The car went into “build” on 29th September 1997 and was completed 18 days later 17th October making this one of the last GTA’s built and therefore benefitting from twin airbags and the Bosch 5.2 ignition/injections system which incorporates the built in factory alarm/immobiliser system. Finished in Blu Tour de France 522 with beige 4208 hide and blu 168 carpets. The car was unusually, and then a no cost option, specified with Blu Scuro3282 upper dashboard, steering wheel, and windscreen surround. Upon completion the car was transported to Ferrari UK -one of 61 to be officially imported of which 46 remain taxed/SORN’d with just 5 in Blu Tour de France -and in turn to the London Ferrari agents HR. Owen where it was first registered * *** to a 37 year old company director, Mr J T on 19th February 1998.The then list price was £171,884.88 plus delivery, number plates and road.

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The car is complete with the original service book, as well as handbook, past invoices, and MOT certificates.


History:

The transaxle layout maintained the GT’s near ideal weight distribution, and an innovative torque converter ensured virtually identical acceleration and top speed to the manual version. This 2+2 Coupé 2+2 continued the great Ferrari Grand Tourer tradition. Penned by the legendary Pininfarina, the 456 GTA was an entirely original design whose sleek forms were shaped around its front engine and rear-mounted gearbox-differential assembly.
THE STRUCTURE
The 456 GTA combined benchmark 2+2 performance with the kind of comfort and liveability expected by Ferrari clients looking for a very versatile sports car. Particular attention was lavished on its aerodynamics to ensure maximum efficiency in all kinds of conditions. A retractable wing integrated into the rear bumper changed angle as speed changed.
The 456 GTA had an aluminium and feran bodyshell with composite engine bay and retractable headlamp covers with honeycomb insert.
The Connolly leather-trimmed cabin had four seats. The driver position included seat and steering wheel controls as well as climate control and stereo buttons. A five-piece bespoke luggage set fitted neatly into the boot.


CHASSIS AND ENGINE
The 456 GTA had a tubular steel spaceframe chassis. It featured independent suspension on all four wheels with coil springs and telescopic dampers front and rear with three calibration settings that could be selected manually. There were both front and rear stabiliser bars too. The steering was rack and pinion (Servotronic) while the ventilated disc brakes had the ATE mark IV 4-channels ABS system.
The longitudinal front-mounted 65° 5,474 cc V12 punched out 442 hp. The four valves per cylinder were controlled by twin overhead cams. It also featured Bosch Motronic 2.7 engine management and dry sump lubrication. The car had a four-speed (plus reverse) automatic gearbox in unit with the rear-mounted self-locking differential (transaxle

Taken from Ferraris own website

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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