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Category: Convertible

Junkyard Gem: 1965 Rambler Ambassador 990 Convertible

By the middle 1960s, George Romney had left the helm of American Motors to become governor of Michigan and company president Roy Abernethy had decided that AMC needed to compete more directly against GM, Ford and Chrysler. In order for the Kenosha manufacturer formed from the 1954 merger of Nash and Hudson to do that, a genuine full-size car had to be created to steal sales from the Impala, Galaxie and Monaco. With a wheelbase stretch and a restyling by Dick Teague, the Rambler Ambassador became that car for the 1965 model year. Here’s a once-snazzy soft-top Ambassador from that year, found at a family-owned yard just south of the Denver city limits.

I’ve documented quite a few vintage machines at Colorado Auto & Parts in this series over the past year, including a 1954 Plymouth Belvedere, a 1969 Walker Power Truck, a 1974 Ford F-250, a 1960 Triumph TR3A, a 1947 Dodge Custom Club Coupe, a 1969 AMC Rambler 440, a 1951 Studebaker Champion, a 1959 Princess DM4 limousine and a couple of dozen first-generation Mustangs and Cougars. This Ambassador is now parked between a Chevelle and a Mustang.

The Ambassador 990 convertible wasn’t the most expensive new ’65 Rambler you could buy, because the Ambassador wagon and the sporty new Marlin cost a bit more. Still, its $2,955 price tag ($29,907 in 2024 dollars) was on the steep side for Rambler shoppers accustomed to penny-pinching Classics and Americans.

This car would have cost much more than the base MSRP, though, because it was built with AMC’s biggest car engine at the time: a 327-cubic-inch V8 rated at 250 horsepower. No, it’s not related to the Chevrolet 327 small-block; parts-counter staffers spent many decades dealing with that confusing name mixup (to be fair to AMC, their 327 was first).

Kaiser-Jeep, not yet purchased by AMC, bought AMC 327s for use in its trucks during the mid-to-late 1960s and called them 327 Vigilantes.

The base engine in the 1965 Ambassador was the 232-cubic-inch “Torque-Command” straight-six, the 4.0-liter descendants of which were still being bolted into new Jeep Wranglers in 2006.

The base transmission in the 1965 Ambassador was a three-speed column-shift manual, but this car has the optional three-speed automatic with “Flash-O-Matic” shifter on the center console. If you wanted a factory radio in your new ’65 Ambassador, you could add “Duo-Coustic” or “Vibra-Tone” rear speakers.

AMC sold just under 65,000 Ambassadors for the 1965 model year, including wagons. Meanwhile, Chevrolet sold better than a million of its full-size Biscaynes, Bel Airs and Impalas that year (and GM’s Pontiac, Oldsmobile and Buick sold plenty of their own versions of those cars as well). As for Ford and Chrysler, there’s no need to rub it in by listing their vast sales numbers for big cars that year. The Ambassador wasn’t much bigger than the competition’s midsize cars at the time, which was a factor in its slow sales.

American Motors had its ups and downs after 1965, but the general story arc was that the Detroit Big Three used their greater resources to continue grinding down their Wisconsin competitor until Chrysler finally bought what was left in 1987.

The last model year for the Rambler marque was 1968, after which all of AMC’s U.S.-market cars got American Motors Corporation badging. The Rambler name lived on for one more year, as the model name on the former Rambler American for 1969: the AMC Rambler.

This car would be worth decent money if restored, but the body is on the rusty side and the interior has been exposed to the elements for many years, making such a restoration a very costly proposition.

The “Sensible Spectaculars” advertising campaign was on the puzzling side.

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Scrapyard Gem: 2003 MG TF

When I went on a whirlwind four-day trip to visit the car graveyards of Yorkshire, England, a few months ago, the MG F/TF was near the top of my list of cars to shoot. As it turned out, I found just a single example, at the York U-Pull-It. It was in rough shape, but it’s a discarded example of the very last gas-powered two-seat roadster to bear MG’s storied octagon badge and thus a true Junkyard Scrapyard Gem.

I’d seen a nice British Racing Green MG F at the “MG — 100 Years of Motoring & Passion” exhibit at Le Convervatoire National de Véhicules Historiques in Diekirch, Luxembourg, last fall and got to thinking about the fact that the Fs and early TFs are now legal to import to the United States under the federal 25-year rule. I spent a good chunk of my college years with a 1973 MGB-GT as my daily driver (British Racing Green, of course) and maybe an F/TF would be a fun car to own here. Then sanity returned when I remembered I don’t have room for both an F/TF and my future Mitsuoka Le Seyde.

The very protracted development of the project that became the MG F began in 1984, when the MG brand was owned by the Austin Rover division of British Leyland. Fast-forward to 1994, when BMW bought the Rover Group from British Aerospace (we’re skipping an Imperial ton of convoluted British car-industry history here, because we’re into the whole brevity thing) and that fresh infusion of Bavarian cash meant that the MG F actually became showroom reality as a 1995 model.

BMW sold MG in 2000; it became part of the Nanjing Automobile empire in 2005 and still exists today. For the 2002 model year, MG Rover restyled the F and gave it a non-Hydragas suspension, naming it the TF in the process.

I was able to find an example of one of the very last thoroughly British MGs, a 2005 ZT 190, a few rows away in the same yard. Also documented by me at the York U-Pull-It that day were a Ford StreetKa, a SEAT Altea, a Smart ForFour, an ex-Royal Mail Peugeot Bipper, a Peugeot 307CC, a Citroën C4 Picasso, a Citroën Xsara Picasso Desire, an early Honda HR-V, a Mitsubishi i, a Renault Megane CC, a Saab 96, a 2007 Mitsubishi Colt, a BMW 320td and an Alfa Romeo Giulietta.

This TF was crashed and thoroughly picked over, but it was identifiable.

The TF was powered by Rover K-series straight-four engines of either 1.6 or 1.8 liters’ displacement, mid-mounted and driving the rear wheels. It’s essentially a British MR2 Spyder, but without the staid Toyota image. This car has the base five-speed manual; a CVT was available as an option.

You can get great deals on MG TFs in the U.K. right now, with prices ranging from the low hundreds of pounds on up to asking prices approaching £10,000.

British production of the TF ceased when MG Rover went bust in 2005, but Nanjing Automobile Group restarted production in China two years later and continued building TFs through 2011.

What’s not to like about the TF? Other than the imminent demise of its manufacturer, that is.

Because of charisma… the heart is different.

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What is the most expensive car in the world?

Highlighting one single vehicle as the most expensive car in the world isn’t as straightforward as you might think. To get a solid answer, we’re going to have to break the question into a couple of parts. First, we’ll discuss the most expensive new car in the world, and second, the most expensive collector car in the world. And by the end of the article, you’ll be armed with the information you’re looking for: What is the most expensive car in the world?

Before we get into the stratospheric numbers, let’s take a step back and put things in perspective. For the last year or so, the average transaction price for a new car has hovered right around $48,000. That’s almost 10 grand more than new cars cost in 2019, before the pandemic. What will that buy you today? Well, you can get a midrange Ford F-150, a Kia Telluride, or a Ford Mustang GT with a few options. Not bad when you consider that these choices are among the best in their respective classes.

At the very bottom of the spectrum is the Nissan Versa, which is available brand new for well under $20,000. Sure, there are a few anomalies such as the Changli Nemica (it’s kinda a car, though not exactly street legal here in America) that can be ordered from Alibaba for about $1,000 to start, but there are a bunch of hidden costs, including shipping.

Most expensive car in 2024: Rolls-Royce Droptail

Price: $30 million

Outside of the classic car market, the most expensive new vehicle in the world is the Rolls-Royce Droptail. So far, three Droptail models have been built, one called the Arcadia Droptail, one in ruby tones called La Rose Noire Droptail and one called the Amethyst Droptail. The latest example, the Arcadia, is painted in a white shade that is infused with aluminum and glass particles for a pearl-like effect that adds depth. Past that, the overall design of all three Droptails remains largely unchanged with an upright grille, thin rear lights, and a rounded back end.

Like other extremely luxurious and expensive nautical-themed cars from Rolls-Royce — see the 2017 Sweptail and the 2021 Boat Tail — the Droptail is a very rare machine. There’s a solid chance the lone remaining version will cost even more than the $30 million-plus cost of the La Rose Noire.

For those keeping track, the Rolls-Royce Boat Tail, which was previously the most expensive car in the world at $28 million, was the first model to emerge from the company’s Coachbuild department that caters to the profanely wealthy. Case in point, the first Boat Tail commission is for a pearl magnate. To put the price in perspective, The Boat Tail’s asking price was equivalent to 1,797 Nissan Sentras.

