America, this is your exclusive Ferrari, the strictly limited edition F60 America, a topless version of the F12berlinetta with a 730hp (740PS) V12 residing under its hood.

It was made to commemorate the 60 years of Ferrari business in North America, but before you get too excited, learn that, despite a $2.5 million price tag (more than six times the price of an F12b), all 10 examples have already been spoken for.

Ferrari's decision to limit production to 10 units was not made by chance as it pays homage to the 1967 275 GTS4 NART Spider, the open version of the 275 GTB4 that the importer, Luigi Chinetti, specifically requested from Enzo Ferrari for the U.S. in 10 examples.

The F60 America is not as near as dramatic as Ferrari's other F12-based project, the recent F12 TRS barchetta, but it still stands out, as the Italians made a lot of changes to the design.

Along with removing the roof and adding two leather-trimmed roll-hoops backed by carbon-fiber-trimmed flying buttresses, Ferrari also restyled the front and rear ends of the F12, as well as the doors and the wings. The convertible was painted in the classic North American Racing Team livery and sports special anniversary badges.

The F60 will be supplied with a fabric top that you will have to remove by hand.

Inside, Ferrari went for an asymmetrical design with the driver’s area trimmed in red and the passenger side in black. Perhaps it’s the angle of the official photo, but the shiny red accents on the right hand side of the dashboard and the lower center console look kitsch in a teenager-tuned 1998 Honda Civic…kind of way.

The racing seats that feature a stylized American flag motif on the other hand look the part.

For its motivation, the F60 America keeps the F12b's 730hp (740PS) 6.3-liter V12 engine paired to a seven-speed dual-clutch transaxle with E-Diff enabling the car to go from 0 to 100 km/h (62mph) in 3.1 seconds.

A prancing white horse of the F12 genre made a little bit more exclusive with the help of the German tuners at DMC has had its pictures taken at an unidentified Hong Kong dealership by photographer Linus Lam.

The F12berlietta was customized through DMC's SPIA program gaining a number of new components of the aero kind, all of which are made from visible carbon fiber in this particular tune (you can also have them painted, as seen in this red example of the car).

The carbon fiber hood is also new as are the white alloy wheels in a spider-web design, with DMC telling, but not showing us, that the package was finalized with an extensive interior makeover that includes re-trimmed seats and buttons, and even a "redesigned" steering wheel.

Perhaps one of the better-selling points of DMC's kit is that the company "guarantees no visible damage by using their components, the car can be, at any time, be returned to the OEM look", which can prove useful in an exotic like the F12.

The Ferrari F12 is for all intents and purposes, a supercar. Sure, it’s engine is not behind the driver, but it's behind the front wheels and only powers the rears. Should you need more from your F12, though, there are kits like the N-Largo by Novitec to help you achieve that, at least visually.

The most noticeable part of the package are the wider fenders which are very noticeably flared and filled by wider wheels measuring 21 inches at the front and 22 inches at the back. There’s also a new front bumper, different bonnet and a rear spoiler all of which are made out of carbon fiber so as to not add much more weight.

Power is slightly upped too, reaching 770 hp (781 PS) via an ECU remap and a new exhaust that makes it sound sweeter and louder than stock, as the video posted below proves; official photos are also attached.

In the last few days, we have brought you a plentiful array of supercar videos, spread around various YouTube channels, all of which show these exclusive and very loud machines doing their thing. Being out of the financial reach of many, particularly these latest ones, like the Ferrari F12 Berlinetta, all one can do is admire the shape of the body and listen to the engine.

Its V12 is not only ridiculously powerful for its duty of propelling what in appearance is a very sporty GT car – it gets 730 hp and 690 Nm (509 lb-ft), plus one of the top engine notes in the business.

However, after having a watch of one of Marchettino’s latest videos, which shows both a standard F12 (the yellow one) and one which has been fitted with a custom exhaust by German Ferrari tuner Novitec Rosso (the red one), we realized that there’s room for improvement.

