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1962 Ferrari 250 GTO

The evolution of the Scuderia Ferrari 250 Gran Turismo vehicles of the 1950s and early 1960s reflected the mandates and rule changes imposed by the World Sportscar Championship and the Automobile Club de l'Ouest for the 24 Hours of Le Mans. Introduced in 1952 and produced to 1964, the 250 series of sports cars and grand tourers were designed for both the road and sports car racing.

The 250 Series

The 250 Testa Rossa was among the most successful Ferrari racing cars in its history, with four wins at Sebring, three wins at LeMans, and two wins at Buenos Aires. A 250 GT Berlinetta won the Tour de France Automobile three times in 1956, 1957 and 1958. This streak continued with the later 'Interim' and SWB Berlinettas, with victories in 1959 through 1962.

The 250 GT Berlinetta short wheelbase (SWB) was introduced in 1959 and produced through 1961 in both 'Lusso' road car versions with (mostly) steel bodies, and competition examples with aluminum bodies. Engine output ranged from 240 horsepower to 280 horsepower depending on intended use and tuning. The 250 GT SWB continued Ferrari's dominance in GT competition and during the 1960 season, they were nearly unbeatable. Along with victories at the Tour de France, four SWBs claimed the top places in the GT class at Le Mans. The SWB claimed overall or class victories at Spa, Monza, Nürburgring, Monthlery and in the Tourist Trophy.

The SWB continued to claim GT class victories through the 1961 season including taking the first four places at the Tour de France. For the following season, the aerodynamic principles of the SWB were improved further, resulting in the 250 GTO ('Gran Turismo Omologato', Italian for 'Homologated Grand Tourer'). Between 1962 and 1963, Ferrari built thirty-six examples. The Series II cars were introduced in 1964 wearing a different body. Three cars were built with the new body, and four of the Series I cars were modified with a Series II body, for a total of 39 GTOs.

World Sportscar Championship : GT

The FIA operated the World Sportscar Championship for sports car racing from 1953 to 1992. Until 1961, races included the Targa Florio, Mille Miglia, Carrera Panamericana, 24 Hours of Le Mans, the 12 Hours of Sebring, the Tourist Trophy and Nurburgring 1000 km. Although several manufacturers fielded professional drivers, the majority of the field was comprised of gentleman privateers. The cars were divided into Sports Car and GT (production car) categories and further divided based on the engine displacement size.

Drastic rule changes were introduced for the 1962 season, partly to break up Ferrari's dominant racing campaign and stronghold on the sport. The 1962 World Championship was now run for homologated Grand Turismo cars instead of the purpose-built sports racers of the past. The World Sportscar Championship title was discontinued, being replaced by the International Championship for GT Manufacturers. Cars were now grouped based on the engine size of 'less than one litre,' 'less than two liters,' and 'over two liters.'

The following year, a prototype category was added.

World Sportscar Championship : Sports Cars

The horrific accident at the 1955 24 Hours of Le Mans had resulted in the FIA's return to emphasizing dual-use grand touring cars and a displacement of 3.0 liters. This introduced a new chapter in the design and build of road-going competition sports cars. While Ferrari was focused on its Grand Prix program during the 1955 season, the Italian Sports Car Championship was won by Armando Zampiero in his Mercedes-Benz 300 SL. Ferrari's response, to the German victor and the FIA's new GT Class Championship, was the dual-purpose road-racing model based on the 250 GT. It wore lightweight aluminum coachwork by Carrozzeria Scaglietti and a competition-tuned three-liter V-12, the resulting 250 GT Berlinetta was a potent force in sports car racing through the late 1950s.

With Mercedes-Benz's departure from the sport in 1955, the highest levels of sports car racing were left to Ferrari and Maserati to battle for top honors, with increasing threats from Jaguar, Porsche, and Aston Martin. Ferrari had correctly anticipated a reduction in capacity for sports cars by the CSI for the 1958 season resulting in the 2,953cc, 250 GT, V12 engined Testa Rossa. Ferrari became the only manufacturer to field a competitive car during the early part of the 1958 season, with the sole competition coming from privately entered Maserati 300 S machines, but not to the same extent as the prior year. Maserati had withdrawn from competition following the Venezuela Grand Prix in 1957 which had proven to be a disastrous race for the team. As the season progressed, so did the competition, especially from the Aston Martin DBR1 which won the Nurburgring 1000 Km.

