1967 Ferrari 330 GTC

Unveiled at the Geneva Salon in March 1966, the Ferrari 330GTC (for Grand Turismo Coupe) allied the 275GTB chassis with the basic engine from the 330GT 2+2. Coachwork was of course by Pininfarina and was a compromise of the 400 Superamerica front blended to the rear tail treatment of the 275GTS. Normally such combinations are disastrous, but this one worked well and produced a very elegant car that is by no means out of place today. The new car was a capable performer - fast, quiet and comfortable.

As it inherited the GTB chassis and its rear transaxle, the 330GT 2+2 engine block had to be redesigned in the GTC to accommodate the different engine and differential mounts. At the time of the introduction of the 330GTC, the Ferrari engineers had found the solution to the alignment problems that had affected the 275 series. They introduced a torque tube for the driveshaft which formed a solid link between the engine and rear transaxle. It was this arrangement that reduced the number of engine mounting points and therefore a new block was necessary. The 330GTC came with the same wheelbase as the 275, some 94.5 inches, and naturally had the same four wheel disc brakes and all independent double wishbone and coil suspension.

The GTC provided plenty of room and comfort for two passengers and with the same race-bred engine as its predecessors, it had plenty of performance to match. Indeed from the outset automotive journalists raved about this model. The first road test appeared in The Motor in November 1966 and was conducted by the noted race driver/journalist Paul Frère. He was highly impressed, noting: '...the greatest surprise is the silence of the engine. In handling, the 330GTC is exactly like all the Ferraris I have driven before. It is close to being as neutral as one could want. But the most impressive feature of the handling of the new vehicle is the solidness with which it changes direction, particularly in S-bends, where it tracks with about the same precision as a modern race car.' Frère made two high speed runs and recorded 146mph just before he slowed and encountered traffic at which point the vehicle was still perceptibly accelerating! He concluded that the car would probably equal the factory's claimed 150mph.

In the same test he achieved a lively 14.6 seconds for the standing quarter-mile, almost exactly matching the figures produced by Road & Track when they tested the 330GTS. They reported 14.9 seconds (at 95mph) and a top speed of 145mph. It is also of note that the legendary Ferrari World Champion Phil Hill has himself called the 330GTC 'the best road going Ferrari ever built.'

Specified for the American market, and generously so, this highly original example was supplied in the livery it still sports today and featured a factory-fitted radio, Borrani wheels, electric windows and air conditioning. Despite having been built in November 1967, it was not titled until 1969 thus it is still titled as such today. By 1983 this GTC had passed into the hands of Ferrari Owners' Club member Robert Robinson and it remained in his custody (albeit mostly in storage) until late 1997. By 1998 it was acquired by the previous owner who undertook a detailed and exacting mechanical rebuild that included extensive work to the engine, brakes and application of correct engine ancillaries per the factory specification. Continuing along these admirable and correct guidelines, additional recent work has seen that the car has been treated to a thorough mechanical restoration and detailing to show standards. Aspects covered include a full suspension rebuild (necessitating new Koni shock absorbers), brake-line replacement, correct Michelin XWXs, exhaust system, clutch and the transaxle has been removed and detailed accordingly, indeed the only feature not currently functioning is the air conditioning yet the compressor does accompany the car.

Save for the beneficial mechanical work already mentioned, the car is otherwise wonderfully original and thanks to careful ownership has aged gracefully; upon a recent inspection, a Christie's specialist was somewhat captivated by the entire package. The exterior is thought to still sport some original paint (at least to the roof) and prospective purchasers can either view the crazing and imperfections as a benefit or a hindrance. Accordingly, the brightwork is largely original save for a few items that have been rechromed. On the inside, only the fitment of new carpets and refurbishment of the wood-rimmed steering wheel detract from the immaculate yet untouched feel that 10377 offers.

