Oct 4

Oct 4 Guide: Ferrari 400 Superamerica Series 1

Ferrari - Ferrari 400 Superamerica - Ferrari America / Superamerica - 1950s Italian Cars - 1950s Supercars - 1960s Italian Cars - 1960s Supercars - Pininfarina

Background

Between 1955 and 1959, Ferrari's 410 Superamerica had ruled as the ultimate Gran Turismo of its day. With a big-block Lampredi V12 that produced up to 400bhp, the infinitely customisable model suited those buyers that wanted very best motor car money could buy.

Enzo Ferrari referred to the Superamerica series in his 1963 memoirs as “the chinchilla amongst automobiles”. He went on to say: “we see just a small number of these customers during the course of the year, nearly always accompanied by breathtaking women who exercise a magnetic effect on every mechanic in the workshop. With these clients, the discussion of their car – needing much patience – is chiefly concerned with the colour of the body, the shade of the upholstery and the various internal fittings.”

The 410 Superamerica had superseded the Lampredi-powered 375 America (1953-1955), the 342 America (1952-1953) and the 340 America (1951-1952). Ferrari adopted the America and Superamerica monikers to reflect the fact that these were the largest displacement models on offer.

For 1960, the 410 Superamerica would be replaced by the new 400 Superamerica. Whereas the outgoing model’s type number had been a nod to the unitary displacement of each cylinder, the new car was numbered on account of its overall displacement.

More significantly, the 400 Superamerica broke with convention by ditching the famed Aurelio Lampredi engine. Instead, it was equipped with a new big bore, long stroke version of the Gioacchino Colombo short block engine.

Customers for the new model included noblemen such as explorer, Count Guido Monzino (1885 SA), racing team owner, Count Giovanni Volpi (2809 SA) and Count Herbert Fritz Somsky (2841 SA).

Industrialists were represented by German department store magnate, Helmut Horten (1945 SA), Reno casino mogul, Bill Harrah (2861 SA), President of the Pont-a-Mousson foundry and SEFAC board member, Michel-Paul Cavallier (2311 SA) and the Benelli motorcycle family (2879 SA).

Gianni Agnelli, heir to the Fiat fortune, also ordered a 400 Superamerica (chassis 1517 SA), as did Swiss-domiciled Jaime Ortiz-Patino (2373 SA) whose father was a Bolivian tin mining billionaire. NART co-founder and son of the American Tobacco Company founder, George Arents, was another owner (1611 SA).

Perhaps most famously of all, Enzo Ferrari chose a 400 Superamerica as his personal transportation (3097 SA).

After Gianni Agnelli’s one-off Speciale was presented at the Turin Motor Show in November 1959, the production-spec. 400 Superamerica Cabriolet made its debut at the Brussels Motor Show in February 1960.

The 400 Superamerica was produced alongside the 250 GT SWB (offered in Berlinetta and Spyder California trim), the standard 250 GT (which was offered as a Coupe and Cabriolet) and the four-seat 250 GTE.

Chassis

Whereas the 250-based models shared the 2600mm wheelbase Tipo 508 or 2400mm wheelbase Tipo 539 chassis, the 400 Superamerica used its own custom unit designated Tipo 538.

In a similar fashion to those contemporary 250 GT models, the 400 Superamerica’s Tipo 538 chassis (which had a 2420mm wheelbase) was another traditional tubular steel frame affair.

Independent front suspension was via unequal length wishbones, coil springs, telescopic shocks and an anti-roll bar. The back end utilised a live axle with twin radius arms, semi-elliptic springs, co-axial springs and telescopic shock absorbers.

Servo-assisted disc brakes were fitted all round.

The 15 x 6.5-inch Borrani wire wheels were normally shod with Pirelli Cinturato tyres.

Compared to the outgoing 410, the 400’s fuel tank (mounted in the boot floor) was enlarged from 100 to 120-litres.

Engine & Gearbox

Whereas previous America and Superamerica Ferraris had used the Grand Prix-derived Lampredi-designed V12, this latest model used a version of the fabled Colombo unit with a special engine block that enabled it to be stretched to a four-litre displacement.

Designated Tipo 163, it was another 60° V12 with single overhead camshafts, two valves per cylinder and wet-sump lubrication. Single plug ignition was employed along with two coils.

Importantly, the depth of the cylinder block casting was increased to accommodate longer crankshaft throws. Other modifications included a larger water pump and the installation of a twin-roller cam drive chain instead of the earlier triple row.

