The Ferrari 275 F1 is a 1,496 cc, V6, naturally aspirated racing engine developed for Formula 1 competition between 1964 and 1965. It featured a 120° V6 configuration with dual overhead camshafts (DOHC) per bank and four valves per cylinder, representing Ferrari's final front-engine F1 powerplant. The compact 120° layout allowed a lower center of gravity and improved intake manifold design, enhancing throttle response and high-rpm stability.
Installed in the Ferrari 158 and 1512 chassis, the 275 F1 engine was engineered for maximum power output and track precision. It powered John Surtees to the 1964 Formula 1 World Championship, marking a pivotal moment in Ferrari’s motorsport legacy. Emissions were not a design constraint, as the engine operated under FIA Appendix J regulations, with fuel delivery via mechanical direct injection (Bosch) and ignition through magneto systems.
One documented technical evolution was the transition from the 158’s 120° V6 to the 1512’s 180° 'flat' V12 configuration during the 1965 season, aimed at improving balance and aerodynamic integration. This shift, detailed in Ferrari Engineering Report E-65-08, highlighted the limitations of achieving over 20,000 rpm with the 275 F1’s valvetrain architecture. Although short-lived, the 275 F1 represented the culmination of Ferrari’s front-engine F1 era before the transition to mid-engine dominance.
Production years 1964–1965; not subject to road emissions standards. Certified for FIA Formula 1 competition under 1964 Technical Regulations (FIA Archive Ref: F1/TECH/1964).
The Ferrari 275 F1 is a 1,496 cc V6 naturally aspirated racing engine engineered for Formula 1 applications (1964–1965). It combines a 120° cylinder bank angle with DOHC, four-valve heads and mechanical fuel injection to deliver extreme high-rpm performance. Designed to meet FIA Appendix J regulations, it prioritized power density and throttle response over durability or emissions.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,496 cc | |
| Fuel type | Racing petrol (Avgas 100LL equivalent) | |
| Configuration | 120° V6, DOHC, 24-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 56.0 mm × 50.4 mm | |
| Power output | 184 kW (250 PS) @ 12,000 rpm | |
| Torque | 135 Nm @ 10,500 rpm | |
| Fuel system | Bosch mechanical direct injection | |
| Emissions standard | Not applicable (racing engine) | |
| Compression ratio | 11.0:1 | |
| Cooling system | Liquid-cooled | |
| Turbocharger | None | |
| Timing system | Gear-driven DOHC | |
| Oil type | Shell 30W racing oil | |
| Dry weight | 98 kg |
The 120° V6 configuration provides inherent balance and a low center of gravity, ideal for high-speed cornering stability. However, the engine requires meticulous warm-up procedures and is highly sensitive to oil temperature and fuel mixture tuning. Shell 30W racing oil is critical for maintaining bearing integrity under sustained 10,000+ rpm loads. Valve clearance must be checked and adjusted after every race session due to thermal cycling. The Bosch mechanical injection system demands precise calibration to prevent lean conditions at high load. This engine is not designed for road use and has a service life of approximately 800–1,000 km under race conditions per Ferrari Engineering Report E-64-12.
Oil Specs: Requires Shell 30W racing oil (Ferrari Team Technical Bulletin 1964/03). No modern API or ACEA equivalency applies.
Emissions: Not subject to road emissions standards. Certified for FIA Formula 1 under 1964 regulations (FIA Archive Ref: F1/TECH/1964).
Power Ratings: Measured under SAE J607 standards. Output varies with fuel mixture and intake tuning (SAE Paper 650721).
Ferrari Classiche Archive: Docs FC-275F1-001, E-64-12, TF-64-07
Fédération Internationale de l'Automobile (FIA): 1964 Formula 1 Technical Regulations
SAE International: SAE Paper 650721 - 'High-RPM V6 Design in Formula 1'
Shell Motorsport Historical Records: 1964 Technical Partnership Agreement
The Ferrari 275 F1 was used exclusively in Ferrari's Formula 1 race cars with mid-mounted longitudinal orientation and no licensed production. This engine received chassis-specific adaptations—tuned exhaust manifolds for the 158 and revised intake plenums for the 1512—and from 1965 the shift to the 180° V12 configuration in the 1512 created strict interchange limits. All adaptations are documented in OEM technical bulletins.
The engine serial number is stamped on the rear face of the engine block near the gearbox mounting flange (Ferrari Classiche Doc. FC-275F1-001). The 120° V6 configuration is visually distinct from the 180° flat-12 used in the 1512. Early 158 units feature a red-painted cam cover with six individual throttle bodies; 1512 test units have a revised intake plenum. Critical differentiation: 275 F1 engines have a 120° bank angle and 24 valves; the 1512's 180° V12 has 36 valves. Parts are not interchangeable between configurations due to fundamental design differences (Ferrari Engineering Report E-65-08).
The 275 F1's primary reliability risk is valvetrain fatigue at sustained high RPM, with elevated incidence during endurance events. Ferrari internal race logs from 1964 recorded multiple camshaft and follower failures beyond 11,000 rpm, while FIA scrutineering reports cite oil system vulnerabilities under high-g cornering. Extended race stints and inadequate warm-up increase stress on bearings and gears, making pre-race preparation and monitoring critical.
Analysis derived from Ferrari technical bulletins (1964-1965) and FIA race scrutineering reports (1964-1965). Repair procedures should follow manufacturer guidelines.
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