Fine Sports Cars DNA Series researchers and FSC expedition teams search the globe with our network of contacts and motorsport archeologists to locate original parts from rare and historic sports racing cars. We have already located a number of unique mechanical parts and damaged original body panels from rare historic automobiles. The original parts are each authenticated and documented prior to purchase.
 
Our workshops incorporate these original DNA parts into the recreation of each carefully remanufactured car, thus adding part of the character and history into an offspring of the original car. During the reconstruction process of each DNA project, a full digital record will be made, recording the history of the car and location of each of the original parts in the remanufactured automobile.
 
 
Fine Sports Cars: Ferrari 275 GTB/C sn 9027 DNA Project
 
 
Campaigned in
the 1966 Le Mans
by Ecurie Francorchamps
 
 
 
Original 275 GTB/C front alloy body clip from sn 9027 - still showing damage
 
 
(Above) The official Le Mans poster for 1967 featuring the 275 GTB/C sn 9027 that raced the previous year.

(Left) The original body, as found in a storage unit in Europe.

 
Ready for shipment from Europe to Fine Sports Cars workshop.
 
 
Ferrari 275 GTB/C, alloy, RHD sn 09027 competed June 14, 1966
Ecurie Francorchamps was a Belgian motor racing team. They are principally known for running privateer cars in Formula One and sports car racing during the 1950s 1960s and 1970s. The team was founded by racing driver Jacques Swaters. In the 1966 24 Hours of Le Mans Ecurie Francorchamps campaigned Ferrari 275GTB/C sn 9027 driven by Claude Dubois and Pierre Noblet. SN 9027 finished in 10th and 2nd in class.
 
 
Ferrari built just 12 of these 275 GTB/Cs, making 09027 a very rare car. The late Dean Batchelor, author of several Ferrari books, wrote, “The C is very fast and highly maneuverable and reliable, yet it is docile and tractable enough to allow normal road use with complete impunity”.
 
 
Ferrari 275 GTB/C - The Last Dual Purpose Road/Track GT
in the Great Ferrari Tradition

Following the FIA's refusal in 1964 to homologate Ferrari's mid-engined 250 LM in the GT category, Ferrari looked at the upcoming road going 275 GTB. Introduced in 1964 the car was simply sensational and praised by journalists and critics the world over.
 
 
Mauro Forghieri designed a special lightweight version of the 275 GTB chassis. Regular suspension was fitted, but it was made slightly stiffer by the addition of extra springs. Scaglietti bodied the chassis with an ultra thin aluminum body; the entire rear section was reinforced by fiberglass to prevent it from flexing at the slightest impact.
 
 
Forghieri and
Enzo Ferrari
 
 
Like the four specials, the 275 GTB/C was powered by the 250 LM engine. Somehow Ferrari 'forgot' to mention to the governing body that the 275 GTB had a six Carburettor option, so only a three 'carb' engine could be homologated. Specifically for the 275 GTB/C, Weber constructed the 40 DF13 Carburettor of which three would replace the six 38 DCNs found on the 250 LM. The rest of the drivetrain was similar to the 275 GTB's, but strengthened slightly.

The True Sucessor to the 250 GTO

On the track the 275 GTB/C proved to be a true heir to the legendary 250 GTO. Many class victories were scored and 275 GTB/Cs were campaigned in the USA up until 1975. Built for endurance racing, it beat many much faster prototype racers on reliability. Highlights on the victory list are class wins at Le Mans and, to underline its long career, a class win at the Spa 1000 km race.

Focusing on Formula 1 and sports car racing, Ferrari did not develop a replacement for the 275 GTB/C and all subsequent Ferrari GT racers were based on existing road cars and/or built by other companies like Michelotto. Accordingly the 275 GTB/C remains as the last in a legendary line of Ferrari GT racers that include the 250 GT TdF, 250 GT SWB and of course, the 250 GTO.

The final run of specially built cars was the series referred to by the factory as the 275 GTB/C. The other cars were not. These cars carried the lightweight long-nose all body and special lightweight frame, dry sump, and three carburettors.
 

 
Serious competition cars, they proved to be the last competition GT cars built by Mauro Forghieri and Ferrari's racing department.
 
 
Specifications sn 9027
 
- 12 units built
- Homologation number: 519
- Homologation start: 1/1/1966
- Colombo Tipo 213, V12 cyl
- 3.286cc, 77.0 x 58.8 mm
- 300.0 bhp at 8000 rpm
- Light alloy block and head
- 2 valves / cylinder, SOHC
- 3 Weber 40 DFI Carburettors
- Tipo 596 Tubular Steel Chassis
- 205/80-R14 or 205 VR 15
 
(Above) The original car's plate.

