456M GTA Owners/Drivers Report (very long) w/extended comments on auto-transmission

We’ve had the 2000 456M GTA (Black/tan) for a few weeks now, and put almost 1000 miles on the clock. Thought I’d provide a report on the car, especially the performance of the automatic transmission; an item for which I’ve found almost nothing on-line in terms of ownership/driver’s reports.

It’s hard to start a report by stating what other cars you’ve owned/driven because I think this comes across as crass and a bit unfriendly. So forgive this bit of background; it may help put my comments into perspective. We’ve owned a moderate number of other exotics, and enjoyed all of them. I sold a Diablo 6.0 just prior to purchasing the 456; I’ve also owned a 94 Diablo VT and an 85 Countach 5000s. My prior Ferrari experience has been with a couple of the 308/328 series, and a 88.5 Testarossa. I’ve also driven the 355, 360 and 550. Round this out with a couple of 928s, 2 NSX, and many Lexus (SC400, SC430, GS400 (my current daily driver), etc.).

I was very apprehensive about purchasing a 456 with automatic. All the usual reasons. However, the selection of automatics is pretty good right now, and the price reflects a real value for a modern, V12 Ferrari (we paid $80k for a nice example, full records, clean PPI, 21,000 miles). I prefer “driven” cars to garage queens. In my experience (see above), the number of problems on exotics is inversely related to the mileage. More miles is almost always a cleaner, less-trouble-prone experience. Anyway, every previous exotic I’ve owned has a manual and I was ready to give an automatic a try.

So, for starters, the V12 in the 456 is a gem. Lambo V12s are a study in advanced check-engine light diagnosis; find a Diablo with no check-engine lights and you’ll likely find they were disconnected - seriously. The Testarossa 12 was nothing but trouble with the archaic K-jetronic (mine burned up in a cat fire like many others), and even the Ferrari V8s needed constant tuning and attention. The 456 engine with the Motronic 5.2 is just a gem. Starts smoothly, idles at a rock-solid 1000 rpm cold and 800 rpm warm, and makes prodigious torque and power at any rpm. This alone is a joy compared to my prior exotic experience. As a bonus, the 456 V12 is very much un-stressed in this application, a feature for longevity. This is born out by the complete lack of engine-related problems (including the dreaded CELs) for the 456 on the message boards over the last decade.

Of course, this great powertrain would mean nothing if you can’t get the power where it needs to go. And I have to say, I was uber-apprehensive about the auto-box. First thing I noticed was the short first gear and relatively long second. There’s a large rpm drop when the box shifts. Starts are pleasantly fast; just hold throttle, and the car revs quickly to about 6000 rpm before shifting to second at about 2500. The 1 / 2 shift is fairly smooth, smoother (strangely) under harder acceleration. With moderate throttle, the car has a slight lurch. 3rd gear is closer in ratio to 2nd, and 4th gear is pretty long. The 2/3 upshift is probably the least-smooth; while 3/4 if very nice, almost Lexus-like in matching revs and smoothness. In fact, the electronics do a very nice job in ensuring a good rev-match on shifts. The box is smooth – not as smooth as the very-best autos (I’d rate the Lexus GS-series as the best automatics I’ve driven), but a tad smoother than either the BMW or Mercedes sedans I’ve driven.

The automatic transmission logic is pretty good but not perfect. I’d say it found the right gear about 85% of the time when asked to shift. Going uphill or under-load, it readily downshifted for power. The only disappointment was cruising at 75-85mph in 4th, and giving full throttle to pass on level ground. Here, the transmission did not shift unless you really gave it full throttle very-quickly. Third gear is a good passing gear, and manual-shifts are easy to accomplish. Actually, I found myself manually selecting gears quite frequently (for the record, I live at high-altitude with many hills – we especially use downshifts for engine braking). At any reasonable speed (<100), you can downshift to third for passing/power. Below about 60, a downshift to second is also possible. Once the engine gets above about 3500 rpm, it’s got lots of passing torque, above 5000 rpm, the V12 is a true monster, with all the power you’d need. My only complaint is the relatively long spacing between 1 / 2 and 3 / 4. Of course, a 5th gear would be great, but you take what you get with the GTA…

All in all, I’m very pleased with the automatic. It’s smooth, has plenty of power, and provides more than enough opportunity for driver selection/input as required. There’s a few downsides, the most significant of which is *noise*. Overall, the 456 is a phenomenally-quite car – almost Lexus-like quiet. At 85 mph in 4th, this car is almost a cocoon. Perhaps this amplifies the noise from 2nd and 3rd gear. Downshift to 3rd, and the shift is smooth (little kickback/lurching), but it is louder than you’re expecting. Ditto for second (but not quite as bad).

