1962 Ferrari 250 GTE

Within Ferrari's arsenal of automobiles, the Ferrari 250 GTE 2+2 was designed as a multi-faceted weapon, offering performance, comfort, luxury, luggage capacity, and exclusivity. It debuted in prototype form at the 1960 Le Mans 24 Hour Race, where it was loaned to the Automobile Club de l'Ouest for use as the Course Car. Its official world premiere was held later that year at the Paris Salon.

The 250 GTE was not the first Ferrari to have seating for four, preceded by coachwork built by Vignale, Touring, and Ghia in the 1950s. These early attempts had been constructed on a shortened chassis, which made the additional +2 seating more decorative than functional. Ferrari worked closely with Pininfarina in the design of Maranello's first series-production four-seater, the 250 GTE 2+2, ensuring it excelled as a proper Gran Turismo or family car with comfortable seating and elegant styling.

The 'E' in the GTE name was for 'Export.' Produced from 1960 to 1963, it was built through three series, with changes confined mainly to the front and rear lighting arrangements. With 950 (approximately 950 or 954) examples built, it was the most popular and commercially successful Ferrari to date despite its price tag of $11,500.

Construction

The multi-tubular chassis had a wheelbase size of 2,600mm (102.3 inches), similar to the Pininfarina-designed 250 GT 'notchback' Coupé and 200mm longer than the contemporary 250 GT SWB. To create even more interior space for two rear seats, the engine was moved forward by 200mm, and the rear track was widened by 38mm. The new 2+2 was 305mm longer than the corresponding 250GT Coupé, 56mm lower in roof height, and 60mm wider.

The tires were Pirelli Cinturato 185VR15 tires (CA67), with the Series I cars having Borrani RW3591 (5.5x15) wheels, and the Series II and Series III cars fitted with Borrani RW3690 (6.0x15) wheels.

The suspension was independent at the front with unequal-length A-arms and coil springs, while the live rear axle was suspended by semi-elliptic leaf springs and parallel trailing arms.

Series III cars had rear coil springs. Braking was via four-wheel discs.

Despite its increased length, Pininfarina retained the customary classical proportions that had become an integral ingredient of Ferrari's success.

Series I and II cars had driving lights mounted within the grille, while the Series III had its driving lights positioned within the grille itself. The Series III had vertical taillight lenses, while the Series I and II had three small, circular lenses per side mounted on vertical, chrome-plated panels. Approximately 305 Series III cars were built beginning in 1962.

Engine

The 3-liter V12 engine was similar to the one powering the Pininfarina Cabriolet, with the latest-design Testa Rossa-derived cylinder heads with 'outside' spark plugs and coil-type valve springs. With induction from three Weber 40DCL/6 carburetors, the engine delivered 240 horsepower at 7,000 RPM. Series I and II cars had 8.8:1 compression, while the Series III had 9.2:1 compression. Like the parallel Cabriolet, the 250 GTE 2+2 had a four-speed manual gearbox with overdrive on top.

The Ferrari 250 GTE 2+2 was followed by the 330 America, which had a similar design and shared the same chassis but powered by a larger 4.0-liter engine.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 3999 GT

The Ferrari 250 GTE made its public debut as an official track car at LeMans in 1960 but Enzo Ferrari officially unveiled his new model at the Paris Auto Salon later that year. The new Ferrari was more luxurious than other Ferraris, with the best-quality leather interior and a large backseat to fit two adults - or, as in this example, possibly even criminals! In 1962, the Italian police were asked by the President of the Italian Republic what they wanted as a reward for their efforts to get organized crime under control. They replied, almost as a job, 'How about a Ferrari?' Incredibly, they got what they wished for; police in the city of Rome were given two special 3-liter, V-12 engined Ferrari 250 GTE coupes - each equipped with blue flashing lights. One was destroyed in an accident during testing, but this 250 GTE patrolled the city streets for several years, taking part in many legendary police chases and becoming a part of Roman lore.

