The Ferrari 812 Competizione has rear wheel steering. This is nothing new. The system was first introduced in the wild F12tdf in Ferrari’s V-12 GT vehicles and then carried over to the slightly tamer 812 Superfast. The idea behind passo corto virtuale or virtual short wheelbase is to make the GT cars appear smaller than they actually are.
Ferrari’s latest version of the system is on the 812 Competizione. Called Passo corto virtuale 3.0, the rear wheels can now steer independently of each other. What does that mean exactly? This means that one wheel can turn in the opposite direction to the other, or that one wheel can turn a little more than the other. There’s 1.5 degrees of adjustability in either direction, which might not sound like a lot. But when you drive a car you notice that the system does a lot.
Dive into the hairpin bend while braking hard.
Lorenzo Marcinno
When braking on Ferrari’s Fiorano test track, the rear lane would actually adjust, with the rear wheels pointing inward to aid in braking stability. In fast corners, the driver feels the rear turning; not out of control, but eerie, like a ghost controlling the rear axle. And that’s not even the craziest part of this car.
The 812 Competizione is unofficially the last V-12 Ferrari that we will see without hybrid support. So Ferrari’s engineers went a little crazy with the engine. This is a 6.5 liter V-12 that spins at 9500 rpm; Engineers said it could spin higher, but they stopped at 9500 to keep the longevity. It develops 819 horsepower at 9200 rpm, 125 horsepower per liter and 514 lb-ft of torque. A full 80 percent of this torque is available from 2500 rpm. This is the most powerful V-12 in Ferrari history. It has a variable displacement oil pump and, like Ferrari’s F1 cars, a finger follower valve train; this high-tech stuff is only used in this car, the 911 GT3, and the new Corvette Z06 (read a full explanation of the system here).
The splendid, wonderful, V-12.
Ferrari
This V-12 is in a car with aerodynamics that have been completely redesigned by the 812 Superfast. There is no rear window; this was replaced by an aluminum plate with carbon fiber vortex generators designed to increase the downforce on the larger spoiler. The rear view is now 100 percent through a camera, the screen of which is built into a rear-view mirror. A blade runs over the hood, which is used both for cooling and for releasing the air pressure from the wheel arches, making the car more aerodynamic.
The looks are subjective as always, but the Competizione are an improvement over the 812, solid rear window and everything. The car looks determined and details such as the wing built into the bonnet and the continuous diffuser give it an aggressive elegance. The Competizione A, the Targa version of the Coupé, looks even better; low and choppy, like a classic runabout, there is no aluminum back wall for a lower deck that opens to stow the carbon fiber roof. It’s the version you’ll see in South Beach.
The solid rear “window”
Ferrari
The brakes are from the SF90, with an air inlet built into the caliper to improve cooling. The exhaust has been completely redesigned and now exits in full width through two massive rectangular openings on the outermost sides of the diffuser. Ferrari claims that this improves aerodynamics and is a design similar to an F1 car’s blown diffuser, although it doesn’t actually blow exhaust to increase downforce while the car is not throttled.
As with the F12tdf, the front tires are 275 in front and 315 in rear. The great advance here was in tire technology; a basic Pirelli Corsa is available, but the optional tire is the almost slick Michelin Pilot Sport Cup 2R, one of the most aggressive to mount on a road car. This tire, combined with the wild rear-axle steering and the aero and engine subtleties, makes it one of the most exciting front-engined Ferraris of all time.
Ferrari
The latest Special Edition versions of Ferrari’s front-engined GT cars are considered pretty hairy. Although I never had a chance in the 599 GTO, I drove the F12tdf which was a challenge; It was a car that required your full attention at all times and would not pamper you or correct your mistakes. I loved it.
The 812 Competizione is decidedly friendlier, but no less challenging. The rear-wheel steering has been optimized so that it doesn’t feel like it keeps you from spinning, but rather helps you get around corners. In race mode with the Manettino mode selector switch, the Competizione is foolproof. The system takes the steering angle and throttle position into account and then simply doesn’t let you do anything stupid. It’s great, but it can be aggressive to shut you down too much on occasion and limit all that power.
Ferrari
This engine is one of the greats, a true masterpiece. It is unbelievable that something with so much displacement can rev up to 9500 rpm; It is all the more impressive that it produces all of this power without turbo or hybrid systems. This V-12 doesn’t just turn to 9500 for the show; Peak power is reached at 9200 RPM, so you’ll be hearing this thing around the redline all the time on the track. And that’s a religious experience.
Braking is also unreal. The ABS tuning is magical and works seamlessly in the background. The additional stability made possible by the rear-axle steering that lets the rear wheels engage is also welcome and keeps the 812 Competizione under aggressive straight-ahead braking. And while the tires deliver tremendous grip, the feel of the front was a bit lacking; Many Ferraris now have ultra-fast steering and a sharp turn at the entrance to the corner, but the front of the Competizione felt more subdued. Turning in wasn’t as quick as a car like the F12tdf, but if that’s the balance needed to get more stability in the middle of a corner and more speed then it’s a worthy trade.
Above: A short run in Fiorano in Race and CT Off modes.
I spent most of my two short runs on my cool autumn day in Fiorano in the race, but on the last lap on the track I switched to CT Off. This mode deactivates traction control and allows the electronic stability control to become more revealing, which means the car can glide more. Out of Fiorano’s tight hairpin turn in second gear, the rear tires light up and you really need to work the bike; However, in CT Off mode, there are enough security systems to keep the car from turning off a cliff into an Italian village. Don’t worry about electronic nonnas, however; it’s still possible to turn the car around if you’re really hamfisted.
A drift with all systems that didn’t go so well.
Lorenzo Marcinno
Turning everything off is a brave exercise. One press of the throttle, especially at low speed, and all that force makes the tail crack instantly. You will inevitably and invariably spin the car on the first few tries if you try to push it around a corner. Since nothing counteracts the naturally nervous handling of the Competizione, practice is required to master the steering and throttle level required for precise and safe gliding. However, once you get it it’s a nice car to slide into. Hearing the V-12 spin toward its stratospheric redline while balancing the steering and throttle is honestly magical. Make sure to rent a route with a lot of drainage if you try it out for yourself.
Ferrari will build 999 copies of the Competizione Coupé and 599 of the Competizione A Cabriolet. While the best price we could get from the local staff was “less than $ 1 million,” by the time you read this and get interested in the car, you will be too late. all production was sold out before the car was even launched. But 1,598 lucky people will own one of the best V-12s ever. Let’s just hope most of them spend a lot of time screaming to redline and please everyone within earshot. It would be a shame to let all of those RPMs go to waste.
Ferrari
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