The Ferrari Testarossa is one of the defining exotic cars of the 1980s and one of the most recognizable Ferraris ever produced. Introduced at the 1984 Paris Motor Show, it replaced the 512 BBi as Ferrari’s flagship 12-cylinder road car and retained the basic mid-engine, flat-12 concept of the Boxer while transforming virtually every aspect of its packaging, cooling, interior and styling. Its enormous side air intakes, horizontal strakes, exceptionally wide rear body and low Pininfarina profile made the Testarossa instantly identifiable and helped turn it into a symbol of the era.
Underneath the dramatic bodywork was a 4.9-liter, 180-degree 12-cylinder engine mounted longitudinally behind the cockpit. As in the Boxer, the five-speed transaxle was positioned beneath the engine, creating a compact drivetrain but placing considerable mass relatively high in the chassis. Ferrari steadily developed the car over the following decade, first creating the substantially revised 512 TR and finally the rare F512 M. Although all three belong to the same basic model family, their engines, chassis tuning, brakes, wheels, interiors and body details differ enough that collectors increasingly treat them as distinct versions.
The Testarossa was also a different kind of Ferrari flagship from the Daytona or Berlinetta Boxer. It was extraordinarily fast, but it was designed as a genuine long-distance grand tourer with a spacious cabin, substantial luggage capacity, air conditioning and much better everyday usability than its predecessor. Its combination of theatrical styling, a naturally aspirated 12-cylinder engine and surprisingly civilized road manners became central to its appeal.
When Ferrari donated two Testarossas to be used on the TV Show Miami Vice (as Ferrari was displeased with the use of a replica Daytona on the show–read the full story here), the Testarossa became a household name.
From Berlinetta Boxer to Testarossa
The Testarossa evolved directly from the 365 GT4 BB, 512 BB and 512 BBi family. Those cars had established Ferrari’s mid-engine 12-cylinder road-car architecture, but they also presented significant packaging challenges. Their front-mounted radiator required long coolant pipes through the chassis, while the cabin could become extremely hot. Luggage space and interior ventilation were also limited.
Ferrari and Pininfarina approached the Testarossa as a more comprehensive solution. Instead of using a single large radiator at the front, the new car used twin side-mounted radiators positioned behind the doors. Large openings in the rear quarter panels supplied cooling air directly to them, allowing Ferrari to eliminate much of the plumbing running through the center of the car and reduce heat transfer into the passenger compartment.
That engineering requirement produced the feature that would define the Testarossa visually: the enormous side intakes and their horizontal strakes.
The Side Strakes
The Testarossa’s famous side strakes, sometimes informally called “cheese graters,” were not simply decorative. The openings behind them fed air to the side-mounted radiators, while the strakes helped satisfy safety requirements by preventing the openings from remaining completely exposed.
Pininfarina transformed the functional requirement into one of the most recognizable design elements of the decade. The strakes begin in the doors and extend across the huge rear-quarter intakes, visually connecting the narrow front of the car to its dramatically wider rear body.
Countless automobiles subsequently imitated the idea, and side strakes became almost shorthand for 1980s exotic-car styling. On the Testarossa itself, however, they were fundamentally an engineering solution that became a styling signature.
Pininfarina Styling
The Testarossa was designed at Pininfarina, with the project associated with the firm’s design team under Leonardo Fioravanti. The proportions were dictated partly by the mechanical layout: a low nose, relatively narrow front track, wide passenger compartment and enormous rear quarters accommodating the radiators, drivetrain and very wide rear tires.
At approximately six-and-a-half feet wide, the Testarossa was an imposing automobile. The rear track was dramatically broader than the front, producing the wedge-shaped plan view that contributes so much to the car’s visual presence.
The rear was equally distinctive, with horizontal black slats extending across the tail and partially concealing the lamps. The horizontal theme tied the rear visually to the side strakes and made the car appear even wider.
