Ba le of the Boxers

Quarterly
The International Magazine of Ferrari & Lifestyle
Contents
Ba�le of the Boxers .4
The 365 BB vs the 512 BB
April 2006
Issue 2
ON THE COVER:
The 365 BB at rest at
one of England’s great
estates.
Vintage Ferrari Budget Fantasy .10
Can owning a Vintage Ferrari
be done cheap?
Hotel Cortijo Soto Real .16
Retreat to the pastures of Spain
Ferrari Life Quarterly
Editor
William Taylor
william@ferrarilife.com
Writers/Contributers
Bob Hagendijk
bob@ferrarilife.com
Bubbly for the Ferrari .25
Adding sparkle to the summer
Carin Tyler
David Sherwood
Andrew Naber
andrew@ferrarilife.com
365 GTC/4 Introduction .28
Preview of the Daytona’s sibling
Contact
840 Harrison Street
San Francisco, CA 94107
+1 415-216-8716
contact@ferrarilife.com
FLQ | 3
Ba�le of the Boxers
By “Boxer” with William Taylor
The conversation normally starts off
with “I heard you have a couple of Ferraris”
and is delivered with grin and a twinkle in
the eye. This is followed by my response,
“Yes a pair of Boxers”. The other person’s
expression normally immediately changes to
one of confusion followed by the scratching
of the head. A�er another minute or two,
inevitably, the person will blurt out “Why?”
Simple, they are different cars. In this case, the
two in question are a 1975 365 GT4 BB and a
1980 512 BB. Both are Weber carburetor cars,
unmodified, and both share the same Boxer
style paint scheme. Step back and then take
a look under the skin and you quickly realise
that they may be brothers, but they certainly
are not twins. The lack of exterior mirrors,
shorter rear deck, and lack of front air dam
give the 365 GT4 BB the appearance of being
4 | Ferrari Life Quarterly
a smaller more streamlined car. The front lip
spoiler, NACA ducts, added slats on the rear
deck lid, dual twin tailpipes, and larger dual
twin rear light cluster all combine to make the
512 BB look larger and tougher.
The 365 GT4 BB was the first time
Enzo Ferrari allowed the production of a 12
cylinder mid engine road car. Like most first
a�empts it is raw, unrefined, and dripping in
character. The first time I drove a 365 BB, I
understood his hesitation. In the hands of the
overly aggressive and unsuspecting, this is a
car that can bite very quickly. Bi�en customers
normally are not repeat customers. Tame it
and it is enormously rewarding. Executing
a series of high speed S curves in a 365 BB
properly is an unbeatable experience. The
upside of the raw and unrefined is the thrills
you get taking it out on a Sunday morning for
a spirited run. The downside is all these same
things make it a taxing car to pilot over long
distances and an absolute nightmare in cities.
The 512 BB was Enzo’s answer to the
downsides presented by 365 GT4 BB. It is
be�er behaved (not to be confused with well
behaved), has a lighter double plate clutch,
revised gearing to make it a more comfortable
highway cruiser, and an increased rear track to
add stability. A front spoiler was also added to
address high speed twitchiness. In summary,
the 512 BB is more of a long legged sports car
with the 365 BB remaining closer to its race
car roots. The engine grew to 5 liters from 4.4
liters and lubrication moved from wet to dry
sump. Net net, the 512 BB delivers a different
driving experience.
To own a 365 BB is a wonderful
privilege. Only 387 were made and how
many still survive is anyone’s guess. It is
unlikely you will ever run into one parked
at the local mall. In fact, I have never come
acorss another 365 BB on the road, anywhere.
Driving one is an experience. When you first
approach a 365 BB it can be a bit intimidating.
It is clearly a very fast single minded machine.
Open the rear deck lid and you are starring
at one massive block of an engine. Step back
with the rear open, and you quickly realise
that the power plant occupies half the car. It
is the command module and rocket approach,
human in front, accelerant in back. A similar
philosophy to piloting a rocket needs to be
employed; at all costs make sure you keep
the block of metal behind you. In front and
alongside are very bad for the bodywork,
driver’s health, and owner’s bank account.
While the 365 BB has tremendous amounts of
www.FerrariLife.com | 5
grip, breakaway happens with li�le advance warning.
Ge�ing into the car is actually surprisingly
easy. The door swings wide and you slide down
into the seat easily. None of the brutal contortions
demanded by the Countach are needed. The Daytona
style seats are very comfortable, enveloping and
planting you right where you need to be behind the
15 inch Nardi steering wheel. For reasons I can’t
explain, the cockpit of the 365 BB feels larger than the
512 BB. This is probably due to there being a slight
reduction in the number of controls and vents vs.
the later car. The interior also has more of a classic
late ‘60s, early ‘70s feel to it. In my case, the lighter
color interior on the 365 BB certainly helps create the
illusion of additional space.
Once se�led in, turn the ignition key to the
second position and enjoy the unique sound of the
Webers starting to feed the beast. Two short jabs
of the accelerator, and then crank the engine over.
The immediate response is loud, angry, and for the
uninitiated, disconcerting. Do it in a garage and the
echo is thunderous. This is a car with clear presence
and nearly impossible to mistake for anything but a
Ferrari. Just by the exhaust note, you know that this
6 | Ferrari Life Quarterly
is a car that demands respect and skill to be driven
properly.
Once the engine catches, it will se�le
into a low rumble and needs to be given several
minutes to warm up properly. While waiting for
the water and oil temperature gauges to begin
their climbs north, close your eyes and listen to the
mechanical orchestra si�ing directly behind you.
They do not make engines like this anymore. The
hissing of the webers, the spinning of the belts, the
movements of the pistons, the opening and closing
of the valves, all can be picked out if you listen
carefully. It is a great way to spend a few minutes.
Call it heavy metal for pistonheads. As soon as
the temperature gauges have started to climb, it is
a firm le� leg forward on the clutch, followed by
a purposeful slo�ing of the steel gear shi� lever
down into 1st. Slowly off the clutch with a bit
of thro�le and you are starting to move off. For
the first 5-10 minutes, the routine is first gear to
third and keep it under 3,000 rpm. Once properly
warmed, the fun begins.
While the 365 BB reaches triple digits
easily, running it down a straight highway at
these speeds does not unveil the magic of the
machine. A 365 BB does this with a minimum of
fuss. In these conditions the 365 BB’s sound track
is ripping, it sits firmly planted low on the road,
and in the summer the cockpit doubles as a bit
of a sauna. In fact it is easier to pilot and more
responsive the further you push the speedometer
needle up the dial. To discover the magic you
need to find a road that is neither straight nor flat.
Keeping the 365 BB perfectly balanced through
the corners while making full use of the tight
ratio gearbox is tough but immensely rewarding
when you get it right. The hugely flexible engine,
coupled with the heavy racing derived single plate
clutch, is perfectly designed for this type of driving
challenge. The clutch takes up power quickly,
allowing for quick, firm gear changes to match
the challenge of the terrain one is navigating. Do
this for an hour several times a week and you will
end up with a le� thigh significantly larger than
your right. To drive spiritedly in these conditions
requires a high level of concentration and practice.
Do it for a hour and you will be physically tired
but le� with a deep sense of accomplishment.
General
Number
Made:
365 GT4 BB: 387
512 BB: 929
512 BBi: 1007
Brakes:
Ventilated disc, 4 piston callipers
Chassis:
Type: F116 CL; Tubular subframe with aluminum
body panels welded to the chassis
Transmission:
Dry single-plate (double on 512) clutch, 5-speed +
reverse, limited slip
differential
Engine
Type:
F 133: Front Engine 65° V12, light alloy cylinder block and head
Displacement:
365 GT4 BB: 4,390 cc
512 BB/BBi: 4,942 cc
Bore & Stroke:
365 GT4 BB: 81 x 71 mm
512 BB/BBi: 82 x 78 mm
Compression Ratio:
365 GT4 BB: 8.1:1
512 BB/BBi: 9.2:1
Power:
365 GT4 BB: 380 bhp @ 7,700 RPMs
512 BB: 360 bhp @ 6,800 RPMs
512 BBi: 340 bhp @ 6,000 RPMs
Torque:
413 lb/�
Performance
Acceleration:
Manual: 0-60 mph 5.6 seconds
Top Speed:
165 mph
www.FerrariLife.com | 7
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check our classified section with over 400
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8 | Ferrari Life Quarterly
The 512 BB is the 365 GT4 BB’s more
civilized younger brother. The raw edge is
still there; just this time a bit of polish has been
added. The 512 BB does not feel as fast as the
365 BB but this is an illusion caused by a small
reduction in the cockpit noise coupled with the
taller gearing. The lighter double plate clutch
also makes shi�ing easier. The 5 liter engine is
very capable of propelling the 512 BB to “night
in jail” type speeds before you realize just how
fast you are now going. Cruising in fi�h gear
at 3,400 RPMs and you are into triple digit mph
territory. Adjustments made to the suspension
reduced the “tail squat” of the 365 BB under
hard acceleration. The front spoiler eliminates
any high speed front end lightness resulting in
a very “glued to the road” feeling. As the 512
BB feels completely unstressed doing all this,
on the highway you tend to drive it faster than
you might another car. One huge advantage to
these changes is that it is a much easier car to live
with on long distant jaunts. Three to five hours
in a 512 BB is not a punishing experience, and
the stereo can actually be heard. To drive one
across Europe is a bonding experience between
man and machine.
The cockpit on the 512 BB has a more
distinct late ‘70s, early ‘80s feel about it.
Specifically why, I am not sure, but it does
feel more crowded. The seats are equally as
comfortable as those on the 365 BB but the
inertia reel seat belts make ge�ing in and out
a bit easier. Ge�ing the 512 BB started when
cold is a bit more dramatic and requires more
patience than the earlier car. Whether this
is related to the 512 BB having a different
lubrication system or just the current condition
of the two different starter motors, I am not
sure, but there definitely is a difference. Once
moving, the immense torque provides a viable
substitute to changing gears for extended
periods if you are so inclined. All the things
that make it much more liveable on the open
road, do take away a bit of the edge in the
twisty stuff.
In the end, they are similar but with key
differences. A�er a couple of hours behind the
wheel of the 365 GT4 BB, I am ready to get out.
A�er the same amount of time in the 512 BB,
I want to keep going. Preference really comes
down to type of usage. Both are great driver’s
cars that reward skill. It is hard to go wrong
with either.
www.FerrariLife.com | 9
Vintage Ferrari Budget Fantasy
By William Taylor with TomYang.net
I have o�en heard people new to the world
of Vintage Ferraris proclaim that they can run these
cars on tight budgets if they just buy the right car.
Normally this means one that has been already
restored and is si�ing, gleaming, in a dealer’s
showroom. Innocence may be wonderful but it is
also financially dangerous. The reality from what I
have seen is slightly different. The following is taken
from one man’s experience over the first few years
of Vintage Ferrari ownership. Some of the details
on what follows have been altered to protect the
owner from his accountant, and possibly, his spouse.
It should also be kept in mind that the owner did
indeed drive the car over 15,000 miles over the first
several years of ownership detailed here. Hence, all
these repairs were not done on a garage queen, but
on a car that got a good amount of use. It is a bit of
a “Catch 22”, use the car (why else have it?) as you
should, and any problems will quickly come to the
surface. Buy it for display in your garage, and the
10 | Ferrari Life Quarterly
problems may well remain hidden, but they
are sure to multiply. In fact, many garage
queens are a result of an owner buying a
car with a mistaken view on the running
cost. The car gets a bit of use; some issues
needing rectification are discovered. The
maintenance costs quickly soar above the
owner’s means or expectations and the
car gets parked. Once parked, things go
from bad to worse and twenty years later it
emerges as a “Garage Find” at an auction.
