1966 Ferrari 275 GTB Competition

Ferrari had offered competition specification GT cars to customers since 1950, beginning with the 166 MM Berlinetta and followed by the 250 Series in 1953. The 250 Mille Miglia evolved into the 250 GT Tour de France, and in 1960, Maranello introduced the 250 GT SWB Comp/60, and the Comp/61 a year later. The 250 GTO arrived in 1962, pushing the envelope of GT car design to new levels as it remained a dominant figure in its class through 1964. When the FIA refused to homologate the mid-engine 250 LM for the 1965 season, Ferrari built four special competition cars based on the 275 GTB. They were equipped with the 250 LM-specification engines and wore bodies comprised of the thinnest possible aluminum. Among the accolades achieved by these competition cars was a 1st in Class at LeMans and 3rd overall. A limited series of 12 similar cars were built for the 1966 season and were known as the 275 GTB/C, with the 'C' representing competizione.

Ferrari 275

The Ferrari 250 series was replaced by the 275 GTB Berlinetta and the GTS Spider in 1964. The styling was by Pininfarina and manufacturing by Scaglietti. The chassis used a conventional ladder frame design formed from oval-section steel tubing, with stopping power provided by Dunlop disc brakes on all four wheels. The suspension was independent with double wishbones, coil springs, and Koni shock absorbers. The bodies were fabricated from steel with the doors, hood, and trunk lid built from aluminum. Ferrari offered all-aluminum coachwork as optional, and approximately 72 examples were so equipped.

Under the bonnet was a double overhead camshaft 3.3 liter Colombo-designed 60-degree V-12 engine designated Tipo 213. It had a bore of 77 mm and a stroke of 58.8 mm, and represented the final development of the Colombo V12. It used three twin-choke Weber 40 DCZ 6 or 40 DFI 1 carburetors as standard and produced approximately 280 horsepower at 7,600 RPM. An optional six twin-choke Weber 40 DCN carburetor setup was available, boosting output to 320 hp at 7,500 RPM. Power was sent to the rear wheels via a five-speed manual transaxle with Porsche-style synchromesh and a limited-slip differential.

The 275 was the first road-going Ferrari equipped with a four-wheel independent suspension system (previous versions had live rear axles) and a transaxle (albeit, some Ferrari competition models such as the 250 Testa Rossa received this feature).

275 GTB Long Nose

Several mechanical and cosmetic changes were introduced in 1966, resulting in the 'Series II', also known as the 'long-nose' due to the frontal bodywork being lowered and lengthened, along with a smaller front air intake. The previous cars became known as the 'Series I' or 'short nose' models. Mechanical upgrades included the installation of a torque tube between the engine and transaxle, revised engine and transaxle mounts, the trunk hinges were changed from internally to externally mounted, and the fuel filler, fuel tanks, and spare tire were relocated. The rear window grew larger resulting in better visibility.

Ferrari built 442 examples of the 275 GTB between the fall of 1966 and the summer of 1966, with 236 of those being 'short-nose' and 206 being 'long-nose' examples.

275 GTB Competizione Speciale

The four Competition Specials were the first racing version of the 275 and were designed under the supervision of Mauro Forghieri. Three examples were manufactured between late 1964 and early 1965, while the final example was built in 1966. The Tipo 213 engines sourced from the 250 LM produced upwards of 305 horsepower and complimented the lightweight alloy bodywork and streamlined shape. Additional weight was reduced through the use of magnesium castings for parts of the engine and transaxle, Plexiglas for the windows, and drilling holes in interior panels. The wheel arches were flared to accommodate the wide Borrani aluminum-rimmed lightweight wire-spoked wheels wrapped with Dunlop Racing tires. The interiors were spare, devoid of non-essential materials, and the trunk housed a long-range fuel tank with internal filler caps.

