Guide: Ferrari 330 LMB
Background
For 1962, the World Sportscar Championship had undergone a series of important changes. Most significantly, the main event shifted focus to production-based GT cars. Such vehicles would contest the International Championship for GT Manufacturers. Running alongside at a limited number of events, Prototype vehicles would duke it out for the Coupes des Sports.
Another key development saw the calendar expand; it went from five events in 1961 to 14 in 1962. GT cars were eligible to race at every round. Prototypes were invited to six events, but the Coupes des Sports would be decided on the results of just three races: the Sebring 12 Hours, Targa Florio and Nurburgring 1000km.
A blanket three-litre engine limit was imposed for GT and Prototype cars.
Unhappy at the prospect of fewer crowd-pleasing big-engined Prototypes on the grid, the Automobile Club de l’Ouest (which organised the Le Mans 24 Hours) devised a special Experimental category with a four-litre engine limit. Although such vehicles would be ineligible for championship points, the prestige of a Le Mans win meant several manufacturers created cars especially for the new class. Promoters of certain other events also allowed these cars to run.
For 1962, Ferrari had produced the 250 GTO to contest the International Championship for GT Manufacturers. A range of mid-engined SP variants emerged from Maranello to compete in the Coupes des Sports.
In addition, Ferrari created a pair of four-litre specials for the Experimental category at Le Mans: the Testa Rossa-based 330 TRI/LM and the 330 LM which was effectively a GTO modified to accept a four-litre engine.
For 1963, more regulatory changes were implemented.
The three-litre engine capacity of 1962 was lifted and the calendar was further expanded.
The Coupes des Sports was rebranded the International Trophy for GT Prototypes and would be contested over four instead of three events: the Sebring 12 Hours, Targa Florio, Nurburgring 1000km and the Le Mans 24 Hours.
The Experimental category laid on by the Le Mans organisers was renamed the Prototype category and the four-litre engine restriction was abolished.
To contest the 1963 International Trophy for GT Prototypes, Ferrari created the 250 P and 330 LMB. The mid-engined 250 P was an out-and-out Sports racing car whereas the 330 LMB was an evolution of the 330 LM from 1962.
The new models were unveiled at Ferrari’s Monza Press Conference during the second week of March 1963.
Chassis
The 1962 330 LM was based on a long wheelbase version of the 250 GTO’s special chassis that used smaller diameter tubing than Ferrari’s previous GT racing cars. A 20mm extension had been incorporated in order to accommodate the big four-litre engine in the 330 LM’s Tipo 539/566 chassis (taking the overall wheelbase to 2420mm).
For the 330 LMB, the wheelbase was extended by another 80mm (to 2500mm). These revamped frames were designated Tipo 574. The chassis fitted to the last of the four 330 LMBs (4725 SA) was designated Tipo 574/539.
Suspension was as per the GTO and 330 LM. The front end was independent via unequal length wishbones, co-axial springs, telescopic Koni shock absorbers and an anti-roll bar. At the back, Ferrari employed a live axle with twin radius arms, semi-elliptic springs, co-axial springs and more Koni shocks.
Dunlop disc brakes were fitted all round.
15-inch diameter Borrani wire wheels measured 6-inches wide at the front and 7-inches wide at the rear. They were originally shod with Dunlop Racing tyres.
A long-range gas tank was was mounted over the rear axle and accessed via a quick fuel filler by the trunk lid.
Engine / Gearbox
The 330 LM had been powered by a competition version of the special Gioacchino Colombo-designed V12 engine that first appeared in the 1960 400 Superamerica.
Whereas Colombo’s original Ferrari engines had been limited to a three-litre displacement, the 400 Superamerica incorporated a trick power unit that could be significantly enlarged. Most importantly, the depth of the cylinder block casting had been increased to accommodate longer crankshaft throws.
Other modifications included a larger water pump and the installation of a twin-roller cam drive chain instead of the earlier triple row.
The Tipo 163 LM motor used in the 330 LM came with several enhancement over the 400 Superamerica: it was dry-sumped, fitted with high compression pistons, Testa Rossa camshafts, polished rods and Vandervell bearings.
For the 330 LMB, the compression ratio was increased from 8.8:1 to 9.0:1. Additional fine tuning saw peak output jump from 340bhp at 7000rpm to 390bhp at 7500rpm.
Two of the four cars built were fitted with Tipo 163 LM engines. The other two were given Tipo 163/566 engines. They were all 60° V12s with single overhead camshafts, two valves per cylinder, single plug ignition and two coils.
Displacement was an unchanged 3967cc thanks to a bore and stroke of 77mm and 71mm respectively.
