Ferrari 812 GTS 2020 Review

In the supercar market in Malaysia, the V12 convertible models have always been a niche but highly attractive segment – buyers want flagship-level performance without compromising daily drivability and the ceremonial feel of a convertible. The 2020 Ferrari 812 GTS, as the brand's first mass-produced front-engine V12 convertible, directly fills a gap in this niche market. Its core selling point lies in "retaining the performance of the 812 Superfast while adding the convertible experience." The main purpose of this test drive is to evaluate the flagship convertible's balance between performance, comfort, and practicality, and to see if it meets the supercar driver's expectations for being "daily drivable."

From a distance, the overall silhouette of the 812 GTS is highly similar to the hardtop 812 Superfast, still featuring the sleek, low-slung front-engine rear-wheel-drive proportions — note that the official data mistakenly labels the drivetrain as front-wheel-drive; it is actually front-engine rear-wheel-drive (RWD). The car's dimensions are 4693mm × 1971mm × 1276mm, with a wheelbase of 2720mm and a weight of 1600kg, only 70kg heavier than the hardtop version. The side profile remains smooth and compact, without appearing bulky due to the convertible structure. The front fascia retains its aggressive large front grille, paired with sharp LED headlight assemblies on both sides, ensuring maximum recognizability. The aerodynamic kit below the front bumper has been optimized to provide more stable downforce at high speeds.

The most critical change on the side of the body is the "flying buttress" design under the C-pillar. When the roof is retracted, this rear spoiler works in conjunction with the rear wing to reduce drag and minimize cabin turbulence. The roof uses a retractable hardtop structure that can open or close in 14 seconds at speeds below 45km/h. When retracted, it is stored in a dedicated space above the engine compartment without occupying trunk capacity. At the rear, the quad round exhaust layout and the diffuser design carry on the performance lineage, while the LED tail light assembly emits a recognizable strip of light when illuminated at night. With the roof closed, the rear profile matches the hardtop version, creating a very cohesive overall appearance.

Opening the door, the interior combines a sporty atmosphere with a sense of luxury. The center console has an asymmetrical design tilted 10 degrees toward the driver, with all the core control buttons concentrated around the steering wheel and gear shift area for convenient operation while driving. The seats are exclusive sporty bucket seats made of Alcantara and leather material, providing strong lateral support, and the padding on the seat and backrest retains a certain softness, ensuring comfort during daily driving.

In terms of core features, the 10.25-inch central screen is equipped with Ferrari's latest infotainment system, supporting Apple CarPlay, Bluetooth connectivity, and navigation functions. The system is user-friendly and responds quickly. The steering wheel integrates the Manettino driving mode switch (offering Wet, Sport, Race, CT Off, and ESC Off modes), the engine start button, and paddle shifters. The paddle shifters are made of carbon fiber with a solid feel. The air conditioning vents feature a retro round design, decorated with metal accents, reflecting luxury in the details. Although interior storage space is limited, door panel storage slots and the center armrest box can hold small items such as phones and wallets. The trunk has a capacity of 210 liters, suitable for two carry-on suitcases or gym bags, meeting the needs of short trips.

Sitting in the cockpit, the front-row space is friendly to passengers with a height of 180cm—there is a one-fist headroom left when the roof is closed, and there are no restrictions in the open-top condition; legroom benefits from the 2720mm wheelbase, making it not feel cramped. The electrically adjustable seats support adjustments for forward/backward positioning, backrest, and lumbar support, allowing you to quickly find a comfortable driving posture. Although the rear is marked with two "seats," they are essentially small storage slots and cannot accommodate passengers, which is typical of the two-door, two-seat sports car layout.

In terms of storage details, the central armrest compartment includes a USB port and a wireless charging pad, the door storage pockets can hold a 500ml water bottle, and there are mesh pockets behind the front seats for files or magazines. When in convertible mode, wind noise control in the cockpit exceeds expectations—below 60km/h, turbulence is barely noticeable, and at 100km/h, simply raising the side windows allows normal conversation with the co-driver. This is attributed to the airflow design of the C-pillar.

