Ferrari 400 Automatic
Chassis Number: 21557
Engine Number: 01001
For details of the car’s previous owners please see the ‘History’ document.
29/09/97 Purchased by Simon Campbell of 6 Meldex Close, Mill Hill, London, NW7 2RW from the Southeby’s classic car auction at the RAF Museum, Hendon.
Mileage at purchase – 56,403
09/04/98 MOT mileage – 56,711
10/04/98 Service by P & O Motors of 131-177 Belsize Road, Swiss Cottage, London NW6 4AB at mileage – 56,711
A new stainless steel exhaust centre-section was fitted at the time of the above service. This exhaust was supplied by Don Pemberton of Stainless Exhaust Specialists, Unit 1, Prospect Court, Nunn Close, Huthwaite, Sutton in Ashfield, Nottinghamshire, NG17 2HW and carries 25 year guarantee against corrosion.
01/05/98 The Bosch alternator was rebuilt by Cardinal Exchange Units, 205 The Broadway, West Hendon, NW9 with a one year warranty.
05/06/98 Front brake pads were changed and the brake fluid replaced by P & O Motors. The pads had been replaced during the service in April but the new pads were fading when hot. It appears these pads were not ‘original’ specification and new pads supplied by H R Owen where now fitted. Mileage 56,745.
07/06/98 London to Brighton Classic Car Run, entrant number 236.
09/06/98 Air-conditioning system re-charged by Mirage Air of Unit 9c, Atlas business Centre, Oxgate Lane, London, NW2 7HU. Mileage 56,958.
25/07/98 Mill Hill to Silverstone 50th anniversary Retro-Run, entrant 70.
08/08/98 Oil pressure sender replaced (to correct low-reading faulty unit) and a new fuel filter was fitted.
31/08/98 Full suspension and steering geometry check carried out by Hendon Tyres on their computerised system. All settings were as per factory specification.
New bulbs fitted to front and rear lights, including headlights.
09/09/98 Front inner wheel-arch corrosion repaired.
05/10/98 Rear wheel-arch and boot floor corrosion repaired, Under-tray and chassis steam cleaned and re-undersealed, chassis and body cavities waxoyled.
24/02/99 Instruments dismantled and cleaned and new bulbs fitted.
28/07/99 Carry out
major (55,800 miles/90,000 kms) service as specified by
Drain engine oil and refill with Castro GTX, fit new oil filters
Drain automatic gearbox, remove gearbox oil-pan, fit new gearbox
filter and re-fit oil-pan with new gasket. Refill with new oil.
Drain differential and refill with new oil.
Fit new brake servo and master cylinder (as a maintenance
Remove all four brake discs, Machine brake discs to remove any
scoring (front discs now at minimum thickness of 30mm), clean and repaint brake disc backing plates, refit brake discs, fit new front brake pads, fit new rear brake pads, fit new handbrake shoes, check all flexible hoses (no replacement necessary).
Drain and refill brake system with new brake fluid.
Check air-filters (no replacement necessary)
Clean Blow-By system.
MOT car - 57,437 miles on 12 May 99
P&O Motors had the vehicle for three months to carry out this work. The car was delivered to them on 8th May and returned on 28th July.
The brake pedal travel seemed excessive and the exhaust was
blowing at the join with the down-pipes, although all other work has been satisfactorily completed.
15/08/99 New carpets fitted. These were tailor-made to the original ‘Wilton’ specification carpet and light grey colour with dark grey piping. The original carpets were used as patterns, by Coverdale Carpets, The Saw Mills, Frith Street, Wigan, Lancs, WN5 0XQ.
Oct 1999 Front suspension was dismantled, inspected, cleaned and re-assembled. No wear was found on the inner suspension mounting bushes, top or bottom ball-joints, inner or outer track-rod ends etc. All of the front anti-roll bar bushes and mountings were replaced. The wheel bearings were inspected, cleaned and re-greased. The brake calipers where cleaned and painted. The road springs where cleaned and painted. The Koni shock-absorbers were cleaned, inspected and re-painted. New top shock-absorber rubber shrouds/spring seats were fitted.
