Ferrari 575M Maranello

Ferrari 575 GTC
2003 Ferrari 575 GTC
Average Auction Sale: $500,138

Ferrari 575M Maranello

Ferrari 575M
2004 Ferrari 575M
Original Price: $217,800
Average Auction Sale: $123,989
Ferrari 575M Maranello
2003 Ferrari 575M Maranello
Original Price: $226,020
Average Auction Sale: $134,308
The key elements of the new 575M Maranello can be neatly summed up in the model name. In fact, the engine is described by the new numerical code, 575, as this is an abbreviated indication of its capacity, increased from 5500 to 5750 cc, resulting in an increase in both power and torque. The letter M, an abbreviation of '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.

Styling

When it came to looking at the style of the vehicle, the thinking behind it is to retain the balance and sober looks, which invested it 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 to deal with 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. 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. The wheels are also a new design. On the aerodynamic front, the final iteration brings improved airflow around the wheels and there are small elements which reduce drag, while every detail of the floor has been designed to generate downforce while reducing drag.

Engine

The 12 cylinder engine in the 575M Maranello, maintains the 65 degree V angle, four overhead camshafts, four valves per cylinder, the light alloy block, heads and oil tank and the dry sump lubrication system, with two scavenge pumps and one sender pump, separate reservoir and individual radiators. The objectives fixed 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 515 CV (379 Kw) at 7250 rpm and maximum torque of 60 Kgm at 5250 rpm (588.6 Nm,) with an increase in mid-range torque of 1.5 Kgm between 1000 and 4000 rpm, when compared to the previous engine fitted to the 550 Maranello. These increases in performance across the board have been achieved through a variety of modifications applied to the 12 cylinder. In particular these are an increase in capacity, a higher compression ratio, new fluid dynamics for the intakes and more general changes aimed at improving the efficiency and the management system of the power unit.

F1 transmission and gearbox

The optimum weight distribution, with a 50-50 split between the axles, with the driver on-board, has been achieved thanks to a transaxle design which features a combined rear mounted gearbox and differential unit with conical torque and autolocking differential in the same unit. The transmission on the new 575M Maranello is also fitted with the electro-hydraulic 'F1' control unit mounted at the rear of the car, in order to minimise response time and to 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, as this gives the best response for sports driving. The driver has two main ways of changing gear manually via the console-mounted controls: a more sporty change (Sport) or 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 the 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 options which can be selected: automatic and low grip.

Chassis and a new adaptive ride set-up

As for the chassis, one of the factors which has the biggest impact 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 sporty ride, improving traction: Comfort, which gives a more comfortable ride, absorbing road bumps. The braking has also been modified 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, and the ABS/ASR system has been uprated from 5.0 to 5.3. As with the rest of the Ferrari range, the electronic traction control can be set between normal and Sport. 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 tyres and rims has been reduced. These changes have seen the weight of the complete front wheel come down by 1.8 kg and that of the rear by 1.2 kg. The tyres have also evolved and now produce less rolling noise, are longer lasting and perform better in aquaplaning situations. Furthermore, a new tyre, available as an option, has now been produced in a 19 inch size, which is suitable for more extreme performance with improved lateral and longitudinal grip. The 575M Maranello is also fitted with tyre pressure sensors, which mean that tyre pressures can be checked while the car is on the move.

Interior and personalised options

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 efficiency of how the driver controls the car. All the dials have been grouped together in one single pod ahead of the driver, with the rev counter in the centre. The seats are new, with six electronic adjustments and driver position memory. The dashboard and centre tunnel have also been redesigned. Also new are the steering wheel, the door trims and the style of the interior components. The 575M Maranello can also be specified to the customer's requirements by Carrozzeria Scaglietti, which allows customers to chose their own styling, equipment and alter the functionality of the vehicle to suit their personal taste, with racing and track options, exterior changes and colours, the treatment of the interior and choice of materials and equipment.

Source - Ferrari

Related Articles and History

575M Maranello History

Debuted in 2002, the Ferrari 575M (Maranello) is a two-seat, 2-door grand tourer that is basically an updated 550 Maranello with just slight styling updates from Pininfarina. In 2006 the 575M was replaced with the 599 GTB. The model number ‘575' stood for total engine displacement in liters and the ‘M' is an abbreviation of ‘modificato' or ‘modified'.

Slight updates from the 550 included a completely renewed interior but it did feature major improvements that included larger disc brakes, and much more powerful and larger engine and a different weight distribution. The aerodynamics was much more refined and fluid-dynamics were revised also along with an adaptive suspension set-up. The Ferrari 575M offered Magneti Marelli's semi-automatic ‘F1' gearbox for the first time ever on a Ferrari V12, along with two six-speed transmissions available along with a conventional manual gearbox.

The Ferrari 575M had a max speed of 203 mph and could achieve 0-60mph in just 4.2 seconds with the semi-automatic gearbox. The 575M had an overall length of 179 inches, a width of 76.2 inches and a height of 50.3 inches.

3 years after it had been introduced, an all new GTC handling package and Superamerica version and raised the power from 515 Ps to 540 PS was developed in 2005. The Superamerica version was a limited run of 559 retractable hardtop variants of the coupe. The GTC package came with Ferrari's fourth Carbon fiber-reinforced Silicon Carbide composite ceramic composite brake system, constructed by Brembo. Other features on the GTC package included a more performance-tuned suspension system, 19 inch wheels and low-restriction exhaust system. The all-new brakes were based on the company's Formula One technology. The brakes use 15.7 inch discs with six-piston calipers in the front and 14.2 inch discs with four-piston calipers in the back. The GTC package was priced around $23,500

The 575M Superamerica was debuted in 2005 and was a much evolved convertible variation of the 575M Maranello. The Superamerica came with an electrochromic glass panel roof that was capable of rotating 180° (a production vehicle first!) and the rear to lay flat over the trunk. Marketed by Ferrari as the world's fastest convertible, the Superamerica used the higher-output tune of the V12 engine which was rated at 540 hp. The Superamerica had a top speed of 199 mph and the GTC handling package was optional. 559 575M Superamerica's were constructed, an odd production, but followed Enzo Ferrari's philosophy ‘that there should always be one fewer car available than what the market is demanding'.

Announced at the 2006 Geneva Motor Show, Yoshiyui Hayash produced a one-off special 575M GTZ built by Zagato for Japanese Ferrari collector. To commemorate the 50th anniversary of the 250 range, the GTZ was endorsed officially by Ferrari. The 575M GTZ included Zagato's signature double-bubble roofline and two-tone paint.

The 575-GTC, distinguished from the 575M GTC Handling Package, was introduced in 2003 and followed the success of Prodrive in running the Ferrari 550, Ferrari wanted to offer their own racing vehicle to customers. The 575-GTC's were used primarily in the FIA GT Championship and succeeded to take a single win in their first season, with another one the following year. By the end of 2005 the 575-GTC's were not as good as the Prodrive-built 550-GTS's.

By Jessica Donaldson
Ferrari Models

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