Grand tourer

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World Championships and other GT racing series

Current World Championship

FIA World Endurance Championship – In operation since 2012, the current auto racing World Championship for both Sports prototypes and Group GT3 cars organised by the Automobile Club de l'Ouest (ACO) and sanctioned by the Fédération Internationale de l'Automobile (FIA). The championship is considered a revival of the defunct World Sportscar Championship which ended in 1992. In 2012-2016 seasons the World Cup for GT Manufacturer was awarded to a winning manufacturer of GT cars, promoted to the World GT Manufacturers' Championship title since the 2017 season. This title awarded to a winning manufacturer of GT cars was discontinued after the 2022 season.

Former World Championships

World Sportscar Championship – The first sports car racing world series run from 1953 to 1992. Originally contested only by Sports prototypes, the series expanded to GT cars in the 1954 season at the 1954 Mille Miglia, but from the 1985 season until its end it was again restricted to Sports prototypes only. In 1962-1984 seasons (except of the 1982 season) titles were awarded to manufacturers of GT cars alongside the manufacturers of Sports prototypes.
FIA GT1 World Championship – A short-lived series for GT cars run from 2010 to 2012, created by Stéphane Ratel Organisation (SRO) in an attempt to promote the FIA GT Championship to World Championship status.

Other GT racing series

Several past and present motor racing series have used "GT" in their name. These include:

There have also been several classes of racing cars called GT. The Group GT3 regulations for modified road cars have been used for various racing series worldwide since 2006. The Group GT1 regulations were used for the fastest category of sports car racing from 1994 to 2001.

GT World Challenge Europe 2014–present: A racing series for Group GT3 cars. The FIA GT Series replaced the FIA GT Championship (1997–2009) and the FIA GT1 World Championship (2010–2012).
IMSA GT3 Cup Challenge 2005–present: A North American racing series for Porsche 911 GT3 Cup cars.
GT4 European Series 2007–present: A European amateur racing series with the least powerful class of GT cars.
SRO GT2 2018-present: Despite the name, this class slots between GT4 and GT3 in terms of performance. The cars have more power than GT3 cars, with the most powerful entries at nearly 700 horsepower. However, they much less downforce than a GT3 car.

Impact of racing

The Italian Mille Miglia thousand-mile race, held from 1927 to 1957, was central to the evolution of the gran turismo concept. The event was one of the most important on the Italian motor-sport calendar and could attract up to five million spectators. Winning drivers such as Tazio Nuvolari, Rudolf Caracciola, and Stirling Moss; and manufacturers such as Alfa Romeo, BMW, Ferrari and Porsche would become household names.[85]

According to Enzo Ferrari:

"In my opinion, the Mille Miglia was an epoch-making event, which told a wonderful story. The Mille Miglia created our cars and the Italian car industry. The Mille Miglia permitted the birth of GT, or grand touring cars, which are now sold all over the world. The Mille Miglia proved that by racing over open roads for 1,000 miles, there were great technical lessons to be learned by the petrol and oil companies and by brake, clutch, transmission, electrical and lighting component manufacturers, fully justifying the old adage that motor racing improves the breed.[86][87]"

The Mille Miglia is still celebrated today as one of the world's premier historic racing events.[88]

A closed sports coupé almost prevailed at Le Mans in 1938, when a carrozzeria touring-bodied Alfa Romeo 8C 2900B, driven by Raymond Sommer and Clemente Biondetti, led the famous 24-hour race from the third lap until early Sunday afternoon, retiring only due to engine problems.[89]

Johnny Lurani was impressed by the dominant performance at the Mille Miglia in 1940, by a carrozzeria touring-bodied BMW 328 coupé, winning the event at over 100 mph average speed, driven by Fritz Huschke von Hanstein and Walter Bäumer:[26]

"The BMW team included a splendid aerodynamic Berlinetta, wind tunnel designed by German specialists, that was extremely fast at 135 mph... I couldn't believe the speeds these BMWs were capable of.[26]"

