So, you’re fancying a Ferrari 456. Good taste, that. You’ve looked past the obvious poster cars—the Testarossas and F40s—and found yourself drawn to the connoisseur’s choice: a V12-powered grand tourer that doesn’t scream "look at me!" but instead whispers, "I’ve arrived." Yet owning one is a commitment. This isn’t a McDonald’s drive-thru run; it’s a Michelin-starred meal. Delicious, expensive, and capable of causing indigestion if handled poorly.
Let’s dissect this fabulous beast in meticulous, borderline-obsessive detail.
The Engine: Maranello’s Masterpiece
At the heart of the 456 is a 5.5-liter, 65-degree V12 (Tipo F116B)—a masterpiece of Ferrari engineering. Developed from the legendary Colombo lineage, this all-aluminum beauty churns out 442 bhp at 6,250 rpm and 405 lb-ft of torque at 4,500 rpm. It was, at launch, the most powerful naturally aspirated road car engine in the world.
Technical Highlights:
Bosch Motronic M2.7 (Pre-1996) and M5.2 (Post-1996): These sequential fuel injection systems keep the V12 singing sweetly. Early M2.7 systems are more temperamental, while M5.2 brought improved reliability and emissions compliance.
Dry-Sump Lubrication: Ensures optimal oil flow during high-G cornering. Essential for spirited driving, but check for oil leaks near the sump and lines.
Variable Intake Geometry: A butterfly valve system in the intake manifold optimizes airflow across the rev range, delivering better low-end torque without sacrificing top-end power. Clever, but failure can cause uneven running and expensive repairs.
Performance Figures:
0-60 mph: 5.2 seconds (manual), 5.5 seconds (automatic)
Top Speed: 192 mph—Ferrari claimed it was the fastest four-seater in the world at the time.
Redline: 7,000 rpm (glorious, operatic, spine-tingling)
But here’s the kicker: while the engine is a marvel, it’s also demanding. Timing belts need replacement every three to five years, and skimping here is a one-way ticket to a catastrophic engine failure. Budget £3,000 to £5,000 for this job, depending on your specialist.
The Transmission: A Tale of Two Choices
Two gearbox options were available, both mated to a rear-mounted transaxle for optimal weight distribution (51:49):
Six-Speed Manual (Tipo F116A):
The proper choice. Ferrari’s gated shifter is a work of art, but this is no light, clicky modern manual—it’s a heavy, deliberate mechanism that rewards precision.
The clutch, however, is heavy. Expect to develop a left leg like Schwarzenegger if you’re stuck in traffic often.
Clutch replacements: £3,000-£4,000 depending on parts and labor.
Four-Speed Automatic (Tipo F116E):
Built by General Motors (yes, really) and rebranded as "Ferrari Hydramatic," it was derived from the GM 4L80-E—a reliable but uninspiring slushbox.
Not the sharpest tool in the shed; shifts are slow, and it saps some of the magic from that V12. But it suits the car’s grand-touring ethos.
Both setups have their quirks. Manuals are more robust but fetch a premium on the market. Automatics are smoother in city driving but can suffer from valve body or solenoid issues—rebuilds can cost upwards of £5,000.
Suspension: Magic, When It Works
The 456 rides on a double-wishbone suspension setup at all four corners, featuring independent coil springs and electronically adjustable dampers. Ferrari didn’t just bolt on adjustable suspension for show; it works beautifully when it’s in top form. There’s even a self-leveling system at the rear, which uses hydraulic actuators to maintain ride height regardless of load.
Key Suspension Points:
Three-Stage Adaptive Damping:
Switch between "Comfort," "Sport," and "You’re Probably on a Racetrack."
When functional, it offers a brilliant mix of plushness and sharpness. When it fails (and it often does), prepare for repair bills of £2,500+ per corner.
Bushings and Ball Joints:
These wear out quickly due to the car’s weight and V12 power. Replacing them costs a small fortune—around £1,000 per corner.
Brakes and Tires: Stopping the Beast
Ferrari fitted the 456 with vented discs all around:
Front: 330mm
Rear: 310mm
Non-carbon, so replacements are mercifully cheaper than modern ceramics but still pricey at around £1,000 per axle.
The original cars came with 17-inch wheels wrapped in period-specific Pirelli P Zeros, which are now as outdated as your Nokia 3310. Most owners upgrade to modern rubber for better performance and less road noise. Tire replacement: £1,200+ for a set of four.
Bodywork and Aerodynamics: Form Meets Function
The 456 isn’t just pretty—it’s clever. The long, low bonnet and smooth roofline were sculpted in a wind tunnel to deliver an impressive drag coefficient of 0.34. The retractable headlights (last seen on a Ferrari here) add to the drama but are prone to motor failures.
The 456M added body-colored grille slats, a redesigned spoiler, and a smoother underbody for better high-speed stability. Also, check for rust. Yes, Ferrari used better galvanization by the ‘90s, but the aluminum doors and steel chassis don’t always play nice together.
Interior: Italian Flair, Flawed Execution
Inside, the 456 is a lesson in what could have been. Soft Connolly leather, beautifully integrated switchgear, and actual back seats! But time hasn’t been kind to these materials. Expect to find:
Shrunken Leather Dash: Due to heat exposure.
Failing Switchgear: Sticky buttons are an infamous Ferrari problem. Budget £500-£1,000 to refinish the interior plastics.
Weak HVAC System: The air conditioning is more of a suggestion than a functional system. It will cost you £2,000+ to fix if the compressor fails.
Ownership Costs: How Much Will It Hurt?
Let’s break it down:
Annual Service: £1,500-£2,500
Timing Belt Replacement: £3,000-£5,000 (every 3-5 years)
Major Repairs: Be prepared for one-off surprises north of £10,000.
Insurance: Expect eye-watering premiums unless you have a clean record and a good classic policy.
Running costs aren’t for the faint of heart, but if you’re used to maintaining any classic Ferrari, it won’t shock you.
Driving Experience: A Symphony on Wheels
Once you’ve sorted the niggles, there’s nothing like it. The howl of the V12, the precise steering, the balance through fast sweepers—it’s Ferrari at its best. Sure, it’s heavy, and the rear seats are more theoretical than practical, but when you’re cruising at 150 mph with the windows down and Pavarotti belting out from the speakers, none of that matters.
Final Verdict
The Ferrari 456 is a glorious anachronism: a V12 grand tourer that makes no sense in today’s world of hybrids and EVs. It’s expensive to buy, terrifying to maintain, and utterly wonderful to own. If you’ve got the budget and the patience, go for it. You’ll never regret owning a car that makes everything else seem boring.