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Image credits: © Ferrari.
1953 Ferrari 375 MM news, pictures, and information | ||
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 |  |  | Spyder Designer: Pininfarina Chassis Num: 0362 AM / 0374 AM |
| High bid of €2,900,000 at 2012 RM Auctions. (did not sell) | |||
Lampredi's work with Ferrari's Formula One program had led him to produce a 4.5-liter V12 engine that was capable of producing 340 bhp. This engine would be used to great effect during the 1951 Formula One World Championship and would see Scuderia Ferrari well and truly take over as the dominant team in Formula One despite Juan Manuel Fangio winning the World Championship in an Alfa Romeo 158.
The engine would make up a lot of the difference. But there was a problem. The withdrawal of Alfa Romeo from the World Championship would leave Ferrari as the only competitive team in the series. This was not good for the series as they needed better competition and lower costs. Therefore, it would be decided the World Championship would be conducted according to Formula 2 regulations for the next couple of years. That meant Ferrari would have a number of 4.5-liter V12 engines lying around with no cars in which to put them.
Ferrari's designers and engineers set about to come up with a solution and sportscar racing would provide it. Pinin Farina would design new coachwork for the evolved 340 chassis and into the chassis would go the 4.5-liter V12 engine. The result would be something absolutely beautiful.
One of those beautiful 375MM Spiders would be offered at this year's RM Auctions held in Monaco on the 11th and 12th of May. Chassis 0362AM/0374AM would be one of about 15 Argentinean privateers that would enter the 1954 1000km of Buenos Aires on the 24th of January. Driven by a 33 year old Jose Maria Ibanez, the 375MM spider would join many other factory teams, like Jaguar, Maserati, Porsche, Cunningham, Scuderia Ferrari and Aston Martin taking part in the long distance endurance event that would utilize a nearby highway, as well as, the Autodromo 17 de Octubre circuit to form a 5.88 mile circuit.
Paired with Ignacio Janices, Ibanez would take part in the first round of the World Sports Car Championship on a warm dry day. Early on in the race Ibanez would be impressive battling with other famous names like Giuseppe Farina and Umberto Maglioli. Unfortunately, after 11 laps, Janices would flip the car and the pair would immediately be out of the race.
Originally given the chassis number 0362AM, the number would be switched quickly right before shipment to Argentina. Despite having its numbers quickly changed, the 375MM's orginal owner, Enrique Diaz Saenz Valiente would still get an incredible performer with a top speed of around 180 mph. And in spite of needing to undergo extensive repair after being flipped, the car would go on to win more than a half dozen races in the Argentine Sports Car Championship in the hands of Diaz Saenz Valiente.
The season would be an incredible one for the 375MM, but it would not be without its share of struggles as it would prove so fast that the birds wouldn't get out of the way fast enough and the car would come away with a number of dents all over the bodywork, but still the car carried on to finish races.
After racing the car one more time in the spring the following year Saenz Valiente would sell the car. It would eventually end up in the hands of Cesar Rivero and Raul Najurieta who would end up competing in a race in Buenos Aires against Diaz Seanz in his new 375 Plus. Najurieta would end up finishing in 2nd place in the race. The pair would then race against Saenz Valiente again in the 1955 1000km of Buenos Aires and would again finish in 2nd place. Throughout the rest of the season Najurieta and Saenz Valiente would battle it out race after race. Incredibly, 0374AM would go on to achieve its second-straight Argentine Sports Car Championship.
0374 would continue its racing career throughout 1956 and 1957. Unfortunately, its final race in 1957 would see it come away with damage from a crash. After being rebuilt, the engine would be removed and an American V8 would be placed inside. For more than a quarter century the car would disappear from known history.
In 1983, Count Vittorio Zanon di Valgiurata would come to own the car after it had been found in Montevideo, Uruguay. It was shipped to Italy and was immediately sent in for restoration. The restoration work would carry from 1984 through 1986. During that period of time Zanon, the then-president of the Italian A.S.I, would find and purchase a period correct 375MM engine. Its number would be 0376. Ferrari historian Richard Merritt of Bethesda, Maryland would be the one with the engine.
United with its more familiar powerplant, the car would be entered in the 1987 Mille Miglia Storica. The following year, Giorgio Perfetti would come to own the car and would actually enter it in the Mille Miglia.
Over the next decade the car would change hands a number of times. Its owners would include Yoshiyuki Hayashi in Tokyo, Yoshiho Matsuda and Ferrari collector Chris Cox. Cox would race the car a number of times throughout 1998 and 1999. It would be seen at such venues as the Monterey Historic Races and the Cavallino Classic. Yet another famed Ferrari collector, John McCaw would become its new owner and would have it overhauled and maintained by DK Engineering, noted Ferrari specialists.
McCaw would have the Ferrari in his possession until 2006 when it would be purchased by the car's current owner, another Ferrari enthusiast. Upon purchasing the car, its owner has competed in four Colorado Grand events finishing all four of them.
Filled with an extensive and noteworthy racing legacy, and still maintaining its spine-tingling acceleration and performance, this elegant Ferrari 375MM Spider, finished in red and black centerline is certainly a raucous beauty. Complete with its 340 hp V12 engine, three Weber carburetors and four-speed manual transmission, it is little wonder why the car was a two-time national champion in Argentina's Sports Car Championship and why it successfully took place in two Mille Miglia Storicas, four Monterey Historics and four Colorado Grands. Even in its advanced age, the car is still a performer at heart and still has that nervousness that every successful thoroughbred possesses. The 375MM had to be, quite simply, Ferrari's best sports car from the early 1950s.
To be offered for auction on the 12th of May, Ferrari 375MM Spider, chassis number 0362AM/0374AM, would be estimated at drawing between 3,300,000 and 4,100,000 EUR.
Sources:
'Lot No. 338: 1953 Ferrari 375MM Spider by Pinin Farina', (http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MC12&CarID=r394&fc=0). RM Auctions. http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MC12&CarID=r394&fc=0. Retrieved 7 May 2012.
'1953 Ferrari 375MM News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z9475/Ferrari-375-MM.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z9475/Ferrari-375-MM.aspx. Retrieved 7 May 2012.
'1954 Buenos Aires 1000km', (http://www.teamdan.com/archive/wsc/1954/54ba.html). Teamdan.com. http://www.teamdan.com/archive/wsc/1954/54ba.html. Retrieved 7 May 2012.By Jeremy McMullen
 |  |  | Spyder Designer: Pininfarina Chassis Num: 0372 MM |
Bill Spear continued to race this car in 1954 winning at the Thomson Raceway and ad Watkins glen where he set the course lap record of 86.6 mph, which still stands today. Spears sold the car in 1955. The car continued to race until October 1973 under various owners. Following the October 1973 Watkins Glen Race, owner Ian Gunn brought the car home and put it up on blocks until 2009. It has never been restored.
The 375MM is powered by a 4.5-liter Lampredi-designed V12 engine resulting in 300 horsepower.
 |  |  | Spyder Designer: Pininfarina Chassis Num: 0370 AM Engine Num: 0370 AM |
American racer Masten Gregory purchased the car in March of 1954. In 1954, it was raced in almost a dozen high-profile events and always finished in the top four, often claiming overall wins, and, almost without exception, capturing podium finishes.
At the 1954 Reims Twelve Hour Race, the car finished in 4th. It was 3rd at the Grand Prix Oporto and another 3rd was achieved at the Prescott Hillclimb. At Goodwood it finished 2nd and it achieved an overall win at Aintree. 0370 AM finished 2nd at the Coupe du Salon Montlhery.
The car returned from Europe and was given a new paint scheme livery of white with two black racing stripes. In this guise, Gregory piloted the car to an overall victory at the 1954 Bahamas Automobile Club race in Nassau. Two days later, it won the Nassau Trophy.
Gregory sold the car to A.V. Dayton of Tulsa, Oklahoma in 1955. Dayton would continue its racing career in local races in Oklahoma and Kansas City before returning to Nassau where it again achieved an impressive finish.
The car raced in local Oklahoma, Louisiana, Kansas and Colorado events from 1956 until 1958 where it continued to achieve podium finishes.
Over the next few decades, the car would be housed in private collections, emerging in the mid-1990s and being treated to a comprehensive restoration. It was brought back to its livery that it wears today.
Since the restoration work was completed, the car has participated in selective events, such as the Ferrari Shell Historic Challenge, the Monaco Historic races, the Goodwood Revival and the Tour d'Espana.
By Daniel Vaughan | Jan 2010
 |  |  | Spyder Designer: Pininfarina Chassis Num: 0382AM Engine Num: 0382AM |
This car, chassis number 0382AM, was first owned by Bill Spear, who drove in many U.S. sports car races in 1953 and 1954, winning at the Thompson Raceway and at Watkins Glen. After he sold it in 1955, the car was raced until the 1960s. It has never been restored.
 |  |  | Spyder Designer: Alfredo Vignale Chassis Num: 0286AM |
Carlos Braniff purchased the car and brought it to a 100 mile race the car came in second overall. It was later sold to Allen Guiberson of Texas who had the car repainted white and added a headrest and a fin. Phil Hill drove it at the 1954 Carrera Panamericana, along with his co-driver Richie Ginther, to a second overall finish. Carroll Shelby was next in line to get seat-time in car. He piloted the car to impressive podium finishes.
