Thanks to the owner of "8 SWB"
Discussion
As it's not everyday you get to drive long with a 250 GT SWB, one of the highlights of my weekend.
Just magnificent, tootling along at 80 <ish> on the way up to the Eurotunnel today for a about 20 miles or so. Then further up the road we ran with a Daytona which was equally being pedalled at a brisk pace.
Just magnificent, tootling along at 80 <ish> on the way up to the Eurotunnel today for a about 20 miles or so. Then further up the road we ran with a Daytona which was equally being pedalled at a brisk pace.
FWIW to those who don't know, these are both 250 GTEs, rebodied as 250 SWBs (Andy's is well documented on these pages and elsewhere already - to Comp. spec and immensely usable).
Very few genuine 250 SWBs are still in regular use. With the best RHD cars now £6m+, hardly anyone is taking these out on the road, let alone a track.
Ferrari built fewer than 1000 250 GTEs, and I believe as many as 150 have been converted to various replicas. In a few more years, a genuine original 250 GTE will probably be rarer than a 275 GTB.
-Ed
Very few genuine 250 SWBs are still in regular use. With the best RHD cars now £6m+, hardly anyone is taking these out on the road, let alone a track.
Ferrari built fewer than 1000 250 GTEs, and I believe as many as 150 have been converted to various replicas. In a few more years, a genuine original 250 GTE will probably be rarer than a 275 GTB.
-Ed
911Thrasher said:
how is the value of these 250/275 affected?
i.e. where are the values of original 250, original 275 and these 250/275...would be interesting to see where they stand, middle ground I suppose?
Affected by what? Do you mean, what's the value of a GTE *after* conversion to a SWB as opposed to before?i.e. where are the values of original 250, original 275 and these 250/275...would be interesting to see where they stand, middle ground I suppose?
-Ed
Bobo W said:
As it's not everyday you get to drive long with a rebodied 250 GTE as a 250 SWB, one of the highlights of my weekend.
Just magnificent, tootling along at 80 <ish> on the way up to the Eurotunnel today for a about 20 miles or so. Then further up the road we ran with a Daytona which was equally being pedalled at a brisk pace.
Thanks for the info, post amended accordingly. Rebody or not it was still damned impressive.Just magnificent, tootling along at 80 <ish> on the way up to the Eurotunnel today for a about 20 miles or so. Then further up the road we ran with a Daytona which was equally being pedalled at a brisk pace.
torquespeak said:
911Thrasher said:
how is the value of these 250/275 affected?
i.e. where are the values of original 250, original 275 and these 250/275...would be interesting to see where they stand, middle ground I suppose?
Affected by what? Do you mean, what's the value of a GTE *after* conversion to a SWB as opposed to before?i.e. where are the values of original 250, original 275 and these 250/275...would be interesting to see where they stand, middle ground I suppose?
-Ed
911Thrasher said:
Correct - as it is not original anymore
I can't think of many (actually, any) 275s that have been converted to anything other than NART Spider reps. Perhaps as many as a dozen worldwide. In the past, these would have attracted a premium, but about six years ago they were at a level pegging at best. At least one car has been returned to Berlinetta form - s/n 08391 - and subsequently bought by John Terry from THJ.It's economical to do this with a 275, since the rebody will cost in the region of £200k (or quite a bit more if it needed considerable correction, and if you got it done by the pricier places in Italy...). That cost, as a fraction of the value of a correct (or rather 'corrected') car, is a decent investment in its future worth.
On the other hand, it's not going to cost a lot less to rebody a 250 GTE (it's essentially the same amount of work, just for a less desirable car). I know of no 250 GTE conversion that has been returned to its original body, and that's almost entirely down to the cost.
Until recently, GTEs weren't valued much higher than the cost of doing the work. Now they're above £300k for the best cars (for RHD), although I seriously doubt there are many UK buyers who'd jump in at over £400k - unless, as per all classic cars, it was owned by Steve McQueen.
Once (if?) RHD 250 GTEs get up to around £600k, then I can well imagine people thinking about returning some to the correct body styles - that's assuming that the rebodied cars are hovering around £350k-400k at most.
-Ed
Edited by torquespeak on Wednesday 2nd November 23:15
torquespeak said:
I can't think of many (actually, any) 275s that have been converted to anything other than NART Spider reps. Perhaps as many as a dozen worldwide. In the past, these would have attracted a premium, but about six years ago they were at a level pegging at best. At least one car has been returned to Berlinetta form - s/n 08391 - and subsequently bought by John Terry from THJ.
It's economical to do this with a 275, since the rebody will cost in the region of £200k (or quite a bit more if it needed considerable correction, and if you got it done by the pricier places in Italy...). That cost, as a fraction of the value of a correct (or rather 'corrected') car, is a decent investment in its future worth.
On the other hand, it's not going to cost a lot less to rebody a 250 GTE (it's essentially the same amount of work, just for a less desirable car). I know of no 250 GTE conversion that has been returned to its original body, and that's almost entirely down to the cost.
Until recently, GTEs weren't valued much higher than the cost of doing the work. Now they're above £300k for the best cars (for RHD), although I seriously doubt there are many UK buyers who'd jump in at over £400k - unless, as per all classic cars, it was owned by Steve McQueen.
Once (if?) RHD 250 GTEs get up to around £600k, then I can well imagine people thinking about returning some to the correct body styles - that's assuming that the rebodied cars are hovering around £350k-400k at most.
-Ed
Sheehan thinks Enzo era cars have had a good run but apart from the exceptional cars (NART Spider being a good example) prices aren't going to rise much any more. Seems to be borne out by what's happening in the market. Which of course means that we won't see a £600k RHD GTE. I've always loved them though. Far nicer than 330 GT IMHO.It's economical to do this with a 275, since the rebody will cost in the region of £200k (or quite a bit more if it needed considerable correction, and if you got it done by the pricier places in Italy...). That cost, as a fraction of the value of a correct (or rather 'corrected') car, is a decent investment in its future worth.
On the other hand, it's not going to cost a lot less to rebody a 250 GTE (it's essentially the same amount of work, just for a less desirable car). I know of no 250 GTE conversion that has been returned to its original body, and that's almost entirely down to the cost.
Until recently, GTEs weren't valued much higher than the cost of doing the work. Now they're above £300k for the best cars (for RHD), although I seriously doubt there are many UK buyers who'd jump in at over £400k - unless, as per all classic cars, it was owned by Steve McQueen.
Once (if?) RHD 250 GTEs get up to around £600k, then I can well imagine people thinking about returning some to the correct body styles - that's assuming that the rebodied cars are hovering around £350k-400k at most.
-Ed
Edited by torquespeak on Wednesday 2nd November 23:15
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