1953 Ferrari 375 America

The production of Ferrari race cars was reluctantly joined by road-going cars only as a way to fund the company's true passions - motorsport. Enzo Ferrari considered motorsport to be the highest purpose of the company, and although the non-competition cars were little more than means to an end, they were thoroughly endowed with racing pedigree and lessons learned on some of the most grueling and legendary racing arenas around the world. Ferrari built everything in-house except for the coachwork which was handled by Ghia, Vignale, Touring, and Pinin Farina. By the mid-1950s Pinin Farina had emerged as Ferrari's coachbuilder of choice by virtue of its production capability and superior design.

The Ferrari 375 America, introduced for 1953, continued the burgeoning tradition established by 340 America in 1951, followed by the 342 America in 1952. The 250 and 375 Europa and America series of 1953 to 1955 are considered to be Ferrari's first production models, albeit in limited quantities. The 250 Europa and 375 America shared the same chassis, wheelbase, and mechanical components, differing on the engine. Giovanni Michelotti designed the bodywork of the 250 Europa and construction was handled by Pinin Farina and Vignale. Styling was similar to the 375 America and 340 Mexico coupes. The smaller three-liter 'long block' Lampredi engine was designed for traveling continental roads, where a premium was placed on braking and handling. Comparatively, The Lampredi 4.5-liter V12 powering the 375 America was ideally suited for rapid travel at highway speeds.

The Ferrari 340 of 1950 through 1952 employed the new Lampredi V12 engine developed for Formula One competition, with a 4101.66cc displacement, 217 horsepower, and backed by a five-speed manual transmission. Twenty-three examples were built with 11 wearing coachwork by Vignale, eight by Touring, and four by Ghia. Although built as a Gran Turismo, a 340 America Vignale Berlinetta won the Mille Miglia in 1951, driven by Luigi Villoresi.

Even fewer examples of the 342 America were built, including a single Vignale Cabriolet wearing a design by Giovanni Michelotti, three Pinin Farina Coupes, and two cabriolets by Pinin Farina. The engine was the same Lampredi-designed V12 with a 4101.66cc displacement, but with a different carburetor air filter arrangement, 197 horsepower, and a four-speed manual transmission. The final example built was chassis number 0248AL, a Pinin Farina Cabriolet that was shown at the 1953 New York Auto Show and upgraded to a 4.5-liter configuration. The 340 and 342 Americas used even chassis numbering (like the race cars), while the 375 America used odd chassis numbering of road cars.

Ferrari Gran Turismo production was low, but the prices were very high, often exceeding $10,000. These limited sales provided Enzo with the much-needed cash flow to continue building his beloved racing cars that now included Formula One machines. These ultimate grand touring automobiles were exclusive, owned by such luminaries as Roberto Rossellini, Tony Parravano, Ingrid Bergman, and Count Somsky, the former King of Belgium.

Both the 250 Europa and the 375 America were introduced in October of 1953 at the Grand Palace Paris Auto Show. Both Lampredi V12 engines used the same external dimensions and engine mounts, and the chassis, gearbox, suspension, and even the Pinin Farina bodies were essentially identical. The 250 Europa was a three-liter and the 375 America was a 4.5-liter model. Both were bespoke and ultra-luxurious, perfectly suited for the company's wealthy clients.

The 4,522cc engine was paired with three Weber 40DCF (or DCZ) carburetors and produced 296 horsepower. Zero-to-sixty mph was accomplished in under seven seconds and top speed was nearly 160 mph. The oval section tubular steel ladder-type chassis had a 110.2-inch wheelbase with transverse leaf springs and lever-action shock absorbers in the front and a live rear axle with semi-elliptic leaf springs. All of the Ferrari America models used a live rear axle and worm and sector steering. Four-wheel hydraulic drum brakes provided the stopping power and the four-speed manual had synchromesh on all forward gears.

The Ferrari 375 America was built from late 1953 through 1954 with twelve examples constructed, with ten being original 375s and two being 250 Europas that were later converted to 375 specifications. Eleven examples were either three or five-window coupes and one was a cabriolet. Pinin Farina clothed eight examples and Vignale bodied the convertible and around three Coupes. The final example built wore unique coachwork by Pinin Farina custom-tailored to the demands of Gianni Agnelli.

The 375 America was replaced in 1955 by the 410 SuperAmerica powered by an engine based on the single plus 410 S powerplant, with a 5-liter displacement, triple Weber 40DCF carburetors, and delivering 335 horsepower. The Superamerica series III of 1957 used triple 46DCF3 Webers that helped increase output to 355 hp. This was the final development of the Lampredi 'long-block' V12 engine. The 410 Superfast Speciale was built atop the 410 Suepramerica chassis but equipped with the 24-plug racing engine from the 410 S. The 4.9 Superfast was another 'speciale' built atop the 410 Superamerica chassis.

Future use of the 'America' series by Ferrari included the 400 Superamerica of 1959 through 1964 which used a 4.0-liter Colombo engine producing 335 horsepower, and the 500 Superfast of 1964 through 1966. 47 examples of the 400 Superamerica and 36 of the 500 Superfast were built. The 4,390cc V12-powered 365 California replaced the 500 Superfast for 1966 and production was brief, lasting through 1967 with just 14 examples built. Its chassis was the same as the 500 Superfast with a cabriolet body by Pininfarina.

The Ferrari America series of the 1950s and 1960s were large grand touring cars equipped with the largest V12 engines, custom coachwork, and their limited production figures and high costs guaranteed their exclusivity.

by Daniel Vaughan | Apr 2021