All posts in “ferrari 812 superfast”

Best V12 Engines Ever Produced

As far as internal combustion engines go, V12 engines are at the zenith. This is while still acknowledging the omnipotent W16 motors seen in today’s Bugatti hypercars, while not forgetting the likes of mainstream automakers – such as BMW and Mercedes-Benz – also having flirted with the idea of series-production V16 engines in the past. With the 16-cylinder power plants essentially synonymous with the French automaker, the V12 is the de facto ruler for the broader spectrum of ultra-high-performance automobiles.

The diversity of this list fully demonstrates the universal appeal that V12s have around the world, to both producers and consumers alike. This unanimous and long-spanning support for the technology has helped to spawn some of the most impressive engines ever produced. The usual suspects are at play here, with Ferrari and Lamborghini making their totally not unexpected appearances. The British – via Aston Martin, Jaguar, and GMA – have shared their own highly impressive interpretations as well, while more conventional brands such as BMW, Mercedes-Benz, and even Toyota have had their say.

For the most part, these engines are naturally aspirated and characteristically rev all the way to the moon. In totality, each and every one of them is nothing short of a legend.

Here’s the shortlist of 10 such engines, curated for your reading pleasure:

Ferrari Colombo V12Ferrari Colombo V12 Engine

Originally designed by Gioacchino Colombo, this engine can trace its roots back to the very first Ferrari-branded model designed by Ferrari Enzo – the 1947 Ferrari 125 S – where it debuted as a 1.5L V12. The core design of the engine would persevere for more than 4 decades; along the way growing in size, having various levels of forced induction, and becoming a dual-overhead-cam configuration with EFI. Many credit the motor’s longevity to its reputation for being bulletproof.

Successful in both road-going and race track derivatives, the list of Ferrari cars this engine has graced has no shortage of automotive icons; the Ferrari 250 Testa Rossa, Ferrari 250 GTO, and Ferrari 365 GTB/4, just to name a few.

BMW S70/2

BMW S70/2 Engine

Despite being produced by BMW, the S70/2 didn’t feature in one of the Bavarian automaker’s own production cars. Nevertheless, it did end up powering none other than arguably the most iconic supercars ever made – the 1992-1998 McLaren F1. The 6.1L naturally-aspirated unit produced 627 hp and was capable of 0-60 mph in just 3.2 seconds, and had a top speed of 240 mph. It wouldn’t be until the next millennium before those figures could be surpassed.

Interestingly enough, BMW wasn’t Gordon Murray’s first choice to supply the engine for his groundbreaking supercar, with collaborations with the likes of Honda and Isuzu falling apart before they would opt for the Munich-built power plant. Whatever might’ve happened if things turned out differently, who’s to know? But what we do know is that BMW got things absolutely spot-on with the S70/2, which continues to be regarded as one of the true and timeless masterpieces in automotive history.

Jaguar V12

Jaguar V12 Engine

Jaguar’s first foray into the world of V12 engines began in motorsport as early as 1951, with its 1964 XJ13 Le Mans race car eventually serving as the trickle-down technology source for its production cars. For the latter, this would begin with a 5.3L naturally-aspirated unit in the 1971 Jaguar E-Type and would even go on to be used by other automakers such as Daimler and Panther. An HE (or “high-efficiency”) version of this engine would be released in 1981 – featuring on the XJ12, XJ-S, and Daimler Double-Six – which improved fuel economy by almost 50% compared to its predecessor, without affecting performance.

In its final iteration, the V12 would evolve into a 6.0L HE unit which produced as much as 333 hp and 365 lb-ft of torque. It was likely to be some variation of this engine which was initially being marketed for use on the Jaguar XJ220, before the British automaker controversially decided on a 3.5L twin-turbocharged V6 engine instead. The last Jaguar V12 engined was produced on April 17, 1997.

Lamborghini V12 L539

Lamborghini V12 L539 Engine

Like Ferrari, Lamborghini also has a long and storied history with V12 engines, having created its very own first version of this power plant for its mid-’60s era Lamborghini 350GT production car. Starting off as a considerably brawny 270 hp 3.5L naturally-aspirated unit, the “Bizzarrini” engine would evolve into a 661 hp 6.5L naturally-aspirated unit and be fashioned by models as recent as the 2010 Lamborghini Murciélago LP-670 SV.

As long as the Bizzarrini engine persisted, we feel that the most significant statement of Lamborghini’s V12 mastery comes in the form of its latest iteration of the engine, dubbed ‘L539’. This power plant would share its debut with the 2011 Lamborghini Aventador, of which it initially powered with 690 hp via a 6.5L naturally-aspirated configuration. With a fresh design, the new engine was over 18 kg lighter than its predecessor and was programmed with a new firing order.  The all-wheel-drive supercar would see significant improvements during its lifecycle, with the latest iteration of the L539 car producing 770 hp in the limited-edition 2021 Lamborghini Aventador Ultimae.

Ferrari F140

Ferrari F140 Engine

If the F140 had only powered the (2002-2005) Ferrari Enzo – the first Prancing Horse model where it featured – it would have been no less significant or legendary than it is today. The 65-degree V12 engine debuted on the Enzo as a 6.0L naturally-aspirated V12 unit which produced a staggering 651 hp @ 7,800 rpm and 458 lb-ft of torque @ 5,500 rpm. Over the years, 6.3L versions of the F140 have powered the likes of the hybrid LaFerrari and the F12berlinetta.

It has since evolved to its current peak as a 6.5L power plant – dubbed the F140 GA – which produces 789 hp @ 8,500 rpm and 530 lb-ft of torque @ 7,000 rpm in the 812 Superfast; this makes it the most powerful naturally-aspirated production car engine ever produced to this day. It is likely that this could be one of the final generations of Ferrari V12 engines – whether it be naturally aspirated, turbocharged, or even hybridized – so appreciate it while it’s still around!

