THE 275 GT BERLINETTA

The 275 GTB was formally introduced as the replacement for the aging 250 series of Ferraris in September 1964 at the Paris Auto Show, alongside its drop-top sibling, the 275 GTS. The 275 GTB was developed under the watchful eye of Enzo Ferrari and was inarguably more purposeful than the gorgeous 250 GT/L Berlinetta Lusso it replaced. "Il Commendatore" undoubtedly wanted to ensure that his next Grand Touring Berlinetta was more captivating in every way than his last. With its iconic design by Pininfarina and coachwork by Scaglietti, the new GTB incorporated a number of improvements over its predecessors, making it by far the best Ferrari grand tourer yet.

At its heart was a 3.3-liter Colombo V-12 with a lower overall height than the earlier 3.0-liter V-12, in an effort to give it a lower center of gravity. The 275 GTB also boasted four-wheel independent suspension and a rear-mounted five-speed transaxle gearbox, resulting in near-perfect 50/50 weight distribution front to rear. The greatly improved power and handling was nothing short of incredible for its time, with a sprint from 0 to 60 mph in just over six seconds, leading the car to a top speed of 160 mph—impressive figures even by today’s standards—while the advanced driving dynamics delighted the senses.

Customers could upgrade the standard specification when ordering their 275 GTB, as was common with specialist manufacturers such as Ferrari. The performance option was the replacement of the car’s standard triple Weber carburetors with six Weber carburetors. A few very dedicated customers ordered theirs with the substitution of the standard steel coachwork with a competition-developed lightweight aluminum body.

Like other Ferrari production cars, the 275 GTB was adapted and updated over the course of its production run in an effort to improve the overall drivability and reliability. The two most important changes to the 275 GTB during its lifespan were the introduction of the “long-nose” bodywork and the installation of a torque tube. First, the 275 GTB’s front was lengthened in an effort to eliminate the high-speed lift characteristics of the initial style. In early 1966, a torque tube was added to further improve the stability and durability of the drivetrain. When the 275 GTB/4 was introduced, all 275 GTBs leaving the factory were fitted with both the long-nose and torque-tube updates, validating the successful execution of these important upgrades for drivability.

CHASSIS NUMBER 08517

Make no mistake; chassis 08517 was born as the cream of the crop of 275 GTB production and remains so to this day. It is a late-production, long-nose, torque-tube example originally finished in Rosso Chiaro (20-R-190) over a Nero interior (VM 8500). Additionally, chassis 08517 was fitted with the two most desirable options made available by the factory, the six Weber carburetors and the exotic alloy bodywork, as well as an evocative outside fuel filler cap.

In 1966, chassis 08517 was shipped from Maranello to Luigi Chinetti Motors, of New York City, and was then transported to the official Ferrari dealership in San Francisco, Charles Rezzaghi Motors. Rezzaghi sold the 275 GTB to its first owner, a Mr. Stewart, who was a resident of San Francisco. Stewart would keep the car for five years before it was sold to Jack Gordon, also of California, in 1971.

Gordon owned the car for the next 23 years, eventually selling it to trucking magnate Robert Panella, of Stockton, California. Panella traded Gordon a nearly new Ferrari F40 for this car, but this was not Panella’s first 275. At the time, he also owned chassis 10621, the ex-Steve McQueen 275 GTB/4, which had been converted to NART Spider configuration under his ownership. Luckily, 08517 was spared from a similar fate, and it remained in Panella’s stable for the next five years.

Subsequently, chassis 08517 was purchased by its current Northern California-based collectors. In their ownership, the engine was fully rebuilt by Ferrari specialist Patrick Ottis in 2013, and at the same time, the car’s aluminum bodywork was stripped of its paint and refinished in the very attractive and factory-correct shade of Celeste Chiaro Metallizzato by Kevin Kay Restorations (KKR). KKR was also tasked with refinishing the interior in black over grey carpeting. Additionally, the chrome was refreshed where needed, and the engine bay was fully detailed before the engine was refitted in the bay. The superb result was awarded Best in Class at the 2014 Forest Grove Concours d’Elegance in Oregon, the first and only time it has been shown since its restoration.

It is important to note that chassis 08517 includes all of its original books in their proper pouch, the original tool roll and tools, and the original jack. The Ferrari is currently sitting on correct 10-hole alloy wheels but is also offered with a set of handsome Borrani wire wheels. An RM Sotheby’s specialist recently had the opportunity to drive the car and noted that it was truly a joy to drive and that the reduction in weight from the aluminum bodywork and extra power from the six-carburetor setup were instantly noticeable at speed. He added that it is “wonderfully presented and totally dialed-in.”

Considered by many to be one of the most spectacular Ferraris ever built, both in terms of design and mechanical prowess, the 275 GTB is a brilliant automobile in every respect. The long-nose, torque-tube examples are understandably sought after, and the very few examples of those outfitted with six carburetors and aluminum coachwork rarely become available for sale.

Chassis 08517 is truly exceptional in originality and condition, and with its ultra-desirable specification, it must be considered one of the optimum examples of any 275 GTB in existence. It could easily be the centerpiece of any collection of important Ferrari road cars and would be an ideal concours entrant, as well as a very exciting grand touring entrant for top-level road rallies.