Construction was to standard Ferrari practice for the period: large section oval main tubes with substantial cross bracing, and sub assemblies welded to the main frame to support the body and ancillary equipment.

The model had independent front suspension, a rigid rear axle with leaf springs and telescopic shock absorbers, four wheel disc brakes with separate front and rear hydraulic circuits, either left- or right-hand steering,
available with optional power assistance later in the production run. 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 a claimed 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.

Production for the 330 GT 2+2 ran from 1964 to 1967, when it was replaced by the 365 GT 2+2. During this time, 625 Series I and 474 Series II examples were produced, outselling the preceding 250 GT 2+2 model during a similar production life span; the 2+2 concept proving to be a very popular ongoing configuration.