Guide: Ferrari 365 GT4
Background
Ever since the 250 GTE entered production in 1960, Ferrari's four seat models had consistently been the firm's best sellers; customers who might otherwise have ordered a two-door Rolls Royce, Bentley or Mercedes-Benz were attracted by a combination of luxury, style and performance that only Ferrari could offer.
Until the Lamborghini Espada arrived in 1968, the four-seat Ferraris had no serious rivals. However, whereas Lamborghini quickly gained a reputation for outlandish styling, Ferrari and Pininfarina typically took a more conservative approach.
Despite sales figures for the 250 GTE, 330 GT and 365 GT proving Ferrari's approach was correct, the Italian firm stopped manufacturing big four-seat models for 18 months between early 1971 and late 1972. Customers were offered the 365 GTC/4, but with its extremely cramped bordering on useless back seats, this was not a like-for-like replacement.
Ferrari had not abandoned the four-seat concept though and, in October 1972, their latest offering was unveiled.
The new 365 GT4 used several parts derived from the short-lived 365 GTC/4. The chassis was effectively given an extended wheelbase and the engine was dropped in with little modification. Some exterior and interior features were also adopted.
Ferrari evidently got this latest model just right as, in its various iterations (365 GT4, 400, 400i and 412i), the new four seat line remained in production for the next 17 years.
Like its predecessors, the 365 GT4 was the most expensive series production Ferrari available.
Unfortunately, increasingly stringent emissions and safety legislation meant it was never officially offered for sale in the USA. Being frozen out of such a big market inevitably hit Ferrari’s sales figures hard. The firm’s other twelve cylinder model (the BB) suffered a similar fate.
Chassis
The 365 GT4's new Tipo F101 AL tubular steel chassis was almost identical to the one used on the 365 GTC/4 albeit with a 200mm wheelbase extension that took it to 2700mm (the longest of any Ferrari).
Front track was reduced by 10mm and rear track was widened by 20mm. Additionally, a pair of new 59-litre fuel tanks were fitted in the boot floor / rear wings.
Suspension was independent all round with unequal length wishbones and coil sprung telescopic Koni shocks. Anti-roll bars were installed at both ends.
To make this the most refined Ferrari available, a self-levelling rear axle was adopted along with power steering.
The brakes were hydraulically operated ventilated discs and the wheels were 7 x 15-inch Cromodora five spoke star-pattern alloys shod with Michelin XWX tyres.
Engine / Gearbox
Dropped into the engine bay was a Tipo F101 AC 000 wet-sump engine similar to that used in the outgoing 365 GTC/4.
A 4.4-litre all-alloy 60° V12 with dual overhead camshafts per bank, two valves per cylinder and single plug ignition with two coils, it was a further evolution of Gioacchino Colombo's illustrious line of short-block Ferrari motors.
Displacement was 4390cc thanks to a bore and stroke of 81mm and 71mm respectively.
With an 8.8:1 compression ratio and six sidedraught Weber 38 DCOE carburettors, peak output was 320bhp at 7000rpm and 311lb-ft at 4600rpm.
Although the 365 GT4’s replacement (the 400) was offered with the option of an automatic transmission, the GT4 only ever came with a five-speed manual gearbox. Power was transmitted through a single-plate clutch and limited slip-differential.
Bodywork
As Ferrari’s official coachbuilder, the Turin styling house of Pininfarina were commissioned to design and fabricate bodies for the 365 GT4.
Ferrari sent each rolling chassis to Pininfarina for bodywork and an interior. The completed shells were then transported back to Maranello and equipped with engines and gearboxes.
By the early 1970s, most automotive designers had begun to embrace the wedge era. Curves were replaced with flat surfaces and, despite not having been at the vanguard of this new wave, Pininfarina eventually bought into the philosophy.
In this respect, the 365 GT4 proved to be a complete stylistic departure from its four-seat predecessors.
Despite radically different looks, the 365 GT4 was nevertheless an elegant and well-proportioned design. With a few tweaks, the shape stayed in production until 1989, much like those other long-running 1970s models, the Lamborghini Countach and Aston Martin V8.
Although it boasted the longest wheelbase of any Ferrari and a substantial rear overhang, the 365 GT4 was actually 164mm shorter than the 365 GT built between 1967 and 1971.
The bodywork was manufactured entirely from steel except for the bonnet and bootlid that were formed in aluminium.
Like the 365 GTC/4, sidedraught carburettors were used to permit an ultra low profile hood. The hood housed a distinctive brushed alloy cooling grille that allowed hot air to escape from the engine bay. Retractable headlights were installed along with distinctive supplementary light clusters that came with either clear or two-tone clear / amber covers.
By the early seventies, black body trim had begun to replace brightwork. Although the window frames, wing mirrors, door handles, exhaust tips and tail badges were a mix of chrome and brushed steel, the bumpers were now finished in matt black as was the tail fascia insert which housed triple light clusters per side (much like the 365 GTC/4).
Six exhaust pipes were used on a couple of prototypes but four pipes were the norm for production. They were prominently located below a notchback tail that provided a generous amount of luggage space.
Interior
Slim cabin pillars and a considerable glass area meant the luxuriously appointed cabin had excellent all round visibility.
The flat roofline also led to a considerable increase in rear headroom compared to earlier four seat Ferraris that had used conventional fastback cockpits.
Several interior features were lifted from the short-lived 365 GTC/4 to include the front seats, alcantara-trimmed dash and centre console.
As per the GTC/4, the main binnacle housed two large read outs for road and engine speed. In between were smaller gauges for oil pressure and water temperature. Another four small instruments (a clock, fuel read out, oil temperature gauge and ammeter) were located at the top of the centre console and angled towards the driver.
All eight instruments were set within modern-looking satin black square shrouds.
Unlike the GTC/4, the centre console was now equipped with a teak fascia instead of alloy.
Standard equipment included full leather upholstery, air-conditioning, electric windows and a leather-rimmed steering wheel with three brushed alloy spokes.
Weight / Performance
Ferrari quoted a dry weight of 1500kg which was just 50kg up on the outgoing GTC/4.
Top speed was 153mph and 0-62mph took 6.5 seconds.
Production
After its debut at the Paris Motor Show in October 1972, production continued until late 1976.
Three prototypes were constructed (chassis 15897, 16291 and 16293) plus an additional 522 production cars (109 of which were right-hand drive).
Chassis numbers for production variants ranged from 17091 to 19709.
No major upgrades were made during the car’s lifespan. Instead, Ferrari focused on the development of a revised model (the 400) that could satisfy the increasing demand for an automatic transmission.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
