1967-1971 Ferrari 365 GT 2+2

By 1967, Ferrari and Pininfarina had produced over 2000 of the 250 and 330 GT 2+2s, attesting to buyer enthusiasm for a back-seat Ferrari. Not surprisingly, these customers generally cared less about pizzazz and performance than creature comforts and passenger space. Ferrari's next 2+ 2 would give them more of both.

Premiered at the 1967 Paris Salon in October, it was, in fact, the biggest, plushest Ferrari yet. Wheelbase remained modest at 104.2 inches, but the new Superfast-style fastback body measured 196 inches long overall. This and a curb weight near two tons made the new 365 GT 2+2 about as large-and heavy-as a U.S. intermediate.

Like late 400 SAs and the smaller 330 GTC, styling was clean and conservative, with the same sort of low, rounded nose bearing an elliptical, eggcrate grille. Flanking the latter were slim half-bumpers that undoubtedly looked better than they protected. Headlamps again nestled in nacelles. European models covered these with clear plastic contoured to fender shape, precluded on American models by government regulations. An airy greenhouse with slim roof pillars afforded fine outward vision. Per Ferrari practice, Borrari wire wheels were optional, Cromodora alloys standard.

When the high-performance Daytona arrived in 1968, its lovely five-spoke rims became standard wear. Inside, the 365 GT 2+ 2 was positively sybaritic for a Ferrari. Power brakes and steering, electric window lifts, air conditioning, pleated-leather upholstery, and full carpeting were all standard. So was a full complement of easy-to-read needle gauges directly ahead of the driver. Radio, climate controls, the window switches, ashtray, and lighter were housed in a renter console for easy accessibility by driver or front passenger. There was little new mechanically. The chassis was Ferrari's characteristic steel-tube assembly riding the all-independent double-A-arm/coil-spring suspension as seen on the 275 and 330/365 models. With it came their single-disc dry-plate clutch and 5-speed torque-tube transaxle. The latter helped reduce driveline noise transmission to the cabin. Reflecting the new model's more luxurious character was Ferrari's first rear self-levelling system, developed jointly with Koni. Power was provided by the sohc "365" version of the Colombo V-12, with three downdraft Weber carburetors, 8.8:1 compression, and a rated 320 horsepower at 6600 rpm.

Despite its heft, the new 2+2 could run the standing quarter-mile in 14.7 seconds at 94 mph-"adequate," as Rolls-Royce would say. It reached 149 mph in a European test, about 12 mph faster than its 330 predecessor. Though purists sneered at its bulk and baubles, the 365 GT 2+2 proved very popular, accounting for more than 50 percent of Ferrari's total production during its three-year life. Ferrari had done its part to make the car state-of-the-art mechanically, and Pininfarina had done its part with the styling, which was not only au courant but apparently quite aerodynamic, with details such as flush door handles, modest Kamm-type tail, and that smooth "face." Undoubtedly, this was the best-ever "family" Ferrari-if thats not a contradiction in terms. Still, neither Ferrari nor PF had achieved their high success by standing still, and the obvious success of the "family" concept guaranteed a new successor model. It arrived in time for the 1971 Geneva show: the 365 GTC/4.