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Ferrari 365 GT4 2+2, 400 and 412
Ferrari 365 GT4 2+2, 400 and 412
Ferrari 365 GT4 2+2, 400 and 412
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Ferrari 365 GT4 2+2/400/412
Ferrari 365 GT4 2+2
Overview
ManufacturerFerrari
Production1972–1989
AssemblyItaly: Maranello
DesignerLeonardo Fioravanti at Pininfarina
Body and chassis
ClassGrand tourer
Body style2+2 coupé
LayoutFront-engine, rear-wheel-drive
RelatedFerrari 365 GTC/4[1]
Chronology
PredecessorFerrari 365 GT 2+2
SuccessorFerrari 456

The Ferrari 365 GT4 2+2, Ferrari 400 and Ferrari 412 (Tipo F101) are a series of four-seater grand touring cars made by Italian manufacturer Ferrari between 1972 and 1989. The three cars are closely related, with the name changes reflecting mainly engine changes and styling revisions. It has a front-mounted V12 engine which drives the rear wheels.

Following Ferrari practice, their numeric designations refer to their engines' single-cylinder displacement expressed in cubic centimetres. The 365 GT4 2+2 was introduced in 1972 to replace the 365 GTC/4. It then evolved into the 400, the first Ferrari available with an automatic transmission. In 1979 the 400 was replaced by the fuel injected 400 i. The improved 412 ran from 1985 to 1989, bringing to an end Ferrari's longest-ever production series.

Although the option of an automatic transmission might imply it may have been designed for the American market, no version of these grand tourers was ever officially imported there as Enzo Ferrari believed that emerging environmental and safety regulations and a 55 MPH national speed limit suggested the company's eight-cylinder cars would suffice in the US market.[2] Many, however, entered as grey imports.

Design

[edit]
The 365 GT4 2+2 followed a three-box design

Ferrari turned to frequent styling partner Leonardo Fioravanti at Pininfarina, whose three-box design for the 365 GT4 2+2 was a clear departure from its fastback predecessor, the 365 GTC/4. It followed Fioravanti's Ferrari 365 GTB/4 Daytona as the second Ferrari to feature the characteristic swage line dividing the body into upper and lower halves.

Various coachbuilders, such as Carrozzeria Pavesi and Straman, offered convertible conversions of the 400 series. Switzerland's Felber also showed a shooting brake version on 400 GT basis called the Felber Croisette at the 1981 Geneva Salon de l'Auto.[3]

Specifications

[edit]

The tubular steel chassis was based on that of the GTC/4, but the wheelbase was lengthened 200 mm (7.9 in) to 2,700 mm (106.3 in). The bodies were steel, with a fiberglass floor; they were manufactured by Pininfarina at its Turin plant, then shipped fully finished to Modena where Ferrari assembled the cars. Suspension consisted of double wishbones, coil springs coaxial with the shock absorbers, and anti-roll bars all around; the rear axle featured a hydraulic self-levelling system. Under the bonnet there was a Tipo F 101 Colombo V12 that underwent many changes through the years. It was an alloy head and block, four overhead cams, 24-valve unit using wet sump lubrication. The transmission was conventionally coupled directly to the engine, as on the GTC/4, with a driveshaft connecting it to the rear limited slip differential. The steering was servo-assisted. Brakes were discs on all four wheels.

Model Engine type Displacement Bore x stroke Fuel system Maximum power at rpm
365 GT4 2+2 F 101 AC 000 4.4 L (4,390.35 cc) 81 x 71 mm Carburetor 340 PS (250 kW; 335 bhp) at 6200[4]
400 Automatic F 101 C 080 4.8 L (4,823.16 cc) 81 x 78 mm Carburetor 340 PS (250 kW; 335 bhp)
400 GT F 101 C 000
400 Automatic i F 101 D 070 Fuel injection 310–315 PS (228–232 kW; 306–311 bhp) at 6500
400 GT i F 101 D 010
412 (automatic) F 101 E 070 4.9 L (4,943.03 cc) 82 x 78 mm Fuel injection 340 PS (250 kW; 335 bhp) at 6000
412 (manual) F 101 E 010

365 GT4 2+2

[edit]
Ferrari 365 GT4 2+2
Overview
Production1972–1976
Powertrain
Engine4.4 L F 101 AC V12
Transmission5-speed manual
Dimensions
Wheelbase2,700 mm (106.3 in)
Length4,810 mm (189.4 in)
Width1,796 mm (70.7 in)
Height1,310 mm (51.6 in)
Curb weight1,500 kg (3,307 lb) (empty)

