The Ferrari 365 GTB/4, universally known as the Daytona, was Ferrari’s definitive front-engine grand-touring flagship of the late 1960s and early 1970s. Introduced in 1968 and produced through 1973, it combined a large naturally aspirated V12, rear-mounted transaxle, independent suspension and dramatic Pininfarina styling in a car that was both exceptionally fast and unusually sophisticated for its era. Although Ferrari itself did not officially use the Daytona name during production, the nickname became so firmly established that it is now effectively inseparable from the model. Legend holds that Enzo Ferrari originally intended to call the car the “Daytona,” but when the press leaked the name prior to the 1968 Paris Salon, he pulled it from official branding in a fit of pique, leaving it officially as the 365 GTB/4.
The Daytona arrived just as mid-engine exotics such as the Lamborghini Miura were redefining the visual language of high-performance cars, yet Ferrari deliberately retained a front-engine layout. Rather than appearing obsolete, the 365 GTB/4 demonstrated how far the traditional front-engine GT concept could be developed. Its long hood, rear-set cabin and sharply tapered nose concealed a chassis that distributed mass far more effectively than a conventional front-engine sports car, while its 4.4-liter V12 gave it enough performance to remain among the fastest road cars in the world.
Development and Position in the Ferrari Range
The Daytona followed the Ferrari 275 GTB/4, which had introduced important features including four overhead camshafts and a rear transaxle. Ferrari retained that general mechanical philosophy but enlarged, strengthened and modernized nearly every major component. The resulting 365 GTB/4 was a more powerful, more stable and more mature high-speed GT, intended to cross long distances at sustained speeds while still providing the sharp responses expected of a Ferrari.
Its debut came at the 1968 Paris Salon. The car was styled by Pininfarina, with Leonardo Fioravanti closely associated with the design, and bodies were constructed by Scaglietti. The proportions are dramatic but functional: a very long nose contains the V12, the passenger compartment sits far rearward, and the short tail helps visually balance the mass of the front bodywork.
4.4-Liter V12
At the heart of the Daytona is Ferrari’s 4,390-cc V12, generally known by the internal Tipo 251 designation. The engine was derived from Ferrari’s long-running Colombo V12 family but developed into a substantially larger and more powerful unit. It used an aluminum block and cylinder heads, four overhead camshafts, two valves per cylinder and dry-sump lubrication.
Factory output was approximately 352 horsepower in European specification, with the engine capable of revving freely despite its large displacement. More important than the peak number was the breadth of its power delivery. The Daytona could pull strongly from moderate engine speeds and then continue building power toward the upper end of the rev range, giving it a very different character from a peaky smaller-displacement sports-car engine.
Six Weber Carburetors
Induction was through six twin-choke Weber carburetors, giving the V12 twelve individual intake throats. The arrangement provided enormous airflow and contributed heavily to the Daytona’s throttle response and mechanical sound. Under full acceleration, the intake noise combines with the exhaust note to create one of the most distinctive soundtracks of any classic Ferrari.
Correct synchronization is essential. Six carburetors create many opportunities for imbalance, vacuum leaks, worn throttle shafts or incorrect mixture settings, and a poorly adjusted system can make the engine feel rough or hesitant. When properly tuned, however, the V12 is exceptionally smooth and immediate for such a large carbureted engine.
Dry-Sump Lubrication
The Daytona used a dry-sump oiling system, an important feature for a car designed to sustain very high speeds. Rather than storing most engine oil in a conventional sump beneath the crankshaft, the system scavenges oil into a separate reservoir. This reduces the chance of oil starvation during hard cornering and allows the engine to sit lower in the chassis.
Dry-sump systems require careful maintenance. Oil level must be checked using the correct procedure and temperature conditions, and hoses, tanks and fittings should be inspected for leaks or deterioration. Incorrect servicing can lead to both overfilling and inadequate lubrication.
Rear-Mounted Transaxle
One of the Daytona’s most important chassis features is its rear-mounted five-speed transaxle. The engine remained at the front, but the gearbox and differential were combined at the rear rather than attached directly behind the engine. Power was transmitted through a torque tube or enclosed driveline arrangement connecting the two. While earlier Ferrari 275 GTB/4 models utilized both rigid torque tubes and open driveshafts depending on the series, all production 365 GTB/4 Daytonas featured a rigid torque tube casing connecting the front engine bellhousing directly to the rear transaxle. This stiffened the chassis and eliminated driveline whip.
