The only car manufacturer that continues to produce a non-hybrid, naturally aspirated V-12 engine is Ferrari—as expected.

Is Ferrari still Ferrari without the V-12? Since 1947, this engine configuration has been fundamental to the marque. Of course, Ferraris with exceptional V-8s are impressive too, and their latest hybrid, turbocharged V-6 produces as much horsepower as engines double its size. Nonetheless, nothing compares to the elegance or magic of a twelve-cylinder soundtrack.

Ferrari’s initial V-12 engine had a displacement of merely 1.5 liters, essentially a small unit fitted into Enzo’s inaugural vehicle, the 125S. Today, the Ferrari V-12 has evolved into a powerful artillery piece—a frenzied 6.5-liter engine housed beneath the hood of both the elevated Purosangue and Ferrari’s latest GT model.
12Cilindri
, here as a Spider.

If you missed it, “12 Cilindri” directly means “12 Cylinders.” This could seem like a result of lackluster marketing. However, Ferrari states it stands as a symbol, meant to honor the legendary engine configuration—a nod to their 78-year history with V12 powerplants. The 12Cilindri also pays respect to earlier models through various references; notably, its design echoes that of the 365 GTB/4 Daytona, arguably the most celebrated grand tourer ever made.

The 12Cilindri Spider shares similar underpinnings with its coupe counterpart. However, due to the inclusion of a retractable hardtop, it has an increased weight of 3,571 pounds—approximately 130 pounds more than the coupe—which requires some modifications to the suspension and aerodynamics. Unlike previous models, this vehicle hits the market simultaneously with its coupe version instead of launching much later. Although it features updated technology and engines derived from those found in the 812 Superfast, it boasts a shorter wheelbase along with bigger 21-inch wheels. Additionally, it isn’t positioned to address the gap in their model range that was previously filled by the 812.

Ever since the introduction of the 812, Ferrari has undergone significant changes. The V-12 grand tourer is no longer the marque’s pinnacle of performance. That role now belongs to the hybrid mid-engined models like the 296 and the ultra-powerful SF90 with one thousand horsepower. Meanwhile, the Roma, Purosangue, and F12 Berlinetta concentrate more on providing comfortable journeys on public roads instead of excelling at racetracks.

The $515,400 ($685,533 after options) 12Cylinder Spider comes with amenities that Enzo Ferrari might have found hard to fathom, such as a heated collar, massaging seats, automatic stop/start technology, and a manufacturer-backed seven-year service package. Could you picture Signor Ferrari endorsing an engine shut-off feature aimed at boosting fuel efficiency? It’s likely he would close the business in objection.

Pros: 9,500 RPM V-12 engine, Stunning appearance, A joy to drive, 9,500 RPM V-12 engine

Does that imply it’s soft and unexciting? Is it not comparable to a Ferrari then? With such an engine configuration, achieving this seems impossible. This powerplant builds upon the extremely powerful V-12 from the 812 Competizione, capable of spinning up to 9,500 RPM and generating 819 horsepower along with 500 lb-ft of torque. The vehicle keeps the distinctive finger-follower valve train found in the original model but introduces a novel software feature called Aspiration Torque Shaping (ATS) technology. ATS allows engineers to fine-tune the torque delivery specifically for gears three and four, ensuring relentless acceleration remains manageable yet exhilarating.

On the road, the 12Cilindri excels effortlessly. Set the Manettino drive mode selector to Sports mode, lower the roof, turn on the neck warmer, switch the eight-speed dual-clutch transmission to manual mode, and you have a genuine definition of a GT car. Many contemporary GT vehicles aim for isolation; they offer excessively plush rides coupled with extensive noise reduction aimed at prioritizing comfort over engagement. However, a proper GT vehicle ought to handle cruising highways yet still engage spirited driving on winding roads. While the 12Cilindri remains calm and silent amidst city traffic, once congestion clears up, it transforms into a precision-guided projectile ready to take on more dynamic routes.

Along these routes outside Lisbon, you’ll find all the contemporary Ferrari characteristics present. The steering responds rapidly, requiring your mind to adjust; meanwhile, the nose swiftly navigates towards each corner. Throttle response is well-balanced and gradual, starting subtly before smoothly escalating without abrupt jolts. Additionally, operating the brakes feels intuitive—there’s no necessity for delicate pressure to prevent sudden stops.

Many contemporary vehicles adjust these settings according to the selected driving mode, yet Ferrari chooses not to follow this approach. Instead, they keep the steering, accelerator, and engine mappings as well as the brake-by-wire system consistent across all modes. This consistency ensures that drivers won’t be caught off guard by the vehicle’s reaction to their primary controls, fostering reliability and confidence.