It’s like having hundreds of minuscule little dwarves giving you an inner ear massage – it may sound creepy, but even in YouTube video form, it may give you the tingles, more so than the standard car ever could. I expect that the difference in "burble-factor" is even more noticeable without the use of quality-corrupting recording equipment...

As one of the prime markets for exotic supercars and luxury vehicles in general, the oil-rich parts of the Middle East often see high-end tuners vying for the attention of buyers looking to individualize their rides.

Germany's DMC may be a fairly new competitor in this rather crowded segment, but it has certainly caught our eye with creations like the Ferrari F12berlinetta SPIA program that forms the base for a new package dubbed the Middle East Edition.

One of the highlights of the tuning program is the exclusive matte yellow color, which is real paint and not simply a foil wrap, with a matte black strip running across the top of the Italian supercar.

You also get DMC's carbon fiber body kit with a front lip spoiler, extended side skirts, rear diffuser and boot lid spoiler, plus a carbon fiber vented hood and roof scoop, new alloy wheels (21-inches up front and 22-inches at the back), available smoked lights and new tailpipes for the titanium exhaust that gives the car 24 extra horsepower, for a total of 754 hp (764PS)

While no photos of the interior were released, the German tuner says that it offers a number of upgrades for the cabin, ranging from new buttons and a re-done steering wheel to a complete makeover.

If we were the owners of a Ferrari F12 Berlinetta, we'd honestly not try to have it modified in any way. However, there are F12 owners out there who would like to make their car stand out even more, and that's what DMC Tuning of Germany promises to offer with its new F12 "Spia" program.

DMC garnish the car with a carbon fiber body kit, which is comprised of a larger front splitter (highly-prone to getting scratched/chipped), new side skirts and a revised rear diffuser. At the back, you will no doubt notice the smoked rear lights, and the boot-lid spoiler, which is reminiscent of that fitted by Ferrari on the 599XX.

Custom 21- or 22-inch wheels are also added for good measure, as is the a roof scoop. If you remember playing the first Need For Speed: Underground games, you will undoubtedly remember you were able to give any car, even a Golf, a roof scoop without any other mods. DMC doesn't say if it serves a purpose here, though.

The 6.3-liter V12 engine is left untouched, but it does get a modest power increase, courtesy of a titanium exhaust system, which gives the car 24 extra horsepower, for a total of 754 hp (764PS). However, as with all tuning projects like this, it's up to the customer to choose the extent of the modifications, and we're sure that if you go to DMC with a lot of cash, they'll make you something even more extreme than this.

German sports and luxury car tuner Mansory has prepared many new models for this week's Geneva International Auto Salon, including its first take on the Ferrari F12berlinetta, which it calls the Stallone.

The refinement program begins with the Ferrari model's bodywork that gains newly designed bonnet and bumpers, plus an array of carbon-fibre aero and purely cosmetic parts, such as the front lip and boot lid spoilers, side skirts, rear diffuser, mirror caps and headlamps.

The finishing touch comes via a new set of alloy wheels size 21-inches in 255/30 tires up front, and 22-inches in tires 355/25 at the back.

The customization continues inside where Mansory re-dressed the entire cabin in red and black leather and Alcantara surfaces, while also designing a new flat-bottom steering wheel and adding carbon fibre trims, aluminium pedals and illuminated door sill trims.

As for the performance upgrades, the German aftermarket brand's engineers developed a power kit comprising a modified ECU together with a sports exhaust system, which both help to increases the 6.0-liter V12 engine's output from from 730hp (740PS) to 764hp (775PS) and peak torque from 690Nm (509 lb-ft) to 725Nm (535 lb-ft).

Two if Italy's finest and newest supercars, the Pagani Huayra and the Ferrari F12berlinetta, came together at the Autodromo di Modena racetrack for a day of testing and high-speed chases, courtesy of Germany's SportAuto magazine.

The Huayra makes do with a mid-mounted 6.0-litre bi-turbocharged V12 engine sourced from Mercedes-Benz's AMG division, rated at 720hp (730PS) and 1,000Nm (737 lb-ft) for 0-100km/h (62mph) acceleration time of 3.3 seconds and a top speed of 360km/h (224mph).

