What are the factory updates for the 512 TR?

See photo below. It should read "F113D040" and below that is the engine number.

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Thank you for the help. Here are mine:

S/N: 97598 (7/93 build)
Assembly No: 14758
Engine: 35109
Gearbox: 1963

 

I have another question - let's say I buy the oldest possible 512TR. How much does it costs to upgrade the diff and trans to the most latest version? I'm asking about the parts only, not the labor.

 

is mine the latest car on the board?

 

That would depend on whether or not you can find the parts

 

Aren't Hill Engineering making most of them?

 

Except the differential the rest are worthless. In fact the new heavy duty ring nuts made the problem they were trying to cure worse.

Some were just production changes on the part of the manufacturer of the transmission parts and reflect no attempt at fixing something on Ferraris part.

I would not even use the later heavy duty propellor shaft. It is a cheap fuse and just might keep you from breaking the main shaft. That would be expensive.


The internal parts of these transmissions are not made by Ferrari and the company from time to time changes design specs. Many of the parts are used in other vehicles. When something changes It does not necessarily indicate fixing a problem present in the 512. Except for the differential and the early TR syncro detent spring blocks and pins none of its weaknesses was ever properly addressed.

 

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You can do all the updates you like and certainly the differential is a good one to do but there is no cure for this but your right foot and your use of the clutch pedal. Face it. They are fragile transmissions and there is no cure. Many cars have them, this one just costs more to fix.

All from 512 TR's. Main shaft. It was designed for a 4.4 liter car without much torque and skinny tires. The architecture of the basic transmission prevented it from being made bigger. 1st gear from 512. Second can do the same. The difference between the major diameter of the ID and the minor diameter of the OD caused the material to be very thin. And the piece of the main shaft after it breaks off. Good thing they made the cheap easy to replace shaft that connects to it heavier duty so it wouldn't break huh?
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Considering what you're saying it turns out that it would be much better to buy an older 512TR (which in most cases will be better priced) and just pay 4K for a new diff. That way you will have a brand new diff in your car, compared to a 20-year old unit. Also the older models don't have ABS, so one more thing, that can't brake.

 

Mine is 97691 and has the later body with the rectangle Pininfarina badges. Met another 512TR owner with a 98XXX vin (final few).

 

the main shaft normaly will break when hard accelerating in 1st gear and shift into 2nd. the mainshaft turns itself around 180 ° and when you then push the clutch pedal the complete torque is away and the turned mainshaft reacts like a spring and goes back and then will break. as long as there is steady torque on nothing will happen except this what brian showes in the photo: turned shaft, never have seen such before, only destroyed shafts until now.

 

Sorry, just saw my typo, obviously it should say *break

 

I liked it the first way!
ROTFLMAO

 

Some Americans are also fond of raising RPM to 5 or 6000 , and rapidly releasing the clutch and going to full throttle at the same time. That breaks shafts, differentials, gears and makes the ring nuts spin off.

 

Lol

 

Merry Christmas!
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U mean they forget to lift off and maintain gas pedal to rfe floor?


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then those are not worth to own such a car. you have to take care about a car same as you take care about yourself. this is why I not like people who own a F only because they have the money. and even when I try to explain something they say that they not care about. without a little technical knowledge you may not buy/drive/own such a car. only my personal meaning

 

It costs around UK pound 2000 I think: https://gripperlsd.com/product/ferrari-512/

Find the Gripper company in England and search for their diff.

It was made for us (Phil W and me) and has been shipped a couple of hundred tines at least. Also buy their shimms

You can mail me with [email protected]

 

ABS modules are not really prone to breaking (but do help with Braking!). A number of updates throughout the life of the 512 beyond the differentials upgrades:
- ABS introduced
- Center Console changed (later cars don't have tape-deck storage)
- Body production was switching from Pininfarina to another Supplier (denoted by the square badge rather cursive Pininfarina badge).
- Testarossa Badge removed from rear decklid
- Air inlet boxes changed colors

Given condition is so highly variable amongst examples and deferred maintenance can easily run 5 figure bills its probably best just to buy whichever one you like. From what I can see in production numbers, it appears 93/94 were very slow sales in the USA markets, so many of the late VINs/Build Numbers are Japan and EU specification. VINs as high as 98XXX

 

Are the pininfarina cars worth more?

 

Early 512TRs are worth less, not more.
At least they have been for years.
The rarest combination (Pininfarina body with later abs/diff upgrades) do not command any premium over other late 512TRs

 

Sorry i was referring to just the 512tr

 

I have no earthly clue. My guess is condition dominates all other aspects of scarcity at this point.