A roadster, sometimes referred to as a spider or spyder, is an open two-seat car with emphasis on sporting appearance or character. Initially an American term for a car with no weather protection. The roadster is a style of racing car driven in United States Auto Club Championship Racing, including the Indianapolis 500 and this type of racing car was superseded by mid-engined cars. In the nineteenth century, the word denoted a horse suitable for traveling. By the end of the century the definition had expanded to include bicycles and tricycles. In 1916, the Society of Automobile Engineers defined a roadster as and it may have additional seats on running boards or in rear deck. Additional seating in the deck was known as a rumble seat or a dickey seat. The main seat for the driver and passenger was usually further back in the chassis than it would have been in a touring car, Roadsters usually had a hooded dashboard. The earliest roadster automobiles had only basic bodies without doors, windshields, by the 1920s they were appointed similarly to touring cars, with doors, simple folding tops, and side curtains.
When roadsters of this era were equipped with seats, the seats folded into the body when not in use. They are popular with collectors, often valued over other open styles, the term roadster as applied to automobiles is American in origin, before World War II, the British equivalent was a two-seat tourer. By the 1970s, the roadster was applied to open two-seat cars of sporting appearance or character. Roadsters had become almost as well-equipped as convertibles, including side windows that retract into the doors, Roadsters of that time included the Alfa Romeo Spider, MGB, and Triumph TR4. A roadster is still defined as a car with two seats, with some roadsters having power tops or retractable hardtops. A few manufacturers and fabricators still offer roadsters that meet the older definitions and these include Morgan, with the windowless Roadster, with the doorless Seven, and Ariel, with the bodyless Atom. The American hot rod is based on pre–World War II roadsters, late run Model Ts and 1932 Fords were the most popular starting points.
The term roadster applies to front-engined AAA/USAC Championship cars, associated with the Indianapolis 500, the roadster engine and drive shaft are offset from the centerline of the car. This allows the driver to sit lower in the chassis and facilitates a weight offset which is beneficial on oval tracks, one story of why this type of racing car is referred to as a roadster is that a team was preparing a new car for the Indianapolis 500
Ferrari 250 GT Lusso
The Ferrari 250 GT Berlinetta Lusso is a GT car which was manufactured by Italian automaker Ferrari from 1963 to 1964. Sometimes known as the GTL, GT/L or just Lusso, it is larger, the 250 GT Lusso, which was not intended to compete in sports car racing, is considered to be one of the most elegant Ferraris. Keeping in line with the Ferrari tradition of that time, the 250 GT Lusso was designed by the Turinese coachbuilder Pininfarina, although the interior was more spacious than that of the 250 GT, the 250 GT Lusso remained a two-seat GT coupe, unlike the 250 GTE. The car was manufactured for only eighteen months, from early 1963 to mid 1964, auto shows often provide an opportunity for manufacturers to introduce new designs publicly. Ferrari did so at the 1962 Paris Motor Show to unveil, as a prototype, the prototype was almost identical to the production version, and only minor details changed thereafter. The new model was a way for Ferrari to fill a void left between the sporty 250 GT SWB and the luxurious 250 GTE 2+2, the Lusso met the new demands of the 1960s.
Indeed, fans of sporting driving of the time became as fond of civilized designs, Ferrari did not skimp on details in the GTL, which shows on the scales, weight ranged from 1,020 to 1,310 kg, depending on equipment. Unusually brief for a Ferrari model, GTLs production began January 1963, according to a longstanding American expert on Ferrari, Peter Coltrin, the construction of the 250 GT Lusso must have begun soon after the presentation of the prototype of the Paris Motor Show. Although it was not intended to compete, the 250 GT Lusso made a few appearances in several sporting events in 1964 and 1965, such as the Targa Florio and the Tour de France. The final iteration of the 250 GT series,351 copies of GT Lusso were produced before being replaced by the Ferrari 275 GTB, as usual, the company Carrozzeria Scaglietti was responsible for the manufacturing of the body. The body was made of steel with the exception of the doors, boot lid, and bonnet, the stern of the body featured a small integrated spoiler, the 250 GTL became the first Ferrari to incorporate such aerodynamic appendages, concluding with an abrupt Kammback rear.
