Ah, the Ferrari 612 Scaglietti—a car that makes absolutely no sense and yet, somehow, is brilliant. Named after Sergio Scaglietti, the legendary coachbuilder responsible for some of Ferrari’s most iconic designs, this is Maranello’s idea of a practical car. Yes, a practical Ferrari, which is like saying, “Here’s a practical diamond-encrusted tiara for your next jog.”
Born in 2004 and produced until 2011, the 612 aimed to replace the already capable 456M GT. But it wasn’t just a replacement; it was Ferrari saying, "Let’s build a grand tourer that can eat continents, carry four people, and still make you feel like you’ve just stepped into the pit lane at Le Mans." Of course, it’s not without its quirks—and there’s a lot to unpack here.
Under the Hood: The Mighty F133 V12
The heart of the Ferrari 612 is the F133F 5.7-liter naturally aspirated V12. Derived from the 575M Maranello’s engine, this 65-degree masterpiece boasts an aluminum block, four overhead camshafts, and variable valve timing. It produces 532 hp at 7,250 rpm and 434 lb-ft of torque at 5,250 rpm—plenty to haul this 1,840 kg (4,057 lbs) aluminum-clad beast to 60 mph in 4.2 seconds and on to a top speed of 199 mph.
Technical Highlights:
Bore and Stroke: 89 mm x 77 mm (a high-revving short-stroke design).
Compression Ratio: 11.2:1, maximizing efficiency and performance without forced induction.
Fuel Injection: Bosch Motronic ME7, controlling 12 individual throttle bodies for razor-sharp throttle response.
Lubrication: A dry-sump system ensures consistent oil delivery under hard cornering—a must when you're pulling 0.92g in a car this large.
What truly makes this engine special isn’t just the numbers but the way it delivers power. It’s buttery smooth at low revs but builds to a crescendo at 8,000 rpm, accompanied by the kind of howl that could wake Enzo Ferrari himself from the dead.
Transmission Options: The Controversy
The 612 Scaglietti was offered with two transmission options: the infamous F1 single-clutch automated gearbox or, for the connoisseurs, the 6-speed gated manual.
F1 Gearbox:
A single-clutch electrohydraulic system derived from Ferrari’s Formula 1 technology.
Capable of shifting in as little as 150 milliseconds (when new).
Early models can feel jerky at low speeds, particularly in traffic, but software updates and careful calibration smooth things out.
Clutch life varies significantly depending on usage. Expect anywhere from 15,000 to 30,000 miles before replacement.
Gated Manual:
The 6-speed manual is a unicorn. Only around 5% of 612s left the factory with this option.
Features an exposed gated shifter that’s not just functional but a work of art.
Provides a direct, mechanical connection to the car that’s simply unmatched by the F1 system.
Values for manual 612s have skyrocketed in recent years. If you find one, buy it immediately.
Chassis and Suspension: An Aluminum Marvel
The 612 Scaglietti was Ferrari’s first all-aluminum production car, built on a spaceframe chassis shared with the 599 GTB Fiorano. This made it 60% stiffer and 40% lighter than the outgoing 456M.
Technical Specs:
Wheelbase: 2,950 mm (116.1 inches)—the longest of any Ferrari at the time, aiding stability and rear-seat legroom.
Weight Distribution: 54% front, 46% rear, thanks to the transaxle layout.
Suspension:
Front: Double wishbones with coil springs, adaptive dampers, and an anti-roll bar.
Rear: Double wishbones with coil springs, adaptive dampers, and an anti-roll bar.
Dampers: Magnetorheological shock absorbers, controlled by Ferrari’s CST (Control for Stability and Traction) system. These adjust in real time to road conditions and driving style.
Performance and Handling: A Gentle Giant
Despite its size, the 612 is no barge. The steering, hydraulically assisted, is alive with feedback—something that’s become a rarity in modern cars. The 612 corners with grace, helped by its adaptive dampers and Ferrari’s CST system, which subtly reins you in when you get too ambitious.
Braking: Brembo carbon-ceramic brakes (standard from 2007 onward). Immense stopping power but prone to squealing if not properly bedded.
Tires: Factory-equipped with 19-inch Pirelli P Zeros, but replacements can be eye-wateringly expensive.
Interior: Leather, Buttons, and Quirks
The 612’s cabin is a leather-lined temple to Italian craftsmanship. Everything you touch feels bespoke, but not all is perfect. The infotainment system—a Becker unit—was outdated even when new. Let’s face it: the Italians were more focused on the V12 than Bluetooth pairing.
Interior Highlights:
Climate control that works most of the time.
Four seats, with the rear ones actually usable for adults (short ones, anyway).
Luggage space: 240 liters in the boot, which is decent for a Ferrari.
Known Issues and What to Check
Owning a Ferrari 612 is not for the faint-hearted. Maintenance costs can rival the GDP of a small nation, and there are plenty of potential pitfalls.
Common Issues:
F1 Clutch: As mentioned, expect frequent replacements.
Timing Chains: Rarely fail, but a rattling noise is a sign of trouble.
Magnetic Dampers: Expensive to replace, and failure is common after 50,000 miles.
Electronics: Warning lights can pop up like Christmas decorations, often due to failing sensors.
Rust: While the aluminum body won’t corrode, check for rust on subframes and suspension components.
Maintenance Costs:
Annual service: $3,000–$5,000.
Clutch replacement: $6,000–$10,000 (F1 models).
Timing chain service: $7,000+.
Verdict: A V12 Ferrari for the Brave and Bold
The Ferrari 612 Scaglietti is not just a car; it’s a rolling paradox, a masterpiece that defies categorization. It’s a Ferrari that doesn’t scream for attention yet manages to draw a crowd. It’s a car that offers four seats, but in true Italian fashion, one must assume that rear passengers are either children or acrobats. And it’s a grand tourer that feels just as comfortable devouring Alpine passes as it does idling in front of a palazzo.
If you’re considering a Ferrari 612, you’re clearly someone who thinks beyond lap times and Instagram likes. You appreciate the finer things—a naturally aspirated V12, a leather-clad cabin hand-stitched in Maranello, and the quiet satisfaction of knowing you own a Ferrari that doesn’t wear its flamboyance on its sleeve. But let’s be clear: this is not a car for the faint-hearted or the frugal.
Why You Should Buy One
Owning a 612 means joining an exclusive club. It’s not the car for those chasing the latest supercar du jour; it’s for the connoisseur, the enthusiast who understands that the 612 represents the last of a dying breed. It’s a Ferrari built during a time when the company was unburdened by emissions regulations and hybrid technology. This is pure, unfiltered Ferrari DNA—mechanical, visceral, and unapologetically luxurious.
If you find a manual 612, you’ve hit the jackpot. These are among the rarest Ferraris of the modern era, and driving one is an experience so tactile, so mechanical, that it feels like you’re directly plugged into the car’s soul. With prices steadily climbing, a manual 612 is as much an investment as it is a dream machine.
Why You Shouldn’t Buy One
The 612 is not perfect. It’s large, heavy, and at times feels more like a grand tourer with Ferrari badging than a true sports car. If you’re looking for the raw, aggressive thrills of a 458 or the futuristic performance of a hybrid SF90, the 612 may leave you wanting.