Introduced in 1996, the 550 Maranello designed by Pininfarina blended contemporary and classic design elements while paying homage to the iconic 365 GTB/4 Daytona.
Presenting beautifully throughout, this U.S.-specification 2001 Ferrari 550 Maranello is finished in Nero Daytona (Daytona Black) over a black leather interior. According to a CARFAX Vehicle History Report on file, this example has had three owners from new and was serviced by authorized dealerships before its 2021 acquisition into a prominent collection. Maintained by the current owner’s in-house team, a timing-belt and fluid service was performed in anticipation of the sale.
Showing just 2,933 miles at the time of cataloging, this 550 is accompanied by its books, tools and accessories. Judged at the 2023 Ferrari Club of America National Meeting, this Maranello achieved a Platinum Award, attesting to its originality and condition. This final-year Ferrari 550 Maranello offers an experience that cannot be replicated with any modern Ferrari.
(Introductory description courtesy of Gooding & Company.)
SCM Analysis
Detailing
| Vehicle: | 2001 Ferrari 550 Maranello |
| Years Produced: | 1996–2001 |
| Number Produced: | 3,600 |
| SCM Valuation: | $150,000–$330,000 |
| Chassis Number Location: | Stamped in the frame rail in the passenger’s side of engine compartment |
| Engine Number Location: | Passenger’s side of engine in front, under where head meets block |
| Club Info: | Ferrari Club of America |
| Website: | http://www.ferrariclubofamerica.org |
| Alternatives: | 2001–07 Aston Martin V12 Vanquish, 2004–09 Mercedes-Benz SLR McLaren, 2006–12 Ferrari 599 GTB |
| Investment Grade: | C |
This car, Lot 22, sold for $368,000, including buyer’s premium, at Gooding & Company’s Pebble Beach, CA, auction, on August 17, 2024.
The story of the Ferrari 550 should start with the Lamborghini Miura. The introduction of the Miura in 1966 was a game changer in the exotic-car world. The boldly designed 12-cylinder mid-engine Lamborghini was arguably the most exciting car in automobile history at its introduction. Ferrari was producing the front-engine, 12-cylinder 275 GTB, 275 GTS and 330 GT in coupe and 2+2 configurations at the time. They were formidable performers but didn’t raise pulses like a Miura. The discrepancy was noted in the automotive press and in clients’ eyes. The elephant in the room was hard to ignore.
Mid-engine mania
Enzo Ferrari understood his clients’ needs better than they did, and he did not respond in kind to the Miura. Instead, in 1968, he introduced the 365 GTB/4, commonly called the Daytona. It continued Ferrari’s tradition of a conservative, long-nose, fastback profile, with a front-mounted V12. The move was hardly defensible, but again, Enzo knew what he was doing — although it would take 25 years to prove it.
Depending on the account, Enzo Ferrari sold either 49% or 50% of his company to Fiat in 1969. He then stepped down from heading the road-car division in 1971. Clients, distributors and Pininfarina had been pushing for a 12-cylinder mid-engine model since the introduction of the Miura, and as Enzo was loosening the reins, such a model could finally be developed. A first look at that car, the 365 GT4 BB (Berlinetta Boxer), was finally available in November 1971.
Powered by a Formula 1-derived flat-12-cylinder engine, the 365 GT4 BB would enter production in 1973 and spawn multiple Boxer and Testarossa models. Ferrari would see unprecedented demand for these models, bringing in big profits for the company.
Blast from the past
In 1991, Gianni Agnelli, the head of Fiat, assigned the management of Ferrari to Luca Montezemolo. Having previously proven his chops as manager of Scuderia Ferrari, and as the head of Italy’s America’s Cup effort, Montezemolo now controlled a lineup that included the aging Testarossa and the Mondial. In addition, he inherited the recently introduced 348 series, the soon-to-be-introduced 456 GT and two future stars: the 550 Maranello and F355.
The 550 Maranello would be the flagship, replacing the incredibly successful mid-engine Testarossa line. Rather than taking a shot at Lamborghini’s Diablo, Ferrari took an about-turn with the 550 Maranello, returning to its roots. The Maranello resurrected the discarded long hood, fastback, front-engine 12-cylinder configuration. The Pininfarina-designed body incorporated subtle styling cues of Ferrari’s 275 GTB, 250 GTO and 365 GTB/4 Daytona. The design was elegant but subdued for an Italian exotic.
Any drama missing from the exterior was found under the Maranello’s aluminum skin. The interior was roomy, highly styled and luxuriously upholstered, with fields of leather. The doors opened wide, and the driver did not have to scrape the ground while sliding onto the exceptionally comfortable seats. Appointments included speed-sensitive power steering, excellent air conditioning and most of the amenities of a luxury sedan.
Under the hood was a 485-hp, 5.5-liter V12 with state-of-the-art fuel injection and electronic ignition. The engine was mated exclusively to a 6-speed manual transaxle that would keep the Maranello more desirable than subsequent models with superior performance.
It was the performance specification that speaks volumes about Ferrari’s intentions with the model. Ferrari quoted the top speed of the Maranello at 199 mph. The number was chosen to make a statement. An even 200 mph could have been reached with a couple of mechanical tweaks or a stroke of a pen; instead, Ferrari sent the message that the Maranello was a top-speed contender that wasn’t contending for the top speed.
The 550 Maranello proved what Enzo knew years before: Ferrari clients valued a car over a trend. A well-designed high-performance Grand Touring car is like a tailored suit — you feel great wearing it and it does not go out of style.
Bye-bye, bargains
Values of 550 Maranellos have had extreme swings. Originally priced in the $230,000 range, by 2012, a good 12-year-old example could be bought for under $75,000. The drop could be partially attributed to maintenance expenses. While the engine did not have to be removed for timing-belt service, Ferrari recommended replacing the belt every three years. Shrinking leather dash upholstery, air-conditioning failures and electrical issues added to the ownership costs and budget-minded buyers avoided 550s. Without a robust market, prices kept dropping.
That party was short-lived. Advances in Ferrari’s F1 paddle-shift transmissions made the brand’s manual transmissions extinct, and enthusiasts saw the writing on the wall. As people recognized “gated” Ferraris were a dying breed, there was a rush to buy them. Soon it would take $150k to score a good 550 Maranello, with collector-grade examples running over $200k. The bargains were gone.
The best go big
Ferrari 550 Maranellos did very well at Monterey this year. There were five offered, with four of them selling within or above their estimates. Prices ranged from $212,800 to $417,500. This car was one of two at Gooding & Co.’s auction. Its other Maranello was the lowest sale of the five at $212,800; that car was yellow over black, with 21,000 miles and some carbon-fiber interior trim that may have been aftermarket. It sold for less than the estimate, but probably on the money.
Across town, Broad Arrow Auctions sold one of the lowest-mileage Maranellos in existence for a record $417,500. Before Maranello owners declare their cars are on a run, it is important to recognize these cars were trophy examples with ultra-low mileage, recent service and exceptional condition. There were 3,600 550 Maranellos built, and only a few have these credentials.
Our subject car showed just 2,933 miles and by all appearances was in collector condition. It was ordered in highly desirable black with black interior, had just three previous owners, and had been judged Platino at the 2023 Ferrari Club of America Annual Meet. The auction estimate was a rather wide $300k–$400k, and the sale fell right near the middle. The seller got the right number, and the buyer paid the right number. I expect the next time it sells, it will be even greater. ♦