The short rear is characterized by a bezel that slopes down to the tail of the car, the glazed surfaces, including the rear window and triangular quarter windows, provided good visibility. As the car was only a two-seater, there was a fairly capacious boot space with a parcel shelf, while 250 GT Lusso was a civilized sport car, it was nevertheless recommended in preference to young and flexible passengers due to the fixed-position seatbacks. Despite this, the pedals were adjustable to 5 cm, as in the racing versions, five additional gauges were positioned in front of the driver, behind the three-spoke Nardi steering wheel made of wood and aluminum, placed almost vertically. Contrary to the 250 GTE 2+2 which had a wheelbase of 2.6 m, the chassis was adopted from the tubular structure of the 250 GTO, but with narrower tubes. The chassis could, according to Brian Laban, author of Ferrarissime, braking was provided by four-wheel disc brakes with hydraulic control, placed behind the polished aluminum Borrani wire wheels with single knockoffs.
Hosted by the V12 engine Colombo, it had a displacement of 2,953.21 cc, the 250 GT Lusso developed an output of 240 hp at 7,500 rpm and 242 N·m torque at 5,500 rpm. It was able attain a speed of 240 km/h, thus becoming the fastest passenger car of that period
Ferrari 375 MM
See Ferrari 375 F1 for the 375 used in Formula 1 racing Ferrari 375 MM, was a race car produced by Ferrari in 1953 and 1954. It was named 375 for the displacement in the 4. 5L V12 engine. The engine was based on its Ferrari 375 F1 counterpart, but with smaller stroke, the first prototype was a Vignale Spyder and 3 next cars were Pinin Farina Berlinettas, all converted from Ferrari 340 MM. Perhaps the most known 375 MM is the Ingrid Bergman version, commissioned in 1954 by director Roberto Rossellini for his wife, the Bergman 375 MM was subsequently bought and restored by the Microsoft executive Jon Shirley and the restoration specialist Butch Dennison. It became the first postwar Ferrari to win Best of Show at the Pebble Beach Concours dElegance
Front-engine, rear-wheel-drive layout
In automotive design, an FR, or front-engine, rear-wheel-drive layout is one where the engine is located at the front of the vehicle and driven wheels are located at the rear. This was the automobile layout for most of the 20th century. Modern designs commonly use the front-engine, front-wheel-drive layout, the first FR car was an 1895 Panhard model, so this layout was known as the Système Panhard in the early years. The layout has the advantage of minimizing mechanical complexity, as it allows the transmission to be placed in-line with the output shaft. In comparison, a vehicle with the engine over the driven wheels eliminates the need for the drive shaft, in order to reduce the relative weight of the drive shaft, the transmission was normally split into two parts, the gearbox and the final drive. The gearbox was produced with its highest gear being 1,1. The final drive, in the axle, would reduce this to the most appropriate speed for the wheels. As power is the product of torque and angular velocity, spinning the shaft faster for any given power reduces the torque, in an era when gasoline was cheap and cars were heavy, the mechanical advantages of the FR drivetrain layout made up for any disadvantage in weight terms.
It remained almost universal among car designs until the 1970s, after the Arab oil embargo of 1973 and the 1979 fuel crises, a majority of American FR vehicles were phased out for the FF layout – this trend would spawn the SUV-van conversion market. Throughout the 1980s and 1990s, most American companies set as a priority the eventual removal of rear-wheel drive from their mainstream, chrysler went 100% FF by 1990 and GMs American production went entirely FF by 1997 except the Corvette and Camaro. This configuration is referred to as a transaxle since the transmission. In Europe, front-wheel drive was popularized by small cars like the Mini, Renault 5 and Volkswagen Golf, upscale marques like Mercedes-Benz, BMW, and Jaguar remained mostly independent of this trend, and retained a lineup mostly or entirely made up of FR cars. Japanese mainstream marques such as Toyota were almost exclusively FR until the late 1970s, toyotas first FF vehicle was the Toyota Tercel, with the Corolla and Celica becoming FF while the Camry was designed as an FF from the beginning.
