Cars 1956-1957
Except otherwise stated, all results include the premium.
See also : Cars Cars of the 1950s Ferrari 250 GT berlinetta Aston Martin Jaguar Mercedes-Benz
Chronology : 1956 1957
See also : Cars Cars of the 1950s Ferrari 250 GT berlinetta Aston Martin Jaguar Mercedes-Benz
Chronology : 1956 1957
1956 Aston Martin DBR1
2017 SOLD for $ 22.6M by RM Sotheby's
When David Brown buys Aston Martin and Lagonda in 1947, his ambition is to lead Aston Martin to win at the 24 hours of Le Mans by relying on the innovative achievements of both brands. Twelve years of stubborn efforts will follow.
The valiant DB3S manages to sneak into the podiums of the endurance competitions but is not powerful enough against Ferrari, Jaguar and Maserati. The changes in Le Mans regulation for limiting the volume in the prototype category are favorable to Ferrari and Aston Martin. The two brands launch ambitious developments : the 250 TR in 1957 for Ferrari and the DBR1 (David Brown Racing 1) in 1956 for Aston Martin.
The first DBR1 car (DBR1/1) is assembled in 1956 with a 3-liter engine sometimes replaced until 1958 by a 2.5-liter engine to comply with the new regulations of some competitions. In 1957 a second DBR1 is made, along with two DBR2 equipped with a larger engine that will be upgraded in two phases to 4.2 liters. Three additional DBR1 will follow.
This model is perfect for the 1000 Km Nürburgring won in 1957 by DBR1/2, in 1958 by DBR1/3, and in 1959 by DBR1/1 with Stirling Moss and Jack Fairman. Taking advantage of Ferrari's misfortune, DBR1/2 realizes at last its boss's dream by winning the 24 Hours of Le Mans in 1959. After a final DBR1/2 victory at Goodwood, Aston Martin stops the competition probably due to financial difficulties and the cars continue their careers with private teams.
Painstakingly maintained as close as possible to its 1959 configuration with the cooperation of the former chief designer of the DBR project, DBR1/1 was sold for $ 22.6M by RM Sotheby's on August 18, 2017, lot 148. It is equipped with a replica engine of the correct configuration and accompanied by its 3-liter engine of 1959.
Wikimedia shares an image of DBR1/1 driven by Carroll Shelby at Sebring in 1958. Attribution : By C5813 (Own work) [CC BY-SA 4.0 (http://creativecommons.org/licenses/by-sa/4.0)], via Wikimedia Commons
The Aston Martin DBR1/1 (chassis number DBR1/1), the very first of only five DBR1 racing cars built, was sold by RM Sotheby's at their Monterey auction on August 18, 2017, as lot 148 for $22,550,000 USD. This set a world record price for any British automobile ever sold at auction (a record that stood for several years) and remains one of the highest prices achieved for an Aston Martin.
This specific car holds immense significance in Aston Martin's history as the prototype and foundational example of the DBR1 model, which represented the culmination of David Brown's long-standing ambition (since acquiring the company in 1947) to win the 24 Hours of Le Mans and dominate sports car racing.The DBR1 series as a whole is widely regarded as the most important and successful racing Aston Martin of the classic era:
The 2017 sale highlighted its rarity (one of the few factory DBR1s to enter private hands publicly) and historical prestige, often compared to icons like the Ferrari 250 GTO or Mercedes-Benz 300 SLR in terms of significance to its marque. It underscored Aston Martin's racing heritage at a time when the brand was re-emphasizing its performance roots.
The valiant DB3S manages to sneak into the podiums of the endurance competitions but is not powerful enough against Ferrari, Jaguar and Maserati. The changes in Le Mans regulation for limiting the volume in the prototype category are favorable to Ferrari and Aston Martin. The two brands launch ambitious developments : the 250 TR in 1957 for Ferrari and the DBR1 (David Brown Racing 1) in 1956 for Aston Martin.
The first DBR1 car (DBR1/1) is assembled in 1956 with a 3-liter engine sometimes replaced until 1958 by a 2.5-liter engine to comply with the new regulations of some competitions. In 1957 a second DBR1 is made, along with two DBR2 equipped with a larger engine that will be upgraded in two phases to 4.2 liters. Three additional DBR1 will follow.
This model is perfect for the 1000 Km Nürburgring won in 1957 by DBR1/2, in 1958 by DBR1/3, and in 1959 by DBR1/1 with Stirling Moss and Jack Fairman. Taking advantage of Ferrari's misfortune, DBR1/2 realizes at last its boss's dream by winning the 24 Hours of Le Mans in 1959. After a final DBR1/2 victory at Goodwood, Aston Martin stops the competition probably due to financial difficulties and the cars continue their careers with private teams.
Painstakingly maintained as close as possible to its 1959 configuration with the cooperation of the former chief designer of the DBR project, DBR1/1 was sold for $ 22.6M by RM Sotheby's on August 18, 2017, lot 148. It is equipped with a replica engine of the correct configuration and accompanied by its 3-liter engine of 1959.
Wikimedia shares an image of DBR1/1 driven by Carroll Shelby at Sebring in 1958. Attribution : By C5813 (Own work) [CC BY-SA 4.0 (http://creativecommons.org/licenses/by-sa/4.0)], via Wikimedia Commons
The Aston Martin DBR1/1 (chassis number DBR1/1), the very first of only five DBR1 racing cars built, was sold by RM Sotheby's at their Monterey auction on August 18, 2017, as lot 148 for $22,550,000 USD. This set a world record price for any British automobile ever sold at auction (a record that stood for several years) and remains one of the highest prices achieved for an Aston Martin.
This specific car holds immense significance in Aston Martin's history as the prototype and foundational example of the DBR1 model, which represented the culmination of David Brown's long-standing ambition (since acquiring the company in 1947) to win the 24 Hours of Le Mans and dominate sports car racing.The DBR1 series as a whole is widely regarded as the most important and successful racing Aston Martin of the classic era:
- It was designed by Ted Cutting as a lightweight, multi-tubular space-frame sports racer with a potent 3.0-liter (later up to ~3.7-liter) straight-six engine.
- The model delivered Aston Martin's only outright victory at the 24 Hours of Le Mans in 1959 (achieved by sister car DBR1/2, driven by Carroll Shelby and Roy Salvadori), ending years of near-misses against dominant Ferrari and other rivals.
- In 1959, Aston Martin won the World Sports Car Championship—the first (and only) time a British manufacturer claimed this title—with the DBR1 securing multiple victories, including a hat-trick at the Nürburgring 1000 km (DBR1/1 itself won there in 1959).
- Legendary drivers like Stirling Moss, Roy Salvadori, Tony Brooks, Carroll Shelby, Jack Brabham, and others piloted various DBR1 chassis to success.
The 2017 sale highlighted its rarity (one of the few factory DBR1s to enter private hands publicly) and historical prestige, often compared to icons like the Ferrari 250 GTO or Mercedes-Benz 300 SLR in terms of significance to its marque. It underscored Aston Martin's racing heritage at a time when the brand was re-emphasizing its performance roots.