Other notable cars that cost more than a million dollars in 2024:

  1. McLaren Elva: $1.7 million
  2. Hennessey Venom GT: $1.8 million
  3. Bentley Bacalar: $1.9 million
  4. SSC Tuatara: $2.0 million
  5. Pininfarina Battista: $2.2 Million
  6. Lotus Evija: $2.3 million
  7. Rimac Nevera: $2.4 Million
  8. Lamborghini Sian: $3.7 million
  9. Bugatti Bolide: $4.3 million
  10. Pagani Codalunga: $7.4 million

The most expensive car sold at auction: 1955 Mercedes-Benz 300

Price: $142 million

Let’s start at the top, with the most expensive car ever sold at auction. The 1955 Mercedes-Benz 300 SLR Uhlenhaut Coupe Prototype sold for $142 million in 2022. RM Sotheby’s sold it on behalf of Mercedes-Benz at a private auction held at the carmaker’s museum in Stuttgart, Germany. It’s one of two prototypes made, with the other remaining in Mercedes’ keeping. The new owner remains unnamed for the moment, but we do know what Mercedes did with some of the money. Some funds went to establish a scholarship for students in the environmental science and decarbonization fields.

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2017-2020 Fiat 124 Spider: Future Classic

The 2017 Fiat 124 Spider held the promise of melding two automotive cultures: the romance of the Italians and the focused finesse of the Japanese.

In simple terms, the Fiata, as it came to be called by aficionados, was in fact part Fiat, part Mazda, and all character. Unfortunately, the Miata MX-5 ND ruled the roost in this limited market. Mainstream consumers by this time were already convinced that the future was the SUV; a little two-seater with a stick shift and a rumbling ride wasn’t on too many wish lists.

Of course, the Miata, constantly updated through the years, survives today. The Fiata closed up shop in 2020 after only four years. Fiat’s questionable reputation for reliability and build quality throughout the previous decades in America didn’t help to push the sporty Spider up the sales charts.

Why is the Fiat 124 Spider a future classic?

The affordable roadster (which is not to be confused with the original Fiat Spider that launched in the 1960s) landed on US shores in three trim levels: Classica, Lusso and the performance-oriented Abarth, with starting prices that ranged from $25,990 to $28,195.

It was built alongside the Miata at Mazda’s Hiroshima plant in Japan. Comparisons of the two cars were expected, and voluminous: The Fiat used the same chassis, many of the same interior parts and even the same key fob as the Mazda. But the Spider had different tuning for its steering and suspension, and a different engine under the hood. Of course, both were convertibles.

Weight was an issue. The Spider’s 1.4-liter, turbocharged inline-four was good for 160 horsepower and 184 lb-ft of torque, but that made it 130 pounds heavier than its Japanese near-twin.

Then there was turbo lag. One review said that the Fiata Classica’s best launch from 0 to 60 mph required 6.5 seconds, not as quick as the 5.8-second start recorded in a Miata Club.

Fiat engineers were able to tame the roll of the Miata, but in doing so robbed the 124 of one of its more enviable traits: its tossability. The Fiat’s manual tranny received high marks, the automatic not so much.

Wind noise with the Fiat’s soft top down was horrible, which was sad because the 124 was otherwise superb in highway driving. It had a more compliant suspension that the MX-5, and more sound-deadening padding. Nonetheless, tall/big people weren’t particularly happy in either car’s interiors; “cramped” was a polite way to describe head and shoulder room.

Speaking of highway driving, an Autoblog review raved about the sounds of the top trim level Abarth, calling it “the only 124 available with the special Record Monza exhaust, and it makes the Fiat growl and snarl like only Italian cars can.”

Standard safety features on the 2017 Fiat included antilock disc brakes, side airbags and stability and traction control. A rearview camera was available on all trims, while a blind-spot monitor, rear cross-traffic alert and rear parking sensors could be ordered on the Lusso and Abarth via the Safety and Comfort package.

The 124’s interior has a touch of baked-in Euro class, with soft-touch plastics, simple climate controls and a Mazda-sourced touchscreen. Fiat also claimed its model had a bigger trunk, but “bigger” in this case is something of an exaggeration: it measured 4.9 cubic feet compared to the Mazda’s 4.6.

