Ferrari 812 Superfast vs. F12 vs. 812 GTS: Which V12 Grand Tourer to Buy

Ferrari’s naturally aspirated V12 engine is dying.

Not technically, but practically. The company’s shift toward hybrid powertrains means the 812 Superfast and its siblings represent a final chapter. No turbochargers, no hybrid assist, just 12 cylinders screaming to 9,200 RPM like it’s 1999.

That’s why collectors and enthusiasts are shopping these three cars like they’re going out of style.

They are.

The F12 Berlinetta, the 812 Superfast, and the 812 GTS compete in the same ecosystem but deliver wildly different experiences. Same DNA, different story for each. Here’s what you need to know before dropping half a million dollars on a V12 Ferrari.

The Ferrari V12 Lineage: Why These Three Cars Matter

Ferrari’s V12 grand tourer lineage stretches back decades.

The F12 Berlinetta debuted in 2012, replacing the 599 GTB Fiorano. Then came the 812 Superfast in 2017, a direct successor with a newly refined engine. The 812 GTS arrived in 2019 as the open-air variant. Different cars, same engine family, and that matters for comparison shopping.

These aren’t interchangeable, but they share the same engine family and market positioning, which makes them worth comparing head-to-head.

The 812 Competizione exists at a higher tier entirely (starting around $1.5M+ depending on spec). We’ll mention it as context, but it’s not competing with these three in terms of value or accessibility.

What makes these V12 Ferraris special is finality. These are Maranello’s last naturally aspirated, non-turbo, non-hybrid grand tourers. That alone makes them collectible.

The market recognizes it. Prices hold better than comparable exotics. Insurance is reasonable. Parts are available. Dealer networks support them. Unlike future Ferrari hybrids and electrics, you won’t worry about parts becoming obsolete in 10 years.

The 1099 naturally aspirated engine is gone. Ferrari has confirmed that future Maranello models will use turbocharged V6s, V8s, or hybrid systems. This shifts how the market values these three cars. Collectors and enthusiasts understand they’re buying the last generation. That awareness drives pricing and desirability in predictable ways. A 2012 F12 today is worth more as a collectible than it would have been in 2018, simply because the NA V12 is now definitively extinct from Ferrari’s lineup.

Ferrari F12 Berlinetta: The Modern Classic

The F12 Berlinetta is the granddaddy of this trio.

Launched in 2012 as the successor to the 599, it introduced a then-new 6.3-liter naturally aspirated V12 producing 740 horsepower and 560 lb-ft of torque. That engine would later evolve and appear in the 812 models, but the F12 is where the story begins.

Styling holds up well. Pininfarina designed it with proportions that still look right after 14 years. Long hood, pronounced wheel arches, short overhangs. It looks like a proper Ferrari.

The interior is typical 2012 exotic. Excellent leather, solid controls, nothing fancy. A seven-inch touchscreen looks small now. The navigation system is outdated. Climate control works fine. It’s not luxurious by today’s standards, but it’s solid Italian engineering and durability is proven.

The F12 does 0-60 in 3.1 seconds, top speed 211 mph. Impressive in 2012, still respectable, but the 812s are quicker.

The real value proposition today: The F12 is the most depreciated of the three.

Not because it’s bad. Because it’s older, has higher mileage typically, and enthusiasts are gravitating toward the newer, more powerful 812s. Pre-owned F12s typically range from $280,000 to $400,000 depending on mileage, service history, paint quality, and interior condition. Low-mileage examples with excellent service records and rare colors command the premium end.

Production numbers for the F12 reached approximately 2,600 units over its 2012-2017 lifespan. That’s more volume than either 812 variant, which means more supply in the used market. More supply theoretically means lower prices, and the market reflects this. Earlier 2012-2014 models trade lower than 2015-2017 models. Age matters on the F12.

The 6.3-liter engine in the F12 develops different characteristics than the 6.5-liter in the 812s. Early F12 models had slightly more torque per displacement, but the overall delivery felt more linear and less explosive at the top end. Later F12 models received subtle tuning that brought horsepower to 745 in 2014+. These late-model F12s are worth tracking if you’re shopping, as they split the difference between early F12 depreciation and 812 pricing.

