I agree that the front bumper looks a lot better painted body colour, but I do like the lines of the car itself; another great video of a beautiful car.
This is a very nice colour on Ferraris from this era and the interior you showed in the picture was a great match. I think the sound on these is one of the best you can get on public roads. Maybe not su much from the outside, but more so on the inside with the mechanical and intake noises. They are not particularly fast by modern standards, but such a pleasure to drive. Thanks again for a great video Tom!
Thank you for this video. Your new subscriber on the west coast, Los Angeles, and the Luso next to this 365 is gorgeous. Yes I know a man here in Los Angeles that owns two blue so she has a red one and a black one and other Ferraris as well. Well thank you for another good video. Thank you.
It’s more about access than complication. It’s a wide engine and I’ve found myself laying across the engine trying to get access to the distributor or coils!
Main difference gained due to side draught webers on the GTC over the down draughts of the Daytona can be mainly appreciated because the eliminate the central bulge in the hood when driving the cars. More visibility to the offside front of the car. At least this is my opinion.
I think what the GTC/4 gained in side draft carbs it lost from a wet sump. The Daytona seems to have the same hood height because the dry sump lowers the engine in the car. I’ll have to take a picture of these two cars next to each other the next time I have both at the shop!
From what I have been told you have to destroy the filters in situ before taking them out! Removing the battery on the right hand side helps but is still a PITA along with the left hand side and the brake booster in the way!
The trick is to replace the carb studs with bolts so you can take the velocity stacks out easier and replace them AFTER you have the air filter in place!
I always wonder if the air filter was split in 2 on the circular sides, creating top and bottom parts instead of one. Sleeves on the filter housing should hold them in place. Could they be easier to replace and get out ??
Was waiting to have a good look at this Marrone Metalizzato Euro spec beauty. Thanks for showing it. Shame not on the road but will wait for it's time. Have noticed that the Thermostat unit on the pipe between the radiator and the engine is missing. Is that not dangerous for the car ? Besides, there were 505 365 GTC\4 built in total.
Good catch. I will have to take a look closer to see if the Euro models are different. A missing thermostat can hinder temperature regulation, but wouldn't necessarily affect if the car overheats. Thanks for the actual number of C/4s produced. I knew it was low, but couldn't remember how many. The car is ready to drive, but the weather is not cooperating in NY right now!
Unfortunately, when the green cloth was changed to leather, they used vertical the double stitching as per the cloth. On leather " option " cars, the stitching was single.
All of these cars have their quirks and challenges. After all, they're Ferraris!...but I think the two cam engines are a little less complicated and the early cars don't have complicated relay issues and emissions parts. so a 250GTE, or 330GT 2+2 are probably easier. Thanks for watching.
I think the dark colors work better on this car, and a body color matched bumper is a good compromise, but I don't think it would work on a yellow car! Thanks for watching.
What a lovely colour for the Ferrari. I also like the metallic dark green they sold some cars in. However for me the overall appearance is ruined by the shiny new upholstered seats which lack any patina and seem to stand right out against the exterior, likewise the awful pommel on the gear stick. Regarding the different power between the 365GTC4 and the Daytona, the 365 GTC4 has DCOE38s compared to the DCNF40s of the Daytona so the GTC4 had better low down revs driving characteristics. Between US and European Daytona/GTC4 engines, I will quote from the excellent book by Doug Nye "while the European specification compression ratio was as high as 9.3:1 the US ratio would be restricted to 8.8:1 to restric detonation problems on lower grade fuels. While European exhaust systems featured 6 into 2 equal length manifolding, the US systems had 6 into 2 systems strangled by unequal length primary pipies and run them to a massive central silencer compared to two smaller silencers in europe." Also noone reviewing Daytona/GTC4 engines mention that the engines were not true 4 cam engines in the way they worked, They operated liked a single cam layout, with the chain not on the cams themselves but on a central pulley on each bank between the two cams each bank that then turned the two cams on each bank.
Sometimes there is no choice but to replace aging upholstery so it won’t match the rest of the car. With use, it will eventually age and break in. It’s the job of the owner to add “patina!” Thanks for watching
@@tomyangnet I agree that sometimes you need to refurbish interior seats, but the outcomes on Ferrari cars done in England, and shown on youtube, seem much better and more fully blend with the outside paintwork. The interior on the car you review uses it seems modern type leather because the new cars of the era did not leave the factory like with that shiny/syntehtic look and again the top tier upholsterers in England and Italy that I know that are specialists in exotic ITalian vintage cars, are able to capture the feel and look of the cars when they left the factory.
@@cbca6567 it’s funny. I know that interior was done about 18 years ago with a batch of Connolly dyed to the same color as the original Period Connolly beige. I have pictures of the original interior for this car in beige with tartan inserts, so I’m not sure why you would think it is an incorrect match.
