Ferrari N.V.

Exor N.V., the holding company of the Agnelli-Elkann family, holds the largest single voting stake in Ferrari, currently around 24% of equity and over 36% of voting rights. Exor was a legacy Fiat holding company that spun off Ferrari in 2015 through a public listing engineered under Sergio Marchionne, with shares distributed to Fiat Chrysler Automobiles shareholders. Piero Ferrari, son of founder Enzo Ferrari, owns approximately 10% of the voting shares personally, making the combination of Exor and Piero Ferrari joint controlling shareholders.

Ferrari N.V. adopted the Dutch parent-company structure in connection with its Fiat Chrysler separation and 2015 IPO, with fiscal domicile in the United Kingdom for tax purposes and the Italian operating company as the primary manufacturing and commercial entity. Dutch incorporation is common among European-listed industrial firms for governance and shareholder-rights flexibility. The operational base — factories, R&D, Scuderia Ferrari racing — remains in Maranello, Italy, with the Italian subsidiary employing the vast majority of staff.

Ferrari itself does not operate a published corporate venture-capital arm or institutional family-office division. However, its controlling shareholder Exor N.V. runs an active private-investment portfolio through Exor Ventures and has taken positions in companies like Via Transportation and Stellantis — all separate from Ferrari's corporate treasury. Ferrari's own capital allocation focuses on factory electrification, powertrain development, and brand-controlled retail distribution.

Scuderia Ferrari is a wholly owned division that generates revenue through Formula One World Championship prize money, commercial sponsorship agreements including the long-standing Philip Morris International partnership that has endured for decades, and indirectly through brand-value amplification that supports vehicle pricing and consumer-goods licensing. Because Formula One operates under a cost-cap for chassis-related spending since 2021, Ferrari's power unit supply to customer teams also generates independent revenue, making the racing arm a self-financing and occasionally profitable unit rather than a pure marketing cost center.

Ferrari explicitly syndicates vehicle allocations to preserve exclusivity: in most markets the firm supplies fewer cars than current orders would absorb, creating a deliberate multi-year waiting list. This controlled-volume strategy is a core element of the Ferrari brand model and is reinforced by production limits that the company commits to investors during earnings calls. Unlike volume luxury auto manufacturers, Ferrari has historically declined to satisfy short-term demand if it would erode residual values or exclusivity metrics.

Ferrari's public energy-transition investments are primarily the electrification of its own product line — a first fully electric model in 2025, plug-in hybrid models already in the lineup including the SF90 Stradale and 296 GTB — and the construction of the Maranello 'e-building' for battery and inverter production. The firm has explored synthetic fuels as a complementary pathway for maintaining combustion engines in both racing and road cars. Ferrari does not currently publish a standalone clean-energy venture portfolio.