Ferrari Daytona Super Profile 0854295356, 9780854295357

Citation preview

Nathan Beehl

CONTENTS FOREWORD

4

HISTORY

5

EVOLUTION

12

SPECIFICATION

13

ROAD TESTS

15

COLOUR SECTION

25

OWNER'S VIEW

33

BUYING

35

CLUBS, SPECIALISTS & BOOKS

36

PHOTO GALLERY

38

Foulis

629.1209,F412b Beehl, Nathan. Ferrari Daytona.

S.F. PUBLIC LIBRARY

ISBN 0 85429 535 6 A FOULIS Motoring Book First published 1986

© Haynes Publishing Group All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, aiectronic or mechanical, including photocopying, recording or by any information storage or retrieval system, without written permission from the publisher.

Published by: Haynes Publishing Group, Sparkford, Near Yeovil, Somerset BA22 7JJ Haynes Publications Inc, 861 Lawrence Drive, Newbury Park, California 91320, USA British Library Cataloguing in Publication Data Beehl, Nathan Ferrari Daytona super profile.— (Super profile) 1 .Daytona automobile I. Title II. Series 629.2722 TL215.D3/ ISBN 0-85429-535-6 Library of Congress catalog card number 86-80521

Editor: Mansur Darlington Page layout: Mike King Jacket illustration and uncredited photographs: Andrew Morland Road tests: Autocar Printed in England, by: J.H. Haynes & Co. Ltd

Titles in the Super Profile series Ariel Square Four (F388) BMW R69 & R69S (F387) Brough Superior SSI00 (F365J BSA A7 & A10 (F446) BSA Bantam (F333) BSA M20 & M21 (F485) Honda CB750 sohc (F351) Matchless G3L & G80 (F455) MV Agusta America (F334) Norton Commando (F335) Norton International (F365) Norton Manx (F452) Sunbeam S7 & S8 (F363) Triumph Thunderbird (F353) Triumph Trident (F352) Triumph Bonneville (F453) Ve/ocette KSS (F444) Vincent Twins (F460) ACIFord/Shelby Cobra (F381) Austin A30/A35 (F469) Austin-Hea/ey ‘Frogeye’ Sprite (F343) Austin-Hea/ey 100 (F487) Chevrolet Corvette (F432) Datsun 240Z, 260Z and 280Z (F488) Ferrari 250 GTO (F308) Fiat XI/9 (F341) Ford 100E Anglia, Prefect & Popular (F470) Ford Cortina 1600E (F310) Ford Consul/Zephyr Six/Zephyr Zodiac Mk i (F497) Ford Consul/Zephyr Six/Zephyr Zodiac Mk // (F531) Ford GT40 (F332) Ginetta G15 (F496) Jaguar E-Type (F370) Jaguar D-Type & XKSS (F371)

Jaguar Mk 2 Saloons (F307) Jaguar SS90 & SSI00 (F372) Lancia Stratos (F340) Lotus E/an (F330) Lotus Seven (F385) MGB (F305) MG Midget & Austin-Healey Sprite (except 'Frogeye') (F344) Mini Cooper (F445) Morris Minor Series MM (F412) Morris Minor & 1000 (ohv) (F331) Porsche 911 Carrera (F311) Porsche 917 (F495) Rolls-Royce Corniche (F411) Triumph Stag (F342) Deities (F430) Great Western Kings (F426) Gres/ey Pacifies (F429) intercity 125 (F428) V2 'Green Arrow' Class (F427) Further titles in this series will be published at regular intervals For information on new titles please contact your bookseller or write to the publisher.

Super Profile

The Ferrari Daytona is considered by many enthusiasts to be the definitive front-engined sports car, the ultimate example of the traditional grand-tourer, and it is undoubtedly a classic automobile. In spyder (open) configuration it has been my favourite of all the road going Ferraris, and the car that I would most like to own. The combination of Ferrari engineering and Pininfarina styling is hard to beat, because this is a great car whether stationary or on the move. Some cars look great but drive badly, some drive well but look

4

awful, but in the ownership of a Daytona can be had the best of both worlds. I hope this book helps you to understand just why the Ferrari Daytona is held in such high regard, and hope you enjoy reading it as much as I enjoyed writing it. I would like to thank the various people who helped with time and information. First, thanks to Rod Grainger for the opportunity to write about the Daytona, and to Andrew Morland who took an excellent set of photos. John Gould kindly loaned information and photographs from his own collection. Thanks go to Michael Fisher Ltd and Modena Engineering who provided the silver coupe and blue spyder respectively for photographic purposes. Richard Colton and Nick Mason should be commended for allowing themselves to be

interviewed by the poor man's Terry Wogan for the 'Owners' View' section. Others who helped were David Cottingham, Richard Bond, Robert Abrahams, Neill Bruce, and Kathy and Liz at LAT. And last but by no means least, a big thanks to my wife Rosalind Jane for her continual support, endless cups of coffee, and first-aid to my typing finger! Nathan Beehl

Ssper Profile inevitable. Ferrari says 'this led to my dismissal,' others say that Ferrari resigned. The Ricart affair was only part of the reason for Ferrari leaving Alfa Romeo. He was really a man who needed to have complete control of any enterprise that he was involved in, as the time that has passed since has shown. So Ferrari left, but the terms of his agreement excluded his association with any racing team or manufacturer for a period of four years.

At 41 years of age Enzo Ferrari was made redundant; or was he? As with many incidents in this enigmatic Italian's life there seem to be two stories for the one event. The year was 1 939 and Ferrari was employed by Alfa Romeo as the Competition Director of Alfa Corse (Alfa Racing). Alfa Romeo's General Manager at the time was Ugo Gobatto, and it was he who brought the Spanish engineer Wilfredo Ricart into the racing team. To say that Ferrari and Ricart didn't hit it off would appear to be something of an understatement. In Ferrari's autobiography Le Mie Gioie Terribili (My Terrible Joys) he said of Ricart, 'When he shook hands, it was like grasping the cold lifeless hand of a corpse. One day I could not help asking him the reason for his extraordinary shoes with their huge soles. He replied quite seriously that this was an obvious precaution because 'a great engineer's brain should not be jolted by the inequalities of the ground and consequently needed to be carefully sprung.' Ferrari admitted to being nonplussed and worried by that statement. Gobbato's opinion of Ricart was different and the rift between the General Manager and his. Competition Director widened until a split was

In truth, however, Ferrari became involved in the construction of a racing car in 1940, but it did not bear his name. He founded a company called Auto Avio Costruzioni and built two open sports cars for the 1940 Mille Miglia. These were known as 81 5s as they were powered by eight-cylinder, 1.5-litre engines. Due to the limited amount of preparation time available, the design relied to a great extent on freely available Fiat parts, but importantly it gave Ferrari his desired involvement in motor racing. The 815s showed a commendable turn of speed, but Ferrari wasn't too surprised when they both retired. The 1940 Mille Miglia was the last race that Ferrari would be involved in for a number of years because Italy became embroiled in World War II. During the war years Ferrari's firm built engines for trainer airplanes, and metal-working machinery, but Ferrari would rather have been building racing cars. Because of the decentralization of Italian industry Ferrari moved part of his operation out to Maranello, a suberb situated seventeen kilometres from Modena at the foot of the Appenines, where the present day Fiorana test track is situated. During the war the workforce grew and the factory slowly expanded so that Ferrari was in the position to carry on business as a going commercial concern when the war ended. But what did Enzo Ferrari do in 1946? He says, 'I had always continued

to work on designs for racing cars and, once the war was over, I hastily dropped the manufacture of machine tools'. Within a year Ferrari had returned to his first love. In 1946 Ferrari announced the production of an advanced one-and-a-half litre V-12 series of cars to bear his own name. There were to be three models available, and they were called sports, competition and Grand Prix. The same basic engine would be used in the three different cars but in differing states of tune. The sports version would produce 75bhp @ 5,400rpm, the competition version 11 8bhp @ 6,800rpm, and the Grand Prix engine would be supercharged, but no power output was quoted. So Ferrari's first engine was a 60° V-1 2, and this basic configuration would be an identifying feature of Ferrari cars for years to come, including the subject of this Superprofile, the 365GTB4 Daytona. Why did Ferrari decide to make his first car with what was a complicated design for such a small capacity? Who better to answer than Ferrari himself: 'I had always hankered after a twelve-cylinder, recalling early photographs I had seen of a Packard that had raced at Indianapolis in 1914 and a Delage that came in second at Lyons in 1924. Just after the war I had occasions, too, to see the twelve-cylinder engines of the magnificent Packard automobiles of high-ranking US officers, and I remembered, too, that the American car which Antonio Ascari bought in 1919 and subsequently ceded to Maria Antonietta Avanzo - the first woman racing driver after World War I - was also a twelve-cylinder. I had always liked the song of the twelve cylinders; what is more, I must confess that the fact that there was then only one firm in the world making such engines acted on me as a challenge and a spur. A few years later, Packard abandoned their twelve-cylinder

