2013 Ferrari F12BERLINETTA AB S-A 6.3L Petrol · CF05 TER

A 2013 Ferrari F12berlinetta with a thirteen-year DVSA record showing nothing more than a single administrative retest on 12 July 2024 and four clean passes, the most recent of which was recorded on 10 September 2025 with no advisories or defects, presents an exceptionally tidy official roadworthiness profile. There are no recorded brake, suspension, tyre, exhaust, lighting, or structural advisories across the entire test history, and the lone failure entry on 12 July 2024 was followed the same day by a pass with no defects recorded, indicating the issue was either a minor item rectified on site or a presentation-related matter. For a high-performance grand tourer of this calibre, the absence of any advisory wear items over consecutive tests is notable, as items such as brake disc corrosion, tyre shoulder wear, and suspension component deterioration commonly surface on powerful, heavy vehicles during routine MOT scrutiny. The trend is therefore one of stable, well-maintained roadworthiness rather than any pattern of deterioration. Against a thirteen-year vehicle age, the recorded 19,822 miles equates to an annual accumulation of roughly 1,525 miles, which is exceptionally low even by enthusiast-car standards. The 2022 test fell within a plausible mileage band for a sparingly used car, and there is no evidence in the record of any rapid mileage escalation or extended lay-up period that would automatically raise concerns. From a mechanical perspective, low annual mileage on a front-mid-engined, naturally aspirated 6.3-litre V12 Ferrari carries its own set of considerations rather than purely positive ones. Items that suffer disproportionately from infrequent use include the 12V auxiliary battery, brake fluid, oils and lubricants in the transmission and differential, coolant chemistry, seals, and the various rubber gaiters and bushes throughout the suspension and drivetrain, none of which are directly visible on a standard MOT but all of which merit close attention given the car’s evidently limited annual exercise. Given that no specific advisories have ever been recorded, the inspection focus for a prospective buyer should logically shift to the components most likely to suffer on a low-mileage, high-output exotic. On a test drive, listen for any clonks or knocks from the front double-wishbone suspension over uneven surfaces, as perished bushes may not yet have produced visible wear but can manifest audibly. Feel for any vibration through the steering wheel under braking, which on carbon-ceramic or steel discs could indicate pad material transfer or light surface corrosion from limited use, and check that the brake pedal feel remains firm and progressive without sponginess. Listen for any induction or exhaust leaks at the V12 engine bay, and observe whether any oil misting or weeping is present around the engine sump, cam covers, or rear transaxle housing, as standing can harden gaskets and seals over time. Particular attention should be paid to the condition of all four tyres, looking for flat-spotting, sidewall cracking, or uneven shoulder wear that may indicate misalignment after long periods of standing, even though the MOT record does not flag any tyre-related advisories. Inspect the underbody and wheelarch liners for any surface corrosion, as road salt and infrequent use can allow oxidisation to take hold on unprotected ferrous components. Confirm that the adaptive suspension, electronically controlled limited-slip differential, and carbon-ceramic brake system have all been serviced within manufacturer-recommended intervals, as these are major cost items on this model and would not be assessed during a standard MOT. Finally, verify the most recent timing belt and major service schedule from supporting paperwork, as these are the items that will define long-term reliability far more than the largely clean statutory test record would suggest.