Apart from 1955 which was won by Mercedes-Benz, Ferrari won the World Championship for Sports cars from 1953 through 1958. Aston Martin won in 1959, with the DBR1 winning three of the five races, a Porsche 718 winning the Targa Florio, and Ferrari scoring a sole victory at the Sebring.

Aston Martin did not return to defend their title in 1960, leaving Scuderia Ferrari to reclaim the title. It was far from an easy season, as the Porsche 718 RS won twice and a Maserati Tipo 61 won once. Ferrari had won the season opener at Buenos Aires with the 250 TR 59/60, but in order to beat Porsche, they would have to win at the final event of the season, the 24 Hours of LeMans. The powerful 3.0-liter Ferraris were able to capture six of the top seven positions, securing the 1960 championship for Scuderia Ferrari.

Ferrari won four out of five races in 1961.

The 250 GTO

With FIA's decision to run the 1962 World Championship for GT cars, rather than sports cars, Ferrari focused on transforming the 250 GT SWB from a class to an overall contender. This entailed improvements to the 250 GT SWB aerodynamics at high speed and the installation of a dry-sump 250 TR engine with six Weber carburetors, which required homologation. A 'Sperimentale' was raced in the 1961 Le Mans race, and although it was fast, it failed to finish. Work continued through 1961 and into the 1962 with Gestione Sportiva's Giotto Bizzarrini in charge of the project. Although not in its finished form, the '250 SWB Comp/62' was shown in February of 1962 to the press. During his speed tests the design proved unstable, so a small lip, known as a 'Kamm' tail, was added to the back. The first 18 cars received a bolt-on 'Kamm tail' lip while the remaining examples had it designed directly into the body.

The design was a drastic change from the previous year's model and many speculated that it would fail to be homologated. Ferrari, however, had received approval for each of the changes separately, and the car cleared homologation. The official paperwork labeled it the 250 GT Comp/62, however, it has become known as the 250 GTO, with the 'O' short for 'Omologato.'

Development was slowed by the infamous walk-out in 1961 by many Ferrari employees including Bizzarrini. Work continued under the leadership of Mauro Forghieri but it was not ready in time for the season opener at the 3 Hours of Daytona, leaving the racing duties to the 250 GT SWB of the N.A.R.T. racing team. The next round of the championship was at Sebring, where the GTO driven by Phil Hill and Olivier Gendebien won the GT class. It would win the remainder of the world championship GT class races, including a 1st through 3rd place finish in the GT class at Le Mans.

For the 1963 season, the 250 GTO faced increased competition from the Shelby Cobras but not enough to deprive the GTO of the GT Championship for the second year in a row. For the 1964 season, Ferrari had hoped its mid-engined 250 LM would be homologated for GT racing. It was a development of the 1963 Le Mans-winning 250 P, but its radical departure from the prior 250 series resulted in its denial of homologation by the FIA. So Ferrari built three new GTOs, commonly referred to as the 'Series 2', with Pininfarina styling influenced by the 250 LM.

Between 1962 and 163, Ferrari built 32 cars with the Comp/62 design. For the 1963 24 Hours of Le Mans race, Luigi Chinetti's North American Racing Team created a special-bodied example of the 250 GTO and is commonly known as the 250 GTO LMB. With the three 'Series 2' cars, this brought the total 250 GTO's to 36. 3 additional 'GTO' cars were built with a slightly larger chassis and a more powerful 4-liter engine. These three cars are known as the 330 GTOs. Four cars were later brought back to the factory to be fitted with the 1964 body style. Three cars were originally built with the 1964 body.

Since the creation of the 250 GTO in the early 1960s, they have gained ever-increasing interest and admiration from the car connoisseur and art investors alike. The relatively few examples that have come to market over the years have demanded astronomical figures, eclipsing previous records, with prices exceeding $40 and $50 million (USD).

by Dan Vaughan

Berlinetta Coupe
Chassis number: 3851GT
Engine number: 3851GT

It isn't often a sportscar manufacturer manages to build a car capable of contesting so many genres of motor-racing. It is practically impossible for a factory to build one that is successful in all of them as well. Sure, the car would be an incredible track car, but never legal for the street. However, the famed outfit from Maranello would achieve this incredibly elusive feat when it built the 250 GTO.

