I have always been a Ferrari guy. Growing up in the 1980’s and 1990’s, my dream Ferrari’s were always the flagship 12-cylinder models, being the Berlinetta Boxer and the Testarossa. They all looked menacing, and not in the artificial Transformer-esque way that supercars look today. The underlying designs of flagship Ferrari’s of that era are so artistic and timeless that its beauty is genuine and organic. And they sound even better. Whereas the Ferrari V8 engine notes were significantly hampered when technology proceeded from carburetors to fuel injection, there were hardly any adverse impact when the same happened to the 12-cylinder models. While the fuel injected 512BBi’s and Testarossa’s did sound more muted than the original hardcore carbureted 512BB, this was something that could’ve easily been rectified with an aftermarket exhaust – preferably Tubi, for period correctness.
One might ask then, why have I not bought one yet? While the Berlinetta Boxers’ values have gone up to HK$2-3 million dollars now due to rarity (2,323 units across all variants), the Testarossa’s are still relatively cheap and could be had for below HK$2 million in some cases (7,000+ units across all variants). The reason is simple, these 70’s-90’s mid-engine 12-cylinder Ferrari’s are notoriously expensive to maintain and difficult to drive. In the Testarossa’s case, because the large engine is placed longitudinally, all the important parts that need routine changing, such as the cambelt, are trapped right behind the car’s cockpit. This means that the entire engine has to come out every 3-5 years in order to conduct that routine cambelt change, incurring a lot of labour costs. This problem was fixed by the 360 Modena, where Ferrari made a detachable panel at the back of the cockpit behind the driver and passenger seats so mechanics can access the cambelts directly from the cockpit without needing to pull the entire engine out.
With respect to its difficult to drive reputation, apparently the clutch is heavy, the steering is heavy, and the car is wide and low, making it a pain to drive. This is especially a problem in a city full of ramps, slopes, and narrow streets like Hong Kong. While maintenance costs are objective facts, I have always wanted to experience the driving personally to see if it is really as unfriendly as people say. Today, I finally have that chance, thanks to a kind and generous friend who owns an immaculate 1994 512 TR. The thought of finally being able to get my hands on one is mind blowing. I have had the fortunes of trying out lots of very special and valuable cars in the short time since I have started this channel, some are rarer and more expensive than the 512 TR, but none had meant nearly as much to me.
The Ferrari 512 TR belongs to the legendary Testarossa lineup which conquered the 80's. Everybody would have heard of the hit TV show Miami Vice, where Don Johnson portrays an undercover cop drifting around Miami in a beautiful white Testarossa in pursuit of Miami drug lords. The 512 TR is the second iteration of the Testarossa lineup, still retaining the 5 litre flat 12 engine from the Testarossa, but with various upgrades including a new transmission system, new intake system, new exhaust system, and a new Bosch engine management system. As a result, the 512 TR produced 430HP, a significant increase over the original Testarossa's 390HP. After the 512 TR came the F512M, the final iteration of the Testarossa lineage. Production of the F512M was limited to 501 units only, but Ferrari’s attempt to mix 90’s styling from the F355 with the original 80’s design of the Testarossa created something neither classic nor modern at the time, so people remain divided on the F512M’s looks. Regardless, the Testarossa's design is so dramatic and stunning that it doesn't matter whether you see one back in 1984 or today, all the iterations are still legitimate showstoppers.
When inside the car, it immediately feels a lot roomier than its younger V8 siblings like my very own 328 GTS. Other than that, much of the interior feels and smells like any other Ferrari’s of its era. As for the clutch – yes I have finally found a heavy clutch! After being told since I was a kid that classic cars have heavy clutches, especially old Ferrari’s, I was disappointed that none of the cars I have reviewed to date had a heavy clutch. The most surprising ones were the Dino 246 GTS, Ferrari 308 GTB carburetor, Jaguar E-Type, Lamborghini Murcielago, and Maserati Indy – none of which were heavy or hard to engage. This myth has finally been substantiated with the 512 TR’s clutch, it is heavy! That said, it is not inhumanely hard or anything like that, and remains easy to drive and engage (although that could be because I am relatively more experienced with manual Ferrari’s). However, I can imagine it would be quite challenging and tiring if you’re in a traffic jam in the 512 TR.
Other than the clutch, everything else felt familiar to me, from the black dials with orange fonts to the dogleg 5-speed gearbox and the fly off handbrake. One thing, however, that none of the V8 Ferrari’s I have ever owned or driven could compare with, is the engine. The 12-cylinder engine in the 512 TR reminds you that it is something special the moment you turn the key. From the moment of that initial roar, I knew this was going to be a life changing test drive. And life changing it was.
I have sat in Testarossa’s and 512BB’s many times before so I know how they sound like, but to be conducting the engine symphony with my right and left foot as I run through the gears is truly something else. The engine sound is so intoxicating that for a while you fail to realize that for today’s standard, the 430HP it pumps out is actually not that fast. Which in my case was a good thing as that allowed me to really run through the gears despite driving on Hong Kong’s short and narrow roads. Speaking of narrow, the period criticism that this car received for being too wide can be thrown out the window in its entirety. The car is not big at all for today’s standard (for comparison, it is only an inch or so wider than my 360, and I once saw a Speciale Aperta parked next to a Testarossa and it completely dwarfed the older car).
In my Murcielago review, I said I now kind of understand why former Ferrari President Luca Di Montezemolo decided to scrap the mid-engine 12-cylinder lay out and reintroduced the front-engine layout for Ferrari’s flagship 12-cylinder models. This is because the Murcielago was such a comfortable and muted grand tourer that it really didn’t fit its aggressive looks. Boy was I wrong to presume a mid-engine 12-cylinder Ferrari would drive similar to the Lamborghini Murcielago. The 512 TR is so different with respect to the sensation it provides. The gear shifts, the steering, and of course, the engine sound, triggers all your senses every time you step on it – everything feels 10 times more captivating than the much newer Murcielago.
To be clear, I don’t believe the reason for this is because the 512 TR is necessarily a better car than the Murcielago, but more that the 512 TR is an older car compared to the Murcielago. The 512 TR is from an era where gas pedals, clutch pedals, gearshifts, and cabin sound deadening were all less sophisticated and less comfort-oriented than the era of the Murcielago. Therefore, even though the 512 TR is also a grand tour, it provides a much better driving experience than the Murcielago (most classic cars do compared to modern cars). As such, it isn’t entirely fair for me to compare the Murcielago with the 512 TR; it just so happens I tested the two on back-to-back weekends. A better comparison would’ve been a Diablo, or better yet, a Countach, which unfortunately I have not been offered to test one yet.
In conclusion, a bucket list item of mine has been firmly checked off today with the astonishing drive I had in the 512 TR. It is truly a dream come true. As always, I am thankful to the owner for his trust and generosity. The important question remains then – would I sell my Ferrari’s to get a Testarossa or TR…? From my heart, a definite yes, one million times, but from my bank account, I am afraid not. I remain worried about the guaranteed routine HK$ six figure bills and more importantly, the scarcity of parts. I have once witnessed with my own eyes a Testarossa gathering dust in a Ferrari specialist for close to a year because they were unable to source a distributor. Furthermore, while my 328 GTS drives nothing like the 512 TR, the car’s general trouble free maintenance should be rewarded with loyalty and not abandonment. As such, I shall firmly hold on to the memory created by my drive in the 512 TR and let it remain a memory rather than an acquired reality.
As always, a big thanks to the team for making this happen!
Alex (http://www.taipanmedia.com)
Alex C. (IG: @nofishark)
Moray (IG: @moraywedderburn)
See our review video here: