• The Ferrari 12Cilindri
Spider presented today is the marque’s new two-seater spider with a
mid-front-mounted- naturally-aspirated V12 engine
• The Ferrari 12Cilindri
Spider combines an unparalleled, thrilling driving experience with
sophisticated, modern design, and has been conceived for aficionados of this
very special engine configuration who also enjoy the appeal of open-air
motoring
• The concept behind the car
draws inspiration from open-topped Ferrari Gran Turismo models of the 1950s and
‘60s
• Delivering 830 cv, the
twelve cylinder naturally-aspirated engine offers a unique and sensational
driving experience
• The car was presented at
an exclusive event in Miami Beach (Florida, USA)
Miami Beach (USA), 03 May
2024 – Very few associations can exhilarate and delight like the union between
a naturally-aspirated V12 Ferrari engine and open-top motoring: the Ferrari
12Cilindri Spider, unveiled today at an exclusive event hosted at Miami Beach,
fuses these two very special sensations in a two-seater berlinetta spider
powered by Ferrari’s iconic twelve-cylinder engine. This iteration of the V12
delivers 830 cv and keeps revving right up to 9500 rpm, offering the driver and
passenger an even more exclusive open-air driving experience.
The concept giving shape to
the Ferrari 12Cilindri Spider draws inspiration from open-topped Ferrari Gran
Turismo models of the 1950s and ‘60s, which combined the unmatched performance
of a road-going racing car with the unique opportunity to revel in the sound of
the 12-cylinder engine with the roof down, and extraordinary long-distance
driving comfort. The design of the car makes a break from the recent canons of
the Ferrari two-seater berlinetta spider genre, eschewing muscularity and
sensuality in favour of a more futuristic language founded on formal purity
with only the barest hint of a typically automotive visual lexicon.
The Ferrari 12Cilindri
Spider is intended for both connoisseurs of the marque with a clear vision of
what Ferrari has stood for in the motoring world since 1947, and newer
Ferraristi who dream of a car that lets them combine unmatched driving thrills
with comfort and Italian design – and the possibility of enjoying the wind in
their hair. This truly is a car for the few.
POWERTRAIN
The F140HD engine equipping
the Ferrari 12Cilindri Spider is the new version of the iconic
naturally-aspirated Ferrari V12, the purest expression of Ferrari’s soul: its
peerless performance, powerful soundtrack and exclusivity make it the worthy
heir to the legendary berlinetta sports cars that wrote some of the most
glittering chapters in the marque’s history. The engine can unleash up to 830
cv while its max revs have been increased to 9500 rpm thanks to the adoption of
innovative solutions.
The engine features modified
components and software, some of which were already adopted on the open-top
special series 812 Competizione A, ensuring it tops its category in terms of
performance. To allow the V12 to rev so high, the engineers worked to reduce
the weight and inertia of the engine’s components, adopting titanium con rods,
which guarantee a saving of 40% in rotating mass compared to steel with the
same mechanical resistance. A different aluminium alloy was used for the
pistons, making them lighter than on previous applications. Further weight
reduction was gained by the adoption of a rebalanced crankshaft which is 3%
lighter.
The valvetrain with sliding
finger followers is derived from Ferrari’s unparalleled experience in Formula 1
and was developed specifically for the V12 with the aim of reducing mass and
availing of more high-performance valve lift profiles. The sliding finger
follower, which is steel with a Diamond-Like-Carbon (DLC) coating, transmits
the action of the cam to the valve using a hydraulic tappet as the pivot for
its movement. The use of DLC reduces the coefficient of friction at critical
points, significantly improving the mechanical efficiency of the engine.
Most of the modifications
focused on optimising torque delivery in all operating conditions. The result
is an engine with exhilaratingly smooth, seamless response, that delivers peak
power at the red line.
