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According to the build sheets the body arrived at the Ferrari factory from Pininfarina on the 2nd May 1968, passing through the factory where the mechanicals were built and added to the car. Completed and delivered in August 1968, direct from the Ferrari factory, it was specified as right hand drive as the purchaser Mr Verbeck of Brussels, Belgium, apparently a second world war resistance fighter, had lost his right arm! The car was otherwise to European specification with KPH speedometer, finished in Grigio Mahmoud 244.3.931 with nero Franzi hide and dark grey- anthracite- carpet It was also specified with Borrani wire wheels The then UK list price was £8,563.3.11 plus road tax, delivery charges and number plates-exactly the same price as a 365 GTB/4 Daytona!
The car was imported form Belgium and first registered in the UK, YBJ 803G, having been imported through Harwich docks, on the 9th September 1971 by Mr John Read owner of Holbay Race Engines of Suffolk. Holbay were probably best known for their engine building and tuning work especially on Rootes 1725cc OHV engines used in the Hillman Hunter GLS and Sunbeam Rapier H120.The car was apparently used every day for the next four years .Circa 1973 the engine passed through the Holbay workshops, with crankshaft being ground .Mr Read then developed a passion for aircraft with the car being rarely used.
Unfortunately Mr Read was killed at Parham airfield in Suffolk in a vintage Fokker aircraft in 1997.Mr Reads Will took a while to resolve,not least due an unknown son being found-and the car passed into the ownership of his then son in law, Mr Julian Stainton of Somerset on the 1st December 1999.Mr Stainton had apparently met Mr Read, presumably along with his daughter, upon his arrival back in the UK with the car at Harwich docks. He had also been persuaded to give Mr Read the registration number 331 VF from his motor bike, for the Ferrari. This registration number was returned to Mr Stainton in 2008.
The car remained with Mr Stainton for just over five years, when it was purchased by Mr Sam Whitman of Essex, on the 14th October 2004.Mr Stainton sent the car to Terry Hoyle then of THRE in Maldon, Essex. It seems that after THRE started work on restoring the car THRE folded and work stopped.
The car was put into store where in remained until purchased by Mr Anthony Smith also of Essex , and co-owner of Wolfrace wheels in September 2008. The engine was sent to Terry Hoyle, who personally rebuilt it, whilst the rest of the restoration project was supervised (500 + hours over 18 months) by Mr Barry Tolhurst of Lancaster Garages. The bodywork and bare metal re-spray was carried out by Mr Peter McCulluch of Bodytek, Essex. The restoration was documented in a number of articles in Essex area Ferrari owner’s club magazine and the Ferrari Owners Club magazine during 2008.The car was registered to Mr Smith on the 25th August 2008.
The cars penultimate owner Mr Martin Clayton, a retired accountant from Dorset, bought the car from Mr Smith on the 9th April 2010 with 93,000 kms/58,000 miles, where it joined a small private collection.
Purchased by the last owner from Surrey in July 2014, with 94.700kms/59,187miles. Prior to delivery ,Ferrari specialists SMDG carried a major service-, including re torquing of the cylinder heads, and checking/adjusting the valve clearances. The gearbox was removed stripped and worn synchromesh/bearings replaced. A period looking radio was also sourced and fitted, with Bluetooth capability .
The car is complete with a large file of past invoices, correspondence, past MOT certificates and photographs –including a CD of photographs-of the restoration.
PLEASE NOTE THAT THE LEATHER HAS BEEN REFURBISHED SINCE THESE PHOTOGRAPHS WERE TAKEN.
365 GT 2+2
The 365 GT 2+2 was presented at the 1967 Paris Motor Show, and was heir to the 500 Superfast, upholding the traditions of the 250 GTE and 330 GT 2+2. With its elegant, imposing lines, it was the first Ferrari to feature power steering and air conditioning as standard for the American market, as well as a spacious luggage compartment and two proper rear seats.
The 365 GT 2+2 Coupé was presented at the 1967 Paris Salon to replace the 330 GT 2+2, and stayed in production for just over three years until early 1971. The body was by Pininfarina and the cars were constructed and trimmed at their works, before shipment to the Ferrari factory for fitment of the mechanical components.
The new model bore a resemblance to the 365 California at the front, although the quarter bumpers were bulkier, and incorporated side/turn light assemblies in the front face that were unique to this model. It also featured black plastic engine bay exhaust air louvres on the scuttle, either side of the trailing edge of the bonnet.
The five-glass cabin profile was longer than that of its predecessor, the 330 GT 2+2, with a longer and shallower slope to the rear screen, which ran into a virtually flat boot lid terminating in an angular Kamm tail.
The tail panel had a pair of horizontal triple circular lens light assemblies mounted in a rectangular chrome surround bezel, below which was a full width chrome-plated bumper. A hydro-pneumatic, self-levelling rear suspension system was developed with Koni to guarantee excellent road-holding whatever the load. Approximately 800 cars were built between 1967 and 1971.
Although the 365 GT 2+2 shared the same wheel base as the 330 GT 2+2, it was wider, and whilst low and elegant looked big, due to increased front and rear overhangs, which extended the overall length by more than 130 mm. Initially it was fitted with similar design 10-hole alloy wheels as had been used on the Series II 330 GT 2+2, and then later with five-spoke ‘star’ patterns.
Borrani wire wheels remained available as an option throughout production. At about the same time as the change of wheel design, the plexiglass covers over the headlights were deleted, although the light position in deep wing recesses remained.
Chassis and Engine
The bodies were mounted on a 2650 mm wheel base chassis, which had factory reference number 591, and all were numbered in the odd chassis number road car sequence. It was constructed along similar lines to the preceding model, with large section oval main tubes, substantial cross bracing, and sub-assemblies welded to the main frame to support the body, plus ancillary equipment. An innovation to this model was the self-levelling independent rear suspension, to maintain a constant ride height irrespective of load. It was also the first large series production Ferrari to feature power-assisted steering as standard, and was available as either left-or right-hand drive.
The engine was a single overhead camshaft per bank 4.4 litre V12 unit, with factory type reference 245. It had a total cubic capacity of 4,390 cc and a bore and stroke of 81 x 71 mm, with outside the vee spark plug arrangement, fitted with a bank of three twin choke Weber 40 DFI/5 carburettors. A twin coil and distributor ignition system mounted to the rear of the engine claimed to produce 320 hp. The engine was coupled to a 5-speed, all-synchromesh gearbox, with final drive through a propeller shaft to the differential unit, with drive shafts to each independently sprung rear wheel.
Taken from Ferrari’s website.
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