Originally designed to meet the requirements of the 3-liter FIA GT World Championship category, the 250 GTO would end up in a class unto itself. Powered by a 3-liter V12, and with a Scaglietti-designed body to die for, the GTO would not only look good dominating the GT World Championship two straight seasons, it would also look good as it powered its way to victories in hillclimbs, as well as, just going down the street. Pushing the best of the prototypes of the day, and yet, legal for the street, the 250 GTO was certainly the ultimate in its day.

Only a total of 39 would ever be produced that would be considered from the GTO family. Of those 39, only 31 would be from the 1962-1963 line of 250 GTO. Among those 31, only 28 are known to have been fitted with the original 3-liter V12 engine. The rest would become '330'GTOs fitted with 4-liter V12s.

The 17th, and perhaps the best, of those 31 with the true 3-liter V12 would be chassis 3851GT. Nearly all of the 250 GTOs that would be built have an impressive racing pedigree. However, few would match this car's longevity and success over such a period of time.

Completed at the end of the 1962 season, 3851GT would originally be finished in metallic pale grey with a red, white and blue stripes running down the centerline of the car. The car's first owner would be a privateer that certainly knew how to hustle a car around a circuit. The Frenchman, Jo Schlesser, would take and compete with the car. Co-driving with Henri Oreiller, Schlesser would enter 3851GT in the Tour de France Automobile. Schlesser was an up-and-coming talent. Oreiller had earned great fame as a resistance fighter during the war and a fearless downhill skier afterward. Henri would go on to win a couple of gold medals for France in the downhill with a nearly unheard of gap of some four seconds over the second place finisher. He seemed the ideal co-driver with Schlesser behind the wheel of the 250 GTO. Splitting up the workload between the hillclimbs and circuits, the pair would end up finishing 2nd place. It is highly likely they could have won had they, not unlike the other favored drivers at the wheel of the new 250 GTOs, not taken unnecessary risks at times.

Sadly, in the very next event, Oreiller would crash the GTO killing himself and mangling the car terribly. Schlesser would be devastated and would return the car to Maranello. Being one of the powerful 250 GTOs, 3851GT wasn't going to sit around long and it would be rebuilt over the winter of 1962 and 1963 and would then be delivered to Paolo Colombo. Colombo was not a professional driver but he was a regular on the hillclimbing scene. Racing under the Scuderia Trentina name, Colombo would contest the Italian national hillclimb championship. In his first event he would finish 7th overall and 3rd within his class. This would be one of his worse showings over the course of a year in which he would score no less than 12 class victories. At Mont Ventoux, Colombo could have made it 13 class victories had it not been for a small error that cost him some valuable seconds.

Not surprisingly, 3851GT would attract a number of admirers, one of those being Ernesto Prinoth, an automotive businessman who had a garage in Groden. Famous for Prinoth AG, a builder of snow vehicles, Prinoth was certainly a man who enjoyed sport and adventure. He would take part in some Formula One races driving for Scuderia Dolomiti in a Lotus-Climax 18 scoring mixed results. However, when he decided to make the switch to GT racing with the GTO, he would be virtually unbeatable scoring more than a half dozen victories over the course of the 1964 season.

Sadly, the car would suffer an incredible crash at Monza later on in the year. The body would be extensively damaged. Nonetheless, the car would be quickly repaired and Prinoth would complete the year with a 2nd overall finish at Innsbruck.

At the end of the year, Prinoth would be left with a successful, but used, 250 GTO. Fabrizio Violati would help make the decision for him. A racing fan for years, Violati would have a dream of owning a Ferrari. Ever since he had seen the scuderia for the first time in 1947 he had determined to some day own a famous example of the mark. Violati would be a successful racer in his own right winning his class often in hillclimbs and other events. There would be an agreement to sell the car for around $4,000. This was a lot of money at the time and it would force Violati to hide the fact from his family. In fact, the only time he would take to the streets in the awesome GTO would be at night when no one would be able to tell it was him behind the wheel.

