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The Ferrari 365 GTB/4 , better known by the unofficial name Ferrari Daytona, is a Gran Turismo automobile produced from 1968 to 1973. It was first introduced to the public at the Paris Auto Salon in 1968 and replaced the 275GTB/4 but, although it was also a Pininfarina design (by Leonardo Fioravanti), the Daytona was radically different. Its sharp-edged styling resembled a Lamborghini more than a traditional Pininfarina Ferrari. The Daytona name commemorates Ferrari's triple success in the February 1967 24 Hours of Daytona with the 330P4. While it was initially used as a pre-production internal denomination, Ferrari still insists that this was never the model's official name and as such should not be used when referring to the car in any true manner.
Unlike Lamborghini's new Miura, the Daytona was a traditional front-engined, rear-drive car. Customers were disappointed that Ferrari stuck with this layout unlike with the race cars, and the Daytona was replaced by the mid-engined 365 GTB Berlinetta Boxer in 1973. Today, the car represents the last of the great front engine Ferrari GTs before this layout was revived in the 1990s.
The engine, known as a Tipo 251 and developed from the earlier Lampredi V12 used in the 275 GTB/4, was a 4.4 L (4390 cc, 267.9 cuin) DOHC V12 with a 60° bank angle, 365 cc per cylinder, 81 mm bore and 71 mm stroke, featuring six Weber twin carburettors (40mm Solex twin carburettors were used alternatively). At a compression ratio of 9.3:1, it produced 352 bhp DIN (259 kW) and could reach 280 km/h (174 mph). 0-60 mph acceleration was just 5.4 seconds. For the American version, slight modifications were made - the compression ratio was reduced to 8.8:1 and the exhaust system was equipped with a large central silencer, necessitating visible alterations to the primary pipes.
The 5-speed manual transmission (Transaxle concept) was mounted in the rear for optimal weight distribution, and a 4-wheel independent suspension featured wishbones and coil springs.
Early Daytonas featured fixed headlights behind an acrylic glass cover. This particular setup was completely abandoned in favor of pop-up twin headlights when lobbying efforts by the CAS led to a variety of new safety regulations for U.S. road traffic in 1970, one of which concerning minimum ride height.
In 1971, the Daytona gained fame, or infamy depending on your point of view, when a Sunoco Blue example was driven by racing legend Dan Gurney and former Car and Driver editor at large Brock Yates the entire 2876 miles from New York to L.A. in 35 hours 54 minutes (at an average speed of 80.1 mph) to win the inaugural Cannonball Baker Sea-To-Shining-Sea Memorial Trophy Dash. The two claim to have driven the car to 172 mph on the backroads of Arizona. Befitting the car's heritage, both reported stability to be rock solid the entire trip, even at that elevated speed.
This 1971 Ferrari 365 GTB/4, serial number 14271, belonged to exotic car dealer Kirk F. White, who loaned it to Yates and Gurney for the race. White afterwards offered to sell the car to Gurney at a bargain price of $15,000, but Gurney regrettably could not afford it at the time. It is currently a prized vintage piece in the collection of Bruce McCaw, restored to its historic racing livery: midnight blue with yellow pinstriping.
In Vice City and Vice City Stories, both of the Grand Theft Auto video game series, a car called the "Stinger" took on a similar look of the 365 GTS/4 Daytona.
In 2004, the Daytona was voted top sports car of the 1970s by Sports Car International magazine. Similarly, Motor Trend Classic named the 365 GTB/4 and GTS/4 as number two in their list of the ten "Greatest Ferraris of all time".
At least two Ferrari Daytonas appeared in Herbie Goes to Monte Carlo. One was red with a diagonal yellow stripe on the hood and a number 44 on a yellow circle background. The other was silver with a number 22 on doors and hood. However, in some scenes, this latter car appeared in dark green as well.
There are also two in The Swiss Conspiracy starring David Janssen.
Replica Ferrari Daytona Used in Miami Vice. Note the obvious Corvette one-piece seats sticking up higher than normal and lacking separate curved headrests of the genuine Daytona.
In the 1980s the car gained new notoriety on the first two seasons of NBC's hit television series Miami Vice. The black car used in the series was a replica built on a Corvette chassis. Ferrari execs were not pleased that their company and one of their products was represented on TV by an imitation car. The Daytona replica was eventually destroyed on-screen and replaced with a Ferrari Testarossa, the company's newest model during the time. Recently, ebaymotors.com has made efforts to delete auctions in which Ferrari Daytona replicas were advertised as being just that.
365 GTC/4
Although not generally recognized as a true "Daytona", the 1971 365 GTC/4 used the same chassis. Its coupe bodywork by Pininfarina enclosed four seats, making it a successor to the 2+2 330 GTC and 365 GTC. 500 GTC/4s were produced in two years.
The GTC/4 rode on the same wheelbase and suspension as the Daytona, though the engine was down in power a bit to 340 bhp DIN (250 kW), as well as it having an engine-mounted gearbox instead of the axle-mounted (transaxle) gearbox in the Daytona.
This car was seen in Herbie Goes to Monte Carlo. It was painted a very dark shade of green with a black numeral 70 against an off-white square background.

