1961 Ferrari 250 GTE

As the 1950s peaked and the 1960s came into view, Ferrari vehicles continued to offer two-passenger seating while archrivals Maserati and Aston Martin were selling 2+2 GTs in significant numbers. Recognizing a new opportunity to fund his motor racing program, Enzo Ferrari decided to offer a factory tourer of his own.

First seen at the 1960 24 Hours of Le Mans as the course marshal's car and officially unveiled six months later at the Paris Salon, Ferrari's first large-production four-seater, the 250 GTE, shared its 2,600mm wheelbase chassis and engine with the 250 GT Berlinetta (LWB Tour de France). Ferrari had produced four-seater vehicles in the past but in very small quantities.

The road-going 250 GT was launched in 1954 and used a compact and lightweight Colombo-designed 3.0-liter V12, replacing its Europa predecessor's bulkier Lampredi-designed V12 engine. The Colombo V12 dates back to 1946, and when Enzo Ferrari had begun planning his new car during the war, he commissioned Colombo to design a small-capacity V12 engine to provide the power. The original 1.5-liter Tipo 125 unit took its designation from the capacity of an individual cylinder (125cc), a nomenclature that would characterize Ferraris for many years to come.

The 250 GT continued the traditional Ferrari practice of using a multi-tubular frame connected by oval main tubes, though the independent front suspension now employed coil springs instead of the transverse-leaf type. A four-speed, all-synchromesh gearbox transmitted power to the live rear axle while hydraulic drums all round provided stopping power. Disc brakes replaced the drums late in 1959 and a four-speed with an overdrive gearbox arrived the following year, and both of these features were incorporated into the 250 GTE from the start of production in 1960.

The single overhead camshaft, Tipo 128E outside-plug V-12 engine powering the 250 GTE had a 2,953cc displacement, three Weber carburetors, and delivered 240 horsepower, sent to the rear wheels via a four-speed manual gearbox. Late in the production run, a Laycock Overdrive was added to the transmission. The Colombo V-12 engine was positioned slightly farther forward by 20cm, the track was widened, and the top was more slender, resulting in the increased interior room while retaining excellent handling characteristics. The independent front suspension with coil springs, rigid rear axle with parallel trailing arms and semi-elliptical leaf springs, all-round Dunlop disc brakes, and Borrani wire wheels were also courtesy of its 250 GT sibling. The elegant and svelte fastback styling by Carrozzeria Pininfarina allowed for a spacious cabin and a plethora of cargo capacity, and over its production lifespan, ending in 1963 and over three series, the model was little changed. It was a commercial success for Ferrari with 954 examples constructed including 299 Series I cars. They were among the most expensive vehicles on the road, with an MSRP of approximately $13,000. Despite the comfort and luxury, performance was impressive, with zero-to-sixty mph accomplished in around seven seconds and top speed achieved at 143 mph.

The body was steel with lightweight aluminum doors, boot lid, and bonnet. The interior was comfortable and luxurious with a wood-rimmed Nardi steering wheel, leather-trimmed seats and interior, and chrome-rimmed Veglia instruments. Pirelli Cinturato 185VR15 tires (CA67) were original equipment. Series 1 cars rode on Borrani RW3591 tires, while Series 2 and Series 3 received Borrani RW3690 tires. Series II production began in mid-1962 with the most visual change being an updated interior and dashboard. Series III cars entered production in 1963 and received additional coils to the rear leaf springs, an increased compression ratio from 8.8:1 to 9.2:1, three separate rear lights combined in one housing, and the driving lights were moved from the front grille to under the headlights. These series designations are not official factory designations, rather they are used to segregate the major changes implemented during production.

The 250 GT/E was a popular and highly profitable car for Ferrari and delivered exceptional performance despite the inevitable gain in weight. It wore distinctive Pininfarina styling, offered 2+2 seating, grand touring power, comfort, and ample cabin room. It was replaced by the visually similar 330 America, which used the 250 GT/E's chassis but a larger 4.0-liter engine from the 330 Series.

by Dan Vaughan

Coupe
Chassis number: 2713 GT

First registered, in Modena, on 18th September 1961 to Ferrari SpA.

Reportedly driven to the Italian GP at Monza in September 1962 by Enzo Ferrari himself and used y Michael Parkes as his 'company car.' He was a Ferrari F1 driver and development engineer.

