View source for Ferrari 275

{{For|the 1964 Ferrari 275 P prototype racing car|Ferrari P#275 P and 330 P}}
{{distinguish|Ferrari 275 S}}
{{Use dmy dates |date=May 2022}}
{{Use British English |date=February 2023}}
{{Infobox automobile
| name = Ferrari 275<br>GTB, GTS, GTB/4, NART Spider
| image = 1966 Ferrari 275 GTB sn 08549, front left (Greenwich 2019).jpg
| caption = 1966 Ferrari 275 GTB Series II
| manufacturer = [[Ferrari]]
| class = [[Grand tourer]]
| body_style = {{unbulleted list
  | 2-door [[berlinetta]] (GTB models)
  | 2-door [[Roadster (automobile)|spider]] (GTS models)
  }}
| production = {{unbulleted list
  | 1964–1966 (275 GTB, GTS)
  | 1966–1968 (275 GTB/4)
  | 1967 (275 GTS/4 NART Spyder)
  }}
| wheelbase = {{convert|2400|mm|in|1|abbr=on}}
| weight = {{unbulleted list
  | {{convert|1300|kg|lb|0|abbr=on}} (steel bodied 275 GTB/4)
  | {{convert|1112|kg|lb|0|abbr=on}} (alloy-bodied 275 GTB/C)
  }}
| predecessor = [[Ferrari 250]]
| successor = {{unbulleted list
  | [[Ferrari Daytona|Ferrari 365 GTB/4]]
  | [[Ferrari 330#330 GTC/GTS|Ferrari 330 GTS]]
  }}
| layout = [[Front-engine, rear-wheel-drive layout|Front-mid engine, rear wheel drive]]
| engine = {{unbulleted list
  | 3.3 L ''[[Ferrari Colombo engine#330|Colombo]]'' [[V12 engine]]
  | with two [[overhead camshaft]]s (275 GTB, GTB/C and GTS)
  | or four overhead camshafts (275 GTB/4 and GTS/4 NART Spyder)
  }}
| transmission = 5-speed manual [[transaxle]] with synchromesh
| designer = {{unbulleted list
  | Francesco Salamone<ref>{{cite web |url=https://www.motortrend.com/features/ferrari-274gtb-gtb4-2/ |title=1964-1968 Ferrari 275GTB, GTB/4 |first=Michael |last=Furman |work=Motor Trend |date=25 August 2006 |access-date=16 April 2023}}</ref> at [[Pininfarina]]
  | [[Scaglietti]] (275 GTS/4 NART Spyder)
  }}
}}

The '''Ferrari 275''' is a series of [[FR layout|front-engined]] V12-powered [[Grand tourer|grand touring automobiles]] with two-seater [[coupé]] and [[Roadster (automobile)|spider]] bodies produced by [[Ferrari]] between 1964 and 1968. The first 275 series cars were powered by a 3.3&nbsp;L (3286&nbsp;cc) [[overhead camshaft]] [[Ferrari Colombo engine|Colombo]] 60° [[V12 engine]] producing {{Convert|260-320|hp|kW|abbr=on}}. An updated 275 GTB/4 was introduced in 1966, with a revised four overhead camshaft engine producing {{Convert|300|hp|kW|abbr=on}}. The 275 series were the first road-going Ferraris equipped with a [[transaxle]] and [[independent rear suspension]].<ref name=":0">{{Cite book|title=Ferrari : the Sports and Gran Turismo Cars|last1=Merritt|first1=Richard F.|last2=Fitzgerald|first2=Warren W.|last3=Thompson|first3=Jonathan|publisher=CBS Publications|year=1976|isbn=0878800190|edition=3rd|pages=170–177|oclc=946498945}}</ref><ref name=":3" />

[[Pininfarina]] designed the 275 coupé and spider bodies,<ref name=":0" /> while [[Sergio Scaglietti|Scaglietti]] designed the 275 GTS/4 NART Spyder, of which only 10 were made.<ref name=":1">{{Cite journal|last=Wetmore|first=Dustin|date=October 2018|title=The NART Spyder|journal=Cavallino|volume=227|pages=36–46}}</ref>

''[[Motor Trend|Motor Trend Classic]]'' named the 275 GTB coupé/GTS spider as number three in their list of the ten "Greatest Ferraris of all time",<ref>{{cite news |url=http://www.motortrend.com/classic/c12_0509_top_ferraris/viewall.html |title=A Perfect 10: The Greatest Ferraris Of All Time  |first=Winston |last=Goodfellow |work=Motor Trend |date=21 November 2005 |access-date=13 May 2015}}</ref> and the 275 GTB/4 was named number seven on ''[[Sports Car International]]'s'' 2004 list of [[Sports Car International Top Sports Cars|Top Sports Cars of the 1960s]]. In a September 1967 road test, ''[[Road & Track]]'' described the NART Spyder as "the most satisfying sports car in the world."<ref name=":2">{{cite journal|last=Goodfellow|first=Winston|date=2 December 2006|title=Drive: 1967 Ferrari 275 GTB/4 NART Spyder – Scene Stealer|url=https://www.motortrend.com/classic/roadtests/c12_0612_1967_ferrari_275_gtb/|access-date=13 May 2015|journal=Motor Trend}}</ref><ref name=":10">{{Cite journal|date=September 1967|title=Ferrari 275 GTS/4 NART|journal=Road & Track|volume=19|issue=1|pages=54–57}}</ref>

==Two-cam models==
All 275 coupé and spider models built from 1964 until the 275 GTB/4's introduction in 1966 were equipped with an overhead cam 3.3 litre V-12 engine (one camshaft for each cylinder bank). These early models are often called "two-cam" cars to distinguish them from later 275 models.

