 1955 250 GT Boano | 1957 250 GT Boano  |
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1956 Ferrari 250 GT Boano news, pictures, and information | ||
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 |  |  | Coupe Coachwork: Boano Designer: Pininfarina Chassis Num: 0527GT |
Under the hood was a Colombo-designed V12 engine in three-liter size capable of producing horsepower ranging from 250 and 290 depending on its specifications. The superior performance of the Ferrari was complimented by its luxurious interior which provided adequate room for its occupants while the trunk provided suitable room for luggage. Zero-to-sixty took under six seconds while top speeds of up to 157 mph, depending on engine and gearing, could be achieved.
Ferrari 250 GT Boano with chassis number 0527GT is a left-hand drive, all alloy, low roof coupe. The vehicle's first owner was Vittorio de Micheli who participated in a 1956 hillclimb with the vehicle. The history disappears for a number of years before being brought to the US where it was offered for sale during the early 1990s. In 2002, while in the possession of Lucaiano Bertolero, the car was treated to a restoration where it was given a dark blue finish with a silver roof. The cosmetic restoration had been performed by Mario Galbiatti.
By Daniel Vaughan | Sep 2010
 |  |  | Chassis Num: 0533GT |
- May 6, 1956 Certificate of orgin issued
- August 20, 156 Sold by Ferrari to first owner Giuliana Guerrazzi, residing in Torino, Italy. The price paid was Italian Lire 5,500,000. (Guerrazzi was the mother of Sergio Der Stephanian who was a factory test driver and who was killed May 11, 1958 in a 250 GT LWB Tour de France #0907 GT in practice for the Targa Florio).
- September 7, 1956 Registred on Italian license plates of Torino 'TO 214343'
- May 11, 1957 Raced in the XXIV Mille Miglia by Sergio Der Stephanian on race $415, placed 69 OA.
- July 24, 1958 Sold by Carlo Maglio, procurator of Giuliana Guerrazzi, to second owner C.R.E.A. S.p.A. (Construzione Riordine Esercizio Acquadotti Societa per Azioni), resident at Via Viotti 1 in Torino, Italy who paid Italian Lire 1,800,000.
- July 29, 1958 due to the loss of the former license plates new license plates were issued and the car was re-registered in Torino on 'TO 263441'
- March 13, 1959 Sold by C.R.E.A. S.p.A. to third owner Stradella Industria Caffe of Michelangelo Ferri, resident at Via Cosmno 17 bis in Torino, Italy, price paid was Italian Lire 500,000.
1959 Exported from Italy, probably to France.
1962 for sale through charles Pozzi SA in Paris, France.
1962 Sold to a German engineer living in France.
1964 Crashed near Toulouse/France, car was rolled.
1964 The damaged Boano was then sold to a Mr. Cole in Perpignan, France.
He had the car poorly repaired, the engine was damaged or blown up by some mechanics.
1970 Sold to Jean-Claude Senges, France. At that time Senges also owned Ellena #0695 GT and used the paperwork of 0533 GT to import 0695 GT from Belgium to France.
Senges had the steering box removed and installed the one of Ellena chassis #0695GT (dated 19 August 1957) in 0533GT.
1970-1976 Still owned by Senges in France.
1976 Sold by Senges to a Mr. Maubert, residing in Paris France. Completely restored back to original condition with mechanicals done by Vergottini and body by Leonard. Following Maubert's death his son sold 0533 GT to a garage in Aix-en-Provence, France, for French Francs FF 600,000.
Nover 11, 1989 sold at the Orion Solo Ferrari auction in Monaco, Lot #9, to Bernard Merian in Nice, France, who paid French Francs 3,300,000 (US $584,210). The car was light blue metallic with blue leather, all alloy body, low roof, and engine 0533GT at the time. The catalogue incorrectly described the car as chassis #0695 GT.
1989 registered on French license plates '4088 WR 06'.
1989 stored by Merian at the Musee de l'Automobiliste of Mougins, France.
October 3, 2005 inspected by Marcel Massini at the Musee de l'Automobiliste at Mougins near Nice, France. Fitted with a steering box dated 19 August 1957 (possibly coming from chassis #0695GT), wrong chassis plate (probably replacement), windscreen Securit dated 4 August 1955, windscreen too short on both sides and A-pillars (frame) enlarged to accomodate the windscreen (metal piece under the join placed betewen the rubber and over the windshield on the vertical side of the windshield), wrong exhaust tips, three Weber carburetors type 36 DC/3 #70, 73, 77, chassis number 0533GT overstamped (enhanced) with the fonts for the four digits incorrect but suffix 'GT' correct and original and authentic, three-ear knock-offs instead of two-ear knock-offs, fitted with 185 S-16 Radial tires, yellow Marchal headlights for France.
 |  |  | Convertible Coachwork: Boano Chassis Num: 0461 GT |
By Daniel Vaughan | Apr 2007
 |  |  | Coupe Coachwork: Boano Designer: Pininfarina Chassis Num: 0543 |
The Boano vehicles had style coupled with many creature comforts not found on other 250 GT vehicles produced during the same era, such as the Tour de France Ferraris. They had ground-pounding performance and excellent handling. A few were even used in competition.
This example is chassis number 0543 GT. Since new, it has been treated to a restoration that brought it back to its original condition. It has a black exterior with chrome accents, and a tan leather interior.
This Ferrari 250 GT Boano with chassis number 0543GT was the 56th one created of its type. It is a left hand drive vehicle with a low-roof coupe bodystyle. In 2007 this 250 GT Boano was brought to the Gooding & Company auction where it was estimated to sell for $600,000 - $700,000. As the gavel fell for the third in final time, bidding had not reached the value needed to satisfy the car's reserve; the lot remained unsold.
The following year it was on the upper concours lawn at the Cavallino Classic.
By Daniel Vaughan | May 2008
 | Coupe Coachwork: Boano Designer: Pininfarina Chassis Num: 0589 GT |
 |  |  | Coupe Coachwork: Boano Designer: Pininfarina Chassis Num: 0549 GT |
This car is chassis number 0549GT and was first sold to an Italian company in 1956 and came to the United States in 1972. It was given a restoration in 2005.
 |  |  | Coupe Coachwork: Boano Designer: Pininfarina Chassis Num: 0429 GT Engine Num: 0429GT |
| Sold for $715,000 at 2011 Gooding & Company. | |||
In 1956, the car was put on display as a Pinin Farina show car at the Geneva Motor Show. After the event, it was sold to its first owner, Roberto Federici in Rome, Italy. Sometime later, Giorgio di Sant'Andrea of Milan acquired the Ferrari and, in 1959, it was exported to the US.
When this Berlientta arrived in the US, it was repainted green with the egg crate grille finished in metallic gold. In 1960, George Inouye of Los Angeles, California, purchased the car through the Pacific Finance Company. Two years later, he sold it to the Samson Auto Salvage, an automotive wholesaler. In September of that year, it was acquired by Edwin K. Niles for the sum of $2,700 and registered it on yellow Callifornia plates. In June of 1963, it was acquired by Antonio Nuccio. After painting the car red and dying the original upholstery black, Mr. Nuccio ran short of funds and his newly acquired Berlinetta was repossessed and subsequently sold to Samson Auto Salvage. For $200 less than his previous purchase price, Mr. Niles bought the car again. In 1964, the car was advertised in Road & Track and the Los Angeles times before being bought by Dave Sheriff of Altadena in February of 1965.
For the next quarter-of-a-century, the car disappeared. When it finally reappeared, it was in the care of Steve Barney in Greensboro, North Carolina. In 1981, it was sold to Paul and Dorre Tavilla of Ft. Lauderdale, Florida. In 1995, it was purchased by Tokyo resident Mr. Nakao. In 2000, it returned to Southern California and sold to its current caretaker.
The car is a prototype and former Geneva show car, a repeated Platinum Award winner and a four-time Mille Miglia storica veteran. It has been certified by the Ferrari Classiche program with a carefully documented history.
In 2011, the car was offered for sale at the Gooding & Company auction where it was estimated to sell for $ 650000-$800000. As bidding came to a close, the car had been sold for the sum of $715000 inclusive of buyer's premium.
By Daniel Vaughan | Nov 2011
The Boano and Ellena coupes of the late 1950s are considered the first series-built Grand Touring cars produced by Ferrari. These 250GT-based cars were designed by Pinin Farina and made their debut at the March 1956 Geneva Auto Show. The first 250GT completed was chassis number 0429GT.
Pinin Farin did not have the capacity for series production at the time, and after just eight units were produced in the mid-1956, 250GT production was transferred to Carrozzeria Boano. The Boano built cars have a low-profile roofline, and a total of sixty examples were produced by Boano between 1956 and 1957. As 1957 came to a close, Mario Boano accepted an offer to set up Fiat's styling department. The 250GT production was taken over by his son-in-law Ezio Ellena and Boano's former partner, Luciano Pollo.
A further sixty examples were created by Ellena, and these cars are often referred to as Ellena Coupes. Subsequent to the first eight Ellena-built examples, the remainder of 250 GT Ellena production featured a taller roofline.
As would be expected from a low-production car, they were very expensive, priced from $10,975. They had many improvements over the previous Europa GT models, including increased luggage and passenger area. The Colombo-designed V-12 engine displaced 3.0-liters and produced between 220 and 240 horsepower depending on its speciation. Zero-to-sixty was achieved in just 5.9 seconds with a top speed ranging from 127 to 157 miles per hour depending on the final drive selected.
The mechanical specifications were very similar to those used on Ferrari's contemporary GT racing car, the Tour de France Berlinetta.
By Daniel Vaughan | Dec 2009
Pinin Farin did not have the capacity for series production at the time, and after just eight units were produced in the mid-1956, 250GT production was transferred to Carrozzeria Boano. The Boano built cars have a low-profile roofline, and a total of sixty examples were produced by Boano between 1956 and 1957. As 1957 came to a close, Mario Boano accepted an offer to set up Fiat's styling department. The 250GT production was taken over by his son-in-law Ezio Ellena and Boano's former partner, Luciano Pollo.
A further sixty examples were created by Ellena, and these cars are often referred to as Ellena Coupes. Subsequent to the first eight Ellena-built examples, the remainder of 250 GT Ellena production featured a taller roofline.
As would be expected from a low-production car, they were very expensive, priced from $10,975. They had many improvements over the previous Europa GT models, including increased luggage and passenger area. The Colombo-designed V-12 engine displaced 3.0-liters and produced between 220 and 240 horsepower depending on its speciation. Zero-to-sixty was achieved in just 5.9 seconds with a top speed ranging from 127 to 157 miles per hour depending on the final drive selected.
The mechanical specifications were very similar to those used on Ferrari's contemporary GT racing car, the Tour de France Berlinetta.
By Daniel Vaughan | Dec 2009
Production of the 250 Series began in 1954 and continued on through the early part of the 1960's. There were numerous variations of the 250 and would ultimately become Ferrari's most successful line of vehicles to date. The 250 is also recognized as the first Ferrari to ever receive disc brakes. This did not take place until the end of the 1950's. Also, the 250 was the first four-seater.
Ferrari's were custom built cars. They were not mass-produced. Ferrari provided the engine and chassis while Italian coach builders provided the body. This meant the specifications varied. Engines also varied in horsepower rating, torque, and displacement. This was no different for the 250 GT which saw many different variations in body style and body types.
Ferrari built the road-going Ferrari's to fuel his passion for racing. Many of the vehicles he built for the road had a competition model. That is, a modified version of the road-going model. An example of this was the 1959 short-wheel base (SWB) Berlinetta (Berlinetta which means coupe) and given an aluminum body. It was debuted in October 1959 at the Paris Salon. GT cars were road-legal vehicles that could also be taken to the track and compete without the need for modifications. Although this was their purpose, Ferrari realized that many customers would not race their vehicle, but rather wanted the power and performance that sports cars offered. To comply, Ferrari built these cars to be powerful and luxurious. The vehicles could still be run on the track, mostly on requiring the adoption of stickers and complying with any safety requirements.
The 250 road-going vehicles mostly shared two wheelbase sizes, a 2400 mm and 2600 mm. The 2400 wheelbase were referred to as the SWB (Short wheel base) while the other was the LWB (long wheel base).