Initially, the Fédération Internationale de l'Automobile (FIA) refused to homologate these racing specials for GT competition, but eventually granted Enzo permission after he threatened to stop competing in the GT class. One 275 GTB/C contested the 1965 GT season (chassis number 6885), racing at the Targa Florio (DNF), the 1000km Nürburgring (13th overall) and the 24 Hours of LeMans (3rd overall). At LeMans, it was driven by Willy Mairesse and Jean Blaton for Ecurie Francorchamps. After LeMans, it raced at the 500 km of Bridgehampton (11th overall) and the Nassau Tourist Trophy (1st overall).

275 GTB Privateer Competition Cars

Ferrari built ten examples of the 275 for competition purposes for privateers, and to ease the homologation process, they were less radical as the 275 GTB/C Speciales. They were similar to the production 275 GTB with several modifications to the alloy bodywork, additional exterior fuel filler, larger capacity fuel tanks, and extra venting. The engine remained the same powering the road-going 275 GTBs - a Tipo 213 unit with 6 carburetors.

These ten examples were followed by an additional 12 lightweight 275 GTB/C racing cars for the 1966 season. Most of the 275 GTB/Cs were sold to privateers trusted by Ferrari including Ecurie Francorchamps, Maranello Concessionaires, the North American Racing Team, and Scuderia Filipinetti. These cars proved to be very successful in competition, capturing class wins at Monza, Montlhéry, Nassau, and Le Mans. Two of the twelve were sold for street use and rode on standard 275 GTB-style alloy wheels with Pirelli tires.

The 275 GTB/C was equipped with engines similar to the four 'Competizione Speciales' - a Tipo 213 V12 with LM-type sodium-filled Nimonic valves, a redesigned crankshaft, Weber 40 DFI/3 carburetors, and competition pistons. Lightweight magnesium castings were used throughout the engine in place of the standard aluminum, and a dry-sump lubrication system replaced the standard wet-sump road-going system. Ferrari failed to report to the FIA that the production 275 GTB had a six carburetor option, so only a three carburetor setup was homologated. Since the three carburetors would mean less power, Weber developed the 40 DF13 carburetors and were unique to the 275 GTB/C.

Mauro Forghieri and the Scuderia Ferrari engineering team substantially altered the bodywork and many of the mechanical components. The design of the body remained very similar to the production 275 GTB Series II 'long nose', but were lightweight versions constructed by Scaglietti. They wore a slightly shorter nose, wider front and rear fenders, and the 0.28 think aluminum panels (joined with rivets) were about half as thick as the ones used on the 250 GTO. Fiberglass was used to reinforce the entire rear section and plexiglass was used for the side and rear windows. The floor panels were made of thin fiberglass, the seats were magnesium-framed, and holes were drilled in many frames and internal panels. The bumpers were visually similar to the road-going versions but were purely cosmetic, made of thin material and the rear bumper was simply fastened to the bodywork sheetmetal, and lacked an internal supporting subframe. Through these extreme measures, the 275 GTB/C shed approximately 330 pounds compared to the alloy-bodied road cars.

While the 275 GTB Series II used a torque tube driveshaft, the 275 GTB/C did not. Instead, it used the Series I-style open driveshaft with a similar transaxle but with a magnesium case, a strengthened clutch, close-ratio gears, needle bearings between the gears and the main shaft, and a strengthened ZF limited-slip differential.

The 275 GTB/C was the final competition Ferrari to wear wire wheels. The specially-made Borrani wire wheels were wrapped with Dunlop's newest 'M Series' racing tires which had so much grip, that they often overstressed and broke the spokes, often resulting in several crashes.

These twelve second-series 275 GTB/C examples represented the pinnacle achievement of the series and proved to be the final GT car built by Ferrari's competition department. It mirrored its predecessor's class win at Le Mans with two more such triumphs in 1966 and 1967, resulting in a GT-class three-peat at La Sarthe.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 09079
Engine number: 09079

During the first half of the 1960s there was not a more dominant name at Le Mans and in sportscar racing than Ferrari. It didn't matter the class, Ferrari generally ruled the roost. One of the best examples of this dominance would be realized with chassis 09079.