The car was sold to Louis Brero of California in 1995. Brero continued the cars racing resume by entering it in several Grand Prix competition events. At the Nassau Ferrari race, the car was driven to a third place finish. The car became the possession of his sons after he passed away. The car remained in his car until 1995 when it was sold for about $1.5 million.
During the mid-1950s the car was repainted red and within a short period of time was repainted brown. It was treated to a restoration by Pete Lovely in 1995. At the completion of its restoration it was brought to the Pebble Beach Concours where it was awarded the Pebble Beach Cup. It has competed in the Monterey Historic Races in 2004. It was brought to the 2007 Cavallino Classic where it was awarded the Honorary Judges Cup.
By Daniel Vaughan | Feb 2007
Ferrari is the most successful constructor in Formula One's history, but it all started rather humbly. Despite being an elite, high-profile automaker and racing team, Ferrari performed rather unobtrusively in Formula One's first season. Success rarely comes overnight, but the waiting period is dramatically shortened when you have already designed a dominant product in which to take and build off. Enzo Ferrari and Gioacchino Colombo both came into being after helping Alfa Romeo ascend to the top of the grand prix world. This knowledge and experience would help Ferrari be immediately competitive in grand prix racing, but still not enough to break the grip the Alfa 158's had in 1950. Though Ferrari performed well in Formula One's first season, the dominance and the records would have to wait. Ferrari used 1950 to tweak their designs to break Alfa Romeo's hold on the championship and to begin the Ferrari/Formula One legacy.
Ferrari would turn to its model 125 for Formula One's first season. Designed in 1949, the 125 was Ferrari's first single-seater designed specifically for grand prix racing. However, much of the internals of the car had been taken from the 125S sports racer which was designed and built in 1948. The 125F1, as it became known, closely resembled one of Colombo's chassis designs—the Alfa Romeo 158. Of course, the 158 had already proven itself and obviously would have made a good basis for any team looking to be competitive right away and with aspirations for more.
There were only two engine options the FIA allowed. Either a team chose a supercharged engine with a maximum displacement of 1.5 liters, or, the team would have to choose a normally aspirated engine that had a maximum of 4.5 liters. Ferrari decided to go the route of Alfa Romeo and used a twin-stage Roots-type supercharger to boost the power of their 1.5 liter V12 engine. Designed similar to an aircraft fuselage, the 125 consisted of a tube-frame chassis with longitudinal and cross members to help with strength while not gaining too much weight. The wide upside-down U-shaped nose was ever so slightly angled back and gently sloping. Of course, the nose was dominated by the radiator inlet to provide cooling for the 1.5 liter V12 that was hidden in the long, rounded nose. Just aft of the radiator inlet was a shapely scoop that protruded into the airstream through which air would pass and would be able to enter the supercharger. The addition of the supercharger would boost the engine's horsepower from what was around 118hp in the 125S to somewhere around 230hp. By 1949, another revision to the engine happened that boosted power up to around 280hp. This was still short from where the Alfa Romeo 158s were by close to 100hp. Still, this boost is what made Ferrari competitive straight-away. And though not alone, at the time, Ferrari used a five-speed gearbox to match their higher-revving V12. Most teams were utilizing only four-speed gearboxes.
On either side of the chassis low and behind the front tire there were two cut-outs where the six exhaust pipes exited and blended into single pipes that ran back the length of the car, underneath the rear suspension and out under the rear of the car. As with the Formula One cars of today, the Ferrari 125 sported many shark-like gills all over the engine cowling. These gills went to help expel the heat generated by the big V12 by the onward-rushing air creating a vacuum, pulling out the heat built up inside the cowling as the air rushed over the gills.
The Ferrari 125 utilized a double wishbone suspension for the front tires, with a transverse leaf spring to help with stability at the front of the chassis. Heading back from the nose, the shape of the chassis begins to change but in a gentle manner. The chassis begins to shift from the upside-down U-shaped body and begins to, in essence, stand up a little. The design shifts ever-so-slightly to more of a triangular shape to help counter, aerodynamically, the driver sitting up in the airflow. Of course this would only help so much. Between the driver and the little windshield, the airflow in this region was quite disturbed.
The cockpit itself was rather tight with deep channeled out sides for the driver's arms. As with the day, the driver sat greatly exposed. Directly behind the driver sat the large, rounded fuel tank. The rear suspension on the 125 consisted of longitudinal struts that attached up near the cockpit and traveled back to the rear axle. Along with the struts, the rear suspension utilized a torsion bar style rear axle and shock absorbers for driver comfort and the all-important stability at the rear of the car. Besides all this, the main brake system used in those days, though not the greatest, but nonetheless employed on the 125F1, was drum brakes.
As the season went on the 125 was refined and continually improved upon, but more so to influence next designs. Alberto Ascari was able to guide his 125 to a second place finish in Monaco. So it was obvious Enzo and Gioacchino were heading the right direction. Later on in the season the 125 was again updated and refined. The 125 was shortened and the rear suspension modified. The de Dion tube suspension was the latest technology of the day, and so, was incorporated, along with a leaf spring, into the 125's suspension. This package made Ferrari very competitive, but not enough to beat Alfa Romeo.
The Alfa Romeo 158 had one Achilles heal and it was shared by Ferrari's 125—it was too thirsty. The benefit of the power gained for the amount of fuel needed to do so was too high. Though not certain, it is likely Enzo was inspired by the performances of the Talbot-Lago T26C, which used its superior gas mileage as a competitive edge. Though down well over 100hp, they were there at the end because they didn't have to stop for fuel. Ferrari had to find an answer.
Enter the 275. Ferrari too faced the problem of poor gas mileage with their supercharged 1.5 liter engine, and thus dropped it. Instead, the team turned to Aurelio Lampredi. Lampredi designed and built an engine for the all-new 275 chassis. Lampredi built a 3.3 liter normally aspirated engine that was first employed in his experimental 275S. The same engine was then taken and employed into the new 275F1 chassis.
The 275 chassis was also redesigned from that of the 125. The nose was totally changed and was more rounded and bulb-like. Instead of a nose that sloped back ever-so-slightly from the vertical like the nose on the 125, the nose on the 275 was more rounded, protruding forward. The rest of the chassis, forward of the cockpit, went through some refining, and yet, still had some similarities to the 125. The most noticeable changes made near the rear of the car included the longitudinal struts that were lengthened and extended further forward near the cockpit, but also, the shape of the bodywork that covered the fuel tank was changed. Instead of a more dramatic curve of the bodywork, the rear was extended further back; creating more of a torpedo shaped rear end.
The 275, with its 3.3 liter engine, debuted at Spa Francorchamps and the Grand Prix of Belgium. The single overhead camshaft design was capable of producing around 300hp and Alberto Ascari was able to drive the car to a fifth place finish. Despite the new engine, it seemed the team took a step backward. The performance was just not there, or at least not to level the team was seeking. And so, by the time of the race at Monza, Ferrari changed chassis designs two more times.
At the Grand Prix of Nations at Geneva, Switzerland, which did not count toward the championship, Ferrari unveiled its next design…the 340. By this time, Lampredi had designed a 4.1 liter V12. This engine was capable of producing around 335hp, enough to stay with the Alfa Romeos. Also, to make the car more stable, and thus comfortable for the drivers to take out to the edge of limits, a series of changes were employed. Enzo and Colombo made the overall length of the chassis longer. This helped to distribute weight and provide greater balance. To provide better stability, Ferrari employed the de Dion tube rear suspension once again. Ferrari also changed from the five-speed gearbox to a four-speed manual gearbox.
The chassis, overall, was refined, made into a more flowing racing machine. The nose was rounded even more than the 275 but the angle of slope remained similar. The wheelbase remained wider than that of the 125. Much more of an emphasis was placed upon aerodynamics which can be seen from the front wheels back. The air scoop on top of the engine cowling was reduced in size and made more shapely. Instead of a windshield attached to the top of the chassis, appearing more like an afterthought, the windshield was incorporated into the shape and flow of the chassis on the 340.
Driving the 340, Ascari was able to race with Fangio in his 158. It appeared Ferrari had found its contender in the 340. However, as the race bore on, the engine developed problems that led to Ascari's retirement. Despite having a good car that could challenge Alfa Romeo, Ferrari wanted a car that would absolutely break Alfa's dominance. Besides, Lampredi had his next engine ready to go. Therefore, Ferrari was done with the 340 and moved on.
Come September of 1950, Ferrari had their challenger—the 375F1. In a quest to defeat the Alfa Romeo 158, the Ferrari team never rested, always looking to tweak certain areas to make a more competitive race car. While rather happy with the 340 chassis, Ferrari, specifically Aurelio Lampredi, kept working on specifics, especially the engine, trying to find that balance between power, reliability and efficiency. He was able to produce a 4.5 liter version (the maximum Formula One would allow) of his V12 engine. And while the engine produced only slightly more power than its 4.1 liter predecessor, Lampredi had been able to work and produce an engine that balanced out better when it came to reliability and that mystical marriage between engine and chassis. The 375F1 simply worked, or at least it showed promise. It was, then, just some small details that had to be addressed and its first race at Monza proved that fact.
