1967 Ferrari 275 GTB4SOLD

Berlinetta, 100% restaurée, matching numbers

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The GTB/4's first owner, Mr Chassedieu, ordered it from Franco-Britannic Autos. It was delivered on 7 November 1967. A servicing invoice appears in the Pozzi register after the car's first 500 miles. It was subsequently reacquired by the Levallois dealers and sold to a Mr Charcot, then bought by a Mr Frédègue and sold in 1995 at auction by Hervé Poulain to the consignor, who is therefore the fifth lucky owner of this exceptional car. After buying it he asked Franck to have it entirely resprayed, as the paintwork had faded and the bodywork was the worse for wear. It was stripped down to 'racing' condition, and the engine taken apart, repaired, and reassembled. A booklet recording all the work undertaken, complete with photographs, will be given to the new owner, who will be able to assess all the work done on the car down to the smallest detail. The interior has been exquisitely refitted in new black leather, as per the original, carpet included. Work was completed last year, and the car received the congratulations of the Pozzi teams at its most recent outing on the Val de Vienne Circuit during the 'Ferrari Against Cancer' event.

This is the ultimate 275 model, and the one most eagerly sought. During test drives it has shown superb handling, balance and a smoothness that takes the breath away.

French title

Reference Number 87093

as of 6/21/2010

Overview
Car 1967 Ferrari 275 GTB4
VIN 10427 
Exterior / Interior Color      Silver /      Silver 
Configuration Left Hand Drive (LHD) 
Transmission Manual Shift 
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Known History

The early 1960s confirmed Ferrari's gradual changeover from models intended for competition, and incidentally for the road, to road cars that could be prepared for competition. The famous and constantly improved 'single shaft' V12 Colombo engine from 1947 still provided the mechanical base - and had been highly successful, whether in rallies or endurance events. The trend towards more 'civilized' models was confirmed with the 250 GT/E, the first 2+2 coupé, in 1960; then with the 330 America and 330 2+2 in 1963. The 250 GT Lusso, meanwhile, was clearly more of a roadster de luxe, although retaining the wheelbase of the redoubtable 'short chassis' racing berlinettes - reflecting a tenacious sporting character evidenced by its two-seater design and relative lack of comfort.

 

It was in 1964 that the new 275 GTB berlinette succeeded to this elegant 'hybrid' and the slightly more comfortable 250 GT/L series. The 275 GTB inherited a range of solutions from racing cars. Its engine represented the latest evolution of the original Colombo V12. It was still of the 'single shaft' type, but now produced 280bch at 7600rpm or, with six twin carburettors, 300bch. But the progress which silenced most critics concerned suspension and transmission. This was Maranello's first production-line berlinette with independent back wheels and adjustable shock-absorbers/springs. Motivity was much improved as a result, as the front axle-unit was less inclined to lose its grip during rapid acceleration or on poor surfaces. The other improvement was the mounting of the five-speed gearbox directly against the sump of the differential, much to the advantage of weight-spread. The chassis had Maranello's traditional, rigid tubular structure on its trademark 2.40m wheelbase, with alloy wheels instead of radiating 'wire' wheels (available as an option).

 

This homogenous, technically mature ensemble received Pininfarina bodywork evoking its power potential: a long, plunging bonnet; short cockpit moved further back; lowered roof-line receding down to the vertical back panel with smaller rear window. The superb, almost aggressive 275 GTB showed its racing potential - sometimes with aluminium bodywork - by finishing 3rd at the Le Mans 24 Hours in 1965 (first in GT class) behind two pure racing cars.

 

Its qualities were recognized immediately, and production topped 250 cars inside a year. The 275 GTB 'Series 2' was presented at the 1965 Paris Motor Show, with a larger rear window and slightly bigger boot. In mechanical terms, the shaft rigidly linking the clutch to the transaxle was now enclosed in a tube, ensuring perfect alignment and reduced vibration.

 

At the start of 1966 a C (competition) version appeared with a more powerful engine but lighter bodywork. This paved the way for an even more impressive version of the 275: the GTB/4, first presented at the Paris Motor Show in 1966. As its name suggests, the GTB/4 had four overhead camshafts - a first for a road-car built at Maranello, and a refinement taken directly from the 275 and 330P rear-engine prototypes of 1965. The cams directly attacked the valve pushrods, leading to increased revving (already impressive on the 'single shaft'). The dry sump had been successfully tested on the 275 GTB/C, as had the six twin carburettors; although the 300bhp produced did not represent much gain in power, torque, acceleration and smoothness were all improved. The 'four-shaft' provided acceleration beyond other GTs at a time of no motorway speed limits. In 1967 Jean-Pierre Beltoise claimed to have covered 47 miles in 23 minutes during a test-drive, at an average 122mph… including a stop at a toll. The 275 GTB/4 brought the 250 GT saga to a brilliant close in 1968, and it was impossible to adapt models to new American safety and environmental protection measures. It was the end of an era: within a year, Turin would be reigning supreme over production…