At the point when Ferrari attempted to homologate the 250 LM as a mid-engined 250 GT motorsport’s administering body (FIA) at long last had enough and won’t. The enthusiasm for GT dashing autos had soar in the mid 1960s as they supplanted the models in the World Championship for Manufacturers. To have an auto homologated as a GT no less than 100 autos of that sort must be made. In the initial couple of years it was sufficient for a producer to demonstrate the arrangements for the 100 auto creation run, yet generally not long after the homologation papers were marked, generation was stopped.
In great Ferrari custom, the 250 P still imparted numerous segments to its ancestors, in spite of the novel skeleton outline. The most recognizable part was the well demonstrated Colombo short-square V12 motor, which it imparted to GT autos like the 250 GTO. For Enzo Ferrari the motor was the most essential part of any auto, and trusting he could persuade the FIA of the same thing Ferrari set out to build up an enlightened rendition of the 250 P for GT dashing. Dispatched at the 1963 Paris Motor Show this ‘250 LM’ looked strikingly like the 250 P, yet Ferrari demanded it was not altogether different from the front-engined 250 GT.
As specified before the FIA declined to homologate the 250 LM as another variation of the 250 GT, which appeared well and good. It was presently up to Ferrari to persuade the FIA that there was a reasonable aim to deliver 100 case of the mid-engined ‘GT’. Indeed, even today an Italian mid-engined V12 sportscar is considered exceedingly colorful, so the FIA’s incredulity was extremely reasonable. In any case Ferrari proceeded with the advancement of the 250 LM all through the winter of 1963/1964. One of the greatest changes was the establishment of a 3.3 liter rendition of the motor, yet in light of homologation the auto was still alluded to as ‘250 LM’, where ‘275 LM’ would be more suitable.
Painted in a hitting white with a blue stripe, Pininfarina appeared the 250 LM “Stradale” at the 1965 Geneva Motorshow. The paint plan was deliberately spoke to clients in the greatest business sector; the United States. Toward the end of the show Pininfarina guaranteed sixteen autos were on request, however 6025 remained a unique case. In the long run just 32 250 LMs were built and it was never homologated as a GT auto. In 1965 a secretly entered 250 LM took an astonishment triumph at Le Mans, which until this day is Ferrari’s last general win in the fanciful race. One of the Scaglietti bodied autos was later changed over for street use, yet not as widely as the first Pininfarina 250 LM.
|Configuration||Type 211 60º V12|
|Location||Mid, longitudinally mounted|
|Construction||light alloy block and head|
|Displacement||3,286 cc / 200.5 cu in|
|Bore / Stroke||77.0 mm (3 in) / 58.8 mm (2.3 in)|
|Valvetrain||2 valves / cylinder, SOHC|
|Fuel feed||6 Weber 38 DCN Carburettors|
|Power||320 bhp / 239 KW @ 7,500 rpm|
|Torque||294 Nm / 217 ft lbs @ 5,500 rpm|
|BHP/Liter||97 bhp / liter|
|Chassis||multi-tubular space frame|
|Suspension (fr/r)||double wishbones, coil springs, shock absorbers, anti-roll bar|
|Brakes||Dunlop discs, all-round, inboard at the rear|
|Gearbox||5 speed Manual|
|Drive||Rear wheel drive|
|Weight||850 kilo / 1,874 lbs|
|Wheelbase / Track (fr/r)||2,600 mm (102.4 in) / N/A / N/A|
|Power to weight||0.38 bhp / kg|
|Top Speed||295 km/h (183 mph)|
|0-60 mph||6.1 s|
Ferrari 250 LM Stradale Speciale 1964 Design Interior Exterior