Long-Term Test: 2001 Ferrari 550M Maranello

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Edmunds road testers take their charge very seriously. Driving the latest vehicles to give you honest, nothing-held-back, real-world impressions is hard work. Very hard work.

Now that we have that out of the way, let's introduce you to the latest addition to our long-term fleet: a 2001 Ferrari 550 Maranello. This car is actually a bit unusual. It is one of the last 550s built prior to the introduction of the 2002 575M (which features Ferrari's popular F1-style transmission). Although delivered to the dealership in January 2002, our 550 is still a 2001 model. (Ferrari is probably the only manufacturer that unabashedly ships model year vehicles that lag behind the calendar year.)

Ferrari billed the 550 as the successor to the F512M (a mid-engined supercar itself based on the 512 TR and the earlier Testarossa). Both are two-seaters, but in our mind the 550 has more in common with Ferrari's 456 than the 512. Both feature front-engined rear-wheel-drive design, as opposed to the 512's mid-engine. The 550 also uses a modified 456 platform and V12 engine that makes 485 hp at 7,000 rpm and 421 pound-feet of torque at 5,000 rpm. Either way, Ferrari claims that the 550 offers the superior track performance of the 512, combined with the livability of the 456.

Before we get to the details of our test car, a few words about the Ferrari marketplace are in order. Most readers are familiar with the process of buying a typical car: Determine which car is right for you, and then negotiate the price at a dealership. (Hopefully paying no more than the recommended Edmunds.com True Market Value^®.)

Things are a bit different with a Ferrari. First off, simply finding a new Ferrari is a challenge. Worldwide production is currently capped at 4,000 units. For most models, demand exceeds supply and waiting lists are the norm. (One exception is the 456. This 2+2 GT is regarded more highly in Europe than the USA and is due for a revamp in the next couple of years. Currently, it can be purchased for a substantial discount from sticker.) With the exception of the 456, there is a vibrant secondary marketplace for almost-new pre-owned Ferraris.

Ferrari North America actively discourages its dealers from selling cars above sticker. This results in dealers often asking customers to assign the dealer a "right of first refusal" (which is the right to have the first opportunity to buy back a vehicle they've sold to a customer). As we said, things are a bit different in the world of Ferraris.

We researched the market for a few months before making our purchase. 550s are a bit easier to find recently, as many owners are planning on buying the new 2002 575M model. Even so, we were surprised to find a brand-new 2001 available.

Our experience in locating a car is probably not that unusual. Along with searching FerrariMarketLetter.com, TheCarExperience.com, dupontRegistry.com and the marketplace on the Ferrari USA Web site, we posted an inquiry on a site called ThaList.com. This site is frequented by a couple hundred highline dealers, and we soon had dozens of e-mails to wade through. Most were for cars that weren't close to what we were looking for. (If you happen to like Fly Yellow Ferraris, you'll have many to choose from.) One respondent was Blake Wilhoit, who runs a company called The Ferrari Net. After a brief conversation, Blake promised to get back to us in a few days. Not long after, we received an e-mail from Blake regarding a 2002 550 Maranello. We were a bit skeptical (2002 models were not yet available), but thought we would check it out anyway.

Blake referred us to The Auto Gallery, a Ferrari dealership in Woodland Hills, Calif., and we made an appointment to stop by the next day to see the car.

When we arrived, the first thing we checked on was the model year. We were assured the car was a 2002. (The key fob and inventory documents all confirmed 2002.) Checking the window sticker was no help, as Ferrari doesn't put the model year on the sticker. Only after checking the VIN number did we finally determine the car was a 2001.

This was what we had suspected. However, as the car was very close to the specifications we were looking for, we agreed to buy it.

Negotiating the deal was largely straightforward. Most Ferrari dealerships do not charge over sticker — but happily add aftermarket accessories that can be expensive. (In a relative sense, as everything about a Ferrari is expensive.)

In the case of this car, which already had factory options like Daytona-style seats, red brake calipers, "Scuderia Ferrari" shields, a rear shelf upholstered in leather and a small spare wheel kit, the dealer had added a Tubi-Style exhaust system for a mere $12,000. As the actual cost of this system runs slightly less than $2,800 for a 550, we quickly negotiated the price down to a more reasonable $4,000.

Enough background — let's move on to the car. Ours is Nero (black) with all interior surfaces covered in black Connelly leather — with the exception of the rear shelf strangely upholstered in light gray. (The dealer is replacing this with black upholstery — supposedly under warranty.)

A black 550 has a decidedly menacing appearance — something reinforced when starting the car. A 550 with the standard exhaust system sounds quite refined. The Tubi Style exhaust system sounds completely different — especially at idle. Imagine a cross between a Harley Davidson and Honda super bike exhaust, and you get the idea. If you want to get people's attention, a Tubi system will do the trick. Tubi systems are very popular options for Ferraris, but to our ears, the novelty may wear out quickly. We will report back on this in the months ahead.

The second thing we noticed about a 550 is that it is a comfortable car. The steering is manually adjustable for rake and tilt. The gauges are large and in a direct line of sight. The seats are electrically adjustable for tilt, fore and aft, seat-back recline and lumbar, while large side bolsters and headrests are manually adjustable. The only item we wish were available is a memory feature for the driver seat. (This has reportedly been added to the 2002 575M.)

And there is plenty of space. Unlike in some exotics, the pedal spacing in the 550 is perfect. Headroom and elbow room are particularly generous. The climate controls are intuitive, and the system is powerful.

After a brief inspection, the 550 would seem to live up to the claim of being as comfortable as a 456. We are looking forward to validating the performance claims, as well, but will have to wait a month or two. Ferrari recommends limiting engine rpm to 5,000 (redline is 7,700 for the first 800 miles). The dealership advised an even more conservative 4,500 rpm for the first 1,500 miles.

Determined to exercise self-restraint, we left the dealership and headed for nearby Topanga Canyon for a drive through the Santa Monica Mountains. At least we could get some sense of handling, if not acceleration.

Driving through some sharp "S" turns, we quickly learned to appreciate the 550's laser-sharp steering and feedback. Coming up behind an Acura Integra, we experienced something of a first. Even though we had made a point of hanging back, the Integra pulled over to allow us to pass. Happy to oblige, we accelerated through a turn, and the Integra's driver gave us the "thumbs up" as we drove by.

Once out of the canyon and into the now darkened city streets, we experienced another form of scrutiny as we stopped at a red light. A Los Angeles Police Department cruiser abruptly pulled behind us, and the officer shined his spotlight through the Ferrari's rear window. As the stoplight turned green, we gingerly pulled ahead. The spotlight went out, and the police car disappeared. Checking out the Ferrari? Checking for temporary registration? We will never know, but clearly a jet black Ferrari with a wailing Tubi exhaust system is a sure way to elicit attention — both wanted and unwanted.

As we continued on our way, the instruments suddenly went dead. As everything else appeared in order, we assumed it was just a fuse and continued down the road. Soon, we noticed the instrument lights perceptibly dimming; the skid control and ABS failure lights also came on, accompanied by a faint whiff of (what smelt like) overheated wiring. This was obviously more than a fuse.

Stopping the car, we tried the obvious: changing the fuse. Ferrari thoughtfully includes a tool kit with each vehicle. Inside are the usual assortment of hand tools along with a range of fuses and even a much-needed flashlight. Not surprisingly, changing the fuse did nothing. The instruments were still dead. Unfortunately, the car now refused to start. Turning the key produced the tick, tick, tick of an almost-dead battery.

Looking on the bright side, this gave us a golden opportunity to test out Ferrari's free roadside assistance. After calling the 800 number, we were assured by a customer service rep that a flatbed truck would be out within 45 minutes to return the car to the dealership for repair. Just a few minutes after the time promised, a truck arrived. The driver had obviously done this kind of thing before and knew the tricks necessary to avoid damaging the (very low-slung) front spoiler. Thirty minutes later, the 550 was on its way back to the dealership.

The next day, our curiosity in overdrive, we checked in with the dealer to learn what kind of fault could have resulted in such a catastrophic systems failure. First we were told the alternator was being replaced, but even as non-mechanics we knew this couldn't be the real problem. It took another day to get to the root of the problem: the oil temperature gauge. Don't laugh. Apparently on some cars, Ferrari's included, the electrical system is set up in such a way that if the wrong component blows, it brings down the whole system. With a Ferrari, the oil temperature gauge is just such a component. This still seems hard to fathom, so we will get more detail and report back next month.

The solution was, obviously, to replace the gauge. But as we are starting to learn, exotic cars are called exotics for a reason. In this case, it is because oil temperature gauges are not a stock part with Ferrari North America. The part would have to come from Italy, and we were told the car would be ready the next week.

We had a better idea. Past experience with out-of-stock parts had taught us that there is no guarantee when the part will arrive. And the oil temperature gauge didn't seem a "mission critical" part anyway — especially during the break-in period. (After all, there is also a coolant temperature gauge and that was working fine.) Why not disconnect the gauge and put the car back together? We would bring the car back to complete the repair whenever the new gauge arrived.

The dealer agreed, and we are planning to pick the partially fixed car up in a couple of days. (Allowing some extra time for a proper detailing and the installation of the "mandatory" radar detector.) Check back next month. Hopefully we will have had the opportunity to actually spend some time driving our long-term 550.

Current Odometer: 108
Best Fuel Economy: NA
Worst Fuel Economy: NA
Average Fuel Economy (over the life of the vehicle): NA
Body Repair Costs: None
Maintenance Costs: None
Problems: Electrical system shutdown, leaving car dead in traffic.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Recall that we began our 550 Maranello ownership experience with a total electrical system shutdown — all because of a faulty oil temperature gauge. A replacement gauge has been ordered, but since the part has to come from Italy, our dealership agreed to disconnect the current gauge so that we could drive the car in the interim.

Five days after our 550 was returned to the dealership for repairs, we checked with our salesperson and were told we could pick the car up at noon that day. When we arrived, one look at the car made it obvious that it was not ready — the instrument binnacle was still sitting on a counter next to the car. Apparently, the salesperson failed to mention to the technician that we were picking up the car. The tech would need a couple of hours to finish putting the pieces back together. On a bright note, the black leather pad for the rear shelf had arrived and been installed, replacing the original shelf which had inexplicably been upholstered in gray leather.