1937–1948 CSAI

Italy's national governing body of motorsport was the Commissione Sportiva Automobilistica Italiana (CSAI).[90] Count Giovanni Lurani Cernuschi (popularly known as Johnny Lurani) was a key commissioner.[91] He was also a senior member of the world governing body, the Fédération Internationale de l'Automobile (FIA).[92]

Lurani was instrumental in designing the regulations for the Italian 1937 Turismo Nazionale championship, whereby production vehicles approved by the CSAI were raced with the original chassis and engine layout as specified in the factory catalog and available for customers to buy;[93] engines could be tuned and bored out, but the bodywork had to conform to regulations. The CSAI were concerned that FIA (known as AIACR at the time) 'Annexe C'[94]

British grand tourers 1946–1963

While Italy was the home of the gran turismo, of all the other European nations that took the concept up, it was Britain that was most enthusiastic.

1946 Healey Elliot

Before Donald Healey turned to production of the small, light and inexpensive Austin-Healey 100 sports car in 1952, he had brought to market a fast and aerodynamic 21/2-litre Riley-powered Healey Elliot[146] closed saloon (named for the coach-builder). Claimed to be the fastest closed car of its day, only 101 were made before production was given over to the successful new sports car.[147]

1947 Bristol 400–406

Immediately following the Second World War, H. J. Aldington,[148] pre-war Frazer Nash manufacturer and BMW importer, sought out BMW's badly bombed Munich factory and there discovered the special-bodied open BMW 328, duly returning with it to Britain with a view to building Fraser Nash-BMWs with the aid of key former-BMW personnel. The Bristol Aeroplane Company, looking to enter the car sector, acquired a majority shareholding. There were government concerns about using German engineers, and in the end, only Fritz Fiedler was involved as consultant to Bristol's own engineers. By the time the new car debuted at the 1947 Geneva Motor Show, it was known simply as the Bristol 400.[147]

The Bristol 400 was essentially a hand-built, to aircraft industry standards, BMW 327 two-door coupe, mounted on a BMW 326 chassis, powered by the legendary 2-litre BMW 328 engine. It was fast, 90 mph, but expensive. The 1948 401 featured an improved aerodynamic body in the lightweight Touring Superleggera fashion; and the 1953 403 boasted improved suspension, brakes, and gearbox, while power was boosted from 85 to 100 bhp. The 1954 short-chassis 404 had a completely new body, and top speed was up to 110 mph. The 1958 406 was the last of the BMW-powered versions and was produced until 1961, after which they were superseded by a range of automatic transmission equipped and Chrysler V8 powered Bristols, with the engines rebuilt by Bristol engineers and fitted with high-lift camshafts and mechanical lifters.[147]

1953 Aston Martin DB2

David Brown purchased the Aston Martin concern in 1947, and the company was effectively reborn for the post-war era. Unlike the Bristol, the Aston Martin DB2 which debuted at the 1949 Motor Show (as a prototype Le Mans racer) was an all-British affair. The 2.6 litre twin overhead camshaft Lagonda engine was designed by W. O. Bentley (Brown having also purchased the Lagonda company). Brown decided on a closed coupé body in the latest Italian tradition, rather than the traditional Aston Martin open two-seater sports car. The 1950 production DB2 was a styling triumph for designer Frank Feeley, and Brown later recalled that many believed the car styled in Italy. The 105 bhp DB2 was a genuine 110 mph grand tourer; in 1951 came the more powerful optional 125 bhp "Vantage" version. In its original form, the DB2 was a two-seater; the 1953 DB2/4 added a 2+2 and hatchback arrangement and a 3-litre engine in 1954. A Mark II version with Tickford coachwork appeared in 1955 (Brown had purchased this company too). The Mark III version from 1957 to 1959 developed 162 bhp, and was available with 180 and 195 bhp high-output engine options.[147]

1951 Lancia Aurelia B20 GT

1951 was the debut of Lancia's Aurelia B20 GT.[64]

Lancia had begun production in 1950 of their technically advanced Aurelia saloon; the design had been overseen by Vittorio Jano.[35] At the 1951 Turin Motor Show, the Pinin Farina-bodied gran turismo B20 coupé version was unveiled to an enthusiastic motoring public. Here, finally, according to historians Jonathan Wood[65] and Sam Dawson,[13] was a fully realised production GT car, representing the starting point of the definitive grand tourer:

"This outwardly conventional saloon bristled with innovation and ingenuity, in which the masterly hand of Vittorio Jano is apparent. In the B20 are elements of the Cistalia of 1947, coupés which Pinin undertook on a 6C Alfa Romeo and Maserati in 1948, along with the Fiat 1100 S coupé with its rear accommodation for children. The original Aurelia had been under-powered and, in 1951, the V6 was enlarged to 1991 cc, which was also extended to the coupé, though in 75 rather than 70 bhp form as the B20 was developed as a sporting model in its own right. In addition the B20 had a shorter wheelbase and a higher rear axle ratio, making it a 100 mph car. Lancia chose the Gran Turismo name for its new model and the suggestion could only have come from Vittorio Jano himself, for had he not been responsible for the original 1750 Alfa Romeo of the same name back in 1929?[65]"

Four semi-ufficiali works B20 GTs, together with a number of privateer entrants, were sent to the Mille Miglia in April 1951, where the factory Bracco / Maglioli car finished second overall, behind only a Ferrari sports racer of twice the engine capacity. Lancia Aurelias swept the GT 2.0 Litre division.[66] In June 1951, Bracco was partnered with the "father of GT racing" himself, Johnny Lurani, to race a B20 GT at Le Mans, where they were victorious in the 2.0 litre sportscar division, placing 12th overall. A 1–2 finish at the famous Coppa d'Oro delle Dolomiti,[67] among other victories including the 6 Ore di Pescara,[68] rounded out the debut racing season for this car, winning its division in the Italian GT Championship for Umberto Castiglioni in 1951. Lancia B20 GTs would go on to win the over 2.0 litre Italian GT Championship in 1953, 1954 and 1955 with the B20-2500.

1952 Fiat 8V "Otto Vu" Zagato

A surprise to the international press,[69] who were not expecting a gran turismo berlinetta from Italy's largest manufacturer of everyday standard touring models, the Fiat 8V "Otto Vu" was unveiled at the Geneva Salon in March 1952 to international acclaim. Although not raced by the factory, the Otto Vu was raced by a number of private owners. Vincenzo Auricchio and Piero Bozzinio raced to fifth in the gran turismo category of the 1952 Mille Miglia, and Ovidio Capelli placed third in the GT 2000 cc class at the Coppa della Toscana in June, with a special race-spec lightweight Zagato coupe; the GT category overall at this event was won by Franco Cornacchia's Ferrari 212 Export (refer above).[70] Capelli and the 8V Zagato topped this accomplishment by winning the GT category of the Pescara 12 Hours in August, ahead of two Lancias.[71] The new Fiat 8V garnered sufficient competition points over the season to become the national two-litre GT Champion (a feat it repeated every year until 1959).

Elio Zagato, the coachbuilder's son,[72] was successful in competition with the Otto Vu in 1954 and 1955,[73] attracting further customer interest and leading Zagato to eventually develop two different GT racing versions.[69] Upon his death in 2009, Elio Zagato was described as a leading figure of Italian GT racing and design:

"Elio Zagato, who has died aged 88, was one of the leading figures of Italian Gran Turismo (GT) racing and car-body design. In the 1950s, driving a Zagato-bodied Fiat 8V, Elio emerged as the consummate gentleman racer in Italian GT championship events. Zagato, his father's firm, provided the lithe, lightweight aluminium bodies for many of the Lancias, Alfa Romeos, Abarths and Maseratis that dominated these meetings. Elio won 82 races out of the 150 he entered, and won four of the five championships he entered. Working with the chief stylist Ercole Spada, Zagato produced some of the most beautiful GT designs of the era; spare and muscular cars such as the Aston Martin DB4GTZ, the Alfa Romeo Junior TZ and SZ, and the Lancia Flaminia Sport. These were minimalist shapes bereft of superfluous trim that introduced phrases such as 'double bubble' roof to the car body design language: twin shallow domes, devised by Elio, to give extra head room and strengthen the roof. For lightness, Zagato pioneered the use of Perspex and of aerodynamics, with trademark forms such as the split or stub tail. Indeed, Elio would take prototypes out on the autostrada covered in wool tufts in order to test air flow over the body.[74]"

The 8V Otto Vu is named after its V8 engine (Since Ford had already trademarked "V8").