In 1972, just a year after the launch of the GTC/4, a new 2+2 debuted at the Paris Motor Show: the 365 GT4 2+2. The name refers to the single cylinder displacement (365 cc), four overhead camshafts (GT4) and seat configuration (2+2). Most of the mechanicals, including the 4,390 cc (268 cu in) engine, were carried over from its predecessor. The V12 used six side-draft Weber 38 DCOE 59/60 carburetors and produced 340 PS (250 kW) at 6200 rpm.[4][5] The gearbox was a five-speed, all-synchromesh manual with a single-plate clutch. Five-spoke alloy wheels were mounted on Rudge knock-off hubs; Borrani wire wheels were still offered at extra cost. Fittingly for a large grand tourer, standard equipment included leather upholstery, electric windows and air conditioning. 524 units were produced, including 3 prototypes. The GT4 was replaced in 1976 by the nearly identical looking Ferrari 400.

Rear view, showing the six round tail lights characteristic of this model.

400

[edit]
Ferrari 400 Automatic
Ferrari 400 GT
Ferrari 400 Automatic
Ferrari 400 GT
Overview
Production1976–1979
Powertrain
Engine4.8 L F 101 C V12[6]
Transmission5-speed manual
3-speed GM TH400 automatic
Dimensions
Wheelbase2,700 mm (106.3 in)
Length4,810 mm (189 in)
Width1,796 mm (70.7 in)
Height1,310 mm (51.6 in)
Curb weight1,700 kg (3,748 lb) (empty)

At the 1976 Paris Motor Show Ferrari unveiled the replacement for the 365 GT4 2+2. The new 400 was offered in two models: 400 Automatic, using a GM THM400 3-speed automatic transmission,[7] and 400 GT, using a five-speed transmission. The 400 Automatic was the first Ferrari to have an automatic transmission.[6] The 365's V12 engine had been stroked to a displacement of 4,823 cc (4.8 L; 294.3 cu in) and given six 38 DCOE 110-111 Webers, and now produced 340 PS (250 kW).[8] 0–60 mph took 7.1 seconds.[6]

Other changes compared to the 365 GT4 2+2 included five-stud wheels to replace the knock-off hubs (Borrani spoked wheels were not offered anymore), a revised interior, the addition of a lip to the front spoiler, and double circular tail light assemblies instead of triple. A total of 502 examples were produced, 355 of which were Automatics and 147 GTs.[7][8]

400 i

[edit]
Ferrari 400 GT i
Ferrari 400 Automatic i
"Series II" 400 GT i
Overview
Production1979–1985
Powertrain
Engine4.8 L F 101 D V12
Transmission5-speed manual
3-speed automatic
Dimensions
Wheelbase2,700 mm (106.3 in)
Length4,810 mm (189 in)
Width1,798 mm (70.8 in)
Height1,314 mm (51.7 in)
Curb weight1,830 kg (4,034 lb) (empty)

The carburetors on the 400 were replaced with Bosch K-Jetronic fuel injection in 1979.[9][10] As in the smaller 308GTBi and 308GTSi, power was down to 310 PS (228 kW; 306 hp), but emissions were much improved, complying with U.S. standards.[11] Top speed was 240 km/h (149 mph).[9] Initially differences between the 400 and 400 i were limited to the fuel injected engine and an "i" badge on the tail.

Towards the end of 1982, the 400i was updated. New camshaft profiles and exhaust headers raised engine power to 315 PS (232 kW).[12][13] The interior was significantly revised, gaining different upholstery, door panels, centre console and new electronic switchgear. On the exterior a narrower grille left the rectangular foglights exposed; the venting on the engine bonnet was changed from silver to body-colour. New, more elegant wing mirrors were fitted, bearing a small Ferrari shield. Around the back the tail panel was body-coloured instead of matte black, and foglamps were fitted in the bumper. Lower profile Michelin TRX tyres were adopted, on metric sized wheels. A total of 1305 examples were produced, 883 Automatics and 422 GTs.[10][11]

400i rear view

412

[edit]
Ferrari 412
Overview
Production1985–1989
Powertrain
Engine4943 cc F 101 E V12
Transmission5-speed manual
3-speed automatic
Dimensions
Wheelbase2,700 mm (106.3 in)
Length4,810 mm (189 in)
Width1,798 mm (70.8 in)
Height1,314 mm (51.7 in)
Curb weight1,805–1,810 kg (3,979–3,990 lb)

