ferrari 250 tour de france

Ferrari 250 GT Berlinetta "Tour de France" (1956 to 1959)

Ferrari introduced the 250 GT Berlinetta (LWB) in 1956. It was nicknamed the Tour de France, or TdF, after dominating the French rally over multiple years, sealing a place for itself in sports car racing history. Eventually seventy-seven Tour de France cars were built, of which a number were sold for GT races from 1956 through 1959. In its last year of production, seven 250 GT "Interim" LWB Berlinettas were made. They utilized the same long-wheelbase chassis but had the new PininFarina bodywork of the upcoming 250 GT SWB Berlinettas .

Q: What was the most expensive Ferrari 250 GT Berlinetta "Tour de France" ever sold?

A: The highest recorded sale was $6,055,000 for a 1957 Ferrari 250 GT LWB Berlinetta Scaglietti "Tour de France" on Aug 18 2022.

Q: What was the lowest recorded sale price for a Ferrari 250 GT Berlinetta "Tour de France"?

A: The lowest recorded sale price was $2,550,000 for a 1958 Ferrari 250 GT 'Tour de France' Alloy Berlinetta on Jan 13 2024.

Q: What is the average sale price of a Ferrari 250 GT Berlinetta "Tour de France"?

A: The average price of a Ferrari 250 GT Berlinetta "Tour de France" is $5,009,000.

Q: What years was the Ferrari 250 GT Berlinetta "Tour de France" sold?

A: The Ferrari 250 GT Berlinetta "Tour de France" was sold for model years 1956 to 1959.

Model years for Ferrari 250 GT Berlinetta "Tour de France" (1956 to 1959)

Showing 10 of 10 related listings

1958 Ferrari 250 GT 'Tour De France' Alloy Berlinetta

Lot S138: 1958 Ferrari 250 GT 'Tour De France' Alloy Berlinetta

• Location: Kissimmee, Florida, USA
• Originality: Original & Highly Original  Vehicles that are original or close to original factory specifications, irrespective of condition. May include vehicles that have minor, removable modifications such as aftermarket wheels, exhaust, or accessories such as cargo/roof rack, stereos, etc.
• Transmission: Manual
• Driver side: LHD

1959 Ferrari 250 GT Berlinetta 'Tour De France'

Lot 160: 1959 ferrari 250 gt berlinetta 'tour de france'.

• Location: Knokke-Heist, BEL

1958 Ferrari 250 GT 'Tour De France'

Lot f73: 1958 ferrari 250 gt 'tour de france'.

• Location: Monterey County, CA, USA

1958 Ferrari 250 GT Tour De France Berlinetta

Lot 146: 1958 ferrari 250 gt tour de france berlinetta.

• 69,940 km (43,459 mi)
• Location: Fernandina Beach, FL, USA

Lot S231: 1958 Ferrari 250 GT 'Tour De France' Alloy Berlinetta

• Location: Kissimmee, FL, USA

1959 Ferrari 250 GT LWB Berlinetta 'Tour De France'

Lot 328: 1959 ferrari 250 gt lwb berlinetta 'tour de france'.

1957 Ferrari 250 GT LWB Berlinetta Scaglietti "Tour De France"

Lot 29: 1957 ferrari 250 gt lwb berlinetta scaglietti "tour de france".

• Location: Monterey, CA, USA

Lot fj2139: 1958 Ferrari 250 GT 'Tour De France' Alloy Berlinetta

• Location: Emeryville, CA, USA

1958 Ferrari 250 GT LWB Berlinetta 'Tour De France'

Lot 331: 1958 ferrari 250 gt lwb berlinetta 'tour de france'.

• 109 km (68 mi) TMU

Lot 017: 1958 Ferrari 250 GT Tour De France Berlinetta

• Location: Pebble Beach, CA, USA

1958 Ferrari 250 GT LWB Berlinetta Tour de France – Risen from the Ashes

The Ferrari 250 GT is known for their formidable engineering, beautiful design, and exceptional racing performance. In the mid-1950s, the model placed Ferrari at the peak of Gran Turismo racing. The Ferrari 250 GT is the perfect example of performance excellence both for historians and collectors alike. As a predecessor of the 250 GT SWB and the 250 GTO, the Ferrari 250 GT Berlinetta Tour de France is still one of the most desirable and collectible models today.

The allure of the Ferrari 250 GT is somewhat because of the multiple successes the automobile provided in many of the most onerous period races; and it proceeds to do so in contemporary vintage events throughout the world today. To this day, rare competition examples of the Ferrari 250 GT Berlinetta Tour de France with decorated provenance, detailed documentation, as well as exciting historic contexts remain profoundly sought after. This is due to the combination of stunning Scaglietti coachwork, excellent performance qualities, mechanical artistry, as well as iconic historic presence during the most historical years of motorsport racing. 

Arguably the most important and historic car events in time is the Tour de France race . It ran for five to six days, covering vast areas of undeveloped stretches of French country roads in a range of driving conditions that challenged even the most skilled and talented participants. The event will have the drivers go through multiple hill-climbs, road racing, and even established circuits, testing the skills of the drivers and the resilience of their cars.

Continually evolving, by 1956 the FIA Gran Turismo international racing classification decided they need a clearer and more defined relationship between competition and production cars. The change in classification was aimed at improving road car visibility, elevating racing to a larger audience, and therefore displaying motorsports brands to the masses.  

By then, Ferrari was already making road cars to expand their clientele, so they took up the challenge by building dual-purpose cars with the lightweight alloy Scaglietti coachwork, dual master cylinder braking, competition tuned engines, offset-shift aluminum case gearboxes, large capacity fuel tanks, dual fuel pumps, and larger brakes. All these elements came together to create a powerful car with a stunning body, making it ready for both competition and road use.  

Although fully intending to create an impressive car for road use, the finished product was a formidable competition car, built with just a hint toward road use with just a dash of comfort amenities. It is the seductive combination of raw power and road worthy drivability that makes this car so highly desired to this day.  

The 250 GT Tour de France is widely considered the premier entrant for almost every important vintage event including the Colorado Grand, California Mile, and the Mille Storico ( Mille Miglia ) in Italy. 

Though the exact number is still contested, it is generally believed that Ferrari built around 90 of the 250 GT Tour de France models between the years 1956 and 1959. In this four year period, Ferrari won this event all four years in a row, and three of those wins were by legendary driver Oliver Gendebien ; who also drove the Ferrari 250 TdF to the top podium finish in the GT class and third overall at the final Mille Miglia, now known as Mille Storico.  

Despite the huge impression that the Ferrari had made at the Tour de France race, Ferrari had yet to receive the “Tour de France” designation until well after their multiple wins at the event.  

It was during this period that Ferrari really made a mark, sealing their prowess as they collected victory after victory at race tracks worldwide. The 250 GT Tour de France repeatedly demonstrated that they were not only building a reputation as a European racing phenomenon but that they were also a force to be reckoned with in terms of sportscar development. The fact was driven home by Ferrari after winning victories at Sebring, the Tour of Sicily, Swedish Grand Prix, Reims 12 Hours , and a class win and overall 3 rd  finish at Le Mans in 1959 . 

There were five ‘variants’ that make up the series of the roughly 90 Tour de Frances that were constructed. The most distinct features that separate the five variants are the number of cabin ventilation louvers located behind the side windows. There were 14 louvers on the first cars, the second iteration cars had three raised-panel louvers, and the last of the series had a single louver. Both the three and single louvers are the most visually evolved, it was the design that influenced the GTO and the 275 GTB. All variants that were released were available with either covered or open headlights. The covered headlight was primarily fitted for aerodynamic efficiency, and yet it is still considered as the most desirable of the Scaglietti Berlinetta 250 GT Tour de France Ferraris. 

Serial # 0881 GT Ferrari 250 GT LWB Tour de France

The car depicted in all the images has serial number 0881 GT and is currently on offer at Fantasy Junction. It is one of the eighteen models with three louvers and covered headlight cars. The example was made to race and was originally equipped with magnesium engine components that include the sump, cam covers, front engine covers, and intake manifolds. It was also furnished with a competition gearbox, lighter weight floor panels, as well as side and front ‘quick jack’ points so that quick tire changes could be made during competitions.  

