Ferrari 512 S / 512 M

Why Group 5

Porsche had already adapted to Group 4 regulations back in 1966 with at least 50 units of the 906 and later with 25 units of the 910, whereas Ferrari never got beyond 18 cars with the Dino 206 S and therefore never earned the "S". In late 1968, Porsche took the gamble of building 25 examples of the 4.5-liter 917. The racing world was stunned. Because Enzo Ferrari was in the process of selling half of his company to Fiat, he was able to use part of the funds to counter Porsche's effort.

Engineering and teething troubles

The engine of the 512 S was an all-new 60° V12. Compared to Porsche's air-cooled flat-twelve, it required a maze of coolant lines and a heavy radiator. Despite higher weight and a higher center of gravity, the 512 S and 917 seemed quite evenly matched. At the beginning of 1970, however, the Ferrari was plagued by predictable teething problems such as weak suspension and gearbox issues; Porsche had gathered similar experience six months earlier, which ultimately proved decisive. The Italian data table lists a top speed of 340 km/h for the 512 S.

After the 512 M

In late 1970, the 512 M was introduced, bearing a closer resemblance to the 917; after that, the factory focused on the new 312 PB, and the 512 was entered only by privateer teams. From 1972 onward, the 512 and 917 were barred from the World Championship due to a rule change; several 512s in private hands continued to run in Can-Am and Interserie races. Beginning in 1976, Ferrari applied the nomenclature to road cars with the 512 BB series.

Summarized from the cited sources; every figure was automatically verified against the sources.