Ferrari 330 GTO - Ferrari 330 GTO
A Ferrari 330 GTO at Brands Hatch 2005 (probably the high quality replica # 5837GT made by Chris Lawrence )
|Sales designation:||330 GTO|
|Class :||Sports car|
|Body versions :||Coupé|
|Engines:|| Otto engines : |
(up to approx. 287 kW)
|Wheelbase :||2420 mm|
|Empty weight :||950 kg|
|successor||Ferrari 330 LMB|
Externally, the model largely corresponds to the 250 GTO , but has the customized chassis and the larger, modified for racing 4.0 times liter - V - 12 - motor of the road sports car Ferrari 400 Super America . Except for these two models is still a technical and historical relationship to the one-off Ferrari 330 TRI / LM 1962 and the four Ferrari 330 LMB of 1963. Looking at the motor racing sport coupe the model family is Ferrari 330 attributed.
The vehicle with chassis number 3765LM from 1962, the Ferrari 330LM GTO , has a brief racing history as a works car for Scuderia Ferrari and, in particular, took part in the Le Mans 24-hour race in 1962 . The vehicle with chassis number 4561SA from 1963, which differed in details, was no longer used as a works racing car; It was used briefly by a senior member of Ferrari's management team before it was sold to a British racing driver who competed with it in a few smaller races. On a third car, chassis number 3673SA, the original identity is still controversial today. According to some sources, it was a Ferrari 400 Superamerica GT one- off from the start. Recent research suggests that the vehicle was initially built as a Ferrari 330 GTO and used as a works racing car, but was then badly damaged in a traffic accident in which Ferrari works driver Willy Mairesse was at the wheel; it had to be completely rebuilt and was no longer suitable for professional motorsport.
With a documented price of 17 million Swiss francs for the youngest specimen in 1990, the vehicles in this model range are among the most expensive automotive collectibles.
The model history of the 330 GTO
With the 330 GTO , Ferrari took up the tradition of the large-capacity front-engined racing coupés again in 1962 . However, only a few motor sport events were open to the model according to the contemporary racing regulations . And with the mid-engine concept that Ferrari had been testing in racing cars in the smaller displacement classes since 1961, conceptual alternatives were already emerging.
The tradition of large-capacity Ferrari front-engined racing coupés
Large-displacement front-engined racing coupés had been around at Ferrari since 1951, starting with the 340 America Vignale Berlinetta (chassis number 0082A ). The series initially ended in 1955 with a 375 MM Pinin Farina Berlinetta (chassis number 0472AM ) or, as a one-off, the 410 Sport Berlinetta (chassis number 0594CM ). After that, Ferrari initially limited itself to open racing spiders . Also came as part of the FIA World Sports Car ChampionshipFrom 1958 the displacement was limited to 3.0 liters, which meant that the use of larger-displacement sports cars was excluded for the time being. The starting position for the 1962 racing season changed in several ways. 
The changes to the regulations from the 1962 sports car season
For the sports car world championship in 1962 and thus the world championship for automobiles, the Fédération Internationale de l'Automobile (FIA) decided to only allow vehicles that were homologated in the near-series category of Gran Turismo vehicles . The top displacement class still only reached up to 3.0 liters displacement.
The organizers of four large, traditional World Championship races - the season included a total of eight racing events - did not want to do without the spectacular vehicles in the prototype category. Together they announced the Sports Car Cup for prototypes up to 3.0 liters displacement parallel to the FIA World Cup categories .
However, the organizer of the Le Mans 24-hour race , the French Automobile Club de l'Ouest , wanted to present even more powerful racing cars and created the Challenge Mondial de Vitesse et d'Endurance trophy . It was advertised for racing prototypes with a displacement of up to 4.0 liters. The competing manufacturers had to compete in the four endurance races in Sebring , the Targa Florio , on the Nürburgring and in Le Mans. 
The position of the 330 GTO within the Ferrari model range
- Ferrari 250 GT Berlinetta SWB (chassis numbers from 1539GT since 1959),
- the 250 GT California Spyder SWB (chassis numbers from 1795GT since 1960) and above all
- the new 250 GTO (chassis numbers from 3223GT )
the Italian company had victorious vehicles for the GT category up to 3.0 liters. In addition to the works team, they were also available to private teams.