An order would be put in for a 275GTB in the middle of 1966. Specified 09079, the chassis would be a late example of the limited 275GTB. In fact, this particular car would be the next-to-last GTB built. Amazingly, this meant the car would be the penultimate GT car produced by Ferrari's racing department.

Completed in the early fall, the car would be finished in Rosso Chiaro livery with leather paneling and blue cloth upholstery. Sporting right-hand drive, the car would be sold to Scuderia Filipinetti for competition purposes the following season.

The 1967 season would be a surprising one for Scuderia Filipinetti. Having the 412P, the team would be intensely distracted by the prototype and the GTB would take something of a backseat, or a number two. Well the number two wouldn't fare all that bad and would often embarrass the prototype.

At the Le Mans test the car would be put through its paces and this would attract the attention of the team and much more emphasis would be placed upon the GT car, and the extra effort would pay off in a very big way.

Part of a team lineup that included the 412P and a GT40, the 275GTB would be something of the forgotten member of the team as far as the public and the media was concerned. Many, including none other than Mario Andretti, would look at the car and would find a little humor in the venerable Ferrari lining up against so many new GT cars. However, in the end, it would be the team and the Ferrari that would get the last laugh. Shaking off some early struggles, 09079 would complete lap after lap of the 8 mile circuit and would end up finishing 11th place overall and first within its class.

This would be just the beginning for the Ferrari, but not with Filipinetti. Capitalizing upon the car's success at Le Mans, Georges Filipinetti would offer the car for sale and it would end up being purchased by an amateur French driver by the name of Jacques Rey.

Rey would campaign the car at Le Mans under the Filipinetti banner in 1968. Sadly, the car would be out early with suspension failure and an accident. But, just when it seemed 9079's racing days had drawn to a close 1969 would come around.

By 1969, the GTB design was certainly well sorted, but it was also really beginning to show its age. If it had seemed old in 1967 then two more years added on only had to make it seem like old father time. But the car would demonstrate its will to win and, at the '69 1000 Kilometers of Spa-Francorchamps, Rey and co-driver Edgar Berney combined their efforts to take the class victory. Later, in September of '69, the two would partner again to take another class victory, this time at the 500 Kilometers of Imola. It would be a tremendous swansong for the GTB.

By the end of 1969 the Ferrari would be sold and would begin its life after racing. Coming to the United States in the early 1970s, 9079 would change hands a number of times until it would find something of a permanent home in the collection of James Wallace. The car would take part in historic races and would be often seen here and there. Then, in the 1980s, and despite some damage to the body, the car would return to Europe having been purchased by Swiss investment broker Charles Gnadinger. Again, the car would change hands, but, in 1985, would undergo an exhaustive restoration campaign.

When completed, the car would be returned to its period correct and matching blue leather upholstery and finish. Leaning upon Carrozzeria Egido Brandoli based in Montale, Italy, the restoration efforts would be exacting and very authentic. These efforts would attract the attention of a number of new suitors. The victory would be Mr. Yoshikuni Okamoto of Japan. The car would make its way to Japan and would remain there until 2006 when it once again made its way back to the United States.

Returning to the States, 9079 was still the property of Mr. Okamotor and was shipped to the United States in order to take part in the Pebble Beach Concours. Richard Freshman would be contracted to prepare the car for the event and would go to great lengths to ensure authenticity. When it was all said and done, all of the restoration efforts would result in a second place within its class. Its losing margin would be just a few tenths of point.

Since its display at Pebble Beach in 2006, 9079 has been all around the world making appearances in Italy, at Silverstone and Goodwood and even made a return trip to Le Mans. This would be a very special moment as the car returned to the place it had taken its very memorable victory over 30 years earlier. At this time Ross Warburton had come to own the car. Warburton deeply enjoyed vintage racing and 9079 perfectly suited him, hence all of the appearances.