Source - Christies

Vehicle Profiles

Coupe
Coachwork: Pininfarina

Chassis Num: 10377
Engine Num: 10377

The Ferrari 330 GTC Berlinetta was intended to fill the gap between the four-seater 330GT 2+2 and the road-going racing-machine, the 275 GTB. The 330 GTC was debuted at the 1966 Geneva Motor Show and was basically as 275GTS with a closed body. The fr....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 11077

The Ferrari 330 GTC was outfitted with a 3967cc engine capable of producing 300 horsepower. The vehicle had been introduced in 1964. In comparison to its predecessor, the 330 GT 2+2 had grown in size which provided addition room for its occupants. ....[continue reading]

Coupe
Coachwork: Pininfarina

Enzo Ferrari named his cars by the displacement of one cylinder. The 330 line of cars, with their 12-cylinder engines, displaced 4-liters, making them both more powerful than the earlier 3-liter, 12-cylinder 250 line of cars and successor to them.....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 9857

Ferrari 330 GTC with chassis number 9857 was equipped from the factory with air-conditioning and delivered to the United States. It had several owners in the Northeast, including Tony Wang. The car has been cosmetically restored in Rosso Corsa....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 10575

The GTC (Gran Turismo Coupe) Pininfarina designed vehicle was debuted in 1966 at the Geneva Auto Show and served as a replacement for the 275. It had a V-12 engine mounted in the front that was capable of producing 300 horsepower. The five-speed manu....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 10105

This silver over black 330 GTC was imported from Italy in 1975, almost a decade after it was produced for the 1967 model year. The car, which is equipped with the 4.0-liter Tipo 209/66 v12 (the 365 GTC was bumped to 4.4 liters), has had the same own....[continue reading]

Coupe
Coachwork: Pininfarina

This Ferrari 330 GTC was inspected by the Ferrari Classic Inspection Center in Modena, Italy in 2006 and granted a certificate of authenticity confirming its originality. It then underwent a full restoration in 2009 in compliance with Ferrari standar....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 10801
Engine Num: 10801

This Ferrari 330 GTC started life at the Maranello Factory in the Summer of 1967. It was finished in a deep Rosso Cina over a black interior, the same color scheme it wears today. It has air-conditioning, power windows and Borrani wire wheels. ....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 09867
Engine Num: 09867

This Ferrari 330 GTC was built during the Spring of 1967 and left the Pininfarina workshop in Torino finished in the color scheme of Verde Medio with beige leather upholstery. It left the factory fitted with air-conditioning, power windows, instrumen....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 10367
Engine Num: 10367

This Ferrari 330 GTC was first supplied to the European market and into the care of Mr. Moratti, who purchased it through M. Gastone Crepaldi's San Marco, Milan garage. At the time, it was finished in Argento (silver) with black leather interior. In ....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 10683
Engine Num: 10683

Chassis number 10683 with matching engine left the Ferrari factory assembly line in December of 1967 finished in metallic Grigio Ortello over a beige leather interior. It came fitted the Daytona-type half shafts and a cable-operated clutch, up....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 10425

The model 330 was introduced at the 1966 Geneva Auto Show and soon earned a reputation of 'best all-around' Ferrari. Less than 600 were produced from 1966 to 1968. It has a steel body with aluminum hood and trunk lid. The interior, comfortable ride, ....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 10745

Chassis number 10745 was delivered new to Luigi Chinetti Motors, in New York City, wearing Azzuro paint and a Nero Franzi interior. On April 30th of 1970, Chinetti paid the Fireman's Fund Insurance Company $2,725 for the 330 GTC in 'damaged' conditio....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 9983
Engine Num: 9983

This car, chassis number 09983, received its final assembly at the Maranello Ferrari works in May of 1967. It was finished in the same color combination that it wears today. It came equipped with air conditioning. The car was hand built by Pininfarin....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 10267
Engine Num: 10267

This car, chassis number 10267, was completed by the factory as a U.S.-specification example finished in Grigio Notte (Night Grey) (18933) over Arancino (Orange) (VM 3104) in 1967. The car was sent to West Coast distributor William Harrah's Modern Cl....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 9659
Engine Num: 9659

This car was purchased in 1969 by Noah Lacona from a returning U.S. serviceman who had been stationed with NATO in Italy. The serviceman was either the car's first or second owner, as it had been originally delivered in Venice to a Mr. Caldart. Mr. L....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 10517

The Ferrari 330 GTC was introduced two years after the 330 GT 2+2 as a cross between the luxurious 330 GT 2+2 and the more sporting 275 GTB. The 330 GTC used the same steering, suspension and transmission as the 275 GTB, but had a wheelbase 10 inches....[continue reading]

