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.
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 | Not separately recorded | 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 | Not separately recorded | 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 | Sources give 453 as the widely-cited combined short- and long-nose total (Barchetta.cc, multiple RM Sotheby's and Gooding catalogue entries); Ferrari's own model page rounds, and some references give 454. |
| 275 GTB (2-cam) — alloy body subset | 1964–1966 | Not separately recorded | 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 | Not separately recorded | Factory 6-Weber induction was an option on 2-cam GTBs; per-car counts vary between sources and no settled figure is published. 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. |
| 275 GTB/4 (4-cam) | 1966–1968 | 330 | 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. |
| 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 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). |
| 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 and the major auction catalogues. |
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.
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.
| Date | Auction | Car | Mileage | Result |
|---|---|---|---|---|
| 2026-05-16 | Mecum Indianapolis | 1967 1967 275 GTB/4 | — | $2,860,000 Sold |
| 2026-05-16 | Mecum Indianapolis | 1966 1966 275 GTS | — | $1,870,000 Sold |
| 2026-04-25 | RM Sotheby's Monaco | 1967 1967 275 GTB/4, chassis 10217 | — | €2,283,125 Sold |
| 2026-04-25 | RM Sotheby's Monaco | 1966 1966 275 GTB/6C, chassis 08895 | — | €2,367,500 Sold |
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.
Our view, not advice. This section is Car Collector International's editorial judgement on where this model sits in the collector market, based on the production, specification and market data set out in this guide. It is not a recommendation to buy or sell and it is not investment advice. Values can fall as well as rise.
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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.
