Antonio Silva
Contrary to popular belief, Enzo Ferrari was never a friend of major mechanical changes, much less inventions in terms of engines and their arrangement, but towards the end of the 60s it was already clear to him that a genuine street sports car had to have a mass distribution as balanced as possible, as well as a low center of gravity. To achieve this, the most suitable way was not with the front engine, but in a central position and with a propeller with opposite cylinders, as was already common in the brand's F1 cars.
The initial design of this mechanics is superb, with a V at 180º in longitudinal arrangement -and not transverse, as in the Miura-, complete manufacture of the block in light alloy (4.400 cc, 380 CV) and cylinder heads, these initially of two valves per cylinder commanded by independent camshafts, gearbox located under the engine and clutch behind it. The power supply is provided by four generous triple carburettors, electric pumps and already electronic ignition ... In short, everything necessary to create an easily evolvable thoroughbred, with an engine with a unique torque, a fantastic sound and an incredible and unthinkable finesse of use. for a sports car from the 70s.
Thus, at the Turin Motor Show in 1971 the first version 365 BB was presented, from which our 512 was derived. It must be said that this first Berlinetta it was designed with the premiere of the Ferrari wind tunnel. Its exterior design is the work of Pininfarina (more specifically, Leonardo Fiovaranti, also responsible for the Daytona, 308, 288 GTO and F40), but having as its main premise effectiveness, not beauty. Hence its few spoilers and other aerodynamic attachments, which correspond to 100% technique and aerodynamics without too many concessions to aesthetics.
BB, or Brigitte Bardot
The beautiful multitubular frame that we can admire when we open the bonnets, for me the most beautiful photo of the car in question, remains on the ground thanks to the peculiar and effective damping, whose scheme is a studied front system using wishbones and triangles, spring and shock absorber, and a refined rear suspension with two telescopic shocks per wheel. Its weight, like that of its successor with red cylinder heads, was not light, despite the use of light materials for the body. Around 1.500 kg in running order, which, as we shall see, determines its character.
The tires of our beauty are not very appropriate by modern standards, although it was what was fashionable 40 years ago. Some shoes Michelin XWX 215 on the typical 15 ”Ferrari 5-spoke aluminum rim with a central nut -although in this case it has a nut without the three sticks; consulted catalogs of the time I see that they are original, I do not know if other BBs seen with the aforementioned three-armed nut are original or simply a matter of taste, aesthetics and licenses of the owners. Personally I think that the first series (365 BB) mounted this type of clamping and the later 512 BBs the one seen in our unit.
BB, Berlineta Boxer… they told the press. Everyone immediately thought of the sexual icon of the moment, Brigitte Bardot The point is that it is a pure Berlinetta but the engine layout is not Boxer, but, as we have said, V180. In any case, a very well thought out advertisement, without a doubt.
The Ferrari Queen
I have to go back to a Madrid Retromobile from 12 or 15 years ago. That was my first conscious contact with a Ferrari BB, I would say it could even be this… or a very similar one. At that time he still could not temporarily contexturize the Cavallino cars, in fact he thought it was simply a more ugly 308. Of course, I thought so and I say it without shame, because his little brother still seems more graceful to me.
Later I was instructed in Ferrari and its world; little by little I began to place their models in time, to value their historical importance. Thus, I realized that the car that I had admired in that room it was actually much more than I thought. It was the ultimate sports car in its time, it marked the beginning of a new era for the legendary Italian brand, with the introduction of mid-engine V-12 supercars, something that lasts until today thanks to the LaFerrari model. . Many of you will say that the Dino already did that, but the Dino was not Ferrari, and also its mechanics was a transverse six-cylinder.
A couple of years ago, coincidences in life made me accompany a good friend who wanted a unit of 512 BBi (the injection variant, more functional), also national, with a known history, sole owner, apparently an expert. That vehicle made me meet a peculiar woman within the Ferrari world and of whom I have heard more times since that day. I will not say his name, but he was quite a character at the controls of the BBs, the 288 GTOs and the F40s, teaching more than one gentleman to tame his stable.
[/ su_note]
[su_note note_color = »# e9e9e9 ″]
That BB was his; I saw it then in a totally different way than I had seen it years ago. To begin with, his condition was fantastic; I was allowed to gossip it in detail and was able to admire the exquisite mechanical workmanship, how well thought out the rear hood was to access the gigantic engine, which I now knew was outwardly almost identical to that of the Testarossa. That experience hit me doubly.
After that second meeting, the BBs took off forever from the Olympus of prices in which they lived, since only three-four years ago BBi units could be found below 50.000 euros. Think that today it is really difficult to find them in perfect running order below 150.000 (again for BBi models) a figure that will double for the first 365 BBs and will remain in half in the case of examples like the one presented. There will be elements that determine its higher or lower price in a very important way, such as the vehicle's history or its endowment, and it is that a simple set of books in your Ferrari bag costs more than many classics, not to mention the game of original tools.
[/ su_note]
A noble beast
I am sure that by now you think that our Berlinetta is a pure sports car, hot, thunderous, hard; Well, you are wrong from beginning to end. With all this technological finesse, wind tunnel, low center of gravity, generous profile tires, a comfortable car was achieved, easy to drive if you are not looking for the tickle, with a light and precise steering in motion (Another thing is in stopped!). Thanks to its long developments it is really quiet on the motorway; at 120 and just over 2.500 rpm in fifth gear, you can talk in the quiet of the cabin or enjoy music on your stereo.
Access to the driving position is not very complicated thanks to the large door, and as long as it is less than 1,70 high. The owner of this BB is a "bigardo" of more than 1,80, and he also enters with a certain ease, although I was noticing that he had to do a little more maneuvering. Of course, once inside I clearly perceived it larger and more spacious than the 308, its little brother. This sports car can be driven with relative ease by tall people.
Once settled into the beautiful Daytona-style seats, I realize how familiar the driving position is to me. The feet pointing to the center of the vehicle, with the pedals very close together; a really nice and sporty leather Momo steering wheel, and behind it a very square dashboard, covered in synthetic leather and presided over by two large clocks, RPM and speedometer. Between both, oil pressure and water temperature.
To the left and outside the central dome, two auxiliary oil temperature gauges and an hour clock; to your left are two others of identical dimensions, this time with gasoline and battery charge indicator. All of them are embedded by means of square plastic pieces, which of course make the whole look quite ugly and are not up to the rest. Information, yes, it is not lacking.
On the transmission tunnel are the controls for the air conditioning and the air conditioning control, more than necessary in summer since the engine cooling ducts literally pass through the lower area of the passenger compartment - I will expand this information in the part dedicated to Testarossa. The auxiliary controls, such as the simultaneous indicator, have all the classic two-position levers with a round actuator, typical of Ferrari and which give the whole a very sporty atmosphere. Presiding over the tunnel, the H gear grid, always with the first one to the right and back.
