In the late 1990s, Ferrari began to modernize its road-car lineup with aluminum construction. The 360 Modena started the trend, replacing the steel-framed F355. The 612 Scaglietti came next, displacing the 412, and within a few years it was time for the 575M Maranello to depart. In 2006, Ferrari unveiled its all-alloy replacement: the 599 GTB Fiorano.
The 599 featured a front-mounted 5,999-cc V12 derived from the one found in the Enzo supercar. It produced a whopping 620 hp—40 ponies less than the Enzo but 105 horses more than the outgoing 575M—enough to propel the newest Ferrari from rest to 60 mph in just 3.7 seconds, and on to a terminal velocity north of 205 mph. This, no doubt, was why the company named the car in honor of its storied test track.
In addition to being faster and more powerful than its predecessor, the 599 was larger, lighter (thanks to that aluminum construction), and far more technologically complex. Its optional six-speed F1-SuperFast transmission could change gears in 100 milliseconds, twice as fast as the Enzo, and its optional carbon-ceramic brake rotors were bigger than the supercar’s.
The 599 was also the first Ferrari to feature SCM magnetorheological shock absorbers and F1-Trac predictive traction control, both of which became standard equipment on later models, as well as the first V12 to have a manettino mounted on its steering wheel. It even produced 419 pounds of downforce at top speed, thanks to clever airflow management over, under, and through the body, including those functional flying buttresses.
Not surprisingly, the 599 was well-received. Motor Trend, for example, could barely get out of the way of its own enthusiasm. “When the all-new Ferrari 599 GTB Fiorano rolls into view, onlookers gasp the same way audiences did when a clingingly attired Sophia Loren emerged from the ocean in 1957’s Boy on a Dolphin,” the magazine stated. “At its heart the Fiorano is a ravenous beast, a fire-spewing dragon, the most powerful regular-production Ferrari of all time. The 599 may soon come to be known as the finest all-around Ferrari ever.”
Staggeringly fast yet astonishingly comfortable in any situation, from highway to racetrack to bumpy back road, the 599 really could do it all. And Ferrari even built three variations on the theme (found in the sidebar on page 47) during its production run, which ended in 2012, to cater to different tastes.
Today, the 599 remains a compelling high-performance machine—at least for those who can afford a six-figure used car. If you have the means, this Ferrari deserves a serious look.
Marketplace
When unveiled at the Geneva Motor Show in February 2006, the 599 GTB Fiorano redefined the standards of the supercar world—with a window sticker to match. Its base price was around $275,000, which included most of the standard luxury items its buyers would expect.
However, Ferrari’s profitable habit of piling on the options easily took most cars into the $315,000-350,000 range, or higher, thanks to such goodies as carbon-ceramic brakes ($18,000), Daytona-style seats ($4,000), carbon-fiber interior door panels and sills ($5,000), a carbon-fiber steering wheel (also $5,000), the nearly obligatory fender shields and colored calipers ($2,000 each), and so on and so forth. Then, when the first 599s arrived at dealers in late 2006, they sold for an additional $100,000 or more over sticker, meaning that some examples topped $450,000—rarefied air, indeed.
When we last ran this Guide, in 2021, 599s had
followed the expected depreciation curve, with early examples running in the $100,000-110,000 range, later models stretching up to around $145,000, with the HGTE handling package adding roughly $30,000. But today, good early 599s start at around $175,000, while the HGTE package adds up to $100,000 to a car’s price.
What happened? As the Baby Boomers head to the big car show in the sky, their children are the happy recipients of the largest wealth transfer in history. And when these newly wealthy Gen X and Gen Y enthusiasts start buying the cars they dreamed of in college or high school, the newfound demand drives prices higher and higher.
