Ferrari 456 GT & GTA Drivetrain

The 456 engine was designed to produce high power and torque at low and medium rotational speeds from a smaller, lighter package. The compact 5.5 liter V12 65° engine was an all light-alloy unit. The four valve per cylinder timing was controlled by four overhead camshafts. The intake runners had a rectilinear form and the combustion chambers had a low surface:volume ratio, for greater efficiency. The lubrication system had two scavenger pumps and one delivery pump, double filtration and a radiator. A duct sprays oil directly on the underside of each piston for improved cooling.

A Bosch Motronic M5.2 system controled ignition and fuel delivery. Injection was multi-point, timed, and sequential. The fuel supply system included two submersed pumps with compact filters. Ignition was static, with two six-outlet coils.

GT Tramsmission:

The 456GT manual transaxle was positioned at the rear of the car, with drive reaching it through a three-bearing driveshaft housed in a steel pipe rigidly connected to the hydraulic clutch that acted directly on the engine flywheel. The 6 speed box had double-cone synchronizers with a low-friction direct sixth gear. The transmission was pressure lubricated with a pump and oil radiator. The gearbox control featured the Ferrari standard aluminum gearshifter and polished aluminum gate. The differential was a ZF, fin-type, with limited slip and differentiated calibration.

GTA Transmission:

The 456 GTA automatic transmission had 4 electronically controlled gears, and like the manual unit it was integrated with the differential for unrivaled weight distribution. The 456 GTA transmission housing is hydraulically attached to the strengthened chassis, and the driveshaft housing was stiffened. The V12's power and flexibility combined with the calibration of the hydraulic torque converter to ensure unparalleled performance in an automatic 2+2. The GTA transmission was managed by twin computers in the transmission and Bosch Motronic M5.2 system monitoring parameters such as the throttle position, the accelerator control speed, vehicle speed and engine speed. The multiple logic transmission ECU continuously identified the best settings for the car. The driver could also intervene directly whenever there was a desire to take complete control.