Mercedes-Benz M120 / M297

Mercedes-Benz M120 / M297 Engine

When Mercedes-Benz caught wind of archrival BMW’s side-hustle with Gordon Murray, let’s just say that there was no resting on any laurels going on at their Stuttgart headquarters. With a clever riposte, Mercedes would debut their first-ever V12 engine through the 1993 600 SEC (later to be renamed the S600 Coupé, and frequently referred to as the S-Class). The 6.0L naturally-aspirated power plant was good for 389 hp, 420 lb-ft of torque, and a top speed of 155 mph in its initial configuration.

Not only did Mercedes-Benz one-up BMW by using the engine for their own cars, but they also borrowed a page from their opponent’s playbook and had their M120 engine fashioned for use in the magnificent Pagani Zonda supercar as well. Hand-built and tuned by AMG, the M120 also featured on the Mercedes-Benz CLK GTR race car and also saw its displacement increased to 7.3L for use on the SL73 AMG and CL73 AMG – and at which point it was commonly referred to as the M297.  The most powerful iteration of the M120 features in the Pagani Zonda Revolución, with the non-street-legal car good for 789 hp and 538 lb-ft of torque.

Aston Martin NA V12

Aston Martin NA V12 Engine

With one of the best sounding V12s (and automobile engines, period), the story of how the Aston Martin (naturally-aspirated) V12 came to be is rather more peculiar and convoluted. The project had less, should we say, glamorous beginnings, when things basically started off with the development of a 2.5L naturally-aspirated V6 engine. This particular unit was essentially the brainchild of Suzuki and Mazda, with the latter’s then-majority owner, Ford, then taking the blueprint to Cosworth, who would go on to build the Duratec V6.

Needless to say, the story didn’t end there, and Aston Martin would end up bolting two of those engines together to create the 5.9L naturally-aspirated V12 it would stamp its name on (and market as a 6.0L). Having more in common with a Ford Taurus than owners or enthusiasts would like to admit, the motor produced 414 hp and 398 lb-ft of torque in the 1999 DB7 V12 Vantage. Aston Martin continues to employ a V12 engine to this day, with the 2017 DB11 having fashioned a 5.2L twin-turbocharged version. More recently, the company has referred back to the naturally-aspirated configuration, with a 6.5L unit designed to power its Valkyrie hypercar with over 1,000 hp @ 10,500 rpm (plus an additional 160 hp with its hybrid-electric system).

Toyota 1GZ-FE

Toyota 1GZ-FE Engine

To call Toyota’s 1GZ-FE the “Godfather” of Japanese automobile engines would be neither an understatement nor unbefitting. After all, the venerable V12 from the land of the Rising Sun – which exclusively powers the Toyota Century luxury sedan – is both one-of-a-kind and has a penchant for attracting a particular type of “underworldly” owner in its homeland. It’s the only production V12 engine to come from Japan and still manages to invoke all of the essential philosophies of Japanese craftsmanship – such as reliability, build quality, and refinement.
That being said, it’s certainly not the most powerful engine on this list and remained at around the 300 hp mark during its lengthy production run from 1997-2016. Nevertheless, it remains one of the most unique engines on this list and is no less iconic than its near-1000 hp contemporaries. This engine is prime for swapping into other platforms, with automotive personality Smokey Nagata fitting a twin-turbocharged version to his ‘Top Secret’ Toyota Supra. Thanks in large part to its distinctive engine, the Century remains a status symbol in Japan; in the way a Rolls-Royce Phantom does the same just about everywhere else.

GMA Cosworth V12

GMA Cosworth V12 Engine

It’s impossible to speak about the naturally-aspirated engine in the GMA T.50, without getting into how it’s involved in so much more than just spinning the new supercar’s rear wheels, or about how other design elements of the car are built around it. As impressive as a 12,100 rpm redline sounds, its 654 hp and 345 lb-ft of torque doesn’t sound extraordinary by today’s standards. But rest assured this engine, and this car, are on the cusp of a truly “redefining” moment in automotive history. Crucially weighing at just 178 kg, the engine plays a huge factor towards the T.50’s overall curb weight of just 980 kg – about one-third that of a contemporary supercar or hypercar.

The GMA T.50 is the culmination of decades of Gordon Murray’s aerodynamic and mechanical engineering experience. Part of what makes the T.50 so exciting, is that it incorporates the design and function of the infamous Brabham BT46 “Fan Car.” A gigantic fan –  powered by the camshaft of the engine and coupled with the curved underbody of the BT46 – created an active venturi effect that quite literally vacuumed the car onto the road, and allowed it to corner at barely believable speeds and levels of grip. The T.50 will feature something similar, and likely more advanced. On a road car. We can’t wait to see this in the flesh.

Bugatti 3.5L Quad-Turbocharged V12

Bugatti 3.5L Quad-Turbocharged V12 Engine

This Bugatti engine has had a very decorated career, albeit a short one, which makes it all the more impressive. Featured exclusively on the (1991-1995) Bugatti EB110, this 3.5L quad-turbocharged V12 is responsible for some very notable distinctions. First, it is widely regarded as being one of the catalysts in the revival of the French marque even though it failed to be directly responsible for this. It became the world’s fastest production car of its time, beating the Jaguar XJ220 in the process.

Suffice to say, it grabbed all the headlines, and really, that was the whole point. I mean, for what other purposes would the use of four turbochargers be given the green light for? Sure, it produced a whopping 553 hp and 450 lb-ft of torque, but you would have to argue that this likely could’ve been achieved with a more conventional design. After all, quad-turbocharged engines never really proliferated, and there’s probably good science behind why that’s been the case. Nevertheless, there’s nothing un-iconic about a V12 engine with almost as many turbochargers as you can count on one hand; and we love it all the same.

