1952 Ferrari 340 America

The early history of the Ferrari marque is overwhelmingly characterized by the evolution of one classic engine, the Giacchino Colombo-designed motor commonly known as the 'short-block' V12. Colombo had joined Enzo Ferrari when he formed his company, and both had worked at Alfa Romeo prior to World War II, helping with their motorsport efforts. Instead of competing in less competitive racing series, Enzo chose the highest form and set his sights on Grand Prix competition, which meant they would be racing against the Alfa Romeo 158 'Alfetta' that Colombo had designed near the end of the 1930s. Racing regulations at the time limited displacement to 1.5-liter with forced induction or 4.5-liters with natural aspiration. Colombo chose a similar path that he had traveled with Alfa Romeo and selected to lower displacement with forced induction. The 1.5-liter engine soon became the cornerstone of early Ferrari models like the 125S, 166MM, and the 212 series. In 1954, when the displacement had been enlarged to three liters, the Colombo V-12 became the unifying component of Maranello's road car development for the following fifteen years.

The Colombo-designed engine in all its evolutions contributed greatly to the company's longevity and success, but Colombo, himself, left the company rather early, joining Alfa Romeo in 1950. His departure was partially due to limitations in his engine's design, and the success of one of his pupils, Aurelio Lampredi, who would create the next Grand Prix engine for Ferrari.

Colombo's earlier attempts with the supercharged engine design would, ironically, enjoy more success with Alfa Romeo than the more modern design created for Scuderia Ferrari. The short-block engine powering Ferrari's Grand Prix entries was unable to hold pace with the highly developed Alfa unit.

Colombo's replacement, Aurelio Lampredi, envisioned a different approach, selecting the naturally aspirated 4.5-liter displacement with a taller and longer architecture, earning it the nickname, 'long-block.' This design had several advantages over the blown motors which required extreme degrees of maintenance, tuning, and parts replacement due to the high revolutions. While the Colombo V-12 used a siamese arrangement for its intake porting, the Lampredi design had a single intake and twin ignition per cylinder. Similarities included the single overhead camshafts, light-alloy construction, three twin-choke Weber carburetors, and two valves per cylinder.

The Lampredi engine powered the Scuderia's 1950 Grand Prix cars and was quickly installed in their sports car racing program. The engine delivered unprecedented power capabilities at a fraction of the required maintenance during endurance events. The success led Ferrari to temporarily abandon further development of the short-block V-12, and Colombo accordingly soon made his exit. In his wake, Lampredi was promoted to the chief engineer position, at just 30 years old.

The 'long-block' engine was initially given a displacement size of 3.3-liters in Grand Prix configuration, and eventually grew to 3, 4.1, 4.5, and 5-liter sizes. This motor in its various sizes was used by Ferrari to power its sports car racing campaigns into the mid-1950s, including models such as the 340MM, 375MM, and the LeMans-winning 375 Plus. It helped Ferrari secure the World Sportscar Championships of 1953 and 1954.

The racing legacy of the Lampredi engine came to a close following the disastrous accident at Le Mans in 1955, as displacement limitations imposed by the FIA made the engine obsolete. Ferrari returned to the Colombo 'short-block' engine and installed it into the engine bays of the 250 Testa Rossa and Tour de France Berlinetta.

Beginning in 1946, Ferrari vehicles used a conventional tubular ladder frame chassis with two elliptical side members that would serve the company for nearly two decades. The suspension was comprised of double wishbones at the front with a transverse leaf spring and a live rear axle setup in the back.

340 America

The Lampredi V12 engine made its racing debut in 1950 at the Mille Miglia in the Touring-bodied 275 S. Two examples had been entered and both were forced to retire early due to tire and gearbox issues. One example had been driven by Luigi Villoresi and the other by Alberto Ascari. Despite being forced to retire prematurely, the results would be markedly different a year later.

Development continued and eventually reached the 4.5-liter size required for Grand Prix competition. For its sports car program, a 4.1-liter size was selected and offered 220 horsepower. Sports car racing in America was dominated by the Chrysler- and Cadillac-powered Allards, and Enzo reasoned a large-bore sports car specifically for the American market would perform rather well.

