275 on Ebay s/n 06681

Looks like the current high bidder is one our FChat compatriates from the Left Coast.
The car won't bring the buy it now price.

 

Since there's been a thread on that subject, would this car be called "over-restored" or just showroom new again? Whichever, it's awesome, but yes, a little on the pricey side.

 

I predict Tom won't be parting that one out!

 

But he will be parting someone with their checkbook when he sells it...

 

Check out the picture of the differential (Shown vertically). That is not part of a GTB driveline!!
Note that it's located by a Watt's linkage, ala 250 GTO.
Am I wrong?
Bob Z.

 

this is making me sick. i have always wanted this car and was willing to take a 2 cam just to get into one, thinking it would be cheaper.....so much for that...i just cant believe these prices....what are people thinking?

 

Isn't that the way GTB drivelines were before the torque tubes?

 

Iv'e seen that car advertised some where else for that same price but I can't remember where.

 

Damm..my father sold his shortnose in 2003 for 220k$

 

No - all 275s were transaxle cars. The first "open driveshaft" cars used a torque rod with a spine on each end. The engine and transaxle each had four mounting points. The interim cars had open driveshafts with a universal on each end, same mounting points.

With the advent of the torque tube, they returned to the dual spline system but the shaft ran throught a rigid tube connecting the engine and transaxle. Since the system became one rigid piece, the engine and transaxle needed two mounts each. The system is located longitudinally by a tension/compression member attaching the engine to the frame.

All transaxle cars use a center driveshaft bearing since the shaft is very slender and turns at engine RPM.

(Is anyone curious as to why the shaft is so small in diameter - around 3/4"? There are actually two reasons.)

The Watts link used on the GTO (and probably other live axle cars) is an extremely precise method of laterally locating the rear end. Invented of course by James Watt - inventor of the steam engine.
A cheaper method of location is with a Panhard rod.

Bob Z.

 

You know, If I was trying to get nearly half a million dollars for a car, I would take a couple of minutes to rotate my pictures.

 

They've got pictures of undercarriages of two different cars.

 

That's nothing. I sold my alloy long nose 6 carb comp 275GTB (Targa Florio dnf) for 14K in 72.

 

Then the gods smiled on you with 0846!

 

That's nothing, my father in law sold his alloy 275GTB/4 with outside filler cap (you all know the car) for $90k in 1980. Woe is me.

 

True,True,True!

 

Bob Z:

Not that this is going to affect any plannned purchases, but I'm curious as to the in-use structural integrity of the torque tube: Was it a design that worked reliably, and what was the reason for it, to make the engine and transaxle more of a rigid unit, perhaps?

Thanks,

Scott

 

The seller also had a Lusso advertised and it would appear that the live axle photo - probably Lusso - got innocently mixed into the ebay listing. The GTB drivetrain shown appears to be an aftermarket driveshaft conversion (to try and cure vibration issues), as the original shaft is indeed a very small diameter solid shaft in all instances. The torque tube simply has the thin shaft housed within the tube. The vibration problems stem from the precise nature of the alignment needed between the engine output shaft at the clutch and the input at the transaxle. Expansion is also a factor. The first design with rigid couplings and no torque tube depends on fine alignment. However, with heat expansion, the rigid couplings restrain the shaft, leaving no room to move and the shaft can take on a barely measurable sine shape over its length, especially without the torque tube to hold the alignment.

 

You had it coming : SHAME ON YOU !

 

Yes.

 

If you think that's bad, guess who has Jim's old 275 now?

Walter Medlin!!!

 

I guess we'll never see that car again then . Unless theres another hurricane .

!