1959 Ferrari 250 GT TdF

The Ferrari 250 GT Berlinetta won the Tour de France three times - 1956, 1957 and 1958. Additional victories followed at the event with later 'Interim' and SWB (short wheelbase) Berlinettas. In recognition, the 250 GT Berlinetta - nicknamed the 'Long Wheelbase Berlinetta' - was also dubbed the 'Tour de France' (TdF). Between 1956 and 1959, seventy-five examples of the Tour de France were built with construction by Carrozzeria Scaglietti based on a Pinin Farina design. Most of the interiors were built by Scaglietti along with 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.

The tragedy at the 1955 24 Hours of Le Mans, which claimed the life of 83 spectators and French driver Pierre Levegh (plus injuring nearly 180 more), was blamed on the 30-year-old track which had not been designed to accommodate the speeds of modern vehicles. Several manufacturers withdrew from competition and many countries placed an immediate temporary ban on motorsports until racetracks could be brought to a higher safety standard. Racing classes were revised and more emphasis was focused on safety.

With Mercedes-Benz withdrawn from motorsports, and with the fewest factory-backed competitors for many years, Ferrari easily won the 1956 World Sportscar Championship. A Grand Turismo, or GT class, had been added to the international racing calendar in 1955, for two and three liter production cars. Ferrari's contender began life as a road car, the 1954 250 GT Europa. This was replaced by the 250 Europa and would birth a long line of successful GT models that achieved success on both the road and the track. The Ferrari 250 Series with the 3.0-liter Colombo-designed V12 engine was built from 1954 to 1964. The car built from 1955 to 1959 are referred to as 'Long Wheelbase' (LWB), and the vehicles that followed used a 2400 mm wheelbase platform and are referred to as 'Short Wheelbase' (SWB). The cars constructed from 1957 through 1959 are often referred to as Tour de France (TdF).

The 250 Europa, introduced in 1953 at the Paris Motor Show, was powered by a 2,963cc Lampredi V12 engine with a 68mm bore and stroke, three Weber 36DCF carburetors, and delivered nearly 200 horsepower. It rested on a 2800mm / 110.2-inch wheelbase and the body designs were similar to the Ferrari 375 America.

The 250 GT Europa that followed - introduced in 1954 at the Paris Motor Show - was equipped with Colombo's short block twelve-cylinder engine derived from the 250 MM racing engine. The design and construction of the coupe body were performed by Pinin Farina with similar lines to the 250 MM. The chassis used the company's traditional practice of two large tubular members supported by cross braces with a wheelbase size of 2600 MM (102.3 inches). The suspension was comprised of wishbones at the front and a live rear axle with a single transverse leaf spring.

The 3-liter Type 128 Colombo short-block V12 engine powering the 250 GT Europa allowed it to qualify for the new three-liter class, and 'Competizione' versions of the road-going car made it a formidable competitor on the track. Constant development resulted in the front transverse leaf springs being replaced by coil springs, and a trio of Weber carburetors installed on the engine in various states of tune. Production of the bodies was soon handed to Scaglietti but continued to be built to a design supplied by Pinin Farina. With Perspex glass, aluminum alloy coachwork, and a minimally equipped cockpit, the new Berlinetta boasted an improved power-to-weight ratio.

The very first 250 GT Berlinetta, chassis number 0503 GT, finished 1st in class at its debut race at the Giro di Sicilia in April 1956. At that year's Tour de France rally, Marquis Alfonso de Portago drove one of the Berlinettas (0557GT) to an overall victory. This grueling 3,600-mile event included six circuit races, two hillclimbs, and a drag race. In recognition of this accomplishment, Enzo Ferrari began referring to the new model as the 'Tour de France.' This decision was reinforced when Oliver Gendebien went on to win the French race in a 250 GT Berlinetta for three consecutive years from 1957 to 1959.

The bodywork of the 250 GT LWB TdF bodywork steadily evolved during production and is now classified in four distinct series, most easily characterized by the rear c-pillars, or sail panels. The first fourteen examples had no vents in the sail panel and are known as the first series. The second series, comprised of nine examples, had fourteen louvers on the sail panel. In mid-1957, eighteen cars (third series) were given three vents on the sail panel and a revised nose featuring recessed, covered headlamps. The fourth and final series had single-vent sail panels and continued to use covered headlights. Zagato also made five 'no-louvre' superlight cars to Ugo Zagato's design.

The fourth-series cars received improved mechanical specifications with a new gearbox, revised cylinder heads and intake manifold, a new crankshaft, and stronger valves and connecting rods.

