1956 Ferrari 250 GT TdF

Scuderia Ferrari was created in 1929 by Enzo Ferrari, who had initially intended to call the company Mutina from the Latin name Modena. The purpose of the newly formed company was to organize gentlemen drivers into a team to make it easier for them to compete in motor races. At the same time, Ferrari became the racing team coordinator for Alfa Romeo, overseeing and managing the development of the factory Alfas. While Ferrari lacked the talent and skill of the elite racers of the era, he would continue to race until the birth of his son, Alfredo in 1932. Under the Scuderia banner, the Alfas were raced with much success, in particular the twin-engined car built by Bazzi and the Alfetta 158 built in Modena by Ferrari. Not all partnerships last forever and a falling out between Ferrari and Alfa Romeo was inevitable. After a difference of opinion with one of Alfa's directors, Ferrari left Alfa Romeo at the end of 1939. Although still under contract to Alfa Romeo and not allowed to build cars or go racing under his own name for four years, Ferrari opened a factory in Modena. He was joined by a small team of ex-Alfa Romeo employees who assisted in building two eight-cylinder sorts. These were called Auto Avio Construzione 815s (8 for the number of cylinders and 15 for the 1.5-liter capacity). In 1940 both cars led their class in the Mille Miglia before retiring. Ferrari's racing ambitions were put on hold with the outbreak of World War II.

During the war, Ferrari manufactured machine tools while keeping his gaze on the future and the return to racing. When peacetime resumed, the first real Ferrari was built in 1946 - the Ferrari 125 and the start of a legendary stable. Its creation was impressive, particularly in post-war Italy where people were struggling to rebuild, survive, and return to some sort of 'normal.' The design team was led by Gioachino Colombo, who designed the Alfetta 158 for Ferrari in 1937, While the Alfetta employed a straight-eight-cylinder engine, the Ferrari 125 was given a complicated V12.

The first Ferrari with the mark of the rampant black horse on a yellow background, with the colours of the Italian flag above and the long F below, appeared in 1947. This symbol had been with Enzo Ferrari since he was a young racing driver in the 1920s and was from the fuselage of the Italian First World War flying ace. It was suggested to Enzo that he use it as a good luck charm. The yellow background of the Ferrari trademark represents the colours of the city of Modena.

With luck, experience, and sound engineering, the Ferrari's racing success was immediate. Of the fourteen races the team entered in1 947, they won seven. The following year, they earned ten victories from twenty-eight events. In 1949, the success continued with thirty victories from forty-nine races.

1950 marked the start of the Formula 1 World Driver's Championship and Ferrari quickly proved to be a top contender. In April, Giannino Marzotto, wearing a suit and tie, with Crosara sitting next to him in their Ferrari Berlinetta, won the Mille Miglia. The following month Ferrari took three victories in one day – in Italy, Switzerland and the United States. Briggs Cunningham's win at Suffolk County Airport in his Ferrari was the marque's first in America, and the beginning of an expansion into the lucrative American market.

In 1952, Ferrari won its first World Driver's Championship with Alberto Ascari driving the type 500. It was also the year that Ferrari began its collaboration with Pinin Farina, beginning with the 212 Inter cabriolet. Other models built during that year were the 250 GT Europa, 340 Mexico, and the 340 Mille Miglia.

In 1953, Alberto Ascari won the driver's championship again and Marzotto, Farina, and Ascari won the World Constructors' Championship for Sports Cars driving the 340 MM and 375 MM. This was created in 1954 with the 375 MM and 750 Monza with drivers Farina, Maglioli, Gonzales, Trintignant, and Hawthorn.

Ferrari used the 1954 Paris Motor Show to introduce the 250 GT, the start of a class of vehicles that would carry legendary names such as the Testa Rossa, GTO, and Tour de France.

The final 250 MMs were built by 1954 and work began on what would become the 250 GT Berlinetta Tour de France (TdF). The 2,600mm wheelbase was built using a stronger tubular chassis design with the elliptic leaf spring suspension replaced with wishbones, coil springs and shocks. The Colombo Tipo 112 short block V12 engine - later further developed and re-designated Tipo 128B, C and D - was installed into the prototype Pinin Farina Berlinetta chassis, number 0369 GT. Three more Pinin Farina built examples were built between April and July of 1955, with a similar appearance to the 250 MM. Another example was shown at the Paris Salon in October and was the first design with many side louvres. Two additional prototypes were built by Pinin Farina with one going into the ownership of Marquis de Portago from Spain, who scored his first victory for the car in December 1955 at Nassau, Bahamas.

The 1955 racing season was deeply scared by the tragedy at the 24 Hours of LeMnas, when Levegh's Mercedes was launched into the crowd, killing eighty people and injuring another two hundred. In response, the Gran Turismo category was created with an engine capacity of 3.0 liters.

250 GT Tour de France

At the 1956 Geneva Motor Show, Scaglietti displayed a prototype which would become the limited production, series I, fourteen louvre 250 GT Berlinetta. Production began in November of 1956 and would be the first of five series of 250 GT Berlinettas. The Series II cars were introduced in mid-1957 with three louvres and covered headlights, and just fifteen were produced. Twenty-nine series III cars were built; these retained the covered headlights but had just a single louvre. In compliance with a new requirement in Italian law, eight examples with a single louvre and open headlights were built in 1959. Zagato also bodied five lightweight examples which were intended for competition.

The 250 GT Berlinetta would enjoy a very successful competition career, beginning in 1956, and would win more races than either of its successors - the 250 GT SWB and the GTO. In 1956, Olivier Gendebien won the GT class in the Tour of Sicily and Alphonso de Portago won the Tour de France. The Tour de France was nearly five thousand kilometers around France (sometimes it went into Italy, Belgium or Germany) and took five or six days to complete. There were six circuit races, two hill climbs and a sprint. A Spanish nobleman named 'Fon' de Portago is credited with giving the Ferrari 250 GT Berlinetta its sobriquet – The Tour de France. de portago was a three-time French amateur champion jockey, world-class swimmer and part of the Spanish bobsledding team in the 1956 Winter Olympics. Sadly, he perished in 1957 at the Mille Miglia just 40 kilometers from the end when his rear tire blew out on his Ferrari 335. His co-driver Nelson and eleven spectators also perished.

The 250 GT Tour de France would score many important victories during its era by many famous and talented drivers. Olivier Gendebien drove a Ferrari 250 GT Tour de France to victory over three consecutive years in the race whose name the car had now unofficially taken.

From 1956 through 1959, less than one-hundred 250 GT's would be given the prestigious title. Most of the exteriors were handled by the famous Italian coachbuilder Scaglietti and a few by Zagato. Throughout its life span, the exterior was modified to include front wings, covered headlights, three vent side panels, single ventilation ducts, and various other enhancements. Under the hood, the horsepower ranged from 230 to 240. The engine was mostly fitted with three twin-choke Weber 36 DCL downdraught carburetors. The engine was placed under the front bonnet and powered the rear transaxle. The Colombo 60-degree V-12 powerplant had a displacement of 2953 cc. The top speed, under the most modified circumstance, was around 145 mph with could go from zero to sixty in less than seven seconds. Ferrari used their all-synchromesh four-speed gearbox.

Approximately 77 examples 250 GT Berlinetta were built with 36 being Series IV single louvre cars with covered headlights. Fourteen were first-series cars with nine being clothed in Scaglietti's louver-less coachwork. Nine examples were the 14-louvre second-series cars. Eighteen Series III cars were built with three louvres and covered headlights.

