Of course, Gordon is getting one. Why wouldn’t he?
While it is true that we need to “move with the times”, sometimes, some things are best when it’s done the old-fashioned way. If you look at Lamborghini, for example, the Aventador successor is a hybrid and so will be the Huracan successor (expected to be named Temerario). But interestingly, its sister company Porsche continues to offer a manual transmission option while another sister company Bugatti is working on a N/A V16 engine despite now being associated with Rimac. To each their own, indeed. As for Ferrari, well, it’s the new 12Cilindri. Ferrari’s tagline for the 12Cilindri is “for the few”, but we don’t know the number. Prices in Europe reportedly start at €395,000 (including taxes but before any optional extras).
The 12Cilindri is not another super-limited-edition version of the 812 lineup but is being billed as the successor to the 812. The design is a mix of classic and recent Ferraris; while the front fascia immediately reminds you of the ’70s Daytona, the rest of the car borrows lines from multiple models including the SF90, the 812 Competizione, and also maybe Roma. From certain angles, especially the Spider version, reminds us of the Monza. The car rides on 21-inch wheels with specially developed tyre options: Michelin Pilot Sport S5 or Goodyear Eagle F1 Supersport (275/35ZR21 at the front and 315/35ZR21 at the rear). The tyres are claimed to offer—among other things—a 10% reduction in rolling resistance. Brakes measure 398 mm at the front and 360 mm at the rear.
As for aerodynamics stuff, well, the cold air sucked in from the front intakes/inlets exit via the clamshell hood vents as hot air, while at the rear, those flush-fit black flaps right above the taillights pop-up depending on the car’s longitudinal and lateral acceleration (they become active between 60 and 300 km/h or 37 and 186 mi). And, of course, the brakes are also effectively cooled by the outermost front intakes. Also, notice the underbody vortex generators for downforce.
As for construction, the 12Cilindri’s all-aluminum chassis’ wheelbase has been cut by 20 mm compared with the 812 Superfast’s, and the very design of the chassis and body has apparently resulted in a 15% increase in torsional rigidity compared with the 812 Superfast. And, for the first time on a Ferrari production car, a secondary alloy with 100% recycled material has been used to make the shock towers of the gearbox subframe. Apparently, the recycled material has resulted in reduced CO2 emissions of 146 kg (322 lbs) for every car produced.
The 12Cilindri is powered by the same 6.5L N/A V12 (F140) engine found in the 812 Competizione, but has some model-specific modifications. In this application, it offers 610.5 kW (830 metric hp/818 bhp) at 9,250 rpm and 678 Nm (500 lb-ft) at 7,250 rpm. Power is the same, but a bit less torque compared with the Competizione. The engine revs up to 9,500 rpm. Transmission is a Magna 8-speed DCT as opposed to a 7-speed DCT in the 812.
As for the official performance figures, the 0-100 km/h (62 mph) sprint time is 2.9 seconds (3.0 for Spider) and the top speed is 340 km/h (211 mph). With lightweight options, the berlinetta is claimed to weigh 1,560 kg (3,439 lbs) dry. The Spider probably weighs a bit more. Weight distribution is 48.4% front and 51.6% rear. Other key highlights include a 6D sensor, Side Slip Control (SSC) 8.0, new ABS Evo, and four-wheel independent steering (4WS).
The cockpit looks familiar, unsurprisingly, but not identical to that of the Purosangue. There’s a 15.6-inch driver display, a 10.25-inch central touchscreen, and of course, an 8.8-inch passenger display. Apple CarPlay and Android Auto connectivity comes standard, while a 15-speaker Burmester audio system is optional. But I don’t understand why anyone would want that optional audio system over the symphony produced by the N/A V12 powertrain.
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