One quick acceleration with my foot nearly pressed down on the accelerator, and my mind starts to churn out justifications for why spending $661,000 on the Ferrari 12Cilindri Spider I’m currently occupying is rational. The naturally aspirated, 6.5-liter V12 situated between me and the front axle is wailing with intensity as the tachometer’s needle approaches 9,500 rpm. The sound emanating from the exhaust resembles that of a ’90s Formula 1 car—far more high-pitched than the sturdy body of the convertible would suggest.
This is a vehicle built for driving. This is a vehicle for the soul.
It’s not merely the performance of the 12Cilindri Spider that swiftly makes you contemplate ethical dilemmas for the sake of cash flow. Even when stationary, it captivates in ways that other supercars cannot even while on the move. Start the engine and give the throttle a jab, and the revs jump so dramatically that you must recalibrate your expectations—and the speed at which you should adjust your footing to prevent them from lingering in the higher ranges longer than necessary. A 40% decrease in rotating weight, titanium connecting rods, and innovative alloys in the V12’s crankshaft enable this level of responsiveness.
However, in spite of its 819 horsepower, 500 lb-ft of torque, 211 mph top speed, and an array of engine, chassis, and aerodynamics management software, the 12Cilindri Spider offers an analog and nearly nostalgic driving experience when it truly matters. Because, regardless of what some manufacturers would have you think, piloting a extremely fast machine isn’t particularly gratifying.
Design
If you believe Ferrari’s lead designer Flavio Manzoni went above and beyond to create something entirely fresh in one of Maranello’s most cherished categories, the front-engine V12 vehicle (technically mid-front), you’d be correct. To some, it’s striking; to others, overly edgy. To me, it’s a synthesis of both. Yet what’s undeniable is that, despite its modern character, the elongated, sculpted hood, floating cabin, and protruding flying buttresses honor Mille Miglia legends like the 335 S.
Whether the power-retractable top is in place, shielding you from the weather, or neatly tucked between the rear seats and trunk, the slanted cabin stands out with its bold angles and fighter-jet-cockpit appearance, especially viewed from afar. Up close, it seems and feels softer, likely due to its low stance. And that’s the visual illusion of the 12Cilindri Spider: depending on your perspective—close up, far away, front, back, profile—it dazzles with intricate details that, oddly, you may not have noticed before, particularly in my tester’s smooth Verde Toscana shade. Perhaps it’s the light strip underneath the headlamp that extends beyond the housing, skips over the tire, and continues toward the door panel as a strip of satin aluminum. Maybe it’s the active aerodynamic flaps that rest flush at the trunk’s corners but adjust independently as you navigate turns, or the nostalgic dual headlights concealed within the Tron-like rear lightbar. The more you observe, the more it engages you.
Among the Ferraris I’ve piloted, the 12Cilindri Spider’s interior is the most intuitive regarding design, user-friendliness, practicality, and comfort. It’s even more accommodating than the Purosangue’s, in which I once road-tripped across Italy with my father and a trunk full of luggage, or the extremely fast 296. The horizontal configuration effectively divides the dashboard into two sections: an upper part that contains driver-centered controls in the gauge cluster and the passenger’s display, and a lower section with a central 10.25-inch touchscreen. It’s all thoughtfully arranged to prevent a mainstream feel despite the screen at the center of the dashboard. From my viewpoint, you can utilize it if you choose, but you don’t need it to control the vehicle’s essential functions. If your focus is driving, you can execute most tasks, if not all, through the digital gauge cluster.
Ferrari characterizes the cabin as a dual-cockpit arrangement, and that’s fairly accurate. The driver can remain focused on their role by managing the car from their own bubble, while the passenger can do likewise thanks to their own screen featuring media, comfort, and other functionalities. Two distinct roles, two separate spaces. Then there’s the center display, which functions as a sort of intermediary for both. And I’m grateful for it because during regular driving, you do wish the Purosangue or 296 had a screen of such a comfortably sized nature. It’s genuinely practical, particularly when parking, looking for a destination, exploring music, and adjusting overall settings.