The Supra, Cressida and Century remained FR, luxury division Lexus has a mostly FR lineup. Subarus BRZ is an FR car, currently most cars are FF, including all front-engined economy cars, though FR cars are making a return as an alternative to large sport-utility vehicles. In North America, GM returned to production of FR-based luxury vehicles with the 2003 Cadillac CTS, as of 2012, all but the SRX and XTS are FR-based vehicles. Chevrolet reintroduced the FR-based Camaro in 2009, and the Caprice PPV in 2011, Pontiac had a short run with the FR-based G8 and Pontiac Solstice. A Chevrolet replacement for the G8 called the Chevrolet SS was released in 2013, chrysler and Dodge reintroduced the 300 and Charger on a FR platform
The Ferrari Daytona, officially designated the Ferrari 365 GTB/4, is a two-seat grand tourer produced by Ferrari from 1968 to 1973. It was introduced at the Paris Auto Salon in 1968 to replace the 275 GTB/4, the Daytona was succeeded by the mid-engined 365 GT4 Berlinetta Boxer in 1973. To this day, Ferrari itself only rarely refers to the 365 as the Daytona, unlike Lamborghinis then-new, mid-engined Miura, the Daytona was a traditional front-engined, rear-drive car. At a compression ratio of 9.3,1, it produced 357 PS, 0-60 mph acceleration was just 5.4 seconds. The five-speed manual transmission was mounted in the rear for optimal weight distribution, although a Pininfarina design, as with many previous Ferrari road cars styled by Leonardo Fioravanti, the 365 GTB/4 was radically different. Its sharp-edged styling resembled a Lamborghini more than a traditional Pininfarina Ferrari, early Daytonas featured fixed headlights behind an acrylic glass cover. A new U. S. safety regulation banning headlights behind covers resulted in retractable pop-up twin headlights in 1971, the generally accepted total number of Daytonas from the Ferrari club historians is 1,406 over the life of the model.
This figure includes 156 UK right-hand-drive coupés,122 factory-made spyders, all bodies except the first Pininfarina prototype were produced by Italian coachbuilder Scaglietti, which at the time already had a reputable record of working with Ferrari. Historically, and especially since the mid-1980s and early 1990s, there has mostly been a market price difference between a real berlinetta and a real spyder. Many berlinettas were turned into spyders by aftermarket mechanics, often to increase the monetary value or simply because of the owners preference for an open car. Differences in value have typically remained, even after the most skillful conversions, no Berlinettas were converted into Spyders by Scaglietti, Ferrari would not allow this, or now. The first racing version of the 365GTB/4 was prepared in 1969, Ferrari did not produce an official competition car until late in 1970. The official cars were built in three batches of five each, in 1970-1,1972 and 1973. They all featured a lightweight body making use of aluminium and fibreglass panels, the engine was unchanged from the road car in the first batch of competition cars, but tuned in the latter two batches.