The car would not leave Violati's side for nearly 50 years. Over that time, he would have the opportunity to collector more than a couple of Ferraris. However, 3851GT still held the highest place of importance within his heart. Then, by the mid-1970s, he would determine to test the car's pedigree within historic racing. By 1985, he and the car would be the European FIA Historic Champions. He would also go on to win the 1989 Targa Florio Autostoriche.

In 1984, this man who had fallen in love with the Ferrari mark after seeing them for the first time in 1947, would be invited to Maranello by Enzo Ferrari himself. The reason for the visit would be an incredible moment in the man's life as Enzo would task him with forming Ferrari Club Italia.

Right up to Violati's death in 2010, 3851GT still figured prominently within his extensive collection of Ferraris. The car had been in his possession for 45 years to that point. It certainly was a part of the family.

Still with its original engine, the 1962-63 Ferrari 250 GTO, chassis 3851GT, would be offered for sale for the first time in nearly 50 years. Offered as part of the 2014 Bonhams Quail Lodge auction, the car would set a record selling for $38,115,000!

Well documented, successful and the apple of an owner's eye for half a century, it is not difficult to understand why 3851GT is considered the ultimate Ferrari. Violati wouldn't just end up with what he had long desired. He would end up with perhaps the most priceless Ferrari of them all.

by Jeremy McMullen

Berlinetta Coupe
Chassis number: 3705GT

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

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

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

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

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

In 1981 the car was treated to a restoration.

by Dan Vaughan

Berlinetta Coupe
Chassis number: 3729GT

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

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

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

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

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

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

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

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

by Dan Vaughan

Berlinetta Coupe
Chassis number: 3223GT

Featured on the Pebble Beach Tour d'Elegance poster for 2011, this is the first Ferrari GTO ever built. Chassis 3223GT was race-ready in December 1961 and tested by Willy Mairesse at Modena. Launched without its distinctive rear wing, this car was retrofitted with riveted aluminum-sheet spoilers. This car raced its inaugural event at Bridgehampton in 1962, and competed until 1966.

Berlinetta Coupe
Chassis number: 3413GT
Engine number: 3413

This Ferrari 250 GTO is the third production GTO built. It was built in late April of 1962 and was the first GTO to wear Series I coachwork details which include the small radiator intake, narrow brake ducts, sail-panel vents, and hood fasteners. It also had bolted-on rear spoiler and turn signal lamps located below the headlights. Power was from the tipo 168/62 competizione V-12. The exterior was finished in rosso cina, and the interior was finished in blue cloth upholstery.

In May of 1962, it was driven by Phil Hill as SEFAC Ferrari's official practice car for the upcoming Targa Florio. A few days later it was sold to Mrs. Arnalda Colombo, who purchased the car on behalf of her husband, Edoardo Lualdi-Gabardi. Mr. Lualdi-Gabardi's racing career included no fewer than 116 victories or class wins.

Lualdi-Gabardi campaigned 3413 in Italian hill climbs, starting with a victory at the Coppa Citta Asiago on May 13th. Many class wins followed during the next month at hill climbs at Bologna-Raticosa, the Coppa Consuma, Bolzano-Mendola, and Trento-Bondone. Outright victories followed, beginning with the Trieste–Opicina hill climb on July 22nd, followed by the Trofeo Sarezzo-Lumezzane and the Coppa Faglioli in September, and the Coppa Autunno at Monza in October. At the end of the season, Lualdi-Gabardi and 3413 were awarded the class champion for the 1962 Italian GT Championship.

In April of 1963, the car earned a final overall victory with Lualdi-Gabardi at the Stallavena-Bosco Chiesanuova hill climb. Four days later, it was sold to its second owner, Gianni Bulgari. Bulgari entered the car at the Targa Florio on May 5th, where it finished 1st in class and 4th overall, with Maurizio Grana as his co-pilot. Six months later he won the Coppa FISA at Monza.

For the 1964 season, Ferrari was the defending victor, having earned the International Championship for GT Manufacturers in both 1962 and 1963 in the over-two-liter category, thanks in-part to the GTO. Additional rules and adjustments were made by the FIA for the 1964 season, resulting in classes of 'under two liters' and 'over two liters,' meaning the 'over' included over-three-liter cars. This change introduced much stiffer competition for Ferrari, placing the GTO against much larger capacity and lightweight vehicles. Since the 250 LM was denied homologation status, the 250 GTO was used for another season.