The Flat-12 Engine
The Testarossa used a 4,943cc 180-degree V12, frequently described as a flat-12. Technically, it differs from a true boxer engine because opposing connecting rods share crankpins rather than each having their own crankpin. The architecture nevertheless places the cylinder banks horizontally opposed, giving the engine a very low overall height compared with a conventional 60-degree V12.
The aluminum engine used dual overhead camshafts per bank and four valves per cylinder, for a total of 48 valves. Bosch fuel injection replaced the carburetors of the earlier 512 BB and continued the direction established by the 512 BBi.
European versions were generally rated at approximately 390 horsepower, while U.S.-market cars produced somewhat less because of emissions equipment and specification differences. Power delivery is remarkably linear, with relatively modest low-rpm drama followed by an increasingly urgent surge as engine speed rises.
Four-Valve Cylinder Heads
The four-valve heads were an important advance over the two-valve architecture of the earlier Boxer engines. Increased valve area improved breathing at higher rpm and allowed Ferrari to produce greater power while satisfying increasingly stringent emissions requirements.
The engine is not tuned primarily for explosive low-speed torque. Its character develops progressively, rewarding the driver for using the upper half of the rev range. At high rpm, the combination of intake noise, mechanical sound and exhaust note provides the unmistakable character expected of a classic Ferrari 12-cylinder engine.
Five-Speed Transaxle
The Testarossa uses a five-speed manual gearbox with Ferrari’s traditional exposed metal shift gate. The transaxle sits beneath the engine rather than behind it, continuing the packaging arrangement used in the Boxer.
This arrangement shortened the drivetrain and helped keep the car’s overall length manageable, but it raised the engine and therefore the center of gravity. Ferrari would substantially revise the engine and transmission mounting in the later 512 TR to improve handling.
The gated shifter requires deliberate movements, particularly when cold. Once the gearbox oil warms, shifts become easier, though the long ratios and substantial clutch effort still remind the driver that the Testarossa was engineered around a large, powerful drivetrain.
Rear-Wheel Drive
Unlike many later high-performance flagships, the Testarossa is purely rear-wheel drive and has no traction control or electronic stability system. The driver controls nearly 400 horsepower through the throttle, steering and limited-slip differential without electronic intervention.
The very wide rear tires provide substantial traction, and the engine delivers power progressively enough that the car is generally predictable. Nevertheless, its width, weight and rear-biased mass distribution demand respect, particularly in wet conditions.
Chassis Construction
The Testarossa uses a tubular steel chassis structure with bodywork mounted around it, continuing Ferrari construction practices of the period. The body incorporates steel and aluminum panels in various areas, while the enormous rear bodywork creates substantial structural and repair challenges.
Suspension is fully independent using unequal-length wishbones, coil springs, telescopic dampers and anti-roll bars. At the rear, the car uses twin spring/damper units per side to manage the weight of the engine and transaxle.
Four-wheel ventilated disc brakes provide stopping power, while steering remains unassisted on the original Testarossa. At parking speeds the steering can be heavy, but effort falls dramatically once the car is moving.
Center-Lock “Monodado” Wheels
Early Testarossas are especially recognizable by their single-center-lock wheels, often referred to by the Italian term monodado. These large alloy wheels are secured by a single central locking nut rather than five conventional wheel bolts.
The design has a strong competition-car appearance and contributes substantially to the visual appeal of early cars. Proper installation requires correct procedures and torque because an improperly secured center-lock wheel can obviously have serious consequences.
Later Testarossas switched to conventional five-bolt wheels. As collector interest has shifted toward early cars, original monodado equipment has become an increasingly important detail.
1984–86: Single-Mirror “Monospecchio” Testarossa
The earliest Testarossas have one of the model’s most unusual details: a single exterior mirror mounted high on the driver’s-side A-pillar. These cars are commonly called monospecchio, Italian for “single mirror.”
