differential. This was the first time a transaxle was used on a Ferrari production road car, although they were used on some earlier Ferrari competition models such as the 250 Testa Rossa. The 275 chassis was a conventional ladder frame design fabricated from oval-section steel tube. Mike Parkes had a major role in developing the 275's suspension, which employed many technologies tested in earlier Ferrari racing cars such as the 250 TR and 250 LM. Double wishbone independent suspension was used at all four wheels along with Koni shock absorbers and coil springs. The 275's four-wheel independent suspension was a first for Ferrari road cars, which were previously equipped with live rear axles. Dunlop disc brakes were equipped at all four wheels, although even during the mid 1960s they were considered inadequate due to small size, lack of ventilated discs, and an underpowered servo and caliper. Cast magnesium 14 inch diameter wheels were standard equipment, with Borrani wire wheels available as a factory option, both wheel options came fitted with Pirelli 205VR14 Cinturato CN72 tyres. The 275 engine was initially mounted to the chassis at four points, each insulated by a thin rubber pad in road cars or an aluminium spacer in competition versions. The transaxle was similarly mounted to the rear of the chassis at three points. Engine and transaxle were connected via a rigid drive shaft, supported by a central bearing. This mounting arrangement allowed the engine and transaxle to act as stressed members of the chassis. This improved overall rigidity, but caused increased noise and vibration and required careful alignment. At the end of 1965, the driveshaft was revised with the addition of CV joints at either end, which allowed some flexibility and misalignment between the engine and transmission. This system was retrofitted to some earlier production cars and was also installed in some early 1966 production series two "long nose" cars prior to the introduction of the torque tube. The coupé body was designed by Pininfarina and manufactured by Scaglietti. The standard 275 GTB body was fabricated in steel with aluminium alloy doors, hood and trunk lid. At least 72 cars were built with a lightweight all-aluminium body, which was an extra-cost option from the factory. A series two, or "long-nose" version of the 275 GTB was introduced in 1966. The second series 275 GTB incorporated a number of mechanical and cosmetic changes. A torque tube