The base engine was a Colombo 60-degree, single-over-head cam, 'vee' type 12-cylinder, with aluminum alloy block and heads, and cast-iron cylinder liners. The displacement was 180 cubic inch (2953 cc). Horsepower production was around 220-260. The front suspension was independent with double wishbones and coil springs. The rear suspension was a live axle.
The first 250 introduced was the 250S and available in either berlinetta or spider configuration. Introduced in 1952, they were powered by a 3-liter Colombo engine producing about 230 horsepower.
At the 1953 Paris Motor Show, Ferrari introduced the 250 Europa and Export. These were the only models in the series that were powered by a Lampredi v-12 engine also seen in Formula 1. The 250 Export had a 2400 MM wheelbase, similar tot he 250 MM. The 250 Europa had a larger, 2800 mm wheelbase which allowed more interior room. During their short production lifespan, only 18 examples were produced. Pininfarina and Vignale were tasked with creating the coachwork.
In 1954 four specialty built 250 Monza were built for racing. They shared many similarities with the 750 Monza's, but were equipped with the 3-liter Colombo engine.
At the 1957 Geneva auto show, Ferrari displayed their 250 GT Cabriolet. Coachwork was courtesy of Pininfarina; the wheelbase was 2600 mm in size. In 1959 the second in the 250 GT Cabriolet series production began after only 36 examples being produced.
From 1957 through 1959 Ferrari produced the 250 GT Berlinetta 'Tour de France' (TdF). The name had been given for the 10-day automobile race. Originally the engine produced 240 horsepower but was later modified to 260 horsepower. Carrozzeria Scaglietti was responsible for creating the bodies based on Pinin Farina's design.
Scaglietti was responsible for constructing the 1957 250 GT California Spyder. These sat atop a long, 2600 mm chassis and aluminum was used throughout the body in efforts to reduce the overall weight. In total, around 45 examples were created before they were replaced by the SWB version in 1960.
There were 250 examples of the 250 GT Berlinetta SWB produced. Production began in 1959 and used the shortened, sportier wheelbase. Giotto Bizzarrini, Carlo Chiti, and Mauro Forghieri were responsible for the development. Some were built for racing while others were meant for daily transportation. Horsepower ranged from 240 to 280. Steel or aluminum bodies were used. The steel bodies were suited for the road-going vehicles, also known as Lusso. The racing trim vehicles were powerful and had low weight. They were vary competitive and are regarded as the most important GT racers of its time. In 1961 the SWB Berlinetta captured the GT class of the Constructor's Championship.
In 1960 a Scaglietti 250 GT Spyder California SWB was shown at the Geneva Motor Show. Built as a replacement for the LWB and based on the 250 GT SWB, around 55 examples were produced.
The Ferrari 250TR was produced from 1957 through 1958 during which only 19 examples were created. The 'pontoon' fender body was designed by Scaglietti and the power was supplied through a Colombo 12-cylinder engine mounted at a sixty-degree angle and outfitted with six Weber 38 DCN carburetors. Power was sent to the rear wheels via a four-speed manual gearbox. With 300 horsepower, the 800 kg vehicle was able to achieve a 168 mph top speed. From 1958 through 1961, the 250 TR was entered in 19 championship races where they emerged victorious ten times.
The 250 in 250 TR represented the unitary displacement while the TR was an acronym meaning Testa Rossa. Testa Rossa translates to 'red head' which referred to the color of the engine's cylinder head.
The 250 TR series was built to capture the world championship which was experience questionable times. During the 1955 24 Hours of Lemans a fatal accident occurred and the Commissione Sportiva Internazionale (CSI) began investigating ways to make the sport safer for the drivers and the spectators. Their efforts were escalated in 1967 when another fatal accident occurred at the 1957 Mille Miglia. The committee decided upon a displacement limit but they were in disagreement on the size; the proposed figures ranged from 3 to around 3.5 liters.
1958 was the introductory year for the new regulations, which had been announced during the later part of 1957. Ferrari had been building, testing, and racing the 250 GT which had performed well during the 1957 Mille Miglia. The Colombo V12 260 horsepower engine received a larger bore, camshaft, and other improvements resulting in a 3.1 liter displacement and 320 horsepower. Testing continued throughout the 1957 season in both body configuration and mechanical components.
Ferrari had anticipated the new engine size regulations and thus had been sufficiently prepared to capture the world championship. Due to the potential of negative publicity caused by the fatal accidents, other manufacturers, such as Aston Martin, Lotus, Cooper and Jaguar, were hesitant to continue racing. Ferrari believed their closest competitor would be the powerful and technologically advanced Maserati 450 S which featured a quad-cam eight-cylinder engine.
Ferrari quickly began capturing victories during the 1958 season. The 250 TR was a solid vehicle thanks to the preparation and testing. The steel tubular ladder frame was of traditional Ferrari construction; a DeDion rear axle was used on the works racers. Customer cars were outfitted with a live axle. Drum brakes were placed on all four corners of the car. The engine had been modified to comply with regulations and to fit in the engine bay. In reality, the vehicle was an outdated car having only the benefit of proper planning and proven technology. Most cars featured disc brakes which provided superior stopping power. The Colombo engine dated back to the beginning of Ferrari and was antiquated in comparison to the modern power-plants.
Nearing the close of the 1958 season, the competition began to rise. Aston Martin had a lethal combination, a 3 liter DBR1 racer and Stirling Moss as the driver. Even though the Aston Martins did score a victory at Nurburgring 1000 KM, Ferrari was able to capture the World Championship. The legendary Phil Hill and Olivier Gendebien easily capture a third victory for Ferrari at the grueling 24 Hours of Lemans. The 250 TR works cars were referred to as TR58, to distinguish them from the customer TRs.
For the 1959 season, the vehicles received slight modifications which made the vehicle lighter and more powerful. The big news was the use of Dunlop disc brakes. The engine received coil valve springs and the horsepower increased slightly to 306. A Colotti designed five speed gearbox replaced the four-speed unit. Pininfarina was tasked with designing a new body and the construction was handled by Fantuzzi. As a result of the improvements, the name was changed to TR59. At their inaugural race, the TR59 finished first and second. This streak did not last and at the end of the season, it was Aston Martin who emerged as the world champion. The TR59 was plagued with reliability issues mostly due to the gearbox. The vehicles were forced to retire early from races, including Le Mans.
For the 1960 season, the TR was modified slightly to comply with new regulations and to rectify the transmission issues. These vehicles are commonly referred to as the TR59/60. Aston Martin had withdrawn from the championship which left no factory opposition for Ferrari. Porsche and Maserati provided competition, especially at Targa Florio and the Nurburgring 1000 km where they scored victories. At Le Mans, Ferrari finished first and second and captured the word championship, beating Porsche by only four points.
For the 1961 season, Ferrari introduced the mid-engined 246 SP. The TRI61 was given a new spaceframe chassis and was able to capture victories at Sebring 12 Hours and Le Mans. With victories between the 246 SP and the TRI61, Ferrari once again captured the world championship.
The CSI implemented stricter rules for the 1962 season which meant the TR was unable to score points for the factory. It was still allowed to race for the overall victory.
By Daniel Vaughan | Feb 2007
For more information and related vehicles, click hereFerrari's were custom built cars. They were not mass-produced. Ferrari provided the engine and chassis while Italian coach builders provided the body. This meant the specifications varied. Engines also varied in horsepower rating, torque, and displacement. This was no different for the 250 GT which saw many different variations in body style and body types.
Ferrari built the road-going Ferrari's to fuel his passion for racing. Many of the vehicles he built for the road had a competition model. That is, a modified version of the road-going model. An example of this was the 1959 short-wheel base (SWB) Berlinetta (Berlinetta which means coupe) and given an aluminum body. It was debuted in October 1959 at the Paris Salon. GT cars were road-legal vehicles that could also be taken to the track and compete without the need for modifications. Although this was their purpose, Ferrari realized that many customers would not race their vehicle, but rather wanted the power and performance that sports cars offered. To comply, Ferrari built these cars to be powerful and luxurious. The vehicles could still be run on the track, mostly on requiring the adoption of stickers and complying with any safety requirements.
The 250 road-going vehicles mostly shared two wheelbase sizes, a 2400 mm and 2600 mm. The 2400 wheelbase were referred to as the SWB (Short wheel base) while the other was the LWB (long wheel base).
The base engine was a Colombo 60-degree, single-over-head cam, 'vee' type 12-cylinder, with aluminum alloy block and heads, and cast-iron cylinder liners. The displacement was 180 cubic inch (2953 cc). Horsepower production was around 220-260. The front suspension was independent with double wishbones and coil springs. The rear suspension was a live axle.
The first 250 introduced was the 250S and available in either berlinetta or spider configuration. Introduced in 1952, they were powered by a 3-liter Colombo engine producing about 230 horsepower.
At the 1953 Paris Motor Show, Ferrari introduced the 250 Europa and Export. These were the only models in the series that were powered by a Lampredi v-12 engine also seen in Formula 1. The 250 Export had a 2400 MM wheelbase, similar tot he 250 MM. The 250 Europa had a larger, 2800 mm wheelbase which allowed more interior room. During their short production lifespan, only 18 examples were produced. Pininfarina and Vignale were tasked with creating the coachwork.
In 1954 four specialty built 250 Monza were built for racing. They shared many similarities with the 750 Monza's, but were equipped with the 3-liter Colombo engine.
At the 1957 Geneva auto show, Ferrari displayed their 250 GT Cabriolet. Coachwork was courtesy of Pininfarina; the wheelbase was 2600 mm in size. In 1959 the second in the 250 GT Cabriolet series production began after only 36 examples being produced.
From 1957 through 1959 Ferrari produced the 250 GT Berlinetta 'Tour de France' (TdF). The name had been given for the 10-day automobile race. Originally the engine produced 240 horsepower but was later modified to 260 horsepower. Carrozzeria Scaglietti was responsible for creating the bodies based on Pinin Farina's design.
Scaglietti was responsible for constructing the 1957 250 GT California Spyder. These sat atop a long, 2600 mm chassis and aluminum was used throughout the body in efforts to reduce the overall weight. In total, around 45 examples were created before they were replaced by the SWB version in 1960.
There were 250 examples of the 250 GT Berlinetta SWB produced. Production began in 1959 and used the shortened, sportier wheelbase. Giotto Bizzarrini, Carlo Chiti, and Mauro Forghieri were responsible for the development. Some were built for racing while others were meant for daily transportation. Horsepower ranged from 240 to 280. Steel or aluminum bodies were used. The steel bodies were suited for the road-going vehicles, also known as Lusso. The racing trim vehicles were powerful and had low weight. They were vary competitive and are regarded as the most important GT racers of its time. In 1961 the SWB Berlinetta captured the GT class of the Constructor's Championship.
In 1960 a Scaglietti 250 GT Spyder California SWB was shown at the Geneva Motor Show. Built as a replacement for the LWB and based on the 250 GT SWB, around 55 examples were produced.
The Ferrari 250TR was produced from 1957 through 1958 during which only 19 examples were created. The 'pontoon' fender body was designed by Scaglietti and the power was supplied through a Colombo 12-cylinder engine mounted at a sixty-degree angle and outfitted with six Weber 38 DCN carburetors. Power was sent to the rear wheels via a four-speed manual gearbox. With 300 horsepower, the 800 kg vehicle was able to achieve a 168 mph top speed. From 1958 through 1961, the 250 TR was entered in 19 championship races where they emerged victorious ten times.
The 250 in 250 TR represented the unitary displacement while the TR was an acronym meaning Testa Rossa. Testa Rossa translates to 'red head' which referred to the color of the engine's cylinder head.
The 250 TR series was built to capture the world championship which was experience questionable times. During the 1955 24 Hours of Lemans a fatal accident occurred and the Commissione Sportiva Internazionale (CSI) began investigating ways to make the sport safer for the drivers and the spectators. Their efforts were escalated in 1967 when another fatal accident occurred at the 1957 Mille Miglia. The committee decided upon a displacement limit but they were in disagreement on the size; the proposed figures ranged from 3 to around 3.5 liters.
1958 was the introductory year for the new regulations, which had been announced during the later part of 1957. Ferrari had been building, testing, and racing the 250 GT which had performed well during the 1957 Mille Miglia. The Colombo V12 260 horsepower engine received a larger bore, camshaft, and other improvements resulting in a 3.1 liter displacement and 320 horsepower. Testing continued throughout the 1957 season in both body configuration and mechanical components.
