Enzo Ferrari probably didn’t care much for his 365 GT 2+2. He didn’t care much for any of his road cars – they were a means to an end. You can’t have a world class race team without a lot of money, and it was the road cars that provided the cash to go racing. Too bad; this may be the finest grand touring car Ferrari, or anyone else, ever built.
The 365 was introduced at the 1966 Geneva Motor Show and was shown the following year in Paris. It replaced the 330 GT 2+2 and was a much prettier car than the earlier 250 GTE. Its Pininfarina design was an evolution of the 330, but a revolution compared to the 250. When first viewed, it looks more like a Ferrari Superfast than any 2+2. Its front engine, rear drive layout was perfect for the autobahn or autostrada, but it was no slouch on twisty, two-lane roads either. It was a luxury car that handled. Luxury came from its fine leather seats, power-assisted steering and brakes, electric windows and optional air conditioning. It also had a self-leveling system in the rear to adjust for the extra passengers and luggage—the system was jointly developed by Ferrari and Koni. Handling was helped by the car’s independent rear suspension and combined Koni coil springs and shocks.
The 365 GT 2+2 quickly became Ferrari’s best selling model. It is estimated that 800 were produced during its run from 1966 to 1970. Its success was for good reason. If you were wealthy, had a family, and wanted fast, stylish—meaning not a sedan—transportation that could carry your brood on both super highways and twisty-windy roads, this was a must-have automobile. The car was beautiful when it was first produced, and it is still beautiful. It ran like a rocketship in 1970, and it is still no slouch. Its price when new, $18,900, also made it pretty exclusive.
Pat Cashman always wanted a Ferrari. He had a number of interesting cars including a very rare Gordon-Keeble (“Out Sourced,” Vintage Roadcar, November 2014). A friend, well known Ferrari expert and judge Parker Hall, gave him a copy of the Ferrari Market Letter in 1995, and Cashman saw two cars that interested him. One car was in La Jolla, California, and Hall had a friend at Symbolic Motors in San Diego who was willing to check it out. The owner took the car to Symbolic, and it was pronounced sound. Cashman decided this was the one he wanted. It was reasonably priced and very attractive. In addition, Cashman noted that “this one is a real car—you can drive it. You can actually put adults in the back.”
Both he and his wife, Barbara, drive the car often, and have taken it on numerous Ferrari club drives and rallies. Cashman is also the kind of guy who enjoys sharing his cars with others at shows, by letting people sit in the cars, or, if he knows a person, by tossing them the keys. Once, while Barbara was at a meeting of quilters—she is an accomplished quilter—another member of the group, a female Presbyterian minister, commented that her dream was to drive a Ferrari. Barbara called Pat; he brought the Ferrari and handed the minister the keys. Dreams do come true when they can be helped by a couple like the Cashmans.
Speaking of dreams, I had never driven a Ferrari. I’ve driven many interesting cars, owned some of them and have ridden in a few Ferraris, but I had never driven one. When I climbed in the 365, on a late summer day in the South, I was smiling. The first thing I noticed was that this was a car built for adults. The leather seats were comfortable without the boy racer bolsters found on so many hot, new sports cars. The interior layout was great. Everything fell to hand naturally. Best of all, on a warm summer day in the Deep South, the air conditioning worked well. I think my smile widened, and that was before I started the car and heard that V12 rumble.
Having owned a number of Alfa Romeos, I found the switch gear familiar, as was the shifter—it had a boot and not the gate found in many Ferraris. The car started immediately and without complaint, even with all those Webers. Clutch in, shifter in first, a little slip of the clutch and I was off on my first Ferrari drive. Always cautious at first, I drove carefully through town until we were on the open road—hills and curves, but little traffic. I happened to be in third, so I just pressed the accelerator and…oh my, this car has bags of torque! Even from something just over 2000 rpm, it just sped away as I added pressure on the gas pedal. Fourth gear, fifth gear; well this was not intended to be a top-speed run, so back down through the gears to stop and try an enthusiastic start. Once again, my smile widened. The acceleration combined with the sound of the V12 was just perfect. And it handles so well—flat and steady on curves, even when the road surface isn’t perfect.
This is a car that would be great to drive on a long road trip. It would be smooth on the Interstate and accomplished on mountain roads. I once took three friends for a couple laps of the Road America racetrack in my Alfa sedan—this Ferrari 365 GT 2+2 would have been so much better. It is such a nice car in so many ways.
Specifications
Engine: V12
Valvetrain: SOHC, 2 valves per cylinder
Displacement: 4390 cc (267.9 cid)
Bore/Stroke: 81.0 x 71.0 cm (3.19 x 2.8 inches)
Compression Ratio: 8.8:1
Horsepower: 320 bhp @ 6600 rpm
Torque: 308 lb-ft @ 5000 rpm
Carburation: 3x 2 bbl downdraft Webers
Transmission: 5-speed manual
Drive: Front engine, rear-wheel drive
Wheelbase: 2650 mm (104.3 inches)
Length: 4981 mm (196.1 inches)
Width: 1791 mm (70.5 inches)
Height: 1346 mm (53.0 inches)
Curb Weight: 1468 kg (3236 lbs)
Brakes: Vented discs with vacuum assist
Wheels: 15.0 x 7.5
Tires: 215/40VR15
Performance
Top speed 156 mph 0-60 mph 6.2 seconds
Average Fuel Consumption 13.2 mpg
Valuation
Price new $18,900
Excellent $312,000
Good $242,000
Average $172,000
