Market Prices 575 Manual vs 575 F1 (conversion costs) vs 550?

I don’t know, kinda apples to oranges. People may have all sorts of weird ideas, but the bottom line is a manual conversion is nowhere near that level of surgery and is reversible.

 

Especially when it uses factory parts in factory-built locations.

 

I was watching the auction on youtube and was amazed that the practically had no bidder they just had on opening bid of $100k and where asking $125k for the next bid there was just one more for $110. they failed to talk about how special a manual transmission is on a 575 and just talk about a service that included the conversion for $40k. So clearly RM was the wrong venue for this car.
Also for reference this same car was sold in 2022 at worldwide auctioneers auburn 2022 and sold for 128.800 before being converted

 

I haven't followed the gated/F1/converted market as close as others have, but things like this seem to prove there will always be outliers and other factors that skew the overall selection. Have there really even been enough sales and auctions of converted cars out there yet to establish any trends yet? These were hot when everything was hot, now the market across many models has definately cooled. I don't see thst as a confirmed anything yet.

 

I think you’re correct. The only things that really have continued seemingly unabated are 80’s-1990’s 911s.

 

That’s the coolest SA I’ve seen, LOVE the mileage

 

No kidding! I bet that trunk has even seen some groceries!

 

Titanium exhaust system with HGTC? Since I have Superamerica HGTC mufflers on mine, guess I should go check.

 

Factory HGTC mufflers were stainless from factory (as curiosity prompted me to test the set in my parts collection for just that)

 

Yup, no titanium on any Superamerica OEM exhausts.

 

What an incredible thread! As a bit of a newbie here, I just want to say how much I appreciate the wealth of knowledge being shared. The depth of insight, both technical and practical, is truly impressive, so thank you to everyone who contributes.

I am currently preparing my 1988 Testarossa for sale (a bittersweet process, to say the least) while researching the 550/575 as a more comfortable next step. The appeal of something a little more user-friendly is growing on me especially when ingress and egress won't feel like a full-body workout!

As many of you have pointed out, converting an F1 575M to an S6 can sometimes land at a total cost below that of an equivalent 550, which makes it an intriguing option. That said, my budget is tied somewhat to the sale of my TR, so I am weighing all options carefully.

One question I would love to get insight on is the clutch pressure on a converted 575M or a 550 for someone with, let's just say, knees that have seen better days.
Is it something that could be lived with comfortably, or is it still a bit of a workout?

Again, I appreciate the collective wisdom here. Thanks in advance for any thoughts, and I look forward to learning more!

 

Great. I don't find the Testarossa onerous, just concerned some of the aftermarket conversions like EAG, etc, may be aggressive.
On another variation, other than the design preference and more sporting 575 drive, would the 612 not represent great value for conversion?

 

The 550 clutch has a heavy feel compared to a C5 corvette. Some of that heavy feel is a 25 year old pressure plate bound up with mix of corrosion and clutch lining dust. I think the 550 clutch is manageable as long as not sitting in traffic. I'd rather go F1 shifter if I did a lot of traffic. I don't want any clutch car in traffic.

 

Outstanding, Len. Best of luck on your journey.
I have an '87 TR, 99 550 and 07 EAG converted 599. All three are very similar in feel, can't say one takes more effort than the others. The 599 might be a hair lighter, but could be due to a variety of factors including age, but overall from my experience I don't think you have anything to worry about. Generally, the more modern models have a lighter feel all around.

 

Man, it’s a good (and terrible) thing I didn’t see that Monza 550 auction. That’s pretty much a dream spec for me and damn if that price isn’t reasonable…!!

 

Errr, well…the interior is a bit of an acquired taste, maybe. I’d prefer all cream

 

The my converted 575 feels just like the 550 - perhaps a little lighter, in fact.

 

An absolutely incredible trio—you’re clearly living the dream! But if you had to pick just one (no ‘three kids, can’t choose a favorite’ loophole), which one gets the forever spot in the garage?

 

I’m a lucky swine for sure. The keeper is actually the one I didn’t mention; my 512 BB. To me, the best looking Ferrari ever, the last carbureted 12 cylinder from Maranello, the one I’ve loved the longest. If she could have a room mate, it would be the nine-nine.

 

Understood. Your BB, with its divine lines and raw, unfiltered character, truly embodies the essence of Enzo’s vision.

If your 599 hadn’t been converted would you still choose it over the 550 or 575 as a stablemate to the BB?

Reflecting on my time past decades ago as a fellow Countach (88) owner, I vividly recall the visceral thrill of pressing the throttle and hearing the immediate clackety-clack of the mechanical linkage. Along with the symphony of a dozen ventures sucking air right behind my ears
 came an unparalleled visceral feeling
 as you shifted up to the scream of the V12.

I would assume the 512 BB has a similar mechanical purity with the flat-12 engine and similar downdraft Webers. Both machines epitomize an era where driving was a committed, unmediated experience.

Will Gen [ ] ever comprehend?

 

There is nothing like those Weber carbs. We named our first dog Weber (RIP).
I only bought the nine-nine to convert it. Personally, the auto/paddles don't do it for me, I'd chose the 550 yes.