1972 Ferrari 365 GTC/4 Coupe Review and Buyer's Guide

errari phased out the 365 GTC in 1969, leaving it without a luxury two-seat coupe in its model lineup. Daytona production was moving at a high rate but its Berlinetta characteristics didn’t satisfy an important Ferrari client group that wanted a luxurious Gran Turismo. Into the breech Pininfarina and Ferrari launched the 365 GTC/4 at Ferrari’s usual new model introduction site, the Geneva Auto Show, in March 1971.

Based on the Daytona, with some features borrowed from the 365 GTC and 2+2, the 365 GTC/4 represented a very logical progression for Ferrari. The chassis, except in one important detail, was a 100-mm stretched Daytona. That detail was the five-speed transmission’s location. Unlike the Daytona’s transaxle, the C/4’s was mounted more conventionally directly to the engine. The C/4 borrowed the 2+2’s oleo-pneumatic self-leveling rear suspension, presumably to accommodate its owner’s voluminous luggage in the spacious trunk that Pininfarina sympathetically provided. One very important benefit from the 100-mm wheelbase stretch was increased room for taller drivers, a welcome change from the Daytona, which is uncomfortable for drivers over six feet tall.

Luxuriously equipped, the 365 GTC/4 came with ZF power steering, a radio and most had air conditioning. A rarely selected option was a fully automatic transmission.

Pininfarina’s design for the 365 GTC/4 was executed in steel, with pop-up headlights and a low oval grille designed with the US low-speed crash requirements in mind. The hood sloped gradually back from the grille to the windshield base, giving the car a low profile—facilitated by the substitution of six side-draft Weber DCOE 38 carbs for the Daytona’s down-drafts. The carbs were mounted to ingenious intake manifolds that were integrated with the outboard (exhaust) cam cover on the four-cam engine.

Ferrari built some 500 examples of the 365 GTC/4 during its two-year production run, numbers that show the market’s strong endorsement of both the concept and execution of this luxurious Gran Turismo.

The 365 GTC/4 pictured here has received a comprehensive restoration in Switzerland with receipts totaling $187,000. A US version, the 365 GTC/4 has been looked after by Ken McKay’s Boston Sportscar in Weston, Massachusetts, where its cosmetic appearance and mechanical condition have been maintained to the highest standard. Fitted with optional and highly desirable chrome wire wheels, its new owner will be proud to be seen driving or showing it in tours, cruises and other events.

This 1972 Ferrari 365 GTC/4 Coupe Review and Buyer's Guide appeared in the January, 2002 Issue of Sports Car Market Magazine.

This car was sold for $55,000, including buyer’s premium, at RM’s Monterey sale, held August 17,2001.

First, a correction: This car had mag style wheels, not wires as described by the auction company. There, that takes care of a pet peeve: inaccurate catalog descriptions. Now, on to the car.

GTC/4s have always intrigued me. They drive well, have enough power (320 bhp) for their size and are quite nimble with the ZF power steering. As GTs go, they do what they were meant to do in comfort and style. Calling this car the civilized Daytona or the grandfather to the 456 GT would be fair.

But here’s the catch. To my eye, these cars are extraordinarily ugly. Our esteemed editor is fond of pointing out that some irreverent Italians (ones who don’t make their living selling fake gold-plated Ferrari key chains outside the factory museum in Maranello) refer to C/4s as “the hunchback with clown lips.” Black is the best color on a C/4 because the DOT plastic front bumper blends in with the rest of the car, rather than protruding like the lips on a bloated grouper fish.

C/4s are also well known for their ability to suck money out of an owner’s wallet the way Ross Perot took booty from General Motors. The service costs related to the inaccessible side-draft Webers will soon have you looking for a 125% home-equity loan.

The only solution to the stylistic problem is to install a fitted car cover with cut-outs for the windows and headlights, and leave it on while you go driving (we call this the “brown paper bag” approach). The solution to the service costs is more straightforward. Purchase a car like Lot #68, here, and enjoy the fruits of someone else’s restoration.

Allegedly, $187,000 was spent restoring this Ferrari in Switzerland. In the October issue, SCM’s on-site reporter noted an incorrect dashpad, horrible paint to the wheels and an aftermarket steering wheel. (I guess $187k just doesn’t go as far as it used to, at least in Switzerland.) He rated this car a #3-. I disagree strongly. Yes, the dash pad is wrong, the wheel paint is weak and the radio looks silly. But these are all easy fixes.

Having seen this car up close in Massachusetts, I’d say a little peeling back of the tacky outer layer would reveal a spectacular restoration and car. It has covered just 5,237 kms since restoration, which makes it as new. Given that most vintage car owners put less than 3,000 miles on a car each year, that gives you at least four or five years until any scheduled service. As always, the cheapest way to own an exotic is to purchase a fully restored, out-of-favor car and just drive it.—Steve Serio