Ferrari 812 Superfast Tuning Guide — Best S1 Setup

Class Range: S1 - S2 | Base Horsepower: 800 | Drivetrain: RWD | Weight: 1,630 kg | Best Class: S1

The 812 Superfast sits in a slightly awkward spot in FH6 — it's a GT, but it's hard to actually drive it like one. The 6.5-liter naturally aspirated V12 (Ferrari's most powerful road-going NA V12 ever) is stuffed into a front-engine, rear-drive nose, and all 800 hp goes through the rear wheels. At 1,630 kg with that power, it behaves like a muscle supercar in S1 — a beast in a straight line, and in the corners it demands a full-body conversation.

This V12 is Ferrari's crowning achievement. An 8,900 rpm redline, 800 hp pouring out at 8,500 rpm, and the sound starts shifting at 4,000 — from a low growl to a high metallic shriek — it's one of the only big-displacement NA V12s still in production. In FH6, blasting down the highway between toll booths and winding the V12 out to 8,500 rpm, that feeling is something no turbo car can give you.

But let's be honest — a 1.6-ton front-engine, rear-drive GT does not mess around in corners. The 812 Superfast has rear-wheel steering and Ferrari's SSC sideslip control, and FH6 simulates all of it. On the default setup it tends to understeer on entry, and the tail starts stepping out the moment you give it too much throttle on exit. The whole tuning job comes down to eight words: control the weight transfer, tame the big-displacement torque.

Best Tuning Setup by Class

S1 with the stock 800 hp is the setup I'd recommend. The 812 Superfast doesn't need more power — it needs a better chassis. 800 hp is enough to stay competitive on every track, and the remaining PI is better spent on suspension, brakes, and weight reduction. The S2 1,000 hp build is pure straight-line entertainment — the V12's torque curve goes weird once you add turbos, and you lose the linear delivery that's the most precious thing about a naturally aspirated engine.

Tuning Parameters — Every Setting Explained

Tire Pressure

Front: 32.0 PSI, Rear: 31.0 PSI. Front engine plus a big V12 means a very heavy nose, and the front tires carry more braking and steering load than the rears. 32.0 PSI up front keeps a reasonable contact patch under load, while the slightly lower 31.0 PSI in back adds corner-exit traction. Watch the front tire temps — if the fronts run more than 8 degrees hotter than the rears within 5 laps, you're braking too hard into corners; try lifting off earlier and gliding in.

Gear Ratios

Final Drive Ratio: 3.45 (S1). The NA V12's torque is big but arrives linearly — it doesn't explode at 2,500 rpm like a turbo. The gearing should match that NA character: keep 1st and 2nd short to use the 8,900 rpm redline fully and make sure the launch doesn't bog; stretch 3rd through 6th gradually so 6th sits at about 4,500 rpm at highway cruise — right where the V12 starts to sing. Don't make the top gear too short; the 812's body aero needs tall gearing to support 300 km/h+.

Alignment

Camber: -2.3 front, -1.8 rear. Front-engine RWD plus a heavy V12 means the front tires take huge lateral loads in corners, so the fronts need more aggressive negative camber to resist deflection. -1.8 in back is plenty — a GT's rear suspension has long travel, and too much negative camber actually shrinks the contact patch under straight-line acceleration. Toe: 0.1 front, 0.2 rear. A touch of front toe-in adds high-speed stability (at 1.6 tons, high-speed stability is priority one), and 0.2 rear toe-in keeps the tail from letting go under hard throttle on exit. Caster: 7.2.

Anti-Roll Bars

Front: 32.0, Rear: 26.0. This one probably needs explaining — why is the rear bar softer than the front on a front-engine RWD car? Because the 812 Superfast is a long-wheelbase GT with a massive V12 hanging over the nose. If the rear bar is too stiff, the inside rear wheel lifts mid-corner and you actually lose traction. The 32.0 front bar controls nose roll, and the 26.0 rear bar gives the rear suspension enough independent movement to stay planted. If you're understeering out of slow corners, try dropping the front bar to 30.0.

