The Ferrari 550 Maranello Remains Both Remarkably Docile and Engaging

The final three decades of the 20th century saw a fascinating transformation of the Ferrari grand tourer (GT) that, in many ways, came full circle by the time the clock ticked 2000. The 365 GTB/4 “Daytona” was the star of the show from 1968 through 1973. Its layout was classic Italian, with a V-12 engine in the front, two seats in the middle, and rear-wheel drive. That changed for 1974, when the mid-engined Berlinetta Boxer came on the scene with a flat-12 engine positioned behind the driver in the fashion of Ferrari racers. The concept ran its course through the Testarossa and F512 M. Then, in 1996, Ferrari launched the 550 Maranello, a front-engined V-12 embodying the very spirit of the Daytona!

The 550 Maranello was a Pininfarina design with classic, almost sober proportions, tipping its hat to Ferrari’s GT tradition while bringing its V-12 grand tourer into the modern age. It was penned by Elvio D’Aprile under Pininfarina’s head of design, Lorenzo Ramaciotti. Production lasted until 2001, with 3,083 examples made. Following in its tire tracks was the improved 575M Maranello, made until 2006.

Under the 550’s long hood is a 5.5-liter V-12 that makes almost 480 hp and about 419 ft lbs of torque. According to the factory, that engine is capable of giving the car a top speed of 199 mph. Weight distribution for the vehicle was optimized by a rear-wheel-drive transaxle, shifted through a six-speed manual gearbox. A tubular-steel space frame and aluminum bodywork reduced curb weight, though the luxurious GT weighs in at nearly 4,000 pounds.

Luxury in motion is what the 550 Maranello was made for, and the leather-wrapped interior is a fine place to rack up miles at speed. The metal shift gate and heavy clutch remind the driver that this is a Ferrari after all, as does the inimitable pitch of the engine revving to its 7,500 rpm redline. A delightful vehicle to drive, the Maranello is remarkably docile but equally engaging on a twisty road or in the heat of an accelerative moment. Most of all, it’s a GT, made to take on the long haul in comfort. And a thirsty one, with fuel consumption (8 mpg city/13 mpg highway) to make even Jed Clampett check his wallet.

That V-12 is the car’s sweet spot, and is very reliable in the scheme of things. Cambelts require replacement about every three years, and the transmission should shift smoothly or expensive trouble could be lurking. Compromised rear shocks are a chronic ailment—think of hip dysplasia in a shepherd—but are readily remedied. Ferraris of the period are notorious for shrinking leather on the dash and airbag, and interior switchgear that has synthetic, rubberized coating that become as sticky as flypaper with age. The good news is that the 550 is now an elder statesman on the Ferrari family tree, and specialists have come around to support owners of these altogether-wonderful cars with fixes for about every problem.

Followers of the Ferrari market have likely gasped at the premiums paid for six-speed versions of 21st-century models typically equipped with the F1 transmission, such as the 575M Maranello or 599 GTB. Double or triple the price is not uncommon, and this is why the 550 Maranello is the modern-era Ferrari to own. Expect to pay anywhere from $120,000 to over $300,000 for the best of the best. In any case, an assiduous pre-inspection is essential.

Context is everything, and it’s important to remember that fast then isn’t quite as fast now. The smart money is on snicking through a metal shift gate while reveling in the Ferrari experience, whatever the speed. A second’s acceleration lost here or there is immaterial, especially when driving pleasure—not performance numbers—is the order of the day.

See Also

Robb Report’s 2025 Supercar Preview

Click here for more photos of this 1999 Ferrari 550 Maranello.