Legendary 12-cylinder engines: These are the best twelve-cylinder engines in the world

Twelve-cylinder engines are the absolute pinnacle of automotive drive technology. They are mighty large, extremely smooth, and often not even particularly efficient. Yet no other engine concept can deliver such tremendous power so effortlessly – with the possible exception of the even rarer 16-cylinder engines found in Bugatti. For many decades, 12-cylinder engines have dominated the product ranges – whether at Bentley, Ferrari, or even Mercedes. There are several legends among them, considered either particularly emotional, extremely powerful, or simply super smooth. We select our nine best 12-cylinder engines from the long history of the automobile.

Because the engines listed here come from different eras, a direct comparison would be unfair. Some date back to the pre-turbo era, others practice the high-revving concept. We've therefore opted for an alphabetical list – and also ensured that no brand is listed more than once. However, many of the actual manufacturers converge in Germany. But see for yourself:

Even at this point, the decision was really difficult for us. Because what was supposed to be featured here was probably one of the most spectacular engines of recent years: the 6.5-liter naturally aspirated engine from the Aston Martin Valkyrie hypercar. Developed by Adrian Newey together with the specialists at Cosworth in England, it revs to over 11,000 rpm and produces 1,014 hp. But somehow this graceful monster doesn't fit Aston Martin's Gran Turismo philosophy at all. The traditional clientele was certainly more delighted with the new edition of the Vanquish in 2024. It was then immediately given a completely new, 5.2-liter bi-turbo V12 based on the DB11 engine under the long bonnet. And at 160 hp, its power output is even higher than that of the Aston Martin Valkyrie (150 hp per liter displacement). And as is usual in a true GT, the driver and passenger sit far behind the powerhouse. Its acoustic presence is still enough to give you goosebumps.

Aston Martin developed and built the V12 engine, internally designated the AE31, entirely in-house. Although technically based on the familiar 5.2-liter V12 from the DB11 and the DBS Superleggera, it has been extensively redesigned for the new Vanquish. The classic 60-degree bank angle has been retained. The bore-to-stroke ratio is approximately square (86 mm to 89 mm). The engine block is made of a high-strength aluminum alloy, which has been specially reinforced in the area of ​​the main bearings to withstand the high thermal and mechanical stresses.

A new, reinforced crankshaft and high-strength titanium connecting rods allow for significantly higher engine speeds and greater continuous load. The cylinder heads have been completely redesigned, including modified combustion chambers and revised camshafts to optimize mixture flow and combustion. Both camshafts feature variable timing. Two twin-scroll turbochargers are housed in the so-called "hot V," between the cylinder banks. The turbochargers themselves have been redesigned compared to previous versions: They are lighter, spin up faster, and generate higher boost pressure—estimated at over 1.4 bar. As a result, this V12 engine delivers 835 hp at 6,500 rpm and a massive 1,000 Newton meters of torque, available from just 2,500 rpm.

Even though twelve-cylinder engines primarily feature twelve combustion chambers on two banks spread in a V shape (i.e. V12), the Volkswagen Group had a very special design in its range for almost 25 years with the 6.0-liter engine: the W12. Here, three cylinders are distributed across four banks, forming what is essentially a double VR6 engine. The outer two cylinder banks are spread at an angle of 15 degrees, while the inner ones are at an angle of 72 degrees. This creates an ultra-compact, massive powerhouse that ultimately weighs less than 250 kilograms. The group has had quite a few cars that were allowed to use the relatively compact W12. In addition to the VW Phaeton and the VW Touareg, these include the Audi A8 and the Bentley models Continental, Flying Spur, and Bentayga.

The W12's engine block is made of cast aluminum-silicon (Alusil), which not only makes it lighter but also more resistant to thermal stress. The forged crankshaft is supported by seven bearings and is designed to ensure maximum smoothness. Added to this are components such as specially coated aluminum pistons, high-strength connecting rods, and, of course, two twin-scroll turbochargers.

The 48-valve engine reached its peak in the sportiest Continental models, the GT Speed ​​and Supersports. In 2017, the second generation of the latter still produced 710 hp, 1,017 Newton meters, and a top speed of 336 km/h. The third-generation Continental achieved the same performance with 659 hp. In July 2024, Bentley ended production of the massive W12 engine – after over 100,000 units had been built. Today, highly electrified V8 engines are taking over the role of top-of-the-line powerplants. We will always remember the W12 as an extremely special, powerful, and extravagant engine.

An output of 380 hp, 550 Newton meters of torque, and a sprint to 100 km/h in six seconds are considered a sporty mid-range car by today's standards, and were even achieved by turbocharged four-cylinder engines. But in the early 1990s, these figures concealed BMW's absolute flagship, the 850 CSI. The top model of the then E31 8 Series was never officially called the "M8," but it would have deserved the name simply because of its engine, which was developed entirely by M GmbH. After all, it's listed on the vehicle registration document of genuine CSIs.

