Completed on 29 January 2003 and delivered new to Ferrari UK in Thorpe, Surrey, this 575M is one of just 182 UK-supplied cars, of which only 14 were finished in Metallic Silver Grey (Argento Nürburgring 101/C). First registered to Ferrari UK / Maranello Concessionaires Ltd on 1 March 2003 as their own demonstrator, the car carried a list price of £160,845 – the F1 gearbox alone being a £6,495 premium over the manual.
Factory options include the desirable Fiorano Handling Pack (10mm lower ride height, taughter anti-roll bar, revised suspension and steering ECUs, red callipers with uprated pads)

Additionally optioned with;
o 19” modular rims
o Enamel Scuderia wing shields
o Road legal roll bar
o Uprated eight speaker sound system
o Fire extinguisher
o Extended Blu Scuro leather trim.

The car passed to its first private owner in May 2003 and has since enjoyed careful long-term ownership, with a total of just five keepers over 22 years. Its penultimate owner, a Cheshire-based company director, bought it in 2015 with 23,000 miles, entrusting Stratstone Ferrari with three services despite driving only 1,000 miles in three years. The last keeper, a Wiltshire company director, acquired it in February 2019 with 24,000 miles and commissioned a Tubi-style sports exhaust .
Today the car shows just 26,600 miles and has recently benefited from a major service, including cam belts, auxiliary belts, four new tyres (305-section rears), and fresh TPMS sensors.
A rare, UK-supplied 575M in an understated yet highly desirable specification, freshly serviced and ready to be enjoyed.

As with all Ferraris, the heart of this model is the engine, in which the 575 is an abbreviation of the larger 5,750 cc effective displacement which has resulted in a subsequent increase in power and torque, long the marque’s main development goals. In characteristic Ferrari terminology, the M stands for “modified,” meaning that all round performance has been improved. Overall performance in particular has been worked on, backed up by more advanced vehicle dynamics and the introduction of the F1-style gear change in a road-going Ferrari V12 for the very first time.

The Model
The features that made the 575M Maranello unique were all referred to in its name. The 575 indicated the fact that its effective displacement had been boosted from 5500 to 5750 cc which resulted in a subsequent increase in power and torque, long the marque’s main development goals. In line with traditional Ferrari terminology, the M stood for “modified,” meaning that all round performance had been boosted. Apart from the work done on the engine, this was also the very first time that an F1-style gearbox had been used on road-going Ferrari V12 too. It was decided not to modify the beautifully sober and balanced styling of the 550 which had earned it instant classic status and which was actually perfectly in tune with Ferrari’s return to the high performance front-engined berlinetta scene.
The only modifications were as the result of the 575’s greater technical demands: newly-designed air intakes on the new front end for refined aerodynamic and fluid-dynamic efficiency, and a new treatment for the front spoiler. Lastly, the headlamp clusters were redesigned with a car-coloured body and grey surround with xenon technology for the dipped beam as standard, and headlamp washers. Aerodynamically, the final flourish was the honing of the airflows around the wheels and the addition of small fairings to reduce drag. Every last detail of the underbody was also lovingly sculpted to generate downforce whilst cutting drag.


The Engine
The 575M Maranello’s 12-cylinder engine retained its predecessor’s 65 degree vee angle, twin overhead cams, four valves per cylinder, light alloy engine block, heads and oil tank, and dry sump lubrication with two scavenge and one sender pump, double filter, separate tank and individual radiators.
The engineers’ goal with the 575M Maranello’s V12 was simply to increase both power curve and torque. The result is that it had a new maximum power output of 515 hp (379 kW) at 7250 rpm and maximum torque of 60 kgm at 5250 rpm (588.6 Nm). Mid-range torque also increased by 1.5 kgm between 1000 and 4000 rpm compared to the 550 Maranello’s engine. These improvements were achieved by a plethora of modifications to the 12-cylinder, most notably: increased capacity, higher compression ratio, new intake fluid-dynamics, and overall improvement of engine efficiency and management.
F1 Characteristics
The 575M Maranello also boasted optimal weight distribution, with a 50-50 split between the axles with the driver onboard. This came courtesy of its transaxle design which saw the rear-mounted gearbox in unit with the limited-slip differential. The 575M Maranello’s transmission sported the electro-hydraulic F1 control unit mounted at the rear of the car. This minimised response time and guaranteed optimal operating temperatures.
The F1 gearchange on the 575M Maranello was optimised to be used via the manual levers mounted on the back of the steering wheel, as direct driver (rather than automatic) control guaranteed the most responsive driving in press-on situations. The driver had two main manaual gear-shifting strategies available to him via the console-mounted controls: Sport which offered faster sportier shifting and one aimed at a more laidback driving style, both of which affected damper control too.
The F1-style gearbox used on the 575M Maranello cut gear-shifting times and offered damper control during gear changes. Ferrari designed the electro-hydraulic gearbox to be mainly manually actuated using the steering wheel-mounted paddles but two complimentary modes were also made available: Automatic and Low Grip.


