Ah, the Ferrari Testarossa. Few cars have ever screamed "Look at me!" quite as loudly as this wedge of flamboyant Italian brilliance. Born in 1984, the Testarossa was Ferrari’s answer to a question nobody asked: “What happens when you let Pininfarina design a supercar with side strakes wider than most garages?” Yet here we are, 40 years later, still marveling at it.
This isn’t just a car; it’s a statement. A visceral, loud, absurdly wide icon of a time when hair was big, and budgets were even bigger. But what’s it really like to own one today? Let’s dig into the details—warts and all.
Design: A Rolling Poster for the ’80s
The Testarossa is a wedge, but not just any wedge. It's the wedge. The design is audacious, brash, and completely unapologetic. The front end looks low enough to shave ants, while the back end is comically wide—nearly 2 meters across. Then, of course, there are those side strakes, slicing into the air like cheese graters on steroids.
But the design isn’t just for show. The strakes channel air to the rear-mounted radiators, an engineering solution borrowed from Ferrari’s racing playbook. It's functional, sure, but mostly it’s just cool. Love it or hate it, you will look at it.
Performance: That Glorious Flat-12
At the heart of the Testarossa is the legendary 4.9-liter flat-12 engine. It’s a masterpiece of engineering that produces 390 horsepower—a number that doesn’t sound like much today but felt monstrous in the mid-'80s. But the real story is the torque: a buttery 490 Nm delivered in a way that makes you forget about turbochargers or electric gizmos.
This engine isn’t just about numbers, though. It’s about feel. It revs with a ferocity that reminds you why Ferrari is Ferrari. Keep your foot buried, and you’ll hit 290 km/h (180 mph), assuming you’ve got the space—and the guts. The sound? Oh, the sound. It’s a mechanical symphony, part scream, part growl, all drama.
Key Performance Figures:
Metric | Figure |
0–60 mph | 5.2 seconds |
Top Speed | 290 km/h (180 mph) |
Weight | 1,506 kg (3,320 lbs) |
Transmission | 5-speed gated manual (perfectly imperfect) |
Driving Impressions: Analog in All the Right Ways
Driving a Testarossa isn’t easy. The unassisted steering is heavy enough to make you question your upper-body strength, especially at parking speeds. But once you get moving, it’s sublime. The feedback through the wheel is immediate and raw—you feel everything the car is doing. There’s no buffer between you and the road, and that’s what makes it special.
The gearbox? A gated manual that’s equal parts art and frustration. Nail it, and there’s nothing more satisfying than the clink-clink of precise shifts. Mess it up, and you’ll be crunching gears louder than the screams of the pedestrians you’re passing.
But here’s the catch: the brakes. In modern terms, they’re a bit meh. They work fine if you’re pottering around, but lean on them hard, and you’ll discover just how much things have changed in four decades.
Practicalities: Spoiler Alert, There Aren’t Any
Let’s not kid ourselves—the Testarossa isn’t practical. It’s 2 meters wide, which means squeezing through city traffic is about as fun as threading a needle in boxing gloves. Visibility out the back? Laughable. Interior storage? Forget it. But honestly, who cares? You don’t buy a Testarossa to pick up groceries. You buy it because you want to feel like the star of your own Miami Vice episode.
Buying One Today: What You Need to Know
The Testarossa isn’t just a car—it’s an investment. But don’t be fooled; even an “affordable” one can bankrupt you if it hasn’t been properly cared for. Here’s what to look out for:
Mechanical Issues
Timing Belts: If the timing belts haven’t been changed in the last 5 years, walk away. Or budget €10,000+ for an engine-out service.
Cooling System: Overheating is common if the radiators or cooling fans aren’t in top shape.
Gearbox: Second-gear syncro wear is typical. If shifts feel crunchy, you’re in for an expensive repair.
Bodywork
Aluminum panels resist rust, but the steel frame underneath doesn’t. Check the door sills, chassis, and rear subframe for corrosion.
Side strakes are often damaged or poorly repaired. Replacing them isn’t cheap.
Interior
The leather upholstery and dashboard can warp or crack under sunlight. Original interiors add significant value, so avoid cars with garish aftermarket modifications.
Electrical System
The fuse box is a notorious weak point. Check for upgrades or budget for a replacement.
Market Values: What’s It Worth?
The Testarossa market has heated up in recent years, particularly as it approaches its 40th anniversary. Early monospecchio (single mirror) and monodado (center-lock wheels) cars are the most desirable. Here’s what you can expect to pay:
Driver-Quality Cars: €90,000–€130,000
Well-Maintained Examples: €150,000–€200,000
Collector-Grade: €250,000+
Don’t fall for the trap of buying a “cheap” one—restoration costs can quickly outstrip the purchase price.
Living with One: The Cold Truth
The Testarossa is a diva. It demands attention, patience, and a deep wallet. Annual running costs can easily hit €5,000–€10,000, and major services (engine-out) are a €15,000+ affair. But here’s the thing: every time you take it out, every time you hear that flat-12 roar to life, it all feels worth it.
The Verdict: Love It, Fear It, Drive It
The Ferrari Testarossa is flawed, expensive, and completely impractical—and that’s exactly why it’s brilliant. In a world of sanitized, tech-heavy supercars, the Testarossa feels alive. It demands effort, but it rewards you with an experience that modern machines simply can’t replicate.
As it celebrates 40 years, the Testarossa isn’t just a car anymore—it’s a time machine, a symbol of a bygone era when supercars were wild and unpredictable. If you’re lucky enough to own one, don’t just let it sit in a garage. Drive it. Savor it. That’s what it was built for.