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: Great revamp of the old 308, with new Mondial T-sourced V8 engine and some subtle styling changes. The turbocharged 2-litre Ferrari V8 was developed so that power was raised to a record 127bhp per litre. The range evolved into the 348 in 1989 with a 300bhp 3404cc engine and a revamped appearance featuring Testarossalooking finned flanks. The superstructure was all new however; steel panel integrated into the bodyshell. 348 Spider of ‘93 was first pure drophead Ferrari for far too many years.

Present: A great car and best model following on from the legendary Dino 246 many claim. Latter 348 is tops and on all, go for later models with soothing ABS brakes and other refinements.

Future: Don’t dilly-dally if you want one because this is a bit of a dark (Prancing) horse that’s tipped for the top, especially the 348s.

Past: America was an excellent market for Ferraris from the start, especially as Luigi Chinetti (who had won Le Mans in 1932 and 1934 in an Alfa when Ferrari was still working for Alfa Romeo) had established himself as a car dealer in New York. Chinetti started ordering Ferraris forthe American market as soon as Enzo set up his own business. The car, made chiefly for the lucrative American market, was the new 340 AM, sporting a new five-speed gearbox and good for 130mph in the softer 200bhp ‘road tune’.

Present: Arguably the start of the true road going Ferraris, this delightful V12 is still a fine GT. The 340 MM, which won the Mille Miglia, eventually evolved into a 375 MM (using a 4.5-litre engine).

Future: With values over between the £2-3million mark they’ll always be a strong market for this model – when one crops up that is.

Past: The design of the 365 GTC was basically similar to that of the last 330 GTCs built, the major difference being that the engine bay air inlets were now on the bonnet and no longer on the flanks. There were more significant changes to the refined mechanics however: the new, large V12 engine offered more generous torque at medium revs, greater flexibility and livelier acceleration.

Present: Thought of as the 456 of the 1970s, and infinitely cheaper although the with its power steering, limited slip diff and even air conditioning, the range was thought a bit soft for true Ferrari fans although as a GT this model boasts considerable merits.

Future: Another not particularly popular prancing horse, so easy to shop for it. As Ferraris go they are pretty fair value although a basket case might cause your credit to really crunch if you decide to buy one on the cheap to restore. It’s not worth the effort or pain.

Past: A more powerful version of the famous 365 GT4 2+2, grown to 4.8-litres, the 400 GT brought the development of the high performance, big displacement front-engined 2+2 coupé to new levels. Greater attention was paid to interior detailing and was also the first Ferrari to be offered with an optional three-speed GM autobox to satisfy US buyers. In 1979 Bosch K-Jetronic fuel injection to comply with US exhaust emission standards was fitted. This was a GT on which several coachbuilders played with, even producing soft-top versions.

Present: Hardly the stuff of which Ferrari dreams are made of, but a fine cruiser with room for four. Economy is dire and it’s as big as a Jag XJ6 to pilot but they cruise well with that V12 up front.

Future: Doubtful whether these big V12 Ferraris will ever become that collectable but the signs are there that interest is starting to snowball. Buy now.

Past: The 400i was not one of Ferrari’s most popular cars, so the 412, which replaced it in 1985, introduced a series of improvements, most noticeable being the higher boot line along with a deeper front spoiler to improve the aerodynamics. Pininfarina’s other improvements were re-designed sill panels, body-coloured bumper inserts, a new alloy wheel design, clear indicator lenses and black windscreen and window surrounds. The enlarged V12 gave eight per cent more power and the 412 was also the first Ferrari to offer Bosch ABS as standard.

Present: Still more cart horse than thoroughbred, but you can’t deny 412’s civility, user-friendliness, cruising ability – or pure value for money. More GT than sports car.

Future: It’s easy to dismiss these fine GTs and while they’ll not rocket in value they will gain in popularity, like the Aston Martin DBS has done of late?

Past: Recognising Maserati’s four-cylinder 2.0-litre engine’s strength, Ferrari gave Lampredi’s engine to a former Maserati engineer, Massimino, to make it more powerful and reliable. Its coachwork was by Scaglietti, as was that of the more shapely second version, the 500 TRC, which was reserved for existing customers. Although it never raced as an official Team Ferrari car, the 500 TRC still delivered a host of victories thanks to its excellent handling and reliability.

Present: This Redhead has always caught the limelight a lot less than its 250 Testarossa sibling, but it is no less rare. It inspired the Pininfarina ‘Rossa’ concept car which was presented just five years ago.

Future: Priceless Ferrari and perhaps the ultimate ‘vintage’ model, if values are any indication, although more for sport than road use (scant weather protection sees to that).

Past: From carburettors to fuel injection for 1981: Bosch K-Jetronic replaced the outgoing model’s four triple-choke Weber 40 IF 3C carburettors. Otherwise mechanically identical, the flat-12 featured lower maximum revs (6600 rpm compared to the 512 BB’s 6800 rpm) and the engine developed 20bhp less, although top speed was similar. Externally the Bbi re-designed rear bumper and wheels, the side NACA duct, finished in black, and body-coloured wing mirrors. Inside, the classic Connolly leather seats featured a central wool textile insert and the car was fitted with aircon and central locking. Just over 40 were made for UK.

Present: The Ultimate in 512BBs – less pace but more usability and thus desirability.

Future: As with the carb-fed model, this is a car to snap up now if you find a good one – and worry about the running costs later!

Past: Unpopular replacement for much loved Dino 246 Ferrari unveiled the Dino 308 GT4, a V8-engined 2+2 designed by Bertone, with boxy lines. The name Dino was retained until the end of 1976 when it was changed to Ferrari due to popular demand. The car remained in production until late 1980, with a rare 2-litre model not seen in UK added to the range in 1975.

Present: This is today’s ‘entry-level’ Ferrari for most of us as well as the most affordable and fairly approachable opportunity to own a Ferrari – if you view one as such you won’t be disappointed. In fact, the media fairly raved about the car when new even though it was a softer more civilised take on the 246GT.

Future: Lack of popularity makes one a tempting bet butvalues won’t rise for some time and many have been neglected because of this. Looks affordable but repair costs can outweigh the car’s value.

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.