1956 Ferrari 290 MM
2015 SOLD for $ 28M by RM Sotheby's
Mercedes-Benz stopped its involvement in competition at the end of the 1955 season. Ferrari watched around the corner and managed to sign a contract with Juan Manuel Fangio. Aged 45 in 1956, the Argentine champion felt that his future was unassured due to the fall of Peron and could not any more consider to retire.
The World Sportscar Championship arouses a similar interest as Formula 1. Faced with the formidable challenge from the Maserati 300S, Ferrari prepares the 290 MM, certainly with some recommendations by its new driver. As usual for Ferrari at that time, the race for which the model is specifically prepared is indicated in the description: MM means Mille Miglia. Four cars are built.
The 1956 Mille Miglia are disturbed by heavy rain that causes no less than three fatalities. The competition is won by a 290 MM driven by Castellotti. Fangio is fourth with his car of the same model.
That 290 MM will not be reused later by Fangio but will have a significant history with other top drivers from the Scuderia Ferrari such as Portago, Phil Hill and Gendebien. Sold to a US private owner in the middle of the 1957 season, it is raced until 1964 without any crash.
This car has retained all its original features: chassis, engine, gearbox and its body by Scaglietti. It was sold for $ 28M by RM Sotheby's on December 10, 2015, lot 221.
Fangio failed to cooperate permanently with Enzo Ferrari and came back to Maserati just after his one-year contract. The Ferrari cars driven in competition by this champion are indeed extremely rare and the example for sale has an amazing authenticity.
The World Sportscar Championship arouses a similar interest as Formula 1. Faced with the formidable challenge from the Maserati 300S, Ferrari prepares the 290 MM, certainly with some recommendations by its new driver. As usual for Ferrari at that time, the race for which the model is specifically prepared is indicated in the description: MM means Mille Miglia. Four cars are built.
The 1956 Mille Miglia are disturbed by heavy rain that causes no less than three fatalities. The competition is won by a 290 MM driven by Castellotti. Fangio is fourth with his car of the same model.
That 290 MM will not be reused later by Fangio but will have a significant history with other top drivers from the Scuderia Ferrari such as Portago, Phil Hill and Gendebien. Sold to a US private owner in the middle of the 1957 season, it is raced until 1964 without any crash.
This car has retained all its original features: chassis, engine, gearbox and its body by Scaglietti. It was sold for $ 28M by RM Sotheby's on December 10, 2015, lot 221.
Fangio failed to cooperate permanently with Enzo Ferrari and came back to Maserati just after his one-year contract. The Ferrari cars driven in competition by this champion are indeed extremely rare and the example for sale has an amazing authenticity.
1956 Ferrari 860 Monza / 290 MM
2018 SOLD for $ 22M by RM Sotheby's
The 1956 edition of the Mille Miglia is a triumph for the Scuderia Ferrari whose four entered cars, two 860 Monza and two 290 MM, win the first four places.
One of the 290 MM was driven by Fangio to the fourth place. It was sold for $ 28M by RM Sotheby's on December 10, 2015.
Ranked second in the above event, one of the two 860 Monza had been driven by Collins. For the 1957 season it remains at the Scuderia but is transformed by the factory into a 290 MM. It was sold to a privateer in August 1957 and then got its first win with Stirling Moss. During its time with the Scuderia it had been driven by the same amazing lineup as the example above.
This car then underwent further transformations, including the pontoon bodywork which ensured in 1957 the success of the 250 Testa Rossa. It was restored by Ferrari Classiche in its 290 MM configuration of early 1957 with the engine, gearbox and bodywork in matching numbers from that phase.
It was sold for $ 22M by RM Sotheby's on December 8, 2018, lot 241. Please watch the video shared by Sotheby's, showing its great road going condition. The image shared by Wikimedia with attribution Tino Rossini from Toronto, Canada [CC BY 2.0], via Wikimedia Commons is earlier than the last restoration.
The 290 MM model is prestigious but scarce : only four cars ever received this configuration. It was replaced in 1957 by the 315 S in 3.8 liters and the 335 S in 4 liters which are equally rare. A 315 S transformed into 335 S was sold for € 32M by Artcurial on February 5, 2016.
One of the 290 MM was driven by Fangio to the fourth place. It was sold for $ 28M by RM Sotheby's on December 10, 2015.
Ranked second in the above event, one of the two 860 Monza had been driven by Collins. For the 1957 season it remains at the Scuderia but is transformed by the factory into a 290 MM. It was sold to a privateer in August 1957 and then got its first win with Stirling Moss. During its time with the Scuderia it had been driven by the same amazing lineup as the example above.
This car then underwent further transformations, including the pontoon bodywork which ensured in 1957 the success of the 250 Testa Rossa. It was restored by Ferrari Classiche in its 290 MM configuration of early 1957 with the engine, gearbox and bodywork in matching numbers from that phase.
It was sold for $ 22M by RM Sotheby's on December 8, 2018, lot 241. Please watch the video shared by Sotheby's, showing its great road going condition. The image shared by Wikimedia with attribution Tino Rossini from Toronto, Canada [CC BY 2.0], via Wikimedia Commons is earlier than the last restoration.
The 290 MM model is prestigious but scarce : only four cars ever received this configuration. It was replaced in 1957 by the 315 S in 3.8 liters and the 335 S in 4 liters which are equally rare. A 315 S transformed into 335 S was sold for € 32M by Artcurial on February 5, 2016.
1956 Mercedes-Benz 300 SL Alloy Gullwing
2024 SOLD for $ 9.4M by RM Sotheby's
The Mercedes-Benz 300 SL Alloy Gullwingl was released in 1955 for road going competition. The weight reduction is 80 kg from the basic steel model. 24 cars were produced in 1955 and 5 in 1956.
In a stunning condition with its matching number engine and original body, the 13th example was sold for $ 6.8M by RM Sotheby's on January 27, 2022, lot 159. Please watch the video shared by the auction house.
The 26th, completed in January 1956, had been delivered new to Chinetti who kept it for two decades. After five decades in the confidential Rudi Klein collection, that barn find car keeps its original interior, body, engine, gearbox, rear axle, steering box and front spindles. It was sold for $ 9.4M from a lower estimate of $ 4.5M by RM Sotheby's on October 26, 2024, lot 290.
In a stunning condition with its matching number engine and original body, the 13th example was sold for $ 6.8M by RM Sotheby's on January 27, 2022, lot 159. Please watch the video shared by the auction house.
The 26th, completed in January 1956, had been delivered new to Chinetti who kept it for two decades. After five decades in the confidential Rudi Klein collection, that barn find car keeps its original interior, body, engine, gearbox, rear axle, steering box and front spindles. It was sold for $ 9.4M from a lower estimate of $ 4.5M by RM Sotheby's on October 26, 2024, lot 290.
