Road Test: Ferrari F12 Berlinetta

A complete road test of the new flagship of the Ferrari model range, the F12 Berlinetta.

Ferrari renews its V12 GTs on a 7 year product cycle, and the F12 was right on schedule on the brand’s booth at the 2012 Geneva autoshow. To improve on the 599 GTB it replaced, the marketing brief had to be ambitious. A seemingly impossible combination between world domination in terms of performance and, at the same time, exceed customers expectations in terms of every day usability. The new car had to be beautiful and distinctive, emotional at first sight. The verdict was immediate on this last point. As of March 5th 2012, it was clear that Ferrari and Pininfarina had penned another masterpiece.

In this Rosso Berlinetta livery, the F12 Berlinetta has fascinating visual presence. One of the two launch colors, it is a deep, slightly ruby red, rich but not vulgar. Certain lines remind me of the 550/575 Maranello. Pininfarina returned to a more horizontal waist line, while the 599 Fiorano signature was a wedged stroke, linking a low front and an elevated stern. The F12 is also more compact than the 599. Shorter by 47mm, the F12 is only 4.62m long. It has also shed 20mm in width and a massive 63 mm in height. The difference is striking, furthermore when the F12 is parked alongside the two previous models. The 599 almost looks like an intruder in this trio, and the modern features of the F12 brings bold contrast with the classic and contained styling of the Maranello. Where the Fiorano looked imposing in comparison with 550, the F12 looks compact and well proportioned.

Pininfarina has done outstanding work on the F12, both from an esthetic and functional standpoint. Design highlights include the Aero Bridges. Grooves dug in the bonnet run on either side of the V12 then dive on the flanks under these blades. It is difficult to assess the aerodynamic, but the styling feature is very distinctive. At the rear, Ferrari has adopted a “Kammtail” design, a sharp cut named after an german aerodynamics pioneer. Wunibald Kamm established that most of the air flow advantages of a water drop shape can be achieved by cutting the tail abruptly. On the tail, a fold runs from the circular lights and converges on a F1-styled fog light and the diffuser outlets.

The F12 design language walks a fine line between elegance and sheer aggression. The front fascia is dressed with the elongated headlight units of the 458 and FF, but they daytime lights are now L-shaped light pipes instead of rows of discrete LEDs. Surfaces and volumes are more dramatic than on the FF, but the grille is faithful to the traditional rectangular pattern common to Ferrari V12 GTs since decades. The Aero-Bridge grooves run on the flanks in a gentle climb to die on the rear haunches. The F12 has a hatchback, a first on front-engined V12 Ferraris. In spite of the absence of wings, Ferrari claims a 75% increase in downforce to 123kg at 200 km/h in comparison with the 599 GTB.

The interior design is also completely new. First of all, it is spacious, and that is a rare and precious feature on a super GT. The luggage capacity is an uncommonly large, with a roomy and accessible boot, a removable shelf system and the rear shelf with its trademark leather belts. The two optional luggage sets are eye-wateringly expensive, but the capacity is there, an invitation to Grand Touring. The dashboard design is built around the large instrument cluster. In the center, a surprisingly dark tachometer. The two adjacent LCD displays can display a plethora of technical or practical information. While it is easy to switch between the modes of the left screen, it is not recommended to try changing the setup of the right LCD while driving. Two control pods, located on either side of the steering wheel, allow control and navigation through the multiple functions available. All of the switchgear deserves a commendable mention for their quality. Every notch, every click is sharp and precise, delivering the feeling of precision and technology expected from such a product. The five circular vents are gorgeous cast alloy parts, and the numerous carbon inserts make the interior of this test car a very, very special place to be. The door trim, the dashboard inserts, the center console down to the carbon cup holder are all extra, expensive and well worth the money. The svelte and sculpted design of the optional Racing seats are an ideal match for such a sporty and luxurious interior. The standard seats (as seen in blue hide on the Grigio Aluminio car showcased at the 2012 Geneva Autoshow) would look out of place in my opinion.

The optional carbon LED steering wheel is a monument to the glory of automotive excellence. Grouping the now traditional Manettino, the Start button, the damping selector and all of the usual commands normally carried on articulated controls, the wheel is another embodiment of the technical feel Ferrari wants to give to its cars. Some may complain about being extracted from an entrenched routine, but the fact to the matter is that Ferrari’s approach is logical and functional, provided that you accept a short learning curve.