===275 GTB===
The '''275 GTB''' was a two-seat [[Grand tourer|grand touring]] [[coupé]] produced between 1964 and 1966. The name of this model was derived from the engine's per-cylinder [[Engine displacement|displacement]] of 275 cc and the Italian designation ''[[Grand Touring|Gran Turismo]] [[Berlinetta]]''.

The 275 GTB used a double overhead cam 3.3 litre [[Ferrari Colombo engine|Colombo]]-designed 60º V-12 engine<ref name="Autocar196702" /><ref name="Ferrari 275 GTB4">{{Cite web|url=http://auto.ferrari.com/en_EN/sports-cars-models/past-models/275-gtb4/#specifications|title=Ferrari 275 GTB4|work=Ferrari GT - en-EN|access-date=11 January 2016}}</ref> designated ''Tipo 213''.<ref name=":8">{{Cite book |title=Ferrari Engines Enthusiast's Manual|last1=Reggiani|first1=Francesco|last2=Bluemel|first2=Keith|date=2018|publisher=Haynes|isbn=978-1-78521-208-6|location=Sparkford, Yeovil, Somerset U.K.|pages=76–89|oclc=1023488164}}</ref> This engine was the final development of the Colombo V12, with a [[Stroke (engine)|stroke]] of 58.8&nbsp;mm and a [[Bore (engine)|bore]] of 77&nbsp;mm. The internal parts of the engine were derived from those used in other Ferrari models including the [[Ferrari 250|250 GTE 2+2]], [[Ferrari 250 GT Lusso|250 Lusso]] and [[Ferrari 250 GTO|250 GTO]]. Three twin-choke [[Weber carburetor|Weber]] 40 DCZ 6 or 40 DFI 1 [[carburetor]]s were equipped as standard.<ref name=":8" /> Power was claimed to be {{Convert|280|hp|kW}} at 7600 rpm, but provided closer to 240-{{Convert|250|hp|kW|abbr=on}} in actual use.<ref name=":5">{{Cite journal|last=Ridgely|first=Dyke W.|date=January 1980|title=275 GTB|journal=Cavallino|volume=9|pages=24–29}}</ref> A factory option of six twin-choke Weber 40 DCN carburetors was also available, which Ferrari claimed provided {{Convert|320|hp|kW|abbr=on}} at 7500 rpm<ref name=":3" /> although the actual increase in power over the three-Weber setup was likely only 20-25&nbsp;hp.<ref name=":5" /> The rear wheels were driven by a [[Manual transmission|5-speed manual]] [[transaxle]] with [[Porsche]]-style [[synchromesh]] and a [[limited-slip differential]]. This was the first time a transaxle was used on a Ferrari production road car, although they were used on some earlier Ferrari competition models such as the [[Ferrari 250 Testa Rossa|250 Testa Rossa]].<ref name=":3">{{Cite book |title=Ferrari 275GTB & GTS : 2-cam, 4-cam; 'Competizione'; Spider|last=Webb|first=Ian|date=1981|publisher=Osprey|isbn=0850454026|location=London|oclc=16549966}}</ref><ref name=":5" />

The 275 chassis was a conventional [[Vehicle frame|ladder frame]] design fabricated from oval-section steel tube. [[Mike Parkes]] had a major role in developing the 275's suspension, which employed many technologies tested in earlier Ferrari racing cars such as the [[Ferrari 250 Testa Rossa|250 TR]] and [[Ferrari 250 LM|250 LM]]. [[Double wishbone suspension|Double wishbone]] [[independent suspension]] was used at all four wheels along with [[KONI Group|Koni]] [[shock absorber]]s and [[coil spring]]s. The 275's four-wheel independent suspension was a first for Ferrari road cars, which were previously equipped with [[Live axle|live rear axles]]. [[Dunlop Tyres|Dunlop]] [[disc brake]]s were equipped at all four wheels, although even during the mid 1960s they were considered inadequate due to small size, lack of ventilated discs, and an underpowered servo and caliper. [[Mag wheel|Cast magnesium]] 14 inch diameter wheels were standard equipment, with [[Ruote Borrani|Borrani]] [[wire wheel]]s available as a factory option, both wheel options came fitted with Pirelli 205VR14 Cinturato CN72 tyres.<ref name=":3" /><ref name=":4">{{Cite web|url=https://auto.ferrari.com/en_EN/sports-cars-models/past-models/275-gtb/|title=Ferrari 275 GTB (1964) - Ferrari.com|website=Ferrari GT - en-EN|language=en-US|access-date=17 October 2018}}</ref> 

