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1962 Ferrari 250 GTO news, pictures, specifications, and information

Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3705GT
 
The 1962 Ferrari GTO with chassis number 3705GT was constructed on June 14th of 1962 and is a left hand drive vehicle. It was purchased by Jean Guichet who entered the vehicle into the 1962 24 Hours of LeMans race. It was driven by Guichet and Pierre Noblet. It finished first in the GT class and second overall.

In July of 1962 it was entered into the 6 Hours of Auvergne, Charade where it was piloted by Jean Guichet. It finished 4th overall and 3rd in class. In September it was entered into the Tour de France. It was driven by Guichet and Clement. It failed to finish the race.

From 1962 through 1965 it was entered into numerous competition events. Many of these events were hillclimbs driven by Egidio Nicolosi, Luigi Taramazzo, and Pierluigi Zanardelli.

Since that time it has passed through various owners. In 1994 it was purchased by Ed Davies who continued its racing career. It was entered into the Tour de France Auto, Shell Ferrari Historic Challenge at Monza, Coys International Historic Festival at Silverstone, and Ferrari days at Spa and Nuerburgring. Recently, it was entered into the Cavallino Classic. In 2004 it competed at the Monterey Historic races at Laguna Seca.

This car has many impressive finishes and has provided numerous podium finishes for its drivers. In 1965 it finished first in all of the competitions that it was entered. At this time it was under the ownership of Cox Kocher who also served as the driver of the car.

In 1981 the car was treated to a restoration.

By Daniel Vaughan | Jan 2007
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3729GT
 
Ferrari 250 GTO with chassis number 3729GT was constructed on July 28th of 1962. It is a right-hand drive vehicle and has had a very extensive racing career. Its innagural event was at the Brands Hatch, Peco Trophy driven by Roy Salvadori and wearing the number 75. It was driven to a second place finish overall and in the GT class. Shortly thereafter, it was entered in the Tourist Trophy at Goodwood where it was piloted by Graham Hill. It again finished in second overall and in the GT class.

In 1963 the first race it entered was the Internatioanl Trophy at Silverstone driven by Mike Parkes. In June it was entered in the Whitsun Trophy at Goodwood driven by Mike McDowell. It placed second overall and second in class.

In total, it was entered in seven races with its best finish being a first in class at the Brands Hatch, Guards Trophy driven by Jack Sears. It placed fifth overall. It scored many second place finishes throughout the 1963 sesason. Jack Sears, Mike Parkes, Mike McDowell, and Michael Salmon all took turns piloting this vehicle around the various circuits. The final race for this vehicle of the 1963 season was at Autosport, Snetterton where it was driven by Jack Sears. The race was a three hour event and at the conclusion the vehicle had finished fourth overall and second in the GT class.

For 1964, it was entered into four races, all near the close of the season. The first race was in August at the BRSCC Castle Combe race where it was driven by Eddie Portman. It finished in an impressive second overall and second in class. It failed to finish in its next race, at the six hour relay at Silverstone. At the close of August, it was entered into the Tourist Trophy at Goodwood where it was driven by Richie Ginther. It finished 9th overall and 6th in class.

It was sold to Robert Perry of Great Britain in 1964 and to John Pearce in 1965. Pearce entered the 250 GTO into the Blackbushe Airport Sprint in 1965; this would be its only race for the 1965 season.

It was sold to Neil Corner of Great Britain in 1966. The following year Bob Houghton was tasked with installing a new engine from a 250 GT SWB into 3729GT. The engine had come from 2735GT.

The next owner was Freddie Bannister who kept the car for a short time before selling it to Jack Sears. During the 1980s and 1990s, Sears entered the vehicle into historic competition. The first event was in 1982 at the 20th Anniversary GTO Tour. It was entered into the 25th Anniversary of the GTO Tour in 1987. In July of 1992 it was entered into the Christies International Historic Festival at Silverston.

The vehicle was driven in the 35th Annisveary GTO tour and the 40th Anniversary GTO Tour. By the 40th anniversary, the car had transfered to its new owner, Jon Shirley. Since that time, Shirley has entered the vehicle in histroic competition such as the 2004 Monterey Historic Races at Laguna Seca and Cavallino Classics in 2006.

By Daniel Vaughan | Jan 2007
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3731 GTE
 
This colorful, green and yellow Ferrari 250 GT0, is a re-bodied copy of an original GTO. It was a GTE and has chassis number 3731 GTE. It has been prepared for vintage racing and has a racing harness and restraints, along with a replica GTO 5-speed competition gearbox, dry sump system and six carburetors. Located within the original fuel tank is an ATL Fuel Cell and emergency shut-off switches can be found on the exterior of the vehicle.