Ferrari 812 Competizione and Aperta are sold out

We’ve only published the official unveiling of the Ferrari 812 Competizione and 812 Competizione A, or Aperta, a few days ago, but Ferrari has already confirmed the entire production for these two limited edition supercars is already sold out … the MSRP of €499,000 in Italy for the coupe and €578,000 for the Aperta apparently didn’t keep customers from putting in their order, the Ferrari 812 Competizione is limited to 999 units, while the 812 Competizione Aperta counterpart has a production limit set at 599 units.

So it’s clear the demand for this new Ferrari supercar far exceeds the availability, I guess several Ferrari dealers around the world, and perhaps even people at Ferrari in Maranello, have the difficult task to inform their customer they won’t be getting an 812 Competizione, as production is sold out, this will also mean we’ll be seeing contract being sold on at a premium very soon now, I wouldn’t be surprised some of the ‘spots’ on the production of the 812 Competizione and the Aperta will be changing hands at €50,000 or even €100,000 over MSRP.

And there is still some time before we’ll even see the first Ferrari 812 Competizione being delivered to its fortunate owner, deliveries of the Coupe will not happen before the Q1 of 2022, the Aperta will arrive even later as the planning is set for Q4 2022 only.

The Ferrari 812 Competizione and Ferrari 812 Competizione Aperta both come with the massive 6.5-Liter V12 naturally aspirated engine pumping out 830 hp and 692 Nm of torque, the new seven-speed, the dual-clutch transmission offers a 5% faster gear shift timing compared to the 812 Superfast.

The top speed for the Ferrari 812 Competizione is 211 Mph while acceleration from 0 to 62 mph (100 Km/) only takes 2.85 seconds, note that these are the figures for the Coupe, Ferrari hasn’t given us any figures for the 812 Competizione Aperta yet.

So if you are still looking to add either the Ferrari 812 Competizione or the Aperta to your collection, and you’re not on the list yet … you’ll be looking at spending a serious premium to get hold of one of the modern Ferrari supercars.

2022 Ferrari 812 Competizione / Competizione A: An In-depth Look

Ferrari 812 Competizione

Late last month, Ferrari revealed some of the core details surrounding the latest iteration of the company’s 812 Superfast grand tourer. We were teased with the likes of a 819 hp naturally-aspirated V12 engine which revved all the way up to 9,500 rpm, and albeit for a few photos to satiate the world’s collective visual vortex, little more was as explicit when it came to the specifics. After the unveiling today which was streamed live on various social media platforms, we now know a lot more, as was promised.

Ferrari 812 Competizione A

First, the name: it’s officially known as the Ferrari 812 Competizione. But, it can also be called the Ferrari 812 Competizione A. That’s because Ferrari surprised us by unveiling not one, but two versions of this hardcore 812 Superfast variant right from the get go. The latter – meant to replace the 812 GTS – is a Targa counterpart which features a removable carbon fiber roof panel which can be neatly stowed away in a special made-to-measure storage compartment. Besides the obvious aesthetic differences born from having an open-top configuration, the two cars are identical mechanically.

Performance

Both the Competizione and Competizione A will be powered by the same 6.5L naturally-aspirated V12 engine. In addition to producing 819 hp and possessing a symphonic 9,500 rpm of vocal range, we now also know that it also churns out 512 lb-ft of torque. Those are the peak figures of course, which are attainable at both 9,250 rpm and 7,000 rpm respectively.

Based on the power plant used in the regular 812 Superfast models, the engine needed to be revised to get it perform the way Ferrari was intending. The prancing-horse engineers started by redesigning the pistons and fitting lightweight titanium connecting rods to the assembly, so that the engine could be pushed harder and at a higher frequency than ever before. Naturally, new cylinder heads were also in order, as were F1-derived carbon-coated cams. The air intake system has also been remodeled to ensure that the V12’s cardiac requirements are being satisfied.

The engine remains mated to the same 7-speed dual-clutch transmission equipped on the regular Superfast, though the unit on the Comp cars has been re-calibrated to shift about five percent faster.

The overall result – more horsepower, a bit less torque and an extra 500 rpm to boot. Off-paper, this translates to stellar performance figures:

  • 0 62 mph: 2.85 seconds
  • 0-124 mph: 7.5 seconds
  • Top speed: 211 mph
  • Lap time (Fiorano Test Track): 1:20

These are approaching hypercar credentials, and all of this is achieved in the absence of turbochargers or a hybrid set-up. Speaking of hypercars, it’s just 0.3 seconds off the pace of a LaFerrari and a distinguishable 1.5 seconds faster than the regular 812 Superfast at Fiorano. While these are all based on the coupé version of the car, we imagine that the Competizione A would only suffer a very miniscule performance penalty, if one is even measurable at all. Such are the standards set these days by Ferrari cars of this caliber.

Aerodynamics & Design

The 812 Competizione manages to generate 30 percent more downforce than the 812 Superfast. At the front, larger air intakes flank the grill, which is enclosed by a more aggressive bumper with fins at each end appearing to function as integrated canards; a massive front splitter is then added for good measure. Air vents right behind each of the rear wheels and a reimagined carbon fiber diffuser also form part of the organism responsible for optimizing any air flow going under, through or over the VS’s silhouette. This design also helps to ensure that the engine, brakes and other heat-soaking components get adequate cooling.

Ferrari 812 Competizione

The aforementioned front diffuser opens up when the car is travelling at over 155 mph, while the the rear diffuser now spans the full width of the Comp car’s haunches, which in turn also required a rejig of the original exhaust system design. The rear spoiler remains integrated with the body, but has also been made higher, wider, and more optimized for performance in conjunction with the diffuser.

One of the most notable changes takes place at the back end of the car, with the rear glass being replaced by a body-colored panel which could be best described as a “super-louver” made from carbon fiber and aluminum. This is one element of the Competizione’s extreme-downforce mandate, which comes at the loss of some of the regular car’s utilitarian demeanor. The Competizione A instead, gets a bridge between the flying buttresses, which plays much of the same role as said “super-louver” while also incorporating the Targa design.