5

Super Profile engine, so that I was the only one making them. I came in for a deal of criticism; it was forecast that I was bringing about my own downfall, the experiment being judged too daring, and presumptuous. There are initial difficulties with every engine; but I never doubted we would win through, both because I had faith in Colombo's design ability and again because I had the trusty Bazzi with me and knew I could rely on his skill in dealing with engines . . . The twelve-cylinder engine was the ancestor of all the Ferrari engines that are still winning races today. There have been other smaller and bigger editions of it - changes were made in the distribution, the cylinder bore was increased, the distance between the cylinder axes was increased to allow a still greater cylinder capacity - but that first 11 /2-litre example designed by Colombo is still recognizable in all its progeny.' The 125s competition debut was 11 May 1947 at Piacenza. With Franco Cortese at the wheel the new car was leading when the fuel-pump failed and caused Cortese to retire. Just two weeks later Cortese put failure out of his mind and gave the new marque its first victory at the Caracalla circuit in Rome. Ever mindful of the need for more speed Ferrari enlarged the engine to 1 900cc, called the car the 1 59, and by early 1 948 it had grown again to 1 995cc, this model called the 166. At this time it was Ferrari's custom to call his car type by the cubic capacity in centimetres of each individual cylinder. For example the 125 had twelve cylinders of 125cc each which meant that the total capacity was 1.5 litres, therefore the 166 was nominally a 2-litre. In its first year of racing the new team scored five outright wins and two class wins. In 1948 more victories for the V-1 2 followed with 49-year-old Clemente Biondetti winning the Targa Florio and the Mille Miglia with the tipo 6

166. In 1949 Ferraris were to be seen winning in Formula One, Formula Two, GT, and sports car races. Amongst the victories were the Le Mans 24-Flours, the 24-Hours of Spa, the Targa Florio and the Mille Miglia, all these victories being achieved with V-1 2 engines. By 1950 Ferraris were scoring victories all over Europe, and also in Great Britain, the United States of America and even as far away as Argentina. From 1950 onwards Ferrari's reputation as a manufacturer grew ever greater, establishing Ferrari as a leading force in the field of high performance and racing cars. In Ferrari's early days as a racing car manufacturer sponsorship was virtually unheard of, Ferrari therefore sold cars to private customers and the profit from these sales helped pay for the racing team. Other finance came from appearance money and prize money. To facilitate the sale of cars to private customers Ferrari displayed two examples of the Tipo 166 sports car at the Turin motorshow in September 1948. One was an open two-seater called a Barchetta (little boat) and the other a two-door notch-back coupe. The Barchetta was described as lusso (luxury) as the seats were finished in leather instead of the racing version's corduroy, and the cockpit edges were trimmed in the same material. The coupe, though, could probably be regarded as Ferrari's first GT car in the true sense of the meaning, i.e. Grand Touring, in that being a closed car it did protect the occupants from the elements. Both cars were bodied by the Torinese firm Carrozzeria Touring who had developed the Superleggera (light-weight) method of body construction. In this method the body panels were formed over a light-weight tubular frame, instead of the then more normal heavier wooden frame. The open car was sold to an American, Tommy Lee, and the coupe went to Count Bruno Sterzi, who raced

it and no doubt added to Ferraris growing reputation by winning the 1949 Coppa Inter-Europa race at Monza, an event for GT cars. The racing counterpart of the Barchetta took victories at the Le Mans 24-Hours, and the Spa 24-Hours and established a link between Ferrari's road cars and his racing GTs that still exists today. These links were cemented when Ferrari presented the first 250GT in 1 954. This was the forerunner of a string of cars called 250 that culminated in the legendary 250GTO (the subject of a previous Super Profile) and included along the way the 250 Tour de France and 250SWB. The 250 engine was a development of Colombo's original 1.5-litre V-1 2 but by now was enlarged to 3 litres. The first victory for the 250GT was scored by Alfonso Cabeza de Vaca, Marquis de Portago in Nassau, Bahamas, December 1955. In 1956 the 250 won the Tour de France, and 250s of various types were to win this event every year for the next eight years, a total of nine wins from 1956 to 1964 inclusive. The Tour de France was a five or six day event that included circuit races, road sections and hill-climbs all in a hectic schedule that took its toll on both man and car, with many cars finishing the event with body work redesigned by the side of a house or perhaps a bridge parapet. These incidents did, at least, prove that Ferraris were not only fast but also very strong. The 250 series scored successes in all the classic sports and long-distance races, with notable results being; winner of the Tourist Trophy in 1 960, 1961, 1 962, 1 963; Class winners at Le Mans in 1959, 1960, 1961, 1962, 1963, including second overall in 1962 and 1963 behind the Ferrari prototypes. In the Targa Florio, class wins were achieved in 1956, 1957, 1959, 1960, 1962, 1 963, 1 964, 1 965, eight times in ten years. All these victories were achieved with cars that were just as much at home on road or track,

Super Profile and therefore further strengthened the reputation of Ferrari's GT cars. In 1964 Ferrari had one of his occasional disagreements with the sport's governing body, over the non-homologation of his mid-engined 250LM. This was the car that Ferrari wanted to uphold the marque's honour in the GT category, but the FIA refused to authorize the 250LM on the grounds that not enough examples had been built. Ferrari then decided that if he couldn't play the game according to his rules then he wouldn't play at all, and announced Ferraris retirement from international GT racing. The fact that Ferrari had lost the 1964 GT Championship to the larger engined (4.7-litre) Shelby Cobras may also have had some influence on his decision because it was now obvious that no matter how good the GTO was the Cobra, especially in Daytona Coupe form, was its equal. Mind you, it should be remembered that development of the GTO was practically stopped as Ferrari was concentrating work on the 250LM. Ferrari did though have a GT car that hadn't been raced; the 275GTB. This car was introduced at the Paris Salon in October 1964 and, as the numeric designation 275 indicates, this car featured an enlarged V-12 now displacing 3.3 litres. The 275GTB is also interesting for a number of technical innovations that were incorporated in the design. All these changes had been seen on Ferraris racing and Grand Prix cars and now appeared for the first time on a Ferrari road car, thus proving the maxim that racing improves the breed. The 275 featured independent rear suspension, which on the racing cars had shown itself to be a considerable improvement over the previously used live rear axle set-up. Also of interest was the location of the gearbox; instead of being mounted in situ with the engine it was relocated at the back

axle where it was mated with the differential unit. This rearward movement of the gearbox obviously helped the weight distribution with consequent benefit to the handling. The wheels were cast in light alloy in a design similar to that used on the 1963 Grand Prix cars. The traditional Borrani wire wheels were still available as an optional extra though, should the owner desire them. All these features would have made the 275GTB competitive in the GT category, but Ferrari had already said that the factory would not be contesting the GT Championship in 1965. BUT Enzo Ferrari is first and foremost a racer at heart, and couldn't resist having another go at the GT class. So a number of competition versions of the 275GTB appeared, with aluminium bodies instead of steel, uprated engine and dry-sump lubrication. Visually they resembled the normal road coupe. There was also a special-bodied 275GTB with an alloy bodyshell incorporating a long nose with a small oval grill reminiscent of the 1 962/63 250GTO. The rear of the car was higher than the standard GTB and there were also three slots in the bodywork behind the rear wheels, but the rest of the car looked just like a normal GTB. It turned out to be anything but normal though, and at the 1965 Le Mans 24-Flours Willy Mairesse and 'Beurlys' came in third behind two 250LMs. In 1966 Maranello Concessionaires more normal [even to the extent of having bumpers fitted] GTB finished eighth overall and first in the GT class at the French classic, again confirming the link between the road cars and the racing cars. The relationship between the road and racing cars became even closer with the introduction in 1966 of the 275GTB/4. The added number 4 indicating that for the first time a road going Ferrari had a four-cam engine fitted. Until now the four-cam heads had been the

exclusive province of the competition cars. So what prompted Ferrari to put an even more powerful engine in to what was already a quick car? It might have been a young upstart just down the road at Sant'Agate Bolognese; an upstart that only started up in 1963; an upstart called Lamborghini. Lamborghini's first car was far removed from the tractors that helped make his fortune; it was a very impressive car not only being powerful but also handling well and looking inside and out like a thoroughbred. The engine was larger than Ferrari's 275, being a 3.5-litre and featured twin-cam heads. Here was a car that threatened to knock Ferrari off his perch as the producer of the world's finest sports cars, so Ferrari responded by uprating the 275GTB. Lamborghini, though, was determined to produce the world's best sportscar. The 350GT was enlarged to 4.0 litres, but Lamborghini was planning something even more advanced, something that would really make people sit up and take notice, and so the fabled Miura was created. At last the playboys of the world could have a racing car for the road. Here it was; 4.0 litres of high-performance V-12 mounted SIDEWAYS behind the driver, clad in a most amazing Bertone body. Not only did it look fantastic it could also perform, having a top speed of 171mph, when tested by Motor magazine. It succeeded in taking some of Ferrari's sales, something that a Ferrari enthusiast would find hard to understand, but it should be remembered that some people want to buy the most impressive car available at the time irrespective of heritage, and the Miura was, and still is, impressive. So the motoring world sat and waited. How was Ferrari going to reply to this threat to remove his crown after he had been king for so many years? The answer confounded the critics, and - at 7

Super Profile first - disappointed the enthusiast. It was the 365GTB/4 Daytona. Work on the 275GTB replacement began at the end of 1966 when Pininfarina produced a number of design studies based on Ferraris 330GTC chassis. This chassis was similar to the 275s being on the same 2400mm wheelbase, with independent suspension all round and a rear-mounted gearbox, but able to take the larger 4.0-litre engine. The design study looked as though a 275GTB front-end had been grafted onto the Daytona rear, thus continuing the gradual evolution of the Ferrari berlinetta design. This progressive shape change was possibly part of the Ferrari's continuing appeal, as the mainstream berlinettas had grown wider and changed shape slowly rather than being radical. There had been radical designs but these were normally one-offs, or at least of very limited production. So it seemed that Ferrari had decided to replace the 275GTB with 'more of the same, but give it more power'. The motoring journals didn't know this, as was proved when photos of the prototype appeared at the end of 1967. Man about Modena, the late Pete Coltrin, had photographed the prototype and the pictures were published in Road & Track magazine who said, 'Gran Turismo Tipo Daytona, seen on test at Modena track, is a mystery car based on 275GTB/4. It is not known whether it is a production prototype or a one-off for a private client. Square-tailed body is probably by Pininfarina'. It's interesting that the new car should have been referred to here as the 'Daytona' because that name was never officially adopted by the factory for this car. The name Daytona doesn't appear on the car, or in any of the brochures that were produced for prospective buyers, yet it has stuck and been used ever since. The factory always referred to it by the alpha-numeric designation 365GTB/4. 8