What is the ideal example of the Fiat 124 Spider?

The 124 Abarth was billed by Fiat as the performance model. That boast was mitigated somewhat in 2019 when the Abarth’s 164-horsepower 1.4-liter turbocharged inline-four specs gave way to the Miata’s 181-hp 2.0-liter naturally aspirated engine.

Nonetheless, the Abarth served up 184 pound-feet of torque compared to the Miata’s 151 lb-ft. More importantly, the Abarth made its power down low, feeling punchier in the lower rpms.

And the Abarth did add some real benefits on top of the lesser trims of the 124, including a rear limited-slip differential, upgraded shocks and sharper tuning for the steering and suspension (and the grittier exhaust note mentioned above).

At the end of the day, the not-too-steep $3,000 price bump above the Classica made a slightly more convincing argument for choosing the Abarth, plus consider the gunmetal matte hood and scorpion Abarth badges fore and aft.

Be sure to check out our used vehicle listings; they can be helpful for finding a good deal. You can narrow the options down by a radius around your ZIP code, and be sure to pay attention to the deal rating on each listing to see how a vehicle compares with others in a similar area.

Are there any good alternatives to the Fiat 124 Spider?

Used Spiders can be pricey. A white automatic one-owner Abarth from 2017 with 33,000 miles prices at $23,000 at the time this was written; other 124 Spiders are listed at about $20,000.

The alternatives were (and, in terms of the MX-5, still are) limited. The Subaru BRZ and Toyota 86 come to mind as far as affordability, and they’re somewhat more refined in terms of ride and amenities.

The Audi TT and Mini Cooper Roadster make sense for those looking to match the fun quotients of the Fiata for a higher price, and both have German roots.

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Junkyard Gem: 2012 Mitsubishi Eclipse Spyder

When Chrysler and Mitsubishi partnered to establish the Diamond-Star Motors plant in Illinois, the first cars built at that facility were 1990 Mitsubishi Eclipses along with their Eagle Talon and Plymouth Laser twins. The Eclipse went through four generations, with 2012 as the final model year. Today’s Junkyard Gem is one of the very last Eclipses, found in a Denver car graveyard recently.

This generation of Eclipse was built starting with the 2006 model year, and it was based on a platform shared with the Galant and Endeavor.

It was substantially larger than the early Eclipses, scaling in at nearly 3,500 pounds.

The Spyder convertible version of the fourth-gen Eclipse debuted in the United States as a 2007 model. Sales were never strong and became downright miserable by the end, with fewer than a thousand 2012 Eclipses (both coupes and convertibles) leaving showrooms.

This car is a base-grade GS with automatic transmission, and its VIN indicates that it was built for fleet sale. This would have been a fun rental car, at least compared to the Dodge Nitros and Kia Rios that stocked rental fleets in the early 2010s.

The engine is a 2.4-liter SOHC straight-four rated at 162 horsepower and 162 pound-feet.

The MSRP was $27,999, or about $38,581 in 2024 dollars.

2012 was also the final year for the Galant in the United States, though that was the model year in which the i-MiEV went on sale here. For the 2018 model year, Mitsubishi revived the Eclipse name — sort of — for the Outlander-derived Eclipse Cross compact SUV, which is still being built to this day.

Rare? Very. Valuable? No.

You could get the Eclipse Spyder with a 650-watt sound system. Driven to thrill.


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Ferrari 12Cilindri Deep Dive Preview: No electric here, just pure V12 beauty

MARANELLO, Italy – Bentley built its final W12 in April, an engine VW Group introduced in 2001. Mercedes and BMW already bid auf wiedersehen to 12 cylinders. But Ferrari is Ferrari. Defying trends and regulators, the company has created a radically reimagined GT whose name rivals “LaFerrari” for on-the-nose intent: The 12Cilindri.

The new Ferrari 12Cilindri was just officially revealed in Miami, but I got a deep-dive viewing two weeks ago at the company’s sleek Centro Stile (“design center”) in Maranello.

With all respect to the 812 Superfast, the breathtaking, Delta-themed 12Cilindri crumples and tosses its predecessor’s evolutionary design. For years now, Ferrari’s classic front-engine GTs have been overshadowed by its mid-engine V8 supercars, and now the brilliant six-cylinder 296 GTB hybrid. So extending the life of Ferrari’s hallowed V12 is a good thing, but only if the GT it powers gets some love and attention as well.