This layout helped improve weight distribution significantly. Instead of concentrating the engine and gearbox mass over the front axle, Ferrari moved substantial drivetrain weight rearward. The result was much better balance than the Daytona’s long-hood proportions might suggest and a driving character that becomes increasingly composed at speed.
Five-Speed Manual Gearbox
The Daytona used a five-speed manual gearbox with Ferrari’s traditional gated shifter. First gear is positioned in a dogleg pattern, allowing the more frequently used higher gears to align conveniently for faster driving. The gearbox is heavy and mechanical when cold but generally becomes much smoother as the transaxle warms.
Synchro condition matters greatly today. Worn second-gear synchros, gear whine or difficulty engaging ratios can indicate expensive internal work. A properly sorted gearbox should feel positive rather than fragile, but it rewards deliberate shifts rather than hurried ones.
Chassis Construction
The Daytona used a tubular steel chassis with hand-formed bodywork mounted around it. This traditional Ferrari construction provided excellent strength for the period while allowing low-volume production without the tooling required for a conventional steel monocoque.
The body incorporated steel and aluminum panels depending on location, with Scaglietti responsible for construction. Because each car was hand finished, small variations in panel fit and detail are normal. Serious accident repair can be difficult to identify without specialist knowledge because damaged bodywork may have been reshaped manually rather than simply replaced.
Independent Suspension
The Daytona used independent suspension at all four corners, with unequal-length wishbones, coil springs, telescopic dampers and anti-roll bars. This was a sophisticated layout for a high-powered GT of the late 1960s and contributed substantially to the car’s ability to remain stable at very high speeds.
The suspension is firmer and more controlled than that of a traditional luxury GT, but the Daytona was never intended to feel harsh. Its great strength is the way it settles into fast roads, where the long wheelbase and carefully controlled suspension create tremendous stability. At lower speeds, the car can feel substantial and heavy, but as speed rises the chassis begins to make much more sense.
Four-Wheel Disc Brakes
Ventilated disc brakes were fitted at all four wheels. For the period, the system provided excellent stopping capability, especially when combined with the Daytona’s broad tires and balanced chassis.
Modern owners should pay close attention to calipers, flexible hoses, master cylinders and brake boosters. Cars that have spent long periods in storage can suffer from seized pistons or internal corrosion. A freshly restored braking system can transform confidence in a car that otherwise feels intimidating.
Manual Steering
The Daytona uses unassisted steering, and at low speeds it can require considerable effort. The front tires carry significant load, and the combination of wide rubber and a large V12 ahead of the cockpit makes parking or tight maneuvering physically demanding.
Once moving, however, the steering becomes one of the car’s strengths. Feedback is clear and accurate, and the car feels far more agile than its dimensions suggest. The effort encourages smooth inputs rather than abrupt corrections.
Early Plexiglass-Nose Cars
The earliest Daytonas are distinguished by their plexiglass-covered headlights. The front lamps sat behind a full-width transparent panel integrated into the nose, creating an exceptionally clean and aerodynamic appearance.
These early cars are often especially desirable because the original nose design most closely reflects Fioravanti’s initial styling concept. They are also visually distinct from the later pop-up-headlight cars and have become a recognized subcategory among collectors.
Transition to Pop-Up Headlights
Changing regulations, particularly in the United States, made the original covered-headlight arrangement increasingly difficult to retain. It was illegal in the US. Federal Motor Vehicle Safety Standard (FMVSS) 108, introduced for the 1968 model year, explicitly banned headlight covers or non-standard glass lenses over sealed-beam units in the United States. To comply with federal law, Ferrari introduced the pop-up headlight system globally in 1971 (starting roughly at chassis #14299).Ferrari therefore redesigned the nose to use retractable pop-up headlights.
The later system preserved much of the clean frontal appearance when the lamps were closed but allowed the headlights to comply with applicable standards. The change is one of the easiest ways to distinguish early and later cars, although exact transition points vary somewhat by market and production sequence.
