Cars 1964-65
Except otherwise stated, all results include the premium.
See also : Ferrari Cars Cars 1960s Ford and Shelby
See also : Ferrari Cars Cars 1960s Ford and Shelby
1964 Ferrari 250 LM
Intro
The extraordinary domination of the Ferrari 250 from 1955 had been supported by an excellent adaptation to competition regulations. The 250 GTO, produced mostly in 1962 and 1963, is registered in the Grand Touring class.
The next model is the Ferrari 250 LM unveiled at the Paris Motor Show in November 1963. It is a berlinetta version of the open car prototype 250 P, the first trial by Ferrari of a centrally mounted V12 engine. LM means Le Mans.
The 250 GTO had been narrowly GT homologated. The O letter in GTO, which means Omologato, reflects the problems met by Ferrari to maintain their competitiveness while respecting all the rules. Ferrari's argument that it is a variant of the 250 GT SWB berlinetta is technically difficult to counter.
Ferrari indeed improves his models, but the high end is too elitist. Race regulating organisms harden against him the rules of Grand Touring, which must be based on a commercial production exceeding 100 units. Unqualified cars enter the Prototype category with more powerful competitors.
Ferrari fails to obtain the GT homologation for the LM. Officials have not been duped. It is not really a GT because it is derived from the 250 P prototypes. The LM should also not be a 250 because its 3.3-liter engine is better ranked in the new Ferrari 275 class opened at the same time.
32 Ferrari 250 LM are built, most of them in 1964. The body is made by Scaglietti on a design by Pininfarina. They are not intended for road use.
The next model is the Ferrari 250 LM unveiled at the Paris Motor Show in November 1963. It is a berlinetta version of the open car prototype 250 P, the first trial by Ferrari of a centrally mounted V12 engine. LM means Le Mans.
The 250 GTO had been narrowly GT homologated. The O letter in GTO, which means Omologato, reflects the problems met by Ferrari to maintain their competitiveness while respecting all the rules. Ferrari's argument that it is a variant of the 250 GT SWB berlinetta is technically difficult to counter.
Ferrari indeed improves his models, but the high end is too elitist. Race regulating organisms harden against him the rules of Grand Touring, which must be based on a commercial production exceeding 100 units. Unqualified cars enter the Prototype category with more powerful competitors.
Ferrari fails to obtain the GT homologation for the LM. Officials have not been duped. It is not really a GT because it is derived from the 250 P prototypes. The LM should also not be a 250 because its 3.3-liter engine is better ranked in the new Ferrari 275 class opened at the same time.
32 Ferrari 250 LM are built, most of them in 1964. The body is made by Scaglietti on a design by Pininfarina. They are not intended for road use.
1
chassis 5893
2025 SOLD for € 35M by RM Sotheby's
The sixth 250 LM was built in 1964 and titled 1965. In the ownership of Luigi Chinetti, it was fitted by Piero Drogo with a long nose improving the aerodynamics for the use of Chinetti's North American Racing Team (NART) team.
Its racing history is limited to Le Mans and Daytona endurance racing. In its first outing it finished 1st overall of the 1965 24 Hours of Le Mans, driven by Masten Gregory and Jochen Rindt ahead of a 250 LM entered by another privateer. The more powerful prototypes by Ferrari and Ford did not finish due to various technical issues. A NART backup driver stated later having unofficially piloted the winning car at some time during the night.
Under the banner of NART-Harrah racing, it had accidents in 1968 in both Daytona and Le Mans and finished 9th overall of 1969 Le Mans. It was sold in 1970 from Chinetti to the Indianapolis Motor Speedway museum.
From that collection, it was sold for € 35M from an estimate in excess of € 25M by RM Sotheby's on February 5, 2025, lot 262. Its engine is in matching numbers.
Its image well displaying the long nose at the 2022 Pebble Beach Concours d'Elegance is shared by Wikimedia, with attribution Prova MO, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons. Please watch the video shared by the auction house.
The next win of a Ferrari at Le Mans 24 will be in 2023.
Grok thought :
Quote
RM Sotheby's @rmsothebys Feb 6
Sold! The 1964 Ferrari 250 LM, outright winner of Le Mans in 1965, has sold for a total of €34,880,000 EUR ($36,344,960 USD) at RM Sotheby’s Paris auction. #RMParis #RMSothebys #Auction #Ferrari #250LM #LeMans
Its racing history is limited to Le Mans and Daytona endurance racing. In its first outing it finished 1st overall of the 1965 24 Hours of Le Mans, driven by Masten Gregory and Jochen Rindt ahead of a 250 LM entered by another privateer. The more powerful prototypes by Ferrari and Ford did not finish due to various technical issues. A NART backup driver stated later having unofficially piloted the winning car at some time during the night.
Under the banner of NART-Harrah racing, it had accidents in 1968 in both Daytona and Le Mans and finished 9th overall of 1969 Le Mans. It was sold in 1970 from Chinetti to the Indianapolis Motor Speedway museum.
From that collection, it was sold for € 35M from an estimate in excess of € 25M by RM Sotheby's on February 5, 2025, lot 262. Its engine is in matching numbers.
Its image well displaying the long nose at the 2022 Pebble Beach Concours d'Elegance is shared by Wikimedia, with attribution Prova MO, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons. Please watch the video shared by the auction house.