1954 Mercedes-Benz 300SL

The German automotive industry was devastated by the second World War, but in the post-war period a small number of firms brought it to prominence again. The emergence of the classic Porsche 356 is covered in the accompanying sports car article. In 1957 author John Stanford wrote:[75][76] "The post-war Mercedes sports cars are in a way even more remarkable than those of Porsche. The firm was particularly badly hit by the war and it was several years before anything but a nominal production of cars could be undertaken. In 1951 appeared the "300", a luxurious and fast touring car with a single-camshaft six-cylinder engine of 2996 c.c. and chassis derived from the pre-war cars with swing-axle rear suspension. The "300S" was a three-carburetor edition, but in 1952 great interest was aroused by the almost invincible performance in sports-car racing of a team of prototype cars of extremely advanced and interesting design. By 1954 these had undergone sufficient development to be placed on the market as the "300SL", one of the costliest and most desirable cars of our time. The conventional chassis has been abandoned in favor of a complex structure of welded tubes,[77] although the coil spring suspension is retained, and exceptionally large brakes are fitted, inboard at the rear. The engine is sharply inclined to the near-side in the interests of a low bonnet-line, and with Bosch fuel injection produces 240 bhp at 6,000 rpm. Claimed maximum speed is in excess of 160 mph and although the car is by no means small, dry weight has been kept to 23 cwt. The depth of the multi-tubular frame prevents the use of conventional side-hinged doors and these cars are fitted with the roof-hinged "gull-wing" doors which characterise an exceedingly handsome and practical car. An open touring version is available. In competition the "300SL" has become a powerful contender, and abetted by the success of the Grand Prix cars [and "300 SLR"] has captured a substantial portion of the export market."[78]

1956 Ferrari 250 GT

"The 250GT Ferrari must surely represent the ultimate in modern high-speed sporting travel, or GT competition, and holds today a position similar to the Bugatti 57SC of 1939. In 1962 the GTO Ferrari coupés had a remarkable season of successes in G.T. racing and have become the standard by which any competition coupé is measured, and by steady development [the Ferrari 250GT] has become one of the world's greatest cars."

- Motor Sport, March 1963.[79]

1953 saw the first serious attempt to series produce the Ferrari motor car, two models of the Type 250 Europa being produced. The cars were an evolution of the previous models, available with either the Colombo or Lampredi versions of the 250 V12 engine, coil spring front suspension, an improved sports gearbox (four speeds) with Porsche synchromesh, large drum brakes and luxurious outfitting. A few appeared in motorsports but did not initially threaten the international Mercedes-Benz 300 SL and Porsche 356 competition.[79]

"In the Mille Miglia of 1956 the first of the lightweight grand touring coupés, driven by Gendebien, battled with the Mercedes 300SL of Metternich and Einsendel[80] to come in fifth overall and first in G.T. over 2,000 c.c. The G.T. Ferrari had arrived! Motor Sport, March 1963.[79]"

After its 1956 debut, the 250 GT "went from strength to strength". Powered by the Colombo 250 engine, output was up to 240 bhp at 7,000 rpm A short-wheelbase (SWB) version of the 250 chassis was employed for improved handling and road-holding in corners, and top speed was up to 157 m.p.h.[81] In 1957 Gendebien finished third overall in the Mille Miglia, and won the "index of performance". Alfonso de Portago[82] won the Tour de France and GT races at Montlhéry and Castelfusano in a lightweight Carrozzeria Scaglietti 250 GT. Gendebien became a gran turismo specialist in 250 GTs when he wasn't driving sports racing Ferrari Testa Rossas ("Red Heads" for their red engine covers), achieving success in both the Giro Sicilia and Tour de France.