The high-mounted mirror was intended to provide visibility over the extremely wide rear bodywork, but its unusual location was not universally appreciated. Ferrari subsequently adopted a more conventional pair of lower-mounted mirrors. While visibility was a major reason, the high placement was specifically driven by a misinterpretation of European legal regulations regarding driver rearward visibility obstruction at the time. Ferrari quickly revised the design once the law was clarified, leading to the dual-mirror setups starting in late 1986/1987.
Because the single-mirror configuration was used only during the early production period, monospecchio cars have become especially recognizable and increasingly desirable to collectors. The combination of the high single mirror and center-lock wheels defines what many enthusiasts regard as the purest early Testarossa specification.
Twin-Mirror Cars
Ferrari soon replaced the high-mounted single mirror with two conventionally positioned exterior mirrors. This substantially improved symmetry and everyday usability while retaining the basic body design.
Twin-mirror cars make up the majority of Testarossa production. Early examples may still retain center-lock wheels, creating an interesting transitional configuration between the first monospecchio cars and later five-lug versions.
Because Ferrari made running changes rather than clean annual redesigns, production date and original equipment should be considered when determining whether a particular combination is correct.
Five-Lug Wheels
Later Testarossas abandoned the single-center-lock wheel system in favor of five-lug wheels. The change simplified wheel installation and service and became the standard configuration for the remainder of Testarossa production.
The later wheels have a somewhat more conventional appearance but retain the broad five-spoke theme associated with the model.
For collectors, neither system is inherently wrong; the important question is whether the wheels correspond correctly to the car’s production period. Converting an early center-lock car to later wheels can reduce historical appeal.
U.S.-Specification Testarossa
The Testarossa was officially sold in the United States, unlike its Berlinetta Boxer predecessors, which had reached America primarily through gray-market importation and federalization.
U.S.-market Testarossas received emissions equipment and various safety-related changes, resulting in somewhat lower output and detail differences from European cars. Lighting, bumpers, instrumentation and engine-management components can vary.
The existence of factory U.S.-specification cars makes ownership and documentation simpler than with federalized Boxers. European-market Testarossas were nevertheless imported privately, so identifying the original market remains important.
Performance
The Testarossa was one of the fastest production road cars of its era. Contemporary testing typically placed 0–60 mph acceleration in roughly the five-second range, while top speed approached 180 mph depending on specification and testing conditions.
Those figures only tell part of the story. The car’s great strength is sustained high-speed performance. The large engine, tall gearing, aerodynamic body and long-distance cabin make triple-digit cruising feel surprisingly relaxed.
The Testarossa is therefore better understood as an extremely fast grand tourer than as a lightweight sports car. It rewards smooth inputs and open roads rather than constant direction changes.
Interior
The Testarossa cabin is far more accommodating than that of the Boxer. The seats are broad and comfortable, visibility forward is good, and the cabin provides substantially more space than the exterior proportions might suggest.
Leather covers nearly every major interior surface, while the dashboard uses traditional analog instrumentation. The gated shifter sits prominently on the center console, reinforcing the mechanical character of the car.
Later examples received detail changes to seats, switches, trim and controls, but the fundamental interior architecture remained consistent.
Luggage Space and Touring Ability
One of the Testarossa’s less obvious strengths is its practicality. Moving the radiators from the nose to the sides freed substantial space at the front for luggage, making the car much better suited to long-distance travel than many contemporary exotics.
The cabin is also less oppressive than the Boxer because heat management and ventilation improved substantially. Air conditioning remains important, however, because the large windshield and low seating position can create considerable solar heat.
A properly maintained Testarossa can therefore function as a genuine touring automobile rather than simply a short-distance exotic.
Timing Belts and Engine-Out Service
The Testarossa engine uses timing belts to drive its camshafts, and periodic belt replacement is one of the most important maintenance requirements. Access is limited with the drivetrain installed, so major belt service generally involves removing the engine and transaxle assembly from the car.
This has produced the famous Ferrari “engine-out service.” While the drivetrain is removed, specialists typically inspect or replace tensioner bearings, seals, hoses, water-pump components and other difficult-to-access items.
