Hi guys, Apart from the facelift and the extra 30 hp or so, are the diferences between those two cars so big ? Do those diferences justify the price diference in the market? I mean, the "soul" is quite the same, right ? I'm talking about that flat 12 cylinders masterpiece. What adds those extra hp ? The built quality in the 512 TR seems better, brakes, interior, wheels etc Let me know your opinions.
This question has been asked many times, so do a search. Many differences however a lot of which will make no difference to the boulevard driver and only become apparent at track speeds or when overtaking on a single lane highway !!
I race a 512TR which I had built for me so I have facts not opinions on the 512TR The engine management system is much better on the 512, the air intake system isa also much better since on the TR the intake air was preheated bcus it entered right above the muffler, Exactly what you want to avoid. The biggest difference which makes the 512TR a completely different animal is in the frame. The TR had an engine/rear suspension cradle that bolted to the chassis which caused too much flexibility The 512TR has a 1 piece chasis w no cradle which means the car is much stiffer thus it handles much better than the TR & is a much better track car The older TRs are still beauties but their chasis design releagted them to beautiful cruisers
The 512TR is a "better" car, all around, than the TR. However, I agree with "vlamgat", that the differences can only be appreciated in a racing situation. When looking to buy a 512TR, or a TR, I just couldn't come up with a good enough reason to justify the MUCH higher price for the 512TR..........so I settled on the TR, and have been VERY happy with it for the last 8 years of ownership............not once, did I which I had the 512TR. Interesting.......I have followed the market, and see the TRs are still holding the price of 8 years ago, while the 512TRs are still going down in value. So, if you want a "cruising" car (and not one to race), I would suggest the TR, since the 512TR will still go down in price. Just my opinion!!!!!!!!!!!!!!!!!!
Drive them both back to back and you will have your answer. From a technical standpoint the 512Tr is much improved and more reliable. (Ask a Ferrari Tech.) Handling is much improved as well. Aesthetics are subjective. I have a good friend who has a 91Tr. I let him drive my 512Tr and after about a 20min flight, The first thing he said was "I can see where that extra 30 grand comes from" Just from a performance and handling standpoint. Bottom line is you get what you pay for. Having said that imo ANY Testarossa is the closest thing to sex and violence on 4 wheels! And a flat 12 with a Tubi exhaust is just delicious.
The difference between the Testarossa and the 512TR is they each have a magic that the other one hasn't got. I'll explain, the Testarossa has a magic about it in certain areas that the 512TR hasn't got, and the 512TR on the other hand has magic in areas that the Testarossa doesn't have. This is the reason why some wealthy people own both models. Elton John had both, apparently one to complement the other.
I had a Tr and now have a 512TR. The 512 is everything that the TR is and more. Way way more reliable, faster, handles better, etc. You need to drive both and decide if those improvements are worth the extra $$$. Good Luck!
Take them both to 100+ MPH, hit the brakes, and THEN you'll discover one of the BIG differences. There are many other differences. I've driven both, and even though I actually prefer the retro look of the 80s TR (I'm a big Miami Vice fan) I own a 512TR because it's the far superior car in all other aspects.
