1965 Ferrari 330 GT 2+2

As Europe continued to recover from the physical and financial devastation of the Second World War, manufacturers offered new sports and performance cars for the rapidly growing highways. Special road cars, based on the successes of the post-war race-bred machinery, had been built by many of the great marques but generally in very limited numbers for a small cadre of wealthy clients. By the end of the 1950s, both Aston Martin and Maserati had added their DB4 GT and 3500 GT coupes respectively to their lineup, providing the young family man with money to spend on a car that accommodated performance, comfort, and style. Ferrari's prospective model followed in 1960 with the Pininfarina-designed 250 GTE 2+2. Pininfarina used the old type 250 chassis, which had been in race and road car use for a decade, and with minor modifications, created the space, comfort, and performance needed for this breed of sports car. Between 1960 to 1963, Ferrari sold over 900 examples of the GTE to their discerning clients, helping to finally stabilize the company, which had always been tenuous due to the costs of racing.

The 250 Series evolved into the 330 GT 2+2 in 1964, gaining a wider tubular chassis that was 50mm longer in the wheelbase than before, and a modified version of the 4-liter Superamerica engine. The suspension was independent at the front by wishbones and coil springs, while at the back there was a live axle/semi-elliptic set-up. Improvements to the discs-all-round braking system saw separate hydraulic circuits adopted for front and rear.

The Ferrari 330 GT 2+2 made its public debut at the January 1964 Brussels Motor Show, although production had commenced late the previous year. The Gioacchino Colombo-derived 3,967cc powerplant was an all-alloy unit with single-overhead-camshafts and offered 300 horsepower and 288 lb-ft of torque. Equipped at first with a four-speeds-plus-overdrive gearbox, the 330 GT gained a five-speed transmission in mid-1965. Zero-to-sixty mph was accomplished in 6.3 seconds and had a top speed of 152 mph. Styling was courtesy of Tom Tjaarda of Pininfarina, which included the generous greenhouse, well-resolved silhouette, and distinctive quad headlamps.

In 1965, they were supplanted by the more generic-looking Series II. A total of 503 examples of the Series I 330 GT 2+2 were built, plus 124 interim cars. 453 examples were built to left-hand drive specification.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 330GT6971

There were 423 examples of the left-hand drive Series II produced with coachwork by Pininfarina and featuring the traditional two headlight front end. It was unveiled to the world at a press conference in 1964 and would be the final iteration of the 330 GT. Among styling changes, it also brought significant technical improvements over the cars it was replacing. It had an independent rear setup featuring Koni adjustable shocks, a seperate braking system for the rear which improved stopping power but also added weight. That weight led to a decision to make alloy wheels standard with the RW 3812 Borrani wire wheels offered as optional equipment.

This 1965 Ferrari 330 GT 2+2 Series II features a V12 engine with single overhead camshafts, Weber carburetors and 300 horsepower. There is a five-speed manual gearbox , four-wheel independent suspension, and four-wheel hydraulic disc brakes. It was given a restoration in 1994 and finished in dark blue metallic paint and a chocolate Connelly hide interior. The Borrani wire wheels have been rebuilt and an aftermarket radio installed.

It was brought to the 2007 Monterey Sports & Classic Car Auction presented by RM Auctions, where it had an estimated value of $85,000 - $125,000. It was offered without reserve. As the gavel fell, the lot had been sold for $82,500 including buyer's premium.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 6499

The Ferrari 330 GT 2+2 was a four-seat touring car that had evolved from the 250 GTE. It was given a 50 mm longer wheelbase chassis and a slightly wider track. Under the bonnet was a Tipo 209 Colombo V12 engine that displaced four liters and offered 300 brake horsepower. It was a stylish car that offered luxury and performance, and a top speed approaching 240 kilometers per hour.

The individual responsible for the styling of the 330 GT 2+2 was American Tom Tjaarda, who had been recruited from Ghia to Pininfarina in 1960.