In 1985 further improvements were made to the series, with the launch of the Ferrari 412 (chassis Tipo F 101 EL) in April that year. The engine was bored 1 mm, for an increase in displacement to 4,943 cc (4.9 L; 301.6 cu in) — hence the name change to 412, representing the single cylinder displacement in cubic centimetres. Both the manual and automatic transmissions were retained, but exterior badging no longer denoted the transmission type fitted. Bosch ABS was offered, a first for Ferrari.[14] The body was altered, with a raised rear deck granting more luggage space. Pininfarina made many subtle tweaks to modernize the exterior. The bumpers were body-coloured; at the front there was a deeper spoiler, at the rear a black valance incorporated the foglamps and exhaust pipes. Side window trim was changed from chrome to black. The flat-faced wheels were new and fitted with TRX tires.

A total of 576 examples were made. Production ended in 1989 without a direct successor being immediately launched; the mid-engined Mondial remained the only Ferrari offering 2+2 seating. In 1992, after a three-year hiatus, the classic front-engine V12 2+2 grand tourer returned with the 456.

A black 1987 model of the 412 was used in the 2006 independent film Daft Punk's Electroma. The car used in filming was later auctioned for charity, with the 'HUMAN' license plates (in reference to the duo's album 'Human After All', released a year before) signed by Thomas Bangalter and Guy-Manuel de Homem-Christo, the directors of the film.[15]

1988 Ferrari 412 rear.jpg
Four round tail lights had replaced six
Leather was used throughout the interior of an automatic 412

Legacy

[edit]

Today, its sleek, Pininfarina-designed lines and relatively limited production numbers have made many enthusiasts consider it a classic.[citation needed] It has not been universally admired however, and is listed at #18 in the BBC's book of "Crap Cars" and Jeremy Clarkson on Top Gear described it as "awful in every way".[16] However, there have been many other favorable articles about the 400 series in the motoring press, including an outlying view expressed by UK motoring journalist L. J. K. Setright in CAR magazine in August 1984, who described it as "one of the few most beautiful, and one of the two most elegant, bodies ever to leave the lead of Pininfarina's pencilling vision".

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ferrari 365 GT4 2+2, 400 and 412

View on Grokipedia
from Grokipedia
The GT4 , 400, and 412 comprise a series of front-engine, rear-wheel-drive grand tourers manufactured by the Italian automaker Ferrari from 1972 to 1989, distinguished by their seating configuration, Pininfarina-designed bodies with aluminum hood and trunk lid, and evolution of the across displacements of 4.4, 4.8, and 4.9 liters. Introduced in 1972 as a replacement for the earlier 365 GTC/4, the 365 GT4 2+2 featured a 4,390 cc producing 340 horsepower at 6,200 rpm, paired with a five-speed and on all wheels, enabling a top speed of 245 km/h. Only 524 examples were built through 1976, emphasizing practicality with rear seats suitable for adults and a focus on long-distance touring. In 1976, the model evolved into the Ferrari 400, which enlarged the engine to 4,823 cc while maintaining 340 horsepower in carbureted form, introduced in the 400i variant from 1979 for improved emissions compliance, and marked Ferrari's first use of an optional three-speed developed with . The 400 series, produced until 1985 with approximately 1,800 units across manual and automatic versions, retained the angular styling but added refinements like hydraulic self-leveling rear suspension for enhanced ride comfort. The final iteration, the Ferrari 412, debuted in 1985 and ran until 1989, increasing displacement to 4,943 cc with Bosch K-Jetronic to deliver 340 horsepower at 6,000 rpm, along with the addition of anti-lock brakes and a revised interior for better . With a top speed of 250 km/h and production limited to 576 units, the 412 represented the pinnacle of this lineup's blend of performance and usability, though it faced declining demand amid shifting market preferences toward smaller sports cars. Throughout their run, these models prioritized grand touring versatility over outright sportiness, sharing a common tubular and disc brakes, while adapting to stricter regulations through updates and optional automatics that appealed to a broader, affluent clientele.