Talk about an attention-getter. Even as it nods to Ferrari’s past — including a visor-like hood band that’s a cheeky callback to the 365 GTB4 Daytona — the 12Cilindri’s winning modernity seems a career mic drop (so far) for design chief Flavio Manzoni.


Fans of ICE-fueled overabundance will give thanks to 12 apostles, seated for supper in red-haloed rows, below the Ferrari’s DaVinci-spec hood. Those cylinders will deliver a decidedly unholy 819 horsepower, up from 788 in the 812 Superfast, and matching the track-focused 812 Competizione. Ferrari pegs 0-62-mph (100 km/h) acceleration in 2.9 seconds, a 7.9-second rip to 124 mph, and a top speed beyond 211 mph.

The Ferrari V12 that started it all was Gioacchino Columbo’s controversial 1.5-liter design, whose 1946 blueprints are preserved in Maranello. Critics scoffed that the tiny displacement was better suited to a four-cylinder. Italian racer Franco Cortese recalled a general consensus on Enzo: “He’s a nutcase. It will eat his money and finish him.”

Instead, Enzo’s one-off 125 C (and a single 125 S) rolled from the factory gate and into history in 1947. That 125 C conked out with fuel-pump problems while leading its first race, which Enzo dubbed “a promising failure.” The snub-nosed red barchetta won six of its next 13 races — though not the Mille Miglia — making 100 horsepower from its 60-degree V12. Ferrari wouldn’t build a road car without a front-engine V12 for 20 years, until the mid-mounted V6 Dino 206 in 1967. So Ferrari’s 12-cylinder loyalty is only natural, including in the naturally-aspirated Purosangue SUV.

Eight decades of growth have lifted displacement to a big-blocky 6.5 liters, with the aforementioned 819 horses and 500 pound-feet of torque. I’m already dreaming of a test drive when Manzoni lifts the largest hood ever fitted to a Ferrari: a single hunk of hot-formed aluminum long enough to make a Viper blush. The front-hinged clamshell eliminates cutlines around the hood, in a car inspired as much by aeronautics as automobiles. Say arrevederci to a traditional grille. Headlamps are integrated into the wraparound “Daytona” band, with blade-like daytime running lights. A pair of asymmetric hood vents are the only visual break in the fluid form. Sexy, swelling front and rear fenders are connected by a subtle update of Ferrari’s familiar semi-circular indent line.

Again dispensing with nostalgia, Manzoni and Co. went for high, functional drama out back: A sweeping rear window and carbon-fiber roof nod to an aeronautic flybridge. And rather than a traditional rear spoiler, that rear window melds into a pair of moveable, batwing-like flaps at each corner. The electric winglets can lift up to 30 degrees to boost downforce, but won’t move independently. (Ferrari engineers say the weight and complexity of a dual-motor system weren’t justified by aero gains). An aggressive rear diffuser juts like a lineman’s facemask, the one area where function arguably intrudes on an otherwise-elegant form.


The window and, um, “batflaps” form the car’s signature Delta shape, with the greenhouse surface in contrasting body color. A gem-like lighting blade (with no round taillamps, scusi) wraps a concave rear. Viewed from behind, the 12Cilindri appears to be a double-wide supercar fantasy: Owners had better prepare to be chased by Insta-snapping fans. 

Ferrari unveiled the coupe in a coat of gray-white “Bianco Artico” paint, which seemed hard to top — until we traipsed into its Atelier (where customers choose leathers and other options) for a gander at the 12Cilindri Spider. The convertible was shown in “Verde Toscana,” a spring awakening of green-gray that flattered every line. As in the 296 GTS, the space-saving retractable hardtop opens or closes in 14 seconds at speeds up to 28 mph.


Like the Roma and Purosangue, the 12Cilindri adopts a dual-cockpit design that wraps driver and passenger in beautiful, near-symmetric binnacles. A physical Manettino driving-mode selector patrols the racy flat-bottom steering wheel, unfortunately with the capacitive Start/Stop switch of other recent models, rather than an analog button.