Coupe by Pininfarina
Chassis number: 3003 GT

The 250 GTE 2+2 was introduced at the 1960 le Mans 24-Hour race, serving as the course marshal's car. Ferrari had attempted four-seater cars in the past; Ghia, Touring and Vignale all produced 2+2 designs in the 1950s, but none were nearly as successful. The 250 GTE wore coachwork from Pinin Farina and included extensive wind-tunnel testing at the Turin Polytechnic Institute.

the 250 GTE made its official introduction to the public at the Paris Salon in October of 1960. The GTE has the same 2600mm wheelbase as the 250 GT Tour de France, but its engine has been moved forward in the chassis and its track widened at both the front and rear. These modifications increased the interior space, making the GTE a larger car with luxury and creature comforts in a pure Ferrari package. The body was composed of steel with aluminum doors, hood and trunk lid and rode on Borrani wire wheels. The interior featured a Nardi steering wheel, leather-trimmed seats and chrome-rimmed Veglia gauges.

Powering the car was a Colombo-designed 2953cc V-12 engine mated to a four-speed overdrive gearbox. The 240 horsepower engine could carry the GTE to a top speed of 140 mph.

This white on black example wears chassis number 3003 GT. It was first sold to official dealer Garage Italauto SA in Lausanne, Switzerland. The car was sold new by Italauto SA to its first owner, a resident in La Chaux-de-Fonds. After several more (known) owners, the car was ultimately sold in December of 2008 to its current owner with 22,500 miles.

In 2011, this vehicle was offered for sale at the Amelia Island auction presented by RM Auctions. The car was estimated to sell for $130,000 - $160,000. As bidding came to a close, the car had been sold for the sum of $121,000 including buyer's premium.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 3177
Engine number: 3177

The Ferrari 250GTE was a new type of vehicle for Ferrari and one they hoped would appeal to a wider audience and could rival a sector of the market dominated by marques such as Maserati and Aston Martin. The 250GTE 2+2 made its appearance in prototype form at the 1960 Le Mans 24-Hour Race, where it served as the Race Director's car. Its official world premiere followed later that year at the Paris Salon.

This was Ferrari's first series-production four-seater. It was given an independent front suspension, a live rear axle, disc brakes at all corners, and a four-speed manual/overdrive gearbox. The engine was a compact, Colombo-designed Tipo 128E outside-plug V-12 offering 240 horsepower. Top speed was impressive; in the neighborhood of 140 mph.

In true Maranello fashion, the Pininfarina designed 250GTE was an elegant and sporty Grand Tourer. Over the years, it would progress through three series, with changes being confined mainly to the front and rear lighting arrangements. Production continued until 1963, during which time 950 examples were produced. It was the most popular and commercially successful Ferrari to date.

This example was delivered new to Peter Monteverdi, the Swiss importer for Ferrari and later the famed car builder. It left the factory finished in Nero Daytona over black leather. The car later found its way to America where it was purchased by Cal Gleason of Lathrop Village, Michigan. By 1977 it was again offered for sale finding its way to Canada where it passed through a few different owners in Ottawa and Toronto. By 1994, the car had returned to the United States and into the care of Mike O'Brien of Los Alamitos, California. It was shown at the Gathering of GTEs at Concorso Italiano in August of 1994. By 1998, the Ferrari was back in the Midwest in the collection of Dearborn, Michigan enthusiast Michael Zakarian. It made an appearance at the FCA National Concours in May of 1999 in Atlanta, Georgia. It remained with Mr. Zakarian until 2002 when it head back to the West Coast with Jason Portman of San Jose. it was then shown at the 2002 Concorso Italian. In 2006, it joined the Oldenburg Family Collection.

This Series II Coupe is fitted with Marchal headlights and driving lights inset in the grille. In the back, the single lens taillights from the Series III cars are fitted. At some point in its life, the car was given a repaint and the interior was re-trimmed. The transmission and brakes have been rebuilt and the engine has been tuned and detailed.

In 2013, the car was offered for sale at Bonhams Auction in Scottsdale, Arizona. As bidding came to a close, the car had been sold for the sum of $170,000 including buyer's premium.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 3553GT

The Pininfarina-styled 250 GT 2+2, known as the 250 GTE when launched in 1960, was Ferrari's first 4-seater on their then-new short wheelbase (SWB) chassis. Previous 2+2 or 4-seaters had been bodied by Touring, Ghia, or Vignale....so a lot was new. Pininfarina, who also built the bodies, cleverly reconfigured the chassis to allow sufficient interior space for four adults with a goal of providing a true Ferrari 'GT driving' experience.

Coupe by Pininfarina
Chassis number: 4001GT
Engine number: 4001GT

This Ferrari is the 307th of 350 Series II 250 GTEs built. It came off the assembly line right behind the famous Roman Polizia car, chassis number 3999GT. Chassis number 4001GT was sent to Luigi Chinetti Motors of New York in December of 1962. It was sold on March 7th of 1963 for $6,175 to its first (and unknown) owner. Two decades later, in the mid-1980s, it was sold by Dan Gentily to Andrew Clark of Katonah, New York. Mr. Clark later moved to San Jose with the Ferrari and offered it for sale in 1994. At the time, it was advertised as being in its present Bleu Ferrari (dark blue) over saddle tan hides. It also was stated as having 60,000 original miles - this must have been a typo because a decade later it would appear again for sale in substantially the same condition but with 51,000 original miles indicated.

The current caretaker acquired the car in 2005 from a Southern California dealer. Since then, it has been driven approximately 2,400 miles, just over 53,400 believed-to-be original miles are currently indicated on the odometer. Recently, the car has been treated with about $80,000 in repairs and refurbishments.

Ferrari built a total of 954 250 GTEs and only about 500 are believed to still survive.

by Dan Vaughan

Coupe by Pininfarina

The 250 series of sports cars was Ferrari's most successful early line of vehicles, with several variants produced for over a decade from 1953 to 1964.

The most celebrated 250 is the 1962 250 GTO, a true supercar that spawned numerous imitators. The 250 was eventually replaced by the 275 and the 330.

The multi-tubular chassis was similar to that of the 250 GT 'notch-back' PF coupe and had the same 2600 mm wheelbase of all the LWB Ferraris. No stretched chassis was contemplated.

This vehicle has a single-overhead camshaft V-12 engine with a displacement size of 2953cc and produces 240 horsepower. There is a four-speed manual gearbox, front double wishbone suspension, semi-elliptical leaf springs and a solid rear axle. The wheelbase measures 102.25-inches and disc brakes can be found on all four corners.

In this 2+2 version, the engine was moved forward eight inches and the body given a longer rear overhang to make room for the rear seats in a design that, despite its increased length, retained Pininfarina's classical proportions.

Ferrari only built approximately 356 of these great cars and many have been made into SWB or GTO replicas.

Coupe by Pininfarina
Chassis number: 3481GT

The 250 GTE was the very first Ferrari offered in a 2+2 configuration. Powered by a 3 liter Colombo V12 engine that produces 240 horsepower, it is often considered among Pininfarinas most beautiful designs. So popular, that total production would be closer to 1,000 units, although this is one of just 54 right hand drive models.

This 250 GTE was originally owned by legendary British actor Peter Sellers. Sellers owned the car while filming the movies 'Dr. Strangelove' and 'The Wrong Arm of the Law', in which the car appeared in a brief cameo appearance with Sellers himself driving.

Originally finished in Chinese White with a black interior, the car was delivered from the Ferrari factory in July of 1962 and driven to the U.K. by Col. Ronnie Hoare of Maranello Concessionaires, personally delivered to Sellers on the set of 'Wrong Arm.'

The current owners' father purchased this car and imported it to the United States in 1973. He would enjoy ownership for just two years, then sold it to Michael Bodine for $4,800. The car was hidden away for over four decades, with Mr. Bodine eventually sending it for restoration, an eight year process. The current owner was reunited with this car for the first time in April, 2017.

Coupe by Pininfarina
Chassis number: 4201
Engine number: 4201

This 1962 Ferrari is one of approximately 954 examples of the 250 GTE built from 1959 to 1963 and one of roughly 305 Series III cars built from 1962. It has coachwork by Pininfarina with a steel body and aluminum doors, hood, and trunk lid. It is powered by a 2953cc all-alloy Colombo V-12 engine with three Weber twin-choke carburetors and paired with a four-speed manual gearbox with overdrive. It has a Bendix brake booster and Dunlop 4-wheel disc brakes. It rides on Borrani knock-off wire wheels. The exterior is dark blue with a mahogany interior.

