|
|
|
| |
|
|
|
| |
|
|
|
| |
|
|
|
|
|
|
|
| |||
 |  | View more photos Coupe Coachwork: Pininfarina Chassis Num: 0715 |
The Ferrari America is one of a series of top-end Ferrari models built in the 1950's and 1960's. They were large touring cars with the largest V-12 engines and often had custom bodywork. All America models used a live axle in the rear, were front-engined, and had power steering.
As if the custom, low-volume America was not fast enough, Ferrari produced another line of America cars, beginning with the 1955 410 Super America. The engine was now up to 5.0-liters with 340 horsepower (254 kW) available. A 1957 Super America III had triple Weber carburetors for even more power.
Each 410 Super America had custom bodywork, with a few Ghia but most by Ferrari stalwart Pininfarina. The price was extremely high - at $16,800, the 410 Super America offered at the New York Auto Show by importer Luigi Chinetti was more than twice as expensive as the Mercedes-Benz 300SL 'Gullwing' exhibited by Max Hoffman. Just a few (14 to 35) were built when the series ended in 1959.
Despite the 410's heavy weight and luxurious demeanor, it still performed impressively thanks to an enormously power engine. Road & Track reached zero-to-sixty in 6.6 seconds while Sports Car Illustrated claimed to reach sixty in 5.6 seconds, impressive figures in late fifties and respectable even today.
 |  | View more photos Coupe Coachwork: Pininfarina Chassis Num: 0719SA |
It was awarded the prestigious Best of Show award in November of 1986 at the Palm Springs Concours d'Elegance. It was shown at the 1994 International Ferrari Concours in Monterey, California where it won Second in Class. A very short time later, it was shown at the Pebble Beach Concours d'Elegance.
The car passed to a new owner in February of 2003. The car was shown at the 2006 Pebble Beach Concours d'Elegance.
| | View more photos Scaglietti Coupe Coachwork: Scaglietti Chassis Num: 0671 SA Engine Num: 0671 |
While Ferrari's racing program and 250 GT production were becoming well established, they wanted to continue their legacy of exclusive, limited production, and handcrafted line of vehicles. In 1954, this would become manifested in the 410 Superamerica.
The Ferrari 410 Superamerica was a continuation of the Lampredi-powered 375 America. The engine was enlarged to 4963cc resulting in 340 horsepower. The 375 America displaced 4,522cc and produced 300 horsepower. Modifications continued throughout the vehicle, including an increase in track width by 130 mm at both the front ad rear. The transverse leaf springs in the front were replaced with coil springs. These changes gave it a wider stance with a more modern appearance and better stability at speed.
Most of the 410 Superameria chassis's were clothed by Pini Farina. Only four examples were bodied by other artesian, with Sergio Scaglietti performing his craft on one, chassis number 0671 SA. The Scaglietti body was created for Dottore Enrico Wax, the principal in the Genoese firm of Wax & Vitale whose business was in importing.
Scaglietti's relationship with Ferrari began with the 500 Mondial and would continue throughout the years, with one of their more-memorable designs being the 500 TRC. Currently, Scaglietti is owned by Ferrari SEFAC and is the bodywork production facility for all Ferrari road cars.
This coupe is chassis number 0671SA with matching engine number. Many years after this car was originally created, it was in poor conditioned having been neglected for many years. It was found by Greg Garrison who commissioned a restoration, having the original coachwork re-created by the craftsmen who initially built it.
According to Mr. Garrison, Dr. Wax was an early enthusiast of the Ferrari marque who purchased by Ferrari and Maserati automobiles, kept them for a short period of time, and replaced them with new products.
It is believed that this car was sold in early 1958, less than a year after it was delivered to Dr. Wax. It was exported to Switzerland and then to the US around 1960. The history of the car is vague until the early 1970s when it re-surfaced in Texas. It was sold and brought to California where its ownership soon transferred to another individual, Stan Sokol. By this point in history the car was around two decades old. Its body had been modified; the original round hood scoop was replaced with a wide flat scoop. The rear fenders were changed, along with several other modifications. The changes continued in the interior, with the tachometer and speedometer being repositioned in front of the driver. The engine was bored out to 5.1-liters.