Overview and Development

Introduction

The GT4 2+2, 400, and 412 represent a lineage of grand touring cars produced by Ferrari in , , from 1972 to 1989. These models belong to the coupé class, featuring a that emphasized luxury and practicality for longer journeys while retaining Ferrari's performance heritage. Designed by Leonardo Fioravanti at , the series evolved from the predecessor Ferrari 365 GT 2+2 and paved the way for the successor , with the 365 GT4 2+2 serving as a related model in Ferrari's expanding lineup of four-seat grand tourers. 's styling influence introduced a clean, three-box design philosophy that balanced elegance with functional space. These cars were not officially imported to the due to stringent emissions regulations, resulting in a robust grey import market for enthusiasts. Across all variants, Ferrari produced approximately 2,907 units, marking the marque's longest-running series to date. The 400 series notably introduced Ferrari's first factory-equipped option, broadening its appeal as a versatile powered by the V12 engine family.

Historical Context and Development

In the early , Ferrari shifted its focus toward developing more comfortable grand tourers to appeal to a broader customer base beyond pure enthusiasts, leading to the initiation of the 365 GT4 project as a successor to earlier models. Prototypes for the 365 GT4 were constructed between 1971 and 1972, with three examples built (chassis numbers 15897, 16291, and 16293) to refine the design before production. The development was influenced by growing demand for V12-powered 2+2 seating configurations following the success of the 365 GTB/4 Daytona, which had highlighted the appeal of Ferrari's front-engine V12 layout but lacked practical rear seating. Ferrari collaborated closely with Pininfarina starting in 1971, tasking stylist Leonardo Fioravanti with creating a new four-seat body that balanced elegance and usability while retaining the brand's performance heritage. Later variants in the lineup introduced Bosch K-Jetronic fuel injection for the first time on these models, aimed at reducing emissions without fully compromising the V12's character. Key milestones included the debut of the 365 GT4 2+2 prototype at the 1972 , marking its public introduction as a refined evolution of Ferrari's grand touring lineup. The model line evolved into the 400 in 1976, unveiled at the Salon as Ferrari's inaugural offering with an option to further enhance long-distance comfort. By 1985, the 412 update integrated Bosch ABS braking for improved safety and control, representing a significant technological advancement in the series. Regulatory pressures in during the drove the transition from carbureted engines to in the 400i variant introduced in , helping comply with tightening emissions standards across the continent. Strict U.S. emissions regulations of the era prevented official and sales of the 365 GT4 2+2 in America, limiting the lineup's market primarily to and other regions with less stringent efficiency mandates.

Design and Engineering

Body and Exterior Design

The Ferrari 365 GT4 , 400, and 412 shared a -designed three-box that emphasized elegant grand touring proportions, featuring a prominent swage line running along the body sides to visually divide the upper and lower sections, a motif reminiscent of the earlier 365 GTB/4 Daytona. This styling approach created a sleek, elongated profile suitable for a configuration, with the bodies constructed primarily from steel panels over a floorpan for weight savings and resistance. All models utilized a 2,700 mm to accommodate rear seating while maintaining balanced aesthetics, and the complete body assemblies were hand-built by at their Grugliasco facility near before final assembly in Maranello. Exterior details evolved across the lineup to refine the visual identity while adhering to stricter safety regulations. The 365 GT4 2+2 was characterized by six round tail lights arranged in pairs, contributing to its distinctive rear stance. The succeeding adopted double circular tail light units per side for a more streamlined appearance, paired with the introduction of standard five-stud alloy wheels that replaced earlier wire-spoke options for improved modernity and ease of maintenance. By the 412, further updates included four round tail lights, body-colored bumpers integrated seamlessly into the lines for a less segmented look, and a raised rear deck that enhanced luggage capacity without compromising the overall silhouette. Although official variants remained coupes, third-party coachbuilders produced limited conversions that expanded the model's versatility. Carrozzeria Pavesi and Straman offered unofficial convertible transformations of the 400 and 400i, folding back the steel roof to create open-top grand tourers while preserving the V12 powertrain and core structure. A particularly rare example was the Felber Croisette, a conversion based on the 365 GT4 2+2 platform, crafted by Swiss builder Willy Felber and unveiled at the 1981 Motor Show to showcase expanded cargo space with a wagon-like rear. Inside, the cabins prioritized luxury and practicality for four occupants, with upholstery standard across all models, complemented by electric windows and for enhanced comfort on long journeys. From the 400 onward, the dashboard was revised with a more ergonomic layout featuring centralized controls and wood accents, while the seating was reconfigured for improved rear legroom and support in the arrangement, making these Ferraris viable family grand tourers without sacrificing sporting intent.

