1963 Ferrari 250 GTE 2+2 Series III #4223

We are pleased to offer 1963 Ferrari 250 GTE 2+2 Series III s/n 4223 GTE. This late 250 GTE has had one-owner since 1975, so fifty-one plus years and has largely been untouched over those many years. As a Series III it is well worth restoring or the perfect donor car because of all the updates done to the Series III cars. While the engines of all 250 GTEs were rated by the factory at the same 240 hp at 7,000 rpm, there were very serious internal performance updates through the series. Thanks to lessons learned in racing the 250 SWBs, the 250 GTE intake valves were substantially updated and enlarged, going from 31mm in the early cars up to 34mm in the mid-series to 36mm in the later cars; while the exhaust valves were enlarged from 29mm to 31mm to 34mm, each of which were a huge improvement in volumetric efficiency and power. Furthermore the early GTE’s had sand-cast cylinder heads, resulting in a rough surface finish. The later cylinder heads were pressure cast giving a more dense and hence rigid casting with larger and smoother intake and exhaust ports to go with the larger valves, another huge improvement in volumetric efficiency and power. Additionally the short run from the carburetors to the inlet valves had led to incomplete vaporization of the fuel, resulting in accelerated wear. The larger valves gave more surface area, helped to dissipate the fuel for a better burn pattern and more power.

Additionally the Series I and early Series II engines used the six-into-one exhaust ports and headers first used in the early 1950s. When the cylinder head casting were updated to pressure cast the exhaust ports and exhaust headers were changed to three-into-two-into-one exhaust ports and headers which resulted in a better flowing exhaust with both higher rpm power and more torque across the rpm range. All 250 engines had compression rations of  8.8 to 9.2:1  and “hemi” combustion chambers which were designed to cope with the low-quality fuel on sale in the 1950s and ’60s. Thanks to the evolutionary improvements in period, the later engines can be update with a higher compression ratio, as high as 11.5:1 while still being very user-friendly and drive-able.
In the bottom end the early 250 2+2s had a one-piece rear main bearing cap which also supported the trans, which sometimes led to cracked bell housings. The Type 128E/62 engine, (introduced at about s/n 3003) had a two-piece main-bearing cap and bell housing support arrangement which separated the engine from the transmission. Another problems was getting oil to drain out of the heads back into the sump. The early cars had two oil drains which allowed oil to flow back into the sump, the later pressure cast heads added a third internal drain, helping oil starvation when driven hard, under braking or in fast corners.

Going even further down the rabbit-hole of 250 engine updates, a few early GTEs were fitted with the Tipo F engine, which confusingly came before the Tipo E. While the Build Sheets refer to the engines as Tipo E and the factory internal numbers are all stamped with an E, after about chassis number 2401 all the engine timing chain casing were stamped ‘Ferrari 128F’. The reality is that the tipo 128E was the definitive 250 outside-plug engine and was fitted to almost all of the GTE cars built. Starting with the first Series III s/n 4093 the Series III cars were also updated to a more efficient Magneti Marelli GCA101/A alternator.

250 GTE s/n 4223 GTE is fitted with the last and most most evolved type 128E/62 engine and has an excellent and largely rust free body (with horrible paint). Our inspections confirms it was never in any accidents. The main floor is solid and all the main components are with the car. Because so many 250 GTEs have been parted-out there is no lack of parts available for restoration. Even though s/n 4223 has been sitting for decades the engine turns over easily and the mechanicals are complete from the air cleaner to the 36 DCS webers down to the sump and s/n 4223 is it’s still fitted with it’s period correct Magneti Marelli GCA101/A alternator. As a Series III 250 GTE  it is well worth restoring or the perfect donor car for a go-fast 250 SWB or California spyder conversion. Still registered on it’s April 11, 1975 issued California Pink Slip. Priced to sell at $229,500 or best offer.