Marque: Ferrari - Company History & Models - Cars By Brand

Anything with a Ferrari badge will do if you want to give the impression of being awash with cash. Trouble is, mostly you do have to be awash with cash. The exception to this rule is the 400, the glorious, chisel-nosed four-seater from the 80s that doesn’t work on the same financial spreadsheet as the rest. In fact this dices with the unloved Mondial to claim the title of cheapest Ferrari you can buy, with prices starting as low as £6000 for a half decent runner. That’s for an early 400, launched in 1979 with a 4.8-litre V12 engine and built on a stretched version of the chassis that secured the more swooping 356GT4. In 1986 that engine grew to 5.0-litres tom power a car known as the 412i, which also got such luxuries as ABS. The most sought after models are the extremely rare right-hand-drive manuals, but if it’s bargain hunting you’re doing, stick with the three-speed auto. It’ll still clear 150mph if you’re firm with it. The V12 will drain the wallet along with the tank, but there are fewer of the complexities that can sink a gadgetladen 90s Merc SL for example. Generally regarded as reliable, the problems only come when something needs replacing because most owners, many first time Ferrari owners, don’t have the money to keep it in the lifestyle it demands. The last thing that should put you off is the image. Among Ferrari cognoscenti, the 400 is in the pantheon of truly great cars to wear the prancing horse badge. It goes like stink, handles fine and carries four without a squeeze. The fact that it goes for a price of a boring new supermini caps its suitability for anyone passing themselves off as a millionaire.

Past: The GTBi retained the 308 GTB’s body apart from a few mods to the cabin. Most important changes were to the engine, chiefly fuel injection. Production: for the UK: 42 and 67 GTSis. Only early fibre-glass bodies cars need to be considered; those with carburettors and dry-sump lubrication, not the less powerful fuel injection versions. A development of the earlier 308 range the car remained in production until the mid-eighties and it’s as well to remember the 208 launched in 1980 which sported a turbo two years later.

Present: If the 308 got off to a so-so start, it certainly evolved into a mature serious sports car and laid foundations for the more desirable later models. That said, 208s are rare yet delightful.

Future: Shop around and you’ll net a good value car even at specialists. Then sit on it and play the long game…

Past: Launched in 1954, the 250 is one of the most loved Ferraris and without question certainly one of the most desirable. The 250 was one of the first large production Ferraris and was equally at home both on the road or track. The introduction in 1957 of a cabriolet added further richness. Coil spring suspension and disc for 1960 along with overdrive, when cars started to first appear in the UK.

Present: Without doubt one of the most desirable early Prancing Horses despite known frailty of the aluminium bodywork. Again more a GT than sports car but 140mph was commonplace.

Future: How many of the 300 Ferrari 250s built between 1952 and 1962 will survive? Plenty especially as a SWB 250 GT California 1961 was bought by Chris Evans a few years back, but that is a very special car… and went for $11m.

Past: Announced in September 1983 and unveiled at the Geneva Motor Show in March ‘84, the race-bred GTO (Gran Turismo Omologato) – known unofficially with the 288 prefix (2.8-litres, eight cylinders) sparked a frenzy. Legendary name was only used once before, with the 250 GTO of the ‘60s, but this one had a spaceframe chassis rather than tubular ladder. Stunning look was owed to Pininfarina and the engine, with its seemingly inexhaustible power made the 288 the closest thing to a racing car on the market. Which is what it was and the reason why it became the choice of Ferrari’s GP drivers such as Eddie Irvine!

Present: Today 288 GTO remains one of the most soughtafter Ferraris. Reliability is said to be good save for some turbo problems and porous wheels as well as clutch hydraulics. Should be sorted by now.

Future: This modern Ferrari has future cult classic written all over it but there’s no cheap ones around…

Past: Brussels Motor Show saw the introduction of the 330 GT 2+2, which replaced the 330 America as the definitive production car. It was equipped with the new Type 209 4-litre V12. This elegant Pininfarina design was made in two series, differing mainly in the headlight treatment, with four headlights on the first version (1963-1965) and just two on the second series (1965). Of the 600, 44 were earmarked for the UK.

Present: If there ever were ‘bread-and-butter’ Ferrari models of the mid-60s, the 330s are surely it. They have never been the first choice of the cognoscenti, but the somewhat controversial styling and real GT usability make them about the best bargains in 1960s Ferraris you can find even if they are an acquired taste.

Future: Unless the car’s image dramatically changes, the 330 GT will always remain a well kept secret rather like the 80s Mondial.

Past: The evolution of the 275 GTB4 was a milestone in the history of high-performance front-engined sports cars and arguably the best Ferrari ever. Sleek modern Pininfarina lines were matched by a development of the 4.4-litre V12 fed by six Webers, and excellent weight distribution provided by the rear gearbox transaxle
produced a car of rare, superb balance which guaranteed a unique driving experience. Many fans know it by the unofficial name of Daytona. It was the ultimate in gran turismos.

Present: Granddaddy to the contemporary 599, this bigengined beaut is not for the meek and is heavy to drive but the rewards it provides remain sky high.

Future: No doubt that the Daytona is one of the true classics which will withstand the trial of time and hold its value. Most cars will have been restored by now – some better than others so be warned.

