1953-1954 Ferrari 250 Europa

October 1953 saw the seven-year-old Ferrari organisation take a big step. On its stand at that month's Paris Auto Show were two new models: the 250 Europa and 375 America. Built on a 110.2-inch wheelbase, they were not only the largest Ferraris yet but Enzo's most serious attempt at a roadgoing production GT thus far. As noted (see 340/342/375 America), the Europa used the 375's chassis but carried a smaller, 2963-cc version of the Lampredi-designed V-12. This and the choice of model names dearly indicated Enzo's desire to satisfy the requirements of two different markets. European car buyers faced stiff purchase taxes based on engine size, plus high-priced fuel, hence the thriftier, small-displacement version. The big-inch model was intended solely for the U.S., where gas was much cheaper and car-purchase taxes non-existent.

Still, only 17 Europas and 13 Americas were built, starting at around serial number 0295 EU and ending with 0355 AL. As road cars, all had odd serial numbers in keeping with Ferrari practice (even numbers were reserved for competition types). "KU" obviously denoted a Europa, while "AL" stood for America Lungo (long wheelbase). Of the 30, five had Vignale bodies (four coupes, one cabriolet), one was a Ghia coupe, and the rest were dressed by Pinin Farina (22 coupes, one cabrio and one special"). Two of PF's Europa coupes had right-hand drive, and all of its closed bodies in both the Europa and America series were of 2 + 2 configuration. Cabriolets and Vignale coupes were strictly two-seaters.

The Farina-bodied Europas are notable as some of the smoothest and least cluttered cars ever seen from this designer, being almost too simple in decoration and surface development. Vignale's efforts, on the other hand, seemed to imply a desire to entertain the viewer with every possible form and fillip. They were chiefly the work of Giovanni Michelotti, who would continue to turn out coachwork both beautiful and bizarre.

Because of its precisely "square" cylinder dimensions (bore and stroke: 68 x 68mm), the Europa V-12 is a rarity among Ferrari engines. Depending on which brochure you read, horsepower was either 200 or 220. Top speed depended more on final-drive ratio; three were available, giving maximum velocities of 115 to 135 mph. Though it lasted barely a year, the 250 Europa is significant for solidifying Ferrari's reputation as a builder of sophisticated, exotic road cars. As a step beyond the "race-and-ride" concept, it was deliberately larger and lusher than previous models, aimed at more affluent folk who'd always dismissed Ferraris as too high-strung for the road-"racing" machines that were too noisy, uncomfortable, and impractical for everyday use. Unfortunately, the Europa's extra bulk made it almost "American," which wasn't what the typical Ferrari buyer wanted.

Still, some nine Americas and an equal number of Europas survive in the U.S. today and another Europa lives in Canada, so maybe Enzo had the right approach to the North American market. In fact, because of their bulk and rather ponderous handling (for Ferraris), these long-wheelbase models are much more at home in the wide-open spaces Stateside than they'd ever be on the narrow, crowded roads of Europe. And with the high-torque engines and all-synchro transmission, they're fairly easy to drive.

Which is only right. After all, not every Ferrari owner is a Carroll Shelby. Though not a 250 Europa, this 250 GT Europa displays similar Farina couple styling on that shorter Ferrari chassis. The reduced wheelbase stemmed in part from use of the short-block Colombo V-12 versus the long-block Lampredi engine in earlier 250 Europas.