Chassis, Suspension, and Interior Features

The chassis of the GT4 , 400, and 412 series utilized a tubular steel frame, providing a lightweight yet rigid structure suitable for grand touring applications. This design was carried over from earlier models like the 365 GTC/4, ensuring structural integrity while accommodating the front-engine layout and seating configuration. Suspension across all models featured independent double-wishbone setups at both front and rear, with coil springs over telescopic shock absorbers and anti-roll bars for balanced handling. The rear suspension incorporated a hydraulic self-leveling system from the factory, which maintained under varying loads and enhanced comfort for long-distance travel—a novel feature for Ferrari at the time. The 412 received further refinements to the front suspension geometry for improved stability. Braking was handled by four-wheel disc brakes, with vented rotors and servo assistance for responsive stopping power. The 365 GT4 2+2 and 400 employed power-assisted recirculating-ball , while the 412 introduced a servo-assisted rack-and-pinion for improved precision and reduced effort. The 412 introduced Bosch ABS as an option, marking Ferrari's first implementation of antilock braking technology. Interior features emphasized grand touring refinement, with Connolly leather upholstery, air conditioning, and analog instrumentation clustered behind a three-spoke steering wheel. The cabin provided ample front seating with usable rear space for two adults, though legroom was limited. The 1982 update to the 400i included revised seats with new upholstery patterns, updated door panels, and a reworked center console for a more modern layout. From that year onward, Michelin TRX low-profile tires were fitted on metric-sized alloy wheels, improving ride quality and grip. These vehicles were hand-assembled at Ferrari's factory, underscoring their bespoke craftsmanship and focus on comfort over outright sportiness. Early 365 GT4 2+2 models offered optional Borrani wire wheels, complementing the standard alloy stars for a classic aesthetic. Later variants like the 400i and 412 shifted to five-spoke alloys, prioritizing durability and integration with the self-leveling suspension.

Engine and Drivetrain

Engine Evolution

The engine powering the GT4 2+2, 400, and 412 models was an evolution of the iconic V12, designated as the Tipo F101, featuring an all-aluminum construction with block and heads, double overhead camshafts (DOHC), 24 valves, and lubrication. Mounted in a front-longitudinal configuration, this 60-degree provided output of approximately 430–470 Nm across variants, emphasizing smooth grand touring performance. Introduced in the 365 GT4 2+2 in 1972, the base Tipo F101AC engine displaced 4.4 liters (4,390 cc) and produced 340 PS (250 kW) at 6,200 rpm, fed by six side-draft Weber 38 DCOE carburetors. This configuration provided robust low-end torque for the 2+2's role, with the engine's aluminum components contributing to a relatively light weight despite the increased displacement over prior models. The engine progressed with the 1976 Ferrari 400, where bore and stroke increases enlarged displacement to 4.8 liters (4,823 cc) while retaining the carbureted setup and output of 340 PS, at 6,500 rpm. The same six Weber 38 DCOE carburetors were employed, preserving the responsive throttle characteristic of the series. To meet stricter emissions regulations, the 1979 Ferrari 400i adopted Bosch K-Jetronic mechanical fuel injection, which replaced the carburetors but reduced power to 310 PS (228 kW) at 6,500 rpm due to detuned mapping. A mid-production update in 1982 introduced revised camshaft profiles and exhaust headers, partially restoring output to 315 PS while enhancing efficiency and refinement. The final iteration arrived with the 1985 Ferrari 412, featuring a further bore increase to 4.9 liters (4,943 cc) that restored peak power to 340 PS at 6,000 rpm, leveraging the injected system for better emissions compliance without sacrificing the V12's signature character. This displacement marked the Colombo V12's largest road-car application, balancing torque delivery at 451 Nm at 4,200 rpm for effortless highway cruising.

Transmission and Performance Systems

The Ferrari 365 GT4 2+2 was equipped with a five-speed all-synchromesh as standard, featuring a single-plate dry and integrated directly with the for precise power delivery. This setup, similar to that of the preceding 365 GTC/4 but with an extended propeller shaft to accommodate the longer , emphasized driver engagement in a grand touring context. The 400 series introduced Ferrari's first automatic transmission option with the three-speed GM Turbo-Hydramatic 400, adapted for the Colombo V12's torque characteristics and marking a shift toward more relaxed grand touring. Available on all subsequent models including the 400i and 412, the automatic saw high uptake, with approximately two-thirds of 400 and 400i units and over half of 412s equipped with it, while manuals remained available for enthusiasts seeking traditional shift feel. All variants utilized through an open differential, with a offered as an optional upgrade to enhance traction under load. Performance refinements included 1982 updates to the 400i's exhaust manifolds and profiles, improving flow and contributing to a modest power increase while maintaining emissions compliance. The transition to Bosch K-Jetronic on the 400i and later models enhanced throttle response over the prior carbureted setup, providing more immediate power delivery suited to highway cruising. The automatic proved durable for long-distance grand touring, with routine service recommending fluid and filter changes every 30,000 miles to ensure longevity.

