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Order number 533 Maranello Concessionaires for a 365 GTC/4 finished in Grigio Le Sancy (silver grey) 2.443.009 with black hide and dark red carpets was placed on 22nd July 1971 and confirmed on 5th August -the 134th of 500 GTC/4’s built and the 8th of 34 UK cars, of which 19 remain taxed or SORN’d - was completed in September 1971, and delivered to the Maranello Concessionaires Ltd in Egham, Surrey by truck and in turn to Anthony “Tony” Lawson director of the then Ferrari agents, Ian Anthony Ltd (IAN Blenkinsop and ANTHONY “Tony” Lawson) in Manchester, where it was first registered SEN 333K on 7th April 1972 to Ian Anthony (Sales) Ltd although it seems it was actually for Mr Tony Lawson. The then list price being £9,814.37 plus road tax, delivery charges and number plates, £243.00 more than a 365 GTB/4 “Daytona”!
The B service was carried by Ian Anthony Ltd on 31st July 1972 with 4,749 miles......
PLEASE CONTACT MIKE WHEELER FOR MORE DETAILS AND TO ARRANGE VIEWING
The 365 GTC4 took up where the 365 GT 2+2 left off and, thanks to careful interior design, Ferrari succeeded in slotting in two small rear seats, while retaining the more compact dimensions of two-seater coupé bodywork.
The V12 engine
The V12 engine was slightly detuned compared to the 365 GTB4 and the maximum revs lowered to render it less high-strung, highlighting its torquey nature and making it more tractable at low speeds. But in true Ferrari tradition, the engine could be wrung out to over 7,000 rpm with ease. Most of the production was sold in the United States.
The 365 GTC4 model was unveiled at the 1971 Geneva Show, and was effectively a replacement for two models in the range, the 365 GTC which had ceased production in 1970, and the 365 GT 2+2 that was dropped from production upon the announcement of the new model.
It fulfilled the roll of the former admirably, by being a more conservatively and less aggressively styled coupe cousin to the 365 GTB4 berlinetta, but only partially succeeded in fulfilling the roll of the latter, as the rear seats of the 2+2 seating arrangement were marginal, for all but very small children. They did however have the facility of folding backs, to provide a useful luggage platform. An unusual feature of the interior was that the seat centres and door trim were upholstered in a plaid cloth material, unique to this model, although the more normal full leather trim remained available upon request.
From the outset both European and USA market versions were available, the latter being fitted with emission control equipment that sapped performance, and was recognisable by rectangular side marker lights on the front and rear wings.
This was the first new 12-cylinder Ferrari model announced after the Fiat takeover of road car production control in 1969, and for a completely new body style had a relatively short production run into the autumn of 1972, by which time 500 examples had been built. However, the mechanical layout was carried over into the succeeding 365 GT 2+2 model virtually unchanged, apart from a lengthened chassis.
The Body style
The body style was very different from the models that it replaced, gone were the graceful rounded curves and the elliptical radiator grille, to be replaced by a much more angular wedge design, which was coming into vogue at the time. It had a very low nose featuring a full width black rubber front bumper that surrounded the shallow rectangular radiator grille, with rectangular driving lights and side/turn indicator light units housed in the extremities of the grille opening.
Retractable twin headlight units were set in the flat upper nose panel between the bumper and leading edge of the full width bonnet, which had similar rectangular exhaust air outlets to those on the 365 GTB4 model.
The front flowed with plain body sides into a five window cabin, in which the profile of the side glass could probably be best described as sharp teardrop shaped, which ran at a constant shallow angle through the boot lid into a neat Kamm tail.
Triple lens rear light assemblies were mounted on either side of an inset tail panel, below which was a plain matt black bumper to balance the black rubber unit at the front of the car.
The body was designed, constructed, and trimmed by Pininfarina, and then sent to Ferrari for the mechanical components to be fitted. It was constructed in steel with an aluminium bonnet and boot lid.
The bodies were mounted on a 2500mm wheelbase chassis, and this was the first Ferrari model to use a new factory reference number system prefixed with “F”, this was type reference F101 AC 100, and all were numbered in the odd chassis number road car sequence. The construction was along the same basic lines as the others of the period, with large section oval main tubes, cross bracing, and sub structures to support the body and ancillary equipment.