(*** see note below)
Nov 1999 Rear suspension was dismantled, inspected, cleaned and re-assembled. No wear was found on the inner suspension mounting bushes. The rear outer top and bottom hub mountings were dismantled, cleaned, re-greased and re-assembled. No undue wear was found. Although the pivot bearings were just beginning to show some localised pitting these did not require replacing at this time. All of the rear anti-roll bar bushes and mountings were replaced. The drive shaft universal joints and rear wheel bearings were checked for wear and found to be satisfactory. The hand–brake system was dismantled, cleaned, reassembled and adjusted whilst the hand-brake ‘drums’ were cleaned and de-glazed. The brake calipers where cleaned and painted. The rear brake pads seemed to be ‘crumbling’ in the middle and may be faulty. These were subsequently changed at the beginning of May 2000 before the car was driven again. The road springs where cleaned and painted. The Koni shock-absorbers and Koni self-leveling system were cleaned, inspected and re-painted. New top shock-absorber rubber shrouds/spring seats were fitted.
(*** see note below)
Whilst the car was on axle stands the exhaust joints were sealed and the rear axle was cleaned.
*** Whilst the Koni self-leveling system was in good working condition the shock-absorbers are showing signs of wear. The rear shock-absorbers feel weak and both front and rear bodies are showing signs of corrosion. Ideally they require replacing but neither Koni nor Ferrari have availability of new units at this time. Koni have scheduled a production run of both the front units (part number: 82T-1824 SP2) and the rear units (part number: 82T-1825 SP2) for week 52 of this year (1999). The Koni factory is situated in Belgium and can be contacted by telephone on 0031-186635500.
The wheel bolts were also re-chromed at this time.
Feb 2000 The engine bay was detailed to show standard. This involved removing the air-filter boxes, carburetters, throttle linkages, coils, battery, alternator, power-steering reservoir, brake vacuum pump and all vacuum, fuel and oil pipes. The air-filter boxes, camshaft-covers, timing chain top covers and other associated parts were sent to Hankoe for sandblasting and new crackle-black coating was applied. The camshafts were inspected for wear and found to be OK. All other parts were cleaned and painted, as necessary. Whilst re-assembling the camshaft-covers new gaskets and o-rings were fitted. All pipework was replaced and new hose clips fitted. New water and oil radiator mounting rubbers were fitted. A new windscreen-washer pump was fitted.
Apr 2000 The Weber carburetters were completely stripped down. The bodies were sent to Southern Carburetters in Wimbledon to be ultra-sonically cleaned. They were then re-assembled using Weber rebuild kits. These Weber rebuild kits include all gaskets and o-rings plus new fuel filter and needle valve.
New rubber o-ring mounting s were fitted. The carburetters were fully balanced with a synchrometer after fitting.
New Champion N7Y spark plugs and new air-filters fitted.
New 600A battery fitted. This battery is covered by a 4-year warranty and was supplied by Auto-Care Express of Apex Corner, 665 Watford Way, Mill Hill, London, NW7.
06/05/00 New rear brake pads fitted – the originals appear to be crumbling, as noted in November 1999 and I decided to change these before driving the car again.
MOT car – 57,585 miles on 6 May 00
Carburetter idle mixtures adjusted.
29/05/00 As both front and rear screens leaked water all old sealant was removed from around the screens and new sealant was applied.
04/06/00 London to Brighton Classic Car Run, entrant number 117. One of two 400 series present. Run completed without incident.
25/06/00 Bexley & Bromley Pageant of Motoring. Sole entry on the one-make stand for Ferrari.
02/07/00 Ferrari Owners Club National Concours meeting at Castle Ashby. Entered into the section L for first time entrants. Entry number L7. Overall result was 5th in Class.
09/07/00 Service carried out. Oil and filters changed. Brake fluid changed. Wheels removed for renovation. The mileage recorded at this time was 58,019.