Rather than making major adjustments, the Manettino fine-tunes various elements by tweaking the configurations for gear shifts and differentials, opening up the exhaust system, and modifying the dampening as well as assistive technologies. It also alters the programming for the rear-wheel steering.

Drawbacks: Extremely Pricy, Somewhat Inaudible, Irritating Touch-Sensitive Inside Buttons

Although this isn’t a compact vehicle, the latest iteration of Ferrari’s rear-wheel steering system—known as Passo Corto Virtuale or ‘Virtual Short Wheelbase’—enhances its agility significantly; however, it can be quite unsettling initially. This rear-steering mechanism is rather assertive, causing the back end to seem almost wheel-driven when you’re still adjusting to it. Consequently, the car tends to rotate faster and more forcefully than one would typically anticipate.

The most exhilarating modes of the 12Cilindri revolve around racing. In C/T Off mode, the car adopts the racetrack configurations but disables traction control, enabling precise drifting through Ferrari’s advanced Side Slip Control system. Meanwhile, ESC Off pushes this even further by disabling all driving aids, a setting reserved for drivers who believe they can handle everything themselves.

Drive it on a rural route, and you hit the jackpot. The transmission executes gear changes decisively without compromising the vehicle’s equilibrium. The differential collaborates seamlessly with the sizable 315/35-R21 tyres to optimize power delivery out of corners. On well-paved surfaces, the suspension offers a composed yet controlled experience. Should the path turn into a rutted, uneven stretch, an option for harsh terrain adjusts accordingly.

This configuration was created during Michael Schumacher’s test runs on a rough track using the 430 Scuderia. The team adjusted it so that the most flexible damping setting would work alongside all other parameters for an assertive driving experience. In this instance, they merged the shock absorber tuning from Wet mode with all other elements of Race mode. This combination turns out to be quite ideal.

On a desolate, twisty stretch of road, this vehicle is truly delightful. The excellent sightlines past the lengthy bonnet to the front corners enhance visibility significantly. This, combined with the nimble steering at both ends, transforms the car into something akin to a rocket. The programming for the traction control (TC) and electronic stability control (ESC) is impressively calibrated; you’ll only notice their intervention when attempting aggressive maneuvers that challenge the car’s composure.

It’s simply delightful, though still rather subdued. Like every other manufacturer, Ferrari must adhere to increasingly strict regulations, which means emission filters and fuel-efficiency settings tend to mellow out the wild V-12 roar. The sound remains wonderfully prominent, but it truly emerges only when you push the car hard or happen upon a tunnel and let your inner child take over.

This is clearly a contemporary Ferrari, utilizing an abundance of advanced technology aimed at enhancing the driving experience. It excels greatly in achieving this objective.

Inside, it’s quite a contemporary Ferrari experience, which can sometimes be a double-edged sword. Over recent years, Ferrari has gradually eliminated most physical buttons within their cars, culminating in models like the Roma where virtually all controls have shifted to capacitive touch screens. The 12Cylinders adheres to this trend as well. When I mention “almost everything” being touch-capacitive, I really do mean almost every control element.

From the start/stop button on the steering wheel to the wing mirror controls, everything is designed with capacitive technology. Enhancements have been made to this system. The buttons on the steering wheel deactivate when not in use, eliminating unintentional presses which frequently occurred in the Roma model. Most non-capacitive functions now operate via touchscreen interfaces. Interestingly enough, despite these advancements, they’ve yet to implement capacitive functionality for the Manettino control—thankfully, it still exists as a traditional toggle switch.

The fact that Ferrari can still create a naturally aspirated V-12 sports car amid widespread adoption of engine downsizing, electrification, and forced induction across the industry underscores their ingenuity and technical prowess. The question remains whether Ferrari will manage to keep producing such cars sans hybrid technology. While they haven’t confirmed anything regarding potential hybrids for this model, it appears likely that incorporating some form of electric assistance might be necessary for the V-12 to endure much longer. For now, relish in what might just be one of the final iterations of these iconic vehicles.

Competitors

• Aston Martin DB12 Volante
• Bentley Continental GTC

Competitor Reviews

• The Aston Martin DB12 Performs Even More Impressively as a Convertible
• The 2025 Bentley Continental GT Speed Isn’t a W-12 Replacement. It’s Better

2025 Ferrari 12Cilindri Spider
Engine	6.5 Liter V-12
Output	819 Horsepower / 500 Pound-Feet Torque
Transmission	Eight-Speed Dual-Clutch
Drive Type	Rear-Wheel Drive
Speed 0-60 MPH	2.9 Seconds
Maximum speed	211 Miles Per Hour
Weight	3,571 Pounds
Efficiency	12 In Town / 19 On Highway / 14 Overall
Seating Capacity	2
Base Price	$515,400
As-Tested Price	$685,533
On Sale	Now