New Ferrari 12Cilindri is 812 Superfast successor
Radical on the outside, surprisingly familiar underneath
Ferrari always has to draw a fine line with its new models, to deliver something that is expected and in keeping with the brand’s tradition, but without ever being predictable. Very few new Ferraris actually shock - the Enzo is probably the notable exception of the last 25 years. But nor should an onlooker’s first reaction ever be “meh” when the sheet slides off for the first time. Ferrari has to exist on the cutting edge.
On design, the freshly unveiled Ferrari 12Cilindri nails this brief perfectly - it’s definitely a Ferrari, but it is also a radically different take on the front-engined two-seater than the 812 Superfast it replaces. At the front is a nose that manages to both build on the shovel-front styling of the rest of the modern range, but also reference that extreme example of late ‘60s cool, the 365 GTB/4 Daytona. At the rear, the Coupe boasts a radical new look with the tailgate glass integrating with two separate active aerodynamic sections, one on each side. After spending much of the preview day in Maranello staring at this detail, I still can’t tell you if I like it or not. But nobody is ever going to accuse it of being boring.
Yet, on the other side of the ledger, the 12Cilindri’s mechanical specification is so traditional that the only real surprise is how unsurprising it is. The new car will continue with a naturally aspirated 6.5-litre V12, effectively in the spec of the 812 Competizione, making peaks of 830hp and revving to a spectacular 9,500rpm thanks to motorbike-style sliding finger followers and a lightened top end. A full 80 per cent of the 500 lb ft torque peak is also available from 2,500rpm. None of these statistics is likely to produce any complaint from potential customers, nor the way the 12Cilindri sounds when fully unleashed. But the lack of any form of hybrid assistance is surprising given the way the world is rapidly heading. Within this car’s lifespan it is possible owners will need to park it outside some urban zero emissions zones before, presumably, continuing their journey in one of Ferrari’s PHEVs or forthcoming EVs.
Examining the 12Cilindri’s spec sheet highlights how much is similar to the 812 Superfast. The biggest hardware change is the arrival of a new eight-speed twin-clutch transmission, in place of the 812’s seven-speeder. But on pretty much every measurable metric that Ferrari has chosen to share the 12Cilindri is within a whisker of its predecessor. Overall length is 4733mm (24mm less), wheelbase is 2700mm (20mm less), dry weight is 1560kg (35kg more) while the new headline power figure represents a 30hp increase, but torque has actually fallen by 30lb ft. Oh, it’s also 15 per cent stiffer on torsional rigidity. On performance there isn’t any official difference at all, at least not yet, Ferrari merely promising the 12Cilindri will improve on the Superfast’s 211mph top speed and 7.9-second 0-124mph time, and match its 2.9-second 0-62mph.
But then, as Ferrari executives tacitly acknowledge, raw numbers are no longer the best way to distinguish supercars from lesser vehicles. In the unlikely event you’re looking to buy a super-special two-seater exclusively on the basis of its 0-124mph time then, on published numbers, the Porsche Taycan Turbo GT Weissach Pack is a second and a half quicker and will cost about half as much. Don’t be surprised if future non-electric Ferraris don’t become significantly quicker than the cars they replace.
Instead, the emphasis seems to be on further enhancing the driving experience. To no surprise given its position close to the top of the range, the 12Cilindri will get a full battery of active dynamic systems. These include the rear-wheel steering system that made its debut on the 812 Competizione. This can move each rear wheel individually, and although it is not as advanced as Lamborghini’s prototype Active Wheel Carrier (which can fully vary both toe and camber), the Ferrari system can vary the turning angle at each side to improve yaw management. It also gets the ABS Evo anti-lock system as seen on the 296 GTB, an electronically controlled rear differential and the latest version of Ferrari’s Side Slip Control - this able to both improve traction and also allow curated degrees of oversteer for the likely small percentage of buyers who will want to hoon their luxury GT. The key to managing everything is a new ‘six dimensional’ X-Y-Z accelerometer which Ferrari’s Product Development Officer Gianmaria Fulgenzi says has been integral to helping integrate the various systems and is “more than a generation” beyond the 812.