18/07/00 Wheels removed and refurbished by Diamond Styling of Unit 2, Waldo Works, Trenmar Gardens, London, NW10. All five wheels had the tyres and valves removed, and where then shot blasted, machined and lacquered. The tyres where re-fitted, along with new metal valves, and the assemblies balanced. Some cracking of the rubber due to age was noticed on all tyres.
05/08/00 Camshaft covers removed and valve clearances checked (see separate sheet). No adjustment was deemed necessary as the few valve clearances. Although some clearances were outside of the factory settings - the maximum discrepancy was by no more than 0.03mm – factory shims are in 0.05mm ‘steps’ so it was decided to make no adjustments and to be aware that adjustment may be required in the next 10,000 miles. The mileage recorded at this time was 58,023 .
Oct 00 All the leather interior trim was removed for cleaning. Whilst this was out of the car any marks were re-touched and hide food was applied. The ‘hockey sticks’ that run along the interior of roof from the front screen to the rear screen and the padded bar that runs across the top of the rear screen were removed and recovered with new leather-cloth. The rear parcel shelf and the trim running across the base of the rear screen were removed and recovered with new leathercloth.
25/11/00 Power Steering filter was replaced. This filter sits in the bottom of the power steering fluid reservoir and filters the fluid for contaminants and also seems to prevent frothing in the system. The original filter was a large paper disc about 4mm thick. It consisted of a long strand of paper would like a Catherine Wheel. It has been replaced with a Mercedes filter that is a slightly different design – two metal discs with a corrugated paper filter between them and about 15mm tall. Mercedes technicians explained that this was a development of the original Mercedes filter that was the same design as the Ferrari one.
27/12/00 Full interior trim removed from car prior to body refurbishment. This includes all seats, carpets, dashboard and door panels. The main instrument binnacle and instruments, and the drivers seat were refitted for the drive to the bodyshop. All exterior badges were also removed.
06/01/01 The car was delivered to the bodyshop, AC Autos of Unit 4a, Atlas Business Centre, Oxgate Lane, Staples Corner, London, NW2 7HJ, Tel: 020-8208-4615. The proprietor, Carmelino Altomare, agreed to remove all remaining body trim and both front and rear screens. The paintwork was to be completely stripped back to bare metal, any rust was to be cut out and new panels manufactured and welded in to repair these areas. The object of this exercise was to return the body to ‘as new’ condition and no time limit was defined. The price was agreed in as much as any overrun would be agreed with me prior to embarking on the work. Such was Carmelino’s expertise that the work was completed on time and on budget. Both front and rear screens were successfully removed without breakage. During this refurbishment a full photographic was kept. Once stripped the full extent of any rust could be seen. The main areas that required repair were the following areas:
· Front screen where the screen sits in the screen surround, only a small amount of repair was required
· Rear screen where the screen sits in the screen surround, especially at the base of the screen. Here the complete area was removed and a new section was fabricated
· Front panel above the bumper, along the leading edge, was repaired with a newly fabricated panel
· Any further, minor areas were repaired as necessary.
The car was basically very sound and looked ‘major accident free’, although the passenger side front wing may well have been replaced during the car’s life. One strange point that was noted was that on many 400s there are small ‘ledges’ on the panel that runs across the base of the front screen, near the wiper spindles. There were none on this car and it was expected that these had been filled over during a previous respray. However, after removing the paint, it appears that this car has never had these ‘ledges’, the panel being solid metal with no signs of welding or other repair.
Whilst stripping the paint it was noted that the car had been resprayed twice before, although it had always been painted ‘Rosso Sir Ivor’. The car was resprayed in this colour in ‘twin pack’ paint.
05/05/01 It was finished and ready for collection on 5th May, and was driven home. The next month was dedicated to refitting the carpets, interior trim and exterior trim and to fully clean the car to remove all traces or dust and overspray.
This opportunity was taken to fit new number plates from Jepson Signs Ltd., 2a Markhouse Avenue, Walthamstow, London, E17 8AZ, Tel: 020-8521 6239, and to have the door handles re-chromed by Classic Chrome, 109 Bellamy Drive, Stanmore, Middlesex, HA7 2DG, Tel: 020-8907 7505.
