Ferrari’s “America” series of custom-bodied, large-displacement grand touring cars were created for the most elite clientele – discerning motorists for whom cost was immaterial, provided that exclusivity, performance, and sophistication were assured. Among the original owners of these magnificent machines were royals like Shah Reza Pahlavi of Iran and Emperor Bao Dai of Vietnam; prominent Italian industrialists such as Gianni Agnelli, Renato Bialetti, Pietro Barilla, and Dott. Enrico Wax; and wealthy American enthusiasts including Bill Harrah, Tony Parravano, and Robert Wilke.

Joining this exclusive circle was Niccolò De Nora, an Italian entrepreneur with longstanding ties to the Ferrari marque.

Born in Milan in 1931, Niccolò was the son of Oronzio De Nora, an influential engineer and scientist who, in 1923, founded Industria De Nora S.p.A., a firm specializing in electrochemical technologies. Under the leadership of the De Nora family, the company became a global powerhouse in the production of chlorine, caustic soda, and later, in pioneering advancements in water treatment, green hydrogen, and energy transition technologies.

Although the De Nora legacy was firmly rooted in Milan’s industrial sector, Niccolò ventured into the automotive realm, supplying Ferrari with exhaust components through his firm SNAP. In 1962, he founded Autocostruzioni Società per Azioni (ASA), with the goal of building a small, stylish gran turismo. The ASA 1000 GT, powered by a one-liter, four-cylinder engine developed in Modena by Vittorio Bellentani, was engineered with significant input from former Ferrari technicians. Though ASA had no official affiliation with Ferrari, its refined design and engineering pedigree earned the 1000 GT the nickname “Ferrarina.”

As both a favored client and a component supplier, Niccolò enjoyed a respectful, professional relationship with Enzo Ferrari, who even recommended Romolo de Stefani, a former Autobianchi executive, to lead ASA as its general manager.

It is only fitting, then, that De Nora was among the first to place an order for Ferrari’s newest and most exclusive grand touring model: the 400 Superamerica. This flagship Ferrari was introduced to the public as the ultimate expression of road-going luxury and performance.

De Nora’s 400 Superamerica, chassis 2407 SA, was one of just six short-wheelbase Series I chassis to receive Cabriolet coachwork by Pininfarina. Rarer than the coachbuilder’s more widely seen Coupe Aerodinamico, which was based on the celebrated Superfast II show car, the Cabriolet was a more traditional yet equally imposing design. With crisp lines, a commanding hood scoop adorned with chrome brightwork, and elegant GTE taillamps, it blended elements from earlier 250 GT Cabriolets with distinctive new flourishes. Most were fitted with removable hardtops and bespoke interiors, luxuriously appointed with Veglia instrumentation and the latest motoring accessories.

Completed in spring 1961, De Nora’s Cabriolet, bearing body no. 99502, was finished in Grigio Argento (Silver Gray) over black Connolly leather. Ferrari factory build sheets note its rare mechanical specification: Solex carburetors and Bosch distributors, rather than the more typical Weber and Marelli combination. The engine, internal no. 18 SA, remains original to the car today.

Shortly after its delivery, 2407 SA made a high-profile appearance at the 1961 Monaco Grand Prix, where it served as the official car for the Directeur de Course, or course marshal. In August 1962, De Nora acquired another 400 Superamerica – Pininfarina’s sensational, one-off Superfast IV show car, chassis 2207 SA. Exactly how long he retained the Cabriolet remains unclear.

By 1965, chassis 2407 SA had been exported to the US, where it was owned by Ted Dibble, a real estate developer in Coos Bay, Oregon. He repainted it in Ford Mustang Poppy Red and added a roll bar. Three years later, it passed to Bruce Russell of Vancouver, who removed the roll bar and refinished the car in light yellow.

Remaining in the Pacific Northwest for another decade, the Superamerica was traded in 1976 to Harley Cluxton’s Grand Touring Cars of Scottsdale, Arizona, toward a new 308 GT4 Dino. In 1977, it was included in a package deal to Rex H. De George of Beverly Hills, California.

In 1979, the car entered the esteemed collection of Greg Garrison, a prominent television producer and avid Ferrari aficionado. Over the next 22 years, 2407 SA was a centerpiece in Garrison’s stable of coachbuilt Ferraris, which included legendary models such as Superfast I, 4.9 Superfast, 365 California, and 330 GTC Speciale. The Cabriolet resided in both his Southern California barn and Montana summer retreat until 2001, when it passed to its current owner.

A passionate Ferrari collector with experience restoring some of the marque’s most significant coachbuilt models – including a 410 Superamerica, 500 Superfast, and several 400 Superamericas – the consignor commissioned Bob Smith Coachworks of Gainesville, Texas, for a no-expense-spared, concours-quality restoration. The car was refinished in the arresting combination of light yellow with a dark blue hardtop and medium blue leather upholstery.

Completed in 2008 and shown selectively over the following two years, 2407 SA received numerous accolades, including a Platinum Award and Excellence Cup at Cavallino and a Third in Class at the Pebble Beach Concours d’Elegance®. It also graced the cover of Cavallino magazine and was the subject of a featured article by marque historian Alan Boe. Its last public showing was in 2010, at the Amelia Island Concours d’Elegance.

A rare and evocative example of early 1960s Italian craftsmanship, this 400 Superamerica Series I Cabriolet epitomizes the exclusivity and bespoke artistry of Ferrari’s golden era. Among the most expensive road cars of its time and limited to just six examples in this specification, 2407 SA is remarkable not only for its rarity, but also for its impeccable provenance. Commissioned by Niccolò De Nora – an industrialist with deep Ferrari connections – owned for decades by legendary collector Greg Garrison, and restored to world-class standards, this Pininfarina masterpiece remains a crowning achievement.