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Ferrari factory confirmed Maranello Concessionaires-still located in Wellesley road London- order number 246 on 12th March 1966 for a metallic Azzurro blue 19278 M Italver with blue VM 3015 leather and with light grey carpets with wire wheels, for July 1966 production. In July 1966 Maranello Concessionaires chairman Col. RJ Hoare telexed Ferrari asking for the car to fitted with air conditioning. (Mark Konigs sales register suggests the car had been destined to be a demonstrator) However the Rolls Royce agents for Maidenhead Mead of Maidenhead placed an order for the car on behalf of 48-year-old Mr Peter Cadbury of the Cadbury chocolate family. (Peter Cadbury did not go into the family business preferring to follow his father into flying and qualifying as a barrister. In 1954 he bought the theatre ticket and music publishing business Keith Prowse Limited to which future service invoices would be sent.) With the car ready in November 1966 discussions took place about sending Mr Cadburys chauffeur, Jones to collect the car and drive it back from the factory saving £65.00! However, after some “toing and froing” this seems to have been abandoned and the car was transported to the UK, where it was registered WTV 1 on 12th January 1967 to Mr Cadbury at his London address. The then list price being £6,516.6.0 plus delivery charges, number plates and road tax, the same price as a 330 GTS. By 12th March with 3,677 miles..........
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History; The 330 GTC was introduced at the Geneva Salon in the spring of 1966, with the first of the production series, S/No.8329, being on display. Pininfarina had earlier built a prototype, a "275 GTC" (obviously on a 275 chassis), S/No.6431, to try out the new bodywork. It has often been an over-simplification of the 330 GTC to state that it was the engine of the 330 GT 2+2 adapted to the chassis of the 275 GTB/GTS. However, this overlooks the technical significance of the new chassis, designated type 592. While it was indeed based on the 275 chassis, with four-wheel independent suspension and rear-mounted transmission in unit with the differential (i.e. a transaxle) it was with the 330 GTC that Ferrari's engineers came up with the solution to the driveshaft problem by installing a torque tube that enclosed the shaft while solidly joining the engine and transaxle into a single unit. Late 275 GTBs with torque tubes are highly praised for this technical advance; 330 GTCs, from whence this technical sophistication came, are ignored.
The 330 GTC had four-wheel disc brakes with power boost, and alloy wheels were standard equipment, with wire spoke wheels and air conditioning being the only options listed by the factory. The wheelbase dimension was the traditional Ferrari "short wheelbase" 2400mm (94.4 in.) with front track of 1401mm (55.2 in.) and rear track of 1417mm (55.8 in.) - identical to the dimensions of the 275. The gearbox had five forward speeds plus reverse, the steering mechanism was "worm and peg" and right-hand drive was available.
The engine had to be redesigned from the 330 GT 2+2 to utilise the torque tube. It was no longer necessary to mount the engine to the chassis at four points. The solid unit of engine/torque tube/transaxle required only four mounting points total - two on the block and two on the transaxle case - so a new block casting was required. This resulted in a revised type number for the 330 GTC engine, 209/66. But the basic dimensions remained the same - a classic 60o V-12 Colombo style of the second-generation design (increased bore centre dimensions) with single overhead camshafts for each bank. The main castings were of silumin with cylinder liners shrunk in, and the 7 bearing crankshaft was machined from a solid billet of steel. The bore and stroke of 77 x 71mm gave total engine displacement of 3967cc; a compression ratio of 8.8:1 with 3 twin choke Weber carburettors gave power rating of 300 hp at 7000rpm. Power was transferred by a single plate Borg & Beck clutch. With 9/31 rear axle ratio the factory claimed top speed to be 151mph.
In styling the 330 GTC has to rank as a true Pininfarina classic of understated elegance. Although almost 30 years have elapsed since it was unveiled, the 330 GTC is not a dated design. The basic theme was from the 275 GTS, with a light roof added and the nose elongated for better aerodynamics. The interior was especially spacious, with accommodations for only 2 but a luggage area behind the seats that could, at a pinch, hold a small 3rd person. For true grand touring, however, the commodious interior and the more than ample trunk required no skimping on the baggage.
Referring to grand touring, this was the area where the car really shone. The 4.0-litre 330 engine gave it effortless cruising at almost any sensible highway speed with added flexibility for stop-and-go driving. For reasons I have never determined, the almost identical 275 chassis has a "nervous" feel to me when being driven on the highway. This feel is totally absent from the 330 GTC. Throw in the optional air conditioning and you have true touring in the grand manner. Covering miles on the highway in a relaxing manner (both for your and the car), in comfort (pleasant seats and air conditioning), and with all the necessities stowed either in the trunk or the cockpit. The car could also accelerate from 0-60mph in under 7seconds and cover the standing start ¼mile in 15seconds or less. Contemporary road tests indicated that an actual top speed in the high 140s was easily obtainable, making the factory's claim of 151 a reality under optimum conditions.
As with virtually any Ferrari model, changes were introduced as changes were deemed necessary, so later versions are not always identical with earlier versions. The major change occurred with S/No.11181 with a new clutch control, new half shafts, and new accelerator linkage. Even here the 330 GTC gets "no respect" - late examples are often referred to as having "Daytona half shafts" when it is the Daytona that has late 330 GTC half shafts!
Pininfarina claims to have built 600 examples of the 330 GTC, including a handful of "speciale" bodywork cars. The type was replaced in 1968 by the 365 GTC, virtually the same car with a 4.4 litre engine and slightly revised bodywork.
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