Ferrari 365 GTB/4 Competizione

Technical Specifications

Engine

Type	rear, longitudinal flat-12
Bore/stroke	81 x 71 mm
Unitary displacement	365.86 cc
Total displacement	4390.35 cc
Compression ratio	9,9:1
Maximum power	316 kW (430 hp) at 7800 rpm
Power per litre	98 hp/l
Maximum torque	461 Nm (47 kgm) ar 5500 rpm
Valve actuation	twin overhead camshafts per bank, two valves per cylinder
Fuel feed	six Weber 40 DCN 21 carburettors
Ignition	single spark plug per cylinder, two coils
Lubrication	dry sump
Clutch	single-plate

Chassis

Frame	tubular steel
Front suspension	independent, unequal-length wishbones,
	coil springs, telescopic shock absorbers, anti-roll bar
Rear suspension	independent, unequal-length wishbones,
	coil springs, telescopic shock absorbers, anti-roll bar
Brakes	discs
Transmission	5-speed + reverse
Steering	worm and roller
Fuel tank	capacity 125 litres
Front tyres	255/10/15
Rear tyres	275/11/15

Bodywork

Type	two-seater berlinetta
Length	4425 mm
Width	1760 mm
Height	1245 mm

Wheelbase

2400 mm

Front track	1478 mm
Rear track	1515 mm
Weight	1240 kg (dry)

Performance

Top speed	310 km/h
Acceleration	0-100 km/h

Prototype	1 12547
Series I alloy	5 14407, 14429, 14437, 14885, 14889
Series II	5 15225, 15373, 15667, 15681, 15685
Series III	5 16343, 16363, 16367, 16407, 16425
offical conversions	8 12467, 13367, 13855, 14065, 14107, 14141, 15965, 16717
Total	24

13715 are accepted to take part in the FHC

Ferrari 365 GTB/4 Daytona Competizione

The “Competizione” versions of the 365 GTB/4 “Daytona” model were developed from the standard road cars. There were three series of five client competition examples built at the factory's "Assistenza Clienti" department in Modena, along with an earlier one-off all aluminium bodied car for Luigi Chinetti's North American Racing Team. The first series of five competition examples, built in 1971, had all aluminium bodies. They featured slightly flared wheel arches with wider wheels, aerodynamic "fences" on the front wings, a small chin spoiler, and a lack of quarter bumpers, as the main identifying features. The second series, produced in early 1972, had steel bodies with the aluminium bonnet, boot lid, and doors of the road cars, but with much increased flares to the wheel arches, to accommodate even wider wheels and tyres. The third series, produced in early 1973, were visually very similar to the series II cars, but had steel doors, with only the bonnet and boot lid in aluminium. They received carefully built and balanced engines to racing standards, and some performance details were enhanced by the homologation of special parts over the period of production.

These competition examples proved to be very successful in the GT category, not only due to their power, but also reliability in endurance events. At the Le Mans 24 Hour Race in 1972 they filled the top five positions in their class, repeating the class wins there in 1973 and 1974. As late as 1979, they were still performing credibly with a second overall in the Daytona 24 Hour Race, an amazing result for a car that had been out of production for six years. The November 1974 issue of the American magazine "Road & Track" featured a track test of a competition version, recording the following times, a 0-60 mph time of 5.8 seconds, a 0-100 mph time of 12.6 seconds, a standing start quarter mile time of 14.5 seconds at a terminal speed of 107.5 mph, and a top speed of 186 mph. Not vastly different to the figures for the standard road version, but a vast difference in lap times would come about through the stiffer suspension, wider wheels, and racing tyres of the competition model. It also serves to show how good the performance of the standard car was, and how little straight line performance gain the homologated parts gave.

Apart from the “factory” cars, there were 8 unofficial but recognised converted cars, mainly for the North American Racing Team, but one was prepared by Garage Francorchamps in Belgium, and a couple for private entrants in the USA. It really was the last of a generation of competition cars that could also be used on the road, and with only sixteen official models plus the eight unofficial variants, it is even rarer than the legendary 250 GTO.

Keith Bluemel

03/2009