The Ferrari 275GTB/4 was the last of its kind – the final Berlinetta built by an independent Ferrari (the car’s successor, the Daytona, was built under Fiat rule) and the last Ferrari built before US regulations exerted their influence. Tim drives the ultimate expression of the classic front-engined V12 Ferrari
Scuderia Ferrari and Michael Schumacher’s current domination of Formula One is not without precedent and, when Ferrari debuted the beautiful 275GTB at the 1964 Paris Salon, it was against a backdrop of the marque’s total domination at Le Mans and in sports car racing in general.
In those halcyon days sports car racing grabbed at least as many headlines as Formula One and, capitalising on this success, Ferrari released a long string of stunning, V12-engined GTs and sports cars, many of which have now become legendary. Drivers such as Gendebien, Frére, Hill, Bandini, Scarfiotti, Guichet and Vacarella had stood atop the podium of the world’s most famous race after 24 gruelling hours, proudly wearing the yellow shield and prancing horse on their overalls.
The 275GTB, with its simple unadorned lines, is arguably better looking than the GTO, yet unequivocally redolent of the sophisticated potency lying beneath its brawny shape
Ferrari was on a roll, and to stamp its authority at the end of that year John Surtees would claim the Formula One World Championship in a Ferrari. As the first customers were receiving their 275GTBs, Jochen Rindt and Masten Gregory would win Le Mans again in 1965 driving a 275LM.
For the new 275GTB owner, what better statement of crushing superiority than to own a car that looked for all the world like a road version of the charismatic 250GTO racer, and carried the same numerals as Rindt’s Le Mans winning 275LM?
It seemed as if the blood-red Ferraris were winning everything in sight, and if you had the resources you could own and drive a luxury grand tourer which bore all the hallmarks of Ferrari’s success, with that indefinable Italian brio which simply exudes style and character.
Racing pedigree
The Ferrari brand was arguably stronger and more exclusive then than it is today, and at the time of the 275GTB’s announcement only Ferrari was producing road-going V12 engines – the epitome of racing pedigree – and every owner could compete with some degree of success in their own Ferrari road car.
As a boy in the English Cotswolds I would stand on the fence at the home of the Ferrari and Bugatti Owner’s Club, watching and listening as incredibly wealthy individuals would scream up Prescott Hillclimb against the clock in the automotive jewellery they had driven to the event. At the time I didn’t understand the exclusivity attached to these cars, as I could watch them every other weekend only two miles from home, but I did know that no other manufacturer was building a car with a V12 engine. As well, these road cars were making their way up the hill in similar times to all manner of loud and spectacular racing cars. Sounding crisp and looking magnificent, mostly being driven swiftly and smoothly, they left a lasting impression with little more than a glorious muted howl and a chirrup of tyres. At the time the 275GTB was a new car there were probably more of them going up the hill than any other type of Ferrari. Interestingly, for a Ferrari, they were rarely scarlet, more often than not silver, yellow or black.
A true Ferrari road car
The 250GTO racing homologation special the 275GTB is so obviously modelled upon has become deservedly renowned in the collector’s world as probably one of the most expensive classic cars in history.
Pininfarina’s interpretation of that style – a long low bonnet and a tiny coupé canopy at the rear, with faired-in headlamps and a vestigial spoiler on the Kamm tail – was the model of good European taste during the ’60s, and also one which would stand the test of time. The 275GTB, with its simple unadorned lines, is arguably better looking than the GTO, yet unequivocally redolent of the sophisticated potency lying beneath its brawny shape.
The 275GTB represents the ultimate in what the cognoscenti believe is a true Ferrari road car. A V12 engine at the front; a sophisticated suspension and driveline; an uncompromising but beautiful shape; and the ability to be tested on the track without embarrassment. At the same time it could be whisked up and down the autostradas, autobahns and autoroutes to any glamorous destination faster than anything else. It is a practical Ferrari without compromise, no more or less than is required to achieve its regal task.
At the time the 275GTB was a new car there were probably more of them going up the hill than any other type of Ferrari
There are faster Ferraris, better handling, more powerful and more expensive Ferraris, but this is the optimal Ferrari. We all lust after a Ferrari; this is the one Ferrari owners lust after.
“Is the Pope Catholic?”
A lot of emails cross the editorial desk at NZ Classic Car, almost all of them interesting, and whilst we would love to, we simply do not have the time to absorb and reply to every one. With monthlies, yearbooks, specials and event deadlines to attend to, even finding the time for lunch can be a problem. However, the message we received from Paul Halford, who drives a rather nice Porsche on the Dunlop Targa, definitely caught the editor’s attention as he opened the dozens of emails that pour in every day.