Bottom line: If you want a naturally aspirated V12 Ferrari at the lowest price point, the F12 is where to start. It’s a four-seat grand tourer with solid bones and a mechanical feel from its lighter, less electronic chassis.

For track days or spirited canyon driving, some enthusiasts prefer the F12’s rawer feedback. For long-distance touring, the 812 models are slightly more refined. The F12’s weight distribution and suspension geometry favor point-and-shoot driving on tight roads. At highway speeds, wind and road noise are more pronounced than in the quieter 812 Superfast.

Ferrari 812 Superfast: The Evolution

The 812 Superfast is the successor to the F12, a meaningful step forward, not a refresh.

The new 6.5-liter V12 makes 789 horsepower and 530 lb-ft of torque. More power than the F12, despite some early confusion about the numbers. That extra displacement and engineering yield a different powerband: peak torque arrives earlier, the power delivery feels more immediate, and the entire experience is sharper.

0-60 in 2.9 seconds, top speed 211 mph.

The transmission is the same F1-derived dual-clutch, but Ferrari re-tuned the shift logic. Compared to an F12, the 812 feels quicker and more responsive with less delay between throttle and action. Shift times improved from approximately 100 milliseconds to roughly 80 milliseconds on the 812.

Styling changes are subtle. The 812 has a new front end with smoother LED lights, revised hood, and updated bumper. It looks like a newer F12, not revolutionary. Side and rear profiles are basically unchanged.

The real differences are in the chassis and electronics. Ferrari completely reworked the steering, upgraded brake systems with redundancy, fine-tuned the suspension, and installed newer computers. The steering feels more connected. The brakes are stronger and smoother. The overall drive is more controlled and confidence-inspiring.

The interior saw updates too: larger touchscreen (8.8 inches), Apple CarPlay integration, better climate control, revised seat designs with additional lumbar support. Not a complete overhaul, but noticeable improvements if you’re comparing back-to-back with an F12.

The 812 Superfast received an updated variant in 2021. Ferrari made subtle improvements to fuel efficiency, added refined suspension tuning, and enhanced infotainment. 2021+ models command slight premiums. If shopping in the used market, a 2017 Superfast at $300K is a strong value play, while 2020-2023 models at $380K-$430K reflect modern spec and limited mileage.

Production of the 812 Superfast ran from 2017 through its discontinuation, totaling approximately 1,500-2,000 units globally. That’s tighter supply than the F12, which supports value retention. The numerically limited production means fewer cars are competing in the used market at any given time. Availability varies by color and spec. Red examples are common. Specific colors like Blu Tour de France or Rosso Magnum require patient shopping.

Pre-owned 812 Superstars typically range from $300,000 to $450,000 depending on mileage, year, service history, and spec. A 2017 with 20,000 miles sits lower; a 2021 with 8,000 miles commands more. Rarer colors, carbon fiber packages, and Tailor Made options add premiums.

The 812 Superfast is the balanced choice for most buyers. More powerful than the F12, less expensive than the GTS, with the newest naturally aspirated engine technology available. It’s also the model with the longest remaining potential for evolution. The GTS and Competizione variants came later, but the core Superfast platform was solid from day one.

Ferrari 812 GTS: The Open-Air V12

The 812 GTS is where things get interesting, because this is the rarest bird of the three.

Launched in 2019 as the convertible variant, the GTS features a power-retractable hardtop that folds away in 14 seconds. Same 6.5-liter V12 as the Superfast (789 hp, 530 lb-ft), same transmission, same chassis fundamentals.

The difference is structural. A retractable hardtop adds weight and complexity. Ferrari beefed up the chassis, adjusted the suspension, and modified brake cooling. The GTS is about 110 pounds heavier.

Performance is slightly different: 0-60 in 3.0 seconds instead of 2.9, top speed 211 mph. You’ll never feel the difference on the road.

What you do perceive: the raw experience of open-air driving. The hardtop retraction is smooth and mechanical. Windows drop, the roof articulates, and you’re exposed to the sound and sensation of 789 horsepower.