This Ferrari won 2nd in class at the Cavallino Classic in 1993. It has been part of a private collection since 2000.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 4089 GT
Engine number: 4089

The Ferrari 250 GTE 2+2 was first seen in prototype for in 1960 at the 24 Hours of Le Mans race where it served as the Race Director's car; the official world premiere occurred later that year at the Paris Salon. Several four-seater Ferrari automobiles had been built during the 1950s, including examples created by Ghia, Touring and Vignale, but these builds used a chassis not conceived with passenger carrying in mind and were deemed less than successful. Ferrari worked closely with Pininfarina in the design of its first series-production four-seater, using a generous 2,600mm wheelbase platform that was 200mm longer than the contemporary 250 GT SWB's. The engine was moved forward by 200mm and the rear track widened by 38mm, creating room for two rear seats in a bodyshell that retained Pininfarina's customary classical proportions.

Sophisticated mechanical componentry complemented the vehicle's thoughtful and purposeful design with an independent front suspension, a live rear axle, four-wheel disc brakes, and a four-speed manual transmission with overdrive. The 'outside-plug' Tipo 128E twelve-cylinder engine produced 240 horsepower, ensuring a top speed of nearly 140 mph.

Development and evolution of the 250 GTE progressed through three series with changes being confined mainly to the front and rear lighting arrangements. Around 296 examples were Series I cars, and 350 (as many as 355) were so-called Series II models, produced from 1961 through 1962. By the time production ceased in 1963, a total of around 950 (as many as 954) cars had been built.

Chassis number 4089

This Ferrari 250 GTE was the 651st of 954 examples produced and the final of those 350 second-series examples. It was purchased new by Rick Granzella from the showroom of Bev Spencer's newly minted Ferrari dealership in San Francisco for approximately $14,000. This Ferrari holds the distinction of being the sole GTE remaining within its original ownership.

For the 17 years that followed its purchase, the Ferrari was used as his daily transportation. Between 1994 and 1999, Granzella fully disassembled the car and treated it to a complete and thorough restoration. Originally wearing the color combination of Grigio Argento (20265A) over Nero Connelly leather, during this period, 4089 was repainted in Rosso Barchetta, and its interior was redone in its original color.

When the restoration was completed in 2001, it was shown at many events through 2014, including the 2001 Pebble Beach Concours d'Elegance, 2010 Concorso Italiano, and 2021 Hillsborough Concours d'Elegance. More recently, in 2019, the car was treated to an extensive engine rebuild and transmission overhaul by James Hawley and Geoff Provo. In 2022, all four of the car's shocks were rebuilt.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 4043
Engine number: 4043

The Ferrari 250 GT was Ferrari's first true production 2+2 and would become the company's top-selling model of its day. This example is the 635th of 954 total built, and the 334th Series II example. It is powered by a numbers-matching 3.0-liter Colombo 'outside plug' V-12 engine, gearbox, and differential (as certified by Ferrari Classiche).

This Ferrari was completed on December 12th, 1962, and left the factory wearing a Rosso (20200 Sintetico Italver) paint scheme with Nero Connolly leather trim (VM 8500). It was a United States-destined example that was equipped with black-faced Borletti instruments in miles. Sent to Ferrari's North American importer, Luigi Chinetti in January 1963, it was resold to sports car dealer to the stars, Otto Zipper Motors of Los Angeles, California, who would sell the car to its first owner later that year.

During the 1980s, the car resided in Georgia, where it spent several decades, including passing through Ferrari of Atlanta. It was then given a comprehensive, two-year restoration started in 2014 by Hexagon Classics of London, United Kingdom. Upon completion, the car was given a livery of Rosso over tan Connolly leather trim.

by Dan Vaughan

There's a lot of history behind Ferrari's current 2+2, the 612 Scaglietti. For as long as Ferrari has been a household name, the company has offered a 2+2 car with a luxurious and inviting interior to complement its awesome performance, and the 612 is but the latest in a long line of great GTs. The car credited with beginning this grand tradition of grand touring is the 250GTE of the early 1960s.

Since its founding in the late 1940s, Ferrari had been developing a reputation for producing some of the finest racing machinery available. Ferrari road cars, too, were quickly becoming famous. When, in 1952, the first of Ferrari's 250-series cars debuted, the Modenese firm had launched a platform that was to underpin some of the fiercest racers and fastest street cars of its time. That the 250 chassis was the foundation of Ferrari's first series-production 2+2 meant that the 250 GTE was not only the car that launched a successful Ferrari mainstay, but also a vehicle representing one of the furthest developments of the legendary 250 line.

