Advertising:
2003 Ferrari 575m F1 Maranello, Silver, 3,380 Orig Miles, Heavily Optioned!! Wow on 2040-cars
US $118,500.00
Year:2003
Mileage:3380
Color:
Location:
Evansville, Indiana, United States
|
We
are proud to offer this very rare and extremely nice example
of a 2003 Ferrari 575M F1 Maranello V12 Coupe ... This 575
is in exceptionally nice condition inside and out (I can't stress this enough!), has
always been well serviced and is very well optioned (see
description below for a list of all options). These 575's have timeless styling, are very quick, handle very well, have a great engine sound, have exceptional build quality and turn heads everywhere you go in one! They are very rare as there was a limited production run. The body is in exceptional condition with no
dents, dings or scuffs, and the glass, carpet, leather,
headliner, seats, etc. all literally look new. I am an
extremely picky person and this is one of the few cars I've
ever had that I can say you literally don't need to do
anything to it. It doesn't need a service, a detail, floormats - nothing. It's priced well in the current market but I have no reservations
representing it as one of the top 1 or 2 575's available
for purchase in the US. Not to mention from what I can find it is the lowest mile 550/575 of any model year advertised for sale anywhere in the US. It's tough to find a driven
pre-owned vehicle that is this well cared for & clean.
It is finished in Argento Nurburgring over Black
leather with Gray Daytona seat inserts, has an F1 paddle-shift trans and has ONLY 3,380 ORIGINAL miles. It will be very tough to price shop
this 575 or compare it with anything else because of the
rarity and condition. Don't miss your chance to buy this
fabulous Ferrari V12 Coupe!
Additional Details: (VIN: ZFFBV55A630130640 ), Argento Nurburgring / Nero (black) full leather interior with light grey seat inserts & stitching with black carpeting, sequential F1 6-spd. paddle shift trans. with oil pump and cooler, 3,380 original miles, built 08/2002, in-service date of 10/30/2002, delivered new to Wide World of Cars in Spring Valley, NY, 5.7L 48- valve V-12 with 4 over-head cams, aluminum block and heads, DME engine management system with OBD-II, 508 hp. @ 7,250 rpm., 434 ft-lb.@ 5,250 rpm., Bosch Motronic ME 7.1.1 fuel injection with on-board diagnostics, bore x stroke: 89.0 x 77.0, compression ratio 11.0:1, dual exhaust with dual 3-way catalytic converters, 4-wheel cross drilled ventilated disc brakes (13.0 inch front rotors and 12.2 inch rear) with Bosch 5.3 anti-lock braking system, front suspension: unequal-length control arms, coil springs with active damping, anti-roll bar, multi-link LSA toe correcting rear suspension: unequal-length control arms, coil springs with active damping, anti-roll bar, limited slip differential, driver and passenger front airbags, 4-passenger 3-point seat belts, tilt and telescoping steering, Xenon high intensity discharge headlights with automatic adjustable range, electrochromatic interior mirror, automatic climate control with charcoal filter, intermittent windshield wipers, remote trunk release front and rear, keyless entry central locking system with alarm and engine immobilizer with LED warning lights (1 key and 2 