Feb 10

Feb 10 Guide: Ferrari 342 America

Ferrari - Ferrari 342 America - Ferrari America / Superamerica - 1950s Italian Cars - 1950s Supercars - Pininfarina - Vignale

Background

Ferrari’s first big block model to go on sale, the 340 America, was introduced in early 1951. It arrived on the back of four successful years that had seen Ferrari win more major sports car races than any other manufacturer.

However, similar domination in Grand Prix racing had initially proven elusive; the Gioacchino Colombo-designed small block V12 could not be stretched to the un-supercharged limit of 4.5-litres and Enzo Ferrari’s cars were regularly beaten by Alfa Romeo.

To solve the problem, Ferrari commissioned a big block engine from Aurelio Lampredi. It was another 60° V12, but to provide the space for a larger bore diameter, the distance between the cylinder bores was increased from 90mm to 108mm. In addition it its greater potential for cubic inches, the Lampredi engine featured a single-piece cylinder head and water jacket that greatly reduced head gasket failures and allowed for much higher compression ratios.

The Lampredi engine powered Ferrari’s next generation of Formula 1 cars and briefly went on to dominate Grand Prix racing in the second half of the 1951 season before a new two-litre engine limit was introduced for 1952.

Prior to its arrival in Formula 1, the Lampredi unit had debuted in a pair of experimental 275 Sports that contested the 1950 Mille Miglia.

The big block Lampredi engine was then fitted to the 340 America. 23 were built, around a third of which were completed as super high end road cars.

The new model was named in recognition of what was fast-becoming Ferrari’s most important export market, a land where large displacement motors were the norm.

After production of the 340 America was discontinued, Ferrari introduced two new models to replace it for 1953.

The 340 Mille Miglia was the ultimate sports racing car of its day. Although some customers commissioned their 340 Mille Miglias for road use, these were noisy, brutish cars that were not for the faint hearted.

By contrast, the new 342 America was far more refined thanks to its de-tuned motor, spacious long wheelbase chassis, luxuriously equipped cockpit and synchronised four-speed gearbox.

Confusingly, despite its ‘342’ nomenclature, the standard engine found in these cars retained the same 4.1-litre displacement as every other ‘340’ Ferrari. The last two of the half dozen 342 Americas built by Ferrari were then fitted with 4.5-litre ‘375’ engines.

Chassis

The first 342 America rolling chassis (0232 AL) was dispatched for coachwork in October 1952.

Like the 340 America, these latest variants were all given even chassis numbers whereas Ferrari’s production models were normally given odd numbers.

As usual, the tubular steel ladder-type frame was fabricated by Gilco Autotelai in Milan.

At 2650mm, the wheelbase was the longest of any Ferrari thus far and 230mm greater than the 340 America. The engine was positioned further forward in the chassis to free up some much-needed cockpit space.

Track was widened to 1325mm front / 1320mm rear; dimensions that were identical to the 340 Mille Miglia and subsequent 375-engined Ferraris.

As per the 340 America, front suspension was via independent unequal length wishbones with a transverse leaf spring. The back end retained a live axle with semi-elliptic springs.

Houdaille hydraulic shock absorbers were fitted all round along with drum brakes.

The 15 x 6.4-inch Borrani wire wheels were originally shod with Pirelli tyres.

A huge 105-litre fuel tank was installed in the trunk.

4.1-litre Engine & Gearbox

Like the short block Colombo motor, Lampredi’s big block V12 was an all-alloy affair with matching 60° vee angle. A single overhead camshaft per bank was employed along with two valves per cylinder.

For this latest application, displacement was kept at 4101cc thanks to a bore and stroke of 80mm and 68mm respectively.

The standard 342 engine was more flexible and less peaky than the 340 America unit. It was configured to get the best performance out of a new four-speed synchromesh gearbox instead of the outgoing model’s five-speed crash ‘box. A single plate clutch was retained.

Like those 340 Americas destined for road use, the 342 engine used wet-sump lubrication. 340 Americas earmarked for racing had been fitted with a dry-sump system.

Once again, ignition was via a single spark plug per cylinder and two coils. Similarly, compression was kept at 8.0:1 and three Weber 40 DCF downdraught carburettors were installed but a new air filter arrangement was adopted.

Ferrari never quoted official figures for the wet-sump 340 America street engine. However, the original race version produced 220bhp at 6000rpm and the 342 motor was only slightly behind on 200bhp. Now though, peak power came on stream at just 5000rpm which was 1000rpm less than before.