Despite the impressive configuration and beauty in this rare and important car, its history shows it to be a very skilled fighter unwilling to give in to the needs of racing or the destiny of many lesser cars. 

On February 25th, 1958 , #0881 was invoiced to Francorchamps, Belgium and it was delivered to Count Antoine d’Assche who, in the same year, participated in the following racing events with Jacques Swaters: 

Rescuing the Ferrari from Fire

It was in 1996 that Ferrari historian David Seielstad revealed that while under d’Assche’s ownership, #0881 racing career was brought to a halt after it burned in a garage fire in Belgium. The garage had another Ferrari Tour de France #0707, including many of its glass and trim parts which had been removed for repainting.  

Eyewitnesses claimed that the two cars were in danger of burning so all efforts were made to pull the cars from the garage. In the midst of the fire, it was reported that the #0707 waspulled from the garage, although the #0881 and the spare parts of the #0707 could not be retrieved. After the flames died down, the #0881 was inspected and found to have miraculously kept many of its critical original components. Instead of dismantling the #0881, it was then sold to Van Den Bosch, although there was little documented reference during this time. By 1962/1963, it was imported to England by Rolls Royce dealer Malcolm Bennett.  

Bennett was able to purchase both the #0707 and the #0881 which according to records still had its original engine, differential, and forward portion of the original chassis, and all were stated to be in good condition. Not much was known about the history of the #0881 during this time though there are speculations that it was brokered privately for sale.  

It was in 1990 that Ferrari collector Steve Pilkington took notice of the car and its remarkable history. It was then immediately purchased by the avid collector with the goal of bringing it back to its former glory.  

Expert alloy panel crafter Terry Hoyle was brought in to create an all alloy body to exact specifications, making sure to match the famous three-louver, covered headlamp Scaglietti body that #0881 wore when it was new. The all alloy body was then fitted to the chassis, which was then composed of the original front portion of the frame; while the center and rear frame portions were taken from a Ferrari Boano chassis that most likely belonged to the #0579 GT. After the body and chassis were put together, the #0881 was restored using correct drum brakes, two-ear kockoffs on correctly sized Borrani wire wheels, proper Marchal headlights and driving lights, as well asl other correct period details.  

Upon completion, #0881 was offered for sale in 1992/1993.  Joseph W. Moch was the next custodian of #0881, who then immediately started participating it in the following events: 

In April 2000, the car was offered for sale by Mike Sheehan, Costa Mesa, CA, and sold to the next owner Jeffrey Mamorsky. Like Moch, Mamorsky participated in a number of vintage motorsports events, sharing driving duties with Nick Soprano. 

In 2005, the current and consigning owner purchased the car. Over his fifteen years of ownership, the car has participated in multiple vintage motorsports events achieving consistently high placements both in class and in overall finishes. 

After 15 years, serial number 0881GT will be offered once again for sale by the team at Fantasy Junction Sales. Given this Ferrari 250 GT Berlinetta Tour de France has matching numbers engine, FIA certification, historic racing heritage, recognition as a 1957 competition car by expert Jess G. Pourret, it offers the best driving features and matching coachwork that would enchant any vintage enthusiast.  

Exterior of the Ferrari 250 GT LWB Berlinetta Tour de France

The red and black paint is vivid and glossy, with smooth coverage that accents the dramatic long hood, as well as the short deck design that defines all Gran Turismos. The paint has settled over time and although some areas do show signs of use, the overall look and feel of the exterior are harmonious.

The wide hood and full-length hood scoop are further enhanced as the black stripe blankets out toward the powerful grill. . The desirable covered headlights and inboard foglamps, both correct Marchal units, add a finishing competition touch to the look of the car. Additionally, aluminum outside filler cap, three-panel louvers, lift-off hood with time-hued leather bonnet latches adds further competition touches.  

The interior is finished with supple brown upholstery that had an excellent fit, finish, and proper pleating to the contoured seats. The door panels, seats, booted gear shifts handle still show excellent fit and finish. The parcel shelf area is diamond-stitched and the under-dash sections accents nicely against the tan carpet.

The instruments are finished with beautiful color and clarity, contrasting against the correct crackle black finish of the dashboard, and highlighted by the wood-rimmed steering wheel.  

Every part of the interior, even the ones under the dashboard used correct components as part of the restoration. A protective roll  bar, and a couple of five-point Simpson racing harnesses have been installed (dated Jan 2016), as well as a fire suppression system and fire-bottle pull-tab placed on the right side of the dashboard. The trunk is sparse but is finished with weight savings in mind. 

Engine Compartment

The engine compartment is validated by matching numbers, authentic castings, with a recent Terry Hoyle engine rebuild. The underside is properly cared for, though not ready to be displayed.

The overall condition is consistent and accurate although it also shows a few items of interest like the correct vintage black canister Koni shock absorbers (which replaced the original Houdaille units), correct oil pan with excellent condition to the cooling flutes, proper drum brakes, and correct ANSA mufflers. The driver’s door is a lightweight alloy.  

Turning the car on will immediately get a response from its it’s twelve-cylinder engine. On the road, it delivers excellent throttle response. Handling, braking and overall ride shows that is it capable not just as a competition car, but also as a highly potent road car.  

Serial number 0881 GT is offered with complete with recent service records, copies of original Ferrari factory-build paperwork, 1997 issued FIA papers, a copy of the April/May 2008 Cavalino magazine that features the #0881 GT on the cover, as well as a collection of track photos, and copies of race event results related to this Tour de France.  

This extraordinary 1958 Ferrari 250 GT Tour de France is the embodiment of the finest competition cars built during the height of racing excellence and the rise of Ferrari as a formidable motorsports company. This 1957 Ferrari 250 GT is a great car that is ready for enjoyable use, for shows, or even further vintage racing events. 

For further details on the sale of this magnificent historic Ferrari 250 GT LWB Berlinetta Tour de France, please visit Fantasy Junction.

[Source: Fantasy Junction]

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Although the article mentions 5 iterations of the TdF it lists only 3 (14 louver, 3 louver and 1 louver). The other are the earliest with the wrap around read window and the last Interim which looks much like a SWB. All are 508 series chassis with 128 engines.

bwm – October 18, 2020. Long ago, I was thinking of lightly restoring a 1958 MB 220S Cabriolet. I was living in FL at the time, but had heard of a Master Craftsman in New Hampshire – Les Langlois. I called, spoke with him, and drove the 220S, up the East Coast without any issues. Also, I was able to drive the entire distance to the Hanover, NH area without the benefit of Google Maps!! Then, while driving into the gravel-covered parking area of Les’ shop building, I passed a 4-wheeled dirty-grey, silver “work of art”. Les and I did our restoration dance and I then asked him “what is that car out there?”. He responded that it was a “Tour de France – a Ferrari” (my only experience with Ferrari at that point, was when a fellow USAF pilot had bought a vehicle that was unrecognizable as anything resembling a beautiful car since it had been hit on all four sides in an accident – he said it was a Ferrari, and who was I to argue!). Les then asked if I would like to take a closer look. I couldn’t answer “Yes” quickly enough! He opened the doors and removed the hood. I was mesmerized by the V-12 and the compact, yet very comfortable, interior. Les asked if I would like to take a drive! We jumped in and he fired up the V-12. Since that time, I have been honored to own a 275 GTB 6 carb (#08477) and a 275 GTB4 (#10147). When Les cranked the starter on the Tour de France, I heard a growl and didn’t think the battery or starter were capable of cranking that V-12 to fire up. Now, with more experience in these early V-12’s, I realize that seemingly slow growl of the starter is normal, and, in the blink of an eye, the V-12 fired, with its marvelous early Ferrari roar! Les drove the car skillfully on some winding NH asphalt roads and I was able to experience the sound, fury, and raw power of this barely-insulated rocket. I was sold. From that point, the Tour de France was my goal – of course, never achieved. However, my personal experiences driving a 365 GT 2+2 in a New England Forza Mille, a 275 GTB 6 carb in a Copperstate 1000, the 275 GTB 4 throughout the Santa Fe, NM backroads, and a 330 GTC in a 2nd Copperstate 1000, have provided unbelievable early Ferrari driving experiences.

