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Twelve.Not the car you arrive at first. The car you arrive at eventually.Past the wings, past the badge collection, past...
10/05/2026

Twelve.

Not the car you arrive at first. The car you arrive at eventually.

Past the wings, past the badge collection, past the cars chosen for the way they look in profile on a phone screen. The 812 sits at the end of a different line of thinking.

It is an old form, revived for one last performance. A naturally aspirated twelve, a front-mounted engine, a stance unchanged in spirit since the Daytona. Drive it briefly and the appeal is theatrical; drive it properly and the appeal becomes architectural.

There is something almost primal in the way it builds. The V12 thickens past five thousand, hardens past seven, and arrives, somewhere just shy of nine, at a register no smaller engine can reach for. The nose lifts a fraction. The rear settles. The whole car composes itself around the engine like a sentence around its verb.

And yet none of it raised in voice. No fixed wing. No theatre. Just the long bonnet, the short rear, and a soundtrack written in Modena for an audience of one.

The car you choose when you have stopped choosing for other people.

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Before The FiltersIn 2020, newly tightened European emissions regulations came into force - and beneath the bonnet of ev...
08/05/2026

Before The Filters

In 2020, newly tightened European emissions regulations came into force - and beneath the bonnet of every 812 made thereafter sat a small additional piece of hardware between engine and open air.

It is a modest distinction with audible consequences. The pre-filter 812’s retain an edge, a texture, a clarity in the upper reaches of the rev range that the later cars do not quite hold. Less filtered, in every sense of the word.

Ferrari’s V12 traces back to the very first Prancing Horse; and the line has run, almost unbroken, through the 250 GT, to F12, and on to the 812. This is where, in a sense, it paused.

812 is the last front-engined V12 of that lineage, the last to wear a steering wheel of buttons, stalks and a round red engine-start.

From the Peak car era. Peak Ferrari, by extension.

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Blu on Blu.Mexico, 1964. After a season-long feud with the FIA, Enzo Ferrari had handed in his competitor’s licence and ...
07/05/2026

Blu on Blu.

Mexico, 1964. After a season-long feud with the FIA, Enzo Ferrari had handed in his competitor’s licence and sworn that his cars would never again race in Italian red.

For the final two Grands Prix of the year, the Scuderia ran instead under the colours of Luigi Chinetti’s North American Racing Team; a deep blue and white that was, by any reasonable measure, the wrong livery for a Ferrari.

John Surtees won the World Championship in it.
That blue would in time find its way onto the road, first on the 275 NART Spider, and from there into the Ferrari palette as Blu Nart.

A quieter, more contemplative shade than the saturated blues for which the marque is more readily celebrated.
It suits the 812 entirely. The great front-engined twelves have ever worn restraint best; their proportion, their stance, the long architecture of the bonnet are not virtues that ask to be raised in voice.

This particular car was commissioned to keep company with the owner’s LaFerrari, finished in the same Extra-Range Blu Nart; and the same discipline is felt through every line of the specification.

Within, Blu Sterling hide takes the place of the inevitable commonplace colours, and the cabin is markedly the better for it. To pair exterior and interior in such a register is no small undertaking; yet here it reads unmistakably as Ferrari GT in the older idiom - old-world, well-mannered, deeply considered.

Grigio Chiaro centres and stitching draw light through the seats, while the yellow rev counter and calipers lend just heat enough to hold the composition taut.

It remains, of course, a Ferrari.

Only one specified with taste before the obvious.

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Evolved, not rewritten.On paper, the 992 GT3 moves the story forward. Motorsport-derived front suspension, greater stabi...
22/01/2026

Evolved, not rewritten.

On paper, the 992 GT3 moves the story forward. Motorsport-derived front suspension, greater stability at speed, and a chassis that feels calmer and more resolved the harder you lean on it. It’s a more capable car, undeniably so.

Yet the market has taken a moment to pause. Its predecessor now sits higher in value - rarer, simpler, and for many, the last expression of a more analogue era. Familiar, perhaps, but deeply understood.

992 introduced Porsche’s modern interior language: cleaner, more digital, more refined. Beautifully executed, though subtly different in character. Less mechanical theatre, more precision. Progress, depending on your perspective.

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#992

Paint To Sample Nato Olive Its roots lie in function first - military hardware, industrial equipment, purposeful machine...
19/01/2026

Paint To Sample Nato Olive

Its roots lie in function first - military hardware, industrial equipment, purposeful machinery - where colour existed to serve a role rather than make a statement.

Within Porsche’s Paint to Sample programme, Nato Olive occupies a very particular space. It isn’t bright, it isn’t playful, and it certainly isn’t obvious. Instead, it sits somewhere between green and gunmetal - matt in spirit even when finished in gloss - shifting subtly with light from khaki to bronze to olive.