Service history is therefore extremely important. A Testarossa offered cheaply because it is overdue for major maintenance can require a substantial investment immediately after purchase.
Cooling System
The twin side-mounted radiators were central to the Testarossa’s design, and the cooling system must be maintained carefully. Electric fans, thermostats, hoses, radiators and coolant pipes all need to function correctly.
The system works effectively when healthy, but neglected cars can develop overheating problems, particularly in slow traffic. Old hoses are especially concerning because many are difficult to access and a failure can rapidly lead to coolant loss.
Fuel Injection
Bosch mechanical/electronic fuel-injection systems provide fuel to the two banks of the flat-12. The system is generally reliable when regularly used and correctly adjusted, but long storage can cause fuel distributors, injectors and other components to deteriorate.
Because the engine essentially uses separate fuel-management systems for its two cylinder banks, synchronization and correct adjustment are important. A poorly running Testarossa may operate on all twelve cylinders yet still feel noticeably weaker or rougher than it should.
Electrical System
Electrical problems are common as Testarossas age. High current loads from cooling fans, fuel pumps and other equipment can stress connectors and fuse-panel components, while old grounds and wiring connections create resistance.
Fuse and relay panels deserve particular inspection. Heat-damaged connectors or previous wiring repairs can indicate recurring electrical problems.
Specialists have developed upgrades for some known weak points, but collectors increasingly value modifications that are carefully executed and reversible.
Differential and Transaxle Concerns
The Testarossa transaxle must handle substantial torque and the loads generated by very wide rear tires. Hard launches and aggressive driving can place significant stress on differential and gearbox components.
Differential failures are among the more serious potential mechanical issues, and repairs can be extremely expensive. Noise, metal contamination in gearbox oil or evidence of repeated drag-style starts should be treated cautiously.
The later 512 TR incorporated important drivetrain improvements, making it generally stronger and more refined.
Clutch
The Testarossa clutch is a substantial wear item. Replacement requires considerable labor and parts expense, although service access differs from some other major drivetrain jobs.
Clutch effort is relatively heavy by modern standards. A high engagement point, slipping under acceleration or evidence of contamination should be investigated before purchase.
Exhaust Systems
Many Testarossas have aftermarket exhaust systems because the flat-12 responds dramatically in sound when exhaust restriction is reduced. Systems from well-known Ferrari specialists became popular modifications.
A quality exhaust can enhance the driving experience, but original exhaust components are increasingly valuable for collector cars. Cars with heavily modified emissions equipment may also create registration or inspection issues depending on jurisdiction.
1992: 512 TR
The 512 TR, introduced for the early 1990s, was much more than a cosmetic facelift. Ferrari substantially revised the Testarossa’s engine, drivetrain mounting, chassis, suspension, brakes and interior.
The name followed Ferrari tradition: “5” referenced approximately five liters of displacement, “12” the number of cylinders, and “TR” connected the car to the Testarossa lineage.
Although immediately recognizable as a Testarossa derivative, the 512 TR is mechanically a considerably more developed automobile.
512 TR Engine
The 4.9-liter flat-12 received extensive internal revisions, along with updated Bosch engine management, improved intake and exhaust systems and a higher compression ratio. Output increased to approximately 428 horsepower in European specification.
Throttle response became sharper and the engine pulled more strongly throughout the rev range. The improvements transformed the character of the car without sacrificing the smoothness that defined the original.
The 512 TR remains naturally aspirated, preserving the immediate response and linear power delivery that make the flat-12 such a distinctive engine.
Lower Drivetrain Placement
One of the most important 512 TR improvements is largely invisible. Ferrari revised the engine and transmission installation so the drivetrain sat lower in the chassis, reducing the center of gravity. Ferrari re-engineered the frame to lower the engine and transaxle assembly by 30 millimeters (1.18 inches). This significantly reduced the roll center and addressed the top-heavy handling character of the original Testarossa.
