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Auktionsarchiv: Los-Nr. 38

THE EX-TULLIO MARCHESI TARGA FLORIO CLASS WINNING 1967 AND 1968 ITALIAN NATIONAL GT CHAMPIONSHIP WINNING

Auction 29.08.1999
29.08.1999
Schätzpreis
900.000 $ - 1.300.000 $
Zuschlagspreis:
1.212.500 $
Auktionsarchiv: Los-Nr. 38

THE EX-TULLIO MARCHESI TARGA FLORIO CLASS WINNING 1967 AND 1968 ITALIAN NATIONAL GT CHAMPIONSHIP WINNING

Auction 29.08.1999
29.08.1999
Schätzpreis
900.000 $ - 1.300.000 $
Zuschlagspreis:
1.212.500 $
Beschreibung:

THE EX-TULLIO MARCHESI TARGA FLORIO CLASS WINNING 1967 AND 1968 ITALIAN NATIONAL GT CHAMPIONSHIP WINNING 1966 FERRARI 275 GTB/C COMPETITION BERLINETTA COACHWORK DESIGNED BY PININFARINA, BUILT BY SCAGLIETTI Chassis No. 9007 Engine No. 9007 Silver with black interior Engine: V12, single overhead camshaft, dry sump, two valves per cylinder, three Weber 2-throat carburetors, 3286cc, 320hp at 7700rpm; Gearbox: five speed manual transaxle; Suspension: front, independent by unequal A-arms and coil springs; rear, independent by unequal A-arms and coil springs; Brakes: four wheel discs. Left hand drive. A perhaps apocryphal story ascribes Ferrari's motivation in replacing the 250GT Lusso with the 275 GTB to his belief that the Lusso was too beautiful to convey properly the image of Ferrari. Like many Enzo Ferrari stories, it is perhaps less than fully accurate, but contributes to the myth that surrounds the marque. Its logic, however, is supported by the judgement of history: the aggressive 275 GTB is today more coveted by collectors than the Lusso, even though the Lusso's design has endured the test of time to be generally agreed as among the most pure and beautiful products of the collaboration between Ferrari and Pininfarina. The 275 GTB has other distinctive attributes, not least its place as the first fully independent suspension Ferrari road car and the power and tractability of its 3.3 liter 600 V12 engine developed from the 1 = liter Colombo 'short block' originally designed in 1947. During the mid-sixties Ferrari was in a constant adversarial position with the FIA over production homologation of the marque's racing cars. Ferrari had taken advantage of interpretation and loopholes in the FIA's regulations for years, not least with the all-conquering 250 GTO, and was frustrated when in 1964 his firm's optimistic attempt to homologate the mid-engined 250 LM as an evolution of the front-engined 250 GT was (understandably) rejected by the FIA. Ferrari's stance was not strengthened by the fact that all 250 LMs, after the first example, in fact had 275-series 3.3 liter engines. It took Ferrari until 1966 to produce enough 250 LMs to convince the FIA they were sufficiently within the 'production' parameter to compete against in the same classes as the overwhelming mid-engined competition. During this time, series production of road Ferraris continued with the 275 GTB, first with 2-cam engines and later with 4-cam versions, as the mainstay of the marque. The 275 GTB proved itself competent on the race track as well as on the street and was offered from its inception with a choice of steel or alloy coachwork. Obviously Ferrari knew this highly evolved berlinetta with its improved rear suspension and the balance permitted by its rear-mounted transaxle would, like all good Ferraris, be driven from showroom floor to race track paddock. Ferrari racers, in common with competitors using other marques, always want 'more' and Ferrari had built a successful business meeting these desires. Thus, in addition to lightweight alloy coachwork, Ferrari created 275 GTBs more closely adapted to the requirements of racing, the 275 GTB/C (for 'Competizione' ), one of the least known, but most important and successful, Ferrari subtypes. The first iteration of this variant were Le Mans specials raced by the factory and then sold on to privateers. One of these cars, looking like a cross between a 275 GTB and a 250 GTO, was driven by Charlie Kolb to win the Nassau Tourist Trophy in 1965. The three carburetor dry sump engine was tuned to deliver over 320hp. The chassis was stiffened with an extra cross member and special Borrani wire wheels were provided to handle the extra cornering stresses of serious competition. The Le Mans specials were succeeded by a more sedate series of 275 GTB/Cs assembled with competition in mind but far from an all-out race car. These so-called 1st series 275 GTB/Cs had wet sump engines and were effectively only a slightly modified

Auktionsarchiv: Los-Nr. 38
Auktion:
Datum:
29.08.1999
Auktionshaus:
Christie's
Los Angeles
Beschreibung:

THE EX-TULLIO MARCHESI TARGA FLORIO CLASS WINNING 1967 AND 1968 ITALIAN NATIONAL GT CHAMPIONSHIP WINNING 1966 FERRARI 275 GTB/C COMPETITION BERLINETTA COACHWORK DESIGNED BY PININFARINA, BUILT BY SCAGLIETTI Chassis No. 9007 Engine No. 9007 Silver with black interior Engine: V12, single overhead camshaft, dry sump, two valves per cylinder, three Weber 2-throat carburetors, 3286cc, 320hp at 7700rpm; Gearbox: five speed manual transaxle; Suspension: front, independent by unequal A-arms and coil springs; rear, independent by unequal A-arms and coil springs; Brakes: four wheel discs. Left hand drive. A perhaps apocryphal story ascribes Ferrari's motivation in replacing the 250GT Lusso with the 275 GTB to his belief that the Lusso was too beautiful to convey properly the image of Ferrari. Like many Enzo Ferrari stories, it is perhaps less than fully accurate, but contributes to the myth that surrounds the marque. Its logic, however, is supported by the judgement of history: the aggressive 275 GTB is today more coveted by collectors than the Lusso, even though the Lusso's design has endured the test of time to be generally agreed as among the most pure and beautiful products of the collaboration between Ferrari and Pininfarina. The 275 GTB has other distinctive attributes, not least its place as the first fully independent suspension Ferrari road car and the power and tractability of its 3.3 liter 600 V12 engine developed from the 1 = liter Colombo 'short block' originally designed in 1947. During the mid-sixties Ferrari was in a constant adversarial position with the FIA over production homologation of the marque's racing cars. Ferrari had taken advantage of interpretation and loopholes in the FIA's regulations for years, not least with the all-conquering 250 GTO, and was frustrated when in 1964 his firm's optimistic attempt to homologate the mid-engined 250 LM as an evolution of the front-engined 250 GT was (understandably) rejected by the FIA. Ferrari's stance was not strengthened by the fact that all 250 LMs, after the first example, in fact had 275-series 3.3 liter engines. It took Ferrari until 1966 to produce enough 250 LMs to convince the FIA they were sufficiently within the 'production' parameter to compete against in the same classes as the overwhelming mid-engined competition. During this time, series production of road Ferraris continued with the 275 GTB, first with 2-cam engines and later with 4-cam versions, as the mainstay of the marque. The 275 GTB proved itself competent on the race track as well as on the street and was offered from its inception with a choice of steel or alloy coachwork. Obviously Ferrari knew this highly evolved berlinetta with its improved rear suspension and the balance permitted by its rear-mounted transaxle would, like all good Ferraris, be driven from showroom floor to race track paddock. Ferrari racers, in common with competitors using other marques, always want 'more' and Ferrari had built a successful business meeting these desires. Thus, in addition to lightweight alloy coachwork, Ferrari created 275 GTBs more closely adapted to the requirements of racing, the 275 GTB/C (for 'Competizione' ), one of the least known, but most important and successful, Ferrari subtypes. The first iteration of this variant were Le Mans specials raced by the factory and then sold on to privateers. One of these cars, looking like a cross between a 275 GTB and a 250 GTO, was driven by Charlie Kolb to win the Nassau Tourist Trophy in 1965. The three carburetor dry sump engine was tuned to deliver over 320hp. The chassis was stiffened with an extra cross member and special Borrani wire wheels were provided to handle the extra cornering stresses of serious competition. The Le Mans specials were succeeded by a more sedate series of 275 GTB/Cs assembled with competition in mind but far from an all-out race car. These so-called 1st series 275 GTB/Cs had wet sump engines and were effectively only a slightly modified

Auktionsarchiv: Los-Nr. 38
Auktion:
Datum:
29.08.1999
Auktionshaus:
Christie's
Los Angeles
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