As such an important car to the Ferrari story, it would be understandable to expect the 250 GTE to be an exceedingly valuable vehicle in today's market. This is not the case. A decent GTE can be purchased for around $100,000. Not cheap, but that's pocket change next to the prices commanded by some other 250-series cars, for instance the California and Lusso. The high sales of the GTE may have brought great profits to Ferrari, allowing for the automaker to build even faster, more glorious racing cars, but the GTE itself was rather staid next to its contemporaries. Ferrari had purpose-built racers to compete with, so the GTE's racing pedigree is lacking. The high volume of production that made the GTE successful also diminished its exclusivity. With racing heritage and exclusivity being two key factors that make expensive Ferraris expensive, it's not difficult to see why the 250 GTE is not one of the more valuable Ferraris of its era.

That the 250 GTE is not a particularly pricey Ferrari should not diminish its greatness. With 955 made, the GTE was the hottest selling Ferrari that had ever been produced, and there was good reason for its sales success. The car had everything customers could want—speed, comfort, and a bloodline directly linked to some of the most incredible sports cars available.

The 250 chassis came in two standard wheelbase lengths, and the GTE was based upon the longer of the two. To free up additional space for the passenger compartment, Ferrari moved the GTE's engine forward 200mm as compared to its placement in a standard long-wheelbase 250. The GTE had a longer rear overhang than other 250 models, again to allow for greater interior space. These changes provided the GTE with a cabin that really was suitable for four adults. Cabin trimmings were fine, with full carpeting, yards of leather, and a full complement of Veglia gauges.

Pininfarina, a design house that has been consistently and deeply involved with the design of Ferrari products throughout the Prancing Horse's history, was responsible for the 250 GTE's body. Pininfarina's styling incorporated the roomy cabin gracefully. The look was elegant and cohesive, and did not appear at all like an existing body that had simply been stretched to cover a larger interior. Everything about the design appeared clean and uncompromised, a great stylistic achievement for any 4-seater based upon a 2-seater's platform. It would take decades for Ferrari to conceive another 2+2 with the same graceful, well-integrated look of the GTE.

Three variants of the 250 GTE were produced. The Series I was first unveiled in June of 1960 at the 24 Hours of Le Mans, and released for sale October of the same year at the Paris Salon. The later Series II, released in 1962 and lasting through early 1963, was almost identical to the earlier model, save for a few subtle changes to the dash design. The Series III model featured more notable changes when it arrived a few months into 1963. Its driving lights were situated directly beneath its headlights and flanking the grille, whereas Series I and II cars had driving lights mounted within the grille itself. At the rear of the car, vertical taillight lenses were used on the Series III. These lenses replaced the taillight assemblies of the Series I and II, which used three small, circular lenses per side mounted on vertical, chrome-plated panels. Some mechanical changes were also made to the Series III, including a boosted compression ratio.

The engine powering all series of 250 GTE was a gem of a mill, designed by the illustrious Italian engineer Gioacchino Colombo. A V12 displacing just 2,953cc, Colombo's oversquare engine produced 240bhp at a lofty 7,000rpm. Cylinder heads were borrowed from the spectacular Testa Rossa. The compression ratio was 8.8:1 for Series I and II cars, increased to 9.2:1 for the Series III. Triple downdraft Webers sat atop Colombo's creation. This was a race-bred engine in true Ferrari tradition.

The V12's maniacal tendencies appeared to be tamed by the 250 GTE's plush cabin and overdrive transmission, though. An engine that should have been fussy and temperamental was made as well-mannered as possible so that its use in the GTE would not be incongruous with the car's luxurious feel. In a feat of engineering excellence that few if any other automakers could match, Ferrari created a supremely comfortable and spacious automobile with the heart of a race car. This was the charm of the 250 GTE, and the singular characteristic that has made every Ferrari 2+2 since a work of excellence.

Sources:

Apen, John. '1962 Ferrari 250 GTE 2+2.' Sports Car Market (2008): n. pag. Web. 22 Jan 2010.

'Ferrari 250 GTE 2+2.' QV500.com n. pag. Web. 22 Jan 2010. .

by Evan Acuña

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