Guide: Ferrari 365 California
Background
Since 1951, Ferrari had offered a low volume flagship model reserved for the firm’s wealthiest customers.
Typically equipped with the biggest, most powerful engines of the day, these low volume machines also tended to be kitted out with extremely luxurious interiors.
Coupes and Convertibles were variously produced; unique modifications carried out at the customer’s request were commonplace.
Such vehicles normally cost at least twice as much as Ferrari's regular models. They appealed to the kind of buyer for whom money was simply no object. Industrialists, entertainers, royal families and dictators frequently cropped up in the list of purchasers and this latest version, the 365 California, was no different.
It replaced the 500 Superfast which, like the 400 Superamerica before it, had used a revamped version of Gioacchino Colombo's short-block V12 as the Grand Prix-derived Aurelio Lampredi big-block motor originally found in these top-of-the-range models had been dropped in 1959.
The 365 California saw Ferrari break with tradition as it was offered exclusively as a Cabriolet (and a full four-seat Cabriolet at that).
Shortly after production began, those customers that wanted a super high end Coupe were offered the equally spectacular 330 GTC Speciale.
In total, 14 365 Californias and four 330 GTC Speciales were built.
Neither model was replaced when production stopped in late 1967 bringing an end to a legendary line of wickedly expensive Ferrari flagships.
Launched at the Geneva Motor Show in March 1966, the 365 California was unveiled alongside the pretty 330 GTC (a two-seat Coupe). Ferrari additionally offered the 275 GTB (a two-seat Berlinetta), the 275 GTS (a two-seat Spyder which was soon replaced by the 330 GTS) and the four-seat 330 GT Series 2 (which shared many of its underpinnings with the 365 California).
Chassis
Ferrari's prototype 365 California was built on a Tipo 571 tubular steel frame (as used by the 330 GT).
The subsequent 13 production examples used a Tipo 598 assembly.
The two chassis types were ultimately quite similar and shared an identical 2650mm wheelbase. The uprated Tipo 598 unit most notably came with beefier mounting points for its slightly more powerful engine.
Suspension was via independent double wishbones at the front and a live rear axle with radius arms and semi-elliptical springs to the rear. Coil sprung telescopic shocks were fitted all round and an anti-roll bar was installed at the front.
Disc brakes were used at either end along with 15 x 7-inch Borrani wire wheels usually shod with Pirelli tyres.
Power steering was standard and a huge 112-litre fuel tank was installed above the rear axle.
Engine / Gearbox
Although the outgoing 500 Superfast ran a five-litre 400bhp engine, the 365 California was not aimed at buyers who wanted to drive at 170mph down the autostrada.
To reflect this, the new car was equipped with a smaller 4.4-litre engine - the first of Ferrari’s 365 series.
The Tipo 217B motor installed was the latest version of Gioacchino Colombo’s classic 60° V12. It featured single overhead camshafts, two valves per cylinder, wet-sump lubrication and single plug ignition with two coils.
Displacement was 4390cc thanks to a bore and stroke of 81mm and 71mm respectively. This represented a 4mm bore increase over the 330-engined models.
The 365 California retained the 330’s 8.8:1 compression ratio and came with three Weber 40 DFI/5 downdraught carburettors.
In this configuration, the engine produced 320bhp at 6600rpm which temporarily made it the most powerful model in Ferrari’s range now the 500 Superfast was out of the equation.
The torque rating was 268lb-ft at 5000rpm.
The 365 California’s five-speed gearbox, single dry plate clutch and ZF limited-slip differential were imported directly from Series 2 330 GT.
Bodywork
As usual, Ferrari turned to Pininfarina for the bodywork and interior.
Few manufacturers had ever attempted a sporting four-seat Cabriolet, but Pininfarina successfully created a grand and stylish design befitting the model’s status.
The nose featured covered headlights, a traditional oval intake for the radiator and a pair of retractable light pods that, when raised, looked quite peculiar. Similar pop-up lights had been trialled on the Superfast 2 concept unveiled in 1960, but this was the first time they had made it onto a production model.
In a rare bow to contemporary fashion, Pininfarina added dummy air scoops down each flank. While they may not have been functional on this occasion, operational ducts of the same type had already been seen on the prototype Dino 206 Speciale and they went on to become a feature of Ferrari’s mid-engined junior range for the next 25 years.
At the back, unusual creased fenders and the enormous rear deck merged with an irregular Kamm tail fascia that was home to a pair of intricate tail light assemblies. Each assembly comprised three domed lenses mounted on a rectangular-shaped red reflective panel. Above this was a secondary red or amber trapezoidal reflector that followed the contour of the rear wing.
Rolling chassis were transported from Maranello west to Pininfarina’s plant at Grugliasco on the outskirts of Turin. Here they were kitted out with bodywork and interiors before being sent back to Ferrari for installation of the engine and gearbox.
Steel was used for everything bar the bonnet and bootlid which were aluminium.
Interior
Pininfarina designed a brand new dash for the 365 California. It featured two primary cowls for the speedometer and rev counter mounted directly behind the steering wheel. A trio of smaller cowls for oil pressure, oil temperature and water temperature were mounted in the centre of the dash. Three additional instruments (a fuel gauge, ammeter and clock) were mounted in the middle of the centre console.
If a radio was specified, the clock was discarded and the remaining two instruments were mounted either side of the audio system.
The dash top, door caps, armrests and the knee roll that wrapped round to the transmission tunnel sidewalls were normally trimmed in black vinyl. The rest of the upholstery was leather.
Like most Ferraris of this era, a teak veneered dash fascia was installed. A matching full length teak insert was also applied to the central console and oddments tray.
When lowered, the canvas roof lay almost flush with the rear deck and was remarkably unobtrusive.
Electric windows were standard.
Options
Customers could further enhance their cars with a radio, electric aerial, air-conditioning and seat belts.
Weight / Performance
Ferrari quoted a weight of 1320kg and a top speed of 152mph. 0-62mph took around 6.5 seconds.
Production
The 365 California displayed at Geneva in March 1966 was chassis 8347 (the prototype). Painted light metallic blue with a black and white cloth interior, this colour scheme was quickly changed to dark blue with a beige corduroy upholstery. In July 1966, the newly liveried car (depicted here) was sold to Dino Fabbri, a publisher from Milan.
Two further cars were completed in the second half of 1966. One of these (chassis 9127) was sold to Margaret Strong de Cuevas de Larrain who was a Rockefeller heiress. Margaret de Cuevas was also the financier of NART co-founder, Jan de Vroom.
Eleven more cars were produced in 1967, around half of which were sold via Luigi Chinetti to buyers in the USA. One of these (chassis 9631) was built without the nose-mounted retractable headlights.
Another notable 365 California owner was Rafael Leonidas Trujillo Martínez who purchased chassis 9615. Better known as Ramfis Trujillo, he was the son of brutal Dominican Republic dictator, Rafael Trujillo. Having grabbed power for a few months after his father’s 1961 assassination, Trujillo Jr. then fled to Spain and lived a life of luxury with around $200m expropriated from the Dominican state. Like Porfirio Rubirosa (his friend, political ally and ex-brother-in-law), Trujillo died in a fatal crash while driving one of his Ferraris (in this case a 330 GT).
Chassis 10155 was sold to Hans Riegel from Bonn who owned the Haribo confectionary company.
The last of the 14 examples (chassis 10369) was delivered to London property magnate, Harry Hyams. Hyams also owned a 500 Superfast and later had his California factory fitted with a power roof. This was one of two right-hand drive 365 Californias built.
Owing to gradually weakening demand for such outlandish machinery, the 365 California was not replaced when production ended.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
