2020 Ferrari 812 GTS V12 Spider – Performance And Exclusivity. 2020 Ferrari 812 GTS V12 Spider – Drive and Design. Subscribe.
Ferrari 812 GTS Technical Specifications:
Type: V12 – 65°
Overall displacement: 6496 cc
Bore and stroke: 94×78 mm
Maximum power output*: 588 kW (800 cv) at 8500 rpm
Maximum torque*: 718 Nm at 7000 rpm
Specific power output: 123 cv/l
Max. engine speed: 8.900 rpm
Compression ratio: 13.6:1
Length: 4693 mm
Width: 1971 mm
Height: 1276 mm
Wheelbase: 2720 mm
Front track: 1672 mm
Rear track: 1645 mm
Dry weight**: 1600 kg
Weight distribution: 47% ant – 53% post
Boot capacity: 210 l
Fuel tank capacity: 92 l
Front: 275/35 ZR 20” 10” J
Rear: 315/35 ZR 20” 11.5” J
Front: 398x223x38 mm
Rear: 360x233x32 mm
Transmission and gearbox: 7-speed dual-clutch gearbox
Electronic controls: EPS, PCV 2.0, E-Diff3, F1-Trac, ABS/EBD prestazionale con Ferrari Pre-Fill, FrS SCM-E, SSC 5.0
0-100 km/h: less than 3.0 sec
0-200 km/h: 8.3 sec
Max. speed: over 340 km/h
* With 98 octane-rated petrol and dynamic ram effect. Engine power is expressed in kW, in accordance with the International System of Units (SI) and in CV (1KW=1.3596216 cv).
** With optional equipment
The 812 GTS is the spider version of the 812 Superfast, from which it takes both its specifications and performance, most notably the power unit which, thanks to its ability to unleash a massive 800 cv at 8500 rpm, is the most powerful engine in its class. 718 Nm of torque guarantees impressive acceleration virtually on a par with that of the 812 Superfast while the heady 8900 rpm rev limit means that sporty driving is undiminished.
As on the 812 Superfast, these performance levels were achieved in part by optimising the engine design and in part by innovations, such as the use of a 350 bar direct injection system, and the control system for the variable geometry inlet tracts, developed on naturally-aspirated F1 engines. These systems allowed the increase in displacement from 6.2 to 6.5 litres to be exploited to maximise power output whilst retaining excellent pick-up even at low revs.
The high pressure injection system also improves nebulisation of the injected fuel thus dramatically reducing the amount of particulates emitted when the catalytic converter is warming up, and the fitment of a Gasoline Particulate Filter (GPF) together with the Stop&Start On the Move strategy, which cuts and restart the engine while the car is on the move, ensures the engine complies with all emissions regulations.
Particular attention was also paid to calibrating the Manettino settings to enhance the engine’s potential and the sensation of extreme power delivered by the car. That said, the driver will always be able to easily and confidently dose the massive torque available with the accelerator pedal, thanks to smooth, progressive power delivery at all engine speeds.
The shape of the torque curve reveals that torque distribution was not sacrificed to boost power. A significant 80% of maximum torque is available at just 3500 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 8500 rpm, and the rapidity with which engine speed increases, thanks to low inertia, give occupants the feeling of boundless power and acceleration. The latter sensation comes courtesy of the overall increase in maximum power output and the optimisation of the aforementioned power curve between 6500 and 8900 rpm, which maximises the average horse power exploitable for press-on track driving when engine revs are kept consistently high.
The dual-clutch transmission’s gear-shift strategies enhance the car’s sportiness. When the Manettino is in sportier settings, both up- and down-shift times have been significantly cut and the transition time has been optimised to enhance the driver experience. Combined with the shortened gear ratios, these modifications, mean that occupants will instantly feel that the car’s response to the throttle.
The geometry of the exhaust system was evolved to increase and balance the sound from the engine and tailpipes, with the aim of accentuating the car’s extremely sporty character with the roof down.
Exhaust-wise, prevalence was given to combustion order harmonics by modifying the geometry of the centre extension pipes. All the pipes in the 6-in-1 exhaust manifold to the monolithic catalytic converter are of equal-length and this optimises the sound by giving predominance to the first-order combustion harmonics. The result is a full-bodied V12 sound in the cabin in all kinds of driving but which is particularly appreciable when the roof is open.