Ferrari 365

Ferrari 365 GTB / 4 Daytona (1968 )

The series comprises 365 12-cylinder Ferrari with an engine capacity of 4.4 liters. A cylinder has a displacement of this ( rounded) ³ 365 cm, of which the type designation comes from. The engines of all 365 he Ferraris are based on the so-called Lampredi V12, the 1950 originally designed for racing cars was first used in the 365 GT 2 2 in a road vehicle.

The best-known representative of the series 365 are the 365 GTB / 4 or its open version 365 GTS / 4 and developed from the production car racing version 365 GTB / 4 Competizione. Like no other series of the Ferrari models in the range 365 of the trade press were provided with nicknames that are now known as the official technical terms.

  • 2.1 365 GTB / 4 prototype
  • 2.2 365 GTB / 4
  • 2.3 365 GTS / 4
  • 2.4 Miami Vice: Real fame for the wrong Ferrari, the McBurnie replica
  • 2.5 365 GTB / 4 Competizione 2.5.1 Competizione prototype
  • 2.5.2 Competizione Series I (1971 )
  • 2.5.3 Competizione Series II (1972 )
  • 2.5.4 Competizione Series III (1973 )
  • 2.5.5 Private racing versions

The " Queen Mary "

California 365 Cabriolet and 365 GT 2 2

At the Geneva Motor Show in the spring of 1966 was presented as the first 365 - variant, a prototype of the 365 Cabriolet California. The convertible was based on the chassis of the Ferrari 500 Superfast ( tipo 598, 2650 mm wheelbase), the body was drawn by Pininfarina. The 4.4 -liter SOHC V12 (Type 217B, Bore × stroke = 81 × 71 mm Displacement 4390 cc ) with 3 Weber carburettors made ​​235 kW (320 hp) at 6600/min. From California 365 Cabriolet 20 vehicles, of which 7 pieces were shipped directly into the United States emerged (for the most part via Luigi Chinetti, owner of " North American Racing Team" ( NART ) ). In the fall of 1967 was presented at the Paris Salon of the "365 GT 2 2", a two-seater with two additional auxiliary seats, which replaced the successful " 330 GT 2 2". The presentation of a new, more powerful "quasi" four-seater was the logical consequence of the development of sales of Ferrari: Between 1960 and 1967 the sale of four -seater models (250 GT / 330 GT 2 2) over half of the total Ferrari production accounted for. The one carried in Maranello bill, and the 365 GT 2 2 was in his time as the most convenient Ferrari, which had been built up to that point. He had independent suspension all round, coil springs, telescopic shock absorbers, power steering, air conditioning and a radio - an outfit that was not typical of a sports car from Maranello at that time. Technically corresponded to the car as far as possible the 365 Cabriolet California, optical contrast, had convertible and 2 2 as two completely different vehicles. Between 1967 and 1971 about 800 copies of the 365 GT 2 2 were prepared. The long body of the 365 GT 2 2 and the unusual comfort of the car meant that the magazine " Road & Track " compared him to the ship " Queen Mary ". This nickname was not only never get rid of the 365 GT 2 2, that designation is also much more widespread than the official.

  • Fahrgest. No.: 8347, 9127, 9447, . (Built in 1966), 9615-10369 (built 1967), 20 convertibles produced California
  • Fahrgest. no. 10431, 10479 (prototypes), 10791-14099 ( series), produced about 800 365 GT 2 2

365 GTC 365 GTS

1968, the 365 GTC (GTC = " Grand Tourismo Coupe " ) and the 365 GTS were presented that were to the direct successor of the withdrawn program 330 GTC and 330 GTS. Both, however, were no new developments in the strict sense, but rather a gentle facelift of the successful predecessor. The body of both car takes this back to the 500 Superfast. The two models were available as sporty (er) version of the 365 GT 2 2 and the California convertible thought and was more than 170 times (20 of Spider ) sold.

