Ferrari 365 GTC/4 : A ‘Daytona’ for a fistful of dollars?

While most people can readily call to mind that era-defining Ferrari of the late 1960s, the 365 GTB/4 (better known as the ‘Daytona’), few will instantly conjure up images of the Daytona’s close relatives. But our experts wonder why the 2+2-seater 365 GTC/4 is still a sleeping beauty...

Anyone who buys a decent Ferrari Daytona today is looking at a purchase price of 500,000 euros or more. Yet the 365 GTC/4 – built from 1971-1972 – is on a completely different, much lower price level. Less than half the price, in fact: something under 250k euros should do it. While the value of its direct predecessor, the 365 GT 2+2, has been on the up and is likely to keep increasing, we can’t help but feel that the 365 GTC/4 is particularly underrated in the current market; and our thoughts were confirmed in our interviews with brand experts.

The 2+2 has an unusual side-on silhouette – hence, when it was launched, the Ferrari was promptly and unkindly nicknamed ‘Il Gobbone’ (the hunchback). However, the design is closely based on that of the legendary Daytona; and the two cars are even more closely related when it comes to a technical point of view: under the body sit the chassis and running gear of the GTB/4, along with an identical 4.4-litre V12 engine, with four overhead camshafts, plus 5-speed transmission. Says Klaus Wenk, of Ferrari specialist Urban proTrade in Munich, “The Daytona, with its elongated front end, was never really a curvaceously good-looking car. The GTC/4 is, however, both better to look at and more fun to drive. It’s just that very few people realise this fact. Whereas prices for the 365 GTC/4 have been rising steadily over time, the peak has certainly not yet been reached. Only about 500 examples were ever built, after all.”

While RM Auctions’ Amelia Island sale in March will see a Ferrari 365 GTC/4 (the blue example shown here) cross the block, German auction house Avus Auctions will also be putting an example under the hammer, in Hamburg on 22 March. “There is a great deal of interest in our 365 GTC/4,” says Andreas Scholz of Avus Auctions. “The 2+2-seater is a classic example of a car that inspires ‘love at second sight’, and hence buyers’ appreciation for the underdog has been slow to take hold in the market. Yet I believe that the 365 GTC/4 could, in terms of appreciating value, be one of the best-performing Ferraris in the years to come.”

Photos: Darin Schnabel ©2014 Courtesy of RM Auctions

Examples of the Ferrari 365 GTC/4 can be found in the Classic Driver Market.

DTRA x Noyes

Buzzing promo of the Noyes Camp shot by Julio at Cenital Media and edited by Dael. We had fun in the sun (and dust). BP

1971 TRIUMPH BY ANALOG

There’s usually a trigger that inspires someone to start a custom build. Perhaps an engine failure, or a dent in the tank. Or even just a glimpse of a cool bike parked on the street. In Tony Prust’s case, it was the offer of a new speedo—a beautifully restored Smiths instrument.

“I bought this 1971 Triumph Trailblazer over two years ago,” he recalls. “It became my errand runner, in mostly stock form. Apart from swapping the 20” front wheel for an 18” I never had an itch to customize it.” Then Flatland Cycles, the Gazi suspension supplier, offered to rebuild the Smiths on the Trailblazer. “I said sure, because it never worked anyways. And when Scott was done, it was too nice for my ratty old Triumph. That sparked the idea to rebuild the bike.”

In typical Analog Motorcycles style, it’s a thoughtful and beautifully crafted machine. Tony started by lowering the front fender to the 18” wheel, and made a box to hide the battery and electrics under seat.

Ed Zender of vintage specialist Morrie’s Place has rebuilt the engine, which is now polished and powdercoated and breathes through a new Amal carb and a Cone Engineering muffler.

Tony redesigned the dash area to do justice to the new speedo, and created an asymmetrical headlight/numberplate combination to sit in front. “I tend to lean towards symmetry—almost to a fault—and find it hard to get out of that, sometimes. The asymmetry was something I wanted to do from the start, and I think it came off well.”

