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The Art of Preserving Automotive Greatness
Some companies build good products, some exist because somebody cared perhaps just a little bit too much. Then there is Amalgam Collection.
May 29, 2026
There’s something oddly fascinating about flicking through old classified adverts, and that’s exactly what we've done for this article, revisiting Supercar Driver magazines from 10ish years ago to dig out classifieds and see how today’s prices compare.
Back in the mid-2010s, many of these cars already felt expensive, unobtainable and in some cases borderline irrational. Some people would have said you were mad for spending £200,000 on a Challenge Stradale because it was old news, the Speciale was infinitely better, but now, you’d be laughing all the way to the bank, or to get some hearing aids made if you’d ever blasted it through a tunnel.
Fast forward a decade, and some suddenly look like the bargain of the century, while others have taken the depreciation hit many expected all along. Some results are predictable. Others are completely ridiculous. This article was getting pretty lengthy, so we’ve decided to split it into a few separate installments. Today’s focuses purely on the hottest topic of the market — Ferrari. Here goes.
The Ferrari 360 Challenge Stradale might be one of the clearest examples of the analogue Ferrari boom. Ten years ago, people respected them. Now they absolutely obsess over them. Our figures are a little skewed as the first example was left-hand-drive while the second is right-hand-drive, but the rise has still been epic.
Why? Because the Challenge Stradale sits right in the sweet spot: lightweight, naturally aspirated, compact by modern standards and raw enough to feel genuinely intoxicating. The stripped-back cabin, carbon bucket seats and screaming 8,500rpm V8 look like a recipe Ferrari may never repeat, and it’s all the more special for it.
Auction results tell the same story. RM Sotheby’s sold a Tour de France Blue stripe-delete car post-auction in Miami 2025 after estimating it at $375k–$425k, while Monaco 2024 saw a higher-mileage example achieve €241,250. As with other lightweight Ferraris, the last year has seen a second boom in prices, and UK cars are now comfortably into serious collection territory, with this launch-spec, right-hand-drive car listed at a smidge under £450,000.
It hasn't quite gone to the moon yet, but the Scud has gotten well on its way recently. For years, people either wanted a 360 Challenge Stradale or a 458 Speciale, while the 430 Scuderia sat in between, relatively in the shadows. It’s one of my favourite driving cars of all time. I screamed about how good they are on a couple of videos we did, and finally others are starting to realise the magic of the Scud.
The reason is simple: it represents the peak of Ferrari’s naturally aspirated single-clutch era. Everything about it feels angry — the shifts, the noise, the steering, the way the car seems to vibrate with intent. Modern turbocharged Ferraris are objectively quicker, but very few feel this alive, and whilst a 360 CS is even more raw, it’s also more compromised.
Examples have become increasingly hard to find, and not one is listed with our dealer partners or on Autotrader right now, and values have soared accordingly. Ultra-low-mileage examples now trade for astonishing money, with RM Sotheby’s Arizona 2025 selling a 673-mile car for $434,000, and a car with an admirable 42,000 km on the clock recently sold at RM Sotheby’s Monaco 2026 for €359,375.
Much like its tin-top brother, the market has completely lost its mind over the Scuderia Spider 16M, and whilst they fetched around double the price of a regular Scud back in 2016, the same is still true. Back in 2015, £260k felt like a lot for what many people saw as “just a convertible Scuderia”. Fast forward to now, and the best examples are flirting with seven figures.
RM Sotheby’s sold one for $907,000 in Arizona 2026, while another achieved $1.1m at Cavallino Palm Beach. The really telling thing, though, is how usable examples have climbed too. This isn’t just collectors manipulating ultra-low-mile cars anymore — the entire market has shifted upwards.
Following on from the 16M, the 458 Speciale A was always going to be collectable. The surprise is just how quickly it escalated.
At launch, half a million pounds already felt absurd for a V8 Ferrari, and much like the Scud, people thought it was silly to spend more than double for the convertible version. But as enthusiasts slowly realised the 458 was the last naturally aspirated mid-engined V8 Ferrari, values went even more ballistic. Add limited Aperta production, and the Speciale A suddenly became one of the defining modern Ferraris.