Ferrari had anticipated the new engine size regulations and thus had been sufficiently prepared to capture the world championship. Due to the potential of negative publicity caused by the fatal accidents, other manufacturers, such as Aston Martin, Lotus, Cooper and Jaguar, were hesitant to continue racing. Ferrari believed their closest competitor would be the powerful and technologically advanced Maserati 450 S which featured a quad-cam eight-cylinder engine.
Ferrari quickly began capturing victories during the 1958 season. The 250 TR was a solid vehicle thanks to the preparation and testing. The steel tubular ladder frame was of traditional Ferrari construction; a DeDion rear axle was used on the works racers. Customer cars were outfitted with a live axle. Drum brakes were placed on all four corners of the car. The engine had been modified to comply with regulations and to fit in the engine bay. In reality, the vehicle was an outdated car having only the benefit of proper planning and proven technology. Most cars featured disc brakes which provided superior stopping power. The Colombo engine dated back to the beginning of Ferrari and was antiquated in comparison to the modern power-plants.
Nearing the close of the 1958 season, the competition began to rise. Aston Martin had a lethal combination, a 3 liter DBR1 racer and Stirling Moss as the driver. Even though the Aston Martins did score a victory at Nurburgring 1000 KM, Ferrari was able to capture the World Championship. The legendary Phil Hill and Olivier Gendebien easily capture a third victory for Ferrari at the grueling 24 Hours of Lemans. The 250 TR works cars were referred to as TR58, to distinguish them from the customer TRs.
For the 1959 season, the vehicles received slight modifications which made the vehicle lighter and more powerful. The big news was the use of Dunlop disc brakes. The engine received coil valve springs and the horsepower increased slightly to 306. A Colotti designed five speed gearbox replaced the four-speed unit. Pininfarina was tasked with designing a new body and the construction was handled by Fantuzzi. As a result of the improvements, the name was changed to TR59. At their inaugural race, the TR59 finished first and second. This streak did not last and at the end of the season, it was Aston Martin who emerged as the world champion. The TR59 was plagued with reliability issues mostly due to the gearbox. The vehicles were forced to retire early from races, including Le Mans.
For the 1960 season, the TR was modified slightly to comply with new regulations and to rectify the transmission issues. These vehicles are commonly referred to as the TR59/60. Aston Martin had withdrawn from the championship which left no factory opposition for Ferrari. Porsche and Maserati provided competition, especially at Targa Florio and the Nurburgring 1000 km where they scored victories. At Le Mans, Ferrari finished first and second and captured the word championship, beating Porsche by only four points.
For the 1961 season, Ferrari introduced the mid-engined 246 SP. The TRI61 was given a new spaceframe chassis and was able to capture victories at Sebring 12 Hours and Le Mans. With victories between the 246 SP and the TRI61, Ferrari once again captured the world championship.
The CSI implemented stricter rules for the 1962 season which meant the TR was unable to score points for the factory. It was still allowed to race for the overall victory.
By Daniel Vaughan | Feb 2007
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 1956
Ferrari
models |
| Ferrari 250 Europa GT |
| Ferrari 250 GT Coupe Speciale |
| Ferrari 250 GT TdF |
| Ferrari 290 MM |
| Ferrari 410 S |
| Ferrari 410 Superamerica |
| Ferrari 500 TR |
| Ferrari 625 LM |
| Similar Automakers | |
| Aston Martin | Bentley |
| Bugatti | Devon |
| GTA | Koenigsegg |
| Lamborghini | Lotus |
| Maserati | Maybach |
| McLaren | Porsche |
| Rolls-Royce | Spyker |
| Tesla | |
| Similarly Sized Vehicles from 1956 |
| Arnolt Bolide |
| Ferrari 250 GT TdF |
| Ford Thunderbird |
| Jaguar MK1 |
| Jaguar XK SS |
| Jaguar XK-140 |
| Jaguar XK-D D-Type |
| Porsche 356A |
| Porsche 550 RS Spyder |
| Porsche 550 RS Spyder Replica |
| Ferrari: 1951-1960 |
| Similar Automakers |
| Other models by Ferrari |
| 1955 250 GT Boano | 1957 250 GT Boano |