This directly addressed one of the fundamental compromises of the original Boxer/Testarossa drivetrain arrangement. The 512 TR feels noticeably more responsive and composed during quick transitions while retaining excellent high-speed stability.
The change demonstrates that the TR was not simply a restyled Testarossa; Ferrari substantially re-engineered the car underneath.
512 TR Chassis and Brakes
Ferrari revised the suspension geometry, spring and damper tuning, steering and braking systems. Larger wheels and tires provided additional grip, while stronger brakes better matched the increased engine performance.
The result is a car that feels more integrated and athletic. The original Testarossa is an exceptionally capable grand tourer, while the 512 TR moves significantly closer to a true high-performance sports car.
512 TR Styling
The 512 TR retained the famous side strakes but received a cleaner, more integrated front end influenced by the contemporary Ferrari 348. The grille, lights, bumpers, rocker panels and rear treatment were revised.
The wheels became larger and more modern, dramatically changing the stance. The interior also received substantial updates, including redesigned seats, dashboard details and controls.
Despite these changes, the car remained unmistakably part of the Testarossa family.
512 TR Performance
With approximately 428 horsepower and improved chassis dynamics, the 512 TR was substantially faster than the original car. Zero-to-60-mph times moved into the mid-four-second range in favorable testing, and top speed approached or exceeded 195 mph depending on specification and conditions.
More important than the numbers is the improvement in response. The TR changes direction more readily, brakes with greater authority and feels less dominated by its rear-mounted drivetrain.
For many enthusiasts, the 512 TR represents the best balance between classic Testarossa styling and fully developed mechanical performance.
1994–96 F512 M
The final evolution was the F512 M, with the “M” standing for Modificata, or modified. It represented Ferrari’s last development of the Testarossa platform and the final production Ferrari road car using this particular flat-12 architecture.
The mechanical changes were accompanied by a substantial styling revision. The Testarossa’s pop-up headlights disappeared in favor of fixed exposed lamps under clear covers, while the nose, rear lights, wheels and other exterior details changed significantly.
The result is visually controversial compared with the original Testarossa and 512 TR, but its rarity and mechanical development have made it highly collectible.
F512 M Engine
Ferrari further developed the 4.9-liter flat-12 for the F512 M, increasing output to approximately 440 horsepower. Internal components were lightened, compression increased and engine management was revised.
The engine became more responsive and capable of higher rotational speeds while retaining the naturally aspirated character of the earlier cars.
This was the most powerful production version of the Testarossa-family engine.
F512 M Styling
The F512 M’s most obvious change is the replacement of the pop-up headlights with fixed units. The rear also abandoned the full-width black horizontal grille treatment in favor of exposed round taillamps, connecting the design more closely with other Ferraris.
The wheels adopted a distinctive directional design that remains one of the car’s most controversial details.
Although some enthusiasts prefer the visual purity of the original Testarossa, the F512 M’s appearance clearly identifies it as the final evolution rather than merely another facelift.
F512 M Rarity
Only a relatively small number of F512 Ms were produced, making it dramatically rarer than the original Testarossa and considerably less common than the 512 TR.
Its combination of rarity, final-production status and the most powerful factory version of the flat-12 has pushed values significantly higher. The F512 M now occupies a distinct position in the collector hierarchy even among enthusiasts who prefer the appearance of earlier cars.
Testarossa Versus 512 TR
The Testarossa provides the purest expression of the original 1980s design. Its smaller wheels, black lower trim on many cars, pop-up headlights and dramatic rear proportions make it visually inseparable from the decade.
The 512 TR preserves most of that appearance but substantially improves the driving experience. Its lower drivetrain, stronger engine, larger brakes, revised suspension and updated tires make it noticeably faster and more agile.
Collectors choosing between them therefore face a genuine philosophical difference: the Testarossa is the original cultural icon, while the 512 TR is arguably the more fully developed automobile.
