Guide: Ferrari 365 GTC & 365 GTS
Background
Two-and-a-half years after the four-litre 330 GTC was launched, Ferrari revealed an uprated 4.4-litre version at the Paris Motor Show in October 1968.
Like its predecessor, the new 365 GTC was also offered in Spyder trim (365 GTS). However, there was little fanfare for the arrival of either variant. Instead, it was the rakish 174mph 365 GTB/4 which also made its bow at the ‘68 Paris show that understandably stole the headlines.
Unlike Ferrari's flashy new Berlinetta, the GTC was a comparatively discreet motor car that appealed to a clientele with quite different requirements. It was undoubtedly still a very fast machine, but thanks to excellent cockpit visibility, greater all-round practicality and less complex mechanicals, proved a superior proposition for day-to-day motoring.
The 365 GTC and GTS also had an understated elegance about them which was not something that could be said about the wild looking GTB/4.
Previous Ferrari Coupes and Spyders similar to the 365 GTC and GTS had sold extremely well. The company’s first series production offering, the 250 GT Series 1 Coupe and Cabriolet, paved the way for the extremely successful Series 2 iterations that were built in much larger volumes.
Unfortunately, Ferrari did not offer a replacement for the Series 2 Cabriolet until the 275 GTS arrived in late 1964; the 250 GT Berlinetta Lusso built in between was offered in Fixed Head configuration only.
The 250 GT Berlinetta Lusso was ultimately superseded by the 330 GTC and the open top 330 GTS (which replaced the 275 GTS) arrived soon afterwards.
The further improved 365 GTC and 365 GTS slotted into a Ferrari model line up that included the much larger 365 GT four seater and the recently introduced Dino 206 GT. The Dino was an entry level V6-powered two-seat Berlinetta built in collaboration with Fiat.
During its lifespan, the 365 GTS was the only open top Ferrari available. Nevertheless, only a tiny number were ever built. Similarly, the 365 GTC was not an enormous seller either. Instead, buyers either chose the popular 365 GT four seater or the exciting 365 GTB/4.
Other potential buyers chose for something entirely different. Domestic rivals Lamborghini and Maserati offered the comparable Islero and Mexico while, from England, there was the Aston Martin DB6 and Jaguar E-type.
Bodywork
Visually, the 365 GTC and GTS were practically identical to the outgoing 330 variants.
The easiest way to differentiate the new models was by their engine cooling vents. Two satin black banks of vents were added along the trailing edge of the hood. The triple louvred vents carved out from behind the front wheelarch on the 330 GTC and GTS were thus deleted.
This new cooling solution had been previewed on the last two of four 330 GTC Speciales built in 1967.
Additionally, the chrome 330 insignia originally located below the Ferrari script on the tail was removed but it was not replaced by a like-for-like 365 badge.
Bodies were fabricated from steel with aluminium bonnets and boot lids. They were manufactured at Pininfarina's Turin plant and shipped to Maranello for installation of the mechanical components.
By the late 1960s, creased lines and flat surfaces were becoming increasingly popular. With their exposed headlights, soft curves and generally restrained lines, the 365 GTC and GTS were seemingly from another era.
While the GTC came with a light and airy five window cabin, the GTS was equipped with a simple folding canvas roof which was identical to that of the outgoing 330 GTS. When lowered, it folded away almost completely out of view. A black vinyl tonneau was included.
Interior
Like the exterior, changes to the new model’s cockpit were also limited.
Most notably, there were some minor alterations to the heating and ventilation controls, new door panels with armrests were installed and the shift pattern was now illustrated on the gear knob.
Other changes saw the choke lever relocated to underneath the dash and the addition of a choke warning light. The fuse box was moved from the engine bay to the interior and the handbrake was repositioned from under the dash to between the seats. Red warning lights were added to the doors and automatically illuminated when opened.
Otherwise, all the existing cabin architecture was retained.