“Hi Allan, I’ve just landed the above car. Do you have an interest in ‘doing’ a story on it? I just dug it out of the container on Thursday last week and it’s in Auckland, if you wanted to play with or photograph it. I hope it’s good enough for a story.” Short and to the point, nothing unusual in that request, but then Allan scrolled down and saw the Ferrari of all Ferraris; “Tim, come and have a look at this.”
Swallowing hard, eyes wide open and our jaws on the ground, we were both thinking the same thing – “Is the Pope Catholic?”
Just seeing a 275GTB/4 in the flesh would make anybody’s day, but the opportunity to absorb this ultimate piece of Swinging Sixties culture from the driving seat verged on a religious experience.
Pure-bred performance
We met Paul at Pine Harbour Marina, thoroughly in keeping with the car’s fine pedigree. For a while everyone just stood there staring at the Ferrari, dressed in its black Pininfarina suit. It was gorgeous from every angle; the 275GTB/4’s shining black paintwork was deliciously highlighted by optional chrome-spoked Borrani wire wheels. Simply delicious.
Generally Ferraris have very few kilometres on the clock, but due to their owner’s very high standards and the need to keep things in perfect order, and considering the car’s potential, the amount of maintenance can be considerable. Even a car that is left standing (this car spent some time in a museum) will need a complete renovation before being returned to road use. This 275GTB/4 carries with it a very complete set of records – a series of invoices that would have kept the RNZAF in Skyhawks for a few years.
The restoration work on this Ferrari is superb, and it’s likely the car is better than when it came out of the factory. All of the shut lines are perfect, and the doors close first time with a light pull and gentle click.
The business end
Paul fired up the Ferrari’s glorious quad-cam V12 – it was play time. A V12 starter motor is unlike any other. Instead of the usual, jerky up-and-down whine produced by a conventional unit, a properly sorted V12 starter motor just whistles a single extended note until combustion sustains rotation. Such is the case with Paul’s black beauty, and instead of crackling, chuffing and barking with the resultant clouds of blue smoke that attends most pure-bred performance cars on start-up, this V12 settled immediately into an even idle, with a very purposeful growl from its four exhaust outlets. There was a wisp of vapour as it cleared any unburned fuel. It was immediately obvious that this car had been set up by someone who really knows their way around 12 of Ferrari’s best.
Inside the car was originally cream-coloured, but now features ivory hides on the seats and trims. Looking at the seats there is no question that they were made for a car with considerable cornering ability. They surround the body yet cosset you comfortably with freedom to move. There is a foot-rest bar in the passenger’s footwell which is a little too close to the seat for me, so I use the toe-board to brace myself.
There are faster Ferraris, better handling, more powerful and more expensive Ferraris, but this is the optimal Ferrari
Sitting to my left, Paul takes the wheel and is very gentle and languid with the car as he takes care to warm up the V12’s innards, bringing each of the dials up to operating temperature. Ferrari gear changes are not known for their obliging nature and Paul guides the chromed lever through the exposed slots of the gear-lever gate very slowly. I ask him about the famed intransigency of early Ferrari five-speeders, but he says that this gearbox is fine. We’ll see.
Slot machined
With the Ferrari’s mechanicals nicely up to temperature, it is now my turn. There is no mistaking the gears, as each one has a slot machined in the tunnel cover to guide the lever. Like all my favourite five-speeders, first is a dog-leg to the left and backwards. The handbrake sits vertically to the left of the tunnel, more than arm’s reach from the seat. I’ve had handbrakes cause me all sorts of embarrassment in the past, and fully expected this one to play up, but it is simple and cooperative. Balancing throttle and clutch I find the right amount of momentum, and we pull away with a chirrup from the tyres as the limited slip differential does its work. First gear is quite high, but there is torque aplenty to haul us away.
Paul was right, of course, the gearbox is a dream – quite unlike any Ferrari I’ve driven. Snick-snick-snick, the gear lever glides through the gate as easy as that. The ratios are closely spaced and well mated to the engine, even though the gearbox sits at the opposite end of the car in tandem with the rear axle, with the prop-shaft rotating between them at engine speed.
The engine is extremely keen to rev, and I overdo the blips on down-changes before I get used to the V12’s incredible response. There is nothing like a powerful, high revving engine and a close-ratio ’box to play with, especially as the music between changes encourages you to swap cogs simply for the pure pleasure involved.
There is, however, a small price to pay for the experience – it is incredibly hot within the 275GTB/4’s cockpit with the Colombo’s V12 beating away up front and, although there is no transmission hump to pump heat into the car’s interior, inside it is sweltering. You can see open air through the vents behind your ear and by your shin, but whether that air was moving anywhere I doubt very much. Even with the windows wide open the car gets very cosy inside. I can see the Armani suit getting a bit unkempt during transcontinental summer trips.
