The full 275 family — GTB, GTS, GTB/4 and the competition and NART Spider derivatives — Ferrari's first transaxle road cars and the bridge between the 250 GT era and the Daytona.
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Launched at the 1964 Paris Salon, the Ferrari 275 introduced a rear-mounted transaxle gearbox, fully independent suspension and a 3.3-litre Colombo V12 to Ferrari's road-car line. The family opens with the 275 GTB berlinetta by Pininfarina/Scaglietti and the open 275 GTS Pininfarina spider, evolves through the 1965 'long-nose' revision and the switch to a torque-tube driveshaft in late 1965/1966, and culminates in the four-cam 275 GTB/4 introduced at the 1966 Paris Salon and the North American Racing Team-inspired 275 GTB/4*S NART Spider of 1967–1968.
Alongside the road cars, Ferrari built a small run of factory competition 275s: three 1964–65 lightweight prototypes (variously labelled 'GTB Competizione Speciale' or 'GTB/C Series I' — the same three cars under two names) and the distinct 1966 run of twelve 275 GTB/C. Total factory competition production: 15 cars.
The 275 family closes the Colombo-engined V12 road-car era and is now firmly part of the front-engined V12 Ferrari blue-chip collector set.
First Ferrari road car with a transaxle and independent rear suspension; first four-cam production Ferrari engine (GTB/4); spiritual bridge between the 250 GT SWB / Lusso and the 365 GTB/4 Daytona; and — via the NART Spider and GTB/C — the source of two of the most valuable non-250 road-derived Ferraris ever built.
| Variant | Years | Production | Notes |
|---|---|---|---|
| 275 GTB short-nose (2-cam) | 1964–1965 | — | Earliest berlinettas by Scaglietti to a Pininfarina design; nose aerodynamics later revised on the long-nose. Steel body standard, aluminium body a factory option. Three twin-choke Weber 40 DCZ 6 carburettors standard; six twin-choke Webers an option. |
| 275 GTB long-nose (2-cam) | 1965–1966 | — | Revised, longer front end (larger radiator opening) from late 1965; torque-tube driveshaft replacing the exposed prop-shaft on later cars. Alloy body and 6-carb induction remained factory options. |
| 275 GTB (2-cam) — total production | 1964–1966 | 453 | Verify — 453 is the widely-cited combined short- and long-nose total (Wikipedia, Barchetta.cc, multiple RM Sotheby's and Gooding catalogue entries). Ferrari's own model page rounds; some references give 454. Not independently fetch-verified in this review. |
| 275 GTB (2-cam) — alloy body subset | 1964–1966 | — | Verify — reported at roughly 70–80 cars of the 453 built with aluminium coachwork, predominantly the short-nose run (one detailed source gives ~70 of the short-nose cars specifically); the balance were steel-bodied. Subset of the 275 GTB total, not additional cars. |
| 275 GTB (2-cam) — 6-carburettor subset | 1964–1966 | — | Verify — factory 6-Weber induction was an option on 2-cam GTBs; per-car counts vary between sources and no fetch-verified figure is presented here. Subset of the 275 GTB total, not additional cars. |
| 275 GTS (Pininfarina spider) | 1964–1966 | 200 | Open two-seat Pininfarina-designed and -built spider on the 275 chassis; visually and mechanically distinct from the later NART Spider. 200 is the widely-cited factory total (Ferrari.com, Wikipedia, Barchetta) — not independently fetch-verified in this review. |
| 275 GTB/4 (4-cam) | 1966–1968 | 330 | Verify — commonly cited as 330 (chassis range 09007–11069), though Ferrari's own materials also state 280 built on the same model page, and some compilations give 350. The exact total is unsettled. Four-cam evolution introduced at the 1966 Paris Salon; six Weber carburettors and dry-sump lubrication standard; torque-tube driveshaft standard. Not independently fetch-verified in this review. |
| 275 GTB/4*S NART Spider | 1967–1968 | 10 | Ten open cars converted by Scaglietti at Luigi Chinetti's (NART) request; widely regarded as among the rarest and most valuable production-derived Ferraris. Ten cars is the settled figure across Ferrari, Wikipedia and the major auction-house catalogues. |
| 275 GTB Speciale / GTB/C Series I | 1964–1965 | 3 | Three factory lightweight competition prototypes, variously labelled 'GTB Competizione Speciale' or 'GTB/C Series I' across the literature — the two designations refer to the same three cars (chassis 06885, 07185 and a third variously cited as 06021/07437). Verify — chassis-level detail not independently fetch-verified here. |
| 275 GTB/C (1966) | 1966 | 12 | Twelve lightweight competition berlinettas built in 1966 with alloy bodies (thinner-gauge than the road-car alloy option), dry-sump lubrication and Le Mans-type fuel fillers. A distinct programme from the 3 Speciale/Series I cars. 12 is the figure used by Ferrari, Wikipedia and the major auction catalogues — Verify at chassis level. |
The models below represent the most significant limited and special edition variants — factory-produced cars that command meaningful premiums over standard examples and warrant specific attention from serious collectors.
Production figures sourced from official marque records and specialist registers. Verify chassis documentation with the relevant marque register before purchase.
Start with identity, paperwork and originality. For the Ferrari 275, the strongest cars have continuous ownership history, matching numbers where applicable, original books and tools, factory build documentation and evidence of work by manufacturer-approved specialists. Matching numbers, Ferrari Classiche certification, complete original tool roll, correct engine specification (2-cam vs 4-cam; 3- vs 6-carburettor; steel vs alloy body), original colour, and continuous ownership documentation. NART Spider and GTB/C provenance is authenticated by chassis number against the published factory records.
The Colombo V12 (Tipo 213 in 2-cam form, Tipo 226 in 4-cam form) is well documented and serviceable by Classiche specialists; cam timing, distributor health, six-carburettor synchronisation where fitted, and torque-tube / transaxle alignment on later cars are the practical concerns. A proper pre-purchase inspection includes cold-start behaviour, ECU diagnostics and fault-code history (where applicable), leak-down or compression testing, underbody photography, suspension and chassis inspection, brake condition and a long enough road test to expose heat-related faults. Deferred maintenance on a car of this class is almost always more expensive than buying a better-sorted example.
Use a paint-depth gauge, lift access and a specialist familiar with the model's factory panel gaps and finish standards. Collector value is dramatically affected by structural repairs, refinished panels, poor paintwork and missing factory trim or option content. Documented cosmetic refresh is acceptable; concealed accident or fire damage must be priced severely.
GTB/4 four-cam coupés lead the volume market. Long-nose torque-tube two-cam cars are firmly collectable and now the entry point to the family. GTS Pininfarina spiders sit above them. GTB/C competition cars and the ten NART Spiders are trophy assets priced individually. Specification, colour, options and limited-build variants move values significantly. Buy the best-documented example in the most desirable specification you can justify, rather than a tired example of a rarer derivative that will need years of corrective work.
Regional ranges authored independently — each reflects its local market, not an FX conversion
Budget annually even if the car is used sparingly. Fluids age, tyres and date-coded rubber components must be replaced regardless of mileage, and stored cars need exercise. A documented maintenance rhythm protects both reliability and resale value.
Ferrari Classiche review is the central reference; use established 250/275-era specialists for inspection, service and any authentication question involving alloy-bodied, 6-carb, or competition-spec cars. Before purchase, confirm parts availability for model-specific bodywork, electronics, gearbox and engine components. A discounted car waiting on unobtainable parts or a factory service slot is rarely a saving in collector ownership.
Each region quoted in its local currency — independent market readings, not FX conversions
The 275 family trades as a stratified market. GTB/4 values consolidated after the 2015–17 peak but remain firmly above $3m for concours cars — RM Sotheby's Monaco 2026 (Lot 144, €2.28m) and Mecum Indianapolis 2026 (Lot S147, $2.86m) sit in the standard band; Gooding Pebble Beach 2025 at $3.635m marks the current top of the ordinary-market range. Two-cam cars have softened modestly and now offer the best entry into the 275 family — RM Sotheby's Monterey 2024 (1965 long-nose, $2.205m) is the recent anchor. The 275 GTS Pininfarina spider trades in a fairly consistent $1.7–2.2m band, illustrated by Mecum Indianapolis 2026 (Lot S136, $1.87m). GTB/C and NART Spider results are essentially priced individually; the public NART Spider record — chassis 10709 at RM Monterey 2013 for $27.5m — remains the reference point.
| Date | Auction | Car | Mileage | Result |
|---|---|---|---|---|
| 2026-04-25 | RM Sotheby's Monaco | 1967 275 GTB/4 (Lot 144) [AGGREGATOR] | — | €2,283,125 Sold |
| 2026-04-25 | RM Sotheby's Monaco | 1966 275 GTB/6C (Lot 174) [AGGREGATOR] | — | €2,367,500 Sold |
| 2026-05-16 | Mecum Indianapolis | 1967 275 GTB/4 (Lot S147) [AGGREGATOR] | — | $2,860,000 Sold |
| 2026-05-16 | Mecum Indianapolis | 1966 275 GTS (Lot S136) [AGGREGATOR] | — | $1,870,000 Sold |
| 2025-08-16 | Gooding & Co. Pebble Beach | 1967 275 GTB/4 [AGGREGATOR] | — | $3,635,000 Sold |
| 2024-08-17 | RM Sotheby's Monterey | 1965 275 GTB long-nose [AGGREGATOR] | — | $2,205,000 Sold |
This guide covers the full 275 family (GTB 2-cam short- and long-nose, GTS Pininfarina spider, GTB/4 four-cam, GTB/4*S NART Spider, the 3 GTB Speciale/GTB/C Series I prototypes and the 12 GTB/C of 1966). The auction results table carries the original GTB-guide entries unchanged, with each existing result labelled [AGGREGATOR] to reflect that it was sourced from a compiled results document and cross-referenced against auction-house records rather than independently fetched during this range-expansion review. No new results were added for the newly-covered GTS, GTB/C or NART Spider variants: no [PRIMARY] fetch was performed in this review, and rather than publish [UNVERIFIED] entries none are listed. NART Spider public-auction context is discussed in the market commentary only.
2026 Monaco/Indianapolis batch sourcing (original note, retained): entries dated 2026-04-25 (RM Sotheby's Monaco) and 2026-05-08 through 2026-05-16 (Mecum Indianapolis) were sourced from a compiled results document, cross-referenced against auction-house records, mapped to the correct model/generation, and inserted with prices and lot numbers preserved verbatim. Independently fetch-and-quote verified from those two sales (elsewhere in this dataset): Ferrari 599 GTO (Mecum Lot S199), Lamborghini Miura SV (Mecum Lot S148), Porsche 959 Komfort (Mecum Lot S133), Singer 911 Reimagined (Mecum Lot F166), Mercedes-Benz 190E 2.5-16 Evolution II (RM Monaco Lot 152), and Acura NSX (Mecum Lot S185). Other 2026 Monaco/Indy entries in this table are not independently fetch-verified.
Front-engined V12 Ferrari road-car blue chip. GTB/4, GTB/C and NART Spider lead; the entire 275 family is supported by the Ferrari Classiche programme and by a stable, thin public-auction record that keeps price discovery orderly.
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The valuation figures in this guide are for research purposes only and do not constitute financial or investment advice. See our full disclaimer.
