The Ferrari 812 GTS is the open-top version of the 812 Superfast, but it is not simply a coupe with the roof removed. It is Ferrari’s modern front-engine V12 spider, built around the 6.5-liter F140 GA naturally aspirated engine, a folding retractable hardtop, rear-wheel drive, and a seven-speed dual-clutch gearbox. In U.S. horsepower terms it makes 789 hp, or 800 cv in Ferrari’s metric rating, and it sits near the end of an era for non-hybrid, naturally aspirated V12 Ferraris.
It is also a serious grand tourer rather than a stripped track special. The 812 GTS combines huge performance with long-distance comfort, a usable cabin, modern stability systems, and the drama of a 12-cylinder Ferrari with the roof down. For buyers, the important story is not only speed. It is specification, maintenance history, carbon-ceramic brake condition, factory options, originality, warranty coverage, and whether the car has been used carefully enough to justify its market premium.
Quick Take
The 812 GTS is most appealing because it gives the full front-engine Ferrari V12 experience in an open car without turning into a fragile showpiece. Its identity rests on the F140 GA 6.5-liter naturally aspirated V12, the 14-second retractable hardtop, and the fact that it revived the regular-production front-mounted V12 Ferrari spider after decades of mostly limited-run predecessors. The main caution is ownership cost: tires, carbon-ceramic brakes, lift-system hardware, electronics, paintwork, and deferred annual service can quickly outweigh a slightly cheaper purchase price. The best cars are original, lightly used, correctly serviced, well-optioned, and supported by Ferrari dealer records, warranty history, and complete factory documentation.
Table of Contents
- History, Significance, and Model Context
- Engine, Chassis, and Key Specifications
- Production, Variants, and Factory Options
- Design, Engineering, and Special Features
- Driving Experience and Real Performance
- Reliability, Maintenance, and Service Risks
- Market Value and Buying Guide
History, Significance, and Model Context
The 812 GTS matters because it brought the front-engine V12 Ferrari spider back as a series-production model, not just a limited collector edition. It followed the 812 Superfast coupe and gave buyers the same basic powertrain and grand-touring mission with a folding hardtop and revised rear bodywork.
Ferrari revealed the 812 GTS in 2019, with customer cars associated mainly with the 2020–2024 model-year period. It belonged to the F152M 812 family, which evolved from the F12berlinetta and sat above Ferrari’s V8 and V6 sports cars as the brand’s traditional front-engine V12 flagship. The “GTS” name is historically important because Ferrari has used it on open sports cars for decades, but in this case the meaning was very specific: a modern V12 spider for customers who wanted the emotional center of a Ferrari GT without the fixed roof.
Ferrari had built front-engine V12 open cars after the Daytona era, but most were limited or special-production models. The 550 Barchetta Pininfarina, 575 Superamerica, and SA Aperta were not regular-production spiders in the same way as the 812 GTS. That is why Ferrari’s “return” language mattered. The 812 GTS was not just a nostalgic badge. It filled a real gap in the range.
The car arrived at a turning point. Ferrari was already moving deeper into turbocharging and hybrid systems, with models such as the SF90 Stradale and 296 GTB showing a different technical future. The 812 GTS stayed deliberately old-school in one important way: no turbochargers and no electric assistance. It used a large-displacement, high-revving V12 that made its power through airflow, rpm, intake tuning, and combustion efficiency.
That does not make it simple. The 812 GTS is full of modern chassis and control technology. It uses electric power steering, Side Slip Control, Ferrari’s F1-Trac traction system, an electronic differential, magnetorheological dampers, and rear-wheel steering through Ferrari’s Virtual Short Wheelbase system. The result is a car that feels more agile than its size and engine layout suggest.
Its reputation today is built on four themes:
- It is one of the final naturally aspirated, non-hybrid V12 Ferrari road cars.
- It offers open-air sound and theater without sacrificing the coupe’s basic performance character.
- It is more usable than many mid-engine supercars, especially for longer trips.
- It is highly sensitive to specification, service history, mileage, and condition.
For collectors, the 812 GTS sits in an interesting place. It was not a numbered limited edition like the 812 Competizione A, yet demand has remained strong because the formula is rare: front-engine, rear-drive, open-top, naturally aspirated V12, modern electronics, and factory support. That combination is unlikely to become common again.
Engine, Chassis, and Key Specifications
The heart of the 812 GTS is the F140 GA 6.5-liter V12, a 65-degree naturally aspirated engine rated at 588 kW, 800 cv, or 789 hp depending on the market convention. It is paired with a seven-speed dual-clutch gearbox and sends power only to the rear wheels.
