Ferrari 550 and 575
For many years, a core of Cavallino enthusiasts reserved title of “the best all-around Ferrari” for the late-1960s 330/365 GTC. It’s no wonder the next car to assume the mantle would follow a similar blueprint: mature but exciting styling, V-12 engine in the front, a two-seater built on a shortened 2+2 chassis.
the Ferrari 550 Maranello, unveiled in July 1996 at Germany’s Nurburgring racetrack.
The name celebrated both its 5.5-liter V-12 and the Ferrari factory’s hometown.
The 1997 Ferrari 550 Maranello was easy to drive and designed to be understated.
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It essentially was the Ferrari 456 GT four-seater rendered in tighter, lighter, sportier form. It also turned its back on the midengine layout that had defined Ferrari’s performance flagships for more than a decade in the guise of the Testa Rossa through 512M. The attitude behind those supercars was no longer in fashion at Maranello.
“I was a little disturbed by a car that was too much of a showoff, too difficult to use,” Ferrari CEO Luca Cordero di Montezemolo said at the 550’s introduction.
Avoiding “showoff,” circumventing “difficult to use” was the essence of the design and engineering brief. As usual, the recipe started with the engine, and the 550’s 5474cc V-12 was a masterpiece. It had a variable-volume intake manifold, titanium connecting rods, forged aluminum pistons, four valves per cylinder, and four cams. Horsepower was an impressive 485 at 7600 rpm. With a great deal of its 420 pound-feet of torque available at 3500 rpm, it was also impressively user-friendly.
Its tubular chassis’ wheelbase was four inches shorter than the 456’s, but their underpinnings had much in common: independent suspension with double wishbones, coil springs, electronically adjustable shocks, and antiroll bars.
The largest engineering stride was the new ASR traction control. This featured three modes: Normal, Sport, and Off. It would cut back engine power if it sensed a rear wheel slipping, and if things got particularly unruly, the computer-controlled system would activate the ventilated disc brakes’ antilock technology to intervene. The ABS also balanced braking effort between the front and rear brakes when deceleration reached more than 0.5g.
Sergio Pininfarina relished designing the 550, honing the shape with 4,800 hours in the wind tunnel. “It reminded me of how I felt in the 1950s, when I was first working with Ferrari,” he said. “Ferrari returned to the front-engine configuration with this car because the progress of technology allowed us to reach the same level of performance of a midengine design with better comfort and luggage room.”
A number of pundits saw the Ferrari 550’s restrained styling as too conservative at the time of its launch. Such misgivings soon wore away as the purity of the shape gained recognition as a Pininfarina classic.
was also quite practical. Compared to the Ferrari 512M, the 550 had three inches more
leg room and 1.5 inches more head room, plus a larger trunk and a small storage
area behind the seats. Yet it accelerated more quickly -- 4.3 seconds 0-60 mph.
It was faster -- a real top speed just shy of 200 mph. And it handled
considerably better -- the Ferrari 550 was more than three seconds quicker than the
512M around Ferrari’s Fiorano test track.
The 2002 Ferrari 550 Barchetta, a limited
edition, sold out before production began.
The idea of an open-air Ferrari 550 was evident not longer after the Maranello made its debut. Pininfarina had been building a number of custom-bodied Ferraris for Brunei’s royal family, including cabriolets. Ferrari followed suit with the 2000 Paris Auto Show unveiling of the Ferrari 550 Barchetta Pininfarina.
It was produced as a limited edition of 448 to commemorate 50 years collaboration between Ferrari and its great design partner. Distinguished from the coupe by a lower windshield, fairings and rollbars behind the seats, and a manually operated folding top, all were sold before production began in 2001.
Ferrari introduced the Ferrari 575M Maranello. The M stood for Modificata, which was
borne out in a displacement bump to 5748cc, a horsepower kick to 515, and
installation of an updated version of the paddle-shift F1 gear-change system
first seen in the 355 F1. Cosmetically, more-aggressive headlights were integrated,
and the interior was revised with a new dashboard and seats.
The 2005 Ferrari 575 Superamerica featured
a pivoting top of adjustable-tint glass.
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