While everyone at the dealership seemed sincerely apologetic, we are detecting a distinctly Mediterranean sense of "time" associated with Ferrari repairs. For many Ferrari owners, the car is a pleasure vehicle. Whether the work takes a day or a week doesn't make much difference, and dealers seem to react accordingly.

Another interesting aspect of Ferrari service work is that owners are expected — even encouraged — to chat with the service manager and technicians. While the instrument panel was being reassembled, we put the time to good use, talking with our technician about leather care (use Hide Food), the Tubi-style exhaust (recommended because of its free-flowing design offers another 20-plus horsepower), tire pressure (2 psi over factory recommended), expected oil consumption (minimal) and type (Shell makes a special synthetic oil for Ferraris — at $18 per quart). We were even "slipped" a couple of quarts of oil to handle any topping off needed during the break-in period.

A couple of hours after we had arrived, the car was ready, gauges intact and freshly washed. The dealer had even found a few minutes to hard-wire the power for our ValentineOne radar detector to the overhead light cluster. (Alas, this proved to be a mistake. The unit only works when the ignition is off, rendering the detector useless. When we bring the car in to finish the oil temperature gauge repair, we will have the wiring routed straight to the fuse box.)

The plan was to drive the car for a week and return it to our dealer when the needed oil temperature gauge arrived from Italy. (Turns out, we made the right call not waiting for the complete fix before picking up the car. As of this writing, the gauge has still not arrived.)

Since our first report, we have been able to put over 400 hundred miles on our 550 with no further mechanical mishaps. On the fit-and-finish front, we can report a nearly flawless paint job. The black is non-metallic but the base paint is still covered with a clear coat that lends a deep finish. There is one small flaw on the hood (looks like a white pin prick), a couple of very minor defects on the top and a couple more on the front bumper. The final paint defect we noted is hard to describe. It looks a bit like orange peel (but not quite) on the forward driver side of the trunk lid. Overall, while the paint on our 550 looks deep and lustrous, the application of the paint is not up to Lexus or Mercedes standards. We recently sampled a couple of Aston Martins with near-perfect paint, so Ferrari has some catching up to do in this area.

Speaking of paint, on other 550s, we have seen the paint on the front bumper start looking a bit rough after a couple of years of driving. The front end is low to the ground, and the front spoiler creates an airflow that directs any airborne debris directly at the front bumper. We have also noted that damage often occurs on the rear quarter-panels. The leading edges of the trunk lid can hit the edges of the quarter-panels if the trunk is opened too forcefully. These are both areas we would suggest prospective buyers of a pre-owned 550 inspect carefully before purchase.

Inside the 550, almost every surface is covered with Connelly leather. Both the quality of the stitching and the grade of the hides are top-notch. The few plastic surfaces are coated with a rubberized surface that adds a rich finish.

If our 550 is typical, Ferraris could benefit from tighter final QA. Items that we have noted in need of attention on our 550 are a loose seal on the inside of the front-passenger wheelwell, a loose panel on the left side of the driver's wheelwell and a rattle in the trunk lid (possibly a bolt that has worked itself loose?). Additionally, there is an area of deterioration on the seal surrounding the front windshield; the driver door is a bit hard to close, and the fuel filler cover often sticks when we're trying to open it. Finally, we have noticed what looks like a repaint gone wrong on a small area of the rear driver-side wheel. These are all minor repairs, and we look forward to having them attended to when we return to the dealership.

As with most Ferraris, the 550's body was designed by Pininfarina. To our eyes, it is not an example of their best work. (We freely admit, this is a very high bar, Pininfarina having penned the look of some automotive legends over the years.)

The design emphasizes the 550's long, low hood, but the rear, at least from some angles, appears disproportionately short. The surface is festooned with scoops and vents that add to what is already a complex shape. (At least this surface detail is functional: The hood scoop increases horsepower at high speed; the vents in the front quarter-panels allow engine heat to escape, and the complicated design of the front end contributes to downforce as speeds increase.)

To most, our design critique will seem like small quibbles. The 550 does have a definite presence, and from many angles, the look is attractive. With its trademark circular taillights and chrome prancing horses, the 550 is unmistakably a Ferrari.

After spending some time in the cockpit, we can reconfirm it is very comfortable — especially for a high-performance vehicle. The driving position is near-perfect, being much more upright than in mid-engined supercars. A slight nit is that the steering wheel is positioned a bit higher than American drivers will be used to. Properly gripping the steering wheel requires outstretched arms. The wheel position is adjustable, but lowering it to make it completely comfortable tends to block the warning lights. Even so, the 550's steering wheel is a vast improvement over that of older Ferraris' with their near-horizontal wheel position.

The seats are very firm and supportive. Our optional Daytona design is a cosmetic upgrade featuring leather "straps" that harkens back to the seats of the classic Ferrari Daytona. The seats' side bolsters are large and require some working to get around when entering and exiting the car. Once you're situated, they provide wonderful — and, in the case of the seat back, adjustable — support. (The side bolsters are another wear area buyers of used 550s should examine carefully.)

With the 550's narrow B- and C-pillars, visibility is excellent. The hood drops away quickly, leaving the driver with a sweeping view of the road. Only in the rear is visibility reduced slightly by a high trunk line.

Other than the omission of a memory feature for the driver seat (a feature we already miss), the only major issue we have with 550 ergonomics is that there is no way to open the trunk from outside the cockpit. The remote key fob will only unlock the driver and passenger doors. Additionally, there is no key or latch for the trunk outside the car. Obviously, this is not a huge issue — especially when you consider the trunk's small size — but seems like a glaring oversight on what is otherwise a well-thought-out car.

There are items that American drivers may be used to that Ferrari has intentionally omitted. Cupholders are the most obvious. There is also no navigation system. You won't find automatic garage door openers or coin holders. And there is no center armrest. While these omissions merit mention, we are not suggesting they be added to future Ferraris. Ferraris are hard-edged driving machines — something we wouldn't want to see softened. Besides, the 550 has a small cargo mesh between the seats that can function as a cupholder when absolutely necessary.

Next month, we will hopefully be able to get the car in for its new oil temp gauge as well as for the other repair issues. More importantly, we are looking forward to getting beyond the break-in period to start testing the 550's performance limits. Stay tuned.

Current Odometer: 589
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.7 mpg
Average Fuel Economy (over the life of the vehicle): 8.74 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Driver door doesn't close smoothly, radar detector power needs connection to fuse box, seal around windshield shows deterioration, seal inside front passenger wheel well is loose, rattle in truck lid, loose panel in driver-side foot well, sticking driver door and fuel filler door.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

While we were waiting for our replacement oil temperature gauge to arrive, we put the time to good use by racking up some miles under everyday driving conditions.

As we previously reported, the 550 is much more suited to routine driving than other mid-engined exotics are. This is not to say, however, that the 550 is anything less than a full-fledged sports car. While the 550 is comfortable and drivable, it also demands interaction. As such, it is not an ideal car for long-distance freeway cruising; road and mechanical noise (not to mention the sound of the exhaust in our Tubi-equipped car) can be fatiguing on a long drive. Adding to this fatigue is a suspension that actively responds to the uneven road surfaces found on our local freeways.

Take the 550 for a drive up California's Pacific Coast Highway, or along one of the narrow twisting roads that can be found in the Santa Monica Mountains, however, and the car ranks among the world's best. Under these circumstances, the cacophony of engine and exhaust notes turns melodious. And the steering, gearbox and chassis provide the kind of precise feedback that will bring a grin to any driving enthusiast's face (and, yes, we are still dutifully keeping the engine rpm below 5,000 for the 800-mile break-in period).

During our daily driving, we have also noticed that the engine cooling systems in the 550 appear to be very efficient. Even in the worst of Los Angeles traffic, the coolant temperature has never exceeded 190 degrees. Under normal conditions, the coolant has averaged 10 to 20 degrees cooler. Thankfully, the days of exotic sports cars boiling over in heavy traffic seem to be behind us.

Over these past few weeks, we have become more familiar with the 550's standard stereo system. The car comes with a Becker AM/FM cassette head unit that also controls a trunk-mounted Becker Silverstone six-disc CD changer. The stereo is placed within easy reach of the gear shift, although when in first, third or fifth gear, the shifter blocks the controls. The head unit is basically the same found in the current Aston Martin Vantage and various Porsches (a boon for you multi-exotic-owning households). The controls are mostly intuitive and easy to use. Sound quality, however, is only marginal, which can be traced to the fact that there are only four speakers in the car: two high-frequency units in the dash and two larger speakers in the rear. None of these speakers directly faces the driver or passenger.

While audiophiles will be disappointed with the 550's sound quality, we have to admit the point could be considered moot. Our car's Tubi Style exhaust system drowns out music at lower rpm, and the car's engine noise accomplished the same at higher rpm. For car enthusiasts, both of these sounds are probably more pleasing than the stereo, anyway. And if you want to invest in a better system to improve the sound quality — presumably for those times when the car is not running — there are plenty of high-end aftermarket stereo installers waiting for the chance to take your money. (For maximum resale value, we recommending finding an installer who understands that any upgrades should be installed without damage to the car's stock interior.)

After passing the 500-mile mark, we decided to check the oil level. This procedure is a bit different from you might expect because the 550 uses a dry sump oil system — a design common in racing engines. Basically, this means there is no oil sump under the engine. Instead, oil is pumped into the engine from a reservoir on the driver side of the engine compartment. This has two benefits: The first is that the engine can be mounted lower in the car. This affords a lower center of gravity for better handling and makes a lower hood line and its associated improved aerodynamics possible. The second is that under extreme cornering loads, the oil in a conventional engine can "slosh" away from the pump intake, starving the engine for oil (not a good thing).

The 550's oil level is checked with a small dipstick located in the oil reservoir. To get an accurate reading, the engine must be warmed to at least 150 degrees. We found our 550 about half a quart low and topped off the reservoir from our stash of very expensive ($18 per quart) synthetic Shell/Ferrari motor oil provided by our dealer.

