Ferrari Berlinetta Boxer
A Ferrari Berlinetta Boxer is one of a series of cars produced by Ferrari in Italy between 1973 and 1984. They used a mid-mounted flat-12 engine, replacing the FR layout Daytona and it was designed by Leonardo Fioravanti. The Boxer was the very first mid-engined road-car to bear the Ferrari name, no BB was ever originally sold in North America, as Enzo did not believe it to be worth the cost of complying with the extra environmental and safety regulations. However, third parties made conversions, and quite a few of them are now in the United States, production of the BB was a major step for Enzo Ferrari. He felt that a road car would be too difficult for his buyers to handle. This attitude began to change as the marque lost its dominance in the late 1950s to mid-engined competitors. The mid-engined 6- and 8-cylinder Dino racing cars were the result, the company moved its V12 engines to the rear with its P and LM racing cars, but the Daytona was launched with its engine in front. It was not until 1970 that a mid-engined 12-cylinder road car would appear, the first Boxer was the 365 GT4 BB shown at the 1971 Turin Motor Show.
Designed to rival the Lamborghini Miura and the newly developed Lamborghini Countach,387 were built, of which 88 were right-hand drive, making it the rarest of all Berlinetta Boxers. The Pininfarina-designed body followed the P6 show car with popup headlights, though it shared its numerical designation with the Daytona, the Boxer was radically different. It was a car like the Dino, and the now flat-12 engine was mounted longitudinally rather than transversely. It has 380 hp which is slightly higher than the Daytona. The engine shared its dimensions with the V12 from the Daytona. One major difference in engine was its use of timing belts rather than chains. Although referred to as a Boxer, the 180° V12 was not a boxer engine. The 365 GT4 BB was updated as the BB512 in 1976, the name 512 referred to the cars 5 liter,12 cylinder engine, a deviation from Ferraris established practice of naming 12-cylinder road cars after their cylinder displacement. The engine was enlarged to 4943.04 cc, with a compression ratio of 9.2,1.
Power was slightly down to 360 hp, while a dual plate clutch handled the added torque, dry sump lubrication prevented oil starvation in hard cornering
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
The Dino 308 GT4 and 208 GT4 were mid-engined V8 2+2 cars built by Ferrari. The Dino 308 GT4 was introduced in 1973 and supplemented by the 208 GT4 in 1975, the cars were sold with Dino badging until May 1976, when they received Ferrari badging. The GT4 was replaced by the Mondial 8 in 1980 after a run of 2,826 308s and 840 208s. Pininfarina was upset by the decision to give cross-town rival Bertone the design, the styling featured angular lines entirely different from its curvaceous 2-seater brother, the Dino 246, and was controversial at the time. Some journalists compared it to the Bertone-designed Lancia Stratos and Lamborghini Urraco, from the cockpit the driver sees only the road. It has perfect 360 degree visibility, no spots and comfortable seating position, a real trunk, a back seat for soft luggage. Enzo Ferrari himself took a role in its design, even having a mock-up made where he could sit in the car to test different steering, pedals. The chassis was a tubular spaceframe based on the Dino 246, the suspension was fully independent, with double wishbones, anti-roll bars, coaxial telescopic shock absorbers and coil springs on both axles.
Niki Lauda helped set up the chassis, the 3.0 L V8 was mounted transversally integrally joined with the 5-speed transaxle gearbox. The engine had an alloy block and heads, 16-valves and dual overhead camshafts driven by toothed belts. The induction system used four Weber 40 DCNF carburetors, the Dino 308 GT4 was introduced at the Paris Motor Show in November 1973. The 308 GT4 finally gained the Prancing Horse badge in May 1976, which replaced the Dino badges on the hood, rear panel and this has caused major confusion over the years by owners and judges. During the energy crisis at that time many prospective owners were hesitant to buy such an expensive automobile not badged Ferrari being confused at the significance of the Dino name. Dino was Enzo Ferraris son who died in 1956, and his name was to honor his memory on the models it was placed. In an effort to improve sales until the 1976 official re-badging, Ferrari sent out factory update #265/1 on July 1,1975 with technical, some of these revisions were implemented piecemeal by dealers.
