With clients requesting a high-performance grand tourer, with seating accommodating four passengers, Ferrari's solution was the 365 GTC/4. It was introduced in March 1971 to replace the 365 GTC, which had been phased out two years earlier. Pininfarina's new wind tunnel had been used to perfect the sinuous and streamlined shape, inspired by the wedge-shaped design that was sweeping throughout the industry.

The Ferrari 365 GTC/4, the '4' denoting the number of camshafts, was introduced in March of 1971 at the Geneva Motor Show. A total of 505 examples would be built, including 180 units which were distributed to the U.S. market. The U.S. specification examples had two distributors and slightly less horsepower. Much of its technical specification was shared with the Daytona, with adjustments made to conform to its 2+2 purpose, including hydraulic power steering and a softer spring rate. The five-speed gearbox replaced the Daytona's transaxle, the ubiquitous Weber downdrafts were moved to the side to adjust for the low hood line, and the overall wheelbase was stretched to accommodate the rear seating (98.4-inches for the 365 GTC/4 compared to 94.5 inches of the Daytona).

The Ferrari 365 GTC/4 received a tubular spaceframe chassis with a steel body, and the bonnet and doors made from aluminum. The suspension used transverse A-arms, shock absorbers, coil springs, and anti-roll bars. The cast magnesium Rudge knock-off hubs were standard while Borrani wire wheels were optional. Stopping power was via vented discs all round.

The Tipo F 101 AC 000 Colombo V12 engine displaced 4,390cc and had chain-driven two overhead camshafts per bank controlling two valves per cylinder. The cylinder heads and engine block were formed from aluminum alloy, with cast iron pressed-in sleeves. The bore measured 81 mm and the stroke at 71 mm. The Daytona developed approximately 350 horsepower at 7,500 RPM, the 365 GTC/4 was slightly detuned to 335 horsepower (316 bhp for U.S. cars) in favor of a more tractable response. The engine was bolted to a 5-speed all-synchronized manual transmission which was rigidly connected to the alloy housing of the rear differential through a torque tube.

The Ferrari 365 GTC/4 was comfortable and inviting, with rear seating suitable for occasional use. It was priced slightly higher than its 'Daytona' cousin and proved very popular with Ferrari's wealthy clients. The Grand Tourer offered a highly enjoyable driving experience, outstanding performance, and civilized road manners.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 14891
Engine number: 00112

The relationship between Sergio Pininfarna and Enzo Ferrari began in 1951. Since then, over 200 designs have been created. Pininfarina was responsible for many of the memorable Ferrari silhouettes including the 250 GTO, 275, 246 Dino, and the P45. Certainly, Pininfarina has been instrumental in Ferrari's rich history.

The Ferrari 365 GTB/4 Daytona was introduced in 1968 and sales were still strong at the end of 1970 when Ferrari stopped production of the 365 GT 2+2. The 365 GTC also disappeared at the beginning of 1970. There was a bit of a gap in Ferrari's catalogue until a new coupe made its debut in Geneva in 1969. It was designed as a replacement for the 365 GT 2+2 and although it was a 2+2, the rear seats were suitable only for small children. Its appearance and character were very close to the Daytona.

The 365 GTC/4 used an engine similar to the 4,390cc DOHC V12 of the Daytona. In order to meet the new hood line, a new cylinder head was designed. The carburetors were horizontally mounted, and the intake manifolds were installed between the inlets and exhaust camshafts on each bank for the motor. Wet-sump lubrication was used, with respect to a dry-sump system on the Daytona. It had a lower compression ratio of 8.8:1 and brake horsepower of 340, slightly less for emissions-controlled American cars. Six side-draft Weber 38 DCOE carburetors fueled the engine.

The GTC/4 had a wheelbase of 94.5 inches, which remained unchanged from the Daytona. Improvements included standard power steering and a larger luggage compartment. The Daytona used a rear-mounted transaxle while the GTC/4 had its gearbox (a five-speed manual unit) mounted to the engine. The suspension was independent all around, with unequal-length control arms and coil springs, anti-roll bar and hydraulic self-leveling. 11-plus-inch ventilated disc brakes were placed at all four corners.

The GTC/4 was designed and built by Pininfarina with the coupe bodies shipped to Maranello for assembly. The low hood permitted by the side-draft carburetors incorporated retractable headlamps, and a Kamm tail featured traditional Ferrari tail lamps. The interior was a completely new design with more comfortable seating, although the occasional '+2' seats in the rear were best used folded as luggage space. Air conditioning was standard. The seats had cloth inserts as standard with full leather upholstery available as an option.

Between the Spring of 1971 and the Autumn of 1972, 505 examples were produced. During its short lifespan, it accounted for nearly half of Ferrari's V12 engine production cars, most of which (180 examples) were sent to the United States.