For power, the 812 GTS is equipped with a 6.5L naturally aspirated V12 engine, producing a maximum horsepower of 800PS/8500rpm and a maximum torque of 718Nm/7000rpm, paired with a 7-speed DCT dual-clutch transmission. During everyday driving in Sport mode, the startup response is brisk, and pressing the accelerator pedal by just one-third provides sufficient power output. Overtaking on urban roads poses no difficulty. When switched to Race mode, throttle responsiveness is significantly enhanced, engine RPM remains above 3000, and deep acceleration triggers an explosive engine roar from the V12—a particularly intense auditory impact over 8000rpm in open-top mode. The official 0-100km/h acceleration time is 3 seconds, and during actual test-driving, the sense of pushback continues beyond 120km/h, with performance on par with the hardtop version.

In terms of handling, the steering wheel provides extremely high accuracy with virtually no slack, delivering a clear sense of the road surface during turns. The suspension system adopts a front double-wishbone and rear multi-link structure. In Sport mode for daily driving, the suspension filters out most minor bumps, and it doesn't feel too bumpy when crossing speed bumps or uneven road surfaces. Switching to Race mode stiffens the suspension, significantly improving support in corners—when taking high-speed corners at 80km/h, body roll is well-controlled within a minimal range, and the tire grip (front: 275/35 ZR, rear: 315/35 ZR) instills plenty of confidence.

As for fuel consumption, the official combined fuel consumption is 14.9L/100km. During actual test-driving, urban roads (traffic congestion + ring roads) consumed about 18-20L/100km, while highways (cruising at 120km/h) consumed about 12-13L/100km, aligning with expectations for a large-displacement V12 engine. The braking system uses carbon-ceramic brake discs and responds quickly to braking commands. Even after repeated hard braking, there is no significant heat fade, ensuring safety performance.

Regarding driving comfort, when the roof is closed, cabin noise control is excellent—when cruising at 60km/h, wind noise and tire noise are almost negligible, and at 120km/h, only slight wind noise can be heard. In open-top mode, wind noise gradually increases beyond 100km/h but does not affect normal conversation. Seats strike a good balance between wrapping and support, and driving continuously for 2 hours does not cause back pain or discomfort. The gearbox exhibits no obvious jerks during low-speed crawling, with everyday driving smoothness exceeding expectations.

In summary, the core highlights of the 2020 Ferrari 812 GTS are very clear: First, "uncompromised performance"—it retains the V12 power and handling of the 812 Superfast, with an additional weight of only 70kg that barely affects performance; second, "convertible-friendly experience"—the hardtop convertible offers fast opening and closing, excellent wind noise control, and outstanding everyday usability; third, "adequate practicality"—the trunk space is sufficient, and the interior combines luxury with convenience, making it not merely a track-focused toy. Compared to competitors in the same class, such as the Lamborghini Aventador S Roadster, the naturally aspirated V12 sound of the 812 GTS is more linear, its driving smoothness is better for everyday use, and its price (RM 1,538,000) is slightly lower, making it stand out in terms of value for money.

The target audience for this car is very clear: First, "supercar enthusiasts"—those who want the pure performance of a V12 engine and also hope to occasionally enjoy the wind and engine roar with a convertible; second, "wealthy users for daily commuting"—its comfort and practicality are sufficient for daily use, unlike pure track-oriented supercars that are "difficult to drive"; third, "collector-type users"—as Ferrari's first mass-produced front-engine V12 convertible, it boasts scarcity and commemorative significance.

In conclusion: the 812 GTS is not an "extremely track-focused" supercar, but a "flagship convertible that balances daily use and excitement"—it lets you enjoy spirited driving on mountain roads during the weekend yet is practical enough to take to work on weekdays. Meanwhile, the sense of occasion when driving in convertible mode is something the hardtop version cannot replicate. For supercar users seeking a "balance of performance and comfort," it is one of the best options in this price range.