I signed a pre-order that says the deposit has to be paid as soon as the factory confirms that it can be ordered.
Apples and oranges: dealers do whatever they want both pre and post allocations irrespective of Maranello when it comes to queues/lists. No rhyme or reason. Though Maranello does have the final say regarding what has been submitted to them.
Is it a Camaro or a Corvette*? I can’t tell. [emoji6] * pre mid-engine design Sent from my iPhone using FerrariChat
No, nothing except that I have to pay a deposit of € 30k when it can be ordered. I paid the same deposit for my 812 years ago so I don’t think it’s related to the base price. Gesendet von iPad mit FerrariChat
Thanks for the likes and positive feedback for my last two scribbles! Apparently i visualized what some forum members here want. I also think that the new KC23 could be a source of inspiration for the new F167. My photo retouching below shows the KC23 as a link between past and future at the vehicle front. And isot is probably thinking in a similar direction (take a look at the KC23 thread)...
Amedeo Felisa first and now LDM. I always used to wonder why all these sports car brands would not poach more people from Ferrari. Stroll finally putting his corporate experience to work. In one of the DB12 reviews it was said that AM is starting to build its engineering team from ex Ferrari guys and that the DB12 is starting to show the positive results. My guess would be that AM will be a much stronger brand in the next 3-5 years and will probably overtake McLaren.
My problem with the db12 is that it didn't have a v12 and has an ugly carp-faced front fascia. But the interior is a serious upgrade over the db11 and dbs superleggera
The reason for the V8 is that rumor has it Vanquish III in the works with a front V12. Also electrification will not be mandated by AM, but rather be a drivetrain option on models.
Also it doesn’t matter because that V12 is a TT and doesn’t sound, perform, or act any better than the V8. I’ve always been confused about folks obsessed with cylinder count. You care about the sound it makes, and the way it feels, not a number on a spreadsheet.
The Ferrari V12 matters to me because of sound, tradition, responsiveness, sheer beauty, and the massiveness of that 4-bolt main crankcase. Get up underneath one and it is truly humbling. If you are going to spend this kind of money then you shouldn't have to settle. Its the diminutive 8/6-cylinder turbo units that need spreadsheets.
Agree completely. On factory tours, it’s always been the small area where the few master techs hand assemble each V12 that’s most captured my heart and interest. A glimpse back into the historic soul of Ferrari.
Ferrari w/o unassisted NA V12 is like a declawed neutered lion w/o teeth. He'll just sit in his pen at the zoo, be fed soft food, and eventually become extinct.
And....if I may add......It is all about the engine.......the modern Ferrari V12 OEM exhaust note is good. Now the engine noise, well, that's a whole different ball of wax. Therein is where the modern Ferrari V12s excel- absolutely unmatched. IMHO it is the angelic choir-like harmonics of the induction that makes the car. And in the higher revs, glorious. Simply glorious! Almost a pity to have the exhaust note dilute that.
100% agree, the lungs makes the motor - yet so many want to drowned it out. Sent from my iPhone using FerrariChat.com mobile app
There is a significance to the number of cylinders. Any multiple of three is smoother, more balanced and gives a sweeter sound. The more the multiple, the nicer the engine. By the time you go above 12 there’s a mass and weight issue so V12 is the optimum. It’s why a V12 is nicer than a 4, 8 or 10. It’s also why a six is second only to a 12 for smoothness (some of the famous straight sixes by BMW and Jaguar are silky smooth and sound great). The 296’s V6 is a sweeter unit than the V8, though the V8s have good power and their gruffness and peaky power delivery when n/a gives more aggression and with turbo give good torque. They’re all different with different attributes and drawbacks. No doubt, the V12s are wonderful, and mostly that’s because of the number of cylinders not despite them.
I understand what you mean sir, but it's a a bit more complicated than that. It doesn't have to do only with the number of cylinders, but it's a function of the layout as well. An I3 is inherently unbalanced, even though it is a multiply of 3 (3x1 to be exact). An I4 is better balanced, if not perfectly so. An I6 is perfectly balanced, as the vibrations cancel themselves out (in the correct firing order). The same applies to the V12, as it is a double I6. The V6 though is not perfectly balanced, but by having two banks of three cylinders fighting each other and some balancing shafts, makes it pretty smooth. The V8 is the same, and a bit smoother still, since the two banks of I4s are a bit smoother than two banks of I3s. On top of all that, the bank angle in the Vs has to be taken into account. A V12 is perfectly balanced at 60 degrees (even firing order intervals), a V8 is best (but not perfectly) balanced at 90 and a V6 at 120. Depending on the requirements, other layouts might be used and various methods (balancing shafts, hydraulic engine mounts etc) be utilised in order to smooth out an engine's vibrations). You are quite right about the V12 being the King of car ICEs though.