Today, collector-grade examples are well into hypercar territory financially. Nearly £1.5m for a delivery-mile car would’ve sounded completely fictional a decade ago, but here we are.
The Ferrari F355 has quietly transitioned from “old Ferrari with expensive bills” into genuine modern classic territory, but their big boom in value happened a bit earlier in the 2010s than we’ve been looking at, and back in 2015, six-figure F355s still felt ambitious — even manuals.
This car does have higher mileage than the one from a decade ago, but still, especially when accounting for inflation, the F355 hasn’t continued quite in the manner many speculators would have hoped. Today, values have remained strong but stable as enthusiasts chase the last truly delicate, compact-feeling V8 Ferraris, but the real money chases the lightweights.
The gated manual market has obviously dragged the entire F355 range upwards, and the market varies wildly depending on mileage, condition and gearbox, but even F1 variants now enjoy far stronger demand than they once did. Importantly, they remain at the sort of money where you can actually drive them, and especially since Ferrari’s latest controversial release, people have finally remembered just how pretty they are.
Not every Ferrari became a retirement fund. The Ferrari 488 Spider has followed a much more traditional depreciation curve.
That’s not because it’s a bad car — far from it. The 488 is devastatingly fast and arguably more usable and objectively better than the 458, but turbocharging fundamentally changed the emotional appeal for many buyers.
As values of special naturally aspirated Ferraris exploded, and the 488’s predecessors held strong, the 488 became caught in an awkward middle ground: too modern to feel analogue, too turbocharged to become instantly collectable. As a result, it now looks like a lot of performance for the money.
The Ferrari 599 GTO was once viewed as slightly mad: a giant front-engined Ferrari with a brutal gearbox and an aggressive setup that was pretty darn intimidating. Now? Still the same, but it’s all the more revered.
Collectors increasingly see the 599 GTO as the last truly unhinged naturally aspirated V12 Ferrari before the brand became more polished and digital. The combination of limited numbers, enormous power and old-school Ferrari drama has pushed values close to doubling over the last decade, now comfortably knocking on the door of £1 million for low-mileage cars.
Interestingly, the Ferrari Dino 246 GT hasn’t exploded in the same way as some modern-era Ferraris. Part of that is because the Dino market already surged heavily before 2015. But while values may appear relatively stable on paper, the Dino remains one of the most universally admired Ferraris ever built. Tiny dimensions, gorgeous proportions and delicate steering give it an entirely different character to modern Ferraris.
The fact it’s “only” moved modestly compared to cars like the F40 probably says more about how overheated parts of the modern collector market have become. You’d think that, long-term, a Dino couldn’t possibly be a bad bet.
Unsurprisingly, the Ferrari F40 market has gone completely berserk. Back in 2015, three-quarters of a million pounds still felt enormous for an F40. Heck, we even know people who bought them for figures starting with a 2, and we don’t mean million! Today, the very best cars are worth four times the £750,000 Tom Hartley asked for this example.
Early “non-cat, non-adjust” cars and ultra-original examples have become the holy grail for collectors chasing purity and provenance. RM Sotheby’s Monaco 2026 saw a 1,799km example sell for a staggering €4.3m. And the truly wild part is how quickly the market accelerated. Not long ago, a £1m F40 was headline-worthy. Now that feels almost quaint.
The Ferrari Enzo has moved from expensive hypercar to full-blown automotive artwork. For years, Enzos hovered around the $3m–$4m mark and felt relatively stable. Then the market suddenly detonated. RM Sotheby’s Arizona 2026 sold a 746-mile car for $9.3m (£6.9m), while Paris 2026 saw another achieve nearly $10m (£7.4m). Even a 12,000-mile car achieved €7,652,000 (£6.6m), over £5 million more than our original example from Tom Hartley with similar mileage.
Collectors now view the Enzo as one of the defining hypercars of the 2000s: naturally aspirated V12, Formula 1 influence, lightweight carbon construction and absolutely no interest whatsoever in comfort. Combine that with just 400 ever being built, named after the company’s illustrious founder, and it’s no surprise the Enzo has become one of the most sought-after Ferraris of all time.
