1971 Ferrari 365GTB/4 Daytona Berlinetta, Coachwork by Scaglietti Design by Pinifarina
4,390cc DOHC V12 Engine
6 Weber DCN 20 Carburetors
352bhp at 7,500rpm
5-Speed Manual Transaxle
4-Wheel Independent Suspension
4-Wheel Disc Brakes
*Fewer than 30,000 original Miles
*2 owners from new
*Highly original "time capsule" example
*Impeccably maintained and preserved
*Offered with impressive history file, records, books and tools
THE FERRARI 365 GTB/4 DAYTONA
It is a thankless and essentially meaningless task to create a hierarchy among the motorcars to have worn a Ferrari badge, but if one were to restrict the selection to front-engine GTs, there's little doubt the 365 GTB/4 — or Daytona as it was informally dubbed in homage to the Ferrari 330P4's podium sweep at Daytona in 1967 — would dominate that particular assemblage of exceptional road cars.
This successor to the 275 GTB/4 made its debut at the Paris Salon in 1968, and though public reaction to the dark blue metallic prototype was instantly favorable, some critics felt Ferrari had missed the opportunity to build a mid-engine supercar in order to maintain technological pace with Lamborghini and its new mid-engined Miura. Ferrari, however, always had placed its engines in front of the driver since Maranello's first production model, the 125S in 1947, and the success of the preceding 275 series provided little reason to change course.
History would prove the decision to be entirely appropriate, as the 365 GTB/4 enjoyed a six-year production run that resulted in 1,284 coupés, 122 spiders (365 GTS/4), and 15 competition versions in three series of five cars each.
The production 365 GTB/4 was the final Ferrari to be constructed of hand-hammered steel and aluminum hood, doors and trunk. To help meet U.S. side-impact regulations, later cars received steel doors and internal bracing. Its all-alloy, four-cam, V12 engine displaced 4,390cc with maximum output of 352bhp at a lofty 7,500rpm and 318lb/ft of torque at 5,500rpm. Dry-sump lubrication enabled it to be installed low in the oval-tube chassis, while shifting the five-speed transmission to rear transaxle form delivered the 50/50 weight distribution that made the Daytona such a pleasure to drive. The all-independent wishbone and coil-spring suspension was a recent development, having originated in the preceding 275GTB. Unlike the contemporary 365GTC/4, the Daytona was not available with power steering, a feature then deemed unbecoming in a pursing high-performance GT. Power four-wheel discs were standard, though air conditioning and power windows were optional. With its spacious cabin and well-formed seating, the Daytona was a comfortable drive, but make no mistake. Throughout the process of development, the Daytona's developers remained singularly focused on delivering superlative performance.
With a top speed, close to 180 mph, the 365 GTB/4 was the world's fastest production car in its day. It also displayed the quickest acceleration when pitted against the chief rivals at the time, Lamborghini Miura, Mercedes-Benz 350SL, Jaguar V12 E-Type and the De Tomaso Pantera. It was also the final Ferrari with a 12-cylinder engine to be sold new in America until the Testarossa in 1984.
The concept of manufacturing a four-cam V12-engined Berlinetta with considerably greater power output than the successful 275 GTB/4 model began in 1967, concurrent with the 3.3-liter variant's triumphant launch. A daunting amount of development work ensued, as the new model would have to meet newly developing U.S. federal regulations for both emissions and safety.
Ferrari's first known prototype for such a car was first seen late in 1967, built by Pininfarina (production versions were by Scaglietti) with bodywork presaging the final design. It used a three-valve-per-cylinder 4.0-liter V12 that never went any further. Instead a Tipo 251 power unit was adopted, which was a more conventional 4.4-liter with hemispherical combustion chambers in its twin-cam heads and single-plug ignition. The block had been lengthened to accommodate a bore and stroke of 81mm x 71mm, identical to the Tipo 245's engine, which already powered the 365 GT 2-plus-2, GTC and GTS models.
The new 4.4-liter unit was lubricated by a dry-sump system with a 14-liter oil tank. The compression ratio was 8.8:1, and with six Weber 40DCN carburetors the engine delivered a muscular powerband that one English technical writer of the time described as being "...more than enough to pull your house down."
