Maranello's stunning V12-powered GT is now a tempting modern classic - is it time to take plunge on a used example?
Maranello's stunning V12-powered GT is now a tempting modern classic - is it time to take plunge on a used example?in 2004 was a front-engined, long-nosed, rear-drive 540bhp GT that was the closest the firm had ever come to making
The Ferrari was much the same, with most contemporary reviewers using words such as “ungainly” and “awkward” to describe it. Whether or not you agree is your prerogative. In your correspondent’s eyes, it has commendable draws, but it’s far from the prettiest Ferrari ever made. Mechanical parts were extensively developed, too, so if you stick to the car’s service intervals, you’ll spend more time enjoying the 540bhp V12 rather than mending it. This was the last 12-pot Ferrari with a rubber timing belt before the firm started using chains. Dealers recommend the belt be replaced every four years. Along with a service, that will cost around £4000.
Elsewhere, it’s worth noting that the plastic coating of the switchgear can rub off on your hands and clothing in higher temperatures. Build quality issues normally synonymous with Ferraris of this age seem to be non-existent too. Even so, as with any Ferrari, a full service history from franchised dealers or respected specialists is essential.In the interests of traction, Ferrari gave its 540bhp front-engined 612 the rearward weight bias of a mid engined car. That meant moving its 5.7-litre V12, little modified from the
The forged aluminium double-wishbone suspension remained true to Ferrari’s heritage, but the components were all new at the time. When the 612 first landed in 2004, Ferrari claimed to have built the fastest four-seater in the world, despite the Bentley Continental's apparently higher claimed v-max. Ferrari certainly knew how to create a sense of drama inside its cars; the rev counter read from one at the bottom to seven at the top in white numbers, before the 7400rpm red line, with eight, nine and 10 in red.The seats were firm, supportive and electrically adjustable, like the steering wheel. Provided you’re prepared to splay your knees, there was enough room for a six-footer to sit behind a six-foot driver in the heavily sculpted, but relatively narrow twin rear seats.
You wouldn’t find any artificial loading up as forces increased, yet because the feedback was so real and the steering accurate, sensitive and quick, the 612 took on an overwhelming aura of nimbleness.
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