16/06/01 New rear stainless steel exhaust boxes fitted, having been previously ordered from the suppliers of the middle boxes - Stainless Exhaust Specialists at their new address of Unit 9, Nunn Brook Rise, County Estate, Huthwaite, Sutton-in Ashfield, Nottingham, NG17 2PD, Tel: 01623 552262. At the same time a complete set of exhaust hangers were fitted.
17/06/01 New Fram oil filters were fitted and the oil was inspected. This was absolutely clean and uncontaminated so an oil change was postponed until the Autumn.
18/06/01 MOT car – 58,140 miles on 18 June 01
01/07/01 Ferrari Owners Club National Concours meeting at Boughton Castle. Entered into the section K for ‘2+2 Pininfarina Coupes’. Entry number K1. Overall result was 2nd in Class.
01/09/01 Shock absorbers removed for replacement, with the intention of a replacing these along with the mounting bushes etc. The shock absorbers had been on order from Koni since November 1999 (see above) and have now arrived.
09/01-03/02 A major service was undertaken along with a restoration of the suspension, brakes, shock absorbers, steering joints and exhaust. Details are:
Front and rear springs were refurbished and checked for serviceability. Front springs uncompressed length both measured at 416mm (factory spec: 426mm), rear springs uncompressed length both measured at 356mm (factory spec: 354.5mm). All four springs are within 2.5% of original factory specifications.
The front suspension was stripped down and new top inner bushes, bearings and thrust washers were fitted.
The rear suspension was stripped down and new top and bottom outer bushes, bearings and thrust washers were fitted.
Four new shock absorbers were fitted, along with new rubber ‘cushions’ as needed. New mounting bushes where eventually obtained and fitted all round.
When the front passenger-side top suspension arm was removed the steering drop-arm box was inadvertently damaged. A new replacement was fitted.
The front inner and outer wheel bearings replaced along with their associated seals and dust shrouds.
The front brakes were checked for thickness. (OSF – 27.5mm, NSF – 28.5mm, minimum permissible 30mm). New front discs were therefore fitted.
The front bearing end-float was checked and found to be 0.060mm on the driver’s side and 0.045mm on the passenger side. These are within the factory prescribed limit is 0.06-0.08mm.
The rear brakes were checked for thickness. (OSR - 24mm, NSR - 24mm, minimum permissible 23mm).
New inner and outer track-rod ends were fitted, although the original items were in good order their rubber boots were beginning to perish.
The rear differential was drained and refilled with fresh Hypoid 80w90 oil to flush it out – see August 02.
The underside of the car was pressure washed, any flaking underseal removed and fresh underseal applied as required.
The stainless-steel sill trims were removed and Waxoyl was sprayed into the sill cavity via the trim-clip holes.
Engine oil and filters changed.
Fuel filter changed.
Brake fluid changed and brakes bled.
New stainless-steel exhaust manifolds were fitted.
Carburetor float levels were re-set and the carburetors were adjusted.
The alternator was completely rebuilt by Lloyds Motor Spares. Although it had been done in 1998 the bearings had started to squeal so the decision was made to have it completely rebuilt.
Mar 02 The magnesium-alloy wheels were showing signs of corrosion again. Investigation showed that this is due to moisture being absorbed by the magnesium-alloy. Alan Alderton of Stone Foundries, 669 Woolwich Road, Charlton, London, SE7 8SL (020-8853 4648), a specialist in magnesium-alloy castings, treated the wheels. The wheels were bead-blasted, stripped with chromic acid, treated with zinc chromate to PS636 and finally surface sealed to PS619 with an epoxy seal coat which is baked on. This left the wheels black with some pitting. They were then filled and sprayed the correct shade of silver, Glasurit Silver 101 with clear coat by Carmillo at AC Autos.
Five new Pirelli P4000 215/70WR x 15 were fitted.
Full suspension and steering geometry check carried out by Hendon Tyres on their computerised system. The tracking was adjusted and all other settings were as per factory specification.