Springs

Front: 720 lb/in, Rear: 620 lb/in. A front engine needs extra-stiff front springs to hold up an 800 hp motor. The 620 lb/in rear springs are stiff for a GT but necessary — once the power goes up, the rear suspension compresses hard. Ride height: lower 1.2 inches. The 812's factory height is fine; drop it too much and you lose suspension travel and scrape over speed bumps. This car isn't meant to be slammed.

Damping

Rebound: 9.0 front, 7.5 rear. Bump: 6.0 front, 5.0 rear. The 9.0 front rebound controls how fast the nose recovers after braking — a 1.6-ton front-engine car dives hard the instant you brake, and if the rebound is too weak the body recovers too slowly and ruins steering response. The bump damping is conservative — FH6's road courses have plenty of bumps, and too-stiff bump will bounce you off the surface. For pure high-speed cruising you can add 1.0 to both.

Aero

The 812 Superfast comes from the factory without a big wing, relying on the underbody diffuser and active front lip. In FH6, fit the Forza wing and Forza front lip, and set the wing downforce to 55%. Don't go past 60% — this is a high-speed GT, and if too much downforce drops your top speed below 315 it stops being a GT. 55% gives the tail enough high-speed stability while still hitting 350 without issue.

Brakes

Balance: 55% front, Pressure: 110%. Under braking, a front engine dumps all the weight on the front wheels, so the front brakes need to lead. The 55% front balance plus 110% pressure fights that 1.6-ton braking inertia. The 812 Superfast's stock carbon-ceramic discs measure 398 mm and barely fade at all. If you do get fade (longer stopping distances after 5 laps), it's not the brakes — you're carrying too much speed into the corner. Lift off earlier.

Differential

Accel Lock: 55%, Decel Lock: 30%. The NA V12's torque curve is linear, so you don't need extreme accel lock. 55% is the balance point — it puts power down on exit without forcing the inside and outside wheels to sync up and cause understeer. 30% decel lock runs soft because the 812's long wheelbase is already stable under braking, and too much decel lock adds steering resistance on entry. If you're a mountain-road player, bump accel lock to 65% for more controllable slip.

Best Race Types

High-speed sprints — the 812 Superfast's absolute home turf. Long straights plus high-speed corners are this car's most comfortable rhythm, and its top-end re-acceleration is something even many S2 supercars can't match. Road racing — usable, but it suffers on tight tracks; at 1.6 tons it feels like a caged animal in slow, consecutive corners. Street racing — imperfect; the long body can't rotate in narrow alleys. Rain — not great; 800 hp RWD on a wet surface means it just keeps spinning as long as you keep the throttle pinned. Drifting — surprisingly fun; the V12's linear delivery makes drift angle very controllable, but the long wheelbase doesn't suit hairpins.

Tuning Share Codes

The 812 Superfast tuning community is fun — the GT crowd and the track crowd are at each other's throats. The GT camp chases high-speed comfort and top speed, running higher tire pressure, softer suspension, and less aero. The track camp wants to make the 812 as hardcore as a 488. Honestly both directions are right; it all comes down to what you're using it for. I keep two — a GT setup for daily cruising and an S1 track setup for chasing leaderboard times.

Common Tuning Mistakes

Rear anti-roll bar too stiff. The biggest trap of a front-engine, long-wheelbase RWD — you think a stiff rear bar adds turn-in, but it actually lifts the inside rear wheel mid-corner, and corner-exit acceleration becomes one-wheel drive. On the 812 Superfast, keep the rear bar at or below 28.0; any stiffer and it backfires.

Tire pressure too high. Some people think a 1.6-ton car needs high pressure to support the weight. It's the opposite — the heavier the car, the more contact patch you need to fight the inertia. Above 33 PSI the tire bulges into a rounder profile, the contact patch shrinks to about two-thirds of normal, and cornering grip goes straight out the window.

Ignoring the V12's character when setting the gearing. The NA V12's peak torque lives above 7,000 rpm, and a lot of people gear it too short, thinking constant shifting will keep the revs up. Instead you end up shuffling between 7,000 and 8,900 rpm, wasting shift time and upsetting the car's balance. Let the V12 cruise between 5,000 and 8,500 rpm — use its torque spread, not just the redline.

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