The layout of the manifold
and plenum is now more compact: shortening the length of the tracts and
optimising the cam profiles allows power to be unleashed at high revs. The
torque curve is optimised at all engine speeds by a system of variable geometry
inlet tracts which enables the length of the intake tract to be continuously
varied in relation to the firing intervals of the engine to maximise the
dynamic charge in the cylinder.
For the very first time on a
naturally-aspirated engine, an innovative software strategy was developed that
can modify the maximum torque available as a function of the gear selected.
This gives the driver the feeling of smooth, progressive pick-up as the
transmission ratio increases, another vital factor in making the driving
exhilaration delivered by the Ferrari 12Cilindri Spider truly unique.
A crescendo of never-ending
acceleration and power delivery has been a signature of all Ferrari V12s. Now
innovative Aspirated Torque Shaping (ATS) has allowed Maranello engineers to
sculpt the torque curve in third and fourth gears using sophisticated electronic
control that improves perception of the torque without impinging on
acceleration, all to the benefit of driving pleasure. The introduction of new
gear ratios furthermore
keeps acceleration levels high and allowed the engineers to define a new torque
curve shape for an aspirated engine.
Optimising the engine’s
mechanical efficiency and that of the lubrication circuit is critical to
reducing emissions and consumption. The calibration of the variable
displacement oil pump allows the oil to circulate throughout the entire engine
and then be recovered along with the vapours from the sump. A solenoid valve,
controlled by the engine ECU, is used to control the pump’s displacement in
terms of engine revs and pressure, delivering only the amount of oil required
and thereby simultaneously saving a significant amount of energy. The new
configuration of the oil tank and pump’s hydraulic circuit reduces losses to a
minimum and optimises functionality in all operating conditions.
The gasoline direct
injection system (GDI at 350 bar) comprises two petrol pumps and four rails
with pressure sensors that provide feedback to the pressure control system. The
electronic injectors can also control up to three injections per engine cycle.
The ignition system is managed by an ION control unit which has a single and a
multi-spark function. This unit also serves a knock monitoring and control
function, using a sophisticated strategy for recognising the quality (octane
rating) of the fuel in the tank to maximise the thermodynamic efficiency of the
engine.
The new exhaust system,
developed to allow the car to comply with the latest emissions requirements
(EU6E, China 6b and Bin 50), introduces a ceramic catalytic converter coupled
with a particulate filter. This is the most advanced emissions-reduction technology
available and involved lengthy calibration of the software strategies.
Sound is pivotal to marrying
the comfort, luxury and exhilarating driving emotions typical of a Ferrari V12:
to this end, every element of the intake and exhaust lines were optimised.
Equal-length exhaust tracts, the 6-in-1 manifold for every cylinder bank and
the innovative design of the central sections has resulted in Ferrari’s typical
V12 howl that comprises all of the noble combustion orders. The perfect
integration and calibration of high and low frequencies coming from the intake
and exhaust systems respectively also influence the engine’s timbre. The shape
of the ducts and the internal fluid dynamics of the silencer baffles have been
designed to reduce backpressure to a minimum thereby improving power delivery.
The geometry of the forms and curves of the exhaust system was also perfected
to guarantee the very purest notes of the signature Ferrari sound all the way
to the limiter.
To guarantee that the
soundtrack in the cabin is also perfectly balanced, the intake tract was
modified. Altering the position of the resonators also changed the pressure
waves resulting in a richer range, particularly in terms of the middle
frequencies. The result is a cleaner, fuller sound in all driving conditions,
and especially in sportier situations.
The Ferrari 12Cilindri
Spider sports the 8-speed DCT (Dual Clutch Transmission) that received such a
unanimously rapturous welcome on other cars in the range, starting with the
SF90 Stradale. Thanks in part to larger tyres on 21” rims, this solution delivers
5% shorter gear ratios in the lower gears and a 12% increase in torque at the
wheels compared to previous V12 applications, all to the benefit of
longitudinal performance
under acceleration and gear shifting times (30% faster than the previous
two-seat V12 applications).
