Testarossa

Testarossa: Magnificent Illusion or True Maranello Magic?

Owners and experts give Ferrari's Eighties supercar high marks, yet the used-car market for Testarossas is luke warm. Winston Goodfellow talks to specialists and finds out why.

The Testarossa was the world's fastest "production" car when it debuted in late 1984. Referred to by chief development engineer Maurizio Rossi as "a most important car for us" at its launch, the Testarossa more than fulfilled its mission by becoming Maranello's best selling 12-cylinder model ever.
In hindsight, such success over its seven year production run was inevitable, as it was enthusiastically endorsed by the press, and coveted by customers and late-Eighties speculators alike. The Testarossa starred in the hit television series "Miami Vice," and the Pininfarina-designed body had styling cues that were picked up by other manufacturers such as Porsche and Lamborghini.
Yet, today the Testarossa is one of the softest offerings on the Ferrari market, which makes it legitimate to ask these two questions: Does the Testarossa truly pass the test of time, or was it more illusion than true Maranello magic?

History

Widely known as the "TR," the Testarossa was named after the famed V12 Testa Rossa endurance racers of the late Fifties and early Sixties. It first popped up in the American press some two years before its introduction, when Road & Track ran some surprisingly accurate artist's renderings under the headline, "Ferrari Super Boxer Turbo." "Ferrari is reportedly going to unveil a new Pininfarina-designed body for the 512 BB in 1982," the magazine reported in March, 1982. "The restyling for the more than 10-year-old Boxer features side grilles similar to the Mondial.... Rumor has it that the 4942-cc, flat-12 engine will be turbocharged for increased efficiency and performance."
In March, 1984, Motor Trend carried an unflattering photo of a slightly disguised example under testing at Fiorano. Also referencing the Mondial, the writers specifically concentrated on the side air intakes: "Many looked upon (those), and saw a high-tech cheese grater. But if you thought the Mondial looked weird, you haven't seen anything yet! To be displayed at this month's Geneva Auto Show, the new Boxer sports a giant side air intake that seems capable of slicing and dicing...."
Testarossa Front When the Testarossa did make its virgin appearance at Ferrari's then-traditional Paris Show launching pad, it immediately polarized opinions. In Motor Trend's poll of several styling chiefs, opinions ranged from "I hate it" to "exciting...aggressive, and awesome."
Using the 512 Boxer as the starting point, Ferrari addressed that model's cockpit and luggage-space shortcomings, as well as the need for superior appointments such as insulation. Furthermore, from Day One the Testarossa would be certified for the American market, with Maranello desiring to quench the grey market's burgeoning appetite for new Ferraris.
Much of the Testarossa's controversial look was a result of the stylist's response to basic engineering requirements. Following competition practices, the radiators were moved from the front (as in the Boxer) to the sides of the body, behind the cockpit; this made the TR wider (77.8 vs. 72 in.) and longer (176.6 vs. 173.25 in.) than the 512. The rear track also grew 4 inches, to 65.4 inches, thanks to larger wheels.
With a wheelbase two inches longer than the Boxer's 98.4 inches, Pininfarina created a roomier interior for the TR. Experimentation in the carrozzeria's wind tunnel yielded superior downforce and, along with several countries' regulations, dictated the number of strakes in those controversial air intakes.
Powering the new Ferrari was the 4942 cc, flat-12 tipo F113 A/B 000 engine. Though it shared bore and stroke with the Boxer's tipo F 110 A 000 powerplant, no parts were interchangeable; most notable were the new four-valve heads.
Despite a drop in compression to 8.7:1 from the Boxer's 9.2:1, the Testarossa produced more horsepower (390 @ 6300 vs. the 512 BBi's 340 @ 6000 rpm) as well as torque (362 Ib-ft @ 4500 vs. 333 Ib-ft @ 4200 rpm). Other mechanical changes on the TR included a new block with shrunk-in aluminum sleeves and nickel silicon-coated bores, and camshafts driven directly off the crankshaft via toothed rubber belts.
Power was transmitted via a five-speed gearbox and 9.5 inch, twin-disc clutch. Suspension was independent front and rear, with unequal-length upper and lower A-arms, coil springs, hydraulic shocks and anti-roll bars. The steering was rack and pinion, and the ventilated discs brakes at each corner measured 12.2 inches.
All this cost $87,000 in 1985. With peak U.S. horsepower listed at 380 (10 less than the European version), it was the American market's fastest and most powerful new car. Claimed performance was 0-100 kph (62.5 mph) in 5.8 seconds, the standing quarter in 13.6 seconds, and a top speed of 177 mph (180 for the European version).
Motor Trend bettered these figures in its July, 1985 issue. Flying through the 1/4 mile in 13.4 seconds at 110 mph, that Testarossa hit 0-60 in 5.29 seconds, 100 mph taking another 6.04 seconds. Although the TR weighed 3,700 Ibs, "Once you get beyond the way you expect its size and weight will feel," Kevin Smith observed, "the Testarossa is surprisingly cooperative and unintimidating to drive - particularly in comparison with its Boxer forerunner and even, we think...its smaller 308 GTBi/ GTSi siblings.... It's an all-around delight to drive, fast or slow, and is a hospitable grand tourer."
Road & Track also complimented its road manners. Blasting to 60 in 5.3 seconds, and turning the 1/4-mile in 13.6, "(We) got the distinct impression that at least a couple of Targa Florios are built into this Ferrari."
Styling changes during the Testarossa's seven-year life were very subtle. The most obvious such change was introduced in 1987 on s/n 67487, when the driver's mirror was moved to the base of the A-pillar, and another was added to the passenger side. FORZA's technical consultant, Tony Palladino, says the center console and dash were also altered at the same time. Other changes included adding a third brake light (1986), and changing the US-spec Tits' center-knock-off wheels to five spoke, five-lug-nut mags with s/n 75998 (1988). The Testarossa's passive restraint system was introduced in 1987.
Throughout its seven-year production run, this high-line Ferrari was a magnet for attention, as well as a constant press and customer favorite. Though the sticker price swelled to $145,000 in 1989, this was still some 50-100% less than you would find in the speculator-driven secondary market!
Confirming the model's popularity, "Drive a Testarossa down Shady Lane in Anytown, U.S.A.," Road & Track observed in its October, 1989 issue, "and you'll clean out every house on the block....Young and old are attracted to this car and many crave (or even demand) that E-ticket ride."
The Testarossa was produced through the end of 1991, at which time it was replaced by the 512 TR. Surprisingly, for such a "new" car, pinning down actual production numbers proved exceedingly difficult. Although Cavallino states that it was 5,648, the most commonly accepted figure is 7,177 (from Etienne Cornil's "Ferrari by Pininfarina," and the March 14, 1998 issue of Ferrari Market Letter).

