Guide: Ferrari 410 Superamerica Series 1
Background
Ever since the arrival of the 340 America in 1952, Ferrari had named their exclusive line of big block Lampredi-engined road cars in recognition of the lucrative US market where cubic inches were king.
Enzo Ferrari originally commissioned Aurelio Lampredi to design the big block engine for Grand Prix racing in 1949. As the existing Gioacchino Colombo small block V12 couldn’t be stretched to the 4.5-litre engine limit, Ferrari needed something larger to compete against the all-conquering Alfa Romeos.
Lampredi’s engine was ready by 1950 and, having been trialled in a variety of competition models, it subsequently found its way into a new range of brutish road cars that were the most powerful and most expensive of their day.
The 410 Superamerica was a replacement for the outgoing 4.5-litre 375 America, ten of which were produced between late 1953 and spring 1955. Additionally, two 375 America conversions had been carried out by the factory on 250 Europas.
As for the new 410 Superamerica, 35 were built in three series between late 1955 and summer 1959. Series 1 examples were assembled on a long wheelbase chassis whereas subsequent derivatives used short wheelbase frames.
Like its predecessor, the 410 Superamerica was the ultimate Grand Tourer. The price was so prohibitively expensive that Ferrari’s customer list mostly comprised royals, nobility and millionaire industrialists.
Buyers for this first batch of Series 1 cars included Count Herbert Fritz Somsky (0471 SA), Bob Wilke of Leader Cards (0473 SA), du Pont heir William Carpenter (0475 SA), the Saudi royal family (0479 SA), Parisian watchmaker Fred Lip (0481 SA), Union Oil Company director William Doheny (0483 SA) and Emperor Bao Dai (0493 SA).
Even though there was a ‘standard’ coachwork offering from Pinin Farina, many 410 Superamericas received personalised features such as two-tone paint schemes and customised instrument layouts.
Other cars were given unique bodies, some at the behest of owners for whom money was no object.
The first 410 Superamerica (chassis 0423 SA) was presented minus bodywork at the Paris Motor Show in October 1955. A completed car was then displayed at the Brussels Motor Show in February 1956 by which time the first customers had already taken delivery.
Chassis
The 410 Superamerica’s Tipo 514 chassis was a reinforced wide track version the tubular steel ladder type frame used by the 375 America. A 2800mm wheelbase was retained.
Independent front suspension was once again via unequal length wishbones but coil springs and telescopic shocks replaced the transverse leaf sprung arrangement of the outgoing model. As usual, a live axle with semi-elliptic springs was installed at the back.
Drum brakes and 16 x 6.5-inch Borrani wire wheels were fitted all round. Pirelli tyres were standard equipment.
To free up luggage space, the fuel tank was reduced from 140-litres to 100-litres.
Engine & Gearbox
Aurelio Lampredi’s awesome all-alloy 60° V12 had already been stretched to five-litres for the spectacular 375 Plus racing car that had famously won the Le Mans 24 Hours in 1954.
However, the five-litre Tipo 126 engine used by the 410 Superamerica had several key differences to that unit found in the 375 Plus. Displacement was 4962cc instead of 4954cc thanks to a bore and stoke of 88mm and 68mm as opposed to 84mm and 74.5mm.
Wet-sump lubrication replaced the dry-sump system found on the 375 Plus and the 46 DCF Weber carburettors were switched to smaller 40 DCF items that were easier to keep in tune.
The same single plug ignition was employed but two coils were used rather than two magnetos.
Both models used single overhead camshafts per bank and two valves per cylinder.
Compression was reduced from 9.2:1 to 8.5:1, all of which made the Superamerica engine more tractable for road use.
In this configuration, the Superamerica’s Tipo 126 motor produced 340bhp at 6000rpm and 311lb-ft at 5000rpm. This was 40bhp up on the 375 America and a 10bhp gain over the 375 Plus.
Transmission was via a four-speed all synchromesh gearbox with a triple dry-plate clutch.
Pinin Farina Bodywork
The standard Pinin Farina Coupe design offered on the 410 Superamerica was essentially an elaboration of the type used by the 250 GT Coupe which was introduced around the same time.
13 of the 17 410 Superamericas built during the Series 1 era were equipped as such.