Those of you who have read the first of our long-term updates on this car will remember our experience with the oil temperature gauge. (On our inaugural drive, the gauge faulted, causing the instrument fuse to blow. This apparently caused the alternator to fail. When the battery drained, the car stalled.)

That a simple fuse could cause the car to be inoperable struck us as strange. We tried calling Ferrari North America for a more detailed explanation. To date, our phone calls have not been returned. We think this lack of concern for owners should give any individuals considering purchase pause. We will let you know if we are ever able to make contact.

Speaking of gauges, our replacement gauge finally has arrived. That it has taken five weeks confirms that our insistence on driving the car (as opposed to leaving it at the dealership) while waiting for the part's arrival was the correct decision. At the dealership, we were provided with a used Audi A4 for use while the repairs were being made. As of this writing, the plan is to leave the car for four days to have the gauge replaced and have the other small fit-and-finish problems (listed below) resolved.

Next month we will finally begin to push the 550's performance envelope.

Current Odometer: 803
Best Fuel Economy: 12.71 mpg
Worst Fuel Economy: 6.71 mpg
Average Fuel Economy (over the life of the vehicle): 8.34 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Driver's door doesn't close smoothly, radar detector power needs connection to fuse box, seal around windshield shows deterioration, seal inside front passenger wheel well is loose, rattle in trunk lid, loose panel in driver's side foot well, sticking driver's door and fuel filler door.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Once again, in this monthly update we will spend more time reporting on our service experiences rather than what really matters: how our Ferrari 550 Maranello drives. Here's the latest.

You will recall from last month's update, we dropped our 550 off with our dealer for a series of small repairs. We had scheduled an appointment that was about a week later than we originally requested, as the dealership service department was busy. The plan was to leave the car at the dealer on a Sunday afternoon and pick it up the following Friday.

When we checked on the car's progress on Thursday, we were told that it would not be ready. Why? Two reasons: The first was that the "rubber" molding around the front windshield needed to be replaced. Apparently the windshield on a 550 is glued to the frame and is expected to be broken during this procedure. So our vehicle would require a new windshield, as well. Ferrari N.A. was suspicious that we had damaged the molding and wanted photos sent to them before they would authorize the warranty repair. (In talking with other Ferrari owners, we find that the manufacturer's reluctance to approve expensive warranty repairs is not unusual. Driver abuse is frequently assumed.)

The second reason was that our rear driver-side wheel was in the paint shop. (It looked like it received some touch-up paint — probably to correct transit damage. With the inevitable brake dust, the repair was discoloring and needed to be redone.) We were told the wheel needed a complete repaint and wouldn't be back for another three days.

Perhaps we have been spoiled by our experiences with lesser cars — where service downtime is measured in hours, not days. Whatever the reason, we reminded the service manager that they had promised the car would be ready by Friday, and no one had called to inform us to the contrary. Learning from our previous experience — where a promised three-day wait for a part turned into a wait of more than five weeks — we asked for the car to be returned while we waited for the necessary approvals from Ferrari. This was not possible, we were told, as the wheel was already being painted. And so, we resigned ourselves to another week's wait — or so we thought.

But surprisingly, a few hours later, we received a call from our service advisor, who told us that most of the work was finished and that the car would be delivered to our door. (As we had a loaner car, we elected to pick up the 550 over the weekend.)

After the dealer's statements to the contrary, how was it possible that the car was ready? It seems the wheel that needed painting had not yet been painted. Whether it was even at the body shop, we don't know. Additionally, some of the other items needing attention had been overlooked: The rattle in the trunk lid was still there. The power for our Valentine One was supposed to be wired to a "switched" connection in the fuse box. Instead it was wired to a non-switched connection in the overhead lights. (It doesn't seem to draw much power, so we will probably let this slide.)

On the other hand, the gap in the windshield molding had been temporarily covered with black caulking.

We have commented on the "relaxed" attitude Ferrari takes to servicing vehicles in previous updates. As we gain more experience with our 550, we can finally understand what some Ferrari owners refer to when they boast about knowing the service manager at their Ferrari dealership by name. Just as buying a Ferrari often entails navigating a lengthy waiting list, servicing a Ferrari can apparently be a challenge, as well. Even with an appointment, after dropping off a Ferrari, it may just sit at the dealership, waiting for other cars (presumably owned by more influential customers) to be serviced first. We can't say this is the case at every Ferrari dealership but it is certainly true with ours.

This raises an interesting question for Ferrari. The manufacturer is getting new competition in the supercar category. Aston Martin has released the credible Vanquish. Next up, Mercedes has the SLR and Porsche has the GT2. Lamborghini has been revitalized, and Bentley will soon be offering a performance coupe, with more to follow.

Whether the market can support what will surely be a glut of supercars remains to be seen. What we are sure of is that manufacturers will have to offer style, exclusivity, strong resale value, livability, performance, and reliability, quality and professional service. It will be interesting to see how Ferrari fares once this supercar war begins in earnest.

Anyway, we picked up our freshly washed 550 and were told we would be called when approval for the last major repair — the windshield molding — had been received.

Driving through the Santa Monica Mountains, we noticed that the oil pressure gauge was now working. Naturally, as the car had just been washed, we encountered a light rain. This allowed us to test the windshield wipers. The driver-side wiper "pivots" in a way similar to some rear window wipers and covers an expansive area. Thankfully, Ferrari avoids a mistake made by many manufacturers in the design of the windshield wiper "stalk" control. The wipers are activated by moving the stalk clockwise. On many cars, the wipers are activated by moving the control counter-clockwise. This may seem like a small matter, but the latter design will cause many drivers to activate the wipers inadvertently when inserting the ignition key.

During this drive we also passed the magical 800-mile mark: The 550 was officially broken in! (Being cautious types, we plan on following the dealer's recommendation not to push the car too hard before 1,500 miles. But surely a few test runs up to the 7,000-rpm mark couldn't hurt.)

As the odometer climbs from 800 miles, we can report that the "feel" of the 550 is changing. The Tubi exhaust is marginally less noticeable. We actually are learning to appreciate some of the 550's harder edges: We prefer sport mode for all but the worst pavements, and we've grown fond of the steel-gated shifter's precision and feel and the extremely firm, supportive seats. (We have even learned to work around the high bolsters by "falling" sideways into the seats. )

We had one minor scare around 1,100 miles. Driving through traffic, the engine stumbled in fourth gear. We downshifted, and the problem disappeared. The only other item we have noticed is that the vents tend to blow warm air, unless the A/C is engaged. (It is only noticeable when the ambient air temperature exceeds 60 degrees.)

We are still waiting for the needed parts to arrive so that we can finally get our 550 fully repaired. Hopefully, we will have good news to report next month.

Current Odometer: 1,160
Best Fuel Economy: 12.71 mpg
Worst Fuel Economy: 6.71 mpg
Average Fuel Economy (over the life of the vehicle): 8.19 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Driver's door doesn't close smoothly, seal around windshield shows deterioration, rattle in truck lid, loose panel in driver-side footwell.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

If you have been tracking our progress with our long-term Ferrari 550, you will know we have probably spent more time reporting on our experiences with keeping our car operational than we have on how the car drives. Just to give you a different perspective, we thought we would share with you a letter we received this month from an Edmunds.com reader in the United Kingdom:

I have a 550 here in London, England.

The "rattle in the boot lid" is just the light contact which seems to operate like a ball to switch the boot light on and off — please try it and see.

The service you are getting stinks. I live in London and have my car serviced by Ferrari in Colchester. They are excellent and quick and nothing is too much trouble. Change your dealer, write to Ferrari, or move to England.

Having owned SL500 and 500SL cars over last fifteen years, there is no comparison.

Stick with it, get out on the road, and go...

Richard

While Richard evidently has had better luck with his 550 than we have, we can report a generally positive service experience this month. Back in March, we discovered that the seal around the front windshield was cracking. The parts needed to complete this repair finally arrived and we scheduled an appointment with our dealership's service department. The dealership offered to pick up our 550 and deliver it to the service department on a flatbed truck. We accepted this offer, and the car was picked up on a Tuesday. (Why drive through L.A. traffic when you don't have to?) Along with the windshield, we have been having a strange problem with the car's left turn signal lights. When the car has been parked for a period of time, the lights will start flashing. The only cure is to remove the fuse for the hazard lights. (We have become all too familiar with the layout of the 550's fuse box.) We also have some discoloration on the rear wheel and a trunk lid rattle that needs to be repaired.

The car was due to be finished on Friday and, surprise, it actually was. The 550 was delivered back to us, washed and repaired, late Friday afternoon. The windshield seal looked great, and the indicator flashing problem was cured. The rear wheel also looked good. The only problem that wasn't tackled was the trunk lid rattle. Our friend, Richard, in the UK reports this is normal, but we aren't completely convinced. We'll have it looked at again during the next service visit.

Our improved dealership service performance may have something to do with the fact that we are now working directly with the service manager. In all fairness, we should also mention that the dealership was sold late last year, and the new owners are probably only now getting their arms around the store.

Either way, we welcome our positive experience as a hopeful sign of what we can expect in the future.

During the past month, we experienced four slight problems with the 550:

One morning when attempting to start the car, the battery was drained. We charged the battery, and it started with no difficulty. We can't really offer up a reason for the problem. The car had only been sitting for a couple of days. Our radar detector was left on, but this has not run down the battery in the past. Additionally, the problem has not reoccurred. Chalk it up to the vagaries associated with driving a limited-production vehicle.
The second problem was sticking door locks. One morning, even though the driver-side door was unlocked, it would not open. Crawling through the passenger door, we were able to open the driver door manually. Again, this is a problem that occurred once and has not returned.
The third problem is easier to replicate. When starting the car when the engine is cold, the engine belts are starting to squeal. We will get this looked at the next time the car is serviced.
The fourth problem is actually not (completely) the fault of the car. Both the clock and the outside temperature gauge have push buttons that seem quite fragile. When washing the car, our wash attendants have knocked both buttons off. The clock button was easily replaced. The outside temperature push button actually broke off at the stalk and will probably require the entire switch to be replaced. We will report back on this in a future installment.