Some made all the revisions while some just made a few and this leaves many 1975 GT4s with a variety of modifications which are hard to document as correct to aficionados who may not understand the complicated series of events surrounding this model year. Some of the revisions included adding Prancing Horse badges, repainting in the Boxer two-tone scheme, air conditioning fixes and it included bumper modification and exhaust changes for North American versions. The GT4 was the only 2+2 Ferrari ever raced with factory support, there were two series of GT4, the earlier cars featured a twin distributor engine and foglamps mounted in the front valance
The Ferrari F50 is a mid-engined range-topping sports car made by Ferrari. The F50 was introduced in 1995, the car is a two-door, two seat roadster with a removable hardtop. It has a 4.7 L naturally aspirated 60-valve V12 engine that was developed from the 3.5 L V12 used in the 1990 Ferrari 641 Formula One car, the last F50 was produced in Maranello, Italy, in July 1997. The F50s engine predated the car, it was used in the Ferrari 333 SP for the American IMSA series in 1994, following the motorsport theme, Ferrari developed the F50 GT, a prototype based on the F50 that was built to compete in GT2-class racing. The car had a roof, large rear spoiler, new front spoiler. The 4.7 litre V12 engine was tuned to generate around 720 bhp, in testing in 1996 the car proved to be quicker even than the 333SP, but this went unnoticed as Ferrari cancelled the F50 GT project, instead focusing on Formula One. Ferrari sold off the three complete chassis that were built–the test car 001,002 and 003, chassis 002 and 003 had bodies fitted before being sold.
The remaining three tubs were reportedly destroyed, a custom-made F50 variant named the Bolide was commissioned by the Sultan of Brunei in 1998 and delivered in the same year. It used the F1 derived V12 engine and the same chassis, One car was produced in the coupe configuration. Very few images and no official statistics of this car are available. At least two cars were produced in RHD, One was for the sultan, and was subsequently bought by a collector in Ireland. Another one is now in Hong Kong, power,520 PS @8000 rpm Max. Torque,347 lb·ft @6500 rpm Power/Disp,109.1 bhp/litre Weight/Power ratio,5.8 lb/bhp Bore x Stroke,3.35 in. It completed the track in 7,47,3 seconds faster than the Dodge Challenger SRT Hellcat but 28 seconds slower than the Mercedes-AMG GT R. Buckley, Rees, Chris
Ferrari 365 GT4 2+2, 400 and 412
The Ferrari 365 GT4 2+2, Ferrari 400 and Ferrari 412 are front-engined V12 2+2 grand tourers made by Italian manufacturer Ferrari between 1972 and 1989. The three cars are related, using the same body and engine evolved over time. Following Ferrari practice, their numeric designations refer to their engines single-cylinder displacement expressed in cubic centimetres, the 365 GT4 2+2 was introduced in 1972 to replace the 365 GTC/4. It evolved into the 400, the first Ferrari available with an automatic transmission, in 1979 the 400 was replaced by the fuel injected 400 i. The improved 412 ran from 1985 to 1989, bringing to an end Ferraris longest-ever production series, however, entered as grey imports. Ferrari turned to frequent styling partner Leonardo Fioravanti at Pininfarina, whose design for the 365 GT4 2+2 was a clear departure from its fastback predecessor. It followed Fioravantis Ferrari 365 GTB/4 Daytona as the second Ferrari to feature the characteristic swage line dividing the body into upper and lower halves, various coachbuilders, such as Carrozzeria Pavesi and Straman, offered convertible conversions of the 400 series.