U.S.-Market Cars
United States-market Daytonas received a number of regulatory modifications. These could include different side-marker lights, bumper details, emissions equipment and engine calibration. Lighting and safety requirements also influenced the adoption of the pop-up-headlight nose.
Performance differences between U.S. and European cars are generally less dramatic than on some later emissions-era Ferraris, but specification still matters to collectors. Cars that have been converted between European and U.S. appearance should be documented accurately.
Wheels and Tires
Daytonas are strongly associated with five-spoke alloy wheels, often in the classic Ferrari star pattern. Different wheel widths and tire specifications appeared across production and competition applications, and some cars were also fitted with Borrani wire wheels.
Correct wheel specification contributes significantly to appearance and value. Original magnesium or period alloy wheels should be inspected carefully for cracks, corrosion or previous repairs, particularly if the car is driven hard.
Interior
The interior combines late-1960s Ferrari sportiness with grand-touring comfort. The driver sits low behind a broad instrument cluster, while the long hood dominates the forward view. Leather upholstery, carpeting and relatively simple switchgear create a purposeful but luxurious cabin.
The Daytona is more spacious than many mid-engine exotics of the period, but the driving position remains unmistakably sporting. Cabin heat can be significant, particularly in warm weather, and a correctly functioning ventilation or air-conditioning system makes a major difference in real-world usability.
Performance
The Daytona was one of the fastest road cars in the world when new. Period testing commonly produced top speeds in the 170-mph range, while acceleration to 60 mph was typically around the mid-five-second range depending on test conditions.
Those numbers remain impressive, but they do not fully explain the character of the car. The Daytona is not defined by explosive low-speed acceleration in the way a modern turbocharged supercar is. Instead, its great strength is sustained high-speed performance, where the engine, gearing, aerodynamics and chassis all work together.
High-Speed Character
The Daytona becomes more impressive the faster it travels. At moderate speeds it can feel large, heavy and somewhat reluctant compared with a smaller Ferrari. At high speed, however, the steering lightens, the chassis settles and the V12 feels completely in its element.
This is fundamentally a grand-touring supercar rather than a delicate lightweight sports car. Its character is built around long, fast roads, powerful brakes, a broad torque curve and the ability to cruise at speeds that were extraordinary for the early 1970s.
365 GTS/4 Daytona Spyder
Ferrari also produced the 365 GTS/4, better known as the Daytona Spyder. Mechanically it shared the coupe’s V12, transaxle and basic suspension architecture, but the open body required structural reinforcement and substantial bodywork differences.
Original Spyders are extremely rare compared with the berlinetta. Out of 1,406 total production Daytonas (1968–1973), exactly 1,284 were Berlinettas (Coupes) and only 121 were factory 365 GTS/4 Spyders. Additionally, 15 official Competizione factory race cars were built across three series, plus 3 prototype/special race cars. They are among the most valuable front-engine Ferraris of the era, and authenticity is critical because the Daytona coupe’s long hood and compact cabin lend themselves visually to conversion.
Original Spyder Versus Conversion
This distinction is one of the most important collector issues in the Daytona market. A substantial number of coupes were converted into open cars, particularly when Daytona Spyders became highly valuable. Some conversions are beautifully executed and can be excellent driving cars, but they are not equivalent to factory-built GTS/4s.
A genuine Spyder should be supported by factory records, chassis history and body-construction details. Simply having an open body, correct-looking rear deck and folding top does not establish factory origin.
Structural Differences of the Spyder
Removing the roof required additional reinforcement to maintain rigidity. Factory Spyders therefore incorporated structural changes beyond simply cutting the roof from a coupe. The windshield frame, rear body structure, sills and related areas were adapted to support the open body.
This is why high-quality conversions are complex. A cosmetic conversion without proper reinforcement may suffer from cowl shake, body flex or long-term structural problems.
Competition Daytona
The Daytona was primarily a road GT, but Ferrari also developed significant Competizione versions for endurance racing. These cars retained the basic front-engine V12 and transaxle layout but received extensive weight reduction, engine tuning, wider wheels, competition suspension and aerodynamic changes.
Although the Daytona was not conceived as a pure racing prototype, its high-speed stability and durable V12 made it effective in endurance competition. The Competizione cars helped demonstrate that the basic road-car architecture had substantial performance potential.
Daytona Competizione Engine Development
Competition engines were progressively tuned beyond road specification. Higher compression, revised camshafts, improved cylinder-head work, freer exhaust systems and more aggressive induction increased output considerably.
Exact power depended on development stage, but later competition engines could produce well over 400 horsepower. Combined with reduced weight, the resulting cars were substantially faster than standard road versions.
Le Mans and Endurance Racing
Competition Daytonas achieved significant results at events such as Le Mans, where their reliability and high-speed capability suited long-distance racing. Private teams in particular campaigned the cars effectively after Ferrari’s own prototype programs had moved toward purpose-built mid-engine racers.
This racing history adds another layer of collector interest. A genuine period Competizione car with documented endurance history belongs in a completely different category from a road Daytona modified later to resemble one.
Competition Bodywork
Race cars used lighter panels, wider wheel arches, different windows and various aerodynamic details. Cooling openings could be enlarged, bumpers removed and interiors stripped of unnecessary trim.
Because these changes were functional, exact appearance varied according to development stage and event. Period photographs are essential when restoring an authentic competition car.
1973: End of Production
Production of the 365 GTB/4 ended in 1973. Ferrari’s road-car philosophy was shifting decisively toward mid-engine designs, and the Boxer family soon assumed the role of twelve-cylinder flagship.
That transition gave the Daytona additional historical significance. It effectively marked the end of an era in which Ferrari’s top road car followed the classic front-engine V12 GT formula that had defined the company for decades.
Daytona Versus Mid-Engine Ferraris
The Daytona and Ferrari’s later mid-engine flat-12 cars deliver very different experiences. The Boxer places the engine behind the driver and feels more compact around the cockpit, while the Daytona emphasizes long-hood proportions, rear-transaxle balance and traditional GT driving.
The Daytona’s front-engine layout does not make it unsophisticated. In fact, the rear transaxle and fully independent suspension give it remarkably advanced balance for its era. It simply expresses Ferrari performance through a different architectural philosophy.
Engine Maintenance
The 4.4-liter V12 is robust when maintained properly but very expensive to rebuild. Valve clearances, camshaft condition, chain tension, oil pressure and carburetor synchronization should all be evaluated carefully.
The engine uses timing chains rather than belts, which removes one familiar Ferrari service concern but does not eliminate the need for maintenance. Chain tensioners and guides still require attention, and excessive mechanical noise should be investigated.
Cooling System
Cooling-system health is critical. The large V12 produces substantial heat, particularly in traffic, and radiators, fans, hoses and water pumps must all operate correctly.
Repeated overheating can lead to expensive engine damage. A car that runs hot should not simply be dismissed as “normal for an old Ferrari” without diagnosis.
Fuel System
The six-Weber setup requires careful maintenance. Old fuel, sticking floats, worn needle valves and deteriorated hoses can all create drivability problems or fire hazards.
Because the carburetors sit directly above a hot V12, fuel leaks are especially dangerous. Replacing aged hoses and ensuring correct fuel pressure are basic safety measures.
Clutch and Transaxle
The clutch is heavy and can be expensive to replace because of the driveline layout. The rear transaxle should shift cleanly once warm and should not exhibit excessive whine or synchro problems.
The long driveline connection between engine and transaxle also deserves inspection for vibration or wear. Correct alignment is essential for smooth operation.
Suspension and Steering Wear
Bushings, ball joints, wheel bearings and dampers all influence how a Daytona feels. Worn components can make the car seem vague or unstable, while a freshly rebuilt suspension restores much of the precision that made the chassis special when new.
Steering boxes or racks, depending on component specification, should also be checked for play. Because the steering is unassisted, excessive looseness is immediately noticeable and can undermine confidence.
Body and Chassis Corrosion
Despite the glamorous bodywork, corrosion is a major concern. The tubular steel chassis and surrounding structural sections can rust, particularly where moisture collects or previous repairs were poorly sealed.
Aluminum and steel body components can also create corrosion issues where dissimilar metals meet. A car with beautiful paint may still require extensive structural work underneath, so specialist inspection is essential.