In August 1950, the company announced plans for a 4.1-liter Lampredi engined car, and 0030 MT was shown at the Paris Motor Show in September 1950. This engine was installed in a 275 S chassis that had been extended slightly to 95.3 inches (2,420mm). Production began with chassis no. 0082A, a Vignale-bodied Berlinetta that made its debut in April 1951 at the Mille Miglia. Driven by Villoresi and Piero Cassani, the 340 America placed first overall. 0082A was the first of 23 purpose-built 340 America examples, all receiving even-numbered chassis designations and thus (theoretically) intended for competition. Most were built for competition, but eight of the 23 cars were trimmed as well-appointed road-going vehicles. Vignale created coachwork for eleven examples, and Touring bodied eight, and the remaining four were by Ghia. The first two Americas were converted from the 275 S.

Of the purpose-built competition examples, three were more uniquely equipped, complete with dual-sprung rear suspensions, and engines tuned to higher specification offering 280 bhp.

The Ferrari 340 America was popular with privateers in Europe and the United States, earning the company numerous accolades. Meanwhile, the 375 F1 brought Ferrari Grand Prix victory, and they nearly won the Formula 1 championship, missing by a single point in 1951.

Further development brought the 342 America for 1952 and just six examples were built. Two wore cabriolet coachwork by Pinin Farina, two were coupes by Pinin Farina, and a cabriolet designed by Giovanni Michelotti and built by Vignale. The 4.1-liter Lampredi V12 engine used a different carburetor air filter arrangement and offered 200 (detuned) horsepower. The 375 America arrived in 1953 and 12 examples were built through 1954. Its 4.5-liter V12 Lampredi engine (Tipo 104) offered approximately 300 horsepower. The 410 Superameria, introduced in 1955 and produced through 1959, saw production reach 35 units. The 5.0-liter V12 used triple Weber 40DCF carburetors to produce 335 horsepower. In Series III configuration, with triple 46DCF3 Webers, power rose to 355 bhp and was the final development of the 'long-block' Lampredi V12.

by Dan Vaughan

Berlinetta
Chassis number: 0202A
Engine number: 0202 A

This Ferrari 340 America Berlinetta was designed by Giovanni Michelotti and coachwork by Carrozzeria Alfredo Vignale & Co. of Torino, Italy. It wears a period-correct livery of blue with the No. 14 and is powered by a 4.1-liter V12 engine backed by a four-speed manual transmission. Among its racing accolades are a fifth-place finish at the 1952 24 Hours of Le Mans where it was piloted by Andre Simon and Lucien Vincent. Vincent also competing in the car at Montlhéry in France that same year.

Following its racing career, the car left Europe and was exported to the United States via Luigi Chinetti, and is believed to have sold it to Paul Owens of Texas in the late 1950s. Mr. Owens had a Chevrolet V-8 engine installed under the hood, and the increase in power brought about an accident, damaging the original Vignale coachwork. Repairs were made with custom open coachwork resembling the 1956 Bangert Manta Ray. It is believed that this bodywork was damaged in a transporting accident, after which it was given Devin Spider fiberglass bodywork.

The original engine was sold by a Chicago-area resident, and in 1963, chassis number 0202A was titled in Salt Lake City before its trail went cold. In 1990, drag racer Mike Sanfilippo purchased the 340 America for a mere $200. Not knowing what he had, he planned to chop the car, cut the chassis, and transform it into a Hot Wheels-type dragster. Instead, the car sat for several years, its Devin bodywork complete and unmolested.

In 2006, the car was acquired by Tom Shaughnessy of San Clemente, California. It was purchased on eBay for $26,912 where it was listed as a vintage Devin sports car. Mr. Shaughnessy had plans to restore the Devin, but after receiving the car and examining it closer, soon realized that underneath the fiberglass Devin bodywork was a rare, early Ferrari.

With the help of several Ferrari experts, the car was verified to be one of the 24 examples of the 340 America, as well as a Le Mans veteran. A thorough, concours quality restoration followed, returning the car to its period 1952 24 Hours of Le Mans livery and condition, wearing French Racing Blue and the No. 14. It is powered by a correct 4.1-liter V12 engine and backed by a four-speed manual gearbox.

The car has a Classiche Red Book with White Stripe.

by Dan Vaughan

The 340 America was introduced in 1950 at the Paris Auto Show and was the first road car to be powered by the Lampredi engine. It was a 4102cc V-12 producing 220 bhp.

