330 GT 2+2 - end of prod. (1964-65 - 625 ex.)
330 GT 2+2 s.II - new model
Dino Berlinetta Speciale - prototype - Paris
A year after its introduction the 275 GTB underwent a facelift, which was again shown for the first time at the Paris Salon. The most noticeable revision is a new longer slimmer front, with a flat bonnet replacing the lightly raised centre section unit. The size of the rear window is also increased, and the boot lid hinges are external to increase its capacity.
The last 125 cars of the 330 GT 2+2 were fitted with a 5-speed gearbox, before they were replaced by the series II with dual headlights around the middle of this year.
275 GTB (V12 cyl, 3286 cm³, 280 cv; wb: 2400 mm) - end of prod.
275 GTB s.II (V12 cyl, 3286 cm³, 280 cv; wb: 2400 mm) - new model
275 GTS (V12 cyl, 3286 cm³, 260 cv; wb: 2400 mm)
330 GT (V12 cyl, 3967 cm³, 300 cv; wb: 2650 mm) - end of prod.
330 GT 2+2
330 GT (V12 cyl, 3967 cm³, 300 cv; wb: 2650 mm) - new model
500 (V12 cyl, 4963 cm³, 400 cv; 2650 mm)
Coupé Pininfarina (#5989SF, 6033SF, 6039SF, 6041SF, 6043SF, 6049SF, 6303SF, 6305SF, 6307SF, 6309SF, 6351SF, 6605SF, 6615SF, 6659SF, 6661SF, 6673SF, 6679SF)
500 s.II (V12 cyl, 4963 cm³, 400 cv; 2650 mm)
Coupé Pininfarina (#7817SF, 7975SF, 8019SF, 8083SF)
The second series has 5-speed gearbox and different side vents.
Pininfarina Dino Berlinetta
Berlinetta Pininfarina (#0840)
250 LM Berlinetta Speciale
'64 250 LM Berlinetta Speciale (#6025) - Pininfarina Geneva Show Car also displayed at the show in New York.
275 Competizione Speciale - end of prod. (4 ex.)
275 GTB/C - new model
250 LM - end of prod. (1963-65 - 32 ex.)
275 P2 (5 ex.)
330 P2 (5 ex.)
365 P (4 ex.)
Dino 166 P (1 ex.)
Dino 206 SP (1 ex.)
275 LM vs 166 Dino at Nürburgring.
The controversial 275LM seems to have been suspended for a while and all production efforts have gone into the front-engined 275GTB Berlinetta. It is produced in two forms, touring and competition, the main difference being that the touring one has a steel body and the competition one an aluminium body, and at Sergio Scaglietti's body-building works there is a long production line with anything up to 25 or 30 cars completed and on their way to Maranello to receive the engines and gearboxes, any time you call in. Many years ago Ferrari made it clear that the number in front of any model designation was the capacity in c.c. of one cylinder of the engine, e.g., 250GT was a 12-cylinder 3,000 c.c. When he started building the mid-engined LM coupe (Le Mans) it had a 3,000-c.c. engine, so the car was called 250LM, but later the engine was enlarged to 3,300 c.c., so the name should have been 275LM. However, at the time he was trying to convince the F.I.A. that he had built 100 examples of this car, and he was having trouble proving more than 20 or 30, so he insisted that they were all the same and called 250LM, hoping that people would forget that the first half-dozen or so were 3-litres and not 3.3-litres.
275 GTB Competizione
275 Speciale (V12 cyl, 3286 cm³, 280 cv; wb: 2400 mm) - end of prod.
Coupé (#06885, 07185)
275 GTB/C (V12 cyl, 3286 cm³, 270cv; wb: 2400 mm) - new model
Coupé (#07271, 07407, 07421, 07437, 07477, 07517, 07545, 07577, 07623, 07641)
3rd at 24h Le Mans: Ferrari 275 GTB, chassis #6885GT (Willy Mairesse / Jean Blaton), Ecurie Francorchamps.
'64 275 GTB Competizione Speciale #6885 (#24 Mairesse/Beurlys) - 3rd at Le Mans.
250 LM (V12 cyl, 3286 cm³, 320 cv; wb: 2400 mm) - end of prod.
Coupé Pininfarina (#6173, 6217, 6233, 6313, 6321, 8165)
24h Le Mans winner 250 LM chassis #5893 (Jochen Rindt / Masten Gregory / Ed Hugus), NART, with Drogo long nose.
