Guide: Ferrari 412
Background
Over a twelve-month period between October 1984 and September 1985, Ferrari completely revamped their production line-up with a combination of new and updated models.
Most famously, the extravagantly-styled Testarossa replaced the outgoing BB which had been around in one shape or form for over ten years.
In addition to the Flat 12-engined Testarossa, Ferrari also freshened up their V8 line: the 328 was brought in to replace the much-loved 308 and the Mondial Quattrovalvole underwent a transformation to become the Mondial 3.2.
Thanks to their facelifted bodies and updated interiors, the Testarossa, 328 and Mondial 3.2 all bore a strong family resemblance to one another.
Amid this flurry of activity, Ferrari’s most traditional model also came in for considerable attention.
By the mid 1980s, the four-seat front V12-engined 400i was something of a dinosaur; it had arrived as the 365 GT4 in 1972 before evolving into the 400 of 1976 and then the 400i of 1979. However, thanks to its refined nature, spacious cockpit and elegant styling, demand for the model remained strong (even though it was not legal for sale in the USA on safety and emissions grounds).
That the 400 and 400i had become the first and thus far only Ferraris offered with an automatic gearbox further ensured they occupied a unique position in the company’s line up.
The updated 412 was unveiled at the Geneva Motor Show in March 1985.
Mechanically, the 412 most notably came with a further enlarged engine and a new Anti-lock Brake System (ABS). Cosmetically, Pininfarina gave the 412 a subtle but effective exterior and interior makeover.
Like its predecessors, the 412 appealed to the kind of buyer who wanted a discrete and practical high-speed cruiser that combined the luxury of a Rolls Royce with the performance of a Ferrari.
Chassis
In typical fashion, although the 412’s tubular steel chassis was effectively the same as that of the 400i, new type designations were used. Cars equipped with the manual gearbox came with a Tipo F101 EL 110 chassis and those that ran an auto ‘box were Tipo F101 EL 170.
At 2700mm, the wheelbase was the longest seen of 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 discs were fitted at each corner. Significantly, the 412 was the first Ferrari to be produced with an Anti-lock Brake System (supplied by Bosch).
Brand new five spoke alloy wheels were shod with Michelin’s latest metric-sized TRX tyres. Front track was 10mm wider than before (1480mm) while the back end was unchanged (1500mm).
Twin fuel tanks with an overall capacity of 120-litres were installed underneath the boot floor / rear fenders.
Engine / Gearbox
In the 412’s engine bay was the final evolution of Gioacchino Colombo's short block 60° V12, a motor that could trace its origins all the way back to 1947 and claim a massive number of competition victories.
The Tipo F101 E engine fitted to the 412 was another all-alloy power unit with dual overhead camshafts, two valves per cylinder and wet-sump lubrication.
As the result of a 1mm bore expansion, displacement went from 4823cc to 4942cc (a gain of 119cc). Stroke was kept at 78mm.
Other upgrades included an increased compression ratio (from 8.8:1 to 9.6:1), further improved Bosch K-Jetronic fuel-injection and new Marelli Microplex electronic ignition with a single spark plug per cylinder.
Thanks to these changes, the 412 fully redressed the power deficit that occurred as a result of Ferrari’s switch to fuel-injection back in 1979; the 412 motor produced 340bhp at 6000rpm compared to 310bhp at 6500rpm for the outgoing 400i.
The torque rating was 333lb-ft at 4200rpm (up from 311lb-ft at 4600rpm).
Customers were once again given the option of either a Borg Warner three-speed automatic or Ferrari's own five speed manual gearbox. Engine type numbers were determined by which transmission was specified: Tipo F101 E 010 (manual) or Tipo F101 E 70 (automatic).
Bodywork
Thanks to the quality of Pininfarina’s original 365 GT4 design, only a handful of subtle tweaks were deemed necessary to transition it into the 400 and later the 400i. That so few changes were required was especially surprising considering the fast-changing fashion of the 1970s and early 80s.
Although the 412 ushered in arguably the most substantial changes yet seen on this platform, Pininfarina’s updates gave the design a new lease of life and successfully aligned it with Ferrari's other models of the era.
Most obviously, the previously black bumpers were made body coloured.
At the front, clear instead of amber indicator lenses were fitted and there was a new chin spoiler. This redesigned chin spoiler (like the sill panels and rear apron) were painted satin black. The updated rear apron now shrouded the exhaust pipes and fog lights.
To increase luggage space, the rear deck lid was raised.
Window trim was changed from chrome to black and larger exterior mirrors were fitted.
Unusually, there was no longer an exterior badge to denote which transmission type was installed.
These updates (combined with the new wheels) gave the 412 a fresh new look. The model was also now much more in line with Ferrari’s product line for the second half of the 1980s.
Like its predecessors, 412 bodies were manufactured from steel at the Pininfarina plant in Turin. Upon completion, they were trucked to Maranello for completion.
Interior
Inside, Pininfarina added new seats, new door panels and a new orange-on-black typeface for the instrumentation. The central control panel was also subtly reconfigured to give a more modern appearance.
There was also a new three-spoke Momo steering wheel.
The main instrument binnacle housed two large read outs for road and engine speed. In between were smaller stacked gauges for oil pressure and water temperature. Another three small instruments (a clock, fuel read out and oil temperature gauge) were located at the top of the centre console and angled towards the driver.
All eight instruments were set within square satin black shrouds.
The standard specification included electric front seats, electric windows, air-conditioning, leather upholstery and central locking.
With its long wheelbase, slim pillars and tall rear roofline, the 412’s cabin offered ample space up front and in the back. Importantly, a sizeable trunk was able to swallow a vast quantity of luggage.
Options
Aside from the choice of a five-speed manual or three-speed automatic transmission, optional extras were limited.
Customers could specify a sunroof, a set of Schedoni fitted luggage and a dual-zone air-conditioning system with a separate climate control system for the back of the cabin.
Weight / Performance
Compared to the outgoing 400i, the 412 was 25kg lighter in manual trim and 20kg lighter with an automatic gearbox.
Both gearbox types offered a top speed of 158mph (up from 150mph).
0-62mph times dropped from 6.7 seconds to 6.4 (manual) and from 7.3 seconds to 7 (automatic).
End of Production
Production of the 412 was discontinued in late 1989. By this time, Pininfarina’s original design was over 17 years old making it easily the longest-serving in Ferrari history.
Upon production’s end, the 412 was not immediately replaced. However, the four-seat front V12-engined layout did not disappear; in the pipeline was a clean-sheet design powered by a brand new V12 engine (the 456).
During four-and-a-half years of production, Ferrari completed 576 examples of the 412.
270 were equipped with the manual gearbox (of which 24 were right-hand drive).
The remaining 306 examples were equipped with an automatic transmission (of which 61 were right-hand drive).
Chassis numbers ranged from 56275 to 82153.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