In 2013, Warburton would sell the 275GTB. The current own, an enthusiastic Ferrari collector living in the United States, would commission GTO Engineering in Berkshire, England to return the car to a closer authentic state than what it had been with Warburton. A lot of hard work would go into the car and the result would be a largely factory-correct Ferrari. This would lead to the car receiving its Ferrari Classiche Certification and being invited to take part in Ferrari's 60th Anniversary celebration.

Returned to its Le Mans look of 1967, 9079 retains a special place of honor within the Ferrari family, especially the GT brood. Among only a small collection of 275GTBs, 9079 is undoubtedly the most successful and memorable of them all. Achieving victory at Le Mans at a time when the car was really becoming something of a laughingstock, this particular prancing horse is first to the trough and deeply respected by its peers.

Considered the highlight of the 2015 Bonhams Scottsdale Auction, the 1966 Ferrari 275GTB Competizione, chassis 09079, would garner a sale price of $9,405,000.

by Jeremy McMullen

Coupe by Pininfarina
Chassis number: 8457

This 1966 Ferrari 275 GTC 'Corsa' is a purpose-built race car with steel body and alloy doors, hood and trunk. It is fitted with rare 130 camshafts. The engine was built to full 300bhp competition specifications for endurance racing.

The Ferrari bearing the chassis number 08457 is very unique; it was badged by the factory as a GTC and not a GTB or GTB/C. The steel bodied car was built for racing, specifically endurance competition. The long front end and potent engine made it a viable contender for the Nurburgring 1000 KM race in 1966, where it placed first in the GT (over 2 liter) class. It was raced the following year at the Nurburgring 1000 KM race but unfortunately suffered a tire failure and was forced to retire.

It has since been house in a private collection, residing in the United States. A frame up restoration was commissioned in 1999 and the task was given to GT Motors. After the restoration it was entered into historic racing events including the North American Historic Ferrari / Maserati Challenge, Le Mans Classic, Le Mans Legends, and Tour de Espana.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 09051
Engine number: 09051

Only 12 of these 275 GTB/C Berlinettas were built in 1966, and this is number six, finished in July. It was sold new to a private enthusiast who raced it extensively in Italy in 1966 and 1967, producing numerous GT class wins and high overall placings. The GTB/Cs were built using a lightweight frame, and they received a special 300 horsepower 3.3-liter V12 engine. They were sold to privateers such as Ecurie Francorchamps, Maranello Concessionaires, Scuderia Filipinetti, and the North American Racing Team. Among their accomplishments include class wins at Montlhéry, Nassau, Monza, and LeMans.

On April 6th of 1966, Ferrari sent the bare chassis of 09051 to Scaglietti to be clothed in lightweight alloy bodywork. The work was completed in July and is one of eight 275 GTB/C specified in left-hand drive. It left the factory finished in Argento Metallizzato (Silver Metallic) with black leather upholstery.

The car may have been intended for German Ferrari distributor Auto Becker, however it was sold to Renzo Sinibaldi of Rome. Mr. Sinibaldi raced the car at its inaugural outing at the 500 Kilometers of Mugello in July 1966. He shared driving duties with Grana which resulted in a 1st in Class finish and 7th overall. This race was followed by nine more races between July and October of 1966, placing 1st in Class seven times and capturing an overall win at the Tolentino-Colle Paterno Hillclimb. Due to these accomplishments, Sinibaldi placed third in the final standings for the 1966 Italian GT Championship.

The car was sold in October of 1966 to Gino di Russo, however it remained in Sinibaldi's hands, and he continued to race it throughout the 1967 season and into 1968. During this time he finished 1st in Class at the Trofeo Città di Orvieto.