As we leave Zug, the first function my fingers look for is the soft damping setting called “Bumpy Road”. The standard suspension setting of the F12 is firm, and in most conditions met during our two day test, the softer set-up will feel more appropriate. We have an hour of freeway drive ahead of us to reach the heart of the Swiss alps, a perfect opportunity to get acquainted with the car. The driving position reminds me of the 599, with a low sitting position and a relatively high steering wheel, but the impression to be a small human in such a large car is gone. The dual-clutch gearbox is docile, the V12 purrs quietly at 3300 rpm, whisking us up a narrow valley in a relaxed 150 km/h cruise.

This powertrain is the latest evolution of the 65 degrees Ferrari V12. The 6262cm3 displacement remains unchanged from the FF, but it has been deeply reworked to optimize output at high revs. Peak torque is only increased by 7 Nm (690 Nm at the same 6000 rpm), but maximum power jumps from 660 to 740hp at 8250 t/min, a specific output of 118.2 hp/liter. This new V12 outshines the 6.0L unit of the 599 GTB Fiorano (608 Nm, 620 hp), with a significant torque advantage throughout the rev range. Ferrari also claims a weight reduction of 60kg in comparison with the 599. We were unable to corroborate the 1630kg kerb weight “with light weight options” on our faithful corner scales with this pre-series press car and accepted Ferrari’s request not to publish a figure that would not fully reflect production cars. The split between axles came in at 47.6% front and 52.4% rear, close to the 46/54% figure consigned on the official spec sheet.

With a theoretical power-to-weight ratio of 2.2kg/hp, abundant torque, this massive 740hp figure and repeated advice to approach the car with the greatest respect, it is difficult to resist the temptation of a few elasticity tests from 100 km/h on freeways. The result is remarkably … unimpressive. With the gearbox set in manual mode on the 7th ratio, the V12 pulls from 2000 rpm without complaint, but the torque on tap pales in comparison with turbocharged units.

By repeating the exercise in automatic mode, the F1-DCT box jumps from 7th to 4th gear with a slight pause, but without any whiplash effect, a sign of excellent control of clutch actuators. The shove is much more muscular, but still falls short of the kind of transformative experience I was expecting. “So that is 740 hp ?” is the conversation topic as we sneak our way through Canton Uri from north to south in a decidedly very comfortable interior. In such conditions, heading straight to the Mediterranean Sea would be a formality, but our destination is the high altitude winding roads and scenery of the Gotthard massif. On this week day, tourists are a rare sight, and the unseasonal weather of this ungrateful spring is the guarantee of sparse traffic.

In this alpine setting, the F12 is remarkably beautiful. Every angle is a testimony to the maturity of the Ferrari-Pininfarina partnership. The technical mastership required to integrate the technical challenges resulting from such a performance envelope in such a pure and elegant design is awe inspiring. The heritage of a 275 GTB or 365 GTB/4 is not a designer school exercise, it is intrinsic, genetic, blended with innovative accents. The 599 had its C-pillar winglets, the F12 has this meandering canyon flowing from front to rear, bonnet to doors. The surrounding alpine torrents which dug their way through rock over millenniums , the mountains carved by glaciers, everything in this environment provides the most fitting metaphors. Nature inspires man with is its relentless force. In this alpine theatre, the F12 is about to do just the same.

The southern side of the Gotthard pass seems ideal for a car of this class. Leaving aside the cobblestones of the Tremola and the snow patches that still cover it, we head for the section we had selected for this morning’s work. Safe turnouts, a robust acceleration from first gear, a couple of sweepers, a tight hairpin, a gallery. What I did not know is that I would enter into communion in this open air temple.

Driven hard, the F12 shows a completely different side. Pulling deep on the first, second and third gears, the acceleration is radical, impressive. The car does not squat as much as a 599 Fiorano would, but I have the distinct feeling that it settles very quickly on the rear axle, prompting a heightened awareness for the grip reserves under the rear wheels. With the manettino in Race mode and this tidal waves torque, I instinctively soften my inputs to avoid any surprise. Hard breaking, downshift to second, tight hairpin approached with caution and massive acceleration into the gallery. The V12 revs in an insane crescendo , the 5 LEDs on the steering wheel rim bringing welcome indication of the ideal shift points. I don’t want to hit the limiter, but I don’t want to leave a crumb of this feast. More than the sound amplitude, it is its richness and complexity which are the core of this incredible experience. Beauty has taken a savage and breathtaking form, the kind normally associated to great predators or extreme weather.

