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1965 Ferrari 275 GTB Competition

Ferrari replaced the 250 GT Series with the 275, introduced in the fall of 1964 in Paris as the 275 GTB coupe and the 275 GTS spyder. It wore an elegant yet aggressive shark-like profile with carefully concealed modern components and machinery, utilizing Ferrari's first use of an independent rear suspension and the first to utilize a transaxle that moved the gearbox into a unit with the rear axle. The 3.3-liter V-12 engine produced around 275 to 280 horsepower in standard guise (9.2:1 compression ratio), plus an additional 20 horsepower with the optional six Weber carburetors. The race-proven Colombo overhead cam V-12 engine had a 58.8mm stroke, an increased bore of 77m, and a total displacement of 3,285.7 cc. The single-cylinder displacement was 275 cc, hence the model's designation.

The Ferrari 250 GTO had brought the FIA GT championship to Ferrari in 1963 and 1964, but the increasing competition from Shelby's Cobras made it clear that something even greater than the GTO was needed to defend the championship in 1965. Ferrari's entry for the 1965 season was the mid-engine 250 LM (designed for Le Mans), however, the FIA rejected Ferrari's proposal, arguing that the 250 LM was clearly designed as a sports prototype racer. Thus, Ferrari was left without a competitive entry.

Four special lightweight 275 GTB 'specials' were built, but they were also rejected by the FIA. Enzo Ferrari's options for a prosperous 1965 racing season were quickly diminishing, so he authorized construction of an alloy-bodied competition version of the 275 GTB that was closer to the production car. Visually, these cars were distinguished by a racing-style fuel filler mounted on the right side of the car and three additional cooling slots in the rear quarters. A total of ten examples were built and were sold primarily to private teams, who would ultimately race the cars with significant success in 1965, including the Targa Florio, the Nurburgring, Le Mans, and Nassau in the Bahamas. At the 24 Hours of Le Mans, one Clienti placed 3rd overall and 1st in the GT category.

The Ferrari 275 GTB factory competition versions are often divided into three phases, beginning with the minor modifications of chassis 06003 and 06021. These were followed by the three ultra-lightweight, tube frame specials equipped with six-carburetor dry sump engines and bodywork that retains origins of the 275 GTB, but with a 330 LM Berlinetta-style nose and Lusso-style air intake atop the bonnet. These were followed by an additional ten special Berlinetta, dubbed 'Competizione Clienti' and built for customers as dual-purpose sports cars. These short-nose cars had a large 140-liter gas tank (replacing the 94-liter unit) which necessitated the relocation of the spare tire to sit vertically behind the fuel tank. Additionally, the rear shelf of these cars is slightly higher in appearance. Power was sourced from the wet-sump V-12 engine equipped with six Weber 40 DCN3 carburetors. Most were built with lightweight alloy bodywork.

The final versions of 'competition specials' were officially referred to by the factory as 275 GTB/C; the other cars were not. These 900 series chassis number vehicles used dry sump three-carburetor engines employing magnesium, special lightweight frame, and lightweight long-nose alloy bodywork. These were the final competition GT cars built by Mauro Forghieri and Ferrari's racing department as the racing iterations of the later 365 GTB/4 were modified in Modena.

by Dan Vaughan

Coupe
Chassis number: 06885

The 275 GTB/GTS was debuted in October 1964 at the Paris Salon. It was designed by Pininfarina and built by Scaglietti. The 275 GTB was based on the 250 GT Berlinetta Lusson and the 250 GTO. The GTS version drew styling from the 330 GT 2+2. Production continued through 1966.

The fastback Berlinetta coupe was the GTB series. This version was meant for driving on the road and at the track. The Open spyder was the GTS series. This version was more comfortable and more suited for touring.

By moving the transmission to rear of the car, better weight distribution was achieved. The engine used was a Colombo-derived V-12 engine that produced 260 horsepower in the GTS and 280 horsepower in the GTB. With the GTB version, an option was given to the buyer to purchase the vehicle with three or six Weber

carburetors.

This Ferrari was the first official Competition GTB and the most prolific. Ferrari 275 GTB/C Series 1 with chassis number 6885 was given engine number 262/64 competition. In 1965 it raced at Targa Floria, driven by Mairesse and Beurlys, it was forced to retire early due to mechanical difficulties. At the Nurburgring 1000 KM, driven by Mairesse and Beurlys, it finsihed third overall and first in class. It was painted yellow and raced by Ecurie Francorchamps with drivers Mairesse and Blanton. After being homologated, the car was raced at LeMans where it placed first in the GT class (3rd overall), gaining the first 275 GTB victory. This was followed up by an outright win for Charlie Kolb at Nassau.

It was sold to Preseton Henn in 1985.

by Dan Vaughan

During the late 1950s, Ferraris road-oriented Berlinettas split in terms of design from their race cars. After the 250 short wheelbase Berlinetta, the dual-purpose road / race Ferrari seemed gone. This new distinction motivated Ferrari to manufacture more civil road cars having impressive specifications. The first example of this new trend was the 275 GTB.

The 275 GTB/GTS was debuted in October 1964 at the Paris Salon. It was designed by Pininfarina and built by Scaglietti. The 275 GTB was based on the 250 GT Berlinetta Lusson and the 250 GTO. The GTS version drew styling from the 330 GT 2+2. Production continued through 1966.

The fastback Berlinetta coupe was the GTB series. This version was meant for driving on the road and at the track. The Open Spyder was the GTS series designed to replace the 250 California. This version was more comfortable and more suited for touring. Around 200 examples of the GTS were created during its two-year production.

Being light, powerful, and strikingly beautiful, the 275 was a very successful car for Ferrari. It sold well, with around 1000 examples made, and, as an afterthought, scored victories in endurance racing after the 250 LM was denied homologation.

By moving the transmission to the rear of the car, better weight distribution was achieved. The engine used was a Colombo-derived V-12 engine that produced 260 horsepower in the GTS and 280 horsepower in the GTB. With the GTB version, an option was given to the buyer to purchase the vehicle with three or six Weber carburetors.

In 1965, Ferrari created three examples of the 275 GTB for the purpose of endurance motorsport racing. The vehicles were dubbed the 275 GTB/C and outfitted with a lightweight aluminum body, air vents for the brakes, six carburetors, and a 320 horsepower engine, and a few other minor mechanical modifications.

In 1966 the 275 GTB was re-introduced with a four-cam version of the V12. Six Webber carburetors aided in delivering around 300 horsepower. To cope with the new power, the GTB/4 was given wider tires and a ZF limited-slip differential. The 4 in the name GTB/4 represented the twin camshafts per cylinder bank totaling four. This was the first quad-cam road-going Ferrari ever created. It was easily distinguished by its bulge in the hood. During its production run lasting until 1968, around 320 examples of the 275 GTB/4 were created.

The 275 P and P2 were purpose-built to Capture the World Championship and in the process beat Ford. The 275 P was powered by a 3.3-liter powerplant; a 4 and 4.4-liter version was also used. These mid-engined, open-topped cars were comprised of many of the same components as the road-going versions.

by Dan Vaughan