2021.02.03.  19,555 read Cool Grand Touring Machine, Ferrari 612 Skaglietti Autocar Korea 19

2021.02.03. 19,555 read Cool Grand Touring Machine, Ferrari 612 Skaglietti Autocar Korea 19

I’ve lost interest in the new Ferrari so long ago that I’m completely out of touch with the current models. It’s no surprise that we read the latest Ferrari lineup for a while. With the engine in the middle, the V8 model looks like it was designed by children or designed for children. Models with V12 engines on the front are good looking, but they’re too big.

The beauty of the new Ferrari Rome is a ray of hope. However, it’s been a while since it’s been a while since it’s been a Ferrari and a car that didn’t make it moan. This car is very different visually from the brothers. It must be Maranello’s tacit position. Ferrari’s styling direction has been overly biased towards the inexperienced tastes of emerging markets for too long.

But, in fact, Ferrari has never completely abandoned its’traditional’ customers. In the 1990s there was a 456, which journalists always thought was a very handsome car. Later, the rather interesting’bakery car’ FF and the successor model GTC4 Russo appeared, both with a mature image with a front-placed V12 engine. In other words, riding a Ferrari like this doesn’t look like an ultra-high-paid soccer player. And in the period between these cars, there were 612 Skaglietti, which were made 3025 from 2004 to 2011.

As the name suggests, the body of the 612 was built in a new facility in Modena by a famous coach builder, and the final assembly took place at the Maranello plant. It took a month to complete one 612. I couldn’t make the Ford Mondeo look like a print.

Like all handsome Ferrari, the shape of the 612 was picked up by Pininfarina. More specifically, it was by Ken Okuyama, a trilingual Japanese Renaissance man who joined this legendary styling house as creative director in 2004.

The two Italian companies introduced the Ferrari Enzo and the 456M facelift in the days of Mr. O. He referred to himself as an industrial designer rather than a’just’ car stylist. Since she became a freelancer in 2006, she designed trains, massage chairs, and even eyewear products.

Okuyama said that the 612 is a tribute to the 1950s Roberto Rossellini 375MM, which has a beautiful scallop shape. The car was definitely a two-seater, but the generous 2+2 612 spent 3500 hours in the wind tunnel and achieved 0.34Cd by reducing air resistance.

The engine, of course, had to be a V12. The dry sump 5748cc 65° Tipo F133 engine, managed by one Bosch ECU per bank, was essentially identical to the engines of the later 456M and 575M Maranellos, which featured Nikasil cylinder linings, quad overhead camshafts and hydraulic tappets. In other words, it replaced the decade-old Colombo V12 last applied to the 412 in the late 1980s.

The small lever activates the F1 box

Manetino Controller

Nameplate commemorating Raikonen’s title acquisition

With a 11:1 compression ratio and massage of the intake pipes and ports to promote airflow and reduce back pressure, this 4.9m car accelerates to 100km/h in 4 seconds from standstill and reaches a maximum speed of 320km/h.

With a long hood, short rear deck and huge doors, the 612 is the second all-aluminum Ferrari after the 360 ​​Modena. The front mid-engine chassis architecture, which is still in use today, was first applied. The V12 engine was coupled to the rear rather than the front axle, and the new aluminum space frame was all MIG and spot welded to give it superior rigidity. So the 612 was lighter and much harder than its predecessor. According to Ferrari claims, the robustness and efficiency of weight-to-weight have improved by 60%.

Ferrari’s first integrated stability and traction control system is also featured. Continuously variable damping, which is instantly updated through the wheel sensor, allows the best use of the classic rose joint, forged aluminum double wishbone suspension with anti-dive and anti-squat geometry. The joyful fusion of traditional and modern electronics has allowed the engine, transmission, brakes and suspension systems to communicate with each other.

Most 612s are equipped with a 6-speed paddleshift F1 transmission, which is a standard option for £7,000 (about 10 million won). So, if you meet one of the only 199 six-speed manual 612s, you’re lucky. In either case, the transmission was mounted at the rear with a differential to form a transaxle. This allowed the 1.8 ton, 540 horsepower 2+2 to have an optimal weight distribution. Although the price was 177,000 pounds (about 270 million won), the waiting list soon reached 18 months.

In 2006, three sets of special edition models were released. The most remarkable is the Sesanta, only 60 units were produced to commemorate the 60th anniversary of Ferrari, and most were composed of two-tone colors.

From early 2008, the 612 Skaglietti became a special order model through Ferrari’s One To One (OTO) program. Customers were able to choose colors, materials and options to personalize their vehicles. The black 612, registered in 2009 by Steve Cunningham, is one of the late OTOs, featuring an electronically colored glass roof panel (adjustable brightness at the touch of a switch) and an upgraded paddleshift with improved software. “I bought my first 612 10 years ago,” Cunningham explained. “When I needed a car with more space in the back than the Aston Martin Vanquish for my growing kids,” he explained.