Differences to the smaller Colombo-engined 250 derivative included flared wheelarches, an engine cooling scoop and chromed vents down each flank.
Like the 250 GT Coupe, these cars came with exposed headlights and a pronounced rear fender line with vertical fins. Quarterlights were fitted to the side windows and the wraparound rear screen was one huge expanse of glass.
Full width bumpers were fitted at either end and spot lights were usually housed in the nose intake.
Pinin Farina Interior
Cockpits were generally equipped with a body coloured dash although some fascias were completely covered in leather.
Well-padded seats were suitable for long distance touring and, in addition to the trunk, there was a large amount of luggage space in the back of the cabin.
Dashboard instrumentation was usually tailored to the customers requirements.
As these were the most expensive Ferraris of their day, considerable attention was paid to fit, finish and noise insulation.
Pinin Farina Superfast 1
Pinin Farina equipped one 410 Superamerica with a state-of-the-art Superfast body that employed all the latest aerodynamic know-how.
Built on chassis 0483 SA (which had a 200mm shorter wheelbase than the rest of the Series 1 production run), this two-tone white and silver creation caused a sensation at the Paris Motor Show in October 1956.
It featured headlights mounted behind streamlined covers, a cantilevered roof with no A-posts and dramatic tail fins that obscured its pointed tail. The vertical chrome bumperettes had innovative rubber inserts for additional impact protection and chrome was used liberally throughout.
Like most standard variants, the cockpit was finished with well-padded seats and an armrest in between.
Pinin Farina installed a crackle black dash and much of the switchgear was housed on a custom central console that linked the dash and transmission tunnel.
In addition to its special chassis, the Superfast 1 was equipped with a competition engine sourced from the 410 Sport racing car. This Tipo 126/C unit retained the same 4962cc displacement and 8.5:1 compression ratio as the standard Tipo 126 unit but came with a twin-plug head, dry-sump lubrication and three Weber 46 DCF carburettors. Peak output was around 380bhp at 7000rpm.
Ghia
Ghia’s solitary commission for a 410 Superamerica came from Leader Cards magnate, Bob Wilke, who owned a number of custom Ferraris.
It was built on chassis 0473 SA and featured an oversize grille, V-type bumpers, inboard headlights, partially enclosed wheels and enormous knife-edge fins with integral stacked tail light clusters.
The bright red aluminium body incorporated intricate compound curves and wraparound single-piece windscreens.
Single exhausts per side exited through the large back bumper bullets.
The cockpit was upholstered with two-tone black and white leather seats and matching door panels.
The dash had a raised central section to mimic the power bulge and contained no less than ten custom gauges. A massive chromed centre quadrant with six control levers was located above the transmission tunnel.
Ghia also fitted a unique deep dish wood-rimmed steering wheel with chrome-plated spokes, boss and inner ring.
0473 SA was one of the most distinctive Ferraris ever produced. It came with front disc brakes and an engine bored out to 5.2-litres at Wilke’s request.
Boano
Like 0473 SA, the two 410 Superamericas produced by Boano were also outlandish designs.
The first (0477 SA) was a pale blue Coupe while the second (0485 SA) was a white Convertible.
Both followed a similar theme with full width nose intakes, exposed headlights, large U-shaped bumpers and delicate curved fins. The Coupe came with a distinctive split rear window while the Convertible had a simple folding canvas roof. Cockpits of both cars were conventionally laid out.
The two Boano 410 Superamericas were produced to try and drum up support for customer replicas but no commissions were forthcoming for these rather heavy-handed designs.
Chassis 0485 SA remained the only open top 410 Superamerica produced across all three series.
Weight / Performance
410 Superamericas typically weighed in at around 1200kg.
Most had a top speed of circa 155mph and a 0-62mph time of about 5.8 seconds.
Production
17 Series 1 410 Superamericas were officially built but one of these was most likely re-numbered (from 0423 SA to 0471 SA).
0483 SA (the Superfast 1) was constructed on a prototype of the 2600mm wheelbase Series 2 chassis; it was not strictly a Series 1 or even a 410 Superamerica at all. Therefore a total of 15 units can quite legitimately be quoted.
The last car was completed in August 1956.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