(Below) Ecurie Francorchamps 275 GTB/C finishing 10th overall and 2nd in class at the 1966 24 Hours of Le Mans.

 
Ferrari’s immortal 275 GTB, with its sleek, shark-like profile, muscular 3.3-liter V-12 engine, and agile handling ability, was offered as a powerful road going berlinetta in two-cam and, later, four-cam variations. Although all 275 GTBs were coupés, the initial design’s blunt nose gave way to a more aerodynamic, longer nose version. Drivelines varied from standard propshaft to constant velocity joints and, finally, torque-tubes as the 275 series progressed.

"The heart of a lion in the shape of the wind." - Pininfarina
The GTB’s weight distribution was nearly perfect, thanks to an engine that was set low and well back in the chassis, which is counter-balanced by a new five-speed transaxle. Independent suspension all around and servo-assisted disc brakes potentially made the GTB a faster berlinetta than Ferrari’s vaunted 250 GTO, so a competition version was inevitable. In 1965, Ferrari built three lightweight GTB Competizione Speciales and equipped them with 250 LM dry-sump racing engines. After a DNF at the Targa Florio and a 2nd in class at the Nürburgring, Scuderia Ferrari sold 06885 to Ecurie Francorchamps. They, in turn, raced it at the 1965 24 Hours of Le Mans, finishing 1st in class and an amazing 3rd overall, which were impressive results for a GT car racing against sport prototypes. These promising results encouraged Enzo Ferrari to take the 275’s competition development even further.

Parallel to the Works car program, Ferrari elected to build just 10 lightweight special 275 GTBs from May to August 1965. Technically, they were very close to the standard street cars, as they used the Tipo 563 chassis, the Tipo 213 engine, and a wet sump, but a main difference was that they were fitted with six carburettors. To underscore their competition intent, they were easily recognizable, thanks to their stretched aluminium silhouette, the three-vents in the rear wings, and, in a few cases, an outside filler cap on the right. Some cars had additional fog lamps fitted in the style of the 250 LM. These cars, commonly called GTB/C Series I, were delivered only to privateers and never entered into any major international events.

Following the promising results of the Works car during the 1965 season, Ferrari launched a new model in the GT class for the 1966 season. The model was called the 275 GTB Berlinetta Competizione, or 275 GTB/C. Ferrari designed a new chassis, the Tipo 590A, specific for that model. It was lighter and stiffer than the previous, and the suspension and wheel hubs were reinforced. Additionally, an improved clutch and steering box were fitted. The wheels, Borrani 7x15 in the front and 7.5x15 in the back, were shod with Dunlop Racing tires. The body was made in very thin aluminium, but, this time, the three-vents and the outside filler cap were not carried over from the Series I. The main improvement came from the engine of a 1965 Works car. This engine was a new Tipo 213/Comp that was developed in order to propel the light, alloy berlinetta. Improvements include higher-lift camshafts, special valves, reinforced pistons, and a special crankshaft. However, the greatest improvement was the dry-sump lubrication, which allowed the engine to be set lower in the chassis, reducing the centre of gravity. An outside oil filler cap on the top of the passenger-side front wing allowed access to the oil tank.
 

The engine block was reinforced with external ribs, and, for most cars, the casings of the sump, timing chain, cam cover, and bell housing were built in Elektron, much like the other Ferrari Competizione models. When homologation papers were filed, the factory somehow neglected to tell the FIA governing board that the production 275 GTB had a six-carburettor option, so the new GTB/C was homologated for a three-carburettor manifold only.
 
As a result, a trio of larger, specific 40 DFI3 units was used, and these engines could produce 275 brake horsepower at 7,700 rpm. GTB/Cs were not fitted with rigid torque tubes, but their exposed driveline saved weight and facilitated quick repair work, if needed, during a race, especially on the clutch.
 
 
Only 12 cars were built, numbered from 09007 to 09085, and most of which were raced by such famous, factory-supported national racing teams as the N.A.R.T, Maranello Concessioniare, Scuderia Filippinetti, and, as is the car offered today, Ecurie Francorchamps.
 
 
In order to enter the 34th edition of the 24 Hours of Le Mans, well-known Belgium Ferrari importer Jacques Swater ordered the new version of the 275 GTB Competizione. Assembly began on chassis 09027, which was the third of twelve built and a right-hand drive version, in April 1966.
 
The engine, number 0014 (numero interno 1132/64), was only completed on 11 June. It was dyno tested the same day, producing 41 m.kg of torque at 6,000 rpm and 280 brake horsepower at 7,700 rpm, and it was fitted to chassis 09027.
 
 
The car was finally completed on 14 June, and the very next day, painted in Giallo Fly and wearing the race number 57, 09027 was at Le Mans in the nick of time for the scrutineering session, where the engine was stamped with the mandatory mark on all important components. These marks are still clearly visible on the engine today. Interestingly, the entry form sent to the A.C.O on 27 May listed the chassis and engine number as “09027”, as was the normal practice at Maranello.
 
However, in the rush to get 09027 ready on time—the number had not been corrected on the entry form—the scrutineer manually wrote down the actual number stamped on the block, “0014”. A fascinating copy of the Le Mans logbook, with the hand-written notes, will be included with the car.
 
Pierre Noblet was chosen as the first driver, while the second seat remained vacant whilst Jacques Swaters searched for a paying driver. Claude Dubois, an experienced gentleman driver and Ford importer for Belgium, offered to take the wheel of 09027 for free. Swaters put him on hold until two weeks before the race. Claude Dubois recalls, “I called Jacques and asked if he had found the rare bird, and in typical Swaters behavior, he was mysterious, he mentioned that maybe he had a client for the drive, but it was not really firm yet, and that I should come to LM anyway…So I took my overalls and my helmet and drove to Le Mans on the Tuesday before the event in my demonstration Shelby GT350. Once I arrived, Jacques offered me the drive, for free! So we did our practice sessions, and we realized that the strongest opposition in the GT class was Roy Pike and Pierce Courage in a similar 275 GTB/C (number 09035) entered by the UK Ferrari distributor, Maranello Concessionaire”.
 
 
On 18 June, at 4:00 pm, Pierre Noblet took the wheel of 09027 for the start. Dubois alternated with him, and despite gearbox issues, they drove the yellow berlinetta safely and quickly, passing the chequered flag as 10th overall and 2nd in class.
 

 
They finished just behind 09035, which placed 8th overall and 1st in class. These were impressive results for a brand-new car that was competing in one of the most difficult races in the world and having just been completed only a few days before the race…never tested!

Chassis 09027 was also a class winner in the 1966 Mont Ventoux Hill Climb, where it was piloted by Lucien Bianchi, one of the most experienced privateer Ferrari drivers. Other period races included the punishing 84-hour Marathon de la Route at the Nürburgring in 1966, driven by Lucien Bianchi and Eric De Keyn, and at one point, it led the event. This race was one of the first times that a car was equipped with a driver-to-pits radio link. It was damaged in a race accident, when de Keyn crashed at the famous Karussel turn, and it was returned to Carrozzeria Scaglietti, in Modena, for repairs. En route to Brussels, after repairs, 09027 was damaged again, when the transporter overturned, necessitating a return to Scaglietti, where it was restored to as-new condition.
 

 
Of special note, 09027 was pictured on the official Le Mans poster for 1967. Ironically, it failed to qualify at Le Mans that year, and after which, it was sold to British owner/driver and Autosport magazine journalist, Patrick “Paddy” McNally. Off to the races, with McNally and Ed Nelson driving under the Ecurie Francorchamps banner, 09027 competed in the Paris 1000 km race at Montlhéry, where it retired after a minor accident. After repairs by UK Ferrari distributor Maranello Concessionaires, 09027 passed through several British owners.
 
 
 
 
Repainted Rosso Corsa in 2002, and comprehensively restored in recent times, it has been owned by such renowned Ferraristi as Hans-Dieter Blatzheim, Hein Gericke, Klaus Werner, Yoshiho Matsuda, Hartmut Ibing, Sir Anthony Bamford, and Jean Pierre Slavic. A comprehensive file, including ownership history and invoices for work done on 09027, as well as research compiled by Marcel Massini, is available for inspection. Lord Irvine Laidlaw acquired 09027 in 2004, and since then, his wife, Christine, has successfully completed many Tour Auto-style events in this car.
 

Despite its intense racing life, the 275 GTB/C sn 9027 retains most of its original components, such as its Le Mans engine (number 0014), its original magnesium-cased transaxle (number 672), and its original body shell (number B5), but parts of the aluminium outer skin have been necessarily replaced after the occurrence of hard-fought racing injuries over the years.
 
 
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