What do you think about this 250 GTE?

How much is the party asking?

 

I think you should arrange to have it shipped to me for thorough evaluation

 

What is with the burled wood dashboard?

 

Car looks beautiful from what there is to see. Do you have any details on it the car like cost, service history, price, recently completed PPI, etc.

These are the things that will help you judge if this Ferrari is worth buying or not.

 

Who has it for sale?

 

"Who has it for sale?"

If he tells us, someone else may buy it ....

 

http://www.ferrarichat.com/forum/showthread.php?t=137101&highlight=4829gt
http://www.motorcities.com/contents/07/1963-Ferrari-250-GTF-Sold-at-$106,100_07BFF592215709.html

 

Early cars had higher comp. Late cars had coil overs, wider rims, split headers etc....

 

Not sure where you are getting your information - can you elaborate? Yes, the early sales brochure listed the 8.8;1 CR, however, all factory buildsheets show a steady decline in compression from 9.4 early cars to 9.0 in later cars (see samples shown). The factory literature also was corrected to 9.2 as was the owners manual by the 3rd brochure. Again this has been researched and published by Ferraristi such as Gerald Roush and Hilary Raab. Alan Boe, a GTE owner and acknowledged 250 historian ( I believe a Pebble Beach Ferrari Class Head Judge) in an article in Car Collector and Car Classics writes " Compression ratios and horsepower figures published for the GTE engine vary somewhat. Factory data sheets for individual cars give a compression ratio ranging from 9.0 to 9.4 to 1 whereas the sales literature lists an 8.8 to 1 compression ratio. Research indicates that the lower compression ratios are generally associated with later production vehicles."
With respect to your horsepower figure are you saying that GTEs like a Series 2 car with 9.2 to1 CR would have 255 bhp? I've never heard that before. The factory quotes 240 bhp even for early cars. One would think the most potent GTE would be a Series 1 built in 1961 (GTEs built to late 1960 had slightly smaller valves) with a 9.4 or 9.3 to 1 and the larger 40 DCL/6 carbs (not the smaller 36 DCS carbs in mid to late cars). A Factory hood scoop would be nice as well.
As much as I would like to believe these bhp figures most cars probably made no more than 230 bhp.
BTW I remember your car when it was shown at Grand Rapids at the 93 FCA Nationals. It was parked on the concours field next to mine and Alan Boes. I think it belonged to a Bill Domm - very nice GTE congrats.
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The owner's manual says 235 hp. I don't think this figure was ever updated and I also think that gains created by better heads etc. were compensated by lowering the CR, but merely this is just a guess. I also think that it was not in anyone's interest to have more powerful engine in these cars that were designed to serve as daily drivers. Quite the opposite; I think it was purposeful to have a clear difference between the output of a standard and comp engines. Best wishes, Kare

 

ferraridigest: You ought to post this on Tom Yang's site, there are about 25 250 GTE owners regularly on who also do much of their own work, including the guys who wrote the 250GTE Buyer's Guide, M

 

So when where and how was the dash done? It looks very Jaguar esc.

 

That dash is something else....a little "bordello", IMO...

....last three GTE $ales were up there, based on reports in Sports Car Market and other data

Last one in London sold for 255K
The one sold a couple of months before that sold for 200K, also at the UK auction, methinks
One in Switzerland sold for ~130K
I know of two private sales in the last 7 months in the 150-180 range, both #2 cars.

 

The equation has so many "parts moving" that it will be very difficult to find the truth without knowing how different set-ups performed on dyno when new. Heads, pistons, valves, camshafts - even block and conrods all have their effect on work pressure and output of an engine and I would be very surpriced if there was an engine builder who would be able to put it all together and share his view. Having one's nose in a book is good in that it may be the easiest way to understanding that the equation can hardly be solved without comparing dyno sheets. Best wishes, Kare