Ferrari 512 S & M

Technical Specifications

Engine

512 S

512 M (only differences listed)

Type	rear, longitudinal 60° V12
	light alloy cylinder block and head
Bore/stroke	87 x 70 mm
Unitary displacement	416.13 cc
Total displacement	4993.53 cc
Compression ratio	11.5 : 1

Maximum power	404 kW (550 hp) at 8000 rpm	449 kW (610 hp) at 9000 rpm
Power per litre	110 hp/l	122 hp/l

Maximum torque	-
Valve actuation	twin overhead camshafts per bank,
	four valves per cylinder
Fuel feed	Lucas indirect injection
Ignition	electronic, single spark plug per cylinder
Lubrication	dry sump
Clutch	multi-plate

Chassis

Frame	Semi-monococque
Front suspension	independent, unequal-length wishbones,
	coil springs, telescopic shock absorbers,
	anti-roll bar
Rear suspension	independent, unequal-length wishbones,
	coil springs, telescopic shock absorbers,
	anti-roll bar
Brakes	discs
Transmission	Multi-plate clutch, 5-speed gearbox + reverse,
	ZF limited-slip differential
Steering	rack-and-pinion
Fuel tank	capacity 120 litres
Front tyres	4.25-11.50/15
Rear tyres	6.00-14.50/15

Bodywork

Type	two-seater spider, berlinetta

Length	4060 mm	4180 mm
Width	2000 mm	2015 mm
Height	972 mm	985 mm

Wheelbase	2400 mm
Front track	1518 mm
Rear track	1511 mm

Weight

840 kg (dry)

815 kg (dry)

Fuel tank

2 x 120 litres

Performance

Top speed

340 km/h

Total	the homologation rules required 25 cars,
	some cars of the 25 were used as spares
	All 512's started as S, most of the 512 S were later converted to
	M (modificato) specs. There were 2 types Spyder and Berlinetta. The
	serial numbers ranged from 1002 - 1050, the serial number 1000 was
	not used (also the serial number 900 was unused).

Ferrari 512 S & 512 M & 712 CanAm

During 1969 Ferrari developed a sports racing model to compete in the 1970 Group 5 Sports Car Championship, this was the 512 S model, built to do battle with the Porsche 917. The regulations required that twenty five examples of the model had to be built to achieve homologation, and in January 1970 Ferrari presented the requisite number of cars to FIA officials in Maranello for inspection. The motive power was a mid-mounted 5 litre V12 engine with Lucas indirect fuel injection, producing a claimed 550bhp @ 8500rpm, coupled to a five speed + reverse transaxle. The body was available in either closed, berlinetta, or open, spider, configuration, and the fibreglass panels were mounted on a semi-monocoque chassis in aluminium with a supplementary steel tube frame. For the Le Mans 24 Hour Race a “coda Lunga”, long tail, body section was available, which was designed to provide greater aerodynamic efficiency on the long Mulsanne Straight.

The 512 S model ran through the 1970 season both as works and private entries, its best result being a victory on its second outing in the 12 Hours of Sebring, this being a works entry driven by Andretti/Giunti/Vacarella, with Andretti joining the driving squad after his own car retired with transmission failure when leading. A 512 S also won the non championship Fuji 200 Mile Race in Japan, and a 512 M version won the Kyalami 9 Hour Race in South Africa. Although there was little to choose in performance between the 512 S and the Porsche 917, the latter had the greater reliability, which enabled it to take the Manufacturers’ Championship.

For the 1971 season, Ferrari concentrated on their 312 P(B) sports prototype, and left the 512 entries to the privateers, although they did offer a revised more aerodynamic body package, which had first appeared on the Kyalami winning car in late 1970. This was called the “M” package, “Modificato” or modified, featuring a more wedge shape flatter profile, and all cars converted to this form were coupés. In the USA the Roger Penske team developed their own 512 M, chassis # 1040, which was the quickest 512 of all time, but like the regular cars didn’t meet with much overall success, with no 512 victories during the season. Late in 1971 chassis # 1010 was fitted with a 7 litre engine and converted to run in the American CanAm series. It managed a 4th place at Watkins Glen driven by Mario Andretti, before the car was sold to the NART organisation.

Keith Bluemel

03/2009