The engine is closely related to the 812 Superfast unit. It uses a 6,496 cc displacement, a high 13.6:1 compression ratio, direct fuel injection, and variable intake geometry. Peak power arrives at 8,500 rpm, while maximum engine speed is 8,900 rpm. That matters because the car’s character depends on revs. It is not a low-rpm torque machine pretending to be a supercar; it builds urgency as the tachometer climbs.
| Item | Specification |
|---|---|
| Engine code | F140 GA |
| Configuration | 65-degree naturally aspirated V12 |
| Displacement | 6,496 cc / 6.5 liters |
| Bore x stroke | 94.0 mm x 78.0 mm |
| Maximum power | 588 kW / 800 cv / 789 hp at 8,500 rpm |
| Maximum torque | 718 Nm / 530 lb-ft at 7,000 rpm |
| Maximum engine speed | 8,900 rpm |
| Compression ratio | 13.6:1 |
The gearbox is Ferrari’s seven-speed F1 dual-clutch transmission. It is fast enough for full-bore acceleration yet smooth enough for city and touring use when properly maintained. The 812 GTS is rear-wheel drive, with electronic systems managing traction rather than relying on all-wheel drive. That gives the car a more traditional Ferrari balance, but it also means tire condition and temperature matter.
| Item | Specification |
|---|---|
| Layout | Front-mid engine, rear-wheel drive |
| Transmission | Seven-speed dual-clutch automatic |
| Length | 4,693 mm |
| Width | 1,971 mm |
| Height | 1,276 mm |
| Wheelbase | 2,720 mm |
| Dry weight | 1,600 kg with lightweight options |
| Weight distribution | 47% front / 53% rear |
| 0–100 km/h | About 3.0 seconds |
| 0–200 km/h | About 8.3 seconds |
| Top speed | 211 mph / about 340 km/h |
The chassis uses aluminum construction, adaptive dampers, carbon-ceramic brakes, and wide 20-inch tires. Typical tire sizing is 275/35 ZR20 at the front and 315/35 ZR20 at the rear. Those rear tires have a difficult job: they must handle a front-mounted V12 producing 530 lb-ft while also keeping the car stable under hard corner exits.
The electronic control systems are central to how the car works. Ferrari’s EPS electric steering, E-Diff3, F1-Trac, performance ABS/EBD, magnetorheological suspension, and SSC 5.0 are not accessories. They are part of the car’s performance envelope. A tired tire set, outdated software, weak battery, or miscalibrated system can change how the car behaves.
Production, Variants, and Factory Options
The 812 GTS was the spider variant of the 812 Superfast, while the more focused 812 Competizione and Competizione A were separate special-series models. For buyers, the key is not choosing among many mechanical versions of the GTS, but understanding options, specification quality, market region, and documentation.
Ferrari did not position the 812 GTS as a numbered limited edition. It was a range model, but production was still limited by Ferrari’s normal allocation process, high price, and the model’s late-cycle timing. The car remained desirable because it offered a rare combination that was disappearing from the industry: open-top body, front-mounted naturally aspirated V12, rear-wheel drive, and modern Ferrari chassis electronics.
How the 812 family differs
The 812 Superfast is the fixed-roof coupe. It is lighter and visually cleaner at the rear, and it generally costs less on the used market. The 812 GTS adds the retractable hardtop, rear buttresses, additional structure, and the open-air experience. The 812 Competizione and Competizione A use a more extreme engine tune, more aggressive aero, and a sharper track-focused personality.
| Model | Body Style | Buyer Focus |
|---|---|---|
| 812 Superfast | Coupe | Best value for the same basic V12 platform |
| 812 GTS | Retractable-hardtop spider | Open-air V12 grand touring with strong collector appeal |
| 812 Competizione | Limited-production coupe | Track-focused collector car with higher exclusivity |
| 812 Competizione A | Limited open special-series model | Rarest and most collectible open 812 derivative |
Factory options that matter
Options have a major effect on 812 GTS desirability. Some buyers want elegant GT specifications with restrained colors and leather-heavy interiors. Others pay more for carbon fiber, racing seats, passenger display, suspension lift, special paint, forged wheels, and Tailor Made details.
Common high-value equipment includes:
- front suspension lift, useful for steep driveways and city use
- carbon-fiber exterior parts, including front spoiler, underdoor trim, rear diffuser details, and wheel caps
- carbon-fiber driver zone with LED shift lights
- Daytona-style seats or racing seats, depending on the buyer’s taste
- passenger display
- JBL upgraded audio
- front and rear parking cameras
- forged wheels
- special paints, historical colors, or Tailor Made combinations
- Scuderia Ferrari fender shields
- full electric seats for touring-focused cars
Not every expensive option adds the same resale value. A beautifully ordered car with coherent colors can outperform a car with more carbon fiber but a confused interior. Buyers of modern Ferraris often reward originality, factory paint, and complete option records more than aftermarket modifications.
