Description

Ferrari 126 C2, 312 F1, 312 B2, 312 T Technical Manual

If you are pulling a 126 C2 turbo V6 apart or setting valve lash on a 312 B2 flat-12, you need hard numbers — not generic advice from an internet forum. I have seen a good engine builder lose a crank because he guessed on rod bolt stretch. That mistake does not happen when you work from the factory publication. This Ferrari 126 C2, 312 F1, 312 B2, 312 T Technical Manual gives you 23 pages of actual OEM data. No reprints, no third-party summaries. Original Italian research by Paolo D'Alessio, the guy who drew the technical illustrations for these cars when they were racing.

The manual covers the 126 C2 (1982), 312 B2 (1971-73), 312 T (1973-75), and 312 F1 (1966-68). That range means you get both the early V12 and the later turbo V6 layouts in a single reference. Page 2 lists the full collection — models like the 312 B3 and 126 CK are there for context, but the four I named are the ones with full rebuild data and fastener specs.

23 Pages of Concentrated Factory Data

Twenty-three pages does not sound like a lot until you realize every page is packed. This is not a general repair manual with fifty pages of theory. Each section zeros in on the specific engine, transmission, and chassis details for the listed cars. You get exploded drawings, torque values, and assembly notes — the kind of information that saves you from ordering the wrong gasket set or snapping a bolt in a magnesium crankcase.

The author, Paolo D'Alessio, worked as a technical journalist and designer for F1 teams in the early 1980s. His drawings appeared in specialized magazines and later in the Meri Kits model guides. But this book is not a model assembly guide. It is a technical reference that uses the same engineering drawings he produced for actual race cars. If you are restoring a 312 T to period-correct condition, you want his measurements — not aftermarket guesses.

What Torque Values Are Listed?

Torque specs are the first thing I check in any manual. This one lists factory numbers for the major fasteners — head bolts, main bearing caps, connecting rods, and flywheel. Page references are noted directly in the text so you do not have to hunt. For the 126 C2 turbo engine, the manual includes the tightening sequence for the cylinder head along with the final angle. For the 312 B2 flat-12, the rod bolt torque is given in Nm with the equivalent lb-ft conversion. You get that level of detail because D'Alessio sourced it from Scuderia Ferrari service records.

Engine Overhaul Coverage: 126 C2 Turbo V6 and 312 F1 V12

Two very different engines in one manual. The 126 C2 uses a 1.5L turbo V6 with twin KKK turbos. The 312 F1 uses a 3.0L naturally aspirated V12. This manual gives you the oil pump clearances, valve adjustment data, and bearing shell selection codes for both. If you are assembling a 312 F1 bottom end, you need the factory main bearing crush spec — it is on page 11. The same page covers the oil gallery plug torque. Do not skip it.

The 312 T and 312 B2 flat-12 engines are covered separately. The flat-12 has a unique cylinder head gasket indexing procedure that this manual explains with a diagram. Missing that step can cause a coolant leak that looks like a head gasket failure. I have seen it happen. Spend the time with the manual.

3 Reasons to Choose OEM Documentation

1. Accuracy. Aftermarket manuals often generalize torque specs across model years. This manual gives the exact numbers Ferrari used in the 1970s and 80s. The 312 T used a different rod bolt than the 312 B2 — the manual tells you which.
2. Drawings. The exploded views are D'Alessio's own work. They show part orientation, fastener locations, and seal placements that photographs cannot capture.
3. Provenance. This is a Meri Kits publication — an Italian company that has produced Ferrari technical literature since the 1980s. The manual was compiled from original factory materials, not copied from an online PDF.

Get the Right Data for 312 B2 Flat-12 Assembly

If you are rebuilding a 312 B2, you need the valve spring installed height and the piston-to-wall clearance. This manual lists both. The flat-12's dry sump oil system has specific hose routing and restrictor sizes. Page 16 covers the oil circuit diagram with flow arrows. Aftermarket guides leave this out. Do not trust them. Use the factory oil pressure spec to set your relief valve.

The same section applies to the 312 T, which shares the basic architecture. However, the 312 T introduced a different gearbox casing. The manual includes the torque spec for the gearbox-to-engine bolts — 58 Nm with thread locker required. Write that down.

FAQ

Does this manual cover the 312 B3 or 126 CK?

No. It covers only the four models listed in the title: 126 C2, 312 F1, 312 B2, and 312 T. The collection list on page 2 includes the B3 and CK for context, but no rebuild data.

What language is the manual?

Italian and English. Each page has parallel text. The Italian is original; the English translation is provided below. Measurements are in metric with Imperial equivalents in parentheses.

How many pages and what format?

23 pages, PDF format. Watermarked with your order details. No physical print.

Why should I trust these specs over a generic online database?

Paolo D'Alessio sourced this data directly from Ferrari's technical offices and Scuderia service bulletins. He was the technical illustrator for many of these F1 cars when they competed. The drawings and torque values come from the same era as the cars. Generic online databases aggregate third-party measurements that are often rounded or miscopied. This manual is the closest thing to a factory OEM document available for these models.

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For broader context on F1 engine development, see the Automotive Industry Overview”>Automotive Industry Overview. If you need background on Manual Transmission”>Manual Transmission technology, that article complements the gearbox sections of this manual.

You do not have to guess when rebuilding a historic Ferrari F1 engine. The data exists. Access the Factory Manual now and put it on your bench next to the torque wrench.