The Targa Florio was the third race in the Championship. Ferrari had won both at Daytona and Sebring, and without the factory fielding their own Works entries, the Targa Florio was left to the Ferrari privateers.

1962 Ferrari GTO with chassis number 3413 was acquired by Corrado Ferlaino in December of 1963, before the start of the season. The car had successful hill climb history and Series I bodywork. In January of 1964, the car was sent by the factory to Scaglietti in Modena, where its bodywork was upgraded to Series II coachwork with no spoiler. The design, courtesy of Pininfarina, offered improved aerodynamics. It was lower, wider, shorter, larger tires, wider track, and with more steeply raked windshield. Additionally, the engine sat lower, helping to improve balance and handling.

Three other Series I coachwork cars were later upgraded to Series II configuration in period. Two of those, including this car, were given the extended roofline in similar fashion to the 250 LM.

At the 1964 Targa Florio, chassis number 3413 was driven by Ferlaino and Taramazzo to a 5th place overall finish. It was one of 28 cars to finish the race, with over 30 cars forced to retire from the grueling event. Ferlaino would race the 250 at least three more times in 1964, with a class win at the Bologna-Raticosa Hill Climb in late May and 3rd overall at the Mugello 500 KM a month later.

The car's next owner was Dan Margulies, a dealer living in London. Prior to December of 1965, the front coachwork around the nose was slightly modified, with twin vertical vents for brake cooling. Near the close of December of 1965, it was driven by David Piper in the Redex Trophy at Brands Hatch where he finished in first place. This would be the car's final race in period.

The GTO was sold by Margulies to Jack Le Fort in 1967. It was driven twice at the Prescott Speed Hill Climb before it was sold a year later to Neil Corner. In 1970, Mr. Corner entered the car in a race held in conjunction with the Bugatti Drivers Club Meeting at Silverstone. Shortly afterward, it was acquired by Lord Anthony Bamford of Stoke-on-Trent. In the 1980s, it was sold to Nigel Moores. In 1988, it was sold to Japanese collector Yoshijuki Hayashi, though the car remained domiciled in the UK. During this ownership, the car participated in European vintage events, including the GTO 30th Anniversary Tour in September 1992, and the Goodwood Festival of Speed in June 1993 - where it was driven by Tony Merrick in both events.

In April of 1994, it was purchased from Hayashi by Sir Lindsay Owen-Jones of London. In January of 2000, it entered the care of its current owner. Since then it has been shown, raced, and rallied at premium vintage events. It made four appearances at the Cavallino Classic between 2001 and 2008 and four seasons in the Shell Ferrari Historic Challenge between 2001 and 2009. It participated in the GTO 40th Anniversary tour in September 2002; the Monterey Historic Races in August 2004, 2008, and 2011; the GTO 45th Anniversary tour in 2007; the Goodwood Revival Meeting in 2011; and the GTO 50th and 55th Anniversary tours, respectively, held in 2012 and 2017. In 2011 it was shown at the Pebble Beach Concours d'Elegance.

by Dan Vaughan

Berlinetta Coupe
Chassis number: 3757GT

This Ferrari 250 GTO with chassis number 3757 has been in the care of Nick Mason since 1978 who purchased the car for approximately $86,000. Mason is the drummer for Pink Floyd.

by Dan Vaughan

Berlinetta Coupe
Chassis number: 3387GT

This 250 GTO, chassis number 3387, is the second GTO produced. It is also referred to as the second production prototype. It was completed in March of 1962 and was nearly identical to chassis 3223. During early testing at Monza, the car received a small tail spoiler, a modified fuel filler and vents worked into the rear fenders.

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

While total production of only 39 cars ensures exclusivity, this car has an additional layer added because it was raced as a factory team car.

A stunning 250 GTO is restored by the Classiche department

Berlinetta Coupe
Chassis number: 3445GT

Maranello, 28 November 2014 – One of the stars of the tracks of the 1960s was a Ferrari 250 GTO which has just emerged from a two-year-plus renovation at the Ferrari Classiche department, ready to return to its owner in America. During its stay in Maranello, the car was restored to the original engine and bodywork configuration in which it was delivered to Bologna-based publisher Luciano Conti in 1962. The latter also drove it in its maiden race, the Bologna-Passo della Raticosa.

