Jul 28

Jul 28 Guide: Ferrari 575M Maranello

Ferrari - Ferrari 575 - 2000s Italian Cars - 2000s Supercars - Pininfarina

Background

During the mid 1990s (and after years of under investment), Ferrari made a significant effort to revive their once revered line of traditional front-engined Grand Tourers.

20 years earlier, it seemed that the mid-engined layout was the only route to take if a manufacturer wanted to produce the best possible high performance model. As a consequence, all the major players (with the exception of Porsche and Aston Martin) turned their attention to building cars where the engine was positioned directly behind the cockpit.

Between 1973 and 1996, Ferrari’s twelve cylinder two-seat Berlinettas were derived from the BB and Testarossa line. These Flat 12-engined supercars replaced the kind of traditional Gran Turismos that Ferrari had built their reputation on.

During this period, Ferrari did offer a front V12-engined model, however, the four-seat 365 GT4 that ultimately transitioned into the 412 by the mid 1980s was decidedly old hat in every respect.

When Ferrari launched the all-new 456 GT to replace the 412 in 1992, it gave a glimpse of what was possible from a big, modern, front-engined machine. The 456 looked sensational, handled better than the contemporary 512 TR and was faster as well.

On the back of the 456’s success, Ferrari made the surprise decision to abandon the mid-engine layout for their flagship 12 cylinder two-seat models. The 550 Maranello that emerged in 1996 was effectively a re-styled short wheelbase 456 with more power. Critical and commercial success followed and Ferrari have never looked back.

The period that followed the 550’s 1996 launch saw rival manufacturers up their game in response.

Six years later, Ferrari introduced an updated 550 dubbed the 575M Maranello.

The Tipo F133 575M was unveiled at the Geneva Motor Show in March 2002. Its name referenced an enlarged 5.75-litre engine and further enhanced Modificata specification. Indeed, practically every area of the 550 was improved for this latest iteration; in addition to its bigger, more powerful engine, the 575M’s suspension, brakes and styling came in for considerable attention.

Ferrari also offered their new machine with the optional F1 semi-automatic gearbox which was a first for one of their V12 models.

The 575M slotted into a Ferrari line up that comprised the mid V8-engined 360 Modena and Spider plus the front V12-engined 456M four-seater. It would subsequently been joined by the flagship limited production Enzo and the hot 360 Challenge Stradale. A special edition 575M Superamerica with more power and an unusual rotating roof was offered from 2005.

Chassis

The 575M was based on the same tubular steel chassis as the outgoing 550. However, for this latest application, the type designation was updated from Tipo F133 AB to F133 EBE.

Suspension was again via independent double wishbones with co-axial coil springs over gas-filled telescopic dampers. Anti-roll bars were fitted at either end.

Whereas the 550 had offered the driver a choice of two manually adjustable damper settings (Normal and Sport), the 575M used an advanced electronic adaptive control system that independently adjusted damper rates to all four wheels and also adjusted the ride height. Two basic ride settings were provided: Sport and Comfort.

As well as the suspension, the 575M’s brakes were uprated too.

Although disc diameter was unchanged at 330mm front and 310mm rear, they were now cross-drilled and ventilated. The light alloy calipers (supplied by Brembo as per the discs) ran a four-piston set-up on each axle. New Ferodo HP1000 pads were fitted and servo-assistance was increased. Brake cooling was aided by enlarged ducts carved out from the front apron.

The combined ABS / ASR system was switched from version 5.0 to 5.4. As before, the switchable ASR traction control system offered a choice of two settings: Normal and Sport.

The overall effect of these changes was a braking arrangement that required less pedal effort while providing better fade-resistance and faster response.

A new design for the 575M’s five-spoke magnesium-alloy wheels directed more cool air to the brakes. The Speedline-manufactured rims were the same size as before: 18 x 8.5-inches up front and 18 x 10.5-inches at the back. Pirelli P Zero tyres were normally fitted and there was a new electronic tyre pressure monitoring system.

Track dimensions were unchanged from the 550 with the front end 46mm wider than than the back.

The fuel tank (located over the rear axle) was reduced in size from 114-litres to 105-litres.

Engine / Gearbox

The 575M used an enlarged high compression version of the Tipo F133 A longitudinally-mounted engine that had been fitted to the 550.

Like the outgoing motor, the new Tipo F133 E unit was another all-alloy DOHC 65° V12 with four valve heads, Nikasil-treated liners, forged Mahle pistons, titanium connecting rods and dry-sump lubrication.

To increase capacity, Ferrari took the bore dimensions out from 88mm to 89mm and extended the stroke from 75mm to 77mm. As a result, displacement went from 5474cc to 5748cc (a gain of 274cc).

The compression ratio was increased from 10.8:1 to 11.0:1.

In addition, new intake fluid dynamics were developed and the existing Bosch M5.2 engine management software was re-mapped. Variable back-pressure exhausts were retained.

Ferrari’s intention with the 575M had been to increase power and torque throughout the rev range.

The horsepower rating went from 485bhp at 7000rpm to 515bhp at 7250rpm.

Peak torque was 434lb-ft at 5250rpm compared to 406lb-ft at 4500rpm for the 550.

Buyers could choose from one of two rear-mounted gearboxes for their 575M.

While a handful of traditionalists went for the six-speed manual, the overwhelming majority of customers opted to go for the expensive F1 paddle-shift gearbox.

The six-speed F1 unit was built by Graziano Trasmissioni. It offered a fully automatic mode (plus an additional low grip setting) or manual shifting via paddles fixed either side behind the steering wheel. When the F1 ‘box was in the manual setting, the driver could select from a Normal or Sport mode via a centre console-mounted switch. In Sport mode, shift times were faster and the dampers automatically firmed up.