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Anatomy of a Car: 1957 Ferrari 250 GT Berlinetta ‘Tour de France’

The 1950s were the glory days of GT racing, and no car from that period looms larger than Ferrari’s 250 GT Berlinetta Competizione. The car was so dominant in the Tour de France rally from 1956 to 1959 that today it is known simply by the initials of that event: the TdF. Today collectors prize these cars for their exquisite lightweight coachwork, advanced racing mechanicals and undeniable significance in Ferrari racing history. Ahead, we look at the features that define this Series III Ferrari TdF  to be offered at RM Sotheby’s Monaco sale. –Jake Auerbach

RM Sotheby’s: Monaco 12 May | Monaco

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1958 Ferrari 250

• Year of manufacture  1958
• Mileage  85 km / 53 mi
• Car type  Coupé
• Chassis number  1031GT
• Engine number  1031GT
• Reference number  FJ2374
• Drive  LHD
• Condition  Used
• Exterior brand colour  Giulietta Blue with a Maroon Stripe
• Interior colour  Brown
• Interior brand colour  Havana
• Number of doors  2
• Number of seats  2

• Exterior colour  Blue
• Gearbox  Manual
• Drivetrain  2wd
• Fuel type  Petrol

Description

This particular car, serial number 1031GT, must be counted as one of the most highly documented and known competition Tour de France models extant. 1031GT was originally ordered by privateer racer Jacques Peron on the 30th of April 1958, for 2.300.000 Lire. Peron, a resident of the 8th Arrondisment of Paris, indicated his specifications for the Ferrari in copiously detailed letters to the factory. Ferrari entertained the inquiry, suggesting that Peron supply a list of his racing accomplishments in order to vet the Frenchman and his skills at the wheel. Peron, of course complied, sending a multi-page letter outlining his substantial racing resume. Peron furthered his inquiry to Ferrari requesting that his car be built with a large fuel tank, a hinged hood, Bendix fuel pump, space for two spare tires, Speed-Pilot, and ammeter. Peron offered his 250 Europa GT s/n 0563GT as partial payment, further supporting his already engaged interest as a Ferrari customer. Ferrari, having been in receipt of the various letters and voluminous resume, but perhaps uninterested in building the car to such exacting customer specifications, instead offered delays in place of fulfillment.

Peron, still eager to see the car through to construction, continues his campaign with additional letters to Scaglietti offering further specifications including a request for a passenger head rest, and the suggestion that the car be finished in a light blue color, referencing his Alfa Giulietta as the color to match. The letter continued with the added detail that an Italian red racing stripe “roughly the width of the license plate” run the length of the car, and that the car be trimmed with “Havana” interior. Of particular interest was Peron’s request to also have a rear belly pan installed.

Despite Peron’s request to have the car delivered with ample time for testing and sorting, Ferrari eventually complied with construction and fabrication from Scaglietti. However, the car did not arrive until just days before the start of the Tour de France race. A fuming Peron, a decorated racer of all manner of exotic sports cars, was more familiar with refined customer treatment. Still he accepted the car as it was delivered, including nearly all his requests, with a few minor exceptions. On the 9th of September, the car was issued a temporary registration BO06520 as well as an insurance policy to supersede the formerly traded 0563GT. The complexities and politics of construction now behind him, the car was immediately raced in the Tour de France with Peron and his co-driver Harry Schell. Over the course of the week-long event, Schell was at the wheel when the right front fender was damaged. Undaunted by the damage, the car was capable of completing the event, thus, Peron and Schell pressed on, finishing 4th overall. Having concluded the race, but in need of front corner rebuilding, 1031GT was returned to Scaglietti who reconstructed the front fascia and refinished the front of the car in matching colors.

Among the many documents supporting the history of the car, a few are mentioned here for context and reference.

-Correspondence from 1954 relating to an OSCA he was purchasing. -Extensive correspondence between Peron and the Ferrari factory during the construction of his Europa 0563GT, including the requested specification of 0563GT, build sheets for 0563GT, invoices for repairs. -Letters from BP France that accompanied reimbursement checks for fuel used in races from his sponsorship. -Similar letters accompanying checks from Cibié for his rally victories under their sponsorship. -A letter accompanying his prize money from Peron’s participation in the 1957 Tour de France in s/n 0563GT. -Documentation of Peron’s efforts to sell 1031GT including 1959 letters from J. Schlesser and one written by Marion Chinetti on behalf of her husband Luigi Chinetti (presumably because she spoke French and he did not) relating to the possible purchase from Peron of 1031GT. -A letter from July of 1959 from Peron to the Ferrari factory explaining that the car had been sold to M. Cotton

As documented in the aforementioned letter, the second owner acquires the car in 1959 through agency dictated by Peron, shortly after completion of repairs to the front fender. The new owner, M. Cotton enters the car in the 1959 Monza Lottery, placing 6th overall, then in the 1959 Tour de France (Cotton/Beduin), with Beduin driving in the Montihery Coupe Paris, both of which were recorded as DNFs. The third owner, G. Tettamini of Como, tends to the car extensively with work performed by G. Colnago Autoriparazioni in Milan in May, 1967 (records on file with the car). On June 23, 1967, the car is exported by Robert Magnani from Genova to San Francisco, California aboard the steamship “President Arthur”. Residing in Point Richmond, CA, Magnani has the car serviced at S. Whitney Griswold Co., the now legendary Ferrari. Alfa-Romeo, and Maserati dealer and service facility of Northern California. Magnani maintains a detailed service record book on the car beginning on October 9, 1967 with 56,581 kms, tracking all service and maintenance work performed on the car. Service notations include such detailed notations as cleaning the float bowls, replacing tappet hardware, and servicing brake components.

By August of 1969, Magnani had added nearly 15,000 km to the car, bringing the odometer reading to 71,075 km. The service records show the gradual accumulation of mileage to the car’s odometer reading in 1972 of 56,000 km, believed to be 156,000 km from new. In 1972, Magnani sold the car to David and Mary Love, avid enthusiasts who retained and enjoyed the car, alongside his 1958 Ferrari Testa Rossa, s/n 0754TR purchased in 1964, and an Alfa Romeo 6C 1750 Zagato. The Loves retained the car for 42 years until David passed in 2014.

During Love’s 40+ years of ownership, David Love notoriously documented and researched every aspect of the history of 1031GT, uncovering a voluminous quantity of period documentation. Additionally, Love himself performed much of the work on the car, using it extensively for events and shows. Love’s wife Mary, an accomplished vintage racecar driver, raced the car at the Monterey Historics in 1973 and 1974, placing first and second. Mr. Love rebuilt both the engine and the gearbox himself in 1979, consistently tending to every mechanical requirement over his fastidious decades of ownership. The couple attended the Colorado Grand every year from 1990 to 1995, driving to and from the event in the car and participating to completion. They also ran the inaugural Copperstate 1000 in 1991, the inaugural La Carrera Real in 1992, and participated in numerous HMSA and CSRG club races. In 2002, while participating in the Tour de Marin, the car was lightly damaged, ironically, in the same front fender section from the inaugural Tour de France outing more than 50 years earlier. In 2004, the front fender was professionally repaired by alloy specialists and repainted red using the services of Curtis Patience Prep and Paint: Classic Autobody, Berkeley, CA

The current owners acquired the car in 2014 from the estate of David Love. Armed with binders of documentation and period literature on the history of Tour de France Ferraris, the current owner consulted top restoration experts to determine the best course of action for a top-tier restoration. The decision was made to restore the car back to the original configuration as completed when the car first participated in the 1958 Tour de France. Fortuitously, an area underneath a plate in the door jamb revealed the original Giulietta blue color, which was critical to matching the paint on the car today.