The 275 engine was initially mounted to the chassis at four points, each insulated by a thin rubber pad in road cars or an aluminium spacer in competition versions. The transaxle was similarly mounted to the rear of the chassis at three points. Engine and transaxle were connected via a rigid drive shaft, supported by a central bearing. This mounting arrangement allowed the engine and transaxle to act as [[Stressed member engine|stressed members]] of the chassis. This improved overall rigidity, but caused increased noise and vibration and required careful alignment. At the end of 1965, the driveshaft was revised with the addition of [[Constant-velocity joint|CV joints]] at either end, which allowed some flexibility and misalignment between the engine and transmission. This system was retrofitted to some earlier production cars and was also installed in some early 1966 production series two "long nose" cars prior to the introduction of the torque tube.<ref name=":12">{{Cite book |last=Pourret |first=Jess G. |title=Ferrari 275 GTB, 275 GTS, 275 GTB-4A |publisher=Publi-Inter |year=1984 |isbn=2-903356-10-6 |location=Levallois-Perret, France |language=fr |oclc=19724359}}</ref>

The coupé body was designed by [[Pininfarina]] and manufactured by [[Scaglietti]]. The standard 275 GTB body was fabricated in steel with aluminium alloy doors, hood and trunk lid. At least 72 cars<ref name=":5" /> were built with a lightweight all-aluminium body, which was an extra-cost option from the factory.<ref name=":3" />

A series two, or "long-nose" version of the 275 GTB was introduced in 1966. The second series 275 GTB incorporated a number of mechanical and cosmetic changes. A [[torque tube]] was installed between the engine and transaxle in order to relieve stress on the [[drive shaft]] and central support bearing. The engine and transaxle were revised to use two chassis attachment points each, rather than the four engine mounts and three transaxle mounts used on earlier cars. As a result, the engine and transaxle were now a rigid unit, flexibly suspended within the chassis by a total of four points. As the engine/transaxle were no longer stressed members, the chassis was slightly softer and noise/vibration issues seen on series I cars were improved.<ref name=":12" /> The front bodywork was lowered and lengthened and the front air intake was reduced in size, which improved aerodynamic characteristics and reduced high-speed instability. This was the most visible change between the two series, resulting in the common informal designation of series I cars as "short nose" and series II as "long nose." The rear window was enlarged to improve visibility. In order to improve luggage space, the fuel filler, fuel tanks and spare tyre were relocated and the trunk hinges were changed from internal to externally-mounted.<ref name=":0" /><ref name=":3" /><ref name=":5" />

A total of 442 of the 275 GTB road cars were produced between fall 1964 and summer 1966, including 236 Series I "short-nose" and 206 Series II "long-nose" cars.<ref name=":5" />

<gallery widths="200" heights="140">
File:Ferrari275GTB-07241-LimeRock2015.jpg|1965 Ferrari 275 GTB, Series I "short nose"
File:Paris - RM Sotheby’s 2018 - Ferrari 275 GTB Alloy - 1965 - 002.jpg|275 GTB, Series II "long nose" with optional aluminium alloy bodywork
File:Paris - RM Sotheby’s 2018 - Ferrari 275 GTB Alloy - 1965 - 003.jpg|Note the B-pillar and roof panel gap denoting alloy bodywork
File:1966 Ferrari 275 GTB in Argento Auteuil, rear right.jpg|Rear view of 275 GTB Series II (Note the B-pillar and roof smooth connection of steel bodywork)
</gallery>

=== Competition versions ===
From 1964 to 1966, Ferrari developed competition versions of the 275 GTB for use in [[Sports car racing#Grand Touring|Grand Touring-class sports car racing]]. Initial development of a 275 GTB-based racing car was motivated by a specific set of circumstances around Ferrari's racing activities during 1964. The 1962–1963 [[Ferrari 250 GTO|250 GTO]] was extremely successful in GT-class racing but was nearing obsolescence in 1964. The 250 GTO's planned successor, the 250 LM, was introduced to the public in November 1963, but the [[Fédération Internationale de l'Automobile]] (FIA) refused to [[Homologation (motorsport)|homologate]] it for GT-class racing. In response, Ferrari decided to prepare for the 1964 season by developing in parallel both an updated 250 GTO (called the series II or GTO64) and a competition version of the 275 GTB. Between 1964 and 1966, Ferrari created three distinct series of 275 GTB-based competition cars, the purpose-built 1964/65 275 GTB Competizione Speciale (also known as the 275 GTB/C Speciale), a 1965 group of modified production 275 GTB "customer competition" cars for independent racing teams, and the final development, the purpose-built 1966 275 GTB/C.<ref name="C48">{{Cite journal|last=Ridgley|first=Dyke|date=December 1988|title=The 275 GTB/C - A History|journal=Cavallino|volume=48|pages=26–33}}</ref>

