With the 275 GTB of 1964 the Ferrari road car really came of age. For the first time, here was a Ferrari with sophisticated suspension. Answering demands for a car that could be driven quickly in comfort. For good weight distribution and traction the five-speed transmission was
separated from the engine; in unit with the final drive casing, connected on early cars by a slim
prop shaft, later replaced by a torque tube for better rigidity. Double wishbone rear suspension replaced the usual solid axle with leaf spring found on the 250 GT Series, and there were obligatory four-wheel Dunlop-type disc brakes all round. Up front was Ferrari's famous all- alloy 3.3-litre 60-degree V-twelve engine, producing 280bhp in this single overhead-cam form.
The 275 nomenclature was taken from the capacity, expressed in cubic centimeters, of each of the engine's cylinders. Clothing all this was a two-seater coupe body, styled byFerrari’s favoured couturier Pininfarina, on a short 94.5-in (240-cm) wheelbase. The hunched and organically muscular steel body was built by Scaglietti, just up the road from Ferrari’s Modena factory. The frame was of the traditional multi-tube type, and the car sat on
handsome Campagnolo alloy wheels. Rom 1965, there was a Series Two car with a longer
nose and a smaller air intake and, from7966, the four-cam 275 GTB14 with six carburettors and dry-sump lubrication. Top speed soared from about l50mph (2alkph) to 165 (265kph),
with 0-60 (96) in under seven seconds. As well as the 275 GTB there was the GTS, an open
version developed specifically for the American market. It looked completely different from
the CTB and its heavier body was actually built in the Pininfarina factory.
Much rarer were the nine NART Spider versions of the GTB and the 12 lightweight aluminium GTB/C cars built for competition drivers. The275 was replaced in 1968 by the 365 GTB14 Daytona, which was faster but perhaps not as well balanced.
separated from the engine; in unit with the final drive casing, connected on early cars by a slim
prop shaft, later replaced by a torque tube for better rigidity. Double wishbone rear suspension replaced the usual solid axle with leaf spring found on the 250 GT Series, and there were obligatory four-wheel Dunlop-type disc brakes all round. Up front was Ferrari's famous all- alloy 3.3-litre 60-degree V-twelve engine, producing 280bhp in this single overhead-cam form.
The 275 nomenclature was taken from the capacity, expressed in cubic centimeters, of each of the engine's cylinders. Clothing all this was a two-seater coupe body, styled byFerrari’s favoured couturier Pininfarina, on a short 94.5-in (240-cm) wheelbase. The hunched and organically muscular steel body was built by Scaglietti, just up the road from Ferrari’s Modena factory. The frame was of the traditional multi-tube type, and the car sat on handsome Campagnolo alloy wheels. Rom 1965, there was a Series Two car with a longer
nose and a smaller air intake and, from7966, the four-cam 275 GTB14 with six carburettors and dry-sump lubrication. Top speed soared from about l50mph (2alkph) to 165 (265kph),
with 0-60 (96) in under seven seconds. As well as the 275 GTB there was the GTS, an open
version developed specifically for the American market. It looked completely different from
the CTB and its heavier body was actually built in the Pininfarina factory.
Much rarer were the nine NART Spider versions of the GTB and the 12 lightweight aluminium GTB/C cars built for competition drivers. The275 was replaced in 1968 by the 365 GTB14 Daytona, which was faster but perhaps not as well balanced.
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