575 Technical Thread

Sam- We already have your car, but will highlight it so everybody knows it has a new owner. Good practice for a new owner is to get the engine number for Carbon. He is our historian, I am just the technical guy. Details on how to find it are up above. Sounds like a very nice car and I love silver Ferraris.

Paul- Cannot believe we missed your car. Sorry for the oversight. Too many beers on the night you gave me the info, probably.

Found a new car on E-Bay yesterday or so. Red with tan and an unusual treatment with red leather on the upper dash and steering wheel and red carpets. SN 128451, Assembly No. 45553.

I bought a new Shock Absorber ECU today. Actually noted in the parts catalogs as a RHD only part, it is actually marked as an FHP ECU. We shall see if it works better than the standard 575M ECU currently in my car. Thanks to Patrick at FerrParts. Part number 197211/201674.

Taz
Terry Phillips
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Paul- If I were playing with a 575M, I would buy exactly what you did, Hydraulic Steering ECU and then rear anti-roll bar. You already had the correct Shock Absorber ECU.

I can probably find springs for you if you like, but you probably do not need them. Either FHP or HGTC springs will work. The HGTCs are actually a bit stiffer, IIRC, but are way cheaper. There are also appropriate aftermarket springs for reasonable prices.

There is one FHP spring on E-Bay for a reasonable price right now. Do not know if they have two. The springs were provided in matched pairs, so they may. I can ask Patrick for you, if you like. He sold me the ECU and sells bunches of parts to the UK. They bought most of Maranello Concessionaires parts when they liquidated. This is a rear FHP spring, identical to the ones on my car. I checked the parts number when we changed my wheels.

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=120239608022&viewitem=&sspagename=STRK%3AMEWAX%3AIT

Taz
Terry Phillips

 

Henry- Mine has FHP, but LHD drive FHP cars were delivered with the same shock ECU as the non-FHP cars. See the FHP bulletin attached. Note no Shock Absorber ECU is in the package.

In the UK, the early 575M's shock ECUs were unique to "C" 575Ms, and were way too soft. After many complaints about sloppy handling, the early RHD cars' ECUs were either reflashed or replaced with the same ECU as the LHD cars. In early CY 2003, RHD UK cars began to be delivered with Shock Absorber ECU 197211, marked for FHP, even though it was fitted to all RHD UK cars. This was subsequently replaced by ECU 201764, essentially the same ECU. There was one further change for RHD "C" cars, but again, the ECU was essentially the same. The one I picked up is marked with both 197211 and 201674, and says FHP, or words to that effect, on the packaging.

Also, the Shock Absorber ECU was again changed for all cars, LHD and RHD, at Assembly No. 52556, when the steering sensor was introduced and the Shock ECU needed to be able to see steering sensor inputs so it could lead cornering forces and stiffen the shocks before the acceleration sensors detected the change. There was a separate HGTC ECU, too.

For obvious reasons, most people do not understand all the changes that happened, so I got a good deal on the ECU from FerrParts. We shall see if it offers any improvement. FerrParts does have another ECU, this one just marked 201674. If 197211/201674 is an improvement on mine, some other nut case may be interested.

Incidentally, I could not access Ricambi's parts catalogs today. Anybody else having that problem? This even after signing in, which allowed me access yesterday.

Taz
Terry Phillips
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Philip- I will give you odds you already have the same ECU fitted. Passenger side cheek panel.

My TPS system was softwared out when I had the SA instrument panel repaired. Just set up a Schrader TPMS system today. $200 including four sensors. Works great.

Taz
Terry Phillips

 

Jimmie- Unfortunately, no. There are people making substitute sensors for the wheels, but no way to patch in retrofit systems because Beru used proprietary software in the system.

There are two good aftermarket systems, one the Schrader 20256/20267 (one AA battery-, the other 12V- powered), and the other, from the UK, the Tyresure system, which operates only via 12V connection. Schrader builds OEM systems for several manufacturers, and Tyresure also sells TPMS sensors, including Beru's.

I intend to do an article for here on the two systems, because 456 and 550 owners may be interested. Both show tire pressure and tire temperature and have audible warnings for low pressure and high temperature. On a 575M, the Schrader monitor sits neatly in the sunglass/coin depression in front of the ashtray.

On both systems, the tire valve itself is the antenna for the system, so no additional Beru-type antennas are required in the fender wells.

Tyresure has offered a discount for group buys of their system.

