<\/a><\/p>\n\n\n\nDecember 1, 2022<\/p>\n\n\n\n
The recently revealed Purosangue may be the first four-door four-seat Ferrari, but the marque\u2019s two-door 2+2 \u201cfamily cars\u201d\u2008have long been part of its stable. While they are neither as fast nor sporting nor visually appealing as Maranello\u2019s two-seaters, they are just as loved by owners; the 250 GTE, Ferrari\u2019s first 2+2, was by far the most prolific model of the early 1960s.<\/p>\n\n\n\n
By the late 1980s, however, enthusiasm had mostly evaporated for the company\u2019s then-current 2+2, the 412, which had been in production in one form or another since 1972. A new car was sorely needed, and in late 1992 Ferrari unveiled the sleek, modern, all-new 456 GT.<\/p>\n\n\n\n
The most obvious change from old to new was the understated, flowing aluminum bodywork, which owed as much to Pininfarina\u2019s designers as the wind tunnel. As a result of the latter, the 456 received Ferrari\u2019s first road-going active aerodynamic device:\u2008a small spoiler that deployed from underneath the rear bumper.<\/p>\n\n\n\n
While the 456 was still built on a traditional steel frame, its underpinnings were anything but typical. Speed-sensitive power steering was used for the first time, while electrically adjustable shock absorbers made their first appearance in the V12 lineup.<\/p>\n\n\n\n
The 5.5-liter V12 was the first to feature a 65\u00b0 vee, an angle between cylinder banks that\u2019s been used ever since. The engine produced 442 hp and 398 lb-ft of torque, output sufficient to launch the 3,726-pound car to 60 mph in a tick over 5 seconds. Top speed was 186 mph, and that terminal velocity could be reached in comfort thanks to the 456\u2019s luxurious cabin.<\/p>\n\n\n\nThe powerful and flexible V12 was paired with Ferrari\u2019s first six-speed manual transmission when the 456 arrived in the U.S. in 1994. In \u201997, however, Ferrari introduced the GTA\u2008variant, which featured an electronically controlled four-speed automatic built by Ricardo around General Motors\u2019\u2008internals.<\/p>\n\n\n\n
In 1998, the updated 456M\u2008(for Modificata<\/em>) debuted. The M\u2008received a light face-lift\u2014the most noticeable changes were the deletion of hood vents in the now carbon-fiber hood and foglights set in the grille rather than the bumper\u2014and a much more modern-feeling interior. While no more powerful on paper than the original car, the M felt faster in the real world. It\u2008was also more refined and better handling than its predecessor, thanks to the introduction of traction control and revised shock absorbers.<\/p>\n\n\n\nThe 456 and 456M were essentially four-seat supercars when new. Today, these machines have the added bonus of being great buys; there\u2019s no cheaper way to get into one of Maranello\u2019s modern V12s. For anyone who wants a refined yet seriously fast Ferrari with room for the kids, check out the 456.<\/p>\n\n\n\n
Marketplace<\/h3>\n\n\n\n When introduced in 1992, the 456 GT was the first of the Luca di Montezemolo-era V12 Ferraris, a faster and more luxurious replacement for the earlier 400 and 412. Sales were slow due to the new car\u2019s bland styling, a $200,000+ window sticker, and a reputation for serious quality issues, ranging from poorly sealing door windows to multiple electrical gremlins. That reputation was well earned, with extensive warranty repairs forcing Ferrari to pause production for the \u201996 model year.<\/p>\n\n\n\n
Production resumed for the \u201997 model year, when the introduction of the automatic transmission-equipped GTA helped revitalize sales. The arrival of the improved 456M (and M\u2008GTA) in 1998 also helped move cars, although M\u2008sales never reached the level of the original.<\/p>\n\n\n\nAlthough produced from 1992 to 2003, the 456 and 456M are relatively rare cars today (especially when compared to Ferrari\u2019s V8 models) due to their slow sales when new. Total production for the 456 reached 1,548 GTs and 403 GTAs, and when\u2008456M production ended in 2004, just 640 stick-shifts and 631 automatics had been built. That\u2019s a grand total of 3,222 cars, an average of fewer than 300 sales per year.<\/p>\n\n\n\n
Happily for today\u2019s buyer, these low build numbers haven\u2019t translated into high prices. The 456 and 456M are the least-expensive modern V12 Ferraris on the market, and they\u2019re fully depreciated from their $200,000-250,000 base prices when new.<\/p>\n\n\n\n