Testarossa Versus F512 M
The F512 M is faster, rarer and mechanically more developed than the original Testarossa, but its styling is significantly different. The fixed headlights and exposed round taillamps eliminate some of the visual elements most closely associated with the original.
For many years this made the F512 M less universally admired aesthetically. Rarity eventually overcame much of that hesitation in the collector market.
Today, an F512 M is generally valued as the rare final evolution, while early Testarossas attract collectors seeking the purest version of the original design.
Understanding the Major Ferrari Testarossa Variants
The principal versions can be summarized as follows:
- Early Monospecchio Testarossa: Early-production cars with a single high-mounted driver’s-side mirror; particularly distinctive and increasingly collectible.
- Monodado Testarossa: Early cars using single-center-lock wheels. Some overlap with both single- and twin-mirror production.
- Twin-Mirror Testarossa: Later configuration with conventional mirrors on both sides, greatly improving rear visibility.
- Five-Lug Testarossa: Later cars using conventional five-bolt wheels rather than the early center-lock system.
- European Testarossa: Generally higher-output specification with European lighting and emissions equipment.
- U.S.-Specification Testarossa: Factory-produced American-market version with federal emissions and safety equipment.
- 512 TR: Extensively revised evolution with approximately 428 horsepower, lower drivetrain placement, improved chassis, larger brakes and updated styling.
- F512 M: Final and rarest production evolution, with approximately 440 horsepower, fixed headlights, revised rear styling and extensive mechanical development.
Production Numbers:
Testarossa (1984–1991): 7,177 units produced (one of the highest-volume 12-cylinder Ferraris in history).
512 TR (1991–1994): 2,261 units produced.
F512 M (1994–1996): 501 units produced total (only 75 imported to North America).
What Matters to Collectors
For the original Testarossa, production specification and originality are increasingly important. Early monospecchio cars have developed a strong following because their single high mirror immediately identifies them as first-series examples. Cars combining early mirror configuration with original center-lock wheels are particularly evocative of the original design.
Color also matters. Rosso Corsa over tan is the combination most strongly associated with the model, but unusual factory colors can be considerably rarer and may attract sophisticated collectors. Black, white, silver, blue and other period colors can be especially striking on the enormous body.
Service history is critical. A low-mileage car that has spent years sitting without proper belt service, fuel-system maintenance or cooling-system care can require far more work than a regularly driven example with higher mileage.
The condition of the transaxle and differential deserves close attention, as do the fuse panel and electrical connections. A complete pre-purchase inspection by a technician who understands flat-12 Ferraris is especially valuable.
Original tools, books, luggage and documentation can add collector appeal. Ferrari’s fitted luggage in particular has become valuable enough that complete sets are worth preserving separately.
Collector Hierarchy
The F512 M generally occupies the top of the regular-production Testarossa family because of its rarity, final-year status and mechanical specification. Its approximately 440-horsepower engine represents the ultimate factory development of the platform.
The 512 TR follows closely and is often the favorite among enthusiasts who intend to drive the car regularly. It preserves the essential Testarossa appearance while correcting many of the dynamic compromises of the original.
Within original Testarossa production, early monospecchio and monodado cars have increasingly separated themselves from ordinary later examples. Their distinctive details, relative rarity and association with the original 1984 design give them special appeal.
Exceptionally original later Testarossas remain desirable, particularly in unusual factory colors or with complete documentation. Condition can easily outweigh year because deferred maintenance on these cars is so expensive.
Driving the Testarossa
The first surprise when driving a Testarossa is its size. The front of the car is manageable, but the rear body extends dramatically outward beyond the driver’s sightline. Narrow streets, parking garages and confined roads require constant awareness of the rear quarters.
At low speeds the unassisted steering is heavy and the clutch requires substantial effort. The gated gearbox can feel reluctant when cold, and the car does not encourage hurried shifts until fluids reach operating temperature.