Tyresure on top and Schrader on the bottom.

Taz
Terry Phillips
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I just bought a 575 Superamerica parts catalog and WSM, so maybe we can answer some of the questions on what, if anything, was changed regarding ECUs.

Taz

 

What we have learned about the Beru TPMS system and the sensors and tire valves required to service the system. One copy here and a Word document for saving to hard drives.

Taz
Terry Phillips


Tire Pressure Monitoring System
for the 575M/SA

The tire pressure monitoring system (TPMS) fitted to the 575M and 575 Superamerica is a first generation Beru system, and Ferrari’s first attempt at a TPMS system in one of its cars. Introduced in early 2002, the system consists of four antennas in the wheel wells, four TPMS pressure sensors/transmitters inside the wheels and attached to the tire valves, and a TPMS electronic control unit (ECU) located under the carpet on the center console. Programming for the system indications in the instrument panel is contained in a 2Mb chip in the instrument cluster for the 575M, and in an 8Mb chip in the same location for the 575 Superamerica. Beru TPMS sensors have a battery life of 5-8 years, depending on generation. The sensors have a long shelf life because they are not activated until they sense 25psi when the tires are initially inflated.


If you have a TPMS warning light, the first thing you need to do is ensure all tire pressures are set correctly and, if you recently changed tire types, that the TPMS ECU is set to the type of tires on your car with an SD2. Pirellis and Bridgestones use an inflation pressure of 32 psi and Michelins use 29 psi. If the TPMS ECU is set to the wrong tire type, you are already 3 psi off on your tire pressures, even though this will not cause a warning light because all pressures would be relative to the calibration pressure.

After you are sure the ECU is correctly set and the tire pressures are correct, perform a tire calibration using the pushbutton on the lower left hand side of the instrument panel/dashboard. Turn the ignition to on, but do not start the engine. Depress the pushbutton for five seconds and a CAL light will come on. Once you start the car, the CAL light will go out. Drive the car for 20 minutes or so and the TPMS will calibrate itself. If this does not fix the problem, one of your options is to have a technician disable the system using an SD2/3. If this is done, the TPMS warning lamp will come on briefly after start and then go out. If you want to actually fix the system, read the information below.

The following information is for early Ferrari Beru TPMS systems for the 575M/SA. First, US/Canadian TPMS sensors are 315Mhz , close to the same frequency as the 315Mhz alarm remotes on US/Canadian cars. I made the $400 mistake of ordering orange 433Mhz RDE 001 sensors, which are for European cars. US 575s actually need RDE 004 sensors, which are dark gray or dark brown and 315Mhz. There were two generations of these sensors, Generation 1 and Generation 1.5. The later generation sensors have a longer battery life, typically 8 years or longer versus 5 or so for the earlier generation.

Summary:
315Mhz (US/Cdn), Beru Gen 1, RDE 004, Dark Gray; Beru Gen 1.5 RDE 004 Dark Brown
433Mhz (European), Beru Gen 1, RDE 001, Light Gray; Beru Gen 1.5 RDE 001 Orange

Beru Tire Valve Stems
575M 18” wheels use 43mm valve stems, the same size as most Mercedes cars. The 575M/SA 19” modular wheels use 51mm valve stems. The chart below summarizes this information.

Beru Tire Valve Stems for the Ferrari 575M/SA

Color Mfg Type Length
Silver BERU RDV 001 43mm
Green BERU RDV 002 48mm
Black BERU RDV 003 49mm
Orange BERU RDV 004 51mm
Yellow BERU RDV 005 56mm
RDV 001, Silver, 43mm Valves for 18” 575M
RDV 004, Orange, 51mm Valves for 19” 575M/SA


Beru TPMS Valve Stem Service Kits

If only the tires need to be changed, tire valve stems do not need to be changed unless damaged. Beru service kits, available from E-Bay and other sources, contain all the functional and cosmetic parts necessary for a tire change. Four of these kits are in the $12-20 price range. The service kits fit all Beru TPMS valve stems, from 43mm to 56mm.

TPMS Calibration

TPMS sensors can be calibrated one of two ways, 1) A technician can set them up using an SD-2/3, which does not require the car to be driven or 2) The Tire Pressure Calibration Button can be depressed in the "on" ignition position for five seconds before starting and the system will calibrate itself after a 20 minute or so drive. You will see a CAL or similar indication after depressing the button for five seconds. In some cases an ECU reset has helped get a calibration. This can be performed by disconnecting the battery, leaving it disconnected overnight, reconnecting, and then driving the car gently. See the Technical Bulletin posted elsewhere.

