Produced by the Maranello factory in September of 1966, this 330 GT 2+2 was originally purchased by a New York-based gentleman by the name of Mr. Tuttleman in October of the same year. It was delivered and purchased through East Coast distributor Luigi Chinetti Motors of Greenwich, Connecticut. It was a US-specifications example with power windows, power steering, and air conditioning and finished in Argento (25090 A it.) with Pelle Nera Franzi (per factory records).
By the early 1970s the car was in the possession of Dan Greer of Cheyenne, Wyoming who kept the car at least through 1977. By the close of the 1970s, the car may have been purchased by a principal at the Shepherd of the Hills Historical Society of Branson, Missouri, a local theatrical company. In July 1990, William Kinsman of New York offered the car for sale and described the Ferrari as a 43,000 mile example. It was later purchased by the Blackhawk Collection. In recent years, the car was purchased at a major auction and subsequently purchased by the current collector and Ferrari Beverly Hills customer.
The car was originally (and is to this day) equipped with a Becker Europa TR radio and Borrani wire wheels. The 3967cc SOHC Tipo 209 V-12 engine is breathing through three Weber carburetors and offering approximately 300 horsepower. There is a five-speed manual gearbox and four-wheel Servo-assisted Dunlop disc brakes. No. 8959 is also sold with the desirable tool roll with tools and the manuals in the Schedoni leather pouch. Moreover, the car is factory-correct throughout and has been carefully stored, maintained and repaired. Mechanically, the car is perfectly functioning and is capable of quick cold starts. Also in terms of gauges and electronic components, everything in the car is functional.
ABOUT THE 330 GT 2+2
At the 1964 Brussels Motor Show, Ferrari introduced its new 2+2 grand tourer which signaled a new direction in Pininfarina styling. It featured thin A-pillars and a sizable glass canopy. Under the bonnet of the 330 GT 2+2 was placed a powerful a four-liter V12 engine offering up to 300 horsepower. The car was produced in two series, with the major noticeable difference being the headlight appearance.
The series II example, which No. 8985 is a part of, came into being when the frontal treatment was altered around the middle of 1965. At that time, the twin headlight arrangement was replaced by a single unit, which gave a frontal aspect very similar to that of the concurrently produced 275 GTS model.
The design of the engine bay exhaust air louvres on the front wings changed from the 11-slot arrangement of the 250 GTE to a triple row design, which was also used on the 275 GTS from around the same time, while the front and rear bumpers gained rubber-faced over-riders. The interior also underwent modification: the floor-mounted pedal box changing to a suspended unit, a central console provided between the transmission tunnel and the lower edge of the dash panel, with changes to the layout of the switchgear and ventilation outlets. All of these changes were meaningful improvements, which today make the Series II a more drivable and desirable car.
ENGINE and PERFORMANCE
The engine was a single overhead camshaft per bank 4-litre V12 unit, with factory type references 209 and then 209/66, a total cubic capacity of 3967 cc, and a bore and stroke of 77 x 71 mm. It had an outside vee spark plug arrangement, fitted with a bank of three twin choke Weber 40 DCZ/6 or 40 DFI carburettors, a twin coil and a rear of engine-mounted distributor ignition system producing 300 bhp. The engine was based on the original Colombo ’short’ block design, but was slightly longer with increased bore centres to provide adequate waterways with the larger diameter cylinder bores.
The difference in engine type number referred to the number of mounting points: 209 had four, while 209/66 had two, the latter arrangement being used from chassis 08729. The engine was coupled to a 4-speed, all synchromesh gearbox, with an electronically operated overdrive fifth gear on most Series I cars, and a 5-speed, all synchromesh gearbox on late Series I, and all Series II cars, and a final drive through a propeller shaft to a rigid rear axle. With the change from the 4- to 5-speed gearbox, the clutch actuation system went from mechanical to hydraulic operation.
This 330 GT 2+2 is presented in a gracious color combination and in a truly impressive overall condition. Its exterior paint shines beautifully, while the interior leather and components show a beautiful patina and are all functional. Mechanically, the car has great cold starts and runs properly. These aspects make of this matching-numbers exemplar a truly collectible car, which is also offered at a great price point.