Another prototype appeared in September 1968 and this featured a restyled front almost identical to the final version. Why Pininfarina redesigned the nose is uncertain but the new shorter nose certainly fitted the rest of the car better and gave the whole design a more balanced look. The nose was shorter and much squarer with twin headlights placed lower in the nose and more toward its centre. They were streamlined into the bodywork behind a plexiglass cover with small, almost dainty, bumpers beneath them. Between the bumpers the grill had been widened and was now rectilinear with a traditional egg-crate effect radiator covering. And so to Paris, October 1 968, where the 375GTB/4 made its public debut. On show was a red coupe with what is usually described as the plexiglass front, with red and black interior. Wheels were alloy with three-ear knock-offs, in a star pattern that resembled Ferrari's contemporary Grand Prix and sports-racing car wheel. The overall package looked remarkably clean, inasmuch as it is not until one studies the design closely that the absence of door handles and windscreen wipers becomes obvious. Of course they're there but blended into the design. The wipers park out of sight at the base of the windscreen just under a slightly upturned edge of the bonnet; very neat. The door handle is located at the lower edge of the side window and is just large enough to slip one finger into to flip it open; from a distance it looks like part of the chrome window trim. The show car had the fuel filler cap inside the boot, but even when moved to the left rear wing on the production models it was fitted flush to the body with no visible means of opening it. There wasn't even an outside rear view mirror fitted, as that would have spoilt the lines. But what did the experts of the world's motoring press think? Naturally there were

different opinions about the styling as it's impossible to please everybody. Jonathan Thompson in Road & Track said, "... it must be galling to the Commendatore to see cars like the Miura and Ghibli running around and stealing the thunder. Much of the problem in the last few years has been the constant inbreeding resulting from the Ferrari/Pininfarina relationship, with no really full-blooded bodywork to match the Bertone and Ghia creations on other chassis'. The writer in Road Test magazine said. The [Lamborghini] Espada had really impressed me but my throat stuck at the sight of the Daytona! I did not immediately judge its beauty or proportions but am primarily struck by its size and its impression of contained wildness.' Differing opinions only go to prove the old adage that beauty is in the eyes of the beholder. Car magazine, though, was asking another question altogether. They said, 'We wring out a Ferrari Daytona GTB4 and find ourselves asking why the flagship of the Maranello fleet happens to have its engine mounted up front instead of amidships'. One or two others also wondered why, with all their knowledge of mid-engined automobiles Ferrari had chosen a conventional layout, and not emulated Lamborghini's Miura. Maybe that was the reason. If Ferrari had brought out a mid-engined car at that time it would, no doubt, have been said that he was copying Lamborghini. When Ferrari's mid-engined Berlinetta Boxer did appear in 1973 its layout went unmentioned because by then, all supercars had the engine behind the driver. But the proof of the pudding is in the eating, and when Road & Track got their hands on a Daytona they were so impressed that the feature opened by saying, 'The fastest and best GT is not necessarily the most exotic'. They recorded a 0-60mph time of 5.9 secs, and a top speed of 1 73mph. It was faster than the

Ssptr Profile much vaunted Miura and quicker over the standing start quarter mile as well. Here started the Daytona's reputation as the ultimate front-engined sports car. And so the Daytona went into production. Although the prototype had been built by Pininfarina, production was entrusted to Scaglietti. Scaglietti was one of the famous Italian body shops that produced handbuilt bodies, and for a number of years had produced aluminium bodies for Ferrari's racing cars. One of Scaglietti's better known designs was the 250TR pontoon-fender sports-racing car. By 1969 Scaglietti was large enough to handle the limited production of the Daytona, and today is a subsidiary of Ferrari. The Daytona is a strange mixture of materials, and an unusual blend of old and new * technology. There is a basic chrome-molybdenum steel chassis into which is mounted the engine, and on which the front and rear suspension hangs, and then there are a number of smaller frames to support the radiator, unstressed body panels and the floor. The floor itself is a glass-fibre tub which also forms the door sills and the front and rear bulkheads, and is in reality four separate pieces that are bonded together to make the complete unit. And the body isn't quite what it seems at first glance either. Not for Ferrari the mass-produced, 'stamp-it-out-in-one-piece' method of body manufacture, especially when you're only going to make about 1400 cars in total. No, each Daytona body in bare metal looks like a patch-work quilt. Each body is handbuilt, being formed from sheets of metal that are individually shaped over wooden bucks and then welded together. To ensure that every part lines up correctly the bodies are constructed inside a framework jig which is hinged so that the craftsman has easy access to the

part of the body that is being worked on. When the quilt is complete the time consuming business of filling and sanding continues until the body is smooth. Only then can it be taken to the paint-shop. No wonder the first car wasn't delivered until some time after the Paris show; in fact, the first right-hand drive car wasn't available until October 1969. By then Ferrari had already introduced a new Daytona, this was the 'spyder', or if you prefer the Italian-'spider'. Or if you prefer English, a soft-top convertible. The example shown was finished in yellow with the concave body-line finished in black, topped off with Borrani wire wheels. Interestingly, the rear wings were squared-off on the top edges, losing some of the roundness of the coupe. If one new Daytona wasn't enough, just one month later Pininfarina produced another variation, the notch-back coupe. It looked like a spyder with a hard-top fitted instead of the soft-top. Fitted over the roof behind the driving compartment was a satin-finished metal hoop, similar to the Porsche Targa, but instead of a removable roof panel the rear window could be taken out. The main body was finished in dark blue, and the roof section, apart from the steel hoop, was painted white. Star alloy wheels were fitted to this one. Although the spyder went into limited production this example was one in a series of one. Ferrari did have a problem with the Daytona though. Its potentially largest market, the USA, was denied it because the Daytona didn't meet certain technical and safety requirements. Now, some of these conditions may seem a bit unnecessary to you and me but rules are rules and if you don't comply you can't sell. So although perspex covered headlights were perfectly OK for Europe, in the USA they are definitely verboten. But you can

have pop-up headlights even if they do take two seconds to activate. So in mid-1971 the Daytona had the front redesigned to meet the American regulations. At first Pininfarina tried mounting the lights in pods, but this was about as acceptable as painting spectacles on the Mona Lisa. Pininfarina finally opted for the pop-up headlight solution which enabled the smooth lines of the original design to be retained. Another problem was the American emission controls which were more stringent than any in Europe, and demanded that changes be made to the 365 engine. A number of changes were made including switching the carburettors from Weber 40 DCN20s to 40 DCN20As or 40 DCN21s; lowering the compression ratio to 8.8:1; modifying the exhaust system; and making a few mechanical additions. Unlike other manufacturers, Ferrari managed to avoid any performance loss compared with the European Daytona. In 1972 Ferrari sales in America were two-and-a-half times as good as the previous year. Production of the 365GTB/4 Daytona continued until 1973 with the total number of cars built being nearly 1400, of which about 1 20 were spyders. With Ferraris it is not possible to give exact numbers because the factory does not keep complete records, or at least claims it doesn't. Adding to the confusion are a number of coupes that have been converted to spyders by various body shops in America and England, and a certain amount of chassis plate duplicating indulged in by a number of unscrupulous individuals.

Special-Bodied Daytonas Ferraris have always attracted the attention of the specialist 9

Super Profile Carrozzeri, and the Daytona was no exception, and yet it is strange that all the special bodies appeared after production had ceased. Michelotti produced the first in 1974 where it was shown at the Turin show. It was commissioned by Luigi Chinetti's NART organization for the film star Steve McQueen. Whereas Pininfarina's design featured subtle curves this was a squarish spyder with a Targa-style roll-over hoop. The front and rear bumpers were blended into the body panels but picked out in black to contrast with the silver paint finish. What Steve McQueen thought of it is not recorded, but somebody must have liked Michelotti's design because in 1975 he made another special for Chinetti. This has been described as being a Corvette lookalike, and there are some similarities. This was a genuine Targa with a lift-out roof section, but most noticeable was the custom car-style paint job. The overall colour was white with the lower body-half a bright orange-red fading into white round the wheel arches. The interior was pale blue with some body trim being high-lighted in the same colour. It was certainly eye-catching. Sadly some misguided person has since repainted it in red. How original! The year 1 975 saw the appearance of another even more bizarre creation on a Daytona base. This was the creation of a British company called Panther West Winds and is probably the world's only glass-roofed estate car. To quote Panther West Winds' press release of the time, 'Luigi Chinetti Junior of NART has just taken delivery of this beautiful car specially built by Panther. This ultimate of ultimate GT cars is powered by a 600bhp turbocharged Ferrari Daytona V-12 engine, which pushes the car up to 230mph. It's not just the styling and performance that are unusual, though, because the interior can only be described as sumptuous. 70

Suede, polished burr walnut and leather are beautifully combined with quilting, a feature of the suede headlining and leather seats alike'. Nuff said? Finally in 1980 Michelotti made two more spyders for Chinetti. These were rather clean wedge-shaped spyders devoid of any fancy decoration thus presenting a tidy uncluttered design. One was finished in red and one in blue.