The first series of the 330 GT 2+2 featured a four-headlight configuration, with smaller driving lights placed inboard of the headlights in a tapered fender recess. This design was eventually replaced with a second series of single-headlight cars beginning in 1965.

This Series I 330 GT 2+2 is a left-hand drive car that was given a cosmetic restoration in 2000. It has been used lightly since that time. It is fitted with Borrani wire wheels, is painted in red and has a black interior. It is one of just 500 Series 1 four-headlight models.

In 2009, this 2+2 Coupe was offered for sale at the Sports & Classics of Monterey auction presented by RM Auctions. The car was estimated to sell for $65,000 - $85,000 and offered without reserve. As the gavel fell for the third and final time, the lot had been sold for the sum of $55,000, including buyer's premium.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 6561 GT
Engine number: 6561 GT

The Ferrari 330 GT 2+2 replaced the limited-production 330 America and the 250 GTE 2+2, and made its first public appearance at the Brussels Salon in January of 1964. This new four-seater featured a new body style from Pininfarina with unique quad headlights in the front. The Series II cars adapted dual headlights, leaving the Series I as the sole model of the entire 330 GT 2+2 production run to wear quad headlights. The list of other notable cosmetic changes included more angular nose and tail sections from the 250 GTE 2+2 and the introduction of a wider front grille.

Under the bonnet of the 330 GT 2+2 was a four-liter V-12 engine which was mated to the existing four-speed-plus overdrive transmission. In total, 625 examples of the Series 1 330 GT 2+2 model.

This Ferrari, chassis 6561 GT, was produced in December 1964 and delivered in the spring of 1965 to Luigi Chinetti Motors in New York, New York. The 330 GT 2+2 models are among Ferrari's finest four-passenger touring cars, with their 300 horsepower, 4-liter engine, and their luxurious appointments. This example is finished in Rosso (19374) with a Beige leather (VM 32188) interior and was fitted with a four-speed manual transmission. The early history of this Ferrari is unknown until March 1982, when the car was offered for sale by Richard Bryan, of Clarkesville, Georgia. The advertisement described the car as having 300 miles on a rebuilt engine and having new leather. Between 1984 and 1995, the car was owned by several enthusiasts. In 1995, Wendel S. Price purchased the car; at the time, it had a red exterior and a black leather interior, which is the same combination it wears today. During Mr. Price's ownership, the car was shown at the Ferrari Racing Days at Lime Rock Park in Connecticut in 2003 and again at the Shell Ferrari Maserati Historic Challenge race event in 2005.

by Dan Vaughan

Speciale Coupe by Pininfarina
Chassis number: 6537

The Ferrari 330 GT 2+2, following in the footsteps of the prior 250 GTE 2+2, had attractive Pininfarina styling with outstanding V-12 performance. It offered performance, sophistication, and comfort for high-speed Grand Touring.

The 330 GT 2+2 was launched in 1964 and powered by the Tipo 209 Colombo-derived V-12neinge, enlarged to 4.0 liters, and had a top speed of 150 mph. Between 1964 and 1967, over a thousand 330 GT 2+2s were built along two distinct series.

This particular example is a 330 GT 2+2 late-production 'Series I' example and one of an approximate 505 cars built with four headlamps and a 4-speed gearbox with overdrive. This car, finished in Dark Blue with Tan upholstery, was shipped to the United States and sold new via Luigi Chinetti Motors in Connecticut. The first owner was John W. Mecom Jr. Prior to Mr. Mecom's purchase, the car was sent to Italy for a new front-end design, including covered single headlamps and an angular front treatment with large split radiator-grille openings. The clear headlamp covers have an upper crease matching the upper edge of the car's front fenders.

The next owner, a resident in Georgia, acquired it in 1969 and sold it to Richard Kirzinger of Kentucky. By this point in history, the car was finished in Metallic Red but retained its Tan interior. Mr. Kirzinger displayed the car at Ferrari Club of America (FCA) events in Georgia before placing it into long-term storage. It re-emerged in 2007, with mileage stated at 43,555 miles.

