The Ferrari 575M Maranello marked a whole new level of performance for the famous Italian marque/'s hugely successful line-up of V12 front-engined sports supercars. It represented a further leap forward in the development of the 550 Maranello, a car generally considered to be one of the marque's most popular models since its introduction in 1996. The heart of the car is the engine and the 575M name is the abbreviation of its engine capacity ' 5,748 cc together with 'M' which stands for 'modificata' (Italian for modified).
The strengths of the 575M build on those of its predecessor, the 550 Maranello, boosting all-round performance and introducing the company's legendary Ferrari F1 semi-automatic gearchange in a road-going Ferrari V12 for the first time.
The goal of the 575M's styling was retention of the elegant balance that gave the 550 Maranello the status of an instant classic. Modifications were limited to those required by the technical changes: different shape and size for the air intakes in the 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 is larger in size to match the greater demands of the engine. Finally, the light clusters were redesigned, with colour-coded headlamp bodies and grey surround, combined with Xenon technology for the dipped beam. The wheels also feature a new design.
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 downforce, minimal sensitivity to side winds, and minimal drag. The increased demand for cooling made it necessary to increase the air flow inside the body and to re-examine the aerodynamics of the underbody, which was modified to introduce venturi tunnels that generate downforce but make the car insensitive to ride height changes during cornering while also keeping drag to a minimum. Further attention was paid to optimising 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.
The highest standards of handling necessitate a strong 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 frame's design benefits from Ferrari's many years of racing experience and the safety features are outstanding, particularly with regard to the strong central cage and protective peripheral elements constituting a high energy absorption system.
The 65-degree V12 engine in the 575M Maranello features twin overhead camshafts per bank and four valves per cylinder. The block, heads and oil tank and the dual-filtered dry sump lubrication system are in light alloy, and the latter is equipped with two scavenge pumps and one sender pump, separate reservoir and individual radiators. The objective for the new V12 engine in the 575M Maranello was 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 the 550 Maranello. These increases in performance across the board have been achieved through a variety of modifications applied to the engine, amongst which are a new crankshaft, ultra-thin pressed steel cylinder liners, a compression ratio raised to 11:1, improved cam timing, and revised forged aluminum 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.
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 limited slip differential. The six-speed gearbox includes multi-cone synchronisers which 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 attrition and incorporating dynamic oil level measurement to optimise losses due to motion vibration.
The 575M Maranello was the first front-engined Ferrari fitted with the electro-hydraulic "F1" gearchange. The F1 system features different change logics - a sports driving setting, a normal setting, fully automatic and low grip. The principal benefits of the F1 change on the 575M Maranello are a quicker gear change coupled with control of the damping. Another gearchange mode (super fast), is automatically activated at very high throttle angles and speeds, changing gears faster than is possible with a conventional gearbox. 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.
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.
To improve the car's overall dynamic balance, unsprung weight has been lightened yet further, by integrating the ABS/ASR sensors into the wheel bearings and reducing the weight of the tyres and rims. These changes have seen the weight of the complete front wheel come down by 4lbs and that of the rear by 2.6lbs. 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 damper response for any condition, based on the Sport and Comfort settings, which also govern the ASR logic, cutting torque from the engine, or, coordinated by the ABS system, braking the two rear wheels independently. The 575M has four wheel independent suspension with twin wishbones all round, aluminium gas dampers with coaxial coil springs, and anti-roll bars front and rear.
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 calipers on 13" front and 12.2" rear discs. 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.
Engine: Front, Longitudinal, 65 degree V12
Bore and Stroke: 89x77 mm
Unitary Displacement: 479 cc
Total Displacement:: 5748 cc
Valve Gear: Twin Overhead Camshafts
Number of Valves: Four per Cylinder
Compression ratio: 11.0:1
Ignition: Bosch Integrated Electronic
Front Suspension: Independent, Double
Wishbones, Coil Springs, Anti-Roll Bar, Gas Dampers
Rear Suspension: Independent, Double
Wishbones, Coil Springs, Anti-Roll Bar, Gas Dampers
Steering: Rack and Pinion
Fuel Tank: 30.1 gallons
Front Tires: 255/40 ZR 18
Rear Tires: 295/35 ZR 18
Lubrication: Dry Sump
Maximum Power: 507 bhp at 7250 rpm
Specific Power: 88.3 bhp/ litre
Transmission: Rear-Wheel Drive
Clutch: Dry Single-Plate
Gearbox: in Unit with Engine, 6-speed +
Reverse, F1 or Manual
Body: Two-Seater Coupe
Chassis: Tubular Steel
Wheelbase: 98.4 in.
Front track: 64.2 in.
Rear track: 62.4 in.
Length: 179.3 in.
Width: 76.2 in.
Height: 50.3 in.
Curb Weight: 3814 lbs.
Top Speed: over 202 mph
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 was to improve the driver's interface with the car. 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 aluminum horn button and F1 gearbox levers where relevant.
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 changes 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.
The 575M Maranello's racing personality could be accentuated with specific racing seats with a carbon-fibre frame and leather upholstery, four-point safety harnesses (with a choice of three colours), the "Fiorano handling" package, roll bar and carbon-fibre interior trim elements. Also available were modular 19 inch wheels exclusively designed by Pininfarina with special tyres.
Vehicles 1 - 7 of 7
|FERRARI 575M Maranello | San Francisco
Argento Nurburgring with Nero 2003/
|FERRARI 575M Maranello | Connecticut
Rosso Corsa with Beige 2002/
|FERRARI 575M Maranello | Houston
Blu Tour de France with Bordeaux 2002/
|FERRARI 575M Maranello | Colorado
Rosso Corsa with Beige 2002/
|FERRARI 575M Maranello | Orlando
Rosso Corsa with Beige 2004/
|FERRARI 575M Maranello | Orlando
Grigio Titanio Metallizzato with Bordeaux 2002/
|FERRARI 575M Maranello | Norwood
Nero with Nero 2003/