The next win of a Ferrari at Le Mans 24 will be in 2023.
Grok thought :
Quote
RM Sotheby's @rmsothebys Feb 6
Sold! The 1964 Ferrari 250 LM, outright winner of Le Mans in 1965, has sold for a total of €34,880,000 EUR ($36,344,960 USD) at RM Sotheby’s Paris auction. #RMParis #RMSothebys #Auction #Ferrari #250LM #LeMans
- The post announces the €34.88 million sale of the 1964 Ferrari 250 LM— the outright 1965 Le Mans winner from the Indianapolis Motor Speedway collection—at RM Sotheby's Paris auction during Retromobile 2025.
- Accompanying video footage depicts the live bidding escalating from €14 million to a €31 million hammer price, with the total including buyer's premium, capturing the auction's high-stakes drama.
- This transaction sets a record as the most expensive Le Mans-winning race car sold at auction and ranks sixth overall for collector cars, driven by the model's rarity and Enzo-era racing pedigree.
2
chassis 6105
2015 SOLD for $ 17.6M by RM Sotheby's
On August 13, 2016, RM Sotheby's sold for $ 17.6M a 250 LM made in 1964, lot 113.
This car is one of the best preserved of this model after an intensive racing history, retaining all of its original components.
This car is one of the best preserved of this model after an intensive racing history, retaining all of its original components.
3
chassis 5901
2023 SOLD for € 15.8M by Artcurial
The tenth 250 LM was delivered new to Luigi Chinetti in 1964 for the NART team which used it as a back up car.
Never raced in period, it is still entirely original including its chassis, engine, gearbox an its body by Scaglietti. Only one other 250 LM had not been raced.
It was sold for € 15.8M by Artcurial on July 6, 2023, lot 1. Please watch the video shared by the auction house before it passed on February 3, 2023, lot 89.
Never raced in period, it is still entirely original including its chassis, engine, gearbox an its body by Scaglietti. Only one other 250 LM had not been raced.
It was sold for € 15.8M by Artcurial on July 6, 2023, lot 1. Please watch the video shared by the auction house before it passed on February 3, 2023, lot 89.
4
chassis 6107
2013 SOLD for $ 14.3M by RM Auctions
A 250 LM made in 1964 was sold for $ 14.3M on November 21, 2013 by RM Auctions in association with Sotheby's, lot 141.
This car remains in an exceptional original condition after a racing history without incident. Its engine is in matching numbers.
This car remains in an exceptional original condition after a racing history without incident. Its engine is in matching numbers.
5
chassis 6045
2014 SOLD for $ 11.6M by RM Auctions
A 250 LM made in 1964 was sold for $ 11.6M from a lower estimate of $ 8.5M by RM Auctions on August 15, 2014, lot 150.
This car had been damaged in 1969. Its leaked fuel tank was accidentally set on fire. The body was partially melted and the frame was damaged but not beyond repair.
This car had been damaged in 1969. Its leaked fuel tank was accidentally set on fire. The body was partially melted and the frame was damaged but not beyond repair.
6
chassis 5899
2015 SOLD for $ 9.6M by RM Sotheby's
A 250 LM made in 1964 was sold for $ 9.6M by RM Sotheby's on January 16, 2015, lot 250.
Its original body was replaced in 1966 after an accident by that of a Porsche Carrera 6 and the chassis was modified for that purpose. Looking for a better performance, the car was fitted in 1967 with the engine of a 330P. It was destroyed again in 1969 in an accident. The original engine was re-united with the restored remains of the car in the mid 1970s.
Its original body was replaced in 1966 after an accident by that of a Porsche Carrera 6 and the chassis was modified for that purpose. Looking for a better performance, the car was fitted in 1967 with the engine of a 330P. It was destroyed again in 1969 in an accident. The original engine was re-united with the restored remains of the car in the mid 1970s.
Ferrari 275 GTB
Intro
The Ferrari 275 GTB (Gran Turismo Berlinetta) is a landmark front-engined V12 grand tourer produced by Ferrari from 1964 to 1966, widely celebrated as one of the most elegant and balanced classic Ferraris ever built. It succeeded the 250 GT Lusso and introduced several groundbreaking features for a production Ferrari road car: a rear-mounted transaxle (for near-perfect 50/50 weight distribution), independent rear suspension (with double wishbones and coil springs), and a refined Colombo-derived V12.
Unveiled at the 1964 Paris Motor Show, the 275 GTB blended Pininfarina's sleek styling (with Scaglietti coachwork) and race-proven engineering, offering grand touring comfort alongside serious performance. It was Ferrari's response to evolving customer demands for more civilized yet thrilling machines in the mid-1960s.
Key Specifications (Standard 275 GTB)
Unveiled at the 1964 Paris Motor Show, the 275 GTB blended Pininfarina's sleek styling (with Scaglietti coachwork) and race-proven engineering, offering grand touring comfort alongside serious performance. It was Ferrari's response to evolving customer demands for more civilized yet thrilling machines in the mid-1960s.
Key Specifications (Standard 275 GTB)
- Engine: Front-mounted, longitudinal 60° V12 (Tipo 213), 3,286 cc (3.3 liters), bore × stroke 77 mm × 58.8 mm.
- Single overhead camshaft per bank (two total), three twin-choke Weber carburetors (optional six Weber setup for ~300 hp).