The Daytona in Motor Sport Ferrari GTs always seemed to turn up in motor sport in one way or other, and the Daytona was no exception. The first competition appearance of the Daytona was at Le Mans in 1969. Chinetti's NART team turned up with an aluminium-bodied car fitted with plastic side windows. It almost didn't make practice, and Chinetti finished up driving it from the Ferrari factory to Le Mans the night'before practice began. Sadly Chinetti's effort was negated when the Daytona ran into its team mate Dino and caused enough damage to render it a non-starter. At least things could only get better from here on. 1970 saw two events only that boasted the Daytona on the entry list and neither produced a significant result. But 1971 was different. In the Sebring 12-Hours the NART car of Harley Cluxton

and Charles Kolb finished twelfth overall and fifth in class. At Le Mans the result was even better when NART's race-prepared, but mechanically standard car, came in fifth overall behind two Porsche 917s and two Ferrari 512Ms, and ahead of a whole fleet of Porsche 911s. In August 1971, Ferrari produced the 500th Daytona, and the CSI, the sport's governing body at the time, agreed to qualify the car for Group 4, the GT category. As if to celebrate that fact Ferrari made a batch of five Daytonas for racing. These were modified as follows: aluminium body with fibre-glass panels; plastic windows; but virtually standard mechanically. Naturally, also fitted were wider wheels to take proper racing tyres. Two cars went to Chinetti, one to the Parisian Ferrari dealer Charles Pozzi, one to long time Ferrari privateer Filipinetti and one to a lucky Italian for his own private use. Two of the cars were entered for the 1971 Tour de France; Filipinettis' car finished this gruelling event in third place, and Pozzi's car was fifth. Ferrari customers, however, wanted an even faster Daytona to race, so the Ferrari customer department started work on a second batch of five cars, aiming to have them completed for the 1 972 Le Mans event. This was a busy year for the teams racing the Daytonas, Le Mans being the main race of the year. No less than nine Daytonas were entered, with five of them making it to the end of the twenty-four hours. They finished 5th, 6th, 7th, 8th, 9th, overall and 1st to 5th in class; a superb result. Other good results in 1972 were second in class at the Sebring 12-Hours, and class wins at the 6-Hours of Watkins Glen and the 9-Hours of Kyalami. There was one result, though, that brought back to mind all the glorious victories of the 250 era - yes, a win in the Tour de France. Pozzi's

Super Profile Thomson-sponsored car driven by Andruet and 'Biche' finished ahead of team-mates Rouveyran/Migault. For 1973 Ferrari produced another batch of five modified cars. These were the final development of the Daytona, with a modified engine to go with the other changes that had been made. The changes made to the engine upped the power output to 450bhp so the suspension was altered to handle the extra power. The brakes were also beefed-up. The 1973 Le Mans result showed that these changes were worthwhile as a Daytona again won the Group 4 class by finishing sixth overall. This was the Pozzi car of Ballot-Lena/Elford. Interestingly, even earlier in the year one of the older cars had scored a quite remarkable result. In the 24-Hours of Daytona Milt Minter and

Francois Migault had brought their NART Daytona to the finish in second place overall. In 1974 the involvement of the Daytona in racing began to tail-off with only three events contested and only five cars, compared with nine in the previous two years, appearing at Le Mans. Yet again the Daytona proved what an outstanding long distance racing machine it was by winning its class for the third year running, and taking fifth and sixth places overall. Even so the competition Daytona was not yet finished. In 1975, again at Daytona, the Series

3 car of Woodner/Phillips won its class. In fact the Daytona seemed really at home at Daytona as it always recorded a good result, as can be seen by looking at the following: 1976 sixth, 1977 fifth, 1978 eighth, and would you believe 1979 SECOND again. Not bad for a six year old racing car, and a ten year old design!

11

Soper Profile

1966. Prototype drawings, the work of Pininfarina stylist Leonardo Fioravanti are produced. The design looks like a cross between a 275GTB and a Daytona. 1967. First prototype appears. Chassis number 10287 based on 275GTB /4. Possibly used as test-bed for type 243 engine. This was designed by Ferrari engineers to meet the stringent US emission regulations. It was fitted with four overhead camshafts and thirty-six valves, but the main difference was the type of cylinder head used. Ferrari tried the 'Heron' head named after its designer Sam Heron. This is an efficient and clean engine but doesn't allow compression ratios suitable to high performance unless the basic design is modified to some extent. Ferrari returned to his more normal 60° hemispherical head design for the production Daytonas. 1968. Second prototype, on chassis 11 001 appears, Also has the 275 type nose. It was later sold to the USA where it was found to be fitted with a 275GTB/4 engine. In September another prototype 72

appears with a nose very similar to final Daytona design tests at Fiorano. It doesn't yet have the curved turn-light indicators. In October the Pininfarina prototype, chassis 11 795, is displayed at the Paris Salon. Production engine is type 251. Prototype is built by Pininfarina, production cars will be built by Scaglietti. First production car is chassis 1 2037. 1969. First appearance of the Daytona in competition event. Alloy-bodied coupe makes Le Mans practice session, but crashes and is unable to start race. Longtime Ferrari associate, and then importer for North America, Luigi Chinetti is behind the effort. In September at the Frankfurt show Ferrari displays new 'spyder' version of Daytona. Chassis is number 1 2851. In October the first right-hand drive car is made; this is chassis 12827. Also in October the third version of Daytona appears at the Paris Salon. This is a notch-back coupe, which features Targa style roof and lengthened rear wings. Likely to be chassis 1 2925. 1970. Chassis 13293, first car with pop-up head-lights. Chassis 13361, prototype of American version. Chassis 1 3377, first production spyder. Chassis 1 3893, first production car for American market. 1971. Series 1 racing version: 14407 to Pozzi, 14429 to Dr. Mariani, 14437 to Filipinetti, 14885 and 1 4889 to Chinetti.

1972. The Daytona is homologated as a Group 4 racing car which means that a minimum of 500 examples must be produced. Ferrari produces the second batch, Series 2, of the competition version: 15225 to Filipinetti, 15373 to Belgian dealer Jacques Swaters, 15667 to Pozzi, 15681 to British importer Maranello Concessionaires, 15685 to Chinetti. 1973. Series 3 competition version built; five examples: 16343 and 16407 to Chinetti, 16363 to Pozzi, 16367 to Francisco Mir, and 1 6425 to Swaters. The last 'spyder' was .1 7073 and the last coupe 17087. In total there were about 1400 Daytonas built, of which 15 were competition versions, and about 125 were 'spyders'. It is believed that seven 'spyders' were built in right-hand drive, although a number of coupes have subsequently been converted to 'spyders'. A number of coupes were also converted to racing specification, as the parts could be purchased from the factory Customer Services Dept. Among those believed to have been converted are 12467, 13367, 13771, 14065, and 14141.

Saper Profile

Ferrari 365GTB/4

1969 - 1973

Manufacturer

Ferrari SEFAC, Viale Trento Trieste 31, 41100 Modena, Italy

Number made (approx)

1260 coupes 125 convertibles 1 5 competition 1 400 total

Mechanical layout

Front engined, rear wheel drive

Engine Type number Type Capacity Compression ratio Bore Stroke Horsepower Torque Carburettors

251 60° V-12, four overhead camshafts, dry sump. Two heads, block and sump all cast in aluminium 4390cc European 9.3:1 ; American 8.8:1 81 mm 71 mm 352bhp @ 7500 rpm 31 51b ft @ 5500 rpm European, 6 Weber 40DCN20; American, 6 Weber 40DCN21

Gearbox

5 forward gears with synchromesh and one reverse gear, in unit with the differential

Gear ratios

5th (0.96) . 4th (1.25) . 3rd (1.57) . 2nd (2.12) . 1st (3.08) .

Chassis

Traditional oval tube ladder-frame in chrome molybdenum steel with secondary frame to support the upper suspension members and inner panels, attached to this is a third frame-work to support the radiator and the various opening body parts. Wheelbase 2400mm; Front track 1440mm; Rear track 1425mm

3.16:1 4.12:1 5.18:1 7.01:1 10.16:1

13

Snper Profile Front suspension

Unequal length A-arms, coil springs, tube shocks, anti-roll bar

Rear suspension

Unequal length A-arms, coil springs, tube shocks, anti-roll bar

Steering

Recirculating ball with 2.8 turns lock-to-lock. Turning circle 39.0 feet

Brakes

Vacuum assisted vented disc. 11.3in. front, 11.6in. rear. Total swept area 445 sq. in.

Wheels

Five spoke, cast alloy, 7in. wide, centre lock, or Borrani wires, 15 x 7.5L. Fitted with Michelin 215 x 15 XVR/70

Bodywork

Designed by Pininfarina and built by Scaglietti. In steel. Available as coupe or convertible. 4425mm long. 1760mm wide, 1245mm high. Weight 1600kg.

Electrical system

12 volt, 660 watt alternator

Performance

Now it should be said that performance figures can vary immensely (by up to 15 per cent) depending on how many revs are used, whether the times are taken with driver only, or with driver and passenger, and there will always be one engine that for some reason seems to be just that much better than others, or because of the number of miles on it has loosened up. So for what its worth here's a selection of road test figures.

