The late 1970s and 1980s were characterised by a period of corporate restructuring at Ferrari, which led to an increased focus on the company’s Formula 1 programme and resultant waning enthusiasm for other sporting activities. Consequently, the 1980s and early 1990s were lean years for Ferrari in endurance racing. Remarkably, at Le Mans–a race which they had previously won on nine occasions–the period from 1985 to 1993 passed without a single Ferrari contesting the race.

However, the constantly evolving nature of the sport–and Sports car racing in particular–mercifully rendered Ferrari’s absence from top-line endurance racing only temporary. The combination of the highly successful IMSA-based 333 SP Sportscar programme and a burgeoning GT racing scene in Europe heightened enthusiasm for a potential Ferrari “closed wheel” racing return; the company’s recently introduced 550 Maranello model representing the ideal basis for a car very much in the mould of its Competizione predecessors.

Eager to avoid compromising its existing Formula 1 or IMSA programmes, Ferrari offered cautious encouragement to several privately funded, 550 Maranello-based projects rather than opting to develop a car “in house”. French GT team Red Racing commissioned Italian Race and Rally specialists Italtecnica to develop a GT3-specification car as early as 1999; the programme subsequently being expanded to develop a contender for the top-level GT class in the 2000 FIA GT Championship. Italtecnica-built cars were campaigned initially by First Racing–with lamentable results–and subsequently by Team Rafanelli, with whom they achieved a handful of podium placings in the 2001 FIA GT Championship and 2002 American Le Mans Series.

However, from mid-2001 onwards the British Prodrive team joined the FIA GT Championship ranks with their self-developed 550 Maranello GTS; the project being almost entirely funded by French shipping magnate Frédéric Dor. Results were virtually immediate–with Rickard Rydell and Peter Kox taking victory in only the car’s second race–while in 2002, Prodrive-built cars won a further four FIA rounds and took class victory in the American Le Mans Series round at Laguna Seca. However, 2003 would prove to be the car’s breakout year, with Banbury-built chassis securing four ALMS victories, the FIA GT Championship and a GTS class win at Le Mans.

As the 2002 season had progressed–with increasingly encouraging, if somewhat belated results–Ferrari found themselves reappraising their future involvement in GT racing. Production of the 550 Maranello road car had ceased in late 2001, to be replaced by the evolutionary 575M in 2002. Such a transition therefore presented the factory with an ideal opportunity to assume responsibility for production of any future Competition derivative of the 575M, rather than permitting third parties to do so, as had been the case previously.

To this end, Ferrari themselves commissioned the Alfa Romeo-affiliated European Touring Car Championship team N.Technology to build two FIA-specification 550 Maranello chassis over the winter of 2002/2003. Dubbed the 550 Maranello GTC, these would effectively serve as prototypes for a factory-blessed–but still privateer-focussed–replacement, the 575M GTC. Both 550 GTC chassis–2102 and 2104–would be entrusted to loyal Ferrari customer team JMB Racing, and entered in selected rounds of the 2003 FIA GT Championship.

Chassis 2102–the car RM Sotheby’s are proud to offer here–made its race debut in the Donington 500 kilometres, the fifth round of the season. Christian Terrien, Philipp Peter, and Boris Derichebourg shared driving duties; the trio qualifying a respectable 13th out of 29 starters–albeit some 2.5 seconds adrift of the pole-sitting Chrysler Viper. However, a troubled race restricted them to 21st overall and 11th in class at the finish.

JMB’s next outing was in the Spa 24 Hours, in which half Championship points would be awarded at six and twelve hours, in addition to the customary full allocation at race distance. On this occasion, Babini and Derichebourg were joined in 2102 by Philipp Peter; their 10th place after qualifying reflecting their focus on race pace rather than outright speed. In the race, the notorious Ardennes weather played into the hands of the less powerful–but more controllable–N-GT class cars, with the Freisinger team’s Porsche 911 GT3-RS leading overall at the six-hour mark. However, a stellar first quarter of the race for the crew of 2102 saw them in second place overall and awarded maximum “six hour” points as GT class leaders; the trio remaining on the same lap as the Porsche.