- the three 250TRI / 61 Fantuzzi Spiders (chassis numbers 0782TR , 0792TR and 0794TR ) with a V12 front engine and 3.0 liter displacement and
- six Fantuzzi spiders with a mid-engine installed lengthways (chassis numbers 0790 , 0796 , 0798 , 0802 , 0804 and 0806 ). Depending on the engine they were called 196SP , 246SP , 286SP , 248SP and 268SP and had V6 engines with 2.0, 2.4 and 2.8 liters or new V8 engines with 2.4 and 2.6 liters displacement.
Due to their number and their performance potential, they were largely unrivaled and the first candidates for overall victories.
Nevertheless, Ferrari created the open 330TRI (chassis number 0808 ) with 4.0-liter V12 front engine and the 330 GTO series for the Challenge Mondial de Vitesse et d'Endurance trophy and the sought-after prestigious overall victory at Le Mans from 1962 . 
At the time, the Scuderia Ferrari racing department and the factory in general did not use a completely uniform name for the new model, which today can cause confusion in individual cases. The name 330 GTO was only established later. With 330 , analogous to the 250- series and the other 330 -series models, it refers to the rounded displacement of each individual cylinder in cubic centimeters, while the civilian top model 400 Superamerica is based on the total displacement in centiliters. The name GTO was derived from the outwardly similar 250 GTOaccepted. It is misleading in two ways: Due to its design, the 330 GTO was neither a near-series GT vehicle in the sense of sports law, nor could or should it be homologated as such ("Omologato").
The return to a closed coupé body was based on the findings of the lead development engineer Giotto Bizzarrini and the insight of Enzo Ferrari based on the first aerodynamic tests in the wind tunnel of the University of Pisa . The closed body reduced the air resistance and improved the contact pressure , which had a positive effect on the top speed and the vehicle's stability in the corners. 
Important public appearances of the 330 GTO, its successors and replicas
The 330 GTO made its first public appearance as a works car on the occasion of the 1000 km race at the Nürburgring in 1962 on May 27, its second at the Le Mans 24-hour race on 23/24. June. Since there were only a few major events in which racing prototypes with four-liter displacement could take part, the 330 GTO was not widely used. In addition, the Ferrari racing prototypes of the class up to 3.0 liters displacement were superior and mostly victorious due to the low level of competition. Nevertheless, Ferrari developed the 330 LMB as an alternative or successor for 1963 . It was technically very closely related to the 330 GTO , but had an aerodynamic onecheap rear section that resembled the 250 GT Berlinetta Lusso .    
After the first two 330 LMB (chassis numbers 4381SA and 4453SA ) and before the last two (chassis numbers 4619SA and 4725SA ), Ferrari began work on another 330 GTO (chassis number 4561SA ). However, unlike the 330 LMB , the vehicle was not finished until September 23, 1963, when the season's four prototype races were already over.    The era of the large-capacity front-engined racing coupés finally ended in 1964 with the introduction of the Ferrari 330Pwith 4.0-liter V12-cylinder mid-engine, the consistent further development of the 250P and 275P models .
In private hands, the older 330 GTO - in addition to hill climbs , road rallies and smaller circuit races - also participated in the 1965 Targa Florio, part of the sports car world championship .  The younger vehicle appeared 1988/89 and from 1999 to 2011 in spite of his repeated exorbitant value in historic motor racing. 
From the 1980s, several recreations / replicas of the 330 GTO based on other vehicles of the Ferrari 330 model family were created on the private initiative of individual vehicle owners.
The technology of the 330 GTO
For the vehicle technology of this model, Ferrari relied on a number of existing, proven components that were used in other racing sports cars as well as revised components from high-performance street models. Ferrari took a similar approach at the same time with the 330 TRI / LM , which combined the same engine with a modified chassis of a 250 TRI / 60 and an open Spider body.
Based on the external appearance of the 330 GTO , it is sometimes assumed that it has the (extended) chassis Tipo 539/62 Comp. of the 250 GTO . However, due to the different crankcase, the dimensions and weight of the 4.0-liter engine differ from those of the 3.0-liter engine. In fact, Ferrari therefore used the modified chassis of the 400 Superamerica Tipo 538 road sports car .   