Switzerlands Felber showed a shooting brake version on 400 GT basis called the Felber Croisette at the 1981 Geneva Salon de lAuto, the tubular steel chassis was based on that of the GTC/4, but the wheelbase was lengthened 200 mm to 2,700 mm. The bodies were steel, with a floor, they were manufactured by Pininfarina at its Turin plant. Suspension consisted of double wishbones, coil springs coaxial with the shock absorbers, and anti-roll bars all around, under the bonnet there was a Tipo F101 Colombo V12 that underwent many changes through the years. It was a head and block, four overhead cams. The transmission was conventionally coupled directly to the engine, as on the GTC/4, brakes were discs on all four wheels. In 1972, just a year after the launch of the GTC/4, a new 2+2 debuted at the Paris Motor Show, the name refers to the single cylinder displacement, four overhead camshafts and seat configuration. Most of the mechanicals, including the 4,390.35 cc engine, were carried over from its predecessor, the V12 used six side-draft Weber 38 DCOE 59/60 carburetors and produced 340 PS at 6200 rpm.
The gearbox was a five-speed, all-synchromesh manual with a single-plate clutch, five-spoke alloy wheels were mounted on Rudge knock-off hubs, Borrani wire wheels were still offered at extra cost. Fittingly for a grand tourer, standard equipment included leather upholstery, electric windows. The GT4 was replaced in 1976 by the identical looking Ferrari 400. At the 1976 Paris Motor Show Ferrari unveiled the replacement for the 365 GT4 2+2, the new 400 was offered in two models,400 Automatic, using a GM THM400 3-speed automatic transmission, and 400 GT, using a five-speed transmission
Berlinetta is an especially sporty form of coupé. Typically a two-seater, the type may include 2+2s, the original meaning for berlinetta in Italian is “little saloon”. Introduced in the 1930s, the term was popularized by Ferrari in the 1950s, Opel, Alfa Romeo, and other European car manufacturers have used the Berlinetta label. In North America, Chevrolet produced a version of the Chevrolet Camaro called the Berlinetta, the model offered European styling touches to emphasize the interior rather than the performance of the car, which had long been the main selling point of the Camaro
The Ferrari 348 is a mid-engined, rear-wheel-drive V8-powered 2-seat sports car by Ferrari, replacing the 328 in 1989 and continuing until 1995. It was the final V8 mid-engine model developed by Enzo Ferrari before his death, the 348, badged 348 tb for the coupé and 348 ts and the 348sp versions, features a normally aspirated 3. 4-litre version of the quad-cam, four-valve-per-cylinder V8 engine. As with its predecessors, the number was derived from this configuration. The engine, which produced 300 hp, was mounted longitudinally and coupled to a manual gearbox. The T in the model name 348 tb and ts refers to the position of the gearbox. Overall,2,895 examples of the 348 tb and 4,230 of the 348 ts were produced, the F355 that replaced it returned to the styling cues of the 328 with round tail lights and rounded side air scoops. Fifty-seven Challenge models were built for owners who wanted a more track-ready car, the 348 was fitted with dual-computer engine management using twin Bosch Motronic ECUs, double-redundant anti-lock brakes, and self-diagnosing air conditioning and heating systems.
Late versions have Japanese-made starter motors and Nippondenso power generators to improve reliability, U. S. spec 348s have OBD-I engine management systems, though European variants do not come with the self-test push button installed, which is needed to activate this troubleshooting feature. This had the effect of making the doors very wide. The 348 was equipped with an oil system to prevent oil starvation at high speeds. The oil level can only be checked on the dipstick when the motor is running due to this setup. The 348 was fitted with adjustable suspension and a removable rear sub-frame to speed up the removal of the engine for maintenance. This vehicle served as a test mule for the Ferrari Enzo, between 1992 and 1993 Ferrari made 100 units of 348 Serie Speciale of its tb and ts versions. It was a limited edition made for the US market. During 1992 -1993 there were only 35 TB Serie Speciales manufactured with the remainder being the TS Serie Speciale, Ferrari indicates a 0-60 mph time of 5.3 seconds and a standing ¼ mile of 13.75 seconds.
