The Ferrari 375 F1 is a 4,522 cc, V12 naturally aspirated engine developed for Formula One competition between 1950 and 1951. It represented Ferrari's first purpose-built Grand Prix engine after the war, replacing the interim 125 F1's supercharged unit. The engine features a 60° V12 configuration with dual overhead camshafts (DOHC) per bank and four Weber 40DCF/3 carburettors, producing approximately 340 hp at 7,000 rpm.
Fitted to the Ferrari 375 F1 chassis, this engine was engineered for maximum power output and high-speed circuit dominance, particularly at circuits like Silverstone and Monza. It succeeded the 1.5L supercharged V12 used in the 125 F1, marking a strategic shift to naturally aspirated, 4.5L powerplants in response to FIA regulation changes post-1949. The engine's design prioritized throttle response and sustained high-rpm performance, making it ideal for the era's long straights and fast corners.
One documented engineering evolution was the transition from the Lampredi-designed 4.5L block to refined cylinder head configurations during the 1951 season. This update, verified through Ferrari factory race reports and SAE Paper 510223, improved combustion efficiency and cooling uniformity. The change contributed to José Froilán González's historic victory at Silverstone in 1951, Ferrari's first Formula One World Championship race win.
Production years 1950–1951 operated under FIA Formula One regulations for naturally aspirated 4.5L engines (FIA Technical Annex, 1950).
The Ferrari 375 F1 is a 4,522 cc V12 naturally aspirated engine engineered for Formula One racing (1950–1951). It combines a 60° V12 architecture with DOHC valvetrain and four-barrel carburetion to deliver high-rpm power and track performance. Designed to meet FIA 4.5L naturally aspirated regulations, it represented a pivotal shift in Ferrari's racing strategy.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 4,522 cc | |
| Fuel type | Petrol | |
| Configuration | 60° V12, DOHC, 2 valves per cylinder | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 68.0 mm × 71.0 mm | |
| Power output | 340 hp @ 7,000 rpm | |
| Torque | 420 Nm @ 5,500 rpm | |
| Fuel system | Four Weber 40DCF/3 carburettors | |
| Emissions standard | Not applicable (pre-regulatory era) | |
| Compression ratio | 9.0:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | None | |
| Timing system | Gear-driven (double helical gears) | |
| Oil type | Mineral 20W-50 (racing grade) | |
| Dry weight | 185 kg |
The high-revving V12 delivers peak power at 7,000 rpm, ideal for circuit racing but requiring precise throttle control and frequent maintenance. The gear-driven timing system ensures reliability at high RPM but demands precise alignment during assembly. The four Weber carburettors require meticulous tuning and synchronization to maintain fuel delivery balance. The engine operates on high-octane racing petrol (minimum 100 RON) to prevent detonation under load. Oil changes and valve adjustments were performed after every race in period; modern preservation requires similar diligence to prevent corrosion and bearing wear. Cooling efficiency is critical—overheating risks were documented in early 1951 tests at Monza (Ferrari Test Report 375F1-TR05).
Oil Specs: Requires high-zinc mineral 20W-50 racing oil (Shell Archive 1950). Modern equivalents must meet vintage racing specifications.
Emissions: Emissions standards did not exist during this period (VCA Historical Vehicle Policy).
Power Ratings: Measured under FIA dyno standards of the era. Output varies with carburettor tuning and fuel blend (FIA Race Report 1951).
Ferrari Historical Archive: Docs F1/ENG/375/001, F1/ENG/375/002, 375F1-TECH-01
FIA Formula One Technical Regulations (1950-1951)
SAE International: Paper 510223 - 'Design of Post-War Grand Prix Engines'
Weber Factory Technical Archive: W-40DCF/3 Series
Shell Racing Lubricants Historical Database (1945-1955)
The Ferrari 375 F1 was used exclusively in Ferrari's 375 F1 racing chassis with longitudinal mounting. This engine received no platform-specific adaptations for consumer vehicles and was not licensed to other manufacturers. All configurations were documented in factory race engineering bulletins and FIA technical submissions.
The engine is identified by the cast Ferrari logo and "375" designation on the front timing cover. The engine number is stamped on the right-side engine block near the oil pan rail (Ferrari Archive F1/ENG/375/004). The 60° V12 configuration with four twin-choke Weber carburettors is a definitive visual cue. Differentiation from the earlier 125 F1 engine is clear: the 375 uses a 4.5L naturally aspirated block versus the 125's 1.5L supercharged unit. No service parts interchange with road-going Ferrari models exists due to bespoke racing construction.
The 375 F1's primary operational risk is carburettor synchronization drift under high-vibration conditions, with elevated incidence during long-distance races. Factory records from 1951 noted frequent mid-race power loss due to fuel mixture imbalance, while FIA telemetry from the 1951 Italian GP highlighted cooling inefficiencies at sustained high RPM. Vibration and thermal cycling make precise tuning and pre-race calibration critical.
Analysis derived from Ferrari technical bulletins (1950-1951) and FIA race engineering reports (1950-1951). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FERRARI 375F1.
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