Developed based on the twelve-cylinder M70 series, the S70B56 epitomizes the outstanding German engine engineering of the early 1990s. Powerful, silky smooth, and packed with contemporary high-tech, this 5.5-liter V12 was packaged exclusively with manual transmission (6-speed Getrag transmission) and rear-wheel drive under the enchanting figure-eight silhouette.

Unlike the less powerful V12 models in the 850i or 850Ci, the S70 features modified cylinder heads, different camshaft profiles, reinforced pistons, a redesigned crankshaft, and a specific lubrication and cooling system designed for greater thermal resilience during sporty driving. Displacement was increased to 5,576 cc by increasing the stroke (86 mm), resulting in a square geometry while maintaining the 86 mm bore. The valve train was also optimized, continuing to use conventional bucket tappets without variable valve timing—typical for the era, but manufactured with extreme precision. Particularly noteworthy are the two separate Motronic control units (Bosch Motronic 1.7), one for each cylinder bank.

But that's not all. The S70 also formed the backbone of one of the most spectacular, fastest, and most expensive sports cars of all time: the McLaren F1. At its rear, insulated with gold foil, is the S70/2, weighing just 266 kilograms (576 lb), featuring twelve individual throttle bodies, dry sump lubrication, titanium connecting rods, forged aluminum pistons, a carbon intake tract, and variable camshaft adjustment (VANOS). Paul Rosche, then head of engine development at BMW Motorsport, led the development of this 6.1-liter V12, producing up to 680 hp. His spectacular V12 engine is still considered one of the best engines of all time. The "basic unit" from the 850 CSI is impressive enough for our list.

If Ferrari is already paying tribute to the twelve-cylinder engine, it certainly couldn't be left out of our list. Since 2024, the Italians have simply called the successor to the V12 GT 812 "12Cilindri" – twelve-cylinder. And not without reason. For Enzo Ferrari, twelve cylinders were the DNA of his sports cars. He preferred to conceal the engines at the front under a long hood. This is how he designed the first Ferrari 125 in the late 1940s. And his company, Ferrari, continued this principle over the decades with such legendary series as the 250, 330, 550 Maranello, and the 812 introduced in 2017. The latest, entirely hand-assembled 6.5-liter engine is probably the last of its lineage to breathe freely without turbo or hybrid technology. It produces a screaming 830 hp and can rev up to 9,500 rpm.

F1 technology in the valve train, titanium connecting rods, aluminum pistons, and dry sump lubrication make it possible. The short-stroke engine reaches its maximum power at 9,250 rpm. Peak torque of 678 Nm is available at 7,250 rpm. The air supply is controlled depending on the engine speed via a variable intake geometry, which improves both performance and efficiency. For this purpose, Ferrari-exclusive software ("Aspirated Torque Shaping") models the response in the mid-range and in different gears. This should always give the driver the "ideal" torque feel depending on the driving situation. This is what fascinating high-end from Maranello will look like in 2025. Good old Enzo must be proud.

Anyone who thinks the Ferrari Dodici Cylindri's key specifications have transported them to another planet will likely drift into another galaxy with this Cosworth marvel. The extreme flat-stroke engine (bore 81.5 mm x stroke 63.8 mm) certainly has nothing in common with "conventional" twelve-cylinder engines. However, when developing his T.50 super sports car, South African Gordon Murray had very specific requirements. He found in the English specialists at Cosworth a capable engine manufacturer capable of making anything possible—including the world's highest-revving twelve-cylinder engine. After a long career at Brabham, Murray was responsible for the design of the McLaren F1. It's no coincidence, then, that the T.50 bears many similarities to the super sports legend from the early 1990s.

With a dry weight of just 997 kilograms, the T.50 is much lighter than the F1. The four-liter engine, weighing just 178 kilograms, doesn't need to deliver a lot of torque to the crankshaft. It produces just 467 Newton meters. However, without turbocharging, it produces 663 hp at 11,500 rpm and can reach 12,100 rpm. Acoustically, the engine is also a highlight: the intake tract positioned directly behind the driver and the "ram air" system – an active fan at the rear – create a characteristic, intense, and unique soundscape.

The engine is mated to a 6-speed manual transmission from Xtrac – a combination that is almost unique in the super sports car sector today. Combined with an extremely powerful engine that accelerates from idle to maximum revs in 0.3 seconds, this requires extremely sophisticated sensitivity in both feet. However, Gordon Murray wanted to create a particularly analogue and pure driving experience, similar to the legendary McLaren F1.

Mercedes had once developed what was, in a way, the greatest possible contrast to the featherweight Murray V12 for the legendary W140 S-Class. The M120 is a 6.0-liter V12 engine that was intended to serve as a technological flagship for Mercedes. At the same time, it ushered in a completely new era of twelve-cylinder engines after a long absence. The engine features a cylinder angle of 60 degrees, which is said to ensure particularly balanced power delivery and very low vibration. The engine block and cylinder heads are made of aluminum alloys. Special, high-strength materials were used for the pistons, connecting rods, and crankshaft to permanently withstand the stresses of high power and engine speed. The manufacturing quality was extremely high to ensure longevity.