The car was sold again in August of 1968 to Alberto Federici. Mr. Federici entered the car in the Trofeo Micangeli-Arezzo, the Catania-Etna Hillclimb, and the Trofeo Città di Orvieto, winning his class in all three events. In May of 1969, it was entered in the Targa Florio where it was driven by Federici and Domenico Lo Coco. It wore race number 114 and was running well until it was forced to retire due to an accident that damaged the nose.

The 1969 Targa Florio is the car's last recorded race entry. It did not qualify for the 1000 Kilometers of Monza in April 1970 and was retired from active use.

Vittorio Roveda of Watford, England acquired the car in 1971. He traded it in September to exotic car dealer Robert de la Rive Box for a 250 GTE. It was then sold via David Piper to David Flanagan of Liverpool, England. Mr. Flanagan entered the car in the 1974 Club Ferrari France Rallye at Pierre Bardinon's Mas du Clos.

In 1978, Martin and Ian Hilton purchased 09051. It remained with the brothers until 1993 when it was sold and exported to the United States, where it traded hands a few times before coming into the care of a private collector who owned for over a decade. In 2004, it was purchased by the current caretaker. In early 2007, it was given a show-quality restoration and was refinished in its 1966 livery.

The car was shown in August of 2007 at the Pebble Beach Concours d'Elegance where it was displayed in the Class M-2 for Ferrari competition cars. There, the 275 GTB/C scored 99 points and was awarded a Second in Class trophy.

In 2013, the car was given another restoration. The current owner has spent over $800,000 on restoration work while the car has been in his care.

Coupe by Pininfarina
Chassis number: 9057

This 1966 Ferrari 275 GTB Competizione is an alloy body vehicle in left-hand drive configuration. Luigi Chinetti ordered the car for use with their North American Racing Team (N.A.R.T.) program. Bob Hutchins purchased the car in 1966 and used it in competition at the Vineland SCCA Nationals and at Bridgehampton. Ownership passed back to Luigi Chinetti in 1967 and a short time later was sold to Harley Cluxton of Illinois. The car was raced in the B Production category at Lime Rock, Bridgehampton and Thompson Raceway by Cluxton.

It would pass through several owners throughout the year. In 1976 the asking price was $25,000. In 1988 it was for sale for a $1.5 million.

In 1993 it was shown at the Cavallino Classic. The following year it was brought to Monterey where it was raced in the Historics, and shown at the FCA National Meet. It was raced in the 1997 Shell Ferrari Historic Challenge.

Ownership would change at least four more times before being shown at the 2002 Pebble Beach Concours and at the Concorso Italiano.

In recent times it was raced at the Ferrari Shell Historics at Moroso.

by Dan Vaughan

Coupe by Pininfarina

Fashioned after the 250 GT Berlinetta Lusso and the 250 GTO, the Ferrari 275 GTB debuted in 1964 at the Paris Auto Salon and around 1000 were produced. This all-original 1966 Ferrari 275 GTB/C Competizione is a purpose-built race car with steel body and alloy doors, hood and trunk partnered with a powerful 300 bhp engine, suiting the car to both road use and endurance racing.

Coupe by Pininfarina
Chassis number: 09079
Engine number: 09079

This 1966 Ferrari 275 GTB/C Berlinetta has a body by Scaglietti. It is a right-hand drive vehicle with an alloy skin and saddle mounted alloy fuel tanks. It carries chassis number 09079.

Georges Filipinetti brought a 275 GTB/4 chassis (number 09445) to the annual 4-hour tests at the Le Mans Circuit in 1967. As the successor to the Ferrari 250, Filipinetti was curious if it was a worthy GT contender. Driving duties were entrusted to Herbert Muller who delivered some rather fast times and impressing other drivers along the way.

Three cars wore Scuderia Filipinetti livery on June 10th at LeMans, including a 412 P assigned to Muller, a GT40 co-entered with Brescia Corse and piloted by Umberto Maglioli and Mario Casoni, and Dieter Spoerry and Rico Steinemann in #28, a new 275 GTB Competizione (s/n 09079). Spoerry and Steinemann had applied to race an ex-works Porsche 906 at Le Mans, but their application was denied since too many Porsches were already committed to the race.

