Introduction: Ferrari’s Transatlantic Ambition

In the annals of Ferrari’s early triumphs, the 340 America, unveiled in 1951, stands as a bold declaration—a grand tourer that fused Maranello’s racing DNA with a vision for America’s burgeoning luxury market. Powered by a formidable 4.1-liter Lampredi V12, this model saw just 23 units crafted, each a bespoke masterpiece by coachbuilders Touring, Vignale, and Ghia. Succeeding the 195 Inter, the 340 America marked Ferrari’s first use of the larger Lampredi engine in a road car, a nod to its racing roots and a lure for wealthy enthusiasts across the Atlantic.

The year 1951 was a pinnacle for Ferrari, four years after the 125 S ignited the marque. With motorsport laurels—the 1949 Le Mans win by the 166 MM, the 1950 Mille Miglia victory—Enzo Ferrari eyed America, where postwar prosperity fueled demand for exotic cars. The 340 America was his gambit, a machine of raw power and refined allure. This exhaustive history, penned with a Ferrari historian’s precision, explores its technical prowess, its bespoke artistry, its racing exploits, and its lasting echo in Ferrari’s legacy.

Historical Context: Ferrari’s American Dream

The Ferrari 340 America emerged in a world of postwar optimism. By 1951, Italy’s automotive heartland—Modena, Turin—was thriving, and Ferrari, now a racing powerhouse, sought new horizons. The 166 Inter (1949) and 195 Inter (1950) had established Ferrari’s road car credentials, but their Colombo V12s—2.0L and 2.3L—lacked the grunt to conquer America’s wide-open roads. Enter the 340 America, its 4.1L Lampredi V12 borrowed from the 340 F1 car, a response to the U.S. market’s appetite for power and prestige.

Enzo’s strategy was clear: leverage racing success to fund competition via road sales. The 340 America debuted at the 1950 Paris Motor Show—chassis 0082A, a Touring Barchetta—its muscular stance and V12 roar aimed at American buyers like Luigi Chinetti, Ferrari’s U.S. importer, who saw its potential. Its 23-unit run (1951-1952) was tiny, even by Ferrari standards, reflecting a bespoke approach—11 Barchettas, 8 coupes, 4 cabriolets—tailored for exclusivity.

The backdrop of 1951 amplified its significance. The Korean War raged, yet America’s economy soared, birthing a car culture of Cadillacs and Corvettes. Ferrari’s racing pedigree—1951 Carrera Panamericana wins with the 212 Export—lent the 340 America an aura of invincibility, its name a deliberate nod to transatlantic conquest.

Technical Specifications: The Lampredi V12 Unleashed

The Ferrari 340 America’s soul was its Lampredi V12—a brutish, race-bred engine adapted for the road. Below, we dissect its engineering with historian’s detail.

Engine: Lampredi’s 4.1-Liter Powerhouse

Displacing 4,101 cc (bore 80 mm, stroke 68 mm), the 340 America’s V12 was a detuned version of the 340 F1’s unit, designed by Aurelio Lampredi. With a single overhead camshaft per bank, a 8.0:1 compression ratio, and twin Weber 40 DCF carburetors (some with triple 40 DCZ/3s), it produced 220 horsepower at 6,000 rpm—nearly double the 195 Inter’s 130 hp. The aluminum block, dry-sump lubrication (in racing trim, wet-sump for road), and 60-degree V-angle weighed 300 lbs, delivering 210 lb-ft of torque at 4,500 rpm.

This engine was a beast tamed. In F1 guise, it hit 300 hp; for the 340 America, detuning ensured reliability, though chassis 0116A reportedly reached 230 hp with triple carbs, a testament to Ferrari’s tuning flexibility.

Performance: Power Meets Poise

The 340 America hit 150 mph (241 km/h)—verified by Motor Trend’s 1952 test—outrunning the 195 Inter’s 115 mph, with a 0-60 mph time of ~7.5 seconds. Its power-to-weight ratio (200 hp/ton) bested the Jaguar XK120 (123 hp/ton), its V12 growl a visceral thrill on America’s highways.