In 1958, sports racing Testa Rossas swept the Manufacturer's Championship, and in 1959 the T.R. engine was adapted to the 250 GT. The spark plugs were relocated and each cylinder now had a separate intake port. Larger Weber twin-choke carburetors were employed in a triple configuration (sports racing T.R.s employed six) and some special customer cars had three four-choke Webers (one choke per cylinder). Dry-sump lubrication was employed, and the camshaft valve timing was only slightly less than the full-race Testa Rossas. G.T. power was up to 267 bhp at 7,000 rpm (240 bhp at 6,800 rpm for road versions). Experiments were conducted with Dunlop disc brakes, which were adopted in 1960, along with an even shorter wheelbase for competizione versions.[81]

In 1962, the definitive competition gran turismo was unveiled, the 250 GTO. A full Testa Rossa engine was employed (albeit with black crinkle-finish engine covers) with six twin-choke Webers. Power was up to 300 bhp at 7,400 rpm and with a lightweight 2000 lb body and chassis: the car was an immediate winner.[83]

"Remarkable as it might be on the circuit, it is also a remarkable machine on the road. One American Ferrarist, who owned and raced many G.T. Ferraris, commented that the G.T.O. is an even more pleasant car on the road! He maintains that it is most tractable and overheating in traffic congestions is no problem. In its short lifetime the 250GTO has established an enviable record. It is also one of the most sought after competition cars as evidenced by recent European suggestions that "black market" G.T.O.s bring higher prices than new ones. The demand is greater than the supply."

- Motor Sport, March 1963.[83]

In November 2016, it was reported that a 1962 Ferrari 250 GTO was being offered for public sale—normally brokers negotiate deals between extremely wealthy collectors "behind closed doors". GTOs had previously been auctioned in 1990 and 2014. The 2017 sale was expected to reach US$56,000,000.00, the particular GTO concerned (the second of just thirty-six ever made) thus set to become the world's most expensive car.[84]

1954 FIA Appendix J

Prior to 1954, internationally agreed motor-sport regulations existed only for racing cars and sports cars (FIA Appendix C).[94] After a testy initial period, the FIA introduced for the 1954 motor racing calendar new "Appendix J"[123][124] regulations covering production touring cars, tuned special touring cars, gran turismo cars, and production sports cars. This was the first officially sanctioned international recognition of the gran turismo category.

The 1954 gran turismo regulations stipulated cars for personal transport with closed bodywork built by the manufacturer of the chassis, although open bodies and special coachwork were admissible if listed in the official catalog of the manufacturer of the chassis and if the weight of the car was at least the same as the closed standard model. Minimum production was 100 cars during 12 months and cars needed to have only two seats.[125]

Gran turismo categories (under 1500 and over 1500) were first included in the World Sportscar Championship in round three of the 1954 season at the 1954 Mille Miglia (the first placed GT car being the Lancia Aurelia B20 GT of Serafini and Mancini).[126] GT entries would become a regular feature alongside their sports car brethren at international races from this time forward: GT cars raced in world championship rounds at the Targa Florio from 1955, Nürburgring from 1956, Sebring from 1957, 24 Hours of Le Mans from 1959, and Buenos Aires from 1960 (from which year every round of the world championship included GT cars). In 1960 and 1961 an FIA Coupé de Grand Tourisme (Grand Touring Cup) was awarded.[127][128][129][130]

In 1962-1984 seasons (except of the 1982 season) World Sportscar Championship titles were awarded to manufacturers of GT cars alongside to manufacturers of Sports prototypes.