The 250 GT Berlinetta won the Tour de France race in 1956, 1957 and 1958.

by Dan Vaughan

LWB Berlinetta by Scaglietti
Chassis number: 0585GT
Engine number: 0585GT

Enzo Ferrari and his team had an uncanny knack for predicting the future of motorsport and for creating a chassis that would absolutely dominate. After the Le Mans tragedy in 1955, the FIA regulations would lend themselves to facilitating a design Ferrari would unveil the very same year. Not surprisingly, a legend would be born and the Ferrari 250 GT would become one of the most coveted and sought after of all Ferrari models.

At the beginning of the 1956 season, the FIA would create the brand new gran turismo class. Lance Macklin had been hit in the back by Pierre Levegh driving a Mercedes 300SL. Macklin was quite exposed driving an open top Austin Healey. And while Macklin would survive and it would be Levegh that would perish in the worst motor racing accident in the history of motor racing, it would be clear there was a need for improving safety. In the case of Macklin, it would be by sheer Providence that Levegh's Mercedes didn't drive right up the back of the car and strike him in the back of the head. And so, the new gran turismo class would introduce cars with increased performance and safety. And Ferrari would find itself poised and ready to capitalize.

Ferrari already had its car and it would have it on display at the Geneva Motor Show in 1956. There would be two cars on display and they were the 250 GT. One would have a Boano body while the other would be designed by Pinin Farina. But while these cars would be designed with bodies and comforts clearly meant for the streets and public roads, Ferrari would recognize very quickly they had the necessary chassis to conform to the homologation rules laid out by the FIA.

Ferrari knew well that he had the car for this new class and he would turn to Pinin Farina to design a body that would be ready for competition. Pinin Farina would come through designing a body and Carrozzeria Scaglietti would be commissioned to build them. These would be no ordinary 250 GT. From its thin-gauge aluminum body to its Perspex windows, everything about the car was meant for the track. Just a total of 77 of these would be built by Scaglietti and one of those very special long wheel-based 250 GTs would be offered by RM Auctions at their Monterey event in 2012.

The Ferrari 250 GT Berlinetta would be an incredible success in races, including the grueling 3,600 mile Tour de France Automobile. Enzo would be apparently so pleased with the success of the car in the long distance races that he would internally refer to the early 250 GTs simply as the 'Tour de France'. The 'Tour de France' would be produced up until 1959 in a series of four different body styles.

The first series would be differentiated from the second series by the fact the second series boasted of fourteen louvers in the rear three-quarter panel. Though not the first, the second series would actually end up being the rarest of the all the series of the 250 GT produced as there would only be nine examples built by Scaglietti. RM Auctions, therefore, has the honor of presenting for the first time at auction the very first of the exclusive second series fourteen louver 250 GTs!

This stunning 'TdF' would be purchased in November of 1956 by Tony Parravano, an Italian national that was also a very important building constructor in Southern California. Tony would be quite well known among the SCCA circle as he would campaign a number of Ferraris. He would even chassis 0585GT, the very one offered at auction, at the Palm Springs road races in early 1957. However, he would end up being disqualified. The reason being, none other than the fact that the sanctioning body didn't recognize the car as a production model.

After a couple of owners, 0585GT would come to be the property of Walt Disney Studios in 1966. This would be the moment when 0585 would begin its acting career. Closely watching the lovable film about 'Herbie' and one will notice a Ferrari 250 GT in the field and that is the very rare 0585GT.

Totally unaware of the car's true value, it wouldn't be long until the car would be left abandoned by the side of a freeway just outside of Hollywood. A couple of more owners later, and the car would be offered by David Cottingham's DK Engineering of Watford, England in September of 1994. In an un-restored state and not looking anything like the rare gem it truly is, Cottingham would be unable to sell the car for what it was truly worth. And so, he would decide to have the car fully restored.

In 1997, the 'TdF' would emerge from restoration and would take the crowd at the Coy's International Historic Festival, held at Silverstone, by storm. All of a sudden, the car that couldn't garner the money that it was truly worth would be widely acclaimed and greatly fawned over. Whereas before, 0585 could not draw its worth, because of the restoration, the car would be quickly sold.