This Ferrari 365 GTC/4 was delivered new to Bill Harrah's Modern Classic Motors in Reno, Nevada. It is believed that it was used by Harrah as personal transportation. This car may also be the July 1972 Road & Track magazine road test car.

The car was later owned by Paul Exton of Eureka, California. At this point in history, t still wore its original color combination of Grigio Argento over Nero Cogolo with red inserts. t remained on the West Coast until at least 1985, when it was purchased by Dan Harwitz of Miami, Florida. By this time, it was described as sporting Azzurro Metallizzato paintwork with a new black leather interior.

Mario Bernardi of Hann-Münden, Germany, purchased the car in May of 2011. During his ownership, the car was given a full restoration and refinished in Azzurro Metallzzato. It returned to the U.S. in 2013 where it was purchased by a New York-based collector, who commissioned Autosport Designs of Huntington Station, New York, to reupholster the interior in Blue leather with matching blue carpets.

This car has recently been given full mechanical service and was fitted with a gear reduction starter for trouble-free starting. The car has also been fitted with newly refinished Borrani wire wheels shod with brand-new Michelin XWX tires. It has also received new suspension components, and was given a full chassis and undercarriage detail.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 14871
Engine number: 14871

Ferrari introduced the 365 GTC/4 in March of 1971 at the Geneva Motor Show. Its chassis was derived from that of the 365 GTB/4 Daytona of 1968 and its powerplant was similar to the 4,390cc, dual overhead camshaft V12 of the Daytona, but with a lower compression ratio of 8.8:1, new heads, and lowered output of 340 horsepower (the emissions-controlled cars sent to America has slightly less output). The wet sump-lubricated engine breathed through six side-draft Weber 38 DCOE carburetors and was paired with a five-speed manual transmission. The side-draft carburetors allowed a lower hood line, and unlike the Daytona which had a rear-mounted transaxle, the GTC/4 had its five-speed manual gearbox mounted to the engine. The independent suspension system had unequal-length control arms and coil springs, anti-roll bar and hydraulic self-leveling. Power steering was part of the standard equipment list. The styling was courtesy of Pininfarina, and the coupe bodies were shipped to Maranello for assembly. Design elements included a Kamm tail with traditional Ferrari tail lamps, and a low hood with retractable headlamps. The interior offered the occasional '+2' seating in the rear which was best used folded as luggage space. Air conditioning was standard and the seats had cloth inserts; full leather upholstery was available as an option.

Between 1971 and 1973, Ferrari built 505 examples of the GTC/4 with 180 of those sent to the United States.

This particular Ferrari 365 GTC/4 was built by Pininfarina during the latter part of 1971 and the final assembly was performed by Ferrari that December. It left Maranello wearing the same paint scheme it wears today - Grigio Argento over a Nero Cogolo Connolly interior with matching wool inserts and red carpets. It was sent to the United States and delivered new to Luigi Chinetti Motors in Greenwich, CT in April of 1972. Among its list of features were air conditioning and a Becker Mexico radio with a Hirschmann antenna.

Its original owner was from California and the current caretaker acquired it around 2016. Recently, it was given a comprehensive restoration by marque experts in California and has been driven approximately 300 miles since the work was completed. The odometer displays 36,700 miles.

by Dan Vaughan

Coupe by Pininfarina

This 1971 Ferrari is the eighth GTC4 built and was first owned by Sergio Pininfarina. Initially, this was a Ferrari show car and it has a few special features such as a leather dash (rather than 'mousefur.')

Ferrari 365 GTC/4, 1971-1972

Though it's only a letter off from the Ferrari 365 GTB/4 a.k.a. Daytona, the GTC/4 has a personality all its own. On the surface, the GTC/4 seems little more than a softened take on the Daytona theme. But the car has unique merits and deserves to be recognized as a brilliant grand tourer in its own right and not just as an easy to live with plaything for the rich.

While the GTC/4 will never command the same respect as a Daytona, it is an undoubtedly important car in Ferrari's history. The GTC/4 marked the turn of a new era for the Maranello-based firm.

In 1971, the year of the GTC/4's introduction, Fiat purchased a 40% stake of Ferrari under the guidance of Gianni Agnelli. This Ferrari was one of the first of the fabled manufacturer's creations to be produced by a no-longer independent company.

Purists may cry at the loss of independence to such a pedestrian car builder. As expected, Fiat brought an end to many of Ferrari's wasteful but delightfully extravagant habits. A period of dazzling one-offs and show cars was succeeded by a newfound consistency that only an expert in mass-production could bring. All this startled Ferrari faithful.

