1991 Ferrari Testarossa

The Ferrari Testarossa was unveiled in 1984 at the Lido on the Champs-Elysees on the eve of the 1984 Paris Salon de l'Auto signaling the end of production of the Boxer, the company's flagship 12-cylinder Ferrari model for the previous decade. The styling by Pininfarina paid homage to the legendary 1950s sports racer that originally bore the name, simply translating as 'Red Head,' referencing its rocker covers being painted red. The center of gravity was positioned in the middle car thanks to its mid-engine rear-wheel-drive configuration, with a weight distribution ratio of 60% rear and 40% front, thus achieving excellent cornering and road-holding ability. The Testarossa was larger than its Boxer predecessor, six inches wider, and approximately 2.5-inches longer, accommodating additional interior leg room. The visually stimulating and distinctive side vents allowed excellent engine ventilation, whilst contributing to the car's unique, crisp, square-cut styling.

Mechanical Specification

The free-revving, naturally aspirated 4.9-liter (4943cc), flat, dry-sumped, longitudinally-mounted, 180-degree V12 engine provided 385 horsepower, a zero-to-sixty mph time of 5.2 seconds, and a top speed of 180 mph. The all-alloy unit had four valves per cylinder (48 valves in total) actuated by dual overhead camshafts (DOHC), a compression ratio of 9.20:1, and 361 ft-lbs (490 Nm) of torque at 4,500 RPM. The aluminum pistons moved in Nikasil cylinder liners and rotated a seven main bearing, hardened steel, billet-turned crankshaft via forged steel connecting rods. The combustion chambers were ellipso-hemispherical. Two Bosch KE Jetronic systems metered fuel flow, one for each bank of cylinders, and delivered to the injectors by two electric pumps. Twin coils provided spark through their own Weber-Marelli Microplex-controlled distributors. Tube steel manifolds, catalytic converters, and a tuned exhaust system managed the dispersal of the combusted mixture. A single water pump and twin side-mounted radiators kept the engine cool. The 'ROW' (Rest of the World) version produced 385 horsepower at 6,300 RPM while the U.S. version developed slightly less power, at 380 hp. The engine was paired with a five-speed manual transmission with a final drive ratio of 3.210:1.

The ventilated disc brakes measured 12.17 inches (309 mm) at the front and 12.20 inches at the rear, and the hydraulically assisted four-piston calipers were controlled by separate circuits front and rear. The parking brake acted on small drums contained within the rear discs. The brakes resided behind magnesium single bolt 'knockoff' wheels with a 16.33 inch (415 mm) diameter wrapped with Michelin TRX tires. The front tires measured 240/45 VR 415 and the rear tires at 280/45 VR 415. Slight size modifications arrived in 1986, with wheels measuring 16 inches (406mm) with a width of 8 inches at the front and 10 inches at the rear. Goodyear Gatorback 225/50 VR 16 front tires and 255/50 VR 16 rear tires were fitted. Examples destined for the US market were delivered with metric-sized TRX wheels until the 1989 model year.

The wheelbase measured 100.4 inches, its length at 176.6 inches, its width at 77.8 inches, and its height at 44.5 inches. The chassis was formed of square-section steel tubes arranged in a strong matrix with a removable rear sub-frame allowing the suspension and drivetrain to be removed as a unit from underneath the car. This gave the heavy rear of the car a double layer of support and simplified mechanical service. The floorpan and front luggage bin were semi-monocoques bolted to the tubular chassis and vertical bulkheads at either end of the passenger cabin were of strengthened galvanized steel. The result was a very rigid platform and passenger compartment.

The suspension was independent with unequal-length wishbones, twin telescopic shock absorbers on each side, coil springs, and anti-roll bars. The front had a Koni shock absorber located by unequal-length dual wishbones at each wheel, along with coil springs. The rear used dual unequal-length steel wishbones and a pair of coil springs over Koni shocks, one fore and one aft of each driveshaft. Front and rear anti-roll bars maintained stability in high-speed cornering. In mid-1988, the suspension was redesigned and the wheels now had a traditional Ferrari five-bolt pattern, replacing the single-block knockoff setup. The steering was an unassisted system via a direct rack and pinion setup.

