The Ferrari Berlinetta Boxer represented one of the most important changes in Ferrari road-car engineering. It replaced the traditional front-engined V12 flagship formula exemplified by the 365 GTB/4 Daytona with a mid-engined layout inspired by Ferrari’s competition cars.
There is an important distinction in the model sequence. The 365 GTB/4 Daytona was the front-engined flagship that preceded the Boxer family conceptually and in Ferrari’s road-car lineup, but the direct predecessor to the 512 BB was the 365 GT4 BB, introduced in production form for 1973. The sequence is therefore:
365 GTB/4 Daytona → 365 GT4 BB → 512 BB → 512 BBi.
The 365 GT4 BB established the basic mid-engine Boxer architecture. The 512 BB enlarged the engine to nearly five liters and revised the lubrication, cooling, body and chassis details. The later 512 BBi replaced the BB’s Weber carburetors with Bosch fuel injection, improving starting, emissions and everyday drivability while slightly changing the engine’s personality.
Despite the “Boxer” name, the engine was not technically a conventional boxer in the strict mechanical sense. Ferrari used a 180-degree flat-12 derived conceptually from its racing-engine experience. Opposing pistons shared crankpins in a configuration more accurately described as a flat V12 rather than a true boxer engine.
The 365 GTB/4 Daytona: The Front-Engine Predecessor
Before the Berlinetta Boxer, Ferrari’s flagship two-seat GT was the 365 GTB/4, commonly known as the Daytona. Introduced in 1968, the Daytona represented the mature form of Ferrari’s traditional front-engine V12 grand tourer. Its engine was mounted longitudinally at the front. The transmission was mounted at the rear as part of a rear transaxle, giving the car favorable front-to-rear weight distribution.
The Daytona used Ferrari’s Tipo 251 4.4-liter V12, displacing 4,390 cc. It had dual overhead camshafts on each cylinder bank and six Weber carburetors. Output was approximately 352 horsepower in European specification.
Why Ferrari Moved the Engine Behind the Driver
By the late 1960s, mid-engine layouts had become standard in Formula One and increasingly common in exotic road cars. The Lamborghini Miura demonstrated that buyers would accept a mid-engined road-going supercar. Ferrari had already used mid-engine layouts extensively in competition and in smaller road cars such as the Dino. Enzo Ferrari had initially been cautious about offering a powerful mid-engined V12 road car to ordinary customers.
By the early 1970s, however, the performance advantages and market expectations were impossible to ignore. The Berlinetta Boxer represented Ferrari’s response.
1971: The 365 GT4 BB Prototype
Ferrari unveiled the 365 GT4 BB prototype at the 1971 Turin Motor Show. The car was radically different from the Daytona. Instead of placing the V12 ahead of the occupants, Ferrari mounted the flat-12 longitudinally behind them.
The body was dramatically lower and more compact. The design came from Pininfarina under Leonardo Fioravanti. Although shown in 1971, production did not begin immediately. Ferrari continued refining the car before deliveries started.
1973: The 365 GT4 BB Enters Production
Production of the 365 GT4 BB began in 1973.
The car used a 4,390-cc flat-12, preserving the same nominal displacement class as the Daytona but using a completely different engine architecture. The engine was designated within Ferrari’s flat-12 family and drew heavily from Ferrari’s contemporary racing-engine experience. It used four overhead camshafts and four triple-choke Weber carburetors. Output was approximately 360 horsepower.
365 GT4 BB Engine Layout
The flat-12 was installed longitudinally behind the passenger compartment. One of the most unusual elements was the relationship between the engine and gearbox. Rather than mounting the transmission behind the engine in a straight line, Ferrari placed the five-speed gearbox underneath the engine. The engine therefore sat above the transmission. This shortened the entire powertrain package and allowed Ferrari to keep the wheelbase relatively compact. It also raised the engine somewhat higher in the chassis than would have been ideal for center-of-gravity purposes.
Five-Speed Transaxle
The Boxer used a five-speed manual gearbox with a traditional gated Ferrari shifter. Power passed through the transmission to the rear wheels. The gearbox-under-engine arrangement was carried forward through the 512 BB and 512 BBi. This packaging became one of the defining mechanical features of Ferrari’s flat-12 road cars, continuing into the later Testarossa family.