  • Fahrgest. no. 11823-12795, over 150 produced 365 GTC
  • Fahrgest. no. 12163-12493, 20 produced 365 GTS

The " Daytona "

365 GTB / 4 prototype

1967 saw the development of the successor to the Ferrari 275 GTB / GTS. The first prototype ( " Prototype " ) was basically just a new karossierter 275 GTB / 4, in which only the rear has been completely redesigned. 1968 debuted two of the five prototypes at the Paris Salon, a ( 11795 ) on the state of Pininfarina, a ( 12037 ) at the level of Ferrari. The suffix " Daytona ", however, was unofficial and is due to the triumphant victory in 1967 at the 24 Hours of Daytona. Ferrari finished second in this race with a P4, driven by Lorenzo Bandini and Chris Amon, the first place as well as additional places 2 and 3 Italian journalists had christened the new Ferrari this name before its premiere, which, however, neither officially confirmed by Ferrari nor was ever used. However, this designation has since been for the 365 GTB / 4 and the 356 GTS / 4 used and is well-known and common than the official name.

  • Chassis number:. 10287, 11001, 11795, 11929, 12037, 5 produced prototypes

365 GTB / 4

In 1969 the production of the 365 GTB / 4, which was known by its unofficial name " Daytona ". The 4.4 -liter engine in this vehicle was equipped with four overhead camshafts. Enzo Ferrari was able to prevail here one last time with his penchant for front engines. Built behind the driver's engines were him suspect. In developing the 250 LM he once said, " A horse should be harnessed to the car, not behind it! ". As the 365 GTB / 4 1969 went into production, it was already clear that soon a mid-engined successor would come. The Daytona was considered internally at first only as a temporary solution. The suffix " GTB / 4" consists of GTB for " Grand Tourismo Berlinetta " and the number 4 overhead camshafts for four. The car was designed as a successor to the 275 GTB / 4 and had taken from this, the chassis of a welded steel frame and thus the wheelbase of 2400 mm. The track width was, however, significantly increased. The body was with the exception of the doors and hood made ​​of sheet steel, these were first made ​​of aluminum. To meet the increasingly stringent safety regulations in the United States, the main market for the Daytona, doors were fitted with side impact protection during production but which were then also made of steel instead of aluminum ( from Fahrgest. no. 15701 ). Many non-visible parts of the body were for reasons of weight fiberglass. Nevertheless weighed a fully fueled Daytona over 1500 kg (1600 kg from 15701 ). Experience in dealing with the GRP material had collected in racing for some time Ferrari. A technical drawback, however, was the new braking system with reduced brake discs. The technician, but tried to compensate for the resulting low braking power with a new internal ventilation system. The 365 GTB / 4 had all round independent suspension and a five-speed transmission in a transaxle arrangement: The motor is forward, the gear but not as usual, right on the engine, but together with the differential in a housing on the rear axle. This expressed less weight on the front axle and more on the drive axle, making the grip could be improved compared to the conventional arrangement. In addition, the weight distribution of the car was better balanced.

The 365 GTB / 4 Daytona was built four years ( twice as long as its predecessor ) and remained two years in production, after his successor, who had been presented in 1971 365 GT4 BB ( "Boxer "). The really only a " temporary solution " imaginary 365 GTB / 4 had become an unexpected success and a symbol of a "men's cars," as formulated by Auto, Motor und Sport in retrospect. The only major change ( the change of material of doors and hoods apart ) was due to a change in legislation in the United States. There were no other discs were now before the headlamp lenses longer be appropriate - and the plexiglass strip of Daytona had soft pop-up headlights. At first they wanted to realize this solution only for the U.S. and continues to equip the shipped to Europe or Asia vehicles with the plexiglass cover, but it turned out differently. Legend has it that Enzo Ferrari one equipped with retractable headlights 365 GTB / 4 in the production hall next to a conventional Plexiglas Daytona had seen standing and spontaneously decided that all cars should come with pop-up headlights. Whether the legend is true now or not, the fact is that with the production of Spider- version 365 GTS / 4 Daytona all were equipped with retractable headlights, regardless of the destination of the shipment. Little known is that a Ferrari 365 GTB / 4 at the wheel won the first Cannonball races in November 1971 with Dan Gurney (which, strictly speaking, however, was not considered a race). Gurney took the distance of 4628 km 35 hours and 54 minutes.