Early Ferrari automobiles were custom-built cars and were not mass-produced. Ferrari provided the engine and chassis while Italian coachbuilders created the coachwork, leading to various specifications. The bodies of the 340 America were built by Ghia, Touring, Pinin Farina and Vignale.

The 340 America was replaced by the 340 Mexico that used different three 40DCF carburetor setup and a higher compression ratio. The result was an increase in horsepower by 60. The weight of the vehicle was also decreased bringing about significantly improved performance.

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.

by Dan Vaughan

It was in 1948 when the newly formed Italian automobile company named Ferrari began selling a promising sports car named the 166. The two-seater sports car featured a 12-cylinder engine mounted in the front and supplying over 100 horsepower to the rear wheels. The engine was just under two-liters in size and had a unitary displacement of 166 cc, thus, the evolution of the model name. Production would last until 1953 with only 38 examples being produced. Even though production was low, its accomplishments are large, with wins at LeMans, Mille Miglia, and the Targa Florio.

The 166 was a continuation of the 125, introduced a year earlier. The 125's size of 1497 cc was later enlarged to 1902cc, bringing about the Tipo 159. In 1948, it was enlarged to 1995 cc and became the 166.

Engineer Gioachino Colombo had been tasked with creating the engine to power the first Ferrari automobile. Both Enzo and Colombo had a history with working at Alfa Romeo and were well versed on the rules and regulations of Grand Prix racing. Rules dictated that displacement size was limited to just 1.5-liters in forced induction engines, and 4.5-liters in naturally aspirated units. Colombo opted for the forced induction route, just as he had done while at Alfa Romeo, and designed for Ferrari their first V12 engine, as well as their first chassis. The engine was very different from the units Colombo had created while at Alfa Romeo, though sharing the same displacement size. Before the engine or chassis were ever created, Colombo left. Aurelio Lampredi was brought in to pick-up where Colombo had left off. Lampredi was a former Fiat employee who was a very talented and gifted engineer. He created the Colombo designed supercharged V12 engine, which would quickly grow in size to three liters.

The engine was potent, but still lacking. Lampredi was tasked with creating a new engine, larger in size, and aimed at propelling Ferrari's next generation of Grand Prix racing machines. Lampredi's goal was to create a powerful, yet fuel-efficient engine that could keep with the competition. The Alfa Romeo engines were providing serious competition, and Lampredi questioned if the horsepower output could reach the figures Alfa Romeo was producing. Better fuel-efficiency, along with better tire wear, were two ways Lampredi was hoping to best the Alfa's.

The Lampredi designed 3.3-liter engine was ready by early 1950. Due to its size and configuration, it would eventually become known as the 'long-block' engine. It was constructed from a light-alloy metal, two valves per cylinder, single overhead camshaft, and drew design inspiration from the prior Colombo engine.

Touring was tasked with creating the first two vehicles to house the Lampredi engines. They were entered in the 1950 Mille Miglia and carried the designation, 275 S, keeping with the traditional Ferrari naming scheme based on unitary displacement. The car's debut was less than stellar, as both were forced to retire prematurely due to tire and gearbox issues. As the year progressed, the issues were resolved and development continued on the engine, ultimately reaching 4.5-liters.

Other than being a very successful race car builder that enjoyed profound racing success, he was also a great businessman and able to capitalize on racing success. Many of the road-going cars Ferrari produced were derived from their racing program. Using the Lampredi engine, displacing 4.1 liters and producing 220 horsepower, the engine was mounted in an enlarged version of the 275 S chassis, and the vehicle was named the 340 America. The 340 America's first public debut was at the Paris Auto Show where it was displayed wearing a Touring Barchetta body. a total of 23 examples would eventually be produced, with bodies supplied by Vignale, Touring, and Ghia. As is popular with Ferrari automobiles, many of the 340 America's were used by privateers in racing competition.

Though rule changes at the close of the 1951 season left the Lampredi engine obsolete, development continued. A total of six examples of the Ferrari 342 America were created. These were very exclusive machines catered to Ferrari's wealthiest clients. The 340 Mexico cars were true Ferrari racing bred machines. Four examples were specifically created to compete in the 1952 running of the Carrera Panamericana race. They were powered by a 280 horsepower version of the Lampredi engine and given a longer wheelbase to better traverse the rough and changing terrain.

In 1953, Ferrari introduced the 340 MM, which was a replacement for the 340 America. Under the bonnet was a 300 horsepower Lampredi engine.

by Dan Vaughan