Latest / BREAK/FIX the Motorsports & Vehicle Enthusiast Variety Show / The Seductive Legacy of the 330 P3

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The Seductive Legacy of the 330 P3 · BREAK/FIX the Motorsports & Vehicle Enthusiast Variety Show

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As part of Ferrari Fridays, William Ross from the Exotic Car Marketplace
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will be discussing all things Ferrari and interviewing people that live
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and breathe the Ferrari brand.
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Topics range from road cars to racing, drivers to owners, as well
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as auctions, private sales, and trends in the collector market.
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Hello everyone, welcome back to the Ferrari Marketplace.
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As you can see, I'm trying to get a little more regular about this
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and schedule Tuesdays for, uh, drop the new, uh, episodes here.
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So, I'm getting a little more diligent about things.
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I know I kept saying that in the past, but hey, you know what?
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Try and get what I ain't done, get done, right?
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You know, so lots of things going on.
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So, but, trying to get a little more structured here and
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everything like that so I can get some more of these things out.
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And, uh, kind of get some more stories out there, some more histories, some more
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backgrounds, some more of my opinions.
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Hey.
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And if you guys ever want to shoot some of yours out there, just let me know.
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You know how to get ahold of me, William at the FerrariMarketplace.
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com.
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So today's episode, what we're going to talk about is probably
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the sexiest car ever made.
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In my opinion.
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It's up there in the top five, at least if it's not one or two.
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And it's definitely probably the sexiest Ferrari ever built.
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In my opinion, I could be wrong.
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Other people have that.
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You know, hey, it's everyone's own choice.
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But in my mind, I think it is.
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And as you can tell from the title, we are talking about the Ferrari 330 P3,
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that sexy, beautiful car from back in the late 60s, uh, mid late 60s that,
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uh, they built up to start tackling to go against the GT 40s, uh, that were
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coming and started wanting to dominate.
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So yeah, Lamar.
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So As everyone knows the story of Ford versus Ferrari, everything like that,
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you know, um, you know, Ford, you know, old, uh, the deuce wanted to buy Ferrari
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because Ferrari was up for sale, he was in money troubles and have, you know,
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he was trying to, you know, sort himself out, but, you know, and so what he, he
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really didn't care about the road car division, obviously, as everyone knows,
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he was more, hey, about his racing car.
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That's what his love and his passion was.
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He built road cars just to fund his racing.
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But anyways, guys.
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So after that deal collapsed ever so historically and very, very well known
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now and how everything went down it, I'm sure there are tidbits of that
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story that we will never know because everyone involved had or deceased.
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So, but I mean, talk about wanting to be a fly on the wall in those meetings
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and everything that went on, you know, that would have been just unbelievable
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to know the actual true story of how things really kind of went down in the
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offices or discussions and what have you.
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You know, it's all coming from third, fourth, fifth priority, what have you.
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So, and it's, I'm sure it's got diluted and watered down and you know, the old
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telephone storyline thing is by the time it gets to everyone, it's been,
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you know, got 10 different versions of the story, but anyways, as we
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know, you know, Ford brought, started bringing, you know, the GT forties and,
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uh, to start racing in the FIA world championship, sports car championship.
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And, you know, they weren't doing too hot right after getting that
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big problems, everything like that.
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And as everyone knows, cause Ford, you know, tried to do it and that's when
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they turned everything over to Carroll.
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So, but, so anyways, in 1966 is when some real big changes happened in
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the World Sports Car Championship.
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Now, since 1962, it's been pretty much decided by production of
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Brace Grand Touring Cars, i.
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e.
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like the 250 GTO and what not.
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So, but, they also, starting in 1966, is they actually implemented You know,
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that they can't, you know, purpose built machinery could contest a limited
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number of the world championship events.
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Uh, and those points would go toward a separate championship
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for the prototype machinery.
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Now, that all changed in 66 though, when the FIA new appendix
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J regulations were ushered in.
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Now, the main event for everything and the manufacturer championship
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decided by group 6 prototypes split into over and under 2 liter classes.
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Group 6 had no minimum production requirements and the championship
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would be contested over 7 races, 8 in the case of the under 2 liter cars.
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Now running simultaneously at most events and with some stand alone events for the
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smaller engine cars was the International Sports Car Championship for Group 4 cars.
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Now to qualify for Group 4 a manufacturer had to build 50 examples of the vehicle.
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We wanted a race.
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The 3 Group 4 classes were for under 1300cc machinery.
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Those with engines between 1301 and 2000 and then those who's
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placing over 2000, 2000 cc's, right?
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Now, the Group 3 Grand Touring cars were still permitted to run at most
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events, but were no longer eligible for the championship points significantly.
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Minimum production requirement had been hiked from 100 to 500 vehicles.
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Now, the premier over 2 liter class of the 1966 Manufacture Championship
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for the Group 6 prototypes, here, comprises of these races.
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24 Hours of Daytona, the Sebring 12 Hours, The Monza 1, 000 kilometers, the
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Targa Florio, Austin Race, the Spa 1, 000 kilometers, the Nurburgring 1, 000
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kilometers, and the Le Mans 24 hours.
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However, only the best four results would actually count
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towards their final points tally.
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Which is pretty good, I mean, so you can knock out, you know,
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a couple of your worst events.
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Which could come in handy, except if, you know, you were doing good in all of them.
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So, but that, that's kind of an interesting approach to it.
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And, you know, just, hey, out of your, out of those, it was just
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your best four points that actually went towards the championship.
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Now, to tackle this growing, uh, threat from Ford in their GT40s,
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you know, obviously they were tweaking, refining those cars.
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Ferrari created the new 330 P3.
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That gorgeous car, a piece of machinery.
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Now, The three, the P three was reserved strictly for use by the works teams
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while Ferrari satellite squads, you know, probably by their distributorships, I,
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you know, like n and stuff like that, they would be supplied with p twos that been,
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had brought up, been brought up to a P two slash three specification, which ran less
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complex single overhead cam shaft engines.
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So just a little simpler motors in the cars.
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And you know, they, they did all right, but hey, you know, hey Ferrari's, the
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work squads didn't wanna have, you know, something going against them.
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So anyways, so they also came out with a, uh, uh, an under two, uh, under
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two liter coup four challenge for 1966 the Dino 206 S which had very similar
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look and feel to it as the 330 P3s but you know obviously smaller engines,
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what have you, a bit smaller size.
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Now both the P3 and the Dino's were unveiled at the press, at the Marinello's
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press conference in 19, February 1966.
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Now, unfortunately those labor strikes were paralyzed either at the
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time, which led to Friar to attend.
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The first five races of 66 was just a a single P three entry while the
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ambitious 50 car ho allegation target for the Dino 2 0 6 never came close to
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being achieved because of all the labor strike and everything in Italy as people,
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you know, you're a history person, B, whatever, and that wasn't just the car
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industry, but just labor in general.
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You know, they were paid absolutely crap.
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They were probably working 12, 14 hour days, six.
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Possibly seven days a week.
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I mean, they just took advantage of these people beyond belief and these
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people needed to, you know, Hey, they got to pay their bills, keep
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a roof over their head, feed their families and everything like that.
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So now the new P3 was based around a new, uh, T boat 603 tubular steel
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space frame chassis, you know, it's reinforced with aluminum monocoque effect.
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Now it had about a 2400mm wheelbase that was carried over from the P2.
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You know, the engine and the gearbox were now, you know,
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integral part of the structure.
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Stressed member of the structure.
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Now along with the bonded fiberglass underside that extended into the rocker
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panels, as a consequence of all this, the torsional rigidity was much improved.
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So, you had a much, much better handling car.
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Much stronger, more rigid, as everyone knows.
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The more stiffer the car is, the better you can make that thing go.
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So the suspension was pretty similar to the P two.
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You know, unequal leak, uh, equal length, wishbone coil springs, touchable
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stocks, anti-roll bars, you know, the standard stuff, you know, and
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they had vented disc brakes that were spied by Gurley, uh, mounted inboard
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of the rear differential at the rear.
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So, you know, kind of standard stuff going.
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They had the 15 inch interlock, uh, wheels.
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And then you run on, uh, Firestones though instead of the dunlops, which
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was kind of an interesting switch.
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And they had a 57 liter fuel tank.
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It was housed in each sill that so.
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Two gas tanks, capacity, almost basically around 114 liters.
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That's how that math works.
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So the engine, let's get to that.
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Now the engine, the heart of this beast.
