Interim vs OTO

The interim 612s had the single-plate dry clutch F1A system still using the 612 transaxle case, but all versions (not just HGT2) had F1 improvements for min shift times of 125 ms. The OTO had the 599 twin-plate dry clutch and gearbox case, Superfast I F1 software with min shift times of 100 ms. Interims had no manettino switch or glass roof. 20" wheels were standard on the OTO, optional on the interims. Both had F1-S capability. Interims and OTOs both had the F133H engine vs the F133F in earler 612s. Not sure what the differences were between the F133F and F133H, just that they happened. CCMs were optional on the interims and standard on the OTOs. Probably missed something, but owners can chime in.

Well-optioned interims are really nicely outfitted 612s.

 

Nope, the transmissions are the same. The OTO just used the 599 transaxle case to better match up with the twin disc clutch hardware.

No comparison between early V8 F1 software and low torque V8s and late V12 F1 software and torquey V12s.

 

Superb post, I was wondering about this the other day, friend of mine has an interim 612 and he was wondering the differences to the early 612s.

 

Hi chaps

In the UK I think these are described as "enhanced". That's certainly how mine is registered by the DVLA (our equivalent of the DMV).

 

You can read about it here. Earlier description covers the updates.

 

I have had at east one Ferrari in my stable for the past 25 years, mostly V12 GT models. As I aged, my clutch ankle got weaker and I am uncomfortable driving a Ferrari V12 clutch especially when the clutch begins to wear and the pressure required to operate it smoothly especially in traffic limits my driving to less than 20 minutes. My last Ferrari V12 was a magnificent 2000 550 but alas, due to my bum ankle, I could no longer enjoy it as it is meant to be driven. I sought the expert advice of several medical specialists who were generally not sympathetic to my complaint that "my bum clutch ankle doesn't let me enjoy my Ferrari anymore", they unanimously advised that the surgery required to fix the ankle problem and the recovery time required was not worth it. In other words, the squeeze wasn't worth the juice.

So I sought an affordable GT replacement for my beloved 550. I first began looking and driving Porsche 911's with their wonderful PDK automated transmissions and dual clutch systems. Indeed, these work without fault and drive even better than identical examples with a conventional clutch arrangement. Not wanting to surrender my nearly a lifetime of Ferrari passion, I turned to the 612 which with a substantially larger and more comfortable interior and only slightly larger outside dimensions. After considerable research and driving a variety of 612s I concluded that I just couldn't live with the F1 automated clutch and transmission present in "base" 612s. So I turned my attention to a 599 and nearly bought one following a spirited drive on open roads coupled with moderate traffic conditions revealed a vastly improved automated manual transmission that even worked well in the "auto" mode. So what makes the 599 such a different driving experience than the "base" 612?. The difference is in the clutch pack and actuator that along with a more powerful computer, reduce shift time noticeably and the programming incorporates much more sensor data that once processed, yields vastly improved shift times and rates of clutch engagement. Eureka, I judged the shifting in the "auto" mode with the FS mode engaged, to be better than 90% of what I would do manually. And the Superfast Mannettino Setting is indeed suoerfast!

At a local Ferrari Concourse d'Elegance a few years ago, I happened to park my 550 next to a fellow FCoA member with a spectacular 612 OTO which I had never really seen before. In conversation, the 612 OTO owner explained what he knew to be the differences between the "base" 612, the 612 OTO and the very rare Sessanta which he also happened to own. Further research uncovered the attached correspondence from Ferrari to their dealer network explaining the differences between the 612 models and exactly how fast the shifting speeds are in the various modes with reference to "improved" shifting in the "auto" mode in both normal and sport Mannettino settings. My FCoA friend graciously offered to let me drive his OTO and I was sold on the 612 OTO. I sold my 550 nearly overnight and began looking for a good 612 OTO in good colors and with as much of the needed service already completed. After a year of searching, I was finally able to buy one that met my criteria and in perfect colors: Blu Pozzi over Cucio. Fortunately, it did not have the HG2 option or the loud exhausts but had every option I was I was looking for. After my purchase and delivery to Scuderia Performante and investing about 30% of my purchase price in quality service, tires and other issues, I had a spectacular car that easily won Platino at our local FCoA concourse. More importantly, I have a spectacular V12 Ferrari that drives wonderfully and is comfortable enough to drive all day in any kind of weather. I truly love this car! I

 

Here are two communications from Ferrari to their dealers describing some of the advancements and differences in the later 612 models. Importantly, it describes the differences in "auto" mode "normal" and "sport". It also documents the correct shifting speeds. I can confirm that the OTO system is truly a superfast shifting transmission and works very well in the FS mode. Mine is a 2008 in spectacular Blu Pozzi over Cuico that took me about a year to find and purchase. It is a wonderful example of Ferrari engineering of a GT road car and I can confirm the "auto" mode with FS turned on and the Manettino set to sport provides exactly the enhancements claimed by Ferrari. While the 612 OTO is much more rare and justifiably expensive, it is a completely different driving experience well suited to Ferrari's target market. I love mine and it has proven to a be reliable, easy to maintain example after investing in substantial service by knowledgeable and experienced master Ferrari technicians. It now has about 36k miles on it and is in perfect operating and cosmetic condition.