Performance under
acceleration through the gears has been significantly improved and the
introduction of the 8th gear improves range in motorway driving. The
eight-speed DCT thus both improves efficiency and is more engaging in all
gears.
EXTERIOR
With the Ferrari 12Cilindri
Spider, Flavio Manzoni and the Ferrari Styling Centre design team set out to
radically transform the stylistic codes of Ferrari’s previous mid-front-engined
V12s. The car in fact marks a clear departure from the sculptural language that
characterised the 812 Competizione A, for example, instead favouring a more
sophisticated language that still retains the necessary formal design rigour to
achieve a sense of stylistic unity.
Clean lines dominate the
car’s geometry, underscoring the volumes that make up a seamlessly
interconnected whole. The ultra-clean flanks sweep back along the entire car
from a dihedral section. Although retaining a signature Ferrari sensuality, the
wings have been sculpted with extreme geometric precision: all the lines are
the result of intersections between the volumes and a more functional approach
to form has been taken that eschews nostalgia. The muscular rear wing is
imposing, yet also perfectly controlled geometrically. On the front wing, that
muscular tension extends slightly, coming to rest along the flank and further
accentuating the car’s monolithic aesthetic.
The sculpted bonnet is
extremely sleek and incorporates the front wings. Removing the cut lines from
the wings gives a smooth, uninterrupted surface to the muscularity of the
design, lending the entire bonnet a sense of ultra-clean fluidity, interrupted only
by two vents to cool the engine bay. One of the objectives of the Ferrari
12Cilindri Spider was to explore design languages only tangentially related to
the car world. The front has lost certain signature elements, such as the
elongated form of the headlights and the traditional grille shape, in favour of
geometries and intersections innate to the car’s design. The headlights are
integrated into a single wraparound band from which the DRLs emerge like
blades.
This car differs from the
Ferrari 12Cilindri in the boldly expressive character created by the two
buttresses at the rear, behind which an element with a black-screen effect is
set. The crease lines evident on the buttresses clearly echo the motif of the
flank, accentuating the expressiveness of the design of these elements. Set
into the flank is a ‘quarterlight’ in back-painted polycarbonate.
A similar approach has been
taken with the rear architecture: once again, rigour is the order of the day
with the shape obtained by the subtraction of volume. Consistent with the front
of the car the taillights are set into a blade that traverses the entire,
concave rear section and also provides what is possibly
the Ferrari 12Cilindri
Spider’s real signature theme, demonstrating once again how cleverly the
Ferrari Styling Centre’s designers are able to meld technical and functional
demands with beauty.
Instead of adopting a rear
spoiler, the designers have used two active flaps integrated with the rear
screen, creating a signature delta theme. The overall perception is of a
seamless whole, creating the idea of a very high-tech form. The development of this
concept allowed the designers to treat the Ferrari 12Cilindri Spider’s cabin in
a new way, tracing the frame of the surface in body colour to echo the rear
screen theme and integrate organically with the rest of the cabin which itself
is characterised by a black screen effect.
The tail section ends in a
very clean, monolithic volume in body colour as well. The lower section of the
tail - in black or in carbon fibre - features the prominent diffuser keels. The
body of the car appears to be suspended over this element, creating a floating
effect. This zone also hosts the sensors and two twin tailpipes. The four
tailpipes themselves also feature an all-new shape, with a metal surround to
reduce the perception of their size and create a more compact look.
INTERIOR
The design of the Ferrari
12Cilindri Spider’s interior sees it split into three different levels: the
first, dominated by the upper part of the dash, continues around to blend into
the door panel trim. Next is the central area while the third includes the
footwells and seats. Each level is clearly defined, heightening the
dual-cockpit effect through the colour and material combinations. These are
used to create either an elegant or sporty look for the seats and other
features. Ferrari’s signature luxury and performance are flanked on the Ferrari
12Cilindri Spider by a focus on environmental sustainability: extensive use has
been made of sustainable materials such as Alcantara© containing 65% recycled
polyester.
