1965 Ferrari Models: The Complete Lineup, Road and Race

1965 was the year Ferrari’s road cars finally caught up to its race cars. The 275 GTB brought a transaxle and independent rear suspension to a showroom Ferrari for the first time, the 500 Superfast gave the company’s wealthiest clients a 174-mph grand tourer with a Rolls-Royce price tag, and on the track, the 330 P2 and 365 P2 were fighting Ford’s GT40 program lap for lap. Eight distinct models wore the prancing horse that year, split almost evenly between the road and the racetrack.

TLDR

1965 Ferraris break into two groups: road cars (275 GTB, 275 GTS, 275 GTB/C, 330 GT 2+2, 500 Superfast) and prototypes built for the works racing team (365 P2, 330 P2, Dino 206 SP). The 275 GTB is the one to know — it introduced the transaxle layout that every front-engined Ferrari still uses today. The 275 GTB/C, a 22-car competition run, is the rarest of the bunch and the hardest to find at auction. Values range from roughly $250,000 for a 330 GT 2+2 to well over $3 million for a documented 275 GTB/C.

Table of Contents

• The Road Cars
• Ferrari 275 GTB
• Ferrari 275 GTS
• Ferrari 330 GT 2+2
• Ferrari 500 Superfast
• The Competition Cars
• Ferrari 275 GTB/C
• Ferrari 365 P2
• Ferrari 330 P2
• Ferrari Dino 206 SP
• Which 1965 Ferrari Is Hardest to Find
• What They’re Worth Today

The Road Cars

Four road-going models carried the 1965 model year: two versions of the 275 built on the same chassis, the long-running 330 GT 2+2, and the hand-built 500 Superfast. All four shared Ferrari’s Colombo-derived V12, but the displacement and the drivetrain layout split them into distinct characters.

Ferrari 275 GTB

The 275 GTB is the model that makes 1965 matter. It was the first series-production Ferrari to put the transmission at the rear axle instead of bolted to the engine, a change that shifted weight rearward and let the car turn in with none of the nose-heavy push that plagued earlier front-engined Ferraris. Independent rear suspension replaced the old live axle in the same stroke.

• Engine: 3,286cc V12, two overhead camshafts
• Output: 280 hp at 7,000 rpm
• 0-60 mph: 6.1 seconds
• Top speed: 160 mph
• Transmission: 5-speed manual transaxle
• Production: roughly 450 units, 1964-1968

Early “short nose” cars developed front-end lift above 140 mph, which Ferrari fixed in September 1965 by stretching the nose six inches — the “long nose” cars from that point on are the ones most collectors chase, because they combine the original’s proportions with a body that actually stays planted at speed.

Ferrari 275 GTS

Where the GTB is a closed berlinetta, the GTS is the open spider version Pininfarina designed for the same chassis, shown alongside the GTB at the 1964 Paris Salon. It shares the 3,286cc V12 but is tuned slightly milder, at 260 hp, and dressed in a more conservative body than the GTB’s curves — a deliberate choice, since Ferrari sold the GTS as the touring car and the GTB as the driver’s car.

• Engine: 3,286cc V12, two overhead camshafts
• Output: 260 hp at 7,000 rpm
• Transmission: 5-speed manual transaxle
• Production: 200 units, late 1964 through early 1966

Only 200 were built in an 18-month run, which makes the GTS scarcer than its GTB sibling despite the near-identical mechanical layout underneath.

Ferrari 330 GT 2+2

The 330 GT 2+2 was Ferrari’s answer to a question the 275 didn’t try to solve: what if a customer needed to bring their kids. It carried a larger 3,967cc V12 and genuine rear seats, aimed at owners who wanted Ferrari performance without giving up a family car’s usability.

• Engine: 3,967cc V12
• Output: 300-plus hp
• Top speed: 152 mph
• Production: 625 Series I cars plus 474 Series II cars, 1964-1967

1965 was the transition year for this model. Mid-year, Ferrari added a five-speed gearbox in place of the earlier four-speed-plus-overdrive setup, and by the end of 1965 the quad-headlight nose gave way to a cleaner twin-headlight face, creating what collectors now call the Series II. A car ordered in January 1965 and one ordered in December are, mechanically and visually, almost different vehicles.

Ferrari 500 Superfast

If the 275 GTB was Ferrari’s engineering statement, the 500 Superfast was its status statement. Pininfarina built each one essentially to order, and Ferrari made only 36 across the entire run — one or two a month, tailored to whichever industrialist or aristocrat had placed the order.

• Engine: 4,963cc V12, single overhead cam per bank
• Output: approximately 400 hp
• Top speed: near 174 mph
• Transmission: 5-speed manual transaxle
• Production: 36 units total, March 1964 to August 1966

At over $15,000 new, a Superfast cost roughly twice what a Rolls-Royce did at the time. That price bought the fastest four-seat production car in the world in 1965 — a claim the Superfast could actually back up on an autostrada.

