The majestic Berlinetta was then hidden away again, until rumours filtered through to the C&SC office that a 375MM coupé had arrived in England, heading for Martin Chisholm’s Cotswolds base. This hugely valuable machine doesn’t venture out in the rain and, predictably, the first two trips were thwarted by gloomy forecasts. Third time lucky, and when ‘0490’ rolled out into the bright daylight it looked as dazzling as reports from Chisholm had predicted. Walking around its dramatic form, you spot clever details only previously known to owners, restorers and marque experts. The attention to unseen brackets such as those that support the bumpers, or the inner sections that mould these slim chrome features into the body, all add to the harmony. Unlike modern Ferraris, the 375MM has true class with minimal branding. Enzo knew that his cars had enough sheer presence and aural drama to separate them from other marques.
Does this fabled machine live up to its road-racing origins? The competition pedigree is clear as soon as you pull open the flyweight aluminium door. It may have been a motor show sensation, but this 375’s roots lie in a Grand Prix-based, Aurelio Lampredi-designed engine and a chassis honed on epic enduros at Spa, Le Mans and the Carrera PanAmericana. Inside, there are deep, open door pockets and shaped, triple-vented bucket seats with the exposed Borrani spare mounted behind. As in a Formula 1 Ferrari, the three-spoke, wood-rimmed steering wheel has those classic metal studs on the back for extra grip. The trim could have inspired any one of the recent crop of retro-moderns with its deep, navy-blue dash, tan leather, polished steel and cream headlining. Ribbed brown rubber mats edged in leather complete this gorgeous cabin. Straight ahead are two large Veglia dials: a 300kph speedo and a rev counter that registers all the way to 8000rpm. To the left, in moulded housings, are oil pressure, water temperature and fuel gauges, relaying everything the lucky driver needs to know, while chrome switches are neatly hidden under the dash. The recent fad for mounting the ignition switch and starter button on the centre console is nothing new, and I’m confused at first as I look in vain around the column for key hole and fuel switches.
This car’s huge value restricts my drive to a private estate, but the route is long enough to get a feel for the 375MM’s rich character. The all-synchro four-speed gearbox has a smooth action through its slightly angled gate and, combined with the light clutch, it’s a treat to work. The steering feels vague compared to the joyous action of younger 250 models and, if you push a little harder, predictable understeer forces the front wide into bends. Tall ‘Mexican’ gearing requires you to engage first for sharp corners, but as you accelerate out the big V12 pulls strong and clean once those Weber butterflies are fully open. At 3000rpm the engine really gets into its stride and the mid-range surge is mighty as the V12 thrums through the elegant cockpit, its yowl tuned by the four small pipes out the back. As the tall Avons pound across bumps, the suspension offers a surprisingly refined ride in contrast to the bare-bones racing 375s, so you’d never tire of this big-bore beauty on a continental run.
Depressingly, however, it’ll rarely be seen at speed because ‘0490’ is destined for static display in a private collection, with occasional concours outings. Somehow, this ’50s supercar looks wrong parked and silent on a neat grass fairway, like racers locked up in museums. Perhaps one day their millionaire owners will follow the example set by lucky Alfa 8C drivers and organise a special rally exclusively for Ferrari 375s. Just imagine a convoy of these ’50s exotics – Bergman coupé and ‘0490’ trailing PanAmericana racers – blasting across Montana or Arizona.