Guide: Ferrari 330 GTC Speciale
Background
By the late 1960s, time was nearly up for Ferrari's illustrious line of super high end flagships like the Superamerica and Superfast; manufacturing techniques had changed radically since the coachbuilt era and the cost of introducing new models had grown exponentially.
Ferrari now routinely made street cars by the hundred and building batches of ten or twenty was no longer economically viable.
Ferrari's final offering that fell into this elite group came about thanks to a royal family with a history of spectacular commissions from the house of the prancing horse.
Princess Lilian of Belgium and her husband, Leopold III (who was King between 1934 and 1951, prior to his abdication), had owned a fleet of custom Ferraris. The royal garage had, at one time or another, been home to a Vignale-bodied 250 Europa and a 342 America Cabriolet fitted with a hot 375 engine. Perhaps most famously, King Leopold had ordered a 375 Plus sports racing car built as a stunning Pininfarina Cabriolet.
The commission for a custom 330 GTC came from Princess Lilian and Ferrari handed the task to Pininfarina. The resultant 330 GTC Speciale was finished in time to star at the Brussels Motor Show in February 1967. Three copies were subsequently manufactured which took total production to four units.
Based upon standard 330 GTC running gear, the four Speciales incorporated Ferrari's tried-and-tested combination of a traditional tubular steel frame powered by a thoroughbred V12 engine.
Chassis
A standard GTC Tipo 592 chassis was employed which was ultimately quite similar to the second series 275 GTB. Both cars shared a 2400mm wheelbase, identical track dimensions and a duplicate of one another’s fully independent suspension. This comprised unequal length wishbones, coil springs and telescopic shocks all round plus anti-roll bars at either end.
Dunlop disc brakes were standard along with 7 x 14-inch wheels. Of the four 330 GTC Speciales built, the first three came with wire wheels while the final example left the factory with Borrani's ten-hole cast alloy rims. A choice of Dunlop and Pirelli tyres was offered.
The floor panels, footwells and firewall were made of fibreglass.
Twin fuel tanks with an overall capacity of 90-litres were mounted each side of the spare wheel well.
Engine / Gearbox
In the engine bay was a four-litre all-alloy 60° V12 with single overhead camshaft per bank and wet-sump lubrication.
Designated Tipo 209/66, it displaced 3967cc thanks to a bore and stroke of 77mm and 71mm respectively. These were the same internal dimensions as the 330 GT. The two models also shared an identical compression ratio (8.8:1) and fuel feed (three twin choke Weber 40 DCZ/6 or DFI/1 carburettors).
Ignition was via a single spark plug per cylinder and two coils.
Peak output was 300bhp at 7000rpm and 244lb-ft at 5000rpm.
The most significant technical development ushered in with the 330 GTC was its five-speed transaxle with enclosed fixed torque tube driveshaft. Before, 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.
A ZF limited-slip differential was standard.
Bodywork
What really made the 330 GTC Speciale stand out was its sleek new body which pioneered a number of features that were later adopted on Ferrari production models.
At the front, Pininfarina used a 365 California-style nose with covered headlights. The first two Speciales came with the California’s unusual pop-up headlights.
The front bumperettes were also similar the 365 California while, at the back, a full-width bumper was fitted.
A brand new cabin profile with considerable glass area gave excellent all round visibility. The rear window was a single piece of concave glass similar to the type used by mid-engined models like the Dino. The curved glass elements were neatly integrated with flying buttresses that swept down to an extended tail with Kamm fascia and three-piece lights.
Unlike the 365 California, which had its tail lights mounted on a red reflective panel, the GTC Speciale came with a flashier chrome finish.
The GTC Speciale’s cabin and tail treatment were subsequently replicated on the four-seat 365 GT introduced later in 1967 (albeit with a simpler to manufacture fastback rear screen).
Production Differences
Although only four 330 GTC Speciales were built, they were not identical.
In addition to pop-up headlights, the first two examples came with rear bumper overriders, two banks of scuttle-mounted cooling vents and a nudge bar on the nose.
The last two examples came with plain rear bumpers, engine cooling vents carved out from the bonnet and no nudge bar.
Uniquely, car four came with shortened front bumperettes, chrome-rimmed headlight covers and flat instead of domed tail lights. As mentioned earlier, it was also equipped with cast alloy wheels rather than wires.
Interior
Unlike the exterior, cockpits were largely standard. However, 330 GTC Speciales did without the normal teak veneered dash fascia and carpeted rear quarters; leather was used instead.
Air-conditioning and a radio (usually optional extras) were standard.
The oval instrument binnacle was home to a large speedometer and rev counter with smaller gauges for oil temperature, oil pressure and water temperature mounted in between. A clock, ammeter and fuel gauge were located in the middle of the dash.
Seats were well cushioned for maximum comfort.
Weight / Performance
Like the regular 330 GTC, top speed was around 150mph and 0-62mph took just over six seconds.
Weight was probably a little higher than the standard car’s 1300kg.
Production
Princess Lilian's Speciale (chassis 9439 GT) was displayed at the Brussels Motor Show in February 1967. At her request, it was finished in light blue metallic with a black leather interior and dark blue carpet.
Princess Lilian also commissioned the second example (9653 GT) for her close friend, the internationally renowned cardiac surgeon, Dr. Michael DeBakey.
DeBakey’s car was identical to Princess Lilian's. After starring at the Geneva Motor Show in March 1967, it was exported to DeBakey’s home in Houston, Texas.
Cars three and four were both originally painted silver.
Chassis 10107 GT came with a black interior and was sold to Maria Maddalena da Lisca of Cortina d' Ampezzo in Italy.
By contrast, 10241 GT was upholstered with ivory leather and red carpet. This final example was displayed at the Frankfurt Motor Show in September 1967 and sold to Dr. Franco Palma, a surgeon from Rome and another very good Ferrari customer.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
