Buying a used Ferrari Testarossa (1985-1996)
Ferrari's re-engineered and re-bodied boxer engine supercar looks wild and is wild if you can find a road big enough. Joe Kenwright examines a rare supercar now available at prestige car prices with light plane maintenance costsAfter Ferrari's sublime boxer-engined supercars blended into the scenery as 308 lookalikes, Ferrari and Pininfarina launched the jaw-dropping Testarossa late in 1984 with its wild side strakes, slatted rear and huge 2 metre width to house its side mounted radiators.
Although more practical and roomier inside than any supercar before it, its extreme width, low body height and high-mounted boxer engine left it better suited to fast, open road work than threading narrow country lanes.
Not sold in Australia, the RHD version arrived in the UK from early 1985, the source of most local examples, sometimes via Japan or Hong Kong under various delivery and import schemes.
Cheaper LHD cars from the US are also here but conversion is neither easy nor cheap so look for compromises. Later 512TR update in 1992 brought extra 28kW, lower engine location and 40kg weight loss.
The 512M (Modificata) from 1994 lost another 18kg, gained 9kW and lights front and rear were exposed. As the ultimate and final expression of Ferrari's mid-engined flat-12 heritage, all have some significance before front-engine 550 Maranello replaced it in 1996. All are capable of around 300km/h and zero to 100km/h under 5 seconds.
PRICES
Early cars start from $120,000 but look-at-me buyers won't pay big premium for last cars which look similar hence $200,000 for the latest and best. Estimated 30-50 examples have come here.
CHECKPOINTS
Check that car has been properly complianced for the import scheme under which it was brought into Australia. The rules have changed considerably since 1985. If someone cut corners, the car could later prove unregisterable.
- Wide flat-12 engine is jammed up against cabin over and ahead of transaxle which means even basic repairs to ancillaries dictate $5000 engine-out job.
- Timing belts must be changed three years regardless of kms, an engine-out job where tensioners, alternator, air-conditioning compressor, drive belts, water pump and concealed hoses should be checked and replaced to avoid repeat of $5000 labour bill in between. Allow $6000 every three years or risk failure that will make your eyes water when there are 48 valves, four camshafts and 12 pistons to destroy.
- Engine is unusually robust and long-wearing but has dry sump tank containing 15.30 litres of premium oil served by twin recovery pumps and a single pressure pump. It must be warmed-up before hard driving and routinely changed at considerable cost. Transaxle also contains large volume of oil that needs careful warming to avoid transmission damage. Be wary of examples used rarely and only on short, slow trips especially with its tall gearing.
- Early fuel injection was Bosch KE-Jetronic mechanical system, simple but notoriously intolerant of water that collects in fuel system with lack of use. Twin metering units, 12 injectors and numerous pumps cost big money to replace hence routine running, full fuel tank and regular filter changes are essential.
- Engine runs as two banks of six which can shut down on one bank from dud wiring or electronics. Unburnt fuel can then torch off in cats for red hot exhaust inside engine bay for heat damage to surrounding parts. All engine bay hoses should be replaced routinely.
- Upgraded twin-plate clutch longer lived over Boxer but with grippy rear-end and tyres, abusive drivers can crack alloy transaxle housing for major expense. Wear of expensive tyres is sensitive to front and rear alignment and damper quality. Inner front suspension bushes are routine replacement items.
- Alloy body features steel doors and roof over tubular chassis so check for corrosion in sills, side strakes and doors. Panels increasingly hard to get but can be fabricated. Lightweight early magnesium alloy wheels had single centre lock nut for cracked wheel centres that are not repairable so they are getting harder to source.
- Typical early Ferrari cables and electrics replaced by more reliable vacuum hoses and servos but age is delivering nightmare leaks and perishing so check operation of all controls. Speedo and other instruments are known to go haywire. Electric seats and windows are routine repair items.
- Gear linkages sensitive to damage and poor adjustment during engine removal. Watch for baulky 2nd and 3rd gear changes when warm. Cars from high speed markets can be worn in 4th and 5th.
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