It is seen here at the 2006 Cavallino Classic.

By Daniel Vaughan | Feb 2007
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3223GT
 
Featured on the Pebble Beach Tour d'Elegance poster for 2011, this is the first Ferrari GTO ever built. Chassis 3223GT was race-ready in December 1961 and tested by Willy Mairesse at Modena. Launched without its distinctive rear wing, this car was retrofitted with riveted aluminum-sheet spoilers. This car raced its inaugural event at Bridgehampton in 1962, and competed until 1966.
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3413GT
 
Ferrari 250 GTO with chassis number 3413GT was constructed in April of 1962. It is a left hand drive vehicle and used by Hill and Forghieri as a training car at the Targa Florio. Its first owner was Edoardo Lualdi Gabardi who entered the car in competition during the 1962 and 1963 years. The car was entered into many hillclimb events and provided podium finishes in most of its attempts. The car was sold in 1963 to Gianni Bulgari who continued the cars racing pedigree. It was entered into the 1963 Targa Florio and driven by Bulgari and Maurizio Grana to a Fourth Overall and First in Class. A First Overall was achieved at the Coppa FISA in Monza.

It was sold to Corrado Ferlaino at the close of 1963 who had the car re-bodied by the factory and given a Type 64 body style that was void of a rear spoiler. It was entered into the 1964 Targa Florio where it was driven by Ferlaino and Luigi Taramazzo to a Fifth Overall and First in Class. After that outing, Ferlaino competed in Hillclimb events before selling it in 1965 to Dan Margulies.

The car has passed through ownership since that time and has continued to be entered into competition. It was brought to the 30th Anniversary GTO tour in 1992 and the Goodwood Festival of Speed in 1993 under the care of Tony Merrick. It was sold to Lindsay Owen in 1994 for a mind-staggering seven million dollars. The owner brought the car to the Coys Historic Festival at Silverstone in 1994 and 1995. In 2000 the car was purchased by Gregory Whitten. It has been raced at the 2004 Monterey Historic Races at Laguna Seca in 2004 and the 2007 Cavallino Classic.

By Daniel Vaughan | Feb 2007
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3757GT
 
This Ferrari 250 GTO with chassis number 3757 has been in the care of Nick Mason since 1978 who purchased the car for approximately $86,000. Mason is the drummer for Pink Floyd.
By Daniel Vaughan | Oct 2007
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3387GT
 
This 250 GTO, chassis number 3387, is the second GTO produced. It is also referred to as the second production prototype. It was completed in March of 1962 and was nearly identical to chassis 3223. During early testing at Monza, the car received a small tail spoiler, a modified fuel filler and vents worked into the rear fenders.

Ownership passed from Ferrari to Luigi Chinetti Motors on March 16, 1962. Chinetti wanted the car to run under NART banner at Sebring on March 24th. It was air-freighted Miami on Alitalia and registered in New York State. At Sebring, it was piloted by Phil Hill and Olivier Gendebien to a second overall and first in class. The car was returned to the factory and overhauled in preparation for Le Mans, where it finished sixth overall and third in class.

While total production of only 39 cars ensures exclusivity, this car has an additional layer added because it was raced as a factory team car.
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3445GT
 
Not all Ferrari 250 GTOs are red. The unusual colors on this car reflect its early race history in Sweden. Before going to Sweden in the summer of 1963, it raced at LeMans, in the Tour de France, and in the Paris 1000 Kilometers at Monthlhery in 1962. It finished fifth overall at Sebring in March of 1963.

This car was originally obtained by Count Giovanni Volpi (SSS Scuderia Serenissima Repubblica di Venezia). It was driven by Vacarella and Scarlatti, two works Ferrari drivers of the period, in the 1962 24 Hours of LeMans, and won outright the Nine Hours of Auvergne at Clearmont Ferrand later that year. It's believed that Volpi owned the car on paper only and that SEFAC Ferrari handled the race entries and driver assignments. Swedish racing driver Ulf Norinder owned the car from 1963 through 1971, racing the car at the Targa Florio, Monza, Daytona, Spa, Nurburgring, Reims and at a number of Swedish venues. It's believed that he received direct assistance and entry in several races through SEFAC Ferrari. On occasion, Norinder had this car driven by other famous drivers of the period, including Jackie Stewart and Chris Amon. Over the years, this car scored many points for Ferrari in the World Sports Car Manufacturers Championship.
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3505GT
 