Upon being sold to its current owner, 0585 would return to Southern California once again, but this time, would be the property of a well-respected collector that was well known for owning and caring for some of the most famous Ferraris ever built. Of course, this chassis was just one its owner could not pass up on owning.

Unlike before, where the car would be neglected, even left for dead by the side of the highway, this 'TdF' would experience incredible tender love and care and would even enjoy taking part in the Mille Miglia in May of 1998. It would also take part in the Tour Auto from 1998 through 2002, and then again in 2004 and 2006. Part of numerous exhibits and displays this exceedingly rare 250 GT was certainly enjoying the spotlight it always deserved. Truly rare and momentous in Ferrari's gran turismo heritage, 0585GT would rightfully go on to earn 'The Great Ferraris' class award at the 2011 Quail Motorsports Gathering held in Carmel, California and only sets the stage for this momentous occasion when, after fourteen years with the same owner and never having been put up for auction before, this rare beauty will grace the RM Auctions' stage and provide an incredible opportunity to own a true piece of Ferrari history; a piece of history from which the 250 GT legend springs.

One close examination of the car and it becomes abundantly clear what all of the fuss is about. Easily receiving the full Ferrari Classiche certification and driving crisply and powerfully, 0585GT represents one of the very few that would be considered the 'ultimate dual-purpose Ferrari.' It could be for these reasons alone that estimates for its selling price are something of an unknown quantity. It is very likely that its true value, its true beauty and elegance, its true place in Ferrari lore will only be fully comprehended when witnessed in person.

Sources:

'Lot No. 231: 1956 Ferrari 250 GT LWB Berlinetta 'Tour de France' by Carrozzeria Scaglietti', (http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r177). RM Auctions. http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r177. Retrieved 7 August 2012.

'1957 Ferrari 250 GT TdF News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z8763/Ferrari-250-GT-TdF.aspx). Conceptcarz.com. http://www.conceptcarz.com/vehicle/z8763/Ferrari-250-GT-TdF.aspx. Retrieved 7 August 2012

'1956 Ferrari 250 GT Boano News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z11149/Ferrari-250-GT-Boano.aspx). Conceptcarz.com. http://www.conceptcarz.com/vehicle/z11149/Ferrari-250-GT-Boano.aspx. Retrieved 7 August 2012.

by Jeremy McMullen

Berlinetta
Chassis number: 0563 GT

Scuderia Ferrari was created in 1929, although Enzo Ferrari was initially going to call the company Mutina from the Latin name for Modena. The goal was to organize gentlemen drivers into a team to better compete in motor races. Enzo was the racing team coordinator for Alfa Romeo at the time, managing the development of the factory Alfas. Enzo Ferrari had little time to spare as a racing driver but continued to race until the birth of his son, Alfredo in 1932.

At the end of 1939, Enzo left Alfa Romeo after a difference o opinion with one of Alfa's directors. He was still under contract to Alfa Romeo, even though he opened a factory in Modena, and was unable to build cars or go racing under his own name for four years.

With the help of a few individuals who had followed him away from Alfa, he built two eight-cylinder sports cars under the name Auto Avio Construzione 815s. They were entered in the 1940 edition of the Mille Miglia. Both cars led their class before they were forced to retire.

During the Second World War, Enzo looked to the future as his ambitions were temporarily put on hold. In 1946, after the War, the first rear Ferrari was built, the Ferrari 125. This vehicle, and the many that were to follow, would compete on the worlds greatest stages and, in many cases, emerge victorious. The cars, both on track and road, would become famous and highly sought after by motoring enthusiasts.

One of the most grueling of all races was the Tour de France, which took fiver or six days to complete and covered over three thousand miles around France, sometimes venturing into Italy, Belgium or Germany. There were two hill climbs, a sprint, and up to six circuit races.

The special version of the Ferrari 250 GT was dubbed the 250 GT Tour De France (TdF) in honor of the victories the cars achieved in the Tour de France race. The cars won three consecutive years, as well as a number of victories in various other competition, making it one of the most successful racing cars in history.

