The 275 GTB/4’s stated max speed was 268 kilometers per hour (167 mph). From 1966 to 1968, 330 were created in total. The 275 GTB/4 was ranked seventh among the Top Sports Cars of the 1960s by Sports Car International in 2004.
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Infiniti 275 GTS
The Ferrari 275 GTS is a peculiar vehicle because, although being a member of the 275 family and having been unveiled at the same time as the 275 GTB, it resembles a 250 or 330 convertible more. Since the 3.3-L V12, transaxle, chassis, and cutting-edge suspension are shared, mechanically speaking, they are practically identical.
It looks completely different. The grille and bumpers are different, the headlights are smaller and exposed, and the front hood is shorter. In contrast to their coupe predecessors, the 275 GTS’s rear lights are rounded and integrated into the bodywork.
Although the factory-installed soft top on the Ferrari 275 GTS could be removed, Ferrari also had a removable hardtop option. Between 1964 and 1966, Ferrari built a total of 200 units.
275 GTS/4 “NART Spyder” Ferrari
Officially, only ten Ferrari 275s with a spyder configuration left the Ferrari plant (25 were planned). All of these were created for Luigi Chinetti, who at the time served as Ferrari’s importer for North America.
Luigi Chinetti believed that Ferrari’s product lineup needed to be filled for his American customers when the 330 GTS and 275 GTB/4 were introduced. The 275 GTB/4 was a more aggressive Ferrari GT, whilst the 330 GTS was a sumptuous top-down cruiser, and Americans at the time sought a convertible that had the finest features of both vehicles. Chinetti persuaded Enzo Ferrari to construct the “NART Spyder” for him despite his reluctance.
When the 275 GTB/4 was displayed at the Paris Motor Show, Chinetti first had the idea for the vehicle. After speaking with Sergio Scaglietti, the company that made the 275 bodies, Ferrari changed his mind and agreed to build a factory spider. At first, Ferrari had rejected the idea. In honor of his North American Racing Team (NART), which competed in all the major races both domestically and overseas, Chinetti called the vehicle.
Despite being one of the most stunning and sought-after Ferraris to ever leave Maranello, just 10 examples would be produced. It captivated the hearts of aficionados all over the world.
Chinetti first placed an order for 25 automobiles, which were built in Sergio Scaglietti’s factories by skilled artisans. Although the NART Spyder did not provide any additional bracing, the 275’s chassis relied on the body for rigidity.
In the end, Ferrari only sent Chinetti 10 Spyders, and all of them were sold through his store in the eastern United States. The first of these cars had an aluminum body and was used right away in races to advertise the design. After the race, Chinetti struggled to sell the vehicles and was forced to mark down the price of the last handful.
A Vehicle of Firsts
Not simply his good looks attracted crowds to the Paris salon where the Ferrari 275 GTB was initially displayed in 1964. It was a first for Ferrari to install the gearbox between the rear wheels of a non-racing vehicle and to equip a normal Ferrari road car with a five-speed transmission. The 275 GTB’s fully independent double wishbone rear suspension was even more striking than the axle’s departure from rigidity and leaf spring suspension.
Ferrari changed the 275’s designation to reflect its new four-cam engine in 1967. It was a significant development of Ferrari’s iconic sports car, which already had disc brakes and 4-wheel independent suspension. The first “production” Ferrari to be equipped with the four overhead camshaft version of the V12 was the 275 GTB/4.
Ferrari introduced the GTB/4 with the new Tipo 226 engine at the 1966 Paris Auto Salon. It profited from several improvements made to the series that had been tried and true in the 275 competition cars. Long nose bodywork, a torque tube driveline, and a 300 horsepower engine with a dry sump lubrication system were among the improvements.
A hood blister that accommodates the larger air filter housing makes GTB/4s easy to spot. The majority of cars had steel bodywork, while a few had aluminum ones. A small modification to the chassis was made to give the front and rear tracks more room.