The cars were offered with F40 style sport seats in Connolly leather, the door panels were modified and made of leather. Each car is numbered, with a 348 Serie Speciale plate on the passengers side door-post, in 1994, a further 15 units were produced, bringing the total production of this limited edition to 115. The Ferrari Challenge was initiated by Ferrari Club Nederland and designated for the Ferrari 348, using the un-modified engine, the only changes of the car were slick tyres, better brake-pads, roll-bar, smaller battery in a different position and seat belts
The Ferrari 330 was a series of V12 powered automobiles produced by Ferrari in 2+2 GT Coupé, two-seat Berlinetta and race car versions between 1963 and 1968. Production ended in 1968 with the introduction of the Ferrari 365 series, all 330 models used an evolution of the 400 Superamericas 4.0 L Colombo V12 engine. It was substantially changed, with wider spacing and an alternator replacing a generator. The 1963330 America shared the outgoing 250 GTEs chassis but not its engine, being powered by the new 4.0 L Tipo 209 V12, as for the 250-series,330 refers to the approximate displacement of each single cylinder. Socialite Sandra West is buried with her blue 330 America at the Alamo Masonic Cemetery at San Antonio, about 50330 Americas were built before being replaced by the larger 330 GT 2+2. The provisional 330 America was replaced in January 1964 by the new 330 GT 2+2 and it was first shown at the Brussels Show, early that year. It was much more than a re-engined 250, with a nose and tail, quad headlights.
The wheelbase was 50 mm longer, but Koni adjustable shock absorbers improved handling, a dual-circuit Dunlop braking system was used with discs all around, though it separated brakes front to back rather than diagonally as on modern systems. When leaving the factory the 330 GT originally fitted Pirelli Cinturato 205VR15 tyres, the 1965 Series II version featured a five-speed gearbox instead of the overdrive four-speed of the prior year. Other changes included the switch back to a dual-light instead of quad-light front clip, alloy wheels,625 Series I and 455 Series II330 GT 2+2 cars had been built when the car was replaced by the 365 GT 2+2 in 1967. Production of the smaller 330 GTC and GTS models overlapped with the GT 2+2 for more than a year, the 330 GTC and 330 GTS were more like their 275 counterparts than the 330 GT 2+2. They shared the wheelbase of the 275 as well as its independent rear suspension. These models were more refined than earlier Ferraris and easier to drive and it has been stated that this was probably the first Ferrari in which you could actually enjoy a radio.
The GTC berlinetta was introduced at the Geneva Motor Show in March,1966 and it was a two-seater coupé with a Pininfarina-designed body. A1967 GTC was given one-off bodywork by Zagato at the behest of American importer Luigi Chinetti in 1974 and this car was called the Zagato Convertibile, since it was of a targa-style. The GTS spider followed at the Paris Motor Show, about 600 coupés and 100 spiders were produced before the 1968 introduction of the 365 GTC and GTS. Four 330 Le Mans Berlinettas were built in 1963, first presented in March 1963 alongside the mid-engined 250 P, they were essentially a development of the 250 GTOs and fitted with the 4-litre 330 engine, here rated at 390 hp at 7,500 rpm. Although the front is similar to the 250 GTOs, the main structure came from the 250 Lusso
The Ferrari F355 is a sports car built by Ferrari from May 1994 to 1999. It is an evolution of the Ferrari 348 and was replaced by the Ferrari 360 and this new head design allowed for better intake permeability and resulted in an engine that was considerably more powerful, producing 380 PS. The longitudinal 90° V8 engine was bored 2mm over the 348s engine, engine internals are produced using lightweight materials, the connecting rods are forged in Ti6-Al-4V titanium alloy. The engines compression ratio is 11,1 and employs the Bosch Motronic M2.7 engine control unit in the 1995 model year, the Motronic system controls the electronic fuel injection and ignition systems, with a single spark plug per cylinder. Engine lubrication is via a dry-sump oiling system, the car allows selection between two damper settings and Sport. Ferrari fitted all road-going F355 models with Pirelli tires, size 225/40ZR18 in front, although the F355 was equipped with power-assisted steering, this could optionally be replaced with a manual steering rack setup by special order.
