| Engine | |
|---|---|
| Configuration | Type 209 60º V12 |
| Location | Front, longitudinally mounted |
| Construction | light alloy block and head |
| Displacement | 3.967 liter / 242.1 cu in |
| Bore / Stroke | 77.0 mm (3 in) / 71.0 mm (2.8 in) |
| Compression | 8.8:1 |
| Valvetrain | 2 valves / cylinder, SOHC |
| Fuel feed | 3 Weber 40 DFI Carburettors |
| Aspiration | Naturally Aspirated |
| Power | 300 bhp / 224 KW @ 7000 rpm |
| Torque | 326 Nm / 240 ft lbs @ 5000 rpm |
| BHP/Liter | 76 bhp / liter |
| Drivetrain | |
| Chassis | body on tubular chassis |
| Suspension (fr/r) | double wishbones, coil springs |
| Steering | worm and roller |
| Brakes | discs, all-round |
| Gearbox | 5 speed Manual |
| Drive | Rear wheel drive |
| Dimensions | |
| Weight | 1300 kilo / 2866 lbs |
| Length/Width/Height | 4400 mm (173.2 in) / 1675 mm (65.9 in)/1280 mm (50.4) |
| Wheelbase/Track (fr/r) | 2400 mm (94.5 in) / 1401 mm (55.2 in) /1417 mm (55.8) |
| Performance figures | |
| Power to weight | 0.23 bhp / kg |
| Top Speed | 242 km/h (150 mph) |
| 0-60 mph | 6.9 s |
| 0-100 mph | 16.7 s |
330GTC DEVELOPMENT
The 330GTC is a successful integration of some of the most spectacular collaborations between Enzo Ferrari & Batista Pininfarina. The 330 GTC draws substantial design influences from the 500 Superfast, 275GTB, 275GTS, and the 400 Superamerica. Enzo Ferarri, was seeking a model to fall in between the larger 330 2+2 and the sporty 275 GTB. The unique characteristics of the 330GTC include: a larger crankshaft for durability, a larger (3,967cc) alloy power plant and block creating an opportunity for greater space between the cylinders. Usage of twin oil coolers & twin oil filters with a sump capacity of 10.5 quarts. A tubular steel frame adopted from the 275GTB, to stiffen the chassis while reducing weight. This was one of the first Ferraris to use an alternator, a model badge on the boot, the iconic open shift gate in the cabin and a fully independent suspension for control and ride quality. The resulting 330 GTC is a unique beauty and a powerful yet refined Ferrari that is widely considered by enthusiasts as one of the most drivable and serviceable all-around production cars the Scuderia had put into production during that era - a true GT. At 598 or 604 examples (depending on which authority you favor), it was one of Ferrari's most successful production models.
APPROACHING 11017
Approaching the car, 11017 projects both class and understatement particularly in the sumptuous Argento Silver, which suits this model so perfectly. The lines are both crisp and easily flowing to the eye and to a novice, the 330GTC perhaps does not look like what many must consider the classic "Ferrari look" indeed, someone unfamiliar with the marque may not even perceive it as a Ferrari at all. To any car enthusiast however, the apparent quality and refined styling sets the heart racing long before the fuel ever ignites "Whoa, would you look at that cool car… Is that a Ferrari?"The first few early GTCs and prototypes were special orders for dignitaries and royalty. Still being largely hand built before FIAT urged production efficiencies in the 1970s; a critical eye will notice the idiosyncratic and subtle differences of a handmade car. Like a fine pair of Italian leather loafers that illustrate that slight variances are expected and uniquely handsome, so do these Ferrari's. Most of the cars were hand hammered at the Pinifarina coachwork facility in Turin and delivered to the Ferrari factory in Maranello where they were powered and fitted out. 11017 has an ever so slightly taller and more peaked drivers fender as compared to the slightly rounder passenger side. You have to spend considerable time behind the wheel to notice, but it's pleasing to find. The slim ¼ chrome bumpers at each corner compliment the design and do not distract as so many cars were plagued with in later years to meet USA crash safety standards. One would never know that the triple bay exhaust louvers in the front quarter panels are for looks only and do not offer any other functional role. The egg crate grill and long hood as adapted from the 500 superfast was an aerodynamic adaptation to add downdraft and help the front end stay firmly on the tarmac. Everything about the styling seems in balance. The 14 inch 10 hole Campagnolo knock-off alloy wheels marry well as compared to the size of the body and short 94.5 inch wheelbase. The contours of the beltline offer a soft but masculine hip and contrast the thin roofline and pillars. Some writers have referred to the cabin of the 330GTC as a "greenhouse" and the heavy use of glass makes for a sunny pleasant ride.