On the Road

The Testarossa's refined character starts with that fabulous flat-12 engine. Easy to start, warm or cold, the elastic powerplant is turbinelike in its smoothness, and pulls strongly regardless of rpm. Hammering the accelerator at low speeds in the first three gears thrusts you back vigorously in your seat, the lovely, lithe-mufffled wail tickling your ears. At 4500 rpm, the engine truly comes alive, the tarmac and its divider lines whipping under the car with alarming alacrity. Upshift at the 6800 rpm redline, and the fun starts all over again!
Thanks to the flat-12 engine's great flexibility, a compliant suspension, and excellent visibility (due in part to those protruding mirrors), our 7,000-mile, 1990 example made a wonderful commuter. Whether battling stop-and-go traffic, or barreling along at 80+ mph, s/n 83392's road manners were every bit as refined as Maranello had intended.
What is truly awe-inspiring is how much better, even relaxed, a TR feels at serious speed than most other exotics. Although I only saw 115 mph in third(!), fourth and fifth, FORZA's market expert, Tom Shaughnessy, waxed gleefully about his 130-mph jaunt along California's Interstate 5, shaving four hours off the nine-hour trip from northern San Diego to Mill Valley, north of San Francisco!
At triple-digit speeds, the steering is light, communicative, and responsive. The steering wheel transmits road surfaces beautifully, while the tipo F113 chassis serves up a magic carpet ride. The brakes bite with real authority, and the gearbox's mechanical feel when warm is a delight to use repeatedly.
Where the Testarossa differs from its V8 328 stablemates (FORZA Buyers Guide, Issue 15), is that its performance limits are so high that never once did I even get close to testing its cornering capabilities. During a short stint of fairly brisk driving, it never exhibited even a millimeter of body roll- you can say that it stuck to the road like a 77-inch-wide vacuum.
Although it is an effortless performer, the Testarossa unexpectedly falls short in fulfilling one of its design parameters: While it is taller than the Boxer, and has a longer wheelbase, I was never able to find a comfortable seating position in the Testarossa. Both headroom and legroom were lacking for my 6'3" frame, and the steering wheel felt too close.
Other daily-driving shortcomings are heavy steering below 20 mph, and a gearbox that, when cold, is surprisingly notchy. Commuting revealed excessive tire noise on a number of different surfaces, and those 10-inch front wheels love to dance in any groove or pothole. The audible cooling fans also work continuously at slow speeds, even on cooler days.
I came very close to preferring the Testarossa over the Boxer, mainly because it offers seamless supercar performance and, for the most part, daily-driving ease. But unfortunately, taller drivers will find Maranello's and Pininfarina's ambitious targets flawed by inferior packaging.