Chassis & Handling

The 812 Superfast VS will continue to embrace Ferrari’s most impressive tech, with familiar features such as the Side Slip Control 7.0 (SSC) traction and stability control system, and rear-axle steering coming standard. The latter system is notably impressive and is unlike any other similarly functioning system in a road car today, with each of the rear wheels able to turn at different angles independently of one another. Ferrari says this will improve rear stability and handling precision, which should be particularly useful in an 819 hp rear-wheel drive machine.

Typical of just about every performance-biased special edition car ever produced by Ferrari, is a strict carbon fiber diet – and this is no different for the upcoming Ferrari 812 Superfast VS. Owners should expect a healthy serving of the carbon fiber good stuff – inside and out – which not only upgrades the car aesthetically, but also allows for the just-as-important art of weight reduction.

With all options exhausted, including the carbon fiber wheels, the Competizione weighs about 38 kg less than the 1,525 kg Superfast, bringing it barely within the 1,400 kg range. No official details yet on how much the ‘A’ tips the scales, but the expectation is that it will be slightly heavier than the coupé – extra reinforcements, bracing, et al – despite all the extra carbon fiber that went into the Targa design.

Michelin Pilot Sport Cup 2 R tires will come standard on both of the Comp cars, with 20″ wheels wrapped in 275/35 and 315/35 in the front and rear respectively. These are the latest evolution of Michelin’s tried-and-tested street-legal extreme performance tire, and offer much more grip than previous iterations at the cost of a lower wear rating. The Competizione and Competizione A are ready to conquer to Nürburgring right from the showroom floor.

Pricing

Ferrari says that the Competizione coupé will have a base price of US$598,567, while the Competizione A will be quite a bit more expensive, starting at US$694,549. Production has already begun, with the first deliveries scheduled for early 2022 the coupé, and about a year after that for the Targa. Word on the street is that all allocations have already been sold / spoken for.

Official Ferrari press release can be viewed here.

Image & Video Gallery

Ferrari 812 Competizione

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Ferrari 812 Superfast Versione Speciale

Ferrari’s Most Powerful and Highest-Revving V12 Engine. Ever.

In the face of the global pandemic, Ferrari is holding no punches as it continues to roll-out newer, wilder and faster models with aplomb. The latest of these to be (partially) revealed is the Ferrari 812 Superfast Versione Speciale. The “Limited Edition” and “Versione Speciale” monikers currently being associated with this hardcore 812 Superfast variant are said to be unofficial – a complete unveiling of the car will take place on May 5, 2021 via livestream, where all of the final details will be hashed out. For now, we’ll amicably refer to it as the Ferrari 812 Superfast VS.

Now, on to the stuff we already know for sure… and oh boy, is it juicy. The Ferrari 812 Superfast VS will continue to be equipped with a 6.5L naturally-aspirated V12 engine sending power to the rear wheels via a 7-speed dual clutch transmission. This version however, has been upgraded to produce 819 hp and revs all the way up to 9,500 rpm – up 30 hp and given an extra 500 rpm of vocal range over the standard model, thanks to some valve timing and exhaust flow wizardry. The math says that’s good for 125 hp per liter. And not a single turbo in sight.

Though torque figures are still a mystery, we’re still inclined to suggest that this should make the VS a better all-around performer; allowing it to surpass the standard car’s 0-60 mph time of 2.7 seconds and a top speed of 340 km/h, if only by a smidge. The 812 Superfast VS will continue to embrace Ferrari’s most impressive tech, with familiar features such as the Side Slip Control (SSC) traction and stability control system, and rear-axle steering coming standard. However, we wouldn’t be surprised if Ferrari engineers had decided to tweak the electronics to be better optimized with the revisions made elsewhere on the car. Aerodynamics and weight reduction will obviously play a huge role in this as well, so let’s dive into that next.

The visual differences between the 812 Superfast and the VS are immediately obvious, with the latter cutting a much more aggressive figure. One of the most notable changes takes place at the back end of the car, with the rear glass being replaced by a body-colored panel which could be best described as a “super-louver” made from carbon fiber and aluminum. This is one element of the VS’s extreme-downforce mandate, which comes at the loss of some of the regular car’s utilitarian demeanor.

Other displays of the car’s aerodynamic effectiveness are less intrusive, but just as wild. At the front, larger air intakes flank the grill, which is enclosed by a more aggressive bumper with fins at each end appearing to function as integrated canards; a massive front splitter is then added for good measure. Air vents right behind each of the rear wheels and a reimagined carbon fiber diffuser also form part of the organism responsible for optimizing any air flow going under, through or over the VS’s silhouette.

Typical of just about every performance-biased special edition car ever produced by Ferrari, is a strict carbon fiber diet – and this is no different for the upcoming Ferrari 812 Superfast VS. Owners should expect a healthy serving of the carbon fiber good stuff – inside and out – which not only upgrades the car aesthetically, but also allows for the just-as-important art of weight reduction. It’s a given that the VS will weigh less than the standard Superfast’s 1,525 kg, but by how much, we will have to wait and see.

Similarly, there can be absolutely no doubt that the VS will command a “not insignificant” amount more than the regular car’s $340,000 base price. Likewise, the May 5 world premiere will provide more insight and specifics into what is shaping up to be an absolute riot of a car – we will be providing our coverage of the event as soon possible, so stay tuned!

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Ferrari 812 Superfast N-Largo Kit By Novitec

As if the Ferrari 812 Superfast wasn’t nearly enough, here comes Novitec thinking what other boundaries can it push?

Thanks to its fierce drive to make already excellent cars even better, we get this Ferrari 812 Superfast N-Largo kit, which brings a new visual language alongside performance upgrades to Ferrari’s supercar.