365 GT4 BB Lubrication
The early 365 GT4 BB used a wet-sump lubrication system. This distinguished it from the later 512 BB, which adopted dry-sump lubrication. The wet sump was simpler but less ideal for maintaining oil control during sustained high-speed cornering. Ferrari’s move to a dry sump on the 512 was therefore an important mechanical improvement.
365 GT4 BB Suspension
The Boxer used independent suspension at all four corners. Unequal-length wishbones, coil springs and telescopic dampers were fitted front and rear. The rear suspension used twin spring-and-damper units on each side. This arrangement helped manage the weight of the large flat-12 powertrain.
Anti-roll bars were fitted. Compared with the Daytona, the mid-engine layout concentrated much more mass near the center of the car.
Six Taillights
One of the easiest visual identifiers of the 365 GT4 BB is its rear lighting. The 365 GT4 BB generally has six round taillights, three on each side. Later 512 BB and BBi models use four primary round rear lamps.
The early car also has six exhaust outlets, another useful identifying feature. These details make the 365 GT4 BB visually distinct once the differences are known.
365 GT4 BB Performance
The 365 GT4 BB was one of the fastest road cars of its period. Top speed was generally claimed at around 175 mph, although published test results varied.
The flat-12 was smoother and more free-revving than most contemporary V8s. Power increased progressively with engine speed, giving the car a very different character from an American V8 or turbocharged contemporary.
1974–75: The 365 GT4 BB Matures
Production continued with relatively modest running changes. Ferrari improved cooling, electrical systems, trim and assembly details. Because production volumes were low and cars were substantially hand-built, specifications can vary. Ferrari was already preparing a more powerful and more usable version. The result became the 512 BB.
1976: The Ferrari 512 BB
Ferrari introduced the 512 BB in 1976. The model name reflected the new engine displacement and cylinder count: 5 for approximately five liters and 12 for twelve cylinders. Displacement increased substantially from 4,390 cc to 4,942 cc.
The larger engine improved torque and drivability.
512 BB Engine
The 512 BB retained the 180-degree flat-12 layout. Bore and stroke were revised to achieve the increased displacement. The engine continued to use four overhead camshafts. Induction was still through four triple-choke Weber carburetors. Published output was approximately 360 horsepower, similar to the 365 GT4 BB on paper.
However, the larger engine produced substantially more torque. This made the 512 easier to drive quickly without constantly operating near maximum rpm.
Why Horsepower Did Not Increase Dramatically
The increase from 4.4 to nearly 5.0 liters did not produce a huge increase in quoted peak horsepower. Ferrari instead emphasized torque, flexibility and durability.
Emissions requirements were becoming more difficult. The larger engine allowed strong performance without requiring more aggressive high-rpm tuning. Consequently, the 512 BB generally feels stronger in normal driving than the smaller 365 even though published peak horsepower figures are similar.
Dry-Sump Lubrication
One of the most important mechanical improvements was the adoption of dry-sump lubrication. Instead of storing the engine’s oil in a conventional sump beneath the crankshaft, oil was scavenged and stored in a separate reservoir. This improved lubrication during hard cornering. It also allowed better control of oil aeration and temperature.
Dry-sump lubrication was more consistent with Ferrari’s competition engineering and made the 512 better suited to sustained high-performance use.
512 BB Cooling
Ferrari revised the cooling system for the larger engine. The flat-12 generated substantial heat, particularly in slow traffic. Radiator capacity, airflow and coolant routing were important considerations.
Ferrari also altered the fuel tank arrangement and added dual electric fuel pumps to supply the 4 Weber 40 DCNF carburetors, improving fuel delivery stability during high lateral Gs.
Cooling fans and electrical systems need to function correctly for a Boxer to remain comfortable in modern traffic. Overheating can create serious and expensive problems.
512 BB Compression and Torque
The larger engine used different internal dimensions and tuning from the 365. Its torque increase was particularly noticeable at middle engine speeds. The engine remained highly responsive compared with most large-displacement engines.
Unlike the later 512BBi and Testarossa, the 512 BB retained carburetors, which contribute strongly to its mechanical sound and throttle response.
Weber Carburetors
The carbureted 512 BB used four triple-barrel Weber carburetors. Together, these supplied twelve individual intake throats. When properly synchronized, the system provides excellent throttle response. It also produces a characteristic induction sound that is absent from the later injected BBi.
Carburetor synchronization, float levels, fuel pressure and ignition timing all need to be correct. A poorly adjusted Boxer can run badly despite being mechanically healthy.
