Guide: Ferrari 400i
Background
In late 1979, Ferrari introduced a third iteration of their grand four-seat model originally launched as the 365 GT4 in 1972.
The 4.4-litre 365 GT4 had evolved to become the 4.8-litre 400 in 1976. Although it came with an enlarged engine and an array of cosmetic updates, the 400 was perhaps most memorable because it marked the arrival of an automatic gearbox option which had never previously been offered to customers.
This latest version, the 400i, most notably came with a fuel-injected V12 instead of a traditional bank of six sidedraught Weber carburettors.
The 400i was the first production Ferrari to be equipped with fuel-injection; over the next couple of years, Ferrari also went on to replace its carb-fed Flat 12 and V8-engined models (the BB and 308) in a similar fashion.
Ferrari was neither the first nor the last high end European manufacturer to make the switch to fuel-injection. Porsche had begun to use the system for their production cars in 1972 while the likes of Mercedes-Benz and Maserati had done so way back in the 1950s.
By contrast, although Lamborghini and Aston Martin had already added injection systems to their cars sold in the USA (and some other markets), they didn’t drop carburettors for their most potent variants until 1990.
Ferrari turned to Bosch to supply a suitable system; the German firm’s eponymous K-Jetronic installation was the benchmark in mechanical fuel-injection. It gave a smoother power delivery, was easier to maintain and helped greatly when it came to reducing emissions.
Ferrari unveiled the 400i at the Turin Motor Show in November 1979. It arrived as the most expensive Ferrari available and joined a line up that initially comprised the 512 BB, the 308 GTB / GTS and the 308 GT4. However, within a few weeks of the 400i’s introduction, the 308 GT4 was replaced by the fuel-injected Mondial 8. The 308 GTB and GTS then got the injected Mondial 8 engine at the end of 1980 (becoming the GTBi and GTSi respectively). The BB was the last model to adopt fuel-injection when the 512i BB arrived in late '81.
Like the BB, the 400i was not legal for sale in the USA on safety and emissions grounds.
Chassis
Although the 400i chassis was re-designated Tipo F101 DL 170 (automatic) and F101 DL 110 (manual), these were effectively the same tubular steel frames that the carb-fed 400s had used.
At 2700mm, the wheelbase was the longest seen on any Ferrari thus far and meant there was plenty of space to accommodate four adult passengers.
Suspension was independent all round with unequal length wishbones, coil springs, telescopic Koni shocks and an anti-roll bar at either end.
Power steering and a self-levelling rear axle were standard equipment.
Ventilated disc brakes were fitted to each corner along with 7 x 15-inch Cromodora five spoke light alloy wheels (originally shod with Michelin XWX tyres).
Twin fuel tanks with an overall capacity of 120-litres were installed underneath the boot floor / rear fenders.
Engine / Gearbox
The 400i’s most significant updates concerned its engine.
Under the hood was the penultimate incarnation of Gioacchino Colombo’s short-block 60° V12, a power unit that had been around in one shape of form since 1947. A big bore, long stroke version with a special block that debuted in the 400 Superamerica during late 1959 had enabled the original Colombo motor to be stretched well beyond the original three-litre maximum.
Like its predecessor, the 400i ran dual overhead camshafts, wet-sump lubrication and an 8.8:1 compression ratio.
Displaced was an unchanged 4823cc thanks to a bore and stroke of 81mm and 78mm respectively.
The big difference was the switch to Bosch K-Jetronic fuel-injection which replaced the six Weber sidedraught carburettors originally fitted.
Additionally, a single distributor and Dinoplex electronic ignition replaced the twin distributor arrangement used previously.
Peak output was 310bhp at 6500rpm and 289lb-ft at 4200rpm.
In comparison, the outgoing 400 had produced 340bhp at 6500rpm and 311lb-ft at 4600rpm.
Engine type numbers differed according to which transmission was installed. Cars with the optional three-speed Borg Warner automatic (400i A) used a Tipo F101 D 070 motor. Those fitted with a five-speed manual (400i GT) ran F101 D 010 engines.
Both variants used a single-plate clutch and limited-slip differential.
Bodywork
Aside from new tail badges that identified this as the latest fuel-injected model, the 400i was identical to its predecessor.
The elegant Pininfarina design appealed to those customers that wanted supercar levels of performance in a discrete, stylish package that bucked the contemporary trend for flashy and aggressive looks.
Steel was used for everything except the aluminium bonnet and boot lid.
Bodyshells were fabricated at Pininfarina's Turin factory and then shipped down to Maranello where the mechanical components were installed.
That the 400i still looked fresh seven years after the design’s 1972 debut was testament to the quality of Pininfarina's work.
Thankfully, these cars were rarely finished in the bright red so commonly favoured by purchasers of Ferrari's mid-engined models. Instead, silvers, blues, blacks and greys were most frequently chosen.
Trademark details of these sharply creased machines were pop-up headlights, natural alloy grilles and satin black bumpers with a matching tail fascia treatment. The twin tail lights per side were synonymous with Ferrari models of the era and ensured the 400i was instantly recognisable as a Maranello product.
Interior
Inside, the spacious four-seat cabin came with full leather upholstery, electric windows, a radio and air-conditioning as standard.
The 400i used the same updated interior ushered in for the 400 in 1976; the seats, door panels, and cockpit sidewalls had all been redesigned and the dash had been switched from alcantara to leather. The air-conditioning system had also been updated along with some of the instrumentation.
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.
Thanks to the cockpit’s slim pillars and large glass area, visibility was excellent. The amount of head and leg room was also impressive for such a high performance machine.
Options
As the 400i came with practically everything as standard, the list of optional extras was fairly limited.
Customers could enhance their car with a supplementary air-conditioning unit for back seat passengers, a sunroof and a set of fitted luggage.
Weight / Performance
Compared to the 400, the 400i was 130kg heavier (1830kg as opposed to 1700kg).
Top speed dropped from 153mph to 150mph.
0-62mph took 6.7 seconds in the manual variant (up from 6.5) and 7.3 seconds in the automatic (up from 7.1).
Late 1982 Production Changes
Three years after its November 1979 debut, the 400i underwent a range of updates.
The revised variant was launched at the Paris Motor Show in October 1982. It came with new camshaft profiles and exhaust manifolds that boosted peak output to 315bhp.
These cars also came with new gas-filled shock absorbers.
Externally, a narrower front grille meant the foglights were exposed in each corner (as opposed to behind the grille). The natural alloy grille between the headlights and the satin black tail fascia were changed to body colour.
Rear fog lights were now housed in the bumper and new exterior mirrors came with a small Ferrari shield.
Metric sized wheels were adopted so the 400i could use the latest Michelin TRX tyres.
The interior was revised with a new upholstery pattern for the seats. Revised door panels were fitted and a reworked centre console housed an array of new electronic switchgear.
End of Production
Production continued until early 1985, by which time 1305 examples of the 400i had been completed.
This figure comprised 883 cars equipped with the automatic transmission (171 of which were right-hand drive) and 422 with the manual gearbox (32 of which were right-hand drive).
Considering the 400i was frozen out of Ferrrai’s biggest market (the USA), these were pretty impressive figures.
A replacement, the 412i, was launched at the Geneva Motor Show in March 1985.
400i chassis numbers ranged from 26667 to 55523.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
