Guide: 2% Special Reserve - a Historical & Technical Appraisal of the Ferrari 400 Superamerica Series 2
BACKGROUND
Although some spectacular road-going machinery was produced by Europe’s most revered manufacturers from the early 1950s through to the mid 1960s, nothing could eclipse Ferrari’s line of flagship models that were typically the fastest and most expensive cars on the planet.
Whether conceived purely for street use or based on state-of-art competition underpinnings, models like the 340, 342 and 375 America, the 340 and 375 Mille Miglia and the 410 and 400 Superamerica served as the basis for an array of highly customised creations that were commissioned by a selection of the era’s wealthiest individuals.
Following its debut at the Turin Motor Show in November 1959, Ferrari went on to construct 24 examples of the legendary 400 Superamerica during the course of the next three years, a figure that represented around 2% of the Maranello firm’s road car output.
However, while sales were comparatively tiny, the 400 Superamerica satisfied Ferrari’s most important clients and served as an illustration of just what could be achieved given a money-no-object approach.
At the London Motor Show in October 1962, a second series 400 Superamerica was unveiled which most notably featured a longer wheelbase and wider track in order to free up some additional cockpit space.
Improved high speed stability was another happy by-product of the stretched chassis and broader footprint; with a top speed of 165mph for those cars shrouded in Pininfarina’s stunning Coupe Aerodinamica coachwork, the 400 Superamerica enabled anyone with sufficient funds to travel at hitherto unimaginable speeds.
Alongside what was generally agreed to be the finest sporting motor car that money could buy, Ferrari offered a range of models powered by smaller displacement V12 engines. This line up included the 250 GT Berlinetta Lusso (a two-seat Coupe), the 250 GTE (a four-seat Coupe) and the 250 GTO (a two-seat Berlinetta for GT racing).
Also just about to roll off the production line was the last of Ferrari’s 250 GT SWB Spyder Californias which, once dispatched, left the 400 Superamerica as the only Ferrari that could be configured in open trim.
CHASSIS
The most significant new feature adopted by the Series 2 400 Superamerica was a longer wheelbase chassis.
A stretch of 180mm (from 2420mm to 2600mm) translated to more cockpit space, particularly in the rear where a pair of additional seats could now be incorporated if desired. More interior room was created thanks to a wider track which was increased by 36mm and 37mm front to rear respectively.
As before, the Tipo 538 chassis was another 250 GT-style tubular steel unit. A long-range 120-litre fuel tank was installed under the trunk floor.
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.
ENGINE / TRANSMISSION
In terms of the engine and transmission, nothing was changed in the 400 Superamerica’s transition from Series 1 to Series 2 specification.
Unlike previous America and Superamerica-badged Ferraris which had used the Grand Prix-derived Aurelio Lampredi-designed big block V12, the 400 Superamerica had been the first Ferrari to feature a special new version of the small block Gioacchino Colombo unit that was now able to be stretched to a four-litre displacement.
Designated Tipo 163, it retained the 60° vee angle of all Ferrari’s V12 engines along with single overhead camshafts per bank, 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 had been increased for the Tipo 163 motor to accommodate longer crankshaft throws. Other modifications had included a larger water pump and the installation of a twin-roller cam drive chain instead of the earlier triple row.
Displacement was 3967cc thanks to a bore and stroke of 77mm and 71mm respectively. In comparison, a conventional three-litre Colombo 250 GT unit of the time displaced 2993cc with bore and stroke dimensions of 73mm and 58.8mm respectively.
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.
Peak output was 340bhp at 7000rpm and 304lb-ft at 4000rpm.
Transmission was through a four-speed all synchromesh gearbox with electronic overdrive, a single-plate clutch and open differential.
BODYWORK
Series 2 400 Superamericas were built with one of four Pininfarina body configurations.
Most popular was the Coupe Aerodinamico with covered headlights (14 built) followed by the Coupe Aerodinamico with open headlights (four built).
A total of four Cabriolets were also constructed: two with covered headlights and two with open headlights.
Compared to a Series 1 400 Superamerica, the Series 2s could be identified on account of the larger gap between the trailing edge of the door and the leading edge of the rear wheelarch.
The Coupe Aerodinamico was a rakish five-window Coupe inspired by Pininfarina’s radical Superfast II design concept and unlike anything else available at the time.
