The 225 S was developed as a direct successor to the 212 Export, retaining the predecessor's wheelbase and track measurements while introducing significant engine upgrades. Technical research by Aurelio Lampredi led to the implementation of an innovative intake manifold and an upgraded distribution system, improvements that were subsequently integrated into the next generation of Colombo-engined cars.
Ferrari produced 21 units in total, all featuring right-hand drive. While most examples utilized a traditional tubular steel spaceframe chassis (identified by "ED" or "EL" serial number suffixes), eight cars were built using the "Tuboscocca" chassis. This semi-monocoque design, created by Gilberto Colombo’s Gilco company, employed a smaller diameter tubular trellis-frame with truss-type cross-braces to provide increased rigidity and reduced weight. Several 225 S units were converted from earlier 212 Export or 166 MM chassis.
The majority of the production run featured coachwork by Vignale based on designs by Giovanni Michelotti. This included fourteen open spyders and six closed berlinettas. One unique Vignale spyder, serial number 0176ED, was commissioned by Antonio Stagnoli with inboard headlights, an outside spare wheel flush with the trunk, and open-style wings. A single Barchetta was bodied by Touring (s/n 0166ED) for Eugenio Castellotti. During this period, Ferrari's partnership with Touring began to wane as the manufacturer shifted focus toward Vignale, and eventually Pinin Farina and Scaglietti.
The 225 S was powered by a Colombo V12 engine with a total capacity of 2,715.46 cc. By boring the cylinders out to 70 mm while maintaining a 58.8 mm stroke, Ferrari increased power from the 165 PS of the previous 2.6-litre unit to 210 PS at 7200 rpm. The engine featured a compression ratio of 8.5:1, a single overhead camshaft per bank, and two valves per cylinder. Fuel delivery was managed by three Weber 36DCF carburettors, and the unit utilized wet sump lubrication and a single-plate clutch.
The chassis featured independent front suspension with double wishbones and a transverse leaf spring. The rear utilized a live axle with twin semi-elliptical springs, an upgrade over the single springs found on the 212 Export. Hydraulic shock absorbers and hydraulic drum brakes were fitted at all four corners. The transmission was a five-speed non-synchronised unit.
The 225 S debuted at the 1952 Giro di Sicilia, where Eugenio Castellotti and Annibale Broglia secured a class win and fifth overall. Castellotti later took the model's first outright victory at the Coppa d'Oro di Sicilia.
The model's most significant competitive achievement occurred at the 1952 Monaco Grand Prix for sports cars. Ferrari entered six 225 S units in a field of twenty; the cars claimed the top five finishing positions, with Vittorio Marzotto taking the win followed by Castellotti. This marked Ferrari's first-ever victory at Monaco, though the event was marred by the death of Luigi Fagioli following a practice accident.
Throughout 1952, the 225 S proved highly successful in diverse events:
Endurance and Road Races: Bruno Sterzi and Arnoldo Roselli won the Coppa della Toscana; Paolo Marzotto and Marino Marini won the Coppa d'Oro delle Dolomiti and the Giro delle Calabria.
International Events: Eugenio Castellotti won the Portuguese Grand Prix at the Circuito da Boavista. In France, Jean Lucas secured wins at the Circuit d'Orleans and Circuit de Bressuire.
Le Mans and Tour de France: "Pagnibon" (Pierre Boncompagni) and Tom Cole retired from the 24 Hours of Le Mans due to electrical issues, but "Pagnibon" later finished second overall in the Tour de France marathon.
UK and Americas: Tom Cole and Graham Whitehead finished second at the inaugural Goodwood Nine Hours. In South America, Roberto Bonomi won the National Buenos Aires.
In 1953, the 225 S achieved a 1-2-3 sweep at the National Buenos Aires. At the 12 Hours of Sebring, the berlinetta of Robert and Peter Yung finished eighth overall and second in class. The model remained active in competitive racing across Italy, the US, Argentina, Brazil, and Portugal until 1959.
The 225 S was a transitional but highly effective competition tool, bridging the gap between the early 2.1 and 2.6-litre Ferraris and the dominant 3.0-litre 250 series. Its success was defined by its reliability in sprint and hillclimb events, such as Pietro Palmieri’s win at Trieste-Opicina, as well as its dominance in the 2.7-litre displacement category. The "Tuboscocca" variants remain particularly notable in the technical record as early examples of increased chassis rigidity through semi-monocoque construction.