We have been offered the opportunity to try some aftermarket wheels for our 550 and will probably try a set of modular wheels. The standard wheels are of a five-spoke design and have a clean look, but the 550 would aesthetically benefit from wheels with a bit more punch.

Back in 1997 when the 550 was launched, 550s were delivered with a set of ultra-lightweight magnesium wheels. These wheels suffered from problems with corrosion and were replaced under warranty by Ferrari with the current car's identical-looking aluminum wheels. We will report next month on the results.

Current Odometer: 1,294
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.7 mpg
Average Fuel Economy (over the life of the vehicle): 8.2 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Driver door doesn't close smoothly, radar detector power needs connection to fuse box, seal around windshield shows deterioration, seal inside front passenger wheelwell is loose, rattle in truck lid, loose panel in driver-side footwell, sticking driver door and fuel filler door.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Some good news and some bad news to report this month; first the good news: We have spent most of the time behind the wheel of our 550 driving around the congested city streets of West Los Angeles. It occurred to us that these conditions were less than ideal for developing a real appreciation of a Ferrari, and we decided to remedy this with an early morning drive up Pacific Coast Highway to Oxnard, Calif. — about a 50-mile drive.

It probably won't surprise you to learn that we had a great time — even though we took pains to remain within all posted speed limits. Purely from an academic standpoint, we can attest to the value of our Valentine1 Radar Detector. Highway patrol coverage on California's PCH is heavy.

Getting clear of traffic, rowing up and down through the gears with the Tubi exhaust pleasantly snarling, glancing at the sun peaking through the morning fog — what's not to like? Drives like this are clearly what puts the Ferrari into its element.

Now for the bad news: After our drive, the 550 sat for a few days. When we were taking it out for a drive through Santa Monica, the car stalled at a traffic light. More precisely, we stalled the car at a traffic light. This is embarrassing with any car — doubly so in a Ferrari. After restarting the car, the "Check Engine" light was flashing on the dash, alternating with a "Slow Down" warning. No doubt, this is hard to do when you are standing still.

Naturally, we were relieved to learn that the car's stalling was a result of an engine problem rather than some failing in our driving technique. Yet, it was disconcerting to experience yet another problem with what is still essentially a brand-new vehicle.

The engine was running, but roughly, and it would rev only reluctantly. Slipping the clutch carefully, we were able to launch the car slowly. It seemed to be producing only a fraction of its normal horsepower.

As the car was driveable, we elected to nurse it back to the garage. After a few miles, the engine suddenly started running normally. Unfortunately, the "Check Engine" warning light was still illuminated, so we called our dealership the next day for a service appointment.

As with our last service appointment, the car was picked up and taken to the dealership on a flatbed truck. The dealer quickly diagnosed the problem as a faulty ECU temperature sensor. When this fails, the engine management system goes into "limp home" mode, and only six of the car's 12 cylinders are operational.

The car was returned two days after it was picked up, and everything seemed back to normal.

The next weekend, we were enjoying a drive on a glorious summer morning. After about 30 minutes of driving — guess what? The "Check Engine/Slow Down" warning lights illuminated, again accompanied by the engine running roughly. These symptoms were intermittent, but the Ferrari clearly needed to head back to the dealership. We'll report back on the results next month.

Current Odometer: 1,624
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.7 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Engine management system failure.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

After a couple of months with little to report on the reliability front, this month's update will (unfortunately) deal mainly with another spate of repair difficulties.

Last month, we ended our update with our 550 heading back to the dealer to repair a strange engine fault. After driving the car for a short distance, the "check engine" warning light would illuminate and the engine management system would shut down. The car was still drivable, but it ran on only six of its 12 cylinders.

After working on the car for a few days, the dealer returned the 550 to us in working order, but after a short drive, the fault promptly returned — with a slight twist. This time the fault was more intermittent in nature. Upon starting, the car might (or might not) run normally for a short distance.

So once again, the dealer picked up the car, kept it for several days and returned the repaired vehicle. And once again, after just a few miles of driving, the fault resurfaced.

So we made our now routine Monday morning call to the dealership. And again, they promptly picked up the car. After a few days, we heard back that after extensive diagnoses and road testing, the car was conclusively repaired. The problem: The fuse box for a Ferrari 550 Maranello is located in the passenger footwell. Along with fuses, this "box" also contains the connections for the engine management system (EMU). Apparently the connector for the EMU can work itself loose in normal driving. This kicks the engine into a six-cylinder "limp home" mode.

We also learned other 550s have been reported with mysterious "check engine" faults that have been hard to diagnose. Checking this connector will now be added to the list for recommended items to check when these faults occur.

Back home again, we drove our 550 for a couple of hours, and the engine fault did not return. Unfortunately, the trunk-mounted CD changer now fails to load CDs. This is not the end of the world — who listens to CDs when there is a Tubi exhaust to provide entertainment? Nevertheless, we will have to return the 550 to the dealer one last time to (hopefully) get the last of the needed repairs done.

We should offer some kudos to the dealer during all this. While we obviously would have preferred that our 550 be trouble-free, the various service visits have been handled with a minimum of hassle on our part. The car has been picked up and returned (washed) by flatbed truck.

Our experience with the 550 so far explains why so few people actually use their Ferraris as daily drivers. Of course, the cars are hugely expensive. But even as Ferraris have become so much more practical in terms of driving position and comfort, they are still best viewed as pleasure craft — vehicles that have more in common with boats than other automobiles. Both are expensive and not particularly practical. Both often require a "shakeout" period to work out any defects. And with both, the enjoyment is more about the journey, not the destination.

So we wrap up this month's update with the 550 back at the dealership for the CD changer repair. When it returns, we plan on experimenting with some superhigh-octane fuel and will dutifully report on the results. Stay tuned.

Current Odometer: 1,810
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.7 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Engine management system failure, CD changer won't load CDs.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Last month we were able to report that we had finally seen the last of our 550's mysterious engine faults — but that our trunk-mounted CD changer was inoperative. This month, our Ferrari dealer again picked up the car with a flatbed truck and returned it to the service department to take a look at the CD changer. The car was returned a few days later — sans the changer which had to be sent out to repair. (As we write this update, three weeks later, the changer has not yet returned.)

During this service visit, we also asked the dealer to replace a broken push-button stalk that operated the multifunction display (and turned on the outside temperature display). This switch is located on the lower right side of the instrumentation binical and is actually quite delicate. We suspect it was broken during a car wash when the plastic covering the instruments was being cleaned. When the car was returned, this repair had been made.

Only two minor problems to report this month: When we were driving through town, a large bolt and washer fell into the driver's footwell. We can't figure out where the bolt came from so we are nervously waiting for some crucial part to fall loose at a critical moment. Hopefully everything stays together until we return the car to have the CD changer reinstalled. The second issue is that the gas cover is still sticking. We will also try to get this fixed during the next visit to the dealership.

Last month we mentioned that we would sample some 100-octane gasoline that a local 76 station sells. Unfortunately, it has not had any available for the past few weeks. We will try again and hopefully report on any benefits in future updates. We were also offered the opportunity to upgrade the wheels on our 550. We have since ordered a set of HRE 540 three-piece modular wheels and will report on our experience with these next month.

In the meantime, we thought we would conclude this month's update with some comments on the Ferrari ownership experience. Most manufacturers have been intently focused on owner loyalty for the past several years and Ferrari is no exception. One exception however is the warranty. Twelve-cylinder Ferraris are covered with only a two-year warranty. (It is worth noting that eight-cylinder Ferraris are covered with a three-year warranty.) Two years is considered normal for exotics but will come as a bit of a shock to owners of mainstream cars where four-year (or longer) warranties have become the norm. At least Ferrari does offer free roadside assistance during the warranty period — a feature we came to appreciate early in our 550 ownership. (See our intro report for more on this).

Ferrari owners are also treated to a coffee-table-style book celebrating Ferrari's recent F1 racing victories and what looks to be a bimonthly World of Rosso Ferrari magazine. Finally, there is an owner's only Web site. Access to this site requires registration after which a username and password is sent to the owner. In the owner site, you can catch up on the latest news from Ferrari and even purchase any number of very expensive parts or accessories for your car. (How about a custom hand-painted portrait of your Ferrari for 7,000 Euros?)

Current Odometer: 1,910
Best Fuel Economy: 12.71 mpg
Worst Fuel Economy: 6.71 mpg
Average Fuel Economy (over the life of the vehicle): 8.10 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Driver's door doesn't close smoothly, radar detector power needs connection to fuse box, seal around windshield shows deterioration, seal inside front passenger wheel well is loose, rattle in truck lid, loose panel in driver's side footwell, sticking driver's door and fuel filler door, broken knobs on outside temperature switch and clock, engine management system failure, CD changer won't load CDs.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

This month we are happy to report that our 2001 Ferrari 550 has been trouble-free (although the broken trunk-mounted CD changer still has not returned from repair).

The big news is that our new aftermarket wheels arrived and we had them installed. The factory wheels that are standard on the 550 have a simple look that features the five-spoke design typical of recent Ferraris. When the 550 was launched in 1997, its wheels were made of lightweight magnesium. In 1999, the wheels were changed to aluminum because of a problem with corrosion between the lug bolts and the wheel. (The earlier magnesium wheels were replaced free of charge by Ferrari.) So the standard wheels today are certainly functional, but not particularly eye-catching.

There is a set of Ferrari-supplied optional modular wheels — also with a five-spoke design — that are available for the 550 (standard on the 550's cousin, the Barchetta). To our eyes, these wheels are a bit busy, so we looked to the aftermarket for alternatives.

We also considered increasing the wheel size — a popular option for many cars. The wheels on the 550 are 18 inches in diameter, but 19-inch wheels are widely available.

Larger wheels are arguably more attractive but also alter the suspension system of any vehicle. The sidewalls on a vehicle's tires provide some of the suspension's cushioning over rough road surfaces. Larger wheels necessitate smaller sidewalls — increasing ride harshness and offering small improvements in cornering ability. We felt safer leaving the suspension as close as possible to the factory design and opted to stay with 18-inch wheels. (Plus, the 550 wasn't lacking in the handling department!)