The modification adds 5.5 inches of width to the vehicle’s rear end, in large part thanks to fender flares tailored atop the original body. And quite aggressively so, if we might add. There’s also a 2.8-inch addition on the front, care of custom carbon fiber rocker panels. That helps bring the car closer to the blackop while improving its aerodynamic performance in the process.

We’re also talking a subtle roof-mounted spoiler and big rear wing, with restyled air vents and a new bumper orientation, to boot. It gets 21-inch front wheels, while 22-inch ones round it all out on the back. Wrapped in Pirelli P-Zero high-performance tires, no less.

The concave design is striking, and gives the whole ride a sleek and feisty profile. Novitec also changed the suspension, changing the springs and ride height. It also added a front lift system that raises the front of the car with the push of a button.

In terms of performance, there’s a new ECU mapping that boosts power to 829 horsepower. That’s drops the zero to 60 mph time to just 2.8 seconds. You also get a breakneck top speed of 214 mph. It’s not called “Superfast” for anything, after all.

SEE IT IN ACTION

Photos courtesy of Novitec

Novitec N-Largo Ferrari 812 Superfast Takes Things up a Notch

For When the 812 Superfast Isn’t Enough

Novitec has now released all of the Ferrari 812 Superfast upgrades with the Novitec Ferrari 812 N-Largo. The upgrades change the way the car looks and help improve performance as if the 812 Superfast was lacking in that department.

While we’d be hesitant to fuss with the 812 Superfast, we can say that the modified Prancing Horse looks pretty impressive with the Novitec body kit and forged wheels on it. The changes take the car from looking like a beautiful Ferrari GT car to looking like a serious racing car that just happens to be street legal. 

Designer Vittorio Strosek helped Novitec create the gorgeous widebody kit for the car. It offers F1-like aerodynamic features and changes the look of the car considerably. The kit is made of full carbon fiber, and it also adds a fixed rear wing to the car. The wheels you see on the car were developed specifically for Novitec and for this car in particular. They’re made through a partnership with wheel manufacturer Vossen. 

The wheels offer a staggered setup. The front wheels measure 21 inches and the rear come in at 22 inches. The concave design, and with five double spokes give the car a beautiful look. Novitec wraps those wheels with Pirelli P-Zero high-performance tires. The suspension also gets updates, including changes to the springs, ride height, and the addition of a front lift system that raises the front of the car at the touch of a button. 

Performance modifications for the engine include a new ECU mapping that boosts power to 829 hp. The 0-60 mph time should drop to 2.8 seconds. Novitec also recommends a special high-performance quad exhaust system. 

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Top Gear’s Matt LeBlanc Drives the Ferrari 812 Superfast

He Says the Superfast is Too Fast for the Road

How much horsepower and speed do we really need on the road? That’s a question Top Gear’s Matt LeBlanc essentially asks while driving the Ferrari 812 Superfast. He said the 789 hp machine doesn’t really make that great of a grand touring car because it has too much power and too much of a penchant for the racetrack. 

To be fair, he makes a good point. A good grand touring car should be fast and fun, but it should also be supremely comfortable and lovely to drive. While the 812 Superfast appears to check most of those boxes, according to LeBlanc, it’s too hopped-up and race-ready for you to drive comfortably.

The car keeps you on your toes, which is an appealing feature in many cases, but if you were on a long road trip, it’d be the last thing you’d want. Your nerves would be shot after only traveling for a portion of your journey. Of course, you could drive the 812 Superfast like a grandma, but that’s not what this car is about.

LeBlanc also takes the 812 Superfast to the racetrack to prove its prowess there. It’s a killer car, but it’s not truly designed for the racetrack either. That begs the question, where does it really belong? There’s no denying the 812 Superfast is one of the best Ferrari cars yet, but it brings up some fair questions about horsepower, speed, and the true purpose of the grand touring car.

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Novitec Ferrari 812 Superfast Revealed

The Ferrari 812 Superfast has been in the market for a little over a year now. It is a highly sought after car with long waiting times and rumours of a production run that is entirely sold out. Novitec have only recently managed to get their hands on one. The Novitec 812 Superfast has officially arrived!

What we have here is the first stage of Novitec’s performance packages. Normally there is a relatively subdued version of their V12 supercars which is followed by an insane N-Largo version with widebody elements and all sorts of additional aero. For their first attempt, Novitec’s kit is relatively simple, albeit, constructed to a very high quality.

Novitec offers a new front spoiler lip, surrounds for the central air intake. The rear gets a new spoiler lip and carbon fibre elements are added to the rear facia. At the side, there is a new side skirt and the hood gets two carbon air outlets with carbon surrounds for the side air outlets aft of the front fender wells. Finally, Novitec can also supply carbon fibre mirror caps for the finishing touch.

Novitec’s wheels are produced in cooperation with US wheel manufacturer Vossen. At the front they measure 10×21 inches, at the rear 12.5×22. The Novitec NF8 Directional and NF9 rims can be finished in any colour. For the suspension, Novitec offers sport springs calibrated to the production suspension, which lower the ride height of the front-engine sports car by about 35 millimetres. A front lift system does the opposite and raises the front by 40 millimetres.

Novitec normally offer a range of performance enhancements for the 812 Superfast. At present, Novitec plan to have performance enhancements on offer, however, there are no details on what these will entail. Novitec are still working on a package. What is available is a high-performance exhaust system with 110-millimeter tailpipes finished in stainless steel. The system can be ordered in Inconel should you wish.

As ever, Novitec can cater for any taste when it comes to interior appointments. Alcantara, leather and carbon fibre are no problem, it really depends on taste and the size of your wallet!

Ferrari 812 Superfast roadster on the way next year?