The Mercedes-Benz 300 SL Gullwing (W198, produced 1954–1957) is one of the most iconic sports cars ever made, with a total production of about 1,400 units. The vast majority featured a primarily steel body (with some aluminum panels like the hood, doors, and trunk lid for weight savings), while a very rare variant used an all-aluminum (alloy) body — officially called the Leichtmetallausführung or "Light Metal Version."
Key Comparisons: Alloy Version vs. Standard (Steel-Bodied) Version
Significance in Mercedes-Benz History
The 300 SL Gullwing is a landmark for the brand, symbolizing post-World War II resurgence. Derived from the dominant 1952 W194 racing cars (which won events like the Carrera Panamericana and Le Mans), it was the first production Mercedes sports car after the war and helped reestablish the company's engineering prowess.Key historical points:
Key Comparisons: Alloy Version vs. Standard (Steel-Bodied) Version
- Body Construction:
- Standard: Mainly steel body shell, with aluminum used for select panels (hood, doors, trunk lid, rocker panels, etc.) to reduce weight.
- Alloy: Fully aluminum body panels and shell (hand-built in the motorsport department), plus Plexiglas side and rear windows (windshield remained glass).
- Weight Savings:
- Standard: Around 1,225–1,500 kg (depending on sources and specs).
- Alloy: Approximately 85–95 kg (187–209 lbs) lighter overall, thanks to the aluminum body and Plexiglas windows. This improved acceleration, handling, balance, and agility.
- Performance and Features:
- Both shared the innovative 3.0-liter inline-6 with direct fuel injection (first in a production car), delivering around 215–240 hp and top speeds up to ~260 km/h (162 mph).
- Alloy: Often included additional competition-oriented upgrades like the "NSL" sports engine (revised camshaft, higher compression, etc., for slightly more power), sports suspension, lower axle ratio, vented front drum brakes, and Rudge knock-off wheels. These made it faster and more track-capable.
- Production and Rarity:
- Standard: ~1,371 units.
- Alloy: Only 29 units built (mostly in 1955–1956), as a special-order option aimed at privateer racers to compete against cars like Ferrari 750 Monza or Aston Martin DB3S.
- Practicality and Durability:
- Standard: More robust for road use.
- Alloy: Thinner aluminum panels dented easily (especially from racing), and the bodies could flex or pull away from mounting points due to less rigidity bracing the tubular spaceframe chassis. Many have been repaired, reskinned, or restored over time.
- Value Today:
- Standard examples are highly valuable (often $1–2+ million in excellent condition).
- Alloy versions command dramatically higher prices (often 4–5x more), with recent auction sales reaching $6–9+ million due to extreme rarity and racing pedigree.
Significance in Mercedes-Benz History
The 300 SL Gullwing is a landmark for the brand, symbolizing post-World War II resurgence. Derived from the dominant 1952 W194 racing cars (which won events like the Carrera Panamericana and Le Mans), it was the first production Mercedes sports car after the war and helped reestablish the company's engineering prowess.Key historical points:
- It introduced groundbreaking tech: direct fuel injection on a production car, lightweight tubular spaceframe chassis, and iconic gullwing doors (necessitated by the high sills of the frame).
- It was the fastest production car of its era and set styling cues (e.g., the grille with central star, hood bulges, side vents) for future Mercedes SL models.
- The Gullwing embodied ingenuity during resource-limited times, showcasing Mercedes' racing heritage and determination.
- It remains a cultural icon, often called "the sports car of the century" or simply "Mercedes-Benz" in collector circles. The alloy variant stands as the pinnacle — rare, race-bred, and the most valuable expression of this legendary model.
Ferrari 250 GT TdF
Intro
By bringing the FIA to revise the competition regulations, the terrible accident at Le Mans in 1955 paves the way for the greatest period of Ferrari. The Ferrari 250 GT Europa, released in the previous year, is perfectly matching the new requirements. Ferrari manages its overwhelming dominance in the category Grand Touring by enhancing this product line.
Ferrari is ready. They equip the 250 GT chassis in berlinetta and later name this model Tour de France (TdF). This wording highlights the intention of the brand to respect the spirit of the new rules that favor dual-purpose cars for road and race.
The bodies of the TdF were designed by Pininfarina and built by Scaglietti in successive series whose most visible distinct feature is the number of ventilation slots or louvers on both rear lateral walls of the cockpit. The first variant had no slot. To improve the venting, the second variant includes fourteen oblique louvers on the rear of each side panel. The third series, in 1957, has three louvers. The prestigious option of the covered headlamps is first available for that series. In fact one louver was enough, as offered in 1958 as the ultimate version.
Ferrari is ready. They equip the 250 GT chassis in berlinetta and later name this model Tour de France (TdF). This wording highlights the intention of the brand to respect the spirit of the new rules that favor dual-purpose cars for road and race.
The bodies of the TdF were designed by Pininfarina and built by Scaglietti in successive series whose most visible distinct feature is the number of ventilation slots or louvers on both rear lateral walls of the cockpit. The first variant had no slot. To improve the venting, the second variant includes fourteen oblique louvers on the rear of each side panel. The third series, in 1957, has three louvers. The prestigious option of the covered headlamps is first available for that series. In fact one louver was enough, as offered in 1958 as the ultimate version.
1
Special Report
Pininfarina Design Influence
Pininfarina's design influence on Ferrari is one of the most profound and enduring partnerships in automotive history, shaping the aesthetic identity of the Prancing Horse for over six decades (1951–2012). Founded by Battista "Pinin" Farina in 1930, the Turin-based design house (later led by his son Sergio Pininfarina) emphasized timeless beauty, balanced proportions, aerodynamic efficiency, and elegant simplicity—principles that aligned perfectly with Ferrari's engineering focus on performance and racing success.
Enzo Ferrari famously prioritized engineering ("The most beautiful car is the one that wins"), but he later called the 1951 decision to collaborate with Pininfarina "the best I ever made." This agreement made Pininfarina responsible for virtually all Ferrari road car designs (with rare exceptions like the Bertone-styled Dino 308 GT4), creating a cohesive visual language that made Ferraris instantly recognizable: long hoods, flowing curves, purposeful grilles, and graceful lines that aged gracefully without dated excess.
Core Design Philosophy and Broader Impact
Pininfarina's approach blended Italian elegance with functional aerodynamics—clean lines, balanced stance, and restraint rather than flamboyance. Sergio Pininfarina aimed for shapes "that would not age," prioritizing proportion and clarity over trends. This philosophy influenced global automotive design, elevating Ferrari from racing specialist to luxury/performance icon, and enabled higher production volumes through Pininfarina's expanded facilities.
The partnership produced dozens of icons, from the 1950s grand tourers to the F12berlinetta (2012, the last fully Pininfarina-designed Ferrari). It defined Ferrari's "look" for generations, influencing everything from proportions to grille treatment.
Specific Influence on Classic Models (e.g., 250 GT and 275 GTB Series)
Pininfarina's work on the 250 GT family (1950s–1960s) established Ferrari's signature GT aesthetic, while the 275 GTB (1964–1966) refined it into a more modern, balanced form.