In fact, the Lexus-comparison in this car continues to many other attributes (and that’s a very good thing for us, we wanted a GT/touring car that was easy to drive long distance). The steering is fabulous. Not as crisp as the Diablo 6.0 or NSX’ steering, but miles ahead of the earlier Ferrari’s and the Lexus/Mercedes. Even a touch more responsive than the 5-series BMWs. The power steering isn’t obtrusive at highway speed, and it’s got just the right amount of feel for parking/low speed. The car has no tendency to hunt/till on the highway.

In fact, the one thing I find the Italian exotics do better than any other cars on the road is provide precise steering with good feedback but no bump-steer or tilling. Truly a pleasure to drive if you’ve not experienced this level of refinement. Handling isn’t quite as crisp as the 360 or Diablo, but it’s certainly more responsive than the Japanese coupes or German examples I’ve driven. In fact, I think Ferrari just about nailed the comfort/performance equation on the 456. The “sport” setting does give a bit firmer ride, but nothing like the “sport” settings on the Diablo, which truly turn the Lambo’s into racer-boy track day beasts. Regular shock/suspension settings are just right for the 456, and I haven’t really used the sport setting, even for enthusiastic mountain runs. ABS on the 456 is smooth and unobstrusive. I haven’t turned ASR off yet to see what happens in controlled conditions. Maybe the next Porsche club track day…

I was worried about the window seals on the 456; no need. Our windows are tight, work perfectly, and have absolutely no wind-noise even well into triple digits. The seats are marvelous, with enough adjustment to find just the right position. Other potential trouble-spots (delaminating rear window) weren’t present and the radiator on my car has been fixed in the service records, taking care of the last-remaining concern.

What’s not to like? A few nits. Biggest among these is the *terrible*, dissolving rubber-coating on a variety of interior bits. Why Toyota can make lasting interiors while Ferrari puts dissolving-goo in a quarter-million-dollar exotic is just infuriating. I replaced the ashtray cover, and now only the switches still have a bit of stickiness to them (well, the door handles are a bit gooey as well…). Thankfully, the 456 doesn’t have as much of these bits as the 355; a car that will literally dissolve if left in hot, humid conditions. I mentioned the noise in 2nd (and especially) 3rd gear, but I think this problem is amplified by the otherwise marvelous NVH (noise, vibration, harshness) reduction of the 456. Come to think of it, Ferrari released this car in 1992, and I would guess the NSX was the target in this area (released in 1990). The 456 is truly up to the NSX standard of ease and functionality (a very good thing) with the addition of the incredible V12 powerplant. The interior is great and tasteful, with good-quality leather on literally every surface except the floor. No wrinkling/fading in our car, thank you previous owners for attending to this and everything else…

Another nit: the leather-covered rear deck reflects in the window. The tan leather gives a brown-hue to the view out the back. Speaking of which, the view from the 456 is fabulous, easy to see around the car with minimal blind spots – far, far better than any of the Lambos and one area where the 456 is superior to the 550. My final negative is the position of the dash wrt to the steering wheel. It’s very hard to get both a comfortable driving position for the wheel (read: low) and also clearly see the dash, especially the warning lights. I found a compromise position, but it’s not ideal.

In conclusion, the 456 is a pleasantly-livable, refined Ferrari. The first Italian exotic I’ve owned that could be readily driven daily. Nearly all the bonuses of an exotic with very little compromise. I was apprehensive about the automatic, but no longer. A fine gearbox, that detracts little from the Ferrari experience. I am fortunate to have found a great, full-record clean example. At $80K for a modern, Italian V12 exotic, this has to be considered *the* deal among late-model Ferraris.

 

Car was in Florida originally (fortunately, very well maintained and rust and corrosion free).

Regarding the NSX comment, I do apoligize, I should have been more clear. I intended to say that the refinement and ease of use were comparable to the Lexus/NSX. Not the quality. As good as the 456 is - and it's the best quality Italian exotic I've owned - it's not on-par quality wise with the Japanese examples.

Here's a picture or two, including a through-the-trunk shot of the automatic (haven't seen too-many of this view online).
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Two more quick pics...
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Fabulous discussion, a must read for anyone with the GTA.

Most important is the caution against engine-braking with this transmission. I usually *do* engine brake on the many hills were I live, so I'll now forgoe this and accept the wear/tear on the brake pads instead.

You've probably extended the life of my GTA by a considerable amount with your lucid points. Why doesn't Ferrari mention this in the owner's manual or technical bulletins?

Outstanding contribution, and THANK YOU.