Apr 02 The brake master cylinder/servo was changed and the brakes bled. Although P&O Motors had replaced this on 28/07/99 the brake pedal travel had been excessive ever since and this was replaced again with a genuine Ferrari part to cure this. The new servo did not cure the problem, which was eventually traced to an adjustment on the brake pedal connection to the master cylinder push-rod.
The driver’s side front brake caliper showed signs of weeping. Both front calipers were removed, stripped, cleaned and inspected. No undue wear was visible so the calipers were rebuilt using new seals and refitted. The brake system was bled again.
The starter motor was replaced as the old one was showing a tendency not to work when the engine was hot. This was probably due to a faulty solenoid but a fully rebuilt starter and solenoid combination was fitted. This meant the removal of the exhaust manifolds so new gaskets were used when these were refitted.
A new relay was fitted for the left-hand headlight motor and the starter relay was also changed as a precautionary measure.
May 02 New nuts were fitted to the cam covers as the protective coating on the old ones has worn out, causing continual rust stains to appear on them. This was purely a cosmetic change. The engine looks a lot better but a small leak from the driver’s side cam cover has become worse.
June 02 Some marks had appeared in the paintwork across the front of the car and on the driver’s door at the bottom-front corner so the car was returned to AC Autos for attention. Carmillo rectified these faults without charge.
A Phillips ‘Turnlock’ radio-cassette was found, was to AC James Car Radio Repairs, 10 Westmead, Poulton, Bristol, BS18 5XJ sent for reconditioning, and subsequently fitted. This radio is of the type that would have been fitted by Ferrari UK when the car was sold new.
The top of the power-steering reservoir was nickel plated with a ‘gold sateen’ finish by Classic Chrome.
30/06/02 Ferrari Owners Club National Concours meeting at Cottesbrooke Hall. Entered into the section K for ‘2+2 Pininfarina Coupes’. Entry number K1. Overall result was 1st in Class.
July 02 The ventilation fans were cleaned and repainted.
At the recent concours meeting it was noticed that some trim pieces were missing from the car. New black metal lower sill trim strips and stainless-steel front grille surround were fitted. The later was probably not replaced when previous owner, Martin McClelland, fit a new front apron – see ‘History’ document. The drivers side stainless-steel sill trim was also replaced as this had been slightly damaged on removal when the car was repainted.
The centre console was dismantled so that the heater and ventilation control cables could be freed off. These had become stiff to operate. The ventilation and heater control-lever mechanisms were found to be damaged but replacements are currently unavailable. The Pininfarina parts manual is also very vague on what the part numbers for these parts are. However all four controls appear to be identical. After discussions with HR Owen parts department the most likely part number was chosen and placed on back-order.
Whilst the console was apart the fornt-rear balance control was removed, dismantled, cleaned, refitted and wired into the speaker system.
Aug 02 The exhaust system was re-hung to stop it knocking against the floor. The aluminium heat shields fitted to the floor above the exhaust were refurbished. All loose underseal was removed from the chassis, which was then treated with a fresh coating.
The centre gearbox mounting was contaminated with oil and was replaced.
A new replacement battery was fitted as the present one was tested and found to be faulty by the manufacturer. Although it had been bought new, with a four-year warranty, in April 2000 it had stopped holding a charge.
The flushing oil in the rear axle was drained and the unit was refilled with Mobil 1 SHC 75W-90 synthetic.
The exhaust heat shields were cleaned off to remove excessive underseal.
The chassis was inspected for flaking underseal, which was then removed, and it was then retreated with black underseal.
The rear gearbox mounting was contaminated with oil (from a weeping rear gearbox seal). This was removed and a new mounting was fitted.
New wiper arms were fitted.
A strengthening plate was attached to the rear chassis cross-member to provide a more convenient location for jacking the car.