==== 275 GTB Competizione Speciale ====
The first racing version of the 275 was the  '''275 GTB Competizione Speciale''' (or '''275 GTB/C Speciale'''). Designed under the supervision of [[Mauro Forghieri]],<ref name=":11">{{Cite journal|last=Rosetti|first=Giancarlo|date=May 2005|title=Legend of the GTO 65|journal=Forza|volume=61|pages=36–42}}</ref> this model was intended to succeed the 250 GTO as Ferrari's GT-class entry during the 1965 racing season. Ferrari constructed four cars of this type, three of which were manufactured between late 1964 and early 1965, while the fourth was completed in 1966.<ref>{{Cite journal|last=Bluemel|first=Keith|date=April 1999|title=275 GTB/C Speciale 06701 GT|journal=Cavallino|volume=110|pages=22–28}}</ref> These cars were equipped with ''Tipo 213'' engines tuned to [[Ferrari P#250 LM|250 LM]] specification, producing approximately 290-{{Convert|305|bhp|kW|abbr=on}}. The extra-thin-gauge alloy bodywork (designed by [[Pininfarina]] and built by [[Scaglietti]]) was significantly different from the production 275 GTB, with a more streamlined shape similar to the 250 GTO and the [[Ferrari 330#330 LMB|330 LMB]].<ref name="C48" /> All four cars had slightly differing hand-built bodywork, possibly due to ongoing aerodynamic experimentation by Ferrari engineers.<ref>{{Cite journal|last=Simmons|first=Clem|date=September 1999|title=Lettere|journal=Cavallino|volume=112|pages=6–7}}</ref> The chassis was a lightweight version of the production ''Tipo 563'' chassis using smaller diameter tubing. Additional weight reduction was accomplished by drilling holes in interior panels, [[Plexiglas]] windows, and the use of [[magnesium]] castings for parts of the engine and transaxle.<ref name="C48" /><ref name="RM275CS">{{Cite web|url=https://www.classicdriver.com/en/car/ferrari/275-gtbc/1965/243227|title=1965 Ferrari 275 GTB/C - Speciale - RM Sotheby's|website=www.classicdriver.com|publisher=Classic Driver|language=en-US|access-date=11 November 2018|archive-date=12 November 2018|archive-url=https://web.archive.org/web/20181112033429/https://www.classicdriver.com/en/car/ferrari/275-gtbc/1965/243227|url-status=dead}}</ref> The owner of one 275 GTB/C Speciale (chassis 6885) estimated the curb weight as approximately {{Convert|1900|lbs|kg}}.<ref name=":11" />

The [[Fédération Internationale de l'Automobile]] (FIA) at first refused to [[Homologation|homologate]] the model for the GT class but settled on a compromise when [[Enzo Ferrari]] threatened to abandon competing in the GT class.<ref>{{cite web|url=https://www.supercars.net/cars/3112.html#VLcVOrYH2P8G2zgb.99|title=Ferrari 275 GTB/C Speciale|last=Owen|first=Richard Michael|website=Supercars.net|access-date=12 January 2016}}</ref> Due to this delay, only one 275 GTB/C Speciale (chassis 6885) raced during the 1965 season. This car competed at the [[1965 Targa Florio]], where was driven by Bruno Deserti and Giampiero Biscaldi but failed to finish. The car placed 13th overall at the 1965 [[1000km Nürburgring]], driven by Biscaldi and [[Giancarlo Baghetti]]. It finished 3rd overall at the [[1965 24 Hours of Le Mans]], where it was driven by [[Willy Mairesse]] and Jean Blaton (under the name "Beurlys") for [[Ecurie Francorchamps]]. Following Le Mans, the car placed 11th overall at the 1965 500&nbsp;km of [[Bridgehampton Race Circuit|Bridgehampton]] and won the 1965 Nassau Tourist Trophy.<ref name="C48" /><ref name=":11" /><ref name="RM275CS" /><ref>{{Cite web|url=http://www.barchetta.cc/english/All.Ferraris/Detail/6885.275GTB.htm|title=275 GTB/C 06885|website=www.barchetta.cc|access-date=10 November 2018}}</ref><ref>{{Cite news|url=https://www.motorsportmagazine.com/database/races/1965-le-mans-24-hours|title=1965 Le Mans 24 Hours {{!}} Motor Sport Magazine Database|date=13 June 2017|work=Motor Sport Magazine|access-date=11 November 2018|language=en}}</ref>

Due to its role as a 250 GTO successor and its visual similarities with that model, the 275 GTB/C Speciale is sometimes referred to as the "GTO '65", although this was never an official factory designation.<ref name="C48" /><ref name=":11" /><ref name="RM275CS" />

A 1964 275 GTB/C Speciale (chassis 06701) was sold in 2014 by RM Sotheby's at their California auction for $26,400,000.<ref>{{Cite web|title=1964 Ferrari 275 GTB/C Speciale by Scaglietti {{!}} Monterey 2014|url=https://rmsothebys.com/en/auctions/mo14/monterey/lots/r239-1964-ferrari-275-gtbc-speciale-by-scaglietti/181216|access-date=2021-08-11|website=RM Sotheby's|language=en}}</ref>

