1965 Ferrari 275 GTB/2 Alloy Long-Nose
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Zuschlagspreis: n. a.
1965 Ferrari 275 GTB 'Alloy' Berlinetta Coachwork by Pininfarina/Scaglietti Chassis no. 08061 Engine no. 08061 •One of only 60 alloy-bodied cars made •Delivered new in Italy •Matching numbers •Engine equipped with six Webber carburettors •Professionally restored in 2014 •Ferrari Classiche certified •Eligible for the 'Greatest's Trophy' (most prestigious race of the Peter Auto Championship), Le Mans Classic, Tour Auto, etc Fußnoten 'The 275 GTB is... a superlatively vigorous, very agile and quick automobile. Its comfort, the quality of its finish, the original lines of its bodywork all justify its exceptionally high price, for it is an exceptional automobile. It is a thoroughbred, with luxury devoid of excess, and a fiery temperament... ' Jose Roskinski, Sport Auto, July 1965. When Ferrari's highly successful '250' series was superseded in 1964 by the '275', Pininfarina was once again called upon to work his magic for the Maranello concern, creating a true classic of sports car design for the 275 GTB. Penetrative nose, long bonnet, purposeful side vents, high waistline, and short be-spoilered tail: these were all ingredients of the recipe, yet the result was so much more than merely the sum of its parts. The tail spoiler and cast-alloy wheels echoed developments first seen on Ferrari competition cars, while beneath the skin there was further evidence of racing improving the breed, the independent rear suspension - seen for the first time on a road-going Ferrari - employing a double wishbone and coil-spring arrangement similar to that of the 250LM racer. The adoption of a rear-mounted five-speed transaxle combining the gearbox and differential in a single unit helped improve weight distribution, and this feature would characterise future generations of front-engined Ferrari road cars. Body construction was entrusted to Carrozzeria Scaglietti, Ferrari's close neighbour in Maranello. Now enlarged to 3.3 litres, the 60-degree V12 engine remained the familiar Colombo type, in standard form producing 280bhp at 7,600rpm. A higher - 300bhp - state of tune employing six Weber carburettors was available, and this was used for the handful of aluminium-alloy bodied 275 GTB/C (Competizione) models built, though customers purchasing a 275 GTB for road use could also specify aluminium coachwork and/or the six-carburettor engine. Despite its near-perfect appearance, revisions to the original 275GTB were not long in coming: a longer nose, enlarged rear window, and external boot hinges being introduced towards the end of 1965. Mechanically the only major change was the adoption of torque tube enclosure for the prop shaft., replacing the sometimes troublesome open shaft. The prototype Series 2 'long nose' was built on chassis number '07707GT' and the last 'short nose' on '07827GT'. The model's ultimate incarnation - the 275 GTB/4 - appeared in October 1966, the '/4' suffix denoting the presence of four, rather than the original's two, overhead camshafts. Sadly, by 1968 the progress of automobile emissions legislation had effectively outlawed the 275 GTB and its like from Ferrari's most lucrative export market, the United States, and the model was phased out later that same year after only 460 two-cam and 350 four-cam cars had been completed. Of the two-cam cars, the short nose/long nose split was approximately 250/210. The 275 GTB had not been designed with competition in mind and there are only two works entries on record: in the Targa Florio and Nürburgring 1,000km, both in 1965. Nevertheless, the model became a favourite with privateers, the latter's standout achievement being Écurie Francorchamps' magnificent 3rd place at Le Mans in '65. Now acknowledged as one of the finest road-going Gran Turismo models ever produced by the Maranello manufacturer, the 275 GTB is among the most covered of all Ferraris. Chassis number '08061' has the desirable long-nose aluminium-alloy bodywork, and left the factory equipped with triple-Weber carburettor indu
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