Despite the only real difference between the 340 and the 375 being the 4.5 liter engine, the combination just worked better. Ferrari just missed the pole in its first race with the 375 and actually was leading a good majority of the race until another engine failure gave up the win to the Alfa Romeo SpA team. Despite the loss of the win, Ferrari still had a solid second-place finish in the race and signaled to the team they had turned the corner and the tables. Alfa Romeo's days of dominance were coming to an end…it was just a matter of when.
At the end of the season Ferrari ended up fifth in the driver's championship. The finish, however, didn't reveal how poised Ferrari was for the future. Formula One cars today undergo many changes throughout the season, no doubt inspired by Ferrari's 'always improving' mindset as displayed in the 1950 season, from the 125 right on up to the 375. Ferrari debuted four combinations of engines and chassis. Each model contributed to Ferrari's search for dominance and would help to shape Ferrari's legacy in racing and, especially Formula One. The Ferrari team perhaps best understood they weren't designing a chassis to be dominant, but in fact were pursuing building dominance. This meant continually improving, never settling or believing in one thing, or design, to hold the key. Dominance determined the chassis and the engine. It was the team's job to find out what that all looked liked. The models of the 1950 season stand as a testament to the Ferrari team's desire to always improve, to continue in the search for dominance. For Ferrari, it all started with these chassis designs and each subsequent design built upon the successes and failures of the previous. Never was it believed that one chassis had it all because each year presented the challenge of pushing the edge a little further back. The Ferrari team: Enzo, Gioacchino, Aurelio and the many others understood this. And the fact of Ferrari's legacy and records proves that drive, that focus, has never left.By Jeremy McMullen
Ferrari would turn to its model 125 for Formula One's first season. Designed in 1949, the 125 was Ferrari's first single-seater designed specifically for grand prix racing. However, much of the internals of the car had been taken from the 125S sports racer which was designed and built in 1948. The 125F1, as it became known, closely resembled one of Colombo's chassis designs—the Alfa Romeo 158. Of course, the 158 had already proven itself and obviously would have made a good basis for any team looking to be competitive right away and with aspirations for more.
There were only two engine options the FIA allowed. Either a team chose a supercharged engine with a maximum displacement of 1.5 liters, or, the team would have to choose a normally aspirated engine that had a maximum of 4.5 liters. Ferrari decided to go the route of Alfa Romeo and used a twin-stage Roots-type supercharger to boost the power of their 1.5 liter V12 engine. Designed similar to an aircraft fuselage, the 125 consisted of a tube-frame chassis with longitudinal and cross members to help with strength while not gaining too much weight. The wide upside-down U-shaped nose was ever so slightly angled back and gently sloping. Of course, the nose was dominated by the radiator inlet to provide cooling for the 1.5 liter V12 that was hidden in the long, rounded nose. Just aft of the radiator inlet was a shapely scoop that protruded into the airstream through which air would pass and would be able to enter the supercharger. The addition of the supercharger would boost the engine's horsepower from what was around 118hp in the 125S to somewhere around 230hp. By 1949, another revision to the engine happened that boosted power up to around 280hp. This was still short from where the Alfa Romeo 158s were by close to 100hp. Still, this boost is what made Ferrari competitive straight-away. And though not alone, at the time, Ferrari used a five-speed gearbox to match their higher-revving V12. Most teams were utilizing only four-speed gearboxes.
On either side of the chassis low and behind the front tire there were two cut-outs where the six exhaust pipes exited and blended into single pipes that ran back the length of the car, underneath the rear suspension and out under the rear of the car. As with the Formula One cars of today, the Ferrari 125 sported many shark-like gills all over the engine cowling. These gills went to help expel the heat generated by the big V12 by the onward-rushing air creating a vacuum, pulling out the heat built up inside the cowling as the air rushed over the gills.
The Ferrari 125 utilized a double wishbone suspension for the front tires, with a transverse leaf spring to help with stability at the front of the chassis. Heading back from the nose, the shape of the chassis begins to change but in a gentle manner. The chassis begins to shift from the upside-down U-shaped body and begins to, in essence, stand up a little. The design shifts ever-so-slightly to more of a triangular shape to help counter, aerodynamically, the driver sitting up in the airflow. Of course this would only help so much. Between the driver and the little windshield, the airflow in this region was quite disturbed.
The cockpit itself was rather tight with deep channeled out sides for the driver's arms. As with the day, the driver sat greatly exposed. Directly behind the driver sat the large, rounded fuel tank. The rear suspension on the 125 consisted of longitudinal struts that attached up near the cockpit and traveled back to the rear axle. Along with the struts, the rear suspension utilized a torsion bar style rear axle and shock absorbers for driver comfort and the all-important stability at the rear of the car. Besides all this, the main brake system used in those days, though not the greatest, but nonetheless employed on the 125F1, was drum brakes.