Though nobody can be blamed for lamenting the loss of some of the charisma that once characterized Ferrari, it has to be said that Fiat's buying into the company was no bad idea. Enzo Ferrari knew how to race cars, and he did a great job learning how to build them as well. He wasn't a businessman in the same vein as Gianni Agnelli, though. Great car manufactures have come and gone, but thanks to Fiat's intervention, Ferrari is poised to remain a world leader secure in both its historical and financial success.

Now back to 1971. Under Ferrari's new dependence, the GTC/4 was introduced in March at the Geneva Motor Show. Sharing mechanical similarities with the Daytona, the GTC/4 rode on a wheelbase of an extra 100mm and was sheathed in crisply pleated Pininfarina lines with just enough curvature to soften their visual impact.

Under the sheet metal was an all-alloy V12, mounted up front in the manner of a traditional Ferrari GT. It displaced 4.4L and boasted a compression ratio of 8.8:1. With two Marelli distributors, four camshafts, and six Weber carbs, the engine was able to produce a hearty 340hp at 6,800rpm. Torque was rated at 318lb-ft at 4,000rpm. These numbers were impressive, and remain so even today, for a naturally aspirated mill of relatively modest displacement.

Controlling the flow of power to the rear axle was a 5-speed with synchros for all gears. The car was suspended by an independent layout of unequal-length control arms at all corners. Four-wheel vented discs were standard fare.

Few concessions to Fiat's new leadership could be found in the mechanicals, most of which were familiar Ferrari touches. A couple giveaways of Fiat's desire to make this car's driving experience more accessible, though, could be found in the GTC/4's self-leveling rear suspension and ZF power steering. Both were standard, and both were hated by purists as much as they were loved by the American market.

Two rear seats were included with the GTC/4. These uninhabitable perches added little practicality to the Ferrari, but their presence has established the GTC/4 as a legitimate predecessor of the 400, 412, 456, and current 612 Scaglietti.

Rear seats and power steering aside, the GTC/4 looked and drove like a real Ferrari. It was the first production Ferrari to have a design aided by Pininfarina's new wind tunnel. The resulting shape had proportions a tad more relaxed than the Daytona, with a purity rivaled by few other 1970's exotics. Five-spoke Cromodora rims finished off the corners with the same clean detail. Four tail pipes trumpeted the GTC/4's arrival while complimenting the circular taillights.

This Ferrari's design has aged well. The body's beltline follows cleanly from the sweeping hood, and swoops down at the front windows before sloping back up at the rear quarter windows and ending crisply as it converges with the fastback roofline. In the process, distinctly triangular quarter windows are formed. The door handles, though used on many other Pininfarina designs including mass-produced cars like the Alfa Romeo Spider, carry the triangular theme and work surprisingly well for parts-bin pieces.

The bumpers themselves are great accomplishments. Federal safety regulations were growing relentless by the 1970's. Most companies assumed that to keep passengers safe, a car's design must inevitably suffer. Bumpers got bigger and cars got blockier. Ferrari's approach to the dreaded rubber bumper mandate, though, proved the existence of stylish means with which to counter strict new regulations. The GTC/4's rear bumper was light, delicate, and clean, free of fuss and well-incorporated with the design. Up front, the situation was even better. A matte black ring offsetting the sparkling grille, the front bumper was seamless in its execution and matched the GTC/4's design perfectly.

From any angle, the GTC/4 stands ready to cut into the landscape and turn miles into memories. An honest grand tourer, it can hold 27.6 gallons of fuel. With its power steering and sophisticated suspension, the GTC/4 can cruise effortlessly on the interstate. Maybe it lacks some of the soul of its ancestors. It remains, though, a perfect balance of Ferrari firepower and cool calm. An ideal car for the American market, Ferrari produced 500 of them in just two years. Whether viewed as a saving grace for Ferrari or as a diluted interpretation of a once pure brand, the GTC/4 defined a new age for its parent company.

Sources:

Donnelly, Jim; Spiro, Don. 'Ferrari 365 GTC/4 .' Hemmings Sports & Exotic Car Feb 2009: 18-23.

Charman, Andrew. Ferrari. First. Bath, UK: Parragon Publishing, 2005.

'Details.' Ferrari 365 GTC/4 2006 4 Mar 2009 http://www.365gtc4.com/Reference/.

by Evan Acuña

The 365 Series was introduced in the late 1960's and stayed in production until the early 1970's. The 365's were often powered by a Columbo SOHC 4390 cc V-12 engine with three Weber carburetors capable of producing around 300 horsepower. The front and rear suspension for most of the series was independent with double wishbones and coil springs. The 365 GT4 2+2 had an independent with transverse parallelograms and coil springs suspension. The 365 California had a live axle with coil springs rear suspension. The chassis was an oval tube ladder-type frame layout.

