 1957 250 GT TdF | 1959 250 GT TdF  |
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Image credits: © Ferrari.
1958 Ferrari 250 GT TdF news, pictures, and information | ||
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 |  |  | Berlinetta Coachwork: Scaglietti Designer: Pininfarina Chassis Num: 0933 |
| Sold for $1,540,000 at 2006 Gooding & Company. | |||
The 250 GT TdF was a dominant force in most of the races they were entered. They gave their drivers podium finishes in both class categories and overall victories in many sporting events that included circuit races, hill climbs, rallies, and more. The combination of lightweight construction, potent performance, agile handling, and reliability made the Ferrari 250GT TdF a legend and a feared adversary.
The Ferrari 250GT LWB sat atop of a 2800mm wheelbase and was powered by a 3-liter V12 engine that produced 240-280 horsepower. Most of the earlier cars were bodied by Pininfarina with many later versions being handled by Scaglietti. As the years progressed, so did the improvements to the design and the vehicles mechanical components. In 1958 the vehicles received a new gearbox with a centrally located shift lever. The engine was given major modifications such as revised cylinder heads and intake manifolds, new crankshaft and valves, and stronger connecting rods.
On the outside, the headlights were moved back slightly in the front fenders and given a protective Plexiglas flaring. Located just behind the front tires were three vents which aided in the cycling of air to the engine and brakes. Vents could also be found behind the doors and above the rear wheels which helped circulate air through the cockpit.
This 1958 Ferrari 250 GT LWB Berlinetta Tour De France with coachwork designed by Pinin Farina and constructed by Scaglietti was offered for sale at the 2006 Gooding & Company Auction held in Pebble Beach, CA. It is equipped with a 2953-cc V12 engine that produces 260 horsepower. It was delivered on June 17 of 1958 and is the only vehicle of its kind to be adorned with gold metalic color known as Oro Chiaro. It carries chassis number 0933 and was the eleventh of 36 single-vent TdFs constructed. Its history from new is known and well documented.
The vehicles first owner purchased the car for just under $9000 and within a few months had entered it into its first race, the molina-Rocco Cocconato hill climb, where it placed fifth. This was followed by a DNF at another hillclimb event. A few weeks later it was entered into its third hillclimb event where the car emerged ahead of the competition. its first owner would race the car once more before selling it to its next owner.
The second owner entered the car in only one racing competition, the Gran Premio della Lotteria in Monza, but failed to finish the race.
The car was given engine modifications in 1960s which improved the reliability which decreasing the overall weight. Those changes are still present in the vehicle in modern times.
The car was abandoned by its owner at the Paris airport in an attempt to evade French taxation. French authorities impounded the car and kept it in their possession until it was sold in 1967 at a customs auction. The car was sold again a year later with the new owner painting the car in red. From then, it passed through several more owners. Near the close of the 1990's, the car was repainted back to its original color.
The car has been shown at the Louis Vuitton Concours d'Elegance at Bagatelle, Paris and the VIII Automobiles Classiques. It has been awarded the 'Sheer Elegance' award from the 2003 Louis Vuitton Concours d'Elegance.
At the Gooding & Company Auction, this was one of the many highlights that graced the auction-block stage. It is one of only 36 single-vent, covered headlight, LWB Berlineta's produced. It is very original and wonderfully preserved. It has the factory upgraded engine with the rare Testa Rossa Sump which made the engine more reliable, powerful, and lighter. On auction day, the car was sold netting $1,540,000.
By Daniel Vaughan | Aug 2009
 |  |  | Berlinetta Coachwork: Scaglietti Designer: Pininfarina Chassis Num: 0901GT |
The first owner, Francois Picard, purchased the car in 1958 and entered it into the 1000km Nuerburgring. The car failed to finish; its first race that it would finish came at the 12 Hours of Reims where Picard and Burgraf drove the car to a fifth overall finish. In September, the car was entered in the Tour de France where it emerged in a very impressive second overall finish.
The car was then sold to a US citizen, and has remained in the US ever since. Since that time, it has passed through several owners and in 1984 was in the car of John Geils. Geils entered the car into the Atlanta Vintage Grand Prix. In recent years, the car has been in the care of Jeffrey D. Mamorsky who had the car repainted back to black with the silver stripe, replacing its red paint scheme which it carried since the early 1990s. It was shown at the 2007 Cavallino Classic.
Between 1956 and 1959, the 250 GT Long Wheelbase Berlinetta was Ferrari's GT race car, although these Berlinettas were also at home driving on the roads around town. This example finished second overall in the 1958 Tour de France driven by its owner, Francois Picard, and by Maurice Trintignant. Another example won the 1956 Tour de France giving the model its Tour de France nickname.
By Daniel Vaughan | Oct 2007
 |  |  | Berlinetta Coachwork: Scaglietti Designer: Pininfarina Chassis Num: 0881GT |
The history from that point is a little scarce. It was found in a barn in Belgium many years later. It had even been involved in a fire during one point in its history.
By the close of the 1990s the car was in the possession of a Grand Rapids, Michigan resident named Joseph W. Moch. The car was brought to the 1999 FHC Lime Rock Park race where it scored a first in class.
In 2001 the car was purchased by Nick Soprano.
