Driving Destinations: Pikes Peak in a Chevrolet Corvette ZR1

Review: 2026 Ferrari 12Cilindri Spider

As forced induction and electrification continue democratize horsepower throughout the automotive industry, luxury automakers have faced a growing challenge: how do you make an exotic machine feel special at a point in time when even mainstream vehicles offer jaw-dropping performance? Ferrari, to its notable credit, has answered this question in part by staying at the forefront of the latest technologies, as evidenced by cutting-edge entries like the SF90 and F80 – both of which utilize performance-tuned hybrid systems in conjunction with turbocharged engines and sophisticated all-wheel-drive setups. While those two mid-engine monsters offer truly stunning capability, there’s also a growing contingent of performance enthusiasts who yearn for the simpler days of long, curvaceous hoods, rear-wheel drive propulsion, and the banshee wail of a high-winding 12-cylinder engine at full chat. And that’s precisely where the 12Cilindri Spider stakes its claim. As the successor to the 812 Superfast, the 12Cilindri leverages clever active aerodynamics, advanced traction and stability control systems, and a trick four-wheel-steering system that manages the movement of each wheel independently to enhance cornering response, but it’s ultimately an homage to Ferrari’s storied V12 heritage. Aside from the no-nonsense name (which literally translates to “12 Cylinders”), the 12Cilindri’s exterior styling clearly takes some inspiration from the 365 GTB Daytona of the late 1960s. And rather than saddling its latest GT flagship with the complexities of bulky batteries, electric motors, turbochargers, and AWD, Ferrari has instead chosen to focus on the fundamentals that have made GT cars like the Daytona such enduring icons: elegant design, a finely honed chassis, and a truly spectacular naturally aspirated powerplant. It’s a 6.5-liter dry-sump V12 that produces 819 horsepower and revs to a searing 9,500 rpm. Ferrari only cites a deliberately ambiguous dry weight of 3,571 pounds for the Spider, which carries about 130 pounds of extra mass as compared to its coupe counterpart. But at a time when an alarming number of new performance cars are saddled with curb weights that start with a five, the potentially sub-4,000-pound 12Cilindri Spider feels lithe and unencumbered by countermeasures expressly designed to combat the laws of physics. Although its primary mission is to enable drivers to carve their way through picturesque locales at a lively pace without compromising comfort, the 12Cilindri has a notably more sports-car-like persona than the Aston Martin Vanquish – its closest rival – thanks in part to the Ferrari’s incredibly rigid chassis, dual-clutch gearbox, and earnestly performance-tuned suspension. While the eight-speed DCT occasionally takes a beat to get things going from a dead stop, and the hunkered-down stance makes the nose-lift feature a necessity when negotiating steep driveway aprons, the 12Cilindri Spider still manages to retain an admirable level of civility around town and out on the highway. Outfitted with a killer Burmester audio system, a retractable hard top that opens in just 14 seconds at speeds up to 28 mph, and sport seats that feature heating, ventilation, and adjustable bolstering as well as multiple massage routines, the 12Cilindri Spider can be a posh, effortless cruiser when called upon to do so. The only glaring deficiency in this regard comes from Ferrari’s HMI implementation, which utilizes frustratingly difficult-to-use capacitive surfaces on the steering wheel and the instrument panel to control features like adaptive cruise control and mirror adjustments, along with the various functions that are accessed via the 15.6-inch digital gauge cluster. While the infotainment system looks sharp and is quick to respond to inputs, Apple CarPlay conked out on more than one occasion during the few days I spent with the car. Nitpicks aside, one feature that definitely works as intended is the steering-wheel-mounted Manettino switch, which allows you to toggle between the available drive modes. Sport is the default, a naming decision which helps set ride quality expectations, but you can also press this switch like a button to enable Bumpy Road mode, which relaxes the adaptive dampers beyond their standard tuning for more compliance on rough pavement. Out in the canyons, I found myself more interested in the additional drama provided by Race mode. In contrast to convention, Ferrari chose to leave the steering, throttle mapping, and brake-by-wire settings the same in the Sport and Race modes for the sake of predictable response, instead heightening the driving experience when set to the latter by easing the electronic assists, ramping up the programming for the gearbox and the electronically-controlled rear differential, and – importantly – opening up the exhaust valves. While it’s still a little bit quieter than I’d prefer, even with the top down, the noise that this V12 makes while working its way past 9k is a soundtrack to your sweetest dreams. It took some conscious effort to stop myself from short-shifting the first few times I laid into the throttle with the gearbox in manual mode. The revs just seem to build endlessly. It’s also a decidedly different experience than what’s offered in the latest Vanquish. The Aston also features a 12-cylinder atomic bomb under its hood, but the crucial difference here is that the Vanquish’s lofty power figures are owed in part to turbocharging. This gives the Aston a substantial advantage in peak torque (738 lb-ft versus the 12Cilindri’s 500 pound-feet), but it also relegates its redline to a relatively pedestrian 7,000 rpm. The upshot is that not only does the 12Cilindri deliver a much more emotive soundtrack when you drop the hammer, it also feels significantly more buttoned down when called upon to hustle through a technical section of road. Its quick steering rack takes a moment to acclimate to, but it soon becomes apparent that the chassis, brakes, and powertrain have no problem keeping pace. <- Gallery -> The Manettino switch also has dedicated settings for partially or completely disabling the traction and stability control systems if you’re feeling brave (or prefer to do your grand touring sideways), but the intervention is so seamless when these systems are enabled that they rarely distract from the proceedings. While the Vanquish twists and shimmies as the powertrain and the electronics have a debate over the fastest way forward, the 12Cilindri just feels more planted and easier to trust when really hauling the mail. In an era when quadruple-digit horsepower has somehow become readily achievable for production cars, the Ferrari 12Cilindri Spider is a reminder that character and emotion aren’t attributes that can be easily quantified on a spec sheet. There will be a time – probably in the foreseeable future – where folks will gaze into the open clamshell hood of a 12Cilindri and say, "Man, they don’t make ’em like this anymore." Like it or not, the days of the unassisted Ferrari V12 are almost certainly coming to a close. With that in mind, well-heeled traditionalists would be wise to savor the moment. View All Ferrari 12Cilindris For Sale Images: Bradley Iger

