Cars We Sold

1966 Ferrari 275 GTB/C Serial Number 09063 GT


Lead photograph of 1966 Ferrari 275 GTB/C Serial Number 09063 GT


Make   Ferrari Model   275 GTB/C
Year   1966 Serial #   09063 GT
Engine #   09063 VIN   
Engine Type   Tipo 213/Comp. Chassis Type   Tipo 590 A
Build Sequence #    Number Built   8th of 12
Body Type   Berlinetta Body Builder   Scaglietti
First Owner   Rodriguez Current Owner   Current Owner
Build Sheet   Yes Current Location   California


One of twelve 275 GTB/C lightweights built for the 1966 and 1967 race seasons. All featured a very thin alloy body, dry sump with an oil filler access door on top of the fender, very thin lightweight bumpers, magnesium transaxle cases, cam covers and what is essentially a 250/275 LM dry sump engine fitted with three carbs for homologation purposes. They featured a small–tube lightweight chassis.


S/n 09063 GT. This car was one of the most heavily campaigned of the 275 GTB/Cs, being originally sold to Pedro Rodriguez. The car ran at Nassau in December of 1966, finishing 2nd in the Tourist Trophy race, and was then sold back to Chinetti. In 1967 it retired from the 24 hours of Daytona with Salas and Rebaque as drivers. In 1969 Sam Posey and Pedro Rodriguez drove this car to 23rd overall at Daytona. In 1970 Harley Cluxton and Gordon Tatum DNFed at Daytona. This car then became a successful SCCA racer, racing up to 1975!

To Rodriguez (MEX), through Chinetti.

1966, 08 Dec. the Nassau Tourist Trophy Race, originally scheduled for 25 Nov., 1966, was held late because of shipping problems. Many cars did not arrive in the Bahamas in time for the scheduled Nassau Tourist Trophy Race so that race was postponed. It was then run concurrently with the Governor’s Trophy Race.

Rodriguez finished 6th overall in the combined Governor’s Trophy/Tourist Trophy Race. Rodriguez also finished second in the separate Tourist Trophy Race classification.

To Chinetti (USA).

To Dr. Gerardi (USA).

1970, to Harley Cluxton (Chicago USA).

1970, to Peter Johantgen (Colorado, USA) Peter had the car driven by Danny Collins in SCCA & local races.

1976–80 Ferrari Owner’s Club Roster, listed by Tex Arnold, Aurora, Colorado. (USA). Edwin (Tex) Arnold then raced 9063 in SCCA A–Production in Texas in 1976.

To Steven Stephner (USA).

To FAF Motorcars (Atlanta, USA).

To Dr. Ron Finger (Savannah, USA).

To Joe Marchetti (Chicago, USA).

1992, to Al Obrist (Switzerland).

To Bernie Eccelstone (GB).

1999, 25 Aug., as per long talk with a client, the McCaw brothers have just bought 9063 GT and 7437 GT from Obrist for a very substantial sum, and will be soon selling s/n 9007 for some reason!

2000, 10–15 Apr., Tour Auto, McCaw–McCaw.

2000, 17 Aug., Brooks Quail Lodge. Not sold at $980,000.

As per Sports Car Market review:

Burgundy/tan leather, cloth. LHD. Odo: 268 kms. 5–speed manual. Borrani wire wheels. A superbly restored competition 275 with significant history. Pristine condition, factory roll bar is standard. Ex–Pedro Rodriguez. Cond: 2+. Not sold at $980,000. This 275 was superb, but Brooks had estimated it at $1.2M to $1.5M and the last few known sales of this type tended to be at the $1M level or just below. The crowd seemed to want this car at the same level and refused efforts to kick it up a notch.

2001, Cavallino Classic Shell Historic Challenge. Driven (very well) by Dominic Dobson.

2001, 10 Mar., at RM Amelia Island auction. Per catalog:

Mexico’s Rodriguez brothers, Ricardo and Pedro, were racer wonder–kids in the Sixties. Sons of an ambitious father who had built a fortune in Mexico, their toys were Porsches and Ferraris and they proved worthy of driving the best of them. Ricardo, the younger by two years, stepped into Formula 1 at the age of 19 years, 6 months and 7 days at the wheel of a Ferrari in the cradle of Italian Motorsport: Monza. He qualified it second. While their father’s money might buy rides, only talent could buy the exceptional results of Pedro and Ricardo Rodriguez.

Pedro, two years older, shared many epic drives with his little brother. Known for their co–drives, the brothers Rodriguez frequently competed against each other in storied contests and if Ricardo was more often the faster, Pedro was more often the finisher.