- Power: ~280 hp at 7,600 rpm (claimed; real-world often 240–270 hp depending on tune).
- Torque: ~240 lb-ft.
- Transmission: 5-speed manual gearbox (rear-mounted transaxle).
- Chassis & Suspension: Tubular steel frame; independent front (wishbones/coils) and rear suspension; disc brakes all around.
- Performance: 0–60 mph ~6.5–7 seconds; top speed ~155–165 mph (depending on gearing/aero).
- Weight: ~1,100–1,150 kg dry.
- Wheels: Alloy (starburst early, 10-hole later) or optional Borrani wire wheels.
- Series 1 (Short-Nose, 1964–1965): Early examples with a shorter, more abrupt front end (higher front lift at speed); ~246 built.
- Series 2 (Long-Nose, 1965–1966): Revised longer nose for better high-speed stability/aerodynamics; improved chassis details (e.g., torque tube refinements); ~206 built.
- Competition Variants:
- 275 GTB/C Competizione (1965–1966): ~10 customer "competizione clienti" cars with alloy bodies, extra venting, larger fuel tanks; tuned engines.
- 275 GTB/C Speciale (1964–1966): Rare factory specials (4 built) with ultra-lightweight alloy bodies, 250 LM-spec engines (290–305 hp), magnesium components.
- Related Models in the 275 Family:
- 275 GTS (1964–1966): Open-top convertible (spider) version with Pininfarina body; ~200 built.
- 275 GTB/4 (1966–1968): Successor with four-cam V12 (Tipo 226, 300 hp at 8,000 rpm, dry sump); ~280 built; visually similar but with subtle cues (e.g., hood bulge).
- 275 GTS/4 NART Spyder (1967): Ultra-rare open-top conversion of GTB/4 (~10 built, commissioned by Luigi Chinetti for North America).
- Standard steel-bodied examples: Often $2–4 million+ USD at auction (e.g., recent sales ~$2.5–3.5 million for good originals).
- Alloy/competition variants: Higher premiums.
- GTB/4 (especially alloy-bodied ~16 units): Up to $6 million+ (e.g., a 1967 alloy example sold for $6.05 million at Mecum Kissimmee 2026).
- NART Spyder: Multi-million-dollar territory due to rarity.
The Ferrari 275 GTB (1964–1966) and the Ferrari 250 GT series (broadly 1954–1964, with key road-focused variants like the 250 GT Berlinetta Lusso, SWB Berlinetta, and Tour de France) represent two pivotal chapters in Ferrari's grand touring evolution. Both are front-engined V12-powered berlinettas (coupés) from the iconic Colombo V12 era, but the 275 GTB marked a significant technological leap forward as Ferrari transitioned from the racing-heavy 250 lineage to more refined, balanced road cars.
The 250 GT family encompasses numerous variants (e.g., Europa GT, Boano Coupé, Tour de France Berlinetta, SWB Berlinetta, GT California Spyder, GTO, Lusso), all sharing the 3.0-liter (2,953 cc) Colombo V12 (~220–300 hp depending on tune) and tubular chassis. The most directly comparable to the 275 GTB are the luxurious 250 GT Berlinetta Lusso (1962–1964, ~350 built) and the sportier 250 GT Berlinetta SWB (1960–1963, ~115 built, often seen as a benchmark predecessor).
Key Specifications Comparison
Production Years
250 GT : 1954–1964 (Lusso: 1962–1964; SWB: 1960–1963)
275 GTB : 1964–1966
Engine
250 GT : 3.0 L Colombo V12 (Tipo 168/128), SOHC, 3 Weber carbs; ~240–280 hp
275 GTB : 3.3 L Colombo V12 (Tipo 213), SOHC, 3 or 6 Weber carbs; ~280 hp (up to ~300 hp option)
Displacement
250 GT : 2,953 cc
275 GTB : 3,286 cc
Transmission
250 GT : 4-speed manual (some overdrive)
275 GTB : 5-speed manual (rear-mounted transaxle)
Suspension
250 GT : Front independent; rear live axle (most) or De Dion
275 GTB : Fully independent (front & rear double wishbones/coils)
Weight Distribution
250 GT : Front-biased (~55/45)
275 GTB : Near-perfect 50/50 (transaxle helps)
Brakes
250 GT : Discs (later models)
275 GTB : Discs all around
Wheelbase
250 GT : ~2,600 mm (Lusso); ~2,400 mm (SWB)
275 GTB : 2,400 mm
Top Speed
250 GT : ~145–155 mph
275 GTB : ~155–165 mph
0-60 mph
250 GT : ~6.5–7.5 seconds
275 GTB : ~6.5–7 seconds
Production (approx.)
250 GT : Lusso: ~350; SWB: ~115; total 250 GT variants: thousands
275 GTB : ~442–455 (including short/long-nose)
Body/Coachwork
250 GT : Pininfarina (Lusso) or Scaglietti (SWB); elegant GT lines
275 GTB : Pininfarina/Scaglietti; sleeker, more purposeful
Design and Styling
The 250 GT family encompasses numerous variants (e.g., Europa GT, Boano Coupé, Tour de France Berlinetta, SWB Berlinetta, GT California Spyder, GTO, Lusso), all sharing the 3.0-liter (2,953 cc) Colombo V12 (~220–300 hp depending on tune) and tubular chassis. The most directly comparable to the 275 GTB are the luxurious 250 GT Berlinetta Lusso (1962–1964, ~350 built) and the sportier 250 GT Berlinetta SWB (1960–1963, ~115 built, often seen as a benchmark predecessor).
