Ferrari 365 GTC4, the Hunchback



Presented at the 1971 Geneva Motor Show, built in only 508 units, the Ferrari 365 GTC4 replaced two models at the same time, and to do so it totally relies on Pininfarina. Not only style but also the construction of the bodywork takes place in Turin, to then be sent to Maranello for the final marriage with the mechanical part.


The Ferrari 365 GTC4 is also the first Ferrari to be presented after the acquisition by Fiat, an event dating back to 1969.



For the heir to the 365 GTC, Ferrari's goal is to create a sports car with coupé proportions, inspired by the legendary 365 GTB4, the Daytona for enthusiasts, but at the same time able to accommodate four passengers by collecting the witness of the 365 GTC 2+2.

The Ferrari 365 GTC4, compared to the Daytona, should have appeared as a more mature, discreet and fully enjoyable product like any self-respecting Gran Turismo: performance, style and discretion are the ingredients for this four-seater.

The first prototypes began to run in the hills around Maranello as early as September 1970 but, even in the official press kit of December 1970, of the Ferrari 365 GTC4 nothing is known until its presentation at the Geneva event.



The name chosen for this Gran Turismo says a lot about the car: 365 indicates the unit displacement, GT stands for Gran Turismo, while the C for Coupé describes the type of car.

The engine is very similar to that mounted on the Ferrai 365 GTB4 Daytona: displacement and bore and stroke values ​​are the same, however it differs in some technical choices that make the engine more usable and enjoyable in driving, even if less powerful.


Specifically, the changes concern the new heads for wet sump lubrication, the compression ratio of 8.8: 1 and the power supply, which takes place thanks to six Weber 38 DCOE59/60 triple-barrel carburettors that are installed laterally with respect to the engine block, and not in a vertical position.

This choice was made to lower the height and volume of the front hood, and to make the most of the internal space of the V as the positioning seat for the two oil filters, keeping the seventeen liters of oil in the circuit clean and efficient. inside the engine. In addition, this model features the first emission control devices, which is already an important factor in the North American market.



Another difference between the European and American variants is the ignition system: coil and single distributor behind the engine for the Old Continent version, while a double electronic ignition distributor is reserved for models destined overseas.


The engine, which leads to the debut of the new internal designation F 101, appears large - wide and low - and pleases the eye for its aesthetic cleanliness. Great power and torque are its main characteristics, capable of creating a low and deep voice, obviously in tune with the exhaust system, in order to produce a typically Ferrari melody.


Made of light alloy, the engine is produced internally by the Maranello company, as is the gearbox, a five-speed synchronized manual mounted directly behind the engine, and not in the transaxle position as in the cousin / sister Daytona. This technical difference can also be seen in the typically Ferrari details, in fact both the grille with the H-shaped selector and the first facing downward are missing.


The nine-and-a-half-inch Borg & Beck clutch is mounted directly on the flywheel, making it easier to use the gear lever, with direct and effortless movement: a clear step forward in quality and ride comfort.


Body and suspension follow the tradition and belief of the Prancing Horse: tubular steel frame with oval section, combined with independent wheels derived from 365 GT 2+2.



Despite this historical continuity, the wheelbase is 2.500 millimeters, 150 millimeters less than the previous version, so as to accentuate the sporty character compared to the tourist vocation. This technical change is also made explicit at the nominal level, in fact now the chassis is called F 101 AC 100, while the traditional odd numbering of the road specimens remains, starting from #14277 and ending at #16349, if we exclude from the count the specimen of presentation # 13741.

Independent suspension on all four wheels, as is now customary after the 275 GTB of 1964, and standard power steering with self-leveling rear height control, inherited from the 365 GT 2+2, transmit lively and genuine sensations when driving, enhancing precision and driving pleasure.

Koni shock absorbers, both front and rear, and four disc brakes complete the chassis.

The car comes standard with 15-inch five-spoke Cromodora alloy wheels, on request the classic spoke Borrani. Both types are available be with three-pointed wing nut, while the versions for the North American market are recognizable by the large central single nut.



Available in Fourty eight body colors and ten configurations for the interiors, the style and design are entrusted by Pininfarina who, at the hands of Filippo Sapino, transfers typically 70s ideas and concepts from paper to the road.


Wedge line and the visual presence of the polymeric material are the elements that allow the 365 GTC4 to give a clear cut with the past, made of softer lines and sparkling chrome.

Steel body, with fiberglass panels and aluminum elements, to avoid corrosion, are the salient points of the design of this car, designed and built entirely by Pininfarina

The close collaboration with the Turin atelier also includes the style of the car, which marks a point in the history of the brand. Less soft than the previous 365 GT 2+2, but also much less taut and square than the later 365 GT4, this Ferrari carves out a unique role in the history of the Prancing Horse.



