Who owns Ferrari? The real story behind the prancing horse
Short answer for anyone who’s ever argued this at a dinner table: Ferrari is a publicly traded company called Ferrari N.V., and the biggest shareholder is Exor N.V.—the Agnelli family holding company. Piero Ferrari (Enzo’s son) is the largest individual shareholder. The rest is held by institutional and retail investors. That’s the clean version. The longer version is more interesting—because nothing about Maranello is simple, or dull.
Founded by the relentless Ferrari Enzo, the marque grew from a race team into the most valuable name in performance. I’ve driven enough of them to know: the badge buys you drama before you’ve even thumbed the starter.
Who owns Ferrari today?
As of 2025:
- Exor N.V. (Agnelli family) is the largest shareholder.
- Piero Ferrari holds a significant minority stake.
- The balance is publicly traded on the NYSE and Euronext under ticker RACE.
This setup dates back to Ferrari’s spin-off from Fiat Chrysler Automobiles in 2016. The company is headquartered in Maranello, still very much the spiritual and physical home. Benedetto Vigna, a tech-leaning chief with a microelectronics background, has been steering the ship since 2021—and you can feel the silicon in the strategy.
Who owns Ferrari vs rivals: ownership snapshot
| Brand | Ownership today | Largest shareholder(s) | Ticker (if any) |
|---|---|---|---|
| Ferrari | Public company (Ferrari N.V.) | Exor N.V.; Piero Ferrari; public float | RACE (NYSE/Euronext) |
| Lamborghini | Subsidiary within Audi/VW Group | Volkswagen Group (via Audi) | — |
| Aston Martin | Public company | Yew Tree (Stroll consortium), Geely, others | AML (LSE) |
| McLaren | Private company | Mumtalakat (Bahrain) and partners | — |
Ferrari’s history: from race shop to royalty
It started in 1939 in Maranello. Racing first, road cars second—that was Enzo’s playbook. The early wins funded the dream, and by the time Ferrari road cars hit their stride, the formula was set: racing tech, sculpted bodies, and a soundtrack that made even non-car people look up from their gelato.
That motorsport DNA still runs hot. I noticed it the first time I drove a mid-engined V8 on a tight mountain pass—steering alive in your fingers, the chassis reading the road like Braille.
Ferrari evolution: icons and rivalries
The F40 remains the poster on the garage wall. Raw, turbocharged, and more honest than most modern cars dare to be. Then there’s the cultural rivalry immortalized in “Ford v Ferrari.” Yes, Hollywood took liberties, but the Le Mans grit is accurate: Ferrari’s pride, Ford’s resources, and a finish that still stings in Maranello lore.
Ferrari engineering: the current range
When I sampled the modern lineup, a few things stood out right away: throttle response that feels telepathic, and dampers that take the sting out of broken tarmac without losing the edge.
- SF90 Stradale: plug-in hybrid, nearly 1,000 hp combined, Ferrari-quick (think mid-2s to 60 mph, factory claim). Track toy in a tux.
- 296 GTB/GTS: V6 PHEV with around 819 hp. Smaller engine, bigger grin. Sounds better than you expect.
- 812 Superfast/Competizione: front V12, old-school drama with new-school grip. 789 hp and a voice like La Scala.
- Roma: twin-turbo V8, 612 hp, sleek and understated. Feels right for a Milan evening or a long Sunday blast.
- F8 Tributo and the beloved 458 lineage: pure V8 joy, steering you’ll miss in anything else.
And yes, the brand now does practicality—well, Ferrari practicality.
Ferrari SUV? Meet the Purosangue
I was skeptical. Then I tried one on a pockmarked back road. The bumpy road mode actually works, and the naturally aspirated V12 hangs on to the old magic. Four doors, sure, but it still feels distinctly Ferrari in the way it shrinks around you at pace.
