Ferrari 550 Barchetta Cars for sale

Ferrari : 550 Barchetta 550 barchetta

$550,000

Calgary, Alberta

2001 Ferrari 550 Barchetta, Only 1,875 Miles, Rosso Corsa Red on Black Leather, V12 485HP, 6 Speed Manual Transmission, 379/448, Fender Shields, Red Caliper, Carbon Fiber Seats, Carbon Fiber Steering Wheel, Visit us @ kulumotorcar com This vehicle is currently located and titled in Canada but was sold and titled new in Florida. It is originally a USA spec vehicle which can be exported and titled in the U.S.A.

Trim Barchetta

Ferrari : 550 Barchetta 2001 ferrari 550 barchetta

$549,900

Calgary, Alberta

2001 Ferrari 550 Barchetta $549,900.00 USD Only 1,875 Miles Rosso Corsa Red on Black Leather, V12 485HP, 6 Speed Manual Transmission, 379/448, Fender Shields, Red Caliper, Carbon Fiber Seats, Carbon Fiber Steering Wheel, Visit us at kulumotorcar.com This vehicle is a U.S. spec model originally sold and titled new in Florida. There is a 2.8% duty to import this vehicle from Canada back to the U.S.

Trim Barchetta

Ferrari : 550 Barchetta 2001 ferrari 550 barchetta 321 of 448 built

$625,000

Vaughan, Ontario

2001 Ferrari 550 Barchetta #321 / 448 FERRARI 550 BARCHETTA The last chance to experience a true open-air Ferrari behind a V-12 with a real manual transmission is the 550 Barchetta. Ferrari made 448 of these in 2001, and has not made a fully open, front engine car since. This one is number 321 in the series of 448, and is believed to be the only one in this spectacular color combination of Giallo over blue, with matching stitching. It has been meticulously maintained by two owners. Since it was new, the total time spent outdoors adds up to only a few days; the rest of its life has been in a climate-controlled low-dust environment. Other than one small paint chip under one mirror where it folds in on its own stalk, this car is flawless. It has a total of 1,100 miles since new and is surely the lowest mileage example on the market right now. The car will come fully serviced, Parts are in stock for the work, and it will be your choice to have it performed at a registered Ferrari dealer of your choice, or at our state of the art facility. It comes with full factory manuals and both keys (one in a leather pouch to match this amazing interior). The car just ahead of this one in the series, number 320, just sold at Pebble Beach for $726,000. We are proud to offer this one at an asking price of $625,000. Please contact us to discuss acquisition of this piece of history. Original US Car, Car is Currently Located & Registered in Ontario, Canada, and is being sold FOB its location and registration Car is being sold in US Funds

2001 Ferrari 550 Convertible Barchetta

$279,000

Redwood City, California

Very rare and collectible local 550 Barchetta in the most collectible of colors! A modern classic. Please get in touch with questions. Our Location is: Ferrari Silicon Valley - 2750 El Camino Real, Redwood City, CA, 94061 Disclaimer: All vehicles subject to prior sale. We reserve the right to make changes without notice, and are not responsible for errors or omissions. All prices exclude government fees and taxes, any finance charges, and any emissions test charge.

Ferrari : 550 2001 ferrari 550 barchetta rosso corsa with black serviced luggage 1251 miles

$548,500

Cleveland, Ohio

Photo Viewer 2001 Ferrari 550 Barchetta 2001 FERRARI 550 BARCHETTA ROSSO CORSA WITH BLACK SERVICED, LUGGAGE 1251 MILES Vital Information Year Make Model Mileage Engine 2001 Ferrari 550 Barchetta 1,250 Exterior Interior Stock# VIN RED BLACK #16980 ZFFZR52A610124373 view window sticker view new window sticker Photos Description 2001 Ferrari 550 Barchetta WE HAVE JUST ADDED TO OUR EXTENSIVE EXOTIC CAR INVENTORY A BEAUTIFUL 2001 FERRARI 550 BARCHETTA IN ROSSO CORSA RED WITH BLACK LEATHER INTERIOR AND ONLY 1251 MILES. THIS BARCHETTA IS A U.S. CAR #395 OF 448 EVER PRODUCED AND IT IS LOADED WITH: 6 SPEED, CARBON FIBER INTERIOR TRIM, LEATHER RACING SEATS WITH CARBON FIBER SEAT BACKS, SCUDERIA SHIELDS, MODULAR WHEELS, RED BRAKE CALIPERS, LUGGAGE SET, COMPLETE BOOKS, EXTRA KEYS AND REMOTES, BELT SERVICE PERFORMED BY FERRARI ON 5/27/2014 @ 1206 MILES. THIS IS THE NICEST BARCHETTA AVAILABLE. BUY THE BEST FROM THE BEST!!! About Us Buy the BEST from the BEST!!! We are celebrating our 34th year in business as Ohio's exotic and highline leader! Marshall Goldman Motor Sales has a national reputation of offering the very best, lowest-mileage, cleanest vehicles available anywhere! Collectively, our management and sales teams have over 200 years of experieince in the auto business! Don't be disappointed by purchasing a lesser quality vehicle. Demand the best!!! If you are a beginner on ebay, we have the experience to confidently walk you through the process, ensuring that you are comfortable, so you can enjoy the experience of purchasing your new vehicle. We also have the experience and can assist you with arranging transportation, either in the US or international! You are welcome to call us for a comprehensive cosmetic description of your vehicle. We can be reached at 216-831-9191. Our complete 150+ car inventory is proudly displayed in a tempature controlled indoor showroom for easy viewing. For more information about our dealership and our inventory, check out our "About Me" page. In the event that we find a local buyer for this car, we reserve the option of ending this auction at any time. An additional $249.00 fee is added to the final auction price to cover the State of Ohio documentation/title/registration process. Terms & Conditions We are a licensed dealer in the state of Ohio and must transfer titles to new owners according to Ohio law. All buyers are responsible to pay a Document fee of $249.00 for title and license fees and this cannot be waived. Payment Methods Cash in person, bank to bank wire transfer, or Marshall Goldman offers competitive financing. All non U.S. deals need to be paid via a bank to bank wire transfer. All funds must be in U.S. dollars. We will be happy to go over all of your finance options with you. Bid retractions Bid retractrions are not allowed nor will be recognized within 12 hours of auctions end. Marshall Goldman Motor Sales will not be obligated to sell in the event of a late retraction. Within 48 hours of the winning bid and or an accepted offer a 10% deposit of the agreed purchase price must be wired into Marshall Goldman Motor Sales account. The final balance of the agreed purchase price must be paid within 72 hours of the time of the auctions end according to Ebay. Contact us at 216-831-9191 to make payment and shipping/pickup arrangements. Buyer is responsible for vehicle pickup or shipping. We will assist you with arranging the shipment of your vehicle. Fee and Tax Information: Ohio residents are required to pay sales tax based on their county of residence. Residents of Arizona, California, Florida, Indiana, Massachusetts, Michigan, South Carolina, and Washington state will pay sales tax to the State of Ohio which will be credited to their local tax burden. Residents of all other states are Ohio tax exempt. All international transactions are currently tax exempt as long as certain transportation and paperwork requirements are met. Ad created by eCarList.com. Call 214-722-8200 to find out how eCarList can service your dealership.

2001 Ferrari 550 2001 Ferrari 550 Barchetta Rosso Corsa w/beige leather interior only 3,000 miles

$695,500

Cleveland, Ohio

Photo Viewer 2001 Ferrari 550 Barchetta 2001 Ferrari 550 Barchetta Rosso Corsa w/beige leather interior only 3,000 miles Vital Information Year Make Model Mileage 2001 Ferrari 550 Barchetta 3,134 Exterior Interior Stock # VIN Rosso Corsa Beige 18107 ZFFZR52A710124382 Engine 5.5L DOHC V12 view window sticker view new window sticker Description 2001 Ferrari 550 Barchetta We have just added to our extensive exotic car inventory a beautiful 2001 Ferrari 550 Barchetta in Rosso Corsa with beige leather interior and only 3,100 miles. This Barchetta is loaded with: 6 Speed transmission, Daytona carbon fiber seats, modular wheels, Scuderia fender shields, red painted brake calipers, complete books, tool kit and car cover. This is #404 of 448. Full belt service performed 6/16. Family owned and operated, Marshall Goldman Sales and Leasing has been pairing the best in luxury automobiles with discerning customers across the globe since 1978. Every car we offer is owned by us and is on site in our massive 40,000 square foot indoor showplace. Call us today and find out what legions of satisfied customers already know: Our staff's professionalism and our unparalleled inventory offer a buying experience unlike any other. Buy the best, from the best! Photos For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191For WE CAN BE REACHED AT 216-831-9191 TO ANSWER ANY QUESTIONS REGARDING THIS LISTING information Call 216-831-9191 About Us You are about to discover what thousands of automobile enthusiasts and satisfied clients already know: Marshall Goldman Motor Sales is your foremost destination for the finest in luxury and sports automobiles. We've been in business for more than 38 years, and our highly experienced, friendly and professional sales staff work hard to make every customer feel like family, and every purchase as simple as possible. Whether you are in the market for a Ferrari, Lamborghini, Porsche, Mercedes Benz, Bentley, Rolls Royce, Aston Martin or any other fine automobile, we're sure to have the best examples you'll find anywhere. Our inventory regularly tops 200 cars, all of which are owned by us and are on site in our massive 40,000 square foot showplace. What started as a one-man operation now stretches nearly a city block long! We welcome anyone to come in and browse our beautiful showroom, and we offer customers courtesy valet pick up and drop off at Cleveland Hopkins International Airport. We offer very competitive financing rates and terms, and we've assisted thousands of buyers with shipping arrangements for their new vehicle anywhere from across town to any destination around the globe. Give us a call at 001.216.831.9191: We look forward to serving you. Buy the best, from the best! Terms & Conditions We are a licensed dealer in the state of Ohio and must transfer titles to new owners according to Ohio law. All buyers are responsible to pay a Document fee of $249.00 for title and license fees and this cannot be waived. Payment Methods Cash in person, bank to bank wire transfer, or Marshall Goldman offers competitive financing. All non U.S. deals need to be paid via a bank to bank wire transfer. All funds must be in U.S. dollars. We will be happy to go over all of your finance options with you. Bid retractions Bid retractrions are not allowed nor will be recognized within 12 hours of auctions end. Marshall Goldman Motor Sales will not be obligated to sell in the event of a late retraction. Within 48 hours of the winning bid and or an accepted offer a 10% deposit of the agreed purchase price must be wired into Marshall Goldman Motor Sales account. The final balance of the agreed purchase price must be paid within 72 hours of the time of the auctions end according to Ebay. Contact us at 216-831-9191 to make payment and shipping/pickup arrangements. Buyer is responsible for vehicle pickup or shipping. We will assist you with arranging the shipment of your vehicle. Fee and Tax Information: Ohio residents are required to pay sales tax based on their county of residence. Residents of Arizona, California, Florida, Indiana, Massachusetts, Michigan, South Carolina, and Washington state will pay sales tax to the State of Ohio which will be credited to their local tax burden. Residents of all other states are Ohio tax exempt. All international transactions are currently tax exempt as long as certain transportation and paperwork requirements are met. Ad created by DealerSocket Inventory+. Call 877-487-5822 to find out how Inventory+ can service your dealership. eCarList.com

1998 Ferrari 550 Maranello 1998 Ferrari 550 Maranello Maranello 46,501 Miles Rosso Barchetta 2dr Car 5.5L 1

$149,990

Roswell, Georgia

? Call or text "38071" to 678-276-7211 for more information 1998 Ferrari 550 Maranello Maranello 46,501 Miles Rosso Barchetta 2dr Car 5.5L 1 Vehicle Overview: Stock: C564A VIN: ZFFZR49A3W0111264 Year: 1998 Exterior Color: Rosso Barchetta Make: Ferrari Interior Color: Beige Model: 550 Maranello Mileage: 46501 Engine: 5.5L 12 Cyl. Transmission: 6-Speed Manual Vehicle Description: 1998 Ferrari 550 Maranello 5.5L V12 6-Speed Manual Transmission Rosso Barchetta Over Beige Leather Interior. Recent Annual Service At Ferrari of Atlanta Major Service At Ferrari of Atlanta In 2015 Same Owner Last 4.5 Years. Ferrari of Atlanta 678-802-5000 Vehicle History: View The FREE CARFAX Report Vehicle Photos: Vehicle Warranty: This vehicle is being sold as is, where is with no warranty, expressed written or implied. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the vehicle, and to have satisfied himself or herself as to the condition and value and to bid based upon that judgement solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this vehicle at the buyers request prior to the close of sale. Seller assumes no responsibility for any repairs regardless of any oral statements about the vehicle. Terms and Conditions: Payment Options We accept the following payment methods: - Cashier's Check/money order - Cash (in person) Vehicle Pickup & Shipping All shipping charges are buyer's responsibility. General Terms Thank you for your interest in purchasing a pre-owned vehicle from S and W Sports Cars, Inc. (hereinafter "Seller"). We hope to provide you with an unparalleled on-line sales experience in keeping with our tradition of excellence. Please refer to our Terms of Sale below for our payment and other policies regarding internet sales. Should you have questions or require further information, please contact us directly at (678) 802-5000. 1. Reservation of Right to Terminate Auction. Seller reserves the right to terminate early any auction and cancel all bids at any time a vehicle may no longer be available for sale. 2. Bidding. Subject to the reservation of right to terminate set forth above, bids will be accepted during the period prescribed in the particular auction. The successful bidder (if my) in each auction (hereinafter "Buyer") will be contacted by electronic mail within no more than twenty-four (24) hours following the close of the particular auction. Buyer shall then contact Seller within twenty-four (24) hours from the time of the electronic notice in order to make payment and delivery arrangements. No bids will be accepted from bidders with negative feedback ratings, and bidders who do not have feedback ratings must contact Seller prior to bidding. No bid retractions will be permitted for the twenty-four (24) hour period following the close of the auction. 3. Deposit and Payment. Buyer shall submit to Seller within two (2) business days (which shall not include Saturdays. Sundays or federally recognized holidays) a deposit in the amount of ten percent (10%) of the successful bid price. The balance due, plus applicable taxes and fees, shall be remitted to Seller within five (5) business days of the closing of the auction. Payment may be made in cash, by certified or cashiers check, by wire transfer on in accordance with financing arrangements made by Buyer and reasonably acceptable to Seller, in Sellers sole discretion. 4. Sales Taxes and Documentation Fees. Applicable state and local sales taxes will be collected from Buyers who are residents of Georgia. Buyers who are residents of any state other than Georgia will be solely responsible for the reporting and payment of all applicable state and local taxes and fees, including title and registration fees, in the state in which such Buyer resides. Seller shall charge each Buyer, regardless of residency, a documentation fee in the amount of $495.00 USD, which fee shall include a [temporary registration certificate valid for thirty (30) days from the date of purchase]. 5. lnspections and Disclaimer of Representation of Condition. Seller recommends to all bidders that a Buyers inspection be performed for any vehicle on which a bid is entered. Prior to the closing of the auction, any bidder may make any reasonable inspection of the subject vehicle during the normal business hours of Seller, or arrange for a 3 third party to make such inspection. Seller shall not be responsible for any fees or expenses of Buyer associated with any such inspection. Seller has made commercially reasonable efforts to represent and depict fairly and accurately, and to disclose information known to Seller regarding vehicles offered in on-line sales. Seller expressly disclaims any representation regarding minor cosmetic defects or conditions customarily found on used vehicles of a similar age and general condition and regarding the absence of any condition or defect unknown to Seller. 6. Disclaimer of Warranties. Unless otherwise expressly provided in the auction description or information for the subject vehicle, all vehicles sold by Seller in on-line sales are sold "as is”, and SELLER MAKES NO REPRESENTATIONS AND EXTENDS NO WARRANTIES, EITHER EXPRESS OR IMPLIED. INCLUDING WITHOUT LIMITATION, WARRANTIES OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE, REGARDING ANY SUCH VEHICLE. If so noted in the vehicle description, manufacturers warranties may apply and be transferable to Buyer on certain vehicles. Extended warranties may also be available for certain vehicles. Warranty availability and details will be furnished to Buyer upon request. IN NO EVENT SHALL SELLER BE LIABLE TO BUYER FOR INCIDENTAL, SPECIAL OR CONSEQUENTIAL DAMAGES IN CONNECTION WITH ANY ON-LINE AUCTlON OR ANY SALE OR OTHER TRANSACTION WITH RESPECT TO A VEHICLE OFFERED FOR SALE OR SOLD BY SELLER. 7. Delivery and Shipping. Seller will make delivery of all vehicles at Sellers place of business after payment in full has been received by Seller. Upon Buyers request, vehicles may be delivered to a third party shipping company specified by Buyer for shipment to Buyer. All shipping charges are the sole responsibility of Buyer. Seller shall not be responsible for any damage to any vehicle after it leaves Sellers premises. For assistance with shipping arrangements, please contact Seller during normal business hours at (678) 802-5000. 8. Termination of Sellers Obligation to Sell. In the event that payment in full is not recieved from Buyer within five (5) business days following the closing of the auction, Seller shall have no further obligation to sell the subject vehicle to the Buyer, and Seller, in Sellers sole discretion, may offer to sell or sell such vehicle to the next highest bidder or to any other person or may initiate a new auction to sell such vehicle. Buyer forfeits deposit if transaction is not completed. 9. Financing Arrangements. Buyers will be expected to have financing arrangements (if any) in place prior to bidding in my on-line auction. Any fees and expenses incurred in connection with the financing of any vehicle shall be the sole responsibility of Buyer. For assistance with financing arrangements, please contact Seller during normal business hours at (678) 802-5000. Fees and Taxes Taxes and Fees: Out of state buyers are not charged tax, title, or license but are responsible for the documentation fee. The customer is responsible for registering the vehicle in their home state. You will receive 30-day in-transit tags. ? Call or text "38071" to 678-276-7211 for more information

Trim Maranello

Ferrari : 550 Barchetta Number 366 of only 448 produced!

$219,900

Woodland Hills, California

View Free AutoCheck ReportYou Should Know What They Know! Over 5 million AutoCheck reports are run by consumers, dealers and auto auctions each month. Terms and Conditions TBDSee our other listingsDisclaimer: This auction is a legally binding contract to buy this vehicle. All vehicles are sold as-is unless otherwise specified. I have done my best to accurately describe this vehicle. It is up to the buyer to come see and further inspect the car before the end of the auction. 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366 of only 448 produced!Year2001MakeFerrariModel550VINZFFZR52AX10124344Stock Number124344Mileage5848TransmissionManualEngine12 Cylinder, 5.5 LExterior ColorRedInterior ColorTanTitleClearNumber 366 of only 448 Barchetta's ever produced! Belt service just done in March of 2013 Absolutely one of the best Barchetta's you will ever see! CONTACT INFO MIKE CELL PHONE 818-518-4775 OR [email protected] AJ IPHONE 818-212-1314 OR [email protected] Terry DROID PHONE 818-470-8652 [email protected] TEXT QUESTIONS 24 HOURS A DAY DIRECT TO MIKE OR AJ THE QUICKEST RESPONSE DURING OR AFTER BUSINESS HOURS! QUESTIONS WILL USUALLY BE ANSWERED WITHIN 1 HOUR IF ASKED BETWEEN 7AM-11PM PST. TRADES IF YOU HAVE A VEHICLE YOU WANT TO TRADE WE WILL NEED THE FOLLOWING FULL VEHICLE IDENTIFICATION NUMBER (VIN) MAKE/MODEL/TRIM LEVEL INT/EXT COLOR MILES PRIOR ACCIDENTS OR PAINTWORK SERVICE HISTORY FOR EXOTICS MAJOR OPTIONS OR ORIGINAL MSRP IF KNOWN PICTURES IF POSSIBLE/AVAILABLE (EMAIL OR TEXT) ALL CARS SUBJECT TO PRIOR SALE EXOTIC EURO CARS HAS THE RIGHT TO END ANY AUCTION AT ANY TIME IF THE CAR SELLS ON LOCATION OR WITH ANOTHER RETAIL/AUCTION SITE. WE DO OUR BEST TO REMOVE OR END LISTINGS / AUCTIONS AS FAST AS WE CAN BUT SOME TAKE UP TO 48 HOURS TO BE REMOVEDThis vehicle is being sold as is, where is with no warranty, expressed written or implied. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the vehicle, and to have satisfied himself or herself as to the condition and value and to bid based upon that judgement solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this vehicle at the buyer's request prior to the close of sale. Seller assumes no responsibility for any repairs regardless of any oral statements about the vehicle. TBD This auction is a legally binding contract to buy this vehicle. All vehicles are sold as-is unless otherwise specified. I have done my best to accurately describe this vehicle. It is up to the buyer to come see and further inspect the car before the end of the auction.-->