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You know, it's a dry sump, 4 liter, direct overhead camshaft, 63 V12.
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You know, Colombo design and lineage.
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Now unlike the P2, Which had used both 3.
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3 and 3 point, uh, 275 and, uh, 330 engines.
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The P3 only ever ran with a 4 liter power unit.
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Now the P3's, uh, motor was the first engine from Miller Ellis to feature,
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uh, feature Lucas fuel injection.
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As opposed to the Webber's that they had been using in the past.
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So that kind of was a big jump, I guess you'd say, technology going from, you
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know, fuel injection from carburetors.
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So it also came with twin spark ignition.
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You know, some lightweight cylinder heads and higher compression ratio.
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Not a lot, but a little bit.
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You know, displacement was all the way up to 3, 967 cc's thanks to
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an unchanged bore and stroke was basically the same as 77 by 71.
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Now peak output put this baby at 420 horsepower.
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Now imagine that, that car was light.
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You know, there wasn't much there.
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So, 420 horsepower, I mean it doesn't sound like a lot, but
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remember you had a car that weighed probably under 2, 000 pounds easily.
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Um, you know, there wasn't much there.
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So it's just a 5 speed tranny, you know, uh, bore quarter.
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Uh, I'm sorry, not a BorgWarner.
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My bad.
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Uh, but just a standard 5 speed, uh, Tipo 593 gearbox.
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I don't know why I said BorgWarner.
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I don't mean as soon as I immediately see a trans, talk about transmissions,
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that means you've jumped to a BorgWarner from back in the day.
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So, that's just me.
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My apologies.
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Hey, what can you do?
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Now the bodywork was actually an evolution from the P, uh, the P2 from 65.
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You know, they had, uh, you know, the front car has a
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nice wide, wide oval intake.
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They're here, you know, uh, housed.
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Some brake ducts, you know, to keep those brakes nice and cool and, you know,
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stacked headlights under some plexiglass covers, you know, dome windscreen, you
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know, gave a great view out the front.
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You could, you know, have great vision, what's going on around
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you, especially in front of you.
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And, there was also a roofless Spyder variant, um, that was
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created, uh, for that also.
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So, they had a couple different versions.
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You had the hard, you know, Spyder, Berlinetta, everything.
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So, anyways.
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You got some cooling slots, everything cut in, you know, um, by the sills from
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the doors behind the rear wheels where, you know, the tail was, you know, not
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anything crazy, you know, back then they really weren't getting in all those
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wings and all that kind of stuff, so, but, all these, uh, body panels were
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fabricated from some real thin gauge aluminum, you know, obviously to keep
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that lightweight down and if you ever had to show or something, don't ever even
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like put your hand on it because they'll just basically, it'll dent those cars.
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So, you know, And per regulations, you had to have the two seats, so you
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had two tiny seats stuck in there.
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Um, so to keep everyone in, and I don't know, I mean obviously you can
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go for a ride in the passenger seat, but obviously it wasn't meant to have
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someone in there while they were racing.
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And every P3, which is interesting, was all built in right hand drive
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with a right hand gear change.
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So, they had it on the right hand drive, but, which I always thought
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was interesting, because you know, you see these cars that, you know,
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England, everywhere they got, you know, a right hand drive car.
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You know, your gear selector is always in the center, but if you look at
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all those cars back in the day that were right hand drive, you look at
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the Porsches, you know, they were the same weight, 917 and all that stuff.
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They had the gear selectors on the right, so the gear was going down the
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sill, so it was kind of interesting.
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You know, and weight, 850 kilograms.
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So, do your adjusted math, yeah, it's under 2, 000 pounds.
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I think my math is correct on that.
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Again, if I'm wrong, I apologize.
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Metric system and kilograms and all that stuff.
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You know, I'm American, what do I know?
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So doing those things over like that.
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So the beautiful thing that had the top speed, not quite 200 miles an hour,
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they could probably top out about 1 92 to 1 93 depending on, you know, that
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day temperature and what have you.
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And you know, obviously again, you know by the day, but you could still
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get under, you know, in under four seconds, up to 60 miles an hour.
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So production on these Ferra one built three examples of the P 3 4 66.
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So we had Chassis 0844 that was a Berlinetta that contested
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at Monza, Spa, and Le Mans.
