Development of the 250 TR began in 1957 under chief designer Carlo Chiti. The project aimed to adapt the 3.0L Colombo V12 engine from the 250 GT series into an improved version of the 500 TR chassis. Chiti’s experimental approach was balanced by Enzo Ferrari’s demand for absolute reliability, leading to a conservative but robust mechanical package. Other key contributors included Andrea Fraschetti, who worked on the first prototype before his death in a 1957 test drive, and Giotto Bizzarrini, who focused on aerodynamic refinements for later iterations.
Between 1957 and 1962, Ferrari produced 33 units of the 250 TR. This total included 19 "customer versions" sold to independent teams to replace the 500 TRC. These customer cars featured left-hand drive, live rear axles, and Scaglietti "pontoon fender" bodies. While factory cars received continual updates, independent teams often had to modify their own chassis or purchase ex-Scuderia Ferrari cars to remain competitive.
The 250 TR was powered by the Tipo 128 engine, a 2953 cc V12 featuring a 73 mm bore and 58.8 mm stroke. To increase performance over the standard 250 GT engine, engineers utilized six two-barrel Weber 38 DCN carburetors and introduced helical double-coil valve springs. These smaller springs allowed for 24 cylinder head studs, improving head gasket sealing and overall reliability. The spark plugs were moved to the outside of the engine vee between exhaust ports to improve combustion efficiency.
The engine produced 300 hp at 7000 rpm, achieving a power-to-displacement ratio of 100 hp per litre. Its name, "Testa Rossa" (Red Head), derived from the bright red paint applied to the cam covers. The drivetrain initially utilized a 4-speed transmission in 1957 and 1958, moving to a 5-speed unit in 1959. While customer cars used a front-mounted transmission, factory team cars occasionally employed rear-mounted transaxles to optimize weight distribution.
The car utilized a tubular steel spaceframe chassis with a 2.35-meter wheelbase, 10 cm longer than the preceding 500 TR. Suspension consisted of independent front coil springs across all models. Rear suspension evolved from live axles or de Dion setups in early factory cars to full independent rear suspension on the 1960 TRI60 and 1961 TRI61 models.
Braking was initially handled by four-wheel drum brakes. Enzo Ferrari resisted the transition to disc brakes until 1959, believing drums were more predictable in their fade characteristics. These drum brakes required significant physical effort from drivers and were prone to heat-induced fade despite extensive cooling ducts. Dunlop disc brakes became standard on factory cars for the 1959 season.
The 250 TR featured a two-seater spider body. The most iconic iteration was the 1958 "pontoon fender" design by Scaglietti and Chiti. This featured a cut-away nose and prominent fenders that acted as nacelles to funnel cooling air toward the brake drums. However, this design created significant aerodynamic drag and high-speed instability, particularly on long straights like those at Le Mans.
The interior was utilitarian, featuring an open gated shifter, a Nardi wooden steering wheel, and instrumentation focused entirely on the driver. Later bodywork revisions moved away from the pontoon style toward more aerodynamic, enclosed configurations.
In 1959, Pinin Farina and Fantuzzi introduced a more aerodynamic body that discarded the pontoon fenders. The 1960 TR60 and TRI60 models introduced dry sump lubrication, allowing the engine to be mounted lower in the chassis. New regulations in 1960 required a 25 cm tall windshield, which drivers disliked due to poor visibility and increased drag, limiting the car to 161 mph at Le Mans.
The 1961 TRI61 featured a "sharknose" or "nostril" front intake and a high, truncated Kamm tail. This "open coupe" style was developed by Bizzarrini and Chiti using wind-tunnel testing. A rear spoiler—initially a "deflector" to keep exhaust fumes out of the cockpit—was added after Richie Ginther noted it improved high-speed stability.
The final evolution was the 1962 330 TRI/LM, powered by a 4.0L Colombo V12 producing 390 hp. Driven by Olivier Gendebien and Phil Hill, it won the 1962 24 Hours of Le Mans, marking the last overall victory for a front-engined car at the event.
The 250 TR dominated the World Sportscar Championship during its tenure. In addition to its Le Mans and Sebring successes, the car won the Targa Florio (1958), the 1000 km Buenos Aires (1958, 1960), and the Pescara 4 Hours (1961). These victories secured the Constructor's World Sportscar Championship for Ferrari in 1958, 1960, and 1961.
The car's primary competition came from the Aston Martin DBR1 and the Porsche 718. In 1959, Stirling Moss and the Aston Martin team defeated the 250 TR at Le Mans, the Nürburgring, and the Tourist Trophy, which cost Ferrari the constructor's title that year.
The 250 TR's Tipo 128 engine remained the benchmark for Ferrari's competition efforts well into the 1960s, powering the 250 GTO, 250 P, and 250 LM. The aerodynamic experimentation conducted during the 250 TR program directly informed the design of the SP sports racers and the P-series prototypes. In 1984, Ferrari introduced the Testarossa road car as a namesake homage to the 250 TR and 500 TR.
Due to its rarity and racing pedigree, the 250 TR is among the most valuable automobiles in existence. Notable sales include a 1957 model (chassis 0714TR) for €9,020,000 in 2009, the 0666TR prototype for $16.39 million in 2011, and a private sale of chassis 0704 for a reported $39.8 million in 2014. The high value of the model has led to the creation of numerous reproductions and occasional disputes over the identity of reconstructed chassis.