512 BB (512 BB and BBi)

From Daytona to Boxer

Ferrari's road-car flagship had been front-engined since the beginning; the Daytona of 1968 was the last of that line. Ferrari's own heritage page for the 365 GT4 BB describes 'the new 12-cylinder boxer derived from the Formula 1 car' and 'the mid-engined layout that marked the end of Ferrari's traditional front-engined solution for its top performance models'. Pininfarina showed the shape at Turin in 1971 under Leonardo Fioravanti, and production began in 1973 with a 4,390 cc engine. Whether it was ever a true boxer is a separate argument: Mauro Forghieri insisted it was a 180-degree vee and would rather the B had stood for Bialbero; Fioravanti says BB began as a nickname for Brigitte Bardot. Either way, 387 of the 365 GT4 BB were built before the 512 arrived.

The 512: Five Litres and a Dry Sump

The 512 BB was shown at Paris in October 1976. The name switched to Ferrari's newer convention, five litres and twelve cylinders, and the engine grew to 4,943 cc at 82 by 78 mm. Wet-sump oil starvation under hard cornering on the 365 was answered with a dry sump, and the single-plate clutch that owners found heavy gave way to a twin-plate unit. Outside, the rear track went from 1,520 mm to 1,563 mm to carry 9-inch rear wheels, NACA ducts appeared ahead of the rear arches to feed the brakes, the nose dropped and gained a spoiler, and six tail lamps became four. Four triple-choke Weber 40 IF 3C carburettors sat in the vee. Ferrari's brochures quoted 360 bhp, later revised in Ferrari's own literature to 340, a discrepancy the sources consulted here reproduce rather than explain.

Claimed Speed and Measured Speed

Ferrari claimed 188 mph, or 302 km/h, and the number entered popular memory through a photograph taken on the M1 at dawn. Chris Meek, who owned Mallory Park, had his right-hand-drive 512 BB, chassis 21689, photographed at an indicated 188 mph to settle a dispute over the claim; the picture became a bedroom poster. Autocar's test of 13 May 1978 was less obliging. Their car, priced at 26,104 pounds, reached 163 mph at 5,975 rpm with the speedometer reading 174, and the magazine calculated from the gearing that the claimed figure was out of reach. Ferrari suggested the car was out of tune and Autocar offered a retest. The 0-60 mph time of 6.2 seconds was respectable, and the writers were more struck by the engine's flexibility from 2,000 rpm in any gear. John Bolster in Autosport called it the fastest practical road car in the world. The 163 mph figure was nonetheless entered in the Guinness Book of Records as the fastest independently road-tested production car of its day.

Injection: The 512 BBi

By 1980 emissions law made carburetted compliance for the grey market close to impossible, and in 1981 the 512 BBi replaced the Webers with Bosch K-Jetronic mechanical injection and fitted Marelli electronic ignition with a rev limiter. Ferrari quoted 340 bhp at 6,000 rpm and promoted quieter, smoother running as an ecological advance. The car moved to 16-inch centre-lock wheels on Michelin TRX tyres, the driving lamps came out from behind the grille, and the interior gained a leather-rimmed wheel and central locking. UK list price rose from 23,868 pounds for a 1977 BB to 39,991 pounds for the BBi in 1981. Supercar Nostalgia records 1,007 BBi cars, 43 of them right-hand drive.

The Grey Market and the BB/LM

Enzo Ferrari took the view that eight-cylinder cars would do for the United States, so neither BB nor BBi was ever homologated there. Demand was met by importers such as Dick Fritz's Amerispec, whose federalisation ran to more than 75 modifications per car, including a rebuilt front bumper structure and, on carburetted cars, air injection and catalysts, for around US$14,000. The work was never standardised. In competition, dealers prepared cars to factory instructions as the 512 BB/LM: three Series 1 cars for Le Mans in 1978, none of which finished, then 25 Series 2 cars with Lucas injection, Pininfarina long-tail bodywork and 460-480 bhp. Fifth overall and a GTX class win at Le Mans in 1981 was the high point. BBi production ended in 1984 when the Testarossa took over the flat-twelve.

