Although Ferrari’s success in competition over the course of their near 80-year history has naturally been dominated by the achievements of Scuderia Ferrari in Formula 1 and the World Sportscar Championship, the concurrent efforts of privateer teams such as NART, Écurie Francorchamps, Scuderia Filipinetti, and latterly, AF Corse are in many respects no less noteworthy. Critical to the latter group’s myriad accomplishments has been the availability of factory-prepared, race-developed GT cars derived from Ferrari’s road car range; the first such limited-production example being the sublime 250 GT SWB Competizione, introduced in 1960. 

As with many racing programs, minimizing weight, maximizing power, and optimizing handling were central to the Competizione concept; this mantra being further extended with the 275 GTB Competizione, 275 GTB Competizione Speciale, and the 365 GTB/4 Daytona Competizione. Significantly, all four “Comp” models remained highly exclusive, relative to corresponding road car production. Indeed, in the case of the Daytona, some 1,284 Berlinettas and 122 Spiders were constructed in roadgoing form between 1969 and 1973, yet just 24 Competizione versions were completed over the same timeframe. Of these, a mere 15 were officially recognized “factory builds” completed by Ferrari’s Assistenza Clienti division in Modena; the remainder being accounted for by a one-off NART-built prototype and eight officially sanctioned in-period road car “conversions.” 

Production of the factory-recognized Daytona Competiziones was subdivided into three distinct series, each comprising five cars. First unveiled in 1971, Series I chassis were notable for being fitted with all-aluminum bodies, mildly flared rear wheel arches, and a modest chin spoiler. Additionally, the road car’s quarter bumpers were omitted, while the front wings exhibited small vertical fins to aid aerodynamic stability. By contrast, the 1972-specification Series II cars were constructed with a steel main body section, albeit one fitted with an aluminum bonnet, boot lid, and doors, as employed on the roadgoing Daytona. Notably wider rear wheel arches provided an obvious point of difference relative to the Series I cars; their incorporation permitted even wider rear wheels and tires to be fitted. External and body construction differences between the Series II and 1973-built Series III cars were minimal, although the latter cars were distinct from the former by virtue of the fitment of steel rather than aluminum doors.

As if to underline the road car’s technical strengths, the Daytona Competizione retained the cylinder heads and block of the standard car’s superb 4.4-liter, quad-cam, V-12 engine, albeit with the addition of a “ram air” box for its six Weber 40 DCN carburetors and a set of sonorous straight-through side exhaust pipes. The claimed power output increased throughout the series, from an initial 436 horsepower at 7,770 rpm for Series I cars, to 402 horsepower at 8,300 rpm for the Series II, and ultimately 450 horsepower at 8,500 rpm for the Series III. 

The third series cars attained their incredible power output, approximately 100 horsepower more than a standard roadgoing Daytona, through a 9.1:1 compression ratio, special pistons connecting rods machined from a steel billet, a larger opening for the camshafts with sharper timing, a larger ram air intake, and revised exhaust manifolds. To feed the V-12 engine, four fuel pumps were fitted in place of the two utilized in 1972. Finally, larger brake calipers were fitted to allow for thicker brake pads, and forced air ducts were fitted to provide for better cooling of the brakes. 

Elsewhere—bodywork modifications, increased rim widths, and weight-saving measures aside—there was widespread commonality with the standard GTB/4; the car’s reinforced tubular chassis, five-speed gearbox, and double wishbone suspension all being retained with minimal modification.

Its no-nonsense design and relatively unstressed nature rendered the Daytona Competizione an immediate success on the track, and it rapidly ascended to the already well-populated ranks of Maranello GT greats. Its competition debut at Le Mans in 1971 yielded an impressive 5th place overall; a deserved GT class win only denied by the necessary homologation not having been forthcoming prior to the race. However, a hat-trick of class wins at the French Classic between 1972 and 1974 proved that its debut performance was no fluke; a fact further underlined by a Daytona Competizione also winning the 1972 Tour de France Automobile outright. Further afield, GT class wins were achieved in the grueling Daytona 24 Hours in 1973, 1975, and 1979, the last of which also yielded a remarkable 2nd place overall, almost a decade after the car’s introduction.

This particular example, chassis 16343, was the first of just five Series III 365 GTB/4 Competiziones constructed by Assistenza Clienti. Originally completed on 7 December 1972, it was configured in the classic Ferrari color scheme of Rosso Chiaro with a black interior, and was promptly dispatched to its first owner—long-time Ferrari associate Luigi Chinetti’s North American Racing Team—in January 1973.

Upon its arrival on American shores, 16343 underwent a modest—if evocative—cosmetic makeover, with the addition of NART’s trademark single blue and twin white longitudinal stripes to its coachwork. The team immediately embarked upon a hectic few weeks to prepare the car; no less of an event than the 1973 Daytona 24 Hours being selected for its competition debut. Although the opening round of the 1973 World Sportscar Championship, the race attracted a disappointing Sports Prototype entry, with only the two Gulf-Mirages and the single works-entered Matra MS670 being considered likely contenders for outright victory. By contrast, the over 2-liter GT category boasted some 22 entries, including six “Big Block” Chevrolet Corvettes and nine Porsche 911S or S/T derivatives. In addition, NART entered a four-car team of Daytona Competiziones, consisting of their self-constructed #14141 “Conversion,” Series I #14889, Series II #15685, and the still-gleaming Series III #16343. 

Driving duties for 16343 were assigned to Claude Ballot-Léna and Jean-Claude Andruet; the pair having been victorious at Le Mans in 1972 at the wheel of a Charles Pozzi-entered “Daytona Comp.” The race weekend started in promising fashion, with the pair qualifying 16th—and fastest Ferrari. However, the race proved altogether more challenging for the all-French crew, with an accident eliminating the car from the race after 284 laps.