Driving Destinations: Pikes Peak in a Chevrolet Corvette ZR1

Introducing Driving Destinations: The ultimate guide to conquering Pikes Peak, Colorado’s iconic, 156-turn motorsport haven.

Welcome to “Driving Destinations” – a new column where we will feature exciting travel itineraries for driving adventures on the world’s most iconic roads. Fittingly, to celebrate America’s Semiquincentennial this year, we kick off Driving Destinations with a dream route up Pikes Peak, the annual site of the nation’s second-longest running motorsport event known affectionately as “The Race to the Clouds.” This year’s edition runs on Sunday, June 21.

Pikes Peak was actually named after Lieutenant Zebulon Montgomery Pike, who first spotted the snow-covered summit from Eastern Colorado in 1806. The spectacular view from the top even inspired Katherine Lee Bates to write the lyrics to “America the Beautiful” in 1893. By 1916, amid the advent of early motoring, what’s officially known as The Broadmoor Pikes Peak International Hill Climb (PPIHC), presented by Gran Turismo, was first founded.

Since then, the 156-turn race over 12.42 miles has paused only for World Wars I and II. Originally dirt, the climb from the start line at 9,390 feet to the 14,115-foot summit featured longer and longer stretches of asphalt before being fully paved in 2011. Times for each year’s “King of the Mountain” grew accordingly quicker, until Volkswagen set the longstanding record of 7:57.148 in 2018 with Romain Dumas behind the wheel of its all-electric prototype.

Every year, Pikes Peak presents a unique challenge because the Race to the Clouds often runs on days with inconsistent foul weather. Even for tourists and amateurs daydreaming of driving top speed to the summit, an adventure to Pikes Peak always provides memories sure to last a lifetime.

How to get there

Flights run all year long into Colorado Springs, a bustling city with a half-million residents nestled below lush foothills that give way to towering mountains just to the west. More airlines fly into Denver International Airport, though, and from there, an easy drive of about an hour and a half due south on Interstate 25 will reach Pikes Peak. Or, to enjoy the journey as much as the destination, make a jaunt up into the mountain roads and take the longer route – weather permitting, of course.

Lodging

Only one place makes sense for lodging while on a true Colorado Pikes Peak experience: The Broadmoor resort, as suggested in the hillclimb’s official name. This 5,000-acre complex was founded in 1918 by Spencer and Julie Penrose, and still lives up to the same old-world East Coast charm with 784 rooms, suites, and cottages available year-round.

The facility also houses two championship golf courses, which host the US Women’s Open and the PGA Champions series for golfers age 50 and up. Don’t get distracted by lovely fairways and views of the mountains, though, as the grass can be very fast and tricky at this elevation. For those who prefer a bit more relaxation, The Broadmoor also boasts a 43,000-square-foot spa, a central lake, and the popular pool for recreational swimming – even a movie theater on site.

