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This matching number 512 BB-order number MC 060/NN98- was completed in early 1979,one of 191 to be built that year-finished in Blu met Dino with crema hide and blue carpets being invoiced by the factory on 3rd May 1979, for delivery to Maranello Concessionaires Ltd in Surrey by truck. One of the 101 512 BB’s officially imported of which 65 remain taxed or SORN’s with just three in a shade of blue. In turn Maranello Concessionaires Ltd order number 060 was invoiced to the then Ferrari agents, Maltin Car Concessionaires of Henley upon Thames, on 29th June 1979. Delivered and first registered 731 AW, by Maltin Car Concessionaires in Henley on 19th July 1979 to 50-year-old Mr George Williams, founder of Anglian Windows in Norwich and to whom the car was first registered. (The then list price was £30193.04 plus, delivery, number plates, petrol & road tax). (The guarantee card was completed by the colourful motor racing driver, Innes Ireland, the then Sales Manager of Maltin’s). Maintenance was subsequently carried out by Maltin’s and Lancaster Garages. Which included the replacement of the head gaskets in February 1994 at 12,264 miles. A MOT certificate from 4th March 1994 records the mileage as 12,275 miles, whilst the following year 26th May 1995 12,613 miles. Ownership remained between Anglian Windows Ltd and Mr Williams -and somehow adding four owners in the process-who kept the car until 1995 when it was bought as part of a collection by S P C of Norfolk, who sold it to a motor trader Mr D W -G G Ltd of Leicestershire.
Mr W sold it on 7th October 1997 to 44-year-old Mr P H, the proprietor of a dealership in Northamptonshire P H Ltd, with 13,858 miles for £42,000.
P H or more accurately P H Ltd maintained the car carrying out a cam belt replacement service in December 1997 at 13,860 miles. Mr H sold the car back to D W who registered the car to himself 25th February 1999.He sold the car to Mr C K of Dublin in early 2000.On 13th December 2000 I flew to Dublin-President Bill Clinton was visiting so we had to wait for Air Force One to leave before we could fly back- were I viewed the car in Swords near the airport and agreed to buy the car. The car was brought over to England and registered to Talacrest Ltd on 18th December 2000 with 15,523 miles noted on the application. Following a road test and report by Rardley Motors on 5th January 2001 with 15,535 miles, it was bought by 39-year-old computer consultant and company owner, Mr J H of Wales for £29,000. Talacrest carried a major service including camshaft and drive belts, valve clearances, and a new clutch prior to delivery. The car was delivered by transporter to Mr H’s on 8th January 2001.
Having got the car home, Mr H set about restoring the car. The engine and gearbox were removed as was the suspension and brakes. In late 2003/early 2004 the engine was delivered to the respected marque specialist Bob Houghton of Gloucestershire. Bob Houghton removed the cylinder heads to assess the bore wear-apparently consistent with the mileage-de-coked the heads, renewed the valve stem oil seals, lapped in the valves, set the valve clearances, overhauled the alternator, air conditioning compressor and water pump stripped and cleaned the carburettors fitting new gaskets and diaphragm’s before painting and detailing the engine. Invoice number 6554 came to £7,566.06. In August 2004 the suspension was delivered to Bob Houghton, were it was stripped, re-bushed, repainted and Gold zinc 26 plated as original. Invoice 6933 came to £3,800.97. In the meantime, Mr H had the brake callipers professionally overhauled, whilst new Larini exhaust manifolds were bought in February 2004 for £1,536.66. It appears that the car remained untouched for the next 11 years. I stayed in contact at least once a year, either telephoning or e-mailing, each time it was the same, “the car is still in pieces and being restored”. In 2014 Mr H contacted me about the selling the car “as is” and my colleague went to view and try and buy it. We were however beaten to it by Foskers. The car was recovered to them and reassembled, being MOT tested on 9th December 2015.In the Summer of 2017 Classic and Sportscar road tested the car at Foskers and reviewed it in the their case histories section “ we test the classics that you can buy” were it was being offered for sale at £325,000,also noting that it bore John Surtees signature in the door shut(?).It was bought by its eighth registered,but only its third or fourth private owner,70 year old Captain T W of Berkshire on 18th October 2018 who bought it as an investment ,joining a 330 GTC and 456 GT.