Model Variants

365 GT4 2+2

The GT4 debuted at the 1972 as Ferrari's updated in the 2+2 seating configuration. Production ran from 1972 to 1976, with a total of 524 units built, including three prototypes. Designed by , it served as the foundational model in a lineage that emphasized practicality alongside Ferrari's signature V12 performance, positioning it as the brand's entry-level offering in the V12 2+2 segment. At its core, the 365 GT4 2+2 featured a front-mounted 4.4-liter carbureted (Tipo 250) producing 340 PS (250 kW) at 6,200 rpm, paired exclusively with a five-speed . Visually distinctive, it incorporated six round tail lights and was available with five-spoke alloy wheels as standard or optional Borrani wire wheels. These elements contributed to its angular, modern styling update over predecessors. Performance figures highlighted its grand touring credentials, with from 0 to 100 km/h in 6.5 seconds and a top speed of 245 km/h, while fuel economy hovered around 12 L/100 km under typical conditions. As a direct evolution from the earlier 365 GT 2+2, it refined the and exterior aesthetics for improved comfort and without altering the core V12 philosophy.

400

The Ferrari 400 debuted at the as a refined evolution of the 365 GT4 2+2, emphasizing luxury and accessibility for grand touring. Production ran from to 1979, with a total of 502 units built, comprising 355 automatic models and 147 manual GT variants. This model marked Ferrari's strategic shift toward broader appeal, introducing automation to cater to drivers prioritizing comfort over pure sporting engagement. At its core, the 400 featured a 4.8-liter carbureted producing 340 PS (250 kW), an increase in displacement from the predecessor's 4.4 liters for enhanced low-end torque and smoothness. It was the first Ferrari to offer an option, a three-speed GM-sourced unit designed for effortless cruising, alongside the traditional five-speed manual in the GT version. Exterior refinements included double circular tail light assemblies replacing the prior triple units, while the interior saw revisions with improved for a quieter cabin experience. The wheels adopted a five-stud design, moving away from knock-off hubs for greater practicality and safety. Performance remained comparable to the 365 GT4 2+2, with a top speed of 245 km/h for the manual GT and 240 km/h for the automatic, underscoring the model's credentials. The automatic variant was slightly less agile, achieving 0–100 km/h in 7 seconds due to the transmission's characteristics. Targeted at executive buyers seeking refined ease, the 400 bridged Ferrari's sporting heritage with everyday luxury, making high-performance travel more approachable without compromising the brand's V12 essence.

400i

The Ferrari 400i was introduced at the Motor Show in November as a mid-cycle update to the series, featuring to meet evolving emissions standards. Production spanned from to early , with a total of 1,305 units built, including 883 equipped with the three-speed and 422 with the five-speed manual. The model retained the 4.8-liter V12 engine but replaced the carburetors with Bosch K-Jetronic mechanical , initially producing 310 PS (228 kW) at 6,500 rpm. A 1982 facelift introduced revised profiles and exhaust manifolds that boosted output to 315 PS (232 kW), along with a body-colored tail panel in place of the previous satin black finish and tires for improved handling. These changes enhanced drivability while maintaining the . Performance remained strong for a , with a top speed of up to 245 km/h and smoother throttle response enabled by the injection system's precise fuel metering, which also reduced emissions to broaden market access in regions with stricter regulations. The added weight from emissions equipment—approximately 130 kg more than the carbureted —slightly tempered acceleration, but the overall refinement suited long-distance cruising. The 400i's higher production volume reflected the growing popularity of its option among buyers seeking effortless grand touring, while interior revisions, including updated upholstery patterns and console , improved for driver and passengers.