Senor Rodriguez could afford the best for his boys. The best came from Maranello and Luigi Chinetti’s NART was the conduit through which many of Ferrari’s best cars flowed out to the world. Testa Rossa, Dino, GTO and others migrated from the Scuderia to NART. Perhaps to stimulate the interest of potential buyers, NART frequently demonstrated their prowess in a race or two, often with a Rodriguez behind the wheel. At important events NART fielded its best cars and drivers. The audience was right for attracting both paid and paying drivers and for promoting the attributes and availability of the cars to well–heeled racers.

Nassau in the Sixties was one such event. Promoted by the legendary Capt. Sherman F. Cruise (known universally as “Red”) Nassau was known to be a party punctuated by a few races, but it attracted the best teams, cars and rivers. Spectators were few and far between. This was the racers’ Speed Week and they gathered in Nassau to sip, slip and slide around its sandy runways and abundant watering holes among a comprehensive sampling of their brethren.

It was in this star–studded enclave that the car offered here made its debut in the talented hands of Pedro Rodriguez. Ferrari had introduced the 275 GTB in 1964. Its Colombo–based V12 now displaced 3.3 liters. Its suspension derived from Ferrari’s recent racing experience with the 250 LM, employing independent rear suspension and a transaxle for better road holding and balance, the first road Ferrari to feature IRS Ferrari’s race car development was now being focused, forced both by competition and by regulations, onto single purpose sports–racers but the 275 GTB’s combination of performance and handling commended it to GT competitions. The series was offered from inception with the buyer’s choice of steel or lightweight aluminum coachwork. In both cases bodies were supplied by Scaglietti to an aggressive yet gracefully curvaceous design by PF. The single cam V12 was homologated with three dual–throat downdraft Webers 40DCZ6 carburetors and was noted for its smooth power delivery and broad usable torque band. This was really the last Ferrari street car that could be driven to the track and then raced with reasonable prospects of a competitive performance and Ferrari drivers did so in some numbers and with success.

Always ready to capitalize on a niche, and bedevil the technical inspectors of the FIA. Ferrari created a six–carb version of the 275 GTB with 20 more hp that was even more effective but often raced in the Prototype class when event scrutineers realized the 6 Webers, so familiar on Ferrari’s sports–racers, weren’t homologated on the Berlinettas. But competitors were nipping at Ferrari’s GT heels so in 1965 a true competition Berlinetta was created with three Weber induction, meeting the letter of the 275 GTB’s homologation. It was designated 275 GTB/C (“Competizione”), with GTO–like nose that marked its departure from the production 275 GTBs. Prepared for Le Mans in 1965, Ferrari’s competition challenged the car’s homologation, but it was approved just before the race, justifying Ferrari’s efforts with a sterling finish, 3rd overall and 1st in GT driven by Willy Mairesse and later won the 1965 Nassau TT with Charlie Kolb.

A short run of similar cars followed, sporting the standard 275 GTB nose which had been subtly lengthened to eliminate lift at high speed. The first series of 275 GTB/C’s had wet sump engine and were more modified alloy body production 275s than racing specials.

That was not to be the case in 1966 when the success of the first series of 275 GTB/Cs led Ferrari to conceive and produce a second series in 1966. Only a dozen of these 2nd series 275 GTB/Cs were built. Like other cars being built, developed, designed or conceived in the backrooms of GM, Ford and Porsche, the second series of 275 GTB/Cs were pure race cars that borrowed some parts and styling from standard production cars.

The 275 GTB/C’s type 213/comp 3.3 liter engines used three Weber carbs and there the similarity to the type 213 engines in the road 275 GTBs ended. In fact, the 275 GTB/Cs engine was more similar to the 275 LM engines than to the regular type 213 engines. Dry sump lubrication with 22 quart capacity and a massive oil cooler ensured reliable operation. Forged 9.3:1 compression pistons operated a competition crankshaft through special connecting rods. Type 130 competition camshafts operated high temp. steel valves through needle bearing rocker arms as fitted to the 250 GTO and 275 LM. There may have been only three carbs but they were special 40 DFI3s to cope with the engine’s deeper breathing and higher revs. Wherever possible, engine components including the valve and camshaft drive chain covers and the bellhousing, were cast from magnesium alloy. The factory claimed 320 hp from this passionate and powerful heart; probably about the same relationship to true power as Chevy’s 1967 claim of 425 hp from its 500 hp L88 corvette.

The lightweight chassis was specially built in Ferrari’s racing department and given its own designation. Type 509A. While the “A” is most likely an alphabetic variant, it could equally be the Italian “Alleggerita”, for these affairs were most seriously “lightweight”. Constructed of the lightest practical tubing but stiffer in torsion than the production 275 GTB, the elimination of unnecessary mass throughout the chassis was comprehensive. Bodies too, were greatly hammered from aluminum even thinner than that used on the legendary 250 GTO and sported larger and wider wheel arches to accommodate wider wheels and tires. The gearbox and drive train are special, retaining the open driveshaft of early 275 GTBs, albeit with constant velocity universal joints, for easier inspection and service.

