Guide: Ferrari 330 GTC & 330 GTS
Background
For those customers that wanted a two-seat fixed-head model wrapped in less dramatic coachwork than the rakish 275 GTB, Ferrari launched the 330 GTC.
Unveiled alongside the flagship 365 California at the Geneva Motor Show in March 1966, the 330 GTC was configured as a five-window Coupe whereas the 275 GTB was a racier three-window Berlinetta.
Ferrari had intermittently offered similarly refined Coupes in the past and they always sold well.
The 330 GTC was effectively a replacement for the 250 GT Berlinetta Lusso (built between 1962 and 1964) and the 250 GT Coupe (1955 to 1960). Like the GTC, these models were designed to be practical and stylish with smaller packaging than the grand four-seat Coupes that were also available from Maranello.
After the 330 GTC had been very positively received, Ferrari introduced an elegant Spyder variant (the 330 GTS) at the Paris Motor Show in October 1966. The 330 GTS replaced the 275 GTS which had itself been a softer version of the 275 GTB (and fitted with a completely different body design).
Both the 330 GTC and 330 GTS were sold alongside the 275 GTB Series 2 (which was soon to become the 275 GTB/4), the four-seat 330 GT Series 2 (which later became the 365 GT) and, for a brief time, the diminutive V6-powered Dino 206 GT.
Ferrari also offered the 365 California and a little later, the 330 GTC Speciale, both of which were created to satisfy customers that wanted truly individual machinery and for whom money was no object.
The most significant technical development ushered in with the 330 GTC was its five-speed transaxle with enclosed fixed torque tube driveshaft. Beforehand, extremely precise positioning was required to ensure the driveshaft ran at the same speed as the motor. The addition of a fixed torque tube coupling and compliant mountings eradicated any alignment issues.
The arrangement proved so successful it was almost immediately adopted on the 275 GTB.
Chassis
Designated Tipo 592, the new model’s tubular steel chassis had much in common with the second series 275 GTB.
They shared the same 2400mm wheelbase, identical track dimensions and a duplicate of one another’s fully independent suspension layout. This comprised unequal length wishbones, coil springs and telescopic shocks plus an anti-roll bar at either end.
Dunlop disc brakes were fitted to each corner along with 7 x 14-inch cast alloy wheels. The wheels were manufactured by Borrani to a simple ten-hole design and were usually shod with Pirelli or Dunlop tyres.
Fibreglass was used for the floor panels, the footwells and firewall.
Twin fuel tanks with an overall capacity of 90-litres were mounted in each side of the spare wheel well.
Engine & Gearbox
At the heart of the new model was a four-litre all-alloy 60° V12 with single overhead camshaft per bank, two valves per cylinder and wet-sump lubrication.
Ignition was via a single spark plug per cylinder and two coils.
Designated Tipo 209/66, the engine displaced 3967cc thanks to a bore and stroke of 77mm and 71mm respectively. These were the same internal dimensions as the 330 GT and the two models also shared the same compression ratio (8.8:1) and carburetion (three twin choke Weber 40 DCZ/6 or DFI/1).
Peak output was 300bhp at 7000rpm and 244lb-ft at 5000rpm.
Transmission was via the aforementioned five-speed transaxle, a single plate mechanical clutch and ZF limited-slip differential.
Bodywork
For the bodywork, Pininfarina fused a mixture of existing features to create one of the finest designs of its era.
The nose bore a considerable resemblance to the 500 Superfast while the rear wings and tail were lifted almost straight from the 275 GTS. To this, Pininfarina added a hardtop-style roofline with slim pillars that gave excellent visibility.
Triple louvred engine vents were located behind each front wheelarch and Pininfarina applied a delicate swage line down each flank.
Elegant quarter bumpers were fitted all round. These were chrome plated to match the window frames, handles, bezels, bumpers, sill strips, wipers and exhaust tips.
The production process saw each rolling chassis transported from Maranello west to Pininfarina’s plant at Grugliasco on the outskirts of Turin. Here they were kitted out with bodywork and interiors before being sent back to Ferrari for final mechanical installation.
Steel was used for everything bar the opening panels. The bonnet, boot and doors were formed in aluminium.
Interior
Like the exterior, the cockpit was also tastefully appointed.
Ferrari fitted all their production models of the era with a teak veneered dash and the 330 GTC / GTS were no different.
The oval instrument binnacle was home to a large speedometer and rev counter with smaller gauges for oil temperature, oil pressure and water temperature in between. A clock, ammeter and fuel gauge were located in the centre of the dash.
Black vinyl was used to upholster the dash top, knee roll, door caps, upper rear bulkhead, armrests and transmission tunnel. However, the combined armrest / door handle and transmission tunnel were occasionally trimmed in leather to match the seats and the rest of the door panels.
The rear quarters were predominantly carpeted and fitted with luggage straps.
Rather than the kind of figure-hugging buckets fitted to the 275 GTB, this latest model came with well-cushioned seats designed for maximum comfort.
Electric windows were standard.
Options
Customers could further enhance their cars with air-conditioning, a radio and Borrani wire wheels.
Weight / Performance
Ferrari quoted the 330 GTC’s weight as 1300kg and its top speed as 150mph.
0-62mph took just over six seconds.
Prototype
The 330 GTC prototype (chassis 6431) had been in development since early 1965.
It featured almost production-ready coachwork and initially ran the 275's 3.3-litre engine and gearbox. These parts were later replaced by production-spec. mechanicals and, in November 1966, chassis 6431 was sold as a regular 330 GTC.
330 GTS
The open top 330 GTS was unveiled at the Paris Motor Show in October 1966, seven months after the GTC took its bow.
It featured a manually operated folding canvas roof that, when lowered, lay flush with the rear bodywork.
The GTS weighed 100kg less than the Coupe and could also be ordered with a Hardtop although this option was rarely taken up.
Production Changes
A number of developments were made during production, most notably the switch from single to twin front radiators (at chassis 9893).
Later, the fuel lines were repositioned, improved synchromesh rings were fitted and the Dunlop brake servo was exchanged for a Bonaldi item.
End of Production
Production was discontinued in late 1968 to make way for the 365 GTC and 365 GTS that came with the latest 4.4-litre engine. Otherwise, relatively little was changed from the existing 330 variants.
By the time production ended, 598 GTCs had been manufactured along with 99 examples of the GTS. Of these, 21 of the fixed-heads and two of the drop-heads were right-hand drive.
Special Versions
A small number of cars came with special modifications.
One such example was chassis 8727. This GTC was Sergio Pininfarina’s personal vehicle. It featured 365 California-style pop-up headlights and the hood-mounted engine cooling vents that would later be adopted on the 365 GTC.
Chassis 9571 was another GTC to come equipped with pop-up driving lights. This car also had a 365 GT-style nose with Plexiglas-covered headlights, a full width rear bumper, special door handles and a unique instrument panel without a speedometer.
One more specially equipped GTC was chassis 10581 which was owned by Leopoldo Pirelli who had recently become head of the eponymous Italian tyre manufacturer. It was equipped with a 4.4-litre Tipo 245/C engine as later fitted to the 365 GTC plus a set of hand-forged 15-inch Campagnolo five-spoke alloy wheels.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
