Manettino set in Wet mode, the handling of the F12 becomes surprisingly benign. Even when I tickle the V12 at the exit of hairpins, torque is elegantly regulated, preventing any drama in the rear axle department. As soon as the car is in line, traction allows a pretty fierce acceleration. On a wet road, this 740hp supercar could (almost) be given to anyone to drive. Almost because, in spite of the sense of security procured by the electronics, the laws of physics still apply in cornering and breaking. The integration of the electronic differential, traction control, stability control and suspension system have without doubt allowed Ferrari to adopt an aggressive set-up – we will get back to this later – but the car is relaxing and idiot-proof when the electronics are free to intervene.

The long sweepers of the Oberalp pass are still dry. Driven with a spirited but flowing style, the F12 reigns supreme, effortless and involving. This is the essence of Super Grand Turismo, an agile yet neutral handling, a perfect blend between luxury and the raw feeling of a high performance powertrain. I would bet that the F12 will mostly be enjoyed by customers in these conditions, and it simply excels. Seeing this car evolve in such a scenery is a treat, the V12 can be heard well before the car is in sight, and the presence of the car makes it quite a sight. We head back to base for the night,  consign our impressions around another fine Italian product – a 2004 bottle of Sassicaia – and finalize our plan for the next day.

In any circumstances, tapping into the potential of such a car on open roads would require the highest degree of caution. With the new swiss legal framework, there is an added risk which can only be circumvented by seeking refuse outside of open roads. Short of racetrack, we opted for a military airport. Free of any police-related concerns, the F12 is striking. Accelerations from standstill to sixth gear – we could not quite get to seventh – are not only impressive but totally addictive, the gearbox slamming upshifts and downshifts with mastery. The launch control system is very effective, closing the clutch at around 2000 rpm to avoid excessive wheel spin then short shifting to second as soon as possible. Breaking is just as impressive, relentless in conditions which are quite severe. The temperature monitor in the left LCD cluster will never hint at any overheating, the active braking duct system simply doing its thing when deemed necessary.

In addition to being ideal playground for straight line pace, our strip provides also good conditions to explore handling at the limit. In ESC Off mode, a medium speed slalom reveals very sharp dynamics, with more front end bite than I expected and a surprisingly lively rear axle. The car that was so predictable, progressive and forgiving in Wet, Sport or Race setting has become demanding and unforgiving now that there is nothing left between me and this chassis. A sharp steering input can unsettle the rear, and a whiff of throttle input demands a quick opposite lock reaction and regulation of the throttle. There are no abrupt transitions between under and oversteer. Instead, the balance morphs from neutral to very tail happy. I am deeply impressed, so good is the integration of electronics and mechanics. The best of both worlds, a safe and accessible car built on a very agile chassis.  Body roll is contained as long as you leave the damper setting on the stiffer, default mode.