Weighing 300 pounds less than standard aluminum–bodied 275 GTBs, the GTB/C’s designers and builders had achieved their objective. The performance of these powerful, well–balanced and lightweight racers is scintillating and comparable with that of the 250 GTO. In these twelve exotic GT’s almost silhouette racers, Ferrari created one of the marque’s rarest variants. It is only this second series that carries the 275 GTB/C designation on their chassis id plates.

Rodriguez found himself driving 09063’s debut at Nassau in a race which combined the Governor’s Cup modified cars with the Tourist Trophy production–based cars because of a delay in some of the car’s arrival in the Bahamas. Despite competition from the likes of Ferrari sports racers and American Can–Am specials like the Chaparrals the brilliant Pedro Rodriguez showed both his ability and his 275 GTB/C’s pace by finishing second in the Tourist Trophy and sixth overall, a remarkable accomplishment among such a star–studded entry of cars and drivers. However, even recognizing Pedro Rodriguez’s talent, his ability to master 09063 without practice or familiarization is both a testament to the potential of the 275 GTB/C and an example of the balanced and predictable performance that makes the 275 GTB/C an ideal historic racer.

Following Pedro Rodriquez’s demonstration of 9063’s capability at Nassau, Luigi Chinetti sold 9063 to one of his established clients, Ennio Gerardi, who retained it for three years without exploiting its proven competition potential. In 1970, however, 9063 passed to Harley Cluxton who quickly entered the now w–year old GT in the 1970 Continental with Gordon Tatum co–driving, classified 23rd at the finish. Cluxton’s subsequent entry in the 1970 Sebring 12 Hours with co–driver Dr. Wilbur Pickett was frustrated by a piston failure in practice. After Harley Cluxton’s ownership 9063 passed to Peter Johanigen who entered it twice in CA regional events with Danny Collins driving, then Edwin (Tex) Arnold who raced 9063 in SCCA A–Production in Texas in 1976. Arnold’s A–Production history is all the more remarkable in that it was a full ten yeas after 9063’s Nassau debut, further attesting to the competitiveness of the 275 GTB/C when it was a frontline GT competition machine, as well as the flexibility of SCCA’s “production” classifications.

From Arnold 09063 passed to Steven Stephner, then to FAF Motorcars who completed the restoration begun by Arnold after which it was acquired by Dr. Ron Finger of Savannah, GA. In 1992 09063 was bought by premier Ferrari collector Albert Obrist to join his superb collection. After restoration by Michelotto and Cognolato in Italy, 09063 passed to F1 supremo Bernie Eccelstone when he acquired Obrist’s collection, then to the most important collection of Ferraris in the US, its current owner, in 1999.

Meticulously presented in its original eggplant livery with outside laced Borrani wire wheels and dry sump 320+ hp 2–cam engine, 09063 is one of only twelve second series 275 GTB/Cs, among the most rare and highest performance examples of Ferrari’s fabled high performance Gran Turismo. Perhaps unique even in this rarified stratum of racing Ferraris, 09063 sports a factory installed six Weber carb intake. It has a unique connection with Pedro Rodriguez, one of the most talented drivers of the Sixties, and the legendary NART. It is a machine that will reward its new owner with exceptional performance, beauty and history, just as it did its present owner at the January 2001 Cavallino Shell Historic Ferrari Challenge where it won its class. Hammered sold at $1 million plus commission.

The buyer is a client of M. Sheehan.

As per Sports Car Market review:

Cond: 1. Sold at $1.1 million. Consigned by West Coast reader, this was the first of several cars to crack the million–buck mark at this auction. Price was market correct, and about the same money the car was bought for a few years ago. Bought by another subscriber.

2001, 11 June, seen by Jarrett Rothmeier at Symbolic’s workshop.

2001, 2 Sept., as per e–mail from client/owner to M. Sheehan:

On GTB/C we are asking a fair market price. Please advise if your buyer/client is serious.

2001, 12 Oct., M. Sheehan met with a buyer/client at a popular cafe for lunch re: this car.

2001, late October, as per our various conversations with client, since we seem to be getting nowhere with car “A”, it’s time to make a run at 275 GTB/C s/n 9063.

2001, 30 Oct., drove (buyer) client to (seller/client) owner’s home and inspected the car in detail. Buyer went for a long ride with the seller. Buyer said might be a buyer and an offer was made.

2001, 31 Oct., counter offer made by seller.

2001, 12 Nov., e–mail from buyer/client:

Subject: # 9063GT

Counter–counter offer made.

2001, 20 Nov., deal done.

Note: The above vehicle information is complete and accurate to the best of our knowledge at the time it is posted to this website. Corrections or additional information is always appreciated.