It’s less surprising the other two 599 variants have seen similar growth, simply due to their scarcity (versus the roughly 3,600 GTBs produced). The 599 GTO—a raw, track-oriented, 670-hp beast—was limited to a claimed 599 units, and stickered for $450,000-510,000 when new. Ferrari built only a claimed 80 examples of the roofless SA Aperta—a
stylish, open-air boulevardier compared to the GTO, with which it shares an engine—although, in both cases, many serious serial-number watchers suspect the actual production numbers are significantly higher. Either way, the SA Aperta was priced accordingly, starting at around $515,000.
Five years ago, 599 GTOs were still selling near their original sticker prices, while the SA Aperta’s rarity had caused prices to soar above $1.2 million. And today? GTO values have essentially doubled, with the SA Aperta not far behind.
Despite their rising values, the GTB remains a great buy in a modern, user-friendly Ferrari. And all 599s are simply great cars, offering massive eye-candy appeal and more performance than most owners can master, as well as everyday-usable comfort, reliability, and versatility.
As with any Ferrari purchase, do your research, buy the best car you can afford, and have it inspected by a shop that knows the model inside and out. Given the cost of repairs, it doesn’t take much to turn a bargain into a money pit, so look for a car with a full, documented service history, even if it costs a little more up front. —Michael Sheehan
| Model | Low | High |
|---|---|---|
| 599 GTB Fiorano | $175,000 | $250,000 |
| 599 HGTE | $300,000 | $350,000 |
| 599 GTO | $900,000 | $1,100,000 |
| SA Aperta | $1,750,000 | $2,000,000 |
These prices are for nicely optioned, well documented, and fully serviced cars in good to great condition as of July 2026.
The Garage
AFTER SPEAKING with service managers at several authorized Ferrari dealers and a few mechanics at independent shops, I learned that the 599 GTB Fiorano is relatively bulletproof. There are few consistent problems with the model, the most common being owners accidentally overfilling the oil.
Like all dry-sump engines, the 599’s V12 should be checked while idling at full operating temperature. Checking the oil with the engine off and/or cold will result in inaccurate readings, and overfilling the sump can lead to oil or oil vapors being sucked into the intake and burned. I even heard of a few cases where so much oil was sucked into the engine that it hydrolocked—and you don’t want to know how much replacing a 599’s 6-liter V12 costs.
Thanks to the elimination of the dreaded rubber cam belts, maintenance costs are surprisingly low (for a supercar). Expect to pay roughly $2,500 for an annual service, with most of that cost covering the many liters of ultra-modern lubricants required.
The 599 GTB Fiorano is very closely related to the 612 Scaglietti, so it’s no surprise the two models share common strengths and weaknesses. For example, early reports suggested short clutch life if either car was used regularly around town; extensive stop-and-go driving is tricky for the F1 system’s automated clutch. However, my survey of 599s revealed only three clutch replacements (two F1-equipped examples, one very rare stick-shift) from a field of roughly 100 cars—essentially the same as the two cars that needed clutches in my 100-car 612 survey. If required, a new clutch costs around $8,000.
Similarly, the 599’s carbon-ceramic brakes have proven to be nearly as indestructible as the 612’s; none of the Fioranos, which are generally driven much harder than the Scagliettis, covered by my poll had needed new brakes. That’s a good thing, since replacing all four pads and rotors will run around $25,000.
While the 599 GTB’s about as reliable and well-built as anyone could ever hope a low-production exotic to be, it’s not perfect. As with the 612, the 599’s electronic instrument-panel display has suffered from power supply and/or motherboard malfunctions. A Ferrari dealer will install a brand-new instrument panel for $15,000, but F.A.I. in Costa Mesa, California will rebuild the original panel or supply a remade one for around $1,500.
Some owners have encountered annoying glitches with the F1 shifter mechanism. Some problems were mechanical, requiring a reset of the clutch-positioning sensors, while others needed a software update. Happily, these repairs have proven pretty inexpensive, generally falling in the $1,000 range.
