Guide: Ferrari 410 Superamerica Series 2
Background
In the summer of 1957, Ferrari replaced the original 410 Superamerica with an updated Series 2 variant based on a new short wheelbase chassis.
The first generation Superamerica had arrived in October 1955 when a rolling chassis was presented at the Paris Motor Show. A completed car was then displayed at the Brussels Motor Show in February 1956. As per its predecessor (the 375 America), the 410 was the fastest, most expensive offering in Ferrari’s road car line up.
Unlike the contemporary 250 GT (which used the short-block Gioacchino Colombo-designed V12), the 410 Superamerica was powered the big-block Aurelio Lampredi V12 that had initially been conceived for Grand Prix racing.
Since making its debut in a brace of works 275 Sports entered for the 1950 Mille Miglia, the Lampredi unit had been used in a range of flagship road and racing Ferraris.
Lampredi-engined road cars (originally dubbed America in recognition of their large displacement nature) were typically reserved for Ferrari's best customers: royals, industrialists and heirs to vast fortunes were the most common buyers.
Not only did these outlandish offerings cost substantially more than the smaller Colombo-engined models, they typically took far longer to build as a result of their often highly individual nature.
Inevitably, production figures were just a fraction of Ferrari’s less expensive models; between June and October of 1957, just six examples of the Series 2 410 Superamerica were built.
Of the six examples manufactured, four received Pinin Farina’s ‘standard’ Coupe coachwork. The other two were equipped with custom bodies: one was a unique Scaglietti creation and the other was the latest incarnation of Pinin Farina’s aerodynamically-inspired Superfast theme.
Chassis
Like the Series 1 410 Superamerica, the Series 2 was based upon a tubular steel ladder type frame designated Tipo 514. However, to improve handling and reduce weight, the Series 2 iteration had a wheelbase shortened from 2800mm to 2600mm.
A prototype of this 2600mm wheelbase chassis had been used on the famous 410-based Superfast 1 (0483 SA) displayed at the Paris Motor Show in October 1956.
Compared to Ferrari’s 250 GT models, these 410 Superamerica frames were suitably reinforced to handle the vastly more powerful engines installed.
As before, the independent front suspension layout incorporated unequal length wishbones with coil springs and telescopic shocks.
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.
A 100-litre fuel tank was installed over the rear axle.
Engine / Gearbox
In the engine bay was the same five-litre Tipo 126 engine used by the Series 1 Superamerica.
Lampredi’s all-alloy single overhead camshaft 60° V12 had first been stretched to five-litres for the 1954 Le Mans-winning 375 Plus.
A suitably de-tuned version for road use had then found its way into the 410.
Wet-sump lubrication replaced the dry-sump system found on the 375 Plus and the racey 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 the 375 Plus and 410 Superamerica used a single overhead camshaft per bank and two valves per cylinder.
Compression was reduced from 9.2:1 to 8.5:1 which made the Superamerica engine even more tractable for road use.
Whereas the 375 Plus had displaced 4954cc, this was stretched to 4962cc for the 410. Cylinder bore was enlarged to 88mm (instead of 84mm) while stroke was shortened to 68mm (down from 74.5mm). The result was a revvier, more eager power unit.
Peak output was 340bhp at 6000rpm and 311lb-ft at 5000rpm.
Transmission was via a four-speed all-synchromesh gearbox with a triple dry-plate clutch.
Pinin Farina Bodywork
Compared to the earlier Series 1 derivative, the Series 2 with standard Pinin Farina Coupe bodywork could be identified on account of its shorter engine extractor vents behind the front wheels which came with three instead of four internal slats.
Chassis 0713 SA, 0715 SA, 0717 SA and 0721 SA were all equipped with standard Coupe bodywork. The design was broadly similar to that used by the 250 GT Coupe that had been introduced around the same time as the original Series 1 Superamerica.
Differences to the smaller Colombo-engined 250 derivative included flared wheelarches, an engine cooling scoop and the aforementioned chromed engine cooling vents down each flank.
Like the 250 GT Coupe, these cars featured exposed headlights and a pronounced rear fender line with handsome 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 aperture.
Pinin Farina Interior
Cockpits were generally equipped with a body coloured dash although a leather covered fascia was also available.
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.
Scaglietti Bodywork
Chassis 0671 SA was a unique Scaglietti Berlinetta commissioned by serial Ferrari owner, Dr. Enrico Wax in Genoa.
Wax was a personal friend of Enzo Ferrari. Together with his business partner, Guido Vitale, Wax and Vitale were the importers for a variety of luxury goods to include the Connolly leather supplied to Automobili Ferrari.
0671 SA was painted Nero and upholstered with a Naturale interior. Stainless steel was used for the roof, side vents, vented rocker panels and the finned rear wings. The rest of the body was lightweight aluminium. A pair of custom 50-litre fuel tanks were installed.
Exposed headlights were mounted in chrome-plated shrouds that also housed the indicators. Unusually, Scaglietti gave the car a continuous fender line that ran from front to back. Custom door handles were mounted flush so as not to disturb the airflow.
The cockpit was equipped with a crackle black dash, bucket seats and acres of quilted leather. The rev counter, speedometer, clock, ammeter and fuel gauge were located centrally. Water and oil temperature gauges along with an oil pressure gauge were mounted directly behind the steering wheel.
Aside from the Veglia clock, all the instruments were sourced from Smiths in England.
Pinin Farina Superfast Bodywork
Chassis 0719 SA was equipped with Pinin Farina’s latest Superfast-style body. It was the second of Ferrari Superfast Ferraris after the original (0483 SA) had been presented at the Paris Motor Show in October 1956.
Two additional Superfasts were built in 1957 (0725 GT and 0751 GT), but these were completed with short-block ‘250’ engines.
0719 SA was painted Blu Genziana with an Avorio roof. The interior was Naturale. It was unveiled at the Paris Motor Show in October 1957 and then starred at the Turin Salon a couple of weeks later.
Like chassis 0483 SA, this latest Superfast incorporated covered headlights and a rakish fastback cabin. However, it did without the original Superfast’s spectacular rear fins and semi-shrouded rear wheels.
Inside, 0719 SA’s cockpit followed broadly the same approach as the standard Pinin Farina body.
Behind the steering wheel was a black leather-trimmed dash with an elegant three-gauge binnacle. Another three gauges were located off to the right along with the audio system. The seats were well-padded and each had its own central armrest. The custom door panels also had arm rests, under which were fluted elasticated map pockets.
Options
Perhaps more so than any other Ferrari of the time, the 410 Superamerica was infinitely customisable.
If a customer requested special coachwork, practically any feature could be accommodated.
When it came to the ‘standard’ Pinin Farina body, buyers could order two-tone paint, a licence plate plinth for the front bumper, special exterior trim, dash and door caps in leather or painted metal, individually configured gauges, custom seats / door panels and a centre console complete with radio.
Weight / Performance
Most of the Series 2 410 Superaemricas tipped the scales at around 1200kg.
They were among the fastest production cars of their day with a top speed in the region of 155mph and a 0-62mph time of 5.6 seconds (a tenth quicker than the Series 1 derivative).
End of Production
After just six examples of the Series 2 410 Superamerica had been completed, Ferrari unveiled a 400bhp Series 3 derivative at the Turin Motor Show in October 1958. The Series 3 would be the last Lampredi-powered Ferrari road car.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
