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365BB and 512BB-------------------

Discussion in 'United Kingdom' started by tonyh, Mar 24, 2004.

  1. tonyh

    tonyh F1 World Champ
    Lifetime Rossa Owner

    Dec 23, 2002
    14,372
    S W London
    Full Name:
    Tony H
    Excuse my ignorance, but what's the difference between these cars?
     
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  3. Anteriore

    Anteriore Formula Junior

    Jan 4, 2004
    862
    Netherlands
    Full Name:
    Ramon
    Differences from a 365 to a 512:

    No chin spoiler
    No fog lights
    White indicator lenses
    No headrests (early 365's only)
    No NACA ducts in front of the rear wheels
    Less louvres on the hood
    Six taillights (4 on the 512)
    Six exhausts (4 on the 512)
    Slightly shorter tail
    Slightly less flared wheelarches
    Smaller rear tires compared to a 512

    4.4 litre engine (instead of 5.0)
    20 more hp
    Different gear ratios
     
  4. tonyh

    tonyh F1 World Champ
    Lifetime Rossa Owner

    Dec 23, 2002
    14,372
    S W London
    Full Name:
    Tony H
    Thanks Ramon.Quite a difference!
     
  5. Steve275

    Steve275 Formula Junior
    BANNED

    Jun 20, 2003
    364
    UK
    Full Name:
    Steve
     
  6. Badapple

    Badapple Formula Junior

    Nov 20, 2003
    870
    West London
    Full Name:
    Phil
    The 365 was only made for a couple of years, but the 512 was in production for about ten.

    Phil
     
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  8. Anteriore

    Anteriore Formula Junior

    Jan 4, 2004
    862
    Netherlands
    Full Name:
    Ramon
    365 GT4/BB 1973-1965 387 units
    512 BB 1976-1981 929 units
    512 BBi 1981-1984 1,007 units
     
  9. tonyh

    tonyh F1 World Champ
    Lifetime Rossa Owner

    Dec 23, 2002
    14,372
    S W London
    Full Name:
    Tony H
    HERE'S SOME FURTHER INFO ON 512BB-------------------------------------



    Mechanical Scpecification

    Engine: Horizontally opposed 12 cylinder. 82 x 78mm. 4942cc. 340bhp @ 6000rpm. Twin overhead camshafts per bank. BOSCH K-Jetronic fuel injection
    Gearbox: Five speed syncromesh with reverse
    Chassis: Tubular steel chassis - type F102B
    Steering: Rack and pinion

    Weights and Dimensions

    Length: 173"
    Width: 72"
    Height: 44"
    Brakes: Ventilated disc brakes all round with servo assistance
    Wheels: CROMODORA 215 x 15 front
    CROMODORA 225 x 15 rear
    Tyres: MICHELIN TRX 240/55 VR front and rear

    Production: 42 Right Hand Drive imported between 1982-1984

    History:

    Whilst the 365 Boxer was not seriously threatened by its rivals in terms of performance or market penetration, it was necessary to review its future in the face of ever more restrictive legislation concerned with pollution and noise. The feeling at Ferrari was that too much would be lost by trying to amend the 4.4 litre engine. A better solution would be to increase the engine capacity to 4942 cc through increasing both the bore and stroke dimensions. The larger engine meant lower maximum revs with the inevitable loss of some power but a gain in torque - 331 lbs./ft at 4300 rpm compared to 311 lbs./ft at 4500 for the smaller engine.

    With the 5-litre engine came a change to dry-sump lubrication to counteract any oil surge problems that might arise from the increased cornering power of the bigger car. The original 9.5 in. single-plate clutch was replaced with an 8.5 in. twin-plate and the final drive ratio was changed from 3.46:1 to 3.2:1 to offset the lower maximum revs and keep the speeds in the gears close to those of the earlier model.

    On the 365 version the tyre sizes front and rear had been the same. For the 512 Boxer those at the back were increased to 225/70VR15 on 9 in. rims instead of the 215/70VR15 on 7.5 in. rims.

    At the front the nose was lowered and redesigned to incorporate a spoiler to overcome the moderate amount of lift at high speed encountered on the 365 model. Another notable feature was the introduction of NASA ducts in the flanks to feed air to the rear brakes. At the back of the car the 6 round lights were reduced to 4. A modification to the exhaust system cut the number of tail pipes back from 6 (in 2 groups of 3) to 4 (in 2 groups of 2).

    In contrast to the treatment accorded the 365 Boxer, more attention was paid to the preparation of competition versions.

    For the 1978 running of the Le Mans 24-Hour Race 3 cars - 2 for the French concessionaire Charles Pozzi and 12 for Luigi Chinetti - were prepared with factory assistance. Their weight was reduced to about 2425lbs, and, with careful tuning and assemble, engine power was raised to some 460bhp. To cope with aerodynamic effects a larger spoiler was fitted; there was an aerodynamic duct on the front deck and a Formula 1-type front wing was fitted at the back. A fourth car was prepared at Garage Francorchamps for Jean Beurlys. It was to the same general specification but had its own aerodynamic arrangements. By being faster through the curves than the Daytona's of previous years, it set appreciably better times than those earlier cars. In the race it suffered from gearbox problems.

    A second series of cars, more extensively prepared was put in hand. The use of fuel injection brought the power up to around 480bhp at 7200rpm along with an even greater gain in torque. The transmission was strengthened and its lubrication improved by the use of an independent oil radiator. Brakes and suspension were worked on. The aerodynamics were improved through wind tunnel studies which gave a new front end and a long rear on which the wing was carried by 2 fins. The car's weight was down to around 2370lbs.

    The 3 cars produced - 2 for Pozzi, 1 for NART - were entered for the Daytona 24-Hour Race of 1979 but serious tyre problems resulted in all of them retiring. At Le Mans later in the year they were joined by a fourth car, that of Jean Beurlys, which was identical to the first 3. The 2 French entered cars were in peak condition but one, driven at the time by Michel Leclere, was in collision with a slower car shortly after 7am and the other, driven by Jean-Claude Andruet/Spartaco Dino, had got as high as third when it was forced into retirement around 9am with lubrication failure. Efforts have continued in the years since then but still without any notable success.

    During 1981 there was a further development of the series through the introduction of fuel injection by the Bosch K Jetronic system already in use on other Ferrari models. Once again the move had come about as a result of increasing legislation affecting the automobile world. Fuel injection made it easier to meet the new regulations without any serious loss of power.

    The most notable exterior changes were at the front where a smaller grille stopped short of the fog lights on each side and parking lights were let into the front bumper. At the rear red fog lights were set into the bumper.

    Taken from The Complete Ferrari, by Godfrey Eaton
     
  10. castex

    castex Karting

    Nov 1, 2003
    125
    Rouen, France
    Full Name:
    Thomas Daniels
    At the risk of sounding impossibly dull, may I just say that the white indicators were a mainland Europe option, AFAIK, and have been spotted on the later boxers. Also, I believe front fog lights were standard fit on UK 365's.
     

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