The model was available in right-or left-hand drive form, with power-assisted steering as standard, as were electric windows and air conditioning. The standard road wheels were five spoke “star” pattern alloy, with a knock-off spinner on a Rudge hub, although the USA, and certain other market cars, had a large central chrome plated nut to meet the then current legislation, Borrani wire wheels were available as an option.
The engine was similarly structured to the 365 GTB4 unit, with twin overhead camshafts per bank in the V12 unit of 4390cc capacity, with a bore and stroke of 81mm x 71mm.
Unlike that engine it did not feature dry sump lubrication, instead being fitted a standard wet sump system.
The cylinder heads were also different, as the engine was fitted with side-draught rather than down-draught carburettors, to reduce the bonnet height. The new cylinder heads had the inlet ports between the camshafts, rather than on the inside of the vee on the 365 GTB4 unit, which allowed the oil filters and emission control equipment to sit in the vee.
As with the chassis, the engine was the first in a new numbering sequence, with factory type reference F 101 AC 000. It was fitted with twin banks of three twin-choke Weber 38DC0E59/60 carburettors, those of the USA market cars carrying the suffix “A”.
A single coil and rear-of-engine mounted distributor ignition system was fitted on European market cars, with a twin distributor and electronic system fitted to USA market versions, to produce a claimed 320hp for both types. The USA market cars were also fitted with a number of devices to control exhaust gas emission, including a fast idle device, and an exhaust manifold air injection system.
The engine drove through a flywheel-mounted clutch, via a coupled five-speed all-synchromesh gearbox, in the same manner and of virtually the same layout as the 365 GT 2+2 model, including the self-levelling rear suspension system.
Taken from Ferrari’s own website
The 365 GTC/4 stands out among all touring Ferraris as the one, which is different, demonstrating a certain individuality in its coachwork, it’s engineering, and its place in the Ferrari model range. When it was first presented at the Geneva Motor Show in March 1971, everyone imagined it to be a replacement for the 365 GTC coupe, enabling the Modena constructor to complete a wide catalogue spectrum with a sporting berlinetta (the 365 GTB/4 Daytona), a saloon 2+2 (the 365 GT2+2) and a fast and well-equipped coupe. The first surprise came with the announcement that the saloon 2+2 was ceasing production, and that the new 365 GTC/4 was replacing it on the production lines; the second was provided by the car itself, and by the mechanical specification settled on it by its designers. While the 365 GTB/4 was based on a rear mounted gearbox/final drive until linked to the engine by a rigid tubular member - as first developed in the Second Series 275 GTB - the GTC/4 kept the tubular member but mounted its gearbox at the front of it, directly behind the engine. At the same time this single assembly was used in a chassis longer than that of the 330 GTC, the wheelbase of the 365 GTC/4 reaching 8ft 2ins (2.50 metres); and at the back there was independent suspension combined with the self-levelling mechanism found in the 2+2 saloon.
There were other innovations in the engine compartment. The dimensions cubic capacity were the same as those in the Daytona and the 365 GT (81mm x 71mm, 4,390cc) but the appearance had been greatly changed with a pair of new cylinder heads in which the six double choke Webers fed the inlet valves horizontally through ports on the top of the head, and by a detoxification system to satisfy American emission regulations. Thus, equipped the four overhead camshaft V-12 looked more like a new design than the engine in the Daytona and the 365GT2+2.
To clothe this somewhat singular Ferrari, Pininfarina decided to leave the beaten track and renounce his traditional conservatism. Taking advantage of the reduced engine height resulting from the new carburation system, he designed a vast plunging bonnet terminating at the front in a circular shock resisting matt black plastic moulding which completely surrounded the air intake and extended across the full width of the nose.
A single boldly curved line, running from the rim of the lamp panel at the front to that of the tail lamps at the back, demarcated the upper boundary of the front and rear wings.
The interior of the cockpit has a mind of its own as well. There is a wide central console between the seats and the instrument panel, for the first time, has circular dials in the square cases, like the current Testarossa; and finally, although this car is by no means a 2+2, there is nevertheless a platform behind the seats which doubles as space for luggage or for ultra-emergency seating. The 365 GTC/4 went out of production in the autumn of 1972 after some 500 cars had been built; and to underline its distinction still further, it was never replaced by another mid-range Ferrari model...
From the Ferrari 365 GTC/4 register
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