2010 Ferrari 612 Scaglietti - 4,437 mi, Salvage Title, Wrecked, Starts & Runs

Custom Classics brings you a 2010 Ferrari 612 Scaglietti with only 4,437 miles showing on her odometer. This California beauty has obviously been in an accident and will need to be repaired. Now is your chance to own a car that once sold for around $300,000.00 for just a fraction of the cost! The legendary Ferrari V12 engine stars and runs great. The right front brake line was damaged in the accident, which means the only brakes at the time of these pictures is the hand brake. Also at this time, the fenders, hood, headlights and much more is available on eBay to help you cut the costs of the dealer prices when the car is repaired.

This car is being offered with a California Salvage Title, and is being offered with NO WARRANTY. This is a consigned car being sold through Custom Classic Automobiles Inc.

Here is what the new car reviews said about this car when it was offered new in 2010!

“In 2010 The new Ferrari 612 sold for about $313,088.00 an increase of about five percent over its predecessor, the nearly 12-year-old 456M GT. The 612 becomes the first V-12 Ferrari to use an aluminum space frame and body, like the 360 Modena. The four-cam, 5.7-liter engine is fitted behind the front axle line, and combined with the rear transaxle, 54 percent of the weight is over the back wheels, a distribution that closely mirrors Mercedes' sort-of rival, the $450,000SLR McLaren. In theory, this brings improved traction, handling, and braking. Maurizio Manfredini, team leader for Ferrari's 12-cylinder cars, says 85 percent of the 612's mass is inside the long 116.1-inch wheelbase, compared with just 70 percent on the 456M GT (wheelbase 102.4 inches, with 47 percent of the weight on the rear wheels). The 612 is longer by 5.5 inches and wider and taller than the old two-plus-two, and it weighs about 4100 pounds. That's a couple hundred lighter than the 456M, a benefit of the 612's aluminum construction.

From behind the nearly vertical steering wheel, with its paddle-shifting manual gearbox in auto mode, the transformation isn't just in packaging but also in the new car's personality. No Ferrari has ever been this easygoing comfortable. In the default "normal" mode, the control-arm suspension's adaptive damping absorbs potholes and irons out the rough edges of troublesome surfaces. The supple-riding 612 feels soft and pliable, yet controlled. The rear-mounted gearbox shifts fluently, without the fussy jerkiness that so undermined earlier iterations of the F1 system. Its so-good shift quality almost matches the fluency of Audi's double-clutch Direct Shift Gearbox, the standard setter in automated manuals. Some 90 percent of the 200 orders for the U.S. were the F1-shifter box. It's a naturally graceful car to drive. Threading through heavy traffic, avoiding manic baby Fiats, the biggest Ferrari ever (at 193 inches in length) quickly shrinks around the driver.

It is quick, very quick. Tapping into the V-12's performance is easy. The car is responsive and eager, effortlessly building a long, linear power delivery. The driver is never aware that the peak torque of 434 pound-feet arrives at a high 5250 rpm, and maximum power at a smooth 7250 rpm, before sliding into the next ratio just shy of the 7400-rpm redline. By Ferrari standards, the V-12 is almost quiet, no bellowing exhaust here, but rather a purposeful mechanical growl. Gun it away from a light, and there's no loss of traction even on wet roads. No wheelspin, no squat--this baby just goes. The Scaglietti's dynamic refinement sets it apart from other Ferraris--and theBenz SLR--to position it against the Bentley Continental andMercedes CL65 AMGas a four-seat luxury grand tourer.

The 612 belts out of the pits, getting to 60 mph in what feels like four seconds, and moments later, using the shifting paddles, we're at 120 mph before pounding down on the discs for the second-gear turn. Pitch is minimal. The vented and drilled brake rotors (still steel) and four-piston calipers are strong and progressive. In sport mode, the threshold of interference from the Control for Stability and Traction (CST) system is high enough to allow a touch of oversteer. The steering becomes sharper on the track, more sensitive; it feels quicker than its three turns suggest, yet it stays light, promoting a feeling of terrific agility. The body, now more firmly tied down, limits the onset of roll, although if you generate these lateral forces, it does exist. At higher rpm, the car's speed is impressive, and so is its vocal energy. Finally, CST intrusion eliminated, traction remains impressive, but there's also enough grunt to hold a power slide out of the first-gear hairpin. Fiorano behind us, the 612 confirms its stability on the autostrada. Hands off at 120 mph, the car tracks straight and true.

The car's interior is roomy, the dashboard simple but tasteful and beautifully finished, mostly in a variety of leathers. A prominent alloy band separates the dark upper dash from the lighter lower area and incorporates large circular air vents. The instruments are an incongruous mix of analog and digital displays. The seats are firm, supportive, and power adjustable, like the steering wheel. Provided you're prepared to splay your knees, there's enough room for a six-footer, behind a six-foot driver, in the deeply bucketed rear seats.”

Call Bryan with any questions at 847-487-2272