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Enzo Ferrari wasn't blind to the success of the Dino, or to the market's yearning for a mid-engined 12-cylinder Ferrari. When finally he decided to build such a car for production, however, he surprised most everyone by using a 'Flat-12' engine rather than a V-12. While the boxer engine was new to production cars, Ferrari had used the Flat-12 configuration for years in competition. The long and low powerplant appeared first in the company's Formula 1 cars during 1964 and 1965, then made its return in 1969's undefeated hillclimb champion, the 212 E Montagna. Not to put the idea out to pasture, Ferrari's refined their earlier engine and put the boxer back into the racer in their 1970 and 1971 F1 machines. "I very much liked the Boxer engine because of its space architecture," Sergio Pininfarina said. "For years I had to fight with a high engine and a large radiator because the engine's height automatically [dictated] the radiator's height ... The boxer engine was lower, making everything easier."
While this was the world's first road-going 12-cylinder Boxer in any car, the fact that it displaced the same 4.4-liters as the Daytona's V-12 allowed Ferrari to use components already in production, including pistons and connecting rods. This engine was also the first in any high-performance sports car with camshafts driven by belts rather than by chains. That made it quieter, less costly to build, and easier to service. The transmission was offset to the left, with the gearbox located ahead of the final drive to provide room for the engine oil sump. The chassis was a semi-monocoque design around the cabin, with tubular subframes front and rear. Suspension was independent all-around. Pininfarina used 1968's P6 racing prototype as the design's starting point. Making the Ferrari 365 GT4/BB's lower portions a different color from the top was a styling touch from the designer's 1956's Superfast I showcar. "The idea was to 'cut' the car in two to make it look slender," Pininfarina explained.
The prototype Boxer made its debut at the Turin Auto Show in 1971, its top speed by Ferrari listed at a heady 188 mph. But it would be two years before it entered production. And the world that greeted Ferrari's fastest car was far different from the one that worshipped the Daytona. The oil crisis, political strife, crippling strikes, and material shortages affected the Boxer's build quality and production process. That may very well have affected its performance, and any performance deficit was a damage to its reputation. For while every magazine met or exceeded the Daytona's 174-mph claimed top speed, none got close to the Boxer's quoted maximum. For example, in its June 1975 road test, Road & Track called the Boxer "the fastest road car we've ever tested." But the 175 mph it recorded was well short of 188.
Further refinement issues were addressed in 1976, with introduction of the Ferrari 512 BB. The new name signified the engine's 5.0-liters and 12 cylinders. Rear track increased 1.7 inches, and the body was 2 inches wider and 1.5 inches longer. The front end had a small chin spoiler, and NACA ducts helped rear brake cooling. 1981 would be the last year for Weber carburetors on the big flat-12 as the 512 BBi bowed; purists were skeptical of the fuel injection after many had experienced poor-quality running with SPICA units in Alfa-Romeos and early D-Jetronic in Porsches during the last 10 years and a few more of the last carbureted examples sold quickly.
Offered here is a 512BB from that last year with a unique provenance. Owned from new by Country & Western music legend Kenny Rogers, the car has traveled just over 45,000 miles from new. Finished in a painstakingly repainted Rosso Corsa with freshly and correctly-reupholstered tan Daytona Chairs, the car has also just had its major service including the rebuilding of all its Weber carburetors, a valve adjustment, timing belts, replacement of all seals, all new hoses and more using all original Ferrari parts. The mechanical work was carried out by Mario, the original owner of the famous Auto Palace of Pittsburgh, PA. The car conveys with all its original books and tools as well, making it one of the most concours-correct and ready-to-use examples extant stateside.
Non-California Smog compliant. Not for private sale to California resident.
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While this was the world's first road-going 12-cylinder Boxer in any car, the fact that it displaced the same 4.4-liters as the Daytona's V-12 allowed Ferrari to use components already in production, including pistons and connecting rods. This engine was also the first in any high-performance sports car with camshafts driven by belts rather than by chains. That made it quieter, less costly to build, and easier to service. The transmission was offset to the left, with the gearbox located ahead of the final drive to provide room for the engine oil sump. The chassis was a semi-monocoque design around the cabin, with tubular subframes front and rear. Suspension was independent all-around. Pininfarina used 1968's P6 racing prototype as the design's starting point. Making the Ferrari 365 GT4/BB's lower portions a different color from the top was a styling touch from the designer's 1956's Superfast I showcar. "The idea was to 'cut' the car in two to make it look slender," Pininfarina explained.
The prototype Boxer made its debut at the Turin Auto Show in 1971, its top speed by Ferrari listed at a heady 188 mph. But it would be two years before it entered production. And the world that greeted Ferrari's fastest car was far different from the one that worshipped the Daytona. The oil crisis, political strife, crippling strikes, and material shortages affected the Boxer's build quality and production process. That may very well have affected its performance, and any performance deficit was a damage to its reputation. For while every magazine met or exceeded the Daytona's 174-mph claimed top speed, none got close to the Boxer's quoted maximum. For example, in its June 1975 road test, Road & Track called the Boxer "the fastest road car we've ever tested." But the 175 mph it recorded was well short of 188.
Further refinement issues were addressed in 1976, with introduction of the Ferrari 512 BB. The new name signified the engine's 5.0-liters and 12 cylinders. Rear track increased 1.7 inches, and the body was 2 inches wider and 1.5 inches longer. The front end had a small chin spoiler, and NACA ducts helped rear brake cooling. 1981 would be the last year for Weber carburetors on the big flat-12 as the 512 BBi bowed; purists were skeptical of the fuel injection after many had experienced poor-quality running with SPICA units in Alfa-Romeos and early D-Jetronic in Porsches during the last 10 years and a few more of the last carbureted examples sold quickly.
Offered here is a 512BB from that last year with a unique provenance. Owned from new by Country & Western music legend Kenny Rogers, the car has traveled just over 45,000 miles from new. Finished in a painstakingly repainted Rosso Corsa with freshly and correctly-reupholstered tan Daytona Chairs, the car has also just had its major service including the rebuilding of all its Weber carburetors, a valve adjustment, timing belts, replacement of all seals, all new hoses and more using all original Ferrari parts. The mechanical work was carried out by Mario, the original owner of the famous Auto Palace of Pittsburgh, PA. The car conveys with all its original books and tools as well, making it one of the most concours-correct and ready-to-use examples extant stateside.
Non-California Smog compliant. Not for private sale to California resident.
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