The Ferrari 365 GT4 2+2, Ferrari 400 and Ferrari 412 (Tipo F101) are front-engined V12 2+2 grand tourers made by Italian manufacturer Ferrari between 1972 and 1989. The three cars are closely related, using the same body, chassis and engine evolved over time. Following Ferrari practice, their numeric designations refer to their engines' single-cylinder displacement expressed in cubic centimetres. The 365 GT4 2+2 was introduced in 1972 to replace the 365 GTC/4. It then evolved into the 400, the first Ferrari available with an automatic transmission. In 1979 the 400 was replaced by the fuel injected 400 i. The improved 412 ran from 1985 to 1989, bringing to an end Ferrari's longest-ever production series. Although the option of an automatic transmission might imply it may have been designed for the American market, no version of these grand tourers was ever officially imported there as Enzo Ferrari believed that emerging environmental and safety regulations and a 55 MPH national speed limit suggested the company's 8 cylinder cars would suffice in the US market. Many, however, entered as grey imports. Design Ferrari turned to frequent styling partner Leonardo Fioravanti at Pininfarina, whose three-box design for the 365 GT4 2+2 was a clear departure from its fastback predecessor, the 365 GTC/4. It followed Fioravanti's Ferrari 365 GTB/4 Daytona as the second Ferrari to feature the characteristic swage line dividing the body into upper and lower halves. Various coachbuilders, such as Carrozzeria Pavesi and Straman, offered convertible conversions of the 400 series. Switzerland's Felber also showed a shooting brake version on 400 GT basis called the Felber Croisette at the 1981 Geneva Salon de l'Auto. Specifications The tubular steel chassis was based on that of the GTC/4, but the wheelbase was lengthened to . The bodies were steel, with a fiberglass floor; they were manufactured by Pininfarina at its Turin plant, then shipped fully finished to Modena where Ferrari assembled the cars. Suspension consisted of double wishbones, coil springs coaxial with the shock absorbers, and anti-roll bars all around; the rear axle featured a hydraulic self-levelling system. Under the bonnet there was a Tipo F 101 Colombo V12 that underwent many changes through the years. It was an alloy head and block, four overhead cams, 24-valve unit using wet sump lubrication. The transmission was conventionally coupled directly to the engine, as on the GTC/4, with a driveshaft connecting it to the rear limited slip