The designation Tipo 538/566 has been passed down for the chassis 3765LM ,  a relatively independent, lighter and more rigid variant especially for the 24-hour race of Le Mans (hence the abbreviation LM ); it was developed shortly before the Ferrari 330 TRI / LM (chassis Tipo 568 ).  For the chassis 4561SA a largely unchanged chassis was Tipo 538 accordingly 400 Superamerica used.  For the oldest chassis under consideration, 3673, there are no reliable indications that it already had the special LM configuration; officially it still bears the abbreviation SA for Superamerica . 
As with all contemporary road and racing car Ferrari also used at 330 GTO a steel - tubular frame with two longitudinal beams and cross beams of tubes with an oval cross-section . On the front axle , it has independent suspension with upper and lower triangular wishbones , telescopic shock absorbers surrounded by coil springs, a stabilizer and a worm roller steering . At the rear there is a classic rigid axle with semi-elliptical leaf springsand telescopic shock absorbers. Disc brakes are mounted on all four wheels . While the chassis 3765LM and 3673 were designed as left-hand drive, the chassis 4561SA has right-hand drive . The 140 liter fuel tank is located in the rear . The front rims and tires measure 6.00 × 15 inches , the rear 7.00 × 15 inches.       The dimensions of the then used Diagonal - racing tires corresponding in today forRadial radial tires common name in the sizes 195 R 15 at the front and 225 to 235 R 15 at the rear.
In contrast, the 330 TRI / LM use a Tipo 568 chassis with independent rear suspension and the four 330 LMB use a Tipo 574 chassis with a rigid axle and longer wheelbase .
The 330 GTO is powered by a modified engine from the Ferrari 400 Superamerica Tipo 163 or 163LM . It is a V12 engine installed lengthways behind the front axle with a cylinder bank angle of 60 degrees. Crankcase and cylinder head are made of an aluminum - alloy . Each cylinder bank has an overhead camshaft and two valves per cylinder. From a cylinder bore of 77.0 millimeters and a piston strokeof 71.0 millimeters results in a total displacement of 3967.45 cubic centimeters, i.e. 330.62 cubic centimeters per cylinder, from which the model name is derived.
A compression ratio of 8.8: 1 results in a maximum output of up to around 390 hp (287 kW ) at 7500 revolutions per minute . In this configuration, six are Weber - carburetor of the type 42 DCN used. Each cylinder has only one spark plug , and each cylinder bank has its own ignition coil . The supply of the engine oil takes on a dry sump lubrication . The power is transmitted via a multi-plate dry clutch , a directly flanged to the engine ,Manual four-speed gearbox with reverse gear and a short cardan shaft to the conventional differential gear on the rear axle . 
The coupé body largely corresponds to that of the Ferrari 250 GTO , also presented in 1962 , of which 39 examples were built in the following years. It was the first Ferrari body that was specifically designed according to aerodynamic aspects and optimized in the wind tunnel of the University of Pisa. Giotto Bizzarrini was responsible for the development, which was under the personal supervision of Enzo Ferrari. The body is characterized by a low, strongly rounded front and a cut-off rear , a so-called "Kamm-Heck", named after the German aerodynamicist Wunibald Kamm . A spoiler edge at the rear reduces vehicle lift; On the front of the vehicle, the bonnet and on the fenders behind the front wheels, Ferrari experimented with different air inlets and outlets to improve the air flow, reduce lift and optimize engine cooling.
Especially for the 330 GTO , the body was adapted to the slightly longer and wider chassis derived from the Ferrari 400 Superamerica . In particular, the front of the vehicle is a few centimeters longer and the bulge on the bonnet is longer and higher because of the taller engine. The superstructures were manufactured at Carrozzeria Scaglietti in Maranello , with Sergio Scaglietti implementing the ideas developed by Bizzarrini and checked in the wind tunnel. According to the regulations, the model is designed as a two-seater.
