The most powerful pure gasoline-powered road car engine ever made by Ferrari; a naturally aspirated V12 with a speed of 9,500 rpm, which produces 819 horsepower. Yes, these numbers alone are enough to amaze Ferrari's new 812 Competizione, which is the latest special series of the top models of the Ferrari V12 series-this car follows the outstanding tire trajectory of F12TdF and 599 GTO, if you look a little further behind , Is the original GTO and 250 GT SWB from the 1960s. These are pretty good models, but Ferrari has been busy creating more than just a great engine to turn the 812 Superfast into a Competizione.
Nevertheless, starting from the engine feels as good as starting anywhere. The F140 series V12 has a 65-degree V angle and first appeared in Enzo, retaining the 6.5-liter capacity of Superfast. However, in order to create this "HB" variant, there are many changes: the block now has a rod made of titanium (40% lighter), and a piston coated with a low-friction DLC (Diamond Like Carbon Coating) compound. There is a heavily modified cylinder head with a sliding finger cam follower to allow 500rpm higher speed limit, and a new intake system with a compact booster chamber but variable length intake port Maintain low-end torque.
The result is 30bhp more than Superfast's 819bhp "F140 GA" engine. From a fully approved road car, extracting power from such an engine seems a bit surreal, unless your name is Cosworth. The sacrifice is the torque drop from 530lb ft of the 812 Superfast to 510lb ft. Interestingly, this is almost the same as the old F12 released in 2012, which proves that you can chase power and speed, but it is another matter entirely from a naturally aspirated engine that has been highly adjusted.
It connects to an improved seven-speed dual-clutch gearbox and exhales through a new exhaust system that expands outward to activate the large rear diffuser and exits through the characteristic rectangular end, which is the actual system Orgasm, not exhaust decoration. This must be the first time in decades that Ferrari has no modern arrogance without an exhaust "finisher".
You can read more about the technical makeup of Competizione here, but between Ferrari aerodynamics' work and its internal Centro Stile department, Competizione looks shorter, wider, and more threatening than regular Superfast. Through careful management of the air around the car, the outstanding features are the blades that pass through the hood, allowing air from different places to escape, and the large integrated rear wing, partly because rear visibility is not required. Instead, the rear window is a solid carbon panel, decorated with a vortex generator, and the rear camera system provides visibility at the back. The bottom of the car is particularly flat, and the peers below prove that the rear diffuser is indeed a very serious device.
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Electronic equipment has not been ignored, including the introduction of a virtual wheelbase of 3.0. Not only is there rear wheel steering, but each rear wheel can now be steered independently, thanks to the actuators on each wheel. When accelerating vigorously on the straight, the rear will be towed to reduce tire resistance. When braking suddenly, the rear wheels will lean forward to help stabilize. Turn right at a slow speed? Then the outer wheel will lean more forward than the inner wheel, which not only improves cornering, but also improves lateral grip by preloading the outer tires and skidding slightly so that it does not start with zero grip. For example, when switching to an S-shaped curve, the inner wheels are better aligned compared to a traditional rear-wheel steering vehicle, which allows more toe-toe switching. Go through a faster turn at high speed, with less effect and improved stability. This is a very clever thing, but the result is that Ferrari is confident to turn to 275-width front tires because it knows that the rear axle has support and behavior to control everything.
It is foreseeable that the 812 Competizione has a lot to discuss, but now is the time to start. This is a cab made mainly of carbon fiber and Alcantara fabric. At least in the cars we have seen, the layout of the TFT screen and general-purpose switchgear will be familiar to anyone who has driven Superfast. The V12 exploded, it felt very sensitive to the throttle, and the noise was very serious. It immediately sounds more purposeful than Superfast, although the inclusion of a GPF filter means it is loud from the outside, but it does not dominate the surrounding environment.
The first impression is that the usual Ferrari methods exist and are correct. The steering wheel is very light and the speed is fast, and the whole car feels very tight. We can only drive it on the Fiorano circuit today, so the judgment of road manners will have to wait, but there is no time to accelerate on the track-it is full throttle from the beginning.
V12 is just speed and speed. It takes some determination to truly control the throttle. The reward is never-ending, soaring deliveries or raw power, which feels daunting on the track and certainly outrageous on public roads. The gear changes are very smooth and I like the sound of the engine when it is downshifted. Once you turn the steering wheel and the nose really wants to tuck into the apex, you will realize that small and accurate input is important to keep the car calm. With all the power you can use, it's no surprise that the rear can be easily unwrapped, but it will soon be discovered that Competizione works relatively simply.
Once the Michelin Cup 2R tires get hot (Pirelli Corsas is an option for road use), real communication is provided here, even if you want to stay on top of the car, it needs to process that information quickly. No one would call an 819bhp car friendly, but Competizione is not like a knife, but encourages you to use more and more engines as your confidence increases. Unfortunately, the brakes feel a little hard during exercise. It has been suggested that the carbon discs and the new "SF90" duct calipers may not have been properly cooled in the previous operation, but there is a kind of tremor and extension of the braking distance that they are working to slow down the speed of still heavy machines (although better than Superfast Weight loss of 38 kg).
Some 999 Comps (and 599 Aperta versions) will be made, starting at £446,970, but once you start checking the box, you will easily exceed 0.5 million-if you are awarded first place in a build slot. However, although these numbers are just bigger numbers in a car that may seem to be defined by these things, it is actually a passionate, sensual, and very charming road car, even if it is not very exciting. Nothing.
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