512 BB Transmission
The five-speed manual gearbox remained mounted beneath the engine. The gated shifter required deliberate operation. Second gear can be reluctant when cold, a characteristic familiar from many Ferraris of the period.
The clutch is relatively heavy. A well-adjusted linkage and healthy synchronizers make a major difference to the driving experience.
Final-Drive Configuration
The Boxer transmission and differential form a compact assembly beneath the engine. This packaging allowed Ferrari to maintain a relatively short wheelbase.
However, placing the engine above the gearbox raised the center of mass compared with later supercars that mounted their engines lower. This contributes to the distinctive way the Boxer handles.
512 BB Suspension Changes
The basic unequal-length-wishbone suspension layout from the 365GT4 BB continued. Ferrari revised spring and damper rates to accommodate the heavier and more powerful engine. The rear continued using twin coil-over damper assemblies on each side.
Wheel and tire specifications changed. The chassis remained relatively compliant by later supercar standards, allowing reasonable road comfort.
Wheels and Tires
The 512 BB received wider wheels and tires appropriate to its additional torque. Michelin developed high-performance tires for cars in this class. Tire technology is particularly important when evaluating historical performance because modern replacement tires can provide considerably more grip than period originals.
Correct-looking wheels remain important to collectors.
512 BB Body Changes
The 512 BB retained the basic Pininfarina shape of the 365 GT4 BB but incorporated numerous detail changes. The rear body was revised. Cooling ducts became more prominent. The lower black body treatment continued on many cars. The front spoiler and lower body details evolved.
Most of the changes are subtle rather than a complete redesign.
Four Taillights
The 512 BB is readily distinguished from the 365 GT4 BB by its rear lighting. The 512 uses four round taillights, two on each side, instead of the six used on the 365.
The exhaust arrangement also changed from six outlets to four exhaust tips. These are among the easiest ways to identify a 365 GT4 BB versus a 512 BB from the rear.
NACA-Style Side Ducts
The 512 BB incorporated distinctive NACA-style cooling ducts in the lower body area. These helped provide additional airflow for mechanical components. The ducts also became a recognizable visual feature. Detail differences in ducts, spoilers and trim are useful when authenticating restored cars.
1977–80: Carbureted 512 BB Production
The carbureted 512 BB continued through the late 1970s. Ferrari made numerous small running changes rather than distinct annual redesigns.
European cars dominated production because the Boxer was never officially federalized by Ferrari for normal U.S. sale. This created an important distinction for American collectors.
No Factory U.S.-Market Boxer
Ferrari did not officially sell the 365 GT4 BB, 512 BB or 512 BBi as normal U.S.-specification production cars. American emissions and safety regulations made certification difficult. Nevertheless, many Boxers entered the United States through independent importers. These cars had to be modified to meet federal requirements.
Changes could include bumpers, side-impact equipment, lighting, emissions systems and engine tuning.
Gray-Market U.S. Cars
The quality of U.S. federalization varied enormously. Some importers performed careful, reversible modifications. Others cut structures, altered bodywork or installed emissions equipment crudely. Many cars were later partially or completely returned to European appearance.
For an American-market Boxer today, the federalization history is therefore an important part of the car’s condition and value.
1981: The 512 BBi
Ferrari replaced the carbureted 512 BB with the 512 BBi.
The “i” referred to fuel injection.
The engine remained approximately 4,942 cc and retained the flat-12 architecture.
The major change was replacement of the Weber carburetors with Bosch K-Jetronic mechanical fuel injection.
Bosch K-Jetronic Injection
K-Jetronic continuously meters fuel mechanically according to airflow. Compared with carburetors, it offered better cold starting, improved emissions and more consistent mixture control. It also required less periodic synchronization. This made the BBi easier to use regularly.
Fuel injection helped Ferrari comply with increasingly stringent emissions regulations in important markets.
BB Versus BBi Engine Character
Although the BB and BBi have almost identical displacement and similar quoted horsepower, they do not feel exactly the same.
The carbureted 512 BB has sharper induction noise and a particularly mechanical response when its Webers are properly tuned. The 512 BBi generally starts more easily, idles more consistently and behaves better in changing temperature and altitude.
Some enthusiasts consider the carbureted BB more charismatic. Others prefer the BBi because it is easier to live with. Neither is categorically superior; they emphasize different qualities.