The Ferrari 250 GT TdF is one of the most celebrated dual-purpose sports cars of its era, and it played a significant role in the competition endeavors.

by Dan Vaughan

Coupe
Chassis number: 1161 GT
Engine number: 1161 GT

The 250 TDF is named after the famous race the Tour de France. This race covered 3,345 miles, starting at Nice and ending in Paris, France. Designed by Pinin Faraina, famed designer Scaglietti is credited with the aesthetic appeal that is truly timeless.

The unfortunate crash of Pierre Levegh in the Le Mans 24-Hours of 1955 prompted the F.I.A. to re-write regulations to return endurance racing to dual purpose sports cars capable of road and racing use rather than the Grand Prix based cars that top level world class racing had become. Sports race cars in the mid 1950s were essentially Grand Prix cars cloaked in two-passenger coachwork. Following the tragedy at LeMans in 1955, which killed 80 people, there was a clamor, followed by new regulations, to return to the classic type of sports race car. This was one that could be driven about town and yet be tough and fast enough to be competitive, a truly practical race car.

Enzo Ferrari had been building competition coupes, the Berlinettas, since 1950 with the cars establishing a credible record in international competition. The new GT based regulations favored his 250 GT line of cars that evolved into the Geneva Auto Show display model of March, 1956, a Pinin Farina design that was the forerunner of the Scaglietti cars, Ferrari's official coach builder. The new 250 GT won its first race, Nassau, December 1955, and tallied numerous high finishes prior to the Tour de France of September of 1956.

The Tour included six races held on major racing circuits, two hill climbs, and a drag race. Winning five of the circuit races and first overall in the Tour, along with an astounding number of victories during 1956 and 1957, the long wheelbase Berlientttas became known as the Tour de France line, the classic Ferrari coupe for both road and race use. The 250 designation is due to the displacement of a single cylinder, 250cc, giving the triple Weber equipped V-12 engine designed by Gioacchino Colombo, an Alfa-Romeo engine designer hired away be Ferrari, a capacity of just under 3-liters producing 260 horsepower giving the 2500 lb cars exceptional performance. The coachwork was lightweight aluminum, and the interiors quite stark.

This example, chassis number 1161 GT, is the last of the 1958 Tour de France cars, another race winning Ferrari Competition Belinettas. It has raced at Montgomery Airport, Lime Rock and Bridgehampton.

Coupe
Chassis number: 1353GT

Ferrari 250 GT Tour de France with chassis 1353GT is a long wheelbase Berlinetta constructed by Scaglietti and clothed in an all-alloy body. It was purchased by Pietro Ferraro in 1959 who entered the car in the Trieste-Opicina hill climb where it finished Fifth in Class. The car was sold to its new owner, a California resident, during the 1960s and remained in their care until the early 1990s. It was purchased by Peter Hannen and shown at Christies International Historic Festival at Silverstone. It was sold to Andrew Pisker in 1994 and shown at the prestigious Louis Vuitton Concours d'Elegance. It appeared at the 1995 Festival of Speed at Goodwood.

Ownership passed to Lord Cowdray of the United Kingdom in 1997 and then to Arturo Keller of the US in 1998. It was shown at the 2007 Cavallino Classic.

by Dan Vaughan

Coupe
Chassis number: 1385GT

The 1959 Ferrari 250 GT Tour de France with chassis number 1385GT was the 69th of 72 built and one of just 36 single louvre cars constructed. The first owner, a Milan resident named Sig. Luigi Piotti, took delivery of the car on May 2nd of 1959. The car was immediately prepared for racing and entered in the 1st Gran Premio della Lotteria in Monza on June 28th. The second race was in early October in the 4th Coppa Nevegal hillclimb where it was piloted by Armando Zampiero. The car had failed to finish its first race, but took home the overall victory in the hillclimb.

The cars next race was on October 9th of 1960 at the Coppa d'Oro ACI at the Modena Aerautodromo where it was driven by Armando Zampiero. Piotti retained the car until the mid-1960s and had the car fitted with disc brakes and Knoi telescopic dampers. The next owner was Peter Staehelin, a former Ferrari racing car team owner. The car was exported to the United States and next seen in 1974 in the inventory of Alberto Pedretti's Wide World Of Cars. It was sold to Peter J. Morgan of San Francisco, California in 1975. The next owner was Walter Luftman of Stamford, Connecticut who took ownership in 1976 and retained the car for three years before selling to John & William Gelles of Chappaqua, New York.

