The Engineering Brilliance of the 1967 Ferrari 275 GTB/4
The Ferrari 275GTB/4 broke new ground for Ferrari – and it has the engineering nous of a Brit abroad to thank. Mike Parkes may be best known for his racing career which started with an MG before moving onto Fraser Nash and Lotus. He then got the call from Ferrari, and would notch up two podiums and a pole position in six Grand Prix events for the Scoderia. He would also become a strong force in endurance racing, but his engineering skills would, if anything, prove more critical for Enno Ferrari Parkes worked for the Rootes Group between 1950 and 1962, working his way up from a trainee to head up the development of the Hillman Imp. In 1963 he moved to Maranello, to lead the development of the Prancing Horse’s road machinery as well as take part in sports car racing.
The 275GTB/4 was one of the models to receive Parkes deft touch. Although the engine was largely the same Colombo-designed 60° V12 that had powered the 250GTE 2+2, 250 Lusso and 250GTO, the car was a big step forward for Ferrari in terms of dynamics, drawing heavily on lessons learned from the 250TR and 250LM racing machines.
This was the first transaxle Ferrari production car, but it was in the suspension that Parkes made his mark. Its independent, double-wishbone set-up fore and aft, along with Koni dampers and coil springs, were all firsts for Ferrari production cars, which has used live rear axles prior to this. In a roundabout way, Parkes’ skills as an engineer would lead to his departure from Ferrari: in 1967 he’d break both legs at the Belgian GP.
On his return to work, he found that Fiat was in control – and Enzo Ferrari refused to allow him to return to F1 because his engineering skills were too important. He subsequently left for Scuderia Filipinetti as an engineer and driver, and would later act as principal development engineer for the Lancia Stratos.
The 275GTB/4, launched in 1966, offered mechanical improvements, such as four overhead camshafts, six Weber 40 DCN carburettons and a 54° valve angle. A torque tube connected the engine and trans, and there were further upgrades to the cooling system, exhaust and suspension. It is arguably the finest example of Parkes engineering skills.
This particular example, chassis 09677, which I pictured at Concours of Elegance 2023, one of just 330 built, was first supplied to Verona, Italy, before making its way to the US in the early 1970s. It was restored by Wave Obrey’s Motion Products and repainted Rosso with black leather trim, but in 2021 it returned to Motion Products for a fresh refurbishment and a return to its original Azurro over Rosso Connolly leather.