La Dino 246 fu la prima Ferrari a motore posteriore stradale (evoluzione della 206) costruita tra il 1969 e il 1973. Il suo numero di modello era costituito dalle prime due cifre indicanti la cilindrata e dalla terza che ne indica il numero dei cilindri.

Fu prodotta in 2 versioni, coupé (GT) e spyder (GTS) avendo molto successo. La carrozzeria fu disegnata da Aldo Brovarone per Pininfarina, il motore era un progetto di Dino Ferrari, figlio di Enzo Ferrari e (scomparso il 30 giugno 1956). Si trattava di un 6 cilindri a V di 65° trasversale, primo motore di questo tipo montato su un veicolo della casa di Maranello che aveva, fino ad allora, sempre preferito propulsori a 12 cilindri. Per questo fatto venne anche definita una "baby" Ferrari ma le sue prestazioni facevano invidia a molti altri modelli con motori più frazionati ed il pubblico ne decretò il successo con una produzione di oltre 3.500 esemplari, numeri importanti per quel periodo.

La 246, rispetto all'antenata 206, aveva oltre che una cilindrata maggiorata a 2,4 l una diversa impostazione generale, con ad esempio la carrozzeria in acciaio anziché in alluminio. L'aumento di peso che ne derivava non inficiava più di tanto le prestazioni generali dato anche il corrispettivo aumento di potenza messa a disposizione dal nuovo motore.

Questo propulsore fu anche quello che equipaggiò un'altra famosa vettura del periodo, la Lancia Stratos e, in versione depotenziata, la Fiat Dino.

La prima ad essere presentata fu la versione a tetto rigido, la versione scoperta entrò in produzione solo nel 1972. Nel 1973 uscì dal listino della casa, sostituita, nella serie "Dino", dalla 308 GT4 disegnata invece da Bertone.