Dimensions and mileage
There are different details about the dimensions, weight and mileage, which is also due to the fact that these are largely hand-made individual items with different purposes. The wheelbase is usually given as 2420 millimeters, for the vehicle from 1963 there is also the specification of 2450 millimeters, which is sometimes explained by the requirements of the tall first owner. In the technically related sister models, however, they were 2400 millimeters for the 250 GTO , 2420 millimeters for the 330 TRI / LM and 2500 millimeters for the 330 LMB .
The dimensions for length, width and height are repeatedly given as 4360 × 1675 × 1245 millimeters, the dry weight with 950 kilograms. The top speed was around 280 kilometers per hour, depending on the gear ratio. 
The individual vehicles
Depending on the source and perspective, authors today assume that only two or three Ferrari 330 GTOs were built in the Ferrari factory in 1962 and 1963 . Two still exist today, some with certain technical changes; the third vehicle under consideration was fundamentally rebuilt in the 1980s and also exists to this day. They all belong to the high-priced collector's vehicles with a current value in the seven-digit euro and dollar range.
In addition, the 330 GTOs manufactured in the factory were the model for several high-quality 330 GTO recreations , which were built on a private initiative in several highly respected specialist companies for Ferrari restorations.
The Ferrari 330LM GTO, chassis number 3765LM from 1962
The Ferrari 330LM GTO with chassis number 3765LM was completed in May 1962.  Around this time, Ferrari primarily produced open and closed road sports cars of the 250 GT series , but also several 250 GTO racing sports cars (chassis numbers 3729GT , 3757GT , 3767GT , 3769GT and 3809GT ), as well as the 25th and last Ferrari 400 Superamerica Series I as Aerodinamico Coupé (chassis number 3747SA ). 
The vehicle, painted in traditional red, has a special position from several points of view. It is the only one with - at least today - the special chassis configuration Tipo 538/566 with the abbreviation LM ; it was also the only 330 GTO that Scuderia Ferrari ever used as a works car in the Le Mans 24-hour race.
In training for the 1962 race, Mike Parkes and Lorenzo Bandini posted the second fastest time behind the Ferrari 330 TRI / LM under Olivier Gendebien and Phil Hill . The number 7 330LM GTO retired from the race after around six hours: It had strayed off the track and got into a deep gravel and sand bed in the run-off zone ; as a result, the engine overheated. 
Towards the end of the 1962 season, Ferrari sold the car to the Italian entrepreneur and racing driver Pietro Ferraro, who had taken part in the Targa Florio several times, but mostly competed in mountain races, sometimes under his pseudonym "Montin". He fielded the 330 GTO again in a hill climb in 1964. In the same year, the Italian racing driver Ferdinando Latteri acquired the vehicle and had it converted to the 3.0-liter V12 engine from the former Ferrari 250P test car, including the flanged five-speed gearbox. With it, he denied 1965/66 still several races in Italy, including in May 1965, the World Sportscar Championship in 1965 scoring Targa Florio; in lower-class races, he sometimes achieved overall or class victories. In 1967, the car moved to the United States via the Ferrari factory for only 8,000 US dollars and now painted yellow . The vehicle, which has since been restored, took part in a Concours d'Elegance for the first time in 1973 , passed through the hands of several Americans and has belonged to the automobile collector James Jaeger from Cincinnati , Ohio since 1985 . [8th]
Rarely - sometimes at intervals of several years - is the vehicle, which has meanwhile been restored to the highest level and again painted red, presented at the biggest beauty competitions for automobiles. The highlights were second place in its class at the well-known Pebble Beach Concours d'Elegance 2011 and the “Best of Show” award at the Amelia Island Concours d'Elegance .  Jaeger now has a 4.0-liter V12 engine that has been prepared for racing and occasionally exhibits it together with the vehicle in which the smaller 3.0-liter V12 engine with five-speed gearbox, which was assembled in 1964, is still installed is.
In contrast to the vehicle with the chassis number 4561SA , this one has only two instead of three side ventilation slots behind the front wheels and small rectangular fog lights that are flush with the front . While in the vehicle that was used as a works car on the Nürburgring in 1962, the indicators were embedded in the front below the headlights, in this vehicle they are - as well as additional external marker lights - next to the headlights.