The interior design of Okuyama is faithfully reflected.

The sketch shows the shape of the scallops on the sides

His first 612 was good mechanically, but the combination of steel and aluminum caused the paint reaction and had to be repainted.

“At the time, I eventually changed my car to a Lamborghini, but since then I have owned two silver and this black 612. Maintenance is much cheaper than Aston Martin. The suspension components and tires were lighter than the tie rod ends were worn, and there was no need to change the clutch in the paddleshift transmission. The car’s transmission is much better than its predecessors, as it can shift even in fully automatic mode. It’s a car for’special events’ rather than usual transportation, but I was quite happy when I went to Switzerland on a business trip.”

Nonetheless, aside from fuel consumption and body size-according to Cunningham, it’s longer than his Volvo wagon and barely fits in the garage-there will be no real reason not to use the 612 every day.

Finished in Daytona Black Crema Daytona leather, the 612 is one of 38 OTO Skagliettis sold in the UK as new cars. It came out in the world in July 2008, and the mileage is 26,715 km. Cunningham is the third owner of the car and has maintained a full service history.

From the outside, 20-inch wheels, Pirelli P-zero tires, four 3-inch exhaust vents and oversized bright red 4-piston calipers highlight the car’s intentions. But not everyone will know that this car is a Ferrari, except for a flashing yellow and black badge-it can be good or bad depending on the situation.
The front and rear overhangs are short, but compared to the previous model, the 456M, it is 139mm longer. Under the bonnet was a nearly 100 horsepower more powerful engine.

Pininfarina’s sketch shows how much effort has been put into making the rear passengers enjoy the ride.

It is a car that does not draw unwanted attention from laws or other things. Anyone who passes by will know they’ve seen a Porsche. The most important thing is not muscular, but simple and clean form. It seems to have survived the years much more elegantly than most other modern Ferraris.

Details such as the franchising hose badge engraved on each piece of glass and the beautiful leather folder for the handbook clutch tell the story of the brand who aggressively controls every aspect of the image.

The nice V12 engine is excellently on display. There is no plastic cover here. According to Cunningham, it’s easier to maintain than a mid-engine vehicle that’s hard to access.

The door is opened widely by articulated hinges, allowing easy entry into luxurious interiors. Much of the interior that gives off a spacious feel thanks to the prominent hand-stitched six-way electric adjustable seats and light through a large glass roof is a combination of cream leather and satin-finish aluminum details. Some components have already started suffering from the’sticky plastic’ disease that plagues some cars at this time.

The design is a little playstation style. The thick-rim steering wheel has a red engine start button, and the famous Manetino toggle switch lets you choose between Sport, Comfort and Track modes. The trunk is spacious (the bag designed by Pininfarina was a £2500 option) and the rear bucket seats are’+2′ and wide. I don’t think it’s comfortable for large adults to sit for a long time.

The rear lights of the 575M and 456M can be seen in the rear quarter, where the 612 has well hidden voids.

The dual zone air conditioner is efficient, and the Boss sound system that Ferrari was so proud of in 2004 is still great. The 612 even has a parking sensor and rear camera. You can learn to trust the camera in a car that always beautifully turns back along the desired trajectory.

How about moving forward? When starting from a cool state, the engine maintains a high idling speed as if testing a fan for 20 seconds, then settles at normal speed. To start, simply press the fully’auto’ button on the center console or pull the paddle shifter’s gear. The paddle shifter does not move with the steering wheel and is fixed.

I prefer the smoothness and control of the shift by the paddle shifter. Six gear ratios can be raised and lowered faster than any manual transmission operation, and there is no need to miss shifts, misplace gears, or stretch your left leg. There is no doubt that the standards have risen since the new 612 was released. Does the manual transmission mean any more to a car like this? Although there is something to be said about the pleasure of matching revs and gears the old way, this robotic Ferrari transmission would have been the best compromise ever invented at the time.

The shift is 20% faster than the initial 612, but when you drive the car, the shift becomes solid. A car that looked unnecessarily large at first feels very compact as the mileage increases. The sports exhaust on Cunningham’s cars is louder than the standard unit, but not insanely offensive. You can drive this big Ferrari pretty peacefully at low speeds, and sometimes that’s important.

Despite its generous size and weight of nearly two tons, the 612’s cornering boasts a remarkable balance of agility.