The 250 GTO body was developed by Bizzarrini and Scaglietti and perfected in a wind tunnel and on-track tests. This GTO (chassis 3505GT) was bought by the British Racing Partnership/UDT-Laystall team of Alfred and Stirling Moss. After running at Lemans, it was delivered by Ferrari to the Goodwood Circuit and won the 1962 Tourist Trophy driven by Innes Ireland.
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3607GT
 
This car was first sold to Ferdinando Pagliarini, but it was owned twice by Ferrari collector Pierre Bardinon. In addition to taking first in class at the Paris Grand Prix in 1965 under the ownership of the de Montaigus, this 250 GTO (chassis number 3607GT) has accumulated an international catalog of hill climbs and circuit racing successes.
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3647GT
 
Chassis number 3647GT is a right-hand drive, aluminum-bodied 250 GTO that was delivered to Col. Ronnie Hoare on June 6th of 1962. It was driven initially by John Surtees for Maranello Concessionaires / Bowmaker Racing. In 1962, the car sold to Prince Zourab Tchkotoua of Russia, and then in 1965 to Sergio Marchesi who drove it at the Targa Florio. The car boasts an extensive competition history, having competed at Brands Hatch, at the Nurburgring and in the Targa Florio.

Ferrari GTOs featured a tubular steel space frame, a 94.5 inch wheelbase, and carry a potent 2953cc, 60-degree V-12 engine producing 300 horsepower to a five-speed gearbox. They weigh approximately 2,500 pounds and carry 35 gallons of fuel. GTO's raced in hill climbs, endurance races, rallies and sprint races, all with great success.

The current owner has enjoyed this car since 1967. It has never been restored.
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3909GT
 
Sold to Edgar Berney, this Ferrari 250 GTO (chassis number 3909GT) raced initially in France, taking first in class at the Coupe du Salon at Montlhery. Jo Siffert then drove it to a third place finish in the 500km Spa race. This GTO subsequently ran at various events worldwide, adding to its impressive racing history.
Berlinetta Coupe 64
Coachwork: Scaglietti
Designer: Pininfarina
Chassis Num: 4091GT
 
Chassis number 4091GT was completed in November of 1962, as a Series 1 250 GTO (250GT/Comp 62). It never competed in its original incarnation.

Sergio Bettoja, the first owner of this GTO (chassis 4091GT), returned it to Ferrari in 1963 to be refitted with a 250 GTO/64 body, styled by Pininfarina and built by Scaglietti. This modification required work to the suspension, engine and body. It was given a short roof and built-in spoiler. It was one of four cars thus modified.

The next owner was Edoardo Lualdi and raced it successfully, winning the 1964 Italian Mountain Championship. It also won the GT class at the Targa Florio that year. The car retired from contemporary racing in 1967 and was acquired by the current owner in 1982. The car continues to be vintage raced and shown extensively.
Berlinetta Coupe
Designer: Gestione Sportiva
Chassis Num: 3943GT
 
There were 39 250 GTO's produced between 1962 and 1964, are considered to be on of Enzo Ferrari's greatest masterpieces. Bizzarrini had a major role in the development work. He spent many hours at wind tunnels perfecting the body of the GTO. The result was a top speed of 170 mph.

The 128F 3.0-liter Colombo V-12, used in the Test Rossa, was selected. It was an aluminum engine with magnesium cam covers, six 38 DCN Weber carburetors, and a dry sump oil system.

This combination was good enough for first and second in the GT class at the 12-Hours of Sebring. Phil Hill and Oliver Gendebien were the drivers.

The first owner of 3943GT was Pierre Noblet, who owned it from October of 1962 through 1965. It was then sold to Robert Neyret, who held the car until 1968 when he sold it to Thepenier. Thepenier was the owner of 3943GT until 1983 when he sold it to Tom Price.

In 1963 through 1964, this 250 GTO entered eight races finishing in the top five in seven of these races and finished 1st overall in two. This example has received many awards at various Concours d'Elegance showing since 1984.

Chassis number 3943GT has a very extensive race history beginning in 1962 at the Paris 1000 kms where it finished 4th overall and 4th in class. It continued to be race extensively until the close of 1967. It raced mostly in Hill climbs and endurance races. On April 6th of 1963, it was entered in the Darak 6 Hours race where it finished 1st overall. A month later it entered the Francorchamps 500 KMs race where it finished 2nd overall.

By Daniel Vaughan | Mar 2012
The Ferrari 250 GTO was produced from 1962 through 1964 with 36 examples created during that time. It is a car of beauty, performance and mystery. Much is known about the car, but much is still a in question. It is one of the most memorable and sought after vehicles with many still put through their paces in modern times in historic competition.

