Increasing the performance of 512 TR/M engine

The TR tranny and the M tranny are essentially the same. The major difference in "stock" appearance is that the M tranny has modified synchros, a modified shifter for more precise and quicker shifts, a different transfer gear ratio than the TR and different hardening characteristics on the gears themselves. The ratios between the two are the same.
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F512M, the last of a spectacular series of vehicles and the "M" stands for MAGNIFICENT!

 

does the F512M & 512TR have the same brakes ie discs & pads

 

I think so, On the 512TR they are built by a co called Octagon, they are fine for the street but crap for the track

Much better to upgrade to the Brembo F50s for the track

 

Actually, YES and NO. The 512M and the 512TR use the same brake pads even though the 512M has ABS. When the 512TR was first released in 1992, its brake rotors (Brembo) were of a different design when compared to what is used on the 512M. The older rotors on the 512TR had a different cross-drilled pattern and with smaller holes, and was cast of slightly different material (softer), or perhaps not subjected to the same heat treating cycle as used on the 512M style of rotors. At some point in the production cycle, probably at the end of the 1993 model, the rotors were upgraded to what we normally see on the 512M.

My original brake rotors had worn out big time (track time) showing heavy wear and cracking between the cross drilled holes. I have since ordered new rotors form the dealership, and they are the same as the 512M rotors, so it seems as though Ferrari recognized the weakness, and now only one part is available for the 512TR and the 512M.

The newer style brake rotors seem to be much better, as after a rigorous track day at Roebling Road, the rotors don't show any visible wear, and seem to hold up very well. Remember, that at Roebling Road, speeds of 150mph are reached at the end of the front straight, followed by HEAVY braking, I never had a problem of brake fade.

It should also be noted, I was using the Porterfield R4 pads and a good fluid flush and bleed job prior to tracking. In my opinion, the newer style rotors with a well maintained brake system, and in conjunction with Porterfield pads will handle any track day/driver's Ed weekend at any track, including Road Atlanta, without the need to use F50 brakes on the front of the 512TR. Perhaps 20 contiguous laps at Elkart Lake would be a different story. Also, the Porterfield R4 pads work perfectly for normal street usage.

FORZA...

Brian

 

thanks for that as people in the uk list pads for the 512tr but not the f512m so if they are the same that makes it easy

 

I was using the porterfield rotors & pads on my black 512 coupe & they were A lot better & cheaper than stock , I also changed the brake fluid after every event but we still had to bleed the brakes in the afternoon & several times during a weekend.

The Brembo F50 brakes are titanic thee pads look almost 300% larger than stock 512TR pads & they Nevrer fade.

As for the original brakes on the 512TR. Mine had Octagon brakes on it. I dont think Brembo had anything to do with it. I guess we should ask Brembo

 

I stoped by Norwoods this week while I was in Dallas. They showed me two turbo Testarossa's that they built and a 348 turbo. They sell the upgrades in stages that you can bolt on yourself. They even have brake and wheel upgrades for the TR. The "trophy case" engine cover that they sell is better looking in person than on the Web site.

 

William,

That is quite interesting in that you say your 512TR had Octagon brakes as original equipment. Of all the 512TR's and 512M's I have dealt with, they all have Brembo rotors and ATE calipers.

For sure, the F50 front brakes are massive, but they don't fit/work with the stock 512TR wheels.

Brian.

 

Hmm, Thats interesting about the brakes, maybe they switched suppliers somewhere in the model run ?

As for the F50 brakes, the stock wheels fit on the rears but you need spacers to get the fronts to fit.

I dont like spacers so I just got some Kinesis wheels which are 1/2 the weight of stock & very attractive as well

 

regarding the transmission failures, If your'e lucky you can get away w just a snapped main shaft which may set you back $4k or so to fix

At the FCA National at Sebring a few years back I was hauling Azz all over in my black 512TR coupe, she was running So nice, I was having a great day

Then I suffered a catastrophic transmission failure. I was driving along the back, just shifted into 3rd, put the hammer down & I heard what sounded like some1 hitting an anvil w a ball peen hammer, nothing super dramatic, but it must have been loud since I heard it clearly through my helmet & over the engine noise.

The car was just coasting them so I got her off the track then got out & there was a friggin FIRE under my car. I ran back in the car got my fire extinguisher & put the fire out ASAP

What happened was the main shaft had cracked which sent shrapnel throughout my trans, totally destroying the innards. It was so violent it actually cracked the trans case.

$17k later my car was running again w a 512M trans
luckily the engine was totally unaffected

 

William,

I don't know if they switched suppliers during the model run, but my 512 is an early '92 edition, and have never seen Octagon brake hardware on a TR or M.

Yeah, you are right about Kinesis wheels. I just mounted a set of the K28's on mine, and I was totally surprised by the weight difference. You can almost mount the wheel/tire combo with one hand! I also noticed an immediate improvement in handling dynamics with the huge loss of unsprung weight.

So far, I have not had any problems with my gearbox/trans-axle, although I have many track miles on the car, but I tend to not "power shift" or do burn outs, especially with hot and sticky tires.

FORZA....
Brian

 

I believe Koenig & Norwood may have some pieces. Also there was a shop in Modena that can make ANYTHING. They have ex Ferrari employees who have built new engines for 50s racers. just bring the $$$$

My trans is being built by Bob Wallace in AZ. He is the ex Lambo test driver who developed the Miura & Countach

 

Yep that was me... We built a 512M from a brand new car in around 1995, with ported heads and an ECU being the only mods for power, it did 600bhp first time on the dyno. The car was very fast out of the box and had a full suspension system upgrade. The car is still racing...

With head work, slightly bigger inlet valves, cams and 12 throttle bodies this engine would do 700 bhp with fantastic mid-range torque.

The weak point in the transmission is the quill shaft that runs from the bottom transfer gear to the gearbox input shaft, about 18" long, part#154294. We made some from a better grade of steel which solved that, and we made swappable transfer gear sets to alter final drive ratios.