Although Ferrari’s test car (chassis 4619 SA) ran a triple carb set up, the three racers assembled came with a bank of six triple-choke Weber 42 DCN downdraught carburettors.
4619 SA also used a four-speed gearbox as per the 330 LM whereas the trio of LMBs destined for competition all had a five-speed ‘box.
Bodywork
Unlike the 1962 330 LM which was more or less a carbon copy of the 250 GTO with a bigger power bulge to accommodate the big four-litre engine, the 330 LMB was an unusual mix of existing design features. It was created at the studios of Pininfarina whose overriding concern was high speed aerodynamic efficiency.
Ahead of the windscreen, the 330 LMB closely resembled the GTO. Differences included a pair of secondary spot lights faired in either side of the oval intake aperture and a flattened hood without any power bulge. Three cooling vents were carved out from behind the front wheel whereas the GTO normally came with just two.
Otherwise, the LMB incorporated the GTO’s handsome cowled headlights and the trio of trademark delta-shaped intake ducts that could be blanked off to smooth airflow.
The LMB’s five window cockpit mimicked the lines of the 250 GT Berlinetta Lusso that had been launched at the Paris Motor Show in October 1962. The right-hand side rear quartlight was split in two; the rear section could be tilted forward in order to access the oil filler for the dry-sump lubrication system.
Down each flank, the door handles were semi-recessed. Vented panels were added above the wheels on the rear fenders to improve cooling and reduce air pressure within the arches. A bank of GTO-style vents were carved out from behind the rear wheels.
Like the cockpit, the tail profile also resembled the 250 GT Berlinetta Lusso, albeit subtly revised for optimal airflow. The Kamm tail fascia was home to a pair of circular light lenses. Four megaphone exhaust pipes poked out from underneath.
Interior
Cockpits were equipped with everything needed for long distance racing.
A full width crackle black dash incorporated an oval instrument binnacle directly behind the three-spoke wood-rimmed steering wheel. In the centre of the binnacle was a large 10,000rpm rev counter flanked by a trio of smaller read outs on each side. To the right were two fuel gauges and one for water temperature. To the left were gauges for oil pressure, oil temperature and battery condition.
Single-piece bucket seats were trimmed in black vinyl as was the transmission tunnel upon which was mounted an open gate gear lever.
Production
Ferrari assembled four examples of the 330 LMB for 1963.
The test mule (chassis 4619 SA) was retained for development use and never raced. It was the only 330 LMB equipped with a four instead of five-speed gearbox.
Chassis 4381 SA was retained for use by Scuderia Ferrari.
Chassis 4453 SA was supplied to Ferrari’s US importer, Luigi Chinetti, for his North American Racing Team (NART).
Chassis 4725 SA was supplied to Ferrari’s UK distributor, Colonel Ronnie Hoare, who ran Maranello Concessionaires.
1963 Sebring 12 Hours
Round one of the 1963 International Trophy for GT Prototypes was the Sebring 12 Hours which took place on March 23rd.
Scuderia Ferrari took a three car squad that comprised a brace of 250 Ps (for John Surtees / Ludovico Scarfiotti and Willy Mairesse / Nino Vaccarella) and their 330 LMB (for Mike Parkes / Lorenzo Bandini).
Chassis 4381 SA would contest the over three-litre Prototype class in which it would be up against NART’s ‘62 Le Mans-winning 330 TRI/LM and a brace of works Chaparrals.
Grid slots were decided on engine size which meant Parkes / Bandini started from 19th. They found that a certain restraint had to be exercised on the abrasive track surface otherwise their tyres were unlikely to last much beyond an hour.
The race got underway at 10am. At the two hour mark, Parkes had moved into seventh.
Bandini then took over and with three hours gone the 330 LMB was lying sixth.
Parkes subsequently hopped back in for this second stint, but shortly after 2pm, he span off at the MG bridge and collided with a tree. 4381 SA trundled back to the pits leaking petrol from a split fuel tank and in a generally sad state of disrepair. Upon arrival it was pushed away into retirement having completed 72 laps.
Fortunately, the other Ferraris proved absolutely dominant at Sebring. The 250 P of Surtees / Scarfiotti took victory from the sister car of Mairesse / Vaccarella (who were also joined by Bandini). The NART 330 TRI/LM of Pedro Rodriguez / Graham Hill claimed third. Fourth through sixth positions were taken by a trio of 250 GTOs.
1963 Le Mans Test
The two-day Le Mans Test of 1963 was held over the weekend of April 6th and 7th. Scuderia Ferrari took two cars: a 250 P and the 330 LMB that had crashed at Sebring and since been repaired (4381 SA).
Parkes, Mairesse and Bandini all had stints in 4381 SA - Parkes became the first driver to officially break the 300kph barrier on the long Mulsanne Straight.