The big one is the timing belt service, which is engine-out on every Boxer. Classic Trader puts a clutch change at 2,500-3,000 euros, a gearbox overhaul at 20,000-25,000 euros and a complete engine overhaul at 70,000 euros and rising; Moto Gallery quotes $200,000 for a full flat-twelve rebuild. Valve clearance checks are due every 10,000 miles and take about a day and a half at 900-1,000 euros, and even an oil change is around 700 euros. Cylinder head gaskets are prone to failure and the sodium-filled exhaust valves can fail, both of which Maserati-Net and Hagerty list independently. The differential is a recognised weak link; the RM Arizona 2026 car had its differential rebuilt during a 2016 engine-out service, and FerrariChat owners describe transmission repairs as common and increasingly dependent on custom-made parts. The gearbox sits under the engine and its oil runs hot, so a two-to-three-year change is advised. Carburetted cars suffer vapour lock on modern alcohol-blended fuel, a problem the K-Jetronic BBi largely avoids, and their Webers need periodic balancing. The metric Michelin TRX tyres on the BBi are expensive and limited in supply. Federalised cars can carry crude bumper structures, emissions plumbing and wiring that complicate both maintenance and any later return to European specification. Annual oil and brake fluid changes and a three-year belt interval are the guides' recommendations; owners on FerrariChat are more relaxed, suggesting ten years or 30,000 km, and the difference between those two views is a matter for the buyer to weigh.

Service history is the first question, because the belts run inside an engine that has to come out to reach them. Hagerty quotes restoration specialist Dave Helms to the effect that history is everything on these cars, and RM Sotheby's catalogue for a $302,000 BBi itemised a $12,000 engine-out belt service in 2018 and a further $53,000 of work since. A car with no engine-out invoice in the last decade should be priced as needing one, and FerrariChat owners advise buying before rather than after that service so the depth of the work is under the buyer's control; stripped cam-cover studs, damaged head threads and old bodges only show once the engine is on the bench. Ask for a compression test and evidence of head-gasket and sodium-valve work, both named weak points. Establish which car it is: carburetted BB or injected BBi, and confirm the engine number prefix (F110A on a BBi, as on both RM lots cited here) matches the chassis. Establish whether it was federalised, by whom, and what was done, since Hagerty's specialists warn that reversing a federalisation carries legal exposure in the United States and the work was never standardised. Original European cars sit at the top of the market. Check the differential has been reinforced or rebuilt, and that the gearbox oil has been changed on a two-to-three-year cycle, since it sits below the engine and runs hot. Look at wheels and tyres: the BBi's metric TRX rims limit tyre choice and many cars now wear later wheels, which is fine if the originals come with the car. A Ferrari Classiche Red Book, as on the Gooding Pebble Beach car, settles the matching-numbers question in the buyer's favour.

As of September 2026, classic.com's market benchmark for the carburetted BB 512 stands at $274,871 with an average sale of $262,548 and an upward trend; recorded results run from $121,000 for a Zender-bodied 1980 car in October 2021 to $440,000 for a 1978 car at Mecum in January 2026, with 2026 results of $401,401 at Scottsdale in June and $368,000 at Monterey in August. The BB 512i benchmark is $276,157 on a downward trend, with an average of $270,973 and a floor of $92,000 for a Koenig-modified 1983 car in September 2025. Auction lots fetched for this page bracket the injected car: RM Sotheby's sold a 1984 BBi with 66,588 miles, federalised and wearing 17-inch wheels, for $212,800 at Arizona in January 2026; Gooding sold a Classiche-certified late 1984 car for $307,500 at Pebble Beach in August 2025, below its $325,000-400,000 estimate; and RM Sotheby's made $302,000 at Miami in 2025 for a white 1983 car with a Zegna interior and over $53,000 of recent service. Hagerty's market piece recorded a 1981 car at $473,000 at RM Monterey in 2014 and A.J. Foyt's BBi at $440,000 at Scottsdale in 2015, which suggests the top of the market has not moved much in a decade. Hagerty's specialist source rates unmodified European cars as the most desirable, with federalised cars discounted. The BB/LM is a different market: classic.com's benchmark is $2,226,441 as of September 2026, and RM Sotheby's failed to sell chassis 35529 at Paris in February 2025 against a 2.0-2.5 million euro estimate. All classic.com figures are all-in results as recorded by that site.