Its rival from Maranello is the fastest production Ferrari ever. It sports a front-mounded 6.2-liter V12 cranking out 730hp (740PS) and 690Nm (509 lb-ft) of torque, good enough to complete the 0-100km/h (62mph) sprint in 3.1 seconds before topping out at 340 km/h+ (211mph+).

There's no commentary in the video and we'll have to wait for the February issue of SportAuto to find out which of the two Italian mistresses impressed journalist Christian Gebhardt the most, but we gather you won't be disappointed…

A stock Ferrari has finally crested the nosebleed barrier of 700 horsepower, and deliveries of said Prancing Horse are slated to start at the end of February in the States. This screaming new F12 Berlinetta takes it all to 730 horsepower at 8,250 rpm and 509 pound-feet of naturally aspirated Italian V12 torque at 6,000 rpm. It hurtles to 60 miles per hour in 0.3 seconds, we swear. Okay, it's 3.0 seconds officially, but we know in our collective heart that tests with appropriate velocimeters will record something near 2.8 seconds as it barrels toward a top speed of 211 mph. And it's 2.5 seconds quicker to 125 mph versus its 599 GTB Fiorano predecessor.

But the F12's freakish speed factor is not the whole story here. Not even the half of it.

The two-seat F12 Berlinetta is gorgeousness on four Michelins (or Bridgestones or winter Pirellis if you like). Pininfarina and Ferrari's ever more responsible on-campus centro stile have combined for one hell of an all-aluminum form that follows impressive aerodynamic functions. One senior company expert tells us, "You could say the front two thirds of the car are predominantly Pininfarina, while the centro stile here can take most credit for the rear end."

Maybe it depends on the color it's wearing, but this very design hit us as a little overwrought when it debuted at last March's Geneva Motor Show. Yet all appeared in sync on our test drive day, in person and on Italian asphalt. Though it may seem bigger to the eye than the 599 it replaces, the F12 is actually smaller in every dimension – 2.0 inches shorter in length, 1.2 in. less in wheelbase, 0.7 in. down in width, with a mondo 2.5 inches off the height. The coupe's all-important center of gravity has been pushed down a full inch, too, and overall dynamics take advantage of this.





This Ferrari is a surprisingly tractable piece of machinery.

That's the third – and the major – ingredient to the F12's greatness: the ride and handling are spectacular by any evaluation. We half expected a hot-tempered horsepower-monger with the yips at lower speeds and revs, but we didn't get that at all. This Ferrari is a surprisingly tractable piece of machinery. That might have to do with every onboard system responding to the driver's desires 20-percent more quickly on average than in the 599. The latest generation of Delphi's magnetorheological dampers, the mapping of all five settings for the manettino switch on the steering wheel, the very tight 11.5:1 steering ratio with only 2.0 turns lock-to-lock, or the towering, knock-free 13.5:1 compression ratio all have something to do with everything feeling so right.

In the interest of full disclosure, we must note that it rained for the better part of the day during our test in Italy. So, no, things weren't ideal, but nevertheless, the show had to go on. Things dried up nicely by the afternoon, so we did get in some properly raucous miles over the hills south of Maranello. Whereas several preceding rear-wheel-drive Ferraris with twelve cylinders in front might have whipped us into the weeds on such a day, the F12 – even when we broke company rules for the wetness and put the manettino drive selector in Sport – was solid throughout on its 20-inch Michelin Pilot Super Sport tires (255/35 ZR 20 front, 315/35 ZR 20 rear). The F12's standard e-diff system was always involved to varying degrees, and its adhesion and side-to-side torque monitoring probably had much to do with its stellar comportment.



The F12 is two seconds quicker than the hallowed Enzo around Ferrari's Fiorano test track.