The Ferrari 330 GTO, chassis number 4561SA from 1963
The exact background to the Ferrari 330 GTO with chassis number 4561SA has not been clarified. The start of construction and the chassis number between the four 330 LMBs could indicate a planned Le Mans participation in 1963 , the right-hand drive to an original customer from the United Kingdom . On the other hand, it does not have the chassis modifications Tipo 538/566 with the LM abbreviation, but a production chassis Tipo 538 with the SA abbreviation analogous to the Ferrari 400 Superamerica. The wheelbase should also be slightly longer than last year's car. In addition, the vehicle, which was ultimately only completed on September 23, 1963, had a largely near-series 4.0-liter V12 engine Tipo 163 corresponding to the 400 Superamerica .  In the immediate vicinity of the period, without exception, closed road sports cars of the 250 GT series were built . 
The first owner was the Frenchman Michel Paul-Cavallier , who lived in the Chateau de Gentilly in Maxéville and owned the iron and steel works and gear manufacturer Pont-à-Mousson .  He was a close confidante of Enzo Ferrari and at the time director of Ferrari SEFAC SpA , the Società per Azione Esercizio Fabbriche Automobile e Corse , since 1961 legal entity behind the Scuderia Ferrari racing team . He had already had several unusual one-off Ferrari pieces made for himself, such as the 410 Sport Berlinetta racing coupé with chassis number 0594CM at the end of 1955and in 1960 the 400 Superamerica Scaglietti Spider with chassis number 2311SA . 
As early as 1964 Paul-Cavallier sold the street-legal 330 GTO to the British Colonel RJ "Ronnie" Hoare , co-operator of the well-known British Ferrari racing team Maranello Concessionaires , who sold it on to British racing driver Charles Daniels in September 1964 . Daniels suffered a serious traffic accident with the car the following year, whereupon the 330 GTO was brought to the Ferrari factory to be rebuilt. The chassis beams were straightened and a new cross member was installed. At the coachbuilder Carrozzeria Sports Cars under Piero Drogothe vehicle received a new front with a larger cooling air inlet, a third slot for the engine compartment ventilation on the side behind the front wheel arches and larger fog lights from Marchal covered with acrylic glass . 
In March 1966 Daniels took part in two smaller national racing events, a race organized by the British Racing and Sports Car Club (BRSCC) in Snetterton , where he was eliminated after an accident, and the Maidstone & Mid-Kent Motor-Club Meeting at Brands Hatch , where he achieved third place overall.  For the next 16 years, the vehicle disappeared from public focus.
In the 1980s, the 330 GTO appeared under another Briton at two European Ferrari meetings, and under two Americans at a classic car event in the Bahamas . In May 1987, they left the vehicle on the auction house Christie's in Monaco auction, where there are two Swiss for 940,754 pounds sterling (including premium earned). In the following two years they took part in the AvD Oldtimer Grand Prix at the Nürburgring and in the Targa Florio Revival and won the Grand Prix de Dijon . During the first boom for classic cars and Ferrari in particular, a Swiss trading company, consisting of three well-known Swiss and Liechtenstein entrepreneurs and investors, bought the vehicle in 1990 for 17 million Swiss francs,  making it suddenly one of the most expensive automotive collectibles.
After one of the three partners, the Swiss textile entrepreneur and Ferrari collector Engelbert Stieger, had taken over the vehicle alone in the meantime, it has been continuously owned by the Swiss entrepreneur and Ferrari enthusiast Carlo Voegele from Rapperswil in the canton of St. Gallen since January 1998 . The respective sales prices were not known. Since then Voegele has regularly presented the 330 GTO at the largest and most famous classic car exhibitions and races worldwide. He predominantly competes in the races himself, only giving it to other drivers on a case-by-case basis, including classic car expert Lukas Hueni. The car appeared repeatedly at events on the Circuit de Spa-Francorchamps, the Nürburgring, the Autodromo Nazionale Monza , the Autodromo Internazionale del Mugello , the Goodwood Circuit , the Silverstone Circuit and the Laguna Seca Raceway . He also presented it at the Autodromo Vallelunga , in Le Mans, Brands Hatch and Modena , at the Misano World Circuit , in Donington Park and Geneva , at the Circuit Paul Ricard and at the Hungaroring , in Dijon , Pebble Beach and the Rétromobile trade fair in Paris . Voegele's greatest sporting successes were five victories in the Ferrari Maserati Historic Challenge 2008 with race 2 in Mugello as well as two races each in Paul Ricard and at Hungaroring as well as victories at the Silverstone Classic 2010 and the Monterrey Historic Races in Laguna Seca 2011. [ 9]
The 1962 Ferrari with chassis number 3673SA
In the case of the vehicle with chassis number 3673SA from 1962, it is disputed whether and to what extent it can be assigned to the 330 GTO model . Factory documents on the engine, rear axle and transmission components that are still installed today document their production in October 1962 and the completion of the vehicle on November 19, 1962, i.e. after the end of this racing season. At this point in time it was undisputedly a Ferrari 400 Superamerica GT , a one-off with a series body that was lightened for racing.  This results in a controversy.
