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Entering production on Friday 8th September 2000 and completed four weeks later on the 5th October 2000.The car was transported to the Ferrari agents in Hong Kong, Italian Motors (sales & service)) Ltd for their customer Mr M Y of Kowloon first registering the car DD12, on 4th January 2001 and the start of the two-year Ferrari warranty. The car passed through two further keepers before being bought by ex-pat Mr A M-R on the 15th May 2015.Mr M-R had another 456 M GTA #114***, which I supplied him in July 2015, for use in the UK.
Mr M-R brought the car back to the UK in July 2016, when it was registered on the 23rd August 2016 with 17,010kms/10,631 miles.
The car is complete as new with factory original hand books, service book, leather, wallet both sets of keys and all three immobilisers including master fob. The original Becker radio code card, even the Ferrari Maglite torch are also still with the car.
The 456M in GT and GTA versions represents the evolution of a model, that has always been appreciated by those wanting a four-seater Ferrari with diverse sporting ability. Continuing a Ferrari tradition of 2+2 Berlinetta, the 456M (M means Modified) represents the optimum level between the performance of a 12-cylinder Ferrari and the comfort of a GT car.
With the 456, the quality of the Pininfarina styling was so fine it would have been extremely hard to design the whole car again.
Evolution was chose to improve and refine the mechanical and aerodynamic features, while keeping the successful technical interpretation based on the V12, 442 CV front engine, coupled to a rear transmission unit.
The details needed to produce the 456M have produced aerodynamic and thermal improvements due in part to some style modifications, better comfort and more functional features of the driver’s compartment, a rationalizing of the cabin space, along with an increase in driveability performance, ergonomics and safety.
Summary table of the new technical or style features introduced on the 456M:
- Carbon fibre bonnet. The manufacturing of this part is particularly complicated, due to its large dimensions.
- The bonnet has a smooth design, without air outlets, which interrupt the aerodynamic flow.
- The front air intake is larger; fog lights are inside the intake itself.
- When seen from above, the front view is more rounded than the previous model.
- Front indicators are separate from the position lights and placed aside, in a lateral area of the bumper.
- Rear bumper with integrated spoiler, in the lower area, replacing the mobile wing of the previous model. The bumper upper profile houses a moulding, for easier opening of the rear luggage compartment.
- Side window mouldings.
- Wheels with new centre caps depicting a chromium-plated “Cavallino”.
- Seats with 5 electrical adjustments and position memory (forward-backward, up0down, lumbar adjustment, 2 seat back tilt directions).
- Rear seat comfort and passenger space have been improved.
- Added retractable central armrest.
- Installation of a multi-function display, detecting operating and emergency information and the outside temperature.
- Newly designed dashboard.
- Under-dashboard console with analogue instruments. They include clock, oil temperature and fuel level indicators.
- Sun radiation sensor.
- More ergonomic gearbox lever position.
- Transmission tunnel with cubbyhole.
- Three-spoke steering wheel.
- Document pockets behind front seats.
- New rear parcel shelf, with integrated rear brake light.
- New Hi-Fi system.
- Reduction of interior noise
Suspension & Brakes
- Suspension system with independent shock absorbers, with two-position calibration system (Normal and Sport).
- Front shock absorbers with low friction co-efficient, with software tuning, designed to get higher driving precision and comfort on uneven roads.
- Rear shock absorbers with stern speed control software.
- New anti-drive geometry to front links, to limit diving.
- Use of the ASR traction control system, with integral ABS and electronic rear braking corrector (EBC).
- Pneumatic brake booster to improve pedal feel under braking.
Engine & Gearbox
- Modified cylinder-firing order, for smoother performance.
- Larger ducts for sending air to the engine compartments.
- Use of hydraulic supports between transmission housing and frame (only GTA version).
- Stiffer transmission frame (only GTA version).
- Stiffer transmission shaft sleeve (only GTA version).
Brussels, Belgium: Skilfully blending styling and engineering cues from its past, Ferrari unveiled a handsome, powerful and precedent-setting 2+2 just prior to the Paris Auto Show, in conjunction with the 40th Anniversary of their Belgian distributor and racing team, Garage Francorchamps. According to Ferrari NA President Gian-Luigi Buitoni: "This is the second model of this car. We actually started four years ago. First, Pininfarina presented a three-volume design, but it was rejected as not being aggressive enough. We wanted something different from the 412i - distinguished, with much more personality."