Peter Giddings of San Francisco, CA purchased the car in 1980, selling it in 1981 to Gary A. Schonwald of New York, New York. He kept the car for two years, selling on February 28th, 1982 to Ernest Mendicki, of Monte Vista, California. In 1984 it was sold to an individual in the South of France who kept the car for the next 12 years.

In 1996, the car was sold to Philippe Marcq of London, England. While in his care, he drove the car in the Tour de France on April of 1996, with co-driver and former Le Mans racer Richard Bond. A year later it was offered for sale at Christie's auction in Pebble Beach and purchased by Carlo Vögele of Rapperswil, Switzerland.

Vögele raced the car in the 'Tutte le Ferrari in Sicilia' in Italy in November of 1997. The following year it was sold to Kämpfer of Othmarsingen, Switzerland. The car was restored and race prepared during 1998 and 1999. It was finished in red with a black stripe. Upon completion, the car was campaigned by Heinrich Kämpfer in the Shell Ferrari Maserati Historic Challenge. During 2005 and 2006 the car underwent a second restoration where it was given a stripe and re-spray in metallic silver grey with dark red longitudinal racing stripe, black seats, and carpets. When it was completed it received its Ferrari Classiche Factory Certificate of Authenticity (#058 F).

The current owner purchased the car on December 17th of 2006. It was the feature car, appearing on the cover, of the Cavallino magazine in the April/May 2007 issue. Since that time, the car has been driven and campaigned in a number of events, including the Tour Auto in April of 2007 and the 60th Anniversary meeting in Maranello, where it was awarded a class win at the Concours d'Elegance.

In 2008 it was offered for sale at the Automobiles of London presented by RM Auctions in association with Sotheby's. The car was sold for a high bid of £2.255.000.

by Dan Vaughan

Coupe
Chassis number: 1357GT

This 1959 Ferrari 250GT long wheelbase Berlinetta 'Tour de France' is the 68th of 72 made. Chassis number 1357GT was sold in April 1959 to Frenchman and gentleman racer Mr. Pierre Dumay. Mr. Dumay raced 1357 in the 1959 Hillclimb season with nine victories in 11 starts. 1357 was sold at the end of the 1959 season, and was raced in early 1960 by Mr. Eduardo Lualdi. The car's most significant victory was first in class at the 1960 Targa Florio, driven by Lualdi and co-driver Giorgio Scarlatti. The car was sold again in July 1960 to Mr. Armando Zampiero. Mr. Zampiero continued to race 1357 sparingly until 1962. The car has been in the United States since 1965 and a part of the Marriott Collection since 1985.

Coupe
Chassis number: 1321GT

Based on the 250GT LWB Berlinetta which won the 1957 Tour de France, Ferrari built 38 further 250GT Tour de France Single Louver Coupes for endurance racing in 1958 and 1959. This 1959 Ferrari 250 GT features coachwork by Scaglietti. Scaglietti was chosen because they possessed a great deal of experience working with lightweight aluminum. It is powered by a water-cooled, overhead-cam, V12 engine, with 2953cc displacement, with a power rating of 260 horsepower and coupled to a four-speed manual gearbox. The V12 engine displaced 250cc per cylinder, which accounted for the car's '250' designation.

Completed in March 1959, this Berlinetta was dispatched to Jacques Swaters' Ferrari dealership in Brussels for Armand and Jean Blaton, two wealthy brothers who competed using aliases to disguise their racing activities from their disapproving father. At the first major race in early June 1959, they entered the car in the Nurburgring 1,000 Kilometer race. It was rolled at a practice round. With a cobbled up make-shift windshield and some dents pounded out, this Tour De France model was first in GT class and 9th overall. Later that month at the 24 Hours of Le Mans, Ecurie Francorchamps entered the car for drivers Leon Dernier, using the alias 'Elde' and Jean Blaton racing as 'Beurlys,' and after a fairly uneventful race, the duo finished a remarkable 3rd overall and won the 3 liter GT class, making it the highest placed Ferrari at the event. They completed 297 laps, just 26 behind the winning Aston Martin DBR1 of Englishman Roy Salvadori and the last Carroll Shelby from the United States. The only misstep occurred when Blaton lightly thumped the Berlinettas nose into a sand bank after overshooting the right-hand turn at the end of the long and very fast Mulsanne Straight.

After a few years in Europe, the car was taken to the United States in 1968, and there it was purchased by Manfred Lampe. Its current owner acquired the car in 2011 and has shown it at several Ferrari events. It still wears the distinctive livery it wore at Le Mans.