Three-pedal cars are currently all the rage, so six-speed models, which offer much better performance on the street, sell for a substantial premium over the four-speed automatics. As usual, \u201chigh-mileage\u201d cars cost significantly less than lower-mileage ones, but it\u2019s rare to come across a 456 that doesn\u2019t have at least 10,000 miles on the clock, with 15,000-20,000 miles being common and 30,000-40,000 miles not unusual. Higher mileage shouldn\u2019t necessarily be a deterrent to buying a 456, as most of these cars\u2019 problem areas are influenced by time, not usage. \u2014Michael Sheehan<\/em><\/p>\n\n\n\nModel<\/th> Low<\/th> High<\/th><\/tr> 456<\/td> $60,000<\/td> $100,000<\/td><\/tr> 456 GTA<\/td> $50,000<\/td> $70,000<\/td><\/tr> 456M<\/td> $100,000<\/td> $150,000<\/td><\/tr> 456M GTA<\/td> $60,000<\/td> $80,000<\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\nThese prices are for cars in good-to-great condition as of November 2022.<\/em><\/p>\n\n\n\nThe Garage<\/h3>\n\n\n\n There\u2019s a lot to like about the 456. It\u2019s affordable, it\u2019s fast, it\u2019s comfortable, and it offers enough room in back for small humans, dogs, and\/or luggage that won\u2019t fit in the trunk. Unfortunately, this luxurious model was plagued with problems when new, and some of those problems remain challenges today.<\/p>\n\n\n\nThe biggest issue likely relates to the door windows, which suffer from suspect window regulators and notoriously poorly designed window seals. Ferrari redesigned the latter, and the updated seals offer a significant improvement, but it wasn\u2019t until the 456M\u2008that most of the regulator-related issues were resolved.<\/p>\n\n\n\n
Also updated during the 456\u2019s lifespan were its fast-wearing motor mounts. If the mounts wear enough to allow the engine to rest on the speed-sensitive steering rack (itself a potentially problematic item), the oil-pressure sending unit can get snapped off by the front anti-roll bar, leading to an abrupt loss of engine oil. This is as bad a scenario as it sounds, so make sure your mechanic checks the mounts at every service and fits the newer version when it\u2019s time for replacement.<\/p>\n\n\n\n
If the V12\u2019s valve guides (the same as used in the F355) wear out, make sure to replace them with the factory\u2019s updated steel guides. Expect a five-figure repair bill if this happens, since the heads need to be pulled off the block.<\/p>\n\n\n\n
Less expensive but more common are disintegrating rubber components inside the fuel tank. The 456\u2019s fuel pumps sit on rubber mounts, which disintegrate over time thanks to today\u2019s gasoline formulations. The bigger concern is that these bits of rubber can get sucked into the pumps, lines, and even the fuel injectors, and removing and cleaning the entire fuel system is a long and laborious process. To date, there are no non-disintegrating replacement mounts available.<\/p>\n\n\n\n
The 456\u2019s combination of high performance and hefty curb weight means that the front tires and front brakes are usually good for only about 10,000 miles. That\u2019s also about the time the self-leveling rear shocks will begin to leak. Factory replacements are very expensive, but Delta Vee Motorsports will rebuild the originals for far less.<\/p>\n\n\n\nWhile on the topic of wearing out, the 456\u2019s seat potentiometers are problematic. Replacements from the factory are expensive, but the same items from the Jaguar parts catalog cost much less.<\/p>\n\n\n\n
Thanks to the large windshield and rear hatch glass, the dashboard and rear package tray get baked by the sun if the car is left uncovered. This will eventually lead to the leather shrinking. Removing, recovering, and reinstalling the dash and package tray will cost many thousands of dollars.<\/p>\n\n\n\n
Like all Ferraris of its era, the 456 features Ferrari\u2019s infamous \u201csticky\u201d interior controls. New parts are hard to find (and sometimes come out of the box already sticky), but the originals can be refurbished at a reasonable price by various companies, most prominently Sticky No More.<\/p>\n\n\n\n
When it comes to regular servicing, the 456\u2019s V12 was the last to have solid lifters\u2008(which must be checked and adjusted during a cam-belt service)\u2008and the first to utilize a timing belt (which should be replaced every five years or 30,000 miles). An annual fluid-change-and-safety inspection will usually cost around $1,000-2,000, while a\u2008major service typically runs $6,000-8,000 on a stick-shift car. Prices are higher for automatic-equipped cars, around $8,000-10,000, since the rear bumper, transmission cooler, and other components must be removed during the process. A major service is often a good time to replace the factory\u2019s low-quality coolant hoses (Scuderia Rampante offers high-quality replacements) and intake gaskets (updated factory items are available). \u2014Michael Sheehan<\/em><\/p>\n\n\n\nOn The Road<\/h3>\n\n\n\n The 456 and 456M\u2008are less sporting than their 550\/575M stablemates, but they offer a much more relaxed driving experience. Here\u2019s some of what we\u2019ve said about these four-seat supercars.<\/strong><\/p>\n\n\n\n\u201cVeni, Vidi, Vici,\u201d\u2008FORZA #85<\/em><\/h5>\n\n\n\nThe 456M turns in smoothly and is very nimble for its size, but I\u2019m always aware of its weight as the pace quickens. The car leans a lot, too, even in Sport mode, though this doesn\u2019t seem to affect its overall grip; more than once, I\u2008exit a corner only to realize I could have taken it faster.<\/p>\n\n\n\n