The Design

The Pininfarina design team consisted of Ian Cameron, Guido Campoli, Diego Ottina and Emanuele Nicosia led by design chief Leonardo Fioravanti. The styling was an evolution of the preceding 512 BBi with a slightly increased wheelbase, a wider footprint, and a half-inch taller stance. It was more curvaceous than the 512 BBi, with so-called 'cheese graters' ('egg slicer') side strakes that spanned from the doors to the rear fenders, a single high-mounted side view mirror on the driver's side A-pillar (on stalks), and twin side radiators near the engine (instead of a single radiator up-front). There was an egg-crate grille, rectangular rear lights, and broad, squared rear flanks. The aerodynamic drag coefficient of 0.36 Cd was significantly lower than the Lamborghini Countach's 0.42.

In 1987, the mirror was lowered on US-destined cars to a more traditional placement and was soon joined by a passenger side-view mirror to aid in safe lane changes.

The Interior

The interior was larger and more comfortable than its predecessor, thanks to its larger footprint and redesigned engine cooling. The temperature inside the cockpit was reduced as twin radiators were mounted in the rear; unlike the Boxer, where the single front-mounted radiator had plumbing from the bonnet to the engine behind the seats, which made the cabin very hot.

On either side of the cabin were wide sills accommodating the doors, and to the rear was the firewall with an integrated luggage shelf separating it from the engine bay. Beneath the Connolly hides were electrically adjustable seats that were snug and well-bolstered. The switchgear and ancillary controls were positioned within easy reach, and the shallow dashboard contained easy-to-view gauges. The low rectangular instrument binnacle was dominated by a large speedometer and tachometer and smaller auxiliary gauges in a split black facia, accompanied by various indicator lights. The adjustable steering column rested below the instruments, carrying the three-spoke Momo steering wheel.

As expected from a supercar of this caliber, luggage space was minimal, restrained to a luggage shelf behind the seats and a carpeted, deep cruciform compartment beneath the front hood. To maximize both of these spaces, a set of fitted Schedoni luggage was offered as optional equipment from Ferrari dealers.

Production

The Ferrari Testarossa was produced from 1984 through 1991 with 7,177 examples built. It evolved into the 512TR of 1991 and the F512M of 1995. With each evolution, the styling, interior, and drivetrain were enhanced, retaining its ability to exceed speeds of 180 mph, accelerate to 60 mph in approximately 5 seconds, and attain nearly 0.9G lateral acceleration. A total of 2,261 examples of the 512 TR (1991 to 1994) were built followed by 501 of the F512 M (1994 through 1996). All three rested on a 100.4-inch wheelbase, had an overall length of 176.6 inches, and employed the 4.9-liter longitudinally mid-mounted flat-12 engine. The final iteration of the Testarossa, the F512 M, produced 434 horsepower at 6,750 RPM and 370 ft-lb of torque at 5,500 RPM.

The Testarossa is a recognized cultural icon of the 1980s, popularized by the television series Miami Vice and Sega's video game Out Run.

by Dan Vaughan

Coupe
Chassis number: ZFFSG17A1M0086824

The Ferrari Testarossa replaced the 512BBi in 1985 and was first shown at the 1984 Paris Show and designed directly for the American market. Between 1985 and 1991, there were 7,200 examples produced. The Testarossa even placed a starring role in the TV police series Miami Vice. It was initially so popular that buyer frenzy fueled additional dealer markups, which peaked at about $150,000 in the early years.

The Testarossa wore a design by Pininfarina and - in comparison to the 512 Boxer - was wider, taller and longer for improved inside space, and the radiator was moved to the rear to eliminate plumbing that previously ran through the car. The side strakes were designed to direct air to two radiators in Formula One fashion and made the rear of the car wider and handling more stable.

This example is painted Rosso Corsa with a tan leather interior. The odometer reads 21,949 miles, there is a Tubi stainless steel exhaust, and has four-wheel hydraulic disc brakes. The 4943cc dual overhead cam horizontally-opposed 12-cylinder engine displaces 4943cc and delivers nearly 400 horsepower.