Complete with its factory original service book, handbook, wallet and numerous invoices.
Whilst the 365 Boxer was not seriously threatened by its rivals in terms of performance or market penetration, it was necessary to review its future in the face of ever more restrictive legislation concerned with pollution and noise. The feeling at Ferrari was that too much would be lost by trying to amend the 4.4 litre engine. A better solution would be to increase the engine capacity to 4942cc through increasing both the bore and stroke dimensions. The larger engine meant lower maximum revs with the inevitable loss of some power but a gain in torque - 331lbs/ft at 4300rpm compared to 311lbs/ft at 4500 for the smaller engine.
With the 5-litre engine cam a change to dry sump lubrication to counteract any oil surge problems that might arise from the increased cornering power of the bigger car. The original 9.5 in. single plate clutch was replaced with an 8.5 in. twin plate and the final drive ratio was changed from 3.46:1 to 3.2:1 to offset the lower maximum revs and keep the speeds in the gears close to those of the earlier model.
On the 365 versions, the tyre sizes front and rear had been the same. For the 512 Boxer those at the back were increased to 225/70VR15 on 9 in. rims instead of 215/70VR15 on 7.5 in. rims.
At the front, the nose was lowered and redesigned to incorporate a spoiler to overcome the moderate amount of lift at high speed encountered on the 365 models. Another notable feature was the introduction of NASA ducts in the flanks to feed air to the rear brakes. At the back of the car the 6 round lights were reduced to 4. A modification to the exhaust system cut the number of tail pipes back from 6 (in 2 groups of 3) to 4 (in 2 groups of 2).
In contrast to the treatment accorded the 365 Boxer, more attention was paid to the preparation of competition versions. For the 1978 running of the Le Mans 24-hour race 3 cars - 2 for the French concessionaire Charles Pozzi and 1 for Luigi Chinetti - were prepared with factory assistance. .
Their weight was reduced to about 2425 lbs and with careful tuning and assembly; engine power was raised to some 460 bhp. To cope with aerodynamic effects a larger spoiler was fitted; there was an aerodynamic duct on the front deck and a Formula 1-type front wing was fitted at the back.
A fourth car was prepared at Garage Francorchamps for Jean Beurlys. It was to the same general specification but had its own aerodynamic arrangements. By being faster through the curves than the Daytona’s of previous years, it set appreciably better times than those earlier cars. In the race it suffered from gearbox problems.
A second series of cars, more extensively prepared, was put in hand. The use of fuel injection brought the power up to around 480 bhp at 7200 rpm along with an even greater gain in torque. The transmission was strengthened and its lubrication improved by the use of an independent oil radiator. Brakes and suspension were worked on. The aerodynamics were improved through wind tunnel studies, which gave a new front end and a long rear on which the wing was carried by 2 fins. The car's weight was down to around 2370 lbs.
The 3 cars produced - 2 for Pozzi, 1 for NART - were entered for the Daytona 24 Hour Race of 1979 but serious tyre problems resulted in all of them retiring. At Le Mans later in the year, they were joined by a fourth car, that of Jean Beurlys, which was identical to the first 3. The 2 French entered cars were in peak condition but one, driven at the time by Michel Leclere, was in collision with a slower car shortly after 7am and the other, driven by Jean-Claude Andruet/Spartaco Dino, had got as high as third when it was forced into retirement around 9am with lubrication failure. Efforts have continued in the years since then but still without any notable success.
Whilst every effort is made to ensure the accuracy of the above details, we do not warrant that such details are accurate. Whilst every effort is made to ensure the accuracy of the above details, we do not warrant that such details are accurate.
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