Having been preserved and maintained with such dedication for not only the 42-year period during the David and Mary Love ownership, but throughout the entire life of the car, the restoration was managed with the goal of preserving as many of the original parts on the car and truly restoring them. When components were needed, every effort was made to locate absolutely original pieces of uncompromised quality. Examples of such pieces included sourcing a pair of original 1958 Marchal headlights with their original factory labels still in place, a correct and original “Tootsie roll” coil, a period correct battery, a correct horn compressor, and authentic washer bottle.

The major mechanical components, having always been retained with the car throughout its recorded history, were all documented, photographed, and correctly sorted when expert Patrick Ottis and his team dispatched their meticulous and award-winning skills restoring every aspect of the car. Reference photographs confirmed the transmission number 119.C.C 9 x 34 both stamped into the casting (9 x 34 being the specialized ratio), and the differential number, 25D. Here too, the chassis number and engine number all were evident and in place per factory specifications. Every aspect of the electrical system including wiring with correct wrapping, a correct brown phenolic under-dash circuit board, and Magneti-Marelli components were all sourced and installed. The interior, believed to be largely original when the restoration began, afforded the upholstery experts accurate patterns for the seats, door panels, and surrounding areas to retrim the car with correctly finished high-quality vinyl in the originally specified “Havana” color. Care was made to study period photos of the car during construction including installing the black vinyl rear deck area that had been specially constructed to allow space for two spare tires, as well as the passenger seat headrest, per Peron’s original request.

Having researched the interior carefully, so as to restore it to the exact specifications when built for Peron, no detail was overlooked, particularly the specifically requested ammeter. Occupying the space that typically would have housed a clock, Palo Alto Speedometer was commissioned to painstakingly create a matching ammeter with absolute scale, construction, and graphic/color integrity to accompany the restored original suite of instruments. Further attention to detail included matching the textured black dashboard finish, beautifully finished wood rim Nardi steering wheel, and correctly finished door sill trim. As yet a further testament to the originality of the car and the Scaglietti construction, the door sills still retain the fine etching “Officine Introzzi – Como”.

Further interesting details regarding the history of the car include the appearance of rare and sometimes challenged original and continual presence of “triple-ear” knockoffs. Although these were not typical to construction of Tour de France models, the earliest period photos, photos of the inaugural participation in the 1958 Tour de France, and additional period photographic details confirm the triple-ear knockoffs mounted to the painted silver Borrani wire wheels throughout the history of the car.

For the exterior body and paint work, expert Charlie Potts of California Classics was commissioned to address all aspects of the lightweight alloy body, inner alloy construction, and inner strike surfaces. Original workmanship from Scaglietti was revealed when the paint was stripped and used to detail the alloy construction methods applied to the restoration. A vast majority of the original alloy body and construction was evident including the repaired front fender from the damage during the 1958 Tour de France. Minor alloy work was performed to the original body, making every effort to preserve the handcrafted dimensional qualities indicative of Carrozzeria Scaglietti. During the restoration, an area in the door jamb was found revealing the original Giulietta blue paint. This was matched and finished along with the deep red central stripe, skillfully applied using period color and black and white photos with particular attention to alignment of the stripe at the hood scoop as well as the correctly cascading color past the rear license plate pocket, terminating at the belly pan suspension mounts, revealed in the rear valance. The front of the car was beautifully finished including the rare and desirable covered headlights fit smoothly to the front fender lines.

When the restoration was completed, the car participated in both the 2016 Pebble Beach Tour and Concours d’Elegance where it was awarded 3rd in class against tight competition, behind a 330 P3/P4 and alloy 250 SWB. Since completion, the car has been driven a total of 96 kms. In August 2019, the car was selected by invitation to be exhibited along with 90 other competition cars at Casa Ferrari 2019, Pebble Beach, CA. In preparation for event, the car was serviced by Patrick Ottis who checked the car for proper operation, adjusted the carbs, and changed fluids as needed.

Today the car presents as a beautiful and superlative 250 GT Tour de France, embracing authentic and documented competition details with a world-class restoration, and remarkable historic stewardship from both illustrious past owners and contemporary cognoscenti. The Giulietta blue paint has excellent gloss and smooth coverage with the central deep red stripe accenting both the body color and the dramatic long hood, short deck design that would come to define literally all Gran Turismos. The wide hood and full-length hood scoop are made all the more dynamic with the central stripe, flanked by the desirable covered headlights and inboard foglamps. Finishing out the rear, the satin aluminum outside filler cap delivers a bold reminder to the competition heritage. The panel fit is excellent with smooth perimeter execution along the particularly delicate and often misshapen alloy edge folds, which have been treated to correct finishes in all underside areas. The body lines are dramatic and beautifully executed with appropriately finished brushed aluminum side intake vents, front and rear lightweight alloy bumpers, and properly painted side window trim. The correctly specified competition side and rear windows are plexiglass, and together with the glass windshield, show no flaws. The Borrani wire wheels are finished with silver paint, held in place with the unique, accurate chrome plated triple ear knockoffs, and shod with 6.0/16 Engelbert Competition tires.

The interior is finished in the original specification Havana vinyl with excellent fit, finish, and proper pleating to the contoured seats. The uniquely shaped rear parcel shelf is formed to allow for two spare tires, just as Peron had specified, and finished with black vinyl, likely to more effectively mask the rubber scrubbing when tires were in place. The instruments are beautifully finished with excellent color, clarity, and details contrasting against the crackle black finish of the purposeful dashboard. Every aspect of the interior, even under the dashboard has been finished with exceptional care and authenticity befitting a car of such historic import. The trunk, while sparse and finished with weight savings in mind reveals the evidence of handcrafted construction and material integrity.

Unlatching the hood from the driver’s side bonnet release, the uniquely specified hinged and latched hood is easily raised and locked into position. Peron had specified this feature, preferring the ease of access for roadside adjustments without having to unstrap and remove the hood as a separate body panel. Under the hood, the engine is simply stunning in every respect. Void of a weighty air cleaner, the Siamese velocity stacks perfectly top triple dual-throat Weber carburetors. The engine castings, hardware, fittings, and brilliantly arrayed finishes are an exceptional combination of original mechanical artistry and restoration excellence. Every detail from the orange Fram oil filter canister to the Magnetti-Marreli ignition components has been restored to perfection. The engine compartment is a highlight of technical sophistication and engineering artistry, validated by matching numbers, authentic castings, and award-winning mechanical stewardship.

This remarkable 1958 Ferrari 250GT Tour de France is a truly unrepeatable example of one of the finest competition cars built in the 1950s. A highly desirable, matching numbers, factory covered headlight car with significant period race history and unique one-off specified features, this Ferrari 250 GT is further bestowed with an award-winning restoration. With this provenance, there is little that can compare to the combined past and present history of 1031GT. Curatorially superb, exemplary in restoration, and ready for accolades at any top tier concours throughout the world, this Tour de France is ready to engage its next owner in the rare and desirable experience of world class competition Ferrari ownership.

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The 1957 Ferrari 250 GT LWB Berlinetta Tour de France Zagato in Photos

The gorgeous coupé looks just like it did racing at the mille miglia in 1957..

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Bryan Hood is a digital staff writer at Robb Report. Before joining the magazine, he worked for the New York Post, Artinfo and New York magazine, where he covered everything from celebrity gossip to…

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1956 – 1957 Ferrari 250 GT ‘Tour de France’ 14-Louvre

Ferrari 250 gt ‘tour de france’ 14-louvre, 250 gt berlinetta “tour de france” 14-louvre.

Driving his own 14-Louvre Berlinetta, Olivier Gendebien won the 1957 Tour de France with co driver Lucien Bianchi. The model was thereafter known as the Tour de France in honor of this victory.

For the 1957 season Ferrari revised their 250 GT Berlinetta including a new body design that had 14 distinct louvres on the rear sail panel.

These 14-Louvre cars also had a lower front noses, a more distinct rear fender line, a large cold air induction scoop, and a flat rear window compared the wrap-around version used on the earlier cars. Some of these cars had small bumperettes with small rubber strips.

Built in from November 1956 to July 1957, nine Ferrari 250s featured the 14-louvre bodywork including 0585GT, 0597GT, 0607GT, 0629GT, 0647GT, 0677GT, 0683GT, 0703GT and 0707GT. All of these cars currently survive except 0647GT which was broken up be Ed Niles in 1967.