We’ll lay this rumor here as a marker and compare it to future events. In a thread on the Ferrari Chat forum anticipating the reveal of the Monza SP1 and SP2, Ferrari expert Marcel Massini stopped by a few weeks ago to write, “Just wait till the 812 S Spider comes out (with a folding roof similar to the Portofino).” We don’t know where Massini got his information, but he comes with credentials. The Swiss resident has been called “the world’s leading Ferrari historian,” documenting the Italian carmaker in books and articles for more than 35 years, and in 2014 he debunked the story of a 250 GTO for sale for $63 million because he knows where each of the 39 remaining GTO’s are parked.

If there’s an 812 Superfast convertible on the way, the question is whether it will be another severely limited edition. Ferrari has lately been at its most restrained with V12 series production convertible models. The most recent was the F60 America, based on the F12 Berlinetta. That model was for the U.S. only, and Ferrari built 10. Before that, Ferrari made 80 examples of the 599 SA Aperta; this is the company that built 209 of the LaFerrari Aperta. The Ferrari 575M Superamerica, the first Ferrari with an electric hardtop, got 559 examples, and the brand made 448 models of the 550 Barchetta Pininfarina in 2001. You need to go back to the 1973 365 GTS/4 for the next-most-recent droptop V12.

As for the roof mechanism, another forum member said he’d seen the car and the roof opens in the style of the mid-engined 488 Spider. On the Portofino, the entire rear decklid raises, the roof and backlight split in two, and a folding truss lays them upright in the trunk. The 488 roof also breaks in two, but it flips around hinges atop the B-pillar, resting upside down in a space above the engine. Mimicking the 488 for a front-engined GT would evoke the 575 Superamerica. That glass roof and backlight on that car were one piece that rotated around the B-pillar axis; when the roof was open, the underside of the roof was exposed. A bit of trivia: Leonardo Fioravanti designed the droptop 365 GTS and the roof mechanism for the 575 Superamerica.

Yet another forum member said he attempted to place a deposit on a convertible 812S, but his dealer didn’t know anything about the car, which isn’t surprising.

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Forum user gt_lusso wrote that the 812S Spider will come within 12 months. If that’s not enough hearsay for you, the same user said “a very reliable source” told him there’s a Portofino Coupe coming, that the 488’s successor will debut next year and get a twin-turbo V8 hybrid, not a V6, that Ferrari V6 models will comprise a new lineup under the V8 cars, and that more vintage-inspired designs are on the way.

Ferrari reveals limited-edition Monza SP1, SP2 sports cars in Italy

Ferrari has revealed a pair of retro-inspired new vehicles to loyal customers at a private event in Maranello, and thanks to Instagram user Ferrari Icona, we know what they look like, and can discern a few details.

The open-topped, limited-edition sportscars are the Monza SP1 and Monza SP2, a one-seater and two-seater done in the classic barchetta (Italian for “little boat”) style of lightweight open-topped or convertible two-seaters. Per Reuters, they’re part of a new segment dubbed “Icona,” inspired by past Ferraris like the 250 Testa Rossa and based on the 812 Superfast. That car, a souped-up replacement for the F12 Berlinetta, features a 6.5-liter V12 that makes 789 horsepower and 530 pound-feet of torque, though there’s no word on whether the engine specs for the new speedsters have received any upgrades.

Seating in both models is snug, with the driver and separate passenger compartments (the latter in the SP2 only) surrounded by carbon fiber, a console of controls to the right of the steering wheel, a yellow tachometer, racing seats and shoulder harnesses.

We last heard the SP1 name back in 2008, when it debuted as a one-off built for a wealthy Japanese Ferrari collector. Ferrari Icona, who is not affiliated with Ferrari but was at the reveal event, reports the cars both have lightweight aluminum chassis. We’ll have to wait for more details about the cars to emerge from Ferrari itself.

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Living up to its name | 2018 Ferrari 812 Superfast First Drive

What’s in a name? In the case of the Ferrari 812 Superfast, a numerical reference to its 800-(metric) horsepower, 12-cylinder engine and a not-so-subtle hint at its capability for extreme rates of travel. Only Ferrari, notorious for joyously naming its flagship “LaFerrari,” could get away with the moniker. But once you get past the super-obvious nomenclature, it becomes hard to argue with this on-the-nose model name.

If you’re lucky enough to have sampled the standard F12 and one of the 799 F12 TDFs offered to Ferrari’s most loyal clients, you’ve got a pretty good idea of the 812 Superfast’s personality, which involves a blend of the TDF’s edginess and the F12’s comfort and usability. Even within the rarified world of supercars, the 812’s athleticism is impressive despite its veil of approachability. More power, to the tune of 789 horsepower (versus the TDF’s 769) combined with weight loss of 132 pounds make it the highest-performance standard production model Ferrari in history. (For reference, the TDF trims an even more impressive 242 pounds, ditching niceties like sound insulation.) Along with mechanical and aerodynamic improvements, the elevated power-to-weight ratio enables it to hit 60 mph in 2.8 seconds and reach a top speed of 211 mph.

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The main attraction is, of course, the 6.5-liter V12, which boasts 75 percent new parts and undergoes a series of mods to raise its output while (thankfully) retaining its naturally aspirated soul. A stroked version of the F12’s 6.3-liter mill, the V12 features new pistons, new con-rods, a reinforced crankcase, and a trick new direct-fuel-injection system that runs at a staggering 5,076 psi. The system is capable of changing the shape of fuel droplets as they’re injected into the combustion chamber, adjusting for around-town drivability or balls-to-the-wall performance. A revised air intake system incorporates a new plenum and bigger air inlet with wider throttle valves for better breathing. Silver lining: CO2 emissions have been reduced thanks to the new injection system and reduced friction from new 5W50 engine oil.

Each of the seven-speed dual-clutch transmission’s gears has been shortened, which has the virtual effect of producing an extra 50 horsepower – as if the mighty V12 was wanting for oomph. Upshifts can now happen 30 percent quicker, and the engine’s ability to rev-match for downshifts occurs 40 percent faster. Aiding the 812’s performance are revised aerodynamic profiles via a panoply of vents, ducts, vortex generators, and diffusers. With the goal of reducing drag while maintaining downforce, airflow is manipulated via passive elements at the front diffusers and three active flaps at the rear.

