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While the term Testarossa might bring back memories of Miami Vice and a mid-engine Ferrari with massive side strakes, it also represents a much more vintage series of cars which brough huge racing sucess to the firm.

For the 1958 season, the 250 Testa Rossa was developed for both the factory team and private entrants. Engine choice was the most critical factor, and a three liter restriction on capacity meant that Ferrari had two choices best suited for their new sports car. Both a V6, and a small version of the quad-cam V12 were tried in two special prototypes, but neither of these were chosen. Instead, the SOHC

short-block, Columbo V12 was used which had already proved its reliability, powering the 250 GT Berlinetta to consecutive Tour de France victories.

A new Testa Rossa

Synthesis of the Columbo V12 and 500 TR chassis was the main concept for the 250 Testa Rossa. These components were preferred over the complex 335-type solutions which were much heavier. But, the 250 Testa Rossa was really much more than the combination of existing engineering. It introduced a design philosophy that focused on reliability over outright performance. Ferrari wanted to sell consistent cars that could endure for 24 hours.

After modifying chassis #0666 and #0704 during the 1957 season with various 250GT, 290MM, 335 or 500TR parts, a final specification was reached. Ferrari announced the 250 Testa Rossa at their pre-season press conference held in November 1957. The car was sold to independent customers who raced at America's SCCA races and the CSI's World Sportscar Championship. As factory involvement was limited to the larger races, private entrants, in the Testa Rossa customer cars, were left to contend the SCCA and smaller European events.

As released, the 250 Testa Rossa had seemly modest engineering. The drum brakes or 250 engine were indeed old technology compared to the disc brakes and DOHC setups that were available. Also, compared other cars of the era, the Testa Rossa chassis was made more robust to take on many the ditches and walls which these cars met. Such throw backs followed the original design philosophy and helped the Testa Rossas endure to win many races.

All the customer cars featured a chassis similar to the 500 TR which retained the live-axle rear end. Another common feature was the remarkable 'pontoon' bodywork designed by Sergio Scaglietti. His body featured a nose similar to the period F1 cars with cutaway fenders, sometimes called sponsons. The idea was to expose the large brake drums to aid in cooling. Unfortunately, this body, while striking and exciting, was instable at high speeds. To fix the aerodynamics, Ferrari modified the body to feature bodywork that was a fully enclosed design.

At this point is important to mention the superior team Testa Rossas which Ferrari ran, and distinguish them from the customer cars which Ferrari sold. After the first few races it was apparent to Ferrari that they had to upgrade the Testa Rossa if they were to win the CSI's Sports Car Championship. The team cars, which ran exclusively for Ferrari, were upgraded to include a De Dion rear axle, an all enveloping body and host of other modifications. Both the customer and works Testa Rossas used the Tipo 128 engine, with 290MM camshafts, high-compression pistons and larger bearings, however, development on the engine progressed only on the factory cars.

On The Track

During the 1958 season, Ferrari entered factory works cars in the most important races. These cars racked up championship points in the CSI's World Sportscar Championship. Four cars, including prototypes #0666 and #0704, were used by Ferrari which were modified in several ways throughout the season. The two other cars were chassis #0726 and #0728 and, like the prototypes, had De-Dion type rear suspensions. These four cars were called TR58s, but each had individual specification.

Most of the Testa Rossa's success in 1958 can be attributed to the factory works effort which won the Buenos Aires 1000k, Sebring 12-Hour, the Targa Florio and Le Mans. Factory drivers Luigi Musso, Mike Hawthorn, Peter Collins, Wolfgang Von Trips, Phil Hill, Oliver Gendebien and Wolfgang Seidel usually ran alongside several privateers which meant that Ferrari outnumbered the competition at every major race.

Primary competition to the Testa Rossa came from Aston Martin DBR1 which was a much faster car. When the Aston managed to keep it's parts together, it provided wicked competition. So much so, drivers Stirling Moss and Jack Brabham beat the factory works Ferraris at the Nurburgring 1000k, but reliability plagued the DBR1 elsewhere.

It is important to mention the Testa Rossa as it applied to American SCCA racing. Many of the customer cars ran in the American races, sometimes winning class victories, but they were always beaten by large Amercan-powered specials such as the Listers and Scarabs that were more suited for the sprinting nature of the tracks. Also, due to the fact that Ferrari Factory support was most of the time unavailble for these American Testa Rossa's some were stuffed with V8 engines.

Conclusion

After winning Le Mans, Ferrari had secured the Manufacturers Championship, and eased off sportscar racing to focus on F1. Ferrari ceased delivery of the customer Testa Rossas in 1958, leaving a limited production of 19 cars. However, they continued development of the factory-backed works cars which achieved so much success. Ferrari knew they needed to improve the Testa Rossa if it was to keep pace with the increasing Aston Martin DBR1 threat. By 1959, Ferrari released a heavily refined TR59. But was it good enough?

Sources & Further Reading

Finn, Joel E. Testa Rossa V12, Newport Press: 1979.

Mallepelle, Paolo. 'The Ferrari Sports Racer.' Cavallino 42, Dec 1987.

Mangiamele, Guy. '250 Testa Rossa'. Cavallino 67, Feb 1992.

Pomeroy, Larence. 'Succeeding a Champion.' Motor, Apr 1958.

Prunet, Antione. Ferrari Sports Racing and Prototype Competition Cars, Haynes: 1983.

Story by Richard Owen for Supercars.net