Se full 1956 Ferrari 250 GT ‘Tour de France’ 14-Louvre Gallery here

Sources & Further Reading: Pourret, Jess. Ferrari 250 GT Competition Cars . Foulis 1977.“”

Specs & Performance

Sales & auction results.

1957 Ferrari 250 GT 14-Louver Berlinetta 0703GT . An Important Competition Ferrari. The Ultimate Tour de France Variant. One of Only Nine Examples Built and Eight Remaining. 9th Overall and 4th in Class in the 1957 Mille Miglia. 4th Overall in the 1957 Coppa Inter-Europa. Matching-Numbers, Original-Bodied Example. Participant in the Inaugural Colorado Grand. Exacting Restoration by Noted Marque Specialist Dennison International. 2010 Pebble Beach Concours d’Elegance Award Winner. Eligible for the Best International Events Including the Mille Miglia. Documented by Ferrari Historian Marcel Massini.  Auction Source: Gooding & Company’s 2013 Pebble Beach Auction

1956 Ferrari 250 GT ‘Tour de France’ 0585GT –  sold for $6,710,000 Very first of the second series 14-louver design. One of nine examples built. Featured in the Hollywood Classic, The Love Bug. Matching numbers, extensively documented, and complete with full Ferrari Classiche certification. Received a class award at the 2011 Quail Motorsports Gathering. Single ownership for 14 years and offered for the first time ever at auction. Pristine example of Ferrari’s most revered berlinetta.  Auction Source: Monterey 2012 by RM Auctions

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1958 Ferrari 250 GT Tour de France Berlinetta

Coachwork by Scaglietti

SOLD $6,600,000

$6,500,000 - $7,500,000, car highlights.

The Fifth of 36 Single-Louvre Examples Built

Over 52 Years of Ownership by Noted Ferrari Collector Fred Peters

Unique Competition and Coachwork Features

Raced in the 1958 Targa Florio and the Trieste-Opicina Hillclimb

Exceptional Concours-Quality Restoration in Distinctive Original Colors

Participant in the Colorado Grand, Monterey Historics, and the Shell Historic Ferrari-Maserati Challenge

Technical Specs

2,953 CC Tipo 128D SOHC V-12 Engine

Three Weber 40 DCL/3 Carburetors

260 BHP at 7,000 RPM

4-Speed Manual Gearbox

4-Wheel Hydraulic Finned-Aluminum Drum Brakes

Front Independent Suspension with Coil Springs and Lever-Action Shock Absorbers

Rear Live Axle with Semi-Elliptical Leaf Springs, and Lever-Action Shock Absorbers

Saleroom Addendum

Please note that this vehicle is titled 1959.

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How to watch the Tour de France live stream 2024

All the information you need in order to tune into the biggest race of the year

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The wait is nearly over for the biggest bike race of the year, the Tour de France 2024 . Like us, you'll probably be wanting to tune in and watch, so we've put together a comprehensive guide to exactly how you can watch everything from live coverage to highlights of this iconic Grand Tour.

It should be an exciting battle for overall victory, with four potential winners all vying for the maillot jaune. Reigning champion Jonas Vingegaard (Visma-Lease A Bike), Tadej Pogačar (UAE Team Emirates), Remco Evenepoel (Soudal-Quick Step) and Primož Roglič (Bora-Hansgrohe) are the men most likely, although newly-anointed Giro d'Italia champion Pogačar is the only rider to have come through the early season unscathed. The other three have missed training time after tangling with each other in the same crash in Itzulia Basque Country in April.

Vingegaard was the worst affected , and in early June there was still a question mark over whether he would definitely be at the Tour de France.

There are plenty of sprinting opportunities scattered throughout the race. Last year's green jersey Jasper Philipsen (Alpecin-Deceuninck) will be the man to beat, pushed hard others including Mads Pedersen (Lidl-Trek) and Fabio Jakobsen (dsm-firmenich-PostNL). Many eyes will also be on Mark Cavendish (Astana Qazaqstan), who returns for his last Tour de France in the hope of finally beating the all-time 35-stage-win record that he is currently tied on with Eddy Merckx.

The final stage sees the race make way for the Paris Olympic Games and finish outside the capital for the first time in history, with a time trial from Monaco to Nice.

When is the Tour de France? 

The Tour de France will begin in Florence on June 29, and finish three weeks later on July 21 in Nice. Individual stages will be broadcast in full on Discovery+ .  

Check your chosen streaming service in your territory for broadcast times of individual stages. 

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How to watch the Tour de France for free 

The Tour de France is free to watch in Australia on SBS On Demand .

Streaming services are often geo-restricted, so if you're an Aussie away from home, make sure to use a VPN to watch your free Tour de France live stream from abroad.

We'll show you how to do that just below with NordVPN, which comes highly recommended via our sister site TechRadar .

Watch a live stream from anywhere with NordVPN

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How to watch the Tour de France live stream in the UK

Eurosport.co.uk and discovery+ are the homes of cycling in the UK. Subscriptions are £6.99 per month. There's also an annual plan for discovery+ at £59.99, if you're after the full race calendar of live streams.

How to watch the Tour de France live stream in the USA

Bike racing fans in the US will be able to watch the Tour de France on the FloBikes platform. The TV app is available on Roku, Fire TV, Chromecast and Apple TV, as well as on Android and iOS. Subscriptions cost $150 per year. 

Watch Tour de France 2024 live stream on FLOBikes in USA

FloBikes boasts an impressive bill of live racing throughout the season, including the Tour de France, Giro d'Italia and more. A monthly subscription will cost you $30 while a yearly account will set you back $150 ($12.50 per month).

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After cutting his teeth on local and national newspapers, James began at Cycling Weekly as a sub-editor in 2000 when the current office was literally all fields. 

Eventually becoming chief sub-editor, in 2016 he switched to the job of full-time writer, and covers news, racing and features.

A lifelong cyclist and cycling fan, James's racing days (and most of his fitness) are now behind him. But he still rides regularly, both on the road and on the gravelly stuff.

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Tour de France 2024 Rider Power Rankings

Less than a month out from the start of the men’s Tour de France, we ranked the top yellow jersey threats in the peloton.

This is the latest edition of Bicycling’ s Power Rankings for the 2024 Men’s Tour de France, where we rank the top contenders leading up to July’s race. This continuously updated list will give you an in-depth look at the riders that have the best shot to stand atop the podium at the end of the Tour—and how they’re performing in the races leading up to July.

These rankings will be constantly refreshed, so you can see who’s up and who’s down on the road to the 2024 Tour de France.

The 2024 Tour de France was expected to bring together the sport’s four best grand tour riders: Denmark’s Jonas Vingegaard (Visma-Lease a Bike), winner of the last two Tours de France; Slovenia’s Tadej Pogačar (UAE Team Emirates), winner of the 2020 and 2021 Tours de France and the recent Giro d’Italia; Belgium’s Remco Evenepoel (Soudal-Quick Step), winner of the 2022 Vuelta a España; and Slovenia’s Primož Roglič (BORA-hansgrohe), a 3-time winner of the Vuelta and the champion at last year’s Giro d’Italia.

Each rider was taking a different route to the Tour de France, with each choosing to mix race days with extended periods of time spent at training camps. And while some of their paths crossed at select races throughout the first few months of the season, they weren’t expected to all race together until the Tour. For fans, it was a dream scenario.

But the dream became a nightmare in early-April after a scary, high-speed crash during Stage 4 of Spain’s Tour of the Basque Country took down several riders, including Vingegaard, Roglič, and Evenepoel. Two of them–Vingegaard and Evenepoel–suffered serious injuries, and all of them had their Tour preparations interrupted.

That was almost eight weeks ago, and they’re all back on their bikes and training again. But with the Tour de France beginning in Florence, Italy just four weeks from Saturday, one big question still remains: Will Vingegaard–who suffered the worst injuries of the three–be on the starting line, and if he is will he have the form he needs to defend his title? This storyline is the one we’ll be watching the most in the month leading up to the start of the Tour, but it’s not the only one.

