The 330 GTC debuted at the Geneva Motor Show in 1966 and was intended to fill a gap in Ferrari's line-up between the four-seat 330 GT 2+2 and the racer-on-the-road 275 GTB. Later that year, the open-top 330 GTS was introduced at the Paris Salon. The 330 GTS features a 4-liter, 300-hp version of Ferrari's familiar 2-cam, 60-degree V12, mated with a 5-speed all-synchromesh transaxle. Testing a 330 GTS Spyder in 1968, Road & Track magazine found the fully sorted, all independent, transaxle chassis gave "a soft, level ride, wonderful adhesion and excellent behavior. Out on the road, once the driver has the feel of things, he feels he could do almost anything with this car." The 330 GTS interior boasts leather seats and electric windows as standard, with radio, air conditioning and Borrani wire wheels being the options. With a top speed in excess of 150 mph, excellent ride comfort, and sure-footed handling, Ferrari could justifiably claim the 330 GTS Spyder to be the world's finest convertible two-seater. Ferrari 330 GTS chassis number 11173 was delivered new finished in the very attractive period color combination of Turchese Chiaro (blue) with orange leather interior and instruments in kilometers. The car was delivered to Luigi Chinetti Motors in Greenwich, Connecticut, which sold it on to the official Ferrari dealership Cressman in Fort Lauderdale, Florida. Later in 1968, 11173 was sold by Cressman to the first (unknown) owner in Florida, who soon returned it to the dealership. In 1970, the 330 GTS was sold to Phillip S. Baumgarten, a resident of Fort Lauderdale. It remained in his possession for 21 years, until it was purchased by the current private vendor in September 1992. Equipped with Borrani wire wheels and now finished in red with beige leather interior featuring factory air conditioning and the original AM/FM radio, chassis 11173 currently displays 61,513 kilometers on the odometer and is presented in mint condition. A comprehensive original tool kit is sold with the car. Always maintained, with no expense spared and offered directly from long-term private European ownership, this rare Ferrari must be the ultimate expression of 1960s open-top, 12-cylinder motoring.

SCM Analysis


Vehicle:1968 Ferrari 330 GTS
Number Produced:100
Original List Price:$16,800
Tune Up Cost:$2,500
Distributor Caps:$450, two required
Chassis Number Location:Left frame member by steering box
Engine Number Location:Right rear above motor mount
Club Info:Ferrari Club of America PO Box 720597 Atlanta, GA 30358
Investment Grade:B

This 1968 Ferrari 330 GTS Spyder sold for $672,620, including buyer’s premium, at the Bonhams auction in Reims, France, on September 26, 2009.

The 250 era of the late 1950s and early 1960s was the golden age for Ferrari. It was the time when the company made its name as a producer of both the best race cars and the best grand touring cars in the world. The most sought after and most valuable models were produced in this era. While the golden era brought Ferrari fame, it was the next era that brought them fortune. During the golden era, Ferrari was a race car manufacturer that built a few high-performance GTs, but soon it would be a production car company that also built race cars.

Prior to the 250 series, the largest production of any one model was the 84-example 212 Inter. In contrast, Ferrari built an impressive 955 examples of the 250 GTE 2+2. In order to increase the production to that level, Ferrari adopted standard assembly line production and began developing relationships with larger parts suppliers. There were at least 19 different 250 models, with several subsets to many of them. This was an inefficient and expensive way to build cars, and that would soon change.

Armed with the knowledge of how to build and market a production model, the next step for Ferrari was to learn how to become a car company. The 250 series was phased out in the early 1960s, replaced by the 330 series in 1963, and supplemented with the 275 series in 1964. The proliferation of models was over, replaced by standardization and economy of scale.

The 330 series homogenized the brand. The two-passenger 330 GTC coupe, 330 GTS spyder, and the four-passenger 330 GT 2+2 had no subsets. While the last 330 2+2 was much different from the first, the differences between the first and last GTC and GTS were hardly noticeable. The few 330 competition models built were so different from the street cars it’s almost a stretch to consider them part of the same family.

My previous predictions of a ceiling on 330 GTS pricing, in the $500,000 range, have, fortunately for owners, been proven wrong. I’ve always found the value of a 330 GTS Spyder to be in its drivability. Throw back the top and it’s the perfect car to take on an errand. Pack a bag or two in the good-sized trunk and it’s a wonderful car to take on a trip. It is deceptively fast, with handling to match. The transaxle shifts perfectly and the brakes are up to the job. It simply offers everything you would expect of a high-performance car of the era.

Admiring glances from adults; few thumbs up from kids

The 330 GTS Spyder is exquisitely styled and beautiful, but conservative. Its looks will garner admiring glances from the adults but few thumbs up from the kids. It’s safe in the mall parking lot, as it blends in with the crowd. If it is noticed, the conversation too often centers on its similarity to a Fiat 124.

Fun mall trips, conservative looks, and Fiat comparisons aren’t high on the list of what makes a half-million dollar car, so why would somebody lay down big green for a 330 GTS? In a word, exclusivity. There are more F40s than all the 12-cylinder Ferrari convertibles put together, and only 100 of those convertibles are 330 GTSs. While there always seem to be a couple on the market, the pickings are slim. They have always been a driver’s car and many were used hard. Finding a good one is like winning a prize.

Even in this tough market, top examples of the 330 GTS have held their own. This Bonhams sale of 11173 tops the previous highest auction sale in the SCM Platinum database. A record sale in this economy says a lot for the model and even more for the car.

As far as this car’s history, Philip Baumgarten was the money side of Bob Cressman’s Ft. Lauderdale Ferrari dealership. He had a small collection of well-kept Ferraris and the 330 was one of his favorites.

Baumgarten’s long ownership certainly helped the value of the car, as did the original accessories that have stayed with it. On the other hand, the color change to red and an aftermarket nose protection bar probably didn’t help the value. Neither did the scruffy engine compartment and an abundance of cobwebs. The underlying car was strong, but the presentation did little to add confidence that the car was ready for use.

So despite my affection for this model, and my personal satisfaction that the prices of the 330 GTS continue to rise, I still have to call this 330 GTS Spyder well sold, as the buyer paid for the best but got something a little less.

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