Documentation and identification
A serious 812 GTS purchase should include the original window sticker or factory build sheet, owner’s books, service invoices, warranty records, battery tender, keys, tool kit, tire inflator or mobility kit where applicable, and any Ferrari Approved inspection documents. Matching the VIN to factory specification is important because many cars have carbon parts, wheels, exhaust changes, paint protection film, and cosmetic additions added after delivery.
Originality matters most in these areas:
- factory paint and interior trim
- original wheels or documented factory wheel changes
- unmodified exhaust and emissions equipment
- no crash repairs to aluminum structure or carbon-ceramic brake hardware
- complete dealer service history
- verified option list
- roof operation with no fault codes
A modified 812 GTS is not automatically a poor car, but it should be priced accordingly. Aftermarket exhaust systems, lowered suspension, non-factory wheels, ECU tunes, and carbon add-ons can reduce the pool of future buyers.
Design, Engineering, and Special Features
The 812 GTS looks different from the coupe because the roof system changed the rear body, the aero balance, and the visual weight of the car. Its design is best understood as a high-speed V12 GT that had to protect airflow, cooling, roof packaging, luggage space, and cabin comfort at once.
The most important feature is the retractable hardtop. It opens or closes in about 14 seconds and can operate at low road speeds. Unlike a fabric roof, it gives the car a coupe-like appearance and better weather protection when closed. It also allowed Ferrari to preserve the sense of a proper grand tourer rather than making the GTS feel like a weekend-only roadster.
The rear buttresses are not just decoration. They create a distinct spider profile and help manage the visual transition between cockpit, roof cover, and rear deck. The 812 Superfast coupe has a long, flowing fastback shape. The GTS has a more sculptural rear with stronger shoulders, which gives it a different stance.
Aerodynamics were a major engineering challenge. Removing a fixed roof changes airflow over the cabin and rear deck. Ferrari had to manage turbulence, cooling, drag, and high-speed stability while preserving open-top comfort. Air channels, vents, rear body shaping, and underbody airflow all contribute to keeping the car stable at speeds most convertibles never approach.
The engine placement is also central to the design. The V12 sits behind the front axle line as much as possible, giving the car a front-mid-engine layout rather than a simple nose-heavy arrangement. This helps explain the 47/53 front/rear dry weight distribution. The long hood is not merely styling theater; it reflects the packaging of a large V12 set back in the chassis.
Cockpit layout
Inside, the 812 GTS keeps Ferrari’s driver-focused steering wheel philosophy. Major controls sit on or near the wheel, including the manettino drive-mode switch, turn indicators, wiper controls, and shift lights when optioned. This can feel unusual at first, but it is part of Ferrari’s idea that the driver should keep both hands on the wheel during fast driving.
The cabin is more usable than many supercars. Visibility is reasonable for the performance level, the seats can be comfortable for long trips when correctly specified, and the luggage area is useful enough for weekend touring. That said, it is still a low, wide, expensive exotic. The long nose, wide rear tires, carbon-ceramic brakes, and low front overhang demand care in tight city driving.
Sound and sensory character
The 812 GTS is defined by sound almost as much as speed. With the roof down, the intake and exhaust note become the car’s main event. The engine has a hard-edged, rising V12 character that changes dramatically from low rpm to the upper range. It is smooth when driven gently but becomes sharp and urgent as it approaches the top of the tachometer.
The sound is not accidental. Ferrari tuned the intake, exhaust, and cabin experience to make the spider feel special without making it tiring in normal use. That balance is one reason the 812 GTS works as both an event car and a long-distance GT.
Driving Experience and Real Performance
The 812 GTS feels fast in a way turbocharged cars often do not: the speed builds with revs, sound, and throttle movement rather than arriving as a sudden boost surge. It is brutally quick, but its main appeal is the connection between the engine, gearbox, steering, and rear-drive balance.
At low rpm, the V12 is tractable enough for traffic. It does not need to be driven hard to move smoothly. The dual-clutch gearbox can behave politely in automatic mode, and the adaptive dampers give the car a usable ride for a machine with this much performance. In this calm mode, the 812 GTS can feel like a very expensive, very wide grand tourer.
Press harder and the character changes. The engine wakes up through the midrange, then becomes much more intense beyond about 6,000 rpm. Because peak torque arrives high by modern standards, the car rewards drivers who use the gearbox and let the engine rev. The final stretch to 8,500 rpm is the emotional center of the car.