We’re also excited to see if Pogačar can become the first rider since 1998 to win the Giro d’Italia and the Tour de France in the same season (spoiler alert: we think he can). And last but definitely not least, we’re eager to learn which other contenders–if any–will be ready to challenge him.

So with four weeks left before the Tour’s “Grand Depart,” here’s our latest–and perhaps most optimistic–Tour de France contender Power Ranking.

Tadej Pogačar

.css-1f6aja5{-webkit-align-items:center;-webkit-box-align:center;-ms-flex-align:center;align-items:center;background-color:#ffffff;border:0;border-bottom:none;border-top:0.0625rem solid #e8e8e8;color:#000;cursor:pointer;display:-webkit-box;display:-webkit-flex;display:-ms-flexbox;display:flex;font-style:inherit;font-weight:inherit;-webkit-box-pack:start;-ms-flex-pack:start;-webkit-justify-content:flex-start;justify-content:flex-start;padding-bottom:0.3125rem;padding-top:0.3125rem;scroll-margin-top:0rem;text-align:left;width:100%;}@media(min-width: 64rem){.css-1f6aja5{scroll-margin-top:3.375rem;}} .css-jtmji2{border-radius:50%;width:1.875rem;border:thin solid #6f6f6f;height:1.875rem;padding:0.4rem;margin-right:0.625rem;} .css-jlx6sx{display:-webkit-inline-box;display:-webkit-inline-flex;display:-ms-inline-flexbox;display:inline-flex;width:0.9375rem;height:0.9375rem;margin-right:0.625rem;-webkit-transform:rotate(90deg);-moz-transform:rotate(90deg);-ms-transform:rotate(90deg);transform:rotate(90deg);-webkit-transition:-webkit-transform 250ms ease-in-out;transition:transform 250ms ease-in-out;} read the complete analysis.

Previous Ranking : 1

Race Days : 31

Race Wins : 14

Best Result : 1st-place, General Classification - Giro d’Italia

Next Race: Tour de France, June 29-July 21

With about four weeks until the start of the Tour de France, there are still no questions about who the Tour’s top contender is. Pogačar just wrapped-up a three-week training camp in Italy. You may have heard it–it’s called the Giro d’Italia.

We’re kidding, right? Well, not really. Pog absolutely dominated the Italian grand tour, winning the maglia rosa by almost ten minutes over the next-closest rider on the Giro’s General Classification. Along the way he won six stages–finished second or third on three more–and won the Giro’s King of the Mountains prize. But more importantly, he finished the race healthy and reasonably fresh for a rider who just won a three-week grand tour. 

He only crashed once–near the end of Stage 2 when he flatted and his front wheel slipped out from him. It was a minor fall, and Pogačar quickly quickly got back on his bike and promptly won the stage. Otherwise, he escaped the race injury-free.

He also stayed healthy, which–considering the terrible weather that the race encountered at the beginning of the third week–was another blessing for the Slovenian. Staying safe and healthy during a three-week is often a greater challenge than overcoming the competition, and Pog came through that battle unscathed. 

And speaking of the competition, between a relatively gentle course and a rather weak (sorry, guys) start list, Pogačar was never really pushed to defend his lead. With the exception of the Giro’s two individual time trials, he basically won the race with a series of quick, uphill accelerations that no one else could follow. Then he simply rode a steady tempo to the finish line, extending his advantage as he pedaled. 

Pogačar’s near-perfect Giro–plus the fact that he raced minimally in the months before it–means that he probably ended the Giro stronger than he was when he started it. That’s bad news for the men he’ll be racing against at the Tour de France. 

With the Giro behind him, Pogačar will rest for a week and then head to a ski station in the French Alps for nineteen days of altitude training. He won’t race before the Tour de France, but with a grand tour in his legs, he doesn’t need to. 

At this rate, we’ll be eating some humble pie in late-July. At the beginning of the season, we didn’t have much faith in his chances of winning the Giro and the Tour in the same season. But given the way things are shaping up, now we’ll be more surprised if he doesn’t. 

Primož Roglič

Read the complete analysis.

Previous Ranking : 2

Race Days : 11

Race Wins : 1

Best Result : 1st-place, Stage 1 - Tour of the Basque Country

Next Race : Critérium du Dauphiné, June 2-10

Roglič also went down in the crash that took out Vingegaard and Evenepoel, and like the other two, he abandoned the race immediately. But after a series of medical examinations, BORA-hansgrohe reported that the 34-year-old suffered no major injuries. Compared to the others, the Slovenian dodged bullet.

He was initially expected to take part in Flèche Wallonne and Liège-Bastogne-Liège last week, but the team changed plans to give him extra time to heal. That was a good call, as the weather in the Belgian Ardennes was atrocious that week, and the risk of getting sick or worse–another crash–just wasn’t worth it. In fact, he probably made more gains by training than he would have by racing. 

The Slovenian spent the past five weeks training–which was always the plan–and now he’s heading to the Critérium du Dauphiné–which starts this Sunday–for his last big test before the Tour de France.

The Dauphiné is essentially an 8-day mini-Tour de France with several stages that mimic key stages from the upcoming Tour. It’s also early enough in the month that riders have time for one more small block of training before the start of the Tour. That makes it a popular dress rehearsal for Tour contenders, and Roglič will be going head-to-head with several of his rivals. And it’s a race he knows well: he won it in 2022. 

That’s why anything worse than a top-5 finish would be bad news for the Slovenian. He doesn’t need to win it; after all, the Dauphiné ends four weeks before the start of the Tour, and he needs to be at his best in July not June. 

But a poor performance against many of the men he’ll be racing against at the Tour will raise some eyebrows, putting even more pressure on a 34-year-old rider who might be staring down his last reasonable chance to win the Tour de France. 

Remco Evenepoel

Previous Ranking : 3

Race Days : 17

Race Wins : 4

Best Result : 2nd place, General Classification - Paris-Nice

Another victim of the crash at the Tour of the Basque Country, Evenepoel broke his right clavicle and scapula in Spain and had surgery a few days later in Belgium to address the broken collarbone. The injury meant the Belgian missed a chance to become only the fourth rider to win Liège-Bastogne-Liège three years in a row. 

But his injuries have healed and he’s been on his bike for several weeks. He even attended a recent training camp with his team in Sierra Nevada. So he’s back on schedule in terms of his training for this summer’s Tour de France. 

This sets Evenepoel up for an important showdown with Roglič–and others–at the Critérium du Dauphiné–the Belgian’s last race before the Tour de France–and the pressure he’ll face there will be intense. 

The winner of the 2022 Vuelta a España, Evenepoel is Belgium’s best chance to win a Tour in several decades (a Belgian hasn’t won the Tour since 1976), so he already carries the weight of a nation of passionate cycling fans on his shoulders.

So there’s really no way for the 24-year-old to come out of the Dauphiné without facing even more pressure: if races well–let’s say, finishes on the podium–everyone will start talking about him as if he’s bound to win the Tour. But a bad Dauphiné will fire up the naysayers, putting the wrong kind of pressure on a rider who sometimes struggles to handle adversity. It’s an unenviable position, but that’s life as when you’re Belgium’s first grand tour winner since 1978. 

Egan Bernal and Carlos Rodriguez

Previous Rankings : 4 (Bernal) and 5 (Rodríguez)

Race Days : 28 (Bernal) and 24 (Rodríguez)

Race Wins : 0 (Bernal) and 2 (Rodríguez)

Best Result : 3rd place, General Classficiation - Volta Ciclista a Catalunya (Bernal) and 1st-place, General Classification - Tour de Romandie (Rodríguez)

Next Race : Tour de France, June 29-July 21 (Bernal) and Critérium du Dauphiné, June 2-10 (Rodríguez) 

We’re hedging our bets with this one because–at the moment–we can’t find a reason to put one ahead of the other. But that could change after the Critérium du Dauphiné, which Rodríguez will be starting this weekend.

The Spaniard flew a bit under the radar at last year’s Dauphiné, but in hindsight he shouldn’t have: he finished ninth overall against some tough competition and won the white jersey as the race’s Best Young Rider. The then-22-year-old went on to finish fifth overall and win a stage at the Tour de France. Perhaps we should have seen it coming.