Modular wheels traditionally have offered the advantages of light weight and strength over one-piece designs. For today's vehicles — with improved metallurgy — these advantages are not significant. Still modular wheels have one key advantage over the one-piece wheel found on most vehicles: they look cool.

By way of background, modular wheels can come in two designs. The first is where the center of the wheel is joined to a one-piece rim (two total pieces). The second is where the rim is comprised of two pieces (three total pieces). In practice there is not much difference between the two designs — other than the three-piece design's higher price tag.

Finding modular wheels that would fit a Ferrari 550 required some research. O.Z. Wheels has released a design that is attractive, but the largest range of wheels we could find were offered by a company called HRE Wheels located just down the freeway from Edmunds in Vista, Calif. Its 540 series is comprised of nine designs that can be fitted to a wide range of vehicles — including the 550.

Initially, we thought of staying with the Ferrari five-spoke design. But, after much debate, we opted for the model 540 wheel. It has a complex spoke pattern that reminded us of the spokes on the wire wheels used on the front-engined Ferraris of the '50s and '60s. As the 550's hood scoop and engine gills hearken back to this era, we thought the choice appropriate.

HRE builds each wheel to order. This allows customers to select from a wide range of finishes: from chrome to polished to painted. We selected polished stainless steel rims with silver-painted centers. Ferrari "prancing horse" center caps completed the order.

It took four weeks for our wheels to arrive. We delivered both wheels and Ferrari to our local tire and wheel shop (Stokes Tire Pros) in Santa Monica, Calif. Stokes uses a new Corghi mounting machine from Italy. The Corghi's main claim to fame is that it can mount a tire without touching the wheel — eliminating the risk of scratches.

We picked up the 550 a few hours later and were frankly pleasantly surprised at the difference in the car's appearance. The rear of the car that previously seemed too short to us now had a more pronounced stance. Our guess is that the wheels' design draws the eye lower on the car. They also seem to accentuate the car's curves and angles.

We have provided before and after pictures, so you can be the judge, but to us the switch in wheels has been well worth the trouble.

The only other news of note this month is that we experimented with 100-octane fuel. We will report our results in next month's update.

Current Odometer: 1,910
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.7 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Yet another month has ended without incident. No repairs or breakdowns to report, although we have noted a squeak emanating from the passenger seat that we will ask the dealer to attend to when our 550 returns for CD changer reinstallation. (The cartridge became stuck two months ago and still has not returned from New Jersey where it was sent for repair.)

This month, we experimented with the use of 100-octane fuel available at a local 76 gas station. (This gas is not for the faint of heart. It sells for almost $5 a gallon.) It is billed as "racing fuel," but is legal for street use and supposedly provides high-performance engines with the opportunity to operate at maximum power with no risk of damage from predetonation.

When we talk about "predetonation" in the context of fuels, we are not really suggesting that the 550 engine might blow up. (Even with our road testers' typically aggressive driving.) We are referring to what is otherwise known as engine "pinging" or "knocking."

What is this knocking or predetonation? Here's a brief chemistry lesson:

The octane number of gasoline is a measure of its resistance to detonation. Detonation occurs when the octane number is too low for the engine and its operating conditions. When the spark plug fires, the flame moves through the air-fuel mixture, burning it very rapidly. Predetonation occurs if a portion of the unburned air-fuel mixture rises to a temperature and pressure it cannot tolerate and ignites before the flame front gets to it. Predetonation causes maximum pressure in the combustion chamber to be reached before the piston gets to top dead center, thus it pushes down on the piston before it has peaked at the top of its travel. Much of the engine's energy is wasted in trying to move up the piston while the high-pressure exploding gasses are trying to push it down. The extreme temperature and pressure developed can cause broken rings, rod-bearing damage, piston overheating and erosion of the aluminum block. Pistons can even end up with holes in their top, flat surfaces from the high temperatures and high pressures. (Note: These are expensive to fix.)

Many factors significantly increase an engine's octane requirement. They include a higher compression ratio, a bigger cylinder bore, leaner fuel mixtures, higher engine and intake-air temperatures, dry air (low humidity), higher barometric pressures, operating at altitudes closer to sea level and increased spark advance. Also, cast-iron heads need more octane than aluminum heads.

This whole octane thing gets even more complicated considering that last year, premium-grade fuel sold in California dropped in octane from 92 to 91. It is hard to get a straight answer as to why, but it probably has something to do with the banning of MTBE in 2003. Never mind that vehicle manufacturers, when recommending the use of premium fuel, refer to 92 or 93 octane as a minimum rating…

Anyway, if your engine is not knocking, can higher octane fuel actually help performance? The answer is "Maybe." Many late-model vehicles have engines that incorporate knock sensors. When these sensors detect predetonation, they signal the main engine computer to retard the engine timing until predetonation stops. This protects the engine, but will reduce horsepower and fuel economy.

Hence, our experiment. It is difficult to find a better example of a high-performance engine, that is street legal than our 550's. Would 100-octane fuel cause a noticeable increase in performance?

We filled our 550's nearly empty tank with the expensive elixir, but after putting 88 miles on the odometer we have yet to notice any difference. This probably has more to do with the fact the 550 has horsepower in abundance — to the point where we can't practically probe its limits on the street.

We should note that if you have a vehicle that is experiencing knocking, 100-octane fuel can be mixed with lower octane fuels to deliver a blended (but higher than premium) octane on a more reasonable budget. The octane rating of the combined fuel can be calculated simply based on proportions. In other words, five gallons of 100-octane fuel and five gallons of 91-octane fuel yield 10 gallons of 95.5-octane fuel.

Next month we will (hopefully) be able to report on our repaired CD changer. Stay tuned.

Current Odometer: 2,250
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 7.9 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

This month we received word that our broken CD changer had finally returned from being repaired in New Jersey. (The repair took approximately three months.) We made our usual arrangements to have the 550 picked up by a flatbed truck and taken to the Auto Gallery to have the CD changer reinstalled. Also, there was an annoying squeak that had developed somewhere in the vicinity of the passenger side that we asked them to check out.

The car was returned a few days later without incident. The CD changer was now working nicely. Our CDs that were stuck in the broken unit were returned as well. The one negative to note was that the passenger-side squeak was still going strong. In fact, as the days went by, it was getting progressively worse. It reminded us of the sound of a suspension squeak — responding to every bump or road imperfection we traveled over. With the 550's suspension being (as you would expect) tuned for a tight ride, the squeak was a constant driving companion.

This is where our 550's Tubi Style exhaust can be a plus. The system is so loud — especially at lower rpm – that it would often drown out any sound: music, voice and squeaks.

We noted earlier that Tubi exhaust systems are a popular dealer-installed option for Ferraris. Part of this is attributable to a dealer's desire for additional profit, but it also can be traced to recent European noise regulations. A stock Ferrari 550 Maranello sounds positively tame unless driven at higher rpm. If you are looking to make a Ferrari aurally, as well as visually, distinctive, Tubi exhaust systems seem like a good bet. Tubi is located in Fiorano, Italy, (naturally) and hand-builds exhaust systems for exotic cars and offshore racing boats. (You can check out its Web site).

While a Tubi's distinctive sound is probably its biggest selling point, the company claims that its systems are lighter in weight than an OEM system, that they run cooler and that they offer horsepower improvements of up to 7 percent (around 30 more horsepower on our 550).

Our experience with Tubis is that people either love or hate the sound. One thing's certain, you can't ignore it. Stand behind our 550 when the engine is running and you will physically feel the low-frequency exhaust sound pounding against you. But, the Tubi's exhaust note gives way to engine and road noise as rpm increase. Whether all this is a good or bad thing is a matter of personal taste.

We are coming up on the end of the first year of ownership of our 550. Ferrari recommends that the car be serviced after 5,000 miles, but makes no mention of a service interval based on elapsed time.

We thought we would check out another Ferrari dealership called Ferrari of Beverly Hills to get some advice. Not surprisingly, this dealer recommends an annual service, regardless of mileage. We scheduled an appointment and will report on our experience next month.

Current Odometer: 2,329
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Squeak on passenger-side of vehicle.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

It is hard to believe, but our long-term 550 Maranello is coming up on the end of its one-year anniversary. While our 550 has spent many a day in the shop for repair, it has not yet received any scheduled maintenance. This gets a bit tricky for most Ferraris as they tend to accumulate far less mileage over a given period of time than most vehicles. Our 550 looks to be running up around 2,500 miles each year.

Ferrari recommends the first service at 5,000 miles, but that would also mean two years — too long between oil changes for our taste. Deciding to use this as an opportunity to give a new Ferrari dealer a try, we called Ferrari of Beverly Hills and were told that we should perform a routine service every 12 months. We dutifully scheduled an appointment and drove the 550 to the dealership.

Arriving there at the appointed hour, we learned that the service facility is being renovated. The temporary facility is located in West Los Angeles — only a mile or two from Edmunds HQ. It would have been nice to learn of this before we drove into Beverly Hills, but as it was midday, the traffic was mercifully light.

We arrived at the temporary facility 15 minutes later. Along with the annual service, we asked the service technicians to look at the fuel filler cover, which was still sticking, and also to try to repair the squeak that seemed to be coming from the passenger side of the cabin. This squeak was getting worse and was noticeable on all but the smoothest road surfaces. It was actually more like a loud cricket chirping — if you can imagine such a thing in a vehicle.

We discussed the work with Eric Eckert who handles customer relations at the service facility. Eric seemed very knowledgeable — even to the point of asking for a ride in the 550 to try to pin down the location of the squeak.

As you might have expected, with Eric in the car, there were no squeaks to be found. Even so, he promised to look into it and call us when the car was ready — probably the next day.

Right on schedule, we heard from Eric that the car was completed. We picked it up a couple of hours later. The car had been washed but the paperwork was not yet closed out. Rather than have us wait, Eric asked if he could just mail us the bill.

Never ones to pay for things when not required, we agreed and took the 550 out for a spin to see if we could discern any changes in driving characteristics as a result of the service.