I have attached a couple of pictures of my 612 OTO and two Official Ferrari Communications describing their 612 Scaglietti Program options and improvements incorporated into the OTO models. Importantly, these communications explain the differences is shifting speeds and what to expect during various driving situations. The claims are accurate and completely change the driving experience of a 612 OTO or Sessanta compared to the "base" model. I drove examples of both the the base model and the OTO with and without the misunderstood HGT2 option. I did not care for it as it changes the driving experience from comfortable and capable to unnecessarily harsh and uncomfortable. I have also been told that the HGT2 option eliminates the magnetorheological dampers with their advanced and responsive performance that yields excellent ride characteristics on every day road surfaces. Moreover, the loud exhaust that often accompanies the HGT2 option is far too loud and annoying at speed and start. I am glad I found mine that has neither the loud exhaust or HGT2 suspension but the "sporty" exhaust which is just right for me.
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Magnetorheological dampers were never an option or standard on the 612, as far as I know. They were fitted with Sachs shocks like the Maranellos. The 599 did have them and they were optional on the Californias of the same period.

Interim 612s had CCMs optional, sometimes noted as HGTC when combined with HGT2 and sometimes noted as separate options even when both were present.

 

Interims can be converted to 3 pedals without too much effort. Nobody has done an OTO that I have heard about, though. They are doing 599s, but at least there you had a starting point. No factory OTOs with 3 pedals.

F1 575Ms are cheap and much improved over the 550. Relatively easy, if expensive, to convert to 3 pedals and the conversions seem to hold value so far.

 

@tazandjan : are you sure OTOs were supplied with 20'' wheels in standard? As far as I know, OTO standard livery was 19'' (Modular, ball polished). 20'' wheels (Challenge, also ball polished) were only supplied with the optional HGT2 package.
No 18'' livery for 2008+ cars (OTOs or not) as standard CCM livery required a minimum of 19'' wheels.

Another question: according to you, were the standard 612s (ie: not OTOs) between 2008 and 2010 delivered with the single-plate dry clutch F1A system or with the 599 twin-plate dry clutch and gearbox case (and SF software)? From my industrial eye, I would say that they were few, and then I would say that they would also have been delivered with the same system as OTOs. I don't see Ferrari providing 2 different systems on the assembly line, depending on the fact the car was an OTO or not... But the industrial eye and Ferrari's eye at this period were not always the same.

 

Oh wow that’s cool. I’ve always wanted a v8 esprit.

I love manuals and have two but it just seems like the F1 is so much more suited to this car.

 

The flywheel part number for the OTO is unique to the OTO models and therefore it is unlikely that the interim models run the double plate clutch.

Bill

 

Mike- I think you are correct on the wheels based on the option list. I just have never seen an OTO with 19" wheels, but there probably is one out there.

All 612s delivered after some point in spring 2008 were OTOs with the 599 parts and the other upgrades. After 2008, production really tailed off.

 

Indeed, to my knowledge, between Sept 2007 and end of 2010, there are 4 versions of the 612:
- the Sessantas (version 2 of the chassis and CCMs)
- the "Interims", somewhere between Sept 2007 and Jan 2008 (version 2 of the chassis but with steel brakes livery)
- OTOs (Apr 2008 - end of 2010): version 2 + standard CCMs livery
- standard 612s (Jan 2008 - End of 2010): same version 2 but with standard CCMs livery: do you also call them "Interims"?

According to Bill, it says that even if Ferrari has standardized the CCM livery around Jan 2008, they maintained gearbox and clutch differences between OTOs and standard 612 on the assembly line during the period Apr 2008 - end of 2010.
Many thanks for these interesting discussions.

 

I am pretty sure Ferrari built standard 612s in 2008, in 2009 and also probably in 2010. I have seen few of them in the european market.

A friend sold recently one of them (standard 612 with optionnal HGT2 package, with double-DIN Bose and CCMs built in Oct 2009).
When he bought the car, he asked me to check all the car history and maintenances. I am going to check if I can retreive the documents and the copy of the booklet.
I am 99% sure that it was a 2009 model, not a early-2008 / late-2007 model registered in 2009 (the badge was the world champion we have in the 2008+ models, not the "60 years" of the 2007 models).
I am going to check with him.

 

My pre-OTO 612 has the F1 trans and I think it's just perfect. I could care less about all this "my car shifts 30 milliseconds faster than your car nonsense". None of that makes any difference at all in the real world. What am I going to do....drag race some jerk in his souped-up Mustang or BMW between stop lights? I don't think so, I wouldn't stoop that low. The 612 is a damn fine GT car, it really is. Even 20-years on from its introduction. I would never consider it to be a race car, that's just not what it was meant to do. I agree 100% with JLF, in that the 612 is ideally suited to the F1 trans. Ferrari knew what there were doing there. I would 100% recommend it to anybody.

 

I haven't driven a 360/F1 but the majority of the 360/F1s were from an earlier generation of F1 mechanicals and software than even the earliest 612. I would call the pre-OTO 612s (to include the Interim) to be the pinnacle of the Ferrari single clutch disk F1 trans implementation. Of course, 599 and 612 OTO took it a step further in all areas, but that is not really a fair comparison. Payman, please do find and drive a well-maintained example of an early 612 before you drop it from consideration. I love the way my car shifts. It has a good, solid mechanical/analog feel. Once you really comprehend how the shifts are managed (current engine RPM, current throttle demand signal, SPORT-mode selection, for example) by the TCU, YOU can make each shift as smooth or as harsh as you wish. But there is a learning curve to that...which I found to be a really enjoyable process. F1 trans does require regular maintenance to keep it optimized (F1 actuator fluid change and bleed, PIS optimization, clutch wear calculations, throw out bearing inspection...etc). A poorly maintained one will probably feel and shift just like what it is. Anyway, I'm a fan of the 612/F1 and not ashamed to admit it. It gives me what I need.