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Order number 560 was placed by Maranello Concessionaires Ltd with the Ferrari factory on Friday the 14th January 1972 for a Grigio Le Sancy 2.443.048-after the thoroughbred race horse -with Blue VM 3015 hide and light Blue carpets for April 1972 production. The order was confirmed by the factory a week later.
Just under three months later on the 30th March 1972,and order was taken by Maranello Concessionaires Ltd's ,Mike Salmon, for a Silver with Blue 365 GTC/4 placed by a 29 year old Mr Simon Agace, director of the very well known at the time, estate agents, Mann & Co for £9,486.98,noting that a 5% discount on the basic price-£392.50-will be given if there is no part exchange, a Jensen.
Various correspondence between Mr Agace and Maranello Concessionaires discuss the possibility of Mr Agace collecting the car from the factory for which they would give him an £80 discount! For some reason ,the order was passed to Michael Harting of HW Motors Ltd in Walton on Thames ,who needless to was "very happy" to deal with it. It does appear that in the end the car was delivered to the UK by Lep Transport by truck, having been invoiced by the Ferrari factory on the 20th June 1972.Marenello Concessionaires invoiced HW Motors Ltd less a 12.5% discount on the 3rd July 1972.First registered SA 132 on Thursday 13th July 1972 to Mr Simon Agace.
Over the course of the next 13 months the car covered 16,000 miles,with Maranello Concessionaires Ltd carrying out the A & B service, the C service ,3,000 mile service, fitting a drivers door mirror, warranty work repairing the heating system, three new Michelin tyres and a "rebuild of the transaxle"!
Just under two years later, and presumably with under 20,000 miles - on the 15th February 1974 ,the car passed into the ownership of 38 year old Sir Michael Leighton of Shropshire. The 11th Baronet of Loton Park in Shropshire, which features a 1349 metre long, the third longest British hill climb course!
Eighteen months later on the 23rd September 1975 the car was registered to the now defunct Albion Advertising Display Ltd of Lichfield ,Staffordshire .
Two and half years later on the 13th January 1978,and now with some 43,800 miles covered -the car was bought by chartered patent agent , Mr Donald Moon. During Mr Moon's 20 year,15,000 mile period of ownership respected marque specialist ,John Etheridge of Watford, maintained the car ,every year without fail. This included rebuilding the gearbox in January 1988 58,282 miles, and a new speedometer at 49,600 miles on the 24th June 1980,the old unit still being retained with the car.
The last owner, a dentist,, bought the car via John Etheridge on the 17th September 1998 for £32,500 with 59,063 miles, in order "to immerse himself" in a restoration.
To quote from the website he made which documented the restoration "My car is a rare right hand drive car and after dismantling down to the last nut and bolt I began the huge task of rebuilding it .Every single part was either rebuilt ,reconditioned or where possible replaced. It is a considerable task that requires a significant degree of both patience and organisation ,but after seven years well worth the effort."
In a very documented file of past invoices, as well as the actual website the restoration as detailed with write up and photographs, with no detail left undone.
The car comes complete with a huge file of past invoices, ownership records, MOT certificates as well as the original handbook and parts book. It also has a trophy from the 2007 Ferrari Owners club for the best pre 1975 car.
Without doubt one of, if not the most meticulously detailed cars and histories I have ever seen.
We have also been able to check and verify that all numbers match.
Respected Lotus specialist and GTC/4 owner Miles Wilkins (01243-554422) is currently researching a book specific to the GTC/4. Interestingly, the brake horsepower is often quoted as 330bhp and not the actual 340bhp. The lower figure was arrived at by "calculation" and "guesswork" based on the 365 GTC/GT 2+2 which of course are only two camshaft and three carburettor engines. Further, a road test for the book carried out at Millbrook gave a genuine 155mph (with the fifth wheel attached) with 1,000rpm still to go. This equates to a genuine 160mph without the fifth wheel. At this speed there was only 2mph speedometer error! Miles believes that the GTC/4's superior aerodynamics (by comparison with the Daytona) and the better attitude - self-levelling rear suspension keep the tail up under hard acceleration, thus reducing under body turbulence - help reduce the 12bhp and lower weight advantage of the Daytona. Indeed John Surtees, owner since new of a GTC/4 rated it as one of, if not Ferrari's best road car. Praise indeed.
History: The 365 GTC4 took up where the 365 GT 2+2 left off and, thanks to careful interior design, Ferrari succeeded in slotting in two small rear seats, while retaining the more compact dimensions of two-seater coupé bodywork.
The V12 engine
The V12 engine was slightly detuned compared to the 365 GTB4 and the maximum revs lowered to render it less high-strung, highlighting its torquey nature and making it more tractable at low speeds. But in true Ferrari tradition, the engine could be wrung out to over 7,000 rpm with ease. Most of the production was sold in the United States.
The 365 GTC4 model was unveiled at the 1971 Geneva Show, and was effectively a replacement for two models in the range, the 365 GTC which had ceased production in 1970, and the 365 GT 2+2 that was dropped from production upon the announcement of the new model.
It fulfilled the roll of the former admirably, by being a more conservatively and less aggressively styled coupe cousin to the 365 GTB4 berlinetta, but only partially succeeded in fulfilling the roll of the latter, as the rear seats of the 2+2 seating arrangement were marginal, for all but very small children. They did however have the facility of folding backs, to provide a useful luggage platform. An unusual feature of the interior was that the seat centres and door trim were upholstered in a plaid cloth material, unique to this model, although the more normal full leather trim remained available upon request.
From the outset both European and USA market versions were available, the latter being fitted with emission control equipment that sapped performance, and was recognisable by rectangular side marker lights on the front and rear wings.
This was the first new 12-cylinder Ferrari model announced after the Fiat takeover of road car production control in 1969, and for a completely new body style had a relatively short production run into the autumn of 1972, by which time 500 examples had been built. However, the mechanical layout was carried over into the succeeding 365 GT 2+2 model virtually unchanged, apart from a lengthened chassis.
The Body style
The body style was very different from the models that it replaced, gone were the graceful rounded curves and the elliptical radiator grille, to be replaced by a much more angular wedge design, which was coming into vogue at the time. It had a very low nose featuring a full width black rubber front bumper that surrounded the shallow rectangular radiator grille, with rectangular driving lights and side/turn indicator light units housed in the extremities of the grille opening.
Retractable twin headlight units were set in the flat upper nose panel between the bumper and leading edge of the full width bonnet, which had similar rectangular exhaust air outlets to those on the 365 GTB4 model.
The front flowed with plain body sides into a five window cabin, in which the profile of the side glass could probably be best described as sharp teardrop shaped, which ran at a constant shallow angle through the boot lid into a neat Kamm tail.
Triple lens rear light assemblies were mounted on either side of an inset tail panel, below which was a plain matt black bumper to balance the black rubber unit at the front of the car.
The body was designed, constructed, and trimmed by Pininfarina, and then sent to Ferrari for the mechanical components to be fitted. It was constructed in steel with an aluminium bonnet and boot lid.
The bodies were mounted on a 2500mm wheelbase chassis, and this was the first Ferrari model to use a new factory reference number system prefixed with “F”, this was type reference F101 AC 100, and all were numbered in the odd chassis number road car sequence. The construction was along the same basic lines as the others of the period, with large section oval main tubes, cross bracing, and sub structures to support the body and ancillary equipment.
The model was available in right-or left-hand drive form, with power-assisted steering as standard, as were electric windows and air conditioning. The standard road wheels were five spoke “star” pattern alloy, with a knock-off spinner on a Rudge hub, although the USA, and certain other market cars, had a large central chrome plated nut to meet the then current legislation, Borrani wire wheels were available as an option.
The engine was similarly structured to the 365 GTB4 unit, with twin overhead camshafts per bank in the V12 unit of 4390cc capacity, with a bore and stroke of 81mm x 71mm.
Unlike that engine it did not feature dry sump lubrication, instead being fitted a standard wet sump system.
The cylinder heads were also different, as the engine was fitted with side-draught rather than down-draught carburettors, to reduce the bonnet height. The new cylinder heads had the inlet ports between the camshafts, rather than on the inside of the vee on the 365 GTB4 unit, which allowed the oil filters and emission control equipment to sit in the vee.
As with the chassis, the engine was the first in a new numbering sequence, with factory type reference F 101 AC 000. It was fitted with twin banks of three twin-choke Weber 38DC0E59/60 carburettors, those of the USA market cars carrying the suffix “A”.
A single coil and rear-of-engine mounted distributor ignition system was fitted on European market cars, with a twin distributor and electronic system fitted to USA market versions, to produce a claimed 320hp for both types. The USA market cars were also fitted with a number of devices to control exhaust gas emission, including a fast idle device, and an exhaust manifold air injection system.
The engine drove through a flywheel-mounted clutch, via a coupled five-speed all-synchromesh gearbox, in the same manner and of virtually the same layout as the 365 GT 2+2 model, including the self-levelling rear suspension system.
Taken from Ferrari's own website.
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