Disc brakes were standard on all the vehicles, as was the five-speed manual gearbox. Many of the series received standard options such as power steering and air conditioning, uncommon at the time. When most manufacturers such as Lamborghini and DeTomaso were creating vehicles with mid-engined design, Ferrari continued to use their tried-and-true front-engined, rear-wheel design.

In 1967 Ferrari dominated the Daytona 24 Hours race with a first, second, and third-place finish. At the 1968 Paris Auto Show, the public and press were expecting Ferrari's new Berlinetta to be dubbed 'Daytona'. They were proven wrong when Ferrari dubbed the vehicle the 365 GTB/4, however, the name Daytona is a common reference to the vehicle even to this day. Ferrari had intended on using 'Daytona' but it was revealed prematurely so the traditional Ferrari naming sequence was used.

During its production lifespan lasting from 1968 through 1974, 1383 examples of the Pininfarina designed 365 GTB/4 Daytona vehicles were created.

The famous coachbuilder Pininfarina was tasked with creating many of the designs for the 365 Series. The designs were not new, rather they borrowed many of the styling cues of the prior 330 GTC and 275 GTS models. The headlights were courtesy of the 500 Superfast. The result was a visually stunning automobile with proven Ferrari mechanics and performance.

GT represented Gran Turismo. GTB represented Berlinetta or coupe. GTS stood for open models which were either a Targa roof or a full convertible. '4' represented four-cam engines. 'C' represented 'Competizione' or 'Corsa' meaning 'to race'.

365 California

In 1966 Ferrari introduced the 365 California at the Geneva Auto Show as a replacement for the Ferrari 500 Superfast. The famous coachbuilder, Pininfarina, had been tasked with creating the body for the vehicle. The result was a two-door, two-seat, convertible. The 365 borrowed many of the mechanics of its predecessor including the five-speed manual gearbox, chassis, and suspension. The front of the vehicle was similar in design to the 500 with the remaining portions all new. With a top speed of 240 km/h, it was the fastest convertible in the world at the time. Disc brakes provided excellent stopping power for the 1300 kg vehicle. Production continued for only a year with a total of fourteen examples being created.

365 GT2+2

In 1967 Ferrari introduced the 365 GT2+2, only its second production four-seater vehicle. The vehicle would stay in production until 1971 during which around 800 examples being created.

The rear passengers had limited headroom but there was sufficient legroom for most passengers. The purpose of the vehicle was to provided performance and comfort. As a result, the vehicle was outfitted with electric windows, leather interior, power-assisted brakes, full carpeting, and optional air conditioning.

365 GTC

Near the close of 1968, Ferrari introduced the 365 GTC which stayed in production until 1970. During the production lifespan, 168 examples were produced. The 365 GTC was basically a 330 GTC with a SOHC 4390 cc V-12 engine. Visually, the vehicle was very similar to its predecessor except for the air vents in the front wings had been removed. In their place were black vents placed in the back corners of the hood.

365 GTS

The 365 GTS was a replacement for the 330 GTS. It featured a 4390 cc SOHC engine and had its cooling vents removed in favor of vents in the hood. Only twenty examples were created.

365 GTC/4

In 1971 Ferrari introduced the 365 GTC/4 as a replacement for the 365 GT 2+2. It sat atop a Daytona chassis and given an independent suspension. The same Daytona ventilated disc brakes were used. The gearbox was mounted in the front and the engine was the 4390 cc V12 but with six side draught Weber carburetors and wet-sump lubrication resulting in 340 horsepower.

The design was once again handled by Pininfarina. The two-door, 2+2 coupe had pop-up headlights and five-spoke alloy wheels. During its production lifespan lasting until 1972, around 500 examples were produced. Strict American safety and emission regulations were partly responsible for the demise of the GTC/4.

365 GT4 2+2

The 365 GT4 2+2 was debuted to the public at the 1972 Paris Auto Show as a replacement for the 365 GT 2+2 and the 365 GTC/4. It sat atop an enlarged 365 GTC/4 chassis and given the same mechanics. The larger chassis meant more interior room for the passengers, especially the rear passengers, and their luggage. The styling was once again assigned to Pininfarina. The design was different from the prior 365 models.

During its production lifespan lasting until 1976, 524 examples were created.

365 GT4 BB

The 365 GT4 BB, meaning Berlinetta Boxer, was introduced to the public at the 1971 Turin Auto Show. Its styling was similar to the P6 show car built in 1968. The engine was a flat-12 cylinder power-plant mounted longitudinally. The gearbox was mounted under the engine. This was a great design but ultimately created an unbalanced weight distribution with most of the weight over the rear axle. The weight distribution problem and the fact that the engine was mounted high in the vehicle resulted in a car that had poor handling and never achieved successful racing status.

The 365 GT4 BB was replaced by the 512 BB in 1976. The 512 BB was similar in design but featured a five-liter engine.

by Dan Vaughan