428 hp, 4,942 cc horizontally opposed DOHC twelve-cylinder engine, Bosch K-Jetronic fuel injection, five-speed manual gearbox, four-wheel independent suspension with unequal-length wishbones, coil springs, and anti-roll bars, and four-wheel hydraulic disc brakes. Wheelbase: 100.4 in.

• The final iteration of the legendary Testarossa

• Offered from a prominent private collection

• Right-hand drive

In response to the 1990 launch of Lamborghini’s new Diablo, Ferrari introduced the 512 TR, the evolution of the Testarossa, at the 1992 Geneva show. Outwardly similar to its famous predecessor, the 512 TR featured a refined frontal design similar to the 348, but the major differences were mostly internal.

The Testarossa’s horizontally opposed, 48-valve 12-cylinder engine gained Nikasil cylinder liners, Bosch Motronic engine management, 10.0:1 compression, and a more efficient exhaust system. Power output rose from 390 horsepower to 428 horsepower (SAE), and the top speed increased to 195 mph. The gearbox was redesigned to shift more smoothly with a single-plate clutch, the enlarged brake discs were cross-drilled, and the steering was quickened.

The example we have the pleasure of presenting here is offered from a distinguished private collection, wherein it has been sparingly driven since its acquisition by the enthusiast owner, who owns and enjoys some of the most desirable Ferraris extant. A right-hand drive car, it remains in superlative condition and is presented in classic Ferrari Rosso Corsa with striking interior carpeting to match. The seats are upholstered in white and virtually unmarked—a testament to the car’s low mileage and excellent condition. The engine bay, clean and nicely presented, is of the same calibre. It should be noted that the odometer, which currently reads 2,584 miles, was replaced at the factory after approximately 12,000 miles.

All together, the lasting legacy and performance of this Ferrari are perhaps best summarized by none other than Phil Hill, who wrote in Road & Track that “lurking under that bodywork is about three quarters of an F40 with all the conveniences of any modern GT”.