Across the street, the Penrose Heritage Museum celebrates the original cog railway that was built for tourists visiting Pikes Peak as early as 1891. But the same Spencer Penrose also founded the first official hillclimb race, so the museum also houses memorabilia, race cars, motorcycles, and vintage carriages.

Dining

The Broadmoor boasts no fewer than nine restaurants, alongside multiple bars and cafes, on the property. But for more of a classic Wild West meal, drive a few minutes into downtown Colorado Springs to visit MacKenzie’s Chop House, a local institution beneath the Alamo Building on the main drag of South Tejon Street. MacKenzie’s occupies a basement across from the Colorado Springs Pioneers Museum, formerly the site of the El Paso County Courthouse from 1903 to 1973.

Hollywood filmmakers still shoot at the Pioneers Museum to capture that quintessential Western look, but legend tells of catacombs beneath Tejon Street that led straight from the Alamo Building’s basement to the judge’s chambers. After being ravaged by fires in the 1970s, as part of an urban renewal effort, the basement restaurant transitioned through generational ownership until 1997, when it was reopened as MacKenzie’s. Plush with rich woods and supple leather upholstery, there’s nowhere better in Colorado Springs to enjoy a big porterhouse and a dry gin martini.

The Car

Similarly, only one car makes sense to drive up America’s mountain: America’s supercar, the eighth-generation Chevrolet Corvette ZR1. By bolting two enormous 76-millimeter turbochargers onto the track-focused Z06, Chevy effectively built a perfect tool for racing at elevation. At 14,000 feet, the thin air only contains about 60% of the combustible oxygen as at sea level.

This year, Chevrolet will race both a ZR1 and a hybridized ZR1X up the Pikes Peak International Hillclimb. Though the bombastic 1,250 horsepower and all-wheel-drive traction of the ZR1X might well take a new production car record – as usual, weather permitting – the lighter ZR1 rides a bit smoother, making it ideal for a longer drive through the Rocky Mountains. Just don’t plan to carry golf clubs and luggage; the C8’s small rear trunk can hold one or the other, but not both!

The Drive

From The Broadmoor, a full day’s drive to take in everything Pikes Peak and Colorado Springs have to offer should realistically start fairly early – both to beat the frequent afternoon thunderstorms as well as tourist traffic. Ideally, head north to the Garden of the Gods first, for a short hike in the crisp morning air where spectacular rock formations frame Pikes Peak, basking in the glowy sunrise.

Next, climb back in the ZR1 and head up toward Cascade, CO, to the toll booth at the base of the official Pikes Peak Highway. The drive from here snakes about 19 miles uphill, but a wise decision will be to stop at the race’s official start line and try to catch your breath at “just” 9,290 feet of elevation. Try to envision race car drivers strapping in for one of the most dangerous courses in the world – arguably second only to the Isle of Man TT. (Note: motorcycle competition ended at Pikes Peak in 2019 after the tragic death of Carlin Dunne near the summit.)

In the ZR1, switch into sport mode to rev up that V8 and pump in some turbo boost, because from here the road grade turns sharply up toward the ranger station nestled into a deep basin at Glen Cove. Picturesque switchbacks climb up toward Devil’s Playground, a promontory at 12,780 feet. Here, Pikes Peak starts to truly tower over the surrounding countryside, though a long trek across a saddle to the true summit still awaits.

At the very top, take a break to check out the view steep downhill toward Colorado Springs, or westward across the Rockies. The cog railway also meets up here, at a visitor center where most guests stop for a bite of famous donuts cooked with a special recipe for elevation – you can’t take them with you, or they will collapse from the increased air pressure on the way downhill.

For those feeling sufficiently acclimated, the chance to hop out at Devil’s on the descent for another quick hike might seem fun, but truly take care, as the lack of oxygen catches up quick. Once past Devil’s and headed down the switchbacks again, don’t forget to downshift and let the twin-turbos help that V8 do some engine braking. The mountain air can start to smell stifling as less experienced drivers burn their pads to the backing. In fact, so much so that the rangers at Glen Cove line up with laser thermometers to check brake rotor temps in the hopes of stopping anyone who might risk boiling their brake fluid.

Brake issues shouldn’t crop up in the ZR1, given the factory carbon-ceramics. And with a bit of luck, hopefully missing the worst of tourist traffic will allow some exploration of the C8’s excellent mid-engine handling while winding up and down Pikes Peak. About halfway through the descent, the air starts to feel thick and soupy, rich with oxygen once again.

The perfect time to rejuvenate, then, after a long and picturesque adventure in the stunning Colorado countryside, by finishing up the day with a big steak and martinis at MacKenzie’s before heading back to The Broadmoor. And maybe even catch a classic silver screen Western playing in the theater before bed.