1962 Ferrari 330 GTO

The 1962 World Sportscar Championship season featured the International Championship for GT Manufacturers and was contested in three engine capacity divisions as was the 1962 Coupe des Sport. Rule changes by the FIA shifted focus to production-based GT cars and the World Sportscar Championship title was eliminated. This was the start of each class having its own championship, instead of a single overall title.

The incredible performance of the 250 GTO earned Ferrari the International Championship for GT Manufacturers in 1962, 1963, and 1964 in the over-two-liter category.

Prior to the start of the 1964 season, the FIA made further adjustments such that the resulting classes amounted to 'under two liters' and 'over two liters,' the latter of which now included the powerful over-three-liter cars. Competition increased for Ferrari as the GTO was now officially in the same class as the larger capacity lightweight Jaguar E-Types, AC Cobras, and Aston DB4 GTs. With the 250 LM denied homologation status, the 250 GT was placed into service for another season. Ferrari began the 1964 season by winning Daytona and Sebring, but without the Scuderia fielding its own Works entries, privateers were left to challenge victory.

At the next event, the Targa Florio, 28 cars would finish the race, while over 30 never even crossed the finish line, due to mechanical failures or accidents. Joakim Bonnier came out strong, taking the lead in the Porsche 718 GTR, followed by Edgar Barth in an eight-cylinder 904. Gianni Bulgari in a Porsche 904 GTS took the lead by the third lap. Lap by lap, lead changes continued over the course of the race. Many cars were sidelined, however, the Ferraris were in their element, and the 250 GTO, chassis 3413, driven by privateer Corrado Ferlaino and Taramazzo crossed the finish line victorious, securing a class victory and 5th place overall, as the first in a series of four Ferrari GTOs to successfully finish the race. The 14.4 points earned by the cars were critical at year-end as Ferrari continued its battle with Shelby's Cobras and ultimately beat the Americans by a very close count of 84.54 to 78.3.

While the rule changes made by the sport's governing body had not hindered the 250 GTO in its quest for the overall title, the regulations imposed by the Automobile Club de l'Ouest for the 24 Hours of Le Mans limited its chances at overall victory. The special class for prototype racers with a displacement limit of four liters meant Ferrari required a new racing car to chase the checkered flag. At the time, they did have a production car with a four-liter engine, called the 400 SuperAmerica. The Colombo-designed engine, like many other competition Ferrari cars, shared its design with the 250 GTO and had a similar setup of six Weber carburetors and dry-sump lubrication.

The competition engine, producing nearly 400 horsepower, was installed in two different chassis. A single 330 TRI/LM, constructed by Fantuzzi, was built and had a similar design to the latest 250 TR models. Three examples, called the Ferrari 330 GTO, were given a slightly lengthened version of the 250 GTO chassis. The larger wheelbase was needed to house the larger engine and required the coupe bodywork to be slightly taller with a larger bulge on the engine cover when compared to its 250 GTO siblings.

Phil Hill and Olivier Gendebien drove the sole 330 TRI/LM to Ferrari's third consecutive victory in the 24 Hours of LeMans in 1962. The next two places were won by the three-liter Ferrari 250 GTO. While not as successful, two of the three 330 GTOs were raced in period, with one achieving a class victory at the Nurburgring 1000 km, while the other was sidelined at LeMans due to overheating issues.

Once again, the Scuderia Ferrari had proven they were able to adapt to the constantly changing rules, and the evolving line of Ferraris was a direct reflection of these changes. The four-liter V12 engine would continue to find new life and uses, including the four 330 LMB models built in 1963. With coupe bodywork inspired by the front of the 250 GTO and the back of the 250 GT Lusso, they were installed on a lengthened wheelbase of 2,500mm. During test sessions for the 1963 24 Hours of LeMans, a 330 LMB became the first car to exceed the 300 km/h barrier on the track. With proven aerodynamics, the design would be used on subsequent 250 GTO chassis.

Of the four 330 LMB chassis, one would only be used during the Le Mans test days. The other three were sold to privateers and all three were raced at the 1963 24 Hours of LeMans, with only one making it to the finish line. The car that finished was in fifth overall and first in class, driven by Mike Salmon and Jack Sears for Maranello Concessionaires Ltd. Six Ferraris swept the first six places at LeMans, led by a 3-liter 250 P and followed by a 250 GTO. A 250 P finished in 3rd, a 250 GTO in fourth, and the 330 LMB in fifth. The 330 LMB chassis that led its class at LeMans earned a class victory two months later at Brands Hatch in the Guards Trophy race.

Ferrari had built seven four-liter GT racing specials including three 330 GTOs and four 330 LMBs. Although more powerful than the 250 GTO, they were often outclassed by their shorter and less-powerful siblings due to the 250 GTO's better handling and reliability. Additionally, the 330 GTO and 330 LMB were raced less frequently and, perhaps, the list of drivers was not as capable of those driving the 250 GTO. The speeds achieved during the test sessions at LeMans proved they were more than capable of vying for outright victories.

by Daniel Vaughan | Apr 2020