The specific Ferrari in question
had been said to have undergone a
full restoration a few years prior to its
purchase. It is a mid ‘60s vintage 2+2 and
was described by the vendor as being in
excellent condition. The purchase was
made through a well known vintage car
dealer in Europe. The history on the car
was checked and did not seem to contain
anything out of the ordinary. A pre
purchase inspection was carried out which
did not reveal any issues that the vendor
did not correct when found. Net net, the
buyer did all the right things. Despite this,
this Prancing Horse has managed to have
one hoof firmly planted into its owner’s
wallet for the past several years.
The story starts with a problem
being discovered with the oil pressure
shortly a�er the purchase. This turned
out to be everyone’s biggest nightmare,
necessitating an engine rebuild. When
the new owner contacted the dealer
about the problem, the dealer claimed
not to have any knowledge of the issue
or responsibility for its rectification. As
a very high percentage of Vintage Ferrari
sales done by independent specialists are
actually brokerage or commission sales
(i.e. the dealer does not own the car being
sold but is selling the car on behalf of a
private owner), this is not an uncommon
problem. As the dealer never owns the
car, in many cases he will take the position
that he is not responsible for any issues
that arise post the execution of the sale. In
some cases going so far as to inform the
buyer that he should contact the last owner
if he has any problems. From the buyer’s
standpoint, the dealer is the person you
bought the car from and therefore should
take responsibility for fixing any hidden
issues. In days of old, certainly on any
foreign sale, it was a fairly safe position
for a dealer to take. Reputations were
local and a foreign buyer had li�le chance
of recourse. The internet has changed
that dramatically, today the Ferrari
market is international and so are dealer’s
www.FerrariLife.com | 11
reputations. In the last several years, the rise of
sites like Ferrari Life and TomYang.net insure
that information on individual cars and dealers
is widely shared among owners and enthusiasts
around the world. Treat a client badly now,
and a dealer risks having the entire Ferrari
community reading about the clients experience.
Returning to the Ferrari in question,
before we get into the engine rebuild, it
should be noted that the new owner had a
list of discretionary items he wanted to have
addressed. These included adding rear seat
belts, making a license plate holder, replacing a
door handle, replacing the gas tubing, installing
a the� protection ba�ery cut off switch, fixing the
mounts on the passenger seat, plus a few other
items. The car overheated in heavy city traffic, so
12 | Ferrari Life Quarterly
work needed to be done on the cooling system.
Many of these issues should be expected when
you buy any used car all be it that any used
car might not ring up $5,000 to correct them.
In any event, planning on $3,000 to $5,000 for
initial expenditures when you first purchase any
Vintage Ferrari is probably prudent.
Here is a list of the more discretionary
items tackled in the first wave: Remove gasoline
tubing, air filter, alternator belt, clean carbs,
check brakes, change fluids, redo gas tubing,
remove console and seats, center tunnel, gear box
cover, check reverse gear, and fork, remove shi�
linkage casting and check bushing, remove hood,
remove radiator, install new alternator belt,
install ba�ery cut off switch, remove door panel,
repair door handle, reassemble door panel,
disassemble shi� linkage and remove steel bushing
and install new one, reassemble and check reverse
gear, reassemble windshield switch and check for
short, remove passenger seat track and repair, remove
rear seats and install safety belts, install hood, install
front seatbelts, install rear seats, fabricate license plate
holder, repair windshield wiper, remove oil pan and
change oil pressure valve, check electric fan function,
remove thermostat, test car for oil pressure problem.
When the results came back from the last item
listed above, it was decided that the bo�om end of
the engine needed to be rebuilt. To get the engine out
you need to remove the hood, radiator, water tubing,
electrical wiring, exhaust tubing, etc. Then to get the
transmission out you have to remove the seats and
interior, transmission sha�, gear box, and finally the
engine from the chassis. Once the engine was out and
disassembled, it turned out that it had been rebuilt
once before and the valves had been reused. This
finding resulted in all the valves and guides being
replaced as well. Here is a list of all the work done:
• Disassemble engine completely, clean parts.
• Install head on block, install sha� for bluing, adjust
bearings, realign block with sha�, clean bearings,
block and parts, timing chain, pistons, crank, rocker
arm, etc.
• Remove, valves, clean head surface
• Install bearings, crank sha�, pistons, con rod
bearings, remove valve guides and install new ones,
hone valve guides, machine seats, lap valves, clean
valves and head, install valves, and seals, check height
and pressure on springs, install springs, rocker arms,
and cam.
• Then adjust valves, install head on block, install
timing chain, adjust timing, install distributor,
reassemble engine. Install engine, gearbox, reassemble
interior, adjust front springs, change fan motor for a
grand total of $21,500.
With all of the above taken care of, you would
hope you are now out of the woods. Well, not quite
as the next six months further work needed to be
done on the cooling system, top end of the engine
(which is usual post an engine rebuild), brakes, and
suspension all for an additional $9,850.
Things did get a bit be�er in months 13-18
with major work limited to replacing the exhaust
system and the fi�ing of new tires. As mentioned
the car did get 15,000 miles of use in the two year
period, so replacing the tires is to be expected. In
fact one of the first things you should check when
taking delivery of a vintage car is the age of the tires.