0-60 mph 0-100 mph 0-1 20 mph 0-1 50 mph V4 mile

14

Motor 5.8s 12.8s 17.9s N/A N/A

Autocar 5.4s 12.6s 18.0s 31.5s 13.7-104 mph

R & T 5.9s 12.0s 18.3s N/A 13.8-1 08 mph

Soper Profile AUTOCAR

. ,

■

■

FERRARI 365 GTB/4 DAYTONA FASTEST ROAD CAR IN THE WORLD? AT-A-GLANCE: Four-cam vee-12 GT with incredible

performance,

superb

brakes,

excellent handling, heavy steering and firm ride. First-class stability at speed, good traction. Untemperamental engine, reason¬ able fuel consumption. Well-finished twoseater

body.

Worth

every

penny

for its

lightning acceleration.

W

Above, from top to bottom: A' strap wrench is provided in the too! kit for loosening the twin oil filters on the front of the engine. There are 20 fuses in the electrical system. Hammock'type seats on a rigid outer frame are very comfortable. The boot is quite roomy and the spare wheel is under the floor

ITHIN the limits of most definitions of a road car, we have no doubt that this Ferrari is the fastest car made today. By a road car we do not mean an FIA-homologated track machine built only in sufficient numbers to satisfy the regulations. We mean a car made for normal use on the road, bought by drivers for everyday transport. As it happens we have recently tested most of the other contenders for the title, and the Daytona comes out well ahead on both acceleration and top speed. For us, this is the most exciting projectile we have ever been fortunate enough to handle, an electrifying sensation of a car which picks up its skirts and goes in response to the throttle like the proverbial bat out of hell. Never before have we been able to time a car from rest to 1 50 mph within the confines of the MIRA horizontal mile straight, and on every count the Daytona breaks all the previous Autocar performance records. At this stage we make no excuses for the unusual emphasis in this test on performance. The Daytona is a performance car, bought by those select few who value this quality absolutely and have the money to pay for the privilege. With a price tag delivered of just on £10,00Q it is the most expensive two-seater on the British market. With the potential of reaching almost'the legal motorway limit in the lowest of its five gears, owning such a car in this country might sound like folly. Fortunately the free roads of other countries are only minutes away by hovercraft or air, and for manoeuvres like overtaking the Daytona can flick up to unmentionable speeds and back again before anyone has time to notice. To begin at the beginning, the Daytona was announced at the Paris Salon in 1968 as a replacement for the 275 GTB. It uses the same in

15

Super Profile AUTOCAR 30 September 1971

FERRARI DAYTONA (4,390 c.c.) ACCELERATION SECONDS i

2

3

150

4

SPEED MPH TRUE INDICATED

240

/

220 200

/

110

f T

100

/

100 160 140

/

/

/ /

f

a:

100 80

2.5

40 43

3.3

50 54

4.3

60 65

5.4

70 75

7.1

80 85

8.6

90 96

10.6

100 106

12.6

110 117

14.8

120 127

18.0

130 138

21.5

140 148

25.2

60

T r 1

30 33

120

f 20

TIME IN SECS

40

i

GEAR RATIOS AND mph Top (3.18) — 20-40 — 30-50 6.7 40-60 5.9 50-70 5.8 60-80 5.5 70-90 80-100 6.0 7.0 90-110 100-120 7.2 8.0 110-130 — 120-140 Standing £-mile 13.7 sec 104 mph

20 x a: 0 *

TIME IN SEC 4th 3rd (4.14) (5.18) — 4.1 4.7 3.3 4.3 3.3 3.3 4.3 4.3 3.0 2.8 4.0 4.1 3.4 4.7 4.3 — 5.2 — 5.2 7.2 — Standing Kilometre 24.3 sec 139 mph Test distance 748 miles

150 160

31.5

PERFORMANCE MAXIMUM SPEEDS mph Gear 174 Top (mean) (best) 175 146 4th 116 3rd 86 2nd 59 1st

kph 280 282 235 187 139 95

COMPARISONS rpm 7,100 7,100 7,700 7,700 7,700 7,700

BRAKES FADE (from 70mph in neutral) Pedal load for 0.5g stops in lb 6 45 1 45 7 45 2 45 8 45 3 45 9 45 4 45 10 45 5 45 RESPONSE (from 30 mph in neutral) Distance Load 9 100ft 0.30 201b 67ft 0.45 401b 46ft 0.66 601b 33.4ft 0.90 801b 1001b 1.05 28.6ft 150ft 0.20 Handbrake Max. Gradient 1 in 4

CLUTCH Pedal 501b and 5.5in.

Mileage recorder 2.6 per cent over-reading

MAXIMUM SPEED MPH Ferrari Daytona . . . (£9,572) Lamborghini Miura . (£9,152) Aston Martin DBS V8 . (£7,639) AC 428 . . (£7,251) Jensen Interceptor . (£5,874)

174 172 161.5 142 137

0-60 MPH. SEC Ferrari Daytona .54 Aston Martin DBS V8 .6.0 AC 428 . 6.2 Jensen Interceptor.6.4 Lamborghini Miura.6.7 STANDING i-MILE, SEC Ferrari Daytona.13.7 Aston Martin DBS V8.14.1 AC 428 34.2 Lamborghini Miura .14.5 Jensen Interceptor .15.0 OVERALL MPG AC 428 . Lamborghini Miura Jensen Interceptor Ferrari Daytona . . Aston Martin DBS V8

15.6 13.4 12.9 12.4 12.2

GEARING (with 215/70-15in. tyres) Top .24.6 mph 4th.19.0 mph 3td.1 5.1 mph 2nd .11.2 mph 1st. 7.7 mph

per per per per per

1,000 rpm 1.000'rpm 1,000 rpm 1,000 rpm 1,000 rpm

CONSUMPTION FUEL (At constant speed—mpg) 30 mph .24.5 40 mph .24.1 50 mph .23.0 60 mph .20.8 70 mph .18.9 80 mph .16.8 90 mph .15.6 100 mph .: 15.2

Typical mpg . . 14 (20.2 NtreVlOOkm) Calculated(DIN)mpgl 7.2(16.4litres/100km) Overall mpg . . 12.4 (22.8 litres/100km) Grade of fuel Super. 5-star (min. 100 RM)

OIL Consumption (SAE 30)

.... Negligible

TEST CONDITIONS: Weather: Fine Wind: 10-20 mph. Temperature: 21 deg. C. (70 deg. F). Barometer: 29.7 in. hg. Humidity: 70 percent. Surfaces: Dry concrete and asphalt.

WEIGHT: Kerb Weight 31.5 cwt (3.530 lb-1.600 kg), (with oil. water and half full fuel tank). Distribution, per cent F, 52.3: R, 47.7. Laden as tested: 34.7 cwt(3.8901b-1,765kg).

TURNING CIRCLES: Between kerbs L, 40 ft 1 in.: R, 40 ft 6 in. Between walls L, 42 ft 0 in.; R, 42 ft 4 in. Steering wheel turns, lock to lock 3. Figures taken at 2,500 miles by our own staff at the Motor Industry Research Association proving ground at Nuneaton and on the Continent.

16

Super Profile AUTOCAR 30 September 1971

\ SPECIFICATION FRONT ENGINE,REAR-WHEELDRIVE ENGINE Cylinders Main bearings' Cooling system Bore Stroke Displacement Valve gear Compression ratio Carburettors Fuel pumps Oil filter Max. power Max. torque

12 in 60-deg vee 7 Water; pump thermostat and electric fans 81 mm (3.19in.) 71mm (2.79in.) 4.390 c.c. (268 cu.in.) Twin chain-driven overhead camshafts per cylinder bank 9.3-to-1 Min. octane rating: 100RM 6 twin-choke Weber 40 DCN20 Twin electric Bendix Twin full-flow, dry sump lubrication 352 bhp (DIN) at 7,500 rpm 318 lb.ft (DIN) at 5.500 rpm

TRANSMISSION Clutch Gearbox Gear ratios

Final drive

Single dry plate diaphragm spring 5-speed, all synchromesh in unit with axle Top 0.364 fourth 1.25 Third 1.57 Second 2.12 First 3.07 Reverse 2.66 Hypoid bevel with limited slip. 3.30-to-1

CHASSIS and BODY Construction Tubular frame with steel body

SUSPENSION Front Rear

Independent, double wishbones and coil springs, telescopic dampers, anti-roll bar Independent, double wishbones and coil springs, telescopic dampers, anti-roll bar

STEERING Type Wheel dia.

Worm and nut 15.5 in.

BRAKES Make and type Servo Dimensions

Girling ventilated discs all round Vacuum type F 11.4 in. dia. R 11.7 in. dia.

WHEELS Type Tyres—make —type —size

Cast alloy centre-lock 7 in. wide rim Michelin XVR/70 radial-ply tubed 21 5-15in.