The Ferrari 458 had set – imposed ! – new benchmarks in terms of engine delivery. The F12 is in a league of its own, adding to ferocious acceleration and sensory overload a new dimension, both familiar and completely inaccessible. To associate road cars and Formula 1 is all too often a mix of clichés and platitudes. The F12 deserves it. I had never heard before a car reproduce with such fidelity and richness the acoustic signature of an F1 under full load. The ignition cycle of the 65 degree V12 provides a complex texture, doubled a couple of octaves higher by a strident wail. The acoustic engineers at Ferrari have signed a masterpiece, with particular attention to the balance between induction and exhaust noise. Two ducts link the V12’s lung – two enormous airboxes – with the interior, under an analog principle to Porsche’s system on the 991.

From the  outside, a F12 approaching reminds of the metallic staccato of a 599. Induction dominates until the car storms by and the exhausts add their contribution. From the driving seat,  the two sources combine in a stunning result, modulated with the right foot and the side windows. Windows up, amplitude is well judged, present but not as tiring as a 458 can be after a day of spirited driving. Lowering the driver window acts as a volume button, but also balances the spectrum, adding medium and treble. It then just takes a rock wall to play the role of acoustic mirror to reach dizzying heights. The manettino does not seem to have notable influence on the exhaust acoustics, the F12 does not suffer from the same binary modulation induced by the vacuum valves seen – heard actually – on so many GTs in the past fifteen years.

The twin clutch gearbox, butter smooth in the automatic mode selected by default at ignition, is an integral part of the experience. Parking, maneuvering, low speed evolutions are all handled with an ease and grace that sequential manuals from earlier generations never achieved.  Being picky, it does not totally match Porsche’s PDK2 in city driving, and I would also rank it slightly below the McLaren MP4-12C in this particular domain. Hickups are rare, but just slightly less rare than on these other cars. The shift logic in auto mode is soft and discrete, selecting tall gears whenever possible, but downshifts are prompt whenever the right ankle calls for a more decisive response.

As soon as the paddles are actuated, upshifts are slightly highlighted, underlined with a mechanical feedback that can only be intentional. Ferrari has not sought the transparence of some drive trains. Here, gear changes are felt as soon as the intention to drive has been manifested. Hard downshifts are a pure joy, whether you choose to handle them yourself, or in case of very hard breaking, to delegate them to the management system by holding the left paddle while focusing on your turn-in point.

The breaking system uses the new CCM3 carbon ceramic discs. The initial bite on the pedal is very sharp and takes a while to get used to to avoid jerking the car – and annoying your passenger. Ferrari has for the first time equipped one its GTs of dynamic cooling ducts. Closed in normal conditions to favor aerodynamics, flaps open in the lower front fascia in case of repeated intensive braking to let extra fresh air cool the calipers, and close once the car comes to a stop. A logo appears in the left LCD cluster to inform the driver. Ferrari claims also a 10m reduction in 200-0 km/h breaking distance. Ten meters that can make a massive difference in an emergency situation.

As with other Ferrari V12s, the steering box has a very direct ratio, which I appreciate for the economy of movement and speed of reaction it affords. Assistance is quite pronounced, and I found feedback a bit subdued, but fortunately not neutered. The aptitude of the F12 to metamorphose itself from comfortable GT to an animal on wheels is not the least of its qualities. So is its aptitude to handle much more precarious driving conditions. As we let adrenalin dilute in our blood stream and head for the northern side of the pass, an mountain storm pours on us, dousing the asphalt.

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.

With the F12 Berlinetta, Ferrari has achieved a new high. It completely outshines the  599 and redefines the Super-GT in every way. Easier and roomier than a 599, more docile thanks to its gearbox, it is also setting a new bar in terms of how engaging a sports car can – and must – be. It brings no less than a stark contrast over a predecessor which was already exhilarating to drive. It is impossible to find an equivalent that bridges the world of sheer driving enjoyment and every day usability. The customership is aware, as witnessed by the record registrations on the swiss market: no less than 100 cars were delivered in the first 6 months of 2013 in spite of a base price of CHF 326’500 (€ 271’786) and a long list of options. We knew it was an esthetic achievement. We discovered at its wheel an exceptional automobile.

Pricing and main options

Facing competition

Our sincere thanks to Ferrari Europe for the loan of this F12 and the team at Ferrari Sudan in Zug for their friendly support.

Photo Gallery: exterior

Photo Gallery: interior

Photo Gallery: dynamic

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