Once moving, however, the controls become much lighter. Steering effort falls away, the chassis settles and the enormous width produces excellent stability. The engine is remarkably smooth at ordinary speeds, making the car much easier to drive gently than its appearance suggests.
As revs rise, the personality changes. The flat-12 becomes increasingly urgent and vocal, delivering power in a continuous rush rather than the sudden surge of a turbocharged contemporary. The long gearing allows the car to remain in each gear for an extended period, making full-throttle acceleration a sustained event.
Fast sweeping roads suit the Testarossa particularly well. It is less comfortable with tight, rapidly changing corners because of its size and drivetrain placement, but at high speed it feels planted and composed. This is where its grand-touring purpose becomes most apparent.
The 512 TR sharpens virtually every part of the experience. The engine responds more quickly, the chassis feels more agile and the brakes inspire greater confidence. The F512 M takes the performance another step but retains the fundamental character of a large naturally aspirated 12-cylinder Ferrari.
Lasting Importance
The Ferrari Testarossa matters because it combined one of Ferrari’s most dramatic designs with the company’s final generation of production flat-12 mid-engine road cars. It took the basic concept established by the Berlinetta Boxer and transformed it into a faster, cooler, more comfortable and far more usable grand tourer.
Its engineering created its appearance. The move to side-mounted radiators produced the enormous air intakes, which required the horizontal strakes that became the car’s defining visual feature. The width of the rear body accommodated those radiators and huge rear tires, producing proportions unlike almost anything else on the road.
Mechanically, the Testarossa family charts Ferrari’s development through more than a decade. The original car introduced the 48-valve 4.9-liter flat-12 and established the iconic design. The 512 TR substantially improved engine performance, drivetrain placement, suspension and braking. The F512 M extracted still more performance and became the final expression of the architecture.
The Testarossa also occupies an unusual cultural position. Its appearances in posters, television, music videos and popular culture made it recognizable even to people with little interest in automobiles. Few Ferraris became such universal symbols of their era.
For collectors, the family now offers three distinct experiences. The early monospecchio Testarossa represents the purest and most unmistakably 1980s version, the 512 TR is arguably the best driver’s car, and the F512 M provides rarity and final-evolution significance.
What unites them is an experience that Ferrari would never reproduce in quite the same form: a wide, naturally aspirated, mid-engine 12-cylinder flagship with a gated manual gearbox and virtually no electronic intervention. That combination, together with one of Pininfarina’s most recognizable designs, ensures that the Testarossa remains far more than an icon of the 1980s—it is one of the defining Ferrari grand tourers of the modern classic era.
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 Testarossa, you’ll likely find these profiles critical in helping you make the right decision.
1987 Ferrari Testarossa SpiderAn instant sensation when it debuted in 1984, the Ferrari Testarossa has since become automotive shorthand for the flamboyant era that created it. The car’s combination of a 4.9-liter engine and 5-speed gated gear selector promised both driving engagement and an exhilarating 12-cylinder soundtrack to back it all up. This Testarossa has been converted to […]Read more