If they are more than eight years old, replacement
www.FerrariLife.com | 13
is a wise investment. The improvement in the
cars handling that fresh rubber delivers is quite
dramatic. To tell the age of tires you look on
its sidewall for the le�ers DOT followed by one
or more ovals containing numbers. Older tires
may be marked only on one side. The last oval
will have three or four digits. If there are three
digits, the first two are the week of the year and
the last digit is the year of manufacture (the
digits 229, for example, would indicate the tire
was manufactured in the 22nd week of 1999).
To distinguish between the 80 and 90 decades,
tires manufactured in the 90’s will have a raised
triangle to the right of the manufacture date.
Beginning with the year 2000 there are four
digits. The first two are the week of the year and
the last two are the year of manufacture (2301
indicates the tire was manufactured in the 23rd
week of 2001). The work above totalled up to
$3,250 Now the good news is that the bills where
dropping over each six month period.
14 | Ferrari Life Quarterly
Unfortunately a few more
surprises leaped forward in the next half
year. All of these items are what I would
call a final batch of “sorting out” issues,
not uncommon for a 30+ year old car
which likely did not get much use in the
last decade. Included in this final batch
were replacing the parking brake cable,
addressing problems with the steering,
replacing worn bearings, and a few
other minor problems. The total for the
final batch of our two year period was
rung up at $3,200.
The bills for the first two years
totalled up to a grand total of $37,800.
In fairness, a li�le over half to the
$37,800 was spent on an engine rebuild.
However, that still leaves a he�y
$16,300 for investment in other deferred
maintenance items. The general
recommendation I have heard from
experienced owners is to always budget
an extra $5,000 - $10,000 in the first year
of vintage ownership to take care of all
the unexpected issues that will arise.
Seems like very sound advice.
For additional reading about buying
a Vintage Ferrari be sure to read our
Vintage Buyer’s Guides covering six
different models from the 250 GTE to
the Dino 246. To download visit
www.ferrarilife.com/library
and click Buyer’s Guide.
www.FerrariLife.com | 15
Ferrari Destination:
Hotel Cortijo Soto Real
by Carin Tyler
Thirty heavily patrolled highway minutes from
Seville’s San Paolo Airport, we exited the highway and
drove through the first (and last) village, Las Cabezas de
San Juan. For the next 13 km, we drove the Andalusia
countryside of vast, undulating hills and valleys
sca�ered with Olive Trees, Orange Groves and the odd
estate: a picture-perfect scene of natural tranquillity.
A�er announcing ourselves at the Cortijo Soto
Real’s clearly marked Gate, we drove along a dirt road
with no hotel in site. Hills and valleys to the le� and
right, we continued down the drive. Passing stables and
what appeared to be a Bull Ring, a small, tiled, arrowed
sign ‘Reception’ reassured us we were close. Beautiful
manicured gardens surrounded this cobble stone drive.
Tall palm trees in the square ahead were flanked by an
elegant Spanish Palace on the right (originally built by
an Arabian prince), a Chapel in the centre and similarly
styled buildings on the le�. Greeted by a friendly
18 | Ferrari Life Quarterly
Concierge waiting, we did not need to guess which
building was the reception.
We were escorted back to the Bull Ring. A Villa
has been built into the front and now opens onto a
grass terrace, circular gardens around the perimeter,
and a round swimming pool carved into the centre of
these Ring. ‘The Plaza de Toros’ is the ultimate private
suite. The bedroom room had 2 twin beds which we
had re-sheeted to create a king. The spacious Bathroom
had both a hydro-massage bath (which we enjoyed
before dinner) and a large walk-in Marble Shower with
3 different shower heads (an invigorating way to start
your day); 2 vanities separated by generous marble
counter space easily accommodating the contents of 2
cosmetic kits; wonderful Loewe amenities and a bidet
in addition to the toilet (very European) completed
the bathroom. Closet and cupboard space generously
accommodated our clothes, as we are not known for
travelling light. We secured our valuables
in the discreetly hidden safe. The large airy
Living/Dining Room also had a Kitchene�e
area discretely tucked behind shu�ered doors.
Sliding glass doors cover 2 sides of the room and
open directly out to the Bull Ring. Furnishings,
simple and tastefully Spanish, included a Bull’s
Head hanging over the sofa as a reminder that
loosing here did have its penalties. Stepping into
the Ring, an air of authenticity is maintained
despite the pool, gardens and sheltered dining
patio. The views are incredible. To facilitate
our movements around this huge Andalusian
paradise, they provided a motorized Golf Cart.
Later that day, we set off on the
complimentary mountain bikes to explore the
five thousand acres of hills and valleys. A�er
biking along the well cared-for trails for an
hour, we still had not run into a boundary to
the estate. We off-roaded up the dirt hills and
across its valleys – even these were impeccably
ploughed. We stopping now and then to take in
the surroundings, and quickly concluded that
Cortijo Soto Real is truly an oasis of peace and
tranquillity.
Having built a thirst biking, we
returned to the Hotel. The Salon Chimenea
had a warm and welcoming atmosphere; we
discovered it was designed by the famous
Spanish decorator Pascua Ortega. Its Honour
Bar (with a Bartender on call if you prefer) had
a wide variety of drinks to quench our thirst;
and the wonderful Spanish almonds hit the
slight hunger spot. The choice for us of where
to unwind was relatively easy as it was fall and
a slight chill had creped into the air. Had it
been summer, the choice would have been more
difficult. We could have lingered over a drink
on one of the plush lounge chairs by the outdoor
Swimming Pool, or on one of cushioned wicker
chairs surrounding the glass tables in one of
the pergolas or on white wrought-ironed chairs
and tables on one of the many beautiful terraces
(including the one off our room).
As this is Spain, at 6:30pm, we found
ourselves with 3 more hours until dinner. We
opted for the ‘’Centro de Belleza’’ – their indoor
world of health, well-being and beauty. We had
a quick swim in the indoor Pool followed by
relaxing soak in the hot, bubbling Jacuzzi which
felt great. Gazing around, we noticed there was
also a Sauna, Steam Room and Massage/Beauty
Rooms. Had we felt more energetic, we could
have opted for a game of Tennis on the outdoor
courts or worked out in the Gym. Back at the
Plaza de Toros, we decided to take a siesta
before dinner.