GETTING IN THE CABIN
Upon opening the door, the height and position of the handle, the door top and sill all are in tune with one another. The gaps, body spacing fit and finish are superb. The interior is inviting and luxurious. The teak veneer dash, gauges, and chrome accents are crowned by the magnificent aluminum 3 spoke hand embossed Nardi steering wheel with African mahogany rim. The interior is refined and inviting to the driver making ingress and egress so easy the driver need only decide weather or not to dawn a pair of driving gloves for added grip. At 5'9", with the seat adjusted a little forward the car fits well and can accommodate shorter and taller drivers because of the range of the seat rails and the "distance neutral" position of the steering wheel. The black Connolly leather seats are soft and luxurious without being too hard or too mushy. Support is in keeping with the period and offers further cushioning along with the high sidewalls of the tires for a soft ride. Once seated, the wheel position is at shoulder height, with the armrests being assessable with a slight shift but also out of the way if you do not wish to use them. This was the first street model (275GTB was first) to utilize the now iconic Ferrari slotted metal shift gate, a slender chrome stick is capped in a black ergonomically contoured grip. The stick shift mechanically controls a rod aft to the transaxle. Shifting is precise, predictable and enjoyable with the top hinged pedals offering expected response and travel. The shift pattern is a dogleg five speed layout. What's nice about this design is that shifting between the 2 most utilized gears of second and third, the movement is a simply up and down, a few vehicles others have this same configuration and were also praised for their ergonomic quality. All the gauges are easy to read and dignified with elegantly shaped and sized letters and numerals, a reflection from the days when switches and gauges stretched clear across the dashboards surface providing the driver with an array of instruments on every aspect of the cars performance and mechanical attitude. Gauges from left to right relay; Speedometer, oil temperature, oil pressure, water temperature, tachometer, fuel gauge, clock and ammeter.
DRIVING THE 330 GTC
What makes this Ferrari so different from her other more aggressive sisters is how satisfying the car can be. While the car takes a minimum of 20 minutes to fully warm up the huge oil reserve and the distant rear transaxle, the car can still be driven from a relatively cold start if the driver is not too pushy with second gear by keeping RPMs low from first to second and helping the car along by rolling into the gear shifts. The restrained approach to the thin roofline makes for excellent visibility in all cornering conditions with minimal blind spots. Driving 11017 is a refined experience with beautifully light worm drive steering and plenty of available torque. The car does have slight understeer but that is a little price to pay for overall precision for the model at the time when it was produced (as way of contrast the 2014 Aston Martin Vanquish has more understeer than the 1966 330). The thin Nardi wheel coupled with the delicate shifter makes the driver hold the controls lightly in their grasp. The quickly available torque from the 300bhp further influences the drive because shifting quickly only gets you going marginally faster, instead, this car is best driven with the genteel restraint of a Lady or Gentleman. She can make 0-60 in under 7 seconds, but why rush the pleasant experience by getting to top speed of about 150pmh any faster? By virtue of the body design and weight, the 330GTC starts to dig in at 60mph and can cruise 80mph all weekend long. This means that in top gear the sound from the quadruple tipped ANSA exhaust, power and traction all merge into a balanced sports car or Grand Touring ride. The ride is predictable through most speeds but traction feels effortless at mid to higher speeds. This model was credited by some as being the first real road going production car benefitting from an adjusted 5th gear ratio for top-end gearing and a lot more engine and cabin insulation and sound deadening than had been previously used. The engine and transmission had seen further refinements by the time 11017 was built in reducing vibration with only 2 mounts for the motor, 2 motor mounts for the transaxle with a rigid torque tube connecting the gap. Independent front end and wishbone rear suspension with KONI shocks fore and aft. The ATE Girling disc brakes with vented rotors are grippy and I saw no wear in multiple hours of testing. The music from the engine reaches a crescendo at 2,800 RPM where road noise and wind noise merge with engine commotion to sort of become one beautiful welcome roar. Though not (yet) a million dollar car, the 330 GTC both looks and drives like a million dollar car.