Enzo Ferrari famously prioritized engineering ("The most beautiful car is the one that wins"), but he later called the 1951 decision to collaborate with Pininfarina "the best I ever made." This agreement made Pininfarina responsible for virtually all Ferrari road car designs (with rare exceptions like the Bertone-styled Dino 308 GT4), creating a cohesive visual language that made Ferraris instantly recognizable: long hoods, flowing curves, purposeful grilles, and graceful lines that aged gracefully without dated excess.
Core Design Philosophy and Broader Impact
Pininfarina's approach blended Italian elegance with functional aerodynamics—clean lines, balanced stance, and restraint rather than flamboyance. Sergio Pininfarina aimed for shapes "that would not age," prioritizing proportion and clarity over trends. This philosophy influenced global automotive design, elevating Ferrari from racing specialist to luxury/performance icon, and enabled higher production volumes through Pininfarina's expanded facilities.
The partnership produced dozens of icons, from the 1950s grand tourers to the F12berlinetta (2012, the last fully Pininfarina-designed Ferrari). It defined Ferrari's "look" for generations, influencing everything from proportions to grille treatment.
Specific Influence on Classic Models (e.g., 250 GT and 275 GTB Series)
Pininfarina's work on the 250 GT family (1950s–1960s) established Ferrari's signature GT aesthetic, while the 275 GTB (1964–1966) refined it into a more modern, balanced form.
- 250 GT Series (e.g., Berlinetta Tour de France, SWB, Lusso, California Spyder):
- Introduced crisp, balanced shapes with the classic "egg-crate" oval grille, long hood, and elegant proportions—solving Enzo's earlier concern about inconsistent styling.
- The 1956 250 GT Coupé Pininfarina set the template for recognizable Ferraris (coupé or convertible).
- Influenced icons like the 250 GT California Spyder (sporty open-top appeal) and 250 GT SWB Berlinetta (raw performance wrapped in beauty).
- Created coherence across variants, boosting demand and production.
- 275 GTB (and related 275 models):
- Evolved the 250 concept with sleeker, more aerodynamic lines: long hood, shark-like nose (especially long-nose Series 2 for stability), slimmer pillars, and flowing silhouette.
- Drew cues from the 250 GTO (competition heritage) but added refinement—clean, muscular yet sophisticated.
- The 275 GTS spider echoed earlier 250 Cabriolet proportions but with updated elegance.
- Often praised as more beautiful than even top 250s due to superior balance and timelessness.
2
1956 ex de Portago
2015 SOLD for $ 13.2M by RM Sotheby's
The first series of the new 250 GT berlinetta in 1956 is primarily devoted to competition. Seven cars are bodied by Scaglietti on a design by Pinin Farina. After a few more units, this model will also receive significant improvements including the signature vents called louvers on the sides of the bodywork.
The ninth 250 GT LWB (a designation made after the development of the SWB chassis in 1959) is one of the most glorious cars in all the history of Ferrari.
It was sold by Ferrari on 23 April 1956 to the Marquis de Portago who led it to victory in all competitions in which it participated. Its most spectacular achievement is the Tour de France in 1956 where, driven by Portago with navigator Nelson, it won five of the six circuits of the event. In the following year, the victory of Gendebien with another 250 GT LWB consolidated the moniker Tour de France (TdF) now attributed to these berlinettas.
This undefeated car survived without any damage to Portago, the most extreme driver in the history of motor racing, killed with Nelson in the Mille Miglia in 1957 by the explosion of a tire of their Ferrari 335 S. When they recruited Portago in early 1956 among the official pilots of the brand, Ferrari had taken the challenge to demonstrate the exceptional strength of their new cars.
The TdF was sold by RM Sotheby's for $ 13.2M on August 15, 2015, lot 332. Please watch the video shared by the auction house. It was sold post auction by the same auction house on January 28, 2026, lot 166.
2026 X post :
This isn’t a Ferrari 250 GT Tour de France, this is THE Ferrari 250 GT Tour de France. The winner of the 1956 Tour de France Auto and the very chassis that established the “Tour de France/TdF” name for the entire model line. Its victory didn’t just define an era, it defined the car itself—this exact chassis remains the only known automobile to have single-handedly renamed its own model range in period, a title earned purely through results.
Raced and owned by the Marquis Alfonso de Portago and the only Ferrari known to win every historic race it entered, it also stands as the sole Ferrari competition chassis to have later achieved 1st-in-class honors at the Pebble Beach Concours d’Elegance. Without question, one of the most legendary and historically significant Ferraris ever built.
Don’t miss your chance to acquire one of the true Ferrari competition icons when it crosses the block in RM Sotheby’s Paris auction on 28 January 2026.
Grok thought on that post :
The 1956 Ferrari 250 GT LWB Berlinetta, chassis 0557 GT, is one of the most iconic and historically significant competition cars in Ferrari's lineage, primarily because it is the very vehicle that earned the "Tour de France" (TdF) designation for the entire 250 GT model series through its triumphant racing performance—making it the only known automobile to single-handedly rename its model range based on on-track success.
This achievement stemmed from its dominant victory in the grueling 1956 Tour de France Auto rally, a 2,800-kilometer event that included hillclimbs, a drag race, and circuit races at venues like Le Mans and Reims, where it outperformed rivals such as Stirling Moss's Mercedes-Benz 300 SL.
Driven by the Marquis Alfonso de Portago and navigator Ed Nelson, it secured wins at five of the six circuits in that event, clinching 1st overall and solidifying Ferrari's dominance in 1950s GT racing.
Beyond that landmark win, this chassis remained undefeated in every period race it entered, including outright victories at the Coupes du Salon at Montlhéry (just weeks after the Tour de France), the Rome Grand Prix (class win), and the Coupes USA in 1957—establishing it as the only Ferrari known to achieve a perfect racing record in its era.
It was the ninth of 14 first-series 250 GT competition berlinettas and the seventh bodied by Scaglietti, embodying Ferrari's philosophy of blending road-going refinement with ferocious track capability during a golden age of sports car competition.
The TdF name not only became synonymous with this model's racing prowess but also influenced later Ferrari heritage models, such as the F12 TdF, underscoring its enduring legacy in the marque's evolution from a racing-focused upstart to a global icon of performance and luxury.
Its post-racing history further cements its status: owned initially by de Portago until his tragic death in the 1957 Mille Miglia (though in a different car), it passed through just five caretakers over nearly 70 years, including British magnate C. Keith Schellenberg (who held it for over two decades) and Mexican industrialist Lorenzo Zambrano, who oversaw a ground-up restoration in the 1990s.
The car earned Ferrari Classiche certification in January 2026, confirming its matching-numbers originality (engine, gearbox, rear axle, and bodywork), and it has excelled in concours events, notably winning 1st in class at the 1994 Pebble Beach Concours d’Elegance—the only Ferrari competition chassis to do so after its racing career—along with awards at events like the International Ferrari Concours and Meadow Brook.
