{"id":203655,"date":"2016-04-17T19:14:59","date_gmt":"2016-04-17T19:14:59","guid":{"rendered":"http:\/\/blog.supercars.net\/blog\/?p=203655"},"modified":"2024-11-10T19:22:44","modified_gmt":"2024-11-10T19:22:44","slug":"1976%e2%86%921981-ferrari-512-bb","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/1976%e2%86%921981-ferrari-512-bb\/","title":{"rendered":"1976 – 1981 Ferrari 512 BB"},"content":{"rendered":"

Ferrari 512 BB<\/h1>\n

1976 – 1981 Ferrari 512 BB<\/h2>\n
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In 1976, Ferrari enlarged their flat-12 engine to 4942cc and created the 512 Berlinetta Boxer (BB). This is the car that replaced the 365 GTB \/ 4 (known as the Daytona) as Ferrari\u2019s flagship car.\u00a0<\/span><\/p>\n

It marked a big change for Ferrari because the company moved a horizontally opposed engine layout for its new flagship car, thus the Berlinetta Boxer name<\/a>. The move to a flat-12 was largely designed to align the production cars with what the Scuderia Formula 1 team was doing (they had flat-12s since 1970). In practical terms the road and race car engines were of entirely different designs, but the company could say they were both flat-12s.<\/p>\n

It wasn’t just the engine design that was different either. For the first time Ferrari put the engine behind the driver. Ferrari’s V12 berlinetta cars always had the engine in the front, but with cars like the Lamborghini Miura<\/a> and Countach<\/a> capturing buyers attention, it was clear that Ferrari’s top model had to go the mid-engined route.<\/p>\n

The move to a \ufb02at-12 was partly dictated by packaging considerations. Mindful that a longitudinal engine with the gearbox behind would add inches to the wheelbase and\/or steal cabin space, Ferrari had decided that the BB should have its transmission placed below the engine. This would allow a shorter wheelbase and a roomier cabin. It also pretty much dictated a \u2019\ufb02at\u2019 engine to keep the centre of gravity reasonably low, though it still put substantial mass in a sub-optimal position as far as handling was concerned.<\/p>\n

The car was launched as the 365 GT4\/ BB in 1973<\/a>. Most of the magazines and press at the time loved the clean Pininfarina design and were shocked by the strong performance. Road & Track hit 175 mph in the car and were quoted as saying it was the fastest car they had ever tested at that point. Acceleration was strong, with the sprint to 60 mph over in 5.4 seconds. Handling and overall dynamics were class leading at the time.\u00a0Initial excitement waned a little as stories of the 365 GT4\/ BB<\/a> having a wild and unpredictable side, especially at the limit. If you backed off the throttle mid-turn, the mass of the engine wanted to keep going, causing the tail to snap round and the car to spin (aka old 911-style).<\/p>\n

The rest of the car was improved and in detail the 512 had many new changes. <\/span>The new engine was capable of 360 bhp with a compression ratio of 9.2:1. To deal with the new power, a dual-plate clutch was installed. A dry sump lubrication system was also included to help the car scavenge oil.<\/p>\n

Compared to the 365 GT4 BB, the body was wider at the rear for larger tires a revised suspension. Other new features included a NACA side air vents for the rear brakes, a lower front nose with new spoiler and four rear tail lights versus 6 on the 365.\u00a0Over a five year production run nearly 1,000 512 BBs were produced until the model was upgraded to include Bosch K-Jetronic fuel injection and became known as the 512i BB<\/a>.<\/p>\n

Ferrari 512 BB Buyers Guide<\/h2>\n

The 512 BB is a great Ferrari to own. A well cared for car responds pretty much as you\u2019d expect from a mid-engined car of the period and that’s a good thing. Plenty of power, great sound and decent dynamics as long as you aren’t stupid. If you lift off the throttle quickly mid-corner you will unsettle the car and end up in a ditch. Don’t do that. Be thoughtful with the throttle and drive it like an old Porsche 911 and you will be fine. The reputation of the Boxer Berlinetta<\/a> should not scare you away from buying one.<\/p>\n

The 512 BB in many ways is the sweet spot in the Boxer Berlinetta<\/a> range because it has a bigger-capacity engine and more power than the 365 GT4 BB<\/a>. Power was up to 360 bhp and torque was up to 330 lb\/ft. 0-60mph time was under 6 sec and the top speed a little over 180 mph.<\/p>\n

The 512 BB also had a few nice creature comforts that didn’t exist on the 365. Things like air conditioning among them wider rear wheels, which required slightly wider rear bodywork. The more obvious differences included four rather than six rear light lenses.\u00a0They also made more 512 BBs than the 365 GT4 BB so it is easier to find a nicer one.<\/p>\n

As always we recommend finding a fully stamped, service history with of\ufb01cial Ferrari dealers and recognized specialists is clearly the \ufb01rst box to be ticked.\u00a0Specialists recommend an oil change, brake \ufb02uid change and general checkover every year, with the transmission changed every second or third year, and the cambelts every three years. The good news for buyers of the 512 BB is that it is a really strong engine and not a lot can go horribly wrong (provided it\u2019s been serviced correctly of course). All buyers should make sure they get a compression test to make sure things are sound.<\/p>\n

Because its a flat-12, you can get wear on the lower side of the bores. Also bear in mind that when you switch off, the oil drains down to the bottom of the bores, so next time you start it up you will get a good puff of smoke as it pumps out that neat oil at the bottom of the bores.Don’t worry if you see smoke on start-up for the first 30 seconds – it’s totally normal. Obviously if it\u2019s still smoking when its warm, then you\u2019ve got problems. On a test drive, it should clearly be running on all cylinders, with no gaps in the performance.<\/p>\n

