| Author | Message | ||
| Ernesto Sgroi (T88power)
Junior Member Username: T88power Post Number: 187 Registered: 2-2001 |
What do you want so many dials for? I think the new 575M has a great interior! Vastly improved over the 550. Tach right in middle, where it should be. All gauges right there in front of you, not off to the side. Awesome steering wheel. The car is improved all over... Ernesto | ||
| Rijk Rietveld (Rijk365gtb4)
New member Username: Rijk365gtb4 Post Number: 2 Registered: 1-2002 |
The front of the car is much improved by simplifying it. The middle console however, went in the opposite direction. It is as if they quickly had to put the interior together and they only had some 360 leftover parts. I do not understand why they put in less and less gauges. I think there should be a minimum of eight dials like in the vintage cars. | ||
| BretM (Bretm)
Intermediate Member Username: Bretm Post Number: 1559 Registered: 2-2001 |
On an interesting note also, the V10 may not be the optimal engine layout for a 3.0L engine. About two years ago now some of the major manufacturers started tinkering with V12s again which is what caused them to make the rule that only 10 cylinder engines could be used (as to not turn into a mega million engine development that the smaller teams couldn't match). Interesting. For now though the V10 is the best as has been said. | ||
| BretM (Bretm)
Intermediate Member Username: Bretm Post Number: 1534 Registered: 2-2001 |
The Ferrari V12 is legendary though. With the larger displacement engines I wonder if the V10 would still be better than the V12? I guess they each have tradeoffs and gains. | ||
| Ernie Bonilla (Ernie)
|
Oh that is a handsome car. The new rims are nice. They look to be 19" rims? Oh and then to have them in chrome, man oh man! But WHEN are we gonna get a F1 inspired V10 in a Ferrari. All the power of a V12 with the weight of a V8. Come on Ferrari you are already on the right foot with the semi-auto shifting, lets keep going on that track and use the V10. For over a decade it has been in F1, I think it is high time one gets into a production Ferrari. | ||
| Red Lindell (Redhead)
|
AS a dealer, I got the chance to see one in NA today.It is truly an awesome car. I would say the body is impressive. One of my counterparts go to drive the car and he said the F1 system is butter smooth........JUST AN FYI, time to get your check books out!!!!!!!!!!!!! | ||
| Matthew Jenson (Moab355)
|
Dealers should have them within 3 to 4 weeks and it is available with the traditional 6 spd gated shifter. It also has an available 19 inch split rim. | ||
| Tim N (Timn88)
|
I really dont like that instrument cluster, or the rest of the interior for that matter. The 550 interior was much nicer. The guages look like they are out of a tiburon. At least the tach is the primary guage though. | ||
| Mr. 001 (Racer_001)
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So theres no gated 6 speed... Sounds like a wonderful engine though... 5.75 liters of creamy 12 cylinder Ferrari... ahhhh.... | ||
| Hubert Otlik (Hugh)
|
Whoops, I was under the impression that the MM designation had been dropped for the road/production car, excuse my oversight. I've been reading through a PDR all day. About the release of the road car to dealers, I wouldn't be able to say. | ||
| Ben Lobenstein 90 TR (Benjet)
|
Maranello Modificato, makes sense to me...sorry to point out what may be the obvious...575MM!! So when will they be deivlered to dealers? -Ben | ||
| Hubert Otlik (Hugh)
|
Do you guys see anything strange w/ the interior shot? If you look right above the radio, there is a decal in silver that looks as if it says, 575MM, odd that there would be a branding on the interior w/ 575MM while the car is named 575M. Guess I'm looking too hard? | ||
| Viken Bedrossian (Vikenb)
|
>> I can't believe the suspension modifications are such that a corner that would send the 550 sideways would be handled perfectly by the 575M. << Why not? Cars are modified everyday with aftermarket parts for this exact same results. Look at the Porsche 911. Before the completely new 996 was introduced, the basic body was the same for over 30 years. The 964 was a huge improvement and the 993 was light years ahead with its high-tech LSA rear suspension. With engineers such as Ferrari's, I'd at least expect that much improvement. | ||
| LWR (Lwr)
|
I'm not surprised the 575M beat the 550. It looked like they were taking the 550 sideways a lot more than the 575M, and thus slowing it down. I can't believe the suspension modifications are such that a corner that would send the 550 sideways would be handled perfectly by the 575M. Something's fishy... | ||
| Harlan Mott (Hmott3)
|
It looks like the back end of the 575M is going to come up off the road in hard breaking. I keep waiting to see them start a turn like that and lose it. The times where very close and I thought it looked like they may have been letting the back get lose on purpose in the 550. It sure wasn't the whopping I expected to see. | ||
| Hubert Otlik (Hugh)
|