Comparing the 730-hp F12 drive experience to that of the 612-hp 599 or 508-hp 575M Maranello before it is to border on the silly. Perhaps unsurprisingly, we have had this very same thought for seemingly every new front-engined V12 Ferrari we've ever driven. At 1'23" for a lap around Ferrari's Fiorano test track, the F12 is two seconds quicker there than the hallowed Enzo ever was. At first blush, there is no other production super GT with so much up front that can do things as well as the F12 does – not by a long shot. As a bonus, it can be driven to lead the pack at any track day. Face-off comparisons with the usual American, British and German suspects will be good stuff.

The F12 Berlinetta had its typical Ferrari internal project name – F152 – green-lit back in mid-2009. In 2007, however, Ferrari let the world know that one of its priorities for all future models was to reduce weight, and to this end, they showed the Millechili concept, which in English means "thousand kilograms" or roughly 2,005 pounds. A key effort in this weight loss plan has been to make Ferrari a center of expertise in the development and use of aluminum alloys. Through strategic use of twelve separate alloys used in building its chassis and body, the F12 Berlinetta's official curb weight of 3,594 pounds is 165 pounds less than the outgoing 599 GTB Fiorano. That's at least 200 pounds less than the predominantly carbon fiber 691-hp Lamborghini Aventador LP700-4, another comparison car.



This latest aluminum approach has not only peeled off pounds, it has added crucial rigidity to the entire car – stiffness is up some 20 percent versus the 599. On the sinewy body shell alone, average panel thickness versus the panels of a 599 has likewise been reduced 20 percent.

Using the manettino on the multi-function steering wheel – a comfortable steerer with no menu switches for the onboard computer functions to gum things up – we readily felt the differences between Wet, Sport, Race, CT Off and ESC Off. (Yes, we tried them all even on this perilous rainy day – delinquent as charged.) This suite of features has come so far over the years, and it corrals in these power-packed Ferraris perhaps better than any other similar systems. The throttle remains authoritative, but is also sweet and helpful so that any nervy preconceptions we had heading in to our 730-hp drive day soon evaporated.



The F12's quad exhaust tips aren't stingy at all with their F1-inspired banshee call.

There is always the fear that these more stretched-out true GT style supercars will feel unwieldy with little incitement, that it'll end up being the car that is in charge of the proceedings – especially when things get wet. But the F12 takes that idea and crushes it. With all major drive system hardware having been brought in closer to the chassis' centerline and then lowered, the driving is much more in keeping with what you visualize in your head. We ain't no science PhDs here, but this is all advanced physics at work. And while Ferrari's physics class is happening all around, the remarkable amount of outward visibility puts the driver's mind at ease.

The rev limiter for this dry-sump 6.3-liter direct-injected F140FC is set at a glorious 8,700 rpm. The traditionally flat-cranked twelve is more compact overall and, in keeping with the "hug the center" philosophy, it's mounted back and down as far as it can go in the engine bay. It sits a hair's breadth from one's right calf and foot, yet the sound in the cabin is kept at a remarkably proper level. The positive reactions of pedestrians near and far, however, make it clear that the F12's quad exhaust tips aren't stingy at all with their F1-inspired banshee call.



Does all this make the F12 a good everyday driver? Yes. Yes it does.

When playing with the seven-speed dual-clutch gearbox, it doesn't matter too much where you're at on the manettino setting; the shifts adapt themselves along with the throttle and the driver's desired mood to remain just as smooth as you'd like. The ECU is constantly monitoring the meeting of revs whether upshifting or downshifting, and after just a few getting-acquainted miles, we understood this relationship and felt free to do as we wished without fear. Never once did the transmission hung on the rear axle deny us a downshift. Hallelujah.

On a particularly rough stretch of provincial road where we were hoping to feel any suspension ticks we hadn't yet induced, the F12 and its double wishbones up front and a multilink rear sincerely didn't bat an eyelash. The new-generation Delphi dampers are also noticeably improved beyond the already fine last-gen units, keeping this Italian's four rubber corners clawing the surface below. And we really diced it up, so you can believe us. Add to this the latest-gen Brembo carbon ceramic brakes that are positively squeal- and grind-free. We found them to be easily modulated, even while hauling things in from 125 mph to zero in record time. Does all this make the F12 a good everyday driver? Yes. Yes it does.



