When Ferrari's highly successful 250 series was superseded in 1964 by the 275, Pininfarina was once again called upon to work his magic for the Maranello concern, creating a true classic of sports car design for the 275GTB. A penetrative nose, long bonnet, purposeful side vents, high waistline, short be-spoilered tail: these were all ingredients of the recipe yet the result was so much more than merely the sum of its parts. The tail spoiler and cast-alloy wheels echoed developments first seen on Ferrari competition cars, while beneath the skin there was further evidence of racing improving the breed, the independent rear suspension - seen for the first time on a road-going Ferrari - employing a double wishbone and coil-spring arrangement similar to that of the 250LM racer. The adoption of a rear-mounted five-speed transaxle combining the gearbox and differential in a single unit helped improve weight distribution, and the feature would characterise future generations of front-engined Ferrari road cars. Now enlarged to 3.3 litres, the 60-degree V12 engine remained the familiar Colombo type, in standard form producing 280bhp at 7,600rpm. A higher - 300bhp - state of tune employing six Weber carburettors was available, and this was used for the handful of aluminium-alloy bodied 275GTB/C (Competizione) models built, though customers purchasing a 275GTB for road use could also specify aluminium coachwork and/or the six-carburettor engine. Despite its near-perfect appearance, revisions to the original 275GTB were not long in coming: a longer nose, enlarged rear window and external boot hinges being introduced towards the end of 1965. Mechanically the only major change was the adoption of torque tube enclosure for the prop shaft. The model's ultimate incarnation - the 275GTB/4 - appeared in October 1966, the '/4' suffix denoting the presence of four, rather than the original's two, overhead camshafts. Sadly, by 1968 the progress of automobile emissions legislation had effectively outlawed the 275GTB and its like from Ferrari's most lucrative export market, the United States, and the model was phased out later that same year after a total of only 460 cars had been completed. Left-hand drive chassis number '06663' was completed in February 1965 in steel bodied, short nose form and first registered in Brescia, Italy on 27th February of that year. Factory records show that the car was originally finished in Azzuro (blue) with Pelle Nera (black leather) interior. Copies of the factory build sheets and a detailed report from marque expert Marcel Massini are on file. On 1st March '65 the Ferrari was sold via the official dealer Crepaldi to its first owner, Mario Dora, a resident of Viale. Less than two weeks later the car was sold to its second owner, Vempa SaS (Officina Fabrizio Ferrari & Co) in Mestre near Venice, Italy. Co-owned by Fabrizio Ferrari, Vempa was a Lancia main dealer and authorised body workshop. The long nose was made in Modena by Carrozzeria Scaglietti (maker of 275GTB bodies for Ferrari) and delivered to Vempa ready for installation. The former head of the Scaglietti workshop, Mr. Guerra, remembered that only three such cars were modified in this way. The engine conversion from three to six carburettors and a re-spray in white was also undertaken by Vempa in period. In July 1966 Fabrizio Ferrari raced the 275GTB at the 5th annual Agordo-Frassené hill climb (Trofeo Esso) organised by the Automobile Club of Belluno, achieving a 2nd-in-class finish. Fabrizio Ferrari and '06663' were in action again on 25th September '66, placing 1st in class at the Belluno Club's 9th annual Coppa Alpe del Nevegal event. Shortly thereafter the car was converted from short to long nose configuration and the engine converted from three to six Weber carburettors. In its new, upgraded specification the Ferrari was raced at the inaugural annual Bassano-Monte Grappa hill climb (Trofeo Inasport) on 4th April 1967 by one Luciano Pasotto, placing 2nd
When Ferrari's highly successful 250 series was superseded in 1964 by the 275, Pininfarina was once again called upon to work his magic for the Maranello concern, creating a true classic of sports car design for the 275GTB. A penetrative nose, long bonnet, purposeful side vents, high waistline, short be-spoilered tail: these were all ingredients of the recipe yet the result was so much more than merely the sum of its parts. The tail spoiler and cast-alloy wheels echoed developments first seen on Ferrari competition cars, while beneath the skin there was further evidence of racing improving the breed, the independent rear suspension - seen for the first time on a road-going Ferrari - employing a double wishbone and coil-spring arrangement similar to that of the 250LM racer. The adoption of a rear-mounted five-speed transaxle combining the gearbox and differential in a single unit helped improve weight distribution, and the feature would characterise future generations of front-engined Ferrari road cars. Now enlarged to 3.3 litres, the 60-degree V12 engine remained the familiar Colombo type, in standard form producing 280bhp at 7,600rpm. A higher - 300bhp - state of tune employing six Weber carburettors was available, and this was used for the handful of aluminium-alloy bodied 275GTB/C (Competizione) models built, though customers purchasing a 275GTB for road use could also specify aluminium coachwork and/or the six-carburettor engine. Despite its near-perfect appearance, revisions to the original 275GTB were not long in coming: a longer nose, enlarged rear window and external boot hinges being introduced towards the end of 1965. Mechanically the only major change was the adoption of torque tube enclosure for the prop shaft. The model's ultimate incarnation - the 275GTB/4 - appeared in October 1966, the '/4' suffix denoting the presence of four, rather than the original's two, overhead camshafts. Sadly, by 1968 the progress of automobile emissions legislation had effectively outlawed the 275GTB and its like from Ferrari's most lucrative export market, the United States, and the model was phased out later that same year after a total of only 460 cars had been completed. Left-hand drive chassis number '06663' was completed in February 1965 in steel bodied, short nose form and first registered in Brescia, Italy on 27th February of that year. Factory records show that the car was originally finished in Azzuro (blue) with Pelle Nera (black leather) interior. Copies of the factory build sheets and a detailed report from marque expert Marcel Massini are on file. On 1st March '65 the Ferrari was sold via the official dealer Crepaldi to its first owner, Mario Dora, a resident of Viale. Less than two weeks later the car was sold to its second owner, Vempa SaS (Officina Fabrizio Ferrari & Co) in Mestre near Venice, Italy. Co-owned by Fabrizio Ferrari, Vempa was a Lancia main dealer and authorised body workshop. The long nose was made in Modena by Carrozzeria Scaglietti (maker of 275GTB bodies for Ferrari) and delivered to Vempa ready for installation. The former head of the Scaglietti workshop, Mr. Guerra, remembered that only three such cars were modified in this way. The engine conversion from three to six carburettors and a re-spray in white was also undertaken by Vempa in period. In July 1966 Fabrizio Ferrari raced the 275GTB at the 5th annual Agordo-Frassené hill climb (Trofeo Esso) organised by the Automobile Club of Belluno, achieving a 2nd-in-class finish. Fabrizio Ferrari and '06663' were in action again on 25th September '66, placing 1st in class at the Belluno Club's 9th annual Coppa Alpe del Nevegal event. Shortly thereafter the car was converted from short to long nose configuration and the engine converted from three to six Weber carburettors. In its new, upgraded specification the Ferrari was raced at the inaugural annual Bassano-Monte Grappa hill climb (Trofeo Inasport) on 4th April 1967 by one Luciano Pasotto, placing 2nd
Try LotSearch and its premium features for 7 days - without any costs!
Be notified automatically about new items in upcoming auctions.
Create an alert