Ferrari Testarossa Drivetrain

Testarossa:

The Testarossa's longitudinally mounted flat 12 was a 4942cc all alloy unit with four valves per cylinder actuated by dual overhead cams, and dry-sump lubricated. On North American cars, the engine's compression ratio was 8.7:1. The aluminum pistons moved in nikasil cylinder liners and rotated a seven main bearing, hardened steel, billet turned crankshaft via forged steel connecting rods. The combustion chambers were ellipso-hemispherical. Fuel was metered by two Bosch KE Jetronic systems, one for each bank of cylinders, and delivered to the injectors by two electric pumps. Spark was provided by twin coils through their own distributors, controlled by a Weber-Marelli Microplex system. The combusted mixture exited through tube steel manifolds, catalytic converters and a tuned exhaust system. The engine was cooled by a compact system of twin side-mounted radiators and a single water pump. The North American Testarossa made 380bhp at 5750rpm, and 354lbs-ft at 4500rpm.

512 TR:
The engine of the 512 TR evolved significantly to produce 421bhp at 6750rpm, and 360lbs-ft of torque at 5500rpm. The torque curve of the 512 TR is somewhat more progressive than that of its predecessor. These improvements were achieved through numerous small changes including a strengthened block, a 10:1 compression ratio, revised valves, and a new intake system that ingeniously changed the intake of air. A Bosch Motronic 2.7 system controlled the engine.

F512M:

The F512M's engine was even lighter than the 512 TR's, with most reduction coming internally through forged aluminum pistons, titanium connecting rods, and a revised crankshaft. The combustion chambers were reshaped, and the exhaust system was redesigned. The F512M offers 432bhp at 6750rpm and 367lbs-ft at 5500rpm.

Transmission:
The Testarossa's transmission was a compact 5-speed system sited directly beneath and in unit with the car's engine. Drive was moved through a hydraulic dual plate clutch at the rear of the engine, turning through 180 degrees to the gears beneath the engine, and then returned to the driveshafts through an integrated limited slip differential.

The 512 TR had a new single plate clutch, and a new transfer gear. The transmission was basically unchanged, though the gear and final drive ratios were lowered. Acceleration was improved without affecting top speed. The F512M transmission had revised synchronizers. The shifter mechanism was also modified to improve the speed, ease and precision of shifts.