The interior style takes its
inspiration from the Prancing Horse’s dual-cockpit architecture. In recent
years, that layout was used for the Ferrari Roma and Roma Spider as well as the
Ferrari Purosangue. The Ferrari 12Cilindri Spider’s cabin has an almost
symmetrical structure comprising two modules for driver and passenger and
offering an astonishing standard of comfort and involvement in the driving
experience.
The dashboard extends
horizontally, a fact underscored by a clear separation between the trimmed
volumes in the upper section and the technical functions in the lower section.
The upper section features two distinct binnacles dedicated to the driver and passenger
instrumentation and to the climate control vents. A deftly elegant colour and
material change draws the eye to the two volumes separated by the body of the
dash, which seem almost to float, further enhancing the feeling of lightness in
this area.
The panels of the central
tunnel extend outward from the dashboard geometries as if they were almost an
extension of the latter. The trimmed area features a large sculptural gash
emphasised by contrasting materials. The armrest is in the trimmed area of the
tunnel and extends into the medallion
area, revealing contrasting
metallic edging that creates an elegant intersection between the volumes. The
side section of the tunnel itself has been scooped out, again recreating that
floating feeling. The structure of the tunnel is trimmed with exclusive
upholstery, and features a Y-shaped metal element into which the iconic shift
gate is set.
Unlike the Ferrari
12Cilindri, there is no rear bench as the rear zone of the cabin of the Ferrari
12Cilindri Spider is used to stow the retractable hard top. However, the
solution chosen for the roof system still leaves plenty of space in the cabin,
and the Ferrari 12Cilindri Spider is a versatile car suitable even for long
journeys.
The Ferrari 12Cilindri
Spider introduces a new Human Machine Interface (HMI) comprising three displays
that raise the Ferrari V12 berlinetta onboard experience to new heights. All of
the main functions can be controlled from the central 10.25” touchscreen
capacitive display within reach of both driver and passenger. This is flanked
by a 15.6” driver display showing all of the driving and vehicle dynamics
information. Lastly, the passenger is always completely involved in the driving
experience thanks to an 8.8” display that ensures they feel like a genuine
co-driver.
The car sports the
capacitive steering wheel seen on all of the latest models in the range
featuring the indented buttons for ease of use. This means that command
activations are more precise, instant and intuitive even in sporty driving
conditions. The Ferrari 12Cilindri Spider comes with Apple CarPlay® and Android
Auto®-based mobile connectivity systems as standard, both easily controlled
from the new central display. A wireless charging mat on the central tunnel (as
standard) makes phone charging simple too.
Available as an optional on
the Ferrari 12Cilindri Spider is the high-end audio system developed in
collaboration with Burmester®, comprising 15 loudspeakers and unleashing a
massive 1600 W for a genuinely unprecedented in-car experience at any volume and
any speed. The high frequencies are crystal clear and sparkling, thanks to Ring
Tweeter technology which minimises distortion. The powerful dual coil subwoofer
guarantees a wonderfully full, rich sound which, thanks to Ultraflat
Headliners, is all part of a 360-degree listening experience.
AERODYNAMICS
The main objective of the
Ferrari 12Cilindri Spider’s aerodynamics was to produce a sober, elegant car
without compromising on performance. The 25-mm nolder on the boot lid and the
active aero are the two signature elements of the tail section. The former
guarantees the recompression required to maintain the car’s aero efficiency
when drag is minimal while the flaps permit two different configurations, Low
Drag (LD) and High Downforce (HD) respectively.
In the LD position, the
flaps are flush with the bodywork so that the air runs over it uninterrupted,
making them invisible to the flow. This configuration is retained until a speed
of 60 km when downforce is not very relevant to the performance of the car,
something that is also the case over 300 km/h. In
between these two speeds,
however, downforce plays a central role and the spoilers’ movement depends on
the car’s longitudinal and lateral acceleration. In high downforce
configuration, the Ferrari 12Cilindri Spider generates maximum downforce and
guarantees that the car is aerodynamically balanced.