In 2012, this car was offered for sale at the Amelia Island auction presented by RM Auctions. The car was estimated to sell for $60,000 - $70,000 and offered without reserve. As bidding came to a close, the car had been sold for $77,000 inclusive of the buyer's premium.

by Dan Vaughan

Coupe
Chassis number: ZFFSG17A0M0086474

The Ferrari Testarossa was a Pininfarina-designed super that was a departure from the 512 Berlinetta Boxer it was designed to replace. The team was led by Leonardo Fioravanti who was tasked with creating a completely new grand tourer offering greater storage space, more comfort, and cooler cabin temperatures than its predecessor. What they came up was a wide, low, and angular design that featured side strakes that helped force cool air through twin side-mounted radiators and out through vents on top of the engine lid. The car's design generated enough downforce that it negated the need for a rear wing.

This particular example is a two-owner United States market example that has been driven less than 8,500 miles from new. It is finished in the classic color scheme of Rosso Corsa with a beige leather interior. It has been given a recent engine-out service including timing belt replacement.

by Dan Vaughan

Coupe
Chassis number: ZFFSG17A3M0087750

This 1991 Ferrari Testarossa was delivered new in 1991 to the Ferrari dealer Auto Torino of Great Neck, New York, where it was received by a young Italian mechanic, Michelo Franco. At the time, Franco was responsible for the car's preparation and pre-delivery inspection (PDI) before it was placed in the dealership showroom.

Shortly after this car's arrival, Auto Torino lost its dealership status. The owner then had the yellow Testarossa delivered to his personal garage by Mr. Franco. The car would reside in its original owner's care for the next 24 years.

The current owner acquired this car from the dealer's family. It was delivered to Ferrari of Long Island in October 2014 for a complete service. The Testarossa was showing a mere 537 original miles and was received by now senior Ferrari technician, Michelo Franco, the very same mechanic who had last seen the car some 24 years earlier.

A complete engine-out service was performed, and any item needing attention and detail was performed by the current custodian. After completion of the service, the Testarossa was delivered to Continental Auto Sports in Chicago for Ferrari Classiche certification and was issued the Red Book.

This Testarossa won Best in Class, Preservation, and Platinum Awards at the FOC meet in Pebble Beach in August 2015. Furthermore, 87750 was awarded Best in Preservation as well as Platinum Awards at Cavallino in January of 2015. It was awarded a Platinum Award and a near-perfect score at the Ferrari SpA event in December 2016 at the Daytona International Motor Speedway and the Ferrari Mondial Concours, where it was invited to attend with a limited number of only 60 Ferraris selected by the Factory, all requiring Classiche certification.

by Dan Vaughan

Coupe

The Testarossa Type F110 is a twelve-cylinder mid-engine sports car that was produced from 1984 through 1991. This would evolve into the 512 TR and the F512 M, which were produced from 1992 - 1996. Nearly 10,000 Testarossa, 512 TRs and F512 M's were produced, making them the highest production Ferrari's ever, despite their exceptionally high price and exotic design.

The Testarossa traces its roots to the 512 BB, or Berlinetta Boxer. One of the primary design objectives was to reduce interior heat buildup which was a known characteristic of the 512. The radiators were relocated to the sides of the car in front of the rear wheels. This would of course lead to the distinctive side strakes, a Testarossa signature. It would also make it the widest street Ferrari to date. These strakes are indeed functional, bringing cool air into the engine compartment.

This prime example is one of the very few that left the Maranello factory in Italy in black. When new, the owner commissioned a complete clear body wrap. This was a very uncommon procedure at the time.

Coupe
Chassis number: ZFFSG17A2M0088565

This Ferrari Testarossa is finished in Ferrari Rosso Corsa with a black Italian leather interior. The 4900cc 48-valve flat 12-cylinder engine is fitted with a Bosch K-Jetronic fuel injection system offering nearly 400 horsepower. There is a five-speed manual transmission and four-wheel disc brakes.

by Dan Vaughan

Coupe
Chassis number: ZFFSG17A1M0087133
Engine number: 24226

This US-market Testarossa was completed at Maranello in September 1990 and received the 'triple-Nero' color scheme. It is one of approximately 266 U.S.-market Testarossas produced in 1991 and currently has fewer than 670 miles on the odometer. It entered the care of its current caretaker in 2013 and has been driven 36 miles since that time. It currently rests atop a set of BF Goodrich G-Force Sport tires and has a tool roll, manuals in leather folio, jack, and spare fuses.