As the season went on the 125 was refined and continually improved upon, but more so to influence next designs. Alberto Ascari was able to guide his 125 to a second place finish in Monaco. So it was obvious Enzo and Gioacchino were heading the right direction. Later on in the season the 125 was again updated and refined. The 125 was shortened and the rear suspension modified. The de Dion tube suspension was the latest technology of the day, and so, was incorporated, along with a leaf spring, into the 125's suspension. This package made Ferrari very competitive, but not enough to beat Alfa Romeo.
The Alfa Romeo 158 had one Achilles heal and it was shared by Ferrari's 125—it was too thirsty. The benefit of the power gained for the amount of fuel needed to do so was too high. Though not certain, it is likely Enzo was inspired by the performances of the Talbot-Lago T26C, which used its superior gas mileage as a competitive edge. Though down well over 100hp, they were there at the end because they didn't have to stop for fuel. Ferrari had to find an answer.
Enter the 275. Ferrari too faced the problem of poor gas mileage with their supercharged 1.5 liter engine, and thus dropped it. Instead, the team turned to Aurelio Lampredi. Lampredi designed and built an engine for the all-new 275 chassis. Lampredi built a 3.3 liter normally aspirated engine that was first employed in his experimental 275S. The same engine was then taken and employed into the new 275F1 chassis.
The 275 chassis was also redesigned from that of the 125. The nose was totally changed and was more rounded and bulb-like. Instead of a nose that sloped back ever-so-slightly from the vertical like the nose on the 125, the nose on the 275 was more rounded, protruding forward. The rest of the chassis, forward of the cockpit, went through some refining, and yet, still had some similarities to the 125. The most noticeable changes made near the rear of the car included the longitudinal struts that were lengthened and extended further forward near the cockpit, but also, the shape of the bodywork that covered the fuel tank was changed. Instead of a more dramatic curve of the bodywork, the rear was extended further back; creating more of a torpedo shaped rear end.
The 275, with its 3.3 liter engine, debuted at Spa Francorchamps and the Grand Prix of Belgium. The single overhead camshaft design was capable of producing around 300hp and Alberto Ascari was able to drive the car to a fifth place finish. Despite the new engine, it seemed the team took a step backward. The performance was just not there, or at least not to level the team was seeking. And so, by the time of the race at Monza, Ferrari changed chassis designs two more times.
At the Grand Prix of Nations at Geneva, Switzerland, which did not count toward the championship, Ferrari unveiled its next design…the 340. By this time, Lampredi had designed a 4.1 liter V12. This engine was capable of producing around 335hp, enough to stay with the Alfa Romeos. Also, to make the car more stable, and thus comfortable for the drivers to take out to the edge of limits, a series of changes were employed. Enzo and Colombo made the overall length of the chassis longer. This helped to distribute weight and provide greater balance. To provide better stability, Ferrari employed the de Dion tube rear suspension once again. Ferrari also changed from the five-speed gearbox to a four-speed manual gearbox.
The chassis, overall, was refined, made into a more flowing racing machine. The nose was rounded even more than the 275 but the angle of slope remained similar. The wheelbase remained wider than that of the 125. Much more of an emphasis was placed upon aerodynamics which can be seen from the front wheels back. The air scoop on top of the engine cowling was reduced in size and made more shapely. Instead of a windshield attached to the top of the chassis, appearing more like an afterthought, the windshield was incorporated into the shape and flow of the chassis on the 340.
Driving the 340, Ascari was able to race with Fangio in his 158. It appeared Ferrari had found its contender in the 340. However, as the race bore on, the engine developed problems that led to Ascari's retirement. Despite having a good car that could challenge Alfa Romeo, Ferrari wanted a car that would absolutely break Alfa's dominance. Besides, Lampredi had his next engine ready to go. Therefore, Ferrari was done with the 340 and moved on.
Come September of 1950, Ferrari had their challenger—the 375F1. In a quest to defeat the Alfa Romeo 158, the Ferrari team never rested, always looking to tweak certain areas to make a more competitive race car. While rather happy with the 340 chassis, Ferrari, specifically Aurelio Lampredi, kept working on specifics, especially the engine, trying to find that balance between power, reliability and efficiency. He was able to produce a 4.5 liter version (the maximum Formula One would allow) of his V12 engine. And while the engine produced only slightly more power than its 4.1 liter predecessor, Lampredi had been able to work and produce an engine that balanced out better when it came to reliability and that mystical marriage between engine and chassis. The 375F1 simply worked, or at least it showed promise. It was, then, just some small details that had to be addressed and its first race at Monza proved that fact.