BBi Power
Published BBi output is generally around 340 horsepower, depending on measurement standard and market. That is slightly less than the nominal rating of the carbureted 512 BB. In real-world driving, however, the difference is not dramatic because the five-liter engine retains substantial torque. The injection system also provides more predictable fueling.
1982–83: Final Development
During the final production years, Ferrari continued making incremental improvements.
Electrical reliability, interior trim and mechanical details evolved.
The fundamental engine, gearbox and suspension architecture remained unchanged.
By this point, however, Ferrari was developing a substantially revised successor.
1984: The Testarossa Replaces the Boxer
The Ferrari Testarossa debuted in 1984 as the successor to the 512 BBi. It retained a five-liter flat-12 and mid-engine layout but addressed several Boxer weaknesses. Its dramatically wider body incorporated huge side strakes feeding side-mounted radiators. Moving the radiators from the front to the sides reduced the amount of hot coolant plumbing running through the passenger compartment.
The Testarossa also offered more interior space and improved luggage capacity. The Boxer therefore represents the first generation of Ferrari’s flat-12 mid-engine flagship, while the Testarossa represents its more developed successor.
365 GTB/4 Daytona Versus 365 GT4 BB
Despite sharing “365” in their model names, the Daytona and first Boxer are fundamentally different cars:
- The 365 GTB/4 Daytona uses a front-mounted conventional V12 and rear transaxle.
- The 365 GT4 BB uses a longitudinal mid-mounted flat-12 with the gearbox beneath the engine.
- The Daytona has classic long-hood GT proportions.
- The Boxer has a low wedge-shaped mid-engine body.
- The Daytona’s driving character emphasizes high-speed stability and traditional front-engine GT balance.
- The Boxer places substantially more weight near the rear axle and feels more like a purpose-built exotic.
The move from Daytona to Boxer therefore represents one of the largest architectural changes in Ferrari road-car history.
365 GT4 BB Versus 512 BB
The 365 GT4 BB is the original and rarer Boxer. Its 4.4-liter engine is slightly more rev-oriented. It uses wet-sump lubrication. Its narrow early body details, six taillights and six exhaust outlets distinguish it visually.
The 512 BB enlarges the engine to almost five liters. Torque increases significantly. Dry-sump lubrication improves oil control. Cooling and chassis details are refined.
Four taillights and four exhaust tips distinguish the later car. The 512 is generally easier to drive quickly because of its stronger midrange torque.
512 BB Versus 512 BBi
The most important distinction is induction: the 512 BB uses Weber carburetors, and the 512 BBi uses Bosch K-Jetronic fuel injection. Both use approximately 4.9-liter flat-12 engines.
The BB has more induction sound and a somewhat more immediate mechanical character when properly tuned. The BBi offers better cold starting and generally more consistent drivability. The BB is typically the choice for enthusiasts who prioritize the traditional carbureted Ferrari experience. The BBi appeals to owners who expect to use the car more regularly.
Body Construction
The Boxer used a tubular chassis structure clothed in a combination of steel, aluminum and fiberglass body components. The front and rear sections incorporate lightweight materials.
Body construction and finishing were still substantially hand-built. Consequently, small differences between individual cars are normal. Restoration requires specialists familiar with how these cars were originally assembled.
Chassis Balance
The mid-engine placement gave the Boxer considerably different weight distribution from the Daytona. The car has excellent traction under acceleration. However, the flat-12 and gearbox assembly remains a substantial mass behind the occupants.
At high speed or near the limit, abrupt throttle changes can significantly alter the car’s balance. There are no electronic systems to correct driver mistakes. Smooth inputs are important.
Steering
All Boxer models use manual steering. At parking speeds, effort is high. Once moving, steering becomes much lighter. The system communicates road texture and front-tire loading directly to the driver.
This is one reason a Boxer feels dramatically different from later power-assisted supercars.
Brakes
Ventilated four-wheel disc brakes are fitted. There is no ABS. Brake condition, fluid and correct caliper operation are therefore extremely important.
Modern tires can generate greater grip than the braking system was originally designed around, making proper maintenance especially important.
Brief Competition History
The Boxer was primarily a road car, but Ferrari and independent teams did develop competition versions.
The best known are the 512 BB LM endurance-racing cars. Developed with extensive aerodynamic modifications and considerably reduced weight, BB LMs competed at events including the 24 Hours of Le Mans. Their flat-12 engines were developed to produce considerably more power than the road cars. The BB LM never achieved the sustained overall racing success of Ferrari’s earlier prototypes, but the cars are historically significant and visually dramatic.