Ferrari : 550 MARANELLO FERRARI 550 MARNANELLO SERVICED GIALLO YELLOW DAYTONA SEATS 275 YELLOW HRE

$209,000

Beverly Hills, California

You are looking at an investment grade Ferrari 550 Maranello and one of the very best cars ever to come out of the Ferrari factory. This is truly a spectacular condition Ferrari 550 Maranello. I have seen two 550s with 6,000 miles on them and they did not look as good as this car. This Maranello features the rare and strikingly handsome Giallo Modena color paint, an outstanding glove soft leather interior and an engine clean enough to eat from. Appearing as nearly new are the black leather Daytona leather seats and the mint condition diamond leather rear shelf. The original official color of Ferrari was in fact Giallo (yellow) as this is the official color of Modena, Italy where Enzo Ferrari was born and where he located his factory. Red was the color of Italy (as green was England, blue for France, silver for Germany, etc.) but the actual color of Ferrari was yellow, which is why this color is called Modena Yellow (and why the Ferrari badge features a yellow background behind the prancing horse). Whereas red maybe too flashy for some or simply far too common, this yellow has the same visual power as the red, if not more, while being far more rare and less ostentatious. While there are many red, black, blue, silver and grey 550s yellow Maranellos are particularly rare. This Ferrari looks more like a one-year old car rather than a nearly 20 year-old classic Ferrari, such is its exceptional condition. The dash is as new and with none of the typical drying or shrinkage issues. The leather seats, featuring their “Daytona” pattern, are as new and without wear. There are no sticky parts. The Books and Manuals and their leather pouch and the Leather toolkit are included as shown in the photograph. The major service was recently performed, including new timing belts, tensioner bearings, drive belts, filters, oils, fluids, gaskets and seals, spark plugs, pollen filter, etc. Also included are a set of premium HRE wheels with Michelin tires (265 mm/ 19” front and 325 mm / 20” rear) that cost nearly $9,000. (I will try and get a photo of these wheels on the car and post the pic in the next couple of days.) The wheels look absolutely stunning on the 550. The OEM wheels are as new and feature brand spanking new freshly mounted Bridgestone Potenza tires (Bridgestone Potenzas were an OEM tire fitment for the 550 from Ferrari when new) with their stickers still on them. The 550 Maranello is one of the hottest Ferraris on the market today and for good reason as it is perhaps the best all around front-engine GT ever built by Maranello. When new the world recognized the 550 as the true spiritual successor to the legendary Daytona. At a recent Concours, studying the profiles of the Datyona, 365GTC, the 550 and a yellow 275GTB, the 550 looked more athletic, balanced and handsome than the 365 GTC or the Daytona. Only the seven figure 275 was arguably more handsome. Interestingly enough, side by side the 550 more closely resembles the 275 than the Daytona as well. (Long hood, rear fender power bulge, flip up rear tail, etc.) It's clear to see the 550 is the modern day interpretation and successor to the 275. The owner of the yellow 275, a well-known collector, told me once how he'd only paid several thousand dollars for the 275 years earlier and now clearly benefiting from that ownership and the car's appreciation! So why am I selling my 550 if it's such a great car? Because I'd like to buy a 550 Barchetta and they are rather expensive. (If any Barchetta owners are interested in a trade please contact me.) The 550 is the last true Ferrari GT featuring an Enzo-era gated manual shifter, an actual accelerator cable connecting the driver directly to the engine and a traditional tubular steel chassis. The 550 is a solid and reliable sports car as well as rolling sculpture. Brock Yates, who along with Dan Gurney drove a Daytona from Coast to Coast in the Cannonball Run in just 36 hours with Gurney purportedly driving some 20 miles at speeds in excess of 170 mph, compared the Daytona to the 550. In his 1997 Car & Driver comparison he wrote the Daytona and the 550 were “amazingly similar in concept and capability” and that one should “Consider that the Daytona and the Maranello are genetically linked in overall architecture.” Back in 1997 Yates wrote: “Over a quarter-century apart in age, but amazingly similar in concept and capability. They are the fabled 365GTB/4 Daytona (circa 1968-73) and the current, potentially fabled 550 Maranello, introduced in 1996. Both cars represent the quintessential Ferrari theme; a theme Enzo established in 1947.” Brock Yates, now a legend in his own right, is one who would know. (More from Brock Yates below.) Daytona coupes are now pushing $1,000,000.00 while the 550 is a better Ferrari in every way, as shown in a side by side comparison by EVO Magazine with the 275, Daytona, 550 and the 599. Of these cars, EVO picked the 550 as the better of this bunch. (See below.) Also included in the test was the 575 with a manual transmission…a car that today costs around $300,000 or more…if you can even find a 575 with a manual gearbox! Yet, by comparison for collectability the 550 comes out on top. The 575 has drive by wire which lacks the feel of the direct accelerator cable found in the 550 and Daytona. Nearly all 575s are the less desirable automatic/paddle shifters. The 550 interior is a much cleaner design and more attractive with flowing lines that contour cohesively from the door panels around through to the center console. The nose of the 575 was also rounded off and in the process it lost the tailored sharpness of the 550’s shark nose. The 575 is a great car but the 550 is the closest thing to a Daytona in terms of visceral feel and stunning purity of design which make the 550 the most collectable coupe after the Daytona. When the 550 came out Daytona coupes could be purchased for around $100k so their values have increased approximately 7 times over since then, making them unaffordable to most. Don’t be surprised with the 550 follows in its predecessor’s footsteps. Even the never much loved 365 GTC/4 are now selling for more than $300k so you can imagine what the well-received 550 will appreciate to! The 550 is not only remarkably handsome and exotic looking, but fast (nearly 200 mph and 0-60 in just 4.2 seconds), comfortable and reliable. The 550 was a stunning 3.2 seconds faster around Ferrari’s Fiorano race track than the mid-engined 512M. The sound of the 550’s V12, with its titanium connecting rods and four valves per cylinder, is second to none. It is truly the perfect all around driving Ferrari and as rolling art with its own symphony it is also a great investment. Just two years ago when I sold my 512TR I noted in my Ebay ad that the 512TR was going to go up in value. It was simply too good of a car, looks and performance wise, to not go up in value when compared to other cars on the market. Well, since then the car has more than doubled in value as is valued at well-over $200k. Yet Ferrari produced about 9,957 Testarossas (TR, 512TR and 512M) and only about 3,083 550 Maranello so there are nearly three and a quarter TRs for every one 550. There is no doubt the 550 is visceral Ferrari with a traditional Enzo era tube chassis and gated shifter: A car that’s engaging to drive and better in performance in every way than the Daytona and arguably just as good looking on the outside and unquestionably better on the inside. (The seats of in the Daytona don’t even adjust at all.) There is no doubt the 550 Maranellos values will be increasing dramatically. As it is, there are precious few on today’s marketplace for sale and when they do come up for sale they don’t last very long. At RM’s September 2015 auction in England, Max Girardo, auctioneer and managing director of RM Sotheby’s European division, said in a post-sale news release that the market is still commanding strong money, and rather significantly he noted further, “We welcomed bidders from 26 countries, of which 23 percent were new clients to RM Sotheby’s.” When the 550 was produced back in the late 1990s Russia, China, India and other economies were struggling and emerging economies and they were not buying Ferraris. Today’s population of 7 billion people with nearly 2,000 billionaires around the globe means the demand for collectible Ferraris is greater than ever, as shown by RM. The 550 is also rare with just over 3,000 produced compared to 16,000 or so 360s and likely similar numbers for the 430 and 458, etc. A 550 Maranello convertible (a “Barchetta”) was sold by Gooding for $762,000 this past August and Parties are now routinely asking half a million dollars for the convertible version of the 550….a car with no real roof and a car that is identical to the 550 Maranello mechanically. Just two years ago the average asking price for a Barchetta was just under $200k. This gives insight into the future value of the Maranello. Ferrari made more 246 Dinos than 550 Maranellos (3,761 compared to just 3,083 Maranellos) yet those V6 engined Ferraris can run $400k to $500k. The 550 Maranello is only now starting to come into its own and a year or two from now these cars will be soon prohibitively expensive for most people to purchase. Similarly, remember when Boxers were ~$65k? Those days are long gone now as well. The 550 is rapidly being appreciated now for the classic Daytona successor that it is…only better. Whether as an investment or as your daily driver, the 550 is an all around stunning winner of a Ferrari and this one now for sale is a rare gem. BROCK YATES: Attempts to compare a modem automobile with an aged counterpart are as futile as those tedious sports-bar arguments over whether Babe Ruth could hit a 100-mph Randy Johnson fastball, or if Rocky Marciano could go toe to toe with Evander Holyfield, or if Emmitt Smith can hit off-tackle as hard and quick as Jim Brown. Apples and oranges, as the old saw goes, and as time marches on, the size, strength, and style of both men and machines are altered to a point wherein historical comparisons lapse into pointless gibberish based only on prejudice and the age of the proponents. Except in the case of two Ferraris, over a quarter-century apart in age, but amazingly similar in concept and capability. They are the fabled 365GTB/4 Daytona (circa 1968-73) and the current, potentially fabled 550 Maranello, introduced in 1996. Both cars represent the quintessential Ferrari theme; a theme Enzo established in 1947 with his nascent 125 sports car and carried forward in increasingly brash and outrageous forms, i.e., a well-founded chassis cradling a front-mounted, narrow-angle V-12 producing prodigious horsepower from relatively small displacements. Consider that the Daytona and the Maranello are genetically linked in overall architecture. Both are V-12, front-engine machines with transaxles and unequal-length, coil-sprung independent suspensions. Four-wheel vented disc brakes and two-place, grand-touring coupe bodywork with high levels of comfort are common traits, as are stunning performance figures and relatively large dimensions and heavy weight. Clearly, the 550 is a technical marvel compared with its cousin, owing to its electronically controlled fuel injection and adjustable traction control, shock absorbers, and anti-lock brakes, plus a plethora of luxury power options. The Daytona has simple, powerless bucket seats, and the most vivid and unpleasant clue to its age is its recirculating-ball manual steering, which serves as a mobile Soloflex at low speeds (although it becomes feathery and precise at highway velocities.) Moreover, its steering wheel resides at a bus driver's angle, recalling the days when such ergonomic decisions were governed exclusively by the bulk of the Commendatore, who mandated all wheel and pedal positions (thereby eliminating all humans of small stature from becoming Ferrari drivers). With 1.1 more liters of engine displacement than the Daytona (5.5 liters versus 4.4) and vastly more efficient port fuel injection, four-valve cylinder-head design, and intake and exhaust manifold tuning, the 550's engine easily overcomes stringent emissions rules to pump out 458 horses, or 143 more than its cousin. When once considers that this is being produced by a tractable, smooth-idling, normally-aspirate engine, the Ferrari's engineering staff's skill at producing steroid-induced horsepower comes into focus. EVO MAGAZINE REVIEWS CLASSIC FERRARI GTs Ferrari 599 GTB vs 275 GTB, Daytona, 550 Maranello and 575M 27 Feb 2013 The launch of a new V12 Ferrari is the perfect excuse to bring together its front-engined forebears. Jethro Bovingdon drives them all, from sublime 275 GTB to stunning 599 GTB Fiorano. Millions of car enthusiasts suddenly understood what it feels like to be the front splitter on a 430 Scuderia when the F12 Berlinetta was revealed. In fact my chin is still recovering from the gravel rash incurred by dragging my bottom jaw around for at least two days in the immediate aftermath: 730bhp, wild aerodynamic devices like the ‘Aero Bridge’, Active Brake Cooling, a top speed of over 211mph… it’s not so much an evolutionary step as a giant leap into a tear in the time-space continuum. Right now we can only imagine how it drives (brilliantly seems a safe bet), but what we can do is look back to see what has made the front-engined Ferrari V12 berlinettas so extraordinary in the past, and perhaps identify the magic that the F12 would do well to carry into its startling new hyper-reality. So we find ourselves at Millbrook Proving Ground on a drizzly Saturday morning. The forecast says we can look forward to sunshine but it hardly seems to matter. Unless giant rocks of ice start to fall from the sky, the weather couldn’t possibly spoil this very special day. It’s one of those pinch-yourself moments as I look around to see 275 GTB, 365 GTB/4 Daytona, 550 Maranello, 575M and 599 GTB Fiorano… I want to jump up and down and run in circles but instead I just nod in dumbstruck silence as David Ingram-Hill hands me the keys to his family’s beautiful 275 GTB and coolly gives me some instructions about the finer points of handling this near 50-year-old road-racer. ‘It’s a 1965 two-cam six-carb model with the Webers instead of the Solex, steel- bodied and a long-nose/short-tail car. It’s got a dogleg first and the throttle is a bit sticky initially. Use all the available revs, no restrictions, just go for it. It goes like stink. You will absolutely love it.’ David is, as you may have gathered, a bit of a hero. This 275 (insured by us for £800,000) has recently skimmed across Patagonia in the 1000 Millas Sport rally, is a regular on the Mille Miglia and gets used very, very hard every time it’s brought out into the wild. It’s beautifully maintained but never pampered, loved for what it does, not just how it looks. Even so, driving it onto Millbrook’s challenging Alpine Hill Route in the damp is enough to get a swarm of mutant butterflies dive-bombing my stomach lining. It’s hard to imagine a more evocative machine than a bright red 275 GTB with white roundels on the bonnet and doors and huge Scuderia Ferrari shields on the front wings. Swing open the tiny, lightweight door and drop into the low-backed black bucket seat, remember to breathe, then just soak in the details. The big, metal-spoked, leather-trimmed wheel with that famous badge staring proudly back at you; the large, clear instruments set in a simple wooden dash (speedo reading to 300kph, red line at 7500rpm); the tightly-gated ’box and the deliciously tactile gearknob with those perfect, finger-shaped indentations on its rear face; the miniature elegance of the door mirrors; the almost pornographic rise and fall of the curvaceous wings and bonnet… God, I’m as cynical as the next man, but the 275 is plain irresistible. Turn the tiny key, press the oversized black plastic rocker switch marked ‘A’ where you’d expect to find a stereo in a normal car, listen for the click of the fuel pump, turn the key a bit further and the 3.3-litre Colombo V12 (see panel, p68) starts to churn. Now squeeze the throttle ever so gently and feel the weight of the carbs pushing back… the engine catches then thrums and thrashes at a fast idle. I’m told this particular V12 is good for around 300bhp and the GTB is built like a racer – it weighs just 1200kg. As I take up the clutch and try to judge that heavy throttle, I can’t help wondering if the 205/70 VR14 (yes, 14!) tyres are going to be my friends or a deadly foe… The weighty first inch or so of throttle pedal is the only heavy thing about the 275 GTB. Its unassisted steering is light and intuitive with none of the slack I’d expected, the gearchange is precise despite the transaxle layout (then a first for a Ferrari berlinetta but continued to this day) and there’s a supple effortlessness about its damping. But that doesn’t make it a relaxing car to drive – it’s too intense for that. The V12 is torque-lite but rev-happy, and to make it feel like the full 300bhp you need to be determined to see the needle swing towards the red. The V12’s complex tangle of noise is pulled tight as the revs rise and, much as I hesitate to use the words, the resulting snarl at the top end is pure Le Mans. The 275 is not a physical car to drive but it requires real mental discipline – you must keep the engine bubbling over 5000rpm, the gearbox needs careful coaxing and an expertly judged blip of revs to change down cleanly, and the steering is exquisitely accurate but lacks the busy feel I’d expected. Even on the heavily cambered turns of the Hill Route it never weights-up to give you something to lean against; instead you feel for the grip through the seat and I never felt minded to really fling it towards a corner. I suspect experience would breed much more confidence because the basics are so right: the 275 GTB is so narrow and agile, the body control is absolutely remarkable for such an old car, the brakes (here upgraded to Daytona-spec) are superb, and the whole car just seems incredibly happy when it’s being driven hard. The noise, the smell of hot oil, the way reflections seem to rush up to the curved windscreen and then streak past the side windows… it’s just pure theatre and pure race car. I’m smitten. Imagine driving this car in 1965 when the average family car (think of an Anglia 105E) covered the 0-60mph yardstick in around 25 seconds and could barely hit 80mph flat-out… Daytona. I am about to drive a Ferrari Daytona. I knew the numbers by heart as a kid: 4.4-litre V12, 352bhp at 7500rpm, 174mph, 0-60mph in 5.4sec, 0-100mph in 12.6… To call the 365 GTB/4 an icon is like saying that Roger Federer is quite good at tennis. This is supercar royalty. Now, it might make you feel a bit sick, but our new best mate Mr Ingram-Hill also owns the Daytona (I won’t mention the F40 and the F50). He warns me it’s a bit different to the 275 and the key to that is one figure that my young mind never really factored-in to the Daytona myth. It weighs 1600kg. Compared with its predecessor it’s a genuine porker. The question is, has it been on protein shakes and designer steroids or just spent too long at the pasta buffet? The sliver of chrome that acts as a door handle gives no clue to the car’s heft, but settle into the laid-back, squidgy seat and it feels like a very different animal to the racy, minimalist 275. There’s a wide centre console (complete with electric window switches), the steering wheel is vast, you sit much higher and the big, faded black dash has a sort of old-school Californian glamour to it – in other words it’s stylish but unnecessarily huge. Wow, talk about a shift in focus. The broad-chested Tipo 251 V12 churns in the same slightly reluctant fashion before booming to life and seeming to swallow up the whole car. This one has a deeper but still super-complex note. The ’box still has a familiar dogleg pattern but the exposed metal gate has vanished and the tight precision is replaced by a loose, long-throw action. Again the big carbs give a heavy stiction to the throttle but that’s nothing compared with the steering (still unassisted), which is painfully heavy as I roll gingerly out of our little collecting area and on to the Hill Route. Within perhaps five seconds of driving the Daytona you know it’s not a wild, highly-strung and enthralling road-racer like its predecessor. The weight of the steering, the huge torque of the engine, the overly-sensitive brakes… virtually every detail says this is pure GT, a sea- change in the direction of front-engined V12 Ferraris. However, I don’t mind admitting it makes me feel instantly more comfortable. Yes, the steering is almost comically heavy and there’s more body-roll and less agility, but that means the Daytona is easier to read and doesn’t feel like it might skate across the surface unexpectedly. Delve deeper, though, and the Daytona starts to show its limitations. The engine is absolutely stonking, no question. It’s quicker than the 275 even pulling that extra 400kg, and despite that deep well of torque it’ll rev right out, too. But push the chassis harder and the steering becomes almost unmanageable and never seems to lighten at all, the body starts to lurch a little between direction changes, there’s inevitable understeer and the gearbox has such wide ratios that smooth progress is very tricky to maintain. I’ve never driven a car that needs such a massive throttle input to match the revs on a downshift. It’s fair to say that after the fairytale brilliance of the 275 GTB, the 365 GTB/4 is something of a disappointment. Of course I absolutely accept that the Hill Route is the very worst place to drive the Daytona. This is a car for fast, wide French N-roads where you never dip below 100mph, society girlfriend in the passenger seat eager to get to Monte Carlo and congratulate you on your impeccable taste in bank accounts. Repeatedly. However, here and now it’s not a patch on that eager, fizzing 275 GTB and although I still want a Daytona in my kitchen, I wouldn’t be that bothered if it was bricked-in. Beautiful, thumpingly quick, magnificent noise… it just lacks that chassis sparkle I’d dreamt about. If it hadn’t been for the vision of Luca di Montezemolo, the Daytona might have been the last of its kind, the finale to a lost era of effortless continent-crossing married with genuine sports car thrills. But after the Berlinetta Boxer era and the heroically OTT Testarossa, 512 TR and F512M, in the late-’90s Ferrari went back to its front-engined roots. And how. The 550 Maranello was received with quiet confusion, furrowed brows and comparisons with the Toyota Supra. But any notion that Ferrari had lost the plot was found to be absurd as soon as journalists and customers began to drive the 550 in anger. It was the Daytona formula updated, refined and executed with stunning attention to detail. The launch of the Maranello in 1996 was before my time, but eight years later, when we were conducting our Greatest Drivers’ Cars feature (evo 066) I can clearly remember driving one across south Wales and wondering where Ferrari had hidden its 1716kg, wringing ever last drop from that creamy V12, smile growing wider with every corner. Nick Hill’s example is a peach. Gleaming in the sunshine, it’s hard to believe a car of such elegance could ever have been dismissed as a frump. I can barely wait to drive it. Instantly it feels like an old friend: the towering high-rise centre console still looks terrific; the wide transmission tunnel and proudly gated six-speed ’box holler that there’s some seriously big forces being channelled back to those rear wheels; even the plain, slightly slippery-looking three-spoke steering wheel feels just about perfect. With ribbed ‘Daytona’ seats, acres of creme leather and red carpets, this 550 is loaded with nostalgia but still functional and modern. Breathing fast and free through a Larini exhaust, the 5.5-litre V12 sounds like it’s got barely a tenth of the internal friction of the old stagers. Although the numbers say that the 485bhp Maranello isn’t that much quicker than the 352bhp Daytona (12.6sec to 100mph for the old timer, 10.1 for the 550), I think the steep inclines and wickedly cambered turns of the Hill Route might just paint a different picture. Sure enough the 550 Maranello feels lighter, faster and more agile than the Daytona. In fact even the 275 GTB feels slightly ponderous in comparison with the more modern V12. Quick steering, superb brakes, amazing throttle response and an abundance of torque just help you to drive closer to the 550’s limits with more margin for error and without having to carry all the speed that the front tyres can handle. In the older cars you suspect you have to get them dancing right on the limit to feel their real magic, well into the realms of momentum – a game with fearsome stakes. The 550 indulges a slow-in, fast-out approach so you can gain confidence as the front end bites, spot the exit and then load (or indeed overload) the rear tyres at will and steer the car on the throttle. It’s wonderfully accessible and ironically I think makes the newer car more fun at lower speeds. And what you’re accessing is still, 16 years on, truly sublime. The ride is firm (too firm if you select Sport mode, which makes the 550 unsettled) but the pay-off is an amazing ability to control its bulk, a front end that you can lean on with total confidence and a direct link between your right foot and a rear axle that’s always intimately involved with the car’s balance. It’s very rare to find a car that responds so cleanly and quickly to every input that you make, that makes the driver so central to how it behaves. There is pitch and roll but it’s all perfectly in tune and only increases your interaction with the car and gives you more options. Very few sports cars are blessed with such clarity and adjustability, and yet when you throttle back a bit the 550 is a simply brilliant and relaxing GT car. It takes elements of the rabid 275 and the laid-back Daytona and conjures a character that doesn’t feel compromised in any way, yet covers every base. It is simply a terrific car. The 575M, you may remember, didn’t get off to an auspicious start in 2002. It took the athletic control of the 550 and replaced it with flabby indecision. If you so much as showed a 575 a tricky compression it’d smash its belly into the road. Fortunately, Richard Allen’s 575M is fitted with the Fiorano handling package, lowering it by 15mm and retuning both the dampers and the steering, which restored much of the 550’s brilliance and became the default choice for buyers outside the US. I’m expecting it to feel like a slightly softer 550. Pull the door shut and the 575M is clearly a more modern Ferrari: dead ahead is a big central rev-counter, smaller speedo to its right. The steering wheel is smaller, more sculpted; the big shoebox console is gone. But the real change is the sheer reach of the revised 5.7-litre engine, now producing 508bhp and nudging the top speed up to 202mph, and the added polish to the chassis. I’d have scarcely believed it, but the 575M Fiorano monsters the 550. There’s more steering feel, greater traction, even a better ultimate balance. Within 200 yards I’m absolutely amazed, within half a mile I’m laughing at the ferocity of the engine, and within a mile I’ve turned off the traction control, stopped laughing and started working as hard as I can to bring out the best in the 575M, completely absorbed and more committed than I’d care to admit to the kind Mr Allen. Sorry Richard, but to drive the 575M in any other way just wouldn’t be right… A few laps of the route later, the 575M has me completely. The V12’s delivery knocks the wind from your lungs in the mid-range and is savage if you dare wring it out, the ’box is sweet and quick, the steering – so artificial at parking speeds – buzzes and tugs at your wrists above about 30mph, and the way you can dictate to the chassis without ever bullying it is just mesmerising. I’m bewitched – and bewildered to think that the 599 GTB is a big step on from this freakishly talented supercar… It is, too. The 599 is faster (a bit), has more grip (lots) and when you’re smacking home another violent gearshift, manettino set to ‘Race’, V12 screaming up towards 8000rpm, shift-lights on the carbon steering wheel blinking like crazy, you can only conclude that this is something truly extraordinary. But that’s not the end of the story. The 599 GTB is incredible but it’s also way too big, the chassis has astonishing agility but it’s also nervous and demanding, and every lump and bump seems to introduce expensive carbon venturi to coarse road surface. It’s more like a front-engined 430 Scuderia than a successor to the Daytona, 550 and 575M. The sheer physical size of the 599 GTB is extraordinary and the feeling that you’re a little kid in a big man’s car never evaporates. But the lightness to the way it drives is more extraordinary still. You’d barely guess there was a 6-litre V12 ahead of you when it pivots into a corner with seemingly no inertia to overcome, magnetorheological dampers keeping the body flat, steering light and completely uniform in weight, driving hard through the rear wheels and climbing in steps at 3000rpm and 5500rpm until you’re getting the full noise of 611bhp up towards eight. If there’s a downside it’s that the manic F1 gearshift, scalpel-sharp V12 and darty steering response seem to demand that you attack, attack, attack… it feels like the 599 GTB is running away from you and, when you attempt to wind the pace back in, the gearshift feels unnecessarily manic, the V12 doesn’t deliver such easy-going torque and, because there’s less weight transfer, the steering provides very little information about grip levels. It’s both highly-strung and slightly aloof after the 575M – an odd combination, but inescapable after the transparent balance of its predecessor. Privileges come no greater than driving these cars back-to-back on a perfect Spring day on a road with very loosely advised speed limits. I’ve been staggered, disappointed, elated, mildly terrified and completely smitten. The 275 feels like a racer with numberplates and I love its infectious character, its tiny dimensions, the elegance of every detail, the view, the smell and the noise when its V12 is working hard. Clearly the F12 Berlinetta would do well to recreate its sense of uncompromising dynamic focus. I didn’t gel with the Daytona but it too has lessons for the new car: The F12 needs the capability to deliver its performance easily and conjure up images of a lost way of life, a life of relaxed journeys down tree-lined French roads, of vast distances dispatched. The 550 and 575M nailed that dual character perfectly. They’re a delight to drive slowly, effortless at a fast cruise and yet totally absorbing with traction control disengaged, an empty passenger seat and a fabulous road ahead. The 599 GTB is a very different V12 Ferrari – more manic than the 275, more demanding than the lucid Maranellos, more thrilling than either on the right road on the right day, but less rounded, less loveable and less forgiving. The F12 will be faster still: its dual-clutch ’box will give it instant shifts, its active aero even greater stability at speed and its electronics should make 730bhp exploitable. I just pray it puts the driver right at its centre, just like the greats from Ferrari’s past. Can’t wait to find out.