The mechanical configuration, comprising engine, torque tube and rear-mounted 5-speed transaxle was attached to the tube chassis at four points — two on the engine and two on the transaxle — and the familiar 2.4-meter wheelbase was retained, which dated back in unbroken line to the 250 GT SWB. Standard wheel fitment was a 15-inch five-spoke "star" pattern alloy with a knock-off spinner on a Rudge hub, but, in certain markets including America, it was replaced by a large central nut. As usual, Borrani wire wheels were optional.
Shortly after the release of the gorgeous GTS/4 Spider (first shown at Frankfurt in 1969), a number of important revisions were introduced on both the Berlinetta and Spider versions, brought about by newly imposed federal safety legislation in the U.S. that, among other rules, deemed covered headlights illegal, which included the full-width transparent panel covering the 365's headlamps. Ferrari and Pininfarina subsequently penned a mild front-end makeover that saw the Daytona equipped with retractable headlights early in 1971. American cars also were fitted with several emissions devices, including fast idle control and exhaust manifold air-injection.
Road testers of the day were unremittingly smitten with the Daytona's road manners. From Car and Driver, January 1970, "It's a hard-muscled thoroughbred, the Daytona — easily the most awesome and yet disciplined road-going Ferrari in that firm's brilliant quarter century of existence. The Daytona isn't fast — it's blinding. It will eat up a quarter-mile of asphalt in 13.2 seconds at 110mph and scream out to 175mph — or it will slug through traffic at 1,500rpm with the Sunday manners of a FIAT. It is the perfect extension of its driver. You can cut and weave through shuffling traffic with the agility of a halfback, or lope down the freeway with the peace of mind that comes from knowing you can contend with anyone's incompetence. To say, after you've driven it, that the Daytona is desirable doesn't begin to sum up your feelings — you would sell your soul for it."
No more lurid example of the Daytona's ability to sweep aside the miles with utter aplomb was offered than by the Dan Gurney and Brock Yates victory in the 1971 Cannonball Baker Sea to Shining Sea Memorial Trophy Dash. Running a Daytona coupe borrowed from car dealer Kirk F White, the duo "dashed" from New York to the Southern California coast in 35 hours, 54 minutes, defeating seven other lead-footed teams.
Perhaps the most succinct praise of the Daytona came from British journalist and automotive historian L.J.K. Setright — who never suffered a foolish car gladly — writing in a 1993 Supercar Classics, "The Daytona has been called the last great front-engined supercar. For one who has thought about it, it is not difficult to see why; for one who has driven it, it is very easy to see why. A supercar must prove its superiority on ordinary roads; the Daytona did."
THE MOTORCAR OFFERED
The exceptional 1971 Ferrari 365 GTB/4 offered today is surely one of the most impressive examples of the model in existence. The Daytona was purchased by Theodore J. Day new in 1971 at William F. Harrah's dealership in Reno, Nevada. According to a report from Ferrari expert Marcel Massini, chassis 14207 left the Maranello assembly line on March 27, 1971, with assembly sequence number 435 and Scaglietti body number 445. The vehicle was clad in original Rosso Chiaro (20-R-190) over an interior of Nero (VM 8500), and riding on optional Borrani wire wheels. Mr. Day would cherish the car for 46 years before it was acquired by its second owner, the consignor, in 2017. While in Mr. Day's care, the car was only driven 29,000 miles, spending the majority of its life being carefully stored. Although the car was rarely used, it was always rigorously maintained which is evident by the service receipts in the impressive history file.
Due to the incredible care that the car received throughout its life, it is in immaculate "time capsule" like condition. The original paint possesses a brilliant shine, while the interior has the perfect level of patina that all enthusiasts dream of in an original, unrestored car. The engine bay is in equally impressive condition and could be used as a reference for how 365 GTB/4s left the factory. Included in the sale are a full set of Cromodora wheels and tires, documentation, service records, owner booklets, and a complete tool kit.
Finding such a well-kept and unrestored example of the 365 GTB/4 is extremely uncommon, the car would be a welcomed entrant and probable winner in the preservation class at the world's finest shows or provide a thrilling experience on a number of driving events.
◊ Special formalities are required to bid on this lot. Contact Client Services at +1 (212) 644 9001 or [email protected] at least 24 hours in advance of the auction for registration and bidding options.
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Time, Location
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4,390cc DOHC V12 Engine
6 Weber DCN 20 Carburetors
352bhp at 7,500rpm
5-Speed Manual Transaxle
4-Wheel Independent Suspension
4-Wheel Disc Brakes
*Fewer than 30,000 original Miles
*2 owners from new
*Highly original "time capsule" example
*Impeccably maintained and preserved
*Offered with impressive history file, records, books and tools
THE FERRARI 365 GTB/4 DAYTONA
It is a thankless and essentially meaningless task to create a hierarchy among the motorcars to have worn a Ferrari badge, but if one were to restrict the selection to front-engine GTs, there's little doubt the 365 GTB/4 — or Daytona as it was informally dubbed in homage to the Ferrari 330P4's podium sweep at Daytona in 1967 — would dominate that particular assemblage of exceptional road cars.
This successor to the 275 GTB/4 made its debut at the Paris Salon in 1968, and though public reaction to the dark blue metallic prototype was instantly favorable, some critics felt Ferrari had missed the opportunity to build a mid-engine supercar in order to maintain technological pace with Lamborghini and its new mid-engined Miura. Ferrari, however, always had placed its engines in front of the driver since Maranello's first production model, the 125S in 1947, and the success of the preceding 275 series provided little reason to change course.
History would prove the decision to be entirely appropriate, as the 365 GTB/4 enjoyed a six-year production run that resulted in 1,284 coupés, 122 spiders (365 GTS/4), and 15 competition versions in three series of five cars each.
The production 365 GTB/4 was the final Ferrari to be constructed of hand-hammered steel and aluminum hood, doors and trunk. To help meet U.S. side-impact regulations, later cars received steel doors and internal bracing. Its all-alloy, four-cam, V12 engine displaced 4,390cc with maximum output of 352bhp at a lofty 7,500rpm and 318lb/ft of torque at 5,500rpm. Dry-sump lubrication enabled it to be installed low in the oval-tube chassis, while shifting the five-speed transmission to rear transaxle form delivered the 50/50 weight distribution that made the Daytona such a pleasure to drive. The all-independent wishbone and coil-spring suspension was a recent development, having originated in the preceding 275GTB. Unlike the contemporary 365GTC/4, the Daytona was not available with power steering, a feature then deemed unbecoming in a pursing high-performance GT. Power four-wheel discs were standard, though air conditioning and power windows were optional. With its spacious cabin and well-formed seating, the Daytona was a comfortable drive, but make no mistake. Throughout the process of development, the Daytona's developers remained singularly focused on delivering superlative performance.
With a top speed, close to 180 mph, the 365 GTB/4 was the world's fastest production car in its day. It also displayed the quickest acceleration when pitted against the chief rivals at the time, Lamborghini Miura, Mercedes-Benz 350SL, Jaguar V12 E-Type and the De Tomaso Pantera. It was also the final Ferrari with a 12-cylinder engine to be sold new in America until the Testarossa in 1984.
The concept of manufacturing a four-cam V12-engined Berlinetta with considerably greater power output than the successful 275 GTB/4 model began in 1967, concurrent with the 3.3-liter variant's triumphant launch. A daunting amount of development work ensued, as the new model would have to meet newly developing U.S. federal regulations for both emissions and safety.
Ferrari's first known prototype for such a car was first seen late in 1967, built by Pininfarina (production versions were by Scaglietti) with bodywork presaging the final design. It used a three-valve-per-cylinder 4.0-liter V12 that never went any further. Instead a Tipo 251 power unit was adopted, which was a more conventional 4.4-liter with hemispherical combustion chambers in its twin-cam heads and single-plug ignition. The block had been lengthened to accommodate a bore and stroke of 81mm x 71mm, identical to the Tipo 245's engine, which already powered the 365 GT 2-plus-2, GTC and GTS models.
The new 4.4-liter unit was lubricated by a dry-sump system with a 14-liter oil tank. The compression ratio was 8.8:1, and with six Weber 40DCN carburetors the engine delivered a muscular powerband that one English technical writer of the time described as being "...more than enough to pull your house down."