Whilst clearly a Series 1 car, what makes it a Series II Prototype (one of four), are a number of features such as unique front lights, similar to the Series III cars, the single rear light cluster, additional rear coil springs and separate lubrication system for the gearbox and overdrive. These items did not reach production until the later Series III cars.

A photograph of 2713 appears in both the Hans Tanner and Antoine Prunet books on road Ferraris.

2713 was exported to the United States in January of 1964.

In 1968 the car was fitted with the engine from another GTE, 3225 as the owner was experiencing difficulties with the original engine, which was subsequently fitted to a power boat and is now thought to be at the bottom of a lake.

The car remains in the United States, mostly on the West Coast and appeared at the 2004 Concorso Italiano GTE reunion. Sold to Europe by Fantasy Junction in 2009 and then at the Bonhams Monaco auction in April 2010, when it went back to the USA and was then re-exported to the UK in January 2011. It has since come into the care of the current owners.

Coupe
Chassis number: 2369 GT
Engine number: 2369 GT

The four-seater, production Ferrari 250 GTE was introduced in 1960 and was equipped with Ferrari's latest outside-plug engine and four-wheel Dunlop disc brakes. This particular 2+2 grand touring car was completed in February of 1961. It was the 64th example of 299 Series I cars, which were distinguished by grille-mounted driving lights, three-lens taillamps, and a unique instrument panel. It was delivered new to an Italian owner, passed through Germany before being exported to the United States in the 1970s. In 1985, it was acquired by Howard Silverman of Villanova, Pennsylvania who retained the car for 21 years while commissioning numerous restoration measures. The exterior was repainted red, the interior was reupholstered with tan leather, and the mechanical systems were refreshed as needed.

In 2006, the GTE was sold to Al Zemke of Oregon. It was occasionally displayed at local shows. It was sold to DriverSource of Houston, Texas in 2012, and in 2014 ownership passed to a private collection in the Houston area.

by Dan Vaughan

Coupe
Chassis number: 2919 GT
Engine number: 128 F

The Ferrari 250 GTE was a luxurious Grand Tourer complete with a rear seat separated by a central armrest with an ashtray. The dashboard is covered with a black leather and there are eight instruments circled with chrome Veglia. The trunk offers ample space for luggage.

This particular 250GTE is the 246th example built. It is a late Series I GTE that has the grille-mounted driving lights, three-light tail lamps, and revised Series II-style dashboard treatment. The paint is largely original with a few small areas of touch-up. The interior houses a Blaupunkt radio and nearly all of the original upholstery, carpets, and headliner. In the late 1970s, the car was given a mechanical restoration.

The original owner of the car was Mr. Alexander of San Francisco, California who acquired it via Ferrari Representatives of Hollywood in 1961. In 1966, it was purchased by Betty Wyars of Wasco, Oregon. In 1977, it was purchased by the Martin Family of Beaverton, Oregon. The current owner acquired it from the Martin family.

In July of 1980, the car was exhibited at the Forest Grove Rotary Concours d'Elegance. It was a frequent sight at local Ferrari events and classic car shows until the early 1990s.

This car left the factory in November of 1961 originally painted white with black leather upholstery with contrasting red carpets.

by Dan Vaughan

NART Spider Speciale by Fantuzzi
Chassis number: 2235 GT
Engine number: 2235 GT

Luigi Chinetti was Ferrari's first continental importer to the United States. Along with brining these exotic vehicles to the US, he was also an accomplished racer during the Scuderia's formative years, and best appreciated for his North American Racing Team. The N.A.R.T. badge graced several desirable Ferrari sports cars of the 1960s and 1970s, resulting in period race winners. Many of these famous race cars wore a design orchestrated by Chinetti. Over a period of several decades, Luigi and his son Luigi 'Coco' Chinetti Jr., crafted a lineage of modified one-off, or limited-edition, Ferraris. Their most memorable creations were the ten 275 GTB/4 N.A.R.T. Spiders, one of which won at Sebring in 1967.

This particular car is chassis number 2235 GT which began its life as the 28th first-series 250 GT 2+2 created. It was given a long-wheelbase four-seat grand touring body and designated as a GTE model. It was given a green paint scheme with a black interior. Assembly was completed on January 13th of 1961 and subsequently sold to Luigi Chinetti Motors.

The car was intended for sale at a customer in Buenos Aires named Miguel Carcano, but it unclear if it was ever delivered to him. In 1964, it was damaged in a minor accident, and re-purposed by Chinetti and his son. It was shipped in 1965 to Italy for new coachwork in Coco's design and to be built by Carrozzeria Fantuzzi.