First off, we fueled up the car and found the fuel filler cover to be working perfectly. We also noticed that the hand brake travel had been reduced. Unfortunately, after a few miles of driving, we also noticed that our squeak had returned. Eric reported that they had tightened a shield around the fuel tank that had worked itself loose, but this was obviously not the cause of our squeak.

Other than that, nothing was noticeably different. As the car was running well when we brought it in, this was to be expected.

We received our bill two days later. It totaled $1,237.31. (We hope you were sitting down while we shared that little detail…) Going through the invoice, we noticed that the oil and filter had been changed along with the air filters. The belts had been checked and various other fluids had been topped up. Labor was $715 of the total — the remainder was made up of fluids, washers and the like. (The oil alone came to almost $200. Gasp!) Clearly, servicing a Ferrari — like the cars themselves — doesn't conform to any mainstream norms of value....

As the days went by, the squeak was becoming more and more pronounced. We don't know about you, but squeaks drive us crazy. We called Eric and made another appointment to (hopefully) get rid of the squeak once and for all.

This second time we took the mechanic along for a ride and, happily, the squeak also accompanied us. Back at the dealership, he had it figured out in only a couple of minutes.

The fuse box cover is located in the driver-side footwell. It has two latches — one of which was not fastened. (You will remember that the fuse box was the area of attention when the car was being repaired at The Auto Gallery some months back. Apparently they had neglected to put the car completely back together.)

We left the 550 at the dealership for a few hours so they could completely go over the car and be sure there were no remaining squeaks or rattles. When we picked it up — again washed by the dealership — Eric pointed out that the rear parcel shelf occasionally vibrated when the car was idling.

They had obviously spent some time going over the car, as this vibration was so minor we probably would have never noticed it without having it pointed out. Eric cautioned us that it was noise from the Tubis that was most likely causing the vibration and that the repair probably would not be covered under warranty. He mentioned that a thorough application of Hide Food, a lanolin-based lubricant, has been known to cure the noise in similar cases. You may remember that the rear shelf was replaced by The Auto Gallery service department many months back. (The car was delivered with a gray shelf when new, and we asked that it be swapped for a black shelf to more appropriately match the rest of the interior.) It is possible that the shelf was improperly installed. However, we plan on trying the Hide Food solution before going any further.

Overall, we give Ferrari of Beverly Hills high marks, but feel compelled to point out that servicing a Ferrari — like most aspects of Ferrari ownership is not for the faint of heart.

While at Ferrari of Beverly Hills, we checked out one of the newer 575s that was being prepped for delivery. We'll give you some impressions next month.

Current Odometer: 2,430
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: $1,237.31
Problems: None

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Last month we reported on the generally positive impression we have been building about our service experiences with Ferrari of Beverly Hills. This month, we had one new challenge (albeit minor) with which to test the dealership's mettle.

Shortly after they had successfully eliminated a very annoying squeak from our 550's fuse box cover, we began to have a problem with the passenger-side sun visor. It had developed a tendency to drop down of its own volition. Playing with the visor only made the problem worse — we ended up driving with the visor staying in the "down" position.

We called Eric at Ferrari of Beverly Hills and were told what we had already surmised — a new visor would be needed. (A clip that was located inside the visor had broken....) What we had not expected was that they had a black visor in stock to match our car's interior. We made an appointment for later that week to drop off the car.

When we arrived at the dealership, a technician was ready with the new visor in hand. He replaced the offending unit and we were back on our way in less than 15 minutes.

If you have been following our trials with our long-term 550, you will note that this kind of speed was not at all typical of what we experienced with other dealerships. The lesson? If you choose to indulge in a Ferrari, make sure you are near a competent dealership. We have learned (the hard way) that these beasts are a bit — shall we say — temperamental. Finding a mechanic who is familiar with the car's most common quirks (and stocks the appropriate parts) will make the time you spend with the car far more pleasant.

During our visits to Ferrari of Beverly Hills, we have had the chance to poke around the updated version of the 550, the 575.

The most visible change to the 575 is the car's interior. The parcel shelf, the seats, door panels and dash all are new. The most significant improvement is to the instrumentation. No longer are all gauges located in the main binnacle, which now features a large central tachometer.

The standard wheels also have a slightly revised design and 19-inch modular wheels are an option. The front bumper, spoiler and headlamps are also new — the spoiler design being reminiscent of the later-model 512 TRs and the 355s.

Like the 550, the new 575 is an attractive car, but looks a bit clumsy from some angles. Looking at the two designs side by side, we would have to say the 550 is marginally more successful on an aesthetic level.

The 550 was Ferrari's version of VW's New Beetle, BMW's Mini Cooper or Ford's Thunderbird — that is, a modern adaptation of a truly iconic car from the past. For example, the 550's front fender gills and covered headlamps are reminiscent of the 1962 250 GTO. The rear-quarter panels have lines originally seen on the 1955 375 MM. The hood scoop harkens back to the 1961 250 GT. The dash layout even goes back 40 years to the 1956 250 GT.

The original 550 was designed "in total," as a tribute to Ferraris of the past. The 575 has some pieces that are much more modern, but that also look "tacked on." Specifically, the increased use of aluminum trim looks out of place.

So neither the 550 nor the 575 are examples of the best Pininfarina has offered up, but the 550 somehow looks more cohesive.

Of course, the big change in the 575 is not the styling or even the slightly more powerful engine; it is the availability of the F1-style transmission that has proven so popular in the 360 Modena. No doubt most 575s will come so equipped, but we would urge caution.

The F1-style transmission is undoubtedly preferred on the track, but on public streets we still like the extra control of a traditional six-speed. We are also hearing stories of constant clutch problems with the F1-style transmission, and while they are only anecdotal, they are still cause for some concern. However, isn't the sound of a traditional shifter clanking through the aluminum gates part of the Ferrari experience?

One enhancement to the 575 that we (reluctantly) applaud is the addition of seat memory to the power seat system. A similar system has been available on the 456 for some time. While seat memory may not seem like a necessity on a true sports car, after spending time finding the perfect seating position and then having to start all over again every time the car is washed (or the seat is moved for any other reason) you will be convinced otherwise.

The glaring omission on our 550 that remains on the 575 is the lack of an exterior or remote key fob switch for opening the trunk. The only method for popping either Ferrari's trunk lid remains a button on the dash.

One other thing we have noticed about the 575 (and Ferraris in general): availability is not nearly the problem it has been over the past few years. There seem to be plenty around if you happen to decide you have an extra $150,000-plus to spend.

Current Odometer: 2,580
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Loose passenger-side sun visor (replaced under warranty).

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

This month we prove the adage: "No news is good news." We have had no problems with our long-term Ferrari. It seems that we have finally worked through the long list of glitches that have plagued us for the past year. And yes, shocking to us as it may seem, it has been one year since the 550 entered our long-term fleet.

Edmunds' long-term fleet vehicles typically stay active for either one or two years. So we are facing a decision as to whether we should extend the 550's tour of service, or move on to a new vehicle.

As with many Ferrari owners when making similar decisions, we took a look at the used marketplace for 550s to see what we might expect to recover if we elected to sell.

With the economy in an uncertain state and the nation dealing with the outbreak of war, we were not particularly optimistic. When we first bought our 550, the price of similar vehicles had been trending down for several months as the market anticipated the introduction of the newer 575.

We had also taken the time to research colors and other factors that seem to disproportionately impact the value of a used Ferrari. For example, silver and black seem to remain popular, followed by classic Ferrari red. The blues are a bit less sought after and if you were unfortunate enough to have been sold a yellow 550 — well, what can we say? So in terms of color, we were in good shape.

Another factor that is very important with Ferraris: mileage. Most Ferraris are rarely driven. One to two thousand miles per year seems about average. Cars with higher mileage will only sell with a large discount. (We saw one 2000 550 with around 40,000 miles that sold for around $100,000 — about $65,000 less than a low-mileage car would fetch!) A rule of thumb for calculating mileage would seem to be a bit over $1 a mile.

Looking at actual prices gets a bit confusing. Many dealers still seem very optimistic in what they are asking for used Ferraris. As an owner, the good news is that there is not a lot of inventory available — even when searching nationwide. This helps stabilize prices even in a shaky market.

So what did we find? Our best estimate is that our 550 would fetch between $180,000 and $185,000. A dealer would typically expect $10,000 if it handled the sale — and it might get a slightly better price than if we sold the car ourselves.

Which raises an interesting idea: Prices of used 550s have remained stable for the past few months. As we seem to have already borne the brunt of the car's initial depreciation, it is possible we can keep it in service another year for a (comparatively) low cost.

So, we will keep the 550 around another year. Life is tough.

Current Odometer: 2,694
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.5 mpg
Average Fuel Economy (over the life of the vehicle): 7.8 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None (yes, none!)

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Another month passes without incident for our long-term Ferrari. Seems our "teething troubles" are behind us.

As we (slowly) add miles to the 550, it seems prudent to be thinking about maintaining the car's appearance. Last month we looked at how 550s were fairing in the used marketplace and found that, beyond keeping the miles down, nothing will protect a Ferrari's value more than maintaining it in top condition. Actually, we should add a caution to this: the car should be in original condition (body and paint work, no matter how high the quality, will raise doubt about a car's history and lower its value).

We have noted one exception to the original condition rule: on all Ferraris, the front bumper/spoiler is very low to the ground. It would seem that this area is a magnet for stone chips and scrapes with curbs. This area can be repainted with no excuses needed.

So is a 550 any harder to keep in good shape than other cars? Probably not, but there are some specific items to consider:

So all in all, caring for a Ferrari is not that different than caring for any car. In fact the principal difference is the costs associated with failing to do so!

Current Odometer: 2,833
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 7.8 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Yet another quiet month has passed with no problems to report with our long-term 550 Maranello.

This lack of drama has given us the chance to revisit one of the items we commented on a few months back: the 550's sound system.

Ferrari hasn't offered much in the way of sound systems for the 550. Since 1997, when the car was introduced, the only factory system has been a four-speaker setup featuring an AM/FM/cassette head unit with a six-CD changer in the trunk. (The stereo was upgraded in the newer 575.)

As noted previously, this sound system is rudimentary for a high-end car, but the "symphonic sounds" emitted from the engine and exhaust are at least partial compensation.