The Competition Cars

Ferrari’s works team ran a separate lineup in 1965, built to fight Ford’s newly aggressive GT40 program at Le Mans and to defend the manufacturer’s title in the World Sportscar Championship. None of these were ever sold through a dealership.

Ferrari 275 GTB/C

When the FIA denied homologation to the mid-engined 250 LM, Ferrari’s answer was to turn the road-going 275 GTB into a race car instead. The GTB/C (“Competizione”) got an aluminum body, high-lift camshafts, bigger valves and carburetors, Plexiglas side windows, and flared arches over wider wheels — everything a customer-racing GT needed and nothing it didn’t.

• Engine: 3,286cc V12, race-tuned
• Body: thin-gauge aluminum by Scaglietti
• Production: approximately 22 units (roughly 10 short-nose, 12 long-nose), 1965-1966

An Ecurie Francorchamps GTB/C finished third overall and won the GT class at Le Mans in 1965, and the cars also ran the Targa Florio and the Nürburgring 1000Km that year. It was the last Ferrari competition GT designed under engineer Mauro Forghieri’s road-racing department before the focus shifted fully to prototypes; the 1967 Ferrari lineup would show the full extent of this pivot.

Ferrari 365 P2

Built specifically for the 1965 International Trophy for GT Prototypes, the 365 P2 gave Ferrari’s satellite teams — the ones running cars outside the factory squad — a 4.4-liter engine option distinct from the works cars’ 4.0-liter units. Only five were built.

• Engine: 4,390cc V12
• Weight: 850 kg
• Top speed: approximately 190 mph
• 0-62 mph: just over 4 seconds
• Production: 5 units, 1965

Ferrari 330 P2

The works team’s primary weapon carried the smaller 3,967cc V12 — the same displacement as the road-going 330 GT, but with twin overhead camshafts per bank and six carburetors turning it into a roughly 410-450 hp race engine at 820 kg. Driven by John Surtees and Ludovico Scarfiotti, the 330 P2 won the 1965 Nürburgring 1000Km, leading every lap and finishing in under seven hours — the first time the race had ever been run that fast. It was Ferrari’s fourth consecutive win at the Nürburgring.

• Engine: 3,967cc V12, twin overhead camshafts per bank
• Output: approximately 410-450 hp
• Weight: 820 kg
• Notable result: overall winner, 1965 Nürburgring 1000Km

Ferrari Dino 206 SP

The odd one out in the 1965 lineup, the Dino 206 SP wasn’t built for endurance racing at all. It was a purpose-built hillclimb barchetta, powered by a 1,987cc V6 instead of Ferrari’s usual V12, and built light enough to make the most of the European Mountain Championship’s short, steep courses. Ludovico Scarfiotti drove it to four wins that season and took the title.

• Engine: 1,987cc V6
• Purpose: European Mountain Championship, one-off construction
• Result: 1965 European Mountain Championship title (Scarfiotti)

Which 1965 Ferrari Is Hardest to Find

By raw numbers, the 275 GTB/C wins easily. Roughly 22 were built against 450 GTBs, 200 GTS spiders, and 36 Superfasts, and because they were raced hard from new, several were crashed, rebuilt, or lost entirely — surviving, documented GTB/Cs with unbroken race histories number well under 20 today. The 365 P2 is scarcer still on paper, at five cars, but it rarely appears at public sale; most examples that survive sit in private or institutional collections and simply don’t change hands. Among cars a private collector could realistically buy, the GTB/C is the one that turns an auction into an event.

What They’re Worth Today

Values across the 1965 lineup span nearly an order of magnitude, and the gap has widened as documented race history and matching-numbers originality command bigger premiums than they did a decade ago.

• 330 GT 2+2: roughly $250,000-$450,000, the entry point into 1965 Ferrari ownership
• 275 GTS: roughly $1.2 million-$2 million, depending on originality
• 275 GTB (long nose): recent public sales have landed between $1.2 million and $2.76 million, with a Munich sale in late 2025 reaching $2,759,532
• 500 Superfast: typically $2.5 million-$3.5 million, with exceptional cars pushing higher in private sales
• 275 GTB/C: competition history is the deciding factor here; well-documented cars with period race results have sold north of $3 million

Numbers matching, race provenance, and coachwork originality move these figures more than any spec sheet does. A 275 GTB with a replaced engine block is a different car, financially, than one with its factory-original unit — sometimes by a factor of two.

The 1965 lineup is short enough to learn completely and varied enough to reward doing so: a family coupe, a status symbol, a homologation special, and three cars built purely to win. That range, in a single model year, is why collectors still treat 1965 as one of Ferrari’s defining seasons.