The gearbox is very quick under load. Upshifts are crisp, downshifts are dramatic, and the paddles give a level of control that suits the engine. The gearbox also helps hide the car’s size by keeping the V12 in the right part of the rev range.
Steering feel is a topic of debate among Ferrari enthusiasts because the 812 uses electric power steering. It is very fast and direct. Some drivers coming from older hydraulic-steering Ferraris may find it less naturally textured, but the system works well with the rear-wheel steering and chassis electronics. The car changes direction faster than its front-engine layout suggests.
The rear-wheel steering system is a major part of the experience. At lower and medium speeds, it helps the car rotate and reduces the sense of length. At high speed, it supports stability. The 812 GTS is still a powerful rear-drive car, but it does not feel lazy or old-fashioned.
Braking performance is extremely strong when the carbon-ceramic system is warm and healthy. Pedal feel can vary depending on temperature, pad condition, and use pattern. Cars that spend most of their time being moved short distances may not feel as clean as regularly exercised examples. On inspection, rotor condition is more important than simple mileage.
The roof changes the experience dramatically. Closed, the 812 GTS is refined enough for highway use, though it is never quiet in the ordinary luxury-car sense. Open, the car becomes more emotional and more exposed. Wind management is good for the performance class, but at high speeds the cabin becomes a sensory place rather than a calm lounge.
The car is not ideal for every kind of driving. On narrow roads, it feels wide. In heavy city traffic, the long hood and low front end require attention. On cold or old tires, the torque and rear-drive layout demand respect. On track, the car is capable, but its weight, tire cost, brake cost, and open-top configuration mean it is better viewed as a road-focused super-GT than a dedicated circuit tool.
Reliability, Maintenance, and Service Risks
The 812 GTS is not unreliable in a simple sense, but it is an exotic Ferrari with expensive systems, expensive consumables, and very little tolerance for neglected maintenance. A car with perfect records and current warranty coverage is a different ownership proposition from a car with missing annual services and unknown brake wear.
The F140 GA V12 is generally respected as a robust Ferrari engine when serviced correctly. It is chain-driven, naturally aspirated, and not stressed by turbochargers or hybrid hardware. That reduces certain risks, but it does not make the car cheap to own. Fluids, filters, spark plugs, belts for ancillaries, cooling-system items, sensors, mounts, and emissions equipment still require specialist care.
Annual servicing is important even for low-mileage cars. Many 812 GTS examples cover very few miles, which can create its own problems. Batteries weaken, tires age out, seals sit, brakes do not get cleaned by regular use, and roof mechanisms may be operated too rarely. A 1,000-mile car is not automatically better than a 6,000-mile car if the lower-mileage example has sat on old tires and a weak battery.
Common inspection areas
A pre-purchase inspection should focus on the systems that are most expensive or most sensitive to poor use:
- complete Ferrari dealer or specialist service history
- active warranty, extended warranty, or eligibility for Ferrari warranty programs
- diagnostic scan for powertrain, gearbox, suspension, steering, roof, and body-control modules
- roof opening and closing operation, including alignment, noises, and fault codes
- battery health and evidence of regular tender use
- carbon-ceramic brake rotor condition, not just pad thickness
- tire brand, size, tread, age, and heat-cycle condition
- front lift operation and signs of leaks or abnormal noises
- suspension damper condition
- gearbox behavior from cold and hot
- coolant leaks, oil leaks, and undertray evidence
- front splitter, underbody, and diffuser damage
- paint meter readings, panel alignment, and signs of aluminum repair
- exhaust and emissions equipment originality
Carbon-ceramic brake condition is one of the biggest financial inspection points. These rotors can last a long time in road use, but they are expensive if damaged, overheated, chipped, or worn beyond specification. Do not rely only on a visual look through the wheel. A specialist should measure and assess them properly.
Tires are another major issue. A car on old high-performance tires is not ready for proper use, even if the tread looks acceptable. The 812 GTS depends heavily on tire grip and tire temperature. Incorrect tires, aged tires, or mismatched sets can make the car feel nervous and can trigger unnecessary intervention from the stability systems.
The retractable hardtop is a special inspection item. It should move smoothly, latch correctly, and show no water leaks, trim rubbing, hydraulic problems, sensor faults, or alignment issues. Roof repairs on exotic convertibles can be labor-intensive because access is often difficult and calibration matters.
Electronics are part of modern Ferrari ownership. Infotainment issues, sensor faults, battery-related warning lights, camera problems, and control-module updates should not be ignored. Many strange electrical symptoms begin with a weak battery or improper storage. A Ferrari battery tender is not a decoration; it is part of responsible ownership.
