• S/N 16573
  • 1 of only 123 Spiders produced
  • 17,679 miles
  • Pininfarina design and Scaglietti coachwork
  • Displayed at the Miami Motor Show
  • FCA Platinum award winner including the 2010 Cavallino Classic
  • Shown at the FCA Concours event at Elkhart Lake
  • Tool roll
  • Copies of original bill of sale, SEFAC delivery sheets and import paperwork
  • Marcel Massini report
  • Completed in December 1972 and distributed in August 1973 through Chinetti-Garthwaite in Paoli, Pennsylvania
  • Sold by Chinetti-Garthwaite to Orange Motors in Miami, Florida
  • Comprehensive restoration completed in 2009 by Wayne Obry’s Motion Products in Neenah, Wisconsin
  • Finished in Marrone Colorado with a Chocolate soft top
  • 4390cc DOHC V-12 engine with dry sump lubrication
  • 352 HP and 318 lb-ft of torque
  • Six Weber carburetors
  • 5-speed manual gearbox
  • Tube chassis with independent wishbone and coil spring suspension
  • 4-wheel hydraulic disc brakes
  • Factory air conditioning
  • Beige leather upholstery with Black seat-bolsters
  • Borrani wire wheels


It was by no means the last front-engined Ferrari, but many purists still consider the 365 GTB/4 “Daytona” of 1968-1974 to be the greatest of Ferrari’s classic front-engined, two-seat, grand-touring V-12s, and it is only natural that its Spider variant, the GTS/4, should share that honor. This alluring 1972 Ferrari 365 GTS/4 bears the distinction of winning the FCA Platinum Award at 2010 Cavallino Classic.

Incredibly, in an era when the exotic supercar of the 2000s is being eclipsed by such hyper machinery as the 300 MPH Bugatti Chiron, the Daytona’s heady mixture of timeless styling and V-12 power continues to inspire a brand of passion that has only intensified since its introduction at the October 1968 Paris Auto Salon. It entered the world graced with impeccable lineage on the strength of the short-lived 275 GTB/4, which was itself the immediate descendent of the 250 GTO, but it surprised, and in some cases even disappointed, a public anticipating Ferrari’s answer to the rising popularity of midengined exotics.


There was certainly reason by the time of the Daytona’s introduction to expect a roadgoing Ferrari with its engine behind the driver. Ferrari’s racing division had been winning with midengined sports cars since fielding the Dino 246 SP prototype in 1961, and, in 1965, the 206GT Speciale prototype unveiled at Turin pointed the way to future Ferrari road cars.

Overriding all such considerations was the fact that Ferrari had established its reputation for building world-class road cars with comfortable and sporting V-12-powered grand-touring machines. At the time of its inception in 1966, the 365 GTB/4’s overall concept was an evolution rather than a revolution.

Beneath its universally appealing aluminum skin was a chassis that closely followed Ferrari tradition, comprising welded oval-section steel-tube main members, generously triangulated and gusseted for extra strength. Its beefy front and rear independent suspension, coilover shock absorbers and 4-wheel vented disc brakes followed the pattern established in the 275 GTB and then the 330 GTC. So too was the rear mounted 5-speed transaxle, which delivered power to the rear wheels through half shafts fitted with constant velocity joints at both ends.


Ferrari engineers settled on the Daytona’s four-cam V-12 engine only after considering the alternative of using the 330’s block fitted with flat-surfaced heads and dished pistons. Like the racing P4, these twin-cam heads featured two intake valves and one exhaust valve per cylinder, with the valves set at such a narrow angle and the cams so close together that the spark plugs had to be placed outboard. New U.S. emissions standards, however, led to the use of conventional pistons and heads, and the resulting Type 251 V-12 remained faithful in its exotic details to recent Ferrari V-12 engines: machined forged billet steel crank in an aluminum block, twin overhead cams, two valves per cylinder in hemispherical combustion chambers with single centrally located spark plugs, six Weber downdraft carburetors and dry sump lubrication. The Type 251’s big advantage was an increase in displacement from the 330’s 4.0L capacity to 4.4L, duplicating that of the 365 GT while increasing horsepower from 345 to 352 at 7,500 RPM and raising torque to 318 lb-ft at 5,500 RPM.

If some critics were initially disappointed by the Daytona’s front-engine layout, it clearly thrilled those fortunate enough to sample its virtues in road testing. “Road & Track” magazine gushed, “It might as well be said right now, the Ferrari 365 GTB/4 is the best sports car in the world” with “the greatest all-around blend of speed, handling and refinement.” “Autocar” was even more laudatory, declaring, “It is hard to capture in mere words all the excitement, sensation and sheer exhilaration of this all-time great among cars. For us it has become an important new yardstick, standing at the pinnacle of the fast car market.”


Even beyond its brilliant performance, the Daytona’s best attribute was an arresting beauty that signaled a new styling paradigm then forming at Pininfarina. The Turin design firm had long-established ties to Ferrari, but a bright new talent had emerged in the person of Leonardo Fioravanti. Then 28 years young and having been with Pininfarina for just two years, the Milanese engineer-cum-designer began studying the bare chassis of the then-new 330 GTC in 1966, with an eye toward wrapping it in “something unique … I wanted to follow its shapes and dimensions, while paying close attention to aerodynamics.”

His first concept sketches so pleased Sergio Pininfarina that he received permission from Ferrari himself to continue development. Subsequent early design work produced a look obviously influenced by the 275 GTB in front, but with a longer rear deck and a more expansive greenhouse design featuring a compound curved windshield, thin pillars and curved rear quarter windows in place of the 275’s triple-vented sail panels. A narrow wraparound character line, subtle wheel arch flares and sloping Kammback tail further distinguished Fioravanti’s design, but Pininfarina judged the car’s covered single headlights, wraparound bumperettes and oval grille too similar to the 275; ever the artist, Pininfarina soon arrived at the now-famous nose treatment that harmonized with the rest of the design and set it apart from its predecessors.


Fioravanti submitted that he had not considered a Spider version when designing the Daytona, but coachbuilder Sergio Scaglietti certainly did after seeing the finished coupe. To Scaglietti’s practiced eye, the transformation was a natural one, a judgement upheld by the passage of time. In 1969, the exquisitely beautiful Daytona convertible debuted at the Frankfurt Auto Show, sparking an avalanche of requests. Scaglietti produced only 123 Daytona Spiders, but that number was long ago exceeded by owners wanting in on the magic of an open-air version of this greatest of Ferraris.

Serial No. 16573 is one of those original Scaglietti-built Spiders. Completed in December 1972 and distributed in August 1973 through Chinetti-Garthwaite in Paoli, Pennsylvania, it was sold new by Orange Motors in Miami, Florida. Previously displayed at the Miami Motor Show, it won third in its class at the Monterey International Ferrari Concours d’Elegance in 1994. In 2009, Wayne Obry’s Motion Products in Neenah, Wisconsin, completed a comprehensive restoration to original factory specifications, after which it received one of many Platinum Awards at the 2010 Elkhart Lake Cavallino Classic and FCA Concours.


Finished as original in Marrone Colorado with a Chocolate convertible top, it is completed with beige leather upholstery, factory air conditioning, Michelin XWX radial tires on chromed Borrani wire wheels and tool roll.

This multiple award-winning 365 GTS/4 is offered in a virtually flawless state of preparation and finish with an odometer reading of 17,679 miles. Its extensive documentation includes copies of the original bill of sale, SEFAC delivery sheets, import paperwork and a Marcel Massini report.