The peak torque rating was also significantly improved but accurate figures are difficult to come by.

All in all, this made the 342 engine a much better proposition for road use where drivers were unlikely to scream up to the redline to extract the maximum performance from their car.

4.5-litre Engine

Two of the six 342 Americas were completed with very early iterations of the 4.5-litre 375 engine.

Although Ferrari had debuted the 375 engine at the Italian Formula 1 Grand Prix in 1950, a 4.5-litre unit was not used in a sports car racing car until a works 340 Mille Miglia was equipped as such for the Reims 12 Hours in July 1953.

The brace of 4.5-litre 342 Americas were delivered in April and May of 1953, thus pre-dating the Reims event by several weeks.

They used single plug engines bored out from 80mm to 84mm to give an overall displacement of 4523cc.

The subsequent 375 America introduced towards the end of 1953 was similarly equipped and produced 300bhp at 6500rpm. These 4.5-litre 342 Americas most likely developed around the same sort of figure.

Bodywork

Of the six 342 Americas built, five received coachwork by Pinin Farina and one by Vignale.

Vignale

The first rolling chassis (0232 AL) was dispatched to Vignale on October 27th 1952 where it was configured as a handsome Cabriolet.

Compared to some of Vignale’s avant garde creations of the period, 0232 AL was comparatively restrained.

Notable features included conventional outboard headlights, a large primary intake, a discrete hood-mounted cooling duct and subtly finned rear fenders with a distinct kick behind the doors. Vignale’s trademark slotted tail lights were fitted at the rear.

0232 AL was completed in January 1953 and then delivered to its first owner, Otto Wild in Switzerland.

Pinin Farina

The five examples built by Pinin Farina were, from the outside, broadly comparable to one another.

Pinin Farina had a reputation for elegant yet conservative coachwork and these cars exemplified the Turin carrozzeria’s approach to road car styling in the early 1950s.

The most radical feature on the Pinin Farina 342s was the enormous oval nose intake which had its leading edge mounted well forward of the exposed headlights. Rounded pontoon front fenders were a Pinin Farina trademark.

Where the Pinin Farina bodies differed from each other was principally around the rear fender treatment and the application of decorative trim. An unusual feature seen on the two Cabriolets and final Coupe were dual hood-mounted intakes positioned one behind the other. Additionally, some cars had quarter bumpers at the front while others used full width items. A couple were finished with a distinctive chrome noseband.

The first of the Pinin Farina Cabriolets (chassis 0234 AL) was dispatched for bodywork on November 6th 1952. It was delivered in May 1953 to King Leopold III of Belgium.

The second Pinin Farina Cabriolet (0248 AL) was sent to Pinin Farina on December 1st 1953 and completed in time to star at the New York Motor Show in April 1954. It was sold via Luigi Chinetti to a Mr Kabalck.

Both Pinin Farina Cabriolets were fitted with 4.5-litre engines.

The trio of Pinin Farina Coupes were built on chassis 0240 AL, 0242 AL and 0246 AL. All three were five window Coupes with wraparound rear windscreens.

The first two came with full width bumpers and creased rear fender treatment.

0240 AL left the Ferrari factory for Turin on December 10th 1952. Upon completion it was delivered to its first owner, Attilio Monti.

0242 AL was dispatched to Pinin Farina for bodywork on January 14th 1953 and, when finished, went to Georges Filipinetti in Switzerland.

The last Coupe, 0246 AL, was designated a Speciale. It was ordered by Franco Fassio and came with a 240bhp engine, smaller than normal 92-litre fuel tank, double hood scoops, front quarter bumpers, Cabriolet-style rear fenders and twin tail lights recessed within chrome bezels.

0246 AL was dispatched to Pinin Farina on December 30th 1952 and the finished car was displayed at the Geneva Motor Show in March 1953.

Afterwards, Fassio used it for a couple of rallies, the first of which was the Rallye Soleil-Cannes which took place between March 29th and April 5th. Where Fassio finished is unclear. The event was won by the Ferrari 340 Mille Miglia of Pierre Boncompagni / Alfred Barraquet.

Interior

Interiors differed substantially from car-to-car, particularly with regard to the instrumentation layout, dash treatment, door trim and rear quarters.

All were luxuriously equipped with well-cushioned leather seats and an exceptionally high standard of finish.

Particular attention was paid to sound insulation; practically every surface other than a metal painted dash fascia was upholstered in fine leather, fabric or carpet.