What to Look For

The Testarossa universally captivates our market experts. "While I'm high on the Boxer," says Cammisa Motorcar's Brandon Lawrence, "a TR is 50% better. Ferrari took everything about the Boxer that wasn't quite right and came up with the Testarossa. I know several examples with over 100,000 miles - the owners use them as daily drivers."
"The Boxer is not a stand-out car like a Testarossa," says FORZA Motorsports' Peter Sweeney. "TRs are a lot of car for the money. They are in a class by themselves. Those 12 cylinders really go like stink!"
Under the hood of the Testarossa "Pound for pound," agrees FORZA market expert Michael Duffey, "it is the best deal in a road going Ferrari. They can be bought for under $60,000, and you get stuff the V8 cars don't have. Even with catalytic converters, when you stand on it, you hear it, and that's what you pay for."
"It's a top-of-the-line Ferrari, and don't forget that," summarizes FORZA market expert Tom Shaughnessy. "They are wonderfully roadworthy, extremely civil cars; it was really a big step away from being a 'road warrior' car like earlier Ferraris. And that look is incredibly dramatic! When I saw my first one in 1985, it was insane!"
Such civility and sophistication bring complexity, which leads us to the Tit's main drawback: high operating and repair costs, even by Ferrari standards. Though its drivetrain is almost bulletproof, "if you buy one for $60,000," Brandon Lawrence sums up for all our experts, "a major service runs around $6,000. That's 10% of the value of the car!"
Low ground clearance is also a problem. "You have to take every driveway at an angle, or else you'll lose part of the front spoiler," says Michael Duffey, echoing another universal opinion.
Testarossa interiors wear more than other Ferraris. "The leather frays easily," says Peter Sweeney, "especially around the seat bolsters." Tony Palladino warns that the instrument duster and dashboard upholstery are prone to lifting and warping.
Lawrence and Palladino also say to look for clutch slippage. "It's not a question of if it will need a new clutch, but when," Lawrence says, a repair Palladino estimates at $2,500-$3,000.
Tom Shaughnessy, who actively deals in spare parts, cautions a TR buyer to be prepared for other eye-popping expenses. "A new hood costs $7,000," he says, "while a used exhaust system, which a lot of guys have taken off in pursuit of more sound. Runs around $2,500. This, though, is a lot less expensive than a new one from Ferrari- which costs around $6,000-7,000!"
Even more troubling: "Look out for signs of engine fires," cautions Palladino, an observation seconded by Shaughnessy, who notes that TRs can be prone to fires when catalytic converters go bad. "Realize that no one changes color on a Testarossa," Shaughnessy warns. "If you find one that has been repainted, it could very well indicate a problem, and that, of course, changes the marketability of the car."
Like all our experts, Palladino says to be sure a Testarossa has been correctly maintained and properly updated. Specifically, he says, the '85 and '86 TRs had a water-and-oil-pump driving-chain update (a change done by Ferrari in 1987, starting with s/n 68751); an air pump update (the new version for the US and Japanese TRs started with s/n 69651); and an alternator belt-and-pulley update that started in 1987 with s/n 71449. Where applicable, be sure that the passive restraint systems and ECU function properly.

How Much to Pay

Simply put, the Testarossa market is soft. Peter Sweeney feels that $50-75,000 covers everything. "Early cars with high miles will cost around $50-55,000," he says. "The mid-50s will buy you something good, while really nice cars cost in the $60s to low $70s."
Michael Duffey says "$50,000 buys a TR with 50,000 miles, door dings, no tool kit scratched glass and dead flies, gravel in the engine compartment, and questionable service history." A good car is $60,000, one with "30,000-50,000 miles, proper service records and all warranty/update and recall work done, mats on the floor, and all tools and books." A great car "is one that looks six months old, has less than 20,000 miles on the odometer, and has all the proper books, tools and records; this will run around $75,000."
Tom Shaughnessy points to a 12,000mile 1985 example that sold for $48,000 out of the local paper: "It had two owners, original paint, but needed a major service." Good cars "cost around $65,000; this would be an '87 or '88 with up to 15,000 miles, with a recent service." Bargains can also be found on excellent cars, he says, pointing to "a '91 with 21,000 miles and full service history that sold for $70,000. This price doesn't make it 'bad'; rather, it is a good used Testarossa."
Brandon Lawrence, who specializes in outstanding examples, has the highest price estimates. While he agrees that a mediocre example costs $50,000, $75,000 buys a 30,000-mile car with good ownership and service history, and good color. A one-owner, low-mileage (under 10,000) example, with all books, tools, and gapless records, will cost $90,000. "What you must realize," he emphasizes, "is that prices are, as a rule, year dependent: A single-mirror tells everyone that it is an early Testarossa, and therefore those cars cost less."

Summary

The Testarossa attracts the public's attention in a way a Boxer can only dream of doing. "That doesn't look like a car," one female friend exclaimed when she first spied s/n 83392, "that looks like something from Star Wars!" Additionally, a great number of onlookers were stunned to learn that the "new" Ferrari they were ogling was in fact eight years old.
So if it looks so arresting, and provides true supercar performance and every-day usability, why are prices so depressed? Unlike its 328/348 brethren (of which some cost more), the Testarossa and its expensive repair bills lack a devout "following." Not viewed as a "starter" Ferrari, and still too new to be a collectible, it is much like last year's race car: a used machine that no one seems to care much about yet.
If you are not scared off by the service and spare parts costs, Testarossas deserve a good look. Truly docile when driven gently, a simple prod of the accelerator immediately vaults the TR into the supercar league. As market expert Michael Duffey points out, "After a good fast drive in a Testarossa, you feel like lighting up a cigarette!"

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