Behind the theater is nerdy detail: engineers obsess over aerodynamics and rolling resistance (especially under WLTP testing) because less drag equals more speed and efficiency—on road and on paper.
Ferrari models: Testarossa and the icons
The Testarossa still stops traffic—side strakes, pop-up lights, pure 80s charisma. Not the quickest by today’s numbers, but there’s a gravity to it. It’s not just design; it’s attitude.
Design, aero, and that prancing horse
The yellow shield with the cavallino rampante is a promise: performance first. Enzo’s stamp is everywhere—from the 250 GTO to LaFerrari. Even the underbody work matters: diffusers, ducting, and finely tuned airflow keep Ferraris stable at intolerably naughty speeds. Quiet enough, at a cruise, to hear your kids arguing in the back of a GTC4Lusso. Ask me how I know.
Best Ferrari Floor Mats — Autowin picks
If you’re dressing up a cabin, little details matter. I’ve seen some aftermarket tat over the years—these aren’t that. Autowin premium floor mats fit cleanly and don’t shout. They’re a nice touch in a Ferrari California or an 812 daily driver. Track days? Maybe leave the plush ones at home and keep the originals—just being honest.
Future Ferrari: electrification without losing the plot
Ferrari’s roadmap calls for a growing share of hybrids and its first full EV, while keeping the soul intact. The SF90 proved hybrid doesn’t mean sterile; the 296 shows downsizing can still thrill. Testing under WLTP keeps everyone honest on emissions and efficiency, but the brand’s focus remains drivability—how the car feels when you’re threading a series of third-gear corners.
Exploring Ferrari models
Driving conditions shape every Ferrari. City center with speed bumps? Soft damper mode, job done. Alpine pass? The steering wakes up, brakes summon guardrail-bending resolve, and the e-diff does quiet miracles. The rear diffuser isn’t just pretty carbon—it reduces drag and adds stability when the world goes blurry.
Bonus: the newer hybrids sip fuel a bit more gently and cut CO2 without killing the character. That’s the trick, isn’t it?
Innovation in Ferrari engineering
Whether it’s a 488 that blurs the horizon or a four-seat FF that hauls skis and egos, Ferrari’s secret sauce is calibration. Power, pedal, gearbox, and chassis all speak the same language. If you’re shopping used or classic, go through reputable specialists—Ferraris reward provenance and proper maintenance.
Looking to browse? Some enthusiasts use established dealers (AJ Ferrari has been mentioned to me by a few owners, for example) to source the right spec and history.
Ferrari highlights at a glance
- Heritage: started on track, still races to win
- Engineering: aero-mad, hybrid-savvy, V12-stubborn (in the best way)
- Ownership: public company with Exor as the largest shareholder
- Lineup: from Roma elegance to SF90 fireworks—and a V12 Purosangue
So, who owns Ferrari? The takeaway
If someone asks “Who owns Ferrari?” the grown-up answer is: Ferrari N.V. is publicly traded, Exor N.V. is the largest shareholder, Piero Ferrari is a key individual holder, and the rest is spread across investors worldwide. The spirit, though—that still belongs to Maranello, and to anyone who’s ever felt a Ferrari wake up beneath them.
FAQ: Who owns Ferrari and more
Who is the owner of Ferrari?
No single person. Ferrari N.V. is a public company. Exor N.V. (Agnelli family) is the largest shareholder, with Piero Ferrari holding a significant individual stake.
Is Ferrari still independent from other car groups?
Yes. Since the 2016 spin-off from Fiat Chrysler Automobiles, Ferrari has been independent and publicly listed.
Does Ferrari still build V12s?
Yes. The 812 series and Purosangue keep the naturally aspirated V12 alive, alongside hybrids like the SF90 and 296.
Where are Ferraris made?
Maranello, Italy. Engines and most magic still happen there.
Is the Purosangue a “real” Ferrari?
Drive one. The steering, throttle tuning, and chassis say yes. The extra doors just make school runs more theatrical.