412

The Ferrari 412 was launched in 1985 at the Motor Show as the culminating model in the evolution of Ferrari's grand touring coupes, with production continuing until 1989 and resulting in 576 units built, including both manual and automatic variants. This final iteration restored power levels while incorporating modern safety enhancements, positioning it as a refined suited for long-distance travel. The 412 was powered by a 4.9-liter fuel-injected delivering 340 PS, with the bore increased from the prior model's 4.8 liters to boost output and provide a 9.5% gain for enhanced low-end usability in grand touring scenarios. It introduced Bosch ABS as a standard safety feature, the first such implementation on a production Ferrari. Exterior distinctions included four round tail lights, a raised rear deck for improved and aesthetics, and body-colored bumpers that integrated seamlessly with the Pininfarina-designed bodywork. Performance emphasized balanced dynamics, with 0–100 km/h acceleration achieved in 6.7 seconds and a top speed of 250 km/h, underscoring its capability as a high-speed . The augmented curve further supported its role as a comfortable four-seater for extended journeys. Serving as the last in its lineage before the 456's debut in , the 412 concluded over two decades of V12-powered 2+2 development at Ferrari. It also appeared prominently in the 2006 film , where a black example starred as the protagonists' vehicle in the desert narrative.

Production and Reception

Production Details and Numbers

The Ferrari 365 GT4 2+2, , 400i, and 412 series represented Ferrari's longest continuous production run for a single body style, spanning from 1972 to 1989 with a total of 2,907 units manufactured. Production breakdown by model was as follows:
ModelProduction YearsTotal UnitsNotes
365 GT4 2+21972–1976524Includes 521 production cars and 3 prototypes; chassis numbers 17091–19709.
4001976–1979502147 manual, 355 automatic.
400i1979–19851,305422 manual, 883 automatic.
4121985–1989576270 manual, 306 automatic.
From the 400 model onward, automatic transmissions dominated, comprising 70–80% of output in the early years before stabilizing at a majority share overall, reflecting buyer preference for grand touring comfort. Manual variants became increasingly rare after 1979, with only about 30% of 400i and 412 production equipped with the five-speed gearbox. All models were assembled at Ferrari's factory, where hand-built tubular steel chassis (Tipo F101 series) were constructed before being sent to 's facility for steel body fabrication, fiberglass floor installation, and interior trimming. Completed bodyshells were then returned to for final mechanical integration, including and installation. Annual production peaked in the early during the 400i run, averaging over 250 units per year, before tapering with the 412. The series concluded in late 1989, as evolving emissions regulations and the aging design prompted Ferrari to shift focus to newer models like the 456. No official convertible variants were produced, maintaining the fixed-roof 2+2 coupe configuration throughout. Limited special bodies included a single one-off shooting brake conversion on a 400 GT chassis by Swiss coachbuilder Felber, showcased at the 1981 Geneva Motor Show.

Market Availability and Initial Reception

The Ferrari 365 GT4 2+2, 400, and 412 were primarily marketed in Europe, where they catered to buyers seeking luxurious grand touring vehicles, with significant demand also in Japan as one of Ferrari's key export markets during the 1970s. In the United States, the models were never officially homologated for sale due to stringent emissions and safety regulations, leading to their importation through grey market channels, often routed via Canada or Mexico to bypass federal requirements; a number of units entered the US this way during the production era. As of 2014, under the US EPA and NHTSA 25-year import rule, these models can now be legally imported without modifications, increasing their availability in the US market. Initial pricing for the 400 in 1976 was approximately $45,000 USD equivalent, reflecting its positioning as a premium 2+2 coupe, though grey market examples in the US often incurred additional federalization costs that could double the price. Sales patterns favored variants, particularly appealing to luxury-oriented buyers who prioritized ease of use over sporty driving dynamics; for the 400, around 355 units were produced with the GM-sourced three-speed , outnumbering the 147 manual versions. The 400i emerged as the bestseller in the lineup, with 1,305 units built from 1979 to 1985, largely due to its Bosch K-Jetronic system that improved emissions compliance in regulated markets like amid tightening environmental standards. The absence of official distribution limited overall sales volumes, as imports represented only a fraction of potential demand in what was then Ferrari's largest single market. Initial reception highlighted the models' grand touring credentials, with the 365 GT4 2+2 debuting to acclaim at the 1972 Paris Motor Show for its elegant Pininfarina styling and spacious interior suited to long-distance travel. The 400 followed suit at the 1976 Paris Salon, praised in contemporary reviews for its refined comfort, including ample seating for four and a smooth V12 power delivery ideal for highway cruising, though critics noted its substantial curb weight—around 4,000 pounds—compromised agility compared to lighter Ferrari sports cars. The 1970s fuel crises, triggered by OPEC embargoes, posed challenges by elevating gasoline prices and dampening enthusiasm for thirstier V12 grand tourers, further constraining sales of these models. US grey market buyers faced ongoing hurdles from non-homologation until the implementation of classics exemptions, such as the 25-year import rule, which later facilitated legal entry of surviving examples.

