The updated, 515hp variant of the 550 Maranello is now the more affordable option - here's how to get one.
Note for reference: car weight and power data are hard to pin down with absolute certainty. For consistency, we use the same source for all our guides. We hope the data we use is right more often than it’s wrong. Our advice is to treat it as relative rather than definitive.Considering its large displacement, the mighty F133 5.7-litre V12 revved for fun. Its liveliness was thanks in part to the lightweight spec of its reciprocating parts, which included titanium conrods and forged Mahle pistons.
The six-speed manual does have a decent reputation for longevity and reliability, and its action was somewhat improved from the old 550 days when baulking into gears was par for the course. However, the clutch and its release bearings can still get grumpy over time, particularly if they’re not being used that often.
Coolant radiators could start to weep either through corrosion or because of cracking caused by temperature extremes. These can be refurbished. The coolant hoses that live in the vee of the engine were also under a lot of heat stress, leading to a predictable outcome. Buying a set of stronger silicone hoses won’t be that ruinous, but the labour involved in fitting them after removing the old ones will bump up the bill considerably.
The HGTC price was maxed out, too, at over £15,000. At least half of that was swallowed up by the 398mm/360mm carbon ceramic brakes with six-pot calipers at the front. It was the first appearance of carbon brakes on a front-engined Ferrari. Replacing the standard 330mm/310mm iron discs and sitting in new five-spoke 19in split rims with 255/35 and 305/30 Pirelli P Zero Corsa tyres, the carbon brakes trimmed a reported 10kg per corner off unsprung weight.
Not everyone thought these changes represented visual improvements over the 550. Scuderia Ferrari shields were an option for the front wings.
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