Once again we can see that back in the days people who could afford this kind of cars never ever worked on them. But I was sometimes confused seeing how vehicles were designed. British luxury cars were terrible to work on, but Italian and French cars were not much better. I think the Japanese prooved to the world how clever things could be designed. Nowadays all cars are nightmares though.
When these cars were new, they didn’t need a lot of work for the first owner, but as they aged, it was a different story. I guess the same is true for new cars. Most of them need very little work before 60K miles which is just in time for the 3 year lease to expire!
I always liked this body design more than the one of the Daytona. Probably I am nearly the only one. The Daytona never attracted me. It was to "modern" for my taste. I really understand why people did not like the "clownlips", but honestly I liked it beacuse it was different. The only other car without chrome bumpers of this period I liked was the 69 Pontiac GTO.
dommage il aurais du avoir la ligné des coupé luxueux une entré gamme v12 400 gtc ,400 gtc /i et 412 gtc et pourqupi pas les cabriolets 400 gts , 400 gts/i et 412 gts ferrari a fait des coupé plus luxieux comme la 250 lusso , 330 gtc et gts , 365 gtc et 365 gts en france en 1987 une 412 couté 750 000 fr une mondial 500 000 fr et la testarossa 950 000 fr une 412 gtc aurais couté 650 000 fr meme prix qu une 911 turbo ou la porsche 928 s4 , 412 gts a 850 000 fr
![[YTP] Doug DeMuro Reviews Kendrick Lamar's GNX](http://i.ytimg.com/vi/hECGfETpeBQ/mqdefault.jpg)
I agree that the front bumper looks a lot better painted body colour, but I do like the lines of the car itself; another great video of a beautiful car.
This is a very nice colour on Ferraris from this era and the interior you showed in the picture was a great match.
I think the sound on these is one of the best you can get on public roads. Maybe not su much from the outside, but more so on the inside with the mechanical and intake noises. They are not particularly fast by modern standards, but such a pleasure to drive. Thanks again for a great video Tom!
Thank you for this video. Your new subscriber on the west coast, Los Angeles, and the Luso next to this 365 is gorgeous. Yes I know a man here in Los Angeles that owns two blue so she has a red one and a black one and other Ferraris as well. Well thank you for another good video. Thank you.
Lussos have always been my favorite, but all old Ferraris have their redeeming traits!
Love this car and it’s story! Easily one of my favorites. Eli, Tom and I send our best to you! Cheers
Good to hear from you guys!
Tom you are on FIRE man.
Greetings Tom: that looks like one complicated engine to work on. The styling is subtle and interesting. Thank you for sharing.
There are a lot of moving parts! Thanks for watching.
Wow, I did not expect that when you opened the hood. Looks complex, especially with the carbs on the side.
It’s more about access than complication. It’s a wide engine and I’ve found myself laying across the engine trying to get access to the distributor or coils!
@@tomyangnet lying on a scaffold above the engine will work wonders :-)
Main difference gained due to side draught webers on the GTC over the down draughts of the Daytona can be mainly appreciated because the eliminate the central bulge in the hood when driving the cars. More visibility to the offside front of the car. At least this is my opinion.
I think what the GTC/4 gained in side draft carbs it lost from a wet sump. The Daytona seems to have the same hood height because the dry sump lowers the engine in the car. I’ll have to take a picture of these two cars next to each other the next time I have both at the shop!
From what I have been told you have to destroy the filters in situ before taking them out! Removing the battery on the right hand side helps but is still a PITA along with the left hand side and the brake booster in the way!
The trick is to replace the carb studs with bolts so you can take the velocity stacks out easier and replace them AFTER you have the air filter in place!
@@tomyangnet Wow, brilliant, thank you.
I always wonder if the air filter was split in 2 on the circular sides, creating top and bottom parts instead of one. Sleeves on the filter housing should hold them in place. Could they be easier to replace and get out ??
@@marcusbonello3106 Sounds like a good idea!
@@marcusbonello3106 I don’t think that would help because the velocity stacks would still keep the filter from coming straight up. Nice try!
Was waiting to have a good look at this Marrone Metalizzato Euro spec beauty. Thanks for showing it. Shame not on the road but will wait for it's time. Have noticed that the Thermostat unit on the pipe between the radiator and the engine is missing. Is that not dangerous for the car ? Besides, there were 505 365 GTC\4 built in total.
Good catch. I will have to take a look closer to see if the Euro models are different. A missing thermostat can hinder temperature regulation, but wouldn't necessarily affect if the car overheats.
Thanks for the actual number of C/4s produced. I knew it was low, but couldn't remember how many. The car is ready to drive, but the weather is not cooperating in NY right now!
@@tomyangnet mine is a Euro model 16095 ( latest version , minor changes ) and has the Thermostat following a short pipe out of the radiator
The dry sump system in the Daytona allowed the engine to sit lower?