After 12 hours, the Freisinger Porsche continue to lead, albeit with the Larbre Competition Chrysler Viper having taken over at the top of the GT class standings. A minor suspension issue had delayed 2102–costing almost 20 minutes–although the team remained in third place overall, and second in class. However, shortly before three-quarter distance, engine problems cruelly forced the Ferrari into retirement, albeit with the consolation of nine Championship points as a result of its impressive early race form. Remarkably, the diminutive Porsche clung on to take a memorable victory.

The Championship reconvened at Anderstorp in Sweden in early September, where proceedings reverted to the usual 500 kilometre “Sprint” race format. There, 2102 was once again entrusted to Babini and Peter; the pair duly qualifying in 10th position, alongside 2104, in ninth. However, once again a promising race position came to naught, for the car encountered a recurrence of the suspension issues suffered at Spa, and retired with 15 laps remaining.

If Anderstorp represented another disappointing weekend, then the eighth round of the Championship–at Oschersleben, two weeks later–would prove even more so. Babini and Peter remained as 2102’s nominated drivers, but an engine failure in qualifying prevented the car from starting the race. Thereafter, JMB switched over to the new N-Technology-built 575 Maranello GTC for the final two rounds of the Championship; this decision heralding the end of 2102’s brief contemporary racing career. Ironically, at the penultimate round of the Championship at Estoril, Babini and Peter drove their 575 to a richly-deserved overall victory; a result in which its luckless predecessor undoubtedly played a part.

Following the conclusion of the 2003 season, 2102 reverted to custody of Ferrari S.p.A, prior to its sale to avid Ferrari enthusiast–and sometime F40 GTE competitor–Piero Nappi in 2005. In his hands, the car competed extensively in the Campionato Italiano Velocità Montagna (Italian Speed Hill Climb Championship) over the next decade or more; the pair achieving some 40 group or class wins and securing GTM class titles in 2005, as well being highly competitive in the 2006 and 2014 seasons. As if to underline the significance of these achievements, the car’s accompanying history file includes a letter from Jean Todt, in which the then Ferrari CEO and Race Division General Manager offers Nappi his heartfelt congratulations.

In 2017, 2102 was acquired by its next owner who, remarkably, was the car’s second private owner. In his care, it has undergone a sympathetic restoration to its 2003 Spa 24 Hours livery. Since the car’s acquisition by the consignor, it benefitted from further expenditure in excess of €60,000. This included a comprehensive service with legendary Ferrari specialists Toni Auto of Maranello in November 2023, and extensive fabrication and pipework modifications by erstwhile 550 constructors Italtecnica in September 2024; the latter at a cost of some €26,450.

The car subsequently completed a brief shakedown test at Cremona, prior to its appearance at Ferrari’s Finali Mondiali celebrations at Imola in October 2024. Significantly, both engine and gearbox items have been rebuilt in recent years; the former by Autotecnica Motori in 2016 and the latter by acknowledged Hewland expert Steve Bannon in 2017.

Undoubtedly, and perhaps unwittingly, the 550 Maranello provided the catalyst for Ferrari’s long overdue official return to Endurance racing in 2006. It is believed that Italtecnica produced just five such chassis and Prodrive a further 12, while N.Technology were responsible for the two 550 GTCs and the subsequent factory-sanctioned run of 12 575M GTCs. Yet of these, only the N.Technology-built 550 GTCs can legitimately claim official factory backing and ownership; their truncated “even” chassis numbers reflecting their works-blessed status, and contrasting starkly with the lengthy production-type designations worn by Prodrive and Italtecnica-built variants.

Fusing superb engineering, sensational performance and classical “long nose” Ferrari GT styling, the 550 GTC bears all the hallmarks of a true Maranello great. In the case of 2102, these attributes are further augmented by its remarkable originality, comprehensive accompanying documentation–including the coveted Ferrari Classiche certification–and minimal ownership chain. Finally, its eligibility for all manner of historic race, demonstration and Concours events ensures that it remains a car of unparalleled versatility–and one in which the spirit of illustrious Ferrari Competizione cars of the past assuredly lives on.