Well-padded seats were upholstered in leather to match the door panels, sidewalls and fluted headliner. The dash top, knee roll, door caps and centre console were trimmed in black vinyl.
Pininfarina fitted a traditional teak veneered dash fascia and wood-rimmed three-spoke steering wheel.
The curved instrument binnacle housed large read outs for road and engine speed along with a trio of smaller gauges for oil temperature, oil pressure and water temperature. Located directly above the centre console was a fuel gauge, clock and ammeter.
Behind the seats in the GTC was a leather trimmed parcel shelf with luggage straps.
Engine & Gearbox
Undoubtedly the most significant change in the transition from 330 to 365 specification was found in the engine bay where Ferrari fitted a 4.4-litre Tipo 245/C motor that offered more power and torque than the outgoing four-litre version.
From a technical standpoint, the 365 GTC and GTS were the last Ferrari models to come with a single overhead camshaft engine. In future, all models came with the dual overhead camshaft arrangement ushered in by the 275 GTB/4.
The Tipo 245/C motor was derived from the revamped Gioacchino Colombo line of short-block 60° V12s that had first appeared in 1947. It featured an all-alloy construction, two valves per cylinder, single plug ignition with two coils and wet-sump lubrication.
Compared to the old four-litre unit, the 365 motor was bored out by an additional 4mm to 81mm. Stroke remained at 71mm for an overall displacement of 4390cc.
Ferrari had already used 4.4-litre engines in the limited production 365 California and the four-seat 365 GT, so the power unit was by this time well-proven.
Like the 365 GT and California, an 8.8:1 compression ratio was employed. Peak output was 320bhp at 6600rpm and 267lb-ft at 6600rpm.
Initially, the same Weber 40 DFI/5 carburettors as used on the 365 GT were fitted. For the last 47 cars, these were switched to the latest DFI/7 type.
Transmission was via the same five-speed transaxle with enclosed torque tube that had been introduced on the 330 GTC back in 1966. However, there was now a cable rather than hydraulic-operated clutch and the rear half shafts were dropped in favour of CV joints as per the 365 GTB/4.
Chassis
To accommodate the heavier 4.4-litre motor, Ferrari reinforced and repositioned the engine mounting points. As a result, the original tubular steel Tipo 592 chassis was given a new type number: Tipo 592/C.
Track was widened by 9mm at the front (to 1410mm) and narrowed by 3mm at the rear (to 1414mm). Other changes included new brake calipers and pads. Firestone tyres were now normally fitted owing to the American firm’s sponsorship arrangement with Scuderia Ferrari.
Otherwise, little was changed.
Suspension was fully independent via unequal length wishbones, coil springs and telescopic dampers. Anti-roll bars were installed at either end along with disc brakes at each corner.
The same 14 x 7-inch Borrani cast alloy wheels as fitted to the outgoing 330 were standard equipment.
Likewise, a 90-litre fuel tank was again housed in the rear wings.
Options
Optional extras included a radio, Borrani wire wheels and air-conditioning. The GTS could also be specified with a hard top.
Weight / Performance
As before, the GTS weighed in 100kg lighter than the GTC (1250kg compared to 1350kg).
Meanwhile, the larger engine meant there was a 50kg gain compared to the old 330.
USA Version
At the time of the 365 GTC / GTS introduction, Ferrari were still able to sell their cars in the USA with relatively few modifications.
Cars destined for the US were typically equipped with extra body reflectors and red indicators at the rear.
However, new legislation would soon come into effect that would force Ferrari’s V12 models out of the lucrative North American market.
Production
The 365 GTS was discontinued in 1969 after just 20 had been completed. All were left-hand drive.
The 365 GTC stayed in production until early 1970, by which time 168 had rolled off the production line (27 of which were right-hand drive).
365 GTC Prototype: 1968 (1 built) VIN range 11589
365 GTC: 1968 – 1970 (168 built) VIN range 11823 to 12795
365 GTS: 1968 – 1969 (20 built) VIN range 11227 to 12493
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