  • Chassis number:. 10287-17615, 1284 produced GTB / 4

365 GTS / 4

Half a year after the coupe of the 365 GTS / 4 Daytona Spider was introduced in 1969 at the IAA in Frankfurt. The term corresponded to the closed version (GTS = " Grand Tourismo Spider "). The first had 365 GTB / 4 double headlights behind a plexiglass window, but there is only a single GTS/4-Modell with this variant - one yellow car, which wurde.Wegen 1969 presented with chassis number 12851 of the authorization requirement on the main market - the U.S. - the production was switched to pop-up headlights, the GTB / 4 during production, the GTS / 4 before production begins. Between 1969 and 1973 about 1260 Coupes were produced in Maranello, however, only 125 copies of the "real" Daytona Spiders were produced. Many owners of the closed variant but later removed the steel roof and were converted their vehicles to the Spider. To distinguish this variant of the GTS/4-Modellen and prevent confusion as converted versions are called " GTB / 4 Conversion", not as a Spider. Depending on the version of the conversions conversions are not in accordance with the spiders in quality, but they reach at auctions and sales at not nearly the GTS/4-Preisniveau, which has now arrived at seven-figure dollar amounts for perfect vehicles: So is a well-preserved, original GTS / 4 at around 1.2 million euros ( rarer European versions are rated from 1.3 to 1.5 million euros ), with the particular history of the vehicle, exceptional degree of preservation or prominent previous owner could significantly affect these rates still, the last built Daytona Spider ( chassis number 17073, a U.S. version ) from the possession of the late film producer Greg Garrison was sold at Gooding & Company in Monterey with 79 original miles on the odometer for 1.508 million euros plus premiums. A well-maintained 365 GTB / 4, however, conversion is priced at about 250,000 euros ( and rising ). You can distinguish the two models in principle by the steep standing GTB/4-Frontscheibe the subsequently opened models also have the older model years still partly on the transactions under plexiglass headlight. In this respect, although there is quite open Daytonas with this headlight option, but only a single "real" GTS/4-Modell was equipped with this plexiglass bar. The awareness of this model can be seen that, it's worth even a message in the news when it is involved in an accident in August 2012, a 365 GTB / 4 Conversion suffers a total loss, the video report on this is a few days over 25,000 viewed times. The crashed vehicle is designated as a "Spider", in fact it is a subsequently converted to the open vehicle, formerly closed 365 GTB / 4 - which also explains the too low for a real 365 GTS / 4 indication of value.

  • A total of 125 copies of the GTS / 4 arisen; they had chassis numbers: 12851-17073.

Miami Vice: Real fame for the wrong Ferrari, the McBurnie replica

In the by the Miami Vice TV series world's most famous Daytona Spider is not actually ironically a Ferrari: The vehicle used was a replica of the American manufacturer McBurnie, whose body rested on a Corvette chassis and a V8 -Small block engine from General Motors drive. Visually, the replica ( that of the Miami Vice Daytona the doors of the original will be opened with a small hidden lever that mounted on the metal door handles of the Ferrari Mondial ) is very quick and clearly on the door handles ( square instead of round headlights under the headlamp bar Plexiglas ) and the interior to expose. Nevertheless, the replica was not allowed to be used by an objective shared by Enzo Ferrari judgment - especially because it was to learn at any point of the series ever that it was a replica, but the car was always explicitly referred to as Ferrari. In a follow even the ( fictitious ) Ferrari chassis number was called. The destroyed in the Daytona series - it was only an empty body - was replaced by a white Testarossa, Ferrari North America at the behest of Enzo Ferrari officially surrendered.

The increased through the series and popularity level of the original 365 GTS / 4 resulted in significantly higher sales prices that have been achieved at auctions. A member of the renowned British auction house " Sotheby's " 2003 said this:

365 GTB / 4 Competizione

Originally, the 365 GTB / 4 was designed not for racing. In particular, its high curb weight of about 1,600 kg ( fully fueled, with driver) got this idea in principle in the way. Nevertheless, 24 racing cars originated 1971-1973 based on the " Daytona ": Two prototypes, 15 official factory and seven private racing vehicles. Depending on the Year one divides these cars in the series I to III, which differ from each other in some cases significantly. The impetus to develop a racing car based on the 365 GTB / 4 was a rule change responsible for the racing Sports Commission "CSI ," which decided to limit the displacement of prototypes to three liters from the 1968 season 1967. Thus, the two successful prototypes P3 and P4 were in fact useless and the factory in Maranello had no pronounced racing car available. Also private riders were affected, because by the rule change them of course were not allowed year-old car available. Luigi Chinetti, then chief of the known North American Racing Team (short NART ) then decided to let the 365 GTB / 4 with chassis number 12547 configure it so that he could be successful in the race and ordered the vehicle with an aluminum body to reduce weight. By replacing a quick tank cap and the air filter element air box, the carriage did not differ from the standard model. Not even the clearly weak braking system has been changed for this racing car. For unknown reasons, the first " Competizione " ( which was not even called that ), however, was not delivered to Chinetti, although he was completely finished and ready for use. Evil tongues say that we in Maranello the undersized brakes were well aware of and had not sent the car because of it. Chinetti took the car immediately before the first use personally from, covered the distance of 1200 km to Le Mans nonstop and then sent the car directly without further modification, maintenance, repair or reconstruction in a training race where him after a few rounds of the photoelectric measurement a speed of over 305 Km / h attested. The car did not finish the race because he was involved in an accident with a NART Ferrari and had to give up both vehicles. Then, however, until 1970 that the first "official" race was held at Daytona. For the race at Le Mans in 1969 and Daytona 1970 365 GTB / 4 was not homologated as a " GT", but had to start " liter displacement sports car to 5 ", giving him opponents like the Porsche 917, the Ferrari 512S or in the class the Ford GT40 earned. Reason was that for the GT- approval, a minimum number of 500 vehicles would have to be built - but this was not achieved until mid-1971. The 15 "official" Daytona Competizione were built all in a Ferrari customer service center in Modena and not, as might have been expected, in the racing department in Maranello.

Competizione prototype

Fahrgest. no. 12467

  • This car is indeed the oldest racing 365 GTB / 4, but not the first, because he was only in 1971 turned into a race car. Nevertheless, he is (despite steel body ) as a development vehicle for the later factory Comptizione. The car reached fifth place in the 1971 Le Mans and is still in the U.S..

Fahrgest. no. 12547

  • The first racing Daytona, made to order by Luigi Chinetti ( NART ) made of aluminum. After the accident at Le Mans and the failure in Daytona, he was twelfth in 1971 Sebring. The car is located in Germany.

Competizione Series I (1971 )

In 1971 a first series of five vehicles that were officially designated as "365 GTB / 4 Competizione ". These five and the car 12547 are the only Daytona, whose body was made ​​entirely of aluminum. Thus they are among the most sought after (and thus expensive) versions of the Daytona 365 - auction price of over $ 3,000,000 are certainly not uncommon. Visually, the cars distinguished by several details of the series production - most notably it was the front of the vehicle: Dispensing with the bumper, the twin headlamps were covered by angled plastic lenses, which should allow for maximum light output ( and the Daytona could look really grim ). 12547 this change was not given, this model still had the Plexiglas cover of the series models.

Fahrgest. no. 14407

  • The first series I Daytona, delivered to Charles Pozzi, the then French Ferrari importer. The car has been used for four years, reaching the 1974 class victory at Le Mans and now stands in the Netherlands. His owner puts him on a regular basis in historic races.

Fahrgest. no. 14429

  • The only racing Daytona, who played no contemporary races. The first owner was Dottore Paolo Mariani. Today the car is in Switzerland and as 14407 used successfully in historic racing.

Fahrgest. no. 14437

  • Delivered to the Swiss Ferrari importer Georges Filipinetti. The car has an interesting history in so far as he was later sold to the USA in 1977 and registered by Clint Eastwood in the 24 Hours of Daytona. There he drove the actor Paul Newman, Milt Minter and Elliot Forbes -Robinson and reached the fifth place. The car is now in the USA.

Fahrgest. no. 14885

  • The car was only used in two races in 1971 and today is the only Competizione vehicle back on slightly angular wheel arches (these, however, were altered accordingly until the mid- 1990s ). The car is located in England, to take part in historic race is planned.

Fahrgest. no. 14889

  • The car reached the fifth place in Daytona with drivers Wilbur Shaw, Bob Grossman and "Coco" Chinetti (son of Luigi Chinetti importer ) and is still in the U.S..

Competizione Series II (1972 )

1972 was again a series of " Competizione " classes, which consisted again of five vehicles. Visually, you can see the car in the second series quickly to the attached fender flares, the race cars were equipped with front and rear 9-inch with 11-inch rims. In addition, the bodies were not made ​​of aluminum, but steel sheet, only the doors and hoods were still made ​​of the lightweight metal.

Fahrgest. no. 15225

  • This Competizione also been delivered to the Swiss importer Filipinetti. The car took 1972 in Le Mans with the Ferrari factory pilot Mike Parkes seventh. He was later sold to the Swiss Nicolas Buehrer and used by it in various mountain and circuit races.