1986 Ferrari Testarossa Spider ValeoFerrari never developed the Testarossa into a spider version for production. There were a handful of wealthy collectors who, wanting to own a convertible version of this sublime model, commissioned a derivative from coachbuilders such as Richard Straman in the United States. The Ferrari Testarossa on offer is exceptionally unique. It was built specially at […]Read more
1987 Ferrari Testarossa Koenig Competition Evolution IIFor some people, the best is not enough. In 1984, the Koenig Workshop, a German preparer based in Munich, developed an extreme high-performance car that was given the name Ferrari Testarossa Koenig Competition Evolution. As the name reveals, the model used as a starting point was extraordinary in its own right, as the Testarossa was […]Read more
Cars For Sale
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Past Auction Sales – Ferrari Testarossa
Average Ferrari Testarossa Sale Price by Year from SCM’s Platinum Auction Database:
Ferrari Testarossa Sales from SCM’s Platinum Auction Database:
RM Sotheby's
Condition: 2-
Apr 25, 2026
$401,136
Bonhams Cars
Condition: 2-
Apr 24, 2026
$323,251
Bonhams Cars
Condition: 3+
Apr 24, 2026
$188,563
Bonhams Cars
Condition: 2-
Jan 29, 2026
$171,336
RM Sotheby's
Condition: 3+
Jan 23, 2026
$179,200
Barrett-Jackson
Condition: 3
Jan 19, 2026
$264,000
RM Sotheby's
Condition: 3+
Oct 18, 2025
$386,933
Broad Arrow Auctions
Condition: 2-
Oct 10, 2025
$246,109
Broad Arrow Auctions
Condition: 2
Oct 10, 2025
$252,761
Bonhams Cars
Condition: 2
Oct 3, 2025
$184,800
Bring a Trailer
Condition: 2
Jul 30, 2025
$166,250
Bonhams Cars
Condition: 2-
Jul 11, 2025
$124,158
Bonhams Cars
Condition: 2
May 3, 2025
$156,800
Bonhams Cars
Condition: 1-
Apr 13, 2025
$195,693
Sotheby's Motorsport
Condition: 2
Feb 5, 2025
$144,900
Bring a Trailer
Condition: 2
Jan 10, 2025
$195,000
Cars & Bids
Condition: 3+
Dec 16, 2024
$140,500
RM Sotheby's
Condition: 2-
Nov 2, 2024
$223,537
Barrett-Jackson
Condition: 2
Apr 18, 2024
$115,500
Bonhams Cars
Condition: 2-
Feb 1, 2024
$230,068
RM Sotheby's
Condition: 2+
Jan 31, 2024
$273,634
RM Sotheby's
Condition: 2
Nov 4, 2023
$209,414
RM Sotheby's
Condition: 2-
Mar 3, 2023
$307,500
Broad Arrow Auctions
Condition: 2-
Nov 18, 2022
$126,000
RM Sotheby's
Condition: 2
Nov 5, 2022
$1,656,091
Bonhams
Condition: 3+
Sep 17, 2022
$106,089
Silverstone
Condition: 2
Jun 4, 2022
$162,514
Mecum Auctions
Condition: 3+
May 21, 2022
$159,500
Bonhams
Condition: 2-
May 13, 2022
$149,284
Barrett-Jackson
Condition: 2
Apr 9, 2022
$167,000
RM Sotheby's
Condition: 2+
Jan 27, 2022
$162,400
RM Sotheby's
Condition: 2
Nov 19, 2021
$322,632
Bonhams
Condition: 2
Oct 10, 2021
$153,000
Gooding & Co.
Condition: 2-
Aug 13, 2021
$221,000
GAA Classic Cars
Condition: 2
Jul 22, 2021
$99,900
Bonhams
Condition: 2-
Jul 9, 2021
$143,112
Bonhams
Condition: 3+
Jan 21, 2021
$67,200
RM Sotheby's
Condition: 2+
Oct 23, 2020
$190,400
Bonhams
Condition: 2
Oct 17, 2020
$103,960
Bonhams
Condition: 3+
Sep 20, 2020
$75,768
RM Auctions
Condition: 2-
Sep 3, 2020
$137,500
GAA Classic Cars
Condition: 2
Jul 23, 2020
$87,480
Artcurial
Condition: 2-
Jul 21, 2020
$150,041
RM Sotheby's
Condition: 2+
Mar 20, 2020
$126,500
RM Sotheby's
Condition: 2-
Feb 5, 2020
$120,426
Barrett-Jackson
Condition: 2
Jan 13, 2020
$110,000
Artcurial
Condition: 3
Oct 27, 2019
$74,141
Bonhams
Condition: 2-
Sep 29, 2019
$69,477
GAA Classic Cars
Condition: 2+
Jul 25, 2019
$90,000
Artcurial
Condition: 2-
Jun 17, 2019
$95,076
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