The powertrain tweaks seem tiny compared to the big news in the chassis department: Ferrari’s first use of electric steering (EPS). What took so long in an era when performance brands like Porsche are now several generations into their EPS technology? Ferrari says it considered the tech for the 488 GTB, but it wasn’t dynamically satisfying enough to warrant production. With so many systems digitally interfacing in the 812 – from traction/stability control and magnetorheological dampers to the electronic differential – Ferrari says it was finally time for the steering to became part of that dialogue. “The steering system now has a seat at the vehicle dynamics table,” says lead Ferrari test driver Raffaele de Simone, which begs the inevitable question: Is the steering feel good enough to warrant the change? More on that later.

2018 Ferrari 812 Superfast

Unlike Ferrari’s famously purposeful mid-engine cockpits, the cabin of the front-engine 812 Superfast feels spacious and fairly airy, with good forward visibility. Inherited from the GTC4 Lusso is the so-called twin-cockpit feature, which adds an 8.8-inch touchscreen above the glove box displaying navigation, drive mode setting or instrumentation info. The system works well enough and can easily be switched off, leaving a dark panel surface that blends well with the leather-lined interior. But the hot seat is the one behind the prancing horse-clad steering wheel.

The central focus from the driver seat is a large yellow tachometer that sits dead ahead. The dial is a reassuring reminder of Ferrari’s performance intentions despite the 812’s distinct grand-touring elements – the front-engine configuration, the surprisingly roomy seats, and the refined infotainment system inherited from the Lusso that includes twin hi-resolution five-inch screens.

Bring the massive V12 to life via the steering wheel-mounted start button, and the 812 fires with a deliciously loud thrum. The titanium exhaust system is slightly quieter at lower rpms in Sport mode due to sound regulations, but in the Race setting the system opens up to the F12’s more raucous volume levels. Set the manettino to Sport, and the engine’s tremendously flexible powerband makes it easy to lope around town with minimal gearshifts. There’s incredible pull from low rpms thanks to the engine’s Mack Truck-like displacement and continuously variable intake, and with 80 percent of torque available from 3,500 rpm the run to max revs at 8,900 rpm is pin-you-to-your-seat giggle inducing.

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Up the ante by clicking the manettino to Race, and you’ll still get enough electronic intervention to keep you from kicking the tail out; I endured one well-mannered lap at Ferrari’s Fiorano test track before switching to the CT off setting, which enables tail-happy corner sliding with a safety net of stability control. This is hero mode at its finest: With so much power so easily accessed at your right foot, flawlessly executed power slides makes you feel like a certified drift master. The task requires more daring than ever because the 812’s four-wheel steering system adds stability at higher speeds; the act feels even riskier due to wider front tires that dig in more firmly, having grown from 255 mm to 275 mm (the rears remain at 315 mm).

While the 812’s power feels eminently manageable thanks to the naturally aspirated engine’s intuitive throttle response, it isn’t until ESC is switched off that the truly beastly nature of the car emerges. In what we’ll call Man-Up Mode, the 812’s personality shifts; the V12 responds without the politeness of electronic intervention, easily charging the vehicle ahead and even more easily sliding the tail out. More mechanical grip requires higher corner speeds to break the Pirellis’ grip loose; when that happens, quick countersteer is in order to keep the front end in tandem with the rear. Incidentally, Ferrari engineers say that during this state of oversteer, the electronic steering system is designed to slacken the steering in one direction, just like when the tires break loose with a hydraulic setup. The real-life feeling is appropriately realistic. Though the electronic steering feels slightly heavier and incrementally less lucid and transparent than the outgoing setup, the feedback is communicative enough not to raise significant red flags about its artificiality. There is, most certainly, a difference between old and new, but the difference is not strong enough to warrant storming the castles of technology, especially when they indeed have finally become a part of the vehicle’s ever-complicated electronics systems.

2018 Ferrari 812 Superfast

Having explored the 812’s limits on the track, the road becomes an appropriate place to dial back the drama and explore the grand-touring side of the car’s personality. That said, the V12 makes it all but impossible to switch on the Bose-powered stereo system, which is just as well. The mellifluous internal-combustion song is all but impossible to ignore, as is the addictive feeling of thrust as it sweeps the tachometer up toward its 8,900-rpm redline. Leave the gearbox in automatic, and shifts are remarkably smooth and well-timed. Hit a twisty road and click the manettino to Race, and the shift strategy is just as good as you’ll find on Porsche’s near-perfect PDK system, holding the revs in just the right range for strong-spirited driving. When switched to manual mode, the shifts get a tad less smooth, but the feeling of control is unparalleled; there’s virtually no lag between tactile input and cog swap, and a new feature enables the driver to hold down the left paddle during hard braking, which triggers multiple shotgun-quick downshifts. Neat.

In fact, “neat” just might be the operative word when piloting the 812 on twisty roads; despite its relatively lengthy 107-inch wheelbase and longish snout, the Ferrari manages to tackle switchbacks with zero drama. Ride quality is controlled and firm but never busy, and the so-called Bumpy Road setting offers a bit more compliance over the potholed bits. Even in the relatively restrictive Race mode, power is routed from the electronic differential to the road with seamless ease; no tire slip, no problem. And within the cabin, the mood is modulated because harnessing the engine’s immense power is far less stressful than you might expect, thanks to the intuitive feedback from the throttle, brakes, and steering.