Fahrgest. no. 15373

Fahrgest. no. 15667

  • This is the most successful of all three Competizione Series class victory and fifth place overall in 1972 in Le Mans victory in the Tour de France for automobiles. It was used in both 1972 and in the following year by Charles Pozzi, before he was sold to a collector. Since 1997, the car was then used in historic racing, after a serious accident in 2004 is 15667 currently restored.

Fahrgest. no. 15681

  • Delivered to Colonel Ronnie Hoare, head of the British importer ' Maranello Concessionaires ', this Daytona was used only once in a race: 1972 in Le Mans, but dropped out quite early. The car is now in the UK.

Fahrgest. no. 15685

Competizione Series III (1973 )

1973, consisting of five vehicles series Competizione was hung up. As the production model also both doors and hoods made ​​of sheet steel instead of aluminum were manufactured to meet the current safety standards ( side impact protection). The hitherto made ​​of transparent plastic windows were now made ​​of glass. These changes resulted in ( the original problem of the Daytona series) to an increased curb weight of the car. By increasing the compression ratio to 9.9:1, modified piston with chromed piston rings, forged connecting rods and camshafts an engine output of 450 hp nei 8500min -1 could be achieved. In addition, instead of two, four petrol pumps were now used. The brake system was larger brake pads and had to call for the first time as a " race-ready ". The transmission was cooled. These vehicles were built by Ferrari 's customer center in Modena.

Fahrgest. no. 16343

  • This Competizione was also delivered to Luigi Chinetti ( NART ) and still denied 1981, the 24 Hours of Daytona. Today he is in Hong Kong.

Fahrgest. no. 16363

Fahrgest. no. 16367

  • About Luigi Chinnetis N.A.R.T. delivered to the Californian Ferrari dealer Francesco I and used by the 1973 Le Mans, this car fell during the race with a broken clutch. The car is still in the United States.

Fahrgest. no. 16407

  • Similar to 14437 Competizione with a very interesting, because prominent history. Was delivered the vehicle to Luigi Chinetti, who used him three times ( 1973, 1974 1975) in Le Mans. Then Chinetti sold it to the actor David Carradine, who until 1979 (of which, together with his brother Robert, two years) appointed him in 1977 and 1979 with drivers John and Tony Adamowicz Korton even reached the second place in Daytona.

Fahrgest. no. 16425

  • The last official Competizione was delivered to Jacques Swaters, the former racing driver and owner of the famous Belgian racing team " Ecurie Francorchamps ," and used twice in Le Mans; the best finish in 1973 was ranked 12th Today is the car in the UK.

Private racing versions

In addition to the seventeen official Competizione there were a few more 365 GTB / 4 in racing, but these were converted from a private collection to racing cars:

Fahrgest. no. 13367 and 13855

Fahrgest. no. 14065

  • Rebuilt from " Holman & Moody " and " Traco " for Kirk White and Roger Penske.

Fahrgest. no. 14107

  • Delivered via Luigi Chinetti than as standard 365 GTB / 4 to Harley Cluxton from Arizona. The car was later rebuilt by various tuners, among other things, " Traco ".

Fahrgest. no. 14141

  • 1972 converted from " Traco " for Luigi Chinetti. Achievements in 1973 the total number 2 in Daytona with drivers Milt Minter and François Migault.

Fahrgest. no. 15965

  • From N.A.R.T. Set up in 1975 in Le Mans. This car is different from all other 365 GTB / 4 by its drawn by the designer Michelotti Targa body, which differs greatly from the famous Daytona sight.

Fahrgest. no. 16717

The single piece: the 365 GTB / 4 " Shooting Brake "

1975 was an exceptional one-off based on a 1972 365 GTB / 4: The so-called " Shooting Brake ". This vehicle was a combination of converted Series Daytona. The idea came from Luigi "Coco" Cinetti, the son of Swiss Ferrari importer, who had constructed this vehicle by Gene Garfinkle and Bob Gittleman for hunting trips. Was tasked with the conversion Panther Westwinds, a British company, which is normally produced security vehicles. Despite several prospects this Ferrari was a unique piece. From the original bodywork, only the window frame was further used for this conversion, all other body parts have been remade. The car was via the Internet platform. offered for sale.