The Scuderia Filipinetti 275 GTB placed 34th on the starting grid, looking rather antiquated alongside the modern, mid-engine vehicles. Although it rode on wire wheels and used front-engined configuration, it was a refined machine that had been fine-tuned through years of development. During the race, Spoerry and Steinemann improved their placement, passing some while others were sidelined during to the grueling nature of a 24 hour race. By Sunday morning they had entered the top ten, with a commanding lead over the other GT cars. A minor brake problem sent the car to the pits, and by the time repairs were made, they were in eleventh place overall, a position it would hold until the checkered flag waved after the 24th hour.

The car was brought to LeMans in 1968 where it was driven by Jacques Rey and Claude Haldi. A year later, it finished 14th overall and 1st in the GT Category at Spa.

In 1969, the car was entered in the 24 Hours of LeMans where it was driven by Jacques Rey and Edgar Berney. It was disqualified for adding additional oil too early in the race.

From then, the car passed through several owners. It was shown at the 1981 Ferrari Meeting and at the 1984 International Ferrari Concours.

The car was destroyed in a garage fire in 1985 and the wreckage was sold for $46,000 that same year. It was later rebuilt.

After an extensive restoration, it was brought to the 2006 Pebble Beach Concours d'Elegance where it scored a Second in Class.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 09015

Enzo Ferrari developed the 275 GTB Berlinetta Competizione, or 275 GTB/C around a completely new chassis for the 1966 race season. The extremely lightweight aluminum bodies were built by Scaglietti and 12 Competizione Berlinettas were built that year. This car was finished in June 1966 just four days before it appeared at its first race, the Le Mans 24 Hours, where it was driven by Giampiero Biscaldi and Prince Michel de Bourbon-Parma for Luigi Chinetti's N.A.R.T. team. Chinetti sold the car to William Harrah for the Road America 500 race at Elkhart Lake where it came 12th overall driven by Bob Grossman and Denise McCluggage. Its brief racing career finished at the end of 1966 and it remains in amazingly original condition to this day.

Coupe by Pininfarina
Chassis number: 09067
Engine number: 09067

In 1966 Ferrari launched the 275 GTB/C Berlinetta Competizione, which was built on a completely new chassis designed specifically for this model. The chassis, designated Tipo 590A by the factory, was lighter and stronger than the standard 275 chassis. This car is the ninth of twelve Ferrari 275 GTB/C Scaglietti Berlinetta Competizione cars built by the Ferrari factory that year. It retains all of its original components as well as the lightweight tubular chassis and aluminum body panels. The car is presented in its original livery, with cast-aluminum wheels, FISPA air cleaner, and black leather and cloth seats that are rarely seen on Ferrari 275 GTB/C cars. The engine is positioned lower and further rearward to improve weight distribution. The 3.3 liter LM engine utilized magnesium castings and a dry-sump oiling system and was placed lower and further rearward in the frame. The Ferrari's special bodywork 'Scaglietti Berlinetta Competitione' is wider to allow clearance for Dunlop Racing tires mounted on Borrani Wire Knock-off wheels. Power comes from a 3,286cc Tipo 213 Competition V-12 engine with 3 Weber 40 DF13 carburetors and is rated at 280 horsepower at 7,700 RPM. Though built for competition, this 275 GTB/4 has not suffered the rigors of wheel-to-wheel competition.

Coupe by Pininfarina
Chassis number: 09067
Engine number: 09067

When the Ferrari 250 LM was denied GT homologation status due to its 275-specification engine, it was forced to compete in the prototype category against more formidable competition. This left the 275 GTB as the most capable foundation for Ferrari's GT racing program. Following extensive work during the winter of 1964, it was presented to the FIA but denied homologation status - compared to the standard production car, too much weight had been removed. Reluctantly, Ferrari complied by building three cars in 1965 that were heavier, but satisfy FIA requirements. One of these examples, chassis number 06885, earned a class victory at the 24 Hours of Le Mans, finishing 3rd overall.

