FERRARI

One year after the launch of the 365 GTC coupé in 1969, Ferrari launched the 365 GTS convertible. The 365 GTS, which replaced the 330 GTS and GTC, was built on the same tubular steel chassis as the 330 GTC. And the differences are minimal when it comes to the bodywork. Only the wings lost their air vents, and the bonnet was fitted with ventilation grilles. The engine was fed by 3 Weber 40 DCZ/6 carburettors. The 365 GTS cabriolet was produced for one year, but never exceeded 20 units and was replaced by the Ferrari 365 GTS/4 Spider.

For a long time, the bow of the future 365 GTB/4 was too close to the Ferrari 275 GTB. After several trials, Pininfarina finally came up with a rather novel solution, which was to be the only original feature of the 365 GTB/4 ‘Daytona’ (temporary: the American homologation authorities refused to accept these headlights, forcing Pininfarina to resort to a more conventional solution with retractable headlights). The Italian coachbuilder will house the headlamps under a Perspex window that will form a complete band across the front. Another notable change, still on the front, is the fact that the grille is no longer oval but integrated and discreet. While the 275 GTB still retained its sixties-style curves, the Daytona was already a little more angular and rounded.

Presented at the 1971 Geneva Motor Show, the 365 GTC/4 followed a unique concept in the Ferrari range: it was neither the sporty GT descended from the Daytona, nor the 2+2 heir to the 365 GT 2+2. The design of the 365 GTC/4, designed by Pininfarina, was inspired by that of the Daytona, with slightly tauter lines typical of the 70s, heralding the radical change that was to come with the 365 GT4 2+2. The plastic bumpers contrasted with the usual use of chrome-plated steel, and the V12 engine with 4 overhead camshafts was directly derived from the Daytona, but differed in that it had a wet sump and carburettors on the outside of the V to allow the installation of a pollution control system meeting American standards. The gearbox was attached to the engine. The 365 GTC/4 had two small rear seats, larger than the racks of prancing-horse berlinettes, but smaller than those of 4-seaters such as the 365 GT 2+2. The level of equipment is high for a Ferrari of the 70s: power steering, air conditioning and hydraulic rear levelling are standard.

Despite its GT name, the Ferrari Dino 246 is very similar in design and handling to an authentic racing car from the 60s and 70s. Understand that long journeys will leave you deaf and with a sore back, as well as sweating a lot in hot weather! But it’s not thanks to these traits that the Dino has enjoyed unprecedented success in the history of Ferrari. In addition to its rather competitive price, the Dino’s handling is balanced, neutral and agile, thanks to its mid-mounted powertrain. It is this inimitable racing atmosphere, coupled with the fantastic sound and lively character of its V6, that will compensate for the weaknesses now well known to all its owners.

The design remains distinctive and quite unique in the history of Ferrari, which explains why it doesn’t appeal to everyone. Elegance has taken precedence over sportiness, the distinguishing features of which are four tailpipes, suggesting that a monster is hiding under that long Italian bonnet. No doubt about it, this Ferrari is designed for wide open spaces and long journeys, a true GT. The three-part body and angular lines contrast with the sensual curves of the 365 GT 2+2 it replaces. A very masculine design indeed. The front of the car features retractable headlamps that can be operated electrically from the cockpit, and fog lamps. The whole car is generously glazed, giving a very airy interior, a detail that is even more apparent at the rear thanks to the small area occupied by the quarter-pillars.

At the beginning of the 70s, sales of V12 models were hit hard by the oil crisis and the first speed limits. Ferrari realised that it had to change its product range if it was not to perish. So it was decided to launch production of a small 2+2 V8-engined berlinetta to rival the Porsche 911, Lamborghini Urraco and Maserati Merak. Marketed under the Dino name, the GT4 went through several stages in its life. Finally integrated into the Ferrari range in 1976, and adorned with the prestigious prancing horse, it sounded the death knell for the Dino brand at the same time.

When the Ferrari 365 GT4 BB was unveiled at the Turin Motor Show in 1971, visitors were amazed by the pure lines of the new Ferrari and its central rear position. Just like a Formula 1 Ferrari! Maranello was quick to point out that the new 12-cylinder boxer engine (which gave its name to this Ferrari) was derived from the one used in its racing cars. However, the claim of such a filiation is daring, to say the least, since the newcomer has a… wet crankcase! Rather an incongruous choice for a car of this calibre and with such a high-performance chassis.

For Italian tax reasons, a less powerful version of the 308 GT4 was presented the same year in Turin: the Dino 208 GT4. It went on sale in 1975 on the Italian market alone. Displacement was increased to 1991 cm3 (Tipo F106 C engine with 66.8 mm bore) and with the use of smaller carburettors (Weber 34 DCNF) power fell to 170 bhp. This was the smallest V8 engine to be developed in series production, but performance took a step backwards to reflect the drop in power. Externally, the four tailpipes have been replaced by a single one, which is the only visible difference.

The new Ferrari berlinetta, christened the 308 (’30’ for 3.0 litres and ‘8’ for 8 cylinders), was thrust into the limelight at Paris in 1975. This new Ferrari had a polyester body, except for the bonnet, which was made of aluminium. Why polyester at Ferrari? On the one hand, the quality achieved had become irreproachable, and on the other, and this is the main reason, the design deadlines were so short given the urgency, that a polyester hull was quicker to work on. In addition, the overall weight of the car was reduced. Carrozzeria Scaglietti of Modena, controlled by Ferrari, was responsible for producing the hulls.

Sacrificed on the altar of pollution, or rather American protectionism, the Ferrari 365 GT4 2+2 was replaced in 1976 by the 400 (GT for manual gearbox or Automatic for automatic gearbox). As usual, the name refers to the engine’s displacement, with the V12 4AC increasing to 4,823cc for 340bhp, still powered by six Weber carburettors. Apart from the new headlamps, the main new feature of the 400 is its Hydramatic 3-speed automatic gearbox, designed by General Motors. Proof that this model was mainly intended for the United States, this was the gearbox supplied as standard. As you can see, the manual gearbox was optional on the 400 GT! The reputation of the 400 was forever tarnished by this and explains why only 501 examples were produced…