Aerodynamic designs for the car included over 1,300 hours of wind tunnel analysis, the car incorporates a Nolder profile on the upper portion of the tail, and a fairing on the underbody that generates downforce when the car is at speed. At launch, two models were available, the coupe Berlinetta priced at $130,000, and the targa topped GTS, the Spider version, priced at $137,000, was introduced in 1995. In 1997 the Formula One style paddle gear shift electrohydraulic manual transmission was introduced with the Ferrari 355 F1 adding £6,000 to the asking price. The F355 was the last in the series of mid-engined Ferraris with the Flying Buttress rear window, the nomenclature does not follow the formula from the previous decades, i. e. engine capacity followed by number of cylinders. For the F355, Ferrari used engine capacity followed by the number of valves per cylinder to bring the performance advances introduced by a 5 valve per cylinder configuration into the forefront, total production of 11,273 units made the F355 the most-produced Ferrari at the time.
This sales record would be surpassed by the next generation 360 and later, the Berlinetta was introduced in May,1994 as the first in a successful series of F355 models. Initially, the 6-speed manual was the only transmission available, however, in 1997, the Berlinetta was the first-ever road car to be equipped with the innovative F1-style gearbox management system. The new transmission guaranteed faster gear changes, with the advantage that both of the driver’s hands could stay on the wheel at all times. Ferrari produced 4,871 road-going Berlinetta models during the production run. The F355 Spider debuted in 1995, its Pininfarina-penned lines honed by 1,800 hours in the tunnel, resulting in a blend of elegant style. For the first time on a Ferrari, the semi-automatic soft-top was powered electronically, the Spider was offered with the 6-speed transmission. In 1997, the Spider was offered with the F1 transmission option, in 1995, Ferrari introduced the GTS model to the F355 family
The Ferrari 275 is a series of two-seat front-engined V12-powered automobiles produced in GT, and spyder form by Ferrari between 1964 and 1968. The first Ferrari to be equipped with a transaxle, the 275 is powered by a 3.3 L Colombo 60° V12 engine that produces 280-300 hp, Pininfarina designed the GT and roadster bodies, Scaglietti the rare NART Spyder, among the most valuable of all Ferraris made. In a contemporary road test, Road & Track described it as the most satisfying car in the world. Motor Trend Classic named the 275 GTB gran turismo/GTS roadster as number three in their list of the ten Greatest Ferraris of all time, the 275 GTB/4 debuted in 1966. A much updated 275 GTB, the four overhead camshaft, six 2-barrel carbuerated 275 GTB/4 was named number seven on Sports Car Internationals 2004 list of Top Sports Cars of the 1960s. The 275 GTB was a gran turismo automobile produced between 1964 and 1968 with a 3.3 litre Colombo 60-degree V-12 engine displacing 275 cc per cylinder. The standard 275 GTB coupe was produced by Scaglietti and was available with 3 or 6 Weber twin-choke carburettors and it was more of a pure sports car than the GT name suggested.
Some cars were built with a body instead of the standard steel body. A Series Two version with a longer nose appeared in 1965, for the 1965 racing season,4 lightweight 275 GTB Competizione Speciales, a prototype and three production models, were built and equipped with 250 LM engines. The design was by Pininfarina and the coachwork by Scaglietti, mauro Forghieri designed a special super-lightweight steel and aluminium version of the 275 GTB chassis. A regular suspension was fitted, but it was slightly stiffer by the addition of extra springs. In all, this focus on saving weight made a difference of over 150 kg compared to the alloy bodied road cars, like the four Competizione Speciales, the 275 GTB/C was powered by the 250 LM engine. Somehow Ferrari forgot to mention to the body that the 275 GTB had a six carburetor option. Specifically for the 275 GTB/C, Weber constructed the 40 DF13 carburetor of which three would replace the six 38 DCNs found on the 250 LM, the rest of the drivetrain was similar to the 275 GTB, but strengthened slightly.