Coupe
Coachwork: Pininfarina

Chassis Num: 09847
Engine Num: 09847

598 examples of the 330 GTC were produced and this is the 219th example. It was originally finished in Argento over Nero and fitted with factory options of air conditioning and power windows. It was sold new in Genova, Italy to a Mr. Coppola in 1967,....[continue reading]

Coupe by Pininfarina
Chassis #: 10377 
Coupe by Pininfarina
Chassis #: 11077 
Coupe by Pininfarina
 
Coupe by Pininfarina
Chassis #: 9857 
Coupe by Pininfarina
Chassis #: 10575 
Coupe by Pininfarina
Chassis #: 10105 
Coupe by Pininfarina
 
Coupe by Pininfarina
Chassis #: 10801 
Coupe by Pininfarina
Chassis #: 09867 
Coupe by Pininfarina
Chassis #: 10367 
Coupe by Pininfarina
Chassis #: 10683 
Coupe by Pininfarina
Chassis #: 10425 
Coupe by Pininfarina
Chassis #: 10745 
Coupe by Pininfarina
Chassis #: 9983 
Coupe by Pininfarina
Chassis #: 10267 
Coupe by Pininfarina
Chassis #: 9659 
Coupe by Pininfarina
Chassis #: 10517 
Coupe by Pininfarina
Chassis #: 09847 

History

The Ferrari 330 series was produced from 1963 through 1968. They were replacements for the Ferrari 250 GT 2+2 with many of the series retaining the style and mechanical components of their predecessors.

The front-engined, rear-wheel drive vehicle were powered by a derivative of the 400 Superamerica's four-liter Colombo 12-cylinder engine.

The first in the series was the 330 America, which was actually a 250 with a new engine. During its production lifespan, lasting only a year, 50 examples were produced of the 2+2 sports car.

The 330 GT 2+2 was introduced to the public at the 1964 Brussels Motor Show, built as a replacement for the 330 America. The 330 GT 2+2 is unique in that it provided ample seating for four individuals plus luggage. These were the ultimate road-going, practical sports cars that could be used for every-day transportation. The 330 GT 2+2 was a new product, not just an engine modification. Under the hood was a Tipo 209, twelve-cylinder engine capable of producing 300 horsepower. Disc brake were placed on all four corners to provided the stopping power. The 1964 model used a four-speed manual gear box with overdrive. The 1965 version, known as the Series II, received a 5-speed manual gearbox. Other changes included alloy wheels, dual-light front clip, and optional power steering and air conditioning.

The 330 GT 2+2 was produced from 1963 through 1968. Around 1080 models were produced of the 330 GT with 50 of them being Type 330 GTE Americas.

The 330 was a replacement for the 275. The shortened wheelbase and independent rear suspension was courtesy of its predecessor. The GTC (Gran Turismo Coupe) Pininfarina designed vehicle was debuted in 1966 at the Geneva Auto Show. It had a V-12 engine mounted in the front that was capable of producing 300 horsepower. The five-speed manual gearbox was located in the rear transaxle.

The 330 GTS (Gran Turismo Spyder) was shown in October 1966 at the Paris Auto Show.

There were around 600 coupes and 100 spyders produced during the production lifespan. In 1968 they were replaced by the 365 GTC/4 Daytona.


By Daniel Vaughan | Oct 2006
The Ferrari 330 series belonged to a long line of Ferrari road cars with front-mounted V12 engines, cars that were members of a bloodline whose history is still being written by the 612 Scaglietti and 599 GTB Fiorano. The 330's name derived from the then-familiar Ferrari practice of naming cars for their per-cylinder displacement in cubic centimeters, indicating that the engines used to power this series of cars displaced a total of 12x330cc, or about four liters. Preceded by the 275 and replaced by the 365, the 330 was caught right in the middle of a glorious era for Ferrari road cars.

The 330 spawned the vaunted 330 P series of mid-engined racers, which battled Ford's GT-40 in sports car racing throughout the mid-1960s. A successor to the legendary 250 GTO was also created using the 330 motor, named the 330 LMB. Ferrari produced only four of these latter models.