The Chassis
Chassis-wise, one of the features that most influenced the car’s behaviour on the road was the new high performance adaptive damping system which independently controlled damping on all four wheels and varied ride height.
There were two settings: Sport, which optimised traction in high performance situations, and Comfort which offered a smoother, more bump-free ride. The brakes were modified too to suit the 575M Maranello’s superior performance with faster, more efficient response under braking and better fade resistance. Improvements focused mainly on: better ventilation, new pad material (Ferodo HP1000), reduced brake pedal effort and superior assistance from servo system.
The ABS/ASR system was upgraded too from version 5.0 to version 5.4. As with the entire Ferrari range of the day, the electronic traction control had two settings: Normal and Sport. ABS/ASR sensors were integrated into the wheel bearings and both tyre and rim weight was cut to optimise unsprung masses. These interventions cut 1.8 kg off the weight of the complete front wheel and 1.2 kg off the rear one. The tyres themselves were also quieter (less rolling noise), more durable and coped better in aqua-planing situations.
A new type high performance tyre fitted to 19” split-rims was also developed and available as an optional, guaranteeing improved lateral and longitudinal grip. The 575M Maranello also offered electronic tyre pressure control (monitoring of pressure in normal driving situations).
Sporting nature
The 575M Maranello was extensively revised to make it even sportier and more functional. In keeping with its boosted performance, there was also a focus on more efficient driver control. All of the instrumentation was clustered in a single pod directly in front of the driver with the rev counter at the centre.
The car also had new seats with six electronic adjustments and position memory on the driver’s side. The dashboard and central tunnel were both redesigned too. The steering wheel, door panels and cabin component treatments were all new too.
Thanks to the Carrozzeria Scaglietti Personalisation Programme, owners could also personalise the style, accessories and functionalities of their 575M Maranello to suit their own individual preferences and requirements.
Taken from Ferrari’s own website.
The 575 M
The launch of the 575M Maranello marks a new milestone for one of the most successful types of Ferrari designs - the sporty front engine 12-cylinder berlinetta. It follows in the footsteps of some of the most prestigious models in Ferrari's history and above all represents a significant development of the 550 Maranello, which was launched in 1996 and is unanimously recognised as one of the most successful Ferraris ever. The engine is described by the new numerical code, 575, an abbreviated indication of its capacity, increased to 5,750cc, offering a significant increase in both power and torque. The letter M, an abbreviation of "Modificata" or modified, underlines the fact that changes have been wrought to all areas of the model’s performance. Key amongst these, apart from the engine is the introduction of an F1 type gearbox, first time on a 12 cylinder Ferrari road car. The 575M is the ultimate two-person GT car available today, embodying all the technology, style and panache that Ferrari has at its disposal.

Styling

The goal of the 575M's styling was retention of the elegant balance and appearance that invested the 550 Maranello with the status of an instant classic, fitting in perfectly with Ferrari’s return to a front engine high performance car. Modifications were limited to those required by the technical changes: different shape and size for the air intakes in the new front end of the car, with refinement of the aerodynamic and fluid-dynamic efficiency and a new treatment for the front spoiler providing negative lift and improved cooling for the new engine. The air intake on the bonnet did not change shape, but it too is larger in size to match the greater demands of the engine. Finally, the light clusters have been redesigned to produce a new aesthetic, with colour-coded headlamp bodies and grey surround, combined with xenon technology for the dipped beam, with headlamp washers in relevant markets. The wheels also feature a new design.

Aerodynamics

In terms of aerodynamics, the 575M Maranello represents the state of the art of applied Ferrari research in front-engined cars achieving targets of constant vertical load on the wheels, minimal sensitivity to side winds, and minimal drag. The increased demand for cooling made it necessary to increase the air flow inside the car and to re-examine the aerodynamics of the underbody, which was modified to introduce new raised channels that generate load but make the car insensitive to changes in ride set-up. Every detail of the underbody was analysed with care to generate the desired load and to decrease resistance. The ultimate optimisation focused on the air flow around the wheels, and special small fairing elements were introduced at the front and rear. All these changes maintain the already excellent values of aerodynamic efficiency, in spite of the new engine's need for increased cooling.