Accident Damage
Daytonas were extremely fast and relatively valuable even when used hard, meaning many suffered accident damage during periods when restoration standards varied widely. Poor repairs can distort suspension pickup points, panel fit and chassis alignment.
Because body panels were hand formed, a repaired car can look convincing while still containing serious underlying problems. Chassis measurement and inspection by someone familiar with Daytona construction are far more useful than a superficial cosmetic assessment.
Interior Restoration
The interior is costly to restore correctly because leather, carpeting, dashboard materials and switchgear are specific to the period. Original components have become increasingly valuable.
Incorrect modern upholstery can make an otherwise excellent car feel wrong, particularly because the Daytona’s cabin has such a distinctive late-1960s Ferrari appearance.
Understanding the Major Ferrari Daytona Variants
The principal versions can be summarized as follows:
- Early Plexiglass-Nose 365 GTB/4: Earliest road cars with covered headlights behind a transparent nose panel, generally among the most desirable berlinettas.
- Pop-Up-Headlight 365 GTB/4: Later production version revised to comply with changing lighting regulations while retaining the same basic V12 and transaxle architecture.
- European-Specification Daytona: Generally the cleanest expression of original road specification, without some U.S.-market regulatory equipment.
- U.S.-Specification Daytona: Cars built with required lighting, emissions and safety modifications for the American market.
- 365 GTS/4 Daytona Spyder: Factory-built open version with reinforced structure and extremely limited production.
- Daytona Spyder Conversion: Coupe converted later into open form; can be an excellent car but is fundamentally different in value and provenance from a factory GTS/4.
- Daytona Competizione: Factory-developed or officially constructed competition versions with lighter bodywork, more powerful engines and endurance-racing preparation.
- Road Cars Converted to Competition Appearance: Standard berlinettas modified later with flares, racing trim or engine upgrades; should not be confused with genuine period Competizione cars.
What Matters to Collectors
The first issue is identity and originality. Early plexiglass-nose cars, factory Spyders and genuine Competizione cars all carry significant premiums, so chassis history and factory documentation are crucial. Cosmetic appearance is not enough because many later cars have been modified to resemble more valuable specifications.
For berlinettas, matching engine and transaxle history can materially affect value. Replacement mechanical components are not automatically disqualifying, particularly on cars with long histories, but they should be documented clearly.
For Spyders, authentication is absolutely critical. A genuine factory-built GTS/4 is one of the most valuable Daytona configurations, while even a superb conversion remains a converted coupe. Structural details, chassis records and build documentation should all agree.
Body condition matters enormously. Rust in the tubular chassis, hidden accident repairs and corrosion beneath aluminum or steel panels can make restoration extremely expensive. Panel fit, door gaps and suspension geometry all deserve close inspection.
Mechanical condition is equally important. A weak engine, worn transaxle or neglected suspension can require six-figure restoration costs by the time specialist labor and parts are included. For that reason, buying the best structurally and mechanically documented car is usually far less expensive than restoring a superficially cheaper example.
Original wheels, steering wheel, gauges, carburetors, air-cleaner assemblies, exhaust components and interior trim all contribute to collector appeal. Many Daytonas were modified during the 1980s and 1990s, so complete original cars have become increasingly desirable.
Collector Hierarchy
At the top of the Daytona market are factory Spyders and important Competizione cars, particularly those with documented endurance-racing history. Their rarity and provenance place them in a category far above ordinary road berlinettas.
Among coupes, early plexiglass-nose cars are especially desirable because they preserve the cleanest expression of the original design. Exceptionally original later pop-up-headlight cars can be equally compelling, particularly when they retain correct mechanical and cosmetic details.
Spyder conversions occupy a separate category. High-quality conversions can be visually beautiful and enjoyable to drive, but they should be valued and described as converted berlinettas rather than factory GTS/4s.
Driving Experience
A Daytona feels imposing at first. The hood stretches far ahead, the clutch is heavy, the steering requires effort at low speed and the gated gearbox demands deliberate movements. The car does not shrink around the driver immediately in the way a small sports car does.