While we can wax euphoric about so much of the F12's dynamic envelope, we know its steering will take a little getting used to. For about the first hour, we were repeatedly surprised by how a little steering input goes such a long way in the F12. Some may feel badly about this inherent quickness, but we became accustomed to the 32-percent less steering angle needed to make any maneuvers. Through the numerous ascending and descending hairpins on our route, one hand left its normal position at the wheel only on rare occasions. After that first hour up in the hills, we fell in love with the steering's responsiveness.

The two starring functional features on the F12's exterior have to be the so-called "aero bridges" at the base of the windscreen pillars and the chin spoiler vents for cooling the front brakes. The former's aesthetics pick up where the flying buttresses on the 599 left off. Air flows directly off the nose and is channeled over and then down and around the body chiefly via these aero bridges. They're a major reason the F12 Berlinetta's aerodynamic efficiency and downforce have been improved by 98 percent compared to the 599. All of which means the F12's high-speed runs are laced with stability never seen before in a Ferrari.

Two outer low front air intakes make up the moveable aero equipment on the car. These smallish black metal flaps are automatically opened and shut by sensors that determine when front brake cooling is a good thing (Hint: they're always open during heated driving and they close automatically at any speed below 25 mph).

In regards to the cabin, there's really nothing revolutionary in terms of comfort, space or materials. Our F12 came with the standard sport seats dressed with Poltrona Frau leather in the optional Daytona design look. For this particular Ferrari, these would be our chairs, whereas in the 458 Italia we prefer the more aggressive and body-hugging racing seats. Prior to the start of F12 deliveries in Europe, though, Ferrari's new onboard computer with integral satellite navigation needs a lot of help. As it stands, we observed several beta-stage glitches and found it to be the most trying sat-nav system we've had to use in quite some time. Ferrari is aware of the troubles and is working closely with their supplier to eradicate all reasons for disgruntlement. We will need to live with the whole unfamiliar onboard system for a bit before passing definitive judgment.



What a package, though. And we got so swept up in the F12's glory that we nearly forgot to mention that fuel efficiency is up a useful 30 percent over the 599. Even the super-rich will appreciate that development, if only because they won't have to deign to visit gas stations as often. And according to our contacts, the base price for all this will not be oft-quoted $330,000 figure – it should be closer to $310,000. A bargain.

In the past, a model putting up these impressive numbers would be more than enough to justify its coronation as Maranello's halo car. But that's not the F12's role, at least not for long. Ferrari is readying a new Enzo successor with 800 or more horses, and it should be coming to an auto show by the start of 2013. Judging by our day's drive in the F12, it will have quite a lot to live up to.

Engine: 6.3L V12
Power: 730 HP / 509 LB-FT
Transmission: 7-Speed DCT
0-60 Time: 3.0 Seconds
Top Speed: 211 MPH
Drivetrain: Rear-Wheel Drive
Curb Weight: 3,594 LBS
Seating:2
MSRP: $310,000 base (est.)

After its more extreme tunes of the VW Golf R and the Renault Clio RS, German aftermarket firm Cam-Shaft is proposing a much milder and purely cosmetic take on a car that doesn't really need any performance upgrades to stand out from the crowd anyway.

We're talking about Ferrari's 599 replacement, the F12berlinetta that sports a 6.2-liter V12 engine pushing out 730hp (740PS) and 690Nm (509 lb-ft) of peak torque, good for a 0-200 km/h (124 mph) sprint time of 8.5 seconds and a 340 km/h+ (211mph+) maximum speed.

What Cam-Shaft is recommending is a foil wrap in a matte gunmetal shade for the exterior of the Ferrari supercar that will cost you €2,900 (approximately US$3,800 at today's currency rates) plus another €700 (US$900) if you want to cover the door sills and edges.

An additional €700 (US$900) will get you a powder coating of the F12berlinetta's original wheels in the same color as the rest of the car.

If you do the math, the total comes out to €4,300 or about US$5,600 (if you live in Germany).