The FIA grand touring category came to be known as "Group 3", and is defined in the 1961 Appendix J (English) regulation as: "Vehicles built in small series for customers who are looking for better performance and/or maximum comfort and are not particularly concerned about economy. Such cars shall conform to a model defined in a catalog and be offered to the customers by the regular Sales Department of the manufacturer."[123]

1962–1965 International Championship for GT Manufacturers

In 1962 the FIA, addressing concerns to reduce the speeds attained in sports car racing following the disastrous accident at Le Mans in 1955,[131] shifted focus from Appendix C sports cars to production based GT cars of Appendix J.[128] The previous World Sportscar Championship title was discontinued, being replaced by the International Championship for GT Manufacturers,[132][133] won by the Ferrari 250 GTO in 1962, 1963 and 1964.[134]

Cobra Ferrari wars

The period 1963–1965 is famous for the "Cobra Ferrari wars",[135] a rivalry between American former-racing driver and Le Mans winner Carroll Shelby (Le Mans 1959, Aston Martin DBR1/300),[134] and Enzo Ferrari, whose 250 GTs were the dominant grand touring cars of the time. Shelby retired from driving due to a heart condition,[134][136] returning to California from Europe in 1959 with the idea to marry the AC Ace sports car chassis with Ford's V-8 small-block engine: the resulting Shelby AC Cobra was a sales success.[136]

Shelby, like Enzo Ferrari, sold road cars to support his racing team, and like Ferrari the Cobra was a success on the track, at least on the short circuits common in the United States.[136] On the longer tracks prevalent in Europe however, the Cobra's crude aerodynamics could not compete with the sleek 180 mph Ferrari 250 GTOs: even fitted with a removable roof the Cobra's top speed was 150 mph.[137][134] At the 1963 24 Hours of Le Mans, a Cobra placed seventh; Ferraris placed first to sixth.[138] Shelby team engineer Pete Brock[134] hand-designed a Kamm-backed aerodynamic body for the Cobra, creating the Shelby Daytona coupe, and a showdown with Ferrari was set.[138][139]

In testing, the Shelby Daytona coupe attained a top speed of 196 mph,[134] and went on to win the GT class at the 1964 24 Hours of Le Mans.[140] Shelby had beaten Ferrari on the biggest stage; however, the fast and reliable Ferrari 250 GTOs were again victorious in the 1964 International Championship for GT Manufacturers. The championship was controversial: Enzo Ferrari, with only a narrow points lead over Shelby, attempted to have the radical new mid-engined Ferrari LM250 homologated for the final championship round at Monza in Italy. When the FIA turned Ferrari down, Ferrari withdrew. The race organisers Auto Club d'Italia, fearing a financial disaster from the withdrawal of the famous Italian team, canceled the event, and Ferrari was crowned world champion. In the aftermath, Ferrari declared he would never race GTs again, and for 1965 the rivalry with Ferrari[141] was taken up by Ford Motor Company and the Ford GT40, also mid-engined, in the sports car divisions.[142][143]

In 1965, with Shelby's race team now dedicated to the GT40, the Daytona coupes were entrusted to Alan Mann Racing in the United Kingdom, and easily won the GT world championship.[144] From 1966, the FIA returned its world championship focus to the sports car division, but GT entries remained an important feature of international sports car racing.[145]

Origin in Europe

Characteristics

GT abbreviation in marketing

World Championships and other GT racing series

Current World Championship

Former World Championships

Other GT racing series

Examples of grand tourers

Evolution of the gran turismo car

1929 Alfa Romeo 6C 1750 GT

Impact of racing

1937–1948 CSAI

British grand tourers 1946–1963

1946 Healey Elliot

1947 Bristol 400–406

1953 Aston Martin DB2

See also

References

1935 Fiat 508 Balilla S berlinetta

1947 Cisitalia 202 SC

1947 Maserati A6 1500

1949 Ferrari 166 Inter

1951 Ferrari 212 Export

1951 Lancia Aurelia B20 GT

1952 Fiat 8V "Otto Vu" Zagato

1954 Mercedes-Benz 300SL

1956 Ferrari 250 GT

1949 Coppa Inter-Europa

1950 Mille Miglia

1950 Coppa Inter-Europa

1950 Targa Florio

1951 Campionato Gran Turismo Internazionale

1954 FIA Appendix J

1962–1965 International Championship for GT Manufacturers

Cobra Ferrari wars

Cobra Ferrari wars