Bodywork

The bodywork adopts the criteria of a classic front-engined two-seat Ferrari berlinetta. The car is built around a tubular steel frame to which the light aluminum alloy coachwork is welded with Feran. Consistent with the aerodynamic features, all apertures have been styled for efficiency and beauty. Fixed, integrated homofocal light clusters were designed to improve lighting, airflow, and wind noise. Foglights are similarly incorporated into the front bumper and the door windows are flush with the body work, and fitted with an automatic device for better all-round sealing.

Chassis

The frame of the 575M Maranello is welded from varied-section high tensile steel tubes. Torsional rigidity is 10,850lb-ft/degree, and flexional rigidity is 69lbs/inch. The highest standards of handling necessitate a strong chassis. The frame's design benefits from Ferrari's many years of racing experience and also guarantees total engineering safety in terms of unitary construction. The safety features are outstanding, particularly with regard to the strong central cage and protective peripheral elements constituting a high energy absorption system. Ferrari meets or exceeds the strictest safety standards. The light alloy fuel tank, protected by its inter-axle position, holds 27.7 US gallons and immersed fuel pumps.

Engine

The 65° V-12 engine in the 575M Maranello retains four overhead camshafts, four valves per cylinder, the block, heads and oil tank and the dual-filtered dry sump lubrication system of light alloy, with two scavenge pumps and one sender pump, separate reservoir and individual radiators of its predecessor. The objectives for the new V12 engine in the 575M Maranello were to increase both the power curve as well as the torque. It now has a maximum power output of 515bhp (379 Kw) at 7250 rpm and maximum torque of 434lb-ft at 5250 rpm (588.6 Nm) with an increase in mid-range torque of 11lb-ft between 1000 and 4000 rpm, when compared to 550 Maranello. These increases in performance across the board have been achieved through a variety of modifications applied to the motor, amongst which are new crankshafts, ultra-thin pressed steel cylinder liners, a compression ratio raised to 11:1, improved cam timing, and revised forged aluminium alloy pistons. New fluid dynamics for the intake system improve efficiency, while a new exhaust system features variable back-pressure for optimal engine response. The cylinder head cooling system improves reliability despite the significant increase in performance.

A new Bosch Motronic injection system with double processor unit and four-sensor knock control system relies on signals from four accelerometers positioned on the crankcase, each capable of detecting the start of knock in each of the three adjacent cylinders, and making the necessary reduction in ignition advance to prevent any damage to the engine. Eight Lambda probes monitor the air-fuel mix in all operating conditions.

Transmission

The optimum weight distribution - a 50-50 split between the axles, with the driver on-board - has been achieved thanks to a transaxle design featuring a combined rear mounted gearbox and differential unit with conical torque and autolocking differential in the same unit. The gearbox architecture includes three bearings for the two shafts to limit deformation due to the transmission of very high torque, and a six-speed system with new multi-cone synchronisers. The synchronisation was completely revised and upgraded to guarantee shorter change times at high speed. Because the car's top speed has been raised, the cooling system of the lubrication circuit has been carefully calibrated, starting from the aerodynamics of the external air intake on the wing to the larger coupling of the duct with the transmission oil radiator. Great attention was paid to the lubrication of every transmission component, especially those under greatest stress, the shafts and bevel gear pair, reducing losses due to leaks and incorporating dynamic oil level measurement to optimise losses due to motion vibration.

Optional F1 transaxle

The 575M Maranello is the first road-going Ferrari fitted with the electro-hydraulic "F1" control unit. Aside from the clutch, the entire system is mounted at the rear of the car to minimise response time and ensure a favourable operating temperature. The F1 gearchange on the 575M Maranello has been refined in order to produce maximum efficiency from the use of the manual levers mounted on the back of the steering wheel, giving the best response for sports driving. The driver has two main ways of changing gear manually via the console-mounted controls: a more sporting setting and one aimed at a more relaxed driving style. Both are linked to an analogue control of the suspension damping. The principal benefits of the F1 change on the 575M Maranello are a quicker gear change coupled with control of the damping when gears are selected. Along with the manual F1 change, which Ferrari has produced as the primary use of the electro-actuated transmission, there are two further driver-selectable settings: fully automatic and low grip. A third mode (super fast), is automatically activated at very high throttle angles and speeds, changing gears faster than is possible with a conventional gearbox.

The co-ordinated management of the F1 gearbox setting, combined with the dampers and traction control, allows the driver to select a directed strategy for the cars behaviour at the touch of a button. One may choose either maximum sportiness (Sport setting) or outstanding comfort (Regular setting). An electronic control unit identifies the demands of the driver and assesses the operating conditions of the vehicle via a series of sensors, and then manages gear changes, controlling the clutch (there is no clutch pedal), gearbox and engine torque directly. The adoption of the Fl gearbox on the 575M Maranello is particularly noteworthy because of its ability to manage the extremely high torque and power peculiar to Ferrari 12-cylinder engines, a goal that required the detailed, precise fine-tuning of the F1 gearbox to match the characteristics of the new car.