The main issue with the Boxer is the differential, it\u2019s probably the BBs biggest weak spot. The real problem is parts availability – they\u2019re really hard to find now. So give the car a thorough test, up and down the gears, and listen for any untoward noises from the drivetrain.<\/p>\n

The Boxer, as with all Ferrari’s of the era, is built around a strong framework of square and rectangular\u2014section steel tubing. It should be crisp-edged and straight.\u00a0The hinged nose and tail sections were aluminum, as were the doors, with the lower. bodywork at the nose and tail being glass-fiber. They are not particularly prone to corrosion but it is a car from the late 1970s and early ’80s so don’t expect miracles.<\/p>\n

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Ferrari 512 BB Specs & Performance<\/h2>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
submitted by<\/td>\nRichard Owen<\/td>\n<\/tr>\n
type<\/td>\nSeries Production Car<\/td>\n<\/tr>\n
production years<\/td>\n1976 – 1981<\/td>\n<\/tr>\n
released at<\/td>\n1973 Paris Motor Show<\/td>\n<\/tr>\n
built at<\/td>\nMaranello, Italy<\/td>\n<\/tr>\n
body stylist<\/td>\nPininfarina<\/td>\n<\/tr>\n
production<\/td>\n929<\/td>\n<\/tr>\n
price $<\/td>\n$ 38,000<\/td>\n<\/tr>\n
predecessor<\/td>\n1971 Ferrari 365 GT4 BB<\/a><\/td>\n<\/tr>\n
succeccesor<\/td>\n1981 Ferrari 512i BB<\/a><\/td>\n<\/tr>\n
engine<\/td>\n180\u00b0 Flat-12<\/td>\n<\/tr>\n
position<\/td>\nMid, Longitudinal<\/td>\n<\/tr>\n
aspiration<\/td>\nNatural<\/td>\n<\/tr>\n
valvetrain<\/td>\nBelt-Driven DOHC, 2 Valves \/ Cyl<\/td>\n<\/tr>\n
fuel feed<\/td>\n4 Weber 40 IF3C Carburetors<\/td>\n<\/tr>\n
displacement<\/td>\n4942 cc \/ 301.6 in\u00b3<\/td>\n<\/tr>\n
bore<\/td>\n82.0 mm \/ 3.23 in<\/td>\n<\/tr>\n
stroke<\/td>\n78.0 mm \/ 3.07 in<\/td>\n<\/tr>\n
compression<\/td>\n9.2:1<\/td>\n<\/tr>\n
power<\/td>\n268.5 kw \/ 360 bhp @ 6200 rpm<\/td>\n<\/tr>\n
specific output<\/td>\n72.85 bhp per litre<\/td>\n<\/tr>\n
bhp\/weight<\/td>\n220.32 bhp per tonne<\/td>\n<\/tr>\n
torque<\/td>\n450 nm \/ 331.9 ft lbs @ 4600 rpm<\/td>\n<\/tr>\n
redline<\/td>\n6600<\/td>\n<\/tr>\n
body \/ frame<\/td>\nTubular Steel \/ Steel & Aluminum Panels<\/td>\n<\/tr>\n
driven wheels<\/td>\nMid Engine \/ RWD<\/td>\n<\/tr>\n
front tires<\/td>\n215\/70VR-15<\/td>\n<\/tr>\n
rear tires<\/td>\n225\/70VR-15<\/td>\n<\/tr>\n
front brakes<\/td>\nVented Discs<\/td>\n<\/tr>\n
rear brakes<\/td>\nVented Discs<\/td>\n<\/tr>\n
front wheels<\/td>\nF 38.1 x 19.0 cm \/ 15.0 x 7.5 in<\/td>\n<\/tr>\n
rear wheels<\/td>\nR 38.1 x 22.9 cm \/ 15.0 x 9.0 in<\/td>\n<\/tr>\n
steering<\/td>\nRack & Pinion<\/td>\n<\/tr>\n
curb weight<\/td>\n1634 kg \/ 3600 lbs<\/td>\n<\/tr>\n
wheelbase<\/td>\n2500 mm \/ 98.4 in<\/td>\n<\/tr>\n
front track<\/td>\n1500 mm \/ 59.1 in<\/td>\n<\/tr>\n
rear track<\/td>\n1563 mm \/ 61.5 in<\/td>\n<\/tr>\n
length<\/td>\n4400 mm \/ 173.2 in<\/td>\n<\/tr>\n
width<\/td>\n1830 mm \/ 72.0 in<\/td>\n<\/tr>\n
height<\/td>\n1120 mm \/ 44.1 in<\/td>\n<\/tr>\n
transmission<\/td>\n5-Speed Manual<\/td>\n<\/tr>\n
gear ratios<\/td>\n2.95:1, 2.11:1, 1.60:1, 1.21:1, 0.92:1<\/td>\n<\/tr>\n
final drive<\/td>\n3.21:1<\/td>\n<\/tr>\n
top speed<\/td>\n~257.44 kph \/ 160 mph<\/td>\n<\/tr>\n
0 – 60 mph<\/td>\n~5.5 seconds<\/td>\n<\/tr>\n
0 – 100 mph<\/td>\n~13.2 seconds<\/td>\n<\/tr>\n
0 – 1\/4 mile<\/td>\n~13.5 seconds<\/td>\n<\/tr>\n
0 – 100 kph<\/td>\n~5.4 seconds<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<\/div>\n

<\/h2>\n

Ferrari 512 BB Videos<\/h2>\n