The cars were not raced by the official Scuderia Ferrari team and they enjoyed particular success in the 24 Hours of Le Mans, with results including a 5th overall in 1971, followed by GT class wins in 1972,1973 and 1974. In 1972 Ferrari 365 GTB/4s took the first 5 places of the GT class, the final major success of the car was in 1979, when a 1973 car achieved a class victory in the 24 Hours of Daytona. In 1971, the Daytona gained fame when one was driven by Dan Gurney and Brock Yates in the inaugural Cannonball Baker Sea-To-Shining-Sea Memorial Trophy Dash. Showcasing the cars potential for sustained high speed travel, the pair won with an speed of 80.1 miles per hour
Paris Motor Show
The Paris Motor Show is a biennial auto show in Paris. Held during October, it is one of the most important auto shows, often with new production automobile. The show presently takes place in Paris expo Porte de Versailles, the Mondial is scheduled by the Organisation Internationale des Constructeurs dAutomobiles, which considers it a major international auto show. In 2014, the Paris Motor Show welcomed 1,253,513 visitors, making it the most visited auto show in the world, ahead of Tokyo, until 1986, it was called the Salon de lAutomobile, it took the name Mondial de lAutomobile in 1988. The show was held annually through 1976, since, it has been biennial, the show was the first motor show in the world, started in 1898 by industry pioneer, Albert de Dion. After 1910 it was held at the Grand Palais in the Champs-Élysées, during the First World War motor shows were suspended, meaning that the show of October 1919 was only the 15th Salon. There was again no Paris Motor Show in 1925, the venue having been booked instead for an Exhibition of Decorative Arts, in October 1926 the Motor Show returned, this being the 26th Paris Salon de lAutomobile.
The outbreak of war again intervened in 1939 when the 33rd Salon de lAutomobile was cancelled at short notice, normality of a sorts returned some six years and the 33rd Salon finally opened in October 1946. 1898 1st 1913 14th Salon de lAutomobile 1919 15th Salon de lAutomobile The first Salon since 1913,9 October 191965 French automobile makers exhibited. At least 118 exhibitors in total, there was no Salon de lAutomobile in 19201921 16th Salon de lAutomobile 1922 17th Salon de lAutomobile 4 October 192281 French automobile makers exhibited 113 exhibitors in total. 1923 18th Salon de lAutomobile 1924 19th Salon de lAutomobile 2 October 192478 French automobile makers exhibited 116 exhibitors in total,1931 25th Salon de lAutomobile 1 October 193139 French automobile makers and 37 non-French automobile makers exhibited. 1932 26th Salon de lAutomobile 1933 27th Salon de lAutomobile 5 October 193326 French automobile makers exhibited,1934 28th Salon de lAutomobile 1935 29th Salon de lAutomobile 1936 30th Salon de lAutomobile 1937 31st Salon de lAutomobile 7 October 193722 French automobile makers exhibited.
1938 32nd 1946 33rd 1947 34th Salon de lAutomobile 23 October 194727 French automobile makers exhibited,1948 35th 1949 36th 1950 37th 1951 38th Salon de lAutomobile 4 October 195123 French automobile makers exhibited. 1952 39th 1953 40th 1954 41st 1955 42nd 1956 43rd 1957 44th Salon de lAutomobile 3 October 195724 French automobile makers exhibited,1958 45th 1959 46th 1960 47th 1961 48th Salon de lAutomobile 5 October 19619 French automobile makers exhibited. 1962 49th Salon This was the first year the show was held at the Porte de Versailles on the outskirts of Paris,1963 50th 1964 51st 1965 52nd Salon de lAutomobile October 19659 French automobile makers exhibited
In both road and rail vehicles, the wheelbase is the distance between the centers of the front and rear wheels. For road vehicles with more than two axles, the wheelbase is defined as the distance between the axle and the centerpoint of the driving axle group. In the case of a truck, the wheelbase would be the distance between the steering axle and a point midway between the two rear axles. The wheelbase of a vehicle equals the distance between its front and rear wheels, at equilibrium, the total torque of the forces acting on a vehicle is zero. So, for example, when a truck is loaded, its center of gravity shifts rearward, the amount the vehicle sinks will depend on counter acting forces like the size of the tires, tire pressure, and the stiffness of the suspension. If the vehicle is accelerating or decelerating, extra torque is placed on the rear or front tire respectively, so, as is common experience, when the vehicle accelerates, the rear usually sinks and the front rises depending on the suspension.