This 1956 Ferrari 250 GT Tour de France Berlinetta is chassis number 0563GT with coachwork by Scaglietti. When new, it was sold by Ferrari SpA to Racing Sport S.R.l of Torino, Italy on September 10th of 1956. The car was then leased to Nice resident, Jacques Peron. It was entered by Peron, with co-driver Jacques Bertrammier, in the 1956 Tour de France race where it emerged in 8th place overall. A few months later, at the Coupe du Salon at Montlhery, Peron finished in second place. In 1957 Peron won the Rallye des Forets in March and the USA Cup at Montlery. This was followed by a second in class in the Rallye du Printemps. In June, the car earned a class win in the Grand Prix of Paris at Montlery and a victory in the Rallye Allier in Algier.

It ran at the Reims 12 Hours race but it failed to finish. Its next race, the Razel race, it took first in class. In September, the car returned to the Tour de France with co-driver Burggraf. It would finish the race in a very impressive fifth overall position.

After the Tour de France, the car was entered in two more events to end out the year. Peron raced it at the Coupe du Salon at Montlery and the Armagnac Rallye in which he finished third.

For 1958, the car had a lighter schedule with the highlight being a seventh in the Pau 3 Hours and a class win the Planfoy hillclimb. Near the close of the season, the car was returned by Racing Sport and Peron to Ferrari in Modena.

The car was sold in Nocember of 1959 to Bruce Kessler and exported to the U.S.A. It was sold again in 1960 to Ron Wakeman from California and in 1973 became the property of Larry Taylor. It was purchased by Richard Gent Jr. in 1983 who had it restored by Joe Piscazzi's Auto Body and Tom Selby.

The car was on display at the 25th Annual Ferrari Club of America International Concours at Stouffer's Pine Isle Resort at Lake Lanier Island, where it placed second.

The car was given another restoration in the 1990s by Bob Smith Coachworks. Years later, in 2001, it was shown at the 10th Annual Palm Beach Cavallino Classic at The Breakers in Palm Beach, Florida. In May, it earned the Forza Award at the 37th Annual Ferrari Club of America National meeting and Concours at Dallas. It was shown at the 53rd Pebble Beach Concours d'Elegance where it finished second in class for Ferrari competition cars.

In 2008, the car was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions. It was one of the highlights of the event and bidding reached $3,900,000, but this was not enough to satisfy its reserve. The lot was left unsold.

by Dan Vaughan

Berlinetta
Chassis number: 0507 GT
Engine number: 0507 GT

The Tour de France title was awarded to Ferrari for winning the famous French event. From 1956 through 1959, less than one-hundred 250 GT's would be given the prestigious title. Most of the interiors were handled by the famous Italian coachbuilder Scaglietti and a few by Zagato. Throughout its life span, the exterior was modified to include front wings, covered headlights, three vent side panels, single ventilation ducts, and various other enhancements. Under the hood, the horsepower ranged from 230 to 240. The engine was mostly fitted with three twin-choke Weber 36 DCL downdraught carburetors. The engine was placed under the front bonnet and powered the rear transaxle. The Colombo 60-degree V-12 powerplant had a displacement of 2953 cc. The top speed, under the most modified circumstance, was around 145 mph with could go from zero to sixty in less than seven seconds. Ferrari used their all-synchromesh four-speed gearbox.

Scaglietti was commissioned to build ten of the Tour de France's in 1956. Scaglietti fabricated alloy bodywork for eight that featured the familiar egg-crate grilles and rounded wings. The fashion was similar to PininFarina's 375 Mille Miglia and 250. Both sliding plastic and wind-up glass were used for the side windows. The rear window was a wraparound windscreen. The Milan coachbuilder Zagato outfitted two examples in 1956 mainly for competition purposes. The roof was their trademark double-bubble design. To reduce the overall weight, a lightweight alloy shell was outfitted on the exterior.