The car was acquired in 2007 who treated it to a complete bare-metal restoration and re-finished it in blue. A new leather interior was fitted, and the vehicle's mechanical systems were completely recommissioned.

The car rides on polished original Borrani wire-spoke wheels mounted on a set of new tries.

by Dan Vaughan

Coupe by Pininfarina

In 1964, Carol Shelby and Enzo built three Ferrari-Cobra 330's to race. Unfortunately, a dispute arose and the cars were put in storage by Ferrari in 1978. Mike Lipscomb of Carmel approached Ford and Ferrari to rekindle the idea. He believed that if the cars did well, a new line could go into production. Both companies agreed and a team was formed with drivers: J. Andricks, D. Ballot-Lena, and Lipscomb. They entered the GTS class at Le Mans and to their delight, D. Ballot-Lena placed 1st, J. Andricks placed 2nd, and Lipscomb placed 3rd. After the race Lipscomb began forming the company for production. Unfortunately, Fiat with an ownership interest in Ferrari, filed a lawsuit. The case was settled out of court with Lipscomb receiving the car he raced (which is this car owned still owned by Mr. Lipscomb) and a substantial settlement. Fiat liquidated the assets of the company and sold the two cars to Saddam Hussein sons and these cars have disappeared, presumed lost in the war. Lipscomb kept the car after removing the roll cage and invested the proceeds in mobile home parks in California and Oregon.

Coupe by Pininfarina
Chassis number: 6813
Engine number: 8613

The Ferrari 330 GT 2+2 was introduced at the Brussels Motor Show of January of 1964 and served as a replacement for the outgoing 250 GT 2+2. Power was from a larger and more powerful version of the Colombo short-block engine with a 4 liter displacement and 300 horsepower. Factory driver Mike Parkes was a key contributor to the 330's development, even claiming credit for the dual-headlamp front design.

This particular example is finished in an older re-paint of the correct Amaranto hue. It was given an engine-out rebuild and mechanical freshening in 1990. It spent most of its life in California.

The car was delivered new through Luigi Chinetti Motors in Greenwich, CT. It was built to U.S. specifications and has optional power windows.

by Dan Vaughan

Coupe by Pininfarina

It was the 250GTE that 'suggested' Ferrari could successfully market a 4-seater. It was the 330GT that confirmed the experiment ensuring that there would always be a 4-seater in their catalog. This particular example is a Series 1 of the Pininfarina body design complete with radical-in-the-day quad-headlamps. The 330's wheelbase is two inches longer than the out-going 250 GTE's giving more passenger space and ride comfort which together with a quoted 330 horsepower from the 4-liter V12 and a 3-speed with overdrive - the 5-speed had to wait for the Series 2 cars launched at the end of the year as did power steering and air conditioning - still made for a fast, somewhat agile, Gran Turismo. Series 2 cars also dropped the four headlamps for two - the debate continues to this day as to the merits.

Coupe by Pininfarina
Chassis number: 07761
Engine number: 07761

This Ferrari 330 GT 2+2 Series II was built in September of 1965 and given left-hand-drive. It was finished in Grigio Fumo (Smoke Gray) and trimmed with dark red leather upholstery. It was delivered new to the official French Ferrari importer Franco-Britannic Autos Ltd. in Paris, and was sold to a Mr. Anthony in early 1966. By the late 1980s, it came into the care of Bruce Dolin of Pompton Plains, New Jersey, and in 1989 it was acquired by Jeffrey Barney of Los Angeles. Mr. Barney treated the car to a restoration and then showed it many times beginning in June 1995 at the Rosso Rodeo Concours in Beverly Hills, California. In August of that year, it was awarded a Second in Class at the Ferrari Club of America Vintage Concours in Carmel Valley, California. In 1996, it scored First in Class at the Huntington Beach Concours d'Elegance, and that August it took the first of eight Platinum Awards earned through 2005 under FCA national-level scrutiny.