The 456 is no canyon carver [compared to the 550 Maranello and F355], but as soon as the road opens up a bit the big Ferrari is back in its element:\u2008planted, powerful, quiet, and extremely comfortable. Even if it didn\u2019t have back seats, this is definitely the car of the three to take on a road trip; the 456 delivers a sense of effortlessness the other two can\u2019t match, simply eating up the miles.<\/p>\n\n\n\n
\u201cThe \u2018Practical\u2019 Ferrari,\u201d\u2008FORZA\u2008#53<\/em><\/h5>\n\n\n\nAs inviting as the 456M\u2019s interior is, it has one shortcoming compared to the 456 GT:\u2008It doesn\u2019t fit taller, longer-legged drivers as well as the earlier car. I\u2019m six-foot-three, and while the headroom is more than adequate, the M\u2019s seat rails would have to be moved rearward for someone my size to seriously consider owning one. The steering wheel, too, is closer than it should be.<\/p>\n\n\n\n
The character of the M\u2019s engine is different from that of the 456 GT. Although that car was also very fast, this feels a good deal quicker, and it has an aural excitement the earlier model lacks. You hear this engine, and its smooth growl under full throttle is amazing.<\/p>\n\n\n\n
\u201cWith the 456M to Portofino,\u201d\u2008FORZA\u2008#13<\/em><\/h5>\n\n\n\nThe 65\u00b0 V12 responds crisply to the accelerator\u2019s urge over 4,000 rpm, like a grissini<\/em> snapping between your teeth. But, unlike the sportier and lighter 550 Maranello, there\u2019s a smooth velvety edge to the power delivery. The 456M might not have the hearty aggression of its younger sibling, but its performance envelope is so far inside true supercar territory that it makes no difference.<\/p>\n\n\n\nThis big Ferrari has huge grip and generates addictive levels of sideways g<\/em>. But when you feel the little black box working its magic during serious high-speed sweepers, you instinctively feel grateful for that margin of safety the ASR\u2008gives.<\/p>\n\n\n\nIn Sport mode, body (and there\u2019s plenty of it, at 3,726 lbs.) control is exemplary through undulating switchbacks, the chassis exquisitely damped and settling fluidly into corners. Fierce braking into bends still shows a marked tendency for the nose to dive, but the front end now feels altogether more of a cohesive whole, stubbornly tracking the steering wheel\u2019s chosen line.<\/p>\n\n\n\n
\u201cThe Seduction,\u201d\u2008FORZA\u2008#3<\/em><\/h5>\n\n\n\nI stop the 456 GT\u2008and slip the gear lever into third. Keeping the revs in the neighborhood of 1,500 rpm and feathering the clutch ever so carefully, I ease her off and she gets up and goes without complaining at all, gathering a considerable head of steam as she clears 100 mph in the same gear!\u2008Such a test provides proof of the astounding flexibility of what is likely the most refined engine ever to emanate from Maranello.<\/p>\n\n\n\n
While traveling at triple-digit speeds, the composure of the chassis, suspension, and powerplant is awe-inspiring. The car doesn\u2019t even break a sweat.<\/p>\n\n\n\n
<\/p>\n","protected":false},"excerpt":{"rendered":"
The 348\u2019s dog-leg first gear is a delightful reminder of cars from a couple of decades ago. Once the transmission fluid is warmed up, the shift action is not particularly heavy, but, sadly, there\u2019s little of Ferrari\u2019s traditional click-clack sound when I\u2008change gears. Unlike the earlier 328 or later F355, the 348 uses a cable […]<\/p>\n","protected":false},"author":1,"featured_media":141,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[],"class_list":["post-137","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-uncategorized"],"_links":{"self":[{"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=\/wp\/v2\/posts\/137","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=137"}],"version-history":[{"count":1,"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=\/wp\/v2\/posts\/137\/revisions"}],"predecessor-version":[{"id":146,"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=\/wp\/v2\/posts\/137\/revisions\/146"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=\/wp\/v2\/media\/141"}],"wp:attachment":[{"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=137"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=137"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/khoaluantotnghiep.net\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=137"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}