But Rodríguez won’t sneak up on anyone this year, and his performance will indicate if he’s ready to become a true Tour de France podium contender. If he is, he’ll likely bump Bernal–who last raced in late-April and is currently training in Colombia–down a notch in the team’s leadership hierarchy. And that might not be a bad thing: we like the chances of “Bernal the Dark Horse” better than those of “Bernal the Pre-Tour Podium Contender.” 

Jonas Vingegaard

Previous Ranking : Under Consideration

Race Days : 14

Race Wins : 7

Best Result : 1st-place, General Classification - Tirreno-Adriatico

Next Race : TBD

Given some recent news, we’re optimistically moving the Tour’s two-time defending champion back into our top-5—well, 6 if you consider the INEOS tandem above. 

One of the worst victims of the crash at the Tour of the Basque Country, Vingegaard lay motionless along the side of the road for a few minutes before finally being placed in an ambulance and taken to a local hospital, where tests revealed a broken collarbone and a few cracked ribs. Later the team shared that Vingegaard also suffered a pulmonary contusion and a collapsed lung. He stayed in the hospital for 12 days. 

At first, Visma-Lease a Bike wouldn’t discuss the Dane’s chances of racing the Tour de France. But now they are–albeit in uncertain terms–because Vingegaard is back on his bike and training. He was first spotted on a bike path in Denmark, and this week, he arrived in Tignes, France for altitude training camp.

At the Giro d’Italia last week, his team manager Richard Plugge confirmed that Vingegaard has indeed resumed training but would only head to the Tour if he is 100 percent ready to defend his title. And he didn’t sound as if the possibility of the Dane being ready in time was as far-fetched as it seemed a month ago.  

He won’t ride the Dauphiné, but his teammates racing it will meet him in Tignes afterwards. Things are clearly going better than they were in April for Vingegaard, and we think there’s about a 50% chance that he starts the Tour de France. 

Vingegaard started the season in dominating fashion. In fact, he was so strong that some wondered how he could possibly maintain such a high level of fitness all the way through the Tour. Assuming he’s able to get anywhere close to the form he had before the crash–and he starts the Tour–he’s good enough to break back into our Power Ranking. It’s an optimistic take, but we’re going with it–for now.

Under Consideration

If Vingegaard is ultimately unable to start the Tour de France, American Sepp Kuss (Visma Lease a Bike) –the winner of last year’s Vuelta a España–will likely lead the team instead. Kuss hasn’t raced since the Tour of the Basque Country, but he’s starting the Critérium du Dauphiné this Sunday. With three summit finishes to close out the race, it’s the perfect chance for Kuss to assert himself as a Tour de France contender.

Spain’s Juan Ayuso (UAE Team Emirates) is also riding the Dauphiné and likely racing to win it. The 21-year-old finished third at the 2022 Vuelta a España and is set to start his first Tour de France this summer. He’ll be riding in support of Pogačar, but the Spaniard could be a contender himself–both as a domestique (UAE put two riders on the podium last year) and as a back-up plan (should something happen to Pog).

Ecuador’s Richard Carapaz (EF Education-EasyPost) has been training since his last race, April’s Liège-Bastogne-Liège. The 31-year-old is racing the Tour de Suisse–which takes place one week after the Dauphiné–as his final race before the Tour. And he’ll be racing with a chip on his shoulder: the reigning Olympic champion was not selected to represent his country at the games this summer. Jhonatan Narváez (INEOS Grenadiers)–who won Stage 1 at the Giro d’Italia–was chosen instead.

Since getting hooked on pro cycling while watching Lance Armstrong win the 1993 U.S. Pro Championship in Philadelphia, longtime Bicycling contributor Whit Yost has raced on Belgian cobbles, helped build a European pro team, and piloted that team from Malaysia to Mont Ventoux as an assistant director sportif. These days, he lives with his wife and son in Pennsylvania, spending his days serving as an assistant middle school principal and his nights playing Dungeons & Dragons.

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When is the Tour de France 2024? How to watch and the latest odds with Tadej Pogacar the bookies' favourite

W ith five weeks to go until the 2024 Tour de France , Tadej Pogacar is the bookies’ favourite to win the yellow jersey — having won the Giro d’Italia emphatically.  

The Slovenian is looking to add to his 2020 and 2021 Tour titles, which will be easier if rival Jonas Vingegaard fails to recover from crash injuries sustained in the Itzulia Basque Country tour earlier this year.

Danish rider Vingegaard, the 2022 and 2023 Tour winner, is facing a race against time to be fit and is not on the start list for next week's Critérium du Dauphiné — a warm-up race. 

Other yellow jersey contenders Remco Evenepoel and Primož Roglič, who also both crashed on the Basque tour, have recovered to make the Critérium .

It could make for an interesting 111th edition of the race with or without its biggest names when the racing gets under way next month. 

Here is all you need to know about the 2024 Tour de France.

When is the Tour de France 2024? 

The Tour will begin with a hilly stage from Florence to Rimini in Italy on Saturday, June 29. 

From there, riders will race for 21 days and have two rest days, culminating in a time trial in Nice on Sunday, July 21. 

What is the route for the Tour?

After the four days in Italy, the Tour will cross the border to Valloire France on Tuesday, July 2 — the first high mountain stage.

It is the first time the race has had its Grand Depart in Italy. In another first, the riders will cross into San Marino on an early stage. 

The Tour will finish outside Paris for the first time as the French capital is preparing to host the Olympic Games and the Paralympics this summer.

The final stage in Nice will be a time trial, meaning the general classification order will go down to the last day. 

While usually the last day is something of a ceremony before a sprint, in 2024 it will be the second of two long time trials. 

The tough route will take in summit finishes in the French Alps, featured earlier than usual, Massif Central and the Pyrenees. Stage nine will also feature 32 kilometres (20 miles) of gravel roads. 

The severity of the stages and lack of flat finishes is bad news for sprinters including Britain's Mark Cavendish — who is seeking a record-breaking 35th Tour stage win. 

Eight stages identified as ‘flat’ could give sprinters such as Cavendish reasons to hope — but only if they can stay in the race over the mountains and make time cuts. 

The Manx rider told the Guardian : “There’s a few [sprint stages] but you’ve got to get to them — that’s the problem. 

“It’s so hard. I’m in a bit of shock, actually.”

How can I watch the Tour de France? 

ITV 4 and ITV X will be showing the Tour de France live from June 29 to July 21 with highlights shows every evening — usually at 7pm. 

In previous years, the shows have been presented by Gary Imlach with input and commentary from David Millar and Ned Boulting. 

ITV will also broadcast Critérium du Dauphiné highlights from June 4 to 11. 

Who are the bookmakers’ favourites for the 2024 Tour de France? 

Bookmakers are in an unusual position and taking bets on a race scenario with and without defending champion Jonas Vingegaard taking part. 

Oddschecker does not have the option of betting on the Dane winning the yellow jersey.

However, the odds of other contenders do shorten if he does not make the start line. 

The full list of riders will be confirmed nearer the start of the race. 

These are the Oddschecker odds as of May 30 .

Tadej Pogacar: Odds to win with Vingegaard in race (4/11) without Vingegaard (1/2)

The Slovenian is in red-hot form and could add to his two yellow jerseys. 

Primož Roglič: Both with and without Vingegaard (9/2)

Another Slovenian who has won the Giro d’Italia and Vuelta a Espana in the past but never the Tour de France, despite coming second in 2020. 

Remco Evenepoel: With and without Vingegaard (10/1)

The Belgian has previously won the Giro and is an all-rounder. 

Juan Ayuso: With and without Vingegaard (16/1)

The Spanish youngster is a teammate of Pogacar at UAE Team Emirates and could step up should misfortune strike the Slovenian but is otherwise on domestique duty.

Register now for one of the Evening Standard’s newsletters. From a daily news briefing to Homes & Property insights, plus lifestyle, going out, offers and more. For the best stories in your inbox, click here .