The Volpi era. In June 1962, however, Chassis no. 3445 was sold to Count Giovanni Volpi di Misurata, a passionate racing driver, who competed under the S.S.S. Repubblica di Venezia insignia. During this particular stage of its career, the car also won the Trophée d'Auvergne with Carlo Maria Abate at its wheel.

A change of livery. In April 1963, the 250 GTO was purchased by Swede Ulf Norinder who, to comply with the racing regulations of the day, changed its livery from the original red to blue and yellow colours of Sweden. Mr Norinder then drove it to victory in the Vastkustloppet in his home nation. The car also finished second twice in the Targa Florio (with Bordeu and Scarlatti in 1963, and 1964 with Norinder and Pico Troiberg, the latter time as no. 112 which it still bears today). It subsequently changed hands several times before being sent to the Classiche department in 2012 to be restored to its original splendour. That process now complete, the 250 GTO once again sports the Swedish colours and is back with its owner.

by Ferrari

Berlinetta Coupe
Chassis number: 3505GT

The 250 GTO body was developed by Bizzarrini and Scaglietti and perfected in a wind tunnel and on-track tests. This GTO (chassis 3505GT) was bought by the British Racing Partnership/UDT-Laystall team of Alfred and Stirling Moss. After running at Lemans, it was picked up at the Ferrari factory in the spring of 1962 by Innes Ireland and driven to England over 800 miles to compete in the Easter Meeting at Goodwood. Unfortunately it was at this meeting that Sir Stirling Moss had his career ending accident and the team switched Ireland to the lotus 19 original intended for Moss' use. Moss drove the 250 GTO during practice along with Ireland, but after the accident the car sat in the paddock for the rest of the weekend. The car placed first in a handful of races over the 1962 season including the Tourist Trophy at Goodwood and the BRSCC race at Brands Hatch. The UDT-Laystall team also participated in the 24 Hours of LeMans where they took 2nd in trials but failed to finish on race day.

This was the first right hand drive example built and the sixth produced in the series of GTOs. The GTO would remain competitive throughout the early to mid-1960s.

Berlinetta Coupe
Chassis number: 3607GT

This car was first sold to Ferdinando Pagliarini, but it was owned twice by Ferrari collector Pierre Bardinon. In addition to taking first in class at the Paris Grand Prix in 1965 under the ownership of the de Montaigus, this 250 GTO (chassis number 3607GT) has accumulated an international catalog of hill climbs and circuit racing successes.

Berlinetta Coupe
Chassis number: 3647GT

Chassis number 3647GT is a right-hand drive, aluminum-bodied 250 GTO that was delivered to Col. Ronnie Hoare on June 6th of 1962. It was driven initially by John Surtees for Maranello Concessionaires / Bowmaker Racing. In 1962, the car sold to Prince Zourab Tchkotoua of Russia, and then in 1965 to Sergio Marchesi who drove it at the Targa Florio. The car boasts an extensive competition history, having competed at Brands Hatch, at the Nurburgring and in the Targa Florio.

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

The current owner has enjoyed this car since 1967. It has never been restored.

Berlinetta Coupe
Chassis number: 3909GT

Sold to Edgar Berney, this Ferrari 250 GTO (chassis number 3909GT) raced initially in France, taking first in class at the Coupe du Salon at Montlhery. Jo Siffert then drove it to a third place finish in the 500km Spa race. This GTO subsequently ran at various events worldwide, adding to its impressive racing history.

Berlinetta Coupe 64 by Scaglietti
Chassis number: 4091GT

Chassis number 4091GT was completed in November of 1962, as a Series 1 250 GTO (250GT/Comp 62). It never competed in its original incarnation.

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

The next owner was Edoardo Lualdi and raced it successfully, winning the 1964 Italian Mountain Championship. It also won the GT class at the Targa Florio that year. The car retired from contemporary racing in 1967 and was acquired by the current owner in 1982. The car continues to be vintage raced and shown extensively.