You are right, but the use of DCOE side draught carbs for the C/4 really complicated things! Thanks for watching.
Unfortunately, when the green cloth was changed to leather, they used vertical the double stitching as per the cloth. On leather " option " cars, the stitching was single.
I think the upholsterer simply copied the tartan insert's stitching. Good catch!
Thanks for sharing. Of the late '60s, early '70s Ferraris, which ones are the easiest to work on and maintain?
All of these cars have their quirks and challenges. After all, they're Ferraris!...but I think the two cam engines are a little less complicated and the early cars don't have complicated relay issues and emissions parts. so a 250GTE, or 330GT 2+2 are probably easier. Thanks for watching.
@@tomyangnet Thanks
"The poor mans Daytona" or what it looked like to me as a child if only I saved my money as a kid and bought one in the early 90s.
I remember these cars selling for about $45K! Who knew?
Tech tip #1, Make the new guy do it.
Even though it is not original, painting the front bumper is a massive improvement in my eyes. I really love the C4s looks either way.
I think the dark colors work better on this car, and a body color matched bumper is a good compromise, but I don't think it would work on a yellow car! Thanks for watching.
What a lovely colour for the Ferrari. I also like the metallic dark green they sold some cars in. However for me the overall appearance is ruined by the shiny new upholstered seats which lack any patina and seem to stand right out against the exterior, likewise the awful pommel on the gear stick. Regarding the different power between the 365GTC4 and the Daytona, the 365 GTC4 has DCOE38s compared to the DCNF40s of the Daytona so the GTC4 had better low down revs driving characteristics. Between US and European Daytona/GTC4 engines, I will quote from the excellent book by Doug Nye "while the European specification compression ratio was as high as 9.3:1 the US ratio would be restricted to 8.8:1 to restric detonation problems on lower grade fuels. While European exhaust systems featured 6 into 2 equal length manifolding, the US systems had 6 into 2 systems strangled by unequal length primary pipies and run them to a massive central silencer compared to two smaller silencers in europe." Also noone reviewing Daytona/GTC4 engines mention that the engines were not true 4 cam engines in the way they worked, They operated liked a single cam layout, with the chain not on the cams themselves but on a central pulley on each bank between the two cams each bank that then turned the two cams on each bank.
Sometimes there is no choice but to replace aging upholstery so it won’t match the rest of the car. With use, it will eventually age and break in. It’s the job of the owner to add “patina!”
Thanks for watching
@@tomyangnet I agree that sometimes you need to refurbish interior seats, but the outcomes on Ferrari cars done in England, and shown on youtube, seem much better and more fully blend with the outside paintwork. The interior on the car you review uses it seems modern type leather because the new cars of the era did not leave the factory like with that shiny/syntehtic look and again the top tier upholsterers in England and Italy that I know that are specialists in exotic ITalian vintage cars, are able to capture the feel and look of the cars when they left the factory.
@@cbca6567 it’s funny. I know that interior was done about 18 years ago with a batch of Connolly dyed to the same color as the original Period Connolly beige. I have pictures of the original interior for this car in beige with tartan inserts, so I’m not sure why you would think it is an incorrect match.
@@tomyangnet because its not the same shade as the ones sold in europe and which sold photos exist on a prominent ferrari classic dealers site
Once again we can see that back in the days people who could afford this kind of cars never ever worked on them. But I was sometimes confused seeing how vehicles were designed. British luxury cars were terrible to work on, but Italian and French cars were not much better. I think the Japanese prooved to the world how clever things could be designed. Nowadays all cars are nightmares though.
When these cars were new, they didn’t need a lot of work for the first owner, but as they aged, it was a different story. I guess the same is true for new cars. Most of them need very little work before 60K miles which is just in time for the 3 year lease to expire!
I always liked this body design more than the one of the Daytona. Probably I am nearly the only one. The Daytona never attracted me. It was to "modern" for my taste.
I really understand why people did not like the "clownlips", but honestly I liked it beacuse it was different.
The only other car without chrome bumpers of this period I liked was the 69 Pontiac GTO.
If you get a car with dark colors, the number doesn’t look so bad!
dommage il aurais du avoir la ligné des coupé luxueux une entré gamme v12 400 gtc ,400 gtc /i et 412 gtc et pourqupi pas les cabriolets 400 gts , 400 gts/i et 412 gts
ferrari a fait des coupé plus luxieux comme la 250 lusso , 330 gtc et gts , 365 gtc et 365 gts en france en 1987 une 412 couté 750 000 fr une mondial 500 000 fr et la testarossa 950 000 fr
une 412 gtc aurais couté 650 000 fr meme prix qu une 911 turbo ou la porsche 928 s4 , 412 gts a 850 000 fr