The F1 control system improves on the following aspects of a conventional gearbox:
- Speeds up gear changes both up and down, and even allows the driver to change gears while accelerating it allows gear selection without removing ones hands from the steering wheel
- Improves the efficiency of the entire action because of the elimination of the clutch pedal
- Promotes safety by preventing driver error
- Protects the transmission and engine from over-revving caused by incorrect gear changes.

Co-ordinating operation of the F1 gearchange system with the damper system control also makes it possible to limit pitching during gear changes, increasing traction and maintaining a correct aerodynamic ride set-up. The Fl device keeps the driver constantly informed about the state of the system and the gear engaged via a special multiple signal cluster located at the centre of the main instrument panel.

Suspension

Unsprung weight of the 575M Maranello has been safely lightened yet further, to provide exact steering and perfect control of the car in all conditions, especially in those necessitating excellent overall dynamic balance. One of the major factors on the car’s road-holding is the new adaptive set-up, based on a system of independently controlled damping at all four corners of the car. The system selects the ideal ride height for any condition, with two choices: Sport, which is selected for a more sporting ride, improving traction, and Comfort, which gives a more comfortable ride, absorbing road bumps. The 575M has four wheel independent suspension with a transverse parallelogram structure and triangular arms, aluminium gas dampers with coaxial coil springs, and anti-roll bars front and rear.

Brakes

A car's performance is determined not only by its acceleration and stability but also by the quality of its deceleration. Ferrari has further modified the braking system of the 575M Maranello with Brembo, applying methods from Formula 1 to the 4-piston callipers on 13" front and 12.2" rear rotors. To cope with the increased performance of the vehicle, especially in terms of avoiding fade and improving response under braking, changes have centred on improving cooling for the brakes with new pad material (Ferodo HP1000;) reduction in brake pedal effort and an increase in the level of assistance from the servo system. The ABS/ASR system has been uprated from version 5.0 to 5.3

ASR

As with the rest of the Ferrari range, the electronic traction control of the 575M can be set between normal and Sport. The new Maranello offers a unique driver-adjustable dynamic stability control system. Depending on the selected mode, the system intervenes by cutting off the torque delivered by the engine, or, coordinated by the ABS system, braking the two rear wheels independently. It is the first driver-controlled active anti-wheel spin system. The mode selection complements the suspension damping setting, giving the driver total control of the car's lateral and longitudinal dynamics.

Wheels

The unsprung weight has been optimised in the following way: the ABS/ASR sensors are integrated into the wheel bearings and the weight of the tires and rims has been reduced. These changes have seen the weight of the complete front wheel come down by 4lbs and that of the rear by 2.6lbs. The tires have also evolved and now produce less noise, are longer lasting and perform better in aquaplaning conditions. A new optional tire, suitable for more extreme performance with improved lateral and longitudinal grip, has now been produced in a 19 inch size measuring 305/30 ZR19 at the rear and 255/35 ZR19 at the front respectively. The 575M Maranello is also fitted with tire pressure sensors, which mean that tyre pressures can be checked while the car is on the move, and even when the engine is off.

Interior

The interior of the 575M Maranello has been extensively revised in order to make it more sporty and functional. In keeping with the car’s increased performance, the aim has been to improve the driver's interface with the car. All the dials have been grouped together in one single pod ahead of the driver, with the information-rich tachometer in the centre. The seats are new, with six electronic adjustments and driver position memory. The dashboard and centre tunnel have also been redesigned. The new steering wheel is lighter, with a visible metal structure, and a brushed aluminium horn button and F1 gearbox levers where relevant. The door trims and the style of the interior components.

The more compact facia is complemented by the new instrument layout as well as a console that is shorter in spite of additional storage compartments. The new colour scheme and use of less black leather, contributes to the luminosity and sense of roominess.

The seats are new, with six motorized adjustments and memory on the driver's side. The upholstery is coordinated with the door panels, also a completely new design featuring lighter more elegant door handles, to create a harmonious environment for the driver and passenger.

The changes have incorporated even the smallest details: the control panel of the climate system now includes other toggle switches and has improved graphics. The rear shelf sports new rubber trims that are both decorative and functional to improve luggage restraint and new belt attachments to increase the loading surface. A number of functional aspects were also improved, such as the new position of the fuel cap and boot release buttons, which now can be operated from outside the car with the door open.

Options

Like every new Ferrari model, the styling, equipment and some practical elements of the new 575M Maranello can he selected by the customer. The Carrozzeria Scaglietti programme, allows them to indulge their personal wishes and individual needs.