Some conclude from this that the Ferrari 330 GTO factory car that took part in the 1000 km race at the Nürburgring on May 27, 1962, must have been the one with chassis number 3765LM that also took part on June 23 and 24 contested the 24-hour race in Le Mans. 
Others point out that the vehicle with chassis number 3673SA must have been started prior to the Le Mans 330 GTO of May 1962. The exterior of the 330 GTO used at the Nürburgring and the Le Mans 330 GTO also differ in several respects, such as the air inlets, the bulge on the bonnet and the position of the marker lights and indicators. However, there is no apparent reason to replace the entire front after the Nürburgring race. According to recent research results, Ferrari completed chassis number 3673SA at the latest in May 1962 for the first 330 GTO and set it, not the vehicle with the chassis number intended for Le Mans3765LM , as a works car at the Nürburgring.   There Willy Mairesse and Mike Parkes won second overall behind the open mid-engine prototype Ferrari 246 SP with the chassis number 0790 under Olivier Gendebien and Phil Hill, and the victory in the class prototype to 4.0 liters.  According to the latest research results, the vehicle suffered a serious accident in June 1962 during test drives in road traffic under Willy Mairesse outside of Maranello, in which it was torn in two parts and destroyed. The factory then made new and stock parts, including a 400 Superamerica-Body, a completely new vehicle built, which however kept the old chassis number. 
The 400 Superamerica GT was sold to an Italian company in November 1962. The vehicle was no longer seen in public for the next 17 years and moved to the USA in the 1960s, where it found four owners one after the other. The last, an automobile dealer, presented it at the Concours International in New York City in 1979 . About this retailer it acquired in the same year, the Italian entrepreneur and Ferrari collector Fabrizio Violati his company Bellancauto who above all by its 1989 Falciano in San Marino opened Automobile Museum Maranello Rosso Collectiongot known. 
In 1985 Violati sold the 400 Superamerica GT to the British nobleman Paul Vestey, 3rd Baronet . He had the vehicle redesigned as the Ferrari 330 GTO by the well-known British Ferrari restorer DK Engineering ; the body of the 400 Superamerica GT has been preserved and is now on the modified chassis of a Ferrari 250 GTE .  Via a Japanese Ferrari enthusiast who had purchased the converted vehicle in 1989, it became the property of the well-known Japanese Ferrari collector Yoshiho Matsuda from Tokyo in 1995 . It was in that for several yearsFerrari Museum of Art and took second place in its class at the Forza Ferrari Concours in Suzuka in 1995 .  In 2002, the German entrepreneur Martin Viessmann from Korbach acquired the sports coupe, but the sale was reversed for unknown reasons. Instead it moved to the USA, where it found three new owners one after the other. 
The importance of the 330 GTO in motorsport
For Ferrari, the 330 GTO was ultimately of little motor sport importance, as there was no serious competition in the prototype class up to 4.0 liters in 1962 and 1963. In the 1962 season, Ferrari won all four races of the Challenge Mondial de Vitesse et d'Endurance and thus the overall standings well ahead of Porsche . At three events, prototypes in the smaller 3-liter category won, in Le Mans the open 330 TRI / LM.
In the 1963 season, Ferrari also won the trophy and three of the four individual races, again with Porsche as the only serious opponent. An open 3-liter prototype of the mid-engine series 250P was sufficient for all three overall victories . 