EQUIPMENT Battery Alternator Headlamps Reversing lamp Electric fuses Heated backlight Safety belts Interior trim Floor covering Jack Jacking points Windscreen Underbody protection

MAINTENANCE Fuel tank Cooling system Engine sump

Gearbox and final drive Grease Tyre pressures Max. payload

AUTOTEST FERRARI 365 GTB/4 DAYTONA... kind of tubular chassis frame as the earlier car, but with a much more elegant Pininfarinadesigned body built by Scaglietti, who also was responsible for the 275 GTB. Wheelbase is the same, but the Daytona has wider tracks front and rear, and there is every indication that the Daytona has a much more wind-cheating body shape. In its later form, known as the 275 GTB/4, the earlier car had the same kind of four-cam vee-12 engine as the Daytona but with a capacity of only 3,286 c.c. From the Daytona engine with its capacity of 4,390 c.c. and using six twin-choke Weber carburettors, Ferrari get a claimed output of 352 bhp (DIN) at 7,500 rpm. The performance proves that this is a very genuine claim, not by any stretch of the imagination to be compared with some of those very gross SAE outputs quoted for large American engines. Despite being derived very much from considerable racing experience, the Daytona engine is a quiet and reasonably docile unit. There is less tappet noise than on the single-cam Ferrari unit, but the same amount of delightful chain whine. Induction and exhaust are well silenced, the noise level at 80 mph for example being about equally divided between wind roar, road and tyre hum and mechanical busyness under the bonnet. Starting hot or cold is easy, a couple of stabs on the throttle first thing in the morning providing just the right amount of richness without recourse to the choke. The pre-engaged starter makes a characteristic noise that sounds more like a gas-turbine starter as it turns the engine vigorously. As soon as the engine fires it runs evenly and without any flat spots or spitting back. The Daytona is unique in its mechanical layout in having the gearbox in unit with the back axle, connected to the engine and clutch by a torque tube and rigid shaft. Because the all-indirect box shares its lubricant with that for the limited-slip differential, gearshifts are difficult and sticky until normal running

temperature has been reached at the rear of the car. Thus on a cold day it can be 10 miles or so before the lever can be flicked around the gate with the kind of abandon that makes the car such a joy to drive. Ip actual fact the gearchange takes a bit of mastering even when warm. It responds much better to a firm, decisive hand (like a spirited mare) and one must learn to be bold and accurate when synchronizing speeds for a racing downshift. During the acceleration runs we took care to hit the right slot for each gearchange (a missed gear would have been disastrous on this new car kindly lent to us by a good friend), so with a little less consideration we might even have improved the astonishing times we did record. The clutch is heavy (it requires 50 lb effort) and while ideal for all normal road use is rather too "soft” for high-torque getaways and for a restart on anything steeper than a 1-in-4. We found it much better to let in the clutch at about 1,500 rpm and then break traction with the power, the big low-profile Michelin XVR radials leaving two wide black lines for 20 or 30 yards as the engine leapt to the peak of the torque curve (5,500 rpm) and paused for the wheels to catch up before screaming on to maximum revs at 7,700 rpm. To put the Daytona in perspective, it took 1.3sec less to reach 60 mph and 2.5sec less to reach 100 mph than the Lamborghini Miura P400S tested in Italy just over a year ago. It beat our previous best standing quarter-mile time of 13.9sec, recorded by the 4.7-litre AC Cobra, by 0.2sec and took over 2sec less to reach 100 mph than the Aston Martin DBS V8 (with a litre more capacity). This bracket of the performance is impressive enough, but we found the Daytona went on accelerating past speeds where most other cars tail off, flashing from 130 mph to 150 mph in exactly lOsec and going on to reach a maximum of 174 mph in well under two miles from rest. There is a bit of the racing car about the way the engine climbs up on the cam from low revs, surging slightly if you open the throttles too far too soon, and then catapulting forwards from about 3,500-4,000 rpm with a neck-cracking tug that leaves the stomach behind and seems to gain frenzy the whole way to the red line at 7,700 rpm. On the test car the rev counter over-read by 300 rpm at the top end, so we ran

12 volt 74 Ah. 660 watt 220/110 watt (total) Standard 20 Standard Extra Leather seats pvc headlining Carpet Hydraulic bottle type 4 Laminated Bitumen before painting

28 Imp. gallons (no reserve) (127 litres) 25 pints (including heater) 26.4 pints (15 litres) SAE30 Change oil every 3.000 miles. Change filter element every 3.000 miles. 8 pints SCL change oil every 6,000 miles 7 points every 3.000 miles F 34; B 38 psi (normal driving) F 40; R 44 psi (fast driving) 552 lb (250 kg)

PERFORMANCE DATA Top gear mph per 1.000 rpm Mean piston speed at max. power Bhp per ton laden

24.6 3,500 ft/min. 203

All the instruments are well placed in a panel directly in front of the driver. The wheel has a leather rim and facia top is trimmed in black suede to prevent reflections

77

Super Profile ———a* *..

AUTOCAR 30 September 1971

AUTOTEST FERRARI 365 GTB/4 DAYTONA... to an indicated 8,000 rpm. Each of the two distributors had to cope with 400 sparks per second, yet there was never once the trace of a misfire. In heavy London traffic we suffered no plug fouling either and the comprehensive tool and spares kit which came with the car did not even provide a spare spark plug. Maranello Concessionaires tell us that they have never had to lift the head on. a Daytona since they began importing them in 1969, so stories of every Ferrari needing a tame mechanic in the boot are pure myth. Tractability at low speed is excellent, the only slight problem being a tendency for the rigid drive-line to snatch on the over-run below 20 mph. From about 2,000 rpm the engine picks up cleanly in any gear, but below these revs it is possible to put the "flame" completely out by too wide a throttle opening in too high a gear. No Ferrari owner though is ever likely to encounter this condition as the absolute joy of the car is to keep it well up the rev band where the song from its camshafts is music to a well-tuned ear. The test car was fitted with a radio/stereo tape sound system, but we preferred to listen to the engine. Large diameter Girling ventilated disc brakes are fitted all round, backed up by a powerful vacuum servo that gives real bite to the pedal at all speeds. There was no fade at all during 10 stops in succession from 70 mph nor after four runs to 1 50 mph and down to 50 mph during acceleration tests. At all times the brakes gave supreme confidence and qualify as a perfect match for the performance. The handbrake was disappointing, but was probably in need of adjustment; on the 1 -in-3 facing down it dragged one locked wheel as the other turned. Ferrari do not fit power steering to the Daytona (unlike the 365 GTC 2+2 which has it as standard) and with only three turns from lock to lock parking manoeuvres call for a lot of muscle. There is also some very vicious kick-back on rough surfaces which is strong enough to snatch the wheel from the driver's hands momentarily. On smooth roads on the move the worm and nut mechanism is hard to fault, having plenty of feel, a nice degree of castor and no lost motion at all.

Handling is everything you expect of it and the limits of adhesion are well beyond what is sane and rational on public roads. On the MIRA circuit even, we were hard put to make the tail break free, and the fundamentally neutral handling is little affected by the amount of power being fed to the road. There is just enough understeer to give stability of line through bends, but not enough to make the steering heavy. Straight-line running at speed is as true as a die, and we had no qualms at all about travelling in the 140-150 mph bracket on the MIRA two-lane tracks. When permitted the Daytona settles to a very restful 85 mph or so, and is no more difficult to drive at 10Omph, 120 mph or 140 mph. Across Europe it would undoubtedly prove the fastest touring car that traffic conditions allow, easily coping with a trip from the Channel to the South of France and back in a day. Ride is pretty firm but acceptable nonetheless, although there was some unpleasant tyre resonance on the concrete surfaces of the M'l motorway. Very high tyre pressures, dictated by the performance potential, make the car a bit harsh, and the total wheel movement is restricted by the large tyre diameter and sleek body shape. Considering the performance potential of the Daytona the ride is good and it seems to get better the faster you go. Furniture and fittings

The cockpit of the Daytona is obviously laid out with the driver in mind. Hammock-type seats have fixed backrests, but each seat as a whole will tilt through a few degrees to suit different driving positions. The steering wheel is fixed, but the brake and clutch pedal pads have simple pinchbolt attachments which give them about 2in. of reach adjustment. Our taller testers found they could get comfortable easily and the shorter drivers had no unusual problems. The view out at the front is restricted by the upward sweep of the bonnet lid (which leaves a gap at the screen base large enough to conceal the wipers) and the driver can see nothing more of the car forwards than the crown of the offside wing. With practice this presents far fewer problems than one expects, although one is forced to be particularly cautious in heavy traffic or narrow back streets. Rear and that critical threequarter-rear-vision are excellent for the type of car.

All the instruments are grouped in a panel in front of the driver. Between the unnecessarily optimistic speedometer and the rev counter are the ammeter, oil pressure gauge and water and oil thermometers. On the left flank is the fuel gauge and on the right flank a clock. A stalk on the right works the two-speed wipers and electric washers, while one on the left (behind the indicator lever) is for lamps. In the centre of the car are separate heater controls for each side of the car, an emergency four-way flasher switch and the switch for the heated backlight. Underneath are two rotary knobs for the optional air conditioning. We had only hot muggy weather during the test period, so the heaters remained turned off under the bonnet. They have only a primitive water valve control, which tends to be non-progressive in its characteristics. The air conditioning worked well and was a most welcome feature. Behind the seats is a shelf with leather retaining straps for cases or parcels. Since the seats do not tip up, it is difficult to get things through to the back, but the space there is a useful addition to the boot. Room in the boot is quite generous and two large suitcases can be stowed on top of each other. Under the floor there is a well for the spare wheel, and a huge tool roll full of spanners, screwdrivers and hammers sort of fits into a recess between the rear suspension housings. Both the boot lid and fuel filler flap are released by twin levers in the trim pad behind the driver's right hip. The latest Daytonas have retractable tungsten halogen headlamps which erect automatically whenever they are switched on. Earlier cars had a streamlined plastic moulding across the front. On the test car the headlamp flasher lever worked auxiliary lamps mounted under the bumper. Under-bonnet access on the Daytona is remarkably good, the plugs being very easy to get at between the camshafts on each cylinder bank. Two huge pneumatic struts hold the bonnet lid open against a 20-mph wind and the layout of details like the fuseboxes is a marvel. Fiamm air horns are standard and they have a penetrating yet melodious note. The battery and all fill-up caps are easy to reach. Standards of finish both on the surface and beneath are excellent. It is a hard task to capture in mere words all the excitement, sensation and sheer exhilaration of this all-time great among cars. As before, this Ferrari did not disappoint us one iota, and the performance astounded us by surpassing by a substantial margin our expectations. For us it has become an important new yardstick, standing at the pinnacle of the fast car market. We know it will be many years before the figures we record here are beaten, and it will probably be almost as long before we stop relating the details of our experience. In the light of all this, the price of £10,000 somehow seems reasonable enough. □

MANUFACTURER: Automobili Ferrari, Viale Trento, Trieste 79. Modena, Italy. UK CONCESSIONAIRES: Maranello Con cessionaires Ltd., Egham By-pass, Surrey. PRICES

Basic Purchase Tax Seat belts (approx.) Total (in G.B.)