If you are receiving a TPMS warning light and want to see if it is just TPMS sensors, try adding an additional 5 psi of tire pressure and do a calibration and see if the lights go out. If they do, all you need is TPMS sensors. If they do not, drive the car for 10-20 minutes to warm the tires and raise tire pressures further, stop and turn off the ignition and use your calibration switch one more time and see if the system will calibrate. If the lights go out with the higher tire pressures from heating, all you need are new TPMS sensors. You will lose this calibration once the tires cool down, of course. The higher tire pressures make it easier for the TPMS sensors to read and transmit a pressure. If neither attempt results in a calibration, see your technician for further analysis.
Interesting side note, Beru is owned by Borg Warner, a good old-fashioned American company.

The following list is extrapolated from the Alarm ECU frequency list in Ferrari parts catalogs. Assumption is alarm fob frequency is very close to TPMS sensor frequency, as it is for US/Canadian and European cars.

Note 1

Countries with a frequency of 433 MHz:

Italy, Denmark, Luxembourg, Austria, France, Spain, Portugal, Sweden, Finland, Germany , Switzerland, Belgium, Netherlands, United Kingdom, Ireland, Greece, Turkey, Cyprus, Saudi Arabia, Kuwait, Bahrain, Brunei, Hong Kong, China, Thailand, Taiwan.

Note 2

Countries with a frequency of 315 MHZ:

USA, Canada, Mexico, Puerto Rico, Brazil, Argentina, Venezuela, Lebanon, United Arab Emirates, Oman, Japan, Singapore, Australia.
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Philip- I will probably just ask the mods to change the title of this thread, since I put everything technical in here after posting it as a separate thread. That way just about everything is in one place. Need to do the same thing with the RHD shock ECU information.

Have not received the 197211/201674 Shock Absorber ECU yet, but will report when I do. There is essentially no difference between 197211, 201674, and 205619, just different production batches of the same ECU. Whenever you see the term "valid until stock exhaustion", the two parts are virtually identical.

On LHD cars, the same thing happened. Shock ECU 201673 is in my 2004 575M, Assembly No. 52428, built just before the big steering sensor change, and so many more changes, at Assembly No. 52556. 201673 was replaced by 205618, but none were ever fitted at the factory. They were just spare parts. I am sure it was the same for 205619. So upgrading from 197211/201674 to 205619 would be just a waste of money. Upgrading from 201673, however, might be worthwhile, and we will know for sure shortly, since that is what I am doing.

201673 is the shock ECU very quickly fitted to "C" 575Ms, when the original ECU, 183960, proved to be too soft. 201673 was replaced by 197211, badged "Fiorano Handling Pkg", in early 2003, for "C" cars only.

If either the post 52556 ECU, 202594, post 55768 ECU, 210577, or HGTC ECU, 210578, is substituted into a pre-52556 car, a permanent suspension warning light will illuminate, telling you the shock ECU is looking for a non-existent steering sensor input from the Motronic ECU.

Thanks, and I probably will borrow your photos for the Word version of the document. Will have to do some more research on the TPMS shut-off. That is new to me and I do not have a Technical Bulletin on it.

Taz
Terry Phillips

 

Received my Shock Absorber 197211, and it has a very interesting history. It appears to have been ordered by Garage Francorchamps S.A., the Belgian Ferrari distributor, on 6 December 2002, which gives us a new date on the 197211 ECU of late 2002, and was sent to a distributor that only sells LHD cars. It was apparently relabeled as 575 ECU (FIORANO H/PACK) 0=201674 on 28 September 2004. It was last relabeled for a German company, DE-MET TECHNOLOGY LI, on 18 September 2006, as 201674, coincidentally enough, my birthday.

The SACHS date on the actual ECU appears to be 40/02, which would seem to indicate the 40th week in 2002, or late October 2002, an earlier date than we have postulated and consistent with the Dec 2002 Garage Francorchamps S.A. order.

Even more interesting, Garage Francorchamps was purchased by the UK distributor, Maranello Concessionaires, in Spring 1998. Maranello Concessionaires went through a succession of owners after Colonel Ronny Hoare sold it in 1987, with Penske the last for which I can find information.

