They’re called monster waves. Colossal walls of water up to 80 high, they’re a surfer’s delight, and all the more spectacular as they can be observed from a natural promontory perched on a cliffside near Nazaré, Portugal.
The phenomenon is created by currents formed in a 16,400-foot-deep underwater canyon, and a funnel effect that concentrates the energy of the swell towards this point blessed by the surfing gods. It’s a sort of Mecca for the world’s big-wave riding stars, like Justine Dupont, who says, “It’s precisely these waves that we’re looking for—the ones that put you over the edge.”
If you’re wondering why I’m going on and on about big waves, it’s because I can’t think of a better parallel to express what it feels like to mash the gas pedal on the 12Cilindri Spider. At 4,000 rpm on a trickle of throttle, the sea seems calm, but I sense it could be unleashed in an instant. And indeed, a slight pressure on the throttle unleashes a power that gradually but surely builds into a tsunami. First without making waves, then with the impression that something unusual is happening, a kind of indescribable amplitude in which the energy increases as it emerges.
The feeling is all the stranger because it’s palpable, audible, and leaves no doubt as to what’s coming next: things are going to accelerate irrepressibly and almost uncontrollably. In short, it’s about to boil over.
At 5,000 rpm, the swell begins to form like a wave, gaining momentum. Under the long hood, the normally aspirated 6.5-liter engine rumbles, sucks, growls, sings, and begins to unleash itself in earnest.
At 6,000 rpm, the V12 changes register; it’s no longer a scream, it’s a melody. Lively, light, energetic, and vigorous, but also plaintive, communicative, and almost victorious. Yes, all at once, a deep baritone voice mixed with tenor high notes that split the air and lull me to sleep at the same time.
At 7,000 rpm, the engine kicks into soprano and pushes at my back, even though I haven’t yet reached maximum torque. The sound becomes crystalline and settles in over time, stretching like a rubber band.
At 8,000 rpm, the 12Cilindri Spider’s strides increase tenfold and it’s off to the races. And at 9,000 rpm there’s not even the slightest sign of breathlessness, perhaps to be expected since there are still 250 revs to go before reaching peak power.
For the sake of gluttony, I extend the revs to 9,500 rpm before pulling on the right-hand shift paddle to avoid hitting the rev limiter. The F1 gearbox upshifts with a bang, but gently, and off it goes again, into this ocean of happiness, with a timbre and tessitura I’ve never encountered elsewhere, and always with the same vigor whatever the speed.
Clearly, at high revs, the 12Cilindri Spider gives the impression of opening a worm hole in space-time, a unique way of breathing, with no constraints or limits. And that’s not even mentioning the responsiveness of the dual-clutch gearbox, which really kicks in under acceleration and braking, downshifting gears and punctuating its supernatural velocity with heartfelt yelps.
It’s all the more impressive when you consider that this engine/gearbox duo contrasts with the comparatively relaxed feel of the steering wheel. Indeed, on the road along the Atlantic coast towards Cascais, the 12Cilindri ticks all the boxes of an authentic GT: well suspended without being uncomfortable, intimate yet relatively roomy, and (almost) discreet in terms of sound, providing I use my right foot to modulate the volume.
IN THIS IMMACULATE SKY, the only cloud concerns the interface of the multiple control screens—in particular, how to deactivate the ADAS automatic assistants, which are invasive and call me to order as soon as I shorten my trajectories even a little. There are worse things in life to be sure, but this modest water torture, which occurs every time the ignition is switched on, can prove annoying in the long run.
Porsche has recently come up with a solution. Disconnecting the ADAS systems is infinitely more intuitive on the latest 911 GT3: a single physical button followed by a simple tap of the screen, right in front. This is opposed to the 12Cilindri, where the button on the steering wheel is too small, too tactile, too moving, and followed by a cascade of sub-menus.
If I’m going on and on about this, it’s probably because I can’t find any other fault with Maranello’s latest. On the steep road that plunges south, the 12Cilindri Spider delivers ecstasy. The V12 bursts into life with a thunderous exhaust note and goes on the attack at high revs. It’s barely 50°F, but that doesn’t stop me from driving with the top down, thanks to the well-controlled air circulation. With a two-in-one retractable roof, you can enjoy this Ferrari in all conditions.
Speaking of keeping a cool head, it’s essential when driving the 12Cilindri Spider. The power is so great and the torque so instantaneous at high revs that I’d advise you not to switch off traction control and ESC and press the gas pedal like a madman. Clearly, humility is the order of the day. Unless you’re a truly gifted piloto, don’t put yourself in a situation where the power can overwhelm you.
On the other hand, at low revs the 12Cilindri is a good performer, and its ride comfort is quite acceptable for a car of this caliber. Compared to the 812 GTS, the damping better handles high-frequency bumps, and the chassis is much stiffer.
There’s a clear difference from the days of the 458 Spider, whose creaking at roof junctions could become intrusive when maneuvering. Even on rough roads, the 12Cilindri Spider remains unruffled, and its magnetorheological suspension swallows up imperfections without flinching too much.
Road feel is a little more filtered than before, however, with steering that’s also a little less communicative. But, to reassure those nostalgic for classic hydraulic power assistance, the essentials remain and the 12Cilindri Spider proves disarmingly easy in real life, once you’ve acclimated to its dimensions.
The engine is breathtakingly smooth at low revs, and, leaving the city of Sintra, it’s easy to disengage from the traffic with a flick of my foot. The Spider performs with a lightness, willingness, and elasticity very different to Aston Martin’s twin-turbo V12-power Vanquish. This impression is exacerbated by the fact that the 6.5-liter engine from Maranello is like no other—not even that of a Lamborghini Revuelto. The Sant’Agata engine-makers may be magicians, but they just can’t distill the same ease and finesse at high revs.
The road unfurls like a red carpet beneath the Ferrari’s Michelin Pilot Sports. Behind the wheel, the inertia generated by the increased weight compared to the coupe is hardly noticeable. Ferrari has added 132 pounds to the weight of the Spider through body reinforcements, bringing the total dry weight to 3,571 lbs., yet it remains just as agile when entering corners, and follows its trajectories with the same dexterity.
That’s provided, at the risk of repeating myself, you don’t accelerate like a madman after turning off all the driver’s aids—and there’s usually no advantage to doing so. In Race mode, the electronics are remarkably efficient, from the ultra-sophisticated ABS to the NASA-worthy traction control. The latter not only improves traction on all types of surfaces, but is also less noticeable. The same goes for the four-wheel steering system, guided by the six-way Chassis Dynamic Sensor.
Returning to the 812 GTS, the 12Cilindri Spider gives the impression of more front-end bite, less understeer, and better roll stability. The new model also feels more accessible behind the wheel, easier to drive, although it remains a volcano that boils over at the slightest movement. In fact, this is part of its charm. It feels more like the 812 Competizione, but with better control, quicker response, and greater responsiveness in corners.
Not only does this new Spider follow to the letter the definition of Maranello’s greatest GTs, it also propels the genre into a new dimension of performance and ease. The way it’s progressive at low revs and almost bestial when approaching the red zone is fascinating. As is its dynamic behavior, capable of shifting from extreme smoothness to exhilaratingly frenetic with a flick of the throttle. All with the fabulous V12’s unique mechanical finesse.
In short, the sky is always clear at the summit of open-air touring. The 12Cilindri Spider’s retractable roof merely frees a voice that was already ready to soar, in a model that’s already flying.
