Guide: Ferrari 275 GTB Series 2
Background
During the late 1950s and early 1960s, Ferrari manufactured several road cars capable of exceeding 150mph. However, these machines were typically bespoke creations built in tiny numbers for the firm’s wealthiest clients, most of whom were unlikely to ever push their cars to the limit.
When the 275 GTB replaced the 250 GT Berlinetta Lusso in late 1964, Ferrari found themselves offering a series production model capable of nearly 170mph.
Build volumes for the 275 GTB were forecast at a couple of hundred units every year. This meant the number of customers likely to be travelling at speeds previously reserved for top flight racing cars was set to grow exponentially.
Thankfully, the progression of aerodynamic understanding was rapid and updates designed to keep super fast machinery planted firmly on the road came thick and fast.
Just twelve months after the original 275 GTB had been introduced, Ferrari launched an improved Series 2 variant at the Paris Motor Show in October 1965. Most obviously, the revised machine came with an extended nose designed to reduce front-end lift at very high speeds.
The new car slotted into a model line up that included the recently introduced 330 GT Series 2 (a four-seat Coupe), the 500 Superfast (Ferrari’s low volume flagship Coupe) and the 275 GTS (a drophead 275 with entirely different coachwork to the GTB).
Chassis
Underneath Pininfarina's revised Series 2 bodywork, the original Tipo 563 chassis and its ancillary parts remained fundamentally unchanged (for now).
The frame itself was a traditional Ferrari tubular steel affair equipped with a rear-mounted transaxle.
Suspension was via unequal length wishbones, coil springs and telescopic shocks plus an anti-roll bat at either end.
Dunlop disc brakes were once again fitted at each corner.
One area where the Series 2 differed from its predecessor was the switch from a single under floor fuel tank to separate cells mounted in each rear wing. Overall capacity was unchanged at 94-litres, but this new configuration meant the spare wheel could now be mounted in a recess underneath the boot floor. Access was easier and luggage space much improved.
Also introduced on the Series 2 GTB were new 14-inch Borrani cast alloy wheels widened from 6.5 to 7-inches. These featured a simplified 10-hole design and led to proportionally wider track. Pirelli Cinturato tyres remained standard.
Engine / Gearbox
Engine-wise, the Tipo 213 60° V12 was unchanged. It incorporated a single overhead camshaft per bank and two valves per cylinder.
The Tipo 213 motor was a development of the Tipo 210 and 211 motors found in the 250 LM. Similarly, displacement was 3286cc thanks to a bore and stroke of 77mm and 58.8mm respectively.
Silumin light alloy was used for the block, heads, sump, bellhousing and cam covers.
Unlike the LM, wet-sump lubrication was employed.
Ignition was via a single spark plug per cylinder and two Marelli coils.
The compression ratio was set at 9.2:1 and three Weber 40 DCZ/6 or DFI/1 downdraughts carburettors were fitted as standard.
Peak output was 280bhp at 7600rpm and 218lb-ft at 5000rpm.
Customers could optionally have their car enhanced with a bank of six Weber 40 DCN3 carburettors that raised output to 300bhp.
All 275 GTBs were equipped with a rear-mounted five-speed transaxle that featured a combined five-speed gearbox and differential. The single plate Fichtel & Sachs clutch used on Series 1 GTBs was switched to a multi-plate Borg & Beck item.
Bodywork
Cosmetically, the Series 2’s longer nose featured a more slender primary intake without the brushed alloy grille shroud used on Series 1 derivatives. The new car also came with slimmer front quarter bumpers that were mounted higher up than before.
Other changes included a bigger rear windscreen and a bootlid with external chrome hinges.
The chrome Ferrari script was moved from the tail fascia to the bootlid.
Aside from these changes, Pininfarina left the basic design intact.
Covered headlights, bulbous wings, a rakish fastback cabin and Kamm tail evoked the all-conquering 250 GTO, but the 275 GTB was much more practically packaged. At the time, it was arguably the most handsome motor car available.
Bodyshells were manufactured at the Scaglietti works in Modena.
Steel was used for everything bar the opening panels (which were aluminium).
Interior
Few changes were made inside, although a small number of Series 2 GTBs did come with a black vinyl dash fascia and oddments tray instead of the more common teak inserts.
Black vinyl was used for the dash, knee roll, door caps, windscreen pillars and armrests on all cars.
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 given a fluted pattern to match the seats. Leather straps were provided to hold luggage in place.
Weight / Performance
Weight of the standard steel-bodied 275 GTB was officially unchanged at 1100kg.
However, thanks to the improved aerodynamics, top speed rose from 160mph to 167mph. The 0-62mph time remained at around six seconds.
Options
Optional extras included Borrani wire wheels, a radio, head rests, electric windows and a variety of rear axle ratios.
Seats could be ordered with cloth, perforated vinyl or leather centres with vinyl or leather bolsters. Most cars were equipped with full leather upholstery.
For those customers that wanted the ultimate high performance specification, Ferrari offered a lightweight all-aluminium body, an external quick fuel filler cap, velocity stacks and the aforementioned six carburettor conversion that boosted output to 300bhp.
Production Changes
After 93 Series 2 GTBs had been built, an improved version was introduced that featured a new Tipo 563/66 chassis.
Beforehand, extremely precise positioning was required to ensure the driveshaft ran at the same speed as the motor. The addition of a fixed Torque Tube coupling and more compliant mountings on the Tipo 563/66 chassis eradicated any such alignment issues.
A ZF limited-slip differential was introduced at the same time.
End of Production
Production continued in this format until October 1966 when the third and final 275 GTB derivative (the GTB/4) was unveiled at the Paris Motor Show.
200 Series 2 GTBs were built (including the prototype on chassis 7707). This figure comprised 93 examples on the Tipo 563 chassis and a further 107 on the Tipo 563/66 chassis.
The first 93 cars comprised:
20 base spec examples with steel body and triple carbs (one in right-hand drive)
10 with the steel body and six carb option (two in right-hand drive)
38 with the alloy body and triple carbs (two in right-hand drive)
25 with the alloy body and six carbs (five in right-hand drive)
The 107 GTBs equipped with the Tipo 563/66 chassis comprised:
69 base spec cars with triple carbs and a steel body (seven in right-hand drive)
26 with six carbs and a steel body (three in right-hand drive)
3 with an alloy body and triple carbs (all in left-hand drive)
9 with the alloy body and six carbs (all in left-hand drive)
Competition History
Only the steel-bodied GTB with its triple carb arrangement had been homologated for GT racing.
A handful of Series 2 GTBs were built up and stamped as GTCs. Three such cars are understood to have been completed, at least one of which came with hot 130 camshafts, high compression pistons and an improved exhaust system.
Just one GTC (chassis 8457) is believed to have raced in period. This car’s best result was 25th overall and first in the over two-litre GT class at the 1966 Nurburgring 1000km where it was driven by Helmut Felder and its owner, Frank Kalkuhl.
A number of other Series 2 GTB owners also used their cars for competition. Among the most successful were been Willy Koenig (7899), Matthias Wasel (8087) and Giovanni Pessina (8249) who racked up class wins in circuit, road racing and hillclimb events.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
