► Ferrari’s new flagship V12 driven
► 819bhp at 9,250rpm
► Better cabin, usability and handling than the 812
Ferrari’s 12-cylinder cars have always been big news. From the gorgeous 250 GTO of the 60s and the flat 12s of racing and road car fame, to the contemporary Enzo and 599 GTO, it’s a list that few – if any – manufacturers can come close to rivalling. However, in recent times, the Ferrari V12s have had an air of finality to them such is the way of the modern automotive world.
None more so than this, the 12Cilindri. A perfect example of how even the laziest Italian naming convention can sound exciting and exotic, this latest super-GT is – perhaps – Ferrari’s last 12 cylinder. But enough of that for the moment. In the here and now is a 800bhp+ Ferrari with zero electrification still as magical as it once was, or has the mystique of Ferrari’s ultimate continent-crushing super cruise faded?
At a glance
Pros: Sound, power, speed – the engine is an all-timer
Cons: Size, styling is divisive
What’s new?
Ferrari was aware when designing this car that the sheer thrill and excitement of the experience would take some beating over the 812 Superfast. It was arguably an impossible task, so Maranello focused on making the design and usability of the 12Cilindri stand out while retaining the obvious appeal of a V12 super tourer.
For example, the design is radically different. A Daytona-esque front end without the usual ‘face’ of a car means a more abstract design, while the absence of round lights and tailpipes at the rear end further emphasises this.
However, it’s not all about the aesthetics. Ferrari has had a go at improving the engine by reducing the weight and inertia of its components. For example, titanium conrods save 40% in rotating mass, the pistons and crankshaft are lighter, plus new sliding finger followers made from steel and Diamond-Like-Carbon coating reduce friction and improve efficiency. Gearshifts from the now eight-speed DCT ‘box are also 30% faster than before.
A vast array of Ferrari’s finest and most complex driver aids have been added or upgraded to make the 12Cilindri feel more agile, plus the peak power of the engine is now reached at 9,250rpm – matching that of the 812 Competizione.
What’s the interior like?
Ferrari’s moved the game on from the 812 Superfast – this car’s predecessor – by creating an environment that feels far more modern and user-friendly. The 12Cilindri is treated to Ferrari’s dual-cockpit layout as seen in both the Roma and Purosangue, while an optional tinted glass roof adds a welcome feeling of space.
As is par for the course on anything remotely premium in 2024, there’s screens ahoy in the cabin with a central 10.25-inch touchscreen as well as a large digital dash and passenger information display. Thankfully, this central screen means that the frustrating touch sensitive control surfaces on the steering wheel aren’t as important as they are in say, the Purosangue, and can be used minimally.
Otherwise, the cabin is a sea of fine leather, carbon and many other lovely materials impeccably trimmed and integrated with more space and comfort than previous, more hardcore V12s. There’s even the option of a large, tinted panoramic roof that gives the cabin an open, airy feel. It’s just a shame there’s no physical start button, mind – this again is something that’s been relegated to a touch pad on the base of the wheel.
How does it drive?
Holding off on the really exciting stuff for a moment, what’s immediately obvious is the improvement in usability over the 812 Superfast. The sheer size of the bonnet clearly takes some getting used to while manoeuvring, but the general ride, refinement and overall comfort of the 12Cilindri is deeply impressive. For better or worse, it’s less raw than its predecessor and as a result easier to drive at lower speeds.
However, any concern that they might have toned things down a little too much vanishes as soon as you lean on the accelerator. From low revs, there’s a satisfying but not truly ballistic surge of 500lb ft of torque pushing you along, yet let the needle run past 4k and all hell breaks loose.
819bhp peaks at 9,250rpm and sends 1,560kg (dry weight) of Ferrari hurtling towards the horizon with monstrous speed. Nowadays, it’s turbocharged engines or EVs that grab the straight-line plaudits, but the 12Cilindri proves just how quick a naturally aspirated engine can be. The eight-speed DCT gearbox also plays its part with shifts that are seemingly instantaneous yet also beautifully satisfying.
Oh, and the sound. It’s perhaps not quite as loud as the 812 Superfast, but I can’t say that even crossed my mind as the revs approached 9.5k RPM. It’s such a pure, authentic sound and one that we rarely get to experience with modern supercars.
Out of corners in one of the fruitier drive modes (CT OFF does the job perfectly), there’s plenty of scope to light the rear wheels up on demand, yet a new feature (Aspirated Torque Shaping) is capable of modifying the torque curve in 3rd and 4th gears for increased stability and predictability.
It’s also noticeable just how agile the 12Cilindri feels for what is – after all – not a small car. Ferrari has made a conscious effort to make the car feel more like its mid-engined offerings and, for the most part, it’s worked. Virtual Short Wheelbase 3.0 and Side Slip Control 8.0 (enabled by 6D yaw-rate sensors) deliver uncanny rotation into and out of corners, yet there’s still the noticeable presence of weight higher up in the chassis that gives away the car’s GT routes.
Verdict
The very act of hauling the naturally aspirated V12 back for another generation of Ferrari’s flagship GT is reason enough to celebrate. It’s every bit as good as you’d hope it would be and more. That Maranello has been able to augment the experience over the 812 Superfast with improved usability, a better cabin and greater handling should be seen as a magical bonus.
Photography by Lee Brimble