In its early years, the super sedan was still known as the 600 SE and 600 SEL. At that time, Mercedes still configured the engine management system for full-load enrichment, essentially cooling the engine with fuel at high loads and high revs. By 1993, the model boasted an extremely smooth 408 hp and 580 Newton meters. With the facelift, Mercedes changed both the names (S600 and S600 L) and the emissions-damaging fuel enrichment. The result was slightly less power (394 hp) and torque (570 Nm). The Swabians didn't have to relinquish their position as the crown of modern automobile construction. It remained so until the W140 was discontinued in 1998. Incidentally, Mercedes is one of the few luxury sedan manufacturers to still rely on a twelve-cylinder engine as its top powerplant – for example, in the Maybach S-Class (S680).

The next highlight in the long history of this engine design demonstrates just how diverse the world of twelve-cylinder engines is. Besides Ferrari, Lamborghini also has a consistently cultivated V12 tradition. Just think of the Miura from the 1960s with its four-liter V12 mounted transversely in front of the rear axle. More than 30 years later – in 2001, to be precise – the Italians presented its successor, the Murcielago, after eleven years of the Diablo. Its naturally aspirated, longitudinally mounted V12 initially had a displacement of 6.2 liters, later increased to 6.5 liters. In its most powerful version, the Lamborghini Murcielago SV (LP670), the mid-engine with its square bore-to-stroke ratio produced 670 hp.

The performance of this all-wheel-drive car, which is only 1.07 meters tall but 2.05 meters wide, is, as expected, tremendous. The standard sprint takes 3.2 seconds. Top speed: 342 km/h. But these numbers alone don't even begin to convey what this car is capable of acoustically. Anyone who has ever heard or experienced a Murcielago at full throttle will never forget the deafening orgy of sound from the central exhaust. It drowns out its predecessors, the Diablo or Countach, by what feels like two volumes and octaves. Even the successor, the Aventador, can hold its own against the Murciélago's finely tuned vocals. We can rightfully say that this engine elevates the Lambo to the rank of the best-sounding cars of all time. What a work of art.

And once again we delve into the priceless realms of thrilling hyper sports cars. Compared to a Pagani, even a Lamborghini seems down-to-earth. Yet the two companies from Bologna are practically neighbors. And the Argentinian Horacio Pagani himself was chief engineer at Lamborghini for a long time – back in the days of the Countach. Later, he specialized almost obsessively in the production of extravagant carbon fiber parts. In 1992, he founded the company Pagani Automobili SpA to develop his own super sports car. His first model took seven years to develop and promptly became a masterpiece that can now be worth several million euros: the Zonda. The heart of the first Zonda C12 was precisely that six-liter V12 from Mercedes (see above) with 394 hp. Various versions followed, with displacements up to 7.3 liters and power outputs up to 800 hp.

The most extreme versions of the Pagani Zonda are the 2009 Zonda R, which weighs just 1,070 kilograms and produces 750 hp, and the equally lightweight Revolucion, which produces 800 hp, from 2013. This engine is a 6.0-liter naturally aspirated V12 engine developed by Mercedes-AMG specifically for the Zonda R. Unlike most Zonda models, which are based on the more production-based AMG V12s, this engine's technology originates from motorsport—specifically, from the CLK GTR. Thanks to the use of lightweight materials such as titanium (e.g., in the connecting rods) and dry-sump lubrication, the engine is not only extremely high-revving, but also particularly flat and light, which benefits the vehicle's center of gravity and balance. Added to this is an engine sound from the four square-arranged tailpipes that is unparalleled even among super sports cars – a deafening revving sound that is strongly reminiscent of the golden V12 era in Formula 1.

Finally, it all becomes truly dignified – or rather, more quiet than anywhere else on four wheels. The Rolls-Royce brand sets no less standards, especially for what is arguably the most expensive production sedan in the world: the Phantom. Its sovereignty is based not only on its sheer size (at least 5.76 meters long), but also on the V12 under the angular hood. What makes this engine so special is not just its performance – with around 571 hp and 900 Nm, it's right in the mid-range – but above all the way it delivers power. The engine is designed to be extremely quiet and virtually vibration-free. Thanks to twin-turbocharging, full torque is available almost immediately, giving the driver the feeling of almost unwavering, confident propulsion – entirely without any hecticness or noticeable gear changes from the margarine-smooth 8-speed ZF automatic transmission.

The engine is internally designated "N74B68" and, although based on a BMW architecture (more precisely: the N74), has been significantly modified and refined to meet Rolls-Royce's specific requirements. And, of course, it bears the traditional British dimension of 6.75 liters ("six and three-quarter liter") displacement. From a technical perspective, the components appear just as classic: an aluminum block, two overhead camshafts per cylinder bank, variable valve timing (VANOS), and direct gasoline injection. The turbochargers, however, are calibrated to avoid sudden power delivery, but rather to ensure smooth and continuous throttle response – in keeping with the "waftability" or floating driving experience that defines a Rolls-Royce.

If V8 engines are as fascinating to you as they are to us, we have also compiled a legendary list of the best eight-cylinder engines in the world for this engine type.