Despite the only real difference between the 340 and the 375 being the 4.5 liter engine, the combination just worked better. Ferrari just missed the pole in its first race with the 375 and actually was leading a good majority of the race until another engine failure gave up the win to the Alfa Romeo SpA team. Despite the loss of the win, Ferrari still had a solid second-place finish in the race and signaled to the team they had turned the corner and the tables. Alfa Romeo's days of dominance were coming to an end…it was just a matter of when.
At the end of the season Ferrari ended up fifth in the driver's championship. The finish, however, didn't reveal how poised Ferrari was for the future. Formula One cars today undergo many changes throughout the season, no doubt inspired by Ferrari's 'always improving' mindset as displayed in the 1950 season, from the 125 right on up to the 375. Ferrari debuted four combinations of engines and chassis. Each model contributed to Ferrari's search for dominance and would help to shape Ferrari's legacy in racing and, especially Formula One. The Ferrari team perhaps best understood they weren't designing a chassis to be dominant, but in fact were pursuing building dominance. This meant continually improving, never settling or believing in one thing, or design, to hold the key. Dominance determined the chassis and the engine. It was the team's job to find out what that all looked liked. The models of the 1950 season stand as a testament to the Ferrari team's desire to always improve, to continue in the search for dominance. For Ferrari, it all started with these chassis designs and each subsequent design built upon the successes and failures of the previous. Never was it believed that one chassis had it all because each year presented the challenge of pushing the edge a little further back. The Ferrari team: Enzo, Gioacchino, Aurelio and the many others understood this. And the fact of Ferrari's legacy and records proves that drive, that focus, has never left.By Jeremy McMullen
The Ferrari 375 was introduced at the Paris Salon in 1953. During its production run which lasted until May of 1954, less than 45 examples of the 375 America were produced. The car was constructed for Ferrari's clientele who had the means to afford one of these beautiful creations. Since they were produced in limited numbers, the production took far longer than volume models.
Gioacchino Colombo started out being the primary builder of Ferrari's engines in the late in 1940's and a major contributor to the success of Ferrari. Aurelio Lambredi became his assistant in 1947. Lambredi soon became convinced that a large engine that was naturally aspirated would have better fuel economy and provide more power. Colombo was of the belief that smaller engine compiled with a supercharger would produce the better results. Ferrari tested Lambredi's idea and proved it to be successful. Lambredi was promoted to chief design engineer and Colombo returned to Alfa Romeo. The Lambredi engines were used in the ladder part of the 1950's.
Power was provided by a 4.5-liter Lampredi designed V-12 engine with either three twin choke Weber 40 DCZ or DCF downdraughts, resulting in 300 horsepower. On all four corners were drum brakes, Borrani wire wheels accented the exterior of the vehicle, and a leaf spring suspension was used in the front and the rear. With the four-speed manual gearbox, the car could achieve a top speed of 150 mph and could race from zero to sixty in less than seven seconds.
Most Ferrari's were custom built cars. They were not mass-produced. Ferrari provided the engine and chassis while Italian coach builders provided the body. This meant the specifications varied. Engines also varied in horsepower rating, torque, and displacement.
In regards to the 375, Pinin Farina was tasked with building the bodywork for many of the models. The Pinin Farina design shared a similarity with the 250 Europa's. The dimensions of several automobiles were similar but their interiors, wings, bumpers and detailing were all unique.
The 375 MM was given its name after the famous 1000 mile race, the Mille Miglia. This limited production series was constructed in 1953 and 1954. The car was outfitted with a 4522 cc powerplant, a small increase in performance over the 4494 cc road-going version. The four-speed manual gearbox was fully synchronized and mounted to the engine. The front suspension was independent by parallel unequal length A-arms with a transverse leaf spring. The rear was sold with semi-elliptic springs and parallel trailing arms. This combination made the 375 MM perfect for high speed circuits and the open road. In total only 26 375 MM's had bodywork provided by Pinin Farina in either spyder or berlinetta configuration. One example received bodywork courteous of Ghia.
In 1954, a 375 Plus was entered in the grueling 24 Hours of LeMans. Powered by a 4.9 liter engine, it captured the overall victory.
Production of the 375 continued until 1955. Produced in limited numbers, their exclusivity in modern times is guaranteed. These wonderfully designed unique creations powered by the coveted Lampredi engines are a true time-tested testament of the work inspired by Enzo Ferrari and fostered by Italian ingenuity.
By Daniel Vaughan | Feb 2007
For more information and related vehicles, click hereGioacchino Colombo started out being the primary builder of Ferrari's engines in the late in 1940's and a major contributor to the success of Ferrari. Aurelio Lambredi became his assistant in 1947. Lambredi soon became convinced that a large engine that was naturally aspirated would have better fuel economy and provide more power. Colombo was of the belief that smaller engine compiled with a supercharger would produce the better results. Ferrari tested Lambredi's idea and proved it to be successful. Lambredi was promoted to chief design engineer and Colombo returned to Alfa Romeo. The Lambredi engines were used in the ladder part of the 1950's.