The 330 LMB ultimately went second quickest, some 4.7 seconds slower than the banzai time set by John Surtees in his 250 P.
1.1 seconds behind the 330 LMB was Aston Martin’s DP214 which claimed third fastest time. This was in turn four tenths quicker than the brawny new semi-works Maserati Tipo 151/1.
1963 Le Mans 24 Hours
Between the Le Mans Test weekend and the 24 Hour race (which took place over the weekend of June 15th and 16th), Ferrari had contested rounds two and three of the 1963 International Trophy for GT Prototypes.
At round two (the Targa Florio), retirements for the big Ferraris had gifted the win to Porsche. The Italian team was then back on form to win the Nurburgring 1000km.
In addition to the works car that had appeared at Sebring and the Le Mans Test, two brand new 330 LMBs were present at la Sarthe for the annual 24 hour race.
Chassis 4453 SA was a NART entry for Dan Gurney and Jim Hall.
Chassis 4725 SA was a right-hand drive Maranello Concessionaires entry for Jack Sears and Mike Salmon.
The works car, chassis 4381 SA, was driven by Pierre Noblet and Jean Guichet. It ran under a Pierre Noblet entry as it had done at the Le Mans Test back in April.
All three cars arrived with bigger rear spoilers than had been used on 4381 SA during its first two appearances.
Lightest of the trio was the works car (1211kg) while the heaviest was the right-hand drive Maranello Concessionaires entry (1258kg) which had glass windows and a better equipped cockpit.
Also in attendance was a three-litre LMB-bodied 250 GTO for NART.
For the first time at Le Mans, grid slots were decided by qualifying times.
The NART 330 LMB of Gurney / Hall lined up seventh, the works Aston Martin DP214 of Bruce McLaren / Innes Ireland was eighth and Noblet / Guichet were ninth in the factory 330 LMB. In tenth spot was the other DP214 of Bill Kimberly / Jo Schlesser while Sears / Salmon qualified eleventh in the Maranello Concessionaires LMB.
Fastest of the experimental Prototype GT cars was the Aston Martin DP215 of Phil Hill / Lucien Bianchi in fourth which was followed by the Maserati 151/2 of Andre Simon / Lloyd Casner in fifth.
The rest of the top grid slots were all occupied by Ferrari Prototypes; on pole was the NART 330 TRI/LM of Pedro Rodriguez / Roger Penske.
The race got underway at 4pm on Saturday. At the end of the first lap, Simon’s Maserati led from Surtees (250 P), Phil Hill (DP215), Rodriguez (NART 330 TRI/LM), Parkes (250 P), Gurney (NART 330 LMB), McLaren (DP214), Bandini (250 P) and Hansgen (Cunningham E-type).
By lap four, Gurney had moved his NART LMB up to fifth. However, an accident by a slower car later that lap saw the fast Phil Hill Aston DP215 collect a load of debris and Gurney lost a couple of positions in the melee. This allowed Noblet into sixth position, Gurney was now seventh and Sears was running further back in 14th.
At the head of the field, Ferrari took the lead after the first round of pit stops. To make life easier, the fast Maserati retired two-and-a-half hours into the race.
Four hours in, the 330 LMB contingent were fifth (Noblet / Guichet), seventh (Gurney / Hall) and 14th (Sears / Salmon).
Unfortunately, half an hour later, the race was marred by the fatal accident of works Alpine driver, Christian Heins.
The engine in the Bruce McLaren / Innes Ireland Aston Martin DP214 had blown and caused 20-litres of oil to spill over the track. Roy Salvadori hit the slick in his Jaguar E-type Lightweight which flipped onto its roof and burst into flames. Jean-Pierre Manzon’s Rene Bonne Aerodjet LM6 then hit the Jaguar in the middle of the track.
In an attempt to avoid the stationary cars, Christian Heins swerved and struck another vehicle which caused his class-leading Alpine to flip end-over-end at 120mph. It then hit a lamp post and burst into flames. The unfortunate Heins was killed instantly.
Soon after quarter distance (10pm), the Noblet / Guichet 330 LMB (which had been lying fourth) was retired from the race as a result of a broken oil pipe.
This promoted the NART example of Gurney / Hall to fourth spot, but as midnight approached, it started to develop a misfire. Nevertheless, the crew pressed on and after a while the engine seemed to cure itself. However, a broken half shaft shortly after 1am left the Maranello Concessionaires entry as the sole 330 LM representative in the race..
By 4am, dawn was approaching and the 1963 Le Mans 24 Hours had reached its mid-point. Although the 49 car entry had been decimated to just 21 runners, Ferraris occupied six of the top seven positions.
