I recently had the chance to get up close to a Ferrari Enzo, poking around it from front to back, documenting all the cool quirks and interesting features. I didn’t drive it, but I think you’ll agree a more thorough tour has not yet been given. Most Enzo owners probably don’t know some of the stuff I’ve mentioned. Then again, most Enzo owners never drive their cars.
And the one I examined was no different. This Enzo had covered just 2,500 kilometers since it was sold new in 2004, which translates to roughly 1,550 miles — or just over 100 per year. It was sold new in Japan and eventually made its way to Australia, where I drove it courtesy of Dutton Garage in Melbourne — a dealership with some truly impressive inventory and an excellent personal collection as well.
And so I must start the presentation of quirks in one of the most bizarre ways, and that would be telling you that the Enzo is not named what you think it is. Even though we all call it the Ferrari Enzo, Ferrari’s intent was that it be called the “Enzo Ferrari,” as it’s named after the founder of the company. So their hope was that people would not refer to it as the Ferrari Enzo, but rather the Enzo Ferrari, much in the same way they hope people call the LaFerrari simply “LaFerrari,” and not “the LaFerrari” or the “Ferrari LaFerrari.” Of course, for the Enzo, everyone has pretty much ignored this edict, and so we call it the Ferrari Enzo. But that wasn’t the plan.
Beyond the name, let’s discuss values. When the Enzo was new, the original MSRP was around $650,000, which made it — by far — the most expensive Ferrari ever sold. Immediately after the Enzo sold out (it was only offered to people who were invited to buy it), speculation started; the first “used” Enzo models sold for over $1 million, and prices have been going up from there. These days, it’s not uncommon to see Enzo models listed for $2.5-$3 million, or roughly four to five times the original value from 15 years ago. Needless to say, the Enzo never depreciated.
Anyway, our next quirk is the Enzo’s styling. The rear overhang is quite short, like in most performance cars, but the front overhang is massive and ridiculous; it seems there are about two feet between the front wheel and the tip of the car. I’ve never really understood why this happened, though I suspect it’s because they wanted the car’s styling to mimic the Ferrari Formula 1 car. The result is a long, pointy front storage compartment which contains a tremendously small cargo area and also a few tools — including the wheel center-lock removal tool, the jack and a toolkit with spare bulbs, as if you’re going to replace your broken turn signal at the roadside in your Enzo.
Not surprisingly, there are also some quirks in back. When you open the engine cover, you realize there’s not a normal prop that’s set on the underside of the hood; instead, the prop is attached to the engine, and setting it in place requires removing it completely and sticking it inside two holes specifically designed for its placement. The prop also includes a nice, thoughtful piece of cloth in case it gets warm. Opening the engine cover reveals the glorious engine, but also another interesting touch: inboard suspension, with the shocks arranged horizontally between the engine and the rear bumper.
But the most interesting quirks of the Enzo come inside the cabin. There’s no fancy infotainment screen, for instance: The middle of the dashboard contains only the climate controls and four simple buttons, each with an obvious function. Oddly, despite this, there’s a screen in the gauge cluster; it was highly advanced for its time, and it shows various vehicle temperatures, along with the odometer, some trip odometer data and my personal favorite item: a top-down view of the Enzo that lights up various parts in red if they’re open — such as the doors, the engine compartment or the front storage compartment.
There are other unusual interior items, too — like the fact that the “floor mats” are actually rubber pieces mounted directly on the carbon fiber, so you can’t remove them. The mirrors are mounted on the front fenders, so they don’t move with the doors — a very odd sensation when you’re behind the wheel. There’s a front-axle lifter system to help the car clear bumps — that’s normal — but it sounds absolutely bizarre as it raises into position, like some sort of animal is screaming underneath the car. And then there’s my favorite interior quirk: the window rollers. The Enzo doesn’t have power windows, but rather manual crank windows that roll up and down in an unusual circular pattern mounted on the doors. I’ve never seen anything like it, but I love it.
I also love the Enzo. I would’ve enjoyed a chance to drive the car, but I’m glad I got to poke around it and find all the weirdnesses — and, naturally, there were many. But no matter how weird it is, the Enzo will always be one of the all-time greats; one of the five modern Ferrari supercars. The $3 million car with the strange window rollers. Find a Ferrari Enzo for sale
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