This is, after all, the direct heir to the 812 Superfast and F12 Berlinetta, a front-engined Grand Tourer that traces its DNA back to a time when Enzo himself was still charming royalty into buying road cars to bankroll his racing ambitions.
He once said, “The 12-cylinder will always be the original Ferrari.” This, then, is no derivation. It’s doctrine. But before you dismiss it as more of the same, let me stop you right there.
The New Classic
The formula is familiar; long bonnet, rear-driven, naturally aspirated V12. But this one’s brewed differently. It’s not just an apex predator on the autostrada, but a more considered, cultured animal.
Ferrari says the 12Cilindri offers a wider “bandwidth” where comfort and design play as large a role as outright savagery. That said, its looks might stir a debate or three.
Designed under the watchful eye of Flavio Manzoni, the 12Cilindri blends geometry with nostalgia. The horizontal blade-like nose is a cheeky nod to the Daytona 365 GTB/4, while the rear, with its delta-shaped glass, active aero flaps, and oblong exhausts, is… complex. If the front is Michelangelo, the rear’s a little bit Picasso.
But like many great Ferraris, photos don’t do it justice. In person, it exudes a kind of unapologetic confidence. And when the colossal front clamshell (or cofango, if you’re fancy) tilts forward to reveal that glorious V12, it’s more a Renaissance fresco.
Still Gloriously Unplugged
819bhp. 9,500rpm redline. 0-100km/h in 2.9 seconds. And no hybrid. No turbos. No electric afterthoughts. Just pure, mechanical theatre.
The V12 is largely inherited from the 812 Competizione, albeit with lighter pistons, titanium conrods, and an even livelier crankshaft. And despite all the emissions constraints Ferrari now has to dance around, it still sounds like thunder whispering through a cathedral.
Variable torque mapping ensures that even in third and fourth gear, the engine delivers a deep, satisfying shove without being needlessly brutish. And with 80 per cent of torque on tap from just 2,500rpm, it’s shockingly tractable.
At 90km/h in eighth gear, it’s barely ticking over at 1,600rpm. Silky smooth, like sipping wine on a Sunday afternoon.
The Chassis That Dances
Ferrari didn’t stop at the powerplant. The chassis is all-new, 15 per cent stiffer, and more recyclable than before thanks to fewer castings and clever metallurgy. The wheelbase is 20mm shorter than the 812’s, and NVH levels have been given the spa treatment. Even the A- and C-pillars are tougher now.
Aerodynamically, it’s a rolling masterclass. Vortex generators direct airflow, active flaps at the rear deploy at precisely the right moment (between 60 and 300km/h), and the underbody keeps things cool while generating downforce. All without needing a massive rear wing. This is a GT, remember?
Grace Under Pressure
From the moment you climb aboard, the 12Cilindri feels… different. Calmer. Less like an excitable greyhound, more like a panther pacing under control. It passes the all-important “first 50-metre test” with aplomb, unlike older Ferraris, which sometimes needed a firm hand and a prayer.
The nose stretches out towards another postal code, but the prominent front wings help you place it. And once up to speed, the car delivers uncanny composure. The magnetorheological dampers (read that twice) iron out road imperfections so well you’d think you were floating. Even on 21-inch wheels.
And When The Road Clears…
Flick the manettino into Race mode, and the 12Cilindri sharpens up like a knife on whetstone. The steering, which is less twitchy than before, comes alive with confidence. It’s not as manic as the F12tdf or 812 Comp, but it’s just as capable when you decide to play.
Behind the scenes, Ferrari’s latest suite of driving tech (Side Slip Control v8.0, Virtual Short Wheelbase 3.0, and active rear-wheel steering) work in harmony like an Formula 1 pit crew. The car pivots around you with uncanny grace, never overstepping unless you invite it to. The brake-by-wire system, featuring 398mm front and 360mm rear carbon-ceramic discs, offers brilliant modulation too.
Inside the Command Centre
The cockpit is typically Ferrari, equal parts spaceship and sculpture. You sit low, with just the right view out.
A new 15.6-inch display manages your essentials with crisp, lag-free graphics, controlled by a thumb pad that no longer requires a degree in aerospace engineering to master.
Apple CarPlay and Android Auto? Present. Sat-nav? Ferrari says you’ll use your phone anyway. A 10.2-inch central screen handles climate and media, while the passenger gets a dedicated display (which, oddly, is still a near S$7,000 option).
The seats are supportive, though lumbar adjust could be better. Ventilated massage seats are available for S$15,000. Picking those won’t grant you those nice carbon bucket seats.
There’s even thoughtful storage around the cabin, and a tinted panoramic roof is standard on the coupé. But if you prefer your twelve-cylinder opera al fresco, there’s a Spider variant available from day one.
Maranello’s Magnum Opus?
The Ferrari 12Cilindri is the Ferrari for those who understand that true luxury is measured not just in power or pace, but in restraint. In nuance. In the feeling that you’re driving a culmination of history, craftsmanship, and stubborn, glorious defiance of the hybrid tide.
It may not shout as loudly as the 812, but it sings with far more grace. It’s more usable, more comfortable, and more complete.
Yes, there will be a crazier, track-bred version eventually. There always is. But this? This is the V12 Ferrari you buy to chase sunsets.
And honestly? That might just be the most romantic thing about it.
Technical Specifications
Ferrari 12Cilindri
Engine: 6.5-Litre V12
Drivetrain: Rear-Wheel Drive
Power: 819 bhp
Torque: 678 Nm
Gearbox: 8-speed (A) F1 DCT
0-100km/h: 2.9 seconds (claimed)
Top Speed: 340 km/h
Fuel Tank Capacity: 92 Litres
Fuel Economy: Do you really need to know this?
Price: S$1,885,040 without COE (accurate at the time of this article)
Photo Credits: Sean Loo (@auto.driven)
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