Rather than try to upgrade the sound quality, we decided to tackle the issue of quantity. For the past couple of years, we have been surprised that the automakers have been so slow to offer consumers sound systems featuring hardware capable of MP3 file playback (with the notable exceptions of Mazda, Scion and, later this summer, VW and Audi). The beauty of an MP3-based system, of course, is that you don't have to constantly change CDs — each of which can play roughly 15 tracks while MP3 systems can play thousands of tracks — which is a real benefit on long road trips.

So we went to the Internet (what a surprise!) to see what the aftermarket had to offer. Here's what we found:

MP3 systems fall into two basic categories: Those using CD-Rs as the storage media and those with larger capacity hard drives (the most recent with up to 60 gigabytes of storage — enough for 10,000-plus songs!). Another consideration is whether it matters to you if the system works alongside your OEM system or integrates into the system.

As many Edmunds editors have extensive MP3 collections (all legally acquired, of course…), we wanted a hard drive-based solution. We were also interested in testing systems that work as closely with our factory system as possible.

Within these criteria, we quickly narrowed our choices down to two types of systems: The first one is similar to the portable MP3 players that have been on the market for years. The twist is that these devices transmit on a low-power FM frequency that can be received by any AM/FM receiver. Simply tune the car receiver to the correct frequency and you are in business. An added plus with this solution is that the device works with any FM receiver — not just the one in our car. The best example we found of this technology is the Neuros (you can check it out at neurosaudio.com).

There are two drawbacks to this approach. The first is that scrolling through thousands of tracks and driving at the same time is distracting. The second is that in major markets (like Los Angeles) it is difficult to find a clear, unused FM frequency. This will require you to resync the Neuros and your FM receiver from time to time. These issues may not matter to you, and if this is the case, the Neuros looks to be a good solution. (We understand there will be a similar device available this summer as an add-on for Apple's popular iPod MP3 player.)

The other way to go is a fully integrated system. We were intrigued by PhatNoise's PhatBox and decided to give it a try.

The PhatBox is a hard drive-based unit that replaces the factory CD changer. As such, it is a far more complicated proposition — and won't work with every system. (A current list of vehicles with available PhatBox units can be found at PhatNoise.com.)

What intrigued us about the PhatBox is that it is controlled by the stereo's existing hardware. The existing CD control buttons are repurposed to control the playlist, album, artist or genre selections. What is also neat is that you get vocal confirmation of your selection through the stereo's speakers. This means that your eyes can remain firmly fixed on the road while the pleasant voice informs you of track, song title and artist information.

As an added feature, if your vehicle has steering wheel-mounted controls, you can literally select from thousands of tracks without even taking your hand off the wheel.

Considering its complexity, the PhatBox price of around $859 seems like a good deal. How does it perform in practice? We will try one and report back next update.

Current Odometer: 2,881
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Last update we covered our search for viable options for an in-car MP3 playback. (FYI, we have since learned that the auto manufacturers are planning a raft of CD-R-based players in the 2004 model year. Other goodies on tap include DVD-Audio players and DTS decoders. And just when you thought that cars couldn't get any more advanced!)

We decided on the PhatNoise PhatBox with a 60 GB hard drive. The PhatBox system consists of three basic components. The first is the main player that replaces the vehicle's factory CD changer. The second is the hard drive cartridge and the third is a cradle that plugs into our computer and is used to transfer files to the hard drive cartridge.

The only tricky thing about the system is the installation of the player. If your CD changer is located in the trunk, the installation shouldn't be a problem. If it is mounted (as is increasingly common) in the dash, it may be more difficult — or even impossible.

In the 550, the CD changer is located in the trunk and is easily swapped out.

Once installation is out of the way, the next step is to install the cradle. PhatNoise has cradles come with both USB 1.1 and the newer USB 2.0 connectors (USB 2.0 is much faster). The instructions for the unit are not very clear about some points — especially how to install the correct drivers for the cradle. Once we had this sorted out, we installed the PhatNoise music system software. This software allows you to "rip" your CD collection, and more importantly, lets you to select the files you wish to transfer to your cartridge for playback in your vehicle.

All this is relatively simple and works well. We would point out that if you have a large number of files, the use of playlists is crucial. (Searching through thousands of files is not one of the system's strengths.) With playlists, you can group your favorite songs for playback. Scrolling through 10 or 20 playlists is not a problem. They can be created using the PhatNoise software, or you can use WinAmp standard files.

In the vehicle we have found the system to be a boon. We currently have over 7,000 songs installed and divided among 20 playlists. We have gotten adept at scrolling through music, sorted by album, artist or playlist. You can also scroll based on song titles, but with over 7,000 files this isn't very practical.

As we mentioned in our last update, the PhatBox uses our radio's existing CD navigation controls. Instead of selecting a CD, each button (1-6) selects the sort basis — playlist, album, artist, song title, or it can select a setup menu. The track forward or reverse buttons advance through each sort one item at a time — or when held down, jump one letter at a time. Voice prompts tell you where you are, giving you the bonus of allowing you to keep your eyes where they belong — on the road.

The PhatBox isn't as well integrated as a factory system would be — the radio's screen doesn't show the song title, for example. But until auto manufacturers wake up to the reality that MP3 files are popular with consumers, it is the best option we have found for taking your music on the road.

Current Odometer: 2,780
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.08 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

One thing we like about our long-term Ferrari: It seems to age well. As we come up on its two-year anniversary, we have no new problems to report. On top of this, instead of looking worn, the interior is developing a nice patina.

One of our eagle-eyed data editors did notice the potential for a problem. Ferrari had issued a recall notice for 2001 550s, 550 Barchettas and 2001/02 456s. Apparently the metal fittings for the transmission oil lines had been improperly crimped. The oil lines run from the transmission (behind the passenger compartment) to the oil cooler (located over the driver-side rear wheel).

The improper crimping could cause an oil leak, and eventually, the transmission could fail.

We had not yet received a notification from Ferrari regarding our 550, so we called our local dealer to see if it was one of the vehicles covered by the recall. We learned it was indeed part of the recall and scheduled an appointment for service.

While at the dealership, we also asked the technician to check the main engine belt, which was starting to "squeal" when the car was started after it had not been driven for a few days.

We picked the car up as promised the next day. The recall repair had been completed. We also learned the noisy belt was a normal phenomenon. It was not loose, worn or dry. And, we were informed we had a noisy air box and that a replacement had been ordered under warranty. We would have it installed during our next service visit.

Over the past couple of months, we have had the opportunity to compare the 550 with some of the other "exotic" vehicles that pass through our test fleet — including the new Bentley Continental GT.

The exotic car segment is getting increasingly crowded. The impact all this activity will have on the market remains to be seen. What is interesting is how many slants there are on what would seem to be a simple GT formula; cars like the Aston Martin Vanquish and Bentley GT are good examples of the disparity, despite similar specs on paper. The Bentley is lightning quick, but drives much as you would expect from an AMG Mercedes (with a distinctly British interior). The 550 is much more visceral. Much easier to drive — particularly when thinking of visibility and driving position than a midengined car, but still very much focused on a no-frills driving experience. The Vanquish could be thought of as being somewhere in between the two.

And this is just the beginning. New entrants are on their way from Lamborghini, Audi and Ford.

We recently passed the 3,000-mile mark. Our 550 should be completely broken in and we are looking forward to running it through our usual battery of performance tests. Look for a full report during our next update.

Current Odometer: 3,176
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: $1,400
Problems: Recall for transmission hose connectors, fixed under warranty.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

After 3,000 miles of "babying" (at least relatively speaking), we thought it high time to take our 550 to our test track and run it through our standard test procedure.

This entails a one-hour drive up Pacific Coast Highway to get to our test facility — a drive that seems tailor-made for the Ferrari. But during this drive, the car turned into corners "heavily" and when we stopped to refuel, we discovered why: the left front tire was almost 10 psi below spec. A refill of air and gas returned the 550 to its normal state of precision. (A few days later we learned the reason for the low tire pressure: We had picked up a nail during our drive up the coast.)

Freshly fueled, we arrived at the test track and promptly ran the 550 through our usual battery of instrumented testing. Here are the best times recorded:

Zero-to-60-mph acceleration: 4.6 seconds

Quarter-mile acceleration: 12.9 seconds at 109.6 mph (our best trap speed was 111.5 mph on a slower run)

60-mph-to-0 braking: 114.5 feet

600-foot slalom speed: 65.0 mph

One thing we noted while testing the 550 was the level of brutality it exhibits when pushed to the limits. Civilized and luxurious under normal driving conditions, the 550 sounded and felt almost as raw as a Viper during its acceleration runs. Traction was a major challenge through most of first gear, and our best time was achieved by launching it at about 3,000 rpm and letting the wheels spin most of the way through first gear and into second gear. The one time we tried launching at a lower rpm and maintaining traction throughout first gear resulted in a slower time (13.4 seconds in the quarter-mile) but curiously, the fastest mph (111.5 mph). It's worth noting that we were able to leave the traction control system (ASR) turned on throughout acceleration testing without it interfering. The system seems to work much like the Ford Mustang's traction control system because in both cases the computer lets the rear wheels spin as long as the front wheels are pointed relatively straight.

The clutch pedal effort is relatively high, although not as high as that of some other exotics we've driven. The shifter is interesting. At first we tried being gentle with it as we would in any expensive test vehicle, but it was obvious that its very design requires a strong effort. After becoming acclimated to the metal gates and heavily mechanical feel, the shifter was one of the more enjoyable aspects of the car. It's a demanding gearbox but can be very rewarding when properly utilized.

The 550's brakes proved capable and easy to modulate and test drivers observed they would be great on a racetrack where pedal feedback is essential. There was a bit of ABS noise and vibration in the pedal, but the car stopped short and straight.

In the slalom, the car reminded us of the Mercedes-Benz SL55 in that we basically couldn't apply throttle without quickly rotating the car's rear end (lot o' torque!). But unlike the SL55, the 550 had superior steering feedback and a higher maximum grip. We found the best times came by simply entering the slalom at a relatively high speed and maintaining that speed throughout the run. This method took advantage of the extremely high grip from the tires. With more practice, we are sure our average speed would have been a bit higher.

