably comfortable with its provenance. Certainly its history with Albert
Obrist is a good indication of its quality. Mr. Obrist, a Swiss manufacturer of alu-
minum and plastic containers (think tooth paste tubes) liked to collect the best of the
best. His collection included a 250 GTO, a TR 59, a half dozen sports prototypes, and
a handful of other highly collectible Ferraris.
Unfortunately, Mr. Obrist borrowed heavily against the cars in the superheated
Ferrari market of the late 1980s, only to find himself deep under water when the
market crashed in the 1990s. Rumor has it that Formula One czar Bernie Ecclestone
nudged the bank to call the loans and ended up with the cars at a significant discount.
A prominent U.S. collector snapped up the important competition cars but apparently
passed on the Europa, which is a telling story of a Europa’s relative collectibility when
compared with the true heavy-hitter Ferraris.
This particular car, and especially its catalog description, do raise some questions.
The catalog states that #0361 is fitted with a Lampredi engine, but as the third Europa
GT (a Series II car), it should have a Colombo engine. The car does, however, have
the leaf spring and Houdaille shock absorber front suspension of a first series Europa.
The catalog also states that there were only 36 of both series Europas produced,
which is also probably incorrect.
Ferrari often called the early cars 250 GTs without assigning a model name. One
historian will call an ambiguous example one model and a different historian may call
it a different model all together. The exact number of both series Europas produced is
disputed, but it lies somewhere between 34 and 66.
There is little question that the Europa GT is an important car in Ferrari’s history.
Owning one will get you invited to most anywhere you want to go. Unfortunately, they
lack the lust factor the big boys have. While they are quite handsome and will draw a
crowd, there will always be something faster or more glamorous that will take home
the trophy. A Europa is a nice addition to a collection, but it’s not a centerpiece car;
if you can only have one Ferrari, it’s not going to be a Europa. The $790k paid for
#0361 is probably record territory for a Europa GT (0403GT was bid to $945,000
at Gstaad in 1999, but not sold—SCM# 8730), but these days that’s not unexpected.
There just aren’t many great 250 series cars available, and if you want one you’d
better be prepared to pay up. It’s interesting to note that if this car had been bought at
the 2005 exchange rate, it would have cost $100,000 less. ♦
(Introductory description courtesy of RM.)
Seat Time
Ken Roath, Newport Beach, CA: I purchased my 1955
250 Europa GT, s/n 0419GT, in early September of 2007 for use
as a rally car. In my opinion, it provides all the performance
characteristics of a true GT car, with added comfort. And since my
wife will be joining me on the rallies, comfort—to the extent it
was available in early sports cars—was of importance.
The adaptation of front coil springs and the use of the
short-block Colombo V12 enabled a shorter wheelbase and were
major improvements in handling over the heavier and longer
Lampredi-powered Series I Europa. It also produced a better-
proportioned car visually. The Europa GT was the first Ferrari to
carry the GT designation, and with a detuned 250 Mille Miglia
powerplant, it could provide plenty of performance.
This particular car had early race history in the capable
hands of drivers like Olivier Gendebien, Jacques Swaters,
and Leon Dernier, all of Belgian racing fame. As purchased,
s/n 0419GT was operable, very complete and original, but is
currently in Maranello at the Ferrari Classiche Department for
observation prior to restoration, servicing, and maintenance.
Budd Florkiewicz, Scottsdale, AZ: I own a 1954 Europa,
s/n 0345EU, with matching engine. It’s a beautiful car that has
been fully restored, and it’s a blast to drive. In September 2006,
we drove it in the Colorado Grand, and it was superb in the
mountains. Last August, we showed it at Concorso Italiano.
Bob Slayden, Sandy Springs, GA: On December 19, 1971,
I became the owner of a 1954 Ferrari 250 Europa , s/n 343EU. I
bought it from Harley Cluxton in New Orleans back in the days
when he was a law student dealing Ferraris on the side and I
was a psychiatry resident buying sports cars and trading them up
for the next one. Cluxton wanted something like $4,000, but we
settled on $2,800.
I bought #343 on a gamble because when I test drove it,
the car had no power, but I believed I knew what was wrong.
After the purchase, I had the cam timing checked on the Colombo
engine and bingo! One cam was out of time by a tooth. The
“mouse-trap” valve springs were a first for me. We retimed the
cams and the car ran well but never had a lot of power. Inside it
smelled of leather, oil, and a little must.
When you turned the key, the unique Ferrari “whirrrrr” of
the starter was instantly recognizable. Has anyone ever done
a sound-track of unique starter motor sounds? This Ferrari
would make it. Once running, it sounded terrific, with the V12
pulling smoothly with good strength through all four gears. The
transmission was smooth once warmed up. Its lines were really
special, with the long hood and coupe body, and it was finished
in red with a mint blue original interior.
I drove it almost daily for a while, and then moved to
Philadelphia with my wife. We flat-towed #343 behind our
Vista Cruiser station wagon using a homemade tow bar. We left
Metairie, Louisiana, at 3:00 am only to discover my tow bar was
too short; the bumper of the wagon punched out the Ferrari’s
headlight bulb as my wife pulled out of the drive way. We had to
get to Philly, so we just avoided making any more sharp turns,
and all was fine for the rest of the trip.
I sold it on November 11, 1972, for $4,250. Was I getting
rich or what? I made a $1,450 profit, plus I got to drive a Ferrari
while my fellow residents were driving VWs. I used the proceeds
to pay for a 300SL Gullwing Mercedes that I still own. I have
often wondered what happened to the ol’ girl. I’d take her back
in a minute, but I’d still keep the Merc. ♦
February 2008 49