For normal Boxer collecting, however, the road-car distinctions among the 365 GT4 BB, 512 BB and BBi are far more relevant than the competition program.
Understanding the Major Ferrari Boxer Variants
- 365 GT4 BB: First production Berlinetta Boxer, introduced in 1973, with 4.4-liter carbureted flat-12, approximately 360 horsepower, wet-sump lubrication, six taillights and six exhaust outlets.
- 512 BB: Introduced in 1976 with enlarged 4.9-liter flat-12, Weber carburetors, substantially greater torque and dry-sump lubrication.
- 512 BBi: Introduced in 1981 with Bosch K-Jetronic fuel injection replacing the Weber carburetors, improving starting, emissions and general drivability.
- European-Specification Boxer: The normal factory configuration because Ferrari did not officially offer the Boxer as a regular U.S.-market car.
- U.S.-Federalized Boxer: European cars privately imported and modified to meet American regulations. Quality and extent of modifications vary dramatically.
- 512 BB LM: Competition derivative with extensive aerodynamic, chassis and engine modifications for endurance racing.
What Matters to Collectors
The first issue with any Boxer is exact model identity.
A 365 GT4 BB, 512 BB and 512 BBi may look very similar to someone unfamiliar with the cars, but their rarity, mechanical character and collector values differ significantly. The 365 GT4 BB has special appeal as the first production Ferrari flat-12 mid-engine road car. Only around 387 examples were produced, making it substantially rarer than either later 512 variant. Its six-taillight rear body and wet-sump 4.4-liter engine make it mechanically and visually distinct.
The carbureted 512 BB is desirable because it combines the larger five-liter engine with Weber carburetors. Approximately 929 examples were produced. For many enthusiasts, this represents the ideal Boxer combination: greater torque than the 365 but the sound and throttle response of carburetion.
The 512 BBi was produced in greater numbers, with 1,007 examples built. Its fuel injection makes it generally easier to operate, especially from cold. Because the system lacks the visual and acoustic drama of the Webers, some collectors historically preferred the BB, although excellent BBi examples are now highly valued in their own right.
Engine condition is a major consideration on every version. A Boxer engine rebuild is extremely expensive. The flat-12 is physically large and tightly packaged. Major engine or transmission work commonly requires removal of the complete powertrain.
A comprehensive service history is therefore particularly valuable.
Timing belts are among the most important maintenance items. The flat-12 uses belt-driven camshafts, and neglect can lead to catastrophic engine damage.
Service intervals should be considered based not only on mileage but also on time. A very low-mileage car that has sat for years can require substantially more work than a regularly exercised example with documented maintenance.
Carbureted cars require additional attention. The Weber carburetors should be synchronized properly. Throttle linkage, floats, jets and accelerator pumps must work correctly.
Fuel hoses deserve especially careful inspection because aging hoses around multiple carburetors create a serious fire risk.
On a BBi, the Bosch K-Jetronic system has different concerns. Fuel distributors, warm-up regulators, injectors and fuel pumps depend upon correct fuel pressure. Cars that sit unused for long periods can develop deposits throughout the injection system. A BBi that starts instantly, idles consistently and accelerates cleanly is a strong indication that the system has been maintained correctly.
Cooling-system condition is equally important. The large flat-12 produces considerable heat. Radiators, cooling fans, hoses and coolant pipes must be functioning properly. Traffic and hot weather can expose weaknesses that do not appear during a brief cold-weather test drive.
The gearbox and differential deserve careful inspection. Second-gear synchronization is often reluctant when the oil is cold, but excessive grinding or difficulty engaging gears can indicate more substantial wear. Rebuilding a Boxer gearbox is not inexpensive. Clutch replacement is also labor intensive.
Suspension bushings, ball joints and dampers should be inspected. A tired Boxer can feel surprisingly vague despite fundamentally excellent chassis geometry. Correct suspension condition restores much of the steering precision and balance that makes these cars enjoyable.
Body condition is critically important. Corrosion can affect portions of the steel chassis and body structure. A specialist should inspect hidden areas rather than relying solely on exterior appearance.
Accident damage is another concern. These cars were extremely fast when new, had no electronic driver aids and were often driven on tires far less capable than modern equivalents. Incorrect repairs can affect chassis alignment and suspension geometry. Originality is increasingly valuable.
