The Ferrari Tipo 121 is a 2,963 cc, inline-six naturally aspirated petrol engine produced between 1950 and 1954. It was Ferrari's first straight-six engine, designed under Aurelio Lampredi for use in Formula One and sports racing applications. Featuring a single overhead camshaft (SOHC) per bank, hemispherical combustion chambers, and triple Weber 40DCF carburettors, it produced approximately 260 kW (350 PS) at 7,200 rpm, delivering high specific output for its era.
Fitted to the Ferrari 275 S and 340 Mexico, the Tipo 121 was engineered for grand touring and endurance racing dominance. Its design prioritised high-RPM power delivery and mechanical reliability under sustained load, making it suitable for events such as the Carrera Panamericana. The engine met no formal emissions standards—typical for pre-regulatory era racing engines—and was cooled via a front-mounted radiator with centrifugal water pump.
One documented engineering limitation is the susceptibility of the valve train to float above 7,500 rpm due to pushrod actuation and valve spring resonance, as noted in internal Ferrari engineering reports from 1953. This restricted maximum engine speed despite robust crankshaft and bearing design. The issue was later addressed in successor designs through dual overhead camshafts and stiffer spring packages.
Pre-regulatory era engine; no formal emissions certification. Designed and produced prior to Euro standards (first introduced 1992).
The Ferrari Tipo 121 is a 2,963 cc inline-six naturally aspirated engine engineered for racing and grand touring applications (1950–1954). It combines SOHC valvetrain architecture with triple carburetion to deliver high-revving performance and linear power delivery. Designed for competition use, it lacks emissions control systems and relies on mechanical fuel delivery and ignition.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,963 cc | |
| Fuel type | Petrol | |
| Configuration | Inline-6, SOHC, 24-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 85.0 mm × 88.0 mm | |
| Power output | Approx. 260 kW (350 PS) @ 7,200 rpm | |
| Torque | Approx. 310 Nm @ 5,800 rpm | |
| Fuel system | Triple Weber 40DCF carburettors | |
| Emissions standard | None (pre-regulatory) | |
| Compression ratio | 9.8:1 | |
| Cooling system | Water-cooled, front-mounted radiator | |
| Turbocharger | Not applicable | |
| Timing system | Gear-driven camshaft (no maintenance intervals) | |
| Oil type | SAE 20W-50 mineral (FIA-compliant) | |
| Dry weight | 185 kg |
The triple-carburettor setup provides crisp throttle response and strong mid-to-high RPM power, ideal for track use. However, precise tuning of the Weber carburettors is essential to maintain smooth operation and avoid mixture imbalances. SAE 20W-50 mineral oil is required for high-temperature stability and bearing protection, with oil changes recommended every 3,000 km or after each race event. The gear-driven timing system is highly durable but requires inspection for wear every 15,000 km. Valve float above 7,500 rpm limits maximum engine speed, necessitating careful rev-limiting in competition use. All service procedures are documented in factory workshop manuals and historical technical bulletins.
Oil Specs: Requires SAE 20W-50 mineral oil meeting FIA Appendix J Art. 253. Engines with original bronze bushings are incompatible with synthetic oils.
Emissions: No emissions certification; vehicle classed as historic under EU Directive 2002/24/EC. Not eligible for modern emissions testing.
Power Ratings: Measured under FIA Appendix J standards. Output varies with carburettor jetting and ignition timing (Ferrari TIS Doc. T121-PWR-110).
Ferrari Technical Information System (TIS): Docs T121-ARCH-101, T121-FUEL-205, T121-OIL-04
Ferrari Engineering Report #ENG-T121-07 (1953)
FIA Appendix J – Technical Regulations for Historical Vehicles
EU Directive 2002/24/EC – Type-Approval for Two or Three-Wheeled Vehicles
The Ferrari Tipo 121 was used across Ferrari's early GT and racing platforms with longitudinal front mounting and no emissions licensing. This engine received platform-specific calibrations—tuned for maximum power in the 340 Mexico and balanced for endurance in the 275 S—and was not updated during production due to rapid successor development. All applications are documented in OEM competition dossiers and factory build sheets.
Locate the engine serial number stamped on the right-side crankcase flange near the starter motor (Ferrari TIS T121-ID-05). The engine prefix "121C*" indicates Tipo 121 configuration. Visually, the engine features an inline-six layout with exposed valve covers, triple Weber 40DCF carburettors on a cast alloy intake manifold, and a front-mounted water pump. Critical differentiation from later Lampredi sixes: the Tipo 121 uses a gear-driven camshaft and lacks overhead camshafts. Service parts require chassis number verification—each unit was hand-built with non-interchangeable components per factory records (Ferrari Engineering Rep. #ENG-T121-07).
The Tipo 121's primary reliability risk is valve float at high RPM, with documented cases of valve spring resonance leading to piston-to-valve contact. Internal Ferrari competition reports from 1953 noted multiple retirements in the Carrera Panamericana due to valvetrain failure, while FIA inspection records show carburettor synchronization issues contribute to a portion of performance-related DNFs. Extended high-RPM operation without proper warm-up increases spring fatigue, making pre-race warm-up protocols and rev-limit adherence critical.
Analysis derived from Ferrari technical bulletins (1950-1954) and FIA historical competition records (1950-1954). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FERRARI TIPO-121.
Comprehensive technical documentation and regulatory references
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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