The optional Goldrake seats wrapped in terracotta-hued leather were perfect for the 12Cilindri Spider’s intent. Supportive and firm without feeling excessive in corners or uncomfortably painful on longer trips. I can’t express the same for the choice of material used for the speaker grills. More on that later.
Driving the 12Cilindri Spider
Within the 12Cilindri Spider, there exist two distinct horses. One is relaxed, the other is fiery. Fortunately, you can decide which one you prefer at any moment.
Let’s begin with the first horse. It may be relaxed, but it’s no slouch. Ferraris don’t have Normal or Comfort driving modes (although they do come with a Wet mode). It starts with Sport and escalates from there, as it’s a Ferrari, after all. If you desire a more leisurely experience, purchase a Maserati.
In Sport mode, the 12Cilindri Spider radiates the brilliance of a supercar but minimizes any fear-inducing dynamics. Accelerate from a complete stop, and you’ll experience a loud bark and possibly a tad of wheelspin, but not much beyond that. The suspension is firm yet responsive, and the steering is direct and provides as much feedback as you’d desire from any steering wheel, remaining lighter at lower speeds. Four-wheel steering is beneficial in urban settings. The only variable that remains largely unchanged by your choice of driving modes is braking. Press the pedal, and it feels as if you’re pushing against a crate filled with bricks with your foot, followed by The Hulk gripping the brake rotor and bringing it to a halt. To claim that the braking force is powerful is an understatement, and modulating this in stop-and-go traffic can be challenging—even after four days and several hundred miles of driving.
In Race mode, the calm horse retreats while the spirited one boldly takes its place. It’s initially intimidating, but with sufficient palle and experience, you learn to maintain relative control. The exhaust roars louder under acceleration and gets angrier during deceleration. Goosebump-inducing growls arise when you lift off the throttle, along with loud pops when downshifting under severe braking. Regardless of driving mode, 819 hp will always astonish you, but in Race mode, the pedal response is significantly more sensitive, meaning you must be ready to react with your eyes and hands to what occurs after you unleash the power. Failing to keep up will not end well.
After spending a day navigating Los Angeles traffic, I next explored the car’s capabilities on Angeles Crest Highway accompanied by my friend (and former TD writer) Chris Rosales. I kept it in Sport for the initial ascent to familiarize myself with the car’s dynamics, which immediately proved to be impressive. Despite its substantial frame and powerful engine, the 12Cilindri Spider is only 380 pounds heavier than the now-defunct F8 Tributo, a smaller, less powerful, and less luxurious V8 supercar. Even more remarkably, it’s just 330 pounds heavier than the hybrid 296 GTB. No one without an FIA super license could actually comprehend this without examining spec sheets, of course, but it illustrates how relentless Ferrari must’ve been in engineering the 12Cilindri; achieving such an abundance of technology and luxury without incurring a significant weight penalty.
After an hour of tailing Chris’s LC 500, I switched the Manettino to Race and lowered the top. I was ready to feel and hear this Cavallino Rampante. Because when driving a convertible Ferrari, you take the top down. Those two actions surpassed my expectations. I had adjusted my understanding of the car’s cornering abilities, as I found myself turning in too early, presuming the car’s length and weight would make its movements slightly sluggish. Not at all. I could nearly count one-mississippi from the moment I thought it was time to turn in to when I needed to. The steering is swift without inducing a twitchy or jittery feel at speed. Four-wheel steering also significantly contributed to my initial misunderstanding, rendering the 12Cilindri much more agile in the corners, especially hairpin turns.