FerrParts bought up a large portion of Maranello Concessionaires' parts, and my ECU was apparently part of what they bought.

This ECU has been around. It now appears there was an FHP Shock Absorber ECU for Euro cars. Hope the bloody thing works after its long journey from Maranello to Belgium to the UK to Sacramento, California, and finally to New Mexico. The ECU has almost as much mileage as my car.

Taz
Terry Phillips
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Picked up a 575SA Parts Catalog and found some things that answer questions we had on the 575M. We originally postulated the FHP Hydraulic Steering ECU may have been made standard at some point during 575M/SA production. The Superamerica parts catalog says that did not happen, because it still lists both steering ECU types as being fitted on Superamericas in April 2005. Still not sure if HGTC included the FHP steering ECU or not.

Also note only two Shock Absorber ECUs were fitted to SAs, one for HGTC cars, and the other for non-HGTC cars. Distinctions between RHD and LHD ECUs were eliminated at 575M Assembly No. 52556. RHD and LHD shock ECUs noted in the 575M parts catalog would work in either RHD or LHD cars, the catalog was merely showing which ones had been fitted to the cars.

Here are the relevant pages.

Taz
Terry Phillips
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Just to keep all this in one place:

We have all speculated on the differences between the Superamerica's Type F 133G and the 575M's Type F 133E engines, and now we know.

The major changes were:

Heads were shaved 0.15 mm to increase compression ratio to 11.2:1 from 11.0:1.

Angle of the exhaust valve seats, possibly intake valve seats, too, was increased to 130 degs from 90 degs, sinking the valves 0.2 mm further into the head to make up for the head shave and to increase flow.

Valve stem lengths were reduced by 0.2mm to make up for the deepening of the valves into their seats.

The same camshafts were used, but timing was altered to -1 deg BTDC/50 deg ABDC (SA) vs -7 deg BTDC/56 deg ABDC (M) for the intake cams and 42 deg BBDC/7 deg BTDC (SA) vs 36 deg BBDC/13 deg BTDC (M) for the exhaust cams.

Intake line diameter increased by 1 mm.

Red paint on the intake manifold covers and cover ribs was changed.

612 Scalietti-style gray valve covers.

For 575M owners, it appears a useful gain in hp may be possible by adopting the new cam timing at the next belt change. Shaving the head and changing valve seat angles would be a bit more expensive.

Any pros perusing the technical data and seeing something different, let me know.

Taz
Terry Phillips
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I saw this car last week in LV and it is really pretty. SN 133223, Assembly No 50425. Giallo Modena with tan Daytonas, leather shelf, full CF, etc. Really looked nice. Nose scraped at one time, but repaired by Ferrari dealer.

I love yellow Ferraris. If I ordered a new one (fat chance), it would be yellow.

http://cgi.ebay.com/ebaymotors/Ferrari-2DR-CPE-2003-Ferrari-575M-Maranello-F1-V12-Yellow-Mint_W0QQitemZ320519165640QQcmdZViewItemQQptZUS_Cars_Trucks?hash=item4aa06e56c8

Taz
Terry Phillips
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Very nice, low mileage F1 575M, Grigio Ingrid, Cuoio Daytonas with Grigio Scurro inserts. SN 136198, Assembly No. 53531. Cannot be more than four or five Grigio Ingrid 575Ms in the world.

Some very nice 575Ms for sale on E-Bay, at least one for less than $90K. Bargains abound.

http://cgi.ebay.com/ebaymotors/Ferrari-575-F1-USA-MY-04-2004-Ferrari-575M-Maranello-F1-_W0QQcmdZViewItemQQhashZitem19bba85562QQitemZ110522553698QQptZUSQ5fCarsQ5fTrucks



Taz
Terry Phillips
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Philip- Yes, it is original for 2004 US 575Ms and other models only, as a 50 year tribute to Chinetti's first US Ferrari import in 1954, although I think they did not start mounting it until CY 2004, since my US 2004 still has crossed flags.

http://www.ricambiamerica.com/product_info.php?products_id=272160

Taz
Terry Phillips
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Philip- I have seen the 575M script on earlier cars and was never sure whether it was original or added. Many earlier UK 575Ms seem to have it, but I know yours was a UK model and did not. Your choice.

There are two different types of Cavallinos, one for the black grille and one for the "250 GT" grille. The good news is, you got the expensive one, since the early one costs a whole $10 more than the later one.

Taz
Terry Phillips