Dino was a brand for mid-engined, rear-drive sports cars produced by Ferrari from 1968 to 1976. The Dino brand was meant to be used for cars with engines that had fewer than 12 cylinders, reserving the Ferrari name for the V-12 and flat 12 models. The Dino name was retired after that point, in favour of conventional Ferrari branding. The Dino brand was an attempt by Ferrari to produce a relatively low cost sports car by using components from other vehicles.
The Dino models used Ferrari racing naming designation of displacement and cylinder count with two digits for the size of the engine in tenths of a liter and the third digit to represent the number of cylinders i.e. 246 being a 2.4 liter 6 cylinder and 308 being a 3.0 liter 8 cylinder. Ferrari street models of the time used a three digit representation of the displacement in cubic centemeters of one of the 12 cylinders which would have been meaningless in a brand with differing numbers of cylinders.
The Dino 246 was the first Ferrari model produced in high numbers. It is lauded by many for its intrinsic driving qualities and, for the time, its groundbreaking design. In 2004, Sports Car International placed the car at number six on its list of Top Sports Cars of the 1970s. Motor Trend Classic placed the 206/246 at number seven in their list of the 10 "Greatest Ferraris of all time".
The name "Dino" honors the founder's late son, Alfredo "Dino" Ferrari, who was credited with the design of the V6 engine. Along with famed engineer, Vittorio Jano, Dino influenced Enzo Ferrari's decision to produce a line of racing cars in the 1950s, with V6 and V8 engine designs.
In 1966 Ferrari wished to race in the 1.6 L class of the Formula 2 racing series with Dino's V6. However, the company could not meet the homologation rules which called for 500 production vehicles using the engine. Enzo Ferrari asked Fiat to co-produce a sports car using the engine, and the front-engined, rear-drive Fiat Dino was born. It used a 2.0 L (1987 cc) version of the Dino V6, allowing Ferrari to enter the series.
At the time, the thought of using a mid-engine layout in a production car was quite daring, although the design was common in the world of sports car racing. A mid-engined layout placed more of the car's weight over the driven wheels, and allowed for a streamlined nose, but led to a cramped passenger compartment and more challenging handling. Lamborghini created a stir in 1966 with its mid-engined Miura, but Enzo Ferrari felt that a mid-engine Ferrari would be unsafe in the hands of his customers. Eventually he relented, and allowed designer Sergio Pininfarina to build a mid-engined concept for the 1965 Paris Motor Show, but demanded that it wear the Dino badge alone. The 1966 Turin car show featured a refined Dino 206S. The Turin 206S was a closer prototype to the actual production version. Response to the radically-styled car was positive, so Ferrari allowed it to go into production, rationalizing that the low-power V6 engine would keep his customers out of trouble.
The Dino 308 GT4 was produced from 1973 to April 1980. The 308 was Ferrari's first V-8 production automobile.
The 308 had a wheelbase of 100.4 inches. The 308 was designed by Bertone, with the initial design with no Ferrari similar to the 206 and 246 for which it is derived.
The 308 GT4 V-8 had a 90 degree, dual over head camshaft, 2927 cc motor with 4 Weber carburetors which produced 250 horsepower. The V-8 block and heads were made of alloy. The compression ratio was 8.8:1. The American version had a timing change and an air-pump which produced a modest 230 horsepower. The GT4 weighted 2535 pounds.
The angular or "wedge-shaped" Bertone-styled 2+2 308 GT4 also wore the Dino badge until its last year of production, in May 1976, where it finally got the "Prancing Horse" badge on the hood, wheels, and the steering wheel.
The Ferrari 308 GT4 and 208 GT4 were mid-engined V8-powered 2+2 cars. The 308 GT4 was introduced in 1974, supplemented by the 208 GT4 the next year, and replaced by the Mondial in 1980 after a production run of 2,826 vehicles. Sold at first with the Dino badge (in honor of Enzo Ferrari's son, Dino), the 308 GT4 continued with a Ferrari badge.
The 308 GT4 was a groundbreaking model for Ferrari in several ways: It was the first production Ferrari to feature the mid-engined V8 layout that would become the bulk of the company's business in the succeeding decades, and was the first production Ferrari to feature Bertone (rather than Pininfarina) bodywork. Pininfarina was upset by the decision to give cross-town rival Bertone the design, considering all they had done for Ferrari.
The GT4, introduced at the Paris Motor Show in November 1973, featured angular lines entirely different from their curvaceous 2-seat predecessor, the 246 "Dino" GT, and later brother, the 308 GT. The styling was controversial at the time, with some journalists comparing it to the Bertone-designed Lancia Stratos and Lamborghini Urraco.
The chassis was based on the 246 Dino but was stretched for a 2,550 mm wheelbase to make room for the second row of seats. The suspension was fully-independent and the V8 was mounted transversely.
The 3.0 L (2927 cc) V8 was integrally joined with the gearbox and produced 250 hp in the European version and 230 horsepower in the American. The GT4 motor had an alloy block and heads with a dual overhead camshaft. The induction system had 4 Weber 40 DCNF carburetors.
The 308 GT4 had a total length of 170.1 inches, and a wheelbase of 100.4 inches. The GT4 weighted 2535 pounds. GT4 height was 46.5 inches. GT4 width was 70.9 inches.
There were 2826 308 GT4 coupes produced between 1973-1980.
The probably oldest still existing Dino 308 GT4 in the world is in private property of an Austrian collector. It is a car from March 1974 with frame number 08008. The car was originally delivered to the French Ferrari-Concessionaire, and F1 racer, Charles Pozzi.
Today it is relatively easy to acquire one of these cars with examples priced at the same level as a new low-end sports car.
Like the later 208 GTB, a low-displacement version of the V8 was produced for Europe. Introduced at the Geneva Motor Show in 1975, the 208 GT4 used a de-bored (66.8x71 mm) 2.0 L (1991 cc) V8. This was the smallest production V8 in history.
Power output was 170 hp (126 kW) at 7,700 rpm for a top speed of 137 mph (220 km/h). A lower final drive ratio and skinnier tires completed the technical changes for this 208. Chrome (rather than black) accents outside and the lack of fog lights were visual indicators of the little engine.
The Ferrari 308GT4 appeared in an episode of BBC's Top Gear purchased by Richard Hammond for less than £10,000. It was the most reliable car of the day, but was subject to frequent ridicule by Jeremy Clarkson, who called it a "fake Ferrari."