Past: With the 365 GTC4, Enzo Ferrari succeeded in slotting in two small rear seats, while retaining the more compact dimensions of a sleek two-seater coupé bodywork. The V12 engine was slightly detuned compared to the 365 GTB4. But in true Ferrari tradition, the engine could be wrung out to over 7000 rpm with ease. Launched in 1968 as the GTC/GTS, the GTC/4 of ‘71 was a strangely short-lived replacement for the more classically-styled 365GT2+2.

Present: Made for serious GT motoring with a V12 punch, these latter day 365s are somewhat overlooked but excel as a good value grand tourer with the family on tow. Drives well, too, even with power steering, and a softer personality than other Ferraris.

Future: Still a bit of a sleeper but a good long term bet – better than a Mondial! That said, lowly values mean penny-pinching so buy with care.

Past: Ferrari understood there was a market for fast roadgoing cars, as long as customers were given what they wanted: a tailored service. The 410, which replaced the 375, was exactly that. Only 40 were built, but they were virtually all different from each other. Performance was never an issue, with a Lampredi long-block V12 and 340bhp, but the chassis, with its old solid axle and leaf springs out back, struggled to cope with this and the weight. For 1956 revised engines saw power rise to 360bhp. The 410 Sport was the racing version, with 380bhp on tap.

Present: Only 40 made, rarity assured and with the 250’s independent front suspension this car wasn’t just for looks either, although arguably it’s more 1950s style over sporting content.

Future: Values are hard to define as cars were bespoke made and specified. It’s a case of if you have to ask…

Past: Presented at the 1964 Geneva Motor Show and derived from the 400 Superamerica, it was fitted with a special engine, the result of a combination of both Colombo and Lampredi’s work. The first series had a fourspeed gearbox, but when the second series came out in ‘66 an extra ratio had been added. Only 36 were built, with eight for the UK market.

Present: As with most coachbuilt Ferraris, customer loyalty is high. Build quality is very good, and the Pininfarina bodies do not rust easily plus age much better than the ‘Scaglietti cars’ of the same period. Mechanically and electrically these cars are not very sophisticated, so the Superfast Ferraris are relatively low maintenance to own and drive.

Future: Of the 36 made, two were written off, the rest are all accounted for. Not the most popular of choices but invariably a good one.

Past: Revolutionary in a road-going car, the 512 BB was powered by a boxer engine (flat arrangement, horizontally opposed cylinders which appear to be ‘boxing’ with each other) – Ferrari had been using such a layout on GP and sports cars for years – and was also considered to have racing potential. Accordingly, some dealers prepared a number of examples following factory instructions. Big brother to the 308, the engine was enlarged from its 1973 format to 5-litre guise in 1976.

Present: Said to have been good for 176mph, although Autocar ‘only’ wrung 163 from its test car, the BB must be short for Brute and Brawn and is a true supercar in every sense of the word.

Future: As with many other 70s Ferraris, the 512BB looks exceptional value – when compared to a Dino 246GT at least. It’s time will come but until then ponder on one of the best value supercars around,

Past: An all time great. Introduced as an entry level Ferrari, it has become one of the most coveted. A road going development of the racer of the same name using a V6 shared by Fiat, Dino hit the streets in 1967 as the 206. The Dino 246 GT was an evolution of, with a larger engine and a wheelbase lengthened by 60 mm. The car proved commercially very successful and when production stopped in 1973-4, with the Targa topped GTS was launched a year earlier, demand was still sky high.

Present: In a word fabulous! True, it’s not quick, especially these days, but mid-engine handling ensures true driver involvement (although an MR2 would probably show one the way home?). Immense owner satisfaction.

Future: Values remain in orbit but have levelled off of late and it’s a horrendously dear car to restore too. Bodges are horrendously rife as a result so always go for the best you can afford. It’ll be worth it.

Past: Second stab at this lukewarm 2+2 saw a new 3.2 V8, a better cabin and a mild facelift. No rival four-seater cabriolet of similar engine size could offer comparable performance either. As with the 328, Pininfarina improved the styling and aerodynamics of this much overlooked car. T (for transverse gearbox) for 1989 regarded as Mondial’s pinnacle. Production: for UK: 91)cabrio:57 so there’s a fair chunk on offer.

Present: It’s much the same as the old Mondial but with more power and flexibility plus improved looks. Handling is just as good, too while top 3.4 Mondial T has little to says sorry for as a genuine Ferrari classic.

Future: Again it’s much like the original Mondial but these later cars represent a far better deal; Mondial T will become most collectable although as before the model’s lack of popularity means neglect. Buy from a specialist. The time to buy any is now.

Past: The name had been used before, of course, but it was still unusual. Like the chassis, the engine was derived from the last version of the 512BBi, but now sported four valves per cylinder. It was a competent, blisteringly fast gran tourer, and sold well. Those strakes, used by Pininfarina to let big amounts of air to reach the radiators at the sides, were necessary as well as a talking point too. Almost 500 were penned for the UK.

Present: Prolific production did not stop the Testarossa from becoming the most popular Ferrari of them all; it has always been the symbol of decadent 1980s and yuppies’ lifestyle but it’s alsoa fine car in its own right,

Future: Will always be THE Ferrari to arrive in for maximum impact if not pure driver appeal. If the preference is the Boxer, go for the 512TE; powerful, reliable, good electronics; well-sorted car. It should keep steady growth in demand. Most will have been properly cared for as well so you can buy with confidence.