In 1957, 27 more vehicles were produced. Scaglietti modified the bodywork using front wings with a portion of the vehicles receiving covered headlights and three-vent sail-panels.

In 1958, 29 examples were produced. Single ventilation ducts replaced the sail panels. In 1959, 11 more examples were produced.

The interior was modest with only the essential amenities offered. Most of the bucket seats were leather, a few were vinyl.

This 250 GT TdF, with chassis number 0507 GT, is part of the first series of nine TdFs built (it is the 2nd example). It was built prior to the Tour de France victory,

The car was delivered new to Dr. Ottavio Randaccio of Milan on 23 April 1956. Five days later, the car was entered in the Mille Miglia, wearing race number 510. By the close of 1956, the car had been given different headlights and taillights, perhaps due to race damage.

Dr. Randaccio raced the car over the 1957 and 1958 seasons in several hill climb events, mostly in Italy.

At the end of the 1958 season, the car was sold to Angelo Roma, also of Milan, who continued to expand upon its racing pedigree. The owner selected French rally driver Rene Trautmann to pilot the TdF. Trautmann drove the car to a 1st in Class finish in his first three events with the car during the 1959 season.

The car returned to Scaglietti coachworks in early 1959 where its styling was again modernized, with a lowered nose, smaller grille, covered headlamps, and a rear spoiler. In this guise, it would race in its final race in period, the Tour de France, but failed to finish.

In 1962, Roma sold the car to Maria Felicita Gattori of Milan. Two years later, it left her care and was imported to Switzerland. By 1968, the car was in the care of Rob de la Rive Box of Vilmergen, Switzerland, before being sold again that same year to Claus Ahlefeld of Kvaerndrup, Denmark. At the time, the car had 52,000 kilometers. The car would remain in Mr. Ahlefeld's ownership for 32 years.

In 2000, the car was purchased by Sam and Emily Mann, who had the car fully restored back to its original condition, as it had appeared during its second season. The body was refinished in its original silver grey with a blue leather interior.

In 2006, it was shown at the Cavallino Classic where it was awarded Platinum honors and the Gran Turismo Cup for Best of Show GT. It was also shown at the Pebble Beach Concours that year where it was awarded 3rd in Class.

by Dan Vaughan

Berlinetta by Zagato
Chassis number: 0515GT

All but five of the Ferrari 250 GT long wheelbase chassis were bodied by Scaglietti. This Ferrari is one of the five exceptions, each of which was designed by Zagato and each of which were unique. It was built for one of Ferrari's best clients, Vladimiro Galluzzi of Milan, who specifically requested that Ugo Zagato body it. The resulting 250 GTZ is a masterful blend of form, function, colors, proportions and stance. The rear fenders evoke broad shoulders, while the roofline is light and airy, and there is an artistically subtle 'Z' shape to the rear roof pillar. The car has appeared on not one but two Pebble Beach Concours poster painted by Ken Dallison and for the 2017 Pebble Beach RetroAuto poster by Tim Layzell. Previously owned by Lorenzo Zambrano, the car has been owned and cared for by Zagato coachwork collector David Sydorick since 1999.

2019 was the first time the car was judged in class at the Pebble Beach Concours.

Berlinetta
Chassis number: 0555

Ferrari's iconic dual-purpose grand touring racer is still known as the 'TDF' (Tour de France), an event the 250 GT won overall from 1956 through 1964. Powered by Ferrari's potent Colombo-designed 2953 cc V-12 engine the successes of the 250 GT led to the creation of the 250 GT Competizione.

This is just one of eight created by Scaglietti in 1956. Its hefty competition resume begins with the Mille Miglia (1957) where it was raced to seventh overall (third in class) by Paolo Ferrara completing the fabled 1,000-mile lap of Italy in just under 11 hours and 31 minutes. Overall and class wins came in the 1958 Monte Pellegrino and the 1959 Avola-Avola Hillclimb with additional wins in the 1959 Targa Florio in Sicily plus the 1959 Catania-Etna and Targa Busento, the 1960 Targa Busento, the 1960 Coppa Nissenbaum, the 1961 Pellegrino, the 1961 Catania-Etna and the 1961 Valdesi Saint Rosalia.

