Guide: Ferrari 330 GT Series 1
Background
The 250 GTE manufactured between mid 1960 and late 1963 was Ferrari’s first production four seater.
Commercially, the GTE was an enormous success: Ferrari sold 955 of them and, over the next couple of decades, four seat models would become a lucrative product line.
To replace the GTE, Ferrari launched their second generation four seater: the 330 GT. It featured an updated chassis, an engine enlarged from 3 to 4-litres and avant garde Pininfarina coachwork.
Two versions were manufactured between 1964 and 1967.
The Series 2 (introduced in late 1965) most notably switched from the original twin headlight arrangement to a more conventional single headlamp per side.
Publicly unveiled at the Brussels Motor Show in January 1964, the original 330 GT was the first of several new Ferrari models to be introduced that year.
Next to arrive was the 500 Superfast (a replacement for the 400 Superamerica). This was followed by the 275 GTB (which replaced the 250 GT Berlinetta Lusso). A 275 Spider (the 275 GTS) replaced the second series 250 GT Cabriolet (which had been discontinued back in 1962).
Despite more exotic models at his disposal, if he was not being driven by his personal chauffeur, the 330 GT was famously Enzo Ferrari’s preferred mode of transport.
Chassis
The 330 GT’s Tipo 571 chassis was a traditional welded tubular steel frame. To further increase cabin space, the wheelbase was extended by 50mm (to 2650mm). For the same reason, track was widened by 2mm at both ends.
The independent front suspension was via unequal length wishbones, coil springs, Koni telescopic shock absorbers and an anti-roll bar. At the back, Ferrari employed a live axle with twin radius arms, semi-elliptic springs and more coil sprung Koni shocks.
Dunlop disc brakes were fitted all round along with 15 x 6.5-inch Borrani wire wheels. The rims were half an inch wider than those used on the GTE and normally came shod with Pirelli tyres.
A 90-litre fuel tank was fitted behind the rear seats.
Engine & Gearbox
Prior to installation in the 330 GT, Ferrari’s Colombo-derived 4-litre 60° V12 had been used in the stop-gap 330 America of which 50 were built between late 1963 and early 1964. The 330 America was a unique combination that utilised the Series 3 GTE chassis and body with the four-litre 330 engine.
Going even further back, a broadly similar engine had been used in the range-topping 400 Superamerica and the 330 LM Berlinetta racing cars. However, both of these engines used a slightly shorter block than the 330 GT power unit.
The 330 GT motor was designated Tipo 209. It displaced 3967cc thanks to a bore and stroke of 77mm and 71mm respectively.
The all-alloy V12 featured a single overhead camshaft per bank along with two valves per cylinder, wet-sump lubrication, single plug ignition and two coils.
Compression was set at 8.8:1 and a bank of three twin-choke Weber 40 DCZ or DFI downdraught carburettors were installed.
Peak output was 300bhp at 6600rpm and 244lb-ft at 5000rpm. For comparison, the outgoing 250 GTE produced 235bhp at 7000rpm and 245lb-ft at 5000rpm.
Ferrari fitted a four-speed gearbox with electronic overdrive on top. Transmission was via a Fichtel & Sachs single plate clutch and ZF limited-slip differential.
Bodywork
As usual, Pininfarina were responsible for design and fabrication of the new Ferrari’s bodywork.
Manufactured almost entirely from steel, only the bonnet and boot lid were aluminium.
Undoubtedly the 330 GT’s most controversial feature was its front end styling. Pininfarina had already adopted twin headlights per side for the 1962 Lancia Flavia and had earlier trialled the look on a unique Ferrari 400 Superamerica designed for Gianni Agnelli (chassis 1517 SA).
Enzo Ferrari was a particular fan of the twin headlight arrangement and insisted the layout be used on the 330 GT. Pininfarina duly obliged and mounted the headlights within a chrome shroud that followed the front wing profile.
Chrome was also used for much of the body trim to include the window frames, bezels, grille surround, door handles and the full width bumpers (which did not have overriders).
Aside from its avant garde front end, the 330 GT was a straightforward evolution of the outgoing GTE. It reflected the restrained elegance typically favoured by Pininfarina and did without the kind of elaborate features favoured by other studios of the era.
Interior
Like its predecessor, the 330 GT’s luxuriously appointed cabin was heavily sound insulated and came with well-cushioned seats.
Full leather upholstery was standard and the rear bucket seats provided a generous amount of leg and headroom.
Perhaps the most obvious update was the switch from a body coloured dash to a teak-veneered fascia.
Directly behind the three-spoke wood-rimmed steering wheel were large read outs for road and engine speed. Smaller gauges for oil pressure and oil temperature were located in between. Four additional instruments (water temperature, fuel, an ammeter and a clock) were housed centrally above the ventilation controls and a bank of rocker switches.
Buyers could choose from a large number of interior leather and carpet colours but black vinyl was normally used to upholster the dash top, knee roll, door caps and the armrests mounted on each door panel.
Launch
After two prototypes had been built (chassis 3105 GT and 4085 GT), the production-ready 330 GT was unveiled alongside the 250 LM at Ferrari's annual Press Conference in January 1964.
It was then publicly launched at the Brussels Motor Show later that month.
Despite its unconventional appearance, the 330 GT established itself as the most popular model in the Ferrari range.
Production Changes
By spring 1965, Ferrari began to fit a five-speed transmission to replace the four-speed unit with electronic overdrive.
They also switched from floor-mounted to up-hinged pedals.
Around the same time, the twin Bonaldi brake boosters were exchanged for a solitary Dunlop servo and the original Fichtel & Sachs mechanical clutch was dropped in favour of a hydraulic Borg & Beck item.
An optional central control panel that joined the transmission tunnel to the dash could also be specified.
End of Production
Production continued until late 1965 at which point the second generation 330 GT was introduced.
During its 18 months in production, 629 Series 1 330 GTs were produced.
505 of these came with the four-speed overdrive gearbox (50 of which were right-hand drive).
124 came with the five-speed gearbox (nine of which were right-hand drive).
Chassis numbers of the four-speed overdrive examples ranged from 4963 GT to 6883 GT.
The five-speed variants spanned 6911 GT to 7547 GT.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
