Every supercar needs an annual service, and that service costs far more than a mainstream car's. Expect a routine oil and inspection service to run into four figures at a main dealer, with the exact figure depending on the model, the engine, and whether the service is minor or major. Major services, typically due every few years, add items such as spark plugs, filters, and fluid changes, and can cost several times the annual figure. Independent specialists with the right tooling and training often charge less than main dealers, but supercar parts remain expensive wherever you go, and skipping a service to save money is a false economy: a missing stamp in the service history can cost far more in resale value than the service itself.

Tyres are the next major recurring cost. Supercars use wide, low-profile performance tyres that wear faster than ordinary tyres, and a full set can cost as much as a small used car. Driving style matters enormously: gentle road use can stretch a set across many thousands of miles, while track days can consume a set in a single weekend. Budget for tyres as a regular expense, not a surprise, and check pressures and alignment frequently, since incorrect alignment scrubs expensive rubber quickly. Wheel damage is another quiet cost: low-profile tyres offer little protection against potholes, and a cracked wheel or bent rim is a common and costly repair.

Brakes deserve their own budget line, especially on cars fitted with carbon-ceramic discs. These brakes last far longer than steel brakes under road use and resist fade on track, but when they do need replacement, the bill is substantial, often many times the cost of a steel setup. Brake pads wear faster and should be checked at every service, and track use accelerates both pad and disc wear dramatically. Insurance is similarly significant: premiums reflect the car's value, repair costs, and theft appeal, and they vary widely by driver age, location, and annual mileage. Agreed-value cover, which pays a pre-set figure rather than a depreciated market value, is worth considering for any supercar, and limited-mileage policies can reduce premiums for cars that are not daily driven.

Then there are the costs buyers routinely forget. Fuel consumption is high, and premium fuel is effectively mandatory, so even modest mileage adds up. Storage matters too: a secure, dry garage is essential, and a climate-controlled facility costs more but protects the car. Detailing, paint protection maintenance, and minor cosmetic repairs keep the car presentable and protect resale value, and consumables such as batteries, which drain faster on cars with complex electronics, need periodic replacement. Add these together and the realistic annual running cost for a typical supercar, excluding depreciation, runs well into five figures for most owners.

Depreciation often dwarfs every other cost, though it is the easiest to ignore because it is not a bill. Most supercars lose a significant share of their value in the first few years, while limited-production models and certain sought-after variants can hold their value or even appreciate. Mileage, colour, specification, and service history all influence resale, and unusual specifications can either help or hurt depending on buyer taste. The practical lesson is to buy the car you can afford to run, not just the car you can afford to buy, and to treat depreciation as part of the yearly cost when comparing models. A slightly less exotic car that you drive and enjoy often costs less overall than a rarer car that sits unused because every mile feels expensive.