• The Ferrari 12Cilindri,
Maranello’s new two-seater berlinetta powered by a mid-front-mounted,
naturally-aspirated V12, was launched today
• The Ferrari 12Cilindri is
the perfect embodiment of the Prancing Horse DNA, offering incomparable
performance and handling with sophisticated, sculptural design
• Aimed at connoisseurs of
the iconic V12 engine, the 830-cv Ferrari 12Cilindri is inspired by the Ferrari
Gran Turismo cars of the 1950s and ‘60s: race-bred driving thrills combined
with versatility
• The presentation took
place during an exclusive event at Miami Beach (Florida, USA)
Miami Beach (USA), 03 May
2024 – There has been a single leitmotif that has been thrilling Prancing Horse
enthusiasts since 1947: the naturally-aspirated, mid-front-mounted V12, the
very first Ferrari engine to roar its way through the factory gates in Maranello.
Unveiled today to public and media against the spectacular backdrop of Miami
Beach in celebration of the 70th anniversary of Ferrari’s arrival on the
American market, the Ferrari 12Cilindri is the natural evolution of the
company’s uncompromising powertrain philosophy, which over the decades has
continued to develop without ever straying from its original DNA and the
marque’s core values.
The Ferrari 12Cilindri is
inspired by the legendary Grand Tourers of the 1950s and ‘60s, embodying the
front-mounted Ferrari V12 two-seater mission with its effortless combination of
elegance, versatility, and performance. The car represents the latest evolution
in this bloodline and continues that unique legacy, elevating it towards new
standards in performance, comfort, and design. Its silhouette exudes sportiness
and class: simple yet harmonious lines feature an integrated active aerodynamic
device to guarantee peerless performance, a front-hinged bonnet that exalts the
view of the engine bay, and the two twin tailpipes that have become a signature
of Ferrari’s 12-cylinder cars.
The Ferrari 12Cilindri’s
engine is the latest development of the iconic V12 that laid the foundations
for the Maranello legend, in this version unleashing 830 cv and with maximum
revs rising to a heady 9500 rpm. The impressive power curve ensures 80% of total
torque is already available at just 2500 rpm, resulting in instantaneous
pick-up for maximum accelerator response and a feeling of never-ending power
all the way to the red line.
The Ferrari 12Cilindri’s
cockpit guarantees superb comfort for both driver and passenger, even on long
journeys: its feeling of airiness and space is heightened still further by a
glass roof, prestigious materials and a central display in addition to one for
the driver and a third ahead of the passenger.
The Ferrari 12Cilindri is
aimed at driving enthusiasts, but also at those who demand new standards of
performance, comfort and design: long-standing Ferraristi, loyal to the unique
emotions that only the Ferrari V12 can deliver, as well as new clients dreaming
of combining comfort and Italian design with exhilarating driving pleasure. The
Ferrari 12Cilindri is designed for connoisseurs with a very clear vision of
what Ferrari’s DNA has always been, truly making it a car for the few.
POWERTRAIN
The F140HD engine equipping
the Ferrari 12Cilindri 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 by adopting challenging and innovative solutions.
The engine features modified
components and software, some of which were already adopted on the special
series 812 Competizione, 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 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 manifold and the plenum
layout is now very compact: shortening the length of the tracts and optimising
the cam profiles allows power to be unleashed at high revs, while 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
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 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
delivering blistering performance and low fuel 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 in a closed loop, 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 constantly monitored by the engine control unit which
has a single and a multi-spark function. The ECU also controls combustion in
the chamber to ensure that the engine is always working in peak thermodynamic
efficiency conditions, using a sophisticated strategy that recognises the
octane rating of the fuel in the tank to avoid knocking.
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 fluidynamics 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 perfectly balanced, the intake tract was modified:
modifying 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, more full sound in the cabin in
all driving conditions, but especially in sportier situations.
The Ferrari 12Cilindri
sports the 8-speed DCT (Dual Clutch Transmission) that received such an
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 V12 berlinetta 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,
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, 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 echews 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 was to explore design languages only tangentially related to the car
world. The front has thus 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.
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’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’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 – in
black or carbon fibre – is characterised by the prominent diffuser keels over
which the body almost seems to float. This area also includes the sensors and
two twin tailpipes. The latter, comprising four elements altogether, also have
a completely new shape, with a metal surround to reduce the perception of their
size and create a more compact look.
COCKPIT
The design of the Ferrari
12Cilindri’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 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’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. It
is trimmed with luxury materials and also features a Y-shaped metal element
into which the iconic gate shift has been set.
On the Ferrari 12Cilindri,
quality of life on board was one of the main drivers for the development of the
bespoke interior’s features. A new generously-sized tinted glass roof has been
incorporated, which significantly improves the airiness of the cabin and thus
the feeling of space on board, ensuring optimum thermal efficiency in both
summer and winter. In terms of design, the darkened glass roof is perfectly
integrated into the upper part of the cabin, giving it an elegant and refined
appearance and creating continuity between the windscreen and the rear screen.
The Ferrari 12Cilindri
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 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 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’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 low drag position,
the flaps are flush with the bodywork so that the air runs over it
uninterupted, 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 generates maximum
downforce and guarantees that the car is aerodynamically balanced.
The underbody is designed to
maximise efficient vertical load generation, also by managing the airflow out
of the central radiators. The plan form 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, 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 was
designed to correctly channel air flows to retain 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 two 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 AND CHASSIS
The Ferrari 12Cilindri
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’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 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
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 – 48.4% front and 51.6% rear and the
car’s responsiveness also benefits from the 20-mm reduction in the wheelbase
compared to the 812 Superfast.
TYRES
The Ferrari 12Cilindri 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’s
all-aluminium chassis, featuring a 20-mm reduction in wheelbase compared to the
812 Superfast’s, 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 greenhouse topping the
new chassis guarantees superb NVH and safety performance in addition to clean
load lines which allowed stiffness to be improved without increasing weight
compared to previous Ferrari 12-cylinder applications. The result was an increase
of 15% in torsional rigidity compared to the 812 Superfast which ensures more
predictable dynamic behaviour, with consequent benefits for suspension
precision. Lastly, thanks to more extensive use of castings, the number of
extruded components requiring assembly has been significantly reduced, making
the assembly process more efficient.
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.