The 250 GT Comp cars were the true forerunners of the series of race cars that established Ferrari as a major force in Sports Car Racing.

This vehicle, chassis number 0555, has an extensive race history including seventh overall in the 1957 Mille Miglia, 1st GT in the Targa Florio and numerous other victories from 1956 through 1961. Originality is another virtue of TDF 055; it retains its original matching chassis, engine, gearbox, rear end, and frame.

In its second lap of life, this GT revisited the Mille Miglia in 1987 and has completed the Colorado Grand 18 times, living up to its 'Competizione' moniker.

Berlinetta
Chassis number: 0557GT
Engine number: 0557GT

This Ferrari 250 GT Tour de France was the winner of the 1956 Tour de France Auto. It is the ninth example of fourteen first-series cars and the seventh of only nine to be clothed in Scaglietti's louver-less coachwork. The car was originally sold to Marquis Alfonso de Portago on April 23, 1956. The car was registered with Italian tags reading BO 69211 and given number 73 on the side. The car was entered by the Marquis in the Tour de France Auto on September 17, where he was joined by Ed Nelson. The 1956 TdF was routed at 3,600 miles and included two hill climbs, one drag race, and six races at various circuits, including Le Mans, Comminges, Rheims, and Montlhéry. Portago and Nelson won five of the six circuits, taking 1st overall in the Tour.

Later that year, on October 7, the Marquis drove the Berlinetta to a 1st overall finish at the Coupes du Salon at Montlhéry. Two weeks later the car achieved a 1st in Class finish at the Rome Grand Prix. The following year, Portago drove the car to another victory at the Coupes USA on April 7, taking 1st overall. A month later, while piloting a 335 S, the Marquis's life would come to an end after being involved in an accident at the Mille Miglia.

After his passing, the car was returned to the Maranello factory and was offered by the Portago family to Alfonso's friend, C. Keith W. Schellenberg, of Richmond, Yorkshire, England. The car remained in Schellenberg's care for over two decades, before being offered for sale in 1983.

The car was then purchased by Peter G. Palumbo, of England, who sold the car in 1992 to Lorenzo Zambrano. Mr. Zambrano treated the car to a ground-up restoration. Shortly after the restoration, a leather-bound book documenting the car's history and restoration process was produced to showcase its story and restoration. Mr. Zambrano frequently exhibited the car over the following 12 years, starting with a First in Class win at the International Ferrari Concours d'Elegance at Monterey, California, in August 1994. A few days later, the car was displayed at the Pebble Beach Concours d'Elegance, again taking home a First in Class award. In February of 1996, the car was presented as a non-judged enter at the Cavallino Classic. The car then won the Prix Blancpain Award at the Louis Vuitton Parc de Bagatelle Concours d'Elegance in Paris in September. Shown at Rétromobile the following February, the car then returned to the United States and was exhibited at the Meadow Brook Concours d'Elegance in August 1997, where it garnered a Blue Ribbon award. Presented again at Pebble Beach in August 2004, the Berlinetta won a Third in Class award and then took a Platinum award at the FCA's International Concours a few days later.

After Mr. Zambrano's passing in May 2014, the car remained domiciled within his estate. In 2015, after 23 years, the car was offered for sale - this time coming to RM Sotheby's auction in Monterey, California. When bidding came to a close, it had achieved a final bid of $13,200,000 including buyer's premium.

by Dan Vaughan

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 built in exclusive quantities. Ferrari provided the engine and chassis while Italian coachbuilders 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-wheelbase (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 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 wheelbase) while the other was the LWB (long wheelbase).

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 inches (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 to the 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 an effort 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 very competitive and are regarded as the most important GT racers of their 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 experiencing 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 latter 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 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 world 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 Dan Vaughan