The Ex-Charlie Kemp and Patrick Ottis
1967 FERRARI 275 GTB/4
COACHWORK BY PININFARINA
Chassis No. 10299
Engine No. 10299
Red with tan leather interior
Engine: V-12, double overhead camshafts, dry sump lubrication, 6 Weber 40 DCN9 17 carburetors, 3,286cc, 300bhp at 8,000 rpm; Gearbox: five-speed manual; Suspension: double wishbones with coil springs front and rear; Brakes: four wheel disc. Left hand drive.
The 275 GTB/4 was unveiled at the Paris Salon in October 1966 and was the first production Ferrari to boast the use of the quadruple camshaft V-12 power unit. The earlier 275 GTB also introduced at the Paris Salon two years prior had broken new ground. This was Ferrari's first all independent suspension production car.
At Maranello the development personnel had referred to the four-cam engine as Tipo 226 during its pre-production days. Its breeding was impeccable and it could be directly traced back to the full-blooded unlimited capacity racing engines from the 1950s. The Ferrari V-12 four-cam engines in 3.3 and 4 litre form had embodied the very spirit of endurance racing; their throaty roar had thrilled the multitudes at Le Mans, Nürburgring, and across the globe. They powered such machines as the 335s and the rear engined 275s.
The redesigned cylinder heads of the 275 GTB/4 supported twin overhead camshafts, directly operating on the valves. A dry sump system, as previously used in the competition cars, was introduced in order to improve lubrication at prolonged high revs. Sump capacity was increased from 10 litres to over 16 litres. The impressive set of six twin choke Webers provided ample aspiration and the resulting power available afforded remarkable mid-range torque and flexibility. The engine, propellor shaft assembly and rear mounted gearbox/final drive were combined in a rigid sub-assembly which was mounted into the body shell at four points.
The spectacular Pininfarina-designed coachwork was very reminiscent of the 250 GTO. One well known reporter summarized his road test by saying, ...the 275 GTB is superlatively vigorous, very agile and very fast, its comfort, quality of finish and original lines of the bodywork justify its high price, for it is an exceptional motor car, a thoroughbred with luxury devoid of excess and a fiery temperament. The GTB/4 is easily identified externally from the GTB/2 as the hood of the four cam has a raised moulding down the centre section, whereas the GTB/2 is flat.
The introduction of the US Federal Regulations Governing Emissions and other specification requirements foreshortened the production life of this model - the last car left the factory in the Spring of 1968, one of only approximately 280 built.
Chassis no. 10299 was purchased new by racing driving Charlie Kemp. Kemp is famous for his motorsport success, initially in Mustang GT 350 SCCA racing before he graduated to the famous CAN-AM series where he raced McLarens and eventually teamed with George Folmer in the Porsche 917/10. Kemp proved to be a formidable competitor in this incredible race series and finished an impressive 4th overall for the 1973 season behind none other than Mark Donohue, George Follmer and Hurley Haywood, and in front of Jody Scheckter, David Hobbs and Jackie Oliver. Kemp was a Ferrari dealer in the South Eastern US and he retained this 275 GTB/4 for his own personal use, exercising it on occasion. When restorer and Ferrari enthusiast Patrick Ottis finally persuaded Mr. Kemp to part with the Ferrari in 1975, it had only covered approximately 16,000 miles.
At some point during Mr. Ottis' ownership the 275 GTB/4 was stripped to bare metal for a complete respray. The paint has mellowed with age and there are a few minor stone chips and blisters that have come with time and use. The interior appears to be mostly original and untouched, although the driver's seat has probably been re-dyed to freshen its appearance. The odometer presently reads just under 29,000 miles which we believe to be correct. The 275 GTB/4 remained in Mr. Ottis' care until recently.
On a recent short test drive we noticed that the clutch is slipping. The motor sounds healthy although, as with all high performance engines, we would recommend a proper service and inspection by specialists before prolonged use.