Likewise, when braking the front noses down and the rear rises, because of the effect the wheelbase has on the weight distribution of the vehicle, wheelbase dimensions are crucial to the balance and steering. For example, a car with a greater weight load on the rear tends to understeer due to the lack of the load on the front tires. This is why it is crucial, when towing a single-axle caravan, likewise, a car may oversteer or even spin out if there is too much force on the front tires and not enough on the rear tires. Also, when turning there is lateral torque placed upon the tires which imparts a turning force that depends upon the length of the distances from the CM. Wheelbases provide the basis for one of the most common vehicle size class systems, some luxury vehicles are offered with long-wheelbase variants to increase the spaciousness and therefore the luxury of the vehicle. Prime Minister of the United Kingdom Tony Blair was given a version of the Rover 75 for official use. In contrast, coupé varieties of vehicles such as the Honda Accord are usually built on shorter wheelbases than the sedans they are derived from.
The wheelbase on many commercially available bicycles and motorcycles is so short, relative to the height of their centers of mass, in skateboarding the word wheelbase is used for the distance between the two inner pairs of mounting holes on the deck. This is different from the distance between the centers of the two wheel pairs. A reason for this use is that decks are sold with prefabricated holes. It is therefore easier to use the holes for measuring and describing this characteristic of the deck. A common misconception is that the choice of wheelbase is influenced by the height of the skateboarder, the length of the deck would be a better candidate, because the wheelbase affects characteristics useful in different speeds or terrains regardless of the height of the skateboarder
Ferrari 125 S
See the Ferrari 125 F1, a Formula One race car sharing the same engine The Ferrari 125 S was the first vehicle produced and built by automaker Ferrari of Modena, Italy. Although preceded by Enzo Ferraris Auto Avio Costruzioni 815 of 1940, like the 815, it was a racing sports car, but unlike its Fiat-powered 8-cylinder predecessor, the 125 S featured a V12 engine, a trait it shared with most Ferrari cars of the following decades. The 125 S was replaced by the 159 S for 1947, the 125 S used a steel tube-frame chassis and had a double wishbone suspension with transverse leaf springs in front with a live axle in the rear. Hydraulic power drum brakes were specified front and rear, the 125 S was powered by Gioacchino Colombos 1.5 L 60° V12 with a bore/stroke of 55 x 52.5 mm. This engine produced 118 bhp at 6,800 rpm with a ratio of 9.5,1. It was an overhead camshaft design with 2 valves per cylinder. Enzo Ferrari wanted the 125 S to use a five-speed gearbox as it matched the high revving V12 better than that of a traditional four-speed gearbox.
Both of the two 125 S cars built in 1947 were dismantled, and their parts are thought to have been re-used in production of the 159 or 166 models, the chassis with serial number 010I was used in the restoration of a 125 S. It is rumored that 010I is actually s/n 01C, the story goes that 01C was re-stamped as 010I, and sold to a customer as a new car. Upon taking receipt of the car, the new owner immediately exclaimed, which means Test mule in Italian, as he could clearly see that his supposedly new car was in fact a used, well-raced car. Ferrari made a new invoice for the car, including a considerable rebate given the cars second-hand nature, still in 166 Spyder Corsa configuration, the car was recently sold to Symbolic Motors. Close inspection of the chassis and its serial number led to the discovery of an old stamping that could possibly read 01C and it had been covered by an aluminum plate which bore the serial number 010I. Subsequently, the car was sold to its current owner, who refitted the chassis with a similar to the factorys 125 S replica.