The driving experience changes noticeably. Wind buffeting is minimal due to the tall windscreen and cabin design. Long highway cruises with the top down are comfortable. Push hard on a canyon road, and you get immediate feedback with no top to dampen the experience.

Production numbers matter here. Ferrari built roughly 1,500-2,000 812 Superstars globally over the generation. GTS production was roughly 1,200-1,500 units. Significantly rarer, especially compared to the F12 (over 2,600 produced during its run).

That rarity has pricing implications. Pre-owned 812 GTS examples typically range from $350,000 to $500,000+ depending on year, mileage, service records, and color. A 2019-2020 GTS with 10,000 miles might sit around $380,000-$420,000. A 2023 GTS with 2,000 miles could exceed $480,000.

The open-air premium reflects rarity, desirability, and hardtop complexity. Ferrari’s execution is solid.

The 812 GTS is for buyers who want exclusivity and the open-air experience. It’s the newest naturally aspirated V12 Ferrari with a retractable hardtop. Trade-offs: less trunk space (hardtop takes room) and the hardtop motor is one more mechanical system to maintain.

Head-to-Head Comparison: F12 vs. 812 Superfast vs. 812 GTS

Here’s a quick table to visualize where they stand:

What jumps out: Power isn’t proportional to price. The 812 models produce 49 more horsepower than the F12, but that translates to marginal real-world performance gains (0.1-0.2 seconds in acceleration).

What does change is refinement, reliability, warranty support, and resale appeal. Those factors often justify the price premium more than the extra 49 horsepower.

The GTS premium is purely about rarity and the open-air experience. It’s not faster or more practical. It’s different, and collectors value that.

Which Specs and Options Matter for Value

Spec choices dramatically impact long-term value and daily driving satisfaction.

Paint color matters most. Rosso Corsa and Nero Daytona are safe choices. Giallo Modena, Blu Tour de France, and Grigio Titano are solid secondaries. These colors move quickly in the used market and command stable pricing across mileage ranges.

Unusual colors like Rosso Brembo, Bianco Avus, or Grigio Scuro look good but have a smaller buyer pool. They won’t destroy value, but they take longer to sell if you need liquidity. Special order colors like Rosso Competizione or Blu Corsa are polarizing. Some buyers love them; others skip them entirely. Plan for 2-4 weeks longer to sell a special-order color.

Carbon fiber upgrades add value. Mirrors, roof panels, fender vents, diffusers, and interior pieces hold their cost in resale. Factory carbon options from Ferrari cost $3,000-8,000 when new. They depreciate slower than body color or interior options. On the secondary market, a car with carbon mirror caps and diffuser commands roughly a 2-4% premium versus the plastic-trim equivalent, depending on mileage and condition.

The catch: Tailor Made and Atelier customizations are personal preferences. One-off interior colors, stitching, door sills, and trim selections look great to you, but not necessarily to the next owner. A future buyer might not share your design taste. Factory color combinations tend to hold value better than one-off customizations. Avoid paying for Tailor Made options if resale flexibility matters. Stick with factory combinations.

Service history is non-negotiable. A $320,000 812 Superfast with spotty maintenance records is worth significantly less than a $330,000 example with perfect Ferrari service stamps. Maintenance intervals are strict: oil changes every 7,500 miles, spark plugs every 15,000 miles, extensive inspections at major intervals.

Pre-owned examples with full service records command 10-15% premiums. Gaps in history raise red flags about potential hidden wear. An F12 with missing service records between years 3 and 5 is instantly suspect. Buyers will discount the price $15,000-25,000 to account for unknown maintenance history. Keep all service records and receipts.

Check transmission condition. The F1 dual-clutch boxes are tough but not invincible. A transmission that’s overdue for service is a red flag. Some buyers service them preemptively to avoid surprises. Transmission fluid service every 40,000 miles costs $1,200 and extends transmission life considerably. If records show a car has never had transmission fluid service after 40,000 miles, budget for it immediately post-purchase.

Interior wear is expected on used cars. Leather, steering wheel, and door cards show use. Restoration is pricey: $15,000-$25,000 for a full refresh. Low-wear examples cost more. Alcantara steering wheels show sheen wear over time. Replacement costs $3,000-4,500. Leather seat conditioning and light restoration runs $4,000-8,000 and preserves value better than ignoring wear.