The design was created by either Bizzarrini or Scaglietti, or possibly from input from several sources. Gestione Sportiva's Giotto Bizzarrini was in charge of the Comp/62 program when the prototype was brought to the track for testing. Gestione Sportiva had been tasked with creating a new performance version of the 250 GT for the 1962 season in order to comply with new FIA regulations to run the World Championship for GT cars, rather than sportscars. The project began with a 250 GT chassis SWB chassis that measured 2600 mm and shortened down to 2400 mm. The 2600mm wheelbase had been available as either an aluminum bodied competition car or a 'Lusso' road going version with a steel body. The 'Lusso' was created to comply with FIA homologation regulations that required a minimum number of cars to be created. The 250 GT SWB was used in competition during the 1960 and 1961 season scoring many important victories and providing the prancing horse marque with many podium finishes. It achieved victories in the Tour de France, and class victories at LeMans, along with many other GT Class victories.

In 1961 the Comp/61 version was introduced. It was a development of the prior competition 250 GT versions but with a more powerful engine, slightly modified body, and a strong and lighter chassis. Its only Achilles heal was its poor aerodynamics at high speeds.

The Comp/62 program began in almost at the start of 1961. Ferrari raced a 'Sperimentale' in the 1961 LeMans race which featured a 250 TR engine stuffed into a 250 GT SWB chassis and wearing a body designed by Pininfarina in the SuperAmerica style. The car showed real potential but would end of the race prematurely.

The front design of the Comp/62 prototype test car would make it to production mostly unchanged. The rear of the car was similar to the early 1960s 250 GT. The overall shape of the car was continually developed until perfected. Upon competition, it was sent to Scaglietti who finished the design and prepared it for production. In February of 1962, the car was shown to the public even though further modifications would still be made to the design. During high speed testing the rear end aerodynamics were still unstable. To rectify the problem, a small fin shaped tail called a 'Kamm' was attached to the rear. This tail had first been seen on a V6 prototype car driven by Richie Ginther during the following season. The first 18 cars constructed had a separate bolt-on tail while the remaining cars had the design built directly into the body.

The Ferrari 250 GT series had done well for Ferrari, both in racing and in sales. Ferrari was able to use it in competition for several season as they had already been approved for racing and homologation requirements were satisfied. With the introduction of the Comp/62, may felt the car was not a derivation of the 250 GT, but had more similarities with a 'Testa Rossa' with the addition of a roof, thus making it a completely new car. Official paperwork referred to the cars as 250 GT Comp/62, but it is commonly referred to as a 250 GTO, with the 'O' representing 'Omologato' which is Italian for homologation. Ultimately, it was the 250 GTO name, which had first appeared in English publications, that would stick with the car. The US automobile company, Pontiac, would later use the 'GTO' name on their muscle car vehicles. Ferrari later used the 'GTO' name on future series of their vehicles.

The Ferrari 250 GTO enjoyed continual success in racing, even though the development had been hindered with the 1961 walk-out by many influential and important individuals at Bizzarrini. When the 250 GTO made its racing debut at Sebring, the second round of the championship, it easily won the GT-class. It had been driven by Phil Hill and Olivier Gendebien, both very capable, experienced, and accomplished drivers. As the season progressed, the 250 GTO continued to rack-up class victories including a top three in class at LeMans. Ferrari easily won the season having earned 45 points.

The following season the GTO continued its successes even with an influx of competition from the AC Cobras with powerful Ford engines.

There were 33 factory built GTOs during 1962 and 1963 with 28 having the Comp/62 body. One wore a GTO LMB body. Three more were created in 1964 and four of the prior models were later re-bodied with a 1964 design. Luigi Chinetti's North American Racing Team (NART) created a special one-off design which they entered in the 1963 24 Hours of LeMans and commonly referred to as a 250 GTO LMB. Its design was similar to the 330 LMB GT/Prototype race cars.

The 1964 cars were a development of the 250 P which had won LeMans in 1963. The engine was placed mid-ship and most, if not all, of its mechanical components were completely new. This meant they were not homologated for racing under FIA regulations. To solve this problem, Ferrari quickly had three new GTOs created and fitted with bodies similar to the 250 LM. The cars would earn Ferrari another Championship for the third year in a row, though it was a tough battle between the competitive AC Cobra's and the Daytona variant.

As the competition continued to grow, Ferrari created a new racing version of the newly introduced 275 GTB. What had worked in the passed for Ferrari, was not to work again, as the FIA refused homologation for the racing version as they viewed it too different from the road version. So Ferrari withdrew from GT Competition and focused on Formula 1.

By Daniel Vaughan | Feb 2008
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
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Mondial 500
Testarossa
Type 340

1963 250 GTO Image Right
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