Model history: When Enzo Ferrari started his own company in 1947, he hired Gioacchino Colombo as chief engineer. The two had previously worked together when Ferrari was team manager at Alfa Romeo. Colombo's task was to design a new engine that would outperform the 8-cylinder Grand Prix engine he had designed for Alfa Romeo before the War. The rules allowed for a supercharged engine with a maximum displacement of 1.5 litres or a Naturally Aspirated unit displacing up to 4.5 litres. Colombo's vast experience with supercharging made his choice for the former understandable.
Colombo's 1.5 litre V12 engine powered the very first Ferrari and with various displacements, it powered every Ferrari up to 1950. This was the first year of Formula One and the championship winner featured a Colombo designed engine. Unfortunately for him, it was the Alfa Romeo that won every single race of the championship; Colombo was quickly fired after this debacle. His replacement, Aurelio Lampredi, set out to design a completely new engine for 1951. Not making the same mistake as Colombo, Lampredi chose to design a Naturally Aspirated 4.5 litre V12 engine.
To save weight, both the cylinder block and heads were cast from light alloy. Each bank of cylinders featured a single overhead camshaft, operating 2 valves per cylinder. The engine was thoroughly tested in 1950 and ready to take on the Alfa Romeos in 1951. Fitted in the Ferrari 375 F1, the V12 produced around 350 bhp. Although this was no match for the Alfa Romeo's power, the 375's fuel efficiency still made it a serious contender, only losing the championship in the final race of the season.
Ferrari's performance and Alfa Romeo's policy changes were the main reasons for the Milanese firm's withdrawal from Grand Prix racing. With Ferrari being the only team with a competitive F1 racer, the sport's governing body decided to run the 1952 and 1953 championship under Formula Two regulations. This left the Lampredi engine obsolete for Grand Prix racing, but its career was far from over. The large V12 found its way into a limited series of Ferrari sports racers, the 375 MMs constructed in 1953 and 1954.
The first cars constructed were equipped with engine Tipo 102 of the exact configuration as the Grand Prix engine. For reliability reasons, most cars featured engine Tipo 108 with a slightly different bore/stroke and displacement. Some of the large amount of torque available was sacrificed by the bigger bore, but the higher revving engine yielded a similar amount of horsepower. Pinin Farina supplied most of the bodies for the 26 375 MMs. Most common were the featured Spyder and Berlinetta bodies. The other five 375 MMs constructed were fitted with custom coachwork for some of Ferrari's wealthiest customers.
Pictured is one of the twelve Pinin Farina Spyder bodied 375 MMs, which were extensively raced all over the world. The featured car was entered by American legend Briggs Cunningham in the 1953 Sebring 12 Hours and the 1954 24 Hours of Le Mans. Sadly the car failed to finish at both occasions. In the following years it was successfully campaigned by its new owner throughout North America. Today it is in the United States, where it is actively campaigned by its owner.
The finest hour of the Lampredi V12 would come at the 1954 24 Hours of Le Mans race, where a 375 Plus with a 4.9 litre version of the engine took the overall victory. In the next years the Lampredi engine was only used sparsely, predominantly to power the most exclusive of Ferrari road cars. Ironically the long block V12's career was ultimately overshadowed by the successes of the Colombo engine, Lampredi originally was tasked to replace.
Chassis: 0490AM
At the 1955 Turin Motorshow Pinin Farina unveiled a 375 MM based special that introduced a new Ferrari design direction that would be followed throughout the second half of that decade. Not only was it a start of a new era, it was also the end of one; it was the last even numbered Ferrari bodied by the Turin based coach builder. All of the future racing cars were bodied by specialists like Scaglietti or Fantuzzi, or by the factory themselves.
Sometime in its history the unique car's colours were changed from the original ivory and metallic blue to red and black. After a long time ownership, the current owner acquired the Turin show car s/n 0490AM in 2002. He had it fully restored to its original livery and debuted it at the 2004 Pebble Beach Concours d'Elegance. It was awarded best in class, and went on to win a number of other prestigious concours d'elegances in the following months like the Cavallino Classic. The car's tour of the major events was rounded off in style, at the Villa d'Este Concorzo d'Eleganza.
After its journey around the world, chassis 0490AM was not seen in public for several years. It finally reappeared in 2010 when it was acquired by a British broker. Since then it has been shown at a few events and featured in several magazines. On May 21st it will be offered in RM's inaugural Villa d'Este auction. The unique and spectacular machine is estimated to sell for between 3.2 and 4.2 million Euro.
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375 MM Pinin Farina Berlinetta Sport Speciale
When Enzo Ferrari started his own company in 1947, he hired Gioacchino Colombo as chief engineer. The two had previously worked together when Ferrari was team manager at Alfa Romeo. Colombo's task was to design a new engine that would outperform the 8-cylinder Grand Prix engine he had designed for Alfa Romeo before the War. The rules allowed for a supercharged engine with a maximum displacement of 1.5 litres or a Naturally Aspirated unit displacing up to 4.5 litres. Colombo's vast experience with supercharging made his choice for the former understandable.