In sixth was the works Porsche 718 RS Spyder of Edgar Barth and Herbert Linge, but Sears / Salmon soon moved passed in their 330 LMB to make it a Ferrari clean sweep of first through sixth places.
The Maranello Concessionaires machine was then promoted to fifth when the 250 P of Mairesse / Surtees caught fire.
Despite a lengthy pit stop towards the end of the morning, Sears / Salmon held on to claim fifth overall and first in the over three-litre Prototype category.
The all-Italian crew of Scarfiotti / Bandini claimed outright victory in their 250 P. The Equipe Nationale belge 250 GTO of Jean Blaton / Gerard Langlois van Ophem was second and the 250 P of Mike Parkes / Umberto Maglioli rounded out the podium in third.
An Ecurie Francorchamps 250 GTO was fourth and NART’s LMB-bodied 250 GTO finished sixth. The 1963 Le Mans proved a spectacularly successful race for Ferrari.
Afterwards, the 330 LMBs were all returned to the factory and refreshed.
1963 Brands Hatch Guards Trophy
The next competitive outing for a 330 LMB came seven weeks later when the Maranello Concessionaires car that had finished fifth at Le Mans (chassis 4725 SA) contested the annual 50 lap Guards Trophy for GT and Sports cars at Brands Hatch (August 6th).
Le Mans winner Lorenzo Bandini was loaned out to the British equipe, but he was forced to practice in Maranello Concessionaires’ 250 GTO as the 330 LMB did not arrive from Maranello until the morning of the race. This meant Bandini had to start from the back of the 25 car grid in a machine he had not driven before.
Despite an early spin on the way down from Druids, Bandini had risen to tenth position by the halfway mark. He eventually crossed the line in eighth position to win the over three-litre Sports class.
Roger Penske took victory in the Mecom Racing Team Zerex Special. The first GT car home was the 250 GTO of Jack Sears who drove John Coombs’ example to fifth.
1963 Bridgehampton 500km
The final race for a 330 LMB in period came five weeks later when NART entered their now gold-painted example (chassis 4453 SA) for the Bridgehampton 500km on September 15th. The event, which was open to Sports and GT cars, took place a day after Bridgehampton had hosted a 500km race purely for GT cars which served as the 1963 World Championship finale.
NART entered the gold 330 LMB for Dan Gurney and a 250 P for Pedro Rodriguez.
The 330 LMB, which had been uprated with a shallow hood scoop since its appearance at Le Mans, qualified ninth. At the sharp end of the grid, Rodriguez started on the front row of the alongside a pair of Cooper Monacos from the Briggs Cunningham team.
During the course of the near three-and-a-half-hour contest, Gurney steadily moved through the field. He ultimately went on to claim third place overall and second in the GTP class.
Meanwhile, Rodriguez and Walt Hansgen had an epic battle for the win; Rodriguez was forced to settle for second after encountering an oil slick in the closing stages.
Subsequent Histories
None of the 330 LMBs saw any further race action in period.
In November 1963, chassis 4381 SA, the works car that appeared at Sebring, the Le Mans Test and Le Mans 24 Hours, was sold to the Cronograph film company in Rome. During 1964 it was rebodied as a gold Spyder by Carrozzeria Fantuzzi. In this configuration it went on to start in James Tont operazione UNO (1965), Histories Extraordinaires (1968) and Capriccio all’Italiana (1968).
Chassis 4453 SA, the car owned by NART that had raced at Le Mans and then been repainted gold ahead of its appearance at Bridgehampton, was sold to Atlanta Ferrari dealer and racer, Don Fong. It was repainted red and served as a reserve entry for Fong’s team at the 1964 Sebring 12 Hours. Soon afterwards, Fong sold the car to the first of several private US owners.
Chassis 4619 SA, the unraced 330 LMB retained by Ferrari for development use, was sold in November 1963 to Pietro Ferraro of Cantiere del Timavo SpA, Trieste. Ferraro had also purchased the unique 1962 330 LM (chassis 3765 LM). 4619 SA was then sold to Luigi Chinetti, after which it went through the hands of several private American owners.
Chassis 4725 SA was the right-hand drive machine that had finished fifth at Le Mans and eighth at Brands Hatch. After its appearance at Brands Hatch, Maranello Concessionaires carried out some further modifications to make it a slightly more tractable road car to include installation of a three instead of six carburettor set up. This car had of course left the factory with glass windows and a better standard cockpit so was already fairly well suited to street use. 4725 SA was sold to Franco-Britannic Autos in Paris who in turn sold it on to the first of several French owners. By 1968 the car was in the long term care of noted Ferrari collector, Pierre Bardinon.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & The Henry Ford Museum - https://www.thehenryford.org/
