This challenge is made all the tougher when the task at hand involves designing a new 12-cylinder engine, the power unit that hailed the start of the glorious Prancing Horse story 70 years ago in 1947.
On this occasion, intensive research and development focused on exploiting Ferrari’s wealth of track-derived engineering know-how has produced the 812 Superfast, designed to offer its drivers both benchmark performance across the board and the most riveting and rewarding driving experience possible.
With its output boosted to 800 cv, 60 more than the F12berlinetta, the 812 Superfast is the most powerful and fastest road-going Ferrari ever built (with the exception, of course, of the rear-engined special limited-series 12-cylinders). The 812 Superfast thus ushers in a new era in Ferrari 12-cylinder history, and, in doing so, builds on the invaluable legacies of the F12berlinetta and F12tdf.
To make full use of that huge power and to guarantee perfect weight distribution, the car exploits a highly evolved transaxle architecture that couples a front-mounted engine with a rear-mounted transmission.
It is also the first Ferrari equipped with EPS (Electric Power Steering).
NOTE: The values of fuel consumptions and CO2 emissions shown were determined according to the European Regulation (EC) 715/2007 in the version applicable at the time of type approval
The fuel consumption and CO2 emission figures refer to the NEDC cycle and to the vehicle set-up with the HELE system.
In order to be placed on the market, passenger cars carry out a series of tests to verify their compliance with regulations. The tests to assess fuel consumption, CO2 and pollutant emissions are carried out in the laboratory and are based on specific driving cycles. In this way, the tests are reproducible and the results comparable. This is important because only a laboratory test, which follows a standardized and repeatable procedure, allows consumers to compare different car models.
On 1 September 2017, the new Worldwide harmonised Light-duty vehicle Test Procedure (WLTP) came into force in Europe and will gradually replace the New European Driving Cycle (NEDC) protocol.
NEDC (New European Driving Cycle): it has been the European driving cycle used so far for the measurement of fuel consumption and emissions from passenger cars and light commercial vehicles. The first European driving cycle came into force in 1970 and referred to an urban route. In 1992 it was also considered to have an extra-urban phase and since 1997 it has been used for measuring consumption and CO2 emissions. However, the composition of this cycle is no longer consistent with current driving styles and distances travelled on different types of roads. The average speed of the NEDC is only 34 km/h, accelerations are low and the maximum speed is just 120 km/h.
WLTP procedure: WLTP uses new Worldwide harmonised Light-duty vehicle Test Cycles (WLTC) to measure fuel consumption, CO2 and pollutant emissions from passenger cars and light commercial vehicles. The new protocol aims to provide customers with more realistic data, better reflecting the daily use of the vehicle.
The new WLTP procedure is characterized by a more dynamic driving profile with more significant acceleration. The maximum speed increases from 120 to 131.3 km/h, the average speed is 46.5 km/h and the total cycle time is 30 minutes, 10 minutes more than the previous NEDC. The distance travelled doubles from 11 to 23.25 kilometers. The WLTP test consists of four parts depending on the maximum speed: Low (up to 56.5 km/h), Medium (up to 76.6 km/h), High (up to 97.4 km/h), Extra-high (up to 131.3 km/h). These parts of the cycle simulate urban and suburban driving and driving on extra-urban roads and motorways. The procedure also takes into account all vehicle’s optional contents that affect aerodynamics, rolling resistance and vehicle mass, resulting in a CO2 value that reflects the characteristics of the single vehicle.
Comparison NEDC vs WLTP
|Cycle time||20 minutes||30 minutes|
|Distance||11 km||23,25 km|
|Maximum speed||120 km/h||131,3 km/h|
|Average speed||34 km/h||46,5 km/h|
|Driving phases||2 phases||4 more dynamic phases|
|Influence of optional equipment||Not considered||Additional features (which can differ per car) are taken into account|
|Gear shifts||Fixed gear shift points||Different gear shift points for each vehicle|
The WLTP procedure will gradually replace the NEDC procedure. The WLTP applies to new passenger car models from 1 September 2017, to all passenger cars registered from 1 September 2018 and is mandatory for all EU Member States.
Until the end of 2020, both fuel consumption and CO2 emission values in WLTP and NEDC will be present in the vehicle documents. Indeed, NEDC values will be used to assess the average CO2 emissions of cars registered in the EU throughout 2020. In addition, some countries may continue to use the NEDC data for fiscal purposes. From 2021 onwards, WLTP data will be the only consumption/CO2 emissions values for all cars. Used vehicles will not be affected by this step and will maintain their certified NEDC values.