==== 275 GTB customer competition cars ====
[[File:Paris_-_Retromobile_2012_-_Ferrari_275_GTB_C_-_1965_-_002.jpg|alt=1965 275 GTB customer competition version, chassis 07437|thumb|1965 275 GTB customer competition version, chassis 07437]]

Following the creation of the 275 GTB/C Speciale and the subsequent homologation struggles, Ferrari decided to create a less-radical competition 275 GTB to be sold to private racing teams. Ten cars of this type were produced. These customer competition (or in Italian "''competizione clienti''") cars were very similar to the production 275 GTB, differing only in the alloy bodywork, extra venting, added exterior fuel fillers and expanded capacity fuel tanks. The engine was a ''Tipo 213'' unit with 6 carburetors, the same as fitted to production road-going 275 GTBs. These customer-competition 275 GTBs were created both to test the market for this type of GT racing car and as a gesture of compliance to the FIA, in hope of positively influencing the homologation process.<ref name="C48" /><ref name="RM275C">{{Cite web|url=https://www.classicdriver.com/en/car/ferrari/275-gtbc/1966/185838|title=1966 Ferrari 275 GTB/C - Berlinetta Competizione - RM Sotheby's|website=www.classicdriver.com|language=en-US|access-date=11 November 2018|archive-date=12 November 2018|archive-url=https://web.archive.org/web/20181112031951/https://www.classicdriver.com/en/car/ferrari/275-gtbc/1966/185838|url-status=dead}}</ref><ref>{{Cite web|url=https://www.classicdriver.com/en/car/ferrari/275-gtb/1965/237888|title=1965 Ferrari 275 GTB - Competizione Clienti - Rick Cole Auctions|website=www.classicdriver.com|language=en-US|access-date=11 November 2018}}</ref>

==== 275 GTB/C ====

{{multiple image
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| image1 = Paris - Retromobile 2013 - Ferrari 275 GTB C - 1966 - 003.jpg
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| image2 = Paris - Retromobile 2013 - Ferrari 275 GTB C - 1966 - 004.jpg
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| footer = 1966 275 GTB/C, chassis 09079
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[[File:1966 24 Hours of Le Mans 29 (4771643620).jpg|alt=The 275 GTB/C of Roy Pike and Piers Courage at the 1966 24 Hours of Le Mans.|thumb|The 275 GTB/C of Roy Pike and Piers Courage at the 1966 24 Hours of Le Mans.]]

For the 1966 season, Ferrari built a new series of 12 lightweight '''275 GTB/C''' racing cars. Even though they outwardly resembled the road-going 275 GTB, the 275 GTB/C was thoroughly revised by [[Mauro Forghieri]] and his Scuderia Ferrari engineering team and differed from both the 275 GTB production car and earlier 275 GTB competition cars. Every panel of the body was altered and substantial mechanical changes were made. All 12 were constructed in 1966 between the end of the 275 GTB (two cam) production run and the start of the 275 GTB/4 (four cam) production run.<ref name="C48" />

Forghieri designed a special super-lightweight steel and aluminium version of the 275 GTB chassis, designated ''Tipo 590 A''. The 4-wheel independent suspension was the same design as on the production 275 GTB, but used different [[shock absorber]] valving and stiffer springs. The disc brakes were also the same as those used on the production 275 GTB, but with quick-change racing brake pads.<ref name="C48" />

The body appeared superficially very similar to that of the production 275 GTB series II "long nose", but in fact was a completely new lightweight version constructed by Scaglietti. All body panels were changed, including wider front and rear fenders and a slightly shorter nose. The body was constructed from {{Convert|.028|in|mm|abbr=on}} thick aluminium panels joined with [[rivet]]s. This method of construction allowed easy replacement of body panels after an accident. The body panels were approximately half as thick as the ones used on the 250 GTO and the [[AC Cobra|Shelby Cobra]]. This made the body lightweight but extremely fragile—even leaning on a 275 GTB/C would dent it. The entire rear section was reinforced by [[fiberglass]] to prevent it from flexing at the slightest impact. The 275 GTB/C was equipped with bumpers visually similar to those on the road version, but they were made of much thinner material. The rear bumper lacked an internal supporting subframe and was simply fastened to the bodywork sheetmetal. Other weight-saving measures included removal of cooling fans, holes drilled in many internal panels and frames, plexiglass side and rear windows, thin fiberglass floor panels, and magnesium-framed seats. A 275 GTB/C fully equipped with fluids, spare tyre and tool kit weighs {{Convert|2452|lbs|kg|abbr=on}}. In race trim without spare and tool kit, it can weigh less than {{Convert|2350|lbs|kg|abbr=on}}, a savings of over {{convert|150|kg|lb|0|abbr=on}} compared to the alloy bodied road cars.<ref name="C48" /><ref name="RM275C" />

