The 2003 Ferrari Enzo combines 6.0L V12 (naturally aspirated) with RWD. Its catalog figures are 651 hp, 2,767 lb, and a starting price near $643K. The catalog lists 0–60 mph in 3.1 seconds and a 221 mph top speed.
Tap a trim to open its full page — specs, features, build configurator and a maintenance schedule tailored to that trim.
Performance, build, and ownership-cost composite.
The Enzo is Ferrari's answer to a question the segment keeps asking: how much performance can you make usable? The 2003 Ferrari Enzo combines 6.0L V12 (naturally aspirated) with RWD. Its catalog figures are 651 hp, 2,767 lb, and a starting price near $643K. The catalog lists 0–60 mph in 3.1 seconds and a 221 mph top speed.
Under the bonnet sits a 6.0L V12 (naturally aspirated), sending 651 hp to a RWD driveline. That's enough for 3.1 seconds to 60 mph and a 221 mph maximum — figures that say as much about the gearing and aerodynamics as they do about the engine. At roughly 2,767 lb it carries about 4.3 lb per horsepower, which is the number that actually predicts how it feels on a road rather than on a spec sheet.
A few things worth knowing mechanically. Dry weight — 2,767 lb.
Hypercars are the segment where engineering budgets stop being questioned: carbon structures, active aerodynamics and drivetrains developed for a production run measured in dozens rather than thousands. At around $643,330, the Enzo is priced as a considered, low-volume purchase, and our value score of 7.2/10 reflects what you get for that against its direct rivals rather than against the market as a whole.
What keeps it interesting is the coherence of the whole package rather than any single specification.
Practical guide for everything a new owner asks on day one — starting the car, finding the gear selector, drive modes, infotainment, driver aids, and easy-to-miss features.
Step on the brake, then press the red Engine Start button on the steering-wheel — left spoke. The car beeps, the cluster flashes, and the V8/V12 fires. On PHEV models (296/SF90), the start button engages eDrive silently; you must press 'eManettino → Performance' to wake the ICE.
Ferrari uses steering-wheel-mounted carbon paddles plus center-console buttons labeled R, Auto, M, and Launch — there is no traditional stick. Press the brake, then tap 'Auto' to engage drive or pull the right paddle to manually grab 1st. If you ordered the manual, the gate is dog-leg first-down on most performance variants — read the shift-knob diagram before you pull away cold.
If equipped, the car has at most a single 'Sport' button that firms the dampers and quickens throttle response — there is no scrollable mode menu, no Individual setup, and no software-defined dynamics.
Analog tach and speedo with a small digital LCD strip for trip, odometer, and warning messages. No fully reconfigurable digital cluster and no head-up display on most trims.
Factory audio is CD-based, sometimes with an optional in-dash navigation screen (DVD-ROM map disc). No CarPlay, no Android Auto, no app integration — Bluetooth phone pairing only appeared on the very last cars of this era.
Driver assistance is limited to the basics — ABS, traction control, and electronic stability control on most trims, with optional radar cruise control on late-era luxury cars. There is no lane-keep assist, no automatic emergency braking, no blind-spot monitoring, and no surround-view camera; drive with the same situational awareness you'd use in any analog performance car.
Premium unleaded (91 or 93 octane) is required on Ferrari performance models — the engine timing is set for it and lower octane causes audible knock and reduced power. Fuel-cap release is a button on the driver door panel; the cap is capless (just push the nozzle in).
Smart-key fob with remote lock/unlock and rolling-code immobilizer. No phone-as-key, no shareable digital credentials, no remote app start.
A few things every new owner tells us they wish they'd known on day one: