Guide: Ferrari 275 GTS
Background
Although in Series 2 configuration, the 250 GT Cabriolet had proven one of Ferrari's most commercially successful models, it was not immediately replaced when production ended in late 1962.
Ferrari offered the 250 GT SWB Spyder California until January 1963 and the 400 Superamerica Cabriolet until January 1964, but the California was nothing like as refined as the Series 2 Cabriolet and the 400 Superamerica was a prohibitively expensive flagship built in tiny numbers for Ferrari's wealthiest clients.
A long overdue successor finally arrived at the Paris Motor Show in October 1964: the 275 GTS.
Launched alongside the 275 GTB, the 275 GTS was a soft, comfortable cruiser instead of a racey super sports car. Both variants came with fully independent suspension, disc brakes and a five-speed transaxle.
The biggest difference between the two machines was their coachwork. Rather than having been an open top version of the 275 GTB, the GTS was equipped with a completely re-styled body.
Ferrari’s latest Spyder formed part of a revamped line up for the mid 1960s. It joined the four seat 330 GT, the flagship 500 Superfast and two-seat fixed-head 275 GTB.
Competition for the 275 GTS came from the Aston Martin DB5 Convertible, the Maserati Mistral Spyder and Jaguar E-type Roadster.
Chassis
Aside from different body supports, the tubular steel chassis used by the 275 GTS was practically the same as the 275 GTB. Both were designated Tipo 563 and shared a 2400mm wheelbase.
Suspension was via unequal length wishbones, coil springs and telescopic shocks with anti-roll bars at either end. Softer spring rates were used than on the GTB to give a more comfortable ride.
Dunlop disc brakes were fitted all round.
Instead of the handsome starburst alloys that were standard on the GTB, the 275 GTS came with Borrani wire wheels that were an expensive option on the Berlinetta. They measured the same 6.5 x 14-inches and similarly came shod with Pirelli Cinturato tyres.
Whereas the GTB had a 94-litre fuel tank mounted underneath the boot floor, capacity was reduced to 86-litres for the GTS.
Engine & Gearbox
The Tipo 213 single overhead camshaft 60° V12 that powered the 275 GTS was derived from the Tipo 210 and 211 motors created for the 3.3-litre 250 LM (which was more accurately described as a 275 LM).
Silumin light alloy was used for the block, heads, sump, bellhousing and cam covers.
Unlike the LM motor that used dry-sump lubrication, a wet-sump system was employed for the 275 GTB and GTS. Ignition was via a single spark plug per cylinder and two Marelli coils.
To increase the three-litre capacity of existing 250 models, Ferrari bored each cylinder from 73mm to 77mm. Stroke was left at the usual 58.8mm. This led to an overall displacement of 3286cc which was a 333cc gain.
Whereas the 275 GTB was more about outright power and performance, Ferrari chose to focus on flexibility and refinement for the GTS.
The factory claimed the 275 GTS produced 260bhp at 7000rpm compared to 280bhp at 7600rpm for the GTB. However, GTS motors ran the same 9.2:1 compression ratio and used three identical Weber 40 DCZ/6 or DFI/1 carburettors. The torque rating was also unchanged with 218lb-ft at 5000rpm.
It therefore seems likely there was actually very little difference between the engines used in these cars.
Like its fixed-head counterpart, the 275 GTS was fitted with a brand new transaxle assembly that featured a combined rear-mounted five-speed gearbox and ZF limited-slip differential. The single dry-plate clutch was supplied by Fichtel & Sachs.
For more refined cruising, the 275 GTS came with a higher rear axle ratio then the GTB.
Bodywork
Whereas GTB bodies were fabricated at the Scaglietti works in Modena, GTS bodies were manufactured at Pininfarina's Turin plant. They were subsequently delivered to Ferrari for installation of the mechanical components.
Aluminium was used for the opening panels (bonnet, doors and bootlid) with steel for everything else.
The overall design was more conservative than the rakish GTB. Open headlights were mounted in shallow recesses and the car was given a full width front bumper. The bonnet came with a discrete central crease.
To assist engine cooling, a bank of vents with eleven angled louvres was located behind each front wheel.
Fenders were more angular than the Berlinetta. At the back, they swept down to an inverted tail fascia. This was home to a pair of wraparound tail lights and quarter bumpers with rubber-faced overriders.
Chrome was used to plate the bumpers, window frames, bezels, sill strips, handles, badges, wipers, exhaust tips and the triple-eared wheel spinners.
Interior
Ferrari originally planned to build the 275 GTS with a passenger seat wide enough for two people. However, homologation problems meant all but a handful of very early examples came with standard seats. Unlike the Berlinetta, these were well padded chairs instead of figure-hugging buckets.
The teak dashboards used in the two variants followed the same basic architecture with a large speedo and tach split by smaller gauges for oil temperature and oil pressure. A water temperature gauge, ammeter, fuel read out and clock were located centrally.
The radio was mounted ahead of the passenger. If a radio was not specified, a blanking plate with a Pininfarina logo was fitted.
The dash top was upholstered in black vinyl as was the knee roll. Black vinyl was also used for the door caps, windscreen pillars and armrests plus the cover for the folding canvas roof.
The seats, handbrake gaiter and door panels were upholstered in leather.
Options
Aside from myriad paint and leather shades, options for the GTS were relatively few.
Electric windows and two types of Hardtop were offered, but while the GTB could be ordered with a lightweight all-aluminium body and a six carburettor upgrade, neither of these was available on the GTS.
Weight / Performance
At 1120kg, the GTS was 20kg heavier than the GTB.
Because of its less refined aerodynamics, top speed dropped from 160mph to 150mph.
The higher rear axle ratio used on the GTS meant 0-62mph took 6.5 seconds which was about half a second slower the GTB.
Production Changes
A couple of minor developments were made during production.
Most noticeable was the switch from the original eleven-slot engine cooling vent behind each front wheelarch to a triple louvred arrangement with a chrome shroud in early 1966.
Rocker switches for the centre console were introduced late in the model’s life and a leather rimmed steering wheel was also added.
End of Production
Production continued until the spring of 1966 by which time 200 examples had been completed. 14 of these were right-hand drive.
The 275 GTS was subsequently replaced by the 330 GTS that featured a four-litre engine and redesigned front end.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