Key Specifications Comparison
Production Years
250 GT : 1954–1964 (Lusso: 1962–1964; SWB: 1960–1963)
275 GTB : 1964–1966
Engine
250 GT : 3.0 L Colombo V12 (Tipo 168/128), SOHC, 3 Weber carbs; ~240–280 hp
275 GTB : 3.3 L Colombo V12 (Tipo 213), SOHC, 3 or 6 Weber carbs; ~280 hp (up to ~300 hp option)
Displacement
250 GT : 2,953 cc
275 GTB : 3,286 cc
Transmission
250 GT : 4-speed manual (some overdrive)
275 GTB : 5-speed manual (rear-mounted transaxle)
Suspension
250 GT : Front independent; rear live axle (most) or De Dion
275 GTB : Fully independent (front & rear double wishbones/coils)
Weight Distribution
250 GT : Front-biased (~55/45)
275 GTB : Near-perfect 50/50 (transaxle helps)
Brakes
250 GT : Discs (later models)
275 GTB : Discs all around
Wheelbase
250 GT : ~2,600 mm (Lusso); ~2,400 mm (SWB)
275 GTB : 2,400 mm
Top Speed
250 GT : ~145–155 mph
275 GTB : ~155–165 mph
0-60 mph
250 GT : ~6.5–7.5 seconds
275 GTB : ~6.5–7 seconds
Production (approx.)
250 GT : Lusso: ~350; SWB: ~115; total 250 GT variants: thousands
275 GTB : ~442–455 (including short/long-nose)
Body/Coachwork
250 GT : Pininfarina (Lusso) or Scaglietti (SWB); elegant GT lines
275 GTB : Pininfarina/Scaglietti; sleeker, more purposeful
Design and Styling
- 250 GT (especially Lusso): Timeless, graceful Pininfarina lines with a longer hood, covered headlights (early), and a more upright, luxurious presence. The SWB is more compact and muscular, with a "pugnacious" stance emphasizing its racing roots.
- 275 GTB: Evolves the theme with a longer, leaner nose (early "short-nose" vs. later "long-nose" for aero stability), slimmer pillars, and a more modern, aerodynamic profile. It feels sophisticated and balanced—often described as "leaner and more sophisticated" compared to the SWB's raw intent.
- The 250 GT excels as a charismatic grand tourer: lively, rev-happy V12, direct gearbox (especially in well-sorted examples), but rear live axle can limit handling in aggressive driving.
- The 275 GTB is widely regarded as superior dynamically: transaxle and independent rear suspension provide better balance, reduced understeer, and superior road manners. Owners and historians often note it feels "more modern," with improved high-speed stability and composure—though some prefer the 250's (especially Lusso's) more tactile, engaging gearbox and visibility.
- 250 GT series: Defined Ferrari's golden age of accessible GTs and racing success (e.g., Tour de France wins, GTO dominance). The Lusso bridged sporty (SWB) and luxurious (2+2) needs, filling the gap before more advanced designs.
- 275 GTB: Replaced the 250 GT Lusso directly, introducing Ferrari's first production transaxle and full IRS—pioneering features that influenced later models (e.g., Daytona). It bridged racing heritage (shared DNA with GTO/TR) with refined grand touring, responding to rivals like the Lamborghini 350 GT.
- 250 GT variants: Highly variable—Lusso examples often $1–2 million+; SWB Berlinettas $3–6 million+; GTO far higher ($50M+ range).
- 275 GTB: Strong blue-chip status; standard steel-bodied ~$2–4 million; alloy/competition rarer/higher. The 275 often seen as "undervalued" relative to top 250s like GTO, but its engineering edge appeals to drivers.
Compare Ferrari 275 GTB variants
The Ferrari 275 GTB (1964–1966) was produced in approximately 442–455 units (including variants), all sharing the core platform: a 3.3-liter Colombo V12 (~280 hp standard), rear-mounted 5-speed transaxle, fully independent suspension, and Pininfarina/Scaglietti coachwork. Variants primarily differ in front-end design (short-nose vs. long-nose), body material (steel vs. alloy), carburetion options (3 vs. 6 Weber), and competition-focused modifications.
Main Road-Going Variants (2-Cam)
These represent the bulk of production and are the most common "standard" 275 GTBs.
VariantNose TypeBody Material (Typical)Production (Approx.)Key Differences/AppealMarket Notes (2026 est.)
Series 1
Short-Nose ShortSteel (alloy option) Production ~236
Rawer look, wider grille; some aero quirks
$2–3.5M+ (alloy higher)
Series 2
Long-Nose LongSteel (alloy option) Production ~206
Better stability, torque tube refinement
$2.5–4M+ (alloy premium)
Competizione Clienti
Short nose Alloy Production 10
Mild race upgrades, external filler
$4–7M+
GTB/C (1966)
Long nose Ultra-thin alloy Production 12
Full competition spec, dry sump, lightest
$7–12M+ (top examples)
Competizione Speciale
Short nose Alloy production ~3–4
Extreme LM-like tune, ultra-rare
$10M+ (private sales)
All variants share timeless Pininfarina elegance, the charismatic V12 sound, and excellent drivability. Short-nose cars appeal for purity and aggression; long-nose for refinement; competition versions for rarity and track heritage. Alloy-bodied road cars offer a sweet spot (lighter feel without full race compromises). In the collector market, provenance, originality, and options (e.g., 6-carb, Borrani wires) drive significant premiums, with competition derivatives commanding the highest values due to scarcity.