£7.656.00 £1,915.88 £10.00 £9,582.88

EXTRAS (inc. P.T.)

Air conditioning*

£345.00

* Fitted to test car

The body is particularly sleek yet is free from restricting blind spots. Bumpers have rubber inserts and the door sills are well above kerb level

18

PRICE AS TESTED

£9.927.88

Super Profile

19

Super Profile

Sleek Daytona body, designed by Pininfarina and built by Skaglietti. has the same 94.5-inch wheelbase and measures only 10 inches longer than an old-style VW.

There was a time when the own¬ ership of a Ferrari required 1) a measure of mechanical genius; 2) a feeling for complex machinery known as empathy; 3) infinite patience; 4) at least one other car of a less fussy make for use as a spare and 5) an inexhaustible wallet. Buyers of the new 365 GTB/4 Daytona, though, will need only the wallet, Ferrari has tamed his steed to where it will start instantly, stay running once it's started and even,, if you can believe this, putter about uncomplainingly in high at 40 or 50 mph should you be so inclined. Actually, it's been this way since 1969 when the current dual-overheadcam, 268-cubic-inch engine was in¬ troduced. Hollywood Sports Cars, the nation's highest volume Ferrari dealer, reports that they've never had occasion to dig into one of these engines farther than uncovering the valves for adjust¬ ment. Although there is a long list of checks and replacements that should be made at 6,000 and 9,000-mile inter¬ vals, the cars are essentially trouble-free if the owner will just keep his own hands out from under the hood. The Daytona, as delivered on these shores, comes equipped with an air pump, modified carburetion and igni¬ tion, and collectors for fuel and oil va¬ pors, and considering the annual volume of about 200 units in the U S. (25% of production) plus the expense of crashing each new body style as it comes along, you wonder why Ferrari bothers. The answer is in the $23,500 price tag, up about 75% since the mid-sixties. In¬ cluded, however, are air conditioning,

stereo radio and tape deck, electric win¬ dows and servo assist for the brakes. The U S. version also differs slightly in frontal appearance as the original Per¬ spex headlight fairings are illegal here. Instead, Corvette-like disappearing lights are used that fair flush with the body just above the bumper. The lights themselves, of course, are sealed beams instead of the iodides used everywhere else. On this score, it was heartening to see recent newspaper reports that Douglas Toms, director of the National Highway Safety Bureau, is violating the law by running iodides and that he likes them. The reports have it that he plans to issue a standard pre-empting state laws against these lamps (see the De¬ troit column for more on the lighting controversy). The all-steel Daytona body was de¬ signed by Pininfarina but is built by Skaglietti who does magnificent work, particularly with respect to detail. An example is hiding the twin stereo speak¬ ers on each side behind door-length stainless grilles. Another is the latticework pattern of the seats which are as attractive as they are comfortable. Dubious, though, is the dull suede used to cover the dash. It looks rather like the spray flock of the early California cus¬ tom era and collects dirt just as assid¬ uously. The Daytona is a rather small car even by import standards, having a wheelbase that by coincidence is the same, 94.5-inches, as the old-style Beetle. Overall, it is only 10 inches longer than that same car but such comparisons seem futile when you're riding behind 12 cylinders and 352 hp. The Ferrari, in fact, is difficult to com¬ pare fairly with anything of its type being built today. The Maserati is rela-

Cockpit lives up to Ferrari tradition except for the dull suede covering on the dash. Instruments are by Veglia and the racing-type seats very comfortable.

tively underpowered as is the Aston, the Lamborghini is too temperamental and the rest are based on Detroit power. Over a period of years Ferrari has accumulated more experience with 12cylinder engines than any automaker in history save Lincoln with its Zephyr, and those used for passenger cars have a recognizable family relationship. The cast Silumin alloy block features cast iron liners and dry sump lubrication. The Daytona model has four overhead cams and six Weber twin-throat carburetors as compared to the 350 GTS also sold here which has a single cam in each head and three Webers. What with twin coils and distributors, all the carburetors and a bore more than a half-inch bigger than the stroke, the Daytona engine ROAD TEST/MARCH 1972

20

Siper Profil

must have been a beast to detox to U S. emission standards, but they even man¬ aged to arrange things so that the air pump cuts out and idles above 2,000 rpm. When fired, and it started with a flick of the key, the Daytona takes less than two minutes to reach operating tem¬ peratures of 175° F. for the coolant and 1 60 for the oil, but there's a hand choke if you want to move right off. All the Veglia instruments, incidentally, are cali¬ brated to U.S. measures and they're all dead accurate except for the speedom¬ eter which is deliberately optimistic. Ferrari experts claim that you can ignore the gauges and overheat until the en¬ gine locks up, let it cool, fix the leak and drive right off without fear of basic damage, but we wouldn't want to try this. If you use the gears to good effect, you'll get a fine rendition of a Ferrari

Owners manual warns against cluttering the narrow grille opening with badges or fog lights. Cooling is aided by two automatic electric fans under the hood.

Original design called for Perspex

trademark, which is the scream so be¬ loved of enthusiasts that they buy recordings of it. But if you're just moseying along with traffic in 3rd or 4th, or within limits on the freeway in 5th, the car with windows up is as silent as any Cadillac. There was no way for us to check the claimed top speed of 174 mph. but acceleration in more normal ranges is startling, as well as being achievable without spreading rubber all over the pavement. The cruising speed we suggest of 120 mph (wherever legal) is just below the point at which engine noise intrudes into the cockpit. The Daytona ride, needless to say, is firm but not harsh in the manner of Detroit pony cars equipped with GT kits. The reason is that the drive shaft and unitized transmission and differential at the rear are fixed to the tubular frame, leaving only the movement of the

covers over fixed dual lamps but this was illegal in the U. S. so retractable units were substituted. Panel above the bumper is finished in satinized metallic to harmonize with the body color.

wheels, wishbones and half-shafts to be absorbed by the coil rear springs and Koni shock absorbers. The front suspen¬ sion is by coil, too, and there are anti-roll bars at both ends. Fine tuning of the ride is greatly dependent on precise caster and camber adjustment both front and rear as well as periodically checking the Konis for wear and adjusting accord¬ ingly, You should even adjust the Konis to compensate for prevailing tempera¬ tures, but they must be taken off the car to do this. Presumably you can bottom a Ferrari because these special shocks are

equipped with "bump stops." but we were unable to do so. The Daytona, of course, shows its true colors on roads such as Los Angeles' famed Mulholland Drive. Staying in lane and reasonably near the speed limit, it is possible to stage 2g corners on this, during which the car remained abso¬ lutely level and free of tire squeal. Beyond that we could not go without arousing the wrath of residents who have tired of finding cars deposited in their front yards — lesser cars, in¬ cidentally, not Ferraris. But to put it in perspective, a Chevy Nova with SS sus¬ pension will lean 7 degrees at a g-force of one. The worm and roller ZF steering is wonderfully precise and light to the touch. It requires only 2.3 turns lock to lock but the fenderwell space usurped by the big engine limits the turning circle to 43 feet. The Daytona with two occupants aboard is neutral in its han¬ dling characteristics as long as power is applied evenly. Remember, though, the huge reserve on tap and use it with caution. The Michelin radials were de¬ signed especially for Ferraris and short of encountering an oil slick or an ice patch, we can't imagine getting into trouble while driving sanely on public highways. In this case, the definition of sanity will be brought home to you by complaint from the tires long before you endanger yourself or others. There is

ROAD TEST/MARCH 1972

27

Snper Profile

Mag wheels are the least popular of the two options available, the other being chromed Borrani wire wheels at no additional cost. Wheels for the U.S. are attached by lugs.