Once moving quickly, however, the entire personality changes. The steering lightens, the chassis settles and the V12 becomes increasingly responsive. The rear transaxle gives the car far better balance than its proportions suggest, and the Daytona becomes exceptionally stable on fast roads.
The engine is the centerpiece. It pulls strongly from moderate rpm, then becomes progressively more urgent as the revs rise. The combination of six Weber carburetors, four camshafts and twelve cylinders creates an enormous range of mechanical sound without the abruptness of turbocharging.
The Daytona rewards smoothness rather than aggression. Abrupt low-speed inputs only emphasize its weight, while flowing steering, progressive braking and carefully timed gear changes reveal how capable the chassis really is. It is less a point-and-shoot sports car than a machine designed to cover enormous distances at very high speed.
Lasting Importance
The Ferrari 365 GTB/4 Daytona represents the ultimate development of Ferrari’s classic front-engine V12 grand-touring formula before the company’s flagship road cars moved decisively toward mid-engine layouts. Its architecture combined a large naturally aspirated V12 at the front with a rear-mounted five-speed transaxle, fully independent suspension, four-wheel disc brakes and a carefully balanced tubular chassis.
That layout allowed Ferrari to retain the traditional long-hood proportions of its earlier GTs while dramatically improving weight distribution and high-speed behavior. The result was a car that looked conventional in layout but was technically far more sophisticated than a typical front-engine GT of its time.
The early plexiglass cars capture the purity of Fioravanti’s original styling, while the later pop-up-headlight cars represent the mature production version. The 365 GTS/4 Spyder adds exceptional rarity, and the Competizione cars proved that the basic platform could succeed in serious endurance racing.
More than half a century later, the Daytona remains compelling because it combines several qualities that rarely coexist: traditional Ferrari V12 character, advanced chassis engineering, dramatic styling, exceptional high-speed ability and true grand-touring usability. It is not merely the last great front-engine Ferrari of its era; it is one of the clearest demonstrations of how sophisticated that formula had become before the supercar world moved the engine behind the driver.
Important Sales Reviewed by SCM Experts
Each month for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Ferrari 365 GTB/4, you’ll likely find these profiles critical in helping you make the right decision.
1970 Ferrari 365 GTB/4 DaytonaThis 1970 Ferrari 365 GTB/4 is one of approximately 410 examples built with fixed headlights behind a plexiglass nose panel before a pop-up headlight configuration was adopted in 1971. Chassis 13231 was completed on March 6, 1970, before being delivered new in Bologna, Italy. It was imported later that decade to the U.S., where it […]Read more
1970 Ferrari 365 GTB/4 DaytonaDelivered new to the British School of Motoring One of only 158 right-hand-drive models Comprehensive history file Ferrari Classiche certifiedRead more