Whereas Ferrari’s line of 250-engined models had a bore and stroke of 73mm and 58.8mm respectively, these were taken out to 77mm and 71mm for this latest Superamerica. As a result, displacement went from 2993cc to 3967cc.

The standard compression ratio was 8.8:1.

Ferrari variously equipped the Tipo 168 engines with a trio of downdraught Weber 40 DCZ/6, 40 DCL/6, 42 DCN or 46 DCF/3 carburettors. Solex C40 PAAI carburettors were also fitted on occasion.

Peak output was 340bhp at 7000rpm and 304lb-ft at 4000rpm.

Transmission was through a four-speed all synchromesh gearbox with electronic overdrive and single-plate clutch.

Bodywork

Of the 24 Series 1 400 Superamericas built, 20 received production coachwork by Pininfarina.

14 were completed in the latest Coupe Aerodinamico style with the remaining six as Cabriolets.

The other four cars assembled in this series were fitted with special Pininfarina-designed coachwork.

Pininfarina Coupe Speciale chassis 1517 SA

The first 400 Superamerica to be presented was one of the four examples completed with custom coachwork. It was ordered by Gianni Agnelli who, in 1966, would go on to become boss of the family firm: Fiat.

Prior to 1517 SA, Agnelli had ordered a number of customised Ferraris. He oversaw the design of this latest creation himself and made clear to the designers he wanted something that did not look like a traditional Ferrari.

Agnelli’s 400 Superamerica emerged from the Pininfarina works with a host of unusual features.

The front end was dominated by a large square grille, either side of which were twin headlights mounted in an oval shroud. In order to allow as much natural light into the car as possible, a wraparound windscreen was fitted along with a glass roof panel.

The cockpit profile and tail resembled that of a Cabriolet equipped with Hardtop. The sloping tail fascia was subsequently copied for production Cabriolets.

1517 SA made its debut at the Turin Motor Show in November 1959 and was displayed again at Geneva in March 1960.

Initially, small front quarter bumpers were fitted, each of which was located beneath a stylised wraparound intake. However, after the Turin Motor Show, Agnelli requested the car be modified to incorporate a full width bumper, deletion of the air intakes, a new front grille and repositioned sidelights. An extra piece of trim was added to the swage line to break up the side profile.

Agnelli subsequently commissioned Pininfarina to create a close copy of chassis 1517 SA for a Maserati 5000 GT that he ordered (chassis 008).

Pininfarina Cabriolet

In February 1960, the first 400 Superamerica with off-the-shelf coachwork emerged when a Pininfarina Cabriolet was unveiled at the Brussels Motor Show.

The car displayed in Belgium, chassis 1611 SA, had a more conventional appearance that Gianni Agnelli’s Speciale.

Effectively a more muscular interpretation of the second series 250 GT Cabriolet, the 400 Superamerica Cabriolet featured a slightly elongated nose, a bigger hood-mounted engine intake, a more rakish windscreen, more curvaceous kick up rear fenders and a shortened rear overhang.

The tail fascia was modified to make it flatter, chromed triple bezel light clusters were fitted and a trim panel was installed that spanned across the back end.

The body was accessorised with elaborate chrome trim for the hood intake and fog lights housed within the nose aperture.

Full width overrider bumpers complete with black rubber inserts were typically fitted at either end.

The first five 400 Superamerica Cabriolets were equipped with open headlights (chassis 1611 SA, 1885 SA, 1945 SA, 2331 SA and 2407 SA). The final example (chassis 3309 SA) came with covered headlights.

All six were originally supplied with an elegant Hardtop.

Pininfarina Superfast II chassis 2207 SA

At the Turin Motor Show in November 1960, Pininfarina presented the latest iteration of their Superfast theme.

Built on chassis 2207 SA, the stunning Superfast II followed the original 410-based Superfast which had been displayed at the Paris Motor Show in 1956. Since then, three slightly toned down copies had been made for some of Ferrari’s best customers (one based on a 410 Superamerica and a brace of 250 GT Coupes).

The Superfast II trialled several of the latest design features aimed at improving aerodynamics. The nose was home to a slim oval intake, either side of which were intricate quarter bumpers. Among the most dramatic details were rotating headlights that, when not in use, disappeared from view so as not to interrupt the airflow. For the same reason, the hood was initially left without an intake of any kind although one was soon added to prevent overheating.

The five window cockpit was given a fastback treatment; the rear window line swept all the way down to the trailing edge of the pointed tail in one continuous line. Partially shrouded rear wheels further improved the aerodynamic profile.

In the absence of a conventional tail fascia, the rear lights were housed within oval cowls integrated with the full width wraparound bumper.

Pininfarina subsequently reconfigured chassis 2207 SA into the Superfast III and then the Superfast IV.

Pininfarina Coupe Aerodinamico

Within a few weeks of the Superfast II making its debut, Ferrari introduced a production version.

Dubbed the 400 Superamerica Coupe Aerodinamico, the stunning new variant was presented at the Geneva Motor Show in March 1961.

The vehicle displayed in Switzerland was chassis 2373 SA. Aside from a few essential tweaks, it proved remarkably true to the original show car upon which it was based.

Pininfarina added fixed headlights underneath chrome-rimmed glass covers, indicators above the bumpers, a slightly larger primary nose intake and a Cabriolet-style hood scoop complete with elaborate chrome embellishment.

Down each flank were delicately flared front wheelarches and a slim chrome swage line.

Happily, the Superfast II’s radical pointed tail profile remained effectively unchanged.

Following chassis 2373 SA, a further six examples were built with covered headlights (chassis 2809 SA, 2861 SA, 2879 SA, 3221 SA, 3559 SA and 3747 SA).

In addition to these seven cars, Pininfarina created another seven with open headlights.

For these examples, the headlights were positioned further forward on the front fenders and a wider primary grille aperture was designed (to which a pair of fog lights were normally inset). The open headlight design also used a full width front bumper instead of the quarter bumpers seen on covered headlight examples.

The seven open headlight Coupe Aerodinamicos were built on chassis 2631 SA, 2841 SA, 2893 SA, 3097 SA, 3361 SA, 3513 SA and 3621 SA.

Pininfarina Spyder California Speciale chassis 2311 SA

Two 400 Superamericas were built to resemble other Ferrari models of the era.

Chassis 2311 SA was completed as a steel-bodied Spyder California for Michel-Paul Cavallier of Pont-a-Mousson in France.

Cavallier was a VIP customer and board member of SEFAC. He took delivery of his unique four-litre Spyder California in mid 1961.

Unusually, 2311 SA was configured in right-hand drive. The bodywork was fabricated in steel by Scaglietti. Other features included covered headlights, a quick fuel filler cap and custom engine cooling vents behind the front wheels.

Thanks to its 340bhp motor, 2311 SA was the most powerful Spyder California ever produced.

Pininfarina Berlinetta Speciale chassis 3673 SA

The last Series 1 400 Superamerica built (and numerically the penultimate example) was chassis 3673 SA.

This car was configured with a 250 GT SWB Berlinetta-style body and left Maranello in late 1962.

As per the standard 250 GT SWB, 3673 SA was built on a 2400mm wheelbase chassis instead of the normal 2420mm frame of other Series 1 400 Superamericas.

Interior

Instrumentation layouts varied according to the customer’s requirements. Some cars had all the dials grouped in a large oval binnacle directly behind the steering wheel.

Others used a smaller oval binnacle while some came with individually cowled dials. In these two cases, the supplementary gauges were located on a centre console ahead of the gear lever.

A large rev counter and speedometer were ever present. Smaller read outs for water temperature, oil pressure, oil temperature, battery condition and fuel level were normally fitted in addition to a clock.

The dash and door caps were generally trimmed in black leather. The rest of the upholstery could be coloured according to the customer’s wishes.

Aside from the carpeted floors, practically every interior surface was covered in fine leather, including the fluted headliner.

As one would expect from such an expensive motor car, the standard of fit and finish on these flagship Ferraris was exemplary.

The specification typically included wind-down windows and a lockable glovebox.

Options

In addition to an elaborate choice of paint and upholstery finishes, customers could enhance their cars with custom instrumentation, individually styled door panels, electric windows, a radio, headrests and a set of fitted luggage.

Other potential upgrades included aluminium instead of steel bodywork, a choice of cockpit storage bins, flick instead of push-pull switches, a central armrest with lockable storage and custom interior lighting.

Some Cabriolets were equipped with contrasting paint for the sill panels and hardtop.

Coupe Aerodinamicos often came with partially enclosed rear wheels.