Stop, look and listen
The wood-rimmed, alloy steering wheel is big by today’s standards but perfectly weighted for this car, with a little stiction about centre, probably just through lack of use – and some kickback over broken surfaces. Naturally the 275GTB/4’s ZF worm and roller steering cannot match the feel of a properly sorted rack and pinion system.
I am not about to measure the lateral G-forces achievable by this Ferrari, but I want to understand what a rear transaxle and a V12 up front feels like. Paul offers to get out of the car at this point, he says he wants to listen to it and admire it from the outside. I sincerely hope that’s why he wanted to get out!
Anyhow, I’m very aware of what I’ve been entrusted with and just drive the Ferrari along at an appropriate rate. The words that coursed through my mind whilst conducting the 275GTB/4 apace were ‘uno-animo’ and ‘simpatico.’ Honestly, you really do start to think in Latin, it is that charismatic. This is a car of one mind, faithful to your commands to such an extent that you can make rapid progress with very little effort; and all accompanied by the most glorious soundtrack you could ever want.
I can’t remember whether the Ferrari had a radio or not.
My ‘One-Day’ Ferrari
The owner of this month’s featured 275GTB/4 talks about his long quest in pursuit of the ultimate Ferrari
My introduction to Ferrari happened one night in Singapore, when a supposed-to-be business dinner turned into discussion on sports cars, my new acquaintance telling me about the Ferraris he had dotted around the world. He suggested I find a 275, but it had to be a four-cammer, and to start collecting from that point. I went home and learned about the 275GTB/4. What happened to the 10 years between then and now I don’t know, but the lust was burning away and I had to pick my time – which, on reflection, should’ve been back in the mid ’90s. I acquired my first Ferrari, a more modern second-hand example, and then Tim Bailey masterfully talked me into a new 355 Spider. I seem to recall this also happening with my first Porsche!
However, the 275 remained on my ‘one day’ list. Research proved that my Singaporean friend’s advice was sound, the quad-cam car was thoroughly developed and a more complete package.
I was impressed by the car’s lightness at 1100kg, unmatched by Aston, Bizzarrini, Lamborghini and Maserati. Another factor for me was that the 275 was the last model Enzo Ferrari had direct control over – shortly after, Fiat took a role in Enzo’s influence over the modellos. This meant to me that Ferraris produced up to 1968 were more ‘Enzo’ – therefore that extra bit more authentic.
More dirt
I had latched onto other four-cammers both in Europe and the USA, but not being Johnny-on-the-spot hindered progress. I found #9921GT at DK Engineering early in 2004. Black wasn’t what I had in mind, but it shows the lines off well. From what I could glean it was a very well restored car, but with little history. I commissioned Bob Houghton to do an independent report in the UK, and he said it was pretty exceptional but it could do with some dirt on it!
I did some extensive research on the internet and via email, and found that #9921GT was first delivered to Italy in May 1967 and after nine years appeared in Minnesota, USA. After spending 15 years in the States it went to Geneva, where it was fully restored.
Tracing the history of a car is a fascinating pastime, almost impossible if it weren’t for the internet and the international following that the marque has. There are some large gaps in #9921GT’s history but my intention is to gather as many facts about the car’s past as possible. I am sure there will be some horror stories to unfold – after many years there’s bound to be the odd skeleton in the cupboard. #9921GT came out of the container perfectly and, much to my relief, it looked even better on NZ soil than it had in London. The clutch had frozen on its travels but once we had freed that we were away, looking for some open country roads.
During NZCC’s road test, it was a magic experience watching my very own 275GTB/4 howl past me… before I thought, “why is that bugger driving my car instead of me!”
1967 Ferrari 275GTB/4
- Engine: All-alloy 60 degree V12
- Capacity: 3286cc
- Bore/stroke: 77 x 58.8mm
- Valves: quad-cam
- Comp Ratio: 9.2:1
- Max Power: 224kW (300bhp) at 8000rpm
- Max Torque: 313Nm (231lb/ft) at 6050rpm
- Fuel System: Six x Weber 40DCN9
- Transmission: ZF five-speed transaxle, LSD
- Brakes (F/R): Disc/disc
- Suspension: Independent all-round via wishbones, coil springs and telescopic dampers
- Steering: ZF worm and roller
- Wheels: Slotted alloy, optional Borrani wire
- DIMENSIONS
Overall Length: 4410mm
Width: 1725mm
Wheelbase: 2400mm
Kerb weight: 1100kg - PERFORMANCE
0-60mph: 6.2 secs
Max speed: 267kph (166mph)
Loading ...