by Dan Vaughan

Coupe
Chassis number: ZFFSG17A9M0089549

Ferrari replaced the outgoing Boxer series with the Testarossa, a spiritual successor to the fabled 500 and 250 Testa Rossa race cars of the 1950s. Introduced in 1984 at the Lido Nightclub ahead of the Paris Salon, it wore a more soft-edged, aerodynamic shape rather than the razor-sharp wedge profile of its predecessor. The 5.0-liter 'flat' V12 engine was fed air by iconic side door intakes, helping to produce 380 horsepower endowing the supercar with a top speed of 180 mph. Although built for speed, it was given luxury touches that included air conditioning, a tilting steering wheel, power-adjustable seats, and a leather-lined interior.

This particular example is a left-hand drive, US-market Testarossa that was completed in April 1991. It is believed to be one of the last few hundred original Testarossas to leave the factory before the introduction of the revised 512 TR later that year. It was given a Bianco exterior over Rosso leather and carpets, and was registered to its first owner in Illinois on 1 September 1992. In the late 1990s, it changed hands, spending time in New York and Connecticut before finding its way to Georgia in 2001. After spending time in North Carolina, it was acquired by a private collection in 2014, with 32,365 miles on the odometer. An additional 627 miles have been added since that time. The current caretaker purchased the Ferrari in 2021.

by Dan Vaughan

Coupe
Chassis number: ZFFSG17A2M0087786

This is a U.S.-market Ferrari Testarossa that was completed at Maranello in January 1991 and finished in Rosso Corsa over beige leather with contrasting Rosso carpets. It is believed that 266 examples of the Testarossa were configured for the US market in the model's final year of production. Since this is a late production example, it has standard five-lug wheels, dual side-view mirrors, integrated rear brake light, and an improved air conditioning system.

This car's original owner was Dr. Harry E. Bopp of Lakeland, Florida, via Shelton Sports Cars in Ft. Lauderdale and promptly registered as 'GVV51J.' By 1996, the car's registration had been updated to 'PWP93D.' In 1999 it was purchased by another Lakeland resident, who then sold the car to Walter Medlin in July 2003. At the time of purchase, the car had 18,786 miles on its odometer. Since then, an additional 182 miles have been added to the odometer by its current owner. It has spent the past two decades in storage.

This Ferrari has its numbers-matching engine and gearbox. Over the course of its life, it has been given paintwork.

by Dan Vaughan

Coupe
Chassis number: ZFFSG17A5M0086759
Engine number: 24129

The Ferrari Testarossa wore radical styling with long side strakes that channeled fresh air toward the red-headed (a.k.a. testa rossa) 5.0-liter flat-12 engine. Top speed was nearly 180 mph, and sprinting from 0-60 mph took a little over 5 seconds.

Over 7,177 examples of the Testarossa were built by the time production ended in 1991, including 266 US-market Testarossas produced for 1991.

This example is finished in Rosso Corsa with a black leather interior, and its factory wheels are wrapped with Goodyear tires. There is a MOMO steering wheel, Veglia Borletti instrumentation, and power accessories. This Testarossa currently has 7,296 miles on its odometer.

by Dan Vaughan

Coupe

This 1991 Ferrari Testarossa is a sub-700 mile and final-year example of the iconic Testarossa. It is a U.S. spec finished in Nero with Nero leather, carpets, and dash from the factory.

The Ferrari Testarossa leaped to center stage of the automotive world in 1984 and remained there for 11 years as the world's fastest regular production car. It was the definition of 'supercar' in its era, the innovative benchmark against which all contemporary sports cars were measured.

When Ferrari set about creating a replacement for the Berlinetta Boxer, a V12 engine, high performance, style and exemplary design were assumed. Ferrari dictated that luxury and practicality befitting the world's premier production sports car were also to be encompassed. Even as the Testarossa exerted a pull on the hearts and minds of car lovers, not to mention designers, Ferrari did not sit on their laurels. 1984's Testarossa evolved into the 512TR of 1991 and the F512M of 1995. With each evolution the styling, interior, and drivetrain were enhanced in a car that was always capable of speeds exceeding 180mph, accelerated to 60mph in approximately 5 seconds, and attained almost 0.9G lateral acceleration.

