Ferrari 365 GT 2+2 (Classiche Certified)

Furlonger have recently acquired this Ferrari 365 GT 2+2 which was ordered new in January of 1969. One of just 52 right hand drives order No: 414 is now finished in Rosso Chiaro with Tan Leather. It posesses an exemplary history file with a vast amount of invoices and previous MOT’s present.

Factory options featured include air conditioning, electric windows and Borrani Wheels. This is a series 1 example with Perspex headlight covers and electric quarter lights.

An extensive history file which documents all of the comprehensive servicing throughout its lifetime also includes many old MOT’s, previous owners notes and documents and various invoices for mechanical maintenance.

Chassis number #12405 has just had a complete engine rebuild by the respected Ferrari specialist Terry Hoyle, also including a new clutch, water pump, carburettor rebuild, alternator, overhaul distributors and rebuild starter motor.

The car has its orignal handbook, parts book, copies of its original order form and letters of correspondence from its early ownership. Also present is the original tool roll. The car has been approved Classiche Certification.

A cherished example with a fantastic history that has been completely prepared for its next owner to enjoy, a perfect car to enjoy with family and friends!

The 365 GT 2+2 was presented at the Paris Motor Show in 1967, and was heir to the 500 Superfast. The car upheld the traditions of the 250 GTE and 330 GT 2+2, with its elegant imposing lines, it was the first Ferrari to feature power steering as well as air conditioning as standard for the US market, as well as a spacious luggage compartment and two more usable rear seats. The 365 GT 2+2 stayed in production for just over 3 years until early 1971. The body was by Pininfarina and the cars were constructed and trimmed at their works, before shipment to the Ferrari factory for fitment of the mechanical components.

The new model had a resemblance to the 365 California at the front, although the quarter bumpers were slightly bulkier, and incorporated side/turn light assemblies in the front face that were unique to this model. The car also featured black plastic engine bay exhaust air louvres on the scuttle, either side of the trailing edge of the bonnet.

The cabin with its five-glass profile was longer than that of its predecessor, the 330 GT 2+2, with a longer and shallower slope to the rear screen, which ran into a virtually flat boot lid terminating in an angular Kamm tail. The tail panel had a pair of horizontal triple circular lens light assemblies mounted in a rectangular chrome surround bezel, below which was a full width chrome-plated bumper. A hydro-pneumatic, self-levelling rear suspension system was developed with Koni to guarantee excellent road holding whatever the road. A total of just 800 were produced and only 52 were UK RHD examples.

The bodies were mounted on a 2650 mm wheel base chassis, which had factory reference number 591, and all were numbered in the odd chassis number road car sequence. It was constructed along similar lines to the preceding model, with large section oval main tubes, substantial cross bracing, and sub-assemblies welded to the main frame to support the body, plus ancillary equipment. An innovation to this model was the self-levelling independent rear suspension, to maintain a constant ride height irrespective of load. It was also the first large series production Ferrari to feature power-assisted steering as standard, and was available as either left-or right-hand drive.

The engine was a single overhead camshaft per bank 4.4 litre V12 unit, with factory type reference 245. It had a total cubic capacity of 4,390 cc and a bore and stroke of 81 x 71 mm, with outside the vee spark plug arrangement, fitted with a bank of three twin choke Weber 40 DFI/5 carburettors. A twin coil and distributor ignition system mounted to the rear of the engine claimed to produce 320 hp. The engine was coupled to a 5-speed, all-synchromesh gearbox, with final drive through a propeller shaft to the differential unit, with drive shafts to each independently sprung rear wheel.