In the last few years Ferrari has developed personalisation options offered to customers in four areas, each consistent with its product philosophy its customers' expectations:
- racing and racing circuits
- exterior and colours
- interior and materials
- equipment and travelling.
The vast choice offered in these areas means that every Ferrari can be custom-built.

The 575M Maranello's racing personality can be accentuated with new racing seats with carbon frame and leather upholstery, four-point safety harnesses (with a choice of three colours), the "Fiorano handling" package and roll bar. Also available are modular 19 inch wheels exclusively designed by Pininfarina with special tires.

For customers wishing to enhance every day use the range of options now include a new high power stereo system with eight speakers and a 200 Watt four channel amplifier with analogue signal processing, and an advanced radio-navigation system (not available in some markets). In terms of upholstery and accessories, customers may choose seats with "Daytona" upholstery, a set of luggage designed by Pininfarina for the boot and the pair of co-ordinated clothes carriers for the rear shelf.

The Carrozzeria Scaglietti programme is so flexible that it can even create a completely new colour from a sample provided by the customer. This extends to the bodywork and every element of the interior from the leather to the carpets or even the top stitching, which can be in a contrasting colour or of a different length and size.

Source: Ferrariusa
Performance
Maximum speed 202 mph
0-62mph 4.25s 4.2s F1
0-400M 12.3s 12.25s F1
0-1000m 22s 21.9 F1
Taken from Ferrari’s own website.

History:

Ferrari introduced the replacement for the F512M at the Ferrari Racing Days event held at the Nurburgring 19th - 21st July 1996. Originally masquerading behind the designation F133, the new model is officially named the 550 Maranello (NOT F550 as you may have seen elsewhere) for its displacement (approximately 550 decilitres) and the city where Ferraris are made. No fewer than ten examples were seen in Germany that weekend. The model went on sale in Europe in September, and was launched in the American market in April of 1997. With the return to a V-12 front engine layout, Ferrari has now totally abandoned the flat-12 Boxer motor that had powered the marque’s flagship two-seater Sports car since the advent of the 365 GT4/BB in 1973.

Performance at no compromise:
The 550 Maranello is Ferrari’s interpretation of the 12 cylinder Berlinetta, with a front engine and a pronounced sports personality for the 21st century. The brief given to the technicians was particularly demanding: design and build a car able to meet the needs of Ferrari customers looking for driving emotions and exciting performance, who do not want to forego driveability or comfort. Customers attracted by state-of-the-art technical proposals from a company, which has always treated design as an aesthetic solution to the demand for performance and has always built its cars with sophisticated craftmanship. The formula that produced the 550 Maranello is the sum of several factors: superb response to every requirement (acceleration, speed, braking,
road holding), quality of life on board (driving position, passenger comfort, soundproofing, loading space, climate control) styling efficiency (aerodynamic shape, including the sixth

surface) by way of a design that combines an extremely modern concept with the best of Ferrari tradition.
The result is a car capable of covering Ferraris private track at Fiorano in 1:34, namely 3.2 secs faster than the best time ever achieved by a 512. When assessing performance of this kind we must remember that the ethos of the 512 was optimised to obtain extreme performance on a circuit. The 550 Maranello is best seen in action. It is a car designed to offer strong emotions to those capable of driving it and it represents the synthesis of excellence in the automotive field today. This documentation is intended to outline the features of the 550 Maranello following a natural progression from its functional and styling definition, to the evaluation of its driveability.

Performance:
Top Speed 199mph
0-60mph 4.3 seconds
0-1/4 mile 12.6 seconds
0-1 mile 30.9 seconds

Styling decisions:
Pininfarina has designed a body with characteristically extreme proportions for this return to a front engine on Ferrari’s top performance Berlinetta: low and wide, with a large bonnet and cut-off tail, features that immediately give the impression of a great sports car.

To do this, Pininfarina used only the following requirements:
• the need to create an understatement by the adoption of sober, functional features that are consistent with today’s tastes and requirements;
• the need to propose a car for the widest possible range of uses;
• the need to respect Ferrari’s styling history and the unmistakable personality of the lines it has proposed over the years.

The large wings that point up the big wheels, the small roof resting on the solid shoulders of the car’s sturdy body and the long bonnet shaped by a functional air intake, all respect this tradition.

The design of the 550 Maranello is fast and sinewy, with marked dihedron's that stretches the soft surfaces of the sheet metal creating strong characteristic signs from whatever angle you view the car. The columns are clean and frank, not smoothed or tapered, so that the car’s physical presence underlines its performance.

The roof is unusually light for a Ferrari with fine pillars that make it less obvious visually and stress the importance of the car body by contrast, the structure housing the mechanicals, which are the heart and soul of the 550 Maranello and lower the optical centre of gravity.

The front has several original elements: the air intake is positioned very low down and has a narrow shape, incorporating the fog lights at either end. The lower edge has a complex, modelled shaped that creates an aggressive play of lights

The air intake for the fuel is positioned at the centre of the large bonnet, and engineering requirements that links the present to the past.

This is the first Ferrari to have been conceived and designed from the start with visible light clusters, integrated in the shape of the bodywork.



The side is high lighted at the top by a dihedron that gives it force and dynamism, forming a strong, personal motif that emphasises the rear wing. The relationship between the long bonnet and the small rear cabin, and the smooth link with the high tail are typical of Ferrari.

Two outlets for hot engine bay air have been created in the large front wing, between the wheel arch and the door, close obligatory reference to the classic front-engined Berlinetta’s. The rear is simple and powerful; it is higher in the middle where it links up to the roof with a small spoiler, and lower around the wings; the double round lights are characteristic of Ferrari car design.

This apparently natural, spontaneous shape is, like the front spoiler in particular and more generally the whole of the 50 Maranello, the fruit of work to integrate styling and aerodynamics.

Aerodynamics and its values:
The 550 Maranello is a creature of the wind tunnel. Its aerodynamic shape is the result of hard work that needed 4,800 hours of wind tunnel tests to achieve the targets set by the project, which consisted of:

• constant vertical load on the wheels, independent of the car’s set-up;
• minimal sensitivity to side winds;
• minimal drag (Cd = 0.33)

The 550 Maranello is another step forward in the aerodynamic development of the car under body, which has led to excellent stability and driving safety. The vertical load independent of set-up and a Cz lower than nought, are a unique result for a car with no mobile parts or added aerodynamic surfaces. Particular care went into the design of the front of the car with characteristic groove, the aerodynamic efficiency of the air intakes and the interior airflows.

Bodywork:
The bodywork adopts the criteria of a classic front engine two-seater Ferrari Berlinetta. The car is built around a tubular steel frame to which the bodywork is welded.

The latter is in light aluminium alloy, welded to the steel frame using a special alloy known as Ferrari, which allows steel to be welded to aluminium. In addition to the aerodynamic features mentioned above, the bodywork is distinguished by technical apertures, typical of Ferrari styling, at the points of greatest efficiency.

Fixed homofocal front light clusters were designed for this model and they were incorporated in the bonnet to improve the Cd and wind noise during night driving. The fog lights are incorporated into the front bumper. The door windows are flush with the bodywork and fitted with an automatic opening/closing device that is activated when the doors are opened or closed for better all-round scaling.



The driving position:
The driving position has been designed to offer every driver maximum comfort in all conditions, in terms of: steering wheel position, seat position, and the type and position of pedals. The steering wheel, with a new three-spoke design, has two possible settings – longitudinal and inclination in a 12° angle. The seat has eight settings; five of which are electrically assisted (squab rake, lumbar support, reach, height and seat tilting) and three are manual (width of squab shoulders, height and rake of head restraint). The squab has a rapid release for access to the rear luggage shelf. Racing seats are available upon request. The pedals are fitted with drilled light alloy racing supports.

Information is displayed on the LCD analogue instrumentation. The air conditioning unit incorporates a radiation’s sensor for more accurate cabin temperature regulation.
Function and utilisation
In the best Ferrari tradition, the interior harmonises the functional practicality of the sports car with the lavish array of equipment and the finish of a luxury car. The contoured facia links the central control, where all the car’s instruments are concentrated, with the doors, in two symmetrical curves. The driver has a cockpit where all the instruments are grouped at the field of centre vision and the controls, all positioned in front of the gear lever, can be reached easily and instinctively. The passenger has plenty of space at their disposal and seat adjustment is identical to that of the driver’s seat. There is a second air bag in front of the passenger’s seat.

Behind the wrap-around seats, whose simple design is enhanced by the quality of the upholstery, there is a large storage shelf, complete with classic leather straps. The car is equipped with a Sony radio and a CD changer (holding 6 CDs) is located in the boot. The boot is equipped with a tool kit, and provides 6.5 cu. Ft. of storage space.

The car incorporates an anti-theft system combined with the engine management unit (Immobiliser) and activated by a radio frequency.

The engine:
The engine that powers the 550 Maranello is a 334 cu. in. unit with 12 cylinders in a 65° V, whose most outstanding feature is the fact that it delivers peak torque from 3000rpm, which makes it extremely elastic in all conditions. Maximum power output 485bhp at 7000rpm, peak torque 568.5 Nm at 5000rpm, compression ratio: 10.8:1, bore 3.46 in. stroke 2.95 in. Bosch Motronic M5.2 ignition/injection system, weight 518lb.

The cylinder case and head and the oil sump are in light alloy with damp press-fitted aluminium cylinder liners coated in Nikasil. The crankshaft is supported by seven journals on anti-friction bearings of three types of metal. The con rods are in Ti6a14V titanium alloy, for constant, reliable utilisation at high speed. This has also made it possible to lighten the counter-weighting of the drive shaft, which improves the response and balance of the mechanical masses. The Mahle forged aluminium alloy pistons have a particular crown design to enhance the thermodynamic efficiency of the combustion chamber. Lubrication is by dry sump with two recovery pumps and one input pump, double filter, separate tank and special radiator.



Cylinder head with hydraulic tappets:
The cylinder head, with four valves per cylinder is fitted with hydraulic tappets. This system helps to curb the level of polluting emissions, making it unnecessary to periodically adjust tappet play and guaranteeing constant engine performance.

The variable geometry intake:
Ferrari developed a particular type of variable geometry intake for the 550 Maranello engine to enhance torque and power features.

The system, patented by Ferrari, comprises a third capacity added to the intake manifold, which alters its characteristics. The third capacity is linked to the manifold by 12 throttle valves with electropneumatic servo control, driven by the engine management control units. The additional capacity means that the airflow has a longer length in which to “resound”, improving combustion chamber filling and enhancing engine efficiency. This translates into optimised engine performance at all speeds, extremely elastic driving and an outstanding power output. Engine management is by an electronic Bosch Motronic 5.2 system with combined injection and static ignition.

The two systems, one for each row of cylinders, are linked by a high-speed serial line (CAN).

Exhaust system with variable backpressure:
Particular attention went into the design of the exhaust system, resulting in a system with variable backpressure (similar to that on the F50), and by-pass valves situated on the rear silencers. The by-pass valves are activated by an electropneumatic servo governed by the engine management system, on the basis of engine speed and throttle valve. The possibility of governing the backpressure at the exhaust also makes it possible to optimise engine efficiency in the various use conditions. Greater backpressure with the valve closed, allows the torque to be improved in average load conditions, while reduction of the backpressure at the exhaust by opening the by-pass valves enhances engine efficiency at high speeds with a full load. The exhaust system is in insulated stainless steel with “six into two into one” mixing nodes for each row. The system has two input lines into the silencer.

Transmission:
The layout of the car is classic with a front engine and rear-wheel drive. The differential unit incorporates the gearbox and is positioned at the rear (transaxle) for better weight distribution. This solution makes it possible to distribute weight equally between the axles with the driver on board. Drive is transmitted by the clutch to the gearbox by a propeller shaft supported by three bearings and housed in a rigid steel tube, which links the engine and the gearbox. The single plate dry clutch is mounted on the flywheel and is driven hydraulically.

The gearbox has six synchronised speeds plus reverse. The synchronisers are of the dual cone type. Lubrication is pressurised with an oil pump and radiator. Gearbox control is the classic Ferrari type with an aluminium knob, lever and grooved selector; commands are transmitted by a rigid shaft.



Gear ratios:
1st 13/41
2nd 17/37
3rd 23/36
4th 27/32
5th 31/29
6th 33/25

The efficient frame:
The frame for the 550 Maranello is built of high tensile welded steel tubes, with a variable section to optimise the weight. Torsional rigidity is 1,500 kgm/degrees and flexional rigidity 800kg/mm. The Ferrari frame has the constructional simplicity that comes from many years of experience in building racing cars.

Simplicity and structural discipline combined with extremely stable performance in time produce an excellent result for vehicles with a strong sport temperament destined for production in limited numbers. All this guarantees total engineering safety in terms of structure, and the reliability of engines, transmission, suspension, and steering and brakes anchorage. The safety features are outstanding, particularly with regard to the central cage, which is very strong and protected by peripheral elements, which constitute a system with high-energy absorption. Such high safety standards are a must for a company like Ferrari, which exports over 85% of its production to foreign markets, which means that the strictest safety standards must be met.

Suspension and non-suspended masses:
Great care was taken to lighten the non-suspended masses: drilled brake discs, aluminium callipers and stub axles, magnesium wheels. The result is pinpoint steering and perfect control of the car in all conditions, but particularly in those problem situations, when excellent overall dynamic balance is necessary. The 550 Maranello has independent suspension on all four wheels with transverse parallelogram structure and triangular arms, aluminium gas dampers with coaxial coil springs and anti-roll bars on the front and rear axles.

