Enzo Ferrari was probably quite annoyed with himself that he misjudged Porsche’s 917 entry into Group 4 racing (as it was in 1969), and so a plan was hastily put in place to remedy this. The result was an intoxicating recipe for one of the greatest showdowns in motor racing. History reveals that while this clash of the titans did not quite materialise as hoped for, the Ferrari 512, in either S- or M-spec, still raises the hairs on the back of one’s neck today as much as it did in period.
At the mere mention of the name Ferrari, whether at a race meeting, in a coffee shop, or just a casual gathering of friends, ears prick up and huddles tighten up as the discussion begins. Back in 1970, support for Ferrari was almost at fever pitch, and there was little that the Italian manufacturer could do wrong. Their GT cars were clinically efficient at winning through the ‘60s, with looks that few road car manufacturers could match. On the race track, Ferrari’s sports cars were awesome in the full meaning of the word, commanding fear and respect wherever they competed.
In response to Porsche’s 917, Ferrari introduced the 512 S at a press conference on 6 November 1969, with the Daytona 24 Hours in Florida the car’s first official outing. Thanks to a monumental effort on Ferrari’s part, they managed to get five 512s to Daytona for the first race of the 1970 season, despite a metalworker’s strike in Italy, which threatened the car’s completion.
The International Sporting Code of the FIA for 1969 required that 25 race cars must be produced in the Group 4 class. The main players in the sport at the time, Porsche and Ferrari, were both known for playing the same game by trying to persuade the FIA that they intended to fulfil the required production quota. In the end, the FIA ‘unofficially’ turned a blind eye to these requirements, realising that the attraction of the expected fierce competition would be irresistible to the spectators.
Even though the 512 was more powerful than its German rival, history books show that it lost out to the Porsche 917 in most races during the 1970 and 1971 seasons. With the benefit of hindsight, Ferrari’s Chief Engineer, Mauro Forghieri, explains why this might have been the case: “Due to the late decision to proceed with the 512, we did not have time for the usual wind tunnel tests. Road tests, too, were not sufficient, and in Sicily, the winter was very bad.”
For my Ferrari 512 S/M book I had direct access to two of these magnificent race cars and this provided me with the ideal opportunity to examine each car with its bodywork removed and photograph the cars’ engines, suspension layout, and interior in detail.
Interviews and commentary from those involved with these cars both in period and in current historical racing provide this book with invaluable insights. For instance, from a team perspective, Dick Fritz and François Sicard (Luigi Chinetti’s NART team), John ‘Woody’ Woodard and Don Cox (Penske Racing Team), and Ferrari’s Mauro Forghieri all provide in-depth insights into preparing these cars in period. Ferrari 512 S owner Nick Mason, who kindly allowed me access to his car, chassis 1026, is a longtime Ferrari enthusiast and has also competed in the Le Mans 24 Hours on several occasions. Likewise, Kirk White (now deceased) was co-owner of the Sunoco Penske Ferrari 512 M back in the day, and he gave a fascinating account of that famous car right from day one. Gregor Fisken kindly allowed me free access to the yellow chassis 1002 Escuderia Montjuich 512 M.
From behind the wheel, drivers seemed to agree that the 512 M was a much easier car to drive than the earlier 512 S. Sam Posey (NART), Mario Andretti, Derek Bell, Brian Redman, and Mark Hales provided valuable insights. Included in the book is also a section on the making of the 1971 movie Le Mans.
The book ends with a comprehensive Chassis Record of all the 512 S and 512 M cars that were built, including those that have ‘reappeared’ after being written off in period. Photographs have been sourced from several leading providers, including LAT, John Brooks, Simon Hildrew, Peter Collins, Mike Hayward, BARC, RM Sotheby’s, and my own collection.
Mention must be made of the unselfish and untiring contribution made by Emanuele ‘Elio’ Nicosia. Elio Nicosia was a senior designer at Pininfarina and participated in the Targa Florio many times. Unfortunately, Elio passed away during the writing of this book, but not before introducing me to the Ferrari racing engineer Mauro Forghieri. Elio patiently sat through many hours of questions about aerodynamics and racecar design. A dedication to him appears at the front of the book.
The Ferrari 512 S/M Owners’ Workshop Manual will not help you replace the twelve spark plugs or replace a split radiator hose. Rather, this is an aspirational manual that reveals the story behind this great racing car, providing a look under the skin, giving an idea of what it took to prepare and race these cars in period.
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