www.QV500.com - Ferrari 375 America Part 1: 375 America
 
Following in much the same mould as Ferrari's 340 and 342 America road cars manufactured between 1950 and ’53, the 375 America filled a niche that had originated in the US for Ferrari's with overtly large displacement engines. Like its predecessors and susbsequent replacements, 375 America's were built in tiny numbers, individual cars often being completed to bespoke configurations on behalf of Ferrari's wealthiest customers. Construction generally took far longer than volume models as a result.
   

Such an exclusive machine attracted some of the most distinguished names in Ferrari history, the ten 375 America's being delivered to industrialists like Tony Parravano (chassis 0329), Howard Keck (0293) and Giovanni Agnelli (0355). Racing driver Franco Cornacchia ordered 0339. A traditional welded tubular steel ladder type frame featured a wheelbase of 2800mm, leaf sprung suspension all round, hydraulic drum brakes and Borrani wire wheels. It was almost identical to the concurrent 250 Europa barring some minor tube location and final spring settings. During the first half of the 1950’s, V12 engines designed by both Aurelio Lampredi and Gioacchino Colombo were used in Ferrari road and racing cars. 375 America's were among the handful of street models to incorporate the more exotic long block Lampredi single overhead camshaft 60° V12, an engine reserved for the costliest models. Displacement was 4523cc thanks to a bore and stroke of 84 x 68mm respectively, this having been the largest capacity Ferrari unit yet. Output was an enormous 300bhp at 6500rpm, compression varying between 8 and 8.5:1, carburettors also differing with either three twin choke Weber 40 DCZ of DCF downdraughts. Transmission was via a four-speed gearbox that provided a 150mph top speed and 0-60 time of under seven seconds - extremely impressive for 1953.
 
Bodywork for the seven Pinin Farina Coupe's all featured unique details while the Agnelli Speciale and two Vignale Coupe's were totally unique beasts. The seven Pinin Farina Coupe's often shared similar dimensions although their cabins, grille treatment, wings, bumpers and decorative detailing often came in for some degree of alteration. Fabricated by Pinin Farina from steel and aluminium in Turin, they were visually much the same as the aforementioned 250 Europa's. Prominent features were the large egg-crate grille flanked by gently rounded wings that became less defined as the hood continued back.
   
With simple chrome-rimmed headlights and a one-piece bumper at the front, side profiles were largely unadorned which was a refreshing change from some of the wildly over-decorated cars of the period. Cabins generally featured a wraparound rear windscreen, however, some cars were fitted with three-quarter windows and a flat rear screen, others with marginally higher rooflines. Pinin Farina's Coupe Speciale was constructed for Gianni Agnelli, head of the sprawling FIAT empire, Agnelli requesting a design that wouldn't be immediately recognisable as a Ferrari. He got a quite remarkable styling exercise on chassis 0355 AL, a near vertical grille dominating up front while the cabin featured a distinctive wraparound windscreen and removable glass roof. The tail incorporated an experimental flying buttress treatment that would later be used on several other Pinin Farina show cars. Vignale clothed two 375 America's, neither of which will be remembered as the greatest work of this Turinese carrozzeria. The first, chassis 0327 AL, was very much like the firm's 250 Europa's with distinctively positioned headlights and generally curious detailing. The second, chassis 0337 AL, received a subtly revised nose. Interiors made extensive use of fine carpet and leather to insulate the cabin, each of the ten 375's featuring a unique combination of fixtures and fittings.
 
Launched during October 1953 at the Paris Salon (left), chassis 0293 AL was introduced alongside the outwardly similar but less powerful 250 Europa. Production continued until May 1954, however, the special bodywork of Agnelli's car took months to perfect before its debut at the Turin Salon in April 1955. Despite having never been conceptualised as a racer, one 375 did make a brief foray into competition. 0317 AL was driven by its Belgian owner, Alois De Mencik Zebinsky, and Ecurie Francorchamps impresario, Jacques Swaters, in the 1954 Geneva Rally (below). They eventually finished second overall.