We motored up to the dining room of the
www.FerrariLife.com | 19
Al-Andalus Restaurant on the golf
cart with the cool night air waking
us up completely. We started with
a selection of Andalusian appetizers
(Pata Negra ham, Chicorzie, and
Manchego Cheese) and moved
onto the best tasting, freshest, most
beautifully presented Seafood Pialia
we had ever had. Although full, we
were unable to resist the Coulant de
Chocolate, it would warm the hearts
of chocolate lovers the world over. A
gourmet end to a perfect day!
Awakening to the blue skies
of Andalusia with the sun streaming
in through the window, puts a huge
smile on the face before you even get
out of bed. Somehow the sky seems
bigger here. Maybe it is richness of
the deep, almost cobalt, blue colour it
has combined with the never ending
rolling green hills. To complement
our enjoyment of this fine morning,
hot coffee was delivered to the
terrace; the day was off to a great
start. Back on the golf cart, we
headed for the Breakfast buffet in the
Blue Room.
The Orange Juice in the
crystal cra� was like a beacon. One
sip and you knew someone was up
early to pick and squeeze the oranges
20 | Ferrari Life Quarterly
from the Estate’s Orange Groves.
The Iberian ham was complemented
with thinly sliced tomatoes, a
sprinkle of Cortijo Soto Real’s own
olive oil and freshly baked cibata.
Somehow the traditional English
Breakfast of scrabbled eggs, bacon &
sausages, smoked salmon, pastries,
yogurt, cereal and fresh fruit were
not as interesting and in fact,
seemed out of place here; although
others seemed to be going back for
more and ordering other specialty
breakfast items a la carte. Finished
with an creamy Expresso and
another glass of orange juice (just
can’t seem to get enough) we were
good to go.
We had arranged for a
romantic horse carriage ride to take
us on a relaxing ride around the
Estate. They thoughtfully wrapped
us in warm, wool blankets and
we were off. Camera in hand we
snapped away to ensure we would
capture the surroundings and
abundant fauna and flora. Stunning
– absolutely gorgeous! Next time we
will arrange to take along a picnic
basket and have a tranquil lunch
somewhere along the way! For now,
we reserved for a moonlight carriage
www.FerrariLife.com | 21
ride with champagne under the stars!
Lying on one of the superbly comfortable
lounges beside the beautiful outdoor pool, a
luxurious tranquillity sets in. Whether you take in the
surroundings lying by the pool; by a horse carriage
ride; by taking a stroll, walk, run or bike ride through
the grounds; one thing is for certain, you can’t help but
enjoy this oasis of peace and tranquillity. The natural
beauty of the undulating Andalusian hills and valleys
surround you as far as you can see.
It was time to be a li�le adventurous. The
Quad Bikes fit the bill as neither of us had ever ridden
them. Helmets secured, gears figured out, off we went
(following the hotel’s bike guide). Up hills and down,
along the valley floor we sped. Incredible!
Sensing our enjoyment, the guide took the notch
up a level – YIKES – there were some seriously steep
hills – looking back, my fear has turned into a memory
22 | Ferrari Life Quarterly
of fun! Really fun – felt like a kid again and
did not want to stop when our hour was
up.
It was time to explore Andalusia.
We headed to the Reception (in the former
Chapel) to have a chat with the helpful
and knowledgeable Concierge. Choices,
choices, choices as the Hotel is so ideally
located and within a hours casual drive
of at least a dozen places worth a visit. A
short jaunt could take us to Andalusia’s
capital city of Seville with its Royal Palace,
the Giraldi Cathedral and experience the
excitement of bullfight; or the sherry capital
of Jerez de la Frontera with the Carthusian
Horses. Other options are one of the many
famous White Villages, Rhonda with its
plunging river gorge ‘El Tajo’, or Europe’s
largest waterfowl sanctuary in the Donana
National Park. We decided to take a short
drive to one of the White Villages, well
known for its hand-made leather goods.
There we found several shops which
specialized in Jackets, one in particular
appealed to our tastes with its simple but
elegant designs. For under €300 you could
order a tailor made leather jacket, fully
lined in silk. We had some delicious tapas
at a local bar before heading back.
When we returned to the Cortijo
Soto Real, we happened upon the General
Manager of the Hotel – a very friendly
Belgian with a clear passion for both the
hotel and making sure we had a wonderful
experience here. We had a great chat about
the hotel and then he took us on a tour
of some of the other rooms and suites.
The Palacio was originally built by the
Arabian Prince and was transformed into
luxury suites maintaining the Moorish
architecture. The Suite de Charlo�e was
my favourite as it featured an authentic
marble bathtub centering the marble
bathroom; a lovely lounge which opened
onto a long terrace overlooking the outdoor
pool; an elegant bedroom with a separate
office opening to yet another terrace facing
the orange grove. The El Torreon Tower
Suite however, was a close second. It
had surround floor to ceiling windows
providing a 270 degree view of the
surrounding countryside. While I loved
our Plaza de Toro, the next time, we’ll book
the Suite de Charlo�e. I can’t wait to have a
rose-petal strewn bath in that marble tub!
As we cha�ed about the Hotel
and all it had to offer, we thought what
a fantastic location for a business retreat
as well. With complete facilities well
organized, clearly they have had many (not
to mention weddings, family reunions and
other banquets). Apparently, the Cortijo
Soto Real can also be exclusively booked
for a private hunt– whether it be redlegged partridges, rabbits, quals, doves,
hares or trush, depends on the season. I
was comforted to know that the shoots are
only possible if the estate is booked out
exclusively – so we can enjoy the walks,
bike rides, 4x4/quad rides knowing that
our heads will not end up joining the
unfortunate bull on the wall.