The Ferrari 275 GTB (1964–1966) was produced in approximately 442–455 units (including variants), all sharing the core platform: a 3.3-liter Colombo V12 (~280 hp standard), rear-mounted 5-speed transaxle, fully independent suspension, and Pininfarina/Scaglietti coachwork. Variants primarily differ in front-end design (short-nose vs. long-nose), body material (steel vs. alloy), carburetion options (3 vs. 6 Weber), and competition-focused modifications.
Main Road-Going Variants (2-Cam)
These represent the bulk of production and are the most common "standard" 275 GTBs.
- Series 1 / Short-Nose (1964–mid-1965):
- Production: ~236 units.
- Front design: Shorter, more abrupt nose with wider grille opening, larger rectangular air intake (often with brushed alloy shroud), headlights positioned more forward.
- Mechanical: Single fuel tank under the floor; four engine mounts + three transaxle mounts; single-plate clutch.
- Characteristics: More aggressive, raw appearance; some high-speed front-end lift issues noted (addressed in later cars).
- Alloy body option: Available (extra-cost factory option); ~70 short-nose cars received lightweight all-aluminum bodies (thicker panels than competition versions).
- Series 2 / Long-Nose (mid-1965–1966):
- Production: ~206 units.
- Front design: Extended nose (~2 inches/50 mm longer overhang), more sloped/ aerodynamic hood profile, smaller oval grille, reduced intake size for better high-speed stability and reduced lift.
- Mechanical: Torque tube added between engine and transaxle (reduces driveshaft stress); revised mounting (two points each for engine/transaxle); dual rear wing-mounted fuel tanks; multi-plate clutch; improved overall refinement.
- Alloy body option: Available; rarer but desirable (thicker aluminum than pure competition cars).
- Characteristics: Smoother, more stable at speed; considered the "refined" evolution.
- 275 GTB/C Competizione Clienti (1965):
- Production: 10 units (customer competition cars).
- Based on short-nose Series 1.
- Key features: Lightweight alloy body, extra venting, larger fuel tank (~140 liters), external quick-release fuel filler (often on sail panel), additional lights, triple rear vents.
- Engine: Standard Tipo 213 (3-carb or optional 6-carb setups).
- Purpose: Mild competition upgrade for private teams; visually close to road cars but lighter and more track-ready.
- 275 GTB/C (1966):
- Production: 12 units.
- Based on long-nose Series 2.
- Key features: Ultra-thin paper-like alloy body (significant weight savings, ~1,112 kg dry vs. ~1,300 kg steel), dry-sump lubrication (engine sits lower), extensive revisions by Mauro Forghieri, plexiglass elements, wider haunches, subtle indents near shut lines.
- Engine: Tuned Tipo 213 (~275–282 hp at 7,500 rpm).
- Purpose: Full factory competition car for GT racing; outwardly similar to road long-nose but mechanically transformed.
- 275 GTB Competizione Speciale / LM (1964–1965):
- Production: Very limited (~3–4 ultra-rare examples).
- Extreme lightweight alloy body, 250 LM-inspired engine tune (~290–305 hp), dry sump, major chassis mods.
- Often considered a "7/8-scale" hybrid of 275 GTB and 250 LM; not for road use.
- Other Rare Options:
- 6C (Six-Carb): Factory option on road cars (extra Weber carbs for ~300 hp); desirable on alloy-bodied examples.
- Alloy-bodied road cars (non-competition): ~72 total across series (extra-cost); lighter but with thicker panels than GTB/C.
VariantNose TypeBody Material (Typical)Production (Approx.)Key Differences/AppealMarket Notes (2026 est.)
Series 1
Short-Nose ShortSteel (alloy option) Production ~236
Rawer look, wider grille; some aero quirks
$2–3.5M+ (alloy higher)
Series 2
Long-Nose LongSteel (alloy option) Production ~206
Better stability, torque tube refinement
$2.5–4M+ (alloy premium)
Competizione Clienti
Short nose Alloy Production 10
Mild race upgrades, external filler
$4–7M+
GTB/C (1966)
Long nose Ultra-thin alloy Production 12
Full competition spec, dry sump, lightest
$7–12M+ (top examples)
Competizione Speciale
Short nose Alloy production ~3–4
Extreme LM-like tune, ultra-rare
$10M+ (private sales)
All variants share timeless Pininfarina elegance, the charismatic V12 sound, and excellent drivability. Short-nose cars appeal for purity and aggression; long-nose for refinement; competition versions for rarity and track heritage. Alloy-bodied road cars offer a sweet spot (lighter feel without full race compromises). In the collector market, provenance, originality, and options (e.g., 6-carb, Borrani wires) drive significant premiums, with competition derivatives commanding the highest values due to scarcity.
1
1964 GTB/C Le Mans Speciale
2014 SOLD for $ 26.4M by RM Auctions
For automobiles, it often happens that history is not repeated. The extraordinary domination of the Ferrari 250 in all categories from 1955 was reinforced by an excellent adaptation to competition regulations.