Ferrari 365 GTC / 4: "Il Gobbone "

The presented at the Geneva Motor Show 1971 Ferrari 365 GTC / 4 was designed as a successor to the 365 GT 2 2. Outwardly, he recalled the 365 GTB / 4 " Daytona ", with whom he was related in technical terms. The body was designed by Filippo Sapino for Pininfarina. Due to its very round shapes they received in the press nicknamed il Gobbone ( The Hunchback ). The 365 GTC / 4 used as the " Daytona " the 4.4 -liter twelve-cylinder engine Lampredi with four overhead camshafts, but had a different carburettor system. The transmission was blocked unlike the " Daytona " conventionally to the motor. Created over 18 months about 500 copies of the 365 GTC / 4 The car was long overshadowed by the sensational " Daytona " and is now sometimes referred to as the "forgotten Ferrari ". Its value on the classic market is significantly lower than that of the " Daytona ".

The company car: 365 GT4 2 2

→ Main article: Ferrari 365 GT4 2 2

At the Paris Salon in 1972 debuted another 2 2 model, the 365 GT4 2 2. It replaced the 365 GT 2 2. Conceptually, the Pininfarina designed coupe very simply was not addressed to sports car drivers, but to business people who want to drive, although Ferrari, but not the looks provocative appearance of Daytona or its successor, wanted to summon 365 GT / 4 BB. Technically corresponded to the 365 GT4 2 2 the "Il Gobbone ", only the wheelbase has been extended by eight inches. In its four years of production, only about 470 cars were produced. The concept of the 365 GT4 2 2 went on: the car was later shipped with larger engines and even an automatic transmission and built until 1989. So are he and his immediate successors (Series 400 and 412) with a production life of 17 years to produce the longest series of the automotive industry as a whole ( the Ferrari 400 was during this period a total of 1,809 built times (models 400 GT, 400 Automatic, 400i and 400i Automatic ), the 412 576mal. )

Production of the 365 GT4 2 2 is distributed to the chassis numbers 17083-18895. Overall, about 470 vehicles emerged.

The athlete: 365 GT / 4 Berlinetta Boxer

1971 first shown as a style study, published in 1973, the last exponent of the Ferrari 365 family, the 365 GT / 4 Berlinetta Boxer. Although the car was called the 365, it did not have the same 12 -cylinder engine as the previously described models: Ferrari had constructed after a long time a new 12 - cylinder engine. He had 4390 cc displacement and wore his cylinder as opposed to all of its ancestors for the first time not in a V shape. The engine delivered 279 kW ( 380 hp) at 7500 rpm and had a maximum torque of 409 Nm at 3900/min. The maximum speed was 7700/min. Incidentally, it was only at first glance a boxer engine. More specifically, it was a 180 ° V engine, since he had a feature that only have V engines: the two connecting rods from each opposing cylinders sat on a common crank pin of the crankshaft. This allowed a significant reduction in the overall length of the engine, which was later used with more displacement in the successors of the 365 GT / 4 BB ( Ferrari 512BB, from 1984 Testarossa or 512TR and 512M ). The 365 GT / 4 Berlinetta Boxer released the Daytona from a top model and followed Enzo Ferrari's concerns despite the prevailing trend in sports car to the central engine. Initial experience with mid-engine sports car Ferrari had previously done with the race car 250 LM. After the success of this car at Le Mans, it should not be too hard to please the engineers, Enzo Ferrari to convince them of the advantages of the mid-engine concept.

The 365 GT / 4 BB accelerated in 5.4 seconds from zero to 100 km / h and a top speed of 300 km / h The car took 12.8 seconds to accelerate from 100 to 200 km / hr. The car weighed 1160 kg dry and had a high consumption of the appropriate 120 -gallon tank. The body was designed by Pininfarina again, here are the " Pininfarina - bead " was even more used than stylistic element than at the Daytona or the 365 GT / 4 2 2: The entire lower part of the BB was independent of the chosen body color in painted black. This makes the car ducked look even deeper into the street.

1976 365 GT / 4 BB was equipped with a 5 liter engine, called slightly revised (more air intakes and four rear lights instead of six ) and a new nomenclature in accordance with 512 BB. The last models of the 365 GT / 4 BB were already partly body features of the successor ( hoods with more air intakes ).

From 365 GT / 4 BB 387 copies were produced.