An internal aerodynamic
passage has been created in the trim ahead of the buttresses. Its purpose is to
enable the flow of air towards the rear of the car, facilitating recompression
behind the adjustable rear screen and reducing the amount of air recirculating
in the cockpit. The vertical profile on the outside of the aerodynamic passage
has the task of correctly directing the air towards the rear, to the benefit of
efficiency and flow stabilisation.
The underbody is designed to
maximise efficient vertical load generation, also by managing the airflow out
of the central radiators. The planform and profile of the louvres in the
central opening of the underbody minimise the impact of the hot air which is
not highly energised. Two louvres have been created in the low-pressure area
behind the front wheels which, by reducing overpressure inside the engine
compartment, increase the efficiency of the radiating masses, lowering drag and
increasing downforce generation.
As was the case with the 812
Competizione A, downforce on the front underbody is generated by three pairs of
vortex generators optimised in the wind tunnel. The front underbody also
contributes to brake cooling by delivering a flow of lower-temperature air from
the front splitter.
The central underbody has
been designed to correctly channel the air flows, retaining the available
energy all the way to the rear diffuser. To that end, the transmission tunnel
opening was reduced to balance the amount of air that would flow inside it. A
raised section ahead of the rear wheel shields the tyres and deflects the flow
towards the rear.
The rear underbody sports a
pair of vortex generators which are used to produce efficient downforce and
channel the flows towards the extractor. In line with Ferrari’s philosophy of
transferring innovations from the racing world to the road-going sports cars,
the engineers designed an air inlet near the outer edge of the rear fence to
provide ventilation for the silencer’s electronics.
COOLING LAYOUT
The heat dissipation
requirements of the engine and ancillaries demanded a redesign of the car’s
entire cooling system which resulted in front underbody evacuation being
optimised, with no fewer than seven openings in the front bumper. In
particular, the space between the longitudinal elements of the chassis houses
the engine coolant radiator and air-con circuit condenser, which are fed by the
central opening, while the oil radiator has been split into two separate
elements, lying ahead of the front wheels. The side air intakes are divided in
two: the outer part is designed to cool the engine oil radiator while the inner
one cools the brakes.
A generous brake cooling
duct is fed by two openings, one between the radiator intakes and the other on
the lower part of the front splitter. The entire system is integral to the oil
radiator intake to optimise the routing of the front brake intakes. The side
intakes are framed by an L-shaped element designed to maximise the amount of
air entering the opening whilst simultaneously correctly channelling the flow
along the car’s flanks.
The air in the engine bay
exits through two vents on the bonnet which reduce overpressure, improving
cooling efficiency. Thanks to the latter, there are fewer openings on the
underbody, thereby maximising efficient downforce generation. On the wing behind
the front wheels there is also a vent for the air from the wheelarch which
minimises overpressure on the underbody caused by the cooling duct for the
brakes and front diffusers.
VEHICLE DYNAMICS
The Ferrari 12Cilindri
Spider boasts the very state of the art in front-engined berlinetta dynamic
controls. The introduction of brake-by-wire allowed the latest innovations from
the range to be adopted, including ABS Evo that debuted on the 296 GTB and the
6D sensor that guarantees optimal precision to the Virtual Short Wheelbase
(PCV) 3.0 and Side Slip Control (SSC) 8.0 systems, together with reduced
braking distances and a more accurate repeatability of braking. The Aspirated
Torque Shaping, an entirely new control logic, also emphasises even further the
smoothly linear power delivery from the legendary naturally-aspirated engine,
thanks to electronic control.
The SSC 8.0, a new evolution
of the famous Ferrari control unit, allows the systems to talk to each other
using a shared language that calculates the optimal operating mode for each one
in order to maximise the car’s overall performance. The SSC 8.0 integrates the
Ferrari 12Cilindri Spider’s controllers and creates natural synergy with the
new ABS Evo.
