This is probably the first time a new generation Ferrari comes with no performance gains. Yes, the strangely named 12Cilindri is no faster than the 812 Superfast it replaces, keeps quoting 0-62 and 0-124 mph in 2.9 and 7.9 seconds, respectively, and its top speed remains unchanged at "more than 211 mph".

Ferrari's engineers were busying making the 6.5-liter V12, codenamed F140HD, comply with the latest Euro 6e emission standard and stricter noise regulations. This involves new intake manifolds and ceramic catatylic converters, although the details of modifications are unknown. To compensate, it adopts the lightweight know-hows of the 812 Competizione, i.e., titanium connecting rods, plus slightly lighter pistons (by 2%) and camshaft (by 3%). This allows the V12 to rev to 9500 rpm like the Competizione and produces the same 830 horsepower at 9250 rpm. That's 30 horses up from the production 812 Superfast that the 12Cilindri replaces directly. Sounds good, but the flipside is peak torque drops from 529 to 500 pound-foot, and it arrives 250 rpm higher at 7250 rpm. Fortunately, despite the lower peak number, the torque curve looks a healthier shape, as 80 percent of peak torque is available from 2500 rpm upward, down a full 1000 rpm.



Problem is, the 12Cilindri is 35 kilograms heavier than its predecessor in coupe form. Tick the Spider option will add another 60 kg. This means a dry weight quoted at 1560 and 1620 kg, respectively. And you know, Ferrari's weight figures are not very reliable.

At least, the extra kilos are well spent to lift the torsional rigidity of chassis by 15 percent. The gains for Spider is even higher, as Ferrari claims it loses only 1 percent rigidity to the coupe, thanks to strengthened sills, windscreen header and bulkhead.

Furthermore, both cars are certainly more stylish than their predecessors. The pointy "shark nose" is unquestionably a tribute to the classic Daytona. The shape of its headlights, signal lamps, the black panel bridging between the headlights and the twin hot air vents on the front-hinged clamshell bonnet are all so familiar to Daytona's lovers. However, the rest of the car are quite different. Curvy fenders front and rear follow the theme set by Roma and inject a sense of beauty not found in the previous 812 family.



At the back, it is even a stark contrast to its predecessor. The coupe's standard panoramic glass roof flows towards the small glass tailgate, which graphically extends sideway to form a delta wing. Those triangular black body panels at either side of the tailgate are actually active spoilers, as they can be pivoted upward slightly (only 25mm) to generate downforce. And this is balanced by the active flaps at the front underbody. The big Ferrari GT is not a track car though, as it generates just 50 kg of downforce at 155 mph.

The chassis basis are developed from the 812 family obviously. Wheelbase is shortened by 20 mm to 2700 mm to boost agility slightly. The suspensions of 812 are kept, as is standard active rear-wheel steering and active differential, but the new car rides on 21-inch alloy wheels instead of the previous 20-inch items, so despite running tires with the same width the traction and grip they produce should be more. The Side Slip Control program has been updated, while conversion to brake-by-wire system should reduce stopping distances.

Oh yes, the 7-speed DCT gearbox has been updated to 8-speed. It still rests at the rear axle to enable a slightly rear-biased weight distribution, although at 48:52 it is not quite as rear-biased as the 812 Superfast.



As seen, from technical or performance point of view, the new car is not a huge leap you would normally expect for a new generation Ferrari. Its main objective is to keep the excitement of naturally aspirated V12 alive, while making the Ferrari flagship grand tourer more accessible for everyday driving. The latter can be seen from an overhauled cabin, which copies the twin-cockpit layout of Roma, sharing the steering wheel, driver and passenger instrument displays with the smaller Ferrari. However, the Roma's unloved 8.4-inch portrait touchscreen has been replaced with a 10.25-inch landscape unit. The tinted glass roof the coupe should give the cabin more sense of space, even though it comes at the cost of kerb weight.

The 812 Superfast was known and sometimes criticised to be superfast, probably too fast for street. The 12Cilindri certainly doesn't need to be any quicker, but a more rounded character and higher quality finish would not go amiss.



But one thing is inevitable: price hike. At an estimated €400K / £400K / $420K, it will be a whopping 60 percent more expensive than the 812 Superfast went on sale 7 years ago.