Covered headlight variants had a long air-piercing nose treatment, at the leading edge of which was an oval primary intake flanked by quarter bumpers with overriders. Further up, the headlights were mounted behind glass covers set within elegant chrome bezels.
Open headlight versions came with a shorter nose, a flatter and wider primary intake, a full with bumper and exposed headlight units mounted further forward on the fender.
Behind the front axle, both iterations of the fixed head body style were identical. Elaborate detailing down each flank came in the form of swept front arch treatment, a bank of eleven angled engine cooling vents and a pronounced swage line accessorised with an elegant chrome trim that ran all the way to the back of the car.
The Fastback cabin profile was home to an expansive rear screen that wrapped around the C-pillars. Its trajectory continued down to a wasp-like tail dressed with wraparound quarter bumpers that contained integrated tail light housings.
Differences to the short wheelbase Series 1 Coupe Aerodinamico included a closed rather than open power bulge on the hood, a fuel filler cap moved from the side to the top of the right-hand rear fender and repositioned trunk lid lock / badging.
None of these updates applied to the Cabriolet which, in open headlight configuration, was effectively a more muscular interpretation of the second series 250 GT Cabriolet. Compared to the 250 GT Cabriolet (which had ceased production earlier in 1962), the open-bodied 400 Superamerica featured a slightly elongated nose, a bigger hood-mounted engine intake, a more rakish windscreen, more curvaceous kick up rear fenders and a shorter rear overhang.
Additionally, the tail fascia was flatter, a trim panel spanned the back end and the body was accessorised to a much higher degree with elaborate chrome trim.
400 Superamerica Cabriolets came with full width bumpers fitted at either end, sometimes with black rubber-tipped overriders.
Compared to the Series 1 Cabriolet, these open-topped Series 2 variants featured more modern single-piece tail light clusters. As before, a Hardtop was supplied as standard.
INTERIOR
Because the era of truly individual coachwork was rapidly in decline as manufacturers moved towards ever more productionised construction techniques, it was the interiors of 400 Superamerica that varied most from car to car.
Instrumentation was typically laid 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 was to expected from such an expensive motor car, the standard of fit and finish on these flagship Ferraris was exemplary.
OPTIONS
In addition to a practically unlimited range of paint and upholstery finishes, customers could enhance their cars with custom instrumentation, switchgear and cockpit lighting, individually styled door panels, electric windows, a radio, head and armrests, spot lights and a set of fitted luggage.
Instead of a rear luggage shelf, the Series 2’s extended wheelbase now meant there was space for an additional pair of seats if desired.
WEIGHT / PERFORMANCE
Both Coupe and Cabriolet body styles weighed in at around the 1250kg mark.
Top speed was a quoted 165mph and 0-62mph took a little under six seconds.
CHASSIS 4561 SA
During production of the Series 2 400 Superamerica, Ferrari constructed one very special machine on chassis 4561 SA that did not conform with the rest of the 22 car run.
Built in right-hand drive on a 400 Superamerica-style Tipo 538 chassis with shortened 2450mm wheelbase, chassis 4561 SA came with a four-litre Tipo 163 LM competition motor as fitted to the contemporary 330 LMB conceived for the Experimental GT racing category. It wore a Series 1 GTO-style body and had a stripped-out interior, but was not initially used for competition.
Instead, following its completion in September 1963, chassis 4561 SA was sold to VIP customer and Ferrari board member, Michel Paul Cavallier in France.
END OF PRODUCTION
The last Series 2 400 Superamericas were completed in January 1964, a dew weeks before the 500 Superfast that replaced it broke covere at the Geneva Motor Show.
22 cars were built in total. 18 of these were to Coupe Aerodinamico trim (18 with covered headlights, four with exposed headlights).
The remaining four cars were Cabriolets (two with covered headlights, two with exposed headlights).
Buyers included the likes of Prince Sadruddin Aga Khan (4111 SA), Felice Riva (4271 SA), Erwin Goldschmidt (3949 SA), Count Frederic Chandon de Brialles (4443 SA), Nelson Rockefeller (5115 SA), Fritz Riess (5131 SA), Sheikh Omar Ibrahim El-Shahli (4465 SA) and the Bloomingdale family (5093 SA).
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
