Guide: Lampredi Finale - a Historical & Technical Appraisal of the Ferrari 410 Superamerica Series 3
BACKGROUND
As the autumn of 1958 approached, and with the last Series 2 410 Superamerica having rolled off the production line in October 1957, it must have seemed as though the big block Aurelio Lampredi-designed engine, which had powered Ferrari’s esteemed line of ultra high end line road cars since 1951, was no more.
However, at the 1958 Paris Motor Show which opened on October 2nd, Ferrari surprised the automotive sector with one final outing for its range-topping V12: the 410 Superamerica Series 3.
Produced for customers as a special order model during the first half of 1959, this third generation example of the firm’s Lampredi-engined 410 masterpiece really was the last hurrah for a power unit that had originally been conceived to catapult Ferrari ahead of its rivals in Formula 1.
However, in competition terms, where the Lampredi motor had actually performed best was in sports car racing and, with its ability to displace a far greater capacity than the contemporary Colombo V12 produced alongside, Ferrari elected to fit their big banger into a range of wickedly expensive, incredibly powerful road cars that would appeal to the firm’s wealthiest customers and particularly those from the United States where large displacement engines were the norm.
Most significantly, this final iteration of the 410 Superamerica came with a much more powerful engine that featured spark plugs mounted outside of the ‘V’ which resulted in several performance benefits. Bigger front brakes and new coachwork was also created in line with the latest aerodynamic understanding.
Ferrari’s client list for the 410 Superamerica, along with the 340, 342 and 375 Americas that had come before, read like a who’s who of the rich and powerful. Industrialists, royals and heirs to vast fortunes were the most common buyers for these best-of-the-best models which retailed at vastly higher prices than Maranello’s more mainstream offerings.
As for the 410 Superamerica Series 3, it joined a Ferrari product line that included the 250 GT which was available in Coupe, Cabriolet, Berlinetta and Spyder California trim. The 250 GT Berlinetta and Spyder California could both be optioned for competition use, in addition to which Ferrari offered its customers the 250 TR sports racer.
ENGINE / TRANSMISSION
The biggest news with regard to the Series 3 410 Superamerica’s mechanical specification was the arrival of a significantly uprated Tipo 126/58 engine that replaced the base Tipo 126 unit used previously.
Another all-alloy single overhead cam 60° V12 with wet-sump lubrication, bore and stroke were kept at 88mm and 68mm for an overall displacement of 4962cc.
A single plug ignition arrangement was also retained, but the Series 3 410 Superamerica became the first Ferrari road car to feature revised cylinder heads with the spark plugs moved to between the exhaust ports outside the ‘V’ which yielded improved gas flow at higher engine speeds.
The new layout freed up sufficient room above the head for valve seals and individual as opposed to siamesed intake ports which greatly reduced engine smoking on start up. An increased number of cylinder head studs could now be used as well to enable better protection against blown head gaskets. A happy by product was that compression could be increased as a result; the Series 3 ran a 9.0:1 ratio compared to 8.5:1 for earlier derivatives.
Breathing was improved by way of three Weber 42 DCF downdraught carburettors to replace the outgoing 40 DCF type used previously.
The sum total of all this was a significant boost in output. Peak power went from 360bhp at 6000rpm to 400bhp at 6500rpm and there was now significantly more torque further down the rev range: 340lb-ft at 4700rpm compared to 311lb-ft at 5000rpm for the older model.
Transmission was through an uprated four-speed all-synchromesh gearbox with triple dry-plate clutch.
CHASSIS
Like the Series 2 410 Superamericas, the Series 3 was based on a Tipo 514 tubular steel ladder type frame with a 2600mm wheelbase which was 200mm shorter than the original Series 1.
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 (newly enlarged at the front) and 16 x 6.5-inch Borrani wire wheels were fitted all round. Pirelli or Englebert tyres were standard equipment.
A 100-litre fuel tank was installed over the rear axle.
BODYWORK
For the Series 3 body, Pininfarina created a new design inspired by its Superfast specials, a handful of which had emerged as either motor show cars of VIP commissions during 1956 and ‘57. Several features from the revamped 250 GT Berlinetta that arrived during the summer of 1957 and the first generation 250 GT Cabriolet were also adopted.
The result was a magnificent looking machine that gave the impression it really was King of the Road.
The majority of Series 3 Superamericas were completed with headlights set back underneath contoured Plexiglas covers, a look which had been pioneered by the Superfast 1 displayed at the Paris Motor Show in October 1956. However, this racey air-piercing appearance was not too all buyers taste and slightly less than half of the production run were manufactured with more conventional exposed headlights mounted further forward on the front fenders.
Whichever nose configuration was adopted, all cars came with a wide intake aperture complete with egg-crate grille, behind which were a pair of supplementary driving lights. Engine cooling was optimised by way of a hood-mounted scoop (complete with decorative chrome trim) and large double or triple- vaned vents carved out from the side of each front fender ((which were left in a natural aluminium finish).
In addition to the covered or open headlight set-up, customers could opt for either a five or three-window cockpit arrangement. The former featured an additional pair of quarter windows behind the door glass while the latter came with body coloured sail panels and a trio of cockpit ventilation louvres.
Wrapped around the leading edge of the roof, down the sides and around the rear windscreen was a distinctive chrome trim panel.
The back end comprised a short sloping rear windscreen, a Notachback tail and delicately finned rear fenders with single piece light clusters. An unadorned full width bumper was installed at either end.
Opening body panels were fashioned from aluminium with the remainder in steel.
INTERIOR
Inside, particular attention was paid to the fit and finish of these last-of-line 410 Superamericas to ensure the quality reflected their massive price.
Unusually for a model of this nature, the standard specification comprised a crackle black dash as opposed to one with leather lining and a body coloured fascia.
The normal instrument layout featured large dials for road and engine speed, in between which was a small oil pressure gauge. This trio of instruments were clustered directly behind the wood-rimmed steering wheel with its three polished and vented aluminium spokes. Mounted outboard of the Series 3-specific binnacle were more small read outs for oil temperature, water temperature, fuel and a clock (stacked one above the other on both sides).
A crackle black heater box linked the dash to the transmission tunnel. Located on the armrest between the seats were four toggle switches and the ignition switch. Just ahead was the gear lever and an ashtray.
Well-padded seats with pleated centres featured tilting backs for access to a small luggage platform. Located on the sail panels of the three-window version were opening hatches for cockpit ventilation.
OPTIONS
In addition to the aforementioned open or covered headlights, a three or five window cockpit and double or triple-vaned engine cooling vents, customers could have the Series 3 410 Superamerica personalised in a variety of ways.
They included a two-tone roof, bumper overriders, extra driving lights, exterior mirrors, a personalised instrumentation and switchgear layout, a leather covered dash, a radio, tailored armrests and door trim panel layouts and luggage straps for the rear parcel shelf.
Practically any request could be accommodated if a customer’s pockets were deep enough.
WEIGHT / PERFORMANCE
Although Ferrari never quoted any weight of performance figures for the Series 3 410 Superamerica, most cars likely came in at around the 1200kg mark.
Top speed would have been in the region of 165mph and 0-62mph (depending on gearing) would have required around 5.4 seconds.
END OF PRODUCTION
The first Series 3 410 Superamerica, chassis 1015 SA, was completed in July 1958. When it appeared at the Paris Motor Show in October 1958, it was Bianco with an Argento roof colour, Blu upholstery and had a standard dash fitted. For its next outing at the Turin Motor Show in November, chassis 1015 SA had been switched to Blu Genzina with a Bianco roof, Nocciolo upholstery and a new dash layout with the four supplementary gauages mounted two-by-two off to the centre of the dash.
Like chassis 1015 SA, the second Series 3 410 Superamerica, chassis 1265 SA, was completed as a five window Coupe. Both five window Coupes originally had covered headlights.
Afterwards, only three window cars were built.
Of the ten cars that followed, five had covered headlights and five had open headlights.
All twelve cars from the Series 3 410 Superamerica were left-hand drive.
The last example, chassis 1495 SA, was completed in June 1959.
At the Turin Motor Show in November 1959, Ferrari unveiled a successor dubbed the 400 Superamerica.
Unlike its predecessor, the 400 Superamerica used a newly developed version of the Gioacchino Colombo V12 which featured a taller cylinder block casting that enabled displacement to be stretched beyond the three-litre capacity considered to have been the maximum for the original.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com & RM Sotheby’s - https://rmsothebys.com