nothing quite like it except a Lotus Europa. The servo-assisted disc brakes at each wheel, again aided by the Michelins, are well up to their task of har¬ nessing 12 cylinders. At one point dur¬ ing our excursion over Mulholland Drive, an elderly couple had parked in the roadway on a blind corner to admire the scenery. The Daytona stopped as if a giant hand had reached out with no fuss or screech; in fact, we did those people and others whom they might have en¬ dangered a disservice as they weren't even aware of us when we went around them The parking brake functions as a true emergency system in that it can be progressively applied without locking into position. The fact that it's not hooked up to the stoplights is a handy thing for a Ferrari driver to know because the highway patrol simply can't resist tailing these automobiles. We've mentioned electric windows being on the list of standard creature comforts, and we re glad Ferrari saw fit (or else the full glass wouldn't roll down into the doors) to provide vent windows. In the rear, the glass can be cracked open with handles reachable by the occupants in front but their use is not necessary for proper ventilation. The system which is integral with the heater and air conditioner has only space for two to cope with and does so with great

efficiency, the cooler being perhaps too efficient One also wonders what price Ferrari must pay for this custom system as the air conditioning is standard only on cars destined for the U.S, Few Eu¬ ropeans specify the option. A surprisingly capacious trunk that will hold four big suitcases plus the spare wheel under the floor is opened by a lever just behind the driver's seat, and there’s room for two more cases inside the car. Alongside this lever is one for the gas filler. Then, just in case the trunk lever won't work, there's an additional pull ring under the filler cover. The hood is similarly protected. Should the regular release not work, there are two "emer¬ gency" rings on either side of the dash. Both the hood and trunk lid move smoothly on pneumatic hinge arms. As to accessories, there's really noth¬ ing officially blessed by the factory that you can buy except your second tank of gas The air conditioner and stereo radio with tape deck are technically delete options but no U.S. customer so far has exercised that prerogative. You have a choice between cast magnesium or chromed Borrani wire wheels, both types accepting the tubeless Michelins. No one would clutter a Daytona with external accessories beyond the re¬ quired outside rear view mirror, and the owner's manual specifically warns against mounting extra driving lights for fear that they will obstruct the radiator aperture As to the wheels, incidentally, an archaic U.S, safety standard aimed at imitations forces Ferrari to substitute lugs for the spin-off cap standard in Europe. Ferrari is adamant that owners not only use Shell products consistently but

also, specific Shell products. For ex¬ ample, if Shell Super 100 motor oil is not available to you, any other kind must be changed along with the filters every 3,000 miles instead of twice that inter¬ val normally allowed. If you must switch brands in an emergency, it must be a complete oil and filter change plus a flush with a galloh of the foreign lubri¬ cant prior to the change. As the dry sump system holds 12.7 quarts, this is not exactly a minor expense. Neither is the requirement to change the 12 plugs every 6,000 miles or the recommendation that the brake pads be changed at that time along with the brake fluid The 6,000-mile service alone involves 17 different operations and at the 12,000-mile point, the num¬ ber climbs to 30, Most of these are of the type that can't be performed in¬ telligently anywhere but at an author¬ ized Ferrari dealership, of which there are currently 15 in the country. Thus, raising the initial purchase price is not the only problem you'll face unless you live in a city where there's a dealer. Prices charged, however, are not much worse than you'd encounter with a Cadillac or Lincoln, Hollywood Sports Cars, for example, charges $120 for a major tune-up plus parts and lubricants, A clutch replacement runs $150 for labor and $50 for parts, and an alterna¬ tor overhaul is a mere $40, As was mentioned, that shop has yet to be asked for a major overhaul of a 365 engine and therefore, accurate esti¬ mates for that are not available. Surprisingly, parts are not too much of a problem as long as you arrange to break down near a telephone. Each new Ferrari is delivered wit.h a comROAD TEST/MARCH 1972 25

22

Super Profile

included in the $23,500 price tag.

Cornering forces reached approximately 2gs as this picture was taken, but note how level the car is. Michelin tubeless radials are standard equipment.

prehensive parts catalog and if you know what you need, you simply phone the nearest dealership and order it. If he doesn't have it, he calls on the Holly¬ wood firm which maintains a $200,000 inventory. If they don't have it, there's a direct teletype connection with Modena and as everything is shipped by air, the delay is never for more than three or four days. This applies even to older models. The current price for a Daytona, as was mentioned, is considerably higher than that charged for Ferraris of circa 1967 or so and there hasn't been expe¬ rience from which to measure depreci¬ ation. However, two used '67 GTB/4s recently sold for $12,500 and $1 1,500 in the Los Angeles area, they-being fiveyear-old cars that cost $14,500 when new. Whether this minimal depreciation is influenced by the high price for a new Ferrari or whether you can expect the same relative value for a Daytona five years from now remains to be seen. In any case, we've never heard of a used Ferrari, no matter how old. that is in reasonably good original condition sell¬ ing for less than $4,000, a fact which makes the breed a rather good in¬ vestment. A convertible is also catalogued on the Daytona chassis at $27,900 here,

Electric windows are standard and if Ferrari didn't see fit to provide vent windows, the full glass wouldn't roll down into the doors.

ROAD TEST/MARCH 1972

23

Siper Profile

but plans call for producing only 50 of these. Then there is talk of an automatic transmissio.n in the offing for the U S. market, as a few Ferrari sales have been lost for the lack of it. The idea of such a combination is difficult to contemplate but tradition can't talk as loudly as money. Finally, by the time you read this, Dinos will be on sale. These are the "poor man's" Ferraris with mid-ship V6 power that are intended to compete with the Porsche 91 1 S in the $ 1 2,000 bracket. An examination of one of these is scheduled for a near-future issue of ROAD TEST, but we don't expect to be blinked at by owners of the genuine article.

352-hp. V-12 engine has a black crackle finish and the six Webers are hidden under the massive air cleaner. Most everything is surprisingly accessible.

FERRARI

DAYTOIMA COUPE

SPECIFICATIONS AS TESTED

PERFORMANCE AND MAINTENANCE

Engine. 268cuin.,DOHCV-12 Bore & stroke.3.1 5x2.50 ins. Compression ratio.9.3 to one Horsepower. 352 (SAE gross) at 7500 rpm Torque.318 Ibs-ft at 5500 rpm Transmission.5-speed, manual Steering 2.3 turns, lock to lock 43.0 ft, curb to curb Brakes' disc front, disc rear Suspension .coil front, coil rear Tires. 200x1 5, G-70 Dimensions (ins.) Rear track 56.1 Wheelbase 94.5 Ground clearance . 5.8 Length ... .168.8 Height.48.1 Width 60.8 Front track. 56.7 Weight. 3646 lbs Capacities: Fuel.26.5 gals Oil . 12.7 qts Coolant , . , 18.5 qts Trunk n/a

Acceleration: Gears: 0-30 mph.2.4 secs. 1 st 0-45 mph.3.6 secs. 1 st 0-60 mph .6.3 secs. 1 st 0-75 mph.8.1 secs. 1st, 2nd O-'A mile.14.2 secs, at 103 mph Ideal cruise.1 20 mph Top speed (est).174 mph Stop from 60 mph . .149 ft Average economy (city).10.3 mpg Average economy (country).13.7 mpg Fuel required. . . Premium Oil change (mos/miles). 6000 Lubrication (mos/miles). 3000 Warranty (mos/miles).12/12,000 Type tools required.Metric U.S. dealers.15 total

‘Power assisted as tested

RATING Brakes. Comfort Cornering Details. Finish Instruments Luggage Performance Quietness Ride Room Steering Visibility. Overall

Excellent (91-100)

Good (81-90)

Fair (71-80)

Poor (60-70)

BASE PRICE OF CAR (Excludes state and local taxes, license, dealer prep¬ aration and domestic transportation): $23,500 at West Coast P.O .E.

94 91 99 95 95 94 91 99

ANTICIPATED DEPRECIATION (Based on current Kelley Blue Book, previous equivalent model: $ n/a 1st yr. + $ n/a 2nd yr. n/a—not available

89 90 88 95 89 93

ROAD TEST/MARCH 1972

24

ngtt I hfi? 2 '’■!

1

C3 (inset)

and C4. Early Daytonas had this

plexiglass front with fixed headlights. (John Gould)

DPF5J

C5. This competition Daytona shows clearly the different headlight arrangement, and the wheel arches flared to cover the wider racing tyres. (John Gould)

-

C6 & C7 (inset). Is the Daytona spyder the most beautiful open car ever made? The blue finish sets off the lines particularly well. Notice the rear wings which are squared-off on the spyder subtly altering the accent of the body line. This example also has the extra nudge bar to protect the nose.

1NMM

Ferrari

C9 C9 & CIO. The interior of the spyder shows the

CIO

colour-matched upholstery, and the comprehensive instrument panel. The steering wheel centre boss features the prancing horse.

Cl 2 Cl2. The fuel filler cap is hidden under a simple round

C13 Cl3. Close-up of the front indicator shows attention to

cover that can only be opened from inside the car The

detail.

windows, lights etc. are all framed in chrome yet its use is so subtle that it is not blindingly obvious, yet without it the overall effect would be rather bland.

C14

%: a 1 j: ;j ; j il

1

- r

Cl f. The heart of the Daytona is the engine, here almost hidden under the very large air-filter. Between the engine and the radiator are the twin oil filters. Also noticeable is the set-back position of the engine. This naturally adds to the fine handling characteristic that the Daytona is renowned for.

C16 C76. The Cromodora wheel reflects the style of the Ferrari Grand Prix cars of the time, although the Daytona was available with Borrani wires as an alternative. The centre of the knock-off has a raised bas-relief prancing horse.

Cl5. Twin head lights in the raised position spoil the lines, and the air-flow, hence the racing version has the head-lights lower down where the bumperettes are on this car, and shielded behind plastic - see CIS

photo C5 Cl4. For many years the round rear lights have been a feature of Ferraris, being seen on 275s. 308s, BBs, and 400s, among others. The recently introduced Testarossa is the first deviation for many years.

Cl 7 (above). Detail of the nose badge of the world's greatest sports car. The black prancing horse was the symbol of WWI Italian air ace Francesco Baracca, and was adopted by Ferrari at the suggestion of Baracca s mother. The gold background was added by Ferrari.

C18 (top right). The Merzario/Jarier car at Daytona 1973 highlights the different head-light arrangement of the racing Daytona. The lights were under shaped plexiglass so as not to disturb the airflow over the car. (LAT)

Cl9 (opposite). Seen here braking hard off the banking, the Minter/Migault car finished second at Daytona in 1973. (LAT)

C20 (far right). The earlier racing Daytonas. This early racing Daytona has the brake cooling scoop in front of the rear wheels, and side exhausts exiting under the door. Adamowicz/Posey finished third in class at Sebring 1972. (LAT)

•

FEROOO