Guide: Ferrari 365 P 3-Posti Guida Centrale
Background
25 years before the McLaren F1 arrived on the scene, Ferrari built their own three-seat supercar with a mid-mounted V12 engine.
Known as the 365 P 3-Posti Guida Centrale, a pair of these extraordinary machines were constructed in 1966. Both were sold to special customers: one went to Ferrari's US distributor, Luigi Chinetti, and the other to Gianni Agnelli, who was head of the FIAT empire.
Created around the same time as early prototypes for the diminutive Dino 206 GT were beginning to emerge, a styling lineage between the two models was clear. However, whereas the Dino featured a V6 engine and conventional two-seat cockpit layout, the pair of competition-derived 3-Postis ran V12 motors and positioned the driver in the centre of the cabin with a passenger on either side.
Although the 3-Postis adopted a mid-engined layout with twelve cylinder power long before such a road car was publicly offered from Maranello, they were not actually the first Ferraris conceived purely for street use to run such a configuration. That honour fell to the unique and equally spectacular 250 LM Stradale that had been displayed at the Geneva Motor Show in March 1965.
Chassis
For this latest machine, Ferrari constructed two P-car-inspired tubular steel chassis each with a wheelbase extended from 2400mm to 2600mm. The longer wheelbase was required to increase cockpit space over the cramped P-car racers.
Designated Tipo 577 A, the 3-Posti’s spaceframe chassis was equipped with a mixture of existing ancillaries sourced from various models. Front suspension was similar to the 250 LM while the back end more closely resembled a P-car.
It was a fully independent arrangement all round with unequal length wishbones, coil springs and adjustable dampers plus anti-roll bars at either end.
Disc brakes were supplied by Dunlop.
The experimental star pattern cast alloy centre locking five-spoke wheels were sourced from Cromodora.
Engine / Gearbox
Ferrari's most potent customer engine in 1966 was their single overhead camshaft 4.4-litre V12. It was used in a handful of Prototype racing chassis that were destined for the Scuderia's satellite teams.
A 4.4-litre lump also appeared (albeit heavily de-tuned) in the 365 California which was Ferrari's phenomenally expensive flagship road car.
The Tipo 217 P engines used in the 3-Posti were, by and large, the same as those used in the Prototype racing cars of the era. Dry-sumped with single plug ignition, twin distributors and two valves per cylinder, they displaced 4390cc thanks to a bore and stoke of 81mm and 71mm respectively.
Derived from Gioacchino Colombo’s revamped line of short-block Ferrari engines, these 60° V12s were mounted mid-longitudinally in the chassis.
Silumin light alloy was used for the block and head. In racing trim, a 9.0:1 compression ratio and six Weber 42 DCN carburettors were typically used.
For this road-going application, compression was reduced to 8.8:1 and three 40 DFI carburettors were installed.
Ferrari quoted a peak output of 380bhp at 7300rpm and 318lb-ft at 3900rpm.
Transmission was via a five-speed gearbox with multi-plate clutch and limited-slip differential.
Bodywork
Pininfarina were commissioned to create the 3-Posti’s body and interior.
Unsurprisingly, the Turin coachbuilder took cues from the various Ferrari P-cars and the mid-engined Dino prototypes that were in development at the time.
The 3 Posti’s short nose featured covered headlights and a traditional oval intake flanked by chrome quarter bumpers. The front lid housed a distinctive horizontal bank of cooling vents, more of which were located on the engine cover and tail fascia.
The five-window cockpit provided good visibility. A transparent roof panel ensured the cabin was blessed with plenty of natural light.
Flying buttresses swept down towards the Kamm tail. The rear deck was home to a shapely chrome blister that cleared the carburettors and complemented the curved rear windscreen profile.
Carved out from each flank was a scalloped engine intake that became one of Pininfarina’s trademark cues.
The inverted tail fascia featured three-piece light clusters from the 365 California and another pair of chromed quarter bumpers.
Interior
Easily the 3-Posti’s most widely publicised feature was its three-seat cockpit. It incorporated two passenger seats slightly behind the centrally positioned driver. This layout was copied by McLaren for their much-vaunted F1 many years later.
Aside from some of the instrumentation, the switchgear and a traditional wood-rimmed steering wheel, everything else in the cabin was brand new.
The custom dash used individual cowls for the speedo and tach with minor gauges located in separate panels either side.
New seats with ribbed centres were installed and the open gate transmission was located to the driver’s right.
Weight / Performance
Weight was a quoted 1020kg.
With just short of 400bhp, the 3-Posti most likely had a top speed of around 180mph. 0-62mph probably took a little over five seconds.
Chassis 8971
The first 3-Posti seen in public was chassis 8971.
Painted white with a black vinyl interior, it was unveiled at the Paris Motor Show in October 1966 alongside the new Ferrari 275 GTB/4.
By the time of its Paris appearance, the brushed aluminium rear spoiler originally fitted had been removed.
Displayed without an engine, 8971 went on to star at several more motor shows over the next few months including those at London, Brussels and Geneva.
An engine was subsequently added and several modifications were made for roadworthiness. These included extra ventilation slots cut from the bonnet, engine cover and sills. Different front indicators were also installed and the fuel filler cap was moved from the rear three-quarter window to the sail panel.
In May 1970, chassis 8971 was sold to Ferrari's North American distributor, Luigi Chinetti.
Chassis 8815
Another 3-Posti was built up for Gianni Agnelli, head of the sprawling Fiat group.
Agnelli’s car (chassis 8815) featured a number of differences to the first car. They included re-shaped engine cooling scoops, a re-positioned fuel filler cap and different front indicators.
8815 also retained the type of rear spoiler that had been removed from 8971.
Agnelli specified metallic grey paint, a black swage line and a power-assisted clutch.
8815 was displayed at the Turin Motor Show in November 1966. Gianni Agnelli retained it until 1975.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & Pininfarina - https://pininfarina.it