The car was stolen and brought to Oregon. Upon realizing this vehicle was a unique machine, the thief removed the body and discarded it in a lake. The running chassis was sold. In 1986, Mr. Garrison acquired the rolling chassis, and shipped it to Italy.
After two years of work, the car had been resurrected. The work had been performed by Scaglietti including four retired employees. Upon completion it returned to California and displayed at the Pebble Beach Concours d'Elegance where it was awarded 'Best of Class'.
Though there were no blueprints or original sketches, the work was done as close as humanly possible to the original. It is a very unique vehicle and the first road-going car bodied by Scaglietti.
In 2007, the Scaglietti bodied 410 Superameria Coupe was brought to Pebble Beach and offered for sale as part of the Gooding & Company auction. It was estimated to sell for $900,000 - $1,300,000 and offered without reserve. As bidding concluded, this vehicle had joined an elite group of cars on auction day that sold above the magic million dollar mark. The high bid of $1,320,000 including buyer's premium was enough to secure new ownership. The lot was sold.
An ultra-rare, extremely expensive, very fast vehicle, the Superamerica featured a low grille opening and covered headlights. With a long sloping rear deck combine with the double curvature of the windshield and rear window, the car had a taut, muscular look in keeping with its performance capability. Built as if for a king, the inside of the Ferrari 400 Superamerica features a lavish interior with thickly bolstered seats and sumptuous Italian hides.
Introduced in 1959, the Ferrari 400 Superamerica featured a Colombo V12 that displaced 3,967 cc. A first for Ferrari road vehicles, the Superamerica also boasted disc brakes. Only 47 units in two series, short and long wheelbase were ever constructed during the Superamerica's five-year production run.
Built to order, the vehicles featured a very demanding clientele that had the option of a wide choice of finishing details on their cars. The Superamerica was built only according to the specifications of the individual. An entirely European concept, the vehicle was a kind of luxury item that only few could afford. In accordance, no two Ferrari 400 Superamerica vehicles are ever exactly alike. These vehicles have been produced for elite owners such as Aga Khan, Gianni Agnelli, Enzo Ferrari and Nelson Rochefeller.
One of the rarest examples of the Ferrari 400 Superamerica is the 5029 SA, the Series II long-wheelbase, which was delivered new in Italy. Finished in elegant silver gray; Grigio Argento, with an exquisite red leather interior. Sold in 1998 in Switzerland, the 5029 SA was restored fully by some of the most respected European specialists.
Still recovering from World War II during the late 1940s and early 1950's, while Europe struggled with the scarcity of fuel, cash, and raw materials, Enzo Ferrari sensed that there was a market for a high-powered GT. The 340 America was introduced in 1950 as the first attempt to put a powerful Lampredi V12 engine in a Ferrari GT. Trying to associate the name with America's ‘bigger is better' culture, Ferrari also sought to make the Americans aware of this new Italian marque.
Popular hits, the 340, 342 and 375 America's were featured in an assortment of beautiful bodies from Italy's most talented carrozezrias, and powered by Ferrari's legendary Lampredi engines. The Ferrari's 250 series had changed the company from a manufacturer of short runs of rapidly evolving models to a series-production-based manufacturer by the mid 1950's. Feeling that it was time to move up-market, Enzo Ferrari moved on to produce a GT model that would satisfy his most demanding and affluent customers. This new model would share a common drivetrain and chassis, but would allow the customers the discretion in the choice of features, tune and coachwork. A step above the previous ‘America', this new model was aptly called the Superamerica.
The 410 Superamerica debuted in 1956 following the ‘more power is better' theme of the earlier ‘America's, while featuring a near-5-liter Lampredi V12 and offered in tuning levels up to 400 horsepower. Reportedly able to spin the rear wheels in third gear, a total of around 35 examples were produced in vastly different configurations as both cabriolets and coupes.
