 |
| The
Green/Corner 365 puts on a show before it broke, 1973. |
|
Owner/racer
Willie Green
“They were exhausting to drive at Le Mans,” says Willie Green,
who drove the JCB car with Neil Corner in 1973. “Not just because
they were heavy cars, but because of the brakes. Although you could outbrake
people at the end of the Mulsanne straight, the pedal pressure was so
high you had to stamp on the pedal so hard it hurt.
“They were big and heavy, but with none of the pendulum effect in
corners of the GT40s. We had one problem though, as ours was incredibly
unstable down the (Mulsanne) straight. A little lip spoiler on the boot
would have fixed it, but the rules said you couldn’t have any aerodynamic
aids above the wheel centreline. We only found out later that the Pozzi
team had been running a spoiler under the back of the car. Our car was
built in Modena by an ex-Ferrari guy called Diena. We were probably getting
about 380bhp. We tested it at Monza, where I nearly killed myself. I’d
managed to come round the very tight left-hander in a lovely four-wheel
drift, and I came across an exhaust system lying in the middle of the
road, and burst two tyres.”
Green
raced the Daytona and a D-type on that same day at Le Mans. The two make
an interesting comparison: “In the Daytona, you could do a 4 minute
18 second-ish lap time. The D-type would do 4 mins 33 secs all day, and
you could take the kink flat-out in it every lap, but it was real heart-in-mouth
stuff in the Daytona. Yet the top speeds were barely different. At 6200rpm
in the D-type that’s about 280kph - Lofty England told me later that
they used 17-inch wheels at Le Mans - and the Daytona was barely 8kph
faster.
“I had a couple of road cars too. I bought a nice 22,000km done car
from Gerry Marshall for £4000 in 1967, and sold it on for £5500,
and I thought I’d done quite well. But then you could buy a GT40
for the same money.”
What to LOOK FOR
• Rust can take hold. “Bright, shiny cars might have
lots of plastic in them,” warns DK Engineering’s David Cottingham.
“But more worrying is one that’s been crashed. Take it to a
specialist to make sure the chassis hasn’t been bent.”
• Transaxle is a weak spot, with sloppy cwp and weak synchros
common.
Clutches cost Rs 42,000.
• A Daytona should not smoke or leave oil on its tail:
engine rebuilds are Rs 14 lakh.
• Wide rear wheels are best - nine-inch Boxer Cromodoras
fit and are near identical to unobtainable correct Campagnolos.
• Daytonas have settled comfortably into the £65,000-75,000
(Rs 45.5-52.5 lakh) bracket and the advice is not to spend much less.
| Factfile |
| FERRARI
3650TB/4 |
| HOW
MUCH? |
|
| Price
New (1971) £9927 Current prices vary from Rs 45-50 |
| HOW
FAST? |
|
| 0-100kph |
5.9sec |
| Top
speed |
282kph |
| HOW
BIG? |
|
| Length |
4425mm |
| Width |
1760mm |
| Height |
1245mm |
| Weight |
1550kg |
| ENGINE |
|
| Layout
4390cc alloy, wet-liner four-ca, dry-sumped V12, with six Weber DCN
40s |
| Max
power 352bhp at 7500rpm |
| Max
torque 48.35kgm at 5500rpm |
| SUSPENSION |
|
| Front |
Double
wishbones, coil springs and anti-roll bar. |
| Rear |
Double
wishbones, coil springs and anti-roll bar |
| STEERING |
|
| Type
Recirculating ball |
| BRAKES |
|
| Front
260mm ventilated discs |
| Rear
267mm ventilated discs |
| |
|
|
February 2002