1969 Ferrari 365 GTB/4 Daytona Alloy CoupeOver 1,200 Ferrari 365 GTB/4 “Daytonas” were produced. Five were lightweight Alloy competition cars, which dominated the 24 Hours of Daytona. Further to those, Ferrari commissioned two aluminum-body street versions of the Daytona, chassis 12547 and this car, 12653. Chassis 12547 existed for many years as a road car but has subsequently been converted to […]Read more- 1969 Ferrari 365 GTB/4 Daytona Berlinetta “Plexi”Representing a paradigm shift in Ferrari’s design language, the 365 GTB/4 Berlinetta, later nicknamed the “Daytona,” was first introduced to the world at the 1968 Paris Motor Show. An early European-specification example with Plexiglas headlight covers, this Daytona was originally finished in Blu Dino over a Nero interior. Completed by the factory in September of […]Read more
- Amelia Island 1972 Ferrari 365 GTB/4 Daytonas1972 Ferrari 365 GTB/4 Daytona Berlinetta Chassis 15569 An original sales invoice indicates chassis number 15569 was sold new by Luigi Chinetti Motors to Verby Equipment Company in New York. Ensuing maintenance invoices extending to 1976 demonstrate that Mr. Verby conscientiously serviced his Ferrari at the famous Greenwich importer. Mr. Verby kept the Daytona for […]Read more
Cars For Sale
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Past Auction Sales – Ferrari 365 GTB/4
Average Ferrari 365 GTB/4 Sale Price by Year from SCM’s Platinum Auction Database:
Ferrari 365 GTB/4 Sales from SCM’s Platinum Auction Database:
Gooding Christie's
Condition: 2-
Aug 14, 2026
$610,000
Bring a Trailer
Condition: 2-
Jul 10, 2026
$446,500
RM Sotheby's
Condition: 2-
Apr 25, 2026
$638,304
Artcurial
Condition: 2+
Mar 15, 2026
$690,855
RM Sotheby's
Condition: 3+
Nov 1, 2025
$419,383
Bonhams Cars
Condition: 2-
Oct 12, 2025
$698,418
Broad Arrow Auctions
Condition: 3+
Oct 10, 2025
$957,252
Bonhams Cars
Condition: 3+
Sep 13, 2025
$418,925
Gooding Christie's
Condition: 1-
Aug 15, 2025
$8,145,000
RM Sotheby's
Condition: 2-
Jul 8, 2025
$541,306
Bring a Trailer
Condition: 2+
Jun 1, 2025
$857,500
RM Sotheby's
Condition: 2-
May 22, 2025
$609,979
Bonhams Cars
Condition: 3
May 3, 2025
$498,400
Artcurial
Condition: 2-
Feb 7, 2025
$717,515
Bring a Trailer
Condition: 2+
Oct 8, 2024
$708,500
RM Sotheby's
Condition: 1-
May 31, 2024
$1,061,000
Artcurial
Condition: 3+
Feb 2, 2024
$596,737
RM Sotheby's
Condition: 3+
Jan 31, 2024
$578,425
RM Sotheby's
Condition: 1-
Jan 25, 2024
$632,000
RM Sotheby's
Condition: 3+
Nov 4, 2023
$587,516
Bonhams Cars
Condition: 3+
Oct 8, 2023
$765,289
Gooding & Co.
Condition: 2-
Aug 18, 2023
$533,000
Mecum Auctions
Condition: 3+
Aug 17, 2023
$660,000
Bonhams Cars
Condition: 3+
Jun 18, 2023
$567,934
RM Sotheby's
Condition: 3
Mar 3, 2023
$582,500
Gooding & Co.
Condition: 1-
Mar 2, 2023
$2,535,000
Artcurial
Condition: 3+
Feb 3, 2023
$701,034
RM Sotheby's
Condition: 2
Jan 26, 2023
$665,000
Mecum Auctions
Condition: 2+
Jan 4, 2023
$715,000
Artcurial
Condition: 2+
Oct 16, 2022
$845,534
Broad Arrow Auctions
Condition: 2
Aug 18, 2022
$555,000
Bring a Trailer
Condition: 2+
Jun 19, 2022
$697,000
RM Sotheby's
Condition: 3+
Feb 2, 2022
$591,627
RM Sotheby's
Condition: 2-
Nov 19, 2021
$684,009
Artcurial
Condition: 3+
Oct 24, 2021
$568,381
Gooding & Co.
Condition: 3
Aug 13, 2021
$516,500
Gooding & Co.
Condition: 1-
May 3, 2021
$528,000
Bonhams
Condition: 2-
Aug 14, 2020
$434,000
Mecum Auctions
Condition: 1-
Jul 10, 2020
$715,000
RM Sotheby's
Condition: 2+
Mar 6, 2020
$500,000
RM Sotheby's
Condition: 2+
Feb 5, 2020
$575,952
Bonhams
Condition: 2-
Sep 14, 2019
$538,653
Mecum Auctions
Condition: 2-
Aug 15, 2019
$715,000
RM Sotheby's
Condition: 2-
Apr 11, 2019
$715,264
Gooding & Co.
Condition: 3
Jan 18, 2019
$522,000
RM Sotheby's
Condition: 1-
Dec 8, 2018
$775,000
RM Auctions
Condition: 2
Aug 30, 2018
$442,750
RM Sotheby's
Condition: 2+
Aug 24, 2018
$775,000
Gooding & Co.
Condition: 3+
Aug 24, 2018
$572,000
Gooding & Co.
Condition: 2+
Aug 24, 2018
$726,000
See all 195 sales of Ferrari 365 GTB/4 cars from SCM’s Platinum auction database.