250 LM chassis #5895 (Lucien Bianchi / Mike Salmon), Maranello Concessionaires Ltd at 24h Le Mans. This car has a standard Pininfarina nose rather than Drogo's long nose.
250 LM #5893 (#21 Rindt/Gregory/Hugus) - 1st at Le Mans.
2nd at 24h Le Mans: Ferrari 250 LM, chassis #6313 GT (Pierre Dumay / Gustave Gosselin), emtered by Pierre Dumay.
250 LM #5905 (#7 Walter) at Nürburgring.
Entered in Targa Florio by Sant'Ambroeus 250 LM #6173 driven by Luigi Taramazzo - Oddone Sigala came 8th overall and won category gran turismo and over 2500 cc class.
275 P2 (V12 cyl, 3286 cm³, 350cv; 2400 mm)
275 P2 #0826 (#4 Hill/ Stewart) at 1000km Nürburgring.
1st at Targa Florio: 275 SP #0828 (#198
The two prototype Ferrari cars at the Le Mans test day were not only very fast but absolutely reliable and beautifully finished. This view of the 275P/2 shows the aerofoil deflector behind the cockpit, the central hump covering the six Weber carburetters, and the well finished tail incorporating a spoiler.
330 P2 (V12 cyl, 3967 cm³, 410 cv; wb: 2400 mm)
330 P2 #0828 (#1 Surtees/ Scarfiotti) - 1st
330 P2 #0828 (#1 Surtees/ Scarfiotti) - 1st
The impressive 4-litre four overhead camshaft V12-cylinder Ferrari engine in the 330 P/2, with two plugs per cylinder fired from the four coils on the rear cross-member, and six double-choke downdraught Weber carburetters. Inboard rear disc brakes are used, 5-speed gearbox and rear suspension on F.1 lines.
365 P (V12 cyl, 4390 cm³, 380 cv; wb: 2400 mm)
Ferrari 365 P2, chassis #0826 (David Piper / Jo Bonnier) at 24h Le Mans, Maranello Concessionaires Ltd.
166 P Dino
166 P (V6 cyl, 1593 cm³, 175 cv; wb: 2280 mm) - new model
Another mechanical advent of recent weeks that might well set a new standard was the appearance of the Ferrari Dino 166 in Prototype GT form. Its performance at the Nurburgring was outstanding. The basic idea behind the Dino is that it will be put into production by Fiat so that vast numbers can be built and thus the engine will be homologated for use in the proposed new Formula Two. It is in effect an early 1961 Ferrari Grand Prix car with a 2-seater coupe body. The chassis is a tubular space frame and suspension is almost identical to the current Grand Prix cars. The engine is a 65-degree V6 of 77 x57 mm. bore and stroke, giving 1,592 c.c., and it has four overhead camshafts, and with a 9.8-to-1 compression it is said to give 190 b.h.p. at 9,00o r.p.m., running on petrol. This engine is in unit with a 5-speed gearbox and the whole assembly is mounted behind the cockpit, as in a G.P. car, while there are disc brakes mounted inboard at the rear, and normally at the front. Most GT type engines of 1,600 c.c. are lucky to develop 150 b.h.p., so it is not surprising that the Dino 166 makes them all look obsolete and even causes trouble to 2-litre Prototype cars.
Ferrari Dino 166, chassis #0834 (Giancarlo Baghetti / Mario Casoni) at 24h Le Mans.
206 SP Dino
206 SP (V6 cyl, 1987 cm³, 218 cv; wb: 2280 mm)
An open-top version of the Dino 166 P with a bigger engine. This one-off barchetta is specifically designed for hillclimbs in the European Mountain Championship. In fact, its power and light weight gave Ludovico Scarfiotti four wins and allowed him to take the title.
158 F1 (V8 cyl 90°, 1489 cm³, 210 cv)
512 F1 (V12 cyl 180°, 1490 cm³, 220 cv)
John Surtees driving the Ferrari 158 at Monaco GP, Monte Carlo.
Monaco GP, Monte Carlo: Lorenzo Bandini in Ferrari 1512 vs John Surtees in Ferrari 158.