Visually, this TdF exemplifies the elegant yet aggressive styling of mid-1950s Ferraris, with its long-wheelbase chassis, Scaglietti coachwork, and competition-tuned 3.0-liter V-12 engine producing around 240 horsepower.
The ninth 250 GT LWB (a designation made after the development of the SWB chassis in 1959) is one of the most glorious cars in all the history of Ferrari.
It was sold by Ferrari on 23 April 1956 to the Marquis de Portago who led it to victory in all competitions in which it participated. Its most spectacular achievement is the Tour de France in 1956 where, driven by Portago with navigator Nelson, it won five of the six circuits of the event. In the following year, the victory of Gendebien with another 250 GT LWB consolidated the moniker Tour de France (TdF) now attributed to these berlinettas.
This undefeated car survived without any damage to Portago, the most extreme driver in the history of motor racing, killed with Nelson in the Mille Miglia in 1957 by the explosion of a tire of their Ferrari 335 S. When they recruited Portago in early 1956 among the official pilots of the brand, Ferrari had taken the challenge to demonstrate the exceptional strength of their new cars.
The TdF was sold by RM Sotheby's for $ 13.2M on August 15, 2015, lot 332. Please watch the video shared by the auction house. It was sold post auction by the same auction house on January 28, 2026, lot 166.
2026 X post :
This isn’t a Ferrari 250 GT Tour de France, this is THE Ferrari 250 GT Tour de France. The winner of the 1956 Tour de France Auto and the very chassis that established the “Tour de France/TdF” name for the entire model line. Its victory didn’t just define an era, it defined the car itself—this exact chassis remains the only known automobile to have single-handedly renamed its own model range in period, a title earned purely through results.
Raced and owned by the Marquis Alfonso de Portago and the only Ferrari known to win every historic race it entered, it also stands as the sole Ferrari competition chassis to have later achieved 1st-in-class honors at the Pebble Beach Concours d’Elegance. Without question, one of the most legendary and historically significant Ferraris ever built.
Don’t miss your chance to acquire one of the true Ferrari competition icons when it crosses the block in RM Sotheby’s Paris auction on 28 January 2026.
Grok thought on that post :
- RM Sotheby's post promotes the auction of chassis 0557 GT, the 1956 Ferrari 250 GT LWB Berlinetta that won the Tour de France Auto rally under Marquis Alfonso de Portago, earning the model its enduring "TdF" designation as the only Ferrari to rename its line through racing success.
- This undefeated period racer, with victories at Montlhéry, Rome Grand Prix, and Coupes USA, later secured first-in-class at 1994 Pebble Beach and Ferrari Classiche certification in 2026, underscoring its preserved originality and short provenance of five owners over 70 years.
The 1956 Ferrari 250 GT LWB Berlinetta, chassis 0557 GT, is one of the most iconic and historically significant competition cars in Ferrari's lineage, primarily because it is the very vehicle that earned the "Tour de France" (TdF) designation for the entire 250 GT model series through its triumphant racing performance—making it the only known automobile to single-handedly rename its model range based on on-track success.
This achievement stemmed from its dominant victory in the grueling 1956 Tour de France Auto rally, a 2,800-kilometer event that included hillclimbs, a drag race, and circuit races at venues like Le Mans and Reims, where it outperformed rivals such as Stirling Moss's Mercedes-Benz 300 SL.
Driven by the Marquis Alfonso de Portago and navigator Ed Nelson, it secured wins at five of the six circuits in that event, clinching 1st overall and solidifying Ferrari's dominance in 1950s GT racing.
Beyond that landmark win, this chassis remained undefeated in every period race it entered, including outright victories at the Coupes du Salon at Montlhéry (just weeks after the Tour de France), the Rome Grand Prix (class win), and the Coupes USA in 1957—establishing it as the only Ferrari known to achieve a perfect racing record in its era.
It was the ninth of 14 first-series 250 GT competition berlinettas and the seventh bodied by Scaglietti, embodying Ferrari's philosophy of blending road-going refinement with ferocious track capability during a golden age of sports car competition.
The TdF name not only became synonymous with this model's racing prowess but also influenced later Ferrari heritage models, such as the F12 TdF, underscoring its enduring legacy in the marque's evolution from a racing-focused upstart to a global icon of performance and luxury.
Its post-racing history further cements its status: owned initially by de Portago until his tragic death in the 1957 Mille Miglia (though in a different car), it passed through just five caretakers over nearly 70 years, including British magnate C. Keith Schellenberg (who held it for over two decades) and Mexican industrialist Lorenzo Zambrano, who oversaw a ground-up restoration in the 1990s.
The car earned Ferrari Classiche certification in January 2026, confirming its matching-numbers originality (engine, gearbox, rear axle, and bodywork), and it has excelled in concours events, notably winning 1st in class at the 1994 Pebble Beach Concours d’Elegance—the only Ferrari competition chassis to do so after its racing career—along with awards at events like the International Ferrari Concours and Meadow Brook.
Visually, this TdF exemplifies the elegant yet aggressive styling of mid-1950s Ferraris, with its long-wheelbase chassis, Scaglietti coachwork, and competition-tuned 3.0-liter V-12 engine producing around 240 horsepower.
3
1957 14-louver
2013 SOLD for $ 9.5M by Gooding
Made in 1956, the very first 250 GT 14 louver TdF was sold for $ 6.7M by RM Auctions on August 18, 2012.
Nine cars of this variant were produced, bodied by Scaglietti. Made in 1957, the penultimate was sold for $ 9.5M by Gooding on August 17, 2013.
Both cars have retained their original engine and got a professional restoration. The price difference may be explained by the fact that the specimen sold last year had been left abandoned for some time in the late 1960s. The car sold by Gooding has retained its original Scaglietti bodywork.
1957 was a key year for the high-end product lines of Ferrari. The California Spider was released on the same chassis as the TdF, to be a posteriori identified as LWB chassis. It was also the development year of the 250 TR.
Nine cars of this variant were produced, bodied by Scaglietti. Made in 1957, the penultimate was sold for $ 9.5M by Gooding on August 17, 2013.
Both cars have retained their original engine and got a professional restoration. The price difference may be explained by the fact that the specimen sold last year had been left abandoned for some time in the late 1960s. The car sold by Gooding has retained its original Scaglietti bodywork.
1957 was a key year for the high-end product lines of Ferrari. The California Spider was released on the same chassis as the TdF, to be a posteriori identified as LWB chassis. It was also the development year of the 250 TR.
1957 Ferrari 315 S / 335 S
2016 SOLD for € 32M by Artcurial
The Prototipi class in endurance racing enables Ferrari to develop in the mid-1950s a range of powerful and spectacular vehicles made in very small quantities. The top goal is to win the Mille Miglia. In 1956 Ferrari's efforts were rewarded by a return to victory with a 290 MM driven by Castellotti.