Design

In 1982 Pininfarina was commissioned to style a 12-cylinder Ferrari with radiators in the flanks like a racing car, GT-level luggage and storage space, extreme comfort, and performance to top the road-car line of the world's premier sports car manufacturer. The Testarossa was to be shaped partly by the wind tunnel to ensure clean airflow, low noise and high speed stability. Rear location of the radiators made the car's aerodynamics even more important as passive direction of air to and from the engine bay had to be very effective. The result of Pininfarina's labors was easily the most recognizable and influential car of its time. The Testarossa is unmistakable at any distance, and impossible to ignore.

The shape was perfected without wasting space. The details are perfect and natural; the lines fit. This artistry is best seen by looking from a front corner to the opposite rear corner; the Testarossa's roofline exactly matches that of the straked flank below it. Amidst traditional Ferrari traits such as the egg crate grille were new stylistic touches such as rectangular rear lights and the broad, squared rear flanks. Early Testarossas had a single mirror located halfway up the driver's side A-pillar, on stalks. The Testarossa's most indelible image is of the five body color strakes that cover the side intakes and stretch between the ridges just below the door mirrors.

Structure

The Testarossa series was made from a variety of materials to appropriately maximize its functional form. Apart from the galvanized steel roof and doors, and various glass fiber pieces, the body panels were crafted entirely from strong but light aluminum.

The Testarossa chassis consisted of square section steel tubes arranged in a strong matrix, like a racing car. This was Ferrari's normal practice in chassis construction until the late 1990's. The Testarossa had a full tube-steel chassis with a removable rear sub-frame containing the low-mounted drivetrain and rear suspension. This gave the heavy rear of the car a double layer of support and simplified mechanical service. Vertical bulkheads at either end of the passenger cabin were of strengthened galvanized steel. The floorpan and front luggage bin were semi-monocoques bolted to the tubular chassis. The result was a passenger cabin with unsurpassed safety and an extremely rigid platform for a car with superlative performance.

Drivetrain

The Testarossa's longitudinally mounted flat 12 was a 4942cc all alloy unit with four valves per cylinder actuated by dual overhead cams, and dry-sump lubricated. On North American cars, the engine's compression ratio was 8.7:1. The aluminum pistons moved in nikasil cylinder liners and rotated a seven main bearing, hardened steel, billet turned crankshaft via forged steel connecting rods. The combustion chambers were ellipso-hemispherical. Fuel was metered by two Bosch KE Jetronic systems, one for each bank of cylinders, and delivered to the injectors by two electric pumps. Spark was provided by twin coils through their own distributors, controlled by a Weber-Marelli Microplex system. The combusted mixture exited through tube steel manifolds, catalytic converters and a tuned exhaust system. The engine was cooled by a compact system of twin side-mounted radiators and a single water pump. The North American Testarossa made 380bhp at 5750rpm, and 354lbs-ft at 4500rpm.

Suspension

The front suspension consisted of a coil spring over a Koni shock absorber located by unequal, length dual wishbones at each front wheel. At the rear, dual unequal length steel wishbones located a pair of coil springs over Koni shocks, one fore and one aft of each driveshaft. Front and rear anti-rollbars maintained stability in high speed cornering. The Testarossa's brakes were vented discs a little over a foot in diameter. The hydraulically assisted four piston calipers were controlled by separate circuits front and rear. The parking brake acted on small drums contained within the rear discs. The unassisted steering was by a direct rack and pinion system.

The Testarossa's one piece cast alloy wheels are dull silver. On early cars, the wheels were secured by large closed nuts, but these soon gave way to five hub bolts. The wheels have five spokes in the shape of a star. The front wheels measure 16'X8' and carry a 225/VR50 tire. The rear wheels measure 16'X10' and carry tires 255/VR50 in size.

Interior

The Testarossa's cabin was bounded on either side by wide sills to accommodate the doors. To the rear, the firewall with integrated luggage shelf separated the cabin and engine bay. The Connolly hide covered, electrically adjustable seats were snug and well bolstered. Ancillary controls and switchgear efficiently nestled easy to hand, and the shallow dashboard containing guages fell into a center console containing all the requisite items for touring enjoyment. Commanding the console was the traditional slender gear lever in its polished gate.