Ceramic coating and paint protection add modest value. Factory paint on these cars is thin. A ceramic coating applied at purchase protects against swirl marks and etching. It costs $1,500-2,500 but is worth it if you plan to keep the car 5+ years. Future buyers appreciate well-maintained paint.

Choose paint and carbon options you actually want, not thinking about resale. What matters for value is service history, transmission condition, and overall mechanical health. Enjoy the car. The mechanics matter more than the trim selections.

The Investment Angle: Which V12 Ferrari Holds Value Best

Are these cars investments? No, not really.

You buy them to drive and enjoy, not to make money. That said, some hold value better than others, and there are patterns.

Rare, low-mileage examples with good records hold value best. A F12 with 8,000 miles that sold for $350,000 in 2015 might be worth $300,000-$320,000 now. That’s 12-15% depreciation over 11 years, or 1-2% annually. Not bad for a driven car.

High-mileage examples lose value faster. A F12 with 50,000 miles that cost $370,000 new might be worth $240,000-$280,000 now.

The 812 Superfast has held value better than the F12, mainly because it’s newer and more powerful. Early 812 models (2017-2019) with moderate mileage (5,000-15,000 miles) have held value better than equivalent-age F12s. Well-specced examples hold 75-85% of recent purchase price over 5-7 years.

The 812 GTS is harder to evaluate because production is limited and convertibles are polarizing. Low numbers help value retention, but convertibles can drop more than coupes during downturns. That said, desirable GTS examples have shown resilience. Low-mileage GTS examples hold 80%+ of purchase price.

Past performance doesn’t guarantee future results. The Competizione sits in a completely different market tier. These three standard models are not investment vehicles.

What supports value retention across all three:

• Naturally aspirated engines. Turbos and hybrids dominate now, so NA V12s become more valuable. Scarcity matters.
• Production limits. These sold in the thousands, not hundreds, but supply is fixed. Once out of production, they get rarer.
• Simplicity. No hybrid batteries, no turbos, no overengineered electronics. Simple cars age well.
• Brand. Ferrari’s name never goes out of style. A 2014 Ferrari is still a Ferrari.

What threatens value retention:

• Mileage. High-mileage cars lose value faster. 15,000 miles per year kills value compared to garage queens.
• Maintenance gaps. Skipping even one service interval hurts value. Buyers check service records closely.
• Age and hours. As cars age, maintenance costs climb. A 2017 812 with 60,000 miles is worth less than a 2021 with 15,000.
• Economy. Recessions hit luxury cars hardest. Even well-maintained examples take a hit.

Buy the car because you want to drive it, not for investment returns. If it holds value over 5-7 years, that’s a bonus. Either way, you get to own one of the last naturally aspirated V12 Ferraris.

Pre-Purchase Inspection Priorities for V12 Ferraris

Before you commit to any of these three, know what to inspect.

Get a pre-purchase inspection from a Ferrari specialist. Not a general exotic tech, someone who knows these engines specifically. Look for compression consistency, oil analysis reports, spark plug gaps, and fuel system cleanliness.

A compression test costs $400-600 but is mandatory. One cylinder significantly lower than others suggests internal wear. Oil analysis (sending a sample to a lab) costs $200-300 and reveals metal content, coolant contamination, and fuel dilution. These tests catch problems before they become $30,000 engine rebuilds.

Check transmission condition carefully. Test shift feel, listen for noise, and verify recent service. The F1-DCT boxes are tough, but a worn clutch is expensive. No grinding, no hesitation, no false neutrals.

Cooling system condition. Ferraris run hot, and cooling system failures are expensive. Inspect hoses for cracks, coolant condition (should be bright red or orange, not brown), radiator cleanliness, and fan operation. Ask about recent radiator service.

Check the brakes thoroughly. Pads wear fast on performance cars. Rotors should be even and smooth. Brake fluid needs flushing every 2 years. Calipers can seize if the car’s been stored; listen during test drives for dragging or sticking.

Inspect the suspension. Get underneath and check suspension links, rubber bushings, and dampers for leaks. Rough road test drives reveal clunks and rattles. Full suspension refresh runs $8,000-15,000.

