Aug 8

Aug 8 Guide: Ferrari 365 GT

Ferrari - Ferrari 365 GT - 1960s Italian Cars - 1960s Supercars - 1970s Italian Cars - 1970s Supercars - Pininfarina

Background

Once the 250 GTE entered production in 1960, Ferrari's line of four-seat Grand Tourers consistently became the firm's best-selling models. Fast, handsome and practical, they had little in the way of competition until the Lamborghini Espada was unveiled in early 1968.

By this time, Ferrari had launched their third generation four-seater V12: the 365 GT. It replaced the 330 GT which had in turn superseded the original four seat model, the 250 GTE.

Presented at the Paris Motor Show in October 1967, the 365 GT was the largest, most spacious Ferrari yet. It also ushered in an independent hydraulic self-levelling back axle while power steering (which had previously only been offered on the flagship 365 California) was added to the long list of standard equipment.

Only one version was ever offered and 806 were completed before production was discontinued in early 1971.

During its three-and-a-half year lifespan, the 365 GT was variously sold alongside Ferrari's two-seat Berlinettas (the 275 GTB/4 and 365 GTB/4), their two-seat Coupes (the 330 GTC and 365 GTC) plus the mid V6-engined Dino (the 206 and 246). Ferrari also produced a number of open cars during this period to include the 330 GTS, the 365 GTS and the 365 GTS/4.

Chassis

The 365 GT was built on a new Tipo 591 tubular steel chassis.

It shared a 2650mm wheelbase with the outgoing 330 GT, but there were a variety of upgrades. Most significant was the arrival of fully independent suspension for the first time on one of Ferrari’s four-seat V12 models. Previous iterations had used a liver rear axle.

Unequal length wishbones and coil sprung telescopic dampers were installed at each corner. The front was also equipped with an anti-roll bar while, at the rear, a new hydraulic self-levelling system was developed with Koni to provide consistent ride-height regardless of load or speed.

Considerable attention was paid to powertrain damping to give a quiet, vibration-free cockpit. As mentioned, power steering was also standard which added to the refined, modern feel.

Compared to the 330 GT, track was widened, a new twin-circuit hydraulic braking system was installed and the brake discs were uprated to the ventilated type.

The same Borrani ten-hole cast alloy centre-lock wheels as used by the Series 2 330 GT were fitted as standard. They measured 7.5 x 15-inches and normally came shod with Michelin or Firestone tyres.

The twin fuel tanks (now mounted in the boot floor) were enlarged from 90 to 112-litres.

The floor pan, footwells and firewall were manufactured from glass-reinforced-plastic (GRP).

Engine / Gearbox

Every 365 GT was fitted with an all-alloy 4.4-litre Tipo 245 Colombo-derived 60° V12 engine.

This was essentially the same type of power unit used by the 365 California albeit uprated with a trio of downdraught Weber 40 DFI/5 carburettors.

Single overhead camshafts were employed along with two valves per cylinder, single plug ignition and two coils.

Displacement was 4390cc thanks to a bore and stroke of 81mm and 71mm respectively.

Compression was set at the usual 8.8:1 which yielded 320bhp at 6600rpm and 268lb-ft at 5000rpm.

Transmission was via a conventional five-speed gearbox (not a torque tube-equipped transaxle) with single-plate Borg & Beck mechanical clutch and a ZF limited-slip differential.

Bodywork

Visually, the new car was inspired by the batch of four 330 GTC Speciales built prior to the 365 GT’s introduction. Both were designed and built by Pininfarina. They shared a broadly similar profile, but whereas the Speciale was equipped with an intricately curved vertical windscreen directly behind the cockpit, the 365 GT used a conventional fastback rear screen that was much less expensive to manufacture.

Dimensionally, the 365 GT was the largest Ferrari production model yet: at 4974mm, it was 134mm longer than its predecessor and 71mm wider.

The bodyshell was manufactured entirely from steel with the exception of the bonnet and bootlid which were aluminium.

Interior

As usual, this latest ‘family’ Ferrari offered a spacious and luxuriously appointed cockpit. It enabled four adults to travel in comfort and came with a very high specification.

Standard equipment included full leather upholstery and electric windows. The well-padded seats were perfect for long distance touring and the glassy cabin gave excellent all round visibility.

An all new dash saw the five main instruments housed in an oval binnacle behind the wood-rimmed steering wheel. Large read outs for engine and road speed were split by smaller gauges for oil pressure, oil temperature and water temperature.

A clock, fuel gauge and ammeter were located in the central console. Along with the primary binnacle, this was dressed up with a teak fascia.

Black vinyl was used to upholster the dash, glovebox, sills, transmission tunnel and door/side caps.

Options

Although the standard specification was very high, buyers could enhance their cars with a number of optional extras. Plexiglass headlight covers, air-conditioning, Borrani wire wheels, a radio and an electric aerial were all available.

Later on, a small number of cars were also fitted with the same style of five-spoke Cromodora alloy wheels used on the 365 GTB/4.

Weight / Performance

At 1480kg, the 365 GT was 100kg heavier than the outgoing 330 GT.

Top speed was quoted as 152mph and 0-62mph took a whisker under seven seconds.

Production Changes

During production, Ferrari began to equip 365 GTs destined for the USA with various anti-smog devices.

Tightening emissions legislation meant it was becoming increasingly hard to sell cars into North America and Ferrari would spend much of the 1970s practically frozen out of its biggest market. However, for now, the 365 GT was able to scrape through with different distributors, reworked Marelli ignition and an air pump to reduce exhaust gasses.

Another development that stemmed from the US was demand for an automatic transmission. Six 365 GTs were equipped with General Motors three-speed gearboxes that Ferrari’s North American distributor, Luigi Chinetti, had sent over to Italy. The prototype (chassis 12755) was followed by a further five examples (13165, 13167, 13169, 13171 and 13173).