The new design called for a small-mouthed slant nose with covered headlamps and bumperettes, and GTO-style fender gills. The windscreen was raked and fitted with wind wings, and a hollow aluminum basket-handle roll-hoop in the style of Ferrari's 250 P race car.

The work was completed in the autumn of 1965. The car was finished in silver and shipped to San Francisco for the eighth annual Import Car Show at Brooks Hall in November. After its West Coast debut, it made an appearance at the Miami Auto Show and the New York International Automobile Show in April of 1966.

After its show appearances, the car was sent to Modena Sportscars where it was made road-legal and safe to race, which resulted in the addition of driving lights and the reinforcement of the basket-handle with a functional roll bar and cushioning. The engine was uprated to near-Testarossa specifications, which included the installation of six Weber carburetors and a racing camshaft. The gearbox was also converted to a five-speed unit.

Coco Chinetti used the car for several months before selling it to Michael Stone of New York City, who is believed to have occasionally entered it in local events.

Phil Tegtmeier acquired the car in 1970, part owner of Kirk White Motorcars in Paoli, Pennsylvania. Soon after, the car was offered for sale, but the reserve of $10,000 was not met.

In 1971, Mr. Tegtmeier sold the Spider to Ed Osborne, of Cleveland, Ohio, who raced it once by Tegtmeier the following year, at a local track called Nelsons Ledge.

In 1974, David Berger, along with the resources of two additional enthusiasts under a consortium dubbed the 'Fantuzzi Partnership', purchased the car for $13,700. By this time, Tegtmeier had removed the car's bumperettes. Berger also removed the wind wings and then repainted the exterior in Rosso Chiaro in 1977. A short time later, the car was raced at venues such as Lime Rock, Road Atlanta, Mount Equinox, and Sebring.

The car grazed the tire wall at Summit Point, West Virginia when Berger spun the car during a passing move. There was minor damage, yet a full restoration soon began around 1980 and took eight years to complete. During that time, the gearbox was disassembled and rebuilt and the engine was cleaned and tuned. The body imperfections were reworked and refinished. The interior was re-upholstered in black leather.

After the work as completed, the car was shown by Mr. Berger and his friends at Ferrari Club events.

Eventually, one of the other members of the Fantuzzi partnership assumed principal care of the car. In 1995, the current owner had a professional rebuild of the engine performed on the car. In 1997, the car displayed 43,900 kilometers. Since that time, the car has accrued less than 5,000 miles.

In January 2014, the car was shown at the XXIII Cavallino Classic, where it was awarded First Place in a Design Distinction class.

by Dan Vaughan

Coupe
Chassis number: 2889
Engine number: 2889

The Ferrari 250 GTE was unofficially introduced in 1960 at the 24 Hours of Le Mans in the hands of the course marshal; a few months later, it officially debuted at the Paris Salon. Based largely on the chassis of the 250 GT LWB 'Tour de France' and powered by a 3.0 liter Colomb V12 engine paired with a four-speed manual transmission with overdrive, it wore new bodywork with a raised roofline and enough interior space for a small rear seat. Production of the 250 GTE would last four years and would include three series.

This particular example was completed in October 1961 and sold that November to NIS-Film SpA, a film production company in Rome, for use by its president, Mr. Bertolli. It passed through several other owners until 1972, when it was exported to the United States and sold to Robert J. Trier of Seattle, Washington. In 1975, the car was sold to Redge H. Martin of Portland, Oregon. In 1988, it returned to Europe when it was purchased by British collector Stuart Anderson, who apparently intended it for his fiancée at the time. In 1993, it was purchased by Ernest Fleischer of Richmond, the first of several collectors in British Columbia, Canada. It was sold in 2002 to a prominent British Ferrari connoisseur who kept it in his collection until 2014, when it entered new ownership. In 2015, it received a restoration with the bodywork performed by the Italian firm Carrozzeria Sport Cars and the drivetrain, including the numbers-matching engine, rebuilt and interior restored by Garuti and Maeili, respectively. The bodywork was refinished in Grigio Conchiglia, as was used on many 250 GTOs in-period, while upholstery was fitted in a seldom-seen Connolly shade of blue-green, VM 3087. (These colors are similar to the originally specified 1961 livery, Grigio Medio Metallizzato over Blu.)

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