The 250 GTO, produced mostly in 1962 and 1963, is registered in the Grand Touring class. In retrospect, it is clear that the O letter in GTO, which means Omologato, reveals the problems met by Ferrari to maintain their competitiveness while respecting all the rules.
The new models, the 250 LM in prototype class in 1963 and the 275 GTB in GT class in 1964, are technically formidable cars that can not maintain the wide success of the GTO. The competition is fierce. The failed negotiations between Ford and Ferrari had happened in 1963 and the release of the GT40 in 1964.
The ambition in competition of the 275 equipped with a new 3.3-liter engine is embodied in three grand touring works prototypes identified as 275 GTB/C Le Mans Speciale with a bodywork by Scaglietti. They were the first Ferrari model with an independent rear suspension and a transaxle gearbox. All three were entirely hand built.
The super-light aluminum body, different from the road specification in the catalog, does not please the officials of the Gran Turismo. Yet one of the three cars managed to reach in the hands of Ecurie Francorchamps the third place overall in the 24 Hours of Le Mans 1965 behind two Ferrari 250 LM competing as Prototypes.
Completed in November 1964, the first car has a similar body as a standard 275 GTB, less stylish than its two later siblings. It has no competition history in period. It was restored and painted gun metal grey with a light grey stripe after an accident in the 1997 Tour de France. The vents necessary for cooling the engine in front side are not factory original.
Keeping its matching number engine, it was sold for $ 26.4M by RM Auctions on August 16, 2014, lot 239. Please watch the video shared by the auction house. Repainted in red soon afterward, it passed at Mecum on January 13, 2024, lot S195.2.
The 250 GTO, produced mostly in 1962 and 1963, is registered in the Grand Touring class. In retrospect, it is clear that the O letter in GTO, which means Omologato, reveals the problems met by Ferrari to maintain their competitiveness while respecting all the rules.
The new models, the 250 LM in prototype class in 1963 and the 275 GTB in GT class in 1964, are technically formidable cars that can not maintain the wide success of the GTO. The competition is fierce. The failed negotiations between Ford and Ferrari had happened in 1963 and the release of the GT40 in 1964.
The ambition in competition of the 275 equipped with a new 3.3-liter engine is embodied in three grand touring works prototypes identified as 275 GTB/C Le Mans Speciale with a bodywork by Scaglietti. They were the first Ferrari model with an independent rear suspension and a transaxle gearbox. All three were entirely hand built.
The super-light aluminum body, different from the road specification in the catalog, does not please the officials of the Gran Turismo. Yet one of the three cars managed to reach in the hands of Ecurie Francorchamps the third place overall in the 24 Hours of Le Mans 1965 behind two Ferrari 250 LM competing as Prototypes.
Completed in November 1964, the first car has a similar body as a standard 275 GTB, less stylish than its two later siblings. It has no competition history in period. It was restored and painted gun metal grey with a light grey stripe after an accident in the 1997 Tour de France. The vents necessary for cooling the engine in front side are not factory original.
Keeping its matching number engine, it was sold for $ 26.4M by RM Auctions on August 16, 2014, lot 239. Please watch the video shared by the auction house. Repainted in red soon afterward, it passed at Mecum on January 13, 2024, lot S195.2.
2
1965 GTB Competizione Clienti
2014 SOLD for $ 12M by Rick Cole
In the follow of the 275 GTB Competizione Speciale, Ferrari built in 1965 a series of ten 275 GTB Competizione Clienti for the use of selected friends, customers and privateers, for the dual purpose of road and track. Less advanced than the Speciale, the Clienti differed from the basic 275 GTB by its alloy body, extra venting, added exterior fuel fillers and expanded capacity fuel tanks.
One of the Clienti was commissioned by Alfred Ducato, a personal friend of Enzo Ferrari and Luigi Chinetti, who had been an early patron of the brand. From his former collection a 375 berlinetta from 1955 was sold for $ 9.5M by Gooding on March 7, 2025, lot 154.
The ex Ducato 275 has never been raced. It resurfaced will 9,400 miles from new after 25 years in hiding by by an unidentified owner. Remaining in a complete original condition including the tan leather but excepted the re-paint in its as delivered Rosso corsa, it was sold for $ 12 M by Rick Cole on August 17, 2014, lot 830. It is illustrated in a pre-sale report by barchetta.
Other happy few owners of the Clienti were Gianni Agnelli and King Léopold. A Clienti raced by Ecurie Francorchamps finished 3rd overall and 1st in GT at the 1965 24 Hours of Le Mans.
One of the Clienti was commissioned by Alfred Ducato, a personal friend of Enzo Ferrari and Luigi Chinetti, who had been an early patron of the brand. From his former collection a 375 berlinetta from 1955 was sold for $ 9.5M by Gooding on March 7, 2025, lot 154.
The ex Ducato 275 has never been raced. It resurfaced will 9,400 miles from new after 25 years in hiding by by an unidentified owner. Remaining in a complete original condition including the tan leather but excepted the re-paint in its as delivered Rosso corsa, it was sold for $ 12 M by Rick Cole on August 17, 2014, lot 830. It is illustrated in a pre-sale report by barchetta.
Other happy few owners of the Clienti were Gianni Agnelli and King Léopold. A Clienti raced by Ecurie Francorchamps finished 3rd overall and 1st in GT at the 1965 24 Hours of Le Mans.