Following the 410, the 400 Superamerica was an impressive automobile, but unfortunately fell short of the 410. The refined Colombo-designed V12 was a more reliable and less expensive alternative to the Lampredi, and a 4-liter version of the Colombo engine was developed for the 400 Superamerica. Rated at 340 horsepower, the new V12 was sadly 60 less than the very powerful 410 engine.
On the other hand, the coachwork options were more impressive. An impressive array of coupe and cabriolet models in both LWB and SWB variations were commissioned, and four show cars called Superfast I, II, III and IV were produced during the 410/400 Superamerica's production run. Featuring Superamerica mechanicals and are apart of the Superamerica family, they are classified by their Superfast chassis number.
The 500 Superfast was introduced in 1964 as the newest car to the ‘America' series and followed the ultra-premium ‘America' theme, though only offered with one engine and body configuration. A total of 36 500 Superfast models were produced.Elizabeth Johnson
Introduced in 1959, the Ferrari 400 Superamerica featured a Colombo V12 that displaced 3,967 cc. A first for Ferrari road vehicles, the Superamerica also boasted disc brakes. Only 47 units in two series, short and long wheelbase were ever constructed during the Superamerica's five-year production run.
Built to order, the vehicles featured a very demanding clientele that had the option of a wide choice of finishing details on their cars. The Superamerica was built only according to the specifications of the individual. An entirely European concept, the vehicle was a kind of luxury item that only few could afford. In accordance, no two Ferrari 400 Superamerica vehicles are ever exactly alike. These vehicles have been produced for elite owners such as Aga Khan, Gianni Agnelli, Enzo Ferrari and Nelson Rochefeller.
One of the rarest examples of the Ferrari 400 Superamerica is the 5029 SA, the Series II long-wheelbase, which was delivered new in Italy. Finished in elegant silver gray; Grigio Argento, with an exquisite red leather interior. Sold in 1998 in Switzerland, the 5029 SA was restored fully by some of the most respected European specialists.
Still recovering from World War II during the late 1940s and early 1950's, while Europe struggled with the scarcity of fuel, cash, and raw materials, Enzo Ferrari sensed that there was a market for a high-powered GT. The 340 America was introduced in 1950 as the first attempt to put a powerful Lampredi V12 engine in a Ferrari GT. Trying to associate the name with America's ‘bigger is better' culture, Ferrari also sought to make the Americans aware of this new Italian marque.
Popular hits, the 340, 342 and 375 America's were featured in an assortment of beautiful bodies from Italy's most talented carrozezrias, and powered by Ferrari's legendary Lampredi engines. The Ferrari's 250 series had changed the company from a manufacturer of short runs of rapidly evolving models to a series-production-based manufacturer by the mid 1950's. Feeling that it was time to move up-market, Enzo Ferrari moved on to produce a GT model that would satisfy his most demanding and affluent customers. This new model would share a common drivetrain and chassis, but would allow the customers the discretion in the choice of features, tune and coachwork. A step above the previous ‘America', this new model was aptly called the Superamerica.
The 410 Superamerica debuted in 1956 following the ‘more power is better' theme of the earlier ‘America's, while featuring a near-5-liter Lampredi V12 and offered in tuning levels up to 400 horsepower. Reportedly able to spin the rear wheels in third gear, a total of around 35 examples were produced in vastly different configurations as both cabriolets and coupes.
Following the 410, the 400 Superamerica was an impressive automobile, but unfortunately fell short of the 410. The refined Colombo-designed V12 was a more reliable and less expensive alternative to the Lampredi, and a 4-liter version of the Colombo engine was developed for the 400 Superamerica. Rated at 340 horsepower, the new V12 was sadly 60 less than the very powerful 410 engine.
On the other hand, the coachwork options were more impressive. An impressive array of coupe and cabriolet models in both LWB and SWB variations were commissioned, and four show cars called Superfast I, II, III and IV were produced during the 410/400 Superamerica's production run. Featuring Superamerica mechanicals and are apart of the Superamerica family, they are classified by their Superfast chassis number.