Bret, Also, the current 3000cc v10 configuration is adopted b/c that particualr displacement and cylinder configuration ideally compliment one another, meaning that the v10 layout performs optimally when displacing 3000cc's. High-reving motors evolution become depend on the format and type of aspiration, forced or naturally and the fact that this will govern a motors character. Also, what is important to remember is the fact that horsepower is only a function of torque, and that torgue is the figure that is most important to consider when talking about a cars acceleration and overall performance. But, even then, high-reving motors are not by all standards "buzzy" or annoying to drive, for example, in a car like the NSX which rev's freely to 8k rpm, w/ a broad and flat power band the car pulls well in every gear, this charactaristic is also linked to the cars gearing and FD ratio(s). Other ways around "buzzy" high reving motors are dual stage intake manifold, variable valve and cam timing, etc. However, even if, like in Japan, car manufacture reach a "gentelmen's aggrement" regarding a horsepower limit, sports or purist car will and must evolve in other faculties, namely: use of composities to substanitially reduce weight, more effiecent motors [i.e. hp/liter], alternative fuel(s), more effective drivetrains, etc. However, I don't see this happening in N. America any time soon, nor in the greater part of Western Europe. | ||
| BretM (Bretm)
|
Also, when do you think the HP peak will come? Just as was the case with the 80s being low HP and performance (there are numerous 60s Ferraris that can out accelerate a stock 328, possibly 348 even). Eventually the insurance companies, gas, something will have to prevent HP from increasing forever, or at least be a speed bump in its history again. | ||
| BretM (Bretm)
|
I have a book on it, I wasn't sure when they stopped turbos, just that they had that type of HP back before Senna's death. How high do you think they'll make the 360s successors rev? As Frank points out the 550 doesn't need it. But, I wonder when high revving will become more burdensome than the HP it produces. Right now I think they're great and they have some room to go still. What do you guys think though, a 11,000rpm engine in the future 8 cylinder? | ||
| Hubert Otlik (Hugh)
|
Bret, The turbo years in F1 saw 4 cylinder inline motors pioneered by BMW and v6 motors, also turbo, by Renault. All engines of this era were restricted to a maximum capacity of 1500cc or 1.5 liters! Below, I've included a brief synopsis of engine change(s) w/in that era: There were no more major changes in race rules until 1966 when the car�s engine capacity was changed to 3000cc aspirated or 1500cc supercharged. The next major change came in 1972 saw the introduction of a rule which stated that only a maximum on 12 cylinders were to be used in each engine. Then in 1983 more changes came which included each car�s specification had to be met that each car had a flat underside. In 1984 the points system changed yet again which then stated that the best 11 results were to be considered out of the total of sixteen races. Another change in the engine capacity came in 1986 which stated that each engine could only be 1500cc supercharged or 1500cc turbocharged. Then again another change in engine sizes was brought in to get rid of all turbocharged and supercharged engines in 1989, this change stated that all engines could only be 3500cc naturally aspirated. | ||
| Willis Huang (Willis360)
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As much as I like the F1 system in my 360, it sort of look out of place in the 575M for some reason. The new cockpit design is a little funky. | ||
| Jason (Jason)
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More info: http://www.ferrariworld.com/cgi-bin/fworld.dll/ferrariworld/scripts/events/f2002/550evo/nc_575M.jsp Check out the video link, they compare the 550 v. 575. Suprisingly the 575 time was only 1 sec better (1:32:528/1:31:512). I would have expected a bit more with the F1 transmission, new engine and other upgrades. | ||
| Frank Parker (Parkerfe)
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The 550 is a GT car, not a sports car. So a low reving high torque engine is appropriate. | ||
| Ernesto Sgroi (T88power)
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I was speaking in general terms, not specifically on the Maranello. I think the new engine is awesome and that new 575 is great!! (Although 100hp/liter would be nice) Ernesto | ||
| BretM (Bretm)
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A high revving engine doesn't belong in the 550. It's already high revving as it is for the size of the engine. How high should it be? 7500-8000 rpms isn't enough? | ||
| BretM (Bretm)
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Yeah they were turboed, but a 3.5L turbo which would always be more powerful than a 3.0L, all things being equal. | ||
| Ernesto Sgroi (T88power)
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I will always take the smaller, high reving engine over a big block big liter engine. The 1300 hp F1 engine were small turbo engines, not big liter motors (if I remember correctly). Just look at those 1,100 rwhp streetable Nissan Skylines that drive around in Japan. Thats 2.6 liters bored out to 2.8 liters. Ernesto | ||