Berlinetta Coupe
Chassis number: 3943GT

There were 39 250 GTO's produced between 1962 and 1964, and they are considered to be one of Enzo Ferrari's greatest masterpieces. Bizzarrini had a major role in the development work. He spent many hours at wind tunnels perfecting the body of the GTO. The result was a top speed of 170 mph.

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

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

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

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

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

by Dan Vaughan

Berlinetta Coupe
Chassis number: 3731 GTE

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

It is seen here at the 2006 Cavallino Classic.

by Dan Vaughan

Berlinetta Coupe
Chassis number: 3851GT
Engine number: 3851GT

Chassis number 3851GT was built in September of 1962 and was sold new to French privateer Jo Schlesser. It was the 19th example created, although two of the preceding examples had been 330 GTOs with 4-litre engines instead of the GT-homologated 3-liter '250' units, so this may be considered the 17th 250 GTO. When new, it was finished in metallic pale grey with lengthwise red, white and blue centerline stripes.

Schlesser immediately entered the car in the annual Tour de France Automobile, run that year from September 15-23. Schlesser shared seat time with Parisian Henri Oreiller. The 1962 Tour de France Automobile spanned 3,418 miles; twelve assorted Ferrari 250 GTs were entered. Chassis 3851GT would finish the race in second place.

The second racing event for 3851GT was at Montlhéry Autodrome in the October 7 Coupes du Salon. During the race, Oreiller crashed fatally and the car was badly damaged after hitting a trackside building. Schlesser had the car returned to the factory for repair to as-new condition and subsequent re-sale. The work continued through the following winter and upon completion, was sold to a new Italian owner, Paolo Colombo.

Colombo entered the car as early as April 7, 1963, in national hill-climb competition. He set third fastest time in his class and placed 7th fastest overall. He contested that year's Italian national championship hill-climb series under the Scuderia Trentina banner, competing in no fewer than 14 further hill-climb rounds during that summer-into-Fall season. He scored Gran Turismo class victories in 12 of those events.

At the end of the season, the car was sold to Ernesto Prinoth. Mr. Prinoth raced 3851GT under the Scuderia Dolomiti Bolzano banner. Starting at Stallavena-Boscochiesanuova on April 5, 1964, and ending the year by winning his class again in the Preis von Tyrol aerodrome race at Innsbruck, Austria, on October 4, he won his GT Category six more times. Ernesto Prinoth also won his class and placed second overall in the year's Preis von Wien circuit race at Aspern aerodrome outside Vienna, Austria, and set second fastest GT time at the Coppa Consuma.

On September 6th of 1964, he raced 3851GT in the hour-long Coppa Inter-Europa GT race supporting that year's Formula 1 Italian Grand Prix at Monza Autodrome. Unfortunately, during that race, he crashed the car, rolling it into the trackside undergrown. The cabin of the roof was caved-in, and its body panels were badly dented. The damage was largely cosmetic and required just three weeks to repair. The car was ready for Prinoth where it scored that circuit-racing class win and finished second overall in the Innsbruck aerodrome race.

The car's next caretaker was Fabrizio Violati, who purchased the vehicle in 1965 for 2,500,000 Lire. Mr. Violati would own the car for 49 years. From 1979, he competed with 3851GT in Historic racing, under the Scuderia Campidoglio Motori banner. In 1985, he was the European FIA Historic Champion. When not competing with the car, it was on display in his Maranello Rosso museum in San Marino.

Fabrizio Violati passed away on January 22, 2010, aged 74.

In 2014, this historically important GTO was offered for sale at the Quail Lodge by Bonham's Auction. When the hammer fell for the third and final time, the car had been sold for $38,115,000 including buyer's premium.

The car has side-exit exhausts rather than the standard long tail-pipe system. It remains in its road-race/rally configuration as campaigned by its owner for 45 years until his passing in 2010.

by Dan Vaughan

Berlinetta Coupe
Chassis number: 3445GT

Not all Ferrari 250 GTOs are red. The unusual colors on this car reflect its early race history in Sweden. Before going to Sweden in the summer of 1963, it raced at LeMans, in the Tour de France, and in the Paris 1000 Kilometers at Monthlhery in 1962. It finished fifth overall at Sebring in March of 1963.