The low rectangular instrument binnacle was dominated by a large speedometer and tachometer and smaller auxilliary gauges in a split black facia. Various indicator lights were offset around these orange and white on black readouts. Beneath the instruments the adjustable steering column extended a thin rimmed, leather covered, three spoke Momo steering wheel towards the driver.

Along with the luggage shelf behind the seats, the Testarossa offered carpeted cargo space beneath the front hood. This compartment was a deep cruciform, providing room for shopping or luggage. The carrying capacity of the Testarossa in the front and passenger compartments was maximized by use of fitted Schedoni luggage, an option available from Ferrari dealers.

by Ferrari

Receiving an incredibly warm welcome when it arrived on the scene, the impossible to ignore Ferrari Testarossa made the cover of Road & Track magazine not once, but NINE times in only five years. Priced at a steep $181,000 in 1989, plus a $2,700 'gas-guzzler' tax, the Testarossa was a 12-cylinder mid-engine sports car manufactured by Ferrari.

Succeeding the Berlinetta Boxer, the exotic two-door coupe was designed by Pininfarina and was originally produced from 1984 to 1991. The Italian designer was commissioned to style a 12-cylinder Ferrari with radiators in the flanks like a racing car, plush comfort, extreme performance and GT-level luggage and room for storage. The end result of his labor was a truly remarkable car that would easily be the 'most recognizable and influential car of its time'. Two model revisions followed the Testarossa production, and the 512 TR and F512 M were produced from 1992 until 1996. Despite its hefty price-tag and truly exotic look, nearly 10,000 of these models were produced which made it one of the most-produced Ferrari models ever. The F512 M retailed at $220,000 in 1995.

Debuting at the 1984 Paris Auto Show, Testarossa, which stands for 'red head' in Italian, was not to be confused with the GT sports car TR 'Testa Rossa' of the late 1950s. Its name was inspired from the red-painted cam covers on the flat-12 engine. Since Ferrari and Pininfarina regularly modeled their car designs from the shape of a woman's figure, the double entendre was intentional.

The Testarossa and all of its versions were powered by a rear-mounted, five-speed manual transmission. The center of gravity was maintained in the middle of the car by the rear mid-engine, rear-wheel drive layout that increased stability and enhanced the vehicles corning agility. The standing weight distribution was 40 percent at the front and 60 percent at the rear.

In 1992 the original car was re-engineered and debuted as the 512 TR at the LA Auto Show, effectively as a brand new car. The weight distribution was improved and now had 41 percent front and 59 percent at the rear. Two years the later the F512 M was introduced at the 1994 Paris Show with the 'TR' initials dropped and the additional of an 'M' which stood for 'modificata' or modified in Italian. The F512 M would be the final version of the Testarossa and featured an even more improved weight distribution of 42 percent front and 58 percent rear. This model would also be Ferrari's final mid-engine 12-cylinder car, apart from the Ferrari Enzo and the F50, featuring the marque's last flat engine. In 1996 the Testarossa was replaced by the front-engined 550 Maranello coupe.

The Testarossa was designed as an upgrade to the 512i BB from 1981. The new sports car would be much larger, at least half a foot wider than its predecessor the Boxer, and would have increased wheelbase to accommodate plenty of luggage in a carpeted storage area beneath the front forward-opening hood. The Testarossa featured a luggage shelf behind the seats and carpeted cargo space beneath the front hood. This section was deep and had room for luggage or shopping. An optional available from Ferrari dealers was the use of fitted Schedoni luggage. The length now made room for extra storage space behind the cabin seats and increased the headroom by nearly a half an inch compared to the Boxer.

The body styling of the Testarossa lost some of the curves from the Boxer, which was criticized by some. Rather than a single radiator at the front, the Testarossa had twin radiators in the back with the engine. The side strakes were called 'cheese graters' by some, or 'egg slicers', and they stretched from the doors to the rear fenders and were necessary for various countries rules that forbade large openings on cars. The strakes also pumped cool air to the rear-mounted side radiators, which kept the engine from overheating. The strakes also increased handling and stability by making the Testarossa wider at the back than in the front.

A single high mounted rearview mirror on the driver's side was part of the new design. For US cars in 1987 the mirror was lowered to a more respectable placement and also received a passenger side rearview mirror. These were extremely helpful in aiding the driver to make safe lane changes.