The Ferrari 250 GT 'Berlinetta Competizione' was so dominating in the 1956 Tour de France event that the long-wheelbase 250 GT Berlinetta became known as the Tour de France model.

Coupe
Chassis number: 1143 GT

This 1959 'Tour de France' Berlinetta by Scaglietti is a late-production, single-louver, covered-headlight, alloy-bodied example of one of the most celebrated dual-purpose sports cars of its era. It represents the final evolution of a model that played a significant role in the history of Ferrari competition cars. The first owner, Jean Aumas of Geneva, Switzerland, and subsequent Swiss owners would amass an extensive and winning European rally and hill climb record right through the 1960s, most notably a third overall in the 1959 Mille Miglia in the hands of drivers Jean-Pierre Schild and Robert Pecorini. This Tour de France returned to the Mille Miglia three more times under different ownership, in 1982, 1996 and 1997. In 2002, the Ferrari was acquired by Bruce Male of Boston, Massachusetts, who continued to use the car as intended in historic races and rallies throughout Europe and the United States.

The car is currently in its original Swiss racing livery of red with a white stripe.

Coupe
Chassis number: 1161 GT
Engine number: 1161 GT

This Ferrari with chassis number 1161 GT is the 26th example clothed in the single-vent coachwork style, and the 62nd example built overall. Additionally, it was the final TdF built in 1958.

The engine powering this Ferrari was completed in November 1958 and the chassis was subsequently dispatched to Carrozzeria Scaglietti for the single-panel, aluminum TdF coachwork. It received a shade of dark green to its exterior, with covered headlamps with chromed bezels, full front and rear bumpers, external hood-fastener claws, and unpainted triple-gill fender vents. The interior was given a rollbar and trimmed with tan leather.

Luigi Chinetti Motors took delivery of the 250 GT in March 1959 and soon thereafter it was sold to Bob Grossman, a New York-based privateer racer and dealer. Grossman sold (or lent) the Tour de France to Walter Luftman of New York City who raced it in several events, earning two 1st in the GT Class at Lime Rock, in July and October 1959. Additionally, he campaigned the Ferrari at Montgomery, New York, in August 1959, and finished 2nd at the Long Island Sports Car Association's (LISCA) Interclub Championship event at Bridgehampton in September. Grossman raced the Ferrari in August 1960 at the LISCA's Bridgehampton race.

This Ferrari raced in a dozen races between 1959 and 1960, winning six and finishing in the top three in its class.

Around 1962, the car was sold to Peter Sherman of Maitland, Florida, and in September 1969 it was sold to an Indianapolis-based dealer who sold it to Ken Hutchison of Tower Lake, Illinois. The Ferrari remained with Mr. Hutchison for seventeen years, during which it retained its original green paint.

Bill Jacobs of Illinois acquired the Ferrari in June 1968 and two months later sold it to Yoshiyuki Hayashi of Tokyo, Japan, who commissioned a complete refurbishment by European Auto Restorations in Costa Mesa, California. Upon completion, the car wore a Rosso exterior with a new tan leather interior.

Mr. Terada's Art Sports of Osaka and Tokyo became the vehicle's next caretaker, purchased it in June 1995. The following year, it was traded to fellow Tokyo resident Yoshikuni Okamoto in exchange for a 250 GT Short Wheelbase. In 1997, it was sold to a California-based dealership, which in turn sold the car to noted collector Ed Davies in Florida. While in his care, the car's engine was rebuilt and raced in several vintage events, including the Shell Historic Ferrari Challenges held in conjunction with the 2000 and 2001 Cavallino Classic, and exhibiting it at the Cavallino Classic Concours d'Elegance in January 2000. In August 2000 he raced the TdF again at the Shell Historic Ferrari Challenge at Elkhart Lake, and four years later the car campaigned at the Monterey Historic Races at Laguna Seca.

The current caretaker purchased the Ferrari in August 2005. A high-quality, comprehensive restoration soon commenced with the work entrusted to Motion Products Inc. in Neenah, Wisconsin. Upon completion, it wore a Rosso exterior with a central stripe in French blue, and its interior was re-trimmed with blue leather and fitted with a new rollbar.

Upon completion, the car was shown at the 2006 Amelia Island Concours and the 2007 Cavallino Classic. It was then re-submitted to Motion Products in January 2008 for some corrections, followed by another showing at the Cavallino Classic, this time winning an FCA Silver Award. In July 2010 the car was shown at the Keeneland Concours d'Elegance and in 2013 it was driven in the Colorado Grand.

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