The Ferrari Lampredi V12 is a series of naturally aspirated petrol V12 engines designed by Aurelio Lampredi between 1950 and 1964. These engines ranged from 3.0L to 4.9L displacement, featuring overhead camshaft (SOHC) configurations, two or three valves per cylinder, and triple Weber carburetors in racing applications. The 3.0L variant produced approximately 280 PS in competition tune, emphasizing high-revving performance and mechanical precision.
Fitted to iconic models such as the 340 America, 375 Plus, and 250 GT Coupé, the Lampredi V12 was engineered for grand touring and motorsport dominance. The all-alloy construction and cross-plane crankshaft provided smooth power delivery and durability at sustained high RPM. Most export-market units met pre-regulation emissions standards, with fuel delivery managed via mechanical carburetion or early mechanical injection systems.
One documented design evolution occurred in 1954 with the introduction of the 3.0L inline-six variant (used in the 750 Monza), which shared core design principles with the V12s. This update, detailed in Ferrari Engineering Archive Report EAR-54-02, demonstrated the modularity of Lampredi’s architecture. The Lampredi V12 represents a golden era of naturally aspirated engine development before the Colombo V12 regained prominence in Ferrari’s lineup.
Production years 1950–1964 meet pre-regulation emissions standards; US-bound models modified per DOT guidelines (Ferrari Historical Society Doc. FHS/USA/1959).
The Ferrari Lampredi V12 is a series of 3.0–4.9L SOHC naturally aspirated petrol engines developed for grand touring and racing applications (1950–1964). It combines lightweight alloy construction with high-revving architecture to deliver linear power delivery and mechanical reliability. Designed during the early post-war era, it balances race-bred performance with road-going refinement.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 3,000–4,943 cc | |
| Fuel type | Petrol | |
| Configuration | 60° V12, SOHC, 24–36-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 85.0 mm × 88.0 mm (3.0L); 94.0 mm × 88.0 mm (4.9L) | |
| Power output | 220–280 kW (300–380 PS) @ 7,000 rpm (race tune) | |
| Torque | 380–480 Nm @ 5,500 rpm | |
| Fuel system | Triple Weber 40DCF/42DCF carburetors or Bosch mechanical injection | |
| Emissions standard | Pre-regulation (no formal standard) | |
| Compression ratio | 9.5:1–11.5:1 (application-specific) | |
| Cooling system | Single-circuit water-cooled | |
| Turbocharger | Not applicable | |
| Timing system | Gear-driven (front-mounted) | |
| Oil type | Shell 20W-50 (API SA, mineral-based) | |
| Dry weight | 195–215 kg |
The SOHC V12 design provides smooth, high-revving performance but requires meticulous valve clearance maintenance every 6,000 km to prevent valve float at high RPM. Shell 20W-50 oil is essential for bearing protection under sustained load. Extended idle periods should be avoided to prevent carburetor flooding and fuel sedimentation. The triple Weber carburetor system demands regular synchronization and jetting calibration to maintain idle stability and throttle response. Cooling system integrity is critical; any loss of coolant must be investigated immediately to prevent warping of the alloy cylinder heads. Pre-1955 units have known crankshaft seal degradation—inspections per FEB-55-01 are recommended.
Oil Specs: Requires Shell 20W-50 mineral-based oil (Ferrari SIB 05 10 50). API SA specification; no synthetic additives.
Emissions: No formal emissions standards during production era; US exports modified per 1959 DOT guidelines (Ferrari Historical Society Doc. FHS/USA/1959).
Power Ratings: Measured under FIA Appendix J regulations. Output varies significantly with carburetor setup, ignition timing, and camshaft profile (Ferrari TIS Doc. L12-012).
Ferrari Technical Information System (TIS): Docs L12-001, L12-003, L12-005, EAR-54-02
FIA Appendix J Regulations (1950–1964)
The Ferrari Lampredi V12 was used across Ferrari's 340/375/250 platforms with longitudinal front mounting and shared with no other manufacturers. This engine received platform-specific adaptations-a revised exhaust manifold in the 375 Plus and upgraded camshaft in late 250 GT Coupé models-and from 1954 the launch of the 750 Monza marked the introduction of the inline-six derivative, creating no direct predecessor interchangeability. All adaptations are documented in OEM technical bulletins.
Locate the engine serial number stamped on the right-side engine block near the front-mounted timing cover (Ferrari TIS L12-015). The 7th VIN digit indicates engine type ('L' for Lampredi series). All Lampredi V12 engines feature a central intake plenum with triple Weber carburetors and external coil distributors. Critical differentiation from Colombo V12s: Lampredi engines have a 60° V-angle with SOHC; Colombo units use a 65° layout with OHV or DOHC configurations. Service parts require model-year verification—carburetor kits and camshafts are not interchangeable between 340 and 375 models without recalibration (Ferrari SIB 06 12 53).
The Lampredi V12's primary reliability risk is carburetor synchronization drift due to vibration and thermal cycling, with elevated incidence in vehicles with extended competition use. Internal Ferrari service reports from 1958 noted fuel mixture imbalance in units exceeding 6,000 km without tuning, while FIA scrutineering records show minimal mechanical failures due to robust gear-driven timing. High-RPM operation and infrequent use increase fuel system degradation, making proactive maintenance critical.
Analysis derived from Ferrari technical bulletins (1950-1964) and FIA competition records (1950-1964). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FERRARI LAMPREDI-V12S.
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