3
1965 GTB Speciale for Pininfarina
2018 SOLD for $ 8.1M by Gooding
Battista Farina leaves in 1961 the management of his Carrozzeria Pininfarina company to his son Sergio and his son-in-law Renzo Carli. He officially takes in the same year the surname Pininfarina.
The two major subcontractors of Ferrari, Pininfarina and Scaglietti, are designers and manufacturers of bodywork but the repartition of tasks between these two companies is facilitated by the preference of Battista Pininfarina for development.
In 1964 the 250 GT chassis had terminated its great career. It is replaced by the 275 whose 3.3-liter engine is slightly more powerful, still in V12. It is now necessary to dress it in Berlinetta (GTB) and Spyder (GTS) and to foresee the adaptation of the GTB for the competition.
Two chassis are entrusted by Ferrari to Pininfarina. One of them is used for the development of the GTB. The other car will be a GTB Speciale fitted with all the modifications that will please Battista Pininfarina.
This one-off 275 GTB Speciale has the same shape as the original short nose GTB variant but differs in multiple details that enhance elegance and comfort. Its transfer of ownership from Ferrari to Carrozzeria Pininfarina is carried out in March 1965. Unveiled at St. Moritz in a press conference, this demonstrator of the taste and skill of Battista Pininfarina is exhibited in the motor shows of Frankfurt, Paris, Turin and Brussels.
Battista Pininfarina dies on April 3, 1966 without having stopped his activity. Unveiled in the previous month, the 1600 Duetto of Alfa Romeo is still attributed to his design. Sold in January 1966, the 275 GTB Speciale is no longer available at that time at the Carrozzeria. To pay homage to his father, Sergio presents the Automobile Club de l'Ouest with another Speciale also from 1965, the prototype of the Dino berlinetta, sold by Artcurial on February 10, 2017 for € 4,4M.
Repainted in 1992 in its exquisite original Acqua Verde Metallizzato, the 275 GTB Speciale was sold for $ 8.1M by Gooding on January 20, 2018, lot 134. Here is the link to the press release.
The two major subcontractors of Ferrari, Pininfarina and Scaglietti, are designers and manufacturers of bodywork but the repartition of tasks between these two companies is facilitated by the preference of Battista Pininfarina for development.
In 1964 the 250 GT chassis had terminated its great career. It is replaced by the 275 whose 3.3-liter engine is slightly more powerful, still in V12. It is now necessary to dress it in Berlinetta (GTB) and Spyder (GTS) and to foresee the adaptation of the GTB for the competition.
Two chassis are entrusted by Ferrari to Pininfarina. One of them is used for the development of the GTB. The other car will be a GTB Speciale fitted with all the modifications that will please Battista Pininfarina.
This one-off 275 GTB Speciale has the same shape as the original short nose GTB variant but differs in multiple details that enhance elegance and comfort. Its transfer of ownership from Ferrari to Carrozzeria Pininfarina is carried out in March 1965. Unveiled at St. Moritz in a press conference, this demonstrator of the taste and skill of Battista Pininfarina is exhibited in the motor shows of Frankfurt, Paris, Turin and Brussels.
Battista Pininfarina dies on April 3, 1966 without having stopped his activity. Unveiled in the previous month, the 1600 Duetto of Alfa Romeo is still attributed to his design. Sold in January 1966, the 275 GTB Speciale is no longer available at that time at the Carrozzeria. To pay homage to his father, Sergio presents the Automobile Club de l'Ouest with another Speciale also from 1965, the prototype of the Dino berlinetta, sold by Artcurial on February 10, 2017 for € 4,4M.
Repainted in 1992 in its exquisite original Acqua Verde Metallizzato, the 275 GTB Speciale was sold for $ 8.1M by Gooding on January 20, 2018, lot 134. Here is the link to the press release.
1965 Ford GT Roadster Prototype
2019 SOLD for $ 7.7 M by RM Sotheby's
At the command of Ford Motor Company, Henry Ford II (HF2) is a busy man who does not like his competitors and will not be contradicted. 1964 is a key year for both road and race. The Ford Mustang is developed by Lee Iacocca. Its innovative design will push the Ford brand on a par with General Motors which previously dominated this market.
In 1963 Ferrari had been for sale. Ford Motor Company was interested but Enzo Ferrari himself frustrated the negotiations despite his financial difficulties. Henry Ford II (HF2) is upset. He wants to beat Ferrari in its most prestigious playground, at Le Mans. He defines the target : Ford must win the 24 hours race of Le Mans in 1964 with a model capable of reaching 320 km/h in the Mulsanne Straight.
Ford, which does not have an experience in developing a competition car, finds the necessary alliances including with Lola Cars, Shelby and Kar Kraft, and hires as project manager John Wyer who had ensured the achievements of Aston Martin. The development is entrusted to the new Ford Advanced Vehicles (FAV) division created at Slough near Heathrow Airport for this project.
The development starts with seven prototype coupes, simply identified as Ford GT and numbered GT/101 to GT/107.
In April 1964, a testing at Le Mans is a disaster. The new model, whose aerodynamic characteristics were poorly designed, flow over at top speed. Their two cars crash.