| BretM (Bretm)
|
Are the truly great engines the new ones that offer great HP per liter. I think many people would much rather have a torquey American V-8 over a basically useless F1 engine in an everyday car. Just cause things are more sophisticated doesn't mean they are better. There is no way that you could make a logical argument that there is more potential in a small engine than a large one. That's ridiculous, do you think that F1 engines are 3.0L cause they're better that way. Not a chance in hell, they'd be running 4 and 5 liter engines if they could. Remember the early 90s before Senna's death. 1300HP engines with the technology back then. There's no replacement for cubic inches. Anything you can do to a small engine you can do to a large engine (within reason of course) so the larger engine will always be more powerful. If they were changing the block to be a lot heavier and all I could see the argument for the smaller engine, but being as they are not it makes no sense to stick with a smaller engine. Which would be faster, a 427 big block or a 460 big block? | ||
| Nunja Bitness (Jaxfl)
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I've got a great idea. How about one of you 550 owners panic about the impending freefall of 550 prices and sell your car to me for $80,000? Kevin | ||
| Nunja Bitness (Jaxfl)
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Is this a 2003 or 2004 model? Hopefully (for me) it will push the 97 550's down in price. I'd love to scoop one up for $120,000. Kevin | ||
| Martin (Miami348ts)
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painfull to download pictures at witha 28.8 modem and being connected at 21.6 speed...LOL My question is, does that mean we have reached the end of the 550 Maranello area? Much like the 512TR M? Give another 2 years of building the M and then we will see a new car? or was that the 512LM? crap my brain....must be that I am at 8700ft...air is thin.... | ||
| Chuck Rine (Chuck348ts)
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And full frontal view:  | ||
| Chuck Rine (Chuck348ts)
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Here's a rear quarter view (no full rear view shown on web site):  | ||
| Luigi Gatti (Luigi)
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The "old" adage! Exactly!Modern high performance engines (the truly great ones) all offer 100ch/l or more. I would like to see that also on the V12 from Maranello, and nowadays with variable valve timing etc. they wouldn't loose much in flexibility. | ||
| 89MondialCab (Jmg)
|
TomD...headlights need cleaned more often than the windshield for maximum lighting IMHO. Admittedly, mine are standups and not raked like this but washers are a nice touch. Tip for all, don't forget the RainX on the lights, keeps the bugs and crud easily wipable. | ||
| BretM (Bretm)
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The bigger engine goes back to the old addage that there's no replacement for cubic inches. It makes a more flexible engine. | ||
| Ernesto Sgroi (T88power)
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Love the interior and exterior!! Cant wait to see the rear end - any changes there? Any pics? Finally in F1 and more hp! Looks like so much fun. Ernesto | ||
| Luigi Gatti (Luigi)
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The interior looks very nice!(love the steering wheel) I'll reserve judgement on the exterior upon seeing more pics. Just one thought: they can squeeze out 400 cv from 3.6 litres in the Modena. Why did they have to increase displacement on the V12 to find the 30 cv they're adding? Gotta love it in black!!! | ||
| Jason (Jason)
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When will it go on sale in the states? Will it be impossible to get your hands on one like the 360 Spider for the foreseeable future? | ||
| Dave (Maranelloman)
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Great improvements, except for the interior, IMO. It seems kinda un-elegant, unlike the 550's interior, and too much like a Lexus IS 300. Despite the extra power & torque, I think I'll stick with my 550...although I wish I had xenon's on mine. As for the F1 tranny, just another gizmo to break. I prefer my trusty gated 6 speed! I do like the new grille & air intakes, though. In my hot climate, the more air to the radiator, the better... | ||
| TomD (Tifosi)
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thanks for the info. I heard that the US was considering banning the xenon headlamps for a similar reason | ||
| Jason Fraser (Jfraser)
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Headlight washers are a legal requirement in Europe for OEM installed xenon lights (not aftermarket ones though) because if there is any dirt on the headlight casing, it has the effect of defracting the xenon beam which is a nightmare for oncoming traffic | ||
| Matthew Jenson (Moab355)
|