Although the Triumph looks like a scrambler configured for dirt use, it’s fully street legal. Gray is Tony’s favorite color for finishing a bike, but this time he’s also added brown and black accents.

The result is immaculate, and almost too good to ride. But Tony isn’t precious about the bike, even though it’s over forty years old. “Can’t wait for the weather to break up here,” he says, “so I can shake this thing down for a bit before I sell it.”

Images by Jeff Barger. Check the Bike EXIF Archives for our coverage of previous builds from Analog Motorcycles, and visit the Analog site to keep in touch with Tony’s news.

SPECIFICATIONS
Engine rebuilt by Ed Zender at Morrie’s Place with new piston, rings, valves, guides, kicker gears, seals, gaskets, bearings
Engine polished and powder coated
Custom fabricated exhaust with Cone Engineering Muffler
Brand new Amal Carb with K&N air filter
Brand new Buchanans SS spokes and nipples
Front rim changed to 18” and both rims powdercoated
Lowered and tailored front fender with custom made fender brackets
Completely re-wired
New gel battery
All electronics relocated to custom made Battery box under seat
New aftermarket aluminum signals
New PIAA LED headlight (very bright)
New polished scrambler aluminum bars
Tank polished and custom painted by Kiel @ Crown Auto Body
Pin striping, logos and number by Brando
Rear fender bobbed a little, and new taillight mounted
Custom-fabricated dash bracket with dash lights
Smiths speedo rebuilt by Scott @ Flatland Cycles with new white face
Fabricated mounts for new polished number plates
Shinko 705 Tires
Customized seat pan
New Upholstery by Rod’s Designs
New aftermarket levers and controls
New cables (speedo, clutch, throttle, and brake)
Relocated key
New relocated horn
Gazi Sport Classic rear shocks
Everything in black is new powder coating
Freshly rebuilt forks with new gaiters
New wheel bearings and brake shoes

Romans International: Tomorrow's classics, today

Celebrating its 20th anniversary this year, family-owned outfit Romans International has a novel approach to supplying modern performance machines: they believe in the type of personal service usually reserved for classic car customers…

In 1994, Paul Jaconelli founded his London–based luxury car dealership using his wealth of industry contacts, and the Italian-derived surname which seems so appropriate to many of the supercars in which the company specialises. He was later joined by his brother Marc and, two decades on, the next generation of Jaconellis are heavily involved: Tom manages the buying operation, Ben handles the e-bike side-venture, and Max is currently gaining a degree in order to follow Tom’s youthful-yet-knowledgeable lead.

Keeping it in the family

The personal approach to selling cars (an approach familiar to the classic car world) is often overlooked by corporately-owned modern luxury car dealers. Too often, the emphasis is on rapid stock turnaround – but family-run Romans prefers to build a long-term relationship with a customer. “Although we can send cars globally, we actively try to deal mainly with UK customers, as there’s a much higher chance of us meeting that individual and their car again, further down the line,” Tom tells Classic Driver. This resulting pool of long-term clients also means that Romans can often source nearly-new, limited-number specials (such as the for-sale 50th Anniversary Lamborghini Aventador and recently-sold Hennessey Venom GT) just as quickly as franchised dealers can stock brand-new ones.

Future fancies

Romans occasionally stocks certified jewels such as Miuras and Gullwings, but places its main focus on treasures of the future: those that will soon be considered ‘classics’ in their own right. “We believe rare, beautiful cars such as the BMW Z8 and Alfa Romeo 8C Competizione will really begin to appreciate over the next decade or two. Furthermore, we’ve made a name for ourselves in dealing with the Veyron, Enzo and Carrera GT hypercars – we try to have at least one of each in stock at any one time.” The company also has the contacts to source their modern-day counterparts, such as the LaFerrari and McLaren P1 – both of which are officially sold out.

Despite the personal approach to business, Romans operates from a large, modern showroom – and all cars advertised are available to view on-site. You can see some of its more noteworthy stock in the Classic Driver Market.

Romans International's website can be found at romansinternational.com.