Guide: Ferrari 275 GTB Series 1
Background
By 1964, Ferrari's revered line of 250-based models had been around in one shape or another for over ten years. In that time, Ferrari had seen factory output rise exponentially as various incarnations of these three-litre V12-powered models attracted thousands of new customers to the firm.
Competition from the likes of Aston Martin, Maserati and Jaguar was already fierce, but in 1964, the intensity cranked up to another level when Lamborghini's state-of-the-art 350 GT arrived on the scene.
Ferrari responded with their most advanced road car to date.
Launched at the Paris Motor Show in October 1964, the 275 Gran Turismo Berlinetta (275 GTB) most notably employed an enlarged 3.3-litre V12. The 275 GTB was the first series production Ferrari to come with independent rear suspension and a five-speed transaxle.
It replaced Ferrari’s much loved 250 GT Berlinetta Lusso and slotted into a revamped road car line-up that comprised the four-seat 330 GT, the flagship 500 Superfast and the open top 275 GTS. Launched alongside the GTB, the mildly detuned and more softly sprung GTS was fitted with entirely different coachwork to the Berlinetta.
275 GTBs were constructed in a variety of different formats between 1964 and 1968. After twelve months in production, the short-nose Series 1 was replaced by the long-nose Series 2. This was in turn replaced a year later by the dual overhead camshaft GTB/4. Ten special GTS/4s were built at the behest of Ferrari's North American distributor, Luigi Chinetti.
Competition versions of the Series 1 and 2 GTB were also manufactured in small numbers for GT racing.
Chassis
The 275 GTB's new tubular steel Tipo 563 chassis was a direct evolution of the outgoing short wheelbase 250 frame. It was built in typical Ferrari fashion with the main structure complemented by smaller diameter tubes to support the body.
The independent rear suspension required a suitably modified back end as did the rear-mounted transaxle that combined the five-speed gearbox and differential.
At 2400mm, the wheelbase was identical to the 250 GT SWB.
Suspension was via unequal length wishbones, coil sprung telescopic shocks and an anti-roll bar at either end.
Dunlop disc brakes were installed front and rear along with new starburst pattern centre-lock Campagnolo cast alloy wheels. The rims measured 6.5 x 14-inches and were originally shod with Pirelli Cinturato tyres.
A 94-litre fuel tank was mounted underneath the boot floor.
Engine & Gearbox
At the heart of the 275 GTB was a Tipo 213 single overhead camshaft 60° V12 with two valves per cylinder. This engine was derived from the Tipo 210 and Tipo 211 motors used to such great effect in the 3.3-litre 250 LM (which was technically a 275 LM).
Silumin light alloy was used for the block, heads, sump, bellhousing and cam covers. Whereas the LM motor used dry-sump lubrication, a wet-sump system was employed for these production engines. Ignition was via a single spark plug per cylinder and two Marelli coils.
Compared to the outgoing 250 motor, displacement rose from 2953cc to 3286cc. This was achieved by boring the diameter of each cylinder from 73mm to 77mm. Stroke was left at 58.8mm.
Compression was 9.2:1 and customers had the choice of two carburettor set ups. Standard equipment was a bank of three Weber 40 DCZ/6 or DFI/1 downdraught carburettors. In this configuration, peak output was 280bhp at 7600rpm and 218lb-ft at 5000rpm.
When fitted with the optional six 40 DCN3 carburettors, the headline figure rose to 300bhp. Cars equipped as such received a shallow hood blister for clearance.
275 GTBs were fitted with the aforementioned transaxle assembly that featured a combined rear-mounted five-speed gearbox and differential. The single dry-plate clutch was supplied by Fichtel & Sachs. The limited-slip differential was a ZF item.
Bodywork
As usual, bodywork was designed by Pininfarina.
The shells were manufactured at the Scaglietti works in Modena. Aluminium was used for the doors, bonnet and bootlid with steel for everything else.
In the mid-to-late 1960s, there were few cars more handsome than a 275 GTB. Its covered headlights, bulbous wings, rakish fastback cabin and Kamm tail were perfectly proportioned and the car looked great in practically any colour.
To assist with engine cooling, a bank of four vents were carved out from behind each front wheel. A matching set of three vents was located on each sail panel for cockpit ventilation.
Quarter bumpers were fitted at the front along with a full width item at the rear. The bumpers were chrome plated to match the sill strip, window frames, handles, bezels, badges, wipers, exhaust tips and the triple-eared wheel spinners.
Interior
The cockpit was a strict two-seater. It featured a full-width dash with a teak-veneered fascia and black vinyl surround. Black vinyl was also used for the door caps, windscreen pillars and armrests.
A separate teak insert could be found in the central oddments tray and matched the three-spoke steering wheel rim.
The large diameter speedo and tach were split by smaller gauges for oil temperature and oil pressure. A water temperature gauge, ammeter, fuel read out and clock were located centrally above a bank of rocker switches.
Leather was used to upholster the bucket seats, transmission tunnel, door panels, the sides of each footwell and the rear quarter panels. The rear bulkhead was also trimmed in leather and came with a fluted pattern to match the seats. Leather straps were provided to hold any luggage in place.
Options
In addition to the six carburettor upgrade, optional extras included a choice of rear axle ratios, electric windows, a radio, head rests and Borrani wire wheels. Most desirable was the all-aluminium body option, especially when matched with a long-range 140-litre fuel tank and quick filler cap.
There were various upholstery options to include fabric, perforated vinyl or leather for the seat centres and vinyl or leather for the bolsters.
By special request, customers could order dimpled vinyl floor matting instead of conventional carpet.
A handful of customers also had the standard bucket seats replaced with the kind of well-padded chairs used in the 330 GT, 500 Superfast and 275 GTS.
Weight / Performance
In steel-bodied three-carburettor configuration, Ferrari quoted a weight of 1100kg.
Top speed was 160mph. With the standard rear axle ratio, 0-62mph took six seconds.
Prototypes
Ferrari displayed the prototype 275 GTB (chassis 6003) at the Paris Motor Show in October 1964. This car was initially retained for final development work.
The second 275 GTB prototype arrived shortly afterwards (chassis 6021). This was the first of ten 275 GTB Competizione Clienti cars that were built on the Series 1 platform.
End of Production
Production continued for twelve months at which point the long nose Series 2 was introduced.
Excluding the development mule (chassis 5161), 239 Series 1 GTBs were manufactured.
The overwhelming majority (191) were standard steel-bodied triple carburettor cars (six of which were right-hand drive).
43 steel-bodied cars got the six carburettor upgrade (17 of which were right-hand drive).
Only five Series 1 275 GTBs were ordered with the lightweight all-aluminium body. Three of these ran the triple carburettor set up (one of which was right-hand drive). The remaining pair were ordered with the six carburettor option (both of which were left-hand drive).
Competition History
Although the 275 GTB Competizione Clienti was available for those customers who wanted to compete with their cars, a handful of enthusiastic amateurs campaigned their regular Series 1 GTBs.
The most successful were Siegfried Zwimpfer and Carlo Benelli.
With chassis 6785, Zwimpfer secured an abundance of class wins including at the Ollon-Villars Hillclimb, Preis von Tirol, Monza 1000km and St. Ursanne Hillclimb.
Benelli, who raced under the pseudonym 'Riccardone', took a class win in the 1966 Coppa della Collina.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