By Daniel Vaughan | Jan 2008
| | | Berlinetta Coachwork: Scaglietti Designer: Pininfarina Chassis Num: 0933 |
| Sold for $1,540,000 at 2006 Gooding & Company. | |||
Constructed by Scaglietti with coachwork designed by Pinin Farina, the 250 GT was built between 1955 and 1959. The Long Wheelbase Berlinetta earned its name, Tour de France (TdF), when Alfonso de Portago and Edmund Nelson won the week-long Tour de France in 1956.
The car was built on a 2,800mm wheelbase chassis, using Ferrari's twin oval tube frame with coil spring independent front suspension and a live rear axle with semi-elliptical leaf spring and parallel trailing arms for positive location. But the soul of the TdF was its three-liter V-12 engine, producing 240-280 horsepower at 7,000 RPM.
The 1958 250 GT Tour de France benefited from design and mechanical improvements. The most important enhancement was a new gearbox with a centrally located shift lever. Internal features of the engine were strengthened, and there were new valves, new crankshaft, strong connecting rods, and revised cylinder heads and intake manifold.
 |  |  | Berlinetta Coachwork: Scaglietti Designer: Pininfarina Chassis Num: 0787GT |
| High bid of $1,800,000 at 2009 RM Auctions. (did not sell) | |||
In February of 1959, Papais sold the car to Countess Elvira Vaselli, who sold it in June of that same year through Franco Marenghi to the car's third owner, Frederico José Carlos Themudo 'Fritz' D'Orey. D'Orey raced it at the Gran Premio Lotteria di Monza, finished seventh overall. It was later used in the XIV Trento-Bondone hillclimb in July 1959, finished second in the GT class.
It was raced at the XI Coppa Inter-Europa in Monza but failed to finish due to engine failure. It would not start the Tour de France as the engine problems were not resolved in time for the race.
Manual José Tudella Nogueira Pinto of Oporto, Portugal purchased the car in June of 1960. It was sold in 1963 to Maria Luisa Eccher Dall'Eco of Milan. It would pass through three additional Milanese owners before being exported to the United States in 1968.
In 1970, it was purchased by James G. Boulware of Monte Sereno, California. A few years later it had been fitted with a 250 GT LWB California Spider engine (number 1253 GT). Subsequently, the TdF received a period correct 128D Ferrari Classiche stamped block, which it retains today.
By 1975, it was back in Italy and in the possession of Luciano Tosim of Bassano del Grappa, Italy. Keeping it for a short time, it was sold to Vittorio Pizzolotto in Treviso where it would remain for many years. The car was raced at the historic races at Salo, Lake Garda in 1976, the Ferrari Days meeting at Modena in 1983 and the Mille Miglia in 1984. In 1986, it was driven in the Nürburging for the AvD-Oldtimer-Grand Prix and, the following year, once again competed in the Mille Miglia.
In 1990, the car was sold at auction and by 1991 was owned by Dutch Ferrari importer Frits Kroymans. From there, it entered the collection of Victor R. Muller of Holland in 1999. Muller brought the car to the Concours Paleis Het Loo and then the Interclassic Show in Maastricht before driving it in the Tour Auto, the Ferrari Days at Spa-Francorchamps in 2000 as well as the 2nd Ferrari Tour Rallye Historic.
The current owner purchased the car in 2002. It was prepared for vintage racing and sadly, incurred damage during an outing at Moroso in Florida. It was given cosmetic repairs, a bare-metal re-paint, and returned to the track in just two months.
It raced in the Ferrari Challenge for four years, winning the Drum Brake Championship two years in a row. After racing, the car was given an engine rebuild that cost well over $100,000 to complete.
In 2009, this Tour de France Berlinetta was offered for sale at the Automobiles of Arizona auction presented by RM Auctions. It was estimated to sell for $2,000,000 - $2,500,000. The lot failed to sell after reaching a high bid of $1,800,000.
By Daniel Vaughan | Apr 2009
 |  |  | Berlinetta Coachwork: Scaglietti Designer: Pininfarina Chassis Num: 0905GT |
Sold new to Ferraro in Italy on May 7, 1958, the car was entered in the 1958 Targa Florio by him with #5 and classified as DNF. Raced in a variety of other Italian events, sometimes listed as driven by 'Hippocrate', others as Ferraro. A third in class in the October 5, 1958 Triese-Opacina event appears to be the most successful result. Purchased by Fred Peters in 1966 and maintained, driven and raced by Fred Peters and Charles Betz, the car participated in the 1990 Mille Miglia, Colorado Grands, Rolex Monterey Historics, vintage races at Sears Point and Willow Springs. It took a class win both days at the Ferrari-Maserati Fontana Historic Challenge event in 2005.
 |  |  | Berlinetta Coachwork: Scaglietti Designer: Pininfarina Chassis Num: 0903GT Engine Num: 0903GT |
The car was sold to P.G. Fagerberg of Hjo before it was re-purchased by Mr. Anderson and re-sold to Robert Bostrom. On June 28th of 1972, the car was sold to Lars Saaf, a Saab-Scania engineer. Mr. Saaf began a complete restoration. The project was put on the back burner and the TdF would lay dormant in the garage under his house. It would disappear for three decades.
The current owner heard about the car and contacted Mr. Saaf with the intent of purchasing it and completing the restoration work. Between 2006 and December 2007, the TdF was completely restored by an in-house team of Ferrari specialists. Currently, the odometer displays less than 54,000 kilometers.
In 2010, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, CA. It had an estimated value of $2,600,000 - $3,200,000. It would leave the auction unsold.
By Daniel Vaughan | Mar 2013
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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| 1957 250 GT TdF | 1959 250 GT TdF |