The Cortijo Soto Real is a treasure
– a special place; truly a natural oasis of
beautiful peace and luxurious tranquillity
in the heart of Andalusia.
From a Ferrari friendly standpoint,
the access road from the highway to the
hotel is in fair condition and you do need
to keep your eyes out for the occasional
pothole. The road from the gate to the
hotel is not paved but it is flat and well
taken care of. Covered parking is available
and a car wash can be arranged. The roads
from the hotel to many of the areas sites are
scenic and make for a challenging drive.
Hotel Cortijo Soto Real
Ctra. Las Cabezas
KM 13
41730 Las Cabezas
(Sevilla), Spain
Telephone: +34 955 869 200
Fax: +34 955 869 202
www.slh.com/cortijo
Email: reservations@hotelcortijosotoreal.
com
www.FerrariLife.com | 23
24 | Ferrari Life Quarterly
Bubbly for the Boxer, Berline�a, or Barche�a
By David Sherwood
Spring is here, and so the motoring season has
begun in earnest for much of the US and Europe. As it
is time to unleash the fine product of Maranello from
the garage and let them prowl for good picnic sites and
restaurants, the question becomes, “if you’re going to have
a li�le something to quench your thirst before dinner or
with the picnic, what should it be?”
The short answer can be found in two simple facts:
no one should drive a Ferrari to picnics or restaurants on
their own (if you do so, please stop reading here), which
leads me to the second fact: three easy le�ers: LLC. No,
it’s not the corporate vehicle that you use to protect,
shield, or take advantage of whatever it is that your LLCs
are doing for you these days (from what I can tell, they
make my accountant quite wealthy but me not so much),
it stands for this: Ladies Love Champagne.
Ladies Love Champagne, that much in life is true.
Serve the bubbly, and see the smiles come out. It can
be pink, white, dry, or sweet, and the result is the same.
When my lovely wife gets together with her friends to do
whatever it is that ladies do on girls’ nights out, what do
they drink? Champagne. Not much else ma�ers as long
is there is a cork to pop.
Now of course there is more to champagne, just
as there is much, much, much more to women. So let’s
get down to the brass tacks. While all bubbly is sparkling
wine, not all bubbly is Champagne. Champagne only
comes from the Champagne region in France, just as all
Burgundies come from Burgundy, all Bordeaux come
from Bordeaux, and all Napa wines come from Napa. A
Cabernet Sauvignon in a “Bordeaux style” made in Chili?
Not a Bordeaux. Bubbly made in Napa? Not Champagne,
just sparkling wine.
That being said, just like other places besides
Bordeaux make great Cabernets, other places besides
Champagne make fine bubbly. But let’s start at home
base with Champagne.
Unlike the wines you buy, Champagne is typically
www.FerrariLife.com | 25
non-vintage, meaning that the juice has been blended
from a number of different years. And speaking of the
juice, it can be made from Chardonnay, Pinot Noir, or
Pinot Meunier grapes, or most o�en a combination of
some or all of the three. The big hi�ers in that group
are Pinot Noir and Chardonnay, with the Pinot Meunier
considered more to be the secret sauce addition to the
blends to round them out. There are specific grape
Champagnes, and they are called either Blanc de Blancs,
(white from whites) which means that it’s made out of
100% Chardonnay grapes, or Blanc de Noirs (white from
blacks), which is made out of Pinot Noir and/or Pinot
Noir and Pinot Meunier (but no Chardonnay). Either
way, these champagnes are white (not rosé). The rosé
Champagnes that you see are typically made by adding
some red wine from the Champagne region into the mix,
or if the Champagne house wants to roll the dice a bit they
can try to make rosé Champagne by extracting some of
the color from the red grape skins during their pressing,
which is much trickier than just dumping in some red
wine.
Champagne can be bone dry (Brut Nature), dry
(Brut), slightly sweet (Extra Dry), noticeably sweet (Sec),
really sweet (Demi-Sec), and extremely sweet (Doux).
What you’ll typically see in the store is Brut, Extra Dry,
and Sec, with the occasional Demi-Sec bouncing about. I
personally have never seen the bone dry Brut Nature or
super sweet Doux, and so can assure you that 7-Eleven
doesn’t carry those styles. However, I look forward to the
day when I get my hands on a Doux, as I’m guessing it’ll
26 | Ferrari Life Quarterly
be a fantastic dessert wine, which, of course, is what it’s
meant to be. Depending on how sweet your tooth is, pick
your weapon. If you don’t know, start with Brut, as it’s
the most popular.
Aside from the non-vintage Champagnes, there
are also vintage Champagnes that the Champagne houses
will release from time to time. Just like with ports, not
all years are good enough to be considered vintage
years. Unlike ports, Champagne houses release vintage
Champagnes when they’re ready to drink, which means
that you’re not going to see any 2004 vintage Champagne
on the market. Most likely, everything you’ll see in the
store is going to be from the 1990s. If you can find vintage
1990 Dom Perignon, buy a few bo�les as it is an excellent
example of a fine vintage Champagne.
I personally consider vintage Champagnes to be
“buy and go” beverages, meaning that I don’t look to
leave them in the cellar for a lengthy period of time, say,
as I would with my ports, Bordeaux, and white zinfandel.
Some folks do like to age their champagnes beyond their
vintage release, but I haven’t found it compelling enough
for me to do so. If you have a cellar, I’d say buy a few
and see if you like them now or in 10 years. If you really
want to go old school on ageing your champagne, pick
up some of the 1907 Heidesieck Champagne from the
famous “Champagne Wreck” and tell your friends that
you like your champagne old and aged on the nearfreezing temperatures of the Baltic Sea floor. Then show
them the bo�le and inform them that since it’s still not
ready to drink, in your opinion, you’re going to have
some of the new stuff instead.
