Although it might be a little bit late, that car, called 365GT4BB, eventually went into production in 1973. The name designation followed the tradition of other previous Ferrari bar the Dino. 365 means 365 c.c. per cylinder. BB stands for Berlinetta Boxer, in which Boxer indicates the horizontally-opposed engine. GT means Grand Tourer although it looked more like a pure sports car. 4 means 4 camshafts totally. With 12 cylinders, total displacement was 4390 c.c., which is identical to Daytona (because the pistons and con-rods shared with Daytona). Compare with Daytona's V12, the flat-12 used here engaged more width but less length because it was placed above the transmission. This unique layout help making the rear end less heavy, but also raised the center of gravity by several inches.

The 4.4 engine originally output 360 hp, just sufficient to push the car to level Daytona's top speed record. However, less torque led to a less-urgent acceleration. Perhaps having confidence with the beautiful and exotic shape, Ferrari wildly claimed it could top 181 mph, i.e., once again the fastest car in the world ! Yes, I know Lamborghini was even more unhonest with the 200mph-claimed Countach, but that kind of lies cannot attracted much sales. In fact, 365GT4BB and Countach LP400 sold much less than their honest successors, Testarossa and Countach 5000QV !

As mentioned before, the boxer engine sat high, thus made it tail-happy in cornering. That's why Ferrari did not put the gearbox under the engine in its F1 car 312T. Compare with Dino, 365GT4BB was definitely a less engaging car to drive. Mediocre handling and ride, poor brakes, relatively bulky ... its look may attracted first sight, but not durable to look at. Build quality was also less than satisfactory ... all these contributed to its less-successful career. Moreover, no matter styling, chassis, acceleration, finish and sense of special, it was overshadowed by the contemporary Lamborghini Countach LP400. As a result, 365GT4BB had to face a hard life that Ferrari had never expected.

During the following years, the 4.4 engine was losing horsepower because of emission control. Therefore Ferrari enlarged it to a full 5 litres, though still lost some 20 hp, torque was increased by a welcomed 29 lbft, and the maximum rev dropped from 7750 rpm to 6500 rpm. The result was a more responsive acceleration but lower top speed. Ferrari called this car 512BB, where 512 means 5 litres, 12 cylinders.

512BB survived until the early 80s. Although trying hard to be, it and 365GT4BB were by no means the greatest Ferrari. However, its boxer engine continued to be developed and eventually gave birth to a great Ferrari, Testarossa.

In fact, it was designed by his rival, Leonardo Fioravanti of Pininfarina Studio. Fioravanti, also had Dino, Daytona and 512BB under his name, squeezed out all his efforts to draw his last Ferrari based on the Dino. In many ways, 308GTB looked alike Dino. Not only because of similar size and market position, their philosophy of design were also similar. Both cars had extremely low waist lines, slim nose, sleek overall shape, large and tilt windscreen, flat engine cover and flying buttresses which emphasised mid-engined layout ... However, 308 was far more brilliant. Its pop-up headlights helped further enhancing the sleekness feel of the front. Its rich features such as the bonnet grilles and side air ducts matched the overall design very well. The slope of windscreen was just supreme, which was as tilt as what a supercar should be but without tilt to the extent that compromising visibility. Its side windows were large compare with the body, not only provided good visibility but also delivered a spiritual feeling.

Besides beauty, 308GTB was a good car to own and drive. Its transverse V8 had sufficient power and torque, accompanied with a smooth gearchange. Maximum power of 255 hp could push the car to 154 mph, and 0-60 mph in a remarkable 6.5 sec - all these came from a normally-aspirated V8 displacing 3 litres only, though lightweight also played an important role.

Handling was adequate, not as remarkable as the styling and the engine but still up to everyone's expectation for a Ferrari. Ride was firm, because the low body didn't permit much suspension travel. At low speed on less than smooth surfaces it was very bumpy. However, once into mid-range speed the ride improved greatly. At high speed it gave great confidence, with no tendency to pitch or float.

The cabin was very habitable: comfortable seats, good visibility, easy access and well-equipped. In addition to the boot locating behind the engine, practicality should be exceptional compare with other supercars.

Evolutions

Early 308s, mostly produced in the first year (1975), had glass-fiber body panels built by Scarlietti. It made the car as light as 1300 kg, and it was very well finished. From the second year, conventional steel panels were used instead (because it's cheaper, also probably because some conservative customers regarded glass-fiber as cheap, ridiculously !).

In 1982, Quattrovalvole version launched. With 4 valves per cylinder, power rose to 240hp.

328GTB

328 remained in production until 1990 when 348 replaced it. Although 348 was a completely different car, its engine still belonged to the 308 breeds, so did F355.

From the external look, 288GTO was no more than an evolution of the entry-level 308GTB. However, under the skin they are very different. Though the chassis was still tubular space frame, it was cover by racing materials such as carbon fiber, Kevlar, aluminum honeycomb and Nomex composites, which helped keeping the overall weight to 1160 kg. Besides, their dimensions were very different. Wheelbase grew by 110 mm so that the engine could be placed longitudinally. Wider tracks allowed bigger tyres hence higher cornering stability. Engine, though sourced from 308, was fed by 2 small IHI turbos and reduced engine capacity to 2855 c.c. so that it would pass the FIA regulation concerning engine capacity for turbo-charged engine. (where capacity x 1.4 shall not exceed 4000 c.c.) Also needed were 2 intercoolers, made by Behr of Germany, and advanced engine management system came from Weber and Magneti-Marelli, which were responsible for that used in Ferrari F1 racing car. As a result, 400hp and 366lbft were available.

On real road, 288GTO was found to be nimble, well-balanced, grippy and had powerful brakes. The power came progressively and predictably, rather than the kind of sudden boost that many might predict. Nevertheless, it was not fast enough to out-class the road-purpose Lamborghini Countach QV and Ferrari's own Testarossa, nor as stunning as the later Porsche 959 and its successor, F40. It seems that 288GTO achieved no more than some praises from those journalist who haven't driven anything so close to racing car before. Moreover, the planned group B GT racing were aborted due to serious accidents occurred in rallying, leaving GTO cold without any success.

Its flat-12 engine came from 512BB. With the same bore / stroke dimensions and capacity, power and torque had to be boosted by the use of 48 valves cylinder heads, Bosch K-Jetronic fuel injection and Marelli Multiplex ignition. Maximum power was 390hp (370hp for US version) and max. torque was 362 lbft. This engine was a gem - strong, free-revving and played excellent music, and perhaps less harshness and vibration than the Countach. Dealing with the huge weight of more than 1600 kg, acceleration was inevitably less impressive as Countach 5000QV, but at least top speed was marginally higher at 181 mph, thanks to a lower drag coefficient (although 0.36 was by no means remarkable, Countach's 0.42 was even worse).

As a whole, Testarossa was very well put together, with exceptional build quality, reasonable cabin space and comfort, useful front boot, easier and lighter controls made daily drive and long journey far more satisfying than other supercars bar the Porsche 959.

512TR

F512M

In 1995, Testarossa generation received its second and final revision. This time the main purpose was to reduce weight, through the use of composite material in some body panels, replacing pop-up lamps with fixed lamps, magnesium wheels and so on. Engine and chassis also received modifications which made the car sharper, though also being criticised for more difficult to drive. This car, now called F512M, was the ugliest and least satisfying among the three.