The Ford team can not rest on this failure, although it is now accepted that it is not ready for the first wins. There are only two months left to change the bodywork. GT/103 and GT/104 are sent to Shelby for further testing and modification. The engineers meet this challenge : three Ford GT participate at the 24 Heures in June 1964. The spectacular start of the race shows that this model will ably compete with Ferrari. HF2 did not win, but he has not lost either.
GT/104, the first lightweight steel prototype and the 4th prototype overall, was sold for $ 7.6M by Mecum on April 12, 2014, lot S147.1.
The next prototypes are set by Shelby American after being built by Ford Advanced Vehicles. GT/105 is the first to be originally equipped with the 289 CI engine (4.7 liters) replacing the 255 CI (4.2 liters).
The last five prototypes, GT/108 to GT/112, are open cockpit roadsters, aiming to demonstrate the duality of use of the GT for road and competition. These cars are using a special steel chassis. The production model will be the coupe, probably in a goal of industrial standardization.
The GT/108 and GT/109 are completed simultaneously in March 1965 and sent for testing to Carroll Shelby in California. GT/108 is demonstrated in a promotional tour while GT/109 is entered in Le Mans. Both cars will then be used as development models for the GT40 J-Car variant in another subsidiary of Ford, Kar Kraft.
Restored after 1983 in its original configuration, GT/108 was sold by RM Sotheby's for $ 7M on August 15, 2014 and for $ 7.7M on August 16, 2019, lot 252. Please watch the video shared in 2014 by the auction house including an introduction by Edsel Ford II, the son of Henry Ford II.
Completed by FAV in March 1965, the Ford GT/109 is prepared by Shelby for Le Mans. Driven by Trintignant and Ligier for Ford of France, it does not finish, gearbox broken in the 11th lap. It will remain the only Ford GT open cockpit car to have competed at Le Mans, against rain and cold.
It is afterward used by Kar Kraft as a development model for the J-Car.
This Ford GT Competition Prototype Roadster passed at Mecum on January 12, 2019, lot S138, after a three year restoration. The engine has been rebuilt but the original Le Mans livery has been re-established. Please watch the 2019 video shared by the auction house. It passed again at the same auction house on May 17, 2025, lot S139. Please watch the 2025 video.
GT/110, /111 and /112 are not surviving.
In 1963 Ferrari had been for sale. Ford Motor Company was interested but Enzo Ferrari himself frustrated the negotiations despite his financial difficulties. Henry Ford II (HF2) is upset. He wants to beat Ferrari in its most prestigious playground, at Le Mans. He defines the target : Ford must win the 24 hours race of Le Mans in 1964 with a model capable of reaching 320 km/h in the Mulsanne Straight.
Ford, which does not have an experience in developing a competition car, finds the necessary alliances including with Lola Cars, Shelby and Kar Kraft, and hires as project manager John Wyer who had ensured the achievements of Aston Martin. The development is entrusted to the new Ford Advanced Vehicles (FAV) division created at Slough near Heathrow Airport for this project.
The development starts with seven prototype coupes, simply identified as Ford GT and numbered GT/101 to GT/107.
In April 1964, a testing at Le Mans is a disaster. The new model, whose aerodynamic characteristics were poorly designed, flow over at top speed. Their two cars crash.
The Ford team can not rest on this failure, although it is now accepted that it is not ready for the first wins. There are only two months left to change the bodywork. GT/103 and GT/104 are sent to Shelby for further testing and modification. The engineers meet this challenge : three Ford GT participate at the 24 Heures in June 1964. The spectacular start of the race shows that this model will ably compete with Ferrari. HF2 did not win, but he has not lost either.
GT/104, the first lightweight steel prototype and the 4th prototype overall, was sold for $ 7.6M by Mecum on April 12, 2014, lot S147.1.
The next prototypes are set by Shelby American after being built by Ford Advanced Vehicles. GT/105 is the first to be originally equipped with the 289 CI engine (4.7 liters) replacing the 255 CI (4.2 liters).
The last five prototypes, GT/108 to GT/112, are open cockpit roadsters, aiming to demonstrate the duality of use of the GT for road and competition. These cars are using a special steel chassis. The production model will be the coupe, probably in a goal of industrial standardization.
The GT/108 and GT/109 are completed simultaneously in March 1965 and sent for testing to Carroll Shelby in California. GT/108 is demonstrated in a promotional tour while GT/109 is entered in Le Mans. Both cars will then be used as development models for the GT40 J-Car variant in another subsidiary of Ford, Kar Kraft.
Restored after 1983 in its original configuration, GT/108 was sold by RM Sotheby's for $ 7M on August 15, 2014 and for $ 7.7M on August 16, 2019, lot 252. Please watch the video shared in 2014 by the auction house including an introduction by Edsel Ford II, the son of Henry Ford II.
Completed by FAV in March 1965, the Ford GT/109 is prepared by Shelby for Le Mans. Driven by Trintignant and Ligier for Ford of France, it does not finish, gearbox broken in the 11th lap. It will remain the only Ford GT open cockpit car to have competed at Le Mans, against rain and cold.
It is afterward used by Kar Kraft as a development model for the J-Car.
This Ford GT Competition Prototype Roadster passed at Mecum on January 12, 2019, lot S138, after a three year restoration. The engine has been rebuilt but the original Le Mans livery has been re-established. Please watch the 2019 video shared by the auction house. It passed again at the same auction house on May 17, 2025, lot S139. Please watch the 2025 video.
GT/110, /111 and /112 are not surviving.