The mechanical configuration, comprising engine, torque tube and rear-mounted 5-speed transaxle was attached to the tube chassis at four points — two on the engine and two on the transaxle — and the familiar 2.4-meter wheelbase was retained, which dated back in unbroken line to the 250 GT SWB. Standard wheel fitment was a 15-inch five-spoke "star" pattern alloy with a knock-off spinner on a Rudge hub, but, in certain markets including America, it was replaced by a large central nut. As usual, Borrani wire wheels were optional.
Shortly after the release of the gorgeous GTS/4 Spider (first shown at Frankfurt in 1969), a number of important revisions were introduced on both the Berlinetta and Spider versions, brought about by newly imposed federal safety legislation in the U.S. that, among other rules, deemed covered headlights illegal, which included the full-width transparent panel covering the 365's headlamps. Ferrari and Pininfarina subsequently penned a mild front-end makeover that saw the Daytona equipped with retractable headlights early in 1971. American cars also were fitted with several emissions devices, including fast idle control and exhaust manifold air-injection.
Road testers of the day were unremittingly smitten with the Daytona's road manners. From Car and Driver, January 1970, "It's a hard-muscled thoroughbred, the Daytona — easily the most awesome and yet disciplined road-going Ferrari in that firm's brilliant quarter century of existence. The Daytona isn't fast — it's blinding. It will eat up a quarter-mile of asphalt in 13.2 seconds at 110mph and scream out to 175mph — or it will slug through traffic at 1,500rpm with the Sunday manners of a FIAT. It is the perfect extension of its driver. You can cut and weave through shuffling traffic with the agility of a halfback, or lope down the freeway with the peace of mind that comes from knowing you can contend with anyone's incompetence. To say, after you've driven it, that the Daytona is desirable doesn't begin to sum up your feelings — you would sell your soul for it."
No more lurid example of the Daytona's ability to sweep aside the miles with utter aplomb was offered than by the Dan Gurney and Brock Yates victory in the 1971 Cannonball Baker Sea to Shining Sea Memorial Trophy Dash. Running a Daytona coupe borrowed from car dealer Kirk F White, the duo "dashed" from New York to the Southern California coast in 35 hours, 54 minutes, defeating seven other lead-footed teams.
Perhaps the most succinct praise of the Daytona came from British journalist and automotive historian L.J.K. Setright — who never suffered a foolish car gladly — writing in a 1993 Supercar Classics, "The Daytona has been called the last great front-engined supercar. For one who has thought about it, it is not difficult to see why; for one who has driven it, it is very easy to see why. A supercar must prove its superiority on ordinary roads; the Daytona did."
THE MOTORCAR OFFERED
The exceptional 1971 Ferrari 365 GTB/4 offered today is surely one of the most impressive examples of the model in existence. The Daytona was purchased by Theodore J. Day new in 1971 at William F. Harrah's dealership in Reno, Nevada. According to a report from Ferrari expert Marcel Massini, chassis 14207 left the Maranello assembly line on March 27, 1971, with assembly sequence number 435 and Scaglietti body number 445. The vehicle was clad in original Rosso Chiaro (20-R-190) over an interior of Nero (VM 8500), and riding on optional Borrani wire wheels. Mr. Day would cherish the car for 46 years before it was acquired by its second owner, the consignor, in 2017. While in Mr. Day's care, the car was only driven 29,000 miles, spending the majority of its life being carefully stored. Although the car was rarely used, it was always rigorously maintained which is evident by the service receipts in the impressive history file.
Due to the incredible care that the car received throughout its life, it is in immaculate "time capsule" like condition. The original paint possesses a brilliant shine, while the interior has the perfect level of patina that all enthusiasts dream of in an original, unrestored car. The engine bay is in equally impressive condition and could be used as a reference for how 365 GTB/4s left the factory. Included in the sale are a full set of Cromodora wheels and tires, documentation, service records, owner booklets, and a complete tool kit.
Finding such a well-kept and unrestored example of the 365 GTB/4 is extremely uncommon, the car would be a welcomed entrant and probable winner in the preservation class at the world's finest shows or provide a thrilling experience on a number of driving events.
◊ Special formalities are required to bid on this lot. Contact Client Services at +1 (212) 644 9001 or [email protected] at least 24 hours in advance of the auction for registration and bidding options.
Estimate
Time, Location
Auction House
