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Coachwork by Scaglietti
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Unveiled at the Paris Salon in October 1966, the 275 GTB/4 was a groundbreaking Ferrari. As Maranello’s first four-cam road car, the GTB/4 paid homage to the dominant sports prototypes of the era and pointed to the future of Ferrari design.
Visually differentiated from the long-nose, two-cam 275 GTB by a slight hood bulge, the real beauty of the GTB/4’s design lay beneath the surface. At its heart was the new 3.3-liter tipo 226 engine, which featured a dual overhead-cam cylinder head design derived from Ferrari’s successful line of four-cam V-12 sports racing and grand prix machines. The GTB/4 also featured dry sump lubrication, as was used in the competition-spec GTB/C, and an impressive line-up of six Weber carburetors, an arrangement that had been available as an option on the two-cam GTBs. The result was a free-revving 300 bhp engine with improved low-end torque and greater overall flexibility.
Beyond its exquisite four-cam engine, the 275 GTB/4 benefited from other notable refinements, from the implementation of the improved torque-tube driveshaft, to more modern interior appointments. Beautiful, civilized and exceptionally fast, Ferrari’s four-cam Berlinetta had few peers on the roads of 1967.
As exclusive as the 275 GTB/4 is, there are two special variants that stand apart from the approximately 300 standard, steel-bodied production cars.
The most famous of these is undoubtedly the NART Spider, a limited run of 10 open-air four-cams commissioned by US distributor Luigi Chinetti and named after his legendary North American Racing Team. Second only to these exclusive cars, the most noteworthy road-going 275s are the aluminum-bodied GTB/4 Berlinettas, of which just 16 were built. Like their two-cam predecessors, which were produced in far greater numbers, the alloy-bodied GTB/4s were built to order for a variety of clients throughout the model’s brief production run.
Of these 16 aluminum-bodied 275 GTB/4s, one was specified in right-hand drive for a UK customer, and the remaining 15 were delivered to important clients in the US and Europe. Appropriately, several of these lightweight, alloy-bodied GTB/4s were put to use in motor sports, competing in a variety of events from European hill climbs to the 24 Hours of Daytona – where, in 1969, a minimally prepared NART entry placed 2nd in its class.
The 275 GTB/4 presented here, chassis 10025, is the 9th of the 16 aluminum-bodied cars produced. According to factory records, this car was originally finished in Celeste, an elegant metallic blue, with striking blue leather upholstery and carpeting. Equipped for European delivery, 10025 was destined for a customer named Panchaud; however, this name was crossed out in Ferrari’s delivery records, and the GTB/4 was instead delivered to a Swiss resident named Bossa in July 1967.
While little is known about the car’s earliest history, in the early 1970s, 10025 was acquired by Tom Meade. A California-born car enthusiast, Meade moved to Italy in 1960 and set up an operation outside of Modena brokering and customizing Italian sports cars. During this period, he commissioned the famous Thomassimas and Nembo Spiders, 250 Ferraris with stylized custom coachwork. He also created a variety of mild customs by updating classic Ferraris and Maseratis with more modern features and personalized touches.
Soon after he acquired 10025, Meade fitted an external fuel filler, similar to those offered as an option by Ferrari, as well as a set of competition-style wire wheels. According to the research of marque historian Marcel Massini, Meade exported the Alloy Four-Cam to the US in the late 1970s, and it was next owned by an American named Bob Ladendorf. Sometime later, the Ferrari was involved in a road accident, which damaged the front of the car and required repairs to the bodywork and suspension.
In 1981, 10025 was sold in a disassembled and partially repaired state to Judge Ralph Gorenstein of Milwaukee, Wisconsin. In the late 1990s, while in his ownership, the Ferrari was finally restored, refinished in red with tan upholstery, and mechanically overhauled by noted Italian car specialist Bob Wallace. In 1999, following the completion of this work, 10025 was sold to well-known collector and vintage racer Pat Hart of Seattle, Washington.
Soon after acquiring the car, Mr. Hart decided to embark on a much more thorough restoration than had already been completed – one that would do appropriate justice to such a rare and desirable Ferrari. This extensive multi-year project was primarily carried out by his talented in-house team working in tandem with noted marque specialists.
This process, which lasted well over a decade, addressed every aspect of the GTB/4, including cosmetics as well as the mechanical systems. The engine was sent to respected Ferrari specialist Carobu Engineering and was rebuilt utilizing the finest internal components, including Carrillo rods, custom pistons, and upgraded camshafts. A trusted local metalworker stripped the bodywork to bare aluminum and carefully prepared it for paint, replacing the damaged original nose with an alloy front clip sourced from Italy. At this time the decision was made to retain the external fuel filler that Tom Meade had added early on in the car’s history, and the body was then entrusted to Stephen Clapsaddle of Liquid Reflections, the highly regarded Seattle-area painter. Finished in an elegant, non-metallic dark red, the body was then trimmed in beige leather, with upholstery patterns taken from a GTB/4 that retained its factory-original interior.
The result of this extensive restoration effort speaks for itself; today, this rare alloy-bodied 275 GTB/4 presents in outstanding condition. Beyond its impressive appearance, 10025 retains its matching-numbers engine, with its internal number (1668) confirmed as original by Ferrari Classiche. Similarly, the chassis and data tag are correctly stamped 10025, the Scagliettti body number (A0026) is present in the correct location, and the transaxle carries internal number 342, as it falls in the appropriate production sequence is believed to be original to the car. In fact, the only notable deviations from factory specification are the external fuel filler, added by Tom Meade in the early 1970s, and the present color combination, which is undeniably an attractive and appropriate scheme for a 275 GTB/4.
In keeping with the car’s impressive, show-ready presentation, it is accompanied by a proper set of owner’s handbooks, including the rare GTB/4 supplement, as well as a tool roll, jack, spare keys, and set of four Borrani competition-style wire wheels, complete with three-eared, curved spinners. Also included with the sale is a history report compiled by noted Ferrari historian Marcel Massini.
Remarkably, 10025 has not been exhibited or judged since its restoration was completed under Mr. Hart’s ownership, allowing its next owner to arrive at the world’s finest concours and driving events with an important, yet relatively unseen car. Given its extreme rarity, it would be an ideal candidate for top-tier shows, such as Pebble Beach, Villa d’Este, and Cavallino Classic, as well as prestigious tours and rallies.
Together with the glamorous NART Spiders and competition GTB/Cs, the 16 alloy-bodied GTB/4s are among the most rare, sought-after, and valuable of all 275 Ferraris. Not only are these cars far more exclusive than the 95 alloy-bodied two-cams, but they also represent the culmination of 275 GTB production, with four-camshafts, six-carburetors, dry sump lubrication, and the improved torque-tube driveshaft as standard equipment. Historically, alloy-bodied GTB/4s have always commanded a substantial premium over a comparable steel-bodied car, and yet they rarely trade hands, as most examples reside in major collections. In fact, it has been over 20 years since 10025 was last offered for public sale, and it may be years before another GTB/4 Alloy appears for public auction.
For the collector who has always dreamed of owning the ultimate 275 GTB/4, this is an opportunity not to be missed.