This car was originally obtained by Count Giovanni Volpi (SSS Scuderia Serenissima Repubblica di Venezia). It was driven by Vacarella and Scarlatti, two works Ferrari drivers of the period, in the 1962 24 Hours of LeMans, and won outright the Nine Hours of Auvergne at Clearmont Ferrand later that year. It's believed that Volpi owned the car on paper only and that SEFAC Ferrari handled the race entries and driver assignments. Swedish racing driver Ulf Norinder owned the car from 1963 through 1971, racing the car at the Targa Florio, Monza, Daytona, Spa, Nurburgring, Reims and at a number of Swedish venues. It's believed that he received direct assistance and entry in several races through SEFAC Ferrari. On occasion, Norinder had this car driven by other famous drivers of the period, including Jackie Stewart and Chris Amon. Over the years, this car scored many points for Ferrari in the World Sports Car Manufacturers Championship.

Berlinetta Coupe
Chassis number: 3987GT

The ultimate expression of Ferrari's immortal 250 GT series, the GTO means Grand Turismo Omologata, or homologated . . . approved for competition. This GTO made its competition debut in the Paris 1000 Km and raced to overall victory by brothers Pedro and Ricardo Rodriguez at the record speed of 98.015 mph that stood until 1968. Roger Penske raced it to victory in the five-lap Nassau Tourist Trophy 'preliminary' and the 25-lap Nassau Tourist Trophy on December 2nd leading a four-car GTO sweep. Penske raced it again in the three-hour 1963 Daytona Continental in John Mecom's distinctive blue and white American racing colors scoring second overall to the GTO of Pedro Rodriguez. Penske and Augie Pabst raced it to fourth overall and first in the three-liter GT class in the 1963 12 Hours of Sebring Two months later Penske raced to yet another checkered flag in the Pensacola SCCA races. Ex-Ferrari factory F1 racer Richie Ginther took it to fifth overall in the 1963 LA Times GP at Riverside that fall and repeated the feat a year later in the 1964 Times GP at Riverside. A decade after its introduction this massively credentialed GTO was still competing at the top of the field with owner Claudio Zampolli placing fourth in the Ferrari Owners Club hillclimb.

Berlinetta Coupe
Chassis number: 3527

The Ferrari 250GTO uses a tubular frame and alloy body weighing less than 2,000 pounds. Under the hood is a 296 horsepower 3-liter V-12 with six Weber carburetors mated to a five-speed manual transmission.

Chassis number 3527 is the 17th of 36 Series I GTOs produced. It was originally delivered to Garage Francorchamps of Belgium on September 10, 1962. Two weeks after delivery, it competed n the 1962 Tour de France race; leading by a large margin until a milk truck pulled out in front of it destroying the nose of the car. The nose was removed and the car still managed to finish 7th. One month later it finished 5th in the Paris 1000km. Still later, the car was converted for street use, spending most of its life in England.

Berlinetta Coupe
Chassis number: 3589GT

Considered by many to be the stud of the Ferrari stable, the 250 GTO is among the most valuable and significant cars in the collectors' world. In total, 39 cars were built from 1962 through 1964 specifically to contest the World Sportscar Championship, and they were hugely successful with wins each year of production.

Delivered to Tommy Sopwith's Equipe Endeavour dressed in blue with red interior, this GTO raced at Goodwood, taking first in its class, and racked up five victories with many lap records over the following year. In its storied history, this car was donated to a Texas high school and parked outside for 15 years, until Engelbert Stieger restored it, exchanging its original body for a new one. Under its current ownership the original body and chassis have been reunited and the GTO meticulously restored by the Ferrari factory's Classiche Department.

The Ferrari 250 GTO was produced from 1962 through 1964 with 36 examples created during that time including 33 cars with the 1962 and 1963 Series I bodywork and three with 1964 (Series II) bodywork similar to the Ferrari 250 LM. Four of the Series I cars were later updated in 1964 with Series II bodies. The 250 GTO is a car of beauty, performance, and mystery. Much is known about the car, but much is still in question. It is one of the most memorable and sought-after vehicles with many still put through their paces in modern times in historic competition.

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

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

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

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

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

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

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

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

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

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

by 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