Which gets us to the question, which Champagnes
should we be drinking? The first answer to this is that
if you’re going to use Champagnes or other sparkling
wines to make aperitifs (mimosas, kir royales, etc.),
don’t use expensive champagne. Whatever you’re going
to put into it will kill the nuances of good bubbly. Buy
stuff that doesn’t give you a hangover and call it a day. If
I’m drinking non-vintage Champagne, I have to profess
a preference for Tai�inger Brut, which I personally find
to be well-balanced and not too tart (which is my main
beef with a lot of the stuff on the shelf). My suggestion
on champagnes is this: have a champagne party where
your friends each bring a different bo�le and taste them
all together. Only by tasting them together (this holds
true for wines as well) and by being able to compare and
contrast will you get a good sense of what you like and
what you don’t. If you’re looking for the quick answer
without having to taste, I’d say, “buy the Tai� and don’t
look back”, and you can’t go wrong buying Veuve
Clicquot, as everyone recognizes it as a good brand. It’s
not my favorite Champagne, but I don’t feel sheepish
carrying it into someone’s home.
There is also a vibrant world of bubbly beyond
Champagne. A number of Champagne houses produce
sparkling wine from California which is quite good, and a
number of locals do a great job as well. Schramsberg is a
California sparkling wine maker that I like, and Domaine
Chandon produces fine bubbly as well.
I also believe in the road less traveled, which leads
us to my favorite bubbly: Prosecco, made in the Vene�o
region (think Venice) of Italy. I find it to be more floral and
fruity than Champagne, as well as less tart. For a warm
sunny day when you want something bubbly, crisp, and
refreshing, Prosecco’s perfect. It has the ability to refresh
and quench the palate where the tartness of Champagne
would leave you wanting. And with bo�les costing
between $12 and $20 for the good stuff, it’s a great value.
So with gas prices heading ever higher this summer, you
can save on the bubbly with Prosecco so that you’ll have
more to pour the other good stuff into the not quite so
fuel efficient machine with the Prancing Horse on the
hood.
www.FerrariLife.com | 27
365 GTC/4 Buyer’s Guide Preview
(For the full Guide visit www.ferrarilife.com/library)
Introduction
Growing up in the
shadow of a more famous older
sibling is never easy. Many of
your finest a�ributes become
overshadowed and just how
good you were in your own
right, gets forgo�en in the mist
of time. This is the story of the
365 GTC/4. When new, the 365
GTC/4 actually commanded a
small premium price over the
365 GTB/4 Daytona. Unlike the
Daytona, it had a self leveling
rear suspension, power steering, and a clutch that does not
double as a “thigh master.” The
engine size is identical and seating is technically for four. All
of these a�ributes produced a
car that was both useable on a
daily basis and could still out
perform just about anything
28 | Ferrari Life Quarterly
else out there on the road, both
when it was launched and still
today. It is also 3 times rarer
than the Daytona with only 500
units produced in its short 18
month production run. Despite
this, today the market currently values the Daytona much
higher than the 365 GTC/4.
In many ways the market value is a result of the 365
GTC/4 being a hard Ferrari to
understand. While it has four
seats, Ferrari never marketed
it as a 2+2 and in reality; the
rear seats are only suitable for
small children and most owners
fold the rear seat back down,
revealing a luggage platform
like the other Ferrari 2 seaters of
the period. Many of the chassis and suspension elements
were taken from the 365 GT 2+2
but it was clearly not the intended successor model for the
“Queen Mary.” The 365 GT4
2+2 introduced in 1972 would
fill this niche in the Ferrari
line up. From a performance
stand point, it would be fairer
to say that the 365 GTC/4 really
replaced the 365 GTC. Like the
365 GTC, the 365 GTC/4 provides both comfort and outstanding performance expected
in a top end GT while having
no racing pretensions.
The official launch of
the C/4 was at the March 1971
Geneva Auto Show. Li�le
information, beyond a few spy
shots, had leaked out about the
C/4 prior to its official unveiling. The basic design was
completely new and a clear
break from all former “gentlemen enthusiast” aimed Ferraris. From a conceptual point
of view, it shares the wedge of
the 365 GTB/4 Daytona’s with a
long hood, and a raked windscreen which flows gracefully
across the roof before descending across the rear windshield
to the short Kamm tail. From
the sides, the lines are extremely clean, elegant, and flowing.
The beauty of the lines is probably best captured from a rear 3
quarters view. Where the Pininfarina design really departed
from the past was in using a
black polyurethane ring to completely surround the front air
intake and act as a bumper. The
standard egg crate grill, driving
lights, and turn signals are recessed within the ring bumper.
Despite rumors, this design element was not meant as a tribute
to the lead singer of the Rolling
Stones. On darker colored cars,
the bumper tends to blend in
smoothly. On lighter colors, it
is more of an acquired taste.
Unlike the Daytona,
Pininfarina both styled and
built the C/4’s bodies. The C/4’s
body is constructed of steel
with an aluminum front hood
and trunk. The body sits on an
oval tubular steel chassis. The
wheel base at 2500mm is 150
mm shorter than the 365 GT
2+2 and 100 mm longer than
the Daytona. Both the front
and rear tracks are 1480 mm to
provide excellent high speed
cruising stability. The floor pan,
footwells, and firewalls are all
fiberglass and bonded to the
chassis. Power is provided by a
60 degree 12 cylinder wet sump
engine producing 320 bhp at
6200 rpm. Unique to the C/4
are the six side draught Weber
carburetors. The side mounting reduces the overall height
of the engine, allowing for the
low hood line. The 5 speed
gearbox is a�ached directly to
the engine and a rigid torque
tube carries the propeller sha�
to the differential. The Type 101
engine delivered a top speed of
150 mph, a 0-60mph time of 7.3
seconds, and propelled the C/4
to 100 mph in a very quick 12
seconds. Cooling was provided
by the front mounted radiator
with twin electric fans. The
Daytona was the last 12 cylinder Ferrari to use chain driven
camsha�s. The timing chain on
the C/4 was initially fi�ed with
an automatic tensioner, about
half way through the production this was changed to a
manually adjustable tensioner.