The 12Cilindri will also get active aerodynamics in the form of those two separate rear wing elements, one on each side, with these able to rise by up to 10 degrees. These won’t operate separately, moving together to switch the car between low drag and high downforce configurations. The wings will operate at speeds between 35mph and 185mph according to longitudinal and lateral acceleration, with the deployed position adding up to 50kg of downforce at 155mph (Ferrari hasn’t released a peak downforce number for the whole car.) The underbody also features vortex generators and a vast diffuser at the back.
The active wings are definitely the 12Cilindri’s defining design detail, and the point where styling and engineering most obviously meet. Meeting the coupe’s darkened rear window means that they are finished in a very similar shade of black, and buyers won’t be able to specify them in a different colour. (The same goes for the corresponding panel between the headlights at the front.) This will mean they look radically different with different exterior paint options, being much more obvious with lighter and brighter shades. Glancing at the silver car in Maranello from dead side-on and towards a black background made it look as if the car had lost its tailgate. Conversely, in really dark colours it will pretty much blend in.
But Ferrari has also taken the unusual move - for it - of unveiling the open-topped 12Cilindri Spider at the same time, with the trailing edge of the rear deck featuring a much shorter black panel. I only got to see the Spider with its roof lowered, with Ferrari’s choice of pictures similarly limited, but I suspect the less radical rear end may appeal more to more traditionally-minded buyers. Like the 296 GTS and Roma Spider the 12Cilindri uses a retractable hard top which adds a claimed 60kg to the weight of the coupe - so 1,620kg dry on Ferrari’s numbers - and has 70 litres less luggage space, the boot now only holding 200 litres. Don’t worry, Ferrari will sell fitted luggage to make the most efficient use of that. The roof takes 14 seconds to operate, and can do so at speeds of up to 28 mph. Performance claims are identical for the two variants.
Both versions of the 12Cilindri share the same dashboard layout and a predictable emphasis on tech. The 812 Superfast featured an analogue rev counter between two digital displays, but the 12Cilindri has switched to a fully digital dashboard. Which, although much higher definition and better rendered than the old car’s smaller displays, definitely loses character when compared to the sight of a sweeping mechanical needle. In a world where pretty much every mainstream car will soon be screen-only, wouldn’t some nice-looking dials be a point of distinction? On the plus side, the 12Cilindri moves away from the need to control functions using fiddly steering wheel panels and gains a 10.2-inch central touchscreen, with the ‘shock and awe’ display in front of the passenger seat (which has been around since the F12) growing larger and capable of being reconfigured.
While Ferrari model names are often subject to intense internal debate, Ferrari’s commercial boss, Enrico Galliera, says that the 12Cilindri’s received pretty much universal love from the moment it was proposed. This despite the fact that, to English-speakers, it is likely to be rendered as “Twelve Cilindri” rather than the intended “Dodici Cilindri.” But it’s hard to fault the honesty; this is a Ferrari that really will deliver what it says on the tin.
UK pricing hasn’t been released yet, but Ferrari says that in Italy the coupe will start from €395,000 - that including 22 per cent VAT - while the Spider will start at €435,000. By the time it reaches Britain, we’ll also have seen the new Aston Martin Vanquish, with a twin-turbo 823hp V12 which will pip the 12Cilindri on power and, with 737lb ft, comprehensively beat it on torque. That’s one contest we should all be looking forward to.
Coupe might look less bad in black….but then again with the blacked out glass rear window it might look too van like and I doubt you can option clear glass.
I would have to go for that green spyder, but take it to the local wrap shop to have the black glass and plastic area at the back wrapped in body colour.
Love the Daytona references in the styling, front in particular. But as the author says, not sure about the rear screen as it almost looks like a targa roof. Spyder better resolved in my view. However, a coupe in Tour de France blue might just soften the colour contrast at the rear to tempt me…
…assuming I had actually purchased the winning lottery ticket
It's a bit inconvenient but as current cars go that's a looker. There's a hint of 456 in the rear side glass as well as the Daytona styling cues. The rear looks Lamborghini concept car to me.
The black panel on the bootlid of the convertible isn't doing it for me. I love the green.
What is unusual is that the photos of the rear are all very elevated, I assume to show off the design of the large dark area and show the difference between the two variants.
I suspect it’ll look way better from a standing height POV where the graphic lines will feel more integrated and dark area less vast, and the light reflections when outdoors will reduce the apparent density / darkness of the black area.
Key question is (not that I could buy one) does it look like a 500k car? I'm not so sure.
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