The 365 GTC/4 debuted at the Geneva Motor Show in March, 1971. Although the car sports two small rear "seats", it wasn't designed as a replacement for the longer 4-seat 365 GT2+2, instead it was Ferrari's newest civilized and practical 2-seat coupe, similar to the previous 330 GTC and 365 GTC models.

Mechanically, the 365 GTC/4 is closely related to the 365 GTB/4 "Daytona" but it presented its own innovations, including power assisted steering, a large trunk, and side draft carburetors which allow a lower hood line. As Road and Track said in its July 1972 review of the car: "In all, a graceful, clean and understated design with subtleties one discovers only by looking it over carefully. One might say this model is a Ferrari for the mature enthusiast." Or, Winston Goodfellow was quoted in the Forza 365 GTC/4 Buyer's Guide as saying: "The styling is so elegantly low-key that the model is often overlooked."

Many Ferrari enthusiasts will tell you that the 365 GTC/4 is either "the most under-rated Ferrari" or "The best sounding Ferrari ever made", or both. Listen to a 365 GTC/4 run through 1st and 2nd gears (a 197kb WAV file).

Manufacturer: Ferrari Body Design: Pinninfarina Designer: Filippo Sapino Model: 365 GTC/4 Price (in 1972): $27,500 Years made: 1971-1973 (serial #s 13143-17237) Total made: 505 (180 in US) Exterior Colors: 48 Available Interior Colors: 10 Available

The GTC/4 used a welded tubular steel chassis designated Tipo F101 AC 100, this itself being clearly developed from Ferrari's Tipo 591 frame seen previously on the 365 GT 2+2, the model this new car was replacing. But Ferrari wanted the C/4 to appeal to buyers of both two-seat Coupes and larger 2+2’s, so they cut 150mm from the wheelbase to give more sporting than touring characteristics. Having become familiar practice on all Ferrari's since the 1964 275 GTB, there was independent suspension all round and again, much like the 365 2+2, power steering as standard with hydraulic self-levelling rear ride height control. Cromodora alloy wheels were also fitted as standard but Borrani wires were optionally available.

Meanwhile, designated Tipo F101 AC 000, the GTC/4's powerplant was similar to the DOHC Tipo 251 60° V12 engine already used in the Daytona. Displacement of both these units was 4390cc thanks to a bore and stroke of 81mm x 71mm respectively. However, the F101 featured new heads, wet sump lubrication, a lower compression ratio of 8.8:1 and six side draught Weber 38 DCOE carburettors. Power for the European version was 340bhp at 7000rpm while Ferrari's North American version fitted with emissions equipment lost around 20bhp. But as a result of fitting sidedraught carburettors, the Tipo F101's dimensions were wider and lower than with downdraught's, this allowing the GTC/4 to use a noticeably more shallow hood than the Daytona.

The 365 GTC/4's relatively low production run (505 units) makes it much less well known than models such as the Daytona and 246 GT Dinos, both of which were manufactured at the same time. Additionally, it didn't fit too well into the product line -- it wasn't the high-performance coupe that the Daytona was, yet its back seats weren't suited for anyone to actually sit on so it didn't fill the bill as a 4 seat replacement for the 365 GT 2+2. Still, it is one of the best driving V-12 Ferraris ever made.

As is the tradition with Ferrari, the bodywork was designed by Pininfarina in Turin and, unlike the Daytona that had its bodies constructed by Scaglietti in Modena, those of the GTC/4 were also produced by Pininfarina and then shipped to Maranello for completion. Finished entirely from steel with the exception of an aluminium bonnet and rear lid, some knocked the styling, questioning its apparently ‘un-Ferrari-like’ appearance. While the looks were panned as being too boring in 1971, they have proven themselves graceful and timeless, as so many fine Pinninfarina styles do.

A number of interesting features were incorporated on Pininfarina's design for the GTC/4 and its lines become more and more attractive the closer they are studied. Most immediately apparent is the distinctive matte black synthetic resin noseband that replaced traditional chrome bumper trim for the front of the car, a detail unique to this model. Indeed, matte black was also used for the rear bumper and tail-light panel. Both features contributed to the refreshing lack of chrome and this cars cleanliness of line, a practice initially begun on the Daytona. While the black bumpers did not meet universal approval, they are quite tasteful compared to the huge units applied to the Lamborghinis of the time. Two other details worthy of mention were the extremely low bonnet with its retractable headlights and that Kamm tail featuring the de-rigueur round Ferrari tail lights, six in number.

It is a much lower and more exotic looking car than the boxy 400-series 2+2s that replaced it, and is more angular and modern looking than the 365 GTC and 365 GT2+2 that preceded it. The side profile is low and graceful, without the need for excessive scoops and ducts. The rear three-quarter view of a GTC/4 exudes restrained power and early seventies Pininfarina style.

The cabin was to a completely new design and featured an instrument binnacle that was now becoming ever more integrated into the central console in a move that was to suggest the style for years to come. Overall, the interior was more comfortable and refined than that of the Daytona and offered a good deal more luggage room plus two small seats although these were best folded down for additional storage space. Indeed, this cabin allocated rear occupants with a much smaller degree of legroom than previous 2+2 models, a factor attributable to it's drastically reduced wheelbase. Air conditioning was fitted as standard but so were cloth seat centers with leather bolsters, a full Connolly leather interior being optional (15505 is so equipped).

The lovely 4.4 liter V-12 engine provides great power and torque and the exhaust system on the 365 GTC/4 makes a deep throaty rumble which is much more aggressive sounding than even that of the Daytona. Opening the hood always impresses. Everything comes in multiples with this car. The six side-draft carburetors necessitated by the low hoodline sit flat atop the motor, making it appear big and wide, which it is. In the center of the 4 camshafts are two oil filters to clean the 18 quarts of oil required by the engine, along with the complex throttle linkage required to open the 12 throats of those 38DCOE Webers. Tucked under the cowl are the two distributors, housing 2 sets of points each and sparked by two "dinoplex" electronic coil units mounted on the fender wells.

All this makes for a complex but reliable high-performance engine. Of course, complexity adds cost. A well-maintained 365 GTC/4 will provide years of trouble-free operation but maintenance tasks can be difficult and expensive. Obviously, changing the oil requires purchase of two oil filters and 18 quarts of high-quality oil. Removing and reinstalling the air cleaners takes about two hours of contortionism to reach the multitude of nuts under the carb velocity stacks. Synchronizing the carbs takes experience, knowledge, and tools. Probably the single biggest preventive maintenance task is valve adjustments. Because the intake manifolds pass through the center of the cam covers, the carbs must be entirely removed to reach the valves. If you are looking to purchase a 365 GTC/4 make certain that this task wasn't neglected -- it is required every 15,000 miles.

Handling characteristics of a 365 GTC/4 are phenomenal, especially for a 3,800 pound, 25 year-old car running on skinny tires. The independent suspension works well, with cornering fairly flat and very predictable. Stability at high speeds is good with top speed being more limited by faith in old tire technology than by the car itself.

Steering: Rack and pinion, power assisted Suspension: front: Independent, unequal length A-arms, coil springs, hydraulic tube shock absorbers, anti-roll bar Suspension: rear: Independent, unequal length A-arms, helical springs, hydraulic tube shock absorbers, anti-roll bar, oil pneumatic self-leveling system Brakes: Dual hydraulic system, vacuum assist front: 11.3 in. ventilated disc rear: 11.7 in. ventilated disc Tires: Michelin XWX 215/70 VR 15 in. tubeless radials Wheels: 7.5 X 15 in. 5-spoke Chromodora cast in light alloy or Borani chrome wire spokes with knock-off hubs