The series designation "250" refers to the approximate displacement of a single cylinder in the car's 2,953 cc engine. Designed by Gioacchino Colombo, the Tipo 125 V12 was noted for its light weight, weighing hundreds of pounds less than contemporary competitors such as the Jaguar XK straight-6. Most cars in the series utilized one of two wheelbases: the 2,400 mm short wheelbase (SWB) or the 2,600 mm long wheelbase (LWB).
The Colombo V12 debuted on the track three years before the 250 series reached street production. The experimental 250 S berlinetta prototype served as the first major entry, appearing at the 1952 Mille Miglia. Driven by Giovanni Bracco and Alfonso Rolfo, the 230 PS car overcame the Mercedes-Benz 300 SL team. While the Mercedes racers were faster on long straights, Bracco secured a victory by four minutes after gaining time through the Futa Pass.
Following this success, Ferrari introduced the 250 MM (Mille Miglia) at the 1953 Geneva Motor Show. This model featured a 2,400 mm wheelbase and was available as a Pinin Farina coupé or a Vignale barchetta. The 250 MM produced 240 PS and made its competitive debut at the 1953 Giro di Sicilia with Paolo Marzotto.
Throughout the late 1950s and early 1960s, the 250 series evolved through various racing and GT iterations. The 250 GT Berlinetta, nicknamed the "Tour de France" (TdF), dominated the 10-day race of the same name, securing consecutive victories in 1956, 1957, and 1958. These cars were constructed by Carrozzeria Scaglietti and saw power increases from 240 PS to 260 PS over four production series.
In 1959, Ferrari introduced the 250 GT Berlinetta SWB to improve handling through a shorter 2,400 mm wheelbase. Developed by Giotto Bizzarrini, Carlo Chiti, and Mauro Forghieri, the SWB was the first Ferrari GT equipped with disc brakes. It secured the GT class of the 1961 Constructor's Championship and won the Tour de France automobile race from 1960 through 1962.
The 250 GTO, produced from 1962 to 1964 for FIA Group 3 Grand Touring homologation, represented the peak of the front-engined 250 development. Only 36 units were produced, and buyers required personal approval from Enzo Ferrari and North American dealer Luigi Chinetti.
The transition to mid-engined configurations defined the final years of the 250 series. The 250 P prototype won the 12 Hours of Sebring, 1000 km Nürburgring, and 24 Hours of Le Mans in 1963. Its successor, the 250 LM, was intended for GT homologation, but the FIA refused to recognize it as a GT car because Ferrari failed to build the required 100 examples. This dispute led Ferrari to withdraw factory participation from the GT class of the 1965 World Sportscar Championship. Despite being forced to compete in the Prototype category, a 250 LM won the 1965 24 Hours of Le Mans.
In the road-car sector, the 250 series was central to the origin of a major rival. Tractor manufacturer Ferruccio Lamborghini, who owned several 250s, became frustrated with clutch problems and Enzo Ferrari's dismissive response to his complaints. This interaction prompted Lamborghini to hire former Ferrari engineers to develop his own automobiles.
The 250 series established Ferrari's financial stability through increased production volumes. The 250 GT/E, introduced in 1960, was the first large-production four-seat Ferrari. Pinin Farina constructed 955 units across three series, and the model's commercial success significantly aided the company's finances.
Other notable road variants included:
250 Europa: The only variant to use the Lampredi V12 engine instead of the Colombo design.
250 GT California Spyder: An open-top car designed for the North American market, produced in both LWB and SWB versions.
250 GT Coupé Pinin Farina: A standardized, clean-lined model of which 335 examples were built between 1958 and 1960.
250 GT Berlinetta Lusso: A fastback introduced in 1962, featuring the 250 GTO's Tipo 168 engine tuned for road use.
The 250 series remains among the most valuable collector vehicles in existence. In 2013, a 1963 250 GTO (chassis 5111GT) sold in a private transaction for $52 million. Other GTO examples have commanded auction prices of $38.1 million and $48.4 million. The 250 Testa Rossa and 250 GT California Spyder SWB have also set various auction records, with the latter reaching prices over $17 million.
The series was replaced by the 275 and 330 series cars, which utilized larger displacements of the V12 engine architecture.