Test all interior electronics. Check windows, the hardtop motor (GTS), climate control, navigation, and audio. These things are expensive to fix and hard to diagnose without hands-on testing.

Inspect paint and body. Look for misaligned panels, overspray, and paint thickness variation (signs of past damage). Ferrari panels are precision-fit; bad gaps mean accident history or poor repairs.

Get full ownership history. Request all service records. Ask about accidents, repairs, modifications, and storage. A well-maintained car is completely different from a neglected one.

A PPI typically costs $2,000-3,500 but is non-negotiable before buying.

Which Ferrari V12 Is Right for You: The Decision Framework

Here’s how to choose between them:

Choose the F12 Berlinetta if:

• You want a V12 Ferrari at the lowest price.
• You’re fine with a 2012-era interior.
• You like proven, established platforms.
• You prefer driving engagement over modern refinement.
• You value cars becoming rarer over time.

Choose the 812 Superfast if:

• You want power, refinement, and value in one package.
• You want the newest naturally aspirated engine without needing a convertible.
• You care about modern conveniences: better infotainment, climate control, steering and suspension.
• You want a current-generation machine, not 2012 tech.
• You’re keeping it long-term and want reliability.

Choose the 812 GTS if:

• You want open-air driving as a priority.
• You want maximum exclusivity and the rarity premium justifies the cost to you.
• You accept less trunk space for the convertible.
• You view the car as a lifestyle choice.
• You’re comfortable with the retractable hardtop as a potential service item.

A practical note: Test-drive all three if possible.

The F12 feels raw and mechanical. The 812 Superfast feels modern and polished. The 812 GTS feels exclusive and different.

How the car feels matters more than the numbers.

Pre-Owned Ferrari V12s: Where to Shop

Authorized Ferrari dealers are the safest route. They offer warranties, full inspections, service records, and stand behind the car. You’ll pay 5-10% more than private sales, but the peace of mind is worth it for most buyers.

Specialist exotic dealers like Exotics Hunter in Boca Raton offer a middle ground. They inspect thoroughly, source from trusted partners, and handle exotic-specific financing and trade-ins. Better pricing than franchised dealers with solid quality control.

Private sellers offer the best price but highest risk. You do your own PPI, no dealer support, and you absorb all post-sale problems. For experienced exotic buyers, it can work. For first-timers, it’s a gamble.

Check our current exotic car inventory to see available V12 Ferraris and similar models. Our team can walk you through condition, history, and fit before you commit.

Financial Considerations: Ownership Costs Beyond Purchase Price

Buying is the easy part. The ownership costs are real.

Insurance for a $350,000 812 Superfast runs $3,500-5,500 annually. Agreed-value policies are standard for exotics and protect against depreciation. The F12 typically costs 5-10% less to insure due to lower replacement value. The GTS costs slightly more due to rarity and retractable hardtop complexity. Shop around: specialty insurers like Lockton, Heacock, and Hagerty offer better rates than mainstream carriers for exotic car collectors.

Maintenance for light driving (under 5,000 miles yearly) runs $1,500-2,500 per year. Regular oil changes and inspections are routine. Major services every 15,000 miles cost $2,500-4,500. The 812 Superfast requires synthetic oil changes every 7,500 miles or annually, whichever comes first. The cost is roughly $600-800 per service when done at an independent specialist.

Scheduled maintenance intervals are strict. Spark plugs are due every 15,000 miles (approximately $1,200-1,500 for all 12). Air filters every 20,000 miles. Carbon buildup on the intake valves requires cleaning every 40,000-50,000 miles and costs $2,000-3,500. These intervals matter for resale value and reliability. Skipping them voids warranty support and raises red flags with future buyers.

Repairs vary. Transmission fluid service costs $1,200. Suspension work runs $10,000-15,000. Engine repairs are expensive. A water pump replacement typically runs $3,500-5,000 including labor. If the timing chain needs attention, expect $8,000-12,000. Budget $3,000-5,000 annually as a reserve on top of routine costs.