Recall and service-campaign awareness
Some Ferrari models from this era were affected by safety recalls and technical information updates, including braking-system-related recall documentation that included certain 812 vehicles. A buyer should check the exact VIN with an authorized Ferrari dealer and official recall database rather than assuming the model year tells the whole story. Recall completion should be shown in writing.
Factory service information and parts-catalog updates also matter because they show how support for the model evolved. A well-kept 812 GTS should have records showing not only annual service, but also campaign completion, software updates, and any warranty repairs.
Market Value and Buying Guide
The 812 GTS trades at a premium because it combines open-top usability with one of Ferrari’s last non-hybrid naturally aspirated V12 powertrains. In the 2026 market, normal used asking prices often sit well above the original base MSRP, while special specifications and Tailor Made cars can command much more.
As a broad guide, ordinary U.S. retail asking prices for clean, low-mileage 812 GTS examples often cluster around the high-$400,000s to mid-$600,000s, with special colors, Tailor Made builds, very low mileage, and exceptional options pushing higher. Public auction results can vary widely because specification and presentation matter enormously. A rare Tailor Made car can bring a result that does not represent the whole market.
Do not shop only by mileage. A 2,000-mile car with a dull specification, old tires, and gaps in service history may be less attractive than a 6,000-mile car with the right colors, warranty coverage, fresh tires, documented servicing, and no paintwork. The 812 GTS market is emotional, but informed buyers still pay for evidence.
| Value Factor | Why It Matters |
|---|---|
| Factory specification | Color, carbon options, lift, seats, passenger display, and Tailor Made details affect demand |
| Mileage | Lower mileage helps, but only when condition and service history support it |
| Service records | Annual Ferrari dealer history lowers buyer risk |
| Warranty status | Active or renewable coverage is valuable on a modern exotic |
| Brake and tire condition | Consumables are expensive and affect driving quality |
| Originality | Factory paint, factory exhaust, and unmodified electronics appeal to collectors |
| Market region | U.S., European, and other-market cars can differ in pricing, equipment, taxes, and import appeal |
Cars to seek
The best 812 GTS examples usually share the same traits. They have coherent factory specifications, no accident history, complete books and keys, regular authorized servicing, current tires, a healthy battery, clean diagnostic reports, and no stories around the roof, brakes, or paint.
A particularly strong car might have:
- desirable original paint or a tasteful special color
- suspension lift
- carbon-fiber driver zone with LEDs
- passenger display
- forged wheels
- front and rear cameras
- Ferrari dealer service from new
- no aftermarket tune or exhaust
- clear paint-protection-film history
- current warranty or warranty eligibility
- recent tires from the correct performance category
Cars to avoid
The riskiest examples are not always the cheapest at first glance. Avoid cars with incomplete records, repeated warning lights, non-factory modifications, unexplained paintwork, roof faults, old tires, weak batteries, missing accessories, or sellers who resist a Ferrari specialist inspection.
Be cautious with:
- cars advertised as “like new” but overdue for annual service
- cars stored without a battery tender
- heavily modified exhaust or ECU-tuned cars
- suspiciously cheap imports with unclear compliance history
- cars with paintwork on structural aluminum areas
- examples with carbon-ceramic brake questions
- cars with mismatched or aged tires
- cars that have been repeatedly listed without selling
The buyer’s best strategy is to pay for the right car once. A discount can disappear quickly if the car needs tires, brake work, roof adjustment, annual service, battery replacement, cosmetic correction, and warranty reinstatement.
Long-term collectability looks favorable, but not because every 812 GTS is rare in the numbered-edition sense. It is collectible because its formula is emotionally powerful and increasingly uncommon. The open roof, naturally aspirated V12, front-engine layout, and Ferrari badge make it a car people understand immediately. The strongest examples will likely remain those with low but sensible mileage, beautiful factory specifications, full documentation, and no modification stories.
References
- Ferrari 812 GTS, the V12 spider returns 2020 (Manufacturer Specifications)
- Ferrari NV Annual Report 2024 (AFM Filing) 2025 (Annual Report)
- Part 573 Safety Recall Report 22V-536 2022 (Recall Database)
- Ferrari North America Technical Information 2020 (TSB)
- Ferrari 812 GTS Market – CLASSIC.COM 2026 (Market Data)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, valuation, or inspection. Specifications, torque values, service intervals, procedures, recall status, and equipment can vary by VIN, market, model year, and factory configuration. Always verify details against official Ferrari service documentation, authorized dealer records, and a qualified Ferrari specialist inspection before buying, servicing, or repairing an 812 GTS.
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