If you could sum up the predominant mood following a day of driving the Ferrari 812 Superfast, it just might be a feeling of supreme satisfaction. With an endlessly smooth and powerful V12 under the hood, an accommodating cabin, and surprisingly agility, the 812 manages to achieve superlatives across a seemingly improbable spread of the performance/comfort scatter plot: It’s effortlessly quick, impressively athletic, and surprisingly comfortable. The only elements that seem to open themselves to criticism are abundance of slats and vents that break up the F12’s otherwise sculptural shape, and a bit more plastic trim on the interior than befits a $308,000 car. Apart from those quibbles, there really isn’t anything on the Ferrari 812 that isn’t super.

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Ferrari 812 Superfast: It looks like it sounds

Ferrari has been on a roll with its recent mid-cycle refreshes. Last year at the Geneva Motor Show, the prancing horse brand unveiled the significantly updated replacement for the FF and named it the GTC4 Lusso, reviving a name last used on the 1971-72 365 GTC4.

Now, at this year’s Geneva show, the Maranellites lifted the silk on a revised version of their omnipotent F12 Berlinetta and rechristened it the 812 Superfast, utilizing a suffixed moniker that originated in a proto-muscle car Enzo concocted back in 1957 when he stuffed a big V12 into a car originally meant for a smaller one and baptized it the 4.9 Superfast. At least the capitalization and compound wording in this honorific finally makes sense, giving respite to the Spell Check programs worldwide.

“The name Superfast belongs to the Ferrari history,” says Flavio Manzoni, head of the Ferrari Design Center. “When we finish a project, we always create a list of names and this one just seemed to fit.”

Ferraris have always, or almost always, been lovely objects to behold, but it still amazes us that a brand that so often nails its design language the first time around finds means and actualization for improvement when it comes time to spruce things up. We were obsessed with the appearance of the first FF, but the heart-stopping GTC4 Lusso wiped our memory of that hatchback like some process out of a Philip K. Dick story.

Similarly, this 812 Superfast obviates our Total Recall of its predecessor, and not just because the slightly larger naturally-aspirated V12 in its aquiline front makes nearly 60 more horsepower. The design is less encumbered that that of the F12, with smoother flow, fewer disruptive channels and voids, and additional streamlining that give the new car a more balanced profile and proportion. A thicker, and more sailing C-pillar in the back also raises the tail, providing an elegant and functional (Super)fastback design that echoes famed Ferraris of yore.

“Compared to its predecessor, we have made huge steps in performance, so it is necessary to develop very strong aerodynamic solutions or the car wouldn’t reach our objectives,” says Manzoni. “The rear reminds us of the Daytona, not because of the shape but because of the form. The cut volume at the tail is typical of many Ferraris of the Sixties, like the 250 Lusso, the 275 GTB4, the 288 GTO. And the return of the double taillight is typical of Ferrari as well.”

This car may represent the end of the line for Ferrari’s naturally-aspirated V12 engine as the sole powerplant of its front-engine grand touring and super sports cars, a tradition dating back to the founding of the road car brand 70 years ago this year. (An electric battery pack is expected to supplement the next-generation cars in 2020.) Electric power provides its own liberations and challenges for designers. How will this affect the appearance of future cars?

“If you consider that a Ferrari is always a form that follows a function, of course hybridization will have an impact on design,” says Manzoni. “A Ferrari must always be honest, have an aesthetic franknesss. The basic code of Ferrari is that it’s design is intrinsically connected to its essence.” He shrugs and smirks. “It is not possible to say how hybridization will produce different shapes. It will have to be a surprise.”

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The new Ferrari 812 Superfast has a 789-hp V12, is self-explanatory

You’re looking at the replacement for the F12 Berlinetta. Gorgeous, right? While in keeping with the recent styling success of Ferrari cars, this one bucks a trend. Unlike the last three updated models from Maranello – the GTC4 Lusso, California T, and 488 GTB – the 812 Superfast doesn’t use turbos. Instead, it continues with a naturally aspirated V12. A bigger, more powerful one.

And of course, this front-engine supercar GT will be super fast. The 812’s twelve-cylinder displaces 6.5 liters, up from the F12’s 6.3. Power stands at a round 800 CV, which translates to 789 horsepower, while torque is up to 530 pound-feet. For reference, the 6.3-liter in the F12 makes 731 hp and 508 lb-ft, while the F12 Tdf‘s massaged version puts out 769 hp and 520 lb-ft; the LaFerrari’s engine made 789 hp, which was boosted further with the addition of an electric motor. So this 6.5-liter is tied for the title of most powerful Ferrari road-car engine, and it makes this the most powerful front-engine Ferrari ever, which is neat. It’s supposed to reach 62 mph in 2.9 seconds and reach a top speed of 211 mph. Yep, super fast.

Max power is again made at a screaming 8,500 rpm and the torque peaks at 7,000. More displacement means more output, but Ferrari also switched to a higher-pressure fuel system and variable-geometry intakes to squeeze even more out of its big V12. The company’s seven-speed dual-clutch transmission gets its own gear ratios to handle the power in this application.

One big change is the car’s switch from hydraulic to electric power steering. It’s the first Ferrari road car to use EPS, and the company assures us just makes things better by working with the other chassis systems, like Side Slip Control. The 812 Superfast also gets the second version of Virtual Short Wheelbase, Ferrari’s name for rear-wheel steeriung.

Ferrari says the updated design is supposed to be reminiscent of the 365 GTB4 from 1969. We say it’s just plain pretty either way. There are active flaps at the front and some kind of new air bypass at the rear to improve downforce, and which sounds a lot like something out of Formula 1. The launch color seen here is the special Rosso Settanta, which is in celebration of the company’s 70th anniversary.

The interior has been updated a bit as well, with a reshaped dash top (featuring one fewer air vent) and new controls on the steering wheel. The optional display in front of the passenger, which can show your co-driver just how fast you’re going, appears to have been updated to a touch screen to give them their own set of controls.

The car makes its debut at this year’s Geneva Motor Show. This year marks the 70th anniversary of the marque. and we expect some sort of celebration at the show.

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