The alleged 01C made its debut at the Pebble Beach Concours dElegance. The 125 S debuted at the Circuito di Piacenza, driven by Franco Cortese, two weeks later, the 125 S claimed Ferraris first victory at the Grand Prix of Rome on the Terme di Caracalla Circuit, where it was driven by Cortese. The car had spun a bearing in practice, and was repaired in the shop of Tino Martinoli, the 125 S won six of its fourteen races in 1947, though drivers Clemente Biondetti and Giuseppe Navone were unable to win the 1947 Mille Miglia in it. Ferrari, A Complete Guide to All Models, Ferrari Overview by Production Year and Type 1947 -54
A carburetor, or carburettor, or carburator, or carburetter is a device that blends air and fuel for an internal combustion engine in the proper ratio for combustion. It is sometimes shortened to carb in North America or carby in Australia. To carburate or carburet is to blend the air and fuel or to equip with a carburetor for that purpose, carburetors have largely been supplanted in the automotive and, to a lesser extent, aviation industries by fuel injection. They are still common on engines for lawn mowers, rototillers. The word carburetor comes from the French carbure meaning carbide, carburer means to combine with carbon. In fuel chemistry, the term has the specific meaning of increasing the carbon content of a fluid by mixing it with a volatile hydrocarbon. The first carburetor was invented by Samuel Morey in 1826, a carburetor was invented by an Italian, Luigi De Cristoforis, in 1876. Another carburetor was developed by Enrico Bernardi at the University of Padua in 1882, for his Motrice Pia, a carburetor was among the early patents by Karl Benz as he developed internal combustion engines and their components.
Early carburetors were the surface type, in which air is charged with fuel by being passed over the surface of gasoline. In 1885, Wilhelm Maybach and Gottlieb Daimler developed a float carburetor for their engine based on the atomizer nozzle, hungarian engineers János Csonka and Donát Bánki patented a carburetor for a stationary engine in 1893. Frederick William Lanchester of Birmingham, experimented with the wick carburetor in cars, in 1896, Frederick and his brother built the first gasoline-driven car in England, a single cylinder 5 hp internal combustion engine with chain drive. Unhappy with the performance and power, they re-built the engine the next year into a horizontally opposed version using his new wick carburetor design. Carburetors were the method of fuel delivery for most US-made gasoline-fueled engines up until the late 1980s. 1991, Jeep Grand Wagoneer with the AMC360 cu in V8 engine, low-cost commercial vans and 4WDs in Australia continued with carburetors even into the 2000s, the last being the Mitsubishi Express van in 2003.
Elsewhere, certain Lada cars used carburetors until 2006, many motorcycles still use carburetors for simplicitys sake, since a carburetor does not require an electrical system to function. EEC legislation required all vehicles sold and produced in countries to have a catalytic converter after December 1992. This legislation had been in the pipeline for some time, with cars becoming available with catalytic converters or fuel injection from around 1990. Fords first fuel-injected car was the Ford Capri RS2600 in 1970, general Motors launched its first fuel-injected car around the same time, when began to introduce fuel-injected engines to its Vauxhall Cavalier/Opel Ascona range
Ferrari 250 GTO
The Ferrari 250 GTO is a GT car produced by Ferrari from 1962 to 1964 for homologation into the FIAs Group 3 Grand Touring Car category. It was powered by Ferraris Tipo 168/62 V12 engine, the 250 in its name denotes the displacement in cubic centimeters of each of its cylinders, GTO stands for Gran Turismo Omologato, Italian for Grand Touring Homologated. Just 39250 GTOs were manufactured between 1962 and 1964 and this includes 33 cars with 1962-63 bodywork, three with 1964 bodywork similar to the Ferrari 250 LM, and three 330 GTO specials with a larger engine. Four of the older 1962-1963 cars were updated in 1964 with Series II bodies, when new, the GTO cost $18,000 in the United States, with buyers personally approved by Enzo Ferrari and his dealer for North America, Luigi Chinetti. In May 2012 the 1962250 GTO made for Stirling Moss set a record selling price of $38,115,000. In October 2013, Connecticut-based collector Paul Pappalardo sold chassis number 5111GT to a buyer for a new record of around $52 million.
In 2004, Sports Car International placed the 250 GTO eighth on a list of Top Sports Cars of the 1960s, Motor Trend Classic placed the 250 GTO first on a list of the Greatest Ferraris of All Time. Popular Mechanics named it the Hottest Car of All Time, the 250 GTO was designed to compete in GT racing, where its rivals would include the Shelby Cobra, Jaguar E-Type and Aston Martin DP214. The development of the 250 GTO was headed by chief engineer Giotto Bizzarrini, although Bizzarrini is usually credited as the designer of the 250 GTO, he and most other Ferrari engineers were fired in 1962 due to a dispute with Enzo Ferrari. Further development of the 250 GTO was overseen by new engineer Mauro Forghieri, the design of the car was a collaborative effort and cannot be ascribed to a single person. The mechanical aspects of 250 GTO were relatively conservative at the time of its introduction, using engine, the chassis of the car was based on that of the 250 GT SWB, with minor differences in frame structure and geometry to reduce weight and lower the chassis.