The chassis meets expectations. Neutral resistance to understeer and body roll is almost exquisite. No front-engine Ferrari I’ve driven before has never felt this agile. You can forget about the big and heavy four-seater. If you’re extremely picky, you can partly say the steering is too light. However, this is because the standard was set too high to enable a clean turn-in without anxiety.

This car was equipped with the HGT2 handling package when ordering a new car, which can be attributed to the slight wobble and rustling ride comfort. This increases speed and softens as the engine noise is crushed.

If you don’t drag this car on a long road trip where your destination is incidental and don’t let it run, you feel something is wrong. Sadly, time isn’t given that way. What I can say is that the 612 has the expected level of acceleration. The yellow tachometer’s magnificent momentum towards 7000 rpm is infinitely displayed.

The amazing V12 is equipped with all the latest electronics, but retains its old mental characteristics.

I liked the old-fashioned four-seater 365 and 400, but I have to admit the progress that Skaglietti represents. While those previous 2+2 cars are better than the general idea of ​​those who have never driven, they were really reluctant to compare them to the two-seater Ferrari that existed at the time. In contrast, the Skaglietti was designed from the ground up as a four-seater, which means a shift in mindset that requires taking advantage of the latest lightweight materials and electronic management systems while also having to think deeply about basic issues such as size, weight distribution and robustness. did.

The result is a modern and stylish Grand Touring Machine. It was created with the urge to bring something different and decisive to the world of exotic four-seater vehicles that have never been seen since the Lamborghini Espada, and with real pleasure for the job.

It could have ended up with an Italian car with some of the subtle features of a German car, but the 612 Skaglietti retains the dramatic sensations and opportunities essential to making Maranello products every moment. Maybe the 612 isn’t just because it’s the only Ferrari you can afford, it’s a four-seater Ferrari that you buy only for the value of the car itself.

Ferrari 612 Skaglietti
Sales/Production 2004-’11/3025 rescue Aluminum space frame with aluminum panel
engine All alloy, DOHC V12 5748 cc per bank, electronic full injection Output 540 hp / 7250 rpm
Torque 60.0kg·m/5250rpm Transmission 6-speed semi-automatic, rear wheel roll Suspension All double wishbones with anti-squat/anti-dive geometry, coil spring steering rack and pinion with continuously variable damping (power steering) brake Ventilated ceramic disc with servo and ABS
Length 4897mm width 1930mm Height 1320mm Wheel base 2895mm weight 1840kg Fuel efficiency 4.6km/L
0 → 97 km/h acceleration 4 seconds Highest speed 320 km Price new car £177,000 (about 270 million won) Now £60,000-120,000 (approximately 88.6 million-107.72 million won)

The evolution of the 4-seater V12 Ferrari

It has been 60 years since Maranello launched the first family-friendly mass-production model. The following is a guide for each generation.

250GTE 1960-’63
Although fewer than 1,000 models were produced from 1960 to 63, the Pininfarina-style GTE proved the validity of the four-seater concept. It is a shame that many replicas copied the design of this car. 50 American versions of the 330 were built with the V12 4L engine.

330GT 2+2 1964-’67
Four headlights, V12 4L engine and Pininfarina’s new design were applied, but it still features traditional chassis and suspension overdrive box. It returned in 1965 with a single headlight, a five-speed gearbox and optional power steering.

365GT 2+2 1967-’71
It is an all-new four-seater model with a V12 4.4L engine with a single cam per bank. Power steering is standard on a completely independent suspension with self-leveling at the rear. It was big and heavy, but 240 km/h was no problem. It still used a body designed and manufactured by Pininfarina.

365GTC/4 1971-’72
With its unique resin bumper and pop-up headlights, the GTC/4 replaced the 365GTC as a mid-to-daytona and full four-seater model. ‘/4’ indicates the number of cams, but unlike the existing GTC, the rear seats were narrow.

365GT4 2+2/400/412 1972-’89
The first of this angular coupe featured six tail lights, a center lock alloy and Weber’s V12 4.4L engine. The GM400 automatic option came with the 4.8L 400GT, which was followed by the 400i, which was introduced in 79. The 412 of 1985 had an almost 5L engine with ABS and styling modifications.

456GT/456M 1992-2003
With a 65° V12 engine and a six-speed manual or GTA four-speed automatic transmission, the 412 is the last traditional Ferrari to be polished by the ZF. Pininfarina made the body up to 456M in 1998, when production was moved in-house for detailed improvement of the mass-production model.

FF/GTC4LUSSO 2011-2020
The FF, which replaced the 612, was the first four-wheel-drive Ferrari, equipped with a Pininfarina shooting-brake-style chassis and a 659 hp V12 engine with a speed of 334 km/h. In 2016, the GTC4 Russo was upgraded with four-wheel steering and 690 horsepower.

Written by Martin Buckley

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