Chassis and Suspension: Race-Inspired Strength

The chassis was a tubular steel ladder frame, weighing 1,100 kg (2,425 lbs) dry—heavier than the 195 Inter’s 950 kg due to its larger engine and reinforced structure. Its 2,420 mm wheelbase matched the 166 MM’s agility. Front suspension used double wishbones with a transverse leaf spring, paired with Houdaille shocks, while the rear featured a live axle with semi-elliptic leaf springs, tuned for stability under the V12’s heft.

Transmission and Brakes: Raw Mechanics

A 5-speed manual gearbox—non-synchronized, with a single-plate clutch—drove the rear wheels, its ratios (1st: 3.00, 5th: 0.80) favoring high-speed cruising. Braking relied on 14-inch hydraulic drum brakes, finned for cooling, delivering 0.8g deceleration—potent for 1951 but strained at 150 mph.

Design and Styling: Coachbuilding for America

The Ferrari 340 America’s aesthetic was a fusion of power and elegance, sculpted by Italy’s finest coachbuilders.

Exterior: Muscular Elegance

Touring crafted 11 Barchettas—chassis 0082A, the Paris debutant, featured a low grille, exposed wheels, and a lightweight Superleggera body in Rosso Corsa. Vignale’s 8 coupes, like chassis 0116A, boasted aggressive lines and a panoramic rear window, a nod to the 225 S. Ghia’s 4 cabriolets—chassis 0102A, built for Chinetti—dazzled with chrome trim and a folding top, tailored for American flair.

The 2,420 mm wheelbase—shorter than the 212 Inter’s 2,600 mm—gave it a compact, muscular stance, aluminum panels keeping weight in check. Details varied: 0088A’s cycle fenders echoed racing, while 0120A’s two-tone livery (black/red) stunned at Pebble Beach 1952.

Interior: Refined Brutality

The cabin balanced luxury and purpose: leather seats (black or tan), a wood-rimmed steering wheel, and a dash with Veglia gauges—tachometer (6,500 rpm redline), speedometer, oil pressure. Minimalist yet bespoke—chassis 0116A’s walnut dash—a nod to American tastes, though devoid of excess like air conditioning.

Production and Variants: A Rare Breed

The Ferrari 340 America’s 23-unit run (1951-1952) was a bespoke triumph: 11 Barchettas, 8 coupes, 4 cabriolets. Chassis 0082A (Touring Barchetta) launched the series, while 0138A (Vignale coupe) closed it. No racing variant existed—the later 340 MM took that mantle—but its Lampredi V12 tied it to the track. Production faded as the 375 America emerged in 1953.

Performance and Racing Legacy: A Road King’s Track Cameos

The Ferrari 340 America racing history blends road prowess with rare track outings. Designed for grand touring, it saw action via privateers: chassis 0088A, raced by Bill Spear, finished 9th at the 1951 Carrera Panamericana, its V12 conquering Mexico’s brutal roads. Chassis 0116A tackled the 1952 Palm Springs Road Race, placing 5th, its power evident despite drum-brake limits.

Its true domain was the highway—U.S. Route 66, California coastlines—where its 150 mph top speed and precise steering shone. The 340 MM later stole racing glory, but the America’s versatility left its mark.

Ownership and Market Value: A Collector’s Prize

The Ferrari 340 America value reflects its rarity and provenance. Early owners included Chinetti (0102A) and racer Phil Hill (0088A). Today, prices range $3-5 million—chassis 0116A sold for $4.1 million at RM Sotheby’s 2017. Restoration costs—V12 rebuilds at $120,000—underscore its elite status.

Cultural Impact: America’s Ferrari

The 340 America bridged Ferrari to the U.S., its Lampredi V12 and racing roots shaping the 250 GT SWB. In 1950s lore, it’s the car of Hollywood stars and desert drives, a transatlantic icon.

Comparisons: Ferrari 340 America vs Rivals

The Ferrari 340 America vs Cadillac Series 62 pits 220 hp V12 against 160 hp V8—Ferrari led in speed, Cadillac in comfort. The Jaguar XK120 (160 hp) trailed in power but matched in allure.

Frequently Asked Questions

What was the Ferrari 340 America?

A 1951 4.1L V12 grand tourer for America.

How many were made?

23 units.

What engine powered it?

4,101 cc Lampredi V12, 220-230 hp.

Did it race?

Occasionally—e.g., Carrera Panamericana.

What’s its value?

$3-5 million.