Sometimes "limited edition" is not that limited, but when it comes from Maranello, it is guaranteed to sell out. The new 812 Competizione and its open-top version Competizione A (A for Aperta) will be limited to 999 and 599 units, respectively. They will cost 500,000 and 570,000 euros, almost the double the prices of the 812 Superfast and GTS, yet all cars have been sold before the official unveil today. Maranello plans to start delivering from Q1 next year for the coupe and Q4 next year for the roadster.



From its downforce-optimizing shape, the duo is clearly more focused on track performance compared with the Superfast. Yes, aerodynamics takes the center stage of the modifications. The front end gets deeper and wider air splitters. The bonnet adds a full-width carbon-fiber lourvered outlets in the middle, so to release air pressure built inside the wheel wells and improve downforce. Likewise, the rear features extra vents behind the rear wheels. A larger (still fixed) rear spoiler and a much larger diffuser - the latter is made possible by switching to twin-rectangular exhausts and pushing them to the outer edges - affords more downforce. In the case of the coupe, the glass rear screen has been replaced with an aluminum lourvered panel, not just to save weight but also to enable the fitment of vortex generators to add downforce, even though at the cost of rearview. The Aperta doesn't have this feature, but unlike the 812 GTS, its pair of flying buttresses is bridged by a foil at the top, so to reduce tubulence.



The V12 remains at 6.5 liters, but it revs higher, max out at 9500 rpm and produces max power at 9250 rpm. That compares with the standard car's 8900 rpm and 8500 rpm, respectively. This means it is the highest revving Ferrari production engine ever built, although still trailing the Cosworth V12s on Aston Martin Valkyrie and Gordon Murray T.50. Peak output is raised by 30hp to 830hp, but peak torque is actually down by 19 lbft to 510 lbft. What has Ferrari changed? The most important is titanium con-rods, something not seen on any Ferrari V12s since the 6.0-liter Enzo. They are 40 percent lighter than steel ones, and that is why the new engine revs higher. Other changes include a more compact intake manifold (although it still keeps the variable inlet length feature), revised fuel injection, the use of diamond-like coating on piston pins and cam lobes, a crankshaft that is 3 percent lighter, a higher flowing variable-displacement lubrication pump and the inevitable fitment of gasoline particulate filters.



The 7-speed twin-clutch gearbox is kept unchanged, but recalibrated software results in 5 percent quicker shift times.

Meanwhile, the car enjoys a diet, including carbon-fiber spoilers and bumpers, a lithium battery and less sound deadening materials. Its dry weight is down by 38kg to 1487kg. Ferrari claims the same top speed of 340km/h or 211mph-plus, 0-62 mph time is merely down from 2.9 to 2.85 seconds, but 0-124mph is cut by 0.4 to 7.5 seconds. That's slightly quicker than an F8, but trails the hybrid SF90 by a long way. After all, the FR format of 812 is not optimized for traction, even though its weight distribution is not bad at 49:51.



Changes to the chassis is quite subtle. Of course there is recalibration to the steering, suspension and SSC etc., but I suppose the most significant could be the new "independent all-wheel steering", which seems to be the world's first to allow the left and right rear wheel to steer independently to each other. When g-force and downforce is built up in hard cornering, the different loads and turning radius in both sides could be better served with different steering angle, I suppose. How this will change the handling of the car will be interesting to see.

The 4th generation Skoda Fabia finally gets the latest MQB-A0 platform to match VW Polo and Seat Ibiza. Moreover, it is the largest among its siblings. Actually the largest in its class, measuring over 4.1m long and 1.78m wide, therefore affording a class-leading 380-liter boot. It shares the same 2564mm wheelbase with its siblings, which is again one of the longest in class. Meanwhile, drag coefficient is lowered from 0.32 to a remarkable 0.28, so to benefit fuel economy.

The new car also improves markedly in terms of interior quality, technology and safety features. Large touchscreen, digital instrument, advanced infotainment and even gesture control are available. There is virtually nothing separating between it and Volkswagen.



As is the range of engines, which consists of 1.0-liter naturally aspiration (65hp or 80hp), 1.0 TSI (95hp or 110hp) and 1.5 TSI with 150hp and ACT cylinder cut-off tech. No hybrid powertrain though, as Volkswagen is betting on the ID electric lineup to drag down fleet emission.