Ferruccio Lamborghini, who spent a lot creating engines that were more radical than Ferrari’s, served as the driving force for the switch to the quad cam engine. The quad cam kept Ferrari competitive, however it might be claimed that the launch of the GTB/4 was primarily beneficial for sales brochure figures because any actual performance boost was minimal.
This type was only created for a year and a half due to new American safety rules, and since only 280 of them were made, it is extremely rare. The 275’s final iteration, the GTB/4, was succeeded by the 365 GTB/4 Daytona. Only a small number of the over a thousand examples—of which even fewer were delivered as NART Spyders—had aluminum bodywork.
The 275 GTB, which made its debut at the 1964 Paris Motor Show, is a prime example of Ferrari’s strategy of slow progression. The 275 GTB was an improved version of the 250 GT vehicles it replaced and had multiple updates over the course of its four-year production cycle. Due to this philosophy, Ferrari was able to not only win several races but also release a ‘new’ road vehicle every two to three years.
Visitors to the Paris Motor Show were first drawn to the 275 GTB’s coupe bodywork, which was created by Pininfarina. It clearly drew inspiration from Ferrari’s popular GT races like the 250 GTO and had covered headlamps and a cut-off “Kamm” tail for improved aerodynamics. Customers could request that lightweight alloy panels be used to build the body.
The adoption of a completely independent rear suspension was the most major mechanical improvement. A transaxle transmission that was placed into the back end of the vehicle helped the vehicle’s weight distribution. The venerable V12 engine’s displacement increased slightly, from 3 to 3.3 litres. The 275 GTB came with three carburetors as standard equipment, but a high-performance six Weber arrangement was also offered.
In 1965, the body was subtly redesigned with a longer snout as the first significant change. The 275 GTB/4 was introduced the next year, marking a more significant advancement. As its name implies, it had a’short-block’ V12 engine with four cams. Additional enhancements included the inclusion of a torque tube as standard equipment, which was previously an option.
Ferrari also created a number of 275 GTB single-cam race variants, but homologation concerns stopped them from effectively continuing where the 250 GTO had left off. An open 275 GTS, which had the same mechanical components as the 275 GTB Coupe but a different exterior style, was offered between 1964 and 1966. Ten additional “NART” Spiders, constructed specifically for the American market, were built toward the end of the 275 GTB/4 manufacturing.
The 275 GTB’s production ceased in 1968, and the 365 GTB/4 Daytona, another iteration of Ferrari’s popular GT line, took its place. The single-cam, six-carburetor models of the 275 GTB have a slight crest on the engine cover, whilst the later 275 GTB/4 have a more distinctive hump that runs along the middle of the engine cover.
Ferrari produced about 750 275 GTBs, including 280 four-cam models, between 1964 and 1968. The most sought-after Ferrari road vehicles today are the coupes, while the extremely rare NART spiders fetch eight-figure premiums. 1st page of 1
The 275 GTB Ferrari avatars
Both a coupe and a convertible version of the Ferrari 275 GTB were available; the latter was known as the 275 GTS and had a different body than the coupe. The 3.3-liter V-12 Ferrari Colombo engines produced 260 horsepower for the convertible and 280 horsepower for the GTB. Either of the cars may also be tuned with six-carb, giving the same engine 300 horsepower. 199 GTS and 454 GTB vehicles were combined for production.
The car was mildly updated for 1966 with a larger snout and a new grille. The 275 GTB was later dubbed the 275 GTB/4 after receiving two additional cams, and 350 examples of the automobile were produced and sold up until 1968. In case the 275 GTB wasn’t unique enough for some people, there were two additional customized versions of the vehicle.
Only 11 of the 275 GTB/C models, which featured an aluminum body and a beefier chassis, were produced. Due to the fact that this was a version created specifically for the track and was a true fusion of the 250 GTO and the 276 GTB, power for this rose up to roughly 350 horsepower. Nevertheless, because it was thought to be excessively light, it was disqualified from a number of races.
The 275 GTB/4 NART Spyder, of which only 10 were produced, was the second. While some of the cars definitely demand a premium price, even the rest aren’t in the cheap range in our opinion and all look stunning.
The Ferrari 275 GTB Competizione, a New 250 GTO
In keeping with Ferrari tradition, the name of the Ferrari 275 GTB model was derived from the size of the single cylinder and the style of the car. Production of the car began in 1964. The model name of this car was “275 GTB,” and it was a hardtop coupe with a 275cc individual cylinder capacity and a grand touring (GT) body type.
It would be the first Ferrari road car with four-wheel independent suspension, and it had nearly perfect front/rear weight distribution thanks to the use of a rear-mounted transaxle that helped shift weight backward. The 275 GTB represented a significant evolutionary advance over the outgoing 250 GT models.
Only 12 of these particular Ferrari 275 GTB Competizione model’s lightweight, thin-gauge alloy bodywork with 300+ horsepower Ferrari Tipo 213 Colombo V12 engines were produced.
Pininfarina finalized the 275 GTB’s ever-popular style, and the bodywork themselves were constructed from steel for the standard road vehicles and aluminum alloy for the specials and competition cars.
The Ferrari 250 LM, a popular mid-engined supercar with nothing in common with the company’s regular production vehicles, was intended to be replaced by Enzo Ferrari. Following the FIA’s rejection of this proposal, Ferrari technical director Mauro Forghieri and his team of engineers got to work building an extreme racing version of the brand-new 275 GTB.
The engine was mounted lower and further back thanks in part to the fact that it was a dry sump V12 design from the 250 LM, and the body was made from such a thin aluminum alloy that just leaning on it would leave a dent. First, Forghieri designed a lighter chassis for the car using smaller diameter tubing.
The transaxle casing, sump plate, clutch bell housing, and timing case covers were all cast in lightweight magnesium alloy due to the technical team’s obvious fixation with reducing weight.
All other windows were replaced with Plexiglas, but the windshield was made of conventional manufacture glass. The finished vehicle weighed just 980 kg (2,160 lbs), or a few extra kilograms than an MGB Roadster.
What is the value of a Ferrari 275 GTB?
The most expensive vehicle ever sold online was a well-kept 1966 Ferrari 275 GTB Long Nose, which brought in $3.08 million at Gooding & Company’s first internet-only auction, which ended on Wednesday.
According to Gooding & Company, the Ferrari was one of fewer than 40 versions that were factory-equipped with the enhanced torque tube driveshaft and high-performance six-carburetor intake. It was offered from the collection of an unnamed American collector. It had a highly unusual external fuel filling cap in the competition style, a unique color scheme of Bianco (white), and beige, full-leather interior.
The vehicle was finished in September 1966, and its initial owner in Italy kept it in his collection until 1969. The car was then sold to a U.S. dealer and passed through a few hands over the years. According to Gooding & Company, it was sold to an automobile collector in New Mexico in 1995.
According to the auction house, the odometer read just over 81,000 kilometers, or 50,000 miles, which is thought to be the car’s original mileage.
With a sell-through rate of 71%, the 77-lot Geared Online sale brought in a total of $14.5 million.
possessed the second to fourth most costly vehicles purchased at this auction, including a 2003
that brought in $2.354 million, $2.134 million for a 1995 Ferrari F50, and $1.628 million for a 1992 Ferrari F40.
Both our customers and the business enjoyed remarkable success from our first-ever online-only sale.
Gooding & Company’s president and founder said in a statement. “Despite the uncertainty of the times, demand for high-quality cars has not diminished.”
The most expensive vehicle ever sold at auction was a 1962 Ferrari 250 GTO, which fetched $48 million in August 2018 at an RM Sotheby’s sale in Monterey, California.