Tires are $2,000-3,500 per set depending on compound and application (street vs. track). Expect tire replacement every 3-4 years even if mileage is low. Tire dry rot is a concern on low-mileage cars stored over winter. Rotate tires every 15,000 miles to extend life. Many F12 and 812 owners on low mileage budget for tire replacement every 24-30 months regardless of tread depth, as aging rubber affects safety on a 200+ mph capable machine.

Storage for year-round cars costs $300-600 monthly. A climate-controlled garage is better than outdoor storage. Modern storage facilities with dehumidifiers and regular turnover of the engine prevent issues. Registration and taxes add $400-500 annually, though Florida registration is more favorable than some states.

Fuel costs are real but secondary. The V12 gets roughly 11-14 MPG in mixed driving. A weekend warrior covering 5,000 annual miles at $3.50 per gallon spends roughly $1,250-1,600 on fuel annually.

Total annual cost: Budget $8,000-12,000 for maintenance, insurance, storage, and reserves for a moderate-mileage V12 Ferrari. For owners driving 5,000+ miles annually, add another $1,500-2,000 for fuel. Heavy drivers (10,000+ miles) should reserve an additional $5,000 for brake service, fluid flushes, and wear items. For most owners, it’s worth it. You’re keeping a piece of automotive history alive and on the road.

If those costs seem high, consider financing options that spread the acquisition over time, reducing the monthly burden. Financing a $350,000 Ferrari at 5-6% over 72 months reduces the monthly payment to roughly $6,500-6,700, then add the $750-1,000 monthly ownership costs on top.

The Collector’s Angle: Rarity and Future Outlook

These three models represent the end of an era. Maranello’s next generation is hybrid, turbocharged, or electric. There won’t be another naturally aspirated, non-turbo, non-hybrid V12 Ferrari. Every year the survivor pool gets smaller, and the remaining cars get rarer.

Preserving one in good condition makes sense both financially and philosophically.

The F12 Berlinetta is already becoming a modern classic. Prices are stable. Early examples are unlikely to lose much more value. Meticulous maintenance could lead to appreciation down the road.

The 812 Superfast and GTS are too new to predict, but finite production, NA power, simple mechanics, and Ferrari’s name all support value retention. A well-maintained 2017-2020 example could hold or appreciate over 20 years.

For serious collectors, our exotic cars as investments guide explores this angle more deeply.

Should You Modify Your V12 Ferrari?

Factory is almost always better than modified.

Exhaust, suspension, carbon fiber, and power tuning all hurt resale. Buyers want original Ferrari engineering, not aftermarket changes.

That said, factory-approved modifications that add value are defensible. OEM Ferrari carbon options, dealer-installed updates, or service items that improve reliability are fine.

But a K&N air filter, lowered suspension, or ECU tune? Expect future buyers to factor in reverting those changes.

Making Your Decision: Final Framework

Use this framework to decide:

1. Budget. $280K-$400K suggests F12. $300K-$450K opens the 812 Superfast. $350K+ makes the GTS possible.
2. Driving feel. Raw engagement points to F12. Modern refinement points to 812 Superfast. Open-air experience points to GTS.
3. How long you’ll keep it. Long-term (10+ years) justifies the newest engine or rarest car. Short-term favors F12’s lower price.
4. Annual mileage. Heavy driver (5,000+ miles annually) needs the 812 Superfast. Occasional or weekend use works with any of the three.
5. Open-air essential. Yes = GTS. No = choose between Superfast and F12.
6. Risk tolerance. High tolerance suits private sellers or specialists. Low tolerance suits franchised dealers.

Conclusion: One Last Thing

The V12 Ferrari grand tourer is vanishing. New models are turbo and hybrid. Used supply is finite and shrinking. Whether you choose the F12, 812 Superfast, or GTS, you’re buying a car that won’t exist again after these generations end. That’s worth something.

Ready to find your V12 Ferrari? Check our complete buying guide for purchasing details and negotiation strategy.

If you own a V12 Ferrari and want to trade up, see our Sell My Exotic program for consignment options.

Questions about these three models? Contact Exotics Hunter directly. The team have years of hands-on experience with these cars and can help you find the right fit.

The keys are waiting. Now it’s your move.