UPDATED · News · 18 Jun 2026 · Michael Harrison
£336,500 buys you the V12, the prancing horse and very little argument over what comes next, because by the time most British buyers have walked out of Maranello’s personalisation studio they will have signed for something far closer to £428,000. That gap is the whole story now the 12Cilindri is on UK roads, the front-engined V12 grand tourer Ferrari revealed on 3 May 2024 at £336,500 to replace the 812-series cars. The headline figure is the easy part. The atelier process that follows is where the real money, and the real decision, actually sits.
What’s on sale, and what UK cars cost (Ferrari 12Cilindri)
The 12Cilindri is on sale and the first cars are here. Coupé production opened in January 2025, the Spider followed roughly six months later, and right-hand-drive UK examples have been landing with clients through 2025. If you are talking to a dealer now, you are most likely talking about a later build slot rather than a car you collect next week, so treat any allocation conversation as a commitment made well ahead of delivery.
On price, the split is clean. The coupé starts from £336,500. The Spider, as Auto Express reports, adds £30,000 to open at £366,500, a premium I’d happily pay for a folding-roof V12 that may well be among the last of its kind. That decision, at least, is straightforward. The next one is not.
Inside the atelier: where £336,500 quietly becomes £428,000
This is the part of Ferrari’s process for British clients that I keep coming back to. The list price is a starting line, not a finish. Walk into the personalisation studio and the spend escalates fast. From the launch options list, a Personalisation Pack is offered at £14,074. Special exterior colours start at £22,500 and climb to £39,624 for a fully bespoke hue mixed to your brief. Then come the details that look almost incidental on paper and add up alarmingly: coloured brake calipers at £1,512, a rear window tint at £3,079, and ventilated, massaging seats at £8,957.
None of those is irrational on a car at this level, but stack them and you see how Ferrari arrives at its own forecast. Marketing boss Enrico Galliera said outright that clients would spend well beyond the list price, a figure that works out at around £428,000 for a typically optioned UK car. In other words, Ferrari is telling you, before you have even sat down, that it expects you to spend roughly £90,000 beyond the coupé’s list price. The atelier is not an upsell bolted on at the end. It is the business model.
“Most clients will likely spend over €500k” on their 12Cilindri.
Enrico Galliera, Ferrari chief marketing officer (around £428,000 for a typically optioned UK car)
The running costs nobody mentions in the studio
For all the romance of bespoke paint, the ownership maths is sobering and worth saying plainly. The 12Cilindri’s CO₂ emissions are quoted at around 340g/km. That puts it in the very top first-year VED band, and because the car costs well over £40,000 it also attracts the expensive-car supplement on top of the standard rate from the second year. Those rates are reset at most Budgets, and the first-year band for the highest-emitting cars rose sharply for the 2025/26 tax year, so check the current figures on the gov.uk VED tables rather than trusting an old quote. Against a near-£430,000 outlay they are rounding errors, of course, but they are the kind of fixed, unavoidable numbers I always want a buyer to see written down, precisely because the showroom conversation is steered toward seat stitching and not the tax disc.
What the spec sheet won’t tell you is how those numbers feel against the car’s intended use. This is a GT, a car built to cover distance, and 340g/km is the price of a naturally aspirated V12 in the mid-2020s. If that engine is the reason you are here, and for most 12Cilindri buyers it plainly is, the emissions figure is the cost of the very thing you came for.
Who this allocation is actually for
Allocation is the quiet filter Ferrari never advertises. An open UK order book does not mean walking in and buying one; it means the dealer network deciding who gets a slot, with existing clients who have the right history near the front. So my advice splits sharply. If you are already inside the Ferrari fold and a 12Cilindri allocation is on offer, the Spider’s £30,000 premium and a restrained, resale-friendly specification is where I’d focus, because bespoke paint is thrilling to commission and brutal to recover when you sell.
If you are coming to Maranello cold, hoping the open order book is an open door, I’d temper expectations. The £428,000 the brand itself forecasts is the realistic entry point, not £336,500, and the smartest money in that studio is the buyer who knows exactly which options protect the car’s value and which simply flatter the ego on collection day.
If the allocation call came
I’d take the Spider, accept the £366,500 starting point, and treat the personalisation studio with discipline rather than abandon. The ventilated, massaging seats at £8,957 are the indulgence I’d actually use on a long continental run, while a £39,624 bespoke colour is the one I’d walk past. What would change my mind is residual data now UK cars are in private hands: if heavily personalised examples hold their money better than I expect, the case for going all-in at the atelier suddenly looks very different. Until then, on a car the maker itself says will average £428,000, the most valuable thing a British buyer can bring to Maranello is restraint.
Buyer action
Where to check next
Use this as the final check before paying a deposit, signing finance paperwork or relying on a headline monthly figure.