Those drawn to green tend to favour restraint elsewhere. It’s a colour choice that rarely sits comfortably with excess, and more often than not, it’s paired with silver wheels, neutral trims and a quieter overall presence - letting the colour do the work without competition.

On this example, Neodyme wheels and side graphics could have been altered or removed altogether. We decided to keep them.

The warm, muted gold tone softens the Nato Olive rather than fighting it, adding depth without tipping into ornamentation. It’s a subtle deviation from the expected silver-on-green formula, and one that proves how carefully judged the original specification really was.

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Getting the options right is harder than picking the colour.Paint and interior are personal - equipment choice can reall...
15/01/2026

Getting the options right is harder than picking the colour.

Paint and interior are personal - equipment choice can really make or break a car long-term. Too little and it’s not desirable to anyone else. Too much and it’s hard to recoup the premium.

This one gets it right.

For those who want carbon, it has the Racing Package - high-gloss weave across the driver zone, central bridge, dashboard and full seat shells, finished tastefully with the gold rake design up front.

Ferrari’s standard audio is frankly, poor - it’s always baffling when someone spends this much money and skips the upgrade. Thankfully, this car benefits from the JBL system, a true must have.

And crucially, it was specified with the suspension lifter. One of those options you barely think about until the moment you really need it - and without it, a headache both to live with and to sell on.

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The 458 gets the headlines. The 488 gets the job done - better.Purists weren’t shy about voicing their disappointment on...
14/01/2026

The 458 gets the headlines. The 488 gets the job done - better.

Purists weren’t shy about voicing their disappointment on launch. We feared the introduction of turbochargers would ruin the theatre. At the time, it felt like the end of an era.

Ten years on, with excessive filters, sound management and ever-increasing layers of interference now the norm, that criticism feels misplaced.

Despite its turbo’s, the 488 still sounds unmistakably Ferrari when you lean on it - and more importantly it feels like one too.

In truth, compared to the 458 it’s superior in almost every discipline: faster, more composed, and infinitely more usable; yet still engaging. Qualities that have quietly been eroded in newer models.

Now it’s arguably the sweet spot in Maranello’s modern line-up.

With 458 Spider values running parallel and F8 Spiders commanding close to six figures more, the 488 sits perfectly in the middle - modern enough to feel current, analogue enough to feel special, and engineered to a standard that still impresses nearly a decade on.

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There’s a certain confidence in restraint.In a world full of loud colours, this 488 Spider takes a different path.Grigio...
12/01/2026

There’s a certain confidence in restraint.

In a world full of loud colours, this 488 Spider takes a different path.

Grigio Silverstone over Tortora - calm, considered, and quietly confident. It’s the connoisseur’s choice: elegant, composed, and all the more compelling for its understatement.

Tortora (literally “dove”) brings a quiet, contemporary luxury to the cabin, beautifully judged against Nero accents and fine contrast stitching.

This isn’t a launch-spec car. It’s a palette that feels more Savile Row than supercar showroom - timeless, balanced, and deeply refined.

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Alfresco, the Ferrari Way.Life’s too short not to enjoy an open-air Ferrari.The 812 GTS’s successor may share a V12, but...
22/11/2025

Alfresco, the Ferrari Way.

Life’s too short not to enjoy an open-air Ferrari.

The 812 GTS’s successor may share a V12, but they don’t share the same character. The 812 will go down as the purer choice - the last of the grand, naturally aspirated open-top Ferraris that feels unfiltered, mechanical, and gloriously indulgent. Not replaced, just reinterpreted.

And the 488 Spider? Time has been kind to it.
The 458’s high-rev romance is gone, but the 488 is the more complete car: faster, calmer, beautifully resolved, and now one of the great value plays in Maranello’s modern history. Nestled between rising 458 values and the far costlier F8, it sits in the sweet spot - new enough in tech, old enough in feel.

Two convertibles, two engines, one philosophy:
enjoy the sky while the engine still sings for you.

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The Quiet Palette.Ferrari interiors, at their best, feel less designed and more tailored.Tortora and Cioccolato - two sh...
21/11/2025

The Quiet Palette.

Ferrari interiors, at their best, feel less designed and more tailored.

Tortora and Cioccolato - two shades from different ends of the spectrum; arriving at the same conclusion: quiet, assured luxury.

Tortora carries the softness of dove grey, a contemporary Italian neutral that lifts the cabin without ever feeling bright.

Cioccolato, by contrast, has the depth of hand-worked leather goods - warm, grounded, unmistakably indulgent.

They read like a study in modern craftsmanship: colours chosen not to impress at first glance, but to endure; tones shaped by texture, light, and time.

They remind you that true Ferrari luxury isn’t red stitching or carbon fibre.

It’s the subtleties - the hides, the handwork, the way a cabin feels when the materials have been chosen with restraint and conviction.

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