The 308 GTB (and similar 208 and later 328) were mid-engined sports cars manufactured by the Italian company Ferrari in the 1970s-1980s. They made up the lower end of the company's range. The 308 replaced the 246 Dino in 1975 and was updated as the 328 in 1985.
The Pininfarina-styled 308 GTB was introduced at the Paris Motor Show in 1975 as a supplement to the odd Bertone-shaped Dino 308 GT4 and a replacement for the 246 Dino. Unlike the plain 2+2 GT4, the GTB was a 2-seater with aggressive lines, and has been called one of the most beautiful of all Ferraris. The targa topped 308GTS was made famous on the Magnum P.I. television show.
The mechanically similar 308GT4 shared much with the original 206 Dino, and the 308. Both sit on the same tube-frame platform, with a 92 in wheelbase for the 308GTB (the 308GT4 has a longer wheelbase, it is a 2+2) , and 4-wheel double wishbone independent suspension. The V8 engine is a DOHC design, with four Weber 40DCNF carburetors. European versions produced 255 hp (190 kW) at 7,000 rpm (7700 rpm redline), but American versions were down to 240 hp (178 kW) at 6,600 rpm due to emissions control devices.
A notable aspect of the early 308 GTB was that, although still built by Carrozzeria Scaglietti, the 308's bodywork was entirely made of fiberglass . This lasted until June, 1977, when the 308 was switched to steel.
The 308 models are the most common historical Ferrari models, with over 12,000 produced. Although it is a common car, and is priced at accessible levels today, the 308 models are embraced by Ferrari fans and critics today. In 2004, Sports Car International named this car number five on the list of Top Sports Cars of the 1970s.
Test performance, 308 GTB fiberglass: Weight (kerb with 74 l fuel) 2778 lbs, acceleration 0-100 mph 15.0s, 0-100 km/h 6.5s, 100-200 km/h 17.8s, top speed 159 mph.
Bosch K-jetronic mechanical fuel injection was added for the other 1980 GTBi, dropping power to 214 hp (160 kW) but decreasing emissions. Two years later, the 4-valve per cylinder quattrovalvole model pushed output back up to 240 hp (179 kW).
From the late 1970s through 1985, a low-displacement 208 GTB and 208 GTS was produced. The engine was de-bored to 68.8 mm (giving an undersquare design) for a total of 1991 cc displacement. This same trick had previously been performed on the 208 GT4 2+2, resulting in the smallest V8 engine ever produced.
The 208 was produced generally for the Italian market only, for tax reasons. It was also listed in New Zealand, due to their taxes on engines above 2 litres.
The car produced only 155bhp which meant that performance was underwhelming, especially for a Ferrari. 160 208GTS and 140 208GTB cars were produced in 1980 and 1981. In 1982, turbo-charging and fuel injection upped power output to 220bhp. It was initially only available in GTB form, but the 208 GTS was introduced in 1983. Production ended in 1985 after 437 GTB turbo and 250 GTS turbo cars were produced.