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*Please note that this vehicle is sold on a Bill of Sale.
Luigi Chinetti Motors, Greenwich, Connecticut (acquired new in June 1971)Grossman Motor Car Corporation, Nyack, New York (acquired from the above in November 1971)Jim and Clive Baker, Atlanta, Georgia (acquired from the above in November 1971)Harley E. Cluxton III, Illinois (acquired from the above in January 1973)Herb Wetanson, New York, New York (acquired from the above in June 1973)Daniel P. Kingsford, Princeton, New Jersey (acquired from the above in April 1974)William Kontes, Vineland, New Jersey (acquired from the above in July 1975)David Gunn, Sufeld, Connecticut (acquired from the above in May 1977)William Kontes, Vineland, New Jersey (acquired from the above in August 1984)Allen Taylor, College Park, Maryland (acquired from the above in 1991)Harley E. Cluxton III, Scottsdale, Arizona (acquired in 1993)Private Collection, United States (acquired from the above in 1993)Current Owner (acquired from the above in 2005)
24 Hours of Le Mans, June 1971, Luigi Chinetti Jr. and Bob Grossman, No. 58 (5th Overall and Winner of the Index of Thermal Efciency)6 Hours of Daytona, February 1972, Bob Grossman and Charles Reynolds, No. 18 (15th Overall and 2nd in Class)12 Hours of Sebring, March 1972, Harry Ingle and Charles Reynolds, No. 18 (19th Overall and 5th in Class)6 Hours of Watkins Glen, July 1972, Tony DeLorenzo and Charles Reynolds, No. 18 (11th Overall and 3rd in Class)
FCA National Meeting, Watkins Glen, New York, June 1977FCA National Meeting, Washington D.C., April–May 1987FCA National Meeting, Lake Lanier Island, Georgia, June 1989 (3rd in Class)XII Cavallino Classic, Palm Beach Florida, January 2003“Best of Italy,” Simeone Automotive Museum, Philadelphia, Pennsylvania, May–June 2013
Were it not for the 365 GTB/4 presented here, chassis 12467, the Daytona Competizione – one of the most successful and long-lived Ferrari GT race cars ever built – may have never come to fruition.
Ferrari’s internal foglio allestimenti or assembly sheets show that 12467 was the third 365 GTB/4 completed and record its original destination as “Chinetti, Sebring.” Based on these factory records, it is believed that this Daytona was equipped as a European-specification road car – finished in Rosso Chiaro, upholstered in black leather, and outfitted with air-conditioning and a Voxson radio.
Despite being one of the first Daytonas built, little is known of its history between 1969 and 1971. Evidence suggests that the car remained the property of Ferrari for this entire period, as it was not road registered or even issued a Manufacturer’s Certificate of Origin until November 1971.
The factory’s assembly sheets also suggest that 12467 may have been destined for a special purpose as they are dated April 28, 1969, yet state that the engine was not installed until September 2, 1969 – well after that year’s 24 Hours of Le Mans, in which Luigi Chinetti’s NART team campaigned a specially prepared Daytona Competizione, chassis 12547.
The story of 12467 truly begins in April 1971, when the Daytona was serviced at the Ferrari Factory Assistenza Clienti and then sent to Autofficina Sport Auto in Modena, where it was prepared for competition use. According to a 1971 invoice from Ferrari to Chinetti Motors, this process included the installation of a special electrical system, fire-suppression system, different carburetor jets, aerodynamic diffusers, and a leather-wrapped steering wheel.
On June 5, 1971, Luigi Chinetti Motors Inc. paid Ferrari SEFAC $11,630 for the 365 GTB/4 Competizione, which was delivered to Le Mans the following week. In his book Ferrari 365 GTB/4 Groupe 4 Daytona Competizione, Christian Huet describes the appearance of the new NART-entered Daytona:
“The completed vehicle displays all the modifications due to appear on the new Group 4 homologation car. While all the windows except the windscreen are made of Plexiglas, it has standard steel bodywork with aluminum bonnet and boot. The wings have been extended outwards to accommodate 8" wheels at the front and 10" wheels at the back. The headlights have grown in diameter and a transparent cowling has replaced the bumpers. Stiffer suspension springs, sturdier anti-roll bars and a 120-litre fuel tank have been fitted. The specially tuned engine has polished ports and its moving parts lightened and balanced. Straight-through exhaust pipes poke out under the doors.”
After teething troubles during practice and qualifying toward the back of the grid, Luigi Chinetti Jr. and Bob Grossman gave a tremendous performance, piloting the Ferrari to a remarkable 5th place overall fnish in its competition debut. Though 12467 ran the 24 Hours of Le Mans as a lightly modifed production car – defeating every GT entry and all but four prototypes (two 917Ks and two 512 Ms) – the Ferrari 365 GTB/4 had not yet been homologated for Group 4 and was instead classifed as a Group 5 entry. As such, the GT award was given to the highest-placed Porsche 911, and the NART-entered Daytona was awarded the Index of Thermal Efficiency.
Following 12467’s outstanding result at Le Mans, Ferrari recognized the model’s potential as a GT-class winner and developed three series of purpose-built Daytonas for endurance racing. Unsurprisingly, Luigi Chinetti’s North American Racing Team – which had commissioned the frst two competition-prepared Daytonas (12547 and 12467) – campaigned approximately one-third of the factory-built and independently converted Comp Daytonas that raced between 1971 and 1980.