There’s also a digital screen for the passenger to noodle with. But the stop-the-presses news is a third digital display: A 10.3-inch center screen tucked below the artistic dash, whose infuriating absence on Purosangue and 296 models left drivers thumbing through an overtaxed (and distracting) driver’s display for every last function. Ferrari executives refused to bite on suggestions that multilingual cursing and complaints from owners may have sparked this change-of-heart. But we’ll go out on a limb and say that even the most coordinated driver doesn’t want a fussy steering-wheel slider to scroll Spotify or adjust navigation maps.


Press that haptic Start switch, however, and the V12 will remind you of Ferrari’s reason for being. Ferrari cues up a recording of the engine scaling to 9,500 rpm like a runamok Pavarotti, ripping through downshifts with murderous glee. Nessun Dorma indeed — or “None Shall Sleep” — because the wake-the-dead wail of a Ferrari V12 will be talked about, mourned and ultimately preserved by collectors into the next century. They’ll just need to preserve some unleaded as well.

An all-new exhaust system, including equal-length runners for the 6-into-1 manifolds, also flatters the “noble combustion orders” of the 12-cylinder mill.

As on the 812 Competizione, the dry-sump engine’s reciprocating parts are 40% lighter. Titanium connecting rods and a new aluminum alloy for pistons trim more weight. Sliding finger followers for the valvetrain mimic Ferrari’s F1 cars, and diamond-like carbon (DLC) surface coatings reduce friction.

Ferrari’s spectacular eight-speed, dual-clutch gearbox should deliver palpable gains, versus a seven-speed on all 812 models. First seen on the SF90 Stradale, that F1 transmission brings 15% shorter gearing and 8% speedier shifts. That should solve the 812’s tendency to run out of oomph in its tall third and fourth gears. Relatively speaking: When I’ve run through gears in an 812, with up to 819 horses, I tend to focus on a shortage of runway and brains, not power. 

Here, Ferrari claims a first for its naturally aspirated engines: a patented software solution that helped sculpt a sturdier torque curve in third and fourth gears. Company engineers were a bit vague about how it works, but said their “Aspirated Torque Shaping” boosts the sensation of maximum torque and unbroken momentum. Add up the changes, and Ferrari cites a 12% jump in torque at the rear wheels versus previous V12 berlinettas.

Chassis torsional stiffness grows by 15%, with an adjustable MagneRide suspension and 21-inch forged wheels all around. Engineers say suspension turning roughly splits the difference between an 812 and the hardcore Competizione. Owners choose between Michelin Pilot Sport S5 or Goodyear Eagle F1 Supersport tires. (Are you kidding? Take the Michelins). Active air flaps work with five underbody vortex generators to channel and extract air. Shock towers integrate recycled aluminum for the first time to trim CO2 emissions during casting.

The biggest gain here appears to be a wheelbase that’s shortened by 0.8 inches. That’s not much on paper, until you add rear-wheel steering. By tightening the turning radius, the feature virtually shortens the wheelbase by another 1.2 inches. Ferrari engineers say the total 2.0-inch reduction helps create a decisively more-agile GT.

To halt a big-bodied Ferrari with a claimed dry weight of 3,432 pounds, the 12Cilindri adopts an impressive brake-by-wire system from the 296 GTB, the shortest-stopping car in the Cavallino stable. Engineers say the 12Cilindri brakes from 62-0 mph in 107 feet, with “6D multi-axis sensing” allowing each wheel to brake independently. Side Slip Control, the big brain behind the company’s otherworldly traction and stability systems, is now in its eighth iteration.

All this and more, for €395,000 to start in Italy; or closer to €435,000 for the 12Cilindri Spider that’s set to follow in early 2025. U.S. pricing has not been set. But if you have to ask …

Between the coupe, Spider and Purosangue for garden-center runs, Ferrari will have three V12 models. Executives said that’s the culmination of a decision made four years ago to continue investing in ICE powertrains, including for loyal customers who still clamored for a V12.

“It is not up to us to impose technology,” said Enrico Galliera, chief marketing and commercial officer.

Even now, Galliera said, Ferrari “will not have the arrogance” to say these are their final, ultimate, no-foolin’ V12 models, even as the company readies a new building in Maranello (set to open in June) to house its fast-growing electric operations.

As for the 12Cilindri name, Gianmaria Fulgenzi, chief development officer, called it a “declaration of love.” Executives joked they’ll offer training sessions to help folks pronounce it correctly. For the record, it’s “DOH-di-chee Chill-IN-dree.” Or, you could just whistle.

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