i have had 2 testarossa's bought a 355 [thats another story sold it after 6 weeks] then bought a f512m the difference is the brakes work they go round corners better steering is lighter and the wheels look modern but i have tr wheels not the f512m ones
The following is my collection of the changes noted by Cavallino (Feb/March 1992) between 512TR and Testarossa. Engine- Block is still flat 12 boxer engine cast in light alloy, crankshaft still has seven main bearings, the cylinders still have four valves and each cylinder banks still has two overhead cams. 1. Bore and stroke of 82mm by 78mm, 4942 cc capacity (unchanged); 2. HP increased from 380hp SAE to 421, with most of the increase coming from a redesign of the intake manifolds, a repositioning of the injectors, and a recalibration of the injectors, and a recalibration of the engine management system, the later controlling the integrated electronic fuel injection system; 3. Torque increased from 354lb ft to 360; 4. 0-60mph, 5.7 sec to 4.8; 5. Top speed- 180mph to 192; 6. New cylinder liner manufactured in aluminum with Nikasil coating; 7. New pistons due to larger intake valves; 8. Increase in compression ratio (10.1 to1) 9. Modified cylinder head gaskets due to a higher compression ratio and a different cylinder head coolant circulation layout; 10. Reinforced camshafts of a new profile; 11. Valve tappets with a new design bucket and springs; 12. New intake valves of a larger diameter; 13. Separate air boxes with filters, with a dynamic air intake; 14. Longer and straighter air intake manifolds; 15. Integrated electronic fuel injection system and ignition (Bosch Motronic 2.7) with self-diagnostic capabilities, and with ECU located in the cockpit; 16. Double independent submergible fuel pumps; 17. Exhaust manifolds with new layout; 18. Metallic type pre-catalyst converters; 19. Exhaust muffler with resonators and new heat shields; 20. Aluminum oil radiator with U circulation and without fan, allowing for better permeability; aluminum tubing; 21. Dual copper water radiators with U circulation in series and new aluminum tubing; 22. Coolant expansion tank located between intake manifolds; 23. More powerful alternator; 24. Secondary air pump with new air distribution pattern. Chassis- Up front, the chassis frame was strengthened around specific points; for example, the steering rack mounts and the front suspension mounts. Highly stressed frame pieces are made of a special chromium-molybdenum steel. At the rear, the old engine sub frame has been done away with. To gain a noticeable increase in stiffness, the rear frame was made an integral part of the entire chassis. The engine is now lifted out from above. Around the passenger compartment, the steel platform, rear bench, fornt and rear firewalls, and pillars are all welded directly to the tubes of the chassis. End result is that chassis flex has been reduced by 25% and torsional rigidity has been increased by 12.5%. Other chassis specifics as noted by Ferrari: 1. Weight reduction of 40kg/88lbs; 2. Lower center of gravity; 3. Reduction of unsprung weight; 4. Steering points in aluminum alloy; 5. New steering column shaft design; 6. New steering rack with longer arms and more direct ratios; 7. New steering moment offset; 8. Bilstein gas shock absorbers with aluminum body and adjustable plate; 9. New shock absorber settings; 10. Lighter weight springs. Gearbox and Differential 1. Limited slip differential (40%) with reduced axial thrust to increase reliability; 2. New transfer gear ratio; 3. Strengthened transfer gears; 4. New synchronizer pre-loading springs; 5. Gear shift lever housing with sliding ball bearings; 6. New selector and modified gear shift lever inclination; 7. New single plate clutch with reduced inertia and asbestos free clutch linings; 8. Entire gearbox and transmission strengthened throughout. Brakes 1. Larger front discs, 315mm x 32mm, with cross drilled braking surface; 2. Larger rear discs, 310 mm x 28mm, with cross drilled braking surface; 3. Aluminum calipers with larger pistons: front 44/40mm; rear: 40/36mm; 4. New ducts for brake cooling; 5. New brake proportioning valve; 6. Brake pedal ratio is more direct; 7. Redesigned hand brake with reduced application effort. Wheels and Tires 1. Front wheels increased from 16 to 8 x 18 with 235/40 ZR 18 tires; 2. Rear wheels increased from 16 to 10.5 x 18 with 295/35 ZR 18 tires. Styling Changes 1. New trapezoidal shaped air intake scoops on front with prancing horse; 2. Body colored front spoiler; 3. New profile to the C pillar fins in the rear sections with elimination of vents in sail panels; 4. Integral air intake slots added to the engine cover; 5. Rear lights are now dual colored and a redesign of the underbumper to change aesthetics of the exhaust system and exhaust outlets. 6. Wheels redesigned;
The 1988 testarossa i find is the best in its class. So what 30 hp on the road u have plenty of hp. The tr and 512 were and are the best ferraris to custom. U get the turbo kit and there ur tr is faster than an enzo for $100,000 for the kit and around 80,000 for the car.