Trim COUPE

Ferrari : 550 2 DOOR FERRARI 550 MARNANELLO IN EXCEPTIONAL CONDITION

$179,000

Beverly Hills, California

You are looking at an investment grade Ferrari 550 Maranello and one of the very best cars ever to come out of the Ferrari factory. This is truly one of the nicest Ferrari 550 Maranellos, featuring stunning paint (Argento Nurbergring Metallic), a spectacular leather interior and an engine clean enough to eat from. Classy and pure triple silver—silver paint, light grey interior with “Datyona” seats and matching silver Brembo brake calipers. While at the local Aston Martin dealership the other day the Manager stated he walked around my car and was stunned by this Ferrari 550s exceptional condition, saying “I couldn’t find a flaw on the car.” This Ferrari looks more like a one-year old car rather than a nearly 20 year-old classic Ferrari. The dash is as new and with none of the typical shrinkage issues. The leather seats, featuring their “Daytona” pattern, are as new with zero wear. There are no sticky parts. The Books and Manuals and their leather pouch and the Leather toolkit are included as shown in the photograph. Upon the sale of the Maranello a fresh belt service will be performed for the Buyer. Silver OZ Racing Superleggera wheels with Michelin Pilot Sport tires (~$5,000) are presently fitted and in excellent condition. Also included are show quality original equipment 550 wheels with brand spanking new freshly mounted Bridgestone Potenza tires (Bridgestone Potenzas were an OEM tire fitment for the 550 from Ferrari) with brand new Ferrari Prancing Horse Center caps. (I will take $3,000 off the price if the Buyer choses not to take these OZ Racing wheels.) The 550 Maranello is one of the hottest Ferraris on the market today and for good reason as it is perhaps the best all around front-engine GT ever built by Maranello. When new the world recognized the 550 as the true spiritual successor to the legendary Daytona. The 550 is also the last true Ferrari GT featuring an Enzo-era gated manual shifter, an actual accelerator cable connecting the driver directly to the engine and a traditional tubular steel chassis. Brock Yates, who along with Dan Gurney drove a Daytona from Coast to Coast in the Cannonball Run in just 36 hours with Gurney purportedly driving some 20 miles at speeds in excess of 170 mph, compared the Daytona to the 550. In his 1997 Car & Driver comparison he wrote the Daytona and the 550 were “amazingly similar in concept and capability” and that one should “Consider that the Daytona and the Maranello are genetically linked in overall architecture.” Back in 1997 Yates wrote: “Over a quarter-century apart in age, but amazingly similar in concept and capability. They are the fabled 365GTB/4 Daytona (circa 1968-73) and the current, potentially fabled 550 Maranello, introduced in 1996. Both cars represent the quintessential Ferrari theme; a theme Enzo established in 1947.” Brock Yates, now a legend in his own right, is one who would know. (More from Brock Yates below.) Daytona coupes are now pushing $1,000,000.00 while the 550 is a better Ferrari in every way, as shown in a side by side comparison by EVO Magazine with the 275, Daytona, 550 and the 599. Of these cars, EVO picked the 550 as the better of this bunch. (See below.) Also included in the test was the 575 with a manual transmission…a car that today costs around $300,000 or more…if you can even find a 575 with a manual gearbox! Yet, by comparison for collectability the 550 comes out on top. The 575 has drive by wire which lacks the feel of the direct accelerator cable found in the 550 and Daytona. Nearly all 575s are the less desirable automatic/paddle shifters. The 550 interior is a much cleaner design and more attractive with flowing lines that contour cohesively from the door panels around through to the center console. The nose of the 575 was also rounded off and in the process it lost the tailored sharpness of the 550. The 575 is a great car but the 550 is the closest thing to a Daytona in terms of visceral feel and stunning purity of design which make the 550 the most collectable coupe after the Daytona. When the 550 came out Daytona coupes could be purchased for around $100k so their values have increased approximately 7 times over since then, making them unaffordable to most. Don’t be surprised with the 550 follows in its predecessor’s footsteps. Even the never much loved 365 GTC/4 are now selling for more than $300k so you can imagine what the well-received 550 will appreciate to! The 550 is not only remarkably handsome and exotic looking, but fast (nearly 200 mph and 0-60 in just 4.2 seconds), comfortable and reliable. The 550 was a stunning 3.2 seconds faster around Ferrari’s Fiorano race track than the mid-engined 512M. The sound of the 550’s V12, with its titanium connecting rods and four valves per cylinder, is second to none. It is truly the perfect all around driving Ferrari and as rolling art with its own symphony it is also a great investment. Just two years ago when I sold my 512TR I noted in my Ebay ad that the 512TR was going to go up in value. It was simply too good of a car, looks and performance wise, to not go up in value when compared to other cars on the market. Well, since then the car has more than doubled in value as is valued at well-over $200k. Yet Ferrari produced about 9,957 Testarossas (TR, 512TR and 512M) and only about 3,083 550 Maranello so there are nearly three and a quarter TRs for every one 550. There is no doubt the 550 is visceral Ferrari with a traditional Enzo era tube chassis and gated shifter: A car that’s engaging to drive and better in performance in every way than the Daytona and arguably just as good looking on the outside and unquestionably better on the inside. (The seats of in the Daytona don’t even adjust at all.) There is no doubt the 550 Maranellos values will be increasing dramatically. As it is, there are precious few on today’s marketplace for sale and when they do come up for sale they don’t last very long. At RM’s September 2015 auction in England, Max Girardo, auctioneer and managing director of RM Sotheby’s European division, said in a post-sale news release that the market is still commanding strong money, and rather significantly he noted further, “We welcomed bidders from 26 countries, of which 23 percent were new clients to RM Sotheby’s.” When the 550 was produced back in the late 1990s Russia, China, India and other economies were struggling and emerging economies and they were not buying Ferraris. Today’s population of 7 billion people with nearly 2,000 billionaires around the globe means the demand for collectible Ferraris is greater than ever, as shown by RM. The 550 is also rare with just over 3,000 produced compared to 16,000 or so 360s and likely similar numbers for the 430 and 458, etc. A 550 Maranello convertible (a “Barchetta”) was sold by Gooding for $762,000 this past August and Parties are now routinely asking half a million dollars for the convertible version of the 550….a car with no real roof and a car that is identical to the 550 Maranello mechanically. Just two years ago the average asking price for a Barchetta was just under $200k. This gives insight into the future value of the Maranello. Ferrari made more 246 Dinos than 550 Maranellos (3,761 compared to just 3,083 Maranellos) yet those V6 engined Ferraris are $400k to $500k. The 550 Maranello is only now starting to come into its own and a year or two from now these cars will be soon prohibitively expensive for most people to purchase. Similarly, remember when Boxers were ~$65k? Those days are long gone now as well. The 550 is rapidly being appreciated now for the classic Daytona successor that it is…only better. Whether as an investment or as your daily driver, the 550 is an all around stunning winner of a Ferrari and this one now for sale is a rare gem. BROCK YATES: Attempts to compare a modem automobile with an aged counterpart are as futile as those tedious sports-bar arguments over whether Babe Ruth could hit a 100-mph Randy Johnson fastball, or if Rocky Marciano could go toe to toe with Evander Holyfield, or if Emmitt Smith can hit off-tackle as hard and quick as Jim Brown. Apples and oranges, as the old saw goes, and as time marches on, the size, strength, and style of both men and machines are altered to a point wherein historical comparisons lapse into pointless gibberish based only on prejudice and the age of the proponents. Except in the case of two Ferraris, over a quarter-century apart in age, but amazingly similar in concept and capability. They are the fabled 365GTB/4 Daytona (circa 1968-73) and the current, potentially fabled 550 Maranello, introduced in 1996. Both cars represent the quintessential Ferrari theme; a theme Enzo established in 1947 with his nascent 125 sports car and carried forward in increasingly brash and outrageous forms, i.e., a well-founded chassis cradling a front-mounted, narrow-angle V-12 producing prodigious horsepower from relatively small displacements. Consider that the Daytona and the Maranello are genetically linked in overall architecture. Both are V-12, front-engine machines with transaxles and unequal-length, coil-sprung independent suspensions. Four-wheel vented disc brakes and two-place, grand-touring coupe bodywork with high levels of comfort are common traits, as are stunning performance figures and relatively large dimensions and heavy weight. Clearly, the 550 is a technical marvel compared with its cousin, owing to its electronically controlled fuel injection and adjustable traction control, shock absorbers, and anti-lock brakes, plus a plethora of luxury power options. The Daytona has simple, powerless bucket seats, and the most vivid and unpleasant clue to its age is its recirculating-ball manual steering, which serves as a mobile Soloflex at low speeds (although it becomes feathery and precise at highway velocities.) Moreover, its steering wheel resides at a bus driver's angle, recalling the days when such ergonomic decisions were governed exclusively by the bulk of the Commendatore, who mandated all wheel and pedal positions (thereby eliminating all humans of small stature from becoming Ferrari drivers). With 1.1 more liters of engine displacement than the Daytona (5.5 liters versus 4.4) and vastly more efficient port fuel injection, four-valve cylinder-head design, and intake and exhaust manifold tuning, the 550's engine easily overcomes stringent emissions rules to pump out 458 horses, or 143 more than its cousin. When once considers that this is being produced by a tractable, smooth-idling, normally-aspirate engine, the Ferrari's engineering staff's skill at producing steroid-induced horsepower comes into focus. EVO MAGAZINE REVIEWS CLASSIC FERRARI GTs Ferrari 599 GTB vs 275 GTB, Daytona, 550 Maranello and 575M 27 Feb 2013 The launch of a new V12 Ferrari is the perfect excuse to bring together its front-engined forebears. Jethro Bovingdon drives them all, from sublime 275 GTB to stunning 599 GTB Fiorano. Millions of car enthusiasts suddenly understood what it feels like to be the front splitter on a 430 Scuderia when the F12 Berlinetta was revealed. In fact my chin is still recovering from the gravel rash incurred by dragging my bottom jaw around for at least two days in the immediate aftermath: 730bhp, wild aerodynamic devices like the ‘Aero Bridge’, Active Brake Cooling, a top speed of over 211mph… it’s not so much an evolutionary step as a giant leap into a tear in the time-space continuum. Right now we can only imagine how it drives (brilliantly seems a safe bet), but what we can do is look back to see what has made the front-engined Ferrari V12 berlinettas so extraordinary in the past, and perhaps identify the magic that the F12 would do well to carry into its startling new hyper-reality. So we find ourselves at Millbrook Proving Ground on a drizzly Saturday morning. The forecast says we can look forward to sunshine but it hardly seems to matter. Unless giant rocks of ice start to fall from the sky, the weather couldn’t possibly spoil this very special day. It’s one of those pinch-yourself moments as I look around to see 275 GTB, 365 GTB/4 Daytona, 550 Maranello, 575M and 599 GTB Fiorano… I want to jump up and down and run in circles but instead I just nod in dumbstruck silence as David Ingram-Hill hands me the keys to his family’s beautiful 275 GTB and coolly gives me some instructions about the finer points of handling this near 50-year-old road-racer. ‘It’s a 1965 two-cam six-carb model with the Webers instead of the Solex, steel- bodied and a long-nose/short-tail car. It’s got a dogleg first and the throttle is a bit sticky initially. Use all the available revs, no restrictions, just go for it. It goes like stink. You will absolutely love it.’ David is, as you may have gathered, a bit of a hero. This 275 (insured by us for £800,000) has recently skimmed across Patagonia in the 1000 Millas Sport rally, is a regular on the Mille Miglia and gets used very, very hard every time it’s brought out into the wild. It’s beautifully maintained but never pampered, loved for what it does, not just how it looks. Even so, driving it onto Millbrook’s challenging Alpine Hill Route in the damp is enough to get a swarm of mutant butterflies dive-bombing my stomach lining. It’s hard to imagine a more evocative machine than a bright red 275 GTB with white roundels on the bonnet and doors and huge Scuderia Ferrari shields on the front wings. Swing open the tiny, lightweight door and drop into the low-backed black bucket seat, remember to breathe, then just soak in the details. The big, metal-spoked, leather-trimmed wheel with that famous badge staring proudly back at you; the large, clear instruments set in a simple wooden dash (speedo reading to 300kph, red line at 7500rpm); the tightly-gated ’box and the deliciously tactile gearknob with those perfect, finger-shaped indentations on its rear face; the miniature elegance of the door mirrors; the almost pornographic rise and fall of the curvaceous wings and bonnet… God, I’m as cynical as the next man, but the 275 is plain irresistible. Turn the tiny key, press the oversized black plastic rocker switch marked ‘A’ where you’d expect to find a stereo in a normal car, listen for the click of the fuel pump, turn the key a bit further and the 3.3-litre Colombo V12 (see panel, p68) starts to churn. Now squeeze the throttle ever so gently and feel the weight of the carbs pushing back… the engine catches then thrums and thrashes at a fast idle. I’m told this particular V12 is good for around 300bhp and the GTB is built like a racer – it weighs just 1200kg. As I take up the clutch and try to judge that heavy throttle, I can’t help wondering if the 205/70 VR14 (yes, 14!) tyres are going to be my friends or a deadly foe… The weighty first inch or so of throttle pedal is the only heavy thing about the 275 GTB. Its unassisted steering is light and intuitive with none of the slack I’d expected, the gearchange is precise despite the transaxle layout (then a first for a Ferrari berlinetta but continued to this day) and there’s a supple effortlessness about its damping. But that doesn’t make it a relaxing car to drive – it’s too intense for that. The V12 is torque-lite but rev-happy, and to make it feel like the full 300bhp you need to be determined to see the needle swing towards the red. The V12’s complex tangle of noise is pulled tight as the revs rise and, much as I hesitate to use the words, the resulting snarl at the top end is pure Le Mans. The 275 is not a physical car to drive but it requires real mental discipline – you must keep the engine bubbling over 5000rpm, the gearbox needs careful coaxing and an expertly judged blip of revs to change down cleanly, and the steering is exquisitely accurate but lacks the busy feel I’d expected. Even on the heavily cambered turns of the Hill Route it never weights-up to give you something to lean against; instead you feel for the grip through the seat and I never felt minded to really fling it towards a corner. I suspect experience would breed much more confidence because the basics are so right: the 275 GTB is so narrow and agile, the body control is absolutely remarkable for such an old car, the brakes (here upgraded to Daytona-spec) are superb, and the whole car just seems incredibly happy when it’s being driven hard. The noise, the smell of hot oil, the way reflections seem to rush up to the curved windscreen and then streak past the side windows… it’s just pure theatre and pure race car. I’m smitten. Imagine driving this car in 1965 when the average family car (think of an Anglia 105E) covered the 0-60mph yardstick in around 25 seconds and could barely hit 80mph flat-out… Daytona. I am about to drive a Ferrari Daytona. I knew the numbers by heart as a kid: 4.4-litre V12, 352bhp at 7500rpm, 174mph, 0-60mph in 5.4sec, 0-100mph in 12.6… To call the 365 GTB/4 an icon is like saying that Roger Federer is quite good at tennis. This is supercar royalty. Now, it might make you feel a bit sick, but our new best mate Mr Ingram-Hill also owns the Daytona (I won’t mention the F40 and the F50). He warns me it’s a bit different to the 275 and the key to that is one figure that my young mind never really factored-in to the Daytona myth. It weighs 1600kg. Compared with its predecessor it’s a genuine porker. The question is, has it been on protein shakes and designer steroids or just spent too long at the pasta buffet? The sliver of chrome that acts as a door handle gives no clue to the car’s heft, but settle into the laid-back, squidgy seat and it feels like a very different animal to the racy, minimalist 275. There’s a wide centre console (complete with electric window switches), the steering wheel is vast, you sit much higher and the big, faded black dash has a sort of old-school Californian glamour to it – in other words it’s stylish but unnecessarily huge. Wow, talk about a shift in focus. The broad-chested Tipo 251 V12 churns in the same slightly reluctant fashion before booming to life and seeming to swallow up the whole car. This one has a deeper but still super-complex note. The ’box still has a familiar dogleg pattern but the exposed metal gate has vanished and the tight precision is replaced by a loose, long-throw action. Again the big carbs give a heavy stiction to the throttle but that’s nothing compared with the steering (still unassisted), which is painfully heavy as I roll gingerly out of our little collecting area and on to the Hill Route. Within perhaps five seconds of driving the Daytona you know it’s not a wild, highly-strung and enthralling road-racer like its predecessor. The weight of the steering, the huge torque of the engine, the overly-sensitive brakes… virtually every detail says this is pure GT, a sea- change in the direction of front-engined V12 Ferraris. However, I don’t mind admitting it makes me feel instantly more comfortable. Yes, the steering is almost comically heavy and there’s more body-roll and less agility, but that means the Daytona is easier to read and doesn’t feel like it might skate across the surface unexpectedly. Delve deeper, though, and the Daytona starts to show its limitations. The engine is absolutely stonking, no question. It’s quicker than the 275 even pulling that extra 400kg, and despite that deep well of torque it’ll rev right out, too. But push the chassis harder and the steering becomes almost unmanageable and never seems to lighten at all, the body starts to lurch a little between direction changes, there’s inevitable understeer and the gearbox has such wide ratios that smooth progress is very tricky to maintain. I’ve never driven a car that needs such a massive throttle input to match the revs on a downshift. It’s fair to say that after the fairytale brilliance of the 275 GTB, the 365 GTB/4 is something of a disappointment. Of course I absolutely accept that the Hill Route is the very worst place to drive the Daytona. This is a car for fast, wide French N-roads where you never dip below 100mph, society girlfriend in the passenger seat eager to get to Monte Carlo and congratulate you on your impeccable taste in bank accounts. Repeatedly. However, here and now it’s not a patch on that eager, fizzing 275 GTB and although I still want a Daytona in my kitchen, I wouldn’t be that bothered if it was bricked-in. Beautiful, thumpingly quick, magnificent noise… it just lacks that chassis sparkle I’d dreamt about. If it hadn’t been for the vision of Luca di Montezemolo, the Daytona might have been the last of its kind, the finale to a lost era of effortless continent-crossing married with genuine sports car thrills. But after the Berlinetta Boxer era and the heroically OTT Testarossa, 512 TR and F512M, in the late-’90s Ferrari went back to its front-engined roots. And how. The 550 Maranello was received with quiet confusion, furrowed brows and comparisons with the Toyota Supra. But any notion that Ferrari had lost the plot was found to be absurd as soon as journalists and customers began to drive the 550 in anger. It was the Daytona formula updated, refined and executed with stunning attention to detail. The launch of the Maranello in 1996 was before my time, but eight years later, when we were conducting our Greatest Drivers’ Cars feature (evo 066) I can clearly remember driving one across south Wales and wondering where Ferrari had hidden its 1716kg, wringing ever last drop from that creamy V12, smile growing wider with every corner. Nick Hill’s example is a peach. Gleaming in the sunshine, it’s hard to believe a car of such elegance could ever have been dismissed as a frump. I can barely wait to drive it. Instantly it feels like an old friend: the towering high-rise centre console still looks terrific; the wide transmission tunnel and proudly gated six-speed ’box holler that there’s some seriously big forces being channelled back to those rear wheels; even the plain, slightly slippery-looking three-spoke steering wheel feels just about perfect. With ribbed ‘Daytona’ seats, acres of creme leather and red carpets, this 550 is loaded with nostalgia but still functional and modern. Breathing fast and free through a Larini exhaust, the 5.5-litre V12 sounds like it’s got barely a tenth of the internal friction of the old stagers. Although the numbers say that the 485bhp Maranello isn’t that much quicker than the 352bhp Daytona (12.6sec to 100mph for the old timer, 10.1 for the 550), I think the steep inclines and wickedly cambered turns of the Hill Route might just paint a different picture. Sure enough the 550 Maranello feels lighter, faster and more agile than the Daytona. In fact even the 275 GTB feels slightly ponderous in comparison with the more modern V12. Quick steering, superb brakes, amazing throttle response and an abundance of torque just help you to drive closer to the 550’s limits with more margin for error and without having to carry all the speed that the front tyres can handle. In the older cars you suspect you have to get them dancing right on the limit to feel their real magic, well into the realms of momentum – a game with fearsome stakes. The 550 indulges a slow-in, fast-out approach so you can gain confidence as the front end bites, spot the exit and then load (or indeed overload) the rear tyres at will and steer the car on the throttle. It’s wonderfully accessible and ironically I think makes the newer car more fun at lower speeds. And what you’re accessing is still, 16 years on, truly sublime. The ride is firm (too firm if you select Sport mode, which makes the 550 unsettled) but the pay-off is an amazing ability to control its bulk, a front end that you can lean on with total confidence and a direct link between your right foot and a rear axle that’s always intimately involved with the car’s balance. It’s very rare to find a car that responds so cleanly and quickly to every input that you make, that makes the driver so central to how it behaves. There is pitch and roll but it’s all perfectly in tune and only increases your interaction with the car and gives you more options. Very few sports cars are blessed with such clarity and adjustability, and yet when you throttle back a bit the 550 is a simply brilliant and relaxing GT car. It takes elements of the rabid 275 and the laid-back Daytona and conjures a character that doesn’t feel compromised in any way, yet covers every base. It is simply a terrific car. The 575M, you may remember, didn’t get off to an auspicious start in 2002. It took the athletic control of the 550 and replaced it with flabby indecision. If you so much as showed a 575 a tricky compression it’d smash its belly into the road. Fortunately, Richard Allen’s 575M is fitted with the Fiorano handling package, lowering it by 15mm and retuning both the dampers and the steering, which restored much of the 550’s brilliance and became the default choice for buyers outside the US. I’m expecting it to feel like a slightly softer 550. Pull the door shut and the 575M is clearly a more modern Ferrari: dead ahead is a big central rev-counter, smaller speedo to its right. The steering wheel is smaller, more sculpted; the big shoebox console is gone. But the real change is the sheer reach of the revised 5.7-litre engine, now producing 508bhp and nudging the top speed up to 202mph, and the added polish to the chassis. I’d have scarcely believed it, but the 575M Fiorano monsters the 550. There’s more steering feel, greater traction, even a better ultimate balance. Within 200 yards I’m absolutely amazed, within half a mile I’m laughing at the ferocity of the engine, and within a mile I’ve turned off the traction control, stopped laughing and started working as hard as I can to bring out the best in the 575M, completely absorbed and more committed than I’d care to admit to the kind Mr Allen. Sorry Richard, but to drive the 575M in any other way just wouldn’t be right… A few laps of the route later, the 575M has me completely. The V12’s delivery knocks the wind from your lungs in the mid-range and is savage if you dare wring it out, the ’box is sweet and quick, the steering – so artificial at parking speeds – buzzes and tugs at your wrists above about 30mph, and the way you can dictate to the chassis without ever bullying it is just mesmerising. I’m bewitched – and bewildered to think that the 599 GTB is a big step on from this freakishly talented supercar… It is, too. The 599 is faster (a bit), has more grip (lots) and when you’re smacking home another violent gearshift, manettino set to ‘Race’, V12 screaming up towards 8000rpm, shift-lights on the carbon steering wheel blinking like crazy, you can only conclude that this is something truly extraordinary. But that’s not the end of the story. The 599 GTB is incredible but it’s also way too big, the chassis has astonishing agility but it’s also nervous and demanding, and every lump and bump seems to introduce expensive carbon venturi to coarse road surface. It’s more like a front-engined 430 Scuderia than a successor to the Daytona, 550 and 575M. The sheer physical size of the 599 GTB is extraordinary and the feeling that you’re a little kid in a big man’s car never evaporates. But the lightness to the way it drives is more extraordinary still. You’d barely guess there was a 6-litre V12 ahead of you when it pivots into a corner with seemingly no inertia to overcome, magnetorheological dampers keeping the body flat, steering light and completely uniform in weight, driving hard through the rear wheels and climbing in steps at 3000rpm and 5500rpm until you’re getting the full noise of 611bhp up towards eight. If there’s a downside it’s that the manic F1 gearshift, scalpel-sharp V12 and darty steering response seem to demand that you attack, attack, attack… it feels like the 599 GTB is running away from you and, when you attempt to wind the pace back in, the gearshift feels unnecessarily manic, the V12 doesn’t deliver such easy-going torque and, because there’s less weight transfer, the steering provides very little information about grip levels. It’s both highly-strung and slightly aloof after the 575M – an odd combination, but inescapable after the transparent balance of its predecessor. Privileges come no greater than driving these cars back-to-back on a perfect Spring day on a road with very loosely advised speed limits. I’ve been staggered, disappointed, elated, mildly terrified and completely smitten. The 275 feels like a racer with numberplates and I love its infectious character, its tiny dimensions, the elegance of every detail, the view, the smell and the noise when its V12 is working hard. Clearly the F12 Berlinetta would do well to recreate its sense of uncompromising dynamic focus. I didn’t gel with the Daytona but it too has lessons for the new car: The F12 needs the capability to deliver its performance easily and conjure up images of a lost way of life, a life of relaxed journeys down tree-lined French roads, of vast distances dispatched. The 550 and 575M nailed that dual character perfectly. They’re a delight to drive slowly, effortless at a fast cruise and yet totally absorbing with traction control disengaged, an empty passenger seat and a fabulous road ahead. The 599 GTB is a very different V12 Ferrari – more manic than the 275, more demanding than the lucid Maranellos, more thrilling than either on the right road on the right day, but less rounded, less loveable and less forgiving. The F12 will be faster still: its dual-clutch ’box will give it instant shifts, its active aero even greater stability at speed and its electronics should make 730bhp exploitable. I just pray it puts the driver right at its centre, just like the greats from Ferrari’s past. Can’t wait to find out.

Trim 2 DOOR

Ferrari : 456 456GT Ferrari 456 GT Manual

$93,000

Chapel Hill, North Carolina

1995 Ferrari 456GT, rare manual car in Barchetta over tan. Three pedal 456s are extremely hard to find and like all 12 cylinder Ferraris have been enjoying strong appreciation. This is a lovely example in the "right" color combination that has been extensively serviced over the last 18 months to the tune of nearly $30,000. I have extensive records, tools, and the original 456 wheels. 550M wheels with newer tires are fitted currently. A local viewing and inspection is welcome and encouraged with appointment. We are happy to help buyers worldwide with shipping and freight logistics.

Trim 456GT

Ferrari : 355 FIORANO FERRARI 355 FIORANO #21 OUT OF JUST 100 PRODUCED! AWARD WINNING! MAJOR SERVICE!

$109,000

Beverly Hills, California

Offered for sale is one of the rarest modern Ferraris, a multiple award winning, highly collectible, 1999 Ferrari F355 Series Fiorano Special Edition, also known in Italian as the "Serie Fiorano.” Not only is the Fiorano incredibly rare, it also offers significant improvements over the standard 355 Spider. (See below) This Ferrari, VIN: ZFFXR48A1X0115937, is number 21 out of just 100 355 Fioranos ever produced. With just 100 examples produced this is one of the rarest modern Ferraris of all time. According to its prior owner of 10 years, this Ferrari won every event it entered. He states “It has been the top V8, winning both the Otro Cilindri Cup (top v-8 in the country) at Cavallino Concourse d' Elegance as well as 1st place-best in class the following year it has won the over all 1st place cup and best in show at the Ferrari's owners club, Florida region it has won top modern Ferrari at the Winter Park Concourse d' Elegance.” The photo shows awards this Ferrari won according to a prior owner. Unfortunately, at this time I do not have those awards as they were apparently kept by a prior owner. (I am trying to locate the awards but cannot guarantee they will come with the car.) The results of a $517 PPI are shown in one of the photos. (The LED light mentioned as being out is being repaired.) This Ferrari just had a major service completed December 29, 2014. (See PPI photo which details the service work performed.) Ferrari produces around 6,000 cars a year. But with just 100 F355 Series Fiorano produced, this is super rare car even by Ferrari standards. For example: 100—355 Fioranos 350-380—F50s 400-500—Enzos 1,311—F40 ~2,000—430 Scuderia ~1,273—360 CS Challenge Stradale 500—430 16Ms 448—550 Barchetta The Fiorano represents the final F355 produced by Ferrari and was a truly special car; it topped a line which will forever be installed with the pantheon of great cars. The F355 Serie Fiorano's production was limited to a run of 100 cars, all of which are spiders. The Fiorano is easily identified by its lowered stance, the result of a revised suspension based on that of the Competizione racing variant. Further racing influences on this special model are the red brake calipers, racing brake pads, and cross-drilled rotors which compliment the drilled aluminum pedals found within the car. This F355 has the feel of a race car due to reprogrammed electronically-controlled shock absorbers, larger antiroll bars, stiffer springs, and quicker steering ratio. Serie Fiorano is distinguished by interior Carbon Fiber accoutrements, suede-covered steering wheel and a silver plaque inscribed with the car's production number on the dashboard. To distinguish it's limited production the Fiorano's exterior is adorned with a black Challenge rear grill and factory-mandated enamel Scuderia Ferrari shields. These are not the typical glued on variety you see on so many other Ferraris. Instead, these are properly recessed into the fenders by Ferrari. For 1999, Ferrari introduced a limited production of F355 Spider models designated, "Serie Fiorano" Launched in March, 1999, this limited production run of 100 planned units (104 actually produced) included a number of performance enhancements: Here is a list of modifications that make the Fiorano not just a rare car but a more focused driver’s car as well: 1. Red brake calipers 2. Suede steering wheel 3. Dedication number plaque 4. Rear challenge grill 5. Carbon fiber interior accents (Console/trim around radio and three gauges above) 6. Carbon fiber F1 paddles 7. Carbon Fiber center console 8. Scuderia shields recessed in front fenders 9. Competizione-derived Fiorano suspension package-(consists of stiffer front and rear springs, lowered ground height, dedicated set up for the steering device, providing less assistance at low speeds and racing type brake pads mounted on red calipers.) 10. Challenge rack 11. Front/rear challenge roll bar 12. Stiffer rate coil springs 13. Shock ECU specific to Fiorano setup 14. Drilled and ventilated brake discs 15. Carbon Fiber Door Sills This is a rare example of an attractive model with the major belt serviced having recently been completed. The Fiorano edition gives the car tasteful additions and makes its extreme rarity particularly attractive to the collector. With the car comes the owner's manual pack and toolkit. Now is the time to get this car as even the standard 355 is soon to be classic as these Ferraris values are already rising in value. (See Richard Hammond’s commentary below.) The 355 is the what Jeremey Clarkson, the world’s most famous auto journalist called, “the best car I’ve ever driven.” He then went out and bought one for himself! The legendary Phil Hill and only American born racer to be a Formula 1 world champion, said the 355 was one of the top ten Ferraris of all time. The 355 is the last / best true Ferrari. It is the last Ferrari spider that has a true throttle cable connecting your gas peddle directly to the engine. (360 or newer cars use drive by wire). The 355's chassis and engine trace their origins back to Enzo era cars which is perhaps why this car handles like a go kart!. The 355 is classically styled. It is about a foot shorter than a 458, narrower and far more nimble in traffic. The 355 is the last of the traditional Ferraris. It traces its roots to the Enzo era Ferraris. Unlike the newer Ferrari spiders the 355 is a pure sports car. When you press the gas pedal you are actually mechanically moving all eight throttle bodies whereas the new cars are all drive by wire, which is less direct feeling because in the new cars you are no longer actually connected to the drivetrain. It also has something the new Ferraris do not—five valves per cylinder and the sound of an F1 race car! That intimate sports car feeling is gone on the newer Ferraris but its still there on the 355. Hammond drives the icons: The Ferrari 355 The car that saved Ferrari is all set to be a future classic, says Richard Hammond All the legend, the myth, the history and mystery in the world cannot distract from one single fact when it comes to Ferraris: they have to be pretty. Stat sheets can go on about power-to-weight ratios, structural stiffness, torsional rigidity and exotic materials all day long, but if the car looks like a moose, then it's a moose - an offence made all the worse if it's supposed to be a prancing horse. The 348 that preceded the 355 was not an especially ugly car, but it also wasn't especially pretty. The slats down the side echoed the Testarossa - not a good thing - so it looked dated even when it was brand new. And it certainly wasn't a hit, performance-wise. In fact, much was made of the news that Honda launched the NSX at the same time, and it appeared to be, in every single way, better than the Ferrari. The 355 was Ferrari's answer. Beauty and power came together and are still very much in evidence today. I'm not one for getting all gooey about Ferraris in general, but there is undeniably something that happens deep inside when you see that yellow badge on a V8 or a steering-wheel boss. Ferrari: the name carries so much weight, even to those who, like me, have never had - nor wanted - a hat with the brand on it. And, my God, the 355 is pretty. It shared almost every dimension with the 348, but the body was all-new and its sculpting had involved a rumoured 1,800 hours of wind-tunnel testing. But there's little sense of form following function here; it's too pretty for that. If anything, the 355 has somehow got more attractive in the 19 years since it arrived. Inside, I get a reminder that all Ferraris go through a phase when they are not classic - they're just old Fezzers. I'd say that the 355 is coming through that and entering the classic stage of its life. In true Ferrari form, the interior has dated well. The layout, the design and the feel of it all scream of their own time and, while not fooling anyone that they were drawn yesterday, still have something to say about their period in car design... almost the definition of a classic, in fact. The mid-mounted 380bhp V8 revs to 8,250rpm and sounds satisfyingly guttural and raucous when it does so. It's a Ferrari, so while it has to be pretty, it can't afford to be slow either. And it's quick, it really is. The headlines, 0-62mph in 4.7 seconds and a top speed of 183mph, are both perfectly acceptable, thank you. It's a Ferrari and feels it. The engine and suspension all received major updates to produce the 355. It feels all those things a Ferrari needs to feel; it's a taut thoroughbred, and you get the sense too that, once you've overcome the inevitable nerves that can flutter at any encounter with any Ferrari, the thing is biddable and usable, with perhaps just a touch of fragility to keep things special. There's a huge amount of love for the F355, with some claiming it pretty much saved the company from the doldrums in the early Nineties, others that it was the car that finally shifted the old-fashioned and faintly stuffy conviction amongst the Ferraristi that the only ‘proper' Ferraris were the V12s. Some, including F1 champion Phil Hill, named it as one of the 10 best Ferraris ever. A landmark car, then, in the story of a legendary carmaker. ANOTHER JOURNALIST NOTES: CAN THE F355 TAKE OVER THE MANTLE OF THE DINO AS THE JUNIOR FERRARI OF CHOICE? Time for a shoot-out in the South African sunshine It used to be that a gentleman driver would only consider a Ferrari with a large and powerful V12 engine mounted up front. Porsche manufactured small, rear-engined sporting cars for the arriviste. ?All that changed when Ferrari launched the Dino, with a mid-mounted V6, and followed it with a succession ?of V8-engined sports cars. Ever since, Ferrari has offered two tiers of performance and style – but the Dino has moved out of the new-money realm into ?the collector-car stratosphere. Could the 1990s F355 be about to follow suit? In 1994 Ferrari focused anew and came up with the F355. The best mid-engined, smaller-displacement Ferrari since the original Dino, the F355 was met with enthusiasm by both the press and Ferrari owners, who once again had a compact and wieldy sports car to enjoy thrashing along their favourite roads. Both designed by Pininfarina, these are two of the best-looking Ferraris ever created. The F355 has obviously moved on from the 246 and its specs are very impressive. It is the first Ferrari to feature five valves per cylinder (three intake and two exhaust valves) and its 3.5-litre V8 engine thumps out 380 stallions at 8250rpm. This translates to 109bhp per litre, an even higher specific output than the legendary McLaren F1’s 103bhp per litre. Performance? Little-league no longer, thanks to 0-60mph in 4.5sec and a top speed of 178mph. That’s properly fast, even today. The fabulous 90-degree V8 is complemented by ?one of the most sophisticated exhaust systems of the ?time, which has a wastegate that opens at high revs ?to reduce back-pressure and, unfettered, allow an extra 20bhp. How exuberant and typically Ferrari – yet it is balanced by a cool and efficient Bosch Motronic engine management system, a six-speed gearbox ?with tightly stacked ratios, underbody aerodynamics with twin diffusers at the rear, electronically adjustable dampers, and proper racing car-style double wishbones at each corner. The upshot is that Ferrari not only moved its F355 emphatically ahead of the 911 and Honda NSX opposition, it pushed the car straight into the jaws of the senior class dominated by the V12 Ferrari 512TR and the thunderous Lamborghini Diablo VT. Road ?tests of the time attested to the F355 being faster to 100mph than both, with the same time to the one kilometre post and a top speed almost identical to the 512’s. Bravissimo! Manke no mistake, the F355 ?is most certainly a supercar even if, today, a good, ?pre-owned example can be had for the relatively affordable (against a Dino) sum of £55,000 – prices that, having moved north over the last year or two, already prove that interest in the F355 is increasing. The best thing? Even at that money, it’s still an absolute bargain for what’s on offer. The Ferrari is a pure supercar but it is useable every day. And every time I drive it, I am reminded how special it is, even when sitting in traffic with the air conditioning on. You can drive the 355 fast and comfortably, revving it to about five thou, with the radio playing and the ?air-con cooling. But, as advised by owner Blow, things only really start to happen above that. So turn the tunes and chills off, drop two gears and hold on. The 355 gets serious. You want the driving seat mounted forward so you can grasp the fat power-assisted steering wheel, then reprogramme your brain to keep up with the speed with which the 355 lunges into the corners. The gears are worth swapping just for the crack and the powerful vented disc brakes slough off speed with disdain. The car crushes the distance between corners with complete authority, and then it takes those corners with insane levels of grip and speed. Simply point and squirt. The superb suspension does the rest as the 355 hunkers down and launches itself through the bends. The first run along the coastal road is a blur. So do it again. Concentrate, balance the throttle, gear-changes and braking. Still too much infused information to process, so do it again. More at one with the 355, you delve more deeply into its performance abilities. The fat 225- and 275-section 40-profile tyres mounted on 18-inch rims are not even close to the limit on this road and the 355 could do with a long, closed racetrack ?to get anywhere near its properly exciting edge. Amazingly, the electronic damping control that varies the suspension’s stiffness confers an extremely comfortable ride amid all the high-speed action. The Dino is charming and so much better than I imagined it might be. The 355 is a true supercar, yet as capable of being a daily commuter as it is pushing the envelope of serious performance. The 355 was never a ‘little’ nor a ‘cheap’ Ferrari, being launched at £83,000, whereas the Dino was perceived as being the ‘small’ Ferrari when first seen in 1969. Sure, the 246GT commands a price three times that of a good 355, and that’s no surprise: but don’t be surprised either if the F355 starts edging closer to it.

Trim SPIDER

Ferrari : 550 2000 Ferrari 550 Maranello 6 Speed 19K miles Clean Carfax

$89,900

Las Vegas, Nevada

EBizAutos 2000 Ferrari 550 Maranello Coupe 2000 Ferrari 550 Maranello 6 Speed 19K miles Request More Info VIN: ZFFZS49A3Y0118707 Condition: Pre-Owned Clear Title Mileage: 19,504 Stock No: Warranty: Warranty Available Transmission: 6 Spd Manual Engine: 5.5L V12 FI Gasoline Drivetrain: Rear Wheel Drive Exterior Color: Silver Interior Color: Blue Get a CARFAX Record Check Photo Viewer View Other Auctions Email a Friend More Photos & Detail Additional Photos Vehicle Overview 2000 Ferrari 550 Maranello 6 Speed 19K miles 2000 Ferrari 550 Maranello -This is a beautiful example of a 6 speed 550. It is a non smoker, always garaged and has a clean carfax report. It has been part of a large car collection for the past few years. Factory Specs The Ferrari 550 Maranello and 550 Barchetta Pininfarina (Type F133) are 2-seat grand tourers built by Ferrari. Introduced in 1996, the 550 was an upmarket front-engined V12 coupe of the kind not seen since the Daytona. It shared its platform and 5.5 L (5474 cc) engine with the 2+2 456 (Engine Code: F133) but was positioned as the company's highest-end model. The car used a transaxle layout, with the 6-speed manual gearbox located at the back, in-line with the driven wheels. The model number refers to total engine displacement (5.5 litres) and the model name of Maranello refers to the town where the Ferrari headquarters are located. The demise that same year of the F512 M left the company with only the exotic F50 and V8 F355 as mid-engined models. Although the 550 was a softer GT model, it did take the place of the F512 M as the company's upmarket coupe, discounting the F50. The 550 featured a luxurious and roomy interior. The (rear) trunk was tall and wide, though not very deep, and could accept a full set of golf clubs or standard overnight bags. 3,083 units were produced. The 550 line was replaced by the Modificata 575 M Maranello in 2002. Specifications Engine Ferrari 550 Maranello V12 engine front-engined car. The engine is a naturally aspirated V12 with 4 valves per cylinder, dual overhead cams and variable length intake manifold. It displaces 5474 cc (334 in3) and produces 492 PS (485 hp, 357 kW) at 7000 rpm and 568.1 N*m (419 lb*ft) at 5000 rpm. Bore and stroke is 88 x 75 mm. Chassis The 550 Maranello has a tubular steel frame chassis with light aluminum bodywork bolted to it[2] and 6-speed manual transmission. The steering is rack and pinion with variable power assist. The vented disc brakes are 330 mm (13.0 in) for the front and 310 mm (12.2 in) for the rear. Performance The 550 Maranello can accelerate to 60 mph (97 km/h) in 4.2 seconds and can reach 161 kilometres per hour (100 mph)in 9.6 seconds. The 1/4 mile (0.4 km) time is 12.5 seconds at 116.9 mph.[3] The top speed is 320.3 kilometers per hour (199.0 mph). Drag coefficient (Cd) was 0.33. WE DO REQUIRE A $500 DEPOSIT VIA CREDIT CARD OR CASH IN PERSON WITHIN 24 HOURS AUCTION OR LISTING CLOSE. WE DO NOT ACCEPT PAYPAL. Our Lower Showroom at Palazzo Hotel CELEBRITY CARS LAS VEGAS Contact Internet Sales for more information. Phone: 702-818-1031 Request More Info Vehicle Condition Service History 19,504 Miles Non-Smoker No Known Mechanical Problems Warranty As-Is - Extended Warranty Available. Contact seller for details. Condition Report Good Interior Good Carpets Good Seats Good Dashboard Good Panels / Headliner Good Exterior Good Paint Good Trim Condition Good Glass Condition No Visible Rust No Known Accidents No Known Bodywork Fully Detailed Features & Options Ext / Int Color Silverwith Blue Leather Interior Luxury Features Air ConditioningTachometer Power Equipment Power WindowsPower LocksPower MirrorsPower Passenger Seat Safety Features Anti-Lock BrakesTraction Control SystemDriver's Air BagPassenger Air Bag Audio / Video Factory SystemAM/FM Financing Information Contact us today at 702-818-1031 for more information, or fill out our Online Credit Application to begin the pre-approval process today. Terms of Sale Overview We reserve the right to end this listing at anytime should the vehicle no longer be available for sale. The following terms of sale apply to all of our listings. Payment Terms: The successful high bidder will submit a $500 non-refundable deposit deposit within 2 business days of the close of the auction to secure the vehicle. Buyer agrees to pay remaining balance due (plus applicable fees and taxes) within 7 days of the close of the auction. All financial transactions must be completed before delivery of the vehicle. Payment Methods: Cash (In Person), bank transfer, or 3rd-party financing. NO PAYPAL- Deposit via credit card Fees and Taxes: PAYMENT METHODS: Cash in person and bank to bank wire transfers are the only acceptable form of payment unless otherwise specified by an authorized representative. Please have all funds available for payment in full within a 7 day period and/or have financing arranged. If another form of payment is accepted by an authorized representative, the vehicle will only be released for delivery and/or shipping upon proof of valid and cleared funds. DEPOSITS: NO PAYPAL- Paypal is not accepted. We take a credit card over the phone. All vehicles remain available for sale until full payment or agreed upon deposit is received by Celebrity Cars Las Vegas When a deposit is received , the vehicle is taken off the market and other buyers may be lost. All deposits are only refundable at the sellers discretion. Please do not place a deposit on any vehicle unless you intend to purchase the car . Deposits are generally only accepted if the seller deems it appropriate for the buyer to have additional time to arrange for funds availability, financing, inspection etc. We do not accept deposits to hold a car so the buyer can "think about it". ADDITIONAL TAXES AND FEES: We do charge a $395.00 documentation fee on each retail sale which includes a temporary tag when applicable, motor vehicle documents and transfers and miscellaneous expenses including clerical fees, notary fees and Federal Express and US mail charges. This documentation fee also includes profit to the dealership. This fee will not be discounted or waived under any circumstance. Buyers are responsible for all state, county and local taxes and fees as well as any registration and title fees applicable in and required by the state in which the buyer will register and title the vehicle. Buyer is responsible for any expenses , tax and fees should they export the car outside of the US. In the event of an out of state sale the buyer is responsible for consulting with their state's DMV regarding the requirements for acquiring a temporary driving permit. Nevada law only allows for us to provide a 15 day drive away permit for out of state residents who physically pickup their vehicle. Vehicles shipped out of state will not be provided with a drive away permit. SHIPPING: Celebrity Cars Las Vegas will be happy to assist buyer with transportation arrangements within the US borders when necessary to take advantage of our volume discounts. The buyer is responsible for all shipping charges and are generally paid COD when the car arrives directly to the transporter. Celebrity Cars Las Vegas assumes no responsibility for damages incurred after the vehicle leaves our premises . Celebrity Cars Las Vegas cannot be held responsible for any delays in shipping as it is beyond our control. We will do our best in estimating shipping dates and times to make the delivery as timely and smooth as possible. Celebrity Cars Las Vegas in no way represents or implies as to any vehicles legal ability to be exported outside of the US. Should you decide to come to our showroom for delivery, we would be happy to help with your transportation arrangements and also arrange to pick you up from the airport here in Las Vegas. Contact us for arrangements. WARRANTY: This vehicle is being sold as is, where is, with no warranty, expressed written or implied. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the vehicle, and to have satisfied himself or herself as to the condition and value and to purchase based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this vehicle at the buyer's request prior to the close of sale. Seller assumes no responsibility for any repairs regardless of any oral statements about the vehicle. Seller makes no guarantee or warranty, expressed, written or implied of the vehicles ability to pass any state emissions inspection. In the event a vehicle fails state emissions inspection, Celebrity Cars Las Vegas. bears no responsibility whatsoever. Remaining manufacturers warranty if applicable may apply. VEHICLE INSPECTION: Celebrity Cars Las Vegas and it's representatives have made every effort to accurately and fairly describe the vehicle to you and disclose any known information regarding the vehicle. We will never describe a car as "perfect" and buyer should have expectations of "typical" dings and or chips and scratches that are consistent with the year and mileage on the vehicle. Buyers are provided with all additional items that were provided to us with the vehicle. Buyers are to expect that NOT all used vehicles will be provided with full sets of keys, books, CD magazines, Navigation Discs, floor mats or the like, NOR will all cars be accompanied by detailed service records etc. Celebrity Cars Las Vegas will not be held responsible to provide any additional items other than represented as with the car unless detailed in writing by an authorized representative. We welcome an independent inspection of the vehicle prior to purchase. All costs and arrangements for such inspections are the responsibility of the buyer. All inspections are to be performed on premises or to be arranged at an outside facility on the approval of Celebrity Cars Las Vegas. Please call if you need recommendations of inspection services available in Las Vegas. We will review any issues or concerns that develop as a result of an inspection and will make repairs, adjustments, or concessions at our sole discretion. Out of state buyers are responsible for all state, county, city taxes and fees, as well as title/registration fees in the state that the vehicle will be registered. Quick Links Warranty Info Financing Info Shipping Info Terms of Sale Get A FreeCARFAX Record Check Celebrity Cars Las Vegas Las Vegas NV Contact Internet Sales Phone: 702-818-1031 It is the customer's sole responsibility to verify the existence and condition of any equipment listed. Neither the dealership nor eBizAutos is responsible for misprints on prices or equipment. It is the customer's sole responsibility to verify the accuracy of the prices with the dealer. Copyright © 2001-2014 eBizAutos. All Rights Reserved. eBay Motors Software by eBizAutos Counter Provided by eBizAutos.com

Ferrari : Other 2 Door WORLD'S BEST FERRARI BOXER 512BB 1984 FEATURED IN FORZA MAGAZINE preceded ENZO

$350,000

Beverly Hills, California

The EBAY System not taking the VIN, which is ZFFJA09B000049311. This is the car for the perfectionist, the person who appreciates quality, craftsmanship and attention to detail, the true connoisseur. The timing is perfect because the Boxer's are dramatically going up in value. (E.g., the car that preceded it, the Datyona, is now pulling upwards of $700,000 ($500,000 Euros) while the pretty little Dinos, with half the cylinders of the Boxer and a much lower original retail price have been pulling half a million and up in restored condition.) As featured in a full 7 page feature story in Forza Magazine (Issue #84), I believe this to be the world’s finest 512BB and for that matter, simply the world’s best Boxer and one of the finest Ferraris ever restored. A complete history of this spectacular Ferrari is featured in the Forza article. In addition, a hardcopy book of the Ferrari’s meticulous restoration comes with the car. The Boxer is finished in a stunning Rosso Scuderia premium paint over the classic light Ferrari tan interior with Daytona trim and everything is in like new condition following the restoration. (I will be posting more interior pictures shortly.) Serial number 49311 is a last year of production example of the glorious Ferrari Boxer. The car was previously purchased by an enthusiast who also happened to be a perfectionist. He had two of Chicago’s most experienced mechanics completely disassemble the Ferrari. A photographic record of the steps involved was recorded. Every part of the car was “bagged and tagged.” The components were properly painted or powder-coated, as appropriate. After the frame was stripped and refinished to like new condition, the cockpit, trunk and engine bay were insulated with proper materials as part of their restoration. Anyone who has ever owned a Boxer knows how hot these cars typically get, particularly as the coolant pipes run from the engine by the cockpit to the front radiator. The addition of this sound and heat insulation has made the cockpit cool and comfortable, exceeded by no other Boxer in the world. Speaking of running cool, a beautifully crafted lightweight, highly efficient radiator was created and fitted with high flow fans and finely detailed shrouding (built by Ron Davis Racing). I drove this car, with the AC on in stop and go traffic when it was 97 degrees out and the temperature gauge never got past they middle line while I was actually cool and comfortable. The AC works amazingly well as it should because the HVAC Evaporator was replaced and now the system works better than new. (The original one comes with the car, as do all the original parts that were removed.) The goal during the restoration was to build the ideal Boxer as Enzo would have done if he were alive today and, for instance, had access to carbon fiber and CNC machines. To this end, cheap plastic parts were replaced with billet components. The unattractive old fiberglass was replaced with beautifully crafted carbon fiber. For example, open the engine bay or the front compartment and instead of seeing cheap kit car looking fiberglass wheel-well liners there are beautifully laid (and much more expensive) carbon fiber components. There has never been a more beautifully detailed Ferrari Boxer engine compartment. Email for additional photos. Everywhere is simply stunning to behold. Every nut and bolt a point of detail. A beautiful looking and sounding Tubi exhaust system has been fitted. Easing entry to the Ferrari, the alarm system features remote locking and unlocking. The interior was refinished with premium leather and carpets and is impeccable. (The steering wheel shown in the Forza article has since been replaced by an original Ferrari factory unit. In addition, the original seats in new leather can be installed in place of the current seats if the new owner so desires.) The original brakes come with the car, as do boxes of other original parts, including the original wheels. (Three sets of wheels in total.) However, to make this car stop as good as she goes, spectacular six piston brakes aluminum calipers with large ventilated discs and aluminum hats were installed in the front while four piston aluminum calipers clamp down on large ventilated discs mounted to aluminum hats at the rear. The car stops as fast as any modern Ferrari. Speaking of the wheels, in addition to the OEM wheels with like new Michelin tires, two additional sets of wheels accompany the car, including the stunning Kinesis wheels featured in Forza as well as the traditional 5 spoke three piece wheels also appearing in Forza (these are the ones currently fit the Boxer). These wheels are 19” and make the 512BB look stunningly classic and yet amazingly contemporary at the same time. The underside of the car is as stunning as the topside. The suspension looks like works of art one could eat off. The attention to detail found throughout this car is second to none. The windows go up fast by Ferrari standards. The engine runs flawlessly and the transmission shifts just as it should. Driven over LA’s ragged streets the Boxer feels more solid than most modern sports cars without any shakes or rattles. There is simply too much to list here and as they say a picture is worth a thousand words. If there is a better Boxer anywhere in the world I would love to see it. Please contact me for more information, additional photos and a PDF of the Forza article. Serious inquiries only. Interesting trades, part-trades considered. E.g. SLR Roadster, 550 Barchetta, etc.

Ferrari : Other 2 Door WORLDS BEST FERRARI BOXER 512BB RESTORED- 1/2 PRICE OF DAYTONA 1/4 price of F50

$369,000

Beverly Hills, California

The EBAY System not taking the VIN, which is ZFFJA09B000049311. *The Boxer market is on the rise with Boxers with more miles and no where near the condition of this Boxer (and not featured in a full 7 page story in Forza magazine) selling in Europe for upwards of $380,000 (See classified picture below). This is an investment quality vehicle. This was Ferrari's answer to the Miura and Miruas are now bringing upwards of a million dollars and beyond. On May 10, 2014 RM is auctoned an unrestored Miura S with an estimated range of up to $965k ...the car sold for $1.16 million, $151,000 more than the estimated high selling price! That gives you an idea as to where the Italian vintage supercar market is heading. This Ferrari Boxer is the car for the perfectionist, the person who appreciates quality, craftsmanship and attention to detail, the true connoisseur. The timing is perfect because the Boxers are dramatically going up in value. (E.g., the car that preceded it, the Datyona now sells for $700,000 to a million plus with an unrestored example with relatively high miles selling for $730k on May 10, 2014 at RM, while the pretty little Dinos, with half the cylinders of the Boxer and a much lower original retail price have been pulling half a million and up.) If you park this Boxer next to a fully restored Dino and Daytona I've no doubt the Boxer is the one that would draw the crowd. (Like the Daytona, the Boxer was designed by Leonardo Fioravanti, who also did the 288GTO.) As featured in a full 7 page feature story in Forza Magazine (Issue #84), I believe this to be the world’s finest 512BB and for that matter, simply the world’s best Boxer and one of the finest Ferraris ever restored. A complete history of this spectacular Ferrari is featured in the Forza article. In addition, a hardcopy book of the Ferrari’s meticulous restoration comes with the car. The Boxer is finished in a stunning Rosso Scuderia premium paint over the classic light Ferrari tan interior with Daytona trim and everything is in like new condition following the restoration. (I will be posting more interior pictures shortly.) Serial number 49311 is a last year of production example of the glorious Ferrari Boxer. The car was previously purchased by an enthusiast who also happened to be a perfectionist. He had two of Chicago’s most experienced mechanics completely disassemble the Ferrari. A photographic record of the steps involved was recorded. Every part of the car was “bagged and tagged.” The components were properly painted or powder-coated, as appropriate. After the frame was stripped and refinished to like new condition, the cockpit, trunk and engine bay were insulated with proper materials as part of their restoration. Anyone who has ever owned a Boxer knows how hot these cars typically get, particularly as the coolant pipes run from the engine by the cockpit to the front radiator. The addition of this sound and heat insulation has made the cockpit cool and comfortable, exceeded by no other Boxer in the world. Speaking of running cool, a beautifully crafted lightweight, highly efficient radiator was created and fitted with high flow fans and finely detailed shrouding (built by Ron Davis Racing). I drove this car, with the AC on in stop and go traffic when it was 97 degrees out and the temperature gauge never got past they middle line while I was actually cool and comfortable. The AC works amazingly well as it should because the HVAC Evaporator was replaced and now the system works better than new. (The original one comes with the car, as do all the original parts that were removed.) The goal during the restoration was to build the ideal Boxer as Enzo would have done if he were alive today and, for instance, had access to carbon fiber and CNC machines. To this end, cheap plastic parts were replaced with billet components. The unattractive old fiberglass was replaced with beautifully crafted carbon fiber. For example, open the engine bay or the front compartment and instead of seeing cheap kit car looking fiberglass wheel-well liners there are beautifully laid (and much more expensive) carbon fiber components. There has never been a more beautifully detailed Ferrari Boxer engine compartment. Email for additional photos. Everywhere is simply stunning to behold. Every nut and bolt a point of detail. A beautiful looking and sounding Tubi exhaust system has been fitted. Keith Collins Mats. Suede headliner, carbon fiber dome light surround, carbon fiber and billet seats (or OEM seats as new Buyer's choice). Easing entry to the Ferrari, the alarm system features remote locking and unlocking. The interior was refinished with premium leather and carpets and is impeccable. (The steering wheel shown in the Forza article has since been replaced by an original Ferrari factory unit. In addition, the original seats in new leather can be installed in place of the current seats if the new owner so desires.) The original brakes come with the car, as do boxes of other original parts, including the original wheels. (Three sets of wheels in total.) However, to make this car stop as good as she goes, spectacular six piston brakes aluminum calipers with large ventilated discs and aluminum hats were installed in the front while four piston aluminum calipers clamp down on large ventilated discs mounted to aluminum hats at the rear. The car stops as fast as any modern Ferrari. Speaking of the wheels, in addition to the OEM wheels with like new Michelin tires, two additional sets of wheels accompany the car, including the stunning Kinesis wheels featured in Forza as well as the traditional 5 spoke three piece wheels also appearing in Forza (these are the ones currently fit the Boxer). These wheels are 19” and make the 512BB look stunningly classic and yet amazingly contemporary at the same time. The underside of the car is as stunning as the topside. The suspension looks like works of art one could eat off. The attention to detail found throughout this car is second to none. The windows go up fast by Ferrari standards. The engine runs flawlessly and the transmission shifts just as it should. Driven over LA’s ragged streets the Boxer feels more solid than most modern sports cars without any shakes or rattles. There is simply too much to list here and as they say a picture is worth a thousand words. If there is a better Boxer anywhere in the world I would love to see it. Please contact me for more information, additional photos and a PDF of the Forza article. Serious inquiries only. Interesting trades, part-trades considered. E.g. SLR Roadster, 550 Barchetta, etc.