Ferrari’s new Aspirated Torque Shaping technology enhances driving engagement by modifying the torque curve in the mid-range. Given that the road I was on was primarily comprised of tight bends followed by short straights—not precisely ideal for a large V12 car with over 800 hp—ATS actively optimized the torque curve only in third and fourth gears. This allowed me to enjoy more linear torque output as I moved between those two gears, almost as if I were using the entire range. In a supercar lacking this feature, you constantly feel like you’re being restricted or penalized for not utilizing the other available gears—even though you simply can’t due to the type of road.
On a trip to Palm Springs and back, I encountered longer stretches of road and broader corners. Some of them were nearly too good, where the 12Cilindri Spider could effortlessly glide through at triple-digit speeds. However, while ATS boosts torque in the lower gears, the only way to obtain that magnificent Italian roar is by revving up the engine.
Even in a spectacular vehicle like this one, there’s always something that can detract from an otherwise flawless operation. In this instance, it was the metal speaker grilles in the doors. While visually appealing, the circles milled in what I assume is aluminum are, in reality, extremely sharp. I grazed my fingers several times while reaching for the door-release button on the handle, and each time, it left bits of skin and nail on the grilles. Even worse, the lower speaker, situated closer to the footwell, is positioned such that my knee would rest against it while driving. This resulted in a bruise on the first day, an even larger bruise on the second, and by the end of my time with the 12Cilindri Spider, I had a nasty-looking and rather bloody scrape from my skin being scraped by the decorative metal. Perhaps it serves as a built-in cheese grater. Parmesan, anyone?
Not a One-Trick Pony
No one approaches a Ferrari review expecting it to fall short in the supercar department. You’re well aware that it will be fast, handle adeptly, and tempt the writer to engage in silly speeds even at the risk of potential legal consequences. What you likely don’t anticipate is that it will serve as a multi-dimensional mode of transport—yet, that’s precisely what the 12Cilindri Spider accomplishes.
Between navigating canyon roads around LA and darting up and down mountain passes near the Anza Borrego desert, there were countless mundane instances where the $661,000 Ferrari had to demonstrate it could manage daily life. I’m referring to backing in and out of parking spots, which required reliance on its plethora of sensors and cameras. Speaking of which, having the rearview image displayed on the center screen instead of the gauge cluster, as is the case in other Ferraris, is a highly appreciated upgrade. I also indulged in putting the top up and down repeatedly while driving or while stationary; hopping in and out of the vehicle without Apple CarPlay going haywire; and warming up the cabin, utilizing the defroster, and activating the heated seats and steering wheel in the mornings, followed by the AC and cooled seats in the afternoons. And I tried out the massaging seats—a first for me in a Ferrari. These tasks and many others are a breeze for my Honda Passport, but that hasn’t always been true for the top tier of Italian supercars.
Verdict
I genuinely loathe myself for stating this, but I must: They simply don’t craft vehicles like this anymore, and I mean that in a literal sense. There are only six V12 cars currently available on the market, and only two are naturally aspirated. The holy pairing? The 12Cylindri and the Purosangue.
The hybrid V12 in the Aston Martin Vanquish is impressive, and the twin-turbo V12 from Rolls-Royce is a masterpiece, but they simply do not compare to a Formula 1-inspired 6.5-liter V12 that revs to the moon and back faster than your eyes can track the tachometer. It’s a work of art, and that alone justifies the price tag on this prancing horse.
Experiencing a 12Cilindri Spider for several days and hundreds of miles on some of this nation’s most exceptional roads felt akin to embarking on a spiritual journey and consuming ayahuasca until encountering a higher power. It reconnected me with my passion for driving. It also reminded me that, despite profiting immensely each year by stamping its logo on a plethora of merchandise, Ferrari constructs extraordinary cars that exude history and passion and are genuinely soulful.
The 12Cilindri Spider is a tribute to the art of driving, and there are no ifs, ands, or buts about it.
Ferrari provided The Drive with a four-day loan of this vehicle for the purpose of writing this review.