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You had Chassis 0846 that was a Spyder that contested four races.
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That was Sebring, the Targa Florio, the Neuberger Ring, and Le Mans.
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And another Berlinetta of 0848 was another, but it only contested at Le Mans.
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So for 66, they had a great set of, you know, employed some awesome drivers.
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Everyone's going to know these names in 66.
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You know, Mike Parks, John Surtees.
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Ludovico Scarfiati, Nino Vaccarella, Lorenzo Bandini, Jean Guillet, Pedro
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Rodriguez, Bob Bondurant, Mario Cassoni, you know, and they would, uh, go
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out there and challenge the Ford and Chaparral's team and take it to them.
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Now Ford only announced in 1966 the championship in their MK2 GT40, and those
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were just the 24 hours of Daytona, the 12 hour of Sebring, 24 hours of Le Mans.
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Now, by contrast, Ferrari was going to attend every race
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by the season over Daytona.
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Just because I, I, there was something there, but now I don't
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think the car is ready to get it over there so they didn't bother.
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But that was that infamous one where, you know, Ford took 3, uh, and 5th.
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Uh, but the best place Ferrari would have been Nart's 365 P2, which took 4th in
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the hands of, uh, Rodriguez and Andretti.
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Now, P3 made its competitive debut at the Sebring at 12 hours on the 23rd of March.
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Parks and Bondurant started from 2nd on chassis 0846.
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Behind the, uh, Works Ferrar, uh, Ford GT40s of Gurney and Grant.
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So, there's five other ones in there.
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And a couple other, uh, Chaparral's that were in that top ten or that
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qualifying that race that year.
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Now having, having led for much of the first hour, uh, the
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P3 was subsequently occupied,
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uh, the second and third position turning on stops for fuel and driver change.
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It was line second when Bond Rock came stranded out on circuit to seize Gearsbox
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at about three quarters of the distance.
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Again.
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Ford's finished first, second, and third.
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So, Faulty Gearbox took him out.
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Now, Ferrari chose not to attend the Le Mans test in April for that year.
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They were just happy to conduct their testing at Monza
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for the 1, 000 kilometers.
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But, um, more likely that was kind of dictated by the labor
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disputes that were still going on.
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So, John Surtees returned to the team back at, uh, for the next Monza race.
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Now it was his first race back since his near fatal accident, the Canadian GP
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uh, Canam race that previous September.
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Now, in the absence of any worked forward the Chaparral CES and parts to
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commanding wind in Italy and driving a P three Berlinetta chassis oh 8 4 4.
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Imagine that in Italy within, in that car, I think the crowd
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must have been going nuts.
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Now, the team entered their, uh, the, the P three spider chassis oh 8 4 6 for the
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target floor that was held on May 8th.
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Now Baccarella and Bandini were supported by, you know, a bunch of Dinos.
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Now Ford and Chaparral were, you know, again absent, which the biggest
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threat to Ferrari came from the five car Porsche Works team with
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their, uh, team of the Group 6 906s.
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Now the event saw the P3 battle out with the experimental eight cylinder 906 of
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Gunther and Gunther Klass, Colin Davis.
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You know, until Bandini hit a curve about two thirds of the distance and
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crashed the P3 while in second position.
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Unfortunately, you know, the more fancy pair of the Porsche also fell to the
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wayside after making contact with one another, which resulted in a victory.
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906 of Willem Maurice and Herbert Mueller, Medino of Guggenheim Baguetti
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finished second and won in its class.
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Now, hey, if I'm hacking up these names, I apologize.
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I'm not Italian.
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I am not.
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Now, at Spa, they went on to do a basically a flag to flag
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victory with the chassis 0844.
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And two weeks later,
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I'm sorry, I got that messed up.
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I'm reading my notes.
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My bad.
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So
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getting on this, so we're kind of jumping ahead and a few more things.
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Now we're gonna get, you know, kind of more into talking about
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now they, I, okay, let me, I'll get to the point.
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He said at the spa out the kilometers, they went, you know,
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flag to flag and, and took it to 'em.
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So they, that was outstanding.
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Now going into.
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Second place were Parks and Surtees in 0846.
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Now that was the final race.
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The final race prior to the Le Mans was the Nürburgring 1000 kilometers.
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So now I started on pole ahead of the Chaparral of Bonner and Phil Hill, which
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they were making their European debut.