In 1957 the 315 S with a 3.8-liter engine and the 335 S with a 4-liter engine appear as the successors to the 290 MM. A 315 S driven by Taruffi won the race ahead of another 315 S driven by Von Trips. Unfortunately the most prestigious Italian endurance competition is forbidden by the Italian government following the accident of the 335 S of De Portago.
Other competitions continue and the cars are subject to the improvements necessary to maintain their competitiveness. The Ferrari 315 S which had been used by Von Trips receives a 4-liter engine, becoming a 335 S. It is also equipped with the fender pontoon front intended to reduce the overheating, which makes the glory in the same year of the 250 Testarossa .
After a very good competition history, the 315 S / 335 S enters the collection of Pierre Bardinon who restores it in its spider configuration while separately keeping the pontoon fender that still accompanies the car today. It was sold for € 32M by Artcurial on February 5, 2016, lot 170.
In 1957 the 315 S with a 3.8-liter engine and the 335 S with a 4-liter engine appear as the successors to the 290 MM. A 315 S driven by Taruffi won the race ahead of another 315 S driven by Von Trips. Unfortunately the most prestigious Italian endurance competition is forbidden by the Italian government following the accident of the 335 S of De Portago.
Other competitions continue and the cars are subject to the improvements necessary to maintain their competitiveness. The Ferrari 315 S which had been used by Von Trips receives a 4-liter engine, becoming a 335 S. It is also equipped with the fender pontoon front intended to reduce the overheating, which makes the glory in the same year of the 250 Testarossa .
After a very good competition history, the 315 S / 335 S enters the collection of Pierre Bardinon who restores it in its spider configuration while separately keeping the pontoon fender that still accompanies the car today. It was sold for € 32M by Artcurial on February 5, 2016, lot 170.
1957 Ferrari 250 TR
Intro
The Ferrari 250 Testa Rossa (often abbreviated as 250 TR or simply Testa Rossa) is one of the most legendary and successful sports racing cars in automotive and motorsport history. Built by Ferrari from 1957 to 1961, it was developed in response to FIA rule changes limiting engine displacement to 3.0 liters for the World Sportscar Championship, aiming to replace the successful but smaller-engined 500 TRC while retaining excellent handling.
The name "Testa Rossa" translates to "Red Head" in Italian, referring to the distinctive bright red-painted cam covers (valve covers) on its Colombo-designed V12 engine—a visual signature that became iconic for Ferrari's high-performance models.
Development and Racing History
Ferrari introduced the 250 TR at the end of the 1957 season as a works-team prototype, with customer versions following to privateer teams (especially in the lucrative North American market). It dominated the late 1950s sports car racing scene:
Specifications
Collectibility and Auction Records
The 250 TR is among the most valuable cars ever, often topping "most expensive" lists due to Le Mans-winning provenance, originality, and Ferrari mystique.
The name "Testa Rossa" translates to "Red Head" in Italian, referring to the distinctive bright red-painted cam covers (valve covers) on its Colombo-designed V12 engine—a visual signature that became iconic for Ferrari's high-performance models.
Development and Racing History
Ferrari introduced the 250 TR at the end of the 1957 season as a works-team prototype, with customer versions following to privateer teams (especially in the lucrative North American market). It dominated the late 1950s sports car racing scene:
- 1958: Won the Manufacturers' World Championship, with victories including the 12 Hours of Sebring (driven by Phil Hill and Peter Collins) and the Targa Florio.
- 1959: Continued dominance with wins at Sebring and the 24 Hours of Le Mans (Jean Behra/Phil Hill/Dan Gurney in a TR59 variant).
- 1960: Further Le Mans success (Paul Frère/ Olivier Gendebien).
- 1961: Evolved versions still competitive, though facing stiffer opposition.
Specifications
- Engine: Front-mounted, longitudinal 60° Colombo V12 (Tipo 128 or derivatives), 2,953 cc (73 mm bore × 58.8 mm stroke), single overhead cam per bank, three Weber carburetors.
- Power: Approximately 300–320 hp at 7,000–7,200 rpm (depending on tune; ~100 hp per liter, exceptional for the era).
- Torque: High and usable across the rev range.
- Transmission: 4-speed manual gearbox.
- Chassis: Tubular steel frame with independent front suspension (A-arms, coil springs), rear De Dion axle or live axle in some evolutions.
- Body: Aluminum coachwork by Scaglietti; early "pontoon-fender" style (distinctive wheel arches separated from body) for better airflow and cooling; later variants more streamlined.
- Brakes: Drum brakes initially, transitioning to Dunlop discs on works cars by 1959.
- Weight: ~800–900 kg dry (very light for its power).
- Performance: Top speed ~270 km/h (167 mph+), 0–100 km/h in low 6-second range.
- Wheels/Tires: Typically 16-inch wire wheels with 5.50/6.00 tires.
- 1957–1958: Original pontoon-fendered TR (e.g., chassis 0666TR prototype, 0710TR, 0714TR).
- 1959: TR59 (smoother body for better aero).
- 1960: TR60/TRI60 (further refinements, often with disc brakes standard).
- 1961: TRI61 (final major evolution, sometimes with Fantuzzi or other coachwork).
Collectibility and Auction Records
The 250 TR is among the most valuable cars ever, often topping "most expensive" lists due to Le Mans-winning provenance, originality, and Ferrari mystique.
- Historic highs: A 1957 prototype (0666TR) sold for $16.39 million at Gooding & Company Pebble Beach in 2011 (a record at the time).
- Other notable: 1957 example (0714TR) fetched €9.02 million (~$12–13 million equivalent) at RM Sotheby's Ferrari Leggenda e Passione in Maranello (2009), setting a world auction record then.
- Private sales: Rumored figures up to $30–40 million+ for top examples (e.g., unrestored or Le Mans winners) in the 2010s–2020s.
- As of early 2026: Values for authentic, well-provenanced 250 TRs remain in the $20–40 million+ range privately or at auction, often eclipsed only by the Ferrari 250 GTO in the blue-chip collector market.
1
prototype
2011 SOLD for $ 16.4M by Gooding
A series of fatal accidents paved the way for significant changes in racing regulations, limiting engine capacity to 3000 cc. With its model 250 TR inaugurating the aerodynamic form known as "pontoon fender", Ferrari took the lead under the new rules.
TR stands for TestaRossa, designating for red valve cover). 22 units were made.
The prototype was sold for $ 16.4M by Gooding on 20/21 August 2011. Its image is shared by the auction house on Ow.ly.
With an outstanding racing pedigree, it has had only two owners in the last 40 years and has been maintained in superb condition with its original engine.
Ferrari 250 TR. Compare the two cars referred above : 1957 prototype (0666TR) sold for $16.39 million at Gooding & Company Pebble Beach in 2011, and 1957 example (0714TR) sold for €9.02 million at RM Sotheby's Ferrari Leggenda e Passione in Maranello (2009).
The Ferrari 250 Testa Rossa (250 TR) is Ferrari's legendary 3.0-liter front-engined sports racing prototype from 1957–1961, powered by a Colombo V12 (~300 hp) and built in only ~34 examples (including prototypes and evolutions). Both cars compared here are early 1957 pontoon-fender examples (Scaglietti coachwork with distinctive separated wheel arches for cooling/aero), sharing core specs: tubular steel chassis, De Dion rear axle (early config), drum/disc brakes transition, ~850–900 kg dry weight, top speed ~270 km/h, and exceptional period success in events like Le Mans, Sebring, and the World Sportscar Championship.
1957 Ferrari 250 Testa Rossa Prototype (Chassis 0666TR)
TR stands for TestaRossa, designating for red valve cover). 22 units were made.
The prototype was sold for $ 16.4M by Gooding on 20/21 August 2011. Its image is shared by the auction house on Ow.ly.
With an outstanding racing pedigree, it has had only two owners in the last 40 years and has been maintained in superb condition with its original engine.
Ferrari 250 TR. Compare the two cars referred above : 1957 prototype (0666TR) sold for $16.39 million at Gooding & Company Pebble Beach in 2011, and 1957 example (0714TR) sold for €9.02 million at RM Sotheby's Ferrari Leggenda e Passione in Maranello (2009).
The Ferrari 250 Testa Rossa (250 TR) is Ferrari's legendary 3.0-liter front-engined sports racing prototype from 1957–1961, powered by a Colombo V12 (~300 hp) and built in only ~34 examples (including prototypes and evolutions). Both cars compared here are early 1957 pontoon-fender examples (Scaglietti coachwork with distinctive separated wheel arches for cooling/aero), sharing core specs: tubular steel chassis, De Dion rear axle (early config), drum/disc brakes transition, ~850–900 kg dry weight, top speed ~270 km/h, and exceptional period success in events like Le Mans, Sebring, and the World Sportscar Championship.
1957 Ferrari 250 Testa Rossa Prototype (Chassis 0666TR)
- Sold for $16.39 million USD (hammer $14.9 million + buyer's premium) at Gooding & Company Pebble Beach Auctions, August 20–21, 2011 (Lot unspecified in records, but high-profile offering).
- The very first 250 TR built — the official prototype and development test-bed for the entire series, assembled early 1957 on a Tipo 525 chassis (De Dion rear, right-hand drive, initially using tuned 250 GT-type engine components before full spec).
- Racing history: Factory works entry; debuted at 1957 Nürburgring 1000 km; campaigned by Scuderia Ferrari with drivers including Masten Gregory and Phil Hill; notable results include 2nd at 1958 Buenos Aires 1000 km and 3rd at Caracas GP Venezuela; crashed at 1958 Le Mans (severe but rebuilt by Ferrari); later sold via Luigi Chinetti to privateer Rod Carveth (Northern California); extensive 8-year international racing career at premier venues.
- Provenance & condition: Continuous known ownership from new; suffered fire damage and engine separation in the 1960s but reunited with original matching-numbers engine (0666 TR); two full restorations (including by Dennison International); presented in stunning 1958 NART (North American Racing Team) livery; multiple concours awards — First in Class at Pebble Beach (twice), Platinum Award and TR Cup at Cavallino; one of only two factory Classiche-certified 250 TRs; extensive documentation by Ferrari historian Marcel Massini.
- Why premium value: As the absolute genesis of the 250 TR lineage (prototype for all subsequent cars), unmatched historical significance, factory works pedigree, celebrity drivers, and top-tier restoration/provenance pushed it to a world auction record for any collector car at the time.
- Status & Significance — 0666TR is the prototype (first-built, test mule, works factory car defining the model); 0714TR is an early customer car (production-spec, but with the most extensive privateer racing history among them).
- Racing Pedigree — Both have impressive resumes: 0666TR with factory works entries and big-event placings (e.g., Buenos Aires 2nd); 0714TR with broader, longer privateer campaigning (more starts, US focus).
- Condition & Originality — 0666TR overcame 1960s damage/fire but restored to concours excellence with matching-numbers engine and Classiche certification; 0714TR noted for strong originality without similar trauma.
- Sale Prices & Context — $16.39M (2011) vs. ~$12.4M (2009) — the gap reflects 0666TR's prototype status elevating it above even highly raced customer examples; 2011 sale broke 2009's record; both set benchmarks, but prototype premium endures (top 250 TRs now often $20M+ privately).
- Market Position — Both rank among the elite; 0666TR's "first-ever" narrative and Pebble Beach prestige gave it the edge; customer cars like 0714TR appeal for pure racing drama.
2
2009 SOLD for € 9M by RM Auctions
A Ferrari 250 TR was sold for € 9M by RM Auctions in cooperation with Sotheby's on May 17, 2009.
1957 Ferrari 250 Testa Rossa (Chassis 0714TR)
1957 Ferrari 250 Testa Rossa (Chassis 0714TR)
- Sold for €9.02 million (approximately $12.17–12.4 million USD equivalent at 2009 rates, including premium) at RM Sotheby's Ferrari Leggenda e Passione, Maranello, Italy, May 17, 2009 (Lot 237).
- Early customer/production car — the fourth 250 TR built overall and the second customer-spec example (delivered late 1957), not a prototype but a direct evolution of the design proven on 0666TR.
- Racing history: Most campaigned of the customer 250 TRs; debuted shortly after build; extensive period competition including Grand Prix of Cuba, Portugal, SCCA National events, Daytona Beach (1st overall in 1959), and others; sold by Luigi Chinetti to Texas rancher/entrepreneur Alan Connell (Ft. Worth); raced in black with colored nose band; modified post-period (e.g., Drogo air scoops under doors for cooling); strong privateer success in US and international events.
- Provenance & condition: Fascinating continuous ownership/racing history; returned to Maranello birthplace for auction debut; well-documented with period photos and records; presented in highly original/accurate spec; no major noted issues like fire damage.
- Why strong value: Exceptional competition record as the "most raced" customer TR, adding drama and authenticity; sold at Ferrari's home turf auction, boosting prestige; set the previous world auction record for any car until surpassed by 0666TR.
1957 Jaguar XKSS
2023 SOLD for $ 13.2M by RM Sotheby's
Success on track is not enough to ensure the profitability of a production line. Moreover it is announced in 1956 that the maximum capacity for the World Sportcar Championship will be reduced in 1958 to 3 liters, below the 3.4 liters of the Type D engine.
In 1956 the last 25 units in various assembly phases of the highly efficient Jaguar XKD (D-Type) are no longer able to find acquirers.
The company decides to modify them with a target on the North American market including all the characteristics necessary for road homologation. The new XKSS will have a full windscreen, a passenger side door, and some weather equipment.
Over its three years in production, the population of the D-Type had been 6 works cars plus 54 cars for trade.
The transformation begins in January 1957. On the following month a fire in the factory destroys 9 cars. The population of the XKSS will thus be limited to 16 units.