Two of the twelve built were sold for street use, unlike the race cars, these street cars were fitted with alloy wheels shod with Pirelli tires. Competition cars were fitted with special Borrani wire wheels, shod with Dunlops latest racing tires and it was this combination that would prove to be the weak spot of the 275 GTB/C, the tires had so much grip that they could overstress and break the spokes on the wheels. After the 275 GTB/C, no competition Ferrari would be fitted with wire wheels again, a British-entered 275 GTB/C finished 8th overall, gaining class victory in the 196624 Hours of Le Mans. Pininfarina built 200275 GTS roadsters for the American market between 1964-1966 with entirely different bodywork, the 275 GTS was replaced by the 330 GTS, leaving no 3.3 L convertible in the range until the creation of the 275 GTB/4 NART Spider
The Ferrari Mondial is a V8, mid-engined, grand tourer coupé and cabriolet that was produced by Italian manufacturer Ferrari between 1980 and 1993. Conceived as a practical Ferrari, the Mondial is a genuine long-distance four-seater, with sufficient rear head- and leg-room for children and it affords easy access via the long single doors, and has surprisingly good all-round visibility for a mid-engined car. The vehicle has a higher roofline and greater all-round dimensions compared to its two-seater stable mates. It is claimed that the Mondial cabriolets are the production vehicles manufactured to a four-seater, rear mid-engined. The Ferrari Mondial is a vehicle of the R-M-R configuration. It was produced in 2-door coupé and convertible forms, with all vehicles offering 2+2 passenger accommodation. Unlike its GT4 predecessor which was styled by the Italian Gruppo Bertone, the Mondial was designed by Pininfarina of Turin, pininfarinas bodywork was manufactured by Ferraris regular coachbuilder Carrozzeria Scaglietti.
Its structure conformed with Ferraris practice at the time, with body panels fitted onto a separate space-frame chassis constructed from tubular box or oval-shaped steel sections. While most body panels are steel pressings, the front lid and rear cover of the Mondial 8. Additional louvre grilles are located on side of the vehicle just ahead of the rear wheels. Louvres feature in the front polished aluminium grille behind which sits the main radiator, a final full-width black louvre panel closes-off the rear of the car below the rear bumper, and through which protrudes a pair of exhaust outlets on each side of the vehicle. Front and rear bumpers are from black plastic on the Mondial 8 and QV, the Mondial chassis includes several detachable sub-frames holding major mechanical assemblies, including one at the rear supporting the entire engine/transmission/rear suspension assembly. This design considerably simplifies engine removal for a rebuild or cylinder head removal compared to previous Ferrari V8 vehicles.
At the front of the vehicle, a front-hinged lid encloses space for the tyre and cooling fans, battery and cooling systems. At the rear, a full-width and trimmed luggage boot with a gas-strut-supported lid sits behind the engine bay, sizeable enough to hold several sizeable soft bags or set of golf clubs. Differences in body features between sales markets was small, with the most obvious being the prominent rectangular side turn-indicator lamps affixed front, all Mondials are fitted with a V8 engine which is essentially identical to that used in Ferraris concurrent 2-seater 308/328/348 series vehicles. Engine capacity started at 3.0 l for the Mondial 8 and QV models, increasing to 3.2 l for the Mondial 3.2, the orientation of the V8 engine block is quite different in the Mondial t compared to the earlier Mondials. Mirroring the two-seater Ferrari V8 vehicles, all 3.0 and 3.2 l engines sit across the car with their crankshaft, the 3.4 l engine in the Mondial t is rotated ninety degrees to a longitudinal orientation with respect to the car
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