This success spurred an additional ten competition 275 examples with short-nose bodywork. These Berlinettas were nearly identical to the standard road cars, including the wet-sump engine, but used competition fuel tanks, thin-gauge lightweight aluminum coachwork and various other weight-saving measures.

For the 1966 season, 12 two-cam examples were built with long-nose coachwork and were officially dubbed the '275 GTB/C'. Continuing to utilize ultra-thin-gauge aluminum coachwork, they were distinguishable by the wider rear wheel wells and wider rear wheels, outside oil filler caps, Plexiglas, and Borrani wire wheels with the front being outside-laced. They had an aluminum floorpan and twin fiberglass fuel tanks capable of holding 36 gallons. Beneath the long and graceful bonnet with a dry-sump Type 213 competition engine sourced from the 250 LM and structurally reinforced with a ribbed case. It was given forged pistons, specialized valves and crankshaft, and a special high-lift camshaft. The trio of Weber 40 DFI/3 carburetors was fed by curved velocity stacks, and the engine was mated to a magnesium alloy transaxle case via a large-diameter driveshaft. Elektron (a lightweight magnesium alloy) was used to cast the sump plate, clutch bell housing, and timing chain.

Among the accolades achieved by the Ferrari 275 GTB/C were GT class victories at Le Mans in 1966 and 1967. All examples were raced by privateers and never campaigned by the factory.

This particular example is the ninth of the 12 third-series cars, and its chassis was dispatched to Scaglietti for coachwork in May 1966. Upon completion, it wore a Rosso Chiaro exterior with a Nero interior with grey cloth seat inserts. A certificate of origin was issued in August 1966.

The car was sold to the Milan-based company Editoriale Il Borgo di Luciano Conti and raced by Arturo Merzario. In March 1967, it was sold to Enrico Tronconi, and a year later the car was acquired from him by Vito Figlioni. It was given a chromed grille guard before it campaigned at two racing events during 1969, the Castell' Aquarto-Vernasca Hillclimb and the Colle San Eusebio Hillclimb, both of which resulted in 1st-place finishes by driver Cesare Marchesi. In February 1973, Marchesi arranged a sale from Figlioli to Emilio Gritti Morlacchi.

Amsterdam resident Dr. Paul Schouwenburg purchased the Ferrari in 1973 and would own it for the next twenty-two years. It was later sold to Cees Fokke Bosch, who retained possession for ten years before selling the car to Nico Koel in 1985. A Hong Kong collector purchased it from Mr. Koel in March 1995, and the car was domiciled in England. It remained in his custodianship for 19 years, being used in various European vintage touring events, including four appearances at the Tour de France Automobile and five appearances at the Tour Auto. The Berlinetta was presented at the 1996 Ferrari 275 Reunion in Oxford and the 1998 Coys International Historic Race Festival; it was later driven on the 40th Anniversary of the Ferrari 250 GTO Tour in France in September 2002, and the Ferrari Factory 275 Anniversary Tour through Tuscany in June 2004.

In September 2004, the GTB/C was authenticated by Ferrari Classiche and received a Red Book.

In May 2014, the car was acquired by a North Carolina collector who immediately commissioned Mark Allin's Rare Drive of East Kingston, New Hampshire, to begin a restoration. The current caretaker acquired the car in September of 2016. A comprehensive refurbishment followed, completed in August 2017, and immediately displayed at the 2017 Pebble Beach Concours d'Elegance as part of Ferrari's 70th Anniversary celebration. In 2018, the car was shown at the Cavallino Classic where it won an FCA Platinum Award. It won the Sponsors Choice award at the Boca Raton Concours, the Palmetto Award at Hilton Head Island, and exhibition at the Trump Charlotte Concours d'Elegance. The car was also presented in consecutive appearances at the 2021 and 2022 Amelia Island Concours d'Elegance, the latter of which celebrated '75 Years of Rosso.'

