1984 Ferrari 400iA £49,999
Country:
United Kingdom
Region:
England
City:
Is Ferrari’s least-loved V12 finally coming in from the cold? A drive in this mint example has Sam Dawson convinced
These Seventies and Eighties fourseater Ferraris are being restored, and prices are rising to reflect this newfound desirability. This 1984 400i Automatic is one such example. Originally bought from Maranello Concessionaires by Lord and Lady Harris, it was fully restored from 2011-2013, with Grimaldi handling the mechanicals and reconnolising the leather, and Curves restoring the bodywork. It was commended at a concours at Hatfield House in 2018, then recommissioned by Modena Engineering in 2021 ‘after a long period of no use’, according to Modenaletterheaded paperwork.
It still feels fresh from restoration. All opening panels hinge with a well-oiled, silent stiffness, and the bonnet’s gas struts are so healthy that the vast steel panel springs forward with an eagerness bordering on violence – a good sign given how worn-out springs and struts can get holding up a big heavy panel. Panel gaps are consistent and fit is perfect, the sole exception being the driver’s door, which has brand new-looking seals still bedding in, requiring an extra firm push to close it flush. The metalwork itself is flawless, with no scrapes or rust bubbles anywhere, just a few water marks consistent with being caught out by a rain shower since its last polish. It’s like new under the bonnet, with no surface rust or signs of fluid leaks, and the five-spoke alloy wheels are unkerbed and as-new.
The cream leather parts of the interior are in good condition, but are ever so slightly starting to discolour in high-traffic areas like the seat bolsters, the pieces of B-pillar cladding next to the seatbelts, and the middle of the door cards where occupants have pushed the doors open. However, it’s all very solid with no sign of wear. The black-leather-trimmed parts by contrast are like new, although the carpets could do with a quick vacuuming. The V12 starts abruptly on the turn of the ignition key, the lack of fuss suggesting the electronic fuel injection is working efficiently. It pulls away without hesitating, the engine hunting a little around 40mph, as though it’s desperate for the gearbox to upshift when held just above 2000rpm, but Ferraris have never been great around town.
Onto open roads, it’s another story, pulling lustily through its ratios and kicking down eagerly when the throttle is shoved on the move. Oil pressure is a healthy constant 85psi under load, water temperature is 140°F once warm. However, the oil temp gauge remained at zero throughout our test drive. Steering is accurate, without any slop in the linkage or creaks from the suspension.
You can buy cheaper 400s, but a neglected example could be a nightmare to own. This one will probably be easier to live with in future since it appears to have been looked after – even though the pre- 1989 service history has been lost there’s a letter from Lord Harris attesting to annual MoT tests and servicing at HR Owen, and there are regular service stamps in the book from the Nineties onwards barring the restoration and layup periods.
CHOOSE YOUR FERRARI F101
Replacing the 365GTC/4 after just a year in production, the 1972 365GT4 used the same V12 but featured saloon-like three-box styling by Leonardo Fioravanti, giving more usable head- and legroom for rear-seat passengers. The 365GT4 was evolved into the 400 for 1976. The V12 was expanded by 400cc and the range was split in two: the manual-’box GT, and the Automatic, Ferrari’s first. Facelifted with chin spoiler; four taillights instead of six.
The 1979 400i added Bosch K-Jetronic fuel injection; power fell from 340bhp to 306. The 400i Series II from 1982 revised camshafts and exhausts to give 315bhp, accompanied by a restyled grille and interior.
A 1985 412 had a raised bootline for better luggage capacity, a 4.9-litre V12 and body-coloured bumpers. Production ended in 1989.
Bodywork is flawless – not common with Ferrari 400s Reconnolised interior is standing up well V12 engine is powerful and healthy.
These Seventies and Eighties fourseater Ferraris are being restored, and prices are rising to reflect this newfound desirability. This 1984 400i Automatic is one such example. Originally bought from Maranello Concessionaires by Lord and Lady Harris, it was fully restored from 2011-2013, with Grimaldi handling the mechanicals and reconnolising the leather, and Curves restoring the bodywork. It was commended at a concours at Hatfield House in 2018, then recommissioned by Modena Engineering in 2021 ‘after a long period of no use’, according to Modenaletterheaded paperwork.
It still feels fresh from restoration. All opening panels hinge with a well-oiled, silent stiffness, and the bonnet’s gas struts are so healthy that the vast steel panel springs forward with an eagerness bordering on violence – a good sign given how worn-out springs and struts can get holding up a big heavy panel. Panel gaps are consistent and fit is perfect, the sole exception being the driver’s door, which has brand new-looking seals still bedding in, requiring an extra firm push to close it flush. The metalwork itself is flawless, with no scrapes or rust bubbles anywhere, just a few water marks consistent with being caught out by a rain shower since its last polish. It’s like new under the bonnet, with no surface rust or signs of fluid leaks, and the five-spoke alloy wheels are unkerbed and as-new.
The cream leather parts of the interior are in good condition, but are ever so slightly starting to discolour in high-traffic areas like the seat bolsters, the pieces of B-pillar cladding next to the seatbelts, and the middle of the door cards where occupants have pushed the doors open. However, it’s all very solid with no sign of wear. The black-leather-trimmed parts by contrast are like new, although the carpets could do with a quick vacuuming. The V12 starts abruptly on the turn of the ignition key, the lack of fuss suggesting the electronic fuel injection is working efficiently. It pulls away without hesitating, the engine hunting a little around 40mph, as though it’s desperate for the gearbox to upshift when held just above 2000rpm, but Ferraris have never been great around town.
Onto open roads, it’s another story, pulling lustily through its ratios and kicking down eagerly when the throttle is shoved on the move. Oil pressure is a healthy constant 85psi under load, water temperature is 140°F once warm. However, the oil temp gauge remained at zero throughout our test drive. Steering is accurate, without any slop in the linkage or creaks from the suspension.
You can buy cheaper 400s, but a neglected example could be a nightmare to own. This one will probably be easier to live with in future since it appears to have been looked after – even though the pre- 1989 service history has been lost there’s a letter from Lord Harris attesting to annual MoT tests and servicing at HR Owen, and there are regular service stamps in the book from the Nineties onwards barring the restoration and layup periods.
CHOOSE YOUR FERRARI F101
Replacing the 365GTC/4 after just a year in production, the 1972 365GT4 used the same V12 but featured saloon-like three-box styling by Leonardo Fioravanti, giving more usable head- and legroom for rear-seat passengers. The 365GT4 was evolved into the 400 for 1976. The V12 was expanded by 400cc and the range was split in two: the manual-’box GT, and the Automatic, Ferrari’s first. Facelifted with chin spoiler; four taillights instead of six.
The 1979 400i added Bosch K-Jetronic fuel injection; power fell from 340bhp to 306. The 400i Series II from 1982 revised camshafts and exhausts to give 315bhp, accompanied by a restyled grille and interior.
A 1985 412 had a raised bootline for better luggage capacity, a 4.9-litre V12 and body-coloured bumpers. Production ended in 1989.
Bodywork is flawless – not common with Ferrari 400s Reconnolised interior is standing up well V12 engine is powerful and healthy.