Guide: Ferrari 512 BB
Background
Ever since the late 1940s, Ferrari had been the undisputed top dog of high end Italian motor manufacturing.
However, in the late 1960s, the company became locked in a battle with the upstart Lamborghini firm whose attention-grabbing models like the Miura and Espada threatened to steal Ferrari’s crown.
By the mid 1970s though, a combination of factors had seen Ferrari reassert their dominance.
The cost of having their twelve cylinder models locked out of the lucrative US market on safety and emissions grounds was undeniably high, but by comparison, Lamborghini were in dire straits; the entry level Urraco had proved an expensive bungle and clueless new owners were at the helm as the company inexorably headed towards bankruptcy.
The energy crisis affected all high performance manufacturers, but hit Lamborghini particularly hard; many customers avoided the firm unsure whether it would be around much longer. This drove buyers to Maranello and, by 1975, Ferrari were outselling Lamborghini by around 50:1.
To remain competitive against the spellbinding Countach, Ferrari replaced the 365 GT4 BB after two-and-half years in production.
The updated 512 BB featured a number of mechanical and aesthetic revisions. Most notably, it was fitted with a torquier dry-sumped engine enlarged from 4.4 to 5-litres. A new chin spoiler was also added to reduce front-end lift.
The 512 BB offered better all round performance and greater mechanical refinement than its predecessor. It was publicly launched alongside the revamped four-seat Ferrari 400 at the Paris Motor Show in October 1976. By this time, the 512 BB had actually already been in production for three months.
Both models were sold alongside the Bertone-designed 308 GT4 (a mid-engined V8 with 2+2 cockpit) and the recently introduced 308 GTB (a mid-engined V8-powered two seater).
Much to the frustration of American Ferrari dealers, only the V8 models were officially available in the US because neither of the twelve cylinder models met Federal safety or emissions standards.
Chassis
For this latest BB, the original tubular steel semi monocoque chassis remained unchanged although it was given a new type number: F102 BB 100.
The wheelbase was 2500mm and subframes either end carried the combined engine / gearbox and suspension.
The suspension was independent all round with unequal length wishbones, coil springs, telescopic shocks and anti-roll bars. As before, the back end used a twin spring / shock assembly per side to counter the additional weight.
Brakes ran off a twin circuit with separate systems for each axle. Servo-assisted ventilated discs were fitted to each corner.
Although the standard 7.5 x 15-inch five spoke Cromodora light alloy centre-locking wheels were retained up front, wider 9-inch wide rims were added at the back. This in turn had the effect of expanding the rear track from 1520mm to 1563mm.
The wheels were originally shod with Michelin’s traditional XWX tyres although a new range of low profile tyres were in development for future applications.
Twin fuel tanks had a combined capacity of 120-litres. They were mounted either side of the engine, up against the rear bulkhead.
Engine / Gearbox
Considerable attention was paid to upgrading the original 4.4-litre Flat 12 power unit.
Rather than being a true horizontally opposed engine, the BB motors were more accurately described as V-engines with an angle of 180°.
Each cylinder bank had belt-driven dual overhead camshafts as per the 365 GT4 BB.
By increasing the bore and stroke by 1mm and 7mm respectively (now 82mm and 78mm), displacement rose from 4390cc to 4942cc.
The 512 BB’s new Tipo F102B 000 engine was also fitted with a dry-sump lubrication system that reduced oil surge during hard driving.
Compression was increased from 8.8:1 to 9.2:1 and four Weber 40 IF3 C downdraught carburettors were installed.
While such increases to displacement and compression might normally have yielded a power gain, Ferrari were focused on improving the engine’s flexibility. The horsepower rating fell by 20bhp to 340bhp, but peak output was developed 700rpm lower than before (at 6800rpm compared to 7500rpm).
Meanwhile, the torque rating went from 302lb-ft at 3900rpm to 333lb-ft at 4600rpm. This ensured the 512 was at least equal to or faster than its predecessor in every measure other than top speed.
The five-speed manual gearbox and ZF limited-slip differential were unchanged. However, the clutch was switched from a mechanical single-plate item to a hydraulic twin-plate type that required less pressure to operate.
A higher rear axle ratio was also adopted.
Bodywork
Pininfarina made several updates to the bodywork.
Perhaps most noticeable was a new lower nose panel with an integrated wraparound chin spoiler to reduce lift.
Less obvious were the subtly flared rear arches to cover those wider back wheels.
The 512 BB also came with five banks of cooling vents on the engine cover instead of just two.
The back bumper was redesigned to accommodate a lower apron that now shrouded the exhausts.
Whereas the 365 GT4 BB had used an elaborate three exhaust pipes per side, a more conventional twin pipe per side arrangement was used on the 512 BB.
Other detail alterations at the back included louvred horizontal panels in place of a meshed grille fascia and twin rather than triple lights (as originally proposed by Pininfarina on the BB prototype displayed at the Turin Motor Show in November 1971).
New wing mirrors were installed along with a NACA duct on each sill to help cool the rear brakes.
Overall, the 512 BB was 30mm wider and 40mm longer than before.
Interior
Some minor switchgear and instrumentation changes were made to the cockpit, but otherwise the comfortably appointed cabin was left unchanged.
Leather was used to upholster the seats, dash, door panels, transmission tunnel and sills.
Air-conditioning, electric windows and a stereo were standard.
As before, the steering wheel had a leather rim and three brushed alloy spokes. Directly behind it was the main instrument binnacle which housed large read outs for engine and road speed with smaller instruments for oil pressure and water temperature in between.
Two additional read outs were located either side of the main binnacle. On the outer side, Ferrari fitted an oil temperature gauge and clock. In the centre of the dash above the audio system was an ammeter and fuel level indicator.
Options
Options were limited to coloured seat inserts, metallic paint and the Boxer colour scheme where the lower body panels were finished satin black. This livery had been standard on 365 BBs, but was optional on the 512.
Weight / Performance
Weight rose from 1160kg to 1400kg and top speed dropped from 175mph to 168mph.
The 0-62mph time was unchanged at 5.4 seconds.
The biggest improvement was in-gear acceleration owing to greatly improved engine flexibility.
Production Changes
Later in production (once the BB LM programme was underway), a small number of 512 BBs destined for special customers came with wider 9-inch front and 11-inch rear Cromodora wheels. Wheelarch extensions were also fitted. Very few of these cars were built as the package was not widely publicised.
End of Production
Production continued until late 1981, by which time 929 examples had been completed. 101 of these were right-hand drive.
The 512 BB was replaced by a fuel-injected version: the 512i BB.
Like other BB variants, the 512 was not officially available in the USA although some grey import cars were registered after being privately equipped with the necessary smog and safety upgrades.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
