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Ordered on the 10th July 1975 by Maranello Concessionaires Ltd-number order 806,for a Rosso Cordoba metallizato (106-R-7) with Beige (VM 3234) hide ,with a note stating that the car was needed late September/early October. The car was invoiced by the factory on the 17th September 1975 for delivery to the UK by truck later that month. (this would appear to be the three hundred and seventy second of the three hundred and eighty seven cars built, or the fifteenth from last car built. It was also one of 119 365 GT4 BB's built in 1975).
The car was exhibited at the 60th London Motor Show at Earls Court on Maranello Concessionaires stand ,which also saw the launch of the 308 GTB . Featuring on press day one Nicki Lauda, along with his 312B3(T),winner of the constructors championship.
The car went on to be sold by Maranello Concessionaires sales director ,Mike Salmon to AL Harding and Sons/Parkside Service Station in Cambridge with a 12.5% discount equating to £15,495.03, for their customer ,Mr John MacDonald of Lancashire who took delivery on the 10th December 1975, being registered KVE 826P,a Cambridgeshire registration number The then (October 1975) list price was £16,380.00 plus delivery, number plates and road tax. For the next 10 years,28,000 miles, invoices document the cars maintenance with Parkside Service station
Purchased by the second owner ,J.F. Ward of Henley on Thames on the 12th October 1987.It was during Mr Wards ownership that the car was re-trimmed by Mike Presgrave of Moto-Trim ( Inv No 0950£2397.75).Adams Mc Call Engineering Ltd of Buckinghamshire ,totally stripped and repainted and much mechanical detailing to the engine, suspension, brakes etc .Some £16,000 plus being spent on it. (It has to be remembered that prices peeked in late 1989 365 GT4 BB’s were being offered for sale at dealerships such as Modena Engineering for £225,000, hence owners were prepared to spend large sums on bettering their cars.
It was purchased by owner Mr Fraser Mills of Edinburgh, in September 1991 via the then Ferrari agents in Dorset, Nigel Mansell Sports Cars for £95,000.It was then offered for sale by Porters of Kensington and Portfield of Chichester ,without success during 1994.
Lawyer and multi Ferrari owner ,Mr David McCarthy of Surrey purchased from the car in 1995 from Longstone Motor Company of Edinburgh (who acted on behalf of Mr Mills) part-exchanging a Porsche 928 GT-which he later bought back! Whilst in Mr McCarthy’s ownership, the car was annually maintained by Maranello, Talacrest and Graypaul. In 1996 and with 32,384 miles, following the failure of an oil pressure relief valve the engine was damaged ,requiring a full strip down and rebuild by Maranello Concessionaires Ltd at some £9526.In addition a new differential was supplied and fitted at the same time. In 1997 Maranello Concessionaires Ltd/Ferrari UK stripped and repainted the car for a second time
Maintenance was continued over the next 13 years with Maranello Conc. and Graypaul with service in 2003 with Talacrest. The registration number BOX 365 was applied to the car on 2nd November 1995 for £7000 which .
In June 1998, the car featured on the front cover and extensively in Classic & Sports car in an article written by Steve Cropley. The car also featured on the front cover and an article in Auto Italia magazine, for the February 2003 edition.
I brokered a deal between David McCarthy and American ,Mr Scott Sherwood of Berkshire, then Vice President and General Manager of Colgate Palmolive in Portugal. Scott bought the car on the 19th July 2005,with some 38,950 miles for £36,000. The car joined a left hand drive 512 BBi. During Scott's brief ownership the car was maintained by respected marque specialist ,Neil Corns of Omega Motorsports. Scott's job meant that he was constantly on the move, so in August 2006 he sold the car via Bonhams Goodwood Revival sale, where it made £44,227.50-hammer price £38,000!- including premium and vat, and was bought by Mr Richard Moore of Gloucestershire where it joined a small private collection.
The seventh and penultimate owner, Mr Steven Richardson of Cheshire bough the car on the 11th June 2009 for £65,000 from Legends Automotive Ltd of Gloucestershire with 40,300 miles.
The current and eighth owner from London ,with his fathers ,a long standing Ferrari owner ,guidance, bought the car on the 20th September 2014 still with 40,000 miles for a specialist.