With no technological innovation in comparison with the D-Type, the XKSS is improved in the comfort of its two-seater cockpit and of the windscreen, and the stabilizing fin is removed. With its aerodynamical body similar to the D-Type, it is the most stunning road car of its time.
The XKSS deserves to be compared to the masterpiece of the following decade, the Ferrari 250 GTO. Both are dual for competition and road, in limited series. Their owners keep them jealously and they are extremely rare at auction.
An XKSS retaining in matching numbers its bodywork, most of the engine, the gearbox and the rear axle was sold for $ 13.2M by RM Sotheby's on August 19, 2023, lot 351. Please watch the video shared by the auction house.
An enthusiast former owner obtained in Scotland the wink plate number JAG 1 which the car still retains today. He had also made it repainted in the metallic blue of the Ecurie Ecosse Type C and Type D fame.
In 1956 the last 25 units in various assembly phases of the highly efficient Jaguar XKD (D-Type) are no longer able to find acquirers.
The company decides to modify them with a target on the North American market including all the characteristics necessary for road homologation. The new XKSS will have a full windscreen, a passenger side door, and some weather equipment.
Over its three years in production, the population of the D-Type had been 6 works cars plus 54 cars for trade.
The transformation begins in January 1957. On the following month a fire in the factory destroys 9 cars. The population of the XKSS will thus be limited to 16 units.
With no technological innovation in comparison with the D-Type, the XKSS is improved in the comfort of its two-seater cockpit and of the windscreen, and the stabilizing fin is removed. With its aerodynamical body similar to the D-Type, it is the most stunning road car of its time.
The XKSS deserves to be compared to the masterpiece of the following decade, the Ferrari 250 GTO. Both are dual for competition and road, in limited series. Their owners keep them jealously and they are extremely rare at auction.
An XKSS retaining in matching numbers its bodywork, most of the engine, the gearbox and the rear axle was sold for $ 13.2M by RM Sotheby's on August 19, 2023, lot 351. Please watch the video shared by the auction house.
An enthusiast former owner obtained in Scotland the wink plate number JAG 1 which the car still retains today. He had also made it repainted in the metallic blue of the Ecurie Ecosse Type C and Type D fame.
The Jaguar XKSS represents one of the earliest and most legendary factory efforts to convert a pure racing car into a road-legal supercar (often called the world's first supercar). It was Jaguar's response to surplus D-Type chassis after withdrawing from factory racing following the 1956 season (though D-Types still won Le Mans in 1957 via privateers). Sir William Lyons aimed to recoup costs and tap the lucrative American market for high-performance European sports cars by transforming unfinished or unsold D-Types into street-legal versions.
Factory Production and Conversion History
Jaguar originally planned to build 25 XKSS cars by converting remaining D-Type chassis/tubs (primarily unused customer/production ones, not heavily raced works cars). These conversions occurred at the Browns Lane factory in Coventry, England, starting in late 1956/early 1957.
Key Factory Conversion Details and Differences from D-Type
The XKSS was not a drastic redesign but a purposeful adaptation for road use, legality (especially US compliance), comfort, and occasional amateur racing (homologated as a production sports car). Core mechanicals remained identical to the D-Type:
Value and Collectibility
Original 1957/1958 factory XKSS cars are among the most valuable road-going Jaguars ever, often fetching $10–15 million+ at auction due to extreme rarity (~18 survivors), Le Mans heritage, celebrity ownership (e.g., Steve McQueen's "Green Rat"), and status as a bridge between racing and road cars. Recent examples include one selling for $13.205 million (RM Sotheby's Monterey 2023) and others estimated at $13–16 million. Continuation cars trade lower (e.g., $1–2 million range in some sales) but remain highly desirable.The XKSS's factory conversions elevated select D-Types from race tools to iconic road icons, commanding premiums far above standard production D-Types (~$5–7 million for top customer examples). They embody Jaguar's ingenuity in repurposing racing tech for the street, influencing later models like the E-Type.
Factory Production and Conversion History
Jaguar originally planned to build 25 XKSS cars by converting remaining D-Type chassis/tubs (primarily unused customer/production ones, not heavily raced works cars). These conversions occurred at the Browns Lane factory in Coventry, England, starting in late 1956/early 1957.
- Original run (1957): 16 XKSS cars were fully completed and sold (mostly exported to the USA). Each received a new XKSS-specific chassis number (e.g., XKSS 701 onward), though they were built on D-Type underpinnings.
- The Browns Lane fire (February 12, 1957): A devastating blaze destroyed the remaining 9 chassis in various stages of conversion (specific chassis: XKD543, XKD556, XKD565, XKD571, XKD574, among others affected), along with jigs, tooling, and other production assets. This ended the original program prematurely, making the XKSS extraordinarily rare.
- Additional factory conversions (1958): Post-fire, Jaguar completed two more full XKSS conversions on existing D-Type chassis at customer/owner request: XKD 533 and XKD 540. These retained their original XKD racing chassis numbers but were upgraded to full XKSS spec (including road equipment). This brings the total authentic factory XKSS to 18 (16 original + 2 later).
Key Factory Conversion Details and Differences from D-Type
The XKSS was not a drastic redesign but a purposeful adaptation for road use, legality (especially US compliance), comfort, and occasional amateur racing (homologated as a production sports car). Core mechanicals remained identical to the D-Type:
- Engine: 3.4-liter XK inline-6 (dry-sump, triple Weber carburetors), ~250–258 hp.
- Performance: 0–60 mph in ~5.2 seconds, top speed ~149–150 mph (slightly heavier than pure D-Type).
- Weight: ~890 kg (about 30 kg more than a racing D-Type due to added equipment).
- Cockpit: Removal of the central bulkhead/divider (creating a full two-seater); addition of a passenger-side door.
- Windscreen and protection: Full-width chrome-surrounded windscreen (taller/fuller than racing spec); side screens/quarter windows for driver and passenger; rudimentary folding fabric soft top/roof.
- Aero/Body: Removal of the large driver’s headrest fin (for better aesthetics and passenger space); addition of chromed front/rear bumpers; XK140-style rear light clusters mounted higher; thin chrome strips on headlight fairings.
- Other: Luggage rack/grid; turn signals; minor interior/upholstery enhancements for comfort.
Value and Collectibility
Original 1957/1958 factory XKSS cars are among the most valuable road-going Jaguars ever, often fetching $10–15 million+ at auction due to extreme rarity (~18 survivors), Le Mans heritage, celebrity ownership (e.g., Steve McQueen's "Green Rat"), and status as a bridge between racing and road cars. Recent examples include one selling for $13.205 million (RM Sotheby's Monterey 2023) and others estimated at $13–16 million. Continuation cars trade lower (e.g., $1–2 million range in some sales) but remain highly desirable.The XKSS's factory conversions elevated select D-Types from race tools to iconic road icons, commanding premiums far above standard production D-Types (~$5–7 million for top customer examples). They embody Jaguar's ingenuity in repurposing racing tech for the street, influencing later models like the E-Type.