As a big, heavy car with a very powerful engine, the 599 has a healthy appetite for tires. Expect to replace the front rubber every 10,000-or-so miles, the rear at around 5,000. Also, these cars’ 19- or 20-inch aluminum front wheels are only modestly protected from impacts by their low-profile tires, and thus can be dented or bent by both curbs and pot holes.
It’s remarkable that Ferrari has yet to resolve the dreaded, long-running sticky switches problem, where the coating on some interior plastic pieces becomes gooey and starts to rub off on hands, clothing, etc. For whatever reason, this is a particular issue on cars that are stored without being used for long periods. If this problem strikes, the plastic bits will need to be replaced or refinished.
Last but not least, the leather on the dashboard can shrink if the car is regularly left in the sun, exposing the underlying foam and metal. It costs $6,000-8,000 to remove the dash, recover it with new leather, and re-install it. —Michael Sheehan
On The Road
While it looks and rides like a GT, the 599 GTB Fiorano offers remarkable handling to match its fearsome power. Here’s some of what we’ve said about this category-busting machine.
Full-throttle upshifts are blink-of-an-eye fast, the power interruption barely noticeable. Downshifts are paired with perfect matching blips of the engine, freeing up a bit more mental horsepower to focus on the road, which is going by shockingly quickly.
The 6-liter V12 pulls steadily from 2,000 rpm, but really starts making power around 4,000. The engine’s growl gets louder as the revs rise, then changes to a roar around 7,000 rpm, as a second surge of power arrives.
Rough roads, the bane of many high-performance cars, are handled in stride by the 599. Potholes are simply thumped over, usually creating more noise than sensation. The picture’s also good on tight, twisting tarmac…[as] the 599 shrinks around the driver. That’s due in no small part to the laser-precise steering; turn the lightly weighted wheel the tiniest amount, and the 599 responds instantly. Impressively, these quick reflexes don’t translate into twitchiness at high speeds.
“Super Turismo,” FORZA #71
The HGTE-equipped car has essentially neutral handling balance, just like the regular 599, but the sharper steering, greater grip from the front tires, and a tad more camber translate into quicker and more stable turn-in, along with a noticeable reduction in understeer.
The really big difference, however, is the improvement in body control; the amount of roll has been reduced dramatically. Weight transfer is still evident—no surprise, as the 599 weighs more than 3,700 pounds—and while I have to take this into consideration, it does not dictate my racing line.
Some sections of this tarmac are plagued by a brutal combination of bumps, holes, and loose gravel, but the car takes it all in stride, showing sufficient suspension travel to meet the challenges thrown at it. The engineers had hinted at a small trade-off in ride comfort…[but] the stiffer setup is more than acceptable in exchange for the improved body control.
“Handling with Care,” FORZA #95
I pull the right paddle, wait for all the LEDs to light up, and pull it again. The transmission thumps me with every full-bore upshift, the engine wails away madly, the intense, relentless acceleration blurs the scenery…and it all adds up to one of the most viscerally thrilling driving experiences I’ve ever had. In an age when turbocharging has become, with few exceptions, integral to the supercar, the GTO’s instant communication between throttle and engine is a real joy, especially if you enjoy the finer nuances of driving. Put simply, it’s something only a normally aspirated engine can offer.
This behavior is also apparent when I lift off the accelerator. I’ve never driven a Ferrari with so much engine braking; it’s as if the GTO responds to my inputs as quickly as I think them. The result is an intricate, precise connection between man and machine.
As the road ebbs and flows through the countryside, I’m able to look beyond the astonishing engine and explore more of the car’s behavior. Steering weight is neither too heavy nor too light, and feedback through the wheel is spot-on. The rack is quick, and the Ferrari’s nose swings swiftly in my chosen direction.
The large carbon-ceramic brakes also go about their business with ease and grace. Scrubbing serious speed is as easy as pressing firmly on the left pedal, which communicates exactly as it should.
“Triple Crown,” FORZA #150
