Noteworthy additions to this destined for racing 275 GTB, included the rear-mounted gearbox and independent rear suspension. Including the I and II series, around 450 cars were built by Scaglietti. Some known as the 275 GTB/C came in aluminium, with racing suspension and six Weber carburettors. These were the cars made for those who do not race for coming second.


The 275 GTB berlinetta replaced the successful showroom and track model of the 250 GT Lusso at the 1964 Paris Salon. A first time appearance of a combined gearbox and differential unit in a transaxle assembly, and the provision of independent rear suspension made for a new appreciation for this car off the track just as much as on it. 

Ferrari’s experience in using both systems in their competition cars, meant it was only a matter of time before this high performance technology was implemented into their road models.


The 275 GTB was much more aggressive in appearance than its predecessor, with a larger radiator opening, featuring an egg crate pattern aluminium grille, angled rearward at the lower edge like a hungry mouth, bounded by quarter bumpers, with above them deeply recessed headlights under Plexiglass covers.


The body featured powerful curves with overall lines that had echoes of the 250 GTO, with a long forward section and a set back cabin falling sharply into the short Kamm tail, carrying circular combination tail/turn light units on a lightly recessed panel similar to that of its predecessor. The body was designed by Pininfarina, and constructed by Scaglietti, normally in steel with aluminium doors, bonnet, and boot lid, although some examples received full aluminium bodies. The cabin was a three window design with a large deeply curved windscreen and an almost flat rear screen bounded by sail panels that featured triple cabin exhaust air slots that matched the quadruple arrangement on the front wings. A year after its introduction the model underwent a facelift, which was again shown for the first time at the Paris Salon.



The most noticeable revision was the provision of a new longer slimmer nose, with a flat bonnet replacing the slightly raised centre section unit on the “short nose” car. At the same time the size of the rear screen was increased, and the boot lid hinges became external to increase the capacity within. The models are generally referred to today as “short nose” or “long nose” two cam models.


The bodies were mounted on a 2400mm wheelbase chassis that had factory reference numbers 563, and then 563/66, all were numbered in the odd chassis number road car sequence. The construction was along the same basic lines as that of the previous models, but with a tapering rear main tube section, due to the revised transmission and rear suspension assembly. The model was available in right or left hand drive form. The standard wheels were alloy of two different patterns, a “starbust” design on early cars, and a simple elegant ten hole design on later “long nose” cars, with the option of Borrani wire wheels throughout the production period.


The multi-purpose Ferrari you thought was never possible, existed through the 275 GTB. True admirers of Ferrari, driving and racing would appreciate the feeling of where the V-12 engine could take one. from the Circuit de Monaco to unplanned twilight summer evening beachside adventures. No matter where the drive, one thought always remains on the driver’s mind, freedom at speed.


the engine

The engine was an increased capacity derivation of the single overhead camshaft per bank V12 colombo designed “short” block unit, with factory type reference 213, of 3286cc capacity, with a bore and stroke of 77mm x 58.8mm. It was fitted with a bank of either three twin choke Weber 40 DCZ/6 or 40 DFI/1 carburettors, or the optional six Weber 40 DCN3 assembly, with a twin coil and rear of engine mounted distributors ignition system, to produce a claimed 280bhp.


The engine drove through a shaft running at engine speed to a five speed transaxle which was independently supported from the chassis frame, and then by drive shafts to the independently suspended rear wheels, with wishbones, coil spring and hydraulic shock absorbers to each wheel. Initially the engine had four mounting points and the transaxle three, with sliding joints on the drive shaft between them. However, this proved difficult to maintain in alignment, and after trials, the final derivation was to adopt twin engine and transaxle mounting points with the drive shaft running within a solid tube connecting the two, making the engine and transaxle a rigid unit.



Only 3 of these short-noise 275 GTB models known as “275 GTB/C” came with an aluminium body, with racing suspension and six Weber carburettors. It was unfortunately unable to be entered into the GT class given its extreme light-weightedness. Although still holds one of the fastest finishes in Le Mans as a front-engine car.

These were the cars made for those not entering the race to come second. Described as one of the most sophisticated of its time, beautifully proportioned and lightweight, you can only imagine how the 3 lucky owners of these cars must feel taking to the road. 


Around 450 of these Ferrari 275 GTB models were produced world wide. Some variations of the 275 GTB were established within this release, including the 275 GTB/C.

A Ferrari 275 GTB derivative, the 1967 Ferrari 275 GTB/4 N.A.R.T. Spider sold for US $27.5 million in 2013. The N.A.R.T. Spider model is a Ferrari 275 GTB with the top removed. Only 10 were made. 

In 2014 a Ferrari 275 GTB/C Speciale sold for US $26.4 million. 

The top speed was recorded at 258km/h. 

Upon initial launch in 1964 these models were reported to have sold for US $8,000-$14,500.




Front, longitudinal 60° V12


77 x 58.8 mm

Unitary displacement

273.81 cc

Total displacement

3285.72 cc

Compression ratio

9.2 : 1

Maximum power

206 kW (280 hp) at 7600 rpm

Power per litre

85 hp/l

Maximum torque

Valve actuation

single overhead camshaft per bank, two valves per cylinder

Fuel feed

three or six 40 Weber DCN/3 carburettors


single spark plug per cylinder, two coils


wet sump





tubular steel

Front suspension

independent, unequal-length wishbones, coil springs over telescopic shock absorbers, anti-roll bar

Rear suspension

independent, unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers, anti-roll bar




5-speed + reverse


worm and roller

Fuel tank

capacity 94 litres

Front tyres

195 or 205 x 14

Rear tyres

195 or 205 x 14



two-seater berlinetta


4325 mm


1725 mm


1245 mm


2400 mm

Front track

1377 mm

Rear track



1100 kg (dry)


Top speed

258 km/h

Acceleration 0-100 km/h

0-400 m

0-1000 m

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