OK Guys listen up... I just spoke to someone (He was reluctant to speak about it and provide much detail) who actually drove the car recently and he says it is spectacular. The F1 is much improved over the version in the 360 Modena. He also says it drives much better than the 550 Maranello. It has much more midrange torque and power. This look like it will be a car for the ages. This might be the car you never should have passed up.......This car sounds like the real deal I will post more after I drive one...... | ||
| LWR (Lwr)
|
Thanks for posting this info! I'm not sure if the interior is an improvement... but I'm biased as I love my 550 interior. Not that I'm paranoid, but what do you think this will do to 550 used values? BTW, for future reference there is .748kW in a hp, so if you divide the kW number by .748 you should get the HP equivilant. THanks LWR | ||
| TomD (Tifosi)
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let me ask a stupid question, has anyones F-car gotten so dirty that they would need headlight washers to see better. If I owned a 200k car I don't think I would let it get so dirty that the lamps would need washing while I drove it. | ||
| David Albright (Dalbright)
|
From the website: 575M Maranello The name of the new 575M Maranello provides the clearest indication of its most characteristic feature. The key to the name lies in the engine which has been denominated 575 as the abbreviation of its effective displacement. From the 5,500 cc of the 550 Maranello, the displacement has, in fact, increased to around 5,750 cc with a subsequent increase in power and torque. The �M� suffix is short for �modificato� (modified) and underlines how all areas of the outgoing model�s specifications have come in for a substantial rethink. Not least of which, for the first time in a road-going Ferrari V12, the use of a F1-style gearchange. One area that was left pretty much alone was the car�s styling. The balanced lines and sober design - that have made the Maranello something of an instant classic among Ferraristi - have been left untouched. Immediately apparent are the attractive new 18" wheels (special 19" split rims are an optional extra), and Pininfarina also incorporated a new headlight design, with body-colour surround and grey detailing, featuring Xenon technology bulbs for both full and dipped beam, and headlamp washers. The other modifications are subtle and were designed were to meet specific technical requirements. The shape and size of the front air intakes have been optimised to increase the flow of cooling air to the more powerful engine, and there�s a new, full-width front spoiler design to improve downforce. To offset the increased airflow through the engine bay, Pininfarina worked on the car�s underbody to help reduce the car�s drag and, at the same time, increase downforce. Similarly, on the basis of recent research Ferrari�s engineers have introduced special fairings inside the wheelarches to reduce drag around the wheels without compromising downforce. The 65° V12 retains the same twin overhead camshaft, four valves per cylinder layout, with crankcase, cylinder heads and sump all in lightweight aluminium. The dry sump lubrication system features two scavenge pumps and one sender unit with twin oil filters, a separate tank and an oil radiator. With the new 5,748 cc version of the V12, Ferrari set out to improve both power and torque across the rev range, with a resulting increase in power to 515 bhp (379 Kw) at 7,250 rpm, and in torque to 60 kgm at 5,250 rpm (588.6 Nm/435 lbs/ft). Overall torque is up on average 1.5 kgm (11 lbs/ft) between 1,000 and 4,000 rpm compared to the 550 Maranello. Ideal weight distribution (50% over both front and rear axles with the driver aboard) was assured by the transaxle layout, with the gearbox in unit with the limited-slip differential. In a first on a V12-engined Ferrari, the 575M Maranello has been equipped with a specially developed version of the F1-style gearchange, optimised for the power and torque of the new engine. The electro-hydraulic mechanism has been fitted at the rear of the car to reduce shift times to a minimum and to ensure optimum operating temperatures. The operating modes available are: - Manual (via the paddles on the steering wheel) or Full Automatic. - When used manually, either Normal or Sport gearchange modes can be selected. - The Low Grip mode reduces wheel slip when changing gears on slippery surfaces. New high-performance adaptive suspension control. As far as the chassis is concerned, a major improvement in the car�s handling has been accomplished by introducing adaptive damping, with six sensors independently reading body and wheel acceleration. The system automatically adjusts the damper response according to the following parameters: - Comfort: with a ride comfort-biased setting; - Sport: optimised for press-on driving and improved grip. The already excellent braking system of the 550 Maranello has been further improved to meet the 575M Maranello�s higher performance levels. In particular, the Brembo set-up has been modified to increase fade resistance and improve pedal response. To achieve this the following modifications were