2025 Ferrari 12Cilindri Spider Specifications
| Base Price | $514,994 ($661,364) |
| Powertrain | 6.5-liter V12 | 8-speed automatic | rear-wheel drive |
| Horsepower | 819 @ 9,250 rpm |
| Torque | 500 lb-ft @ 7250 rpm |
| Seating Capacity | 2 |
| Cargo Volume | 7.0 cubic feet |
| Curb Weight | 3,571 pounds |
| 0-60 mph | 2.8 seconds |
| Top Speed | 211 mph |
| EPA Fuel Economy | 12 mpg city | 19 highway | 14 combined |
| Score | 10/10 |
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### Ferrari 12-Cylinder Spider Review: A Comprehensive Examination of Driving Experience
The Ferrari 12-Cylinder Spider epitomizes the peak of automotive innovation and design, merging the raw energy of a twelve-cylinder engine with the thrilling sensation of open-top driving. This review explores the driving experience, performance, design, and technology that characterize this extraordinary vehicle.
#### Engine and Performance
At the core of the Ferrari 12-Cylinder Spider resides a naturally aspirated V12 engine, celebrated for its power and responsiveness. With an approximate displacement of 6.5 liters, this engine yields an astounding output of around 800 horsepower and 528 lb-ft of torque. The engine’s design facilitates a high-revving experience, achieving a redline of 8,500 RPM, delivering an exhilarating surge of power as the driver accelerates.
The performance figures are equally remarkable, with a 0-60 mph time of merely 3 seconds and a top speed surpassing 210 mph. The integration of a dual-clutch transmission guarantees smooth gear changes, enhancing the driving experience. The engine’s soundtrack is a symphony of mechanical excellence, producing a deep, resonant growl that captivates both the driver and bystanders alike.
#### Driving Dynamics
The Ferrari 12-Cylinder Spider is crafted for precision and responsiveness. The chassis is made from lightweight materials, contributing to a low center of gravity and enhanced handling. The vehicle boasts an advanced suspension system that adjusts to road conditions, achieving a balance between comfort and sportiness. The steering is responsive, offering excellent feedback that allows drivers to feel connected to the road.
Ferrari’s dedication to performance is evident through the car’s aerodynamics. Active aerodynamic components adjust to optimize downforce and drag, ensuring stability at high speeds. The driving experience is further amplified by the inclusion of various driving modes, enabling drivers to customize the vehicle’s performance characteristics to their preferences.
#### Interior and Comfort
Within the Ferrari 12-Cylinder Spider, luxury blends with practicality. The cabin is embellished with high-end materials, including leather and carbon fiber, creating an atmosphere that radiates sophistication. The seating is ergonomically designed for comfort during extended drives while providing the necessary support for spirited driving.
The dashboard features a driver-centric layout, accompanied by a digital display that offers critical information at a glance. The infotainment system is user-friendly, providing connectivity options and a premium sound system that enriches the driving experience. Despite its performance-driven design, the Spider does not compromise on comfort, making it suitable for both daily commutes and weekend getaways.
#### Open-Top Experience
A standout feature of the Ferrari 12-Cylinder Spider is its retractable roof, allowing drivers to savor the thrill of open-air driving. The roof can be operated at speeds of up to 30 mph, providing versatility for varying weather conditions. The wind deflector minimizes turbulence, ensuring that passengers can enjoy the ride without excessive wind noise.
The open-top design further enhances the sensory experience, enabling the driver to fully relish the engine’s roar and the surrounding environment. This connection to the road and the elements is a signature of the Ferrari driving experience, ensuring that every journey remains unforgettable.
#### Conclusion
The Ferrari 12-Cylinder Spider is more than just a car; it embodies passion, performance, and luxury. With its formidable V12 engine, exceptional driving dynamics, and stunning design, it delivers an unmatched driving experience. Whether navigating winding roads or cruising along the coastline, the Ferrari 12-Cylinder Spider provides an exhilarating ride that is sure to make a lasting impression on any enthusiast. For those in search of the ultimate fusion of power and open-top freedom, this Ferrari stands as a testament to automotive brilliance.