2022 Ferrari 812 Competizione closes an era


If it seems like we’ve been saying goodbye often lately, it’s because we’ve done it. The Ferrari 812 Competition is not just the latest version of the F12 the one launched in 2012 will probably also be the latest addition Ferrari that’s not a hybrid Every prancing horse that follows will have a battery pack and an electric motor to aid acceleration, improve efficiency and reduce emissions. With the The Ferrari and the SF90, Ferrari has shown that it can integrate and optimize a hybrid system for performance, so we’re not too worried about the near-term future. But the 812 Competizione looks like the end of an era: the last glorious stand of the non-hybrid Ferrari with a V-12 engine.

The 6.5-liter V-12 under the hood of the new Ferrari 812 Competizione is an internal combustion exclamation point. Type ALL CAPS while spinning up to 9500 RPM. Chevy Corvette Z06 it doesn’t look that impressive.

Sure, at $ 601,570, the Competizione costs a lot more than a Z06, and the production of 500 coupes and 312 Competizione A models – the A stands for Aperta, or “open” in Italian – are all listed. What those very lucky buyers will get is an 819hp V-12 to finish all V-12s. To increase the red line 500 rpm above the 812 Superfast‘s already dizzying 9000 rpm limit, the Competizione engine gets titanium connecting rods, a lighter crankshaft, a new cylinder head with finger-follower-operated valves, and a diamond-like carbon coating on different surfaces to reduce l ‘friction. A redesigned oil reservoir handles lateral and longitudinal forces better and holds less viscous oil than other Ferrari V-12s, allowing a variable speed oil pump to move engine blood more efficiently and at a faster rate greater. Thinner oil is the equivalent of this machine that is under blood thinners. Nobody wants a lump.

If the 812 Superfast is the truth in the commercial, then the Competizione is super fast. Your mind struggles to process the experience because your senses can’t keep up. Power peaks of 9250 rpm in first and second gear occur so quickly that if you think about anything but pulling the lever. right gear, you will hit the rev limiter. Thoughtfully, Ferrari mounts shift lights to the top of the steering wheel to help draw the approaching red line. I’m your only hope of getting it right.

Even in the higher gears of the seven-speed dual-clutch automatic, the engine stubbornly and quickly pulls to the red line. Power delivery is exactly what you’d expect in a 12-cylinder car – smooth, linear and uninterrupted. From the outside, the sound is that of the combustion engine best hits album. Inside, the engine growls deeply and directly through the redesigned intake. Hold the accelerator and the straights shrink to zero, with braking zones arriving earlier than expected. The front brake calipers borrowed from the SF90 feature integrated cooling ducts to improve fade resistance and facilitate the removal of dedicated brake ducts.

To keep the competition grounded, Ferrari added a new rear diffuser and a revised rear spoiler profile. The most noticeable modification made to suit the air is the rear window, which is no longer a window. Instead of the rear glass, a lighter-than-glass panel with rib-shaped protrusions cuts off the airflow, helping to balance the downforce acting on the rear of the car. There is still an interior rear-view mirror, but it projects what the small camera mounted on the panel sees on the back.

Typical of Ferrari, the steering efforts are light. Quick in responding to every slightest movement, the nose moves with surprising agility that never seems daring or nervous. Even with a large V-12 up front, the Competizione manages to carry 49 percent of its weight on the nose (thanks, rear gearbox). Helping to keep this missile stable is a recalibrated rear wheel steering system. In addition to moving in response to steering inputs, the rear steering now acts without steering wheel input to stabilize the car or help mitigate understeer. Brakes hard in a straight line and the system will straighten the rear wheels to keep the car on line.On our few laps around the Ferrari test track, we didn’t exactly notice the system in play, but the Competizione is without any bad habits, and predictable handling generates the confidence to whip this ridiculously expensive and powerful car on a racetrack.

For the track, Ferrari offers a Michelin Pilot Sport Cup 2R tire option. The basic versions (if something so expensive can be called “base”) are fitted with Pirelli P Zero Corsa PZ4C. Tire width remains the same as Superfast – 275 / 35R-20 front and 315 / 35R-20 rear – but aggressive Michelins (and Corsa’s too) should improve Superfast’s 1.00g grip we measured on the skidpad rear in 2018. It takes some time to get used to those levels of grip – we didn’t ride on Pirelli – but also the power, the sound and the whole experience. There is joy in the challenge of testing the limits of the Competition and changing the steering wheel knob (manettino) From Race to C / T off, the setting that resets stability control and deactivates traction control.

A mix of tradition and technology, the Competizione proudly carries its V-12 to the front as if it were still the early 1960s. But every inch of the car has been optimized and pushed to the technological limits. The only thing left is to add an electric motor to the mix. And that’s probably what will happen with every Ferrari from here on out.

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