Sept 02 After some investigation a method of cleaning and reviving the leather was found from a company called ‘Leatherique’ in Florida, USA (see below for details). The process consists of stripping all the old colour layers from the leather using cellulose thinners and lots of old rags. Once no more colour was being removed with the thinners soaked rags the leather was allowed to dry out for 48 hours. The next step was to apply ‘Rejuvenating Oil’, in copious amounts, until no more was being absorbed. The leather pieces were the coated again in ‘Rejuvenating Oil’ and wrapped in cling film and allowed to rest for a day. The cling film was then removed, more ‘Rejuvenating Oil’ was applied, followed by more cling film. The next step was to wash the leather with ‘Prestine Clean’. The ‘Rejuvenating Oil’ soaks into the leather and ‘floats’ old dirt particles out of the leather, ‘Prestine Clean’ is then used to wash and clean the leather surface, which is the allowed to dry for 24 hours. In some areas the old dye was difficult to remove. The surface texture can be broken down using ‘500-grade’ wet-and dry sand paper. This is the hardest part because it is intuitively wrong t do but a light sanding with the wet-and-dry paper wetted in the ‘Prestine Clean’ breaks up the surface and works wonders – trust me, but be gentle. Next the leather was wiped over with Isopropyl Alcohol to clean off any old dye residue and left to dry again for another 24 hours. In practice the complete procedure of ‘Rejuvenating Oil/Prestine Clean/Isopropyl Alcohol’ was repeated again until the leather felt soft and supple – one extra time was sufficient in my case. Once the leather felt supple the dye was applied. Firstly the dye was thinned with approximately 15% very hot water, and then it was carefully dabbed on using a lint free cloth. Please note it was NOT wiped on in straight lines directly from the plastic bottle – which is the natural way to apply the dye – but it is carefully dabbed on in small areas moving left to right. The dye dries almost immediately. On my leather a second coat of dye was required but this may vary from car to car. I would say that I did NOT treat all my leather in at one time, I did it in sections – rear seats and rear quarter panels, door panels and removable lower dashboard pieces, front head-rests, centre console, and finally the front seats. The results are amazing, I could not believe that my leather could be ‘rejuvenated’ to such an extent. The ‘Rejuvenating Oil’ truly works wonders and my leather simply drank it! Leatherique suggested that 2 x 32 oz (approximately 2 x 1-litres) containers would be sufficient. Well either they seriously don’t know much about their product (which I very much doubt) or my leather was very dry – I have used 6 x 32 oz containers and I have yet to do my front seats, which will definitely require a further 2, if not 3, 32 oz containers of ‘Rejuvenating Oil’. Do not underestimate just how thirsty you leather can be.
Apart from my brief resume above, and the pictures in the Picture section there are further details about Leatherique’s products at the following URL:
Leatherique - http://www.leaherique.com/
Leatherique’s products are great and their people, especially Krysti, are fantastic. When they shipped me some of their products and these never arrived in London Krysti sent me some more. When these also failed to arrive, Krysti immediately sent yet another batch, all at no extra charge, and included some extras to make up for the delay, which had absolutely nothing to do with Leatherique. As I said, fantastic people to do business with. My only suggestion would be to pay for delivery by Fedex unless you are in the USA – it will cost you maybe $90 extra (for 6 x 32oz bottles to London) which may be an extra 40% but it is definitely worth the extra cost. Trust me this product is the one you need. I am happy to show anyone the results if you want to come to London. I am negotiating to be Leatherique’s UK supplier so do contact me if you are thinking about buying some of their products.
I learned about this process from Michael Charness of the Ferrari Club of America:
Leather Restoration link - http://www.fca-se.org/conc_leather.htm
For someone else who has used Leatherique’s products on their 328 please see Verell Boaen’s link:
If anyone want’s any further information on this process please do contact me
Feb 03 The leather restoration continues. The front seats were removed, stripped down, treated, dyed and reassembled. The dashboard and centre console required the removal of these complete assemblies in order to treat the leather-covered parts within them. Whilst these items were dismantled the opportunity was taken clean the exposed areas, which were covered in an accumulation dust and dirt. The dashboard top had been recovered in 1997 but was redyed to match the exact colour of the other leather trim. Whilst cleaning the instrument binnacle it was noticed that a second covering of leather, originally coloured light grey but subsequently dyed black, had been glued on top of the original leather. This appears to have been done to hide some shrinkage of the original leather covering along the leading edge, the edge nearest the screen.