During the 1980s and 1990s, many Boxers were modified with aftermarket wheels, larger exhaust systems, stereo equipment and cosmetic updates. Some U.S.-federalized cars acquired large bumpers and altered lighting. Returning such a car to original European specification can be expensive.
Documentation of federalization is particularly valuable on American cars. Some conversions were professionally engineered. Others involved substantial cutting or permanent structural changes. A carefully federalized car later returned to its original appearance can be an excellent example, but the work should be understood before purchase.
Factory colors are another important consideration. Although Rosso Corsa is strongly associated with Ferrari, Boxers were available in a broad selection of colors. Black, silver, blue and various metallic shades can be particularly striking on Fioravanti’s low wedge body. Original color combinations supported by factory documentation increasingly attract collector interest. The traditional black lower body treatment, often called the Boxer trim treatment, is another authenticity issue. Some cars were later repainted entirely in body color.
Ferrari itself also produced body-color variations during the model’s life. The exact original specification should therefore be established for the individual chassis rather than assumed.
From a driving perspective, the three primary Boxer versions offer subtly different experiences.
- The 365 GT4 BB feels lighter and more rev-oriented and represents the original concept in its purest form.
- The 512 BB has considerably stronger torque while retaining Weber carburetion and its extraordinary induction sound.
- The 512 BBi sacrifices some of that carburetor character in exchange for greater consistency and usability.
- The Boxer also occupies a crucial place in Ferrari history because it sits directly between two very different eras.
- The 365 GTB/4 Daytona represents the end of Ferrari’s traditional front-engine flagship lineage of the period.
- The Berlinetta Boxer moved the twelve-cylinder engine behind the occupants and established the architecture Ferrari would continue with the Testarossa, 512 TR and F512 M.
In that sense, the Boxer is more than simply a 1970s Ferrari supercar. The Daytona demonstrated how sophisticated Ferrari’s traditional front-engine formula had become. The 365 GT4 BB deliberately abandoned that formula. The 512 BB developed the new architecture with greater displacement, torque and dry-sump lubrication. The BBi added fuel injection and greater usability. And the Testarossa subsequently refined the concept into one of Ferrari’s most recognizable production cars.
That progression makes the 365 GT4 BB, 512 BB and 512 BBi especially interesting mechanically: three outwardly similar cars that document Ferrari’s rapid transition from the carbureted, front-engine V12 tradition of the Daytona to the mid-engine flat-12 supercar era that defined the company through much of the 1970s, 1980s and early 1990s.
Important Sales Reviewed by SCM Experts
Each month for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Ferrari 512 BB, you’ll likely find these profiles critical in helping you make the right decision.
1984 Ferrari 512 BBiThis stunning 1984 512 BBi is finished in the highly attractive all-Rosso Corsa over beige leather. It was originally sold by French Ferrari distributor Charles Pozzi SA to a client in Fayette, AL. He retained this BBi for at least 15 years and thankfully saved the importation and federalization paperwork. When acquired by a previous […]Read more
1980 Ferrari 512 BB CoupeOne of 929 produced Delivered new in Italy Circa 13,000 kilometers from new Ferrari Classiche certified “The fact that the Boxer was down 4 mph on the Lamborghini Countach’s ‘fastest ever’ maximum speed was unimportant. The Ferrari 512 Boxer wins a more important award, as the best all-round sports and GT car we’ve tested. The […]Read more
1983 Ferrari 512 BBiFollowing the lead of the 365 GT/4 BB and the 512 BB before it, Ferrari’s 512 BBi is considered to be the most livable of the Berlinetta Boxer family of Ferraris. The 512 BBi was introduced at the 1981 Frankfurt Salon with only minor cosmetic and mechanical changes made to the existing 512 BB form, […]Read more
1984 Ferrari 512 BBi Berlinetta BoxerWhen introduced at the 1981 Frankfurt Salon, the 512 BBi brought about only minor changes from the outgoing 512 BB, with the chief among those being the addition of a Bosch K-Jetronic fuel-injection system. The BBi retained all of the 512 BB’s looks and character — but added exposed driving lights on the nose and […]Read more
1980 Ferrari 512 BB/LMThe only concern of the Porsche drivers was that they stay well clear of the 512s. The handling of the three overweight Ferraris was as diabolical as anything that had ever emerged from Maranello Ferrari’s opposed 12-cylinder Formula One technology worked its way into the production lineup in 1971 with the introduction of the 365 […]Read more
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