Legacy and Modern Significance

Critical Reception and Cultural Impact

Upon its introduction, the Ferrari 365 GT4 2+2 and its successors, the and 412, garnered mixed contemporary reviews that highlighted their strengths as grand tourers while acknowledging compromises in sporting dynamics. In an August 1984 review for magazine, praised the Pininfarina-designed body of the 400i as "one of the few most beautiful, and one of the two most elegant, bodies ever" produced by the firm, emphasizing its refined lines and suitability for comfortable long-distance travel. Similarly, Autocar and other period publications commended the models' grand touring prowess, with their smooth V12 engines and luxurious interiors enabling relaxed high-speed cruising, though the soft suspension was noted for prioritizing comfort over agile handling. Criticisms emerged prominently in later media, often focusing on the cars' aesthetics and dynamics. The Ferrari 400 series ranked #18 on BBC Top Gear's list of "Crap Cars" in their 2005 book, derided for its "tasteless" 1970s styling and lackluster desirability compared to sleeker Ferrari icons like the Daytona, with high running costs further diminishing its appeal. Top Gear presenter echoed this sentiment, describing the 400 as "awful in every way," particularly lambasting its understeer-prone handling and unflattering appearance that he felt betrayed Ferrari's sporting heritage. Despite such detractors, the models found cultural resonance in niche circles and media. A 1987 Ferrari 412 featured prominently in Daft Punk's 2006 film Electroma, where it served as the enigmatic vehicle for the protagonists' , lending the car a among film and music enthusiasts. In automotive literature, the series is frequently referenced as an underrated grand tourer, overlooked amid Ferrari's flashier sports cars yet valued by connoisseurs for its practical four-seat layout and the intoxicating V12 exhaust note, which enthusiasts describe as a symphonic blend of refinement and power. The 365 GT4 2+2, , and 412 played a pivotal role in transitioning Ferrari from pure roots toward a luxury-oriented era, introducing options and family-friendly seating that broadened the brand's appeal beyond track-focused purists. This evolution directly influenced subsequent models like the 456 GT of 1992, which replaced the 412 and amplified the formula with enhanced power, aluminum construction, and superior ride quality, establishing a blueprint for Ferrari's modern grand touring lineage.

Collectibility and Recent Developments

The Ferrari 365 GT4 2+2, 400, and 412 have seen steadily rising values since the early , transitioning from undervalued status to increasing collector interest among enthusiasts seeking accessible V12 grand tourers. In the early , top examples of the 365 GT4 2+2 sold for under $50,000, while 400 GT models fetched less than $30,000; by 2024, excellent-condition (#2) values had climbed 30-66% since 2020. As of November 2025, overall average prices have reached approximately $90,000, with recent sales including a 365 GT4 2+2 at €201,250 (October 2025), a 400i at $184,800 (August 2025), and 412 models ranging from $46,000 to $133,000 depending on condition and transmission. Low-mileage examples with original command a premium due to their in well-preserved states, though manuals add up to 50% more value on later 400i and 412 variants. Preservation efforts for these models benefit from Ferrari's Classiche certification program, which verifies authenticity and originality to enhance resale value and historical integrity. Common maintenance challenges include , particularly in wheel arches and underbody areas from the era's , often requiring professional restoration to prevent further deterioration. Automatic transmission servicing is also critical, as the GM-sourced units can suffer from fluid degradation and seal wear if neglected, though rebuilds remain feasible with aftermarket support. Enthusiast communities, such as the Ferrari Owners' Club, host regular events like concours and rallies that promote upkeep and showcase restored examples. Recent developments underscore growing collectibility, with Hagerty including the 400 and 412 on its 2025 Bull Market List as undervalued classics poised for further appreciation amid demand for '80s-era Ferraris. A 412 featured in a charity auction sold for approximately $42,000, highlighting their accessibility for entry-level collectors. The anticipated market momentum ties into broader Ferrari heritage celebrations, positioning these grand tourers for heightened visibility ahead of key anniversaries.

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