In 1997, the car was repainted in black. Awards continue to follow, including the Cavallino Magazine 100th Issue Award, and the GT 2+2 and Coppa Bella Macchina awards at the 2001 FCA Concorso Italiano.

Steve Pomerantz of Los Angeles acquired the car in July of 2005. In 2013, it was purchased by Tom Shaughnessy. The current owner purchased it later in 2013. Since then the original engine has been comprehensively rebuilt, with an increase in displacement to approximately five liters. The work included Carrillo rods, JE forged pistons, and a custom crankshaft, liners, and camshafts, among many other parts.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 7119

This 1965 Ferrari 330 GT 2+2 was originally purchased by Mr. Bertini in Italy in 1965 and then sold to a couple from California who imported it to the United States in 1983. Since that time, it has been restored in various phases and still retains its original factory color, engine and transmission.

Coupe by Pininfarina
Chassis number: 7195
Engine number: 7195

The Ferrari 330 GT 2+2 served as the formal replacement to the very successful 250 GTE, which was their first production four-seat model. The styling was very different from the 250 GTE, with the most visual change occuring at the front, where the designers at Pininfarina applied a quad-headlamp nose. The front grille was wider to increase airflow to the engine, and the front and rear of the car were slightly more angular. The four-liter V12 engine was the same as the limited-production 330 America that preceded it, and the wheelbase increased by two inches over the outgoing 250 GTE.

This particular example left the factory wearing a Grigio Fumo exterior paint scheme over a Rosso interior. It was delivered new to the United States in 1965 through Luigi Chinetti Motors and was one of the 124 examples of Series I 'interim' cars. It has the quad-headlight design of the earlier cars but with a five-speed transmission, upgraded brakes, power windows, and drop pedals.

This Ferrari 330 GT 2+2 currently wears a shade of silver with a grey interior and rides on Borrani wire wheels. The numbers-matching engine block remains with the vehicle but is not installed in the engine bay. The gearbox and rear axle remain installed in the vehicle.

Walter Medlin purchased this Ferrari in the 1990s and it sustained damage to the roof from the 2004 Hurricane Charley building collapse.

by Dan Vaughan

Coupe by Pininfarina
Chassis number: 6549
Engine number: 6549

Ferrari selected the 1964 Brussels Motor Show for the venue to unveil its 330 GT 2+2, a four-seat grand-touring successor to the 250 GT 2+2. The 3,967-cubic-centimeter engine was a development of the Colombo-designed V-12, and the styling of the distinctive Pininfarina coachwork featured quad headlamps. Before the 330 was succeeded by a second-series iteration with dual headlamps and redesigned fender vents in 1966, a total of 625 examples were built.

This particular 1965 Ferrari 330 GT 2+2 Series I by Pininfarina left the factory wearing a Rosso Corsa exterior over Nero leather. It was originally delivered to its first owner through Luigi Chinetti Motors, Inc. in Greenwich, CT., and would be offered for sale on the West Coast in the 1990s, where it has resided ever since.

Robert Warren of Washington state purchased the Ferrar in 1996, and he replaced the wire wheels for alloys, reupholstered the interior in tan leather, and applied a fresh coat of paint.

In 2014, it was sold to a resident of Southern California who treated it a tox thorough, three-year restoration by Rex Nguyen Restorations in Los Angeles, totaling $105,000. It was given a complete frame-off repaint in the shade of Verde Metallico, and all the brightwork trim was polished or refurbished as necessary. The interior was once again reupholstered, using Connolly Couio Naturale leather as well as period-correct carpet, vinyl, and trunk materials. Mechanical repairs were made to the brakes, cooling, and exhaust systems and new front springs were installed.

by Dan Vaughan

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 Dan Vaughan

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