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1964 Ferrari 275 GTB

1964 Ferrari 275 GTB

Independent suspension for maximum tire patch

These were the use for the first time of a combined gearbox and differential unit in a transaxle assembly, and the provision of independent rear suspension. The company already had plenty of experience of both systems in their competition cars, the technology of which filtered through to the road models, another case of racing improving the breed.

The engine was an increased capacity derivation of the single overhead camshaft per bank V12 Colombo designed “short” block unit, with factory type reference 213, of 3286cc capacity, with a bore and stroke of 77mm x 58.8mm. It was fitted with a bank of either three twin choke Weber 40 DCZ/6 or 40 DFI/1 carburettors, or the optional six Weber 40 DCN3 assembly, with a twin coil and rear of engine mounted distributors ignition system, to produce a claimed 280bhp.

The engine drove through a shaft running at engine speed to a five speed transaxle which was independently supported from the chassis frame, and then by drive shafts to the independently suspended rear wheels, with wishbones, coil spring and hydraulic shock absorbers to each wheel. Initially the engine had four mounting points and the transaxle three, with sliding joints on the drive shaft between them. However, this proved difficult to maintain in alignment, and after trials, the final derivation was to adopt twin engine and transaxle mounting points with the drive shaft running within a solid tube connecting the two, making the engine and transaxle a rigid unit.





  • Product Code: Ferrari 275 GTB
  • Availability: In Stock
  • $0.00

First time transaxle in a Ferrari

The 275 GTB was much more aggressive in appearance than its predecessor, with a larger radiator opening, featuring an egg crate pattern aluminium grille, angled rearward at the lower edge like a hungry mouth, bounded by quarter bumpers, with above them deeply recessed headlights under Plexiglass covers.

The body featured powerful curves with overall lines that had echoes of the 250 GTO, with a long forward section and a set back cabin falling sharply into the short Kamm tail, carrying circular combination tail/turn light units on a lightly recessed panel similar to that of its predecessor.



The body was designed by Pininfarina, and constructed by Scaglietti, normally in steel with aluminium doors, bonnet, and boot lid, although some examples received full aluminium bodies. The cabin was a three window design with a large deeply curved windscreen and an almost flat rear screen bounded by sail panels that featured triple cabin exhaust air slots that matched the quadruple arrangement on the front wings.







Industrial art under the floor

During the one-year restoration period the 90% new body was built up by new body parts, fitted and surfaced by our precision. Please take a look at the documentation of restoration below