Guide: Ferrari 375 America
Background
Between late 1953 and early 1955, customers that wanted the ultimate Ferrari road car had two choices: a 375 Mille Miglia or 375 America.
The 375 Mille Miglia was originally created for competition use, but ten of the 22 examples built never went racing and were instead driven on the street.
Those customers that desired something more refined than a thinly disguised track car could opt for the 375 America - a luxurious Gran Turismo.
The 375 was the third America-badged Ferrari. It replaced the short-lived 342 America (six built, all road cars) and the 340 America, production of which had totalled 24 units with ten having been for street use.
Ferrari chose the America moniker to reflect that these models had the largest engines in the range. They all used Aurelio Lampredi’s big-block V12, a brute of a motor originally created for Grand Prix racing.
Large displacement engines were far more common in the US than Europe and Enzo Ferrari incorporated the Lampredi engine into his road cars specifically to appeal to wealthy American customers.
The 375 America was launched at the Paris Motor Show in October 1953. It was unveiled alongside the 250 Europa. The two models were effectively identical aside from their engines.
Whereas the 375 America ran a 4.5-litre version of the big-block Lampredi unit, the 250 Europa used a de-bored iteration scaled down to 3-litres.
Most 375 Americas were produced between October 1953 and May 1954, but the last example (a unique Pinin Farina show car built for Gianni Agnelli) wasn’t finished until April 1955.
Chassis
The 375 America’s tubular steel chassis was an updated version of the type used for the 342 America. Its wheelbase was extended from 2650mm to 2800mm which, at the time, was the longest of any Ferrari.
Track measurements were unchanged: 1325mm front and 1320mm rear (dimensions reproduced for most of the 375 range).
Front suspension was via independent double wishbones, a transverse leaf spring and an anti-roll bar. A live axle with semi-elliptic springs was installed at the back.
Houdaille hydraulic shock absorbers were fitted all round along with drum brakes.
The 15 x 7-inch Borrani wire wheels were originally shod with Pirelli tyres.
A long-range 140-litre fuel tank was installed behind the rear axle.
Engine & Gearbox
Lampredi’s big-block engine was another all-alloy 60° V12. As usual, a single overhead camshaft per bank was employed along with two valves per cylinder.
To enable greater cubic capacity than was possible from the short block Colombo V12, the Lampredi unit had the distance between the cylinder bores increased from 90mm to 108mm.
Like the 375 Mille Miglia, the 375 America displaced 4523cc thanks to a bore and stroke of 84mm and 68mm respectively. These were the largest capacity Ferrari engines available. Both used wet-sump lubrication.
Compared to the 375 Mille Miglia, compression was reduced from 9.0 to 8.0:1 and six new twin choke Weber 40 DCF downdraught carburettors were fitted.
Ignition was via two Marelli coils and a single spark plug per cylinder.
Peak output was 300bhp at 6500rpm and 289lb-ft at 5000rpm.
Transmission was via a four-speed all-synchromesh gearbox with twin-plate clutch. Various axle ratios were available.
Production
In total, a dozen 375 Americas were built, ten of which were completed as new cars.
The other pair started life as 250 Europas but were uprated by the factory with the big-block engine a few months after completion. Once converted, these two cars were given an America-type ‘AL’ chassis suffix to replace their original ‘EU’ suffix.
Pinin Farina Bodywork
Since 1951, Pinin Farina had been Ferrari’s carrozzeria of choice. Accordingly, two thirds of 375 Americas came equipped with bodies by the Turin coachbuilder.
Of the eight examples completed by Pinin Farina, seven were standard three-window Coupes (photos two, three and six). This design was also used for the 250 Europa.
Pinin Farina’s standard Coupe design of the era was more conservative than the typical Vignale or Ghia body. It featured conventional outboard headlights, a pronounced front intake and gently rounded fenders.
The three-window cockpit had a fastback profile with a wraparound rear windscreen. Roofs were often painted to contrast the rest of the body.
The use of chrome was quite restrained. Aside from a thick front intake shroud fitted to several examples, Pinin Farina mostly stuck to chrome application for window frames, bumpers, handles, bezels, badges, locks and sill strips.
Detail differences between the seven standard Pinin Farina Coupes were typically found in relation to the chrome noseband, the bumpers, tail lights and sill strips. Most Pinin Farina three-window Coupes also came with front spot lights.
Chassis numbers of the seven standard Pinin Farina Coupes were 0293 AL, 0307 AL, 0317 AL, 0319 AL, 0329 AL, 0339 AL and 0315 AL (originally 0315 EU).
