The Ferrari 275 is a series of front-engined V12-powered grand touring automobiles with two-seater coupé and spider bodies produced by Ferrari between 1964 and 1968. The first 275 series cars were powered by a 3.3 L (3286 cc) overhead camshaft Colombo 60° V12 engine producing . An updated 275 GTB/4 was introduced in 1966, with a revised four overhead camshaft engine producing . The 275 series were the first road-going Ferraris equipped with a transaxle and independent rear suspension.
Motor Trend Classic named the 275 GTB coupé/GTS spider as number three in their list of the ten "Greatest Ferraris of all time", and the 275 GTB/4 was named number seven on Sports Car International's 2004 list of 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."
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 touring coupé produced between 1964 and 1966. The name of this model was derived from the engine's per-cylinder displacement of 275 cc and the Italian designation Gran Turismo Berlinetta.
The 275 GTB used a double overhead cam 3.3 litre Colombo-designed 60º V-12 engine designated Tipo 213. This engine was the final development of the Colombo V12, with a stroke of 58.8 mm and a bore of 77 mm. The internal parts of the engine were derived from those used in other Ferrari models including the 250 GTE 2+2, 250 Lusso and 250 GTO. Three twin-choke Weber 40 DCZ 6 or 40 DFI 1 carburetors were equipped as standard. A factory option of six twin-choke Weber 40 DCN carburetors was also available, which Ferrari claimed provided at 7500 rpm
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 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 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.
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
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, 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. These cars were equipped with Tipo 213 engines tuned to 250 LM specification, producing approximately 290-. 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 330 LMB. 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. The owner of one 275 GTB/C Speciale (chassis 6885) estimated the curb weight as approximately . 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 km of Bridgehampton and won the 1965 Nassau Tourist Trophy.
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.
275 GTB customer competition cars
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.
275 GTB/C
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. 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.
275 GTS
thumb|275 GTS
The 275 GTS was a two-seat grand touring 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 . This was less than the reported 280 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.
Ferrari produced a total of 200 275 GTS between late 1964 and early 1966, including 19 in right hand drive. 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 magnesium alloy wheels sized 14x7 were standard equipment, while traditional Borrani wire wheels were a special-order option.
The engine was the Tipo 226 3285.72 cc Colombo 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 . The ten NART Spiders used chassis numbers 09437, 09751, 10139, 10219, 10249, 10453, 10691, 10709, 10749, and 11057.
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- time of 6.7 seconds, a drag strip time of 14.7 seconds. and a top speed of .
In August 2013, a 1967 275 GTB/4S NART spider (chassis 10709) sold for (US$27.5m after commissions) at RM Sotheby's 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. 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 Formula One team. The Smith family announced that the proceeds of the sale will be donated to charity.