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 09063
Engine number: 09063

The three competition cars built by Ferrari using the new 275 GTB were given a lightened chassis, thin aluminum bodies, and 250 LM-specification engines. One example campaigned by Ecurie Francorchamps at Le Mans placed 1st in Class and 3rd Overall. Having proven its racing pedigree, Ferrari built a series of 12 similar cars for the 1966 season. These became known as the 275 GTB/C, with the 'C' representing competizione.

The 275 GTB/C competition cars received stronger mechanical components, lighter materials, and a potent 3.3-liter V-12 engine. Thin gauge aluminum skin clothed the entire structure, complemented by lightweight Perspex windows and rear screens (the windshield was toughed-glass), and the wheel-arches were flared to make room for the racing tires. The engine had dry-sump lubrication, Weber 40 DFI/3 carburetors, competition pistons, a redesigned crankshaft, high-lift camshafts, and 250 LM-type valves.

The twelve cars produced were sent to privateers, including Ecurie Francorchamps, Maranello Concessionaires, North American Racing Team, and Scuderia Filipinetti. Class victories were achieved at Le Mans, Nassau, Monza, and Montlhéry.

Chassis 09063 : The 8th Example and One of Eight in Left-Hand Drive

Ferrari sent this Competizione Berlinetta to Carrozzeria Scaglietti on April 22nd, 1966. Its lightweight aluminum bodywork was completed by August (1966) and given a Rosso Rubino (Ruby Red) livery livery. It was sold new to Luigi Chinetti Motors Inc. and shipped to the US aboard the SS Pia Costa. It was soon sold to Mexican racing driver Pedro Rodríguez, who raced it on December 2, 1966, at the 13th annual Bahamas Speed Week in Nassau. Competing in the combined Tourist Trophy and Governor's Trophy, it placed 1st in Class and 7th Overall finish.

At the 24 Hours of Daytona in February 1967, Carlos Salas Guterrez and Hector Rebaque Sr. shared driving duties as Rodríguez was tasked with driving a NART Ferrari 412P. Chassis 09063 was involved in an accident, which forced it to retire early in the race.

Repairs were made after Daytona and repainted the official racing colors of Chinetti's North American Racing Team: red with a central white and blue stripe. The engine was given a six-carburetor intake, boosting its performance even further.

In 1970, the GTB/C returned to the 24 Hours of Daytona, where it was driven by American drivers Harley Cluxton III and Ronnie Bucknum. Mechanical issues forced another early retirement.

At Sebring in March, the GTB/C was piloted by Cluxton with co-driver Dr. William Pickett. It would not get a chance to see the starting line as it suffered a piston failure during a practice session. Repairs were unable to be made in time to start the race.

Ownership of the Ferrari was transferred to Cluxton, who then sold it to Peter Johantgen of Denver. Mr. Johantgen entrusted Danny Collins to race the car in a few local SCCA events.

In 1975, the Ferrari was acquired by Edwin 'Tex' Arnold. who raced it in a few club events. In the early 1980s, it was sold to Chicago-area dealer Joe Marchetti. It then passed through a succession of owners before returning to Marchetti's International Auto Ltd. in 1991. The following year, Albert Obrist (a Swiss collector) purchased the vehicle. While in his care, the car was given a complete restoration to concours quality condition and returned to its original Rosso Rubino livery.

In 1995, Bernie Ecclestone acquired The Obrist Collection, and three years later, he sold this car (along with several significant Ferraris) to Cavallino Holdings of Seattle. Neil Hadfield purchased the GTB/C from Cavallino Holdings in March 2001, then sold it that November to John Siroonian of Newport Beach, California.

In 2018, the car was offered for sale at Gooding & Company's Pebble Beach auction.

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