Ferrari’s 12Clindri Spider Is a Hulking Monument to Thrust

Maranello’s obsession with the 12-cylinder engine goes right back to the marque’s beginning in 1946, when the enterprising Enzo Ferrari ordered the brilliant Gioacchino Colombo to build a power plant for his first eponymous race car. The resulting 1.5-liter screamer eventually propelled the inaugural Ferrari to a win at the 1947 Grand Prix of Rome, setting in motion nearly eight decades of 12-cylinder production.

Of course, hybrids, turbos, V-6s and V-8s have since entered the fray. But the mighty V-12 remains a defining touchpoint for the brand—and perhaps the reason its latest iteration is celebrated with a model name that literally translates to “12 Cylinder” in Italian. A successor to the 812 Superfast, the so-called dodicicilindri—best mouthed with a voluptuous bounce of the tongue—counts larger-than-life flagships as its predecessors, among them the straked Testarossa and the 365 GTB/4 Daytona, whose nose is similarly styled.

This alfresco version brings minimal disruption to the coupé’s slinky silhouette, whose shapely snout is accentuated by the cabin’s surprisingly close proximity to the rear axle. The 12Cilindri Spider’s roofline becomes a bit more complicated than the coupé, especially toward the rear when the top is down, with twin buttresses adding a bit of jagged topography just aft of the seat headrests. The retractable hardtop can open or close in 14 seconds at speeds up to 28 mph.

The model variant’s 6.5-liter V-12 is a hulking monument to thrust, producing 819 hp and 500 ft lbs of torque. Wind it out all the way, and the titanium connecting rods will spin the engine at up to 9,500 rpm. The engine mates to an eight-speed dual-clutch transmission that shifts 30 percent quicker than that found in the 812 Superfast, which is a seven-speed setup. A number of technological tricks up this mill’s sleeve complement its stubbornly traditional cylinder count, among them a Formula 1–derived valvetrain and so-called Aspirated Torque Curving, which uses software to modify the length of the intake runners and produce greater torque in third and fourth gears for more perceived oomph. Ferrari claims the 12Cilindri Spider can accelerate from zero to 62 mph in 2.95 seconds and reach a top speed of more than 211 mph.

Countless other features squeeze maximum performance from the plus-sized power-train configuration, including Spider-specific bits like discreet active-aerodynamic elements that create downforce when needed, and a number of structural elements that make the droptop 132 pounds heavier than its sibling.

Climb inside the 12Cilindri Spider, and you’ll find a cabin that’s nearly as contemporary as the flush, planar surfaces that dominate the exterior. Gone are tangibles like the mechanically sweeping tachometer and the physical Engine Start button, replaced by a 15.6-inch instrument panel, a 10.25-inch central touchscreen, and an 8.8-inch screen along the passenger side of the dashboard. That’s quite a bit of digitalization for a car that proudly clings to such a traditionalist trope as a supernumerary cylinder count; even Ferrari’s new range-topping, $3.9 million F80 hybrid sports only six cylinders.

Haptic surfaces on the steering wheel are surrounded by an everything-and-the-kitchen-sink array of buttons and switches. As much as the Formula 1–inspired arrangement seems daunting to Ferrari newbies, one quickly acclimates to the cluster of controls; turn signals are right there at your thumbs, and audio-system dials are behind the wheel at your literal fingertips. While the haptic controls can be an annoyance, there is a feature that times out in 15 seconds and renders them inactive until a surface is pressed and held. Ferrari reps also reveal that another steering wheel will be offered down the line with more physical buttons.

Touch the illuminated Engine Start/Stop at the bottom of the wheel while pressing the brake pedal, and the V-12 whirs to life. At idle, the exhaust note is neither spine-tingling nor cabin-drowning, but the subtle tonalities become more prominent with the proper combination of drive-mode setting, speed, and engine rpm.

Vehicle dynamics are managed by an aluminum manetinno dial on the steering wheel that clicks into one of four settings, or if you’re feeling extra bold, a further spring-loaded mode that switches stability control off. In every mode leading up to Race, the 12Cilindri feels manageable, delivering buttery smooth power to the rear wheels without seemingly trying very hard. Leave the transmission in automatic mode, and gearshifts occur unnaturally early, which has the effect of cloaking the 12-cylinder’s power reserves, though 80 percent of its torque is available at only 2,500 rpm.

In Race mode, or with ESC Off, the 12Cilindri transforms into a palpably more stirring animal, despite niceties like massaging seats and neck-warming fans. Not only does an exhaust valve open to wake up the engine’s full voice, the long, silky power delivery is able to unfurl in a delicious crescendo of thrust and sound that peaks at 9,500 rpm. This is a remarkable achievement for any engine, let alone one displacing 6.5 liters and the requisite internal mass that must reciprocate at supersonic speeds.

Similarly noteworthy is the versatility of the suspension, whose adaptive settings enable it to feel supple when driven casually but taut at speed. The hallmarks of Ferrari steering remain—light, quick action at the wheel with excellent feel, yet with a bit more calmness and predictability in this application than its limited-edition predecessor, the 812 Competizione. However, the steering and handling are livelier than in the 812 Superfast thanks to a Competizione-derived rear-steering system. This latest iteration works in concert with the torque-vectoring system to aid agility, making the 12Cilindri feel like it corners better than it should despite its lengthy nose and biggish footprint.

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Cruising through Portugal’s coastal roads at mellow speeds makes the convertible feel sedate, the only clue to its elevated presence being the head-swiveling reactions from locals and the visceral joy it seems to bring to children. The other side of the 12Cilindri comes when the road opens with enough space to fully exploit the incredible range of the V-12: with the top down and the gas pedal depressed, there is seemingly nothing that can stop the flow of power between the quicksilver shifts. It’s during these urgent rushes of acceleration that the engine becomes more sonorous, a trait that’s unfortunately lacking at lower speeds. Top-down driving does allow incrementally more exhaust sound into the cabin, though not nearly as much as it does in Ferrari’s mid-engine models.

In the final analysis, the digitalization of the driver experience in the 12Cilindri Spider—the plethora of screens, the loss of physical touchpoints—is a small tradeoff for its adherence to a vanishing engine configuration. Regulations have limited the 12Cilindri’s sound output, which Ferrari engineers say are right at the legal limit, but more soulful solutions do exist in the aftermarket. Regardless, there are few automotive sensations as singular as dipping a V-12’s silky powerband at full tilt with the sun shining overhead, an experience that, for many, will continue to eclipse the inevitable march of progress.

Click here for more photos of the Ferrari 12Cilindri Spider.