Road consumption and emissions of passenger cars
The new WLTP test procedure is more representative of current driving conditions than the NEDC procedure, but it cannot take into account all possible cases including the effect of the driving style that is specific to each individual driver.
Therefore, there will still be a difference between emissions and consumption measured in the laboratory and those resulting from the use of the vehicle in the real world, and the extent of this difference will depend on factors such as driving behavior, the use of on-board systems (e. g. air conditioning), traffic and weather conditions that are characteristic of each geographical area and each driver.
For this reason, only a standardized laboratory test allows to obtain values with which it is possible to compare vehicles and different models in a fair way.
What changes for customers
The new WLTP procedure will provide a more realistic criterion for comparing the fuel consumption and CO2 emission values of different vehicle models as it has been designed to better reflect real driving behavior and take into account the specific technical characteristics of the individual model and version, including optional equipment.
Designed by the Ferrari Styling Centre, the new 812 Superfast redefines the formal language of front-engined V12 Ferrari proportions without altering either its exterior dimensions or interior space and comfort.
The cabin has been radically redesigned to imbue it with an even sportier character. Light, compact volumes hug the contours of the interior structures to the extent that the latter are visible in certain areas.
These ultra-taut surfaces are deliberately layered and broken up to create voids with the result that the main elements seem to float. The overall effect is of both thoroughbred racing eagerness and lean elegance that never feels overstated.
The horizontal dash loops stylishly around the central air vents for a sophisticated, sculptural, yet supremely stylish look that is also a nod to the LaFerrari’s cockpit.
The seats follow a diapason design language and exploit that expansiveness to create an interplay of solids and voids that lend character to the seat and backrest. The seats differ from and contrast with the rest of the interior surfaces, thanks to their perforated leather trim which adds a sporty touch to the new styling.
The steering wheel and its commands, the satellite pods on either side of it and the interplay of volumes and contrasting materials, combine to create an extreme cockpit in which all of the various elements are angled towards the all-important driver, around whom the volumes curve to highlight his role.
Seen in silhouette, the 812 Superfast has a fastback sleekness: a two-box design with a high tail reminiscent of the glorious 365 GTB4 (Daytona) of 1969, visually lowering an aggressive rear spoiler designed to guarantee downforce.
The draped design of the flanks visually shortens the tail and is characterised by sharply slanted crease lines and impressively muscular wheelarches that imbue the 812 Superfast with the power and aggression.
The 812 Superfast’s sumptuously sculptural, three-dimensional flanks are characterised by a striking vent behind the front wheels designed to suck high-pressure air from the wheelarches and then channel it along the doors.
Four round tail-lights inspired by Ferrari tradition emphasise a design crafted around horizontal lines and give the 812 Superfast a broad, imposing stance, visually lowering both spoiler and the very compact cabin without, however, sacrificing its space or that of the boot.
RECORD POWER OUTPUT OF 800 CV AT 8,500 RPM
MAXIMUM TORQUE IS 718 NM @ 7,000 RPM
At the development stage, Ferrari’s engineers set themselves the goal of exceeding the specific power output of the F12berlinetta’s V12.
To do so, they decided to focus their efforts principally on optimising the intake system and combustion efficiency to fully exploit the increase in the engine’s displacement from 6.2 to 6.5 litres.
These aspects increased the maximum amount of air that could be drawn into the engine (and thus its power output) thereby boosting its efficiency.
The development process resulted in a maximum power output of 800 cv at 8,500 rpm, a new benchmark for the Ferrari range, in addition to a specific power output of 123 cv/l, a completely unprecedented figure for an engine front-mounted in a production car.
Maximum torque is 718 Nm @ 7,000 rpm - a completely unprecedented achievement for a naturally-aspirated Ferrari production engine. A significant 80% of that maximum torque is available at just 3,500 rpm, improving both flexibility and pick-up at lower revs.
The shape of the power curve, which rises constantly all the way to the maximum revs of 8,500 rpm, and the rapidity with which engine speed increases, thanks to low inertia, give occupants the feeling of boundless power and acceleration.
EXCEPTIONALLY HIGH AERODYNAMIC EFFICIENCYRead more
The 812 Superfast’s aero design is part of Ferrari’s ongoing commitment to continually improving performance with each new model, both in terms of speed and augmented vehicle dynamics for a more exhilarating driving experience.
The development guidelines aimed to achieve exceptionally high aerodynamic efficiency figures through boosting of the downforce that influences a car’s stability without increasing drag as the latter would negatively impact fuel consumption and maximum speed.