With two new Comp Daytonas being prepared for the 1972 season, Chinetti Motors sold 12467 to Grossman Motor Car Corporation of Nyack, New York, in November 1971. Five days later, Grossman sold 12467 to Jim and Clive Baker of Atlanta, who repainted the Ferrari orange and prepared it to race under the Baker Motors Ring-Free Oil Team banner.
In its first outing under Baker’s ownership, the Comp Daytona was entered in the FIA-sanctioned 1972 6 Hours of Daytona, where it was driven by Bob Grossman and Charles Reynolds. In a race that saw the two Scuderia Ferrari 312 PBs capture a 1-2 victory, 12467 was the only Comp Daytona to finish, coming in 15th overall and 2nd in the 2.5-liter plus GT category.
That March, 12467 was one of four Comp Daytonas entered in the 12 Hours of Sebring along with two cars entered by NART and one by Kirk F. White. After 12 hours of racing, Harry Ingle and Charles Reynolds drove 12467 to 19th overall and 5th in the 2.5-liter plus GT category.
The last race for 12467 took place on July 22, 1972, at the 6 Hours of Watkins Glen in New York – Round 11 in the FIA World Championship for Makes. Tony DeLorenzo and Charlie Reynolds drove 12467 – now fitted with larger rear wheel arches and finished in a distinctive Castrol Oil-sponsored white, red, and green livery – to an 11th overall result, finishing 3rd in the over 2.5-liter GT class.
Having campaigned 12467 throughout the 1972 season, Baker Motors sold the Daytona to Harley E. Cluxton III in January 1973. Six months later, well-known New York racer Herb Wetanson acquired the Ferrari and retained it until April 1974, when it was sold to charcoal heir Daniel P. Kingsford of Princeton, New Jersey.
In summer 1975, Ferrari enthusiast Bill Kontes purchased 12467 and it remained in his care for two years before being sold to David Gunn of Sufeld, Connecticut. As Mr. Gunn intended to campaign the Ferrari in IMSA events, he sent it to Wide World of Cars in New York where it was upgraded to Series III specifications under the auspices of the dealer’s principal, the former Ferrari factory and NART mechanic Alberto Pedretti. Despite being upgraded to compete with the latest Comp Daytonas, 12467 never raced competitively again, and it was maintained in Mr. Gunn’s stable until August 1984, when it was sold back to Mr. Kontes.
Over the next decade, 12467 was shown on rare occasions at East Coast concours and, in 1993, it was acquired by an American collector with a passion for historic sports and racing cars. During his ownership, the Comp Daytona was raced in vintage events, during which time the engine block developed a crack. As a result, a new block was sourced and completely rebuilt to Series III specification (approximately 430 bhp) using many components (heads, carburetors, etc.) from the original unit. Significantly, the original engine block, internal number B162, remains with the car and is offered with the sale.
The current owner, a respected East Coast collector, regards 12467 as the ultimate dual-purpose Ferrari and has, accordingly, enjoyed this important Daytona on numerous weekend outings through the countryside and private track events at Pocono, Watkins Glen, and Summit Point. The consignor reports that the Daytona is an absolute joy to drive stating,“it’s very loud and always gets everyone’s attention,” and it would be well suited for a wide range of exclusive events, from the Le Mans Classic to the Copperstate 1000.
Today, 12467 is presented in its original 1971 NART Le Mans livery, though it retains the larger Series III fares, wheels, and aerodynamic aids that were added by Alberto Pedretti during David Gunn’s ownership. As would be expected of such a significant Ferrari, this Comp Daytona is accompanied by an impressive file of documentation that includes copies of the original Ferrari assembly sheets, foglio allestimenti, invoices to Chinetti Motors, Manufacturers Statement of Origin, as well as a report compiled by Ferrari historian Marcel Massini.
Those with a passion for Ferrari history and international endurance racing will surely recognize the significance of this 365 GTB/4 Daytona. As a direct result of this car’s 5th place finish at the 24 Hours of Le Mans in 1971, the Ferrari factory acknowledged the Daytona as a serious competition car and subsequently built 15 Comp Daytonas between 1971 and 1973. The success of NART’s two prototypes and the factory’s Series I, II, and III cars inspired many other private teams to convert road-going Daytonas for competition use.
Though Comp Daytonas were run solely by private teams and received little, if any, factory support, they were the cars to beat in Group 4 GT racing throughout the 1970s. During this period, they compiled an exceptional competition record that includes an overall win at the Tour de France and class wins at important venues, such as Le Mans, Daytona, Mont Ventoux, Montlhéry, Dijon, Hockenheim, and Watkins Glen. One example even set land-speed records at Bonneville that still stand after 40 years. As late as 1979, Comp Daytonas were still competitive – as demonstrated by a 2nd overall fnish in that year’s running of the 24 Hours of Daytona, an amazing result for a car that had been out of production for six years.
The Group 4 Daytona Competiziones were truly the last generation of dual-purpose, production-based racing cars and, with only 15 factory cars and the two NART prototypes, they are among the most exclusive Ferrari GT competition cars ever built.
Considering its remarkable race record, documented provenance, and extraordinary versatility, this 365 GTB/4 Daytona Competizione is a genuine piece of Ferrari racing history and a worthy addition to the most discriminating collection.