1959 Ferrari 250 GT LWB Berlinetta 'Tour de France' by Scaglietti | Monterey 2022 | RM Sotheby's

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• The 26th of 36 third-series single-vent examples
• Successful competition history, with six overall wins and a podium finish in all 12 period races entered between 1959 and 1960
• Certified as retaining its matching-numbers engine, gearbox, and rear axle with Ferrari Classiche Red Book
• Fully restored by marque specialists Motion Products Inc. in 2005–2006
• 17 years of fastidious care by the current owner
• Documented with factory build sheet copies, former owner’s correspondence, restoration invoices, and history report by marque expert Marcel Massini

During its illustrious history, Ferrari has built many superlative models with a berlinetta body style. Few of them can compare, in both beauty and competition success, to the 250 GT “Tour de France.” Born in the wake of the disastrous 1955 24 Hours of Le Mans, the 250 GT berlinetta was an attempt to capitalize on the FIA’s revised racing classes, which placed a newfound stress on production-based grand touring cars. With production of the 250 GT road car already in full swing, the new model required only some minor modification to result in a competitive race-winner.

While the 3-liter type 128 Colombo short-block V-12 was fitted with triple Weber 36 DCL/3 carburetors (often with velocity stacks) to improve induction and resulting horsepower, the chassis was clothed in striking new coachwork from Scaglietti that was formed from lightweight aluminum alloy. In combination with Perspex glass and a minimally equipped cockpit, the new berlinetta boasted an improved power-to-weight ratio, and stood ready to do battle against competitors like the Jaguar XK and Mercedes-Benz 300 SL.

The very first 250 GT berlinetta, chassis number 0503 GT, finished 1st in class at its debut race at the Giro di Sicilia in April 1956. Six months later the legendary Marquis Alfonso de Portago drove one of the berlinettas to an overall victory in the grueling Tour de France rally, a 3,600-mile, week-long jaunt consisting of six circuit races, two hillclimbs, and a drag race. Enzo Ferrari was so delighted that the factory began referring to the new model as the “Tour de France,” a decision that was further vindicated when Oliver Gendebien went on to win the French race in a 250 GT berlinetta for three consecutive years from 1957 to 1959.

The Tour de France body style was modified several times during the model’s production run, with the most identifiable difference evident in the treatment of the C-pillar quarter panels, which featured varying numbers of louvered vents. For 1958 and 1959, the third-series cars featured just one vent on the so-called sail-panel, with 36 examples bodied in this fashion among a total output of 72 TdFs. Among these third-series cars, about two thirds of the production were fitted with recessed covered headlamps and one third fitted with open headlamps. This final evolution of the TdF also featured improved mechanical elements including a new gearbox, a revised intake manifold and cylinder heads, stronger valves and connecting rods, and a new crankshaft.

As the centerpiece of many Ferrari-focused collections, the Tour de France is undeniably one of the most captivating 250 GT iterations, occupying an important perch in Ferrari racing lineage that rivals sibling variants such as the Testa Rossa, California Spider, the Short Wheelbase, and the GTO. Highly celebrated by enthusiasts today, the 250 GT Tour de France epitomizes the finest in dual-use grand touring Ferraris that could be driven to the circuit and vigorously raced before enjoying a relaxing trip home.

CHASSIS NUMBER 1161 GT

Raced in period by a respected luminary in American Ferrari circles, and the subject of a 2000s restoration by one of the niche’s leading names, this Tour de France is a particularly desirable example of the legendary 250 GT variant. According to the research of marque expert Marcel Massini, chassis number 1161 GT is the 26th example clothed in the single-vent coachwork style, and the 62nd example built overall. It is further distinguished by being the last TdF built in 1958.

Copies of factory build sheets demonstrate the engine was completed in November 1958, and the chassis was subsequently dispatched to Carrozzeria Scaglietti for the sensational single-panel TdF coachwork, which was executed entirely in aluminum alloy. Finished in a lovely shade of dark green, the body was fitted with covered headlamps with chromed bezels, full front and rear bumpers, external hood-fastener claws, and unpainted triple-gill fender vents, while the interior was equipped with a rollbar and trimmed with tan leather.

In March 1959 the 250 GT was delivered to Luigi Chinetti Motors, and soon thereafter the car was sold to the famed Bob Grossman, a New York-based privateer racer and dealer who is renowned for his role in helping popularize the 250 GT California Spider, among other racing endeavors. Grossman sold (or lent) the Tour de France to Walter Luftman of New York City and he raced it in several events, twice finishing 1st in the GT Class at Lime Rock, in July 1959 and October 1959. He also campaigned the Ferrari at Montgomery, New York, in August 1959, and finished 2nd at the Long Island Sports Car Association’s (LISCA) Interclub Championship event at Bridgehampton in September. In August 1960 Grossman took the wheel to compete in the LISCA’s Bridgehampton race, for which he applied an MG-logo octagon on the car’s side, in a nod to his role as part of the MG racing team (as pictured in the 1960 Ferrari Yearbook ). Between 1959 and 1960 1161GT competed in a dozen races, winning six and always finishing in the top three in its class, an impressive accomplishment.

Circa 1962 the Ferrari was sold to Peter Sherman of Maitland, Florida, and he later took the berlinetta with him when he relocated to Ashton, Maryland. In September 1969 Sherman sold the 250 GT to an Indianapolis-based dealer who quickly found a buyer in Ken Hutchison of Tower Lake, Illinois. Hutchison went on to keep 1161 GT for an impressive period of 17 years, during which the original green paint was kept intact.

A THOROUGHBRED ON TRACK AND FIELD

In June 1986 Hutchison sold the Ferrari to the respected Illinois-based collector Bill Jacobs. Two months later the 250 GT was acquired by Yoshiyuki Hayashi of Tokyo, Japan, and he commissioned a complete refurbishment by European Auto Restorations in Costa Mesa, California, that included an exterior refinish in rosso, and a new tan leather interior. In June 1995 the Tour de France was sold to Mr. Terada’s Art Sports of Osaka and Tokyo, and a year later the car was traded to fellow Tokyo resident Yoshikuni Okamoto in exchange for a 250 GT Short Wheelbase.

Mr. Okamoto sold the Ferrari a year later to a California-based dealership, which in turn sold the car to noted collector Ed Davies in Florida. Mr. Davies had the engine rebuilt and went on to enjoy the berlinetta in several vintage events, racing it in the Shell Historic Ferrari Challenges held in conjunction with the 2000 and 2001 Cavallino Classic, and exhibiting it at the Cavallino Classic Concours d’Elegance in January 2000. In August 2000 he raced the TdF again at the Shell Historic Ferrari Challenge at Elkhart Lake, and four years later the car was campaigned at the Monterey Historic Races at Laguna Seca.

In August 2005 Mr. Davies sold the Tour de France to the consignor, and he set about a high-quality restoration with the intention of exhibiting the car at major events. During 2005 the 250 GT was entrusted to the marque experts at Motion Products Inc. in Neenah, Wisconsin, for a comprehensive restoration that was capped with a new finish in rosso complemented with a central stripe in French blue. The interior was also re-trimmed with blue leather and fitted with a new rollbar.

The Ferrari’s exhibition run began at the 2006 Amelia Island Concours d’Elegance and continued 10 months later with an appearance at the 2007 Cavallino Classic. The TdF was then re-submitted to Motion Products in January 2008 for some corrections, and following this work the car was again presented at the Cavallino Classic, this time winning an FCA Silver Award. In July 2010 the 250 GT was displayed at the Keeneland Concours d’Elegance, and the owner subsequently enjoyed it during a successful run on the 2013 Colorado Grand.

Highly eligible for many of the most prestigious events, the 250 GT Tour de France is the ideal car to take on a grand touring rally or show on the lawn at a traditional concours d’elegance. Claiming an accident-free early life of American racing use in conjunction with the famed Bob Grossman, this historically significant Ferrari is documented with build sheet copies, restoration invoices, former owner’s correspondence, and a variety of period photos. It would make a sensational addition to any sporting collection, particularly suited for Ferrari enthusiasts searching for a quality example of the venerable Tour de France model.

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