The C/4 is car designed
for sporting driving from which
you can emerge relaxed.The
suspension is typical Ferrari:
unequal length A arms, tubular
shock absorbers, coil springs
and anti-roll bars front and rear.
The rear is also fi�ed with a
Koni self leveling device, very
similar to the one used on the
365 GT 2+2. Under hard acceleration, this effectively prevents tail squat, providing for
a smooth balanced comfortable
ride. The brakes have improved
stopping power vs. the 365
GT’s. The brakes are ventilated,
single caliper iron discs on all
four corners. Each disc’s caliper contains 4 hydraulic cylinders. Twin master cylinders
with vacuum servo assist feed
opposing pairs of cylinders on
each wheel. Original tires are
Michelin XWX 215/70 VR 15 on
both front and rear which sat on
Cromordora alloy 7.5 x 15 inch
five spoke wheels with Borrani
wires optional. ZF power assisted steering is standard. The
steering is light but provides
good feedback, allowing for the
C/4 to be comfortable driven
both in the city and hard on
curvy mountain roads. When
introduced, it was regarded as
the best power assisted system
on the market. A single dry
plate mechanically operated
clutch is light and easy on the
driver, far more forgiving than
the hard racing style clutch
fi�ed on the Daytona. Clutch
pressure is reduced through the
use of an assister spring incorporated into the suspended
pedal box. The 5 speed gearbox is laid out in a traditional
H pa�ern. First gear is up to
the le� with reverse down on
the right opposite 5th. Gear
changes in the leather hooded
gate are short and precise. The
C/4 is fi�ed with twin retractable headlights, meeting new
US regulations that had come
recently into force in 1970. At
the rear a pair of three circular
units contains the reverse lights,
brake lights, turn indicator, and
a reflector.
The C/4 was offered
with the option of either a classic leather trimmed interior or
with the option of plaid inserts
for both the seat centers and
door inserts. The two piece
front seats are well padded and
comfortable with an adjustable
tilt. Front headroom is excellent and the seats are fi�ed
first with three point, and later
in the production run, inertia
reel seat belts. Designed more
for touring than the track, the
front seats do not have the
lateral support found in the
Daytona but are be�er padded and more comfortable for
a cross continent journey. The
seats move fore and a� along
the runners and have adjustable
head restraints. The seating
position is upright and visibility is excellent given the slim
pillars. The two small rear seats
can be folded forward to provide extra luggage room and
legroom in the back is in very
short supply. The impressive
www.FerrariLife.com | 29
Specifications
General:
Number Made:
Chassis:
Transmission:
Steering:
Engine:
Type:
365 GTC/4: 500
Tubular with steel metal reinforcements.
Tipo 605
Dray single-plate clutch, 5-speed gearbox +
reverse, limited slip differential
Rack and pinion
Power:
Tipo F101 AC: Front longitudinal 60° V12,
light alloy cylinder block and head; 2
valves per cylinder
320 bhp @ 7,000 rpm
Displacement:
4390 cc
Bore & Stroke:
81 x 71 mm
Compression Ratio: 8.8:1
Torque:
Suspension:
Front:
Rear:
Dimensions:
Wheelbase:
Front/Rear Track:
Weight:
Tires:
Fuel Tank:
Length:
Width:
Height:
Performance:
Acceleration:
Top Speed:
318 �/lbs (44 kgm)
Independent, double wishbones, coil
springs, anti roll bar
Independent, double wishbones, coil
springs, anti roll bar
2,500 mm
1,480/1,480 mm
1,730 kg (3,820 lbs)
Michelin 215/70 VR 15 X
100 liters
4,550 mm
1,780 mm
1,270 mm
0-60 MPH in 6.2 seconds
175 MPH (280 KMH)
Our Rating: 4 Stars
30 | Ferrari Life Quarterly
4.4 liter V12 provides plenty of
power for high speed highway
cruising, with outstanding acceleration across the rev range.
The dashboard and rear shelf
is covered in vinyl or mousehair. The Veglia instruments
are easily readable with white
le�ering on black background.
The dials are laid out logically
directly in front of the driver.
In-between the large speedometer and tachometer dials, two
smaller gauges covering water
temperature and oil pressure
are positioned. Four smaller
circular dials for fuel, oil temperature, clock, and ammeter
are mounted on the top of the
center console All other controls are mounted on the center
console and within reach of the
driver. The gear lever sits in a
leather boot in the center of the
transmission tunnel with the radio inserted above it. The three
spoke leather trimmed Nardi
steering wheel was fi�ed with
a center horn bu�on. Electric
window, air-conditioning, and
the Becker Mexico radio were
all standard.
Total luggage room is
excellent, even without folding
down the two rear seats. It is
sufficient to carry enough luggage just in the trunk for two
passengers for a week or two.
The spare tire and so� roll tool
kit are stored in a recess in the
trunk floor. Twin fuel tanks are
also fi�ed in the trunk with a
total capacity of 105 liters.
Production started in
late 1971 and ran for 500 units
through the beginning of 1973.
While the 500 C/4’s only are 1/3
of the number of total Daytona’s
produced, it was done in a 1⁄4 of
the time. Net net, vs the Daytona the C4 is 3 times as rare and
only half the price.
www.FerrariLife.com | 31
32 | FLQ