The car was transported to former Maranello Concessionaires Ltd Ferrari mechanic, Vince Mezzullo of Surrey. Vince took the engine out to carry out the cam belt service ,but after discussions with the owners ,it was decided to strip the engine and gear box, as it was to be a "keeper". New pistons liners and rings, new valves ,replacing the sodium filled exhaust items. The gearbox was stripped and any worn components replaced , "so it does not jump out of gear" ,a new crown wheel and pinion was made ",a notorious weak spot on a 365 GT4 BB". New wheels bearings, front to rear water pipes, and hoses, both water and fuel., the brakes overhauled and the wheels refinished in the correct silver grey.
Rarely does a car with such a full and comprehensive history with invoices dating back to 1975 With only fifty-eight cars imported to the UK, and with only 85 right hand drive 365 GT4 BB's ever made.
At its debut at the Paris Show in 1976, the 512 BB was equipped with a 5-litre version of the 12-cylinder boxer. The new engine proved a great success, giving the same power at lower revs, better torque and a smoother delivery than the earlier version in the 365 GT4 BB. The Pininfarina coachwork differed only slightly from the previous model in certain details which not only made it look even more elegant but also helped improve engine cooling.
The 512 BB was announced at the 1976 Paris Salon, replacing the 365 GT4/BB, and continued in production until 1981 when it was replaced by the 512 BBi, on which fuel injection replaced the carburettors. A total of 929 examples were produced during this period in the chassis number range 19677 to 38487. The new model title was far less of a mouthful than its predecessor, and broke with standard Ferrari practise of referring to the swept volume of a single cylinder. Instead it continued the theme started with the Dino series, of referring to the total engine capacity and number of cylinders. Hence it meant a 5 litre engine with 12 cylinders. The “BB” part of the model title had the same meaning as before “Berlinetta Boxer”, a reference to the two banks of six cylinders that were in a horizontally opposed layout. The basic principles, shape and features were similar to those of the model that it replaced, but there were small visual differences that differentiated the two cars, whilst under the skin the biggest difference was the increased capacity of the engine.
Visually the differences between the 512 BB and the 365 GT4/BB were mainly around the nose and tail. The lower nose panel now incorporated a chin spoiler, and at the rear the triple tail light assemblies and triple exhaust pipes gave way to large twin circular lenses and paired twin exhaust pipes. The twin tail light arrangement mirrored that shown on the original prototype displayed at the 1971 Turin Salon. The mesh tail panel of the 365 GT4/BB was replaced by a satin black finished horizontally louvred panel, with further changes to the louvre arrangement on the engine lid. The body sides received NACA ducts forward of the rear wheel arches to cool the exhaust system, whilst the rear track was increased from 1520mm to 1563mm.
The body was mounted on a 2500mm wheelbase chassis, that had factory reference number F 102 BB 100, and all were numbered in the odd chassis number road car sequence. The construction followed the same principles as that of the 365 GT4/BB of a tubular steel chassis frame with a monocoque central cell. Again as with the 365 GT4/BB, the 512 models were available in right or left hand drive form, but no USA market versions were ever made. 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 flat twelve cylinder engine was of the same configuration as that fitted in the 365 GT4/BB, but with a cubic capacity of 4943cc, and 82mm x 78mm bore and stroke, with factory type reference F 102 B 000. It featured belt driven twin overhead camshafts per bank, with the basic construction, operating principles and layout of the engine and transmission, apart from the adoption of dry sump lubrication and a hydraulically operated clutch, the same as the 365 GT4/BB. The 512 BB was fitted with four triple choke Weber 40 IF 3C carburettors, with a single distributor, driven off the left rear inlet camshaft and electronic ignition system, to produce a claimed 340 bhp. Although the earlier 365 GT4/BB produced more power than its later relative, the larger engine offered greater torque and improved driveability.
The Berlinetta Boxer had a competition career from the late seventies into the mid eighties, mainly instigated by the concessionaire for the USA, Luigi Chinetti. Their main hunting ground was the GT category at Le Mans, and from the early lightly modified road cars, he persuaded the factory to develop a racing version, the 512 BB LM, which was built at Ferrari’s Assistenza Clienti in Modena, with radically different bodywork developed in Pininfarina’s wind tunnel. They were built in two small series for private clients, but they were never raced as works team cars. The best results at Le Mans were a win in the IMSA category and fifth overall in 1981, and sixth overall in 1982.
Taken from Ferraris own website
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