The world-famous Daytona name was unofficially conjured up by the press in recognition of the firms stunning 1-2-3 victory at 1967's Daytona 24 Hours and - the fact that it was the last front-engined Ferrari GT before the Fiat years also means it occupies a special place in Maranello history. The Daytona was a stopgap model between Ferrari's outgoing 275 GTB/4 and their mid-engined 365 GT4 Berlinetta Boxer, the development of which was running well behind schedule. Influenced by the fact they were beginning to suffer a number of financial problems, Ferrari decided to produce what was essentially an updated version of an existing model. However, despite the troubled background to its inception, Daytona's themselves were in no way affected. Ferrari produced what became the definitive GT of its time. The Daytona's motor is essentially an enlarged Tipo 226 60° V12 from the previous 275 GTB/4 and is designated Tipo 251. They have a displacement of 4.4-litres producing 352bhp at 7500rpm. At the time the Daytona became the world's fastest production car with a top speed of 175mph and 0-60 in 5.3 seconds - enough to eclipse every other manufacturer, even Lamborghini. Pininfarina designed the Daytona's bodywork exuding power from every angle. As a result the Daytona remains one of the most jaw-dropping GT's to this day. The 365 GTB/4 was launched during October 1968's Paris Salon and won enormous praise. It was the fastest production road car available and would be the last of Ferrari's front-engined GT's, a fact not lost on writers at the time. Relatively few official options were available, just wider Cromodora alloys, spoked Borrani wires, front bumper bars and air conditioning having been on the upgrade list. After two years Pininfarina carried out a front-end make-over resulting in retractable headlights in early-1971. As production went on, Ferrari made changes to the indicator lenses, later cars more often than not coming with exclusively orange items whereas earlier examples tended to get combination lenses. There was also a switch from aluminium to steel doors (these providing a little more side impact protection) and the arrival of a smaller-diameter leather-rimmed steering wheel. Production ceased in late 1973 to make way for the overdue mid-Flat-12-engined 365 GT4 Berlinetta Boxer. By this time, Ferrari had completed 1,284 GTB/4's, 158 of which were right-hand drive and came to the UK. With the USA accounting for such a large proportion of Ferrari sales by the end of the 1960s, it was inevitable that technicalities of federal law would play such a big part of how the Daytona looked. The early, ‘euro-specification’ examples featured the same sealed-beam headlight units that were required by U.S. legislation, hidden behind an elegant but sloped wraparound band of plexiglass. No prizes for guessing where the early cars found their nickname. Elegant, sporting and remarkably modern, the Daytona was the first Ferrari to see the integration of the headlights into the body. Unfortunately for Ferrari, U.S. legislation meant this was no-go. Fearful of impeding light travel, the law stipulated nothing be placed in front of the sealed-beam light units on a production car. As such, as the first Daytonas landed on the US shores, the nose was redesigned to incorporate the more traditional pop-up units. This example was supplied new to Austrian dealership Wolfgang Denzel of Vienna in 1970. Originally presented in Giallo Fly over Nero VM 8500, the Daytona would remain in Austria with its first keeper until 1974. At the time of purchase by Swede Anders Johnson, the car had been repainted in black with gold highlights in a livery particularly reminiscent of the John Player Special Lotus Formula 1 livery of the same year. The Daytona was refinished in Giallo and lightly fettled for competition use. Custodian Johnson would actively compete in the Daytona in road rallies in Sweden and extending into Europe for 20 years. The Daytona was subsequently sent to Johan Helenius of notable marque experts and restorers, Competition Motors. The restoration commenced and the Daytona was stripped to bare metal. Funds were short and the restoration progressed very slowly, changing hands in 2018 in a still uncompleted state to the current owner in Norway. The Daytona moved to Norway for the works to continue, but plans changed and the Daytona remained in a stripped state for four further year. Arriving at DK in 2022, the Daytona had been previously prepared for paint. We returned the car to its bare metal state with the original yellow remaining visible on the inside of the doors. At this time, the current owner decided to complete the restoration in Blu Dino, whilst retaining the Nero interior leather trim. From its arrival, DK Engineering have handled the reassembly and completion of the Daytona. With the car apart we turned our heads to the mechanical side. Whilst much of this work had been carried out previously, the owner was keen to have inspected again to ensure it was in good order before assembly began. As such, a top-end engine rebuild was carried out as well as a corrections to assembly of the rear differential. With the engine reinstalled, the original interior was refitted, ensuring the Daytona interior still cossets the drive as expected. As a late build 'plexi', this example received the later, smaller diameter steering wheel but retained the earlier seats without fitted headrests making for a much more inviting interior. The works were completed in November 2024. One of roughly 411 Plexiglass-nosed examples completed, this example presents on the button, fresh from restoration and ready for its next custodian. Presented in the period shade of Blu Dino, this wonderful 'matching numbers' Daytona is available to view at our showrooms outside London immediately.