Usually for this spot we shine a light on the more interesting, faster and more soulful motoring offerings right here on CCFS, rather than the dull porridge that awaits you for a similar amount of money in the new car world.
This week it’s slightly different, and somewhat controversial. That’s because any criticism of the Ferrari 365 GTB/4, commonly – but not officially – known as the Daytona, is usually met with rapid-fire anger and vitriol.
But this isn’t a criticism of the Daytona; far from it. It’s just that with Daytona prices nudging £700,000+, like this one and this one, then the mechanically very similar 365 GTC/4 for around a third of the price or more, like this one or this one, becomes very interesting. But can cold rationality overcome the emotional pull of that glorious wedge shape of the Daytona?
The engine
The Daytona’s front-engined layout eschewed the current fashions of the time – the Lamborghini’s mid-engined masterpiece, the Miura, made the Daytona seem a little old fashioned. But then, over time, tastes change… The Colombo V12 unleashes around 350bhp from 4.4-litres, fed by six Weber carbs. The mind-boggling task of balancing all those carbs is somewhat forgotten by the car’s bald performance figures – 60mph is met in just under five-and-a-half seconds and you’ll be holding on all the way to a 170mph+ top whack. Heady stuff indeed.
For the 365 GTC the engine was detuned, and just the block remained the same. Not that it was detuned by much, admittedly. It reflected the somewhat more easygoing nature that was designed into the GTC; after all, it’s a 2+2 grand tourer. Nevertheless, with 340bhp on tap you should see 163mph out of it, given enough road. Though looking after the carbs is rather more difficult on the GTC because they're sidedraught rather than down draughts – you have to take the engine out to fettle them.
The handling
This will come as a bit of a shock to Ferrari fans – like the standard Aston Martin DB5 (non-Vantage), the Delorean DMC-12 and many other iconic cars, opinion is out on the Daytona as a driving tool. Numerous journalists have proclaimed their disappointment over the years, which has been backed by some (rather brave, it has to be said) owners. The main issue is the steering, which is said to be over-heavy and not particularly fun to drive in the corners.
On the other hand, some journalists have put forward the proposition that expecting a front-engined V12 supercar to do anything other than lope into tight corners with a considerable absence of aplomb is a bit silly. They say that the Daytona really comes alive on sweeping A-roads, rather than tight B-roads. It’s a hyper-speed GT car, after all. There are options, however. Power steering is said to transform the car, but there are those who see this as heresy.
The other option is the 365 GTC/4. This car was always intended to be more of a ‘proper’ grand tourer. After all, it has four seats, but unless you’re transporting half-human-half-stick insect hybrids you’re unlikely to use those back seats for anything other than extra storage. Still, it’s a stylish way to take home a new telly from the supermarket.
But I digress; the 365 GTC/4’s more amenable nature can be put down to its slightly softer suspension setup (it shares much of this with the Daytona) and standard hydraulic power steering. It could be argued that this all makes the 365 GTC/4 a more useable, and thus more often enjoyable, car to drive.
The looks
If the Daytona’s underpinnings were described at launch as old-fashioned, then there was nothing old about the styling – it’s pure concept car delight. Leonardo Fioravanti, working for Pininfarina, crafted one of the iconic supercar shapes; each panel is a treat for the eyes. Both versions of the Daytona are truly wonderful to behold, whether Plexiglass or pop-ups. It just has the air of a car up to no good, and for which the horizon is its favourite meal.
That same sexiness can’t quite be put upon the 365 GTC/4; by no means is it truly rancid but that front grille treatment reminds me of a three-bar electric heater I once had. That has always counted against the car, and goes some way to explaining how this much rarer car (around 500 built compared to the 1400 or so Daytonas) yet less pricey this Ferrari is. Well, for now at least – more on that in a moment. Get past the front and it develops into a much more handsome design; it may lack the slinky lines of the Daytona but it is still a lovely shape.
The summary
This is really a question of driving over looks. While we’re sure on the right road, at the right time, there’s nowhere else to be in the world than in a Daytona, but for the majority of the time I have the sad feeling disappointment would soon descend. That’s if you’re looking at it as a pure driving machine – as a car to be seen in, then the Daytona has few challengers when it comes to aesthetics.
But if you’re putting the looks to one side and looking for driving enjoyment, then the GTC seems to offer a lot more with only minor compromises. And it’s currently selling at half the price – well, for now. Like most Ferraris, they’re on an upward market trajectory.
If you’re in the market for either of these cars, then it’s a fine quandary to have – the answer is obviously both; the 365 GTC/4 for the trip to Barcelona and the Daytona for the dawn thrash on your favourite A-road. But even if, like I, you’d struggle to afford a Dodge Daytona let alone a yellow-badged version from Maranello, and we play fantasy lottery win, which one would you choose? Let us know below…