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Well, however, while Surtees pulled clear of Bonner during the first hour, P3 came
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in soon after for an unscheduled check.
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And had to get a shock absorber.
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So, you know, obviously dropping down the order.
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Parks had to actually move the car back into 8th before the
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rear suspension just collapsed.
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Just after searches had taken the wheel for a second stint.
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So then a clutch failure at 3 quarters distance put the
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0846 chassis out for good.
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And the chaperone went on to win, but they were chased home by a bunch of works Dino.
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So they still were represented pretty well, but the P3 didn't
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have much luck in there.
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So with two wins apiece for Ford and Ferrari for the 66 championship, the
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race we decided to result in 24 Hours of Le Mans, which took place, obviously,
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the weekend of June 18th and 19th.
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Now for this event, Ferrari had a trio of P3s in attendance for Parks and
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Surtees in 08 48, Gushet and Bandini in 08 44, Rodriguez and Ginter in 08 46.
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Now, unfortunately, I disagree between Sertiz and team manager, Eugenio
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Dragone saw the Englishman walk out.
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He was placed by reserve driver Ludovico Scarfiotti.
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I think everyone might know that story.
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Um, cause, you know, obviously Dragone had some favoritism going on.
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And Sertiz was not pleased about what was going on in the team orders
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that Dragone was putting together.
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So, he just said, screw this.
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He got in his car.
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Um, I can't remember when it was, um, it was a Ferrari and he got in it
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and drove to the factory in Maranello to confront Enzo face to face about
20:00
it because he was just not happy.
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So now getting back to the race, you know, despite the presence of four P2s
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and threes from Ferrari's satellite teams, the race was a disaster for Ferrari.
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Scarfiatti wrecked 048 when he smashed into a near stationary
20:17
Matra soon after midnight.
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Rodriguez and Ginter went out shortly before mid distance with a gearbox
20:22
failure while And the much delayed Bandini guichet machine blew a head gas at 30.
20:27
70, having limped around with an overheating engine for quite some time.
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Now, as we know what happened with that one, because thanks to their Ford's
20:35
famous 1 2 3 finish, Le Mans, Ford won the championship by 38 points to Ferrari's 36.
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So, that's kind of a brief thing.
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I might have hacked that up a bit, and I apologize.
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So, that's my bad.
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I was trying to read my notes.
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My handwriting is absolutely horrendous.
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But as People know looking at these P3s, you know, they're absolutely
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stunning cars, you know, trying to find one come up for sale now is
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probably, you know, you're not going to see any of those going to change.
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They're going to change hands privately.
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Those are gonna be done off market and those are gonna be sold for
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several, several millions of dollars.
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But, you know, hopefully, you know, owners that get those cars and the,
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um, utilize them, take them out, take them to Goodwood, take them to the
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events, take them to Pebble Beach to stretch your legs, get them, you know,
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Those cars are made to be driven.
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All cars are made to be driven.
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You know, being stashed in place is unfortunate.
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You know, God bless these museums and stuff.
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But, you know, you really need to get out there and let those
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cars stretch their legs a bit.
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So, anyways, that's kind of what I wanted to chit chat about today.
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And kind of go over that.
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So, if anybody's got any questions or any corrections, which there
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probably are, in this, please email me.
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William at the FerrariMarketplace.
21:56
com Let me know.
21:57
I want to get a little more interactive with you guys.
21:59
You know, we're not, don't have hundreds of thousands of people
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listening, but we do have a nice little select few so far, it looks like.
22:04
So, Hey, reach out, let me know.
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Hey, suggest a topic.
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Let me know.
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I got research notes on tons and tons of stuff.
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Like I said, so we're going to kind of get this going on a weekly thing
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and drop new ones every Tuesday.
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So again, Hey, I appreciate you guys listening.
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Uh, and Hey, share it around, spread it around and get other people listening.
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And like I said, I'm gonna try and get some guests on and see what I can do.
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And of course, I'm gonna have to figure out how to do that with
22:27
someone that's not in the same.
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Places me.
22:30
So again, I'm not the most tech savvy.
22:33
So again, guys, Hey, I really appreciate you guys listening and take
22:36
care and we will be back next week.
22:39
Thanks guys.
22:39
Appreciate it.
22:45
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