May 22

May 22 Guide: Ferrari 400

Ferrari - Ferrari 400 / 400i - 1970s Italian Cars - 1970s Supercars - Pininfarina

Background

Four years after the 365 GT4 was launched, Ferrari replaced it with an updated model: the 400. It was the latest in a long-running line of front-engined four-seat V12 Ferraris that officially began with the 250 GTE in 1959.

The Ferrari 400 was introduced alongside the new 512 BB at the Paris Motor Show in October 1976. It came with an engine enlarged from 4.4 to 4.8-litres and some subtle cosmetic enhancements to both the body and interior. However, its most notable feature was the availability of a new automatic gearbox option.

The 400 was the first automatic Ferrari to go on sale, but it was not the first model from Maranello to be equipped with an auto ‘box. That honour went to a batch of six 365 GTs ordered by Ferrari's North American distributor, Luigi Chinetti, in the late 1960s.

Chinetti’s batch of 365 GTs were prototypes created to test the combination of Ferrari’s V12 engine and General Motors’ three-speed automatic transmission.

By contrast, the 400 was a genuine production model available to almost anyone with deep enough pockets to purchase one.

Unfortunately, that did not include the American buyers who normally would have been expected to order the automatic 400 en masse.

The reason for this was that the 400, like all Ferrari’s twelve cylinder models of the era, were not legal for sale in the United States. As a result of Ferrari’s failure to undertake the costly process of complying with Federal emissions and safety legislation, US main dealers were only able to offer the V8-powered 308 range.

The reduced line up, along with the lingering affects of the Oil Crisis, meant it was a tough time to be a Ferrari representative in the USA.

Despite not having been available in the US through official channels, a number of grey import 400s and BBs did make their way across the Atlantic. Such cars were individually Federalised by local agencies, often at vast expense to their owners.

The 400 slotted into Ferrari’s line up as the costliest model on offer. At the time, it was the only V12 in the range and, with a cockpit spacious enough for four adults, offered an unrivalled degree of practicality.

Whereas the Flat 12-engined BB was an attention-grabbing two-seater, the 400 gave Ferrari performance with the kind of conservative styling favoured by many wealthy industrialists of the time, particularly those in Ferrari’s home market.

Chassis

Like its predecessor (the 365 GT4), the 400 was based around a conventional tubular steel chassis. Both cars shared a 2700mm wheelbase which was the longest of any Ferrari built up until that point.

For this latest application, the twin fuel tanks fitted in the trunk floor / rear wings were enlarged from an overall capacity of 102 litres to 120 litres. The type number given to the new chassis was Tipo F101 CL180.

Suspension was fully independent with unequal length wishbones and coil sprung telescopic Koni shocks. Anti-roll bars were installed at both ends.

Once again, a self-levelling rear axle was fitted along with power steering.

Disc brakes were installed all round.

Instead of wheels fastened in place with a single centre locking hub nut (as per the 365 GT4), the 400 came with five-bolt rims. Like before, these Cromodora five spoke star-pattern wheels measured 15 x 7-inches and came shod with Michelin XWX tyres.

Track dimensions were unchanged (1470mm front and 1500mm rear).

Engine & Gearbox

In the engine bay was an enhanced version of Gioacchino Colombo's venerable all-alloy 60° V12 that could trace its origins right back to 1947. By this time, the Tipo F101 C engine was the only iteration of the Colombo V12 still in production.

As usual, dual overhead camshafts were employed along with two valves per cylinder, single plug ignition, two coils and wet-sump lubrication.

Perhaps most notably, the 4.4-litre unit used by the 365 GT4 was enlarged to 4.8-litres. This was achieved by extending the stroke from 71mm to 78mm. Bore dimensions remained unchanged at 81mm. Displacement went from 4390cc to 4823cc which represented a gain of 433cc.

The 8.8:1 compression ratio and six Weber 38 DCOE sidedraught carburettors were imported direct from the GT4.

Peak output was 340bhp at 6500rpm and 311lb-ft at 4600rpm. While the torque rating was identical to its predecessor, peak power was up by 20bhp at 500rpm less than before.

Engine type numbers differed according to which gearbox was requested. When an auto ‘box was specified, Ferrari fitted a Tipo F101 C 080 engine. A Tipo F101 C 000 motor was installed with the manual ‘box.

The manual option (400 GT) came with Ferrari’s conventional Ferrari five-speed unit

The automatic (400 A) ran a three-speed Borg Warner transmission of the type used by Rolls Royce, Jaguar and Cadillac albeit recalibrated to suit the torque characteristics of the Ferrari engine.

Both variants employed a single-plate clutch and limited-slip differential.

Bodywork

When the sharply creased 365 GT4 was launched in 1972, there was nothing else like it on the road. However, whereas other angular creations of the 1970s began to look dated within a short space of time, Pininfarina’s notchback design was handsome enough to remain in production with just a couple of minor tweaks until 1989.

The 400 was updated with a new body coloured front spoiler that channelled more cool air to the engine.

Body coloured instead of brushed alloy vents were used on the front lid.

At the back, twin tail lights replaced the original triple lens arrangement.

Another addition was a new electric exterior mirror for the driver.

Unlike the 365 GT4, a prancing horse was absent from the front grille.

New 400 badges were added to the satin black tail fascia.

Compared to its only domestic rival, the Series 3 Lamborghini Espada, the Ferrari 400 was a far more discrete option. Both cars offered a similar level of cockpit space which could not be said of the Aston Martin V8 which came with comparatively cramped rear quarters.

Interior

The 400’s interior was updated in several ways.

Redesigned seats featured a new stitch pattern. The front seats now automatically slid forward when the backrests were tilted forward which allowed easier access to the rear.

The door panels and sidewalls were also redesigned and the dash was switched from brushed suede to leather upholstery. Ferrari fitted a new stereo system and slightly revised some of the instrumentation. Updated air-conditioning vents were also installed.

Leather upholstery, electric windows and air-conditioning were standard equipment.

Thanks to the cockpit’s slim pillars and large glass area, visibility was excellent.

The existing instrumentation layout was retained. The main binnacle housed two large read outs for road and engine speed. In between were smaller gauges for oil pressure and water temperature. Another four small instruments (a clock, fuel read out, oil temperature gauge and ammeter) were located at the top of the centre console and angled towards the driver.

All eight instruments were set within square satin black shrouds.

Options

As had been the case with the 365 GT4, practically everything one could imagine was standard on the 400. However, Ferrari did introduce three new options: a sunroof, a passenger-side electric mirror and a secondary air-conditioning unit (for the rear seat area).