Similar to the four 'Competizione Speciales', the 275 GTB/C was powered by a ''Tipo'' ''213'' V12 tuned to [[Ferrari P#250 LM|250 LM]] specification with a special crankshaft, piston, camshaft connecting rods and sodium-filled [[Nimonic]] [[Poppet valve|valves]]. Many engine castings were made from the lightweight magnesium alloy [[Elektron (alloy)|Elektron]]. Due to an apparent clerical error, Ferrari did not report to the FIA that the production 275 GTB had a six carburetor option, so only a three carburetor engine could be homologated. In order to make up the loss of power from using only three carburetors, [[Weber carburetor|Weber]] constructed the 40 DF13 carburetor. These replaced the six Weber 38 DCN carburetors used on the 250 LM and were unique to the 275 GTB/C. A dry sump lubrication system was also added, allowing the engine to sit lower in the chassis. The ''Tipo'' 213 engine in this competition specification produced 275-{{Convert|282|hp|kW|abbr=on}} at 7500 rpm.<ref name="C48" /><ref name="RM275C" />

The 275 GTB/C did not use the torque tube driveshaft configuration introduced with the 275 GTB series II, instead using a series I-style open driveshaft which made clutch changes easier during endurance races.The clutch itself was strengthened for the added stresses of racing. The transaxle was a similar design to the road version, but used a lightweight magnesium case, [[Close-ratio transmission|close ratio gears]], a strengthened [[ZF Friedrichshafen|ZF]] limited slip differential and [[Needle roller bearing|needle bearings]] (instead of [[plain bearing]]s) between the gears and the main shaft.<ref name="C48" />

The 275 GTB/C was fitted with specially-made [[Borrani]] wire wheels, sized 7" x 15" in front and 7.5" x 15" in the rear. These wheels were fitted  with [[Dunlop Rubber|Dunlop's]] latest "M series" racing tyres. It was this combination that would prove to be the weak spot of the 275 GTB/C; the tyres had so much grip that they could overstress and break the spokes on the wheels. This resulted in several crashes during competition. After the 275 GTB/C, no competition Ferrari would be fitted with wire wheels again. Two of the twelve 275 GTB/Cs built were sold for street use. Unlike the race cars, these street cars were fitted with standard 275 GTB-style alloy wheels with [[Pirelli]] tyres.<ref name="C48" />

After its introduction in 1966, the 275 GTB/C was raced by several independent racing teams with varying degrees of Ferrari factory support, including [[North American Racing Team|NART]], Maranello Concessionaires, [[Scuderia Filipinetti]], and [[Ecurie Francorchamps]]. Three 275 GTB/Cs were entered in the [[1966 24 Hours of Le Mans]], two of which finished. The Maranello Concessionaires-entered 275 GTB/C (chassis 09035) driven by Roy Pike and [[Piers Courage]] finished 8th overall and 1st in class, while the Ecurie Francorchamps 275 GTB/C (chassis 09027) driven by Claude Dubois and Pierre Noblet finished 10th overall and 2nd in class.<ref name="C48" /><ref name="RM275C" /><ref>{{Cite web|url=http://www.barchetta.cc/english/all.ferraris/detail/9035.275gtbc.htm|title=275 GTB/C 09035|website=www.barchetta.cc|access-date=11 November 2018}}</ref><ref>{{Cite web|url=http://www.barchetta.cc/english/all.ferraris/detail/9027.275gtbc.htm|title=275 GTB/C 09027|website=www.barchetta.cc|access-date=11 November 2018}}</ref> Other notable victories include a 1st in class at the 1967 Targa Florio, driven by Tullio Sergio Marchesi. Marchesi went on to win the 1966 and 1967 Italian GT Championships driving 275 GTB/C chassis 09007.<ref name="C48" /><ref>{{Cite web|url=http://www.barchetta.cc/english/All.Ferraris/Detail/9007.275GTBC.htm|title=275 GTB/C 09007|website=www.barchetta.cc|access-date=11 November 2018}}</ref>

===275 GTS===
[[File:Ferrari 275 GTS - front right 1 (Argyle Place, Carlton, VIC, Australia, 3 March 2007).JPG|thumb|275 GTS]]

The '''275 GTS''' was a two-seat grand touring [[Roadster (automobile)|spider]] produced from 1964 to 1966. The 275 GTS was introduced at the same time as the 275 GTB and was mechanically almost identical, sharing the 3.3 litre V12, transaxle, chassis and fully independent suspension. Ferrari reported that the engine fitted to the 275 GTS produced {{Convert|260|bhp|kW|abbr=on}}. This was less than the reported 280&nbsp;bhp produced by the 275 GTB, although there was likely no difference in engines between the models. The 275 GTS was never equipped with a torque tube, unlike the 275 GTB series II.<ref name=":6" /><ref name=":7" /> This model was fitted with 205Vr15 Pirelli Cinturato CN72 tyres on Borrani wire wheels.{{Citation needed|date=August 2021}}