A unique Coupe Speciale was also produced as Pinin Farina had been commissioned by Fiat boss, Gianni Agnelli, to create a body unlike any other.
Built on chassis 0355 AL (pictured above), this car was a complete departure from the norm.
It featured an upright rectangular front grille flanked by smaller intakes and an elaborate cockpit treatment. The cabin had a wraparound front windscreen, fixed glass roof, partially retractable rear screen and flying buttresses.
The finished car was painted two-tone dark green and ruby red with a custom burgundy interior.
The last of the ten scratch built 375 Americas, it was unveiled at the Turin Motor Show in April 1955.
Vignale Bodywork
The other four 375 Americas received coachwork by Vignale who were a firm with a reputation for flamboyance when it came to their road car designs.
The first was built on chassis 0301 AL. This was a five-window Coupe painted gold with a brown roof, it featured Vignale’s trademark inboard headlights, front quarter bumpers mounted high on the pontoon fenders and a chrome noseband around the front intake. Pronounced rear fenders were topped with a subtle fin painted to match the roof.
The second 375 America by Vignale was a three-window Coupe on chassis 0327 AL. Compared to 0301 AL, the front intake was enlarged which forced the inboard headlights out wider than before. This car came with reprofiled wings, more elaborate cooling solutions, conventional quarter bumpers at the front and a full width bumper at the back. It was painted dark red with a gold roof. The cockpit featured an enormous single-piece panoramic rear windscreen.
0327 AL was displayed at the Geneva Motor Show in March 1954 and then at the New York Motor Show one month later.
Aside from its front end treatment, Vignale’s third 375 America was largely comparable to 0327 AL. Built on chassis 0337 AL and painted pale yellow with an ivory roof, it had conventional headlights on reprofiled front wings and a full width front bumper compete with central spot lamp. 0337 AL (pictured above) was unveiled at the Turin Motor Show in April 1954.
Vignale’s fourth 375 America was built on chassis 0353 AL. It was one of the two 375 Americas that started life as 250 Europas before having the three-litre engine replaced.
The Cabriolet design was restrained by Vignale’s standards and did without many of the elaborate details often seen. 0353 AL had conventional headlights and front quarter bumpers, a chrome noseband for the primary intake and a neat hood scoop to feed the carburettors. Along each flank was a stylised vent and the windscreen was a single piece of wraparound glass.
Painted black, this car was a straightforward Cabriolet conversion of the design produced on 250 GT Europa chassis 0359 GT (a one off Coupe built for Princess Lilian de Rethy of Belgium).
Interior
375 America interiors were luxuriously equipped with long distance touring in mind.
Surfaces were covered in fine leather and carpet; considerable attention was paid to fit, finish and sound insulation.
The specification reflected that these were the most expensive GT cars of their day. All twelve were left-hand drive.
Weight / Performance
No two 375 Americas were identical but weight was typically around 1200kg.
Depending on the axle ratio, a top speed approaching 150mph was possible and 0-62mph took about 6.5 seconds.
Launch
The first example (chassis 0293 AL) was unveiled at the Paris Motor Show in October 1953.
The bulk of production took place in 1954. However, the final example (Gianni Agnelli’s Speciale) didn’t reach the Pinin Farina plant until November 1954 and wasn’t unveiled until the Turin Motor Show in April 1955.
Agnelli was one of several millionaire industrialists to purchase a 375 America.
Others included Howard Keck, owner of the Superior Oil Company in California (0293 AL), LA building contractor, Tony Parravano (0329 AL), Du Pont heir, yachtsman and sport-fishing champion, William Kemble Carpenter of Delaware (0319 AL), Leader Cards magnate, Bob Wilke from Milwaukee (0327 AL), John Shakespeare, owner of the Shakespeare Fishing Tackle Company in Illinois (0337 AL) and Parisian watchmaker, Fred Lip (0307 AL).
Competition History
Although there were Ferraris better suited to sporting use, one 375 America did see competitive action in period.
The owner of chassis 0317 AL, Alois De Mencik Zebinsky, teamed up with Ecurie Francorchamps impresario, Jacques Swaters, to enter the 1954 Geneva Rally which was a three day dash from Reims to Geneva starting on November 3rd. The Belgian pair finished tenth overall.
End of Production
Once 375 America production ended, there was no immediate successor lined up. The handful of customers wanting to splash out on the ultimate road-going Ferrari commissioned increasingly refined versions of the 375 Mille Miglia instead.
A true replacement finally arrived in the shape of the 410 Superamerica, production of which began in December 1955.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