The SSC 8.0 is Ferrari’s
proprietary system and has been optimised to further improve estimation
accuracy and learning speed (+10% compared to previous applications), as well
as control on very low grip surfaces. Grip estimation is flanked by the contribution
of the grip recognition logic: by using the information from the EPS CPU and
the side-slip angle estimated by the SSC 8.0, the Ferrari 12Cilindri Spider can
estimate the tyre-road grip level even when steering. Thanks to this approach,
the grip can also be estimated in normal use conditions and not just on the
limit, making it faster for the system to learn real grip levels.
The Ferrari 12Cilindri
Spider features the four-wheel independent steering (4WS) that debuted on the
special series 812 Competizione, which manages the movement of every wheel
independently to improve yaw management in cornering and responsiveness during
rapid direction changes. The rear-wheel steering has innovative mechanical
characteristics that significantly improve precision of control of the position
of each single actuator, giving faster axle response time and consequently
improved responsiveness through corners. Optimum handling is also ensured
thanks to a near-ideal
weight distribution – 47.8%
front and 52.2% rear – and the car’s responsiveness also benefits from the
20-mm reduction in the wheelbase compared to the 812 GTS.
TYRES
The Ferrari 12Cilindri
Spider can be fitted with Michelin Pilot Sport S5 or Goodyear Eagle F1
Supersport tyres, both of which were developed in a new size for the Maranello
company: 275/35ZR21 at the front and 315/35ZR21 at the rear. Development
benefited from physical and virtual sessions, the latter carried out through
simulator testing to reduce the number of physical prototypes and,
consequently, development times and cycles.
Performance has been
optimised thanks to the adoption of the latest technologies in terms of
compounds, tread design concepts and casing characteristics. Extensive testing
has led to improved performance, dry grip levels and balance, stability on the
limit and in the wet, as well as improved comfort and noise characteristics
both internally and externally, including a 10% reduction in rolling resistance
compared to the previous Ferrari front-engined V12 berlinetta applications.
CHASSIS
The Ferrari 12Cilindri
Spider’s all-aluminium chassis, featuring a 20-mm reduction in wheelbase
compared to the 812 GTS, is completely new: specific attention was focused on
the geometry of cast components such as the shock towers and A and C pillars,
to improve torsional rigidity whilst simultaneously reducing weight.
The result was an increase
of 15% in torsional rigidity compared to the past, which ensures more
predictable dynamic behaviour, with consequent benefits for suspension
precision. Thanks to more extensive use of castings, the number of extruded
components requiring assembly has been significantly reduced, making the
assembly process more efficient. Lightness was a key requisite throughout the
entire development of the chassis and body-in-white of the Ferrari 12Cilindri
Spider, which weighs just 60 kg more than the Ferrari 12Cilindri – a remarkably
small weight increase made possible by the innovative solutions developed
specifically for this car.
The body includes aluminium
reinforcement connections between the roll bar behind the occupants and the
B-pillar. This solution offered a significant saving in weight which, in turn,
allowed for a lower centre of gravity. Featuring a dual curvature above the
heads of the driver and passenger for greater headroom, improving both comfort
and versatility, the retractable hard top (RHT) takes just 14 seconds to open
or close, and can be operated at speeds up to 45 km/h. The kinematic system
moves with elegant harmony, while its simplicity, combined with the use of
aluminium, makes this a much lighter option than other solutions. Completing
the roof zone is a rear screen which can be electrically height-adjusted. This
feature offers occupants extraordinary levels of comfort in the cabin when
driving with the roof down, and even allows a normal conversation to be held at
speeds up to and beyond 200 km/h.
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: its introduction allows
a reduction in carbon
dioxide emissions of 146 kg
of CO2 for every car produced. Thanks to an extensive development phase, it was
possible to guarantee that the mechanical characteristics are the same as
non-recycled alloy, exploiting the slight differences in chemical composition.
For the validation of this new alloy, extensive testing was undertaken to
assess the static and dynamic behaviour of the components and ensure excellent
results in fatigue and crash tests.