The all steel 275 GTS body was designed and manufactured by Pininfarina. Its appearance was entirely different than that of the 275 GTB coupé, with a shorter front hood, smaller uncovered headlights, and overall balanced proportions suggesting earlier [[Ferrari 250#250 GT Cabriolet Pininfarina Series I|250 Pininfarina Cabriolet]] models. All 275 GTS were equipped with a folding cloth [[Convertible#Roof types|convertible top]] and an additional removable hard top was a factory option.<ref name=":6">{{Cite journal|last=Ridgley|first=Dyke|title=275 GTS|journal=Cavallino|volume=13|pages=28–34}}</ref><ref name=":7">{{Cite web|url=https://auto.ferrari.com/en_EN/sports-cars-models/past-models/275-gts/|title=Ferrari 275 GTS (1964) - Ferrari.com|website=Ferrari GT - en-EN|language=en-US|access-date=18 October 2018}}</ref>

Ferrari produced a total of 200 275 GTS between late 1964 and early 1966, including 19 in right hand drive.<ref name=":6" /> The 275 GTS was replaced in 1966 by the [[Ferrari 330#330 GTC/GTS|330 GTS]], leaving no 3.3&nbsp;L spider in the range until the creation of the [[#275 GTB/4 NART|275 GTB/4 NART Spider]].

==Four-cam models==
The 275 GTB/4 and GTS/4 NART spyder models made up the final production run of the 275 series, between 1966 and 1968. They were equipped with a four overhead cam 3.3 litre V-12 engine, a development of the double overhead cam 275 engine used from 1964–1966. The later 275 models are often called "four-cam" cars to distinguish them from earlier 275 models.

===275 GTB/4===
Introduced at the [[Paris Motor Show]] in October 1966,<ref name="Autocar196702">{{cite magazine|date=2 February 1967|title=Design Analysed: Ferrari 275 GTB4|magazine=[[Autocar (magazine)|Autocar]]|volume=(nbr 3703)|pages=4–8|series=126}}</ref> the '''275 GTB/4''' (or 4-cam) used the same basic platform as the early 275 GTB with mostly mechanical improvements. The [[Scaglietti]]-built bodywork was largely the same as the series II "long-nose" 275 GTB, with the most visible difference being an added hood bulge with creased edges. [[Campagnolo]] [[Alloy wheel|magnesium alloy wheels]] sized 14x7 were standard equipment, while traditional Borrani wire wheels were a special-order option.<ref name=":9">{{Cite journal|last=Ridgley|first=Dyke W.|date=August 1986|title=The Four-Cam|journal=Cavallino|volume=35|pages=16–26}}</ref>

The engine was the ''Tipo 226'' 3285.72 cc ''[[Ferrari Colombo engine|Colombo]]'' [[V12 engine|V12]], derived from the earlier ''Tipo 213'' 275 engine with two valves per cylinder, but now upgraded with four overhead camshafts and six Weber 40 DCN carburetors as standard. This engine produced a claimed {{Convert|300|hp|kW|-1|abbr=on}}.<ref name=":8" /><ref name=":9" /> In a departure from previous Ferrari designs, the valve angle was reduced three degrees to 54° for a more-compact head.{{Citation needed|date=November 2018}} The dual camshafts also allowed the valves to be aligned perpendicular to the camshaft instead of offset as in [[Overhead camshaft#Single overhead camshaft|SOHC]] engines. The engine used a [[dry-sump]] lubrication system with a large 17&nbsp;qt (16&nbsp;L) capacity.<ref name=":9" />

Improvements from the series II 275 GTB were carried over to the 275 GTB/4, including the torque tube connecting the engine and transmission. In addition to the upgraded engine, the 275 GTB/4 had several minor improvements to the cooling system, exhaust and suspension.<ref name=":9" />

The 275 GTB/4 had a claimed top speed of {{cvt|268|km/h|mph|0}}.<ref name="Ferrari 275 GTB4" /> A total of 330 were produced from 1966 to 1968.<ref name="Ferrari 275 GTB4" /><ref name=":9" />

In 2004, ''[[Sports Car International]]'' named the 275 GTB/4 number seven on the list of [[Sports Car International Top Sports Cars|Top Sports Cars of the 1960s]].

<gallery widths="250" heights="150">
File:1967 Ferrari 275 GTB 4 in Blu Scuro, front right (Greenwich 2022).jpg|1967 275 GTB/4
File:DSC 5001 (17962313019).jpg|275 GTB/4 at the [[Museo Casa Enzo Ferrari]]
File:Ferrari dash (4889455729).jpg|1967 275 GTB/4 interior
</gallery>{{anchor|NART}}

===275 GTB/4S NART Spider===
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The '''275 GTB/4S NART Spider''' was a roadgoing two-seater spider version of the 275 GTB/4, 10 of which were built in 1967. Production of this car was initiated by Ferrari's North American dealer, [[Luigi Chinetti]], who wanted a successor to the earlier [[Ferrari 250#250 GT California Spider LWB|250 California Spider]] series.<ref name=":1" /> He asked [[Sergio Scaglietti]] and [[Enzo Ferrari]] to build a spider version of the 275 GTB/4, which Chinetti bought for approximately $8,000 each,{{Citation needed|date=October 2018}} and listed at $14,400 retail.<ref name=":10" /> These cars were informally named NART Spiders, referring to Chinetti's [[North American Racing Team]]. While the name "NART" was never part of this model's official designation from the factory, a [[cloisonné]] badge with the team's logo was installed on the rear of each car.<ref name=":1" />