The car was built around a hand-welded oval tube frame, incorporating A-arm front suspension, rear live-axle with Watts linkage, disc brakes, the engine was the race-proven Tipo 168/62 Comp. 3.0 L V12 as used in the 250 Testa Rossa Le Mans winner, an all-alloy design utilizing a dry sump and six 38DCN Weber carburetors, it produced approximately 300 horsepower. The gearbox was a new 5-speed unit with Porsche-type synchromesh, Bizzarrini focused his design effort on the cars aerodynamics in an attempt to improve top speed and stability. The body design was informed by wind tunnel testing at Pisa University as well as road, the resulting all-aluminium bodywork had a long, low nose, small radiator inlet, and distinctive air intakes on the nose with removable covers. Early testing resulted in the addition of a rear spoiler, the underside of the car was covered by a belly pan and had an additional spoiler underneath formed by the fuel tank cover. The aerodynamic design of the 250 GTO was a technical innovation compared to previous Ferrari GT cars.
The bodies were constructed by Scaglietti, with the exception of early prototypes with bodies constructed in-house by Ferrari or by Pininfarina, Cars were produced in many colours, with the most famous being the bright red Rosso Cina
Introduced at the 1966 Geneva Motor Show, it replaced the 330 and 500 Superfast. The 365 California replaced the 500 Superfast for 1966 and it was the first 365 model, with its 4.4 L V12 based on the 330s 4.0 L Colombo unit but with an 81 mm bore. The 365 California used the chassis as the 500 Superfast. Debuting at the Geneva Motor Show in 1966, just 14 examples were produced before production ended in 1967, whilst the prototype was built on a 330 GT 2+2 type 571 chassis, production cars featured type 598 chassis. Chassis were sent to Pininfarinas Grugliasco plant to be bodied and trimmed which were returned to Ferrari for fitment of the mechanical components. It was presented at the 1966 Geneva Salon, on 28 June 2005, a pristine 365 California sold for €736,000. The most popular 365 model was 1968s 365 GT 2+2, replacing the 330 GT 2+2, unlike the 330GT2+2 car it replaced, which had a live rear axle on leaf springs, the 365GT 2+2 had independent rear suspension rather than the live axle of the 365 California.
The 365 GT 2+2 was a car with leather seats, power steering and brakes, electric windows. It quickly became the companys top-selling model with about 800 produced in four years,52 of which were right hand drive, when leaving the factory the 365 GT 2+2 originally fitted Pirelli Cinturato 205VR15 tyres. The 330 GTC and GTS were replaced in 1968 by the 365 GTC and it was essentially a re-engine of the 330 GTC/GTS, with the engine increasing from 4.0 liters and 300 horsepower to 4.4 liters and 320 horsepower. The styling remained almost unchanged, on both body styles differences were limited to vents moved from behind the front wheels to the bonnet, like all 365s, the GTC and GTS were powered by a 4,390 cc Colombo V12 engine, specifically its Tipo 245/C variant. Fed by three twin-choke Weber 40 DFI carburettors, it produced 320 PS at 6,600 rpm, integrating the gearbox with the final drive gave these cars a balanced 50,50 weight distribution. The 365 GTC and GTS retained the independent rear suspension, employing coil springs and wishbones, brakes were servo-assisted discs all-round with a split circuit system.
168 examples of the coupé were built between the 1968 and 1970 and it was replaced by the Ferrari 365 GTC/4. Just 20 spiders were built before its place was assumed by the 365 GTB/4-based Daytona Spider