www.QV500.com - Ferrari 330 GT 2+2 Part 1: 330 GT 2+2 Series I
 

1964 330 GT factory sales brochure		 Manufactured between 1960 and late '63, Ferrari's 250 GTE had been the firms first series production model to offer space for more than two occupants. The 330 GT replaced the GTE and once again combined all the essential period components, most notably a front-mounted 4-litre V12 and elegant Pininfarina coachwork. Two versions were constructed between 1964 and '67; the appropriately titled Series I and II.
   
There were a number of important differences between these cars, the most notable being the second series revised Pininfarina bodywork that featured single headlights either side of the grille instead of the Series I's controversial twin headlights. Like its four seat predecessors and subsequent replacements, the 330 GT is an often overlooked and misunderstood Ferrari. Produced alongside the sultry 275 GTB and exclusive 500 Superfast, it was designed as a more comfortable and less demanding vehicle to drive than Ferrari's two-seat models. As a result, it hasn't acquired the same cachet as most of Ferrari's two-seat cars, but despite its less sporting characteristics, 330 GT's are nevertheless very fine machines. The welded tubular steel chassis designated Tipo 571 was in many ways a close development of the frame used for the outgoing 250 GTE. However, a number of important revisions were made including a 50mm wheelbase extension and the inclusion of adjustable Koni shock absorbers. Using a Tipo 209 60° V12 engine developed from the enormously impressive Colombo line that dated back to 1947, 330 GT's could boast powerplants that were direct descendants of the worlds most successful high performance V12's. Using the same measurements as previewed on the interim 330 GT America's, bore and stroke were 77 and 71mm for a displacement of 3967cc. Compression was set at 8.8:1 and three twin-choke Weber 40 DCZ or DFI carburettors fitted, all of which equated to a very healthy 300bhp at 6600rpm, enough to propel the 330 GT from zero to sixty in just 6.3 seconds and onto a top speed of 150mph. A four-speed gearbox with electronic overdrive was fitted.
 

330 GT Series I		 Pininfarina’s bodywork provided the Series I with its most talked about feature and one that often overshadows this cars many other impressive attributes. Much attention has always been paid to the distinctive nose profile where Pininfarina crafted twin headlights onto either wing, a style commonly referred to as ‘Chinese Eye’. Fabricated from steel with aluminium for the bonnet and boot lid, the lines of these Series I cars were extremely elegant. However, they were also very conservative which today doesn't seem to fulfil the average collectors narrow perception of how a Ferrari GT should be.
   

In reality, 330's offered perhaps the best-balanced and most accomplished design of all the four seat V12's ever constructed by Ferrari - GTE and 456 included. Borrani wire wheels were fitted as standard. As you would have expected from one of the worlds most expensive grand touring cars, 330 interiors were appointed in a luxurious manner. Full Connolly leather and carpeting was available in an abundance of potential shades, the heavily cushioned front seats being separated by a thick centre console that housed the transmission casing. There was a teak-veneered facia and classic wood-rimmed three-spoke steering wheel with Cavallino Rampante horn push, once again a generous amount of space being created for rear occupants who were provided with individual bucket seats and even an ash tray. The first showing for the Series I was during January's annual Ferrari press conference in 1964. It then publicly debuted a little later in the month at the Brussels Salon, the press all picking up on Pininfarina's four headlight configuration although few could find fault with much else. Production went on in this form until spring 1965 when Ferrari began fitting five-speed gearboxes to replace the four-speed with electronic overdrive. 508 examples of the four-speed had been completed and we believe that the last 120 Series I cars were all fitted with the new five-speed box. Around the same time, Ferrari made the standard Borrani wire wheels cost options, replacing them with ten-hole light alloy wheels by the same manufacturer. Production ended in mid 1965.