While with Ferrari, Bizzarrini had first developed the 250GT SWB and then the 250GTO as his crowning achievement for the prancing horse marque. After leaving Ferrari, he got the assignment from a wealthy count to modify a 250GT SWB from a private owner. He decided to make it a squareback instead of a fastback and that resulted in a car which resembled what the Italians call a ‘Camionnette,’ or ‘small truck.’ In English, the term became breadvan according to Pourret, and soon became the car’s nickname.

This special Ferrari was owned by Count Volpi, a wealthy Venice-based team owner. Volpi had ordered a 250GTO for his Scuderia Serenissima Republica di Venezia (SSR) but reportedly when Enzo Ferrari found out that his arch-enemy was ordering a GTO he cancelled the order. Why was he miffed? Because there had been a ‘palace revolt’ of eight Ferrari engineers, including Giotto Bizzarrini, in 1961 and many had gone to a new firm, ATS, backed by none other than Count Volpi and a Bolivian multi-millionaire. Bizzarrini and Volpi were therefore naturally persona non gratis at Maranello. Count Volpi did get a GTO eventually (SN 3445) but had to obtain it ex-factory (used). Still, he wanted another GTO but there were none available. But sitting in the shop was a comp SWB, SN 2819. The decision was to make their own GTO, After all, Volpi had Bizzarrini now; who needed Enzo?

According to Jess G, Pourret, (The Ferrari Legend; The 250GT Competition) 250GT SWB (SN 2819) was a comp model, delivered to Belgium for Oliver Gendebien in September of 1961. Gendebien drove it to a second overall in the Tour de France, and the grey coupe was sold to Volpi shortly afterwards. Maurice Trintignant and Vaccarella drove it to a third overall at Montlhery as part of Volpi’s Scuderia Serenissima.

In early 1962, SN 2819 was sent to Bizzarrini in revenge to make what was in effect the next generation GTO (though actually Pininfarina had designed an all new body for the 1964 GTO which incorporated 250LM styling elements).

The engine was moved further back, dry sump was installed and a six-pack of dual throat Webers were added. The body design, a variation on the Kamm tail, was penned by Bizzarini and helped by a dozen artisans, the body was fabricated on lines set by Bizzarini (Pourret). It was not, as commonly thought, designed and built by Drogo. The chassis modifications were done by Neri and Bonaccini. Impossible to get, though, was a 5-speed, so that left the car at a disadvantage in gearing compared to the GTO. Unlike the GTO, the nose was so low a plastic bubble was needed to give the carbs poking through the bonnet some clearance and weather protection.

The car was much lighter than a 250GTO, and reportedly marginally faster than a 250GTO down the long straight at LeMans. It was part of a three car 1962 entry at LeMans but pressure from Ferrari on the organizers made them stick it into the Experimental class instead of the GT class where it might have upset Enzo’s apple cart had it beat the factory GTOs. The car, driven by the team of Abate/Davis. ran strong but four hours into the race it retired with transmission failure, so history doesn’t record an upset of the GTO.

Other results for SN 2819 as the ‘Camionnette,” as compiled by Pourret include 4th OA, 1st in class at Brands Hatch, 1st in the GT class at Olon-Villars, 3rd OA at Montlhery, all in 1962.

But Count Volpi did not have the money to compete with Ferrari (whose team could field as many as four GTOs in one race) and his racing team was folded in 1963, after which the Breadvan became a street car for lollygagging about the Cote d’Azur. One famous prank occurred when he loaned it to Giovanni Agnelli, the silver-haired Fiat patriarch, who before returning it, had his butler paint it black because, to him, it looked like a “funeral hearse.” It was sold out of Europe in 1965 and for a time belonged to Matt Ettinger of La Habra Heights, Calif. who used to drive it on Los Angeles freeways at a time when the fastest CHP Dodge could only muster a top end of 140 mph which was about the speed that Ettinger would upshift to fourth!

The car has been modified by subsequent owners and most recently graced the grid at the 2008 Goodwood Revival. It remains a very memorable Ferrari mostly because it was a potent and cheeky “screw you” message to Enzo!