Considered to be a Ferrari-non-Ferrari for many, the 365 GTB4 in effect played the role of Gran Turismo in the 1970s, dictating tastes and stylistic choices that will be taken up by the competition, without however having the balance that this car expresses. A line, that of this Ferrari, which will age less than the contemporary 365 GTB4 Daytona, demonstrating once again, if needed, Pininfarina's mastery in giving an identity to the Ferrari brand, while changing styles and interpretations.


The bumpers and grille merge to create a matte black band that also accommodates the additional headlights, while the front becomes a single body with the rest of the bodywork, the retractable headlights and the low and wide front hood make it immediately clear to be of facing a thoroughbred Cavallino.

In 1972, Pininfarina will finish its own wind tunnel, however this stylistic direction has its roots already a few years earlier, and this can be understood by analyzing the Ferrari 365 GTC4. Aesthetically speaking, the most interesting view is the side that seems designed and sculpted by the wind, with an aerodynamic line marked by an S-shaped profile, and a large glazing that resembles a semi-drop. The end result is a slender and fluid shape, as if the air were gently caressing the car body.



The conspicuous double bulge at the height of the fenders deriving from the S profile will give it the nickname of humpback.


At the rear this continuity of stretch is abruptly interrupted by the truncated tail, clean and elegant, which houses six circular elements, three on each side, which make up the rear lights. Here, too, the plastic comes to life and shape in the bumpers with a matte black finish, clearly highlighted as a connecting element between the bodywork and the floor.

The only drawback inherited from the line of the car is the lack of practicality of the rear seats, suitable only for young children: however, being foldable, they become a clever trick to make the most of the boot.


Upon entering the passenger compartment, available in ten colors, the Scottish weave fabric with an exclusive design for this car ends, while the full leather interior is optional.


A more refined and refined environment than the contemporary Daytona, the dashboard is typically Ferrari: in the panel behind the three-spoke steering wheel we find two large indicators, on the left speedometer with full scale at 300 km / h, and on the right tachometer that reaches 8,000 rpm / min, with the red zone at 7,000. These include two smaller diameter circular instruments for oil and water temperatures.



In the central part of the dashboard there are secondary instruments, still circular in shape and directed towards the pilot. The circular shape is also taken up by the air vents in the upper part of the dashboard, and in the back of the front seats. In particular, this last detail deserves a separate mention because the stylistic choice of the two holes at the base of each single seat are reminiscent of the loudspeaker housings for the stereo system, while in reality they are further ventilation outlets, demonstrating the extensive studies ergonomic behind this Rossa.

Made in 508 specimens, only forty-one of these have right-hand drive, while 194 specimens are homologated according to US specifications.

The Ferrari 365 GTC4 is one of the lesser known and less visible Ferraris in the sector magazines, yet its driving skills, low circulation, and unique style make it an interesting example of the essence of Ferrari, in a delicate historical phase for the car manufacturer from Maranello.

DATA SHEET


Coupé body, two seats

Front engine position

Rear-wheel Drive

Size and Weights

Length 4550 mm

Width 1780 mm

Height 1270 mm

Front track 1470 mm

Rear 1470 mm

Step 2500 mm

Empty mass 1450 Kg

Weight distribution front 51% - rear 49%

100 liters tank


Engine


Type F101 AC, V12 60°

Displacement 4390.35 cm³

Light alloy base and head, front, longitudinal

Bore and stroke 81x71 mm

Compression ratio 8.8:1

Unit displacement 365.86 cm³

Double shaft distribution, two valves per cylinder

Fuel six Weber 38 DCOE 59/60 carburettors

Power 250 kW/340 hp at 6200 rpm (US version 320 hp)

Specific Power 77 hp/liter

Torque 432 Nm at 3900 rpm

Mono ignition, two distributors

Wet sump lubrication

Single plate clutch

Five-speed gearbox + RM


Frame


Steel tubular with oval section

Front independent suspension, wishbones, coaxial coil springs with telescopic shock absorbers, anti-roll bar

Independent rear suspension, wishbones, coaxial coil springs with telescopic shock absorbers, stabilizer bar

Ball-bearing steering with power steering

Vented front disc brakes

Rear vented disc brakes

Michelin XWX 215/70 VR 15 radial tubeless tires

Rims 7.5 X 15


Performance declared


Speed ​​over 260 Km/h

Acceleration from 0 to 100 km/h in 6.5 seconds


Luca Saitta

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