Reflecting on his experience at the test track, our editor wrote in his logbook, "Overall, the 550 is an exceptional combination of ability, luxury and passionate design. Not quite as raw as a Viper, not quite as watered down as the new Ford GT, and far more passionate than the Vanquish or Bentley Continental GT. (The Tubis create a better exhaust note than any of these cars.) Other aspects, like visibility, seat comfort and exterior styling are also as good or better than any of its competitors (the Bentley might have slightly better seats in terms of comfort)."

After the workout this month, the 550 is due for an annual service. We will report on our experience during the next update.

Current Odometer: 3,333
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.9 mpg
Average Fuel Economy (over the life of the vehicle): 7.9 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

After two years of driving, it was time again for an annual service. The good news is that we visited our local Ferrari dealer only for routine maintenance work instead of unexpected repairs. This was especially good news as Ferrari only sees fit to offer a 24-month warranty — not very generous by today's standards.

The bad news is that oil changes for Ferraris don't come cheap. Our 550 required 12 quarts of oil, six and a half hours of labor and a few miscellaneous parts, resulting in a bill of over $1,200! We also replaced a noisy engine cut-off valve that the dealer noted during a previous visit. As it was caught before the warranty expired, this was replaced at no charge.

Finally, the dealer looked at the front tire that we noted had been losing air in our last update. As we suspected, there was a nail in the tread. The dealer removed it and patched the tire at no charge.

As our 550 has been with us for two years now, we are starting to think about the best way to sell it. Most dealers don't take this type of vehicle unless offered as a trade-in. Instead, they will sell the car on consignment — with the dealer taking from 5 to 10 percent of the final sale price.

Checking prices, it looks like the 550 has lost around $20,000 of its value in the last 12 months; we expect to get in the high-$150,000 range if we elect to sell. Maranellos seem to be in short supply right now, so selling is an option we are seriously considering.

Check back in a few months to see what we decide.

Current Odometer: 3,515
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.4 mpg
Body Repair Costs: None
Maintenance Costs: $1,237.31
Problems: None

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

As we crossed over 4,000 miles on our long-term 550, we have encountered a series of minor problems:

First on the list was the warning light for the car's ASR (traction control system, that is). A visit to the dealer quickly diagnosed the problem: The system's sensor wire was broken; indeed, it looked to have been cut. While the problem was easy to find, its cause was more elusive. The sensor wire is in the engine compartment, on the driver side, near the firewall. Not an easy wire to cut, without opening the hood. More importantly, why would anyone want to cut the sensor wire in the first place?

We had the opportunity to discuss the issue with a Ferrari service representative. He mentioned that he had sometimes heard of "cut" wires turning out to be the work of rats. Apparently the furry critters enjoy the 550's warm engine compartment. In our case, an inspection of the sensor wire did indeed confirm an uneven cutting one might expect from teeth rather than wire cutters. Still, the evidence was circumstantial at best, so it remains something of a mystery…albeit a mystery that cost $351.93 to repair.

Secondly, we had the unfortunate experience of encountering one of Los Angeles' many potholes — one deep enough to put a nasty gouge in our passenger-side rear wheel. If you recall, several months back we replaced the 550's factory alloy wheels with a set of HRE three-piece modular wheels. These certainly improved the 550's appearance, but when damaged, introduced a unique problem: alloy wheels can be repaired fairly easily at any number of local repair shops — usually for a fee of around $100 to $150 — but these shops won't touch a steel-rimmed wheel like the HREs.

The solution was to remove the wheel and ship it back to HRE for repair. (We used the old factory wheel during the interim.) HRE replaced the steel rim and we had the wheel back in less than a week. But the bill was $450, plus shipping. The lesson here is obviously that when considering steel-rimmed wheels, be prepared for more complexity — and more cost — when repairs are needed.

We learned another small tip about wheels the hard way. The bolts used on the standard alloy wheels are considerably longer than those used with the HRE wheels. If we ever had a need to mount the spare tire, we would have been in trouble (we now carry a spare set of factory bolts in the 550's trunk).

Thirdly, a small piece of plastic trim that forms a bezel around a row of switches on the 550's dash developed a crack. Our dealer ordered a replacement part and it was quickly replaced. As the dash had to be disassembled to accomplish the replacement, the bill for this repair totaled $166.44.

And finally, while at the dealership, we asked the technician to take yet another look at the gas cap release mechanism. It repeatedly sticks, preventing the gas cover from opening (there is a manual release in the trunk). A repair was attempted, but at a subsequent gas stop, we still encountered problems; this time the gas cover wouldn't stay closed! At least the dealer did not charge for the attempted repair.

Current Odometer: 4,084
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.3 mpg
Body Repair Costs: $450
Maintenance Costs: $518.37
Problems: Broken traction control sensor wire triggered warning light; cracked dash switch bezel.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

We recently took our 550 on its longest trip to date. It was a fine drive, but first we have to report a strange electrical problem that left us stranded on California's Pacific Coast Highway.

It occurred when we took the 550 for a brief drive not far from our Santa Monica offices. The 550 hadn't been driven for a few days. It started a bit slowly, but seemed to idle OK. After a brief warm-up, we headed out for a short run up the coast. After a couple of miles, the car abruptly lost power and we coasted over to the right-hand lane. This was shortly after 9 a.m. Pacific Coast Highway is the daily commute road for Malibu residents — many of whom seem to travel into work at a rather late hour. PCH was still jammed, and our Ferrari blocking one of the three lanes was not helping.

We called Beverly Hills Ferrari, which promptly dispatched a flatbed truck to haul the 550 in for service. If you haven't witnessed the process, we can attest that getting any Ferrari onto the back of a flatbed truck is a delicate process. With most cars, a cable is attached and the car is hauled up a ramp onto the flatbed. With Ferraris, the front spoiler is far too low for anything so straightforward. The tow truck driver is forced to use a set of wood blocks that gradually raise the front end of the car so that there is enough clearance to allow the car to climb up the ramp without scraping.

Needless to say, it pays to have an operator who knows the drill.

The car was taken for a short drive to the dealership's service facility, and we awaited the diagnosis.

It was surprisingly simple: Apparently if the battery is weak, even though the engine is running, charging can place enough load on the engine that at low speeds it will stall. This seemed strange to us; after all, the engine was running. But Ferraris are sometimes strange beasts and after the dealership gave the battery a solid charge, we have driven the car a few hundred miles with no repeat of the problem. (Total bill for the charge — $484.60, including towing.)

On a positive note, we also asked the dealership to look again at a recalcitrant fuel-filler door and it is now working.

After the repairs were made, we decided to take the 550 on a weekend trip to see how the car felt as a long-distance tourer. The route we mapped out took us up the coast on Pacific Coast Highway, past Ventura and into the mountains along some twisty roads to visit the town of Ojai.

As you might expect, the 550 is a delightful road car. It tolerates freeway driving, but really excels when some interaction is called for — shifting the gears and leaning through the corners. Luggage capacity, while limited, is fine for a weekend away for two. Driving through the mountains with the ocean sparkling in the background and the exhaust note for aural accompaniment, one could almost feel transported to Italy.

With the extra mileage accumulated this update, we are coming up on our first major service. Our plan is to sell the 550 soon, but vehicles that have had their major service work completed are far easier to sell.

We will report on both in our next update.

Current Odometer: 4,481
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: $484.60
Problems: Engine stalled during a drive on PCH.

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

Road Test

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005

It was that time of year again: With our Ferrari 550 approaching 5,000 miles, it is due for its annual service. But before we get to our service experience we thought we would pass along a tip we "unofficially" picked up when visiting the Ferrari stand at the Los Angeles auto show.

We were sharing our thoughts with the Ferrari personnel regarding what we believed were two omissions with the 550. First, no trunk release that worked from outside the vehicle, and, second, no memory function for the power driver seat (valets and car wash people always seem to move the seat).

No solution for the trunk release was offered, but the fix for the memory issue was blindingly simple: After putting the seat in the "perfect" position, simply remove the fuse for the power seat. Voilà: Now no one can move the seat. Not exactly a solution in keeping with the 550's price point, but effective, nonetheless! Of course this could present its own problems if a valet driver is substantially larger or smaller than the car's owner….

Back to our service experience: The good news for this update was that we had no new problems to report. This visit to the dealer would be for nothing more than routine preventative maintenance.

Servicing any vehicle as suggested by the manufacturer is always a good idea. As we look at resale values with an idea of disposing of our 550, it is becoming clear that not only is servicing a good idea, but the proper documentation of the work performed is crucial. Not surprisingly, when buyers consider the purchase of a used Ferrari, they are looking for evidence that the vehicle has been well looked after.

With this in mind, we placed a call to Ferrari Beverly Hills, made an appointment and dropped the car off at the allotted time. As the car was close to reaching the 5,000-mile milestone, we asked that the 5,000-mile service be completed.

As we have noted, Ferraris are rarely an owner's primary transportation. As such, same day service is not expected, nor offered. Still, our routine work was completed in only a couple of days.

The complete work performed was as follows:

Change oil filter (2)
Change oil (12 quarts)
Change gearbox fluid (8 quarts)
Change air filter (2)
Top off antifreeze
Top off power steering fluid

Grand total (includes parts and labor): $1,459.08

As usual, servicing a Ferrari — even when it is routine servicing — is not for the financial faint of heart. We are also finding that news from the marketplace regarding how Ferraris are retaining their value is not good.

We will report on used Ferrari 550 value in detail in our next update.

Current Odometer: 4,645
Best Fuel Economy: 12.7 mpg
Worst Fuel Economy: 6.6 mpg
Average Fuel Economy (over the life of the vehicle): 8.1 mpg
Body Repair Costs: None
Maintenance Costs: $1,459.08
Problems: None

Introduction March 2002 April 2002 May 2002 June 2002 July 2002 August 2002 September 2002 October 2002 November 2002 December 2002 January 2003 February 2003 March 2003 April 2003 May 2003 September 2003 December 2003 March 2004 June 2004 September 2004 December 2004 June 2005