The 330 road cars were decidedly more relaxed and less exhilarating than the racing cars mentioned above, but their relatively high sales numbers and use of race-bred components meant that they were still important cars to Ferrari's history. Ferrari produced the 330 road cars primarily in four guises: the 330 America, the 330 GT 2+2, and the coupe/spider couple named 330 GTC and 330 GTS.

Ferrari introduced the 330 America first. It was a transitional model, essentially a 250 GTE 2+2 with the new 330 motor. The 330 GT 2+2 followed in 1964, and was a more thoroughly revised grand tourer built on a chassis stretched by 50mm compared to the America. This newer model, though still closely related to its predecessor, wore a controversial body design by the familiar Pininfarina. Its front end styling used an unconventional quad-headlight arrangement that mounted the two lights per side in clusters canted down toward the egg crate grille, creating an aggressive but cumbersome appearance of slanted eyes. The Mulliner Park Ward-bodied Rolls-Royce Silver Cloud III of the mid-1960s used a similar frontal treatment, also with questionable results.

A more harmonious front end debuted on the 1965 Ferrari 330 GT 2+2, reverting to a more traditional twin-headlight approach. Other changes for 1965 included the replacement of the four-speed with overdrive gearbox by a 5-speed unit, and the introduction of power steering and air conditioning as options. Production of the 330 GT 2+2 continued until late 1967, by which time Ferrari had produced some 1,075 examples of the model. This was an excellent figure for a 1960s Ferrari, especially when compared to the 50 examples of the transitional 330 America that the company produced.

At the Geneva Motor Show of 1966, Ferrari introduced a two-seater 330 coupe called the GTC. Also styled by Pininfarina, the GTC looked surprisingly sultry given that its design was an amalgamation of prior cues. From the front the GTC aspired to 500 Superfast or 400 Superamerica greatness, while from the back the car looked like a 275 GTS with a fixed roof. Somehow the look came together remarkably well, though, creating an iconic Ferrari design without the hand-me-down flavor that could have resulted from the borrowed styling features.

Later in 1966, at Paris, the spider version of the 330 appeared. Named 330 GTS and clearly an open version of the GTC, it too was a lovely design. Production of both the GTC and GTS ended in 1968, after Ferrari produced approximately 600 coupes and 100 spiders.

The engine common to all 330 series road cars was a 60-degree V12 of 3,967cc displacement. The block and heads were cast silumin, an aluminum and silicon alloy. A chain-driven single overhead camshaft per cylinder bank operated two inclined valves per cylinder that opened into hemispherical combustion chambers. Ferrari employed three Weber carburetors and an 8.8:1 compression ratio in the 330 motor to create a power plant that was capable of 300bhp at 6,600rpm in street tune. The V12 was bolted to a 5-speed gearbox in all 330 road cars, excepting the 330 America and early 330 GT 2+2, which used 4-speed gearboxes with overdrive.

Double wishbones and coil springs suspended the front end of all 330 road cars. The GTC and GTS used independent rear suspensions, but the 2+2 models retained live axles. Brakes were assisted four wheel discs on all models, using an unconventional dual-circuit design that incorporated two master cylinders and two servos.

Pininfarina styled and bodied all four standard versions of the 330 road car, though there were bespoke examples crafted by other coachbuilders including Michelotti and Drogo. The 330 chassis was made of tubular steel, and the Pininfarina bodies too were primarily steel, but with opening panels in aluminum.

As witnesses of Ferrari's finest days, the 330 series road cars have become historically important and commensurately collectible. The GTC and GTS remain the thoroughbred sophisticates of the series and command high prices. The 2+2 models, though, especially the oddly styled early 330 GT 2+2s, represent good value and are some of the most attainable machines to emit the distinctive mechanical symphony of a 1960s Ferrari V12.

Sources:

'Ferrari 330.' CarsfromItaly.net n. pag. Web. 27 Dec 2010. http://carsfromitaly.net/ferrari/index.html.

'Specifications.' 330 Register n. pag. Web. 27 Dec 2010. http://www.330register.com/models.cfm.

Tyer, Ben. 'Ferrari 330 GTC.' Supercars.net n. pag. Web. 27 Dec 2010. http://www.supercars.net/cars/551.html.

By Evan Acuña
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