Guide: Ferrari F512 M
Background
Ten years after the Testarossa was launched, Ferrari unveiled the final iteration of their Flat 12 supercar.
The F512 M was launched at the Paris Motor Show in October 1994.
It was discontinued in the autumn of 1996 to make way for a front V12-engined Grand Tourer (the 550 Maranello).
From this point on, Ferrari reserved the mid-engined layout for entry level V8 models (like the F355) and V12-powered limited production specials (like the F50). The middle ground became occupied by front V12-engined two and four seaters (like the 550 Maranello and 456 GT).
For its last hurrah, the mid-Flat 12 platform was given more power, another facelift and underwent a weight reduction programme.
However, the attempt to visually bring this latest variant into line with newer models like the F355 and 456 was wholly unsuccessful.
Cosmetically, the F512 M proved to be a horrible muddle which was reflected in its sales figures; the 512 TR outsold it by over 4-to-1 even though the new car arrived in far less economically challenging times.
Despite being a real low point styling-wise, the F512 M was dynamically the best Testarossa variant of all.
Chassis
As usual, the familiar tubular spaceframe chassis was given a new type number for this latest application: F110LB.
Suspension was independent all round with unequal length wishbones, coil springs and gas-filled telescopic shocks (twin per side at the rear).
Updates for the F512 M included aluminium spindle hubs, new lightweight Koni dampers and aluminium carriers for the anti-roll bars that were installed at either end.
An anti-lock brake system had been introduced on the 512 TR mid-way through production and was imported to the F512 M.
The F512 M also used the 512 TR’s cross-drilled and ventilated discs. These had a 315mm diameter at the front and 310mm diameter at the rear.
F512 Ms came with striking new wheels inspired by the 1989 Mythos concept. Aerodynamically styled to assist brake cooling, size-wise the new split rim wheels were unchanged (18 x 8-inches at the front and 18 x 10.5-inches at the rear).
Track measurements were the same same as the outgoing 512 TR.
Similarly, a 110-litre fuel tank was mounted underneath the engine, up against the rear bulkhead.
Engine / Gearbox
Aside from the cosmetic changes, it was the F512 M’s engine that received the most attention.
The revised Tipo F113G 040 power units fitted to these cars came with lighter castings, forged pistons, revised combustion chambers, titanium alloy connecting rods and a revised billet crankshaft.
The compression ratio was increased from 10.0:1 to 10.4:1.
Power output rose from 428bhp to 440bhp at an unchanged 6750rpm. The torque rating was also improved; it went from 362lb-ft to 368lb-ft at an unchanged 5500rpm.
Otherwise, the engine’s characteristics were as before. It was an all-alloy 180° dual overhead camshaft Flat 12 with four valve heads and dry-sump lubrication.
The same Bosch M2.7 Motronic engine management was employed and displacement was kept at 4942cc thanks to a bore and stroke of 82mm and 78mm respectively.
Transmission was through a five-speed manual gearbox, single-plate clutch and limited-slip differential. Updates for the F512 M included a revised synchromesh and modified shift mechanism which gave a faster, more precise gear change.
Bodywork
With the F512 M, Pininfarina gave the Testarossa platform its most radical facelift of all.
Pop-up headlights were ditched in favour of fixed units mounted underneath clear Lexan covers.
The front bumper was completely redesigned in an attempt to bring the new car into line with the F355 and 456. The front grille was re-shaped and reduced in size. Clear F355-style indicators were fitted along with circular spot lights and new intakes.
A pair of NACA ducts were mounted on the front lid to aid cockpit ventilation.
At the back of the car, the original full width grille was reduced in size and exposed F355-style circular tail lights were fitted.
The engine cover was subtly redesigned and now came fabricated from glass-reinforced-plastic composite.
As Pininfarina were looking to modernise the old Testarossa design, it was perhaps a surprise that they left the iconic and quintessentially 1980s radiator intake vanes down each flank.
To save weight, the front and rear fenders were switched from steel to aluminium.
To improve airflow, some tweaks were made to the underbody as well.
Dimensionally, the 512 TR and F512 M were identical.
Interior
Cockpit changes were less drastic as the 512 TR had been given a thorough overall just a couple of years prior.
There was a new steering wheel, an alloy gear knob, a set of adjustable drilled alloy foot pedals plus reworked switchgear on the centre console.
An F512 M badge was mounted on the glovebox lid and an improved air-conditioning system was installed.
The instrument layout was unchanged. Directly behind the three-spoke non-airbag steering wheel was the primary instrument binnacle. It contained large read outs for engine and road speed with smaller gauges for oil pressure and water temperature in between.
A clock, fuel gauge and oil temperature read out were housed in a new central pod underneath a trio of ventilation outlets.
As before, the audio system was concealed behind a central pop-up flap.
Full leather upholstery, air-conditioning, electric windows, electric mirrors and a stereo were standard.
Options
Options were limited to Recaro sports seats (available with fabric centres), 512 TR wheels, a spare wheel (plus tyre and jack) and a set of Schedoni luggage.
Weight / Performance
Compared to the 512 TR, weight was reduced by 18kg which meant the F512 M tipped the scales at 1455kg.
Top speed rose by 1mph to 196mph.
The 0-62mph time was a tenth quicker at 4.7 seconds.
USA Version
75 examples of the F512 M were sent to the USA.
These US-spec. derivatives ran a reduced 10.1:1 compression ratio and consequently made a little less power (432bhp at 6750rpm).
They also came with big side marker lights on each fender, amber instead of clear indicator lenses, a re-profiled back bumper and (in the absence of airbags) the peculiar Passive Restraint System with motorised belts first seen on 1987 Testarossas.
All 75 came with a numbered plaque mounted below the radio.
End of Production
No major updates were made before production was discontinued in the autumn of 1996.
501 were built of which 75 were right-hand drive.
F512 M Pininfarina Speciale
At least six F512 Ms were converted to FX specification by Pininfarina for the Sultan of Brunei.
They were equipped with new bodywork and interiors plus Prodrive semi-automatic gearboxes.
All were right-hand drive.
Text copyright: Supercar Nostalgia
Photo copyright: Ferrari - https://www.ferrari.com