Chassis 16343 traveled to France for the 24 Hours of Le Mans as part of a three-car NART team in 1974. Crewed by sometime French Formula 3 competitor Jean-Pierre Paoli and Formula Renault frontrunner Alain Couderc, the pair surprised many with their pace, eventually qualifying 29th fastest overall, and 8th fastest in the 22-car GTS class. Once again, however, the race proved somewhat of a reality check; the pair crashed into retirement at the Esses after just four laps. Significantly, the race proved a poignant one for NART, for it represented the last time a Daytona Competizione would appear in their colors at the great race.

Appropriately, 16343’s final race with NART took place at the team’s local track of Watkins Glen, New York, barely a month after the disappointment of Le Mans. The venue’s eponymous 6-hour race had operated as a World Sportscar Championship round since 1968, and as works teams from Alfa Romeo and Matra-Simca—both bidding for outright victory—assembled at the scenic upstate track in mid-July, so too did a rich blend of privateer GT and Trans-Am entrants. On this occasion, 16343 was entrusted to NART stalwart Alain Cudini and 1972 Indy 500 Rookie of the Year Mike Hiss, although yet again the race proved to be a case of what might have been, with the pair retiring once again with engine failure. 

Duly repaired, 16343 was sold by Chinetti to Vic Loh’s Interscope Racing team in early 1975; the car consequently being repainted in the outfit’s distinctive livery of black with longitudinal purple, orange, and pink stripes. In film producer and Interscope Records founder Ted Field, the team had a wealthy and ambitious backer who would ensure their rise to prominence in Formula 5000, USAC and IMSA racing throughout the late 1970s and early 1980s. Driving duties were primarily entrusted to “The Flyin’ Hawaiian,” Danny Ongais, or Field himself; however, the team recruited experienced Formula A pilots Joh Woodner and Fred Phillips to drive 16343. Their first race together—in a reprise of the car’s competition debut two years earlier—was to be at February’s Daytona 24 Hours, although happily, the car performed magnificently to take a richly deserved GT class win and 7th place overall, in a field containing no less than 13 3.0-liter Porsche 911 Carrera RSRs.

Evidently, Field assumed ownership of 16343 from Loh sometime in the late 1970s, although there is no evidence to suggest that Interscope raced the car again. Indeed, it is possible that their increasing USAC and IMSA commitments had diverted both attention and funds away from the car, such that it was sold to Crevier Imports of Santa Monica, California, in early 1980. In their ownership, the car contested the April Riverside 5 Hours in the hands of team owner Joe Crevier and IMSA regular Pete Halsmer; the pair finishing a commendable 24th overall and 10th in class. 

Perhaps fittingly, 16343’s competitive swansong came at the 1981 Daytona 24 Hours, in which it was driven by Crevier, Halsmer, and future two-time Indianapolis 500 winner Al Unser, Jr. Despite qualifying an encouraging 46th out of 71 starters, the car hit tire debris and suffered an engine fire with Unser at the wheel; retiring from the race shortly before half-distance. After a competition career spanning eight years–and five “blue riband” 24-hour races–it seemed cruel that 16343’s contemporary career did not end on a more positive note.

Successively owned by Tom Johnson of Long Beach, California, and Floridian Rick Carroll, 16343 was acquired by William Kontes of Millville, New Jersey, in 1989. By now enjoying its well-earned racing retirement, the car was exhibited at the VII Palm Beach Cavallino Classic in 1998 and 1999 prior to being sold to keen historic racer and broker Nick Soprano of White Plains, New York, in late 1999. In 2001, ownership passed to Lawrence Bowman of Redwood City, California, who in turn sold the car to the consigning owner in 2003; where it would sit alongside the owner’s 250 GTO and 250 Testa Rossa, both amongst the finest examples of their respective models.

In late 2003, 16343 was entrusted to marque specialists Roelofs Engineering of Rheden, Netherlands, for a comprehensive rebuild. This included—but was not restricted to—overhauling the engine and gearbox and preparing the car for the 2004 Tour Auto, in which it was to be driven by the owner and former Indianapolis 500 winner Danny Sullivan. More recent work included a rebuild of the transaxle in 2022-2023, which saw the replacement of worn limited slip plates and the ring and pinion gear set, alongside the fitment of a new shift linkage. 

Further competitive outings for the car ensued at the Goodwood Festival of Speed and Rolex Monterey Motorsports Reunion in 2004, at Goodwood again in 2005, at the Le Mans Classic in 2006, and at Monterey in 2008. Since then, the car has been exhibited at the famous Pebble Beach Concours d’Elegance in 2010 and 2019, and also participated for a third time at the Rolex Monterey Motorsports Reunion in 2022. In speaking to the current owner’s collection manager, he commented that overall the car has always been steadfast and reliable.

In 2011, the car received Ferrari Classiche “White Book” certification, the attestation for vehicles of historic interest. This confirms that the chassis is original (having had repairs performed by NART in period), the engine is not original but of the correct type, along with a non-original gearbox of the correct type. The car’s credentials are further enhanced by an accompanying spares package which includes two sets of wheels and tires, a spare transaxle casing, a ring and pinion set, two front brake calipers, two anti-roll bars, and miscellaneous engine and exhaust components. 

Immaculately presented in its evocative period NART livery, and fastidiously maintained in the present ownership, 16343 is ready to resume its varied and itinerant career in the hands of its fortunate new owner; its sheer versatility rendering it ideally suited to the plethora of historic competition, touring, and concours events for which it is eligible.