The result resembles a born-again 365 GTB/4 Daytona, especially from the rear. Ferrari historians will note the intention was not to update the old 365 GTC/4, a sporty, but undistinguished-looking four-seater loosely based on the Daytona, but instead to move closer to a sportier definition. "We have clients today who don't want to give up the performance of a Testarossa, but they must have more room," said Buitoni. "You can sit in the back of this car and not be an infant."
Even with the kids along, 456 GT 2+2 owners sacrifice very little. Under the lightweight, composite bonnet is a new all-alloy 4-cam, 48-valve, 5.5-litre V-12 developing a league-leading 442bhp at 6250rpm. Historians will note that the 456 designation makes a return to Ferrari's traditional model nomenclature. (Each cylinder displaces 456cc; multiply by twelve for 5473.9cc.) The valve covers are gray crackle finished, and the round-oil breathers are reminiscent of those on the old 250/275-series cars.
In order to achieve a low, pancaked bonnet line, the V-12 is dry-sumped. Three separate oil pumps ensure maximum pressure right to its 7250 rpm redline. Special ducting sprays oil to the underside of the alloy pistons for added cooling. The latest Bosch Motronic M2.7 digital injection is lower, and more efficient than a sextet of classic twin-choke Webers, even if its gray, crackle-finished plenum chambers aren't as pretty as the line-up of twelve chromed velocity stacks.
To optimise weight distribution (its 53:47) in a front-engined car, the motor is set back considerably in the tubular steel frame. A flywheel-mounted, single-plate clutch transmits power through a propshaft that's supported with three bearings. The propshaft runs through an elliptically shaped steel torque-tube that is rigidly connected from the clutch to a new six-speed transaxle, then to a ZF mechanical limited-slip differential with plates calibrated to distinguish between drive modes and overrun. To reduce frictional losses when the car is in top gear, sixth is direct drive. A 250 GTO-like polished shifter travels in a traditional Ferrari webbed gate. It is mechanically linked to the transaxle for positive shifting - and in keeping with Ferrari tradition, it probably hates to shift into second until thoroughly warmed up.
Suspension is all independent with parallel wishbones, and coil springs in each corner. Fat stabiliser bars at either end help keep the suspension thoroughly planted. Electronically-controlled shock absorbers (like the Mondial T's) offer sport, intermediate and touring settings, but they return immediately to the "hard" setting in an emergency thanks to an ECU and sensors that measure steering angle, shock "bounce" and acceleration. A self-levelling device compensates for the weight of rear seat passengers while maintaining body height and ensuring constant rear suspension geometry.
A chunky, three-spoke, leather-wrapped steering wheel gives orders to ZF "Servotronic" power-assisted, speed sensitive rack and pinion steering. Pressure for the self-levelling system comes from the steering pump. Four huge ventilated discs handle braking with aluminium callipers; ATE Mark IV ABS brakes are standard. The five-spoke alloy wheels are Daytona-like, and the fat, unequally sized Pirelli P-Zeros artfully fill the 2+2's neatly radiused fenderwells.
The 456 are somewhat lighter and shorter (186.2 in) than the old 412i, thanks to its extensive use of aluminium and initial venture into composites (the bonnet is the first composite part). Pininfarina's subtle styling will last for years. There's a hint of aggressiveness, yet the overall effect is one of veiled strength and function. A flat, sloping bonnet line aids visibility. A bold cut line on each side defines the top edge of a rearward-facing scoop that exhausts engine heat, then gracefully encircles the 456's meaty rear quarters. A moving spoiler, integrated into the rear bumper, is lowered electronically at speeds above 60 mph, to reduce axle lift.
The result is a pleasing C-pillar curvature that is far more coupe-like than is usually achieved with a car that can realistically hold four adults. Shoulder harnesses extend from the front seatbacks. Deep bucket seats front and rear feel very supportive. Bold, readable dials are well located. The crossed Pininfarina flags on the console are reminiscent of the old SuperAmerica.
Taken from Ferrari Market Letter Vol.17 No.22 (October 1992)
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