Constant set-up adjustment:
The suspension incorporates a system to vary damper settings, which can be adjusted by the driver, using a switch on the facia, in two different levels of ranges of dynamic performance (normal and sport). An electronic control unit with four electric motors monitors the adjustment of each damper. The damping logic changes inside each range, depending on speed and taking into account vertical acceleration, the steering angle, the throttle valve angle and brake circuit pressure. The same system controls car pitching during transients. The front track is wider than the rear to guarantee prompt turn-in to corners and the structure of the front axles is designed to ensure an antidive effect when braking.

ASR drive control system:
The system prevents the driven wheels from spinning by the combined action of the rear brakes and the engine management system, which it communicates with a CAN line.

The system adopted by the Ferrari 550 Maranello is the only one to offer a choice of two operating levels, selected manually by a switch on the facia:
• the ‘normal’ mode tends to favour stability according to the condition of the road surface;
• the ‘sport’ mode favours drive control as a function of performance.

History (cont/d):

Depending on which mode is selected, the system intervenes by cutting off the torque delivered by the engine, or, co-ordinated by the ABS system, by braking the two rear wheels independently. In other words, it is the first active anti-wheel spin system which the driver is able to control. The normal/sport selection of the ASR system coincides with selection of the function level of the suspension (one switch governs both selections), giving the driver total control of lateral and longitudinal dynamics of the car.

Speed-sensitive power steering:
The ZF rack and pinion steering system comes complete with the Servotronic speed-sensitive power steering device, which varies in relation to the speed the level of power assist, in order to adapt steering wheel response to different operating conditions. The direct steering ratio is 13.8:1, while the turning circle is 39.3ft.

The braking system:
The car’s performance is determined not only by its acceleration and stability but also by the quality of its deceleration. Ferrari developed the braking system of the 550 Maranello jointly with Brembo, applying methods borrowed from Formula 1. The system is structured as follows:

• front: fixed calliper in aluminium alloy, 4 pistons with differentiated diameters 1.5 in./1.8in. Drilled disc, diameter 13in., 1.26 in. thick.
• Rear: fixed calliper in aluminium alloy, 4 pistons with differentiated diameters 1.2 in./1.3 in. Drilled disc, diameter 12.2 in., 1.1 in. thick. The brake pads use ITT Galfer 3321 GF friction materials.

The enormous amount of energy exerted on the front axle when braking required a system with large, extra thick diameter drilled front discs and pads made of friction material that guarantees high performance whether hot or cold. The car’s outstanding performance also make it necessary to develop pistons for the front callipers with special thermal insulation devices, that exploit concepts tested by Brembo on Formula 1 Ferraris in recent seasons. This made it possible to keep the brake fluid temperature at a very good level, even in difficult conditions.

The excellent performance of the braking system is enhanced by the drilled discs, which ensure better grip, even in wet weather, because they burst the film of water when the road comes into contact with the braking surface. Continuous refinement of all the components of the braking system ensures prompt braking and shortens the braking distance in all situations. The system is completed by a four-channel ABS incorporating electronic brake effort proportioning which guarantees ideal performance in deceleration above 0.5g. The whole system was produced taking particular care to limit the weight of the complete assembly.

Wheels:
The wheels of the 550 Maranello were manufactured by Speedline, to Pininfarina’s styling indications and Ferrari’s technical specifications; they have a monolithic structure, made of magnesium alloy with low-pressure casting. The wheel has five convex spokes, with five central boreholes. The front wheels measure 8.5 x 18” and the rear 10.5 x 18”. The choice of diameters was decided by the need to fit large brake discs and low profile tyres. As a result, the front wheel weighs 22lb and the rear wheel 24.9 lb, a 25% reduction on standard values.

The wheel has passed both Ferrari’s own severe tests and those of the German LFB Technical Institute (duration at least 300,000km). Each wheel is protected by a special cycle of anti-corrosion paint patented by Speedline.
History (cont/d):

Tyres and fuel tank:
For the first time on a production car, the tyres were designed with the car. Having set a target for the car’s performance level, the frame, suspension and tyres were developed in parallel, deciding the characteristics of each subsystem, including the tyres and optimising performance on the basis of the final result. The 550 Maranello has homologated four different types of tyres, all produced specially for this car. Each manufacturer has given a particular interpretation to the brief, based on specific experience in racing and longstanding co-operation with Ferrari. The homologated tyres have the following measurements: front, 255/40 ZR18, rear: 295/35 ZR 18 and are: Bridgestone Expedia SO2, Goodyear Eagle GS Fiorano, Pirelli P Zero, Michelin MXX 3 Pilot (front tyre 235/45 ZR 18).

The fuel tank is in light aluminium alloy and holds 30 US gallons. The fuel pumps are of the immersed type. The tank is in a protected position in front of the rear axle, underneath the car.

Taken from Ferrari Market letter, August 1996.






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