The ex-Ecurie Francorchamps, Le Mans 24-Hour race 1966 Ferrari 275GTB/C Berlinetta Competizione Coachwork by Pininfarina/Carrozzeria Scaglietti Chassis no. 09027 Engine no. 0014 (numero interno 1132/64)
The car was then returned to Modena where its Nürburgring damage was repaired by Carrozzeria Scaglietti's craftsmen. Upon completion '09027' was then loaded onto a transporter together with a 330P2 sports-prototype and a 330GTC for the long trip back to Brussels. However, the truck was involved in an accident en route, during which it overturned, inflicting further damage upon '09027' which was promptly returned to Scaglietti once more for further repair
Once restored to as-new condition this GTB/C was then entered by the Ecurie Francorchamps in their home race, the Spa 1,000Kms classic, where it was listed to be driven by Gustave 'Taf' Gosselin and the Baron Hughes de Fierlandt, but did not start on race day.
It was then entered for its second Le Mans 24-Hour race but failed to qualify during practice and in July 1967 was sold to the English amateur owner/ driver - and 'Autosport' magazine journalist - Patrick 'Paddy' McNally.
The car was repainted in metallic silver-grey in his ownership and on 15th October, 1967 Mr McNally co-drove it with Ed Nelson (under the Ecurie Francorchamps banner, race number 11) in the Paris 1,000Kms at Montlhéry. They were forced to retire after a minor accident damaged the car's front end, which was subsequently repaired in England by Maranello Concessionaires Ltd.
Chassis '09027' then sold within the UK via racing driver Richard Bond and Graham Eden, to John Crowther and his son Douglas of Tatsfield, Kent, still in October 1967, now UK registered 'NJB 612F'. It appeared at Prescott hill-climb c.1973 and was damaged by Crowther, subsequent body repairs being entrusted to Wiltshire-based specialist John Giles of TT Workshops. We have spoken to Mr Giles who has kindly supplied us with copies of the relevant invoices, showing expenditure of c. £5,500 to repair the original body, replacing panels where required. The car was shown again in 1975, at the Spa-Francorchamps Ferrari meeting before - in February, 1978 - being sold by Mr Crowther to Frenchman Serge Dermanian in the USA.
In 1980 it passed via Ferrari connoisseur Peter Sachs to German Porsche and Ferrari enthusiast Hans-Dieter Blatzheim of Bonn, and three years later it became part of the famed Hartmut Ibing Collection in Düsseldorf. He had the car comprehensively restored in Modena in 1985, the work being carried out by celebrated specialists Sport-Auto Diena & Silingardi (mechanical) and by Carrozzeria Allegretti (coachwork).
Upon completion of this work - which was carried out to Ibing's and the Modenese specialists' customary standards - '09027' passed into the ownership of German sports fashion designer Hein Gericke, still in Düsseldorf. The car was driven by him in the 1985 Ferrari meeting back at the scene of its 1966 feat in leading the Marathon de la Route - at the Nürburgring.
In 1986 we understand that Hein Gericke sold the car to Yoshiho Matsuda of Tokyo, Japan, where '09027' starred in his well-known Ferrari Museum of Art, before passing into the equally celebrated British ownership of pioneering collector Sir Anthony Bamford in the 1990s. From him it was acquired by the present Swiss vendor - another well-known and extremely fastidious Ferrari collector - at the end of 2000.
Since then considerable work has been carried out to return the car, at great expense, to 'factory fresh' appearance. UK specialists GTO Engineering checked the engine and drivetrain carefully, carrying out work as necessary, and we understand that the full 280bhp is now available. Carrosserie Binggeli of Nyon, Switzerland, were entrusted with repairing the body and correcting imperfections, which resulted in the roof section, rear wings, front wings and nose all being re-shaped, requiring new front and rear windscreens. The coachwork was re-painted in classic Rosso Corsa, to match the owner's collection, with a yellow central stripe in honour of its Ecurie Francorchamps history. New outer laced Borrani wire wheels were fitted, shod with new tyres. The interior, although already good, was retrimmed in finest black leather by Luppi in Modena for a perfect finish, plus new carpets and window glass. A roll bar is fitted, along with safety essentials for historic racing such as Sparco harnesses and a fire extinguisher. When weighed for importation into Switzerland, the car tipped the scales with fluids at c.1230kg, comparing favourably with the 1219kg recorded at Le Mans scrutineering 35 years earlier- if only humans were so lucky! Finally the car was tested at Dijon for its final set-up, and has not been driven since except by the owner's in-house mechanics for periodic exercise.
The Ferrari 275 GTB was, of course, the first production model from Maranello to combine their much-loved front-mounted V12 engine not only with a rear-mounted transaxle-type gearbox but also with all-independent suspension. The rare and highly-desirable GTB/C - Competizione - model such as this lovely ex-Ecurie Francorchamps example, featured a tailor-made stiffer variation of the standard steel chassis frame, clothed in thin-gauge lightweight aluminium coachwork, with thinner windows, and an oil filler under a flap in the right front wing to supply the now dry-sump 'GTO' or more accurately 275LM-like V12 engine.
Reputedly due to an oversight by Ferrari during the GTB/C's homologation with the FIA governing body, three Weber 40 DFI/1 carburettors were specified for it, rather than the readily-available alternative of six 40 DCN2s. Yet in performance terms, the triple-carburettor GTB/C - with the added torque of its 3.3-litre capacity allied to its light (circa 2,112lbs factory-claimed) weight - amply demonstrates blisteringly high performance, challenging that of even its most illustrious predecessor, the immortal (and infinitely more expensive!) 250GTO.
The GTB/C's dry-sumped V12-cylinder engine, in fact, developed around 280bhp at 7,700rpm - compared to around 295-300 for the legendary 3-litre GTO - and, with its graceful good looks, comfortably habitable cabin and generally more refined road manners the all-independently suspended GTB/C as offered here has been aptly described by prominent American Ferrarista Dean Bachelor as being " very fast, manoeuvrable and reliable, yet docile and tractable enough to allow normal road use with complete impunity".
This particular example's Le Mans 24-Hour race provenance makes it a very special Berlinetta Competizione indeed. Offered here in immaculate condition, complete with Swiss '1320' import document, copy UK registration document, history file and invoices for work carried out, here is a beautiful and rare front-engined Ferrari Berlinetta to make all enthusiasts weak at the knees
Local taxes may apply if the car remains in the EU.
Cette très séduisante Ferrari 275 GTB/C est la troisième de 12 Berlinetta Competizione seulement à avoir été produites par l'usine de Maranello, et ne saurait être confondue avec les GTB de série.
Ce modèle-ci est un pur-sang destiné à la course d'endurance dont la carrosserie et les spécifications techniques de base sont pratiquement les seules caractéristiques qu'il partage avec le modèle de série.
Depuis 2000, un travail considérable a été accompli sur la voiture pour lui redonner un aspect "sortie d'usine". Les spécialistes anglais de GTO Engineering ont soigneusement contrôlé le moteur et la transmission, effectuant des réparations lorsque c'était nécessaire. Il semble que les 280 CV soient à présent de nouveau disponibles. C'est à la Carrosserie Binggeli de Nyon, en Suisse, qu'a été confiée la réparation de la caisse et la correction des imperfections. Ainsi, la section du toit, les ailes arrière et avant, ainsi que le nez ont été refaits, ce qui a demandé des pare-brise avant et arrière neufs. Pour s'harmoniser avec la collection du propriétaire, la carrosserie a été repeinte en Rosso Corsa classique avec une bande centrale jaune en hommage à son passé avec l'écurie Francorchamps. Des nouvelles jantes Borrani à rayons extérieurs ont été posées, assorties de pneus neufs. Pour une finition parfaite, l'intérieur, bien que déjà de qualité, a été regarni du meilleur cuir noir par Luppi, Modène, ainsi que de vitres et de tapis neufs. Un arceau a été installé, ainsi que des éléments essentiels de sécurité pour des courses historiques tels que les harnais Sparco et l'extincteur.Lorsqu'elle a été pesée pour l'importation en Suisse, la voiture avoisinait les 1'230 kg, comparé aux 1'219 kg enregistrés au Mans 35 ans plus tôt. Si seulement les humains pouvaient en dire autant! Finalement la voiture a été testée à Dijon pour son dernier réglage et n'a pas été conduite depuis hormis, de temps en temps, par les mécaniciens du propriétaire.
Sa participation au Mans fait de cet exemplaire particulier une Berlinetta Competizione très spéciale. Proposée en état immaculé, accompagnée de son attestation d'importation suisse "1320", d'une copie du certificat d'immatriculation anglais, de son parcours historique et des factures pour le travail effectué, cette voiture est une Berlinetta à moteur avant magnifique et rare qui pourrait bien faire défaillir tous les amateurs .
Les taxes locales pourraient être appliquées si la voiture reste en Europe.
Please note that this car is now offered without reserve price. The estimate remains unchanged.
A previous owner is happy to offer for sale to the successful bidder period documents and other material relating to this car, including a poster of the 1967 Le Mans event (as displayed next to the car) which shows chassis 09027 at the start of the 1966 event where it finished 2nd in category.