The main task of the 330 GTO was to document the performance of Ferrari in 1962 and 1963 - especially with a view to the American market. At the same time, with its Tipo 163LM engine, it was an important development vehicle for the later mid-engine prototypes from the 330P from 1964 onwards.
Recreations / Replicas / Rebodies
In addition to the original vehicles , several replicas of the Ferrari 330 GTO , so-called recreations , replicas or rebodies , based on Ferrari 330 street models , mostly very high-quality works by well-known Ferrari restorers , were created in the 1980s and 90s . Exact numbers are hardly to be given, especially because a clear distinction from the more common Ferrari 250 GTO replicas is hardly possible: For classification as a 330 GTO creation, some allow it in a broader sense that the chassis and / or the Engine of a vehicle of the Ferrari 330 model familycontinues to be used; Others only rate vehicles as 330 GTO recreations that are specifically based on an original 330 GTO , in particular with a longer wheelbase compared to the 250 GTO .
The motives for such replicas are varied: In the 1970s and 80s, many were Ferrari 330sStreet models are still comparatively inexpensive and available in large numbers, but sports car models are already sought after and are expensive. In many cases, the mass-produced coupé bodies could no longer be used due to years of everyday use or an accident. Some Ferrari lovers could only fulfill their dream car with a conversion, others hoped to achieve a greater increase in value with a replica of a sought-after sports car than with an original street model. Still others were reluctant to use their original Ferrari sports cars in historic racing in view of the enormous increase in value in the 1980s; Instead, they resorted to replicas in order not to have to risk the high economic and cultural-historical value of the original.
Almost without exception, the basis of the recreation is the widespread Ferrari 330 GT 2 + 2 , the chassis of which has been shortened accordingly. With chassis number 5059GT only one conversion is known, which is based on one of the 50 Ferrari 330 America . One of the earliest GTO recreations dates back to 1978 and concerns chassis number 6713GT . Well-known recreations come from Carrozzeria Allegretti as well as Giovanni and Enzo Giordanengo in Italy, Chris Lawrence (Great Britain and California), Terry Hoyle and DK Engineering in Great Britain, Fossil Motorsportsin the US and William Phillipe Favre in France and elsewhere. Well-known owners of such recreations were the ex-racing driver and Ferrari collector David Piper and the musician Jay Kay of the band Jamiroquai . In the meantime, their value is sometimes set in the mid six-digit euro and dollar range.
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- Overview of the Ferrari 330 GTO and 330 LMB on the web portal barchetta.cc , accessed on July 11, 2016 (English).
- Braun & Schulz (2006); especially pp. 26, 38, 44, 136, 143, 154, 158 ff., 168 f., 170 ff. and 359 ff.
- Braun & Schulz (2006); insb. S. 170–173.
- Braun & Schulz (2006); esp. pp. 53 ff., 166-169, 170-173, 332 and 366 f.
- Braun & Schulz (2006); especially pp. 61 and 173.
- Braun & Schulz (2006); especially pp. 64, 170-173, 174-176, 332 and 367.
- Details on the Ferrari Coupé with chassis number 3673SA on the web portal barchetta.cc , accessed on July 11, 2016 (English).
- Details about the Ferrari 330 GTO with the chassis number 3765LM on the web portal barchetta.cc , accessed on July 11, 2016 (English).
- Details about the Ferrari 330 GTO with chassis number 4561SA on the web portal barchetta.cc , accessed on July 11, 2016 (English).
- Braun & Schulz (2006); S. 367.
- Information on the Borrani wire-spoke rims of the Ferrari 330 GTO on the website borrani.com , accessed on July 31, 2016 (English).
- Braun & Schulz (2006); S. 367–369.
- Urban (2007); S. 83 f.
- The results of the Le Mans 24-hour race in 1962 on the racingsportscars.com web portal , accessed on July 12, 2016 (English).
- Urban (2007); S. 91 f.
- Braun & Schulz (2006); especially p. 44 and 57.
- So also Braun & Schulz (2006); P. 332.
- So also Braun & Schulz (2006); P. 172.
- Race results for the Ferrari with chassis number 3673 on the web portal racingsportscars.com , accessed on July 12, 2016 (English).
- Braun & Schulz (2006); Pp. 170-173 and 332.