carried out: - Improved ducting of cooling air to the discs; - New brake pad material (Ferodo HP1000); - reduction of brake pedal travel, modified brake servo and adoption of the latest Bosch 5.3 ABS/ASR system. The electronic traction control parameters, just like on the rest of the Ferrari range, are divided into Normal and Sport: - Normal: for the best compromise between stability and comfort and more press-on driving - Sport: for maximum grip in corners without penalising comfort and stability. For maximum driving precision, unsprung weight has been reduced to a minimum by: - integrating the ABS/ASR sensors into the wheel hubs - reducing the weight of the wheel/tyre combination. In total, weight reduction on the front wheels amounts to 1.8 kilos (4 lbs) and 1.2 kilos (2.6 lbs) on the rear. The new tyres feature lower rolling noise levels, greater durability and better aquaplaning characteristics. In addition, a special 19" tyre (255/35 front and 305/30 rear) has been developed to equip the special-order split rims which offers more extreme handling characteristics, especially lateral and longitudinal grip, without sacrificing too much of the 575M Maranello�s ride comfort. The 575M Maranello also offers a sensor that enables the driver to check tyre pressures in normal day-to-day driving. The interior of the 575M Maranello has been completely redesigned to give the cockpit a more sporting, functional and dynamic ambient in keeping with the car�s greater performance, and to increase the efficiency of the driving position. The main dials are now all in one single group in the driver�s direct line of sight with the rev counter in the centre. The new seats feature six-way power adjustment with a memory on the driver�s side. In keeping with Ferrari practice, the 575M Maranello can be personalised to taste thanks to the wide range of options available from the Carrozzeria Scaglietti programme which, along with a selection of exterior and interior colours and materials, and equipment such as sat-nav, also offers track-oriented options. | ||
| Viken Bedrossian (Vikenb)
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>> I thought they were gonna call it the 550MM for either Mille Miglia or Maranello Modificato. << Well, they decided to call it 575 Maranello Modificata because the engine displaces 5.75 liters. | ||
| J. Grande (Jay)
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Can there be any question about what make of car this is? It says Ferrari all over it!! | ||
| BretM (Bretm)
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I thought they were gonna call it the 550MM for either Mille Miglia or Maranello Modificato. | ||
| Chuck Rine (Chuck348ts)
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Interior picture  | ||
| David Albright (Dalbright)
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Thanks.....found it. BTW - CV stands for Cavalli, which translates into HP or Horsepower. The site has it at 515CV/515HP!!! Awesome! | ||
| Matthew Jenson (Moab355)
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Goto the owners site under cars and then under new models. | ||
| David Albright (Dalbright)
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I'm on the site and saw the picture you guys have down below, but I can't find the page that gives the details. Help! | ||
| Matthew Jenson (Moab355)
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Thank you for the info. They got everything right on this car. You have to love the new wheels on this car. This might become my favorite Ferrari. I can't wait to see what the car magazines say about this car. This is going to be one amazing car to drive. | ||
| Steve Magnusson (91tr)
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Matthew -- my US TR documentation equates 380 b.h.p. as 279 KW and 354 ft-lbs as 470 N-m which would map your 575M data as 516 BHP and 443 ft-lbs. | ||
| Jason Fraser (Jfraser)
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Just checked out the owners site....apparently both the dipped and main headlights are xenons.....0-60 4.2 secs, and yes there is an F-1 paddle shift option...which I know everyone on this website will be thrilled about :-) | ||
| Jason Fraser (Jfraser)
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The color keyed triple headlight arrangement is a great improvement on the previous model (they also appear to be xenons, judging by the fact that there are headlight washers in the photo) | ||
| Chuck Rine (Chuck348ts)
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c:\My Documents  575M.jpg | ||
| Luigi Gatti (Luigi)
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Pics, please!!! | ||
| Matthew Jenson (Moab355)
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There are photos on the Ferrari Owners site and it is stunning. What an an amazing car. I wish I knew how to translate into american figures for BHP and Torque but here they are anyway. 65° V21 Bore/stroke 89x77 mm Unit displacement 479 cc Displacement 5,748 cc Compression ratio 11:1 Maximum power 379 kW (515 CV) @ 7,250 rpm Maximum torque 588.6 Nm (60 kgm) @ 5,250 rpm |