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Completed by the factory and invoiced to Maranello Concessionaires Ltd on the 28th October 1983 for delivery to the UK by truck-weight noted as 1499kg.The car was invoiced to Maranello Sales Ltd -supplying dealer -on the 31st January 1984,noting the optional all leather interior (headlining and seats).The first owner was Mr Edward Burgess of West Sussex who took delivery on the 6th February 1984 registering the car, 446 EJB. The then list price (1st January 1984) £48,749.47 plus an all leather interior £391.07 plus delivery, number plates and road tax.......
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.....I sold the car while at Surrey specialist Talacrest, on the 16th October 1999 to the fourth and penultimate owners Mr Richard Downes and his wife Annie, of Buckinghamshire who bought the 512 BBi with 23,101 miles for £42,600 and a 308 GTS #30653! Richard worked for BMW in Bracknell, Richard and Annie moved to Australia taking the 308 GTS with them. The 512 was sold back through Talacrest to the last owner of The Midlands ,on the 2nd September 2005 at 24,375miles ,joining a Ferrari 400i.Maintenance continued with Talacrest ,until the workshops closed when Rardley Motors started to look after the car.
On the cars last visit in late 2011, it was noticed that car was suffering from excessive crankshaft end float. The decision was taken to overhaul the engine. This was done on a "when you can" basis taking place over the next two and half years. The engine was overhauled and completed on the 6th May 2014 at 29,234 miles
The car is complete with factory original service book, handbook wallet
Externally the new model was recognisable by the re-designed rear bumper and wheels, the side NACA duct finished in black and the body-colour wing mirror. Inside, the classic Connolly leather seats featured a central wool textile insert and the car was fitted with air conditioning and central locking as standard.
The 512 BBi was introduced at the 1981 Frankfurt Salon, to replace the 512 BB model, the “i” suffix denoting a change from carburettors to fuel injection. Apart from the adoption of fuel injection, in line with the other models in the Ferrari range at the time, there were minor cosmetic and mechanical changes.
At the front the plain aluminium egg-crate radiator grille stopped short of the driving lights, which were now exposed in the grille extremities, with small rectangular parking lights mounted in the bumper section above them. At the rear the engine louvre arrangement was modified and a new shroud was provided to the exhaust system, which incorporated hazard warning lights. A new design of door mirror was fitted, changes were made to the interior, including a black spoked steering wheel, and the availability of “Zegna” wool cloth seat centres as an option. The road wheels became the same width front and rear, fitted with Michelin TRX tyres, which had the effect of increasing the front and rear track to 1508mm and 1572mm respectively.
The body was mounted on a 2500mm wheelbase chassis, which had factory reference number F 102 CB 100. All were numbered in the odd chassis number road car sequence, and the construction followed the same principles as its predecessor of a tubular steel chassis frame with a monocoque central cell. Again as with its predecessor it was available in right or left hand drive form, and again no USA market versions were built.
The standard road wheels were alloy five spoke “star” pattern, with a knock off spinner on a Rudge hub, although legislative requirements in some markets dictated the fitment of a large octagonal hub nut. The wheels covered large ventilated disc brakes with twin hydraulic circuits, and servo assistance. Independent suspension was provided all round, via wishbones, coil springs, and hydraulic shock absorbers, with twin rear units, together with front and rear anti roll bars.
The aluminium flat twelve cylinder engine was of the same configuration as its predecessor with a cubic capacity of 4943cc, and 82mm x 78mm bore and stroke, with factory type reference F 110 A 000. It featured belt driven twin overhead camshafts per bank, with dry sump lubrication and a hydraulically operated clutch. The 512 BBi was fitted with Bosch K-Jetronic fuel injection, and had the same claimed power output as the carburettor model.
The production period ran from 1981 to 1984, when it was replaced by the world market Testarossa model. During that period a total of 1007 examples were produced, in the chassis number range 38121 to 52935.
Taken from Ferrari's own website
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