How much does theinterview of a Ferrari 550/575 Maranello, marketed from 1996 to 2006 of the 85 000 euros ?
Ferrari 550/575 Maranello: the versions sold
550 Maranello
- Marketing: 1996 to 2002
- Engine: V12, 48 S, 5,474 cm3, 485 hp at 7,000 rpm
- Transmission: 6 manual gears
- Poids : 1 690 kg
- V. max. : 312 km/h 575
575 Maranello
- Marketing: 2002 to 2006
- Engine: V12, 48 S, 5,748 cm3, 515 hp at 7,250 rpm
- Transmission: 6 robotic gears
- Poids : 1 730 kg
- V. max. : 325 km/h
Today, no one is surprised to see road Ferraris displaying delirious powers, worthy of old Formula 1 cars. The most surprising thing is their relative ease of driving, the electronic aids offering formidable efficiency, sometimes of a great help.
However, some purists would like to find more authentic sensations. And incidentally cars with a more sober style, devoid of aerodynamic appendages. This pleasure was offered from 1996 by the Ferrari 550 Maranello. It’s difficult to remain unmoved by this thoroughbred.
Behind this well-proportioned line, the 550 Maranello receives under its long hood a 5.5-liter naturally aspirated V12 developing 485 hp at 7,000 rpm. Everything is coupled to a 6-speed manual gearbox equipped with the traditional aluminum grille. If you are sensitive to technological progress, you will undoubtedly be even more attracted by the charms of the 575 M which appeared in 2002. Under a slight restyling, it has benefited from a serious overhaul.
The displacement and power of the V12 are respectively increased to 5.7 liters and 515 hp, which of course benefits performance, especially since the robotic gearbox called “F1” is present in more than 90% of cases. This does not display the dazzlingness of more recent transmissions, but it already impresses with its speed of execution.
Between 550 and 575, two schools were opposed, between absolute classicism on one side, and some compromises with progress on the other. Price-wise, the 550 has seen its price soar in recent years since it is now priced at €110 to €150,000 with more or less 50,000 km on the clock. The 575 seems less sought after at the moment, and can be found for €85,000 to €130,000 in comparable conditions.
Carrosserie & structure
The 550 – 575 enclose a complex “sandwich” steel chassis, using reinforced sections to support key elements such as mechanics or bodywork. This is mainly made of aluminum. Suffice it to say that in the event of a disaster, you will have to consult a specialist, and this will come at a high price.
Otherwise, know that the original bodywork looks very good, with precise adjustments and impeccable paintwork. If this is not the case on the coveted example, you are in the presence of a car that has been poorly repaired. When examining the bases, take a good look at the condition of the silencers, these elements are currently no longer available from the factory.
Transmission
It’s difficult to resist the appeal of the legendary 6-speed H-shaped gearbox installed on the 550. This order has become a minority on the 575 which succumbed to the famous F1 gearbox, also with 6 gears. Unlike a classic manual gearbox, clutch wear can be measured using a diagnostic tool. But you expose yourself to other problems!
On the F1 gearbox, the hydraulic pump can fail, and replacing the entire unit costs around €16,000 at Ferrari including labor! As for replacing the clutch (inevitable around 100,000 km, or even earlier depending on driving style), count on both nearly €11,000. But it will be at least half the price if you hire a good independent specialist.
Interview
As we suspected, driving a Ferrari V12 is not cheap, and that is confirmed here. Allow around €6,000 to cover 10,000 km, and much more if the car needs to be upgraded on the clutch, cooling circuit and silent blocks in particular, operations which have become commonplace given its age.
Interior
Grand touring atmosphere guaranteed on board this Berlinette which is still current in many aspects, as its standard equipment is so rich… if we forget the absence of screen with GPS. Some popular options bring a real plus in terms of ambience, notably the Daytona “sports” seats or the custom-made leather luggage which straps at the rear.
With the passing years, if the on-board electronics seem to age well except for the management of the F1 gearbox – sometimes capricious – this is not the case for the leathers which, under the effect of heat, relax.
This also applies to the dashboard, the rear shelf and even the door panels. A large saddlery budget may therefore be expected. Another recurring weakness: the plastic buttons become sticky over time, and the inscriptions fade. These fragile parts are, fortunately, remanufactured as originally, but this time in heat-resistant plastic.
Engine
Coming from the 456 GT, this 48-valve four-shaft V12 with dry sump lubrication is a mechanical gem. From an initial displacement of 5,474 cm3 for 485 hp on the 550, it increased to 5,748 cm3 and 515 hp in 2002 on the 575 Maranello.
Despite high rotation speeds – around 7,000 rpm – this block with belt-controlled distribution displays good reliability. However, the distribution will have to be redone every 4 years within the limit of 30,000 km, which costs around €3,000, not including the water pump.
For the annual service, plan an envelope of €1,200 to carry out the essential oil change and replacement of the filters, and €3,000 for the major service including the spark plugs. As this Ferrari is no longer very young, certain problems appear, notably concerning the cooling circuit which is the weak link on examples too often exposed to urban congestion.
To avoid having to make a cylinder head gasket – which costs around €15,000 to repair! –, it is strongly recommended to replace the hoses and to carefully check the condition of the radiator. Also, the thermocouple and lambda probes can fail, and their replacement costs around €2,500.
Finally, certain parts such as fuel pumps are no longer available, which requires reconditioning. The operation costs €2,600. 07.
Running gear
This large propulsion first suffers wear due to its weight (1,690 kg with full tanks for the 550). Then, the major concern is the age of the car, which most often has its original ball joints and silent blocks.
To replace them, count on around €2,000 from an independent, which will transform the behavior of the car. The controlled damping, although robust, will probably also need to be changed, which amounts to €6,000 per train.
Steel discs cost €1,500 per train to replace, while pads will cost you €850 with labor. As for the original 18-inch tires, changing them costs around €1,500 for all four.
Ferrari 550/575 Maranello (1996-2006): what maintenance budget?
Ferrari 550/575 Maranello (1996-2006) : ses plus ?
- Already a great classic
- Fabulous engine
- Pleasure of the manual gearbox (550)
- Overall reliability
Ferrari 550/575 Maranello (1996-2006): its minuses?
- Rating rising sharply (550 above all)
- High maintenance costs
- Major repairs to be expected due to age
- Majority F1 box out of 575
The verdict of Sports Car : 4/5
The 550 Maranello is the ultimate Berlinette with a front V12 coupled to a manual gearbox, and this combination has everything to please. It’s a shame that the purchase and maintenance prices are so high…
Find our used article on the Ferrari 550/575 Maranello in the Sports Car n°752 you 30/08/2024.
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