An evolution of the BB 512i, the Testarossa drivetrain used nearly identical displacement and compression ratio, but in contrast from its mentor, the Testarossa had four-valve cylinder heads finished in red. The car used double wishbone front and rear suspension systems and had 10-inch-wide alloy rear wheels that greatly improved traction.

During its seven-year production span a total of 7,177 Testarossa's were produced. The sports car weight 3,320 pounds, had a length of 176.6 inches, sported a width of 77.8 inches and had a height of 44.5 inches.

The engine powering the Testarossa was a 4.9-liter Ferrari Colombo flat-12 engine that was mid-mounted. Each cylinder featured four valves with the grand total being forty-eight valves that were lubricated through a dry sump system and a compression ratio of 9.20:1. Together these produced a maximum torque of 361 ft/lb at 4500 rpm and a maximum power of 390 hp at 6300 rpm. Initially the U.S. model featured the same engine but with less power at 380 hp.

With a top speed of 180 mph, the Ferrari Testarossa was a formidable beast able to achieve 0-60 mph in just 5.3 seconds. It achieved 0-100 mph in 11.4 seconds and the quarter mile in 13.5 seconds.

The Testarossa was launched in 1985 with magnesium single bolt 'knockoff' wheels with a 415mm diameter. Standard tires would never fit this odd size and these wheels used the Michelin TRX system and could only be fitted with TRX tires size 240/45 VR 415 for the front and TRX 280/45 VR 415 at the back. For 1986 the wheels retained the current design but were changed to a standard 16-inch diameter with an 8-inch width at the front and 10 inches at the rear. At the front were Goodyear Gatorback 225/50 VR 16 front tires and 255/50 VR 16 tires at the rear.

The suspension was made up of independent, unequal-length wishbones, coil springs, an anti-roll bar and twin telescopic shock absorbers on each side. The whole drivetrain and suspension was developed to be removed as a unit entirely from beneath the car so that the engine timing belts could be serviced. The suspension was revamped for the 1988 model with the wheels changing from the single bolt knockoff setup to the standard Ferrari five-bolt pattern. The wheel design kept the look from the beginning. The front brakes had a diameter of 12.17 inches while the rear brakes had a diameter of 12.20 inches.

Unlike its predecessor the BB 512i, the Testarossa wouldn't be found on the racetrack. The Testarossa was all Ferrari even despite its complete lack of racing heritage. It did make its debut in various video games, most famously the arcade games OutRun. The Testarossa appeared in the TV series Miami Vice.

The only official convertible variant of the Testarossa was the Spider. Designed by Pininfarina, the Spider was specially commissioned by Ferrari and made as a gift for the late Gianni Agnelli, the head of Fiat at the time. The Spider sported a sleek silver exterior, an easily stowed white top, a dark blue stripe that ran above the matte black sills and a white magnolia leather interior. In 1986 the Spider was delivered to Agnelli with a silver Ferrari logo on the hood rather than a aluminum one.

Though plenty of customers were introduced in their own Testarossa Spider, Ferrari wouldn't produce any others due to structural and spatial issues that would be too much to fix. Pininfarina and other conversion firms would produce unofficial Spider conversions. Mechanically the Spider was no different from the Testarossa in the European market and came with a standard 4.9 L 390 hp flat-12 engine. The Spider was a convertible though and the front window and door windows were shorter than a normal car.

Produced from 1991 through 1994 the 512 TR was the successor to the Testaross and featured a maximum speed of 195 mph. A total of 2,280 units were produced and cost $212,160 in 1992 with luxury items, 'gas-guzzler' taxes and destination freight. The 512 TR had a wheelbase of 100.4 inches, an overall length of 176.6 inches and a curb weight of 3,243 pounds. Powering the 512 TR was a 4.9-liter Ferrari Colombo 180° F-12 engine that was longitudinally mid mounted. A total of forty-eight valves, each cylinder had four valves that were lubricated through a dry sump system with a compression ratio of 10.00:1. This combined to a maximum torque of 362 ft/lb at 5500 rpm and a maximum power of 428 hp at 6750 rpm. The 512 TR could hit 0-60 mph in 4.9 second and 0-100 mph in 10.7 seconds. The car could complete a quarter mile in just 13.20 seconds.