Power was provided by a 4.5-liter Lampredi designed V-12 engine with either three twin choke Weber 40 DCZ or DCF downdraughts, resulting in 300 horsepower. On all four corners were drum brakes, Borrani wire wheels accented the exterior of the vehicle, and a leaf spring suspension was used in the front and the rear. With the four-speed manual gearbox, the car could achieve a top speed of 150 mph and could race from zero to sixty in less than seven seconds.
Most Ferrari's were custom built cars. They were not mass-produced. Ferrari provided the engine and chassis while Italian coach builders provided the body. This meant the specifications varied. Engines also varied in horsepower rating, torque, and displacement.
In regards to the 375, Pinin Farina was tasked with building the bodywork for many of the models. The Pinin Farina design shared a similarity with the 250 Europa's. The dimensions of several automobiles were similar but their interiors, wings, bumpers and detailing were all unique.
The 375 MM was given its name after the famous 1000 mile race, the Mille Miglia. This limited production series was constructed in 1953 and 1954. The car was outfitted with a 4522 cc powerplant, a small increase in performance over the 4494 cc road-going version. The four-speed manual gearbox was fully synchronized and mounted to the engine. The front suspension was independent by parallel unequal length A-arms with a transverse leaf spring. The rear was sold with semi-elliptic springs and parallel trailing arms. This combination made the 375 MM perfect for high speed circuits and the open road. In total only 26 375 MM's had bodywork provided by Pinin Farina in either spyder or berlinetta configuration. One example received bodywork courteous of Ghia.
In 1954, a 375 Plus was entered in the grueling 24 Hours of LeMans. Powered by a 4.9 liter engine, it captured the overall victory.
Production of the 375 continued until 1955. Produced in limited numbers, their exclusivity in modern times is guaranteed. These wonderfully designed unique creations powered by the coveted Lampredi engines are a true time-tested testament of the work inspired by Enzo Ferrari and fostered by Italian ingenuity.
By Daniel Vaughan | Feb 2007
| Grand Prix Circuits: Pau Circuit | |
 | Some grand prix circuits just have a mythical status about them. Besides the drivers and great races, a lot of the equation comes down to how memorable the circuit truly is. In the case of the Pau Circuit, its sheer place in motorsport history and lore makes this tight, twisting circuit a true legend. From its very beginnings, Pau would be at the heart of travel and transportation. Situated in a rather deep valley with the Pyrenees mountains lending an imposing back-drop, the area that would ...[Read more...] |
| 1955 Tourist Trophy: One Last Victory | |
 | The tragedy at Le Mans on the 11th of June, 1955 would dramatically affect motor racing. For one of the manufacturers involved, Mercedes-Benz, it would be a confirmation of what it had already come to believe. Toward the end of the 1955 season it was known Mercedes-Benz would withdraw from all motor racing having achieved just about everything possible in Formula One and sportscars. However, on the 18th of September, there would be one last race in which the mighty Silver Arrows would be gunning...[Read more...] |
| 1959 24 Hours of Le Mans: Confirmation of a Great | |
 | When it came to success in motor racing, Salvadori was blessed behind the wheel of a sports car. Throughout the 1950s, there really weren't too many drivers more successful. However, at Le Mans, Salvadori's would be left fighting for a race finish just about as badly as he had been throughout the majority of his Formula One career. But in 1958, things would turn around in the Formula One World Championship. Could the same thing happen for Salvadori at Le Mans a year later? Just 24 hours awaited ...[Read more...] |
| 1957 Italian Grand Prix: A True Nobleman Stands Amongst Two of F1's Most Noble | |
 | The sea of spectators overwhelming the circuit would be a truly awe-inspiring sight to behold. The vast majority of this horde was there to celebrate the car adorned in red finishing in the top three. The car's driver, a true royal, would stand amongst the crowd as if standing amongst adoring and loving subjects. For the first time in his career, Wolfgang von Trips would be able to count himself amongst the elite of Formula One. Wolfgang von Trips had been born into a noble German family in ...[Read more...] |
| 1958 Moroccan Grand Prix: British All the Way | |
 | After years of frustration, and well past his life-expectancy, Mike Hawthorn would be on the verge of his first World Championship. This was more than likely Hawthorn's last and best hope at a World Championship title. Just one last race, and a fellow Brit, would separate Hawthorn from his World Championship. Emotionally, Hawthorn was done. The last few seasons had seen Hawthorn fail to experience anywhere near the level of success he had even in his rookie year of 1952. In 1952, with an unde...[Read more...] |
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