The aerodynamic coefficient values delivered by the 812 Superfast are a significant improvement on those of the F12berlinetta.
Mobile aero solutions, whether mechanically activated (active mobile aerodynamics) or activated by the pressure of the air itself (passive mobile aerodynamics), guarantee very low drag values.
To the side of the air intakes for engine and brake cooling, is a turning vane on the front bumper which is designed to channel air flows striking the front of car to ensure they hug its flanks, thereby reducing the width of the car’s wake. This in turn appreciably reduces overall drag. A spoiler on tail of the car generates rear downforce.
Three pairs of curved dams were adopted on the underbody and are responsible for 30% of the increase in downforce compared to the F12berlinetta, as already achieved on the special series F12tdf.
FIRST FERRARI WITH ELECTRIC POWER STEERINGRead more
The 812 Superfast is the first Ferrari to introduce Electric Power Steering (EPS) which, in line with Ferrari tradition, is used to fully exploit the potential of the car in terms of performance by integrating it with all of the electronic vehicle dynamics controls.
The car also sees the introduction of the Virtual Short Wheelbase 2.0 system (PCV) which, starting from the experience gained with the F12tdf, combines electric front-wheel steering assistance with the mechanical concept built around tyre dimensions and the rear-wheel steering. All integrated with the vehicle dynamics control systems based on Version 5.0 of the SSC, with the aim of improving the agility and response time to steering wheel inputs of the 812 Superfast.
The integration of the EPS enabled Ferrari’s engineers to introduce functionalities to support the driver's performance experience by means of the primary interface with the road: the steering wheel.
Ferrari Peak Performance (FPP): when cornering, the steering wheel torque will provide the driver with an indication that the car is getting closer to its limit of grip, helping the control of that dynamic state.
Ferrari Power Oversteer (FPO): in case of oversteer, most frequently induced while powering out of corners, the steering wheel torque will give the driver feedback to give steering wheel inputs that are coherent with realigning the car correctly.
The mechanical set-up sees the adoption of tyres developed specifically for Ferrari by Michelin and Pirelli and retain the same sizes front and rear (275/315) introduced on the F12tdf to optimize the Passo Corto Virtuale concept.
The Brembo Extreme Design brakes, which previously equipped the LaFerrari, are the most efficient ever developed by Ferrari. Combined with the Hi-Performance ABS of the 9.1 Premium ESP, the braking performance from 100 km/h is improved by 5.8% compare to the F12berlinetta.
RECORD POWER OUTPUT OF 800 CV AT 8,500 RPM
at 8,500 rpm
|The values of fuel consumptions and CO2 emissions shown were determined according to the European Regulation (EC) 715/2007 in the version applicable at the time of type approval|
|Type||V12 - 65°|
|Overall displacement||6496 cc|
|Bore and stroke||94 mm x 78 mm|
|Max. power output*||588 kW (800 cv) at 8,500 rpm|
|Max. torque*||718 Nm at 7,000 rpm|
|Max. engine speed||8,900 rpm|
|Front track||1,672 mm|
|Rear track||1,645 mm|
|Kerb weight**||1,630 kg|
|Dry weight**||1,525 kg|
|Weight distribution||47% front - 53% rear|
|Fuel tank capacity||92 l|
|Front||275/35 ZR20; 10” J x 20”|
|Rear||315/35 ZR20; 11.5” J x 20”|
|Front||398 mm x 38 mm|
|Rear||360 mm x 32 mm|
|4WS/ 7-speed F1 DCT/ E-Diff3|
|SSC5/CST with F1-Trac, ESP 9.1 Premium with High-performance ABS/EBD, dual-coil SCM-E|
|Max. speed||340 km/h|
|0-100 km/h||2.9 sec|
|0-200 km/h||7.9 sec|
|Dry weight/power||1.9 kg|
|Urban cycle fuel consumption||21,4 l/100km|
|Extra-urban cycle fuel consumption||11,1 l/100km|
|Combined cycle fuel consumption||14,9 l/100km|
|NOTE: The values of fuel consumptions and CO2 emissions shown were determined according to the European Regulation (EC) 715/2007 in the version applicable at the time of type approval||The fuel consumption and CO2 emission figures refer to the NEDC cycle and to the vehicle set-up with the HELE system.|
|*||Engine power is expressed in kW, in accordance with the International System of Units (SI) and in CV for reasons of homogeneity. With 98 octane-rated petrol|
|**||With optional equipment|