In 1995 unfortunately a recall was issued because of fitting issues with fuel hoses. More than 400 models suffered with this issue caused by variances in environment and temperature. Another issue arose from the passive restraint system on seat belts not functioning corrected on more than 2,000 models. The lap belt would be the only occupant protection if the restraint system suffered either a mechanical or electrical failure.

Numerous engine modifications were made to the 512 TR's engine. A new air intake system was added along with Nikasil liners, larger intake valves, an updated exhaust system and Bosch engine management system. All of these modifications not only upped the peak power but it delivered a more broad power curve for enhanced acceleration. The 18-inch wheels had an 8-inch width at the front and 10.5 inches at the rear. The diameter of the front brakes were 12.40 inches while the rear brakes had a 12.20 inch diameter.

Many critics had bemoaned the gear-shifting effort of the Testarossa. The 512 TR fixed this issue with a new single-plate clutch, sliding ball bearings and a better angle for the shifter. The braking system featured larger front rotors and cross-drilling all around. Handling was improved with new shock settings, quicker steering and lower-profile tires. To improve the center of gravity and assist the handling, the engine and gearbox position was rethought. On the inside the center console was split from the dashboard and the climate controls found a new home. In an attempt at mimicking the recently released 348, Pininfarina modified the 512 TR to better integrate the spoilers and engine cover.

Ferrari introduced the F512M in 1994. The final Testarossa version, 500 models were produced with 75 of these being right hand drive. The front and rear lamps were revamped from the 512 TR with the front lamps becoming square framed lamps that were no longer hidden and the rear lamps now round. The bumpers were restyled to give them a mode unified look and a new front lid with twin NACA ducts was introduced.

The engine in the F512 M was a 4.9-liter Ferrari Colombo flat-12 engine longitudinally mid mounted. Producing a maximum torque of 370 lb/ft at 5,500 rpm, the maximum power was 440 hp at 6,750. Like the other models it replaced, each cylinder has four valves with a total of forty-eight valves. These were lubricated through a dry sump system with a compression ratio of 10.40:1. The engine has a 7500 rpm electronic rev limit and new titanium connecting rods a new crankshaft weighing 16 pounds less than the previous ones. The wheels of the F512 M were 18-inch with a width of 8-inches for the front, and 10-5-inches in the rear. The tires were Pirelli P Zero, the front brakes measured 12.4 inches in diameter, and a 12.2 inches at the rear brakes.

The 512 M had a top speed of 196 mph and could hit 0-62 mph in 4.7 seconds, and 0-100 mph in 10.2 seconds. It would complete a standing quarter mile in 12.7 seconds. Several updates were made to the interior from the 512 TR and included carbon finer racing bucket seats for no extra cost. These seats weighed only 33 pounds, a huge difference from standard seats. Pininfarina and Ferrari flags were featured on the dashboard and the gearshift knob now featured a chrome finish. Other updates included air conditioning being a standard option and aluminum pedals drilled.

In 1989 Luigi Colani designed the Testa d'Oro. Based on a Testarossa powered by a 5.0 Ferrari-Lotec twin-turbo on its flat-12, the Testa d'Oro was created to break land speed records. It output 750 hp at 4000 rpm and produced 660 lb/ft of torque at 5000 rpm. The Testa d'Oro achieved success breaking the record in its class in 1991 as it reached 218 mph with catalytic converters.

Ercole Spada designed a follow up to Zagato's series of Ferrari specials, the FZ93 or Formula Zagato '93. Ferrari produced six F90 supercars in a special design for the Sultan of Brunei in 1988. The top secret project with managed by Enrico Fumia, the head of the Research and Development department at Pininfarina. The F90 name was supposed to refer to it being a 'Ferrari of the '90s'. All six of these supercars utilized a Testarossa chassis that Pininfarina used to create a completely new body and interior on top of. The stock engine unit produced 390 bhp to the rear wheels and the radiators were relocated to the front of the car.

One of the most popular Ferrari models ever, the Testarossa was the definition of a 'supercar' in its era.

Sources:

http://en.wikipedia.org/wiki/Ferrari_Testarossa

http://www.topspeed.com/cars/ferrari/1984-1991-ferrari-testarossa-ar29391.html

by Jessican Donaldson