Chinetti intended to order 25 NART Spiders from Scaglietti, but because of low sales<ref name=":3" /> just 10 were built in 1967 and 1968, making this one of the rarest 275 models.<ref name=":1" /><ref>{{cite web|url=http://auto.howstuffworks.com/ferrari-275-gtb-4.htm|title=Ferrari 275 GTB/4|author=<!-- no byline - staff editors -->|website=HowStuffWorks|access-date=26 May 2014|archive-date=23 September 2017|archive-url=https://web.archive.org/web/20170923171035/http://auto.howstuffworks.com/ferrari-275-gtb-4.htm|url-status=dead}}</ref> The ten NART Spiders used chassis numbers 09437, 09751, 10139, 10219, 10249, 10453, 10691, 10709, 10749, and 11057.<ref>{{cite web|url=http://www.barchetta.cc/all.ferraris/by-serial-number/ferrari-by-serial-number/model-index-65-71/model-summary/275-gtb-4s-n.a.r.t.spider-register/index.html|title=Barchetta Register|date=September 2017}}{{Dead link|date=April 2024 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> 

The magazine ''[[Road & Track]]'' published a road test of a then-new NART Spider in its September 1967 issue, describing it as "the most satisfying sports car in the world." This test recorded a 0-{{Convert|60|mph|km/h|abbr=on}} time of 6.7 seconds, a {{Convert|1/4|mi|km}} [[Dragstrip|drag strip]] time of 14.7 seconds. and a top speed of {{Convert|155|mph|km/h|abbr=on}}.<ref name=":10" />

The first produced 275 GTB/4S (chassis 09437) was entered in the 1967 [[12 Hours of Sebring]], driven by [[Denise McCluggage]] and Marianne Rollo. They finished 17th overall, and 2nd in the 5-litre GT class. Following this race, the car was repainted from its original "''Giallo solare''" yellow to a burgundy colour for an appearance in the 1968 film ''[[The Thomas Crown Affair (1968 film)|The Thomas Crown Affair]]'', where it was driven by [[Faye Dunaway]]'s character.<ref name=":1" /><ref name=":2" /> The same car was subsequently tested by Road & Track for their September 1967 road test article. In August 2005, 09437 sold for $3.96 million at [[Gooding & Company|Gooding & Co.]]'s [[Pebble Beach, California|Pebble Beach]] auction.<ref>{{Cite web|url=http://www.barchetta.cc/english/All.Ferraris/Detail/9437.275GTB4.NART.htm|title=275 GTB/4 NART Spider 9437|publisher=www.barchetta.cc|access-date=14 October 2018}}</ref>

In August 2013, a 1967 275 GTB/4S NART spider (chassis 10709) sold for {{USD|25 million}} (US$27.5m after commissions) at [[RM Sotheby's]] [[Monterey, California|Monterey]], California auction. At the time of the auction, this was a one-owner car, previously owned by Eddie Smith of Lexington, North Carolina. Mr. Smith purchased it new in 1968 and drove it regularly until his death in 2007. Subsequently, the car remained in possession of his family until the 2013 auction sale.<ref name="Eddie Smith NART">{{Cite web |url=https://metro.co.uk/2013/08/18/one-careful-owner-this-ferrari-is-yours-for-just-17-6m-3928965/ |title=One careful owner, this Ferrari is yours for just £17.6m |author=<!-- no byline - staff editors --> |website=Metro |location=UK |date=18 August 2013 |access-date=22 March 2017}}</ref><ref>{{cite web |url=https://rmsothebys.com/en/auctions/mo13/monterey/lots/r197-1967-ferrari-275-gtb4stars-nart-spider-by-scaglietti/293775 |title=1967 Ferrari 275 GTB/4*S N.A.R.T. Spider by Scaglietti {{!}} Monterey 2013 |author=<!-- no byline - staff editors --> |website=RM Auctions |date=August 2013 |access-date=14 October 2018}}</ref> Mr. Smith Jr. felt that the car was "sort of being  imprisoned" hence the reason for the selling it. The winning bid was by [[Lawrence Stroll]], collector and part-owner of [[Aston Martin in Formula One|Aston Martin Formula One team]]. The Smith family announced that the proceeds of the sale will be donated to charity.<ref>{{Cite web |last=Lamm |first=John |title=Eddie's Money: The Story Behind the $27.5-Million Ferrari NART Spider |url=https://www.caranddriver.com/news/a15369529/eddies-money-the-family-that-sold-the-27-5-million-ferrari-275-gtb4-nart-spyder |date=2013-08-27 |access-date=2021-08-18 |website=Car and Driver |location=US}}</ref>

==References==
{{reflist|2}}

==External links==
* {{Commons category inline}}

{{Early Ferrari vehicles}}
{{Ferrari}}

[[Category:Ferrari vehicles|275]]
[[Category:Cars introduced in 1964]]
[[Category:Group 4 (racing) cars]]
[[Category:Pininfarina]]