Better by the Dozen – Ferrari’s newest celebration of its V12 lineage blends old-school cool with staggering performance. Ian McLaren was in the driver’s seat of the 12Cilindri!
Image: Peet Mocke
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Enzo Ferrari famously said, “The 12-cylinder will always be the original Ferrari”, with anything emerging from the firm’s stable thereafter deriving from this magic number. The heartbeat of the Maranello brand since Gioacchino Colombo presented his vision for a 1.5-litre 60-degree V12 engine to Ferrari himself in 1946, the number of noteworthy Rosso Corsa-coloured creations that have since been designed around a front-mid-mounted twelve-cylinder engine reads like an automotive honours list. Designed to pay homage to some of these legendary vehicles (including the 365 GTB/4 “Daytona”), while also acknowledging how endangered this type of powertrain technology is becoming, the replacement for the 812 Superfast is known simply as the 12Cilindri, or Dodici Cinildri, if you’re keen to add a layer of theatre that only the Italian language can offer.
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Finished in Bianco Artica, which highlights the Daytona-inspired nose treatment, while an initial walkaround of the 12Cilindri as it was positioned for this photoshoot revealed some “awkward” angles, bathed moments later in crisp early morning light, it’s impossible not to appreciate the considered, purposeful and yet unmistakably elegant stance of Ferrari’s latest grand tourer. Closer inspection reveals a more subtle approach to this car’s aerodynamics compared with the nevertheless beautifully crafted intricacies of the Purosangue and 296 GTB’s designs. Only activated on the move, the outer panels of the 12Cilindri’s rear haunches lift to offer improved braking and cornering stability.
Image: Peet Mocke
Seldom does a car brand encourage owners to glance below the bonnet of their multi-million Rand purchase, yet the action of raising the front-mounted clamshell hood on the 12Cinidri could surely be included in the curriculum of many art schools. If the sight of the testa rossa (redhead) engine cover installed behind the front axle isn’t spectacular enough, the decision to mould this engine bay around, rather than covering, the front tyres as a reminder of this brand’s legacy in open-wheel racing is inspired.
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With 275/35 ZR21 tyres up front and 315/35 ZR21 items at the rear, while our car was fitted with Michelin Pilot Sport S5 footwear, this is the first time since the F50 in 1995 that a Ferrari is also available with bespoke Goodyear rubber. Designed around an all-new aluminium chassis that offers 15% more torsional rigidity than before, the 12Cilindri’s 4 733 mm profile features a lower centre of gravity and a 20 mm shorter wheelbase compared with the 812. Together with an innovative rear-wheel steering setup that operates each wheel individually (thus artificially manipulating the wheelbase length), in real-world terms, this translates to a package that, from the driver’s seat, feels far nimbler and compact than its exterior dimensions suggest.
And yet, despite the welcome ability to place the nose via clear sight of the car’s tall wheel arches, it’s clear from the outset that the mandate of this vehicle is to deliver best-of-both-worlds usability – precise when it needs to be, but also able to comfortably cover long distances. This has been achieved via relatively lightweight, yet impressively accurate steering, the adoption of a brake-by-wire setup that delivers a progressive and confidence-inspiring pedal feel, the standard inclusion of adaptive air suspension with a now-familiar “bumpy road” setting, and, of course, that naturally aspirated V12 powertrain.
A member of the brand’s F140 family of 65-degree twelve-cylinder engines introduced with the Enzo, in its latest iteration, all the signs indicate Ferrari’s engineers spent lots of time establishing an ideal balance between ensuring emissions regulations were met and delivering one of the most engaging driving experiences available. Inspired by the engine fitted to the 812 Competizione, to achieve the kind of mass reduction required to deliver a 9 500 r/min redline, the F140 HD unit features new 40% lighter titanium conrods, 2% lighter aluminium alloy pistons and a 3% lighter crankshaft than before. Also introduced is a more compact intake manifold and lighter, sliding-finger type valve actuators. Together with a more complex catalytic converter and particulate filter setups, although torque is down slightly compared with the 812, engineers have sought to make the V12 “experience” more engaging by ensuring up to 80% of the 678 N.m of torque is available from just 2 500 r/min. A new variable valve timing setup and a patented Active Torque Shaping (ATS) system that aims to remove “imperfections” on the engine’s torque curve in third and fourth gears combine with a concerted effort to direct more of the twelve-cylinder powertrain’s exhaust note into the cabin than before.
At the heart of the newfound levels of driver engagement unlocked by this 610 kW naturally aspirated V12 powertrain is the excellent workings of its 8-speed dual-clutch transmission. Operated via gorgeous-to-the-touch paddles mounted to the steering column – and directed in this car by a series of F1-inspired steering-wheel-mounted shift lights – each shift, left or right, is met with a level of drama, whether it be the slight rev that announces each downshift, or the “lash” of an upshift that is now 30% faster than in the 812.
Image: Peet Mocke
While I love the look and feel of Ferrari’s modern manettino switch for dialling between available driving modes, I hope rumours that this Italian brand will move away from the current haptic-type menu buttons are accurate. Regarding convenience, the cabin of the 12Cilindri offers a good number of storage options, and the workings of its 10.25-inch infotainment display are improved once a smartphone has been connected.
If throughout my drive the exhaust note remained slightly more muted than I anticipated, on reflection, I think this complements the 12Cilindri’s character. Complete with impressively comfortable seating and usable luggage space, there’s a level of sophistication woven into the fabric of this flagship Ferrari that runs the risk of being tainted by an over-emphasised soundtrack.
Image: Peet Mocke
Boasting a claimed 0-100 km/h sprint time of just 2.9 seconds, while the 12Cilindri has more than enough pace to carry the mantle from the likes of the 599 GTB, F12berlinetta, and 812 Superfast, I get the sense via this car’s styling, ride refinement, soundtrack and convincing dual personality that Ferrari looked to its older creations, the likes of the 250 GT and, indeed, the Daytona, for more than just styling inspiration for its newest celebration of the V12.
My last two drives of Maranello products, in the raised ride height Purosague and hybrid-powered 296 GTB, were impressive for what this proud Italian brand has achieved while monitoring automotive trends. The Dodici Cilindri feels like a timely reminder of what made Ferrari so special to begin with.
Find the full feature in the June 2025 issue of CAR Magazine.
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