The 500 Superfast was introduced in 1964 as the newest car to the ‘America' series and followed the ultra-premium ‘America' theme, though only offered with one engine and body configuration. A total of 36 500 Superfast models were produced.Elizabeth Johnson
In 1955, Enzo Ferrari displayed a polished chassis #0423 SA at the Paris Salon. The completed version of the 410, crafted by the Italian coachbuilder Pinin Farina, was displayed at the Brussels Salon in January of 1956. As was the style of Ferrari, many variations of this vehicle were built. This is due to the fact that Ferrari used different coachbuilders during the vehicles assembly. Coachbuilders such as Boano, Ghia, and Scaglietti produced versions such as the Testa Rossa, Series I, II and III, and Superfast. This included Coupes and cabriolet versions. Mario Boano produced two, one by Ghia, one by Scaglietti, and the remaining thirty were by Pinin Farina.
The 410 came as a replacement for the 375 America. There were three series for this model but only a total of 38 were produced from 1956-1959.
Although similar to some of the earlier models produced by Ferrari, this one had a few styling changes. The 410 featured side vents located behind the front wheels. These have become a signature of the Superamerica series.
The 410 was given a larger engine and bigger brakes. Coil spring suspensions were used in the front. As with most of the Ferrari's from this era, Pinin Farina produced most of the bodies. From 1956-1958, a 110.2 inch wheelbase was used. In 1958 the size of the wheelbase was decreased to 102.3.
A Colombo engine provided the muscle for the GT version. It featured a 60-degree, single-overhead-cam, 'vee' type 12-cylinder, with aluminum alloy block and heads and cast-iron cylinder liners. The power produced by this engine was in the 220-260 hp range. The 410 SuperAmeria had a 60-degree, single-overhead-cam, 'vee' type 12-cylinder, with aluminum alloy block and heads. It was produced by Lambredi. The horsepower was significantly greater. The Series I had 340 horsepower, the Series II had 360 hp, and the Series III had 400 hp. Depending on the series of the vehicle, three or six Weber two-barrel carburetors were used.
The 410 models were heavy, powerful, elegant, and luxurious automobiles that could race from zero-to-sixty in under six seconds. These cars were well suited for the American market and were never really put into serious production, with about one being produced per month during its production lifespan.
The 410 came as a replacement for the 375 America. There were three series for this model but only a total of 38 were produced from 1956-1959.
Although similar to some of the earlier models produced by Ferrari, this one had a few styling changes. The 410 featured side vents located behind the front wheels. These have become a signature of the Superamerica series.
The 410 was given a larger engine and bigger brakes. Coil spring suspensions were used in the front. As with most of the Ferrari's from this era, Pinin Farina produced most of the bodies. From 1956-1958, a 110.2 inch wheelbase was used. In 1958 the size of the wheelbase was decreased to 102.3.
A Colombo engine provided the muscle for the GT version. It featured a 60-degree, single-overhead-cam, 'vee' type 12-cylinder, with aluminum alloy block and heads and cast-iron cylinder liners. The power produced by this engine was in the 220-260 hp range. The 410 SuperAmeria had a 60-degree, single-overhead-cam, 'vee' type 12-cylinder, with aluminum alloy block and heads. It was produced by Lambredi. The horsepower was significantly greater. The Series I had 340 horsepower, the Series II had 360 hp, and the Series III had 400 hp. Depending on the series of the vehicle, three or six Weber two-barrel carburetors were used.
The 410 models were heavy, powerful, elegant, and luxurious automobiles that could race from zero-to-sixty in under six seconds. These cars were well suited for the American market and were never really put into serious production, with about one being produced per month during its production lifespan.
| View more photographs |
| Similar Automakers |
| Add Review |
| Other models by Ferrari |
 |
| Vehicle Spotlight | ||
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
 |  |  |
Site Map
| Contact
| Terms Of Use | Links | RSS
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com