Both gearboxes transmitted the power through a single-plate clutch and limited-slip differential.

Bodywork

Although the dimensions of the 550 and 575M were identical, the new model was given a light exterior facelift.

As usual, Pininfarina (who had styled the 550) were commissioned to carry out this work. However, an attempt to modernise the 550’s front end was, from an aesthetic perspective, not particularly successful.

The biggest problem was the new Xenon projector headlights with their grey and body coloured shrouds. These appeared overly fussy, especially compared to the handsome configuration used by the 550.

Further down, the front apron was modified with a re-shaped, more oval primary intake that did not flatter the car’s lines. The brake cooling ducts either side were enlarged and also made oval. Underneath was a re-profiled satin black chin spoiler.

As for the rest of the steel bodywork, the only change was a couple of almost imperceptible tweaks to improve airflow around the wheels. Unfortunately though, the 575M’s questionable front end detailing made it appear awkward and outdated, especially in bright colours.

Interior

Unlike the exterior, Pininfarina really went to town on the 575M’s cockpit.

The dashboard, instrument binnacle and centre console were completely new, as were the seats, door panels and steering wheel.

Whereas the 550’s instrumentation was housed in two separate binnacles (one behind the steering wheel and the other located centrally above a trio of heating / cooling vents), all the dials in the 575M were grouped in a single re-shaped housing directly ahead of the driver.

Located in the middle of the new binnacle was a 10,000rpm tachometer flanked to the right by a slightly smaller speedometer. Three small read outs (water temperature, oil temperature and oil pressure) were positioned to the left of the rev counter.

The 575M’s sculpted centre control panel was topped by three ventilation blowers under which was an array of switchgear and the audio system. The central control panel along with the dash top, main binnacle and A-pillars were typically upholstered in black leather.

A more intricately contoured steering wheel was accessorised with aluminium inserts for the upper spokes.

The six-way electric seats were subtly redesigned as were the door panels which had the electric window switches moved from the tops of the grab handles to the front of the armrests.

Options

By the early 2000s, Ferrari had massively expanded the range of optional extras available on its cars.

The 575M could be specified with 19-inch split-rim wheels, racing seats in a choice of three sizes, four-point safety harnesses and a leather-covered roll cage. There was also the Fiorano Handling Pack (FHP) that came with stiffer springs, a lower ride height, re-tuned steering software for less assistance at low speeds and uprated brake pads with red calipers.

Other extras included fitted luggage, a ribbed or quilted parcel shelf, Daytona seats, contrast seat piping, contrast seat inserts, satellite navigation, Scuderia Ferrari shields for the front fenders, a dedication plaque, a passenger-side airbag deactivation kit, a space-saver wheel, a battery charger, a fire extinguisher, coloured brake calipers (red, yellow or silver), paint and interior surfaces coloured-to-sample and an array of carbonfibre cockpit inserts to included the dash fascia, centre console, doors, steering wheel, gear lever, door sill panels, handbrake housing and seat guard covers.

Weight / Performance

Although the 575M weighed 40kg more the 550 (1730kg as opposed to 1690kg), weight distribution was slightly improved.

Top speed was 203mph (4mph up on the 550) which made the 575M the first front-engined production car capable of exceeding 200mph.

0-62mph was 1.5 tenths quicker than before (4.25 seconds). This figure dropped to 4.2 seconds when equipped with the F1 gearbox.

HGTC Handling Pack

At the Paris Motor Show in October 2004, Ferrari launched an even more hardcore iteration of the 575M than the FHP-optioned derivative.

The Handling Gran Turismo Competizione pack (HGTC) included everything from the Fiorano Handling Pack plus an array of additional enhancements.

Most significantly, the 575M’s original steel discs were switched to Brembo Carbonfibre-reinforced Silicon Carbide items (CSC). Those at the front went from 330mm to 398mm (with six instead of four-piston calipers) while the rears were enlarged from 310mm to 360mm (where a four-piston set-up was retained).

Coloured brake calipers (with the Brembo Carbon Ceramic logo) were fitted as standard.

Even stiffer springs were fitted along with a thicker rear anti-roll bar. The HGTC pack also included a re-mapped electronic control unit for the suspension.

Split rim 19-inch wheels shod with special Pirelli P Zero Corsa tyres formed part of a package which gave much-improved body control, grip and stopping capacity.

Elsewhere, the HGTC bundle included re-mapped gearbox software for faster changes, a lightweight free-flow sports exhaust system, a simplified natural aluminium egg-crate front grille and carbonfibre cockpit inserts.

575M Superamerica

At the Los Angeles Motor Show in January 2005, Ferrari unveiled a limited edition 575M to replace the spectacular 550 Barchetta.

The much-modified 575M Superamerica (covered in detail separately) was powered by an uprated 540bhp Tipo F133G engine and featured an unusual rotating roof. It was, however, a rather ugly machine although that did nothing to stop Ferrari selling the entire run of 559 units before production had begun.

Tipo F133 G Engine

Following the Superamerica’s arrival, HGTC-equipped fixed-head 575Ms destined for Europe (and some other markets) were fitted with the uprated Tipo F133 G engine.

The Tipo F133 G motor ran a higher 11.2:1 compression ratio with skimmed heads, revised camshaft timing, 130° intake and exhaust valve seats and slightly enlarged intake lines.

Peak output was 540bhp at 7250rpm (up from 515bhp at 7250rpm). The torque rating was an unchanged 434lb-ft at 5250rpm.

These engines were identifiable on account of their reversed colour scheme with predominantly red instead of grey intake manifold and head covers.