1964-1967 Ferrari 275 GTB/GTS

A distinctive pair of new Ferraris bowed at the 1964 Paris Salon in October: the 275 GTB, a fastback berlinetta, and GTS spyder. Their shared 94.5-inch-wheelbase chassis was of now-typical Ferrari design with two major exceptions, both firsts for the marque: all-independent suspension, via unequal-length A-arms and coil springs, and a 5-speed gearbox in unit with the differential to form a rear transaxle. Coil springs, tubular shocks, and all-disc brakes continued as before.

Engines were shared, too, being a 3.3-litre V-12 of Colombo origin. But while the spyder unit produced 260 horsepower, the berlinetta's was rated at 280. Reason: the coupe was conceived as a dual-purpose sports-racing machine, the convertible strictly for touring. Accordingly, GTB customers had a choice of either three Weber carburetors (as homologated for the model by the FIA) or six, and steel bodywork (with aluminium hood, doors, and trunklid) or all-aluminium. Campagnolo alloy disc wheels were standard across the board, Borrari wires optional. Where the 275s differed most was appearance. The spyder body, conceived and executed by Pininfarina, was evolved from that of the 330 GT 2+2, while the berlinetta had a completely new shape. It was, in fact, a replacement for the 250 GT Berlinetta Lusso, and thus softer and more rounded than the spyder. Scaglietti built this body to PF's design.

These cars would be little altered during their three-year production run, with most changes reserved for the GTB. A Series II model appeared at the 1965 Frankfurt show minus chrome headlamp surrounds and driver's door ventwing but with external trunklid hinges (for more luggage space) and a hood bulge over the carburetors. At Paris a month later, Ferrari displayed definitive GTB styling, marked by a lower, longer nose and larger rear window. Marque partisans thus divide the cars into "short-nose" and "long-nose" models. By the Brussels show of January 1966, the open-tube driveshaft had been replaced by a closed torque tube, which eliminated the driveshaft bearing problems that had plagued earlier GTBs and made the car a bit quieter too. Spring 1966 brought a special competition berlinetta designated 275 GTB/C. Built in more limited numbers, it boasted lightweight aluminium bodywork with Plexiglas windows, dry-sump lubrication system, and special camshafts, valves, pistons, crankshaft, and carburetors.

Even more exciting was a four-cam berlinetta announced at the 1966 Paris show the first dohc roadgoing Ferrari. Designated 275 GTB/4, it looked much like the twincam coupe but packed 300 bhp at 8000 rpm. The driveline was also revised, with engine, propshaft cover, transmission, and differential all bolted up as one solid unit. Alas, there was no four-cam spyder, the 275 GTS having given way by now to a larger-displacement 330 evolution. However, Scaglietti built a special berlinetta-based quad-cam cabriolet in 1967 at the behest of Luigi Chinetti, Jr., son of Ferrari's American distributor. Known as the 275 GTS/4 NART Spyder (after the Chinettis' North American Racing Team), it saw only 10 copies, all sold in the U.S. The 275-series underscored the major change that had taken place in Ferrari's design philosophy over the previous few years. No longer were its road cars thinly disguised racers but comfortable, luxurious GTs. And because of their chassis improvements-mainly the all-independent suspension and the transaxle layout's inherently better weight distribution-the 275s were not only faster but handled better. Though not fast as the later Daytonas, they were more maneuverable and easier to drive, thanks to their smaller size and lower weight.

In fact, superb balance and excellent power make the 275s an absolute delight even among Ferraris, and there isn't much, if anything, on the road that the driver need yield to, especially if he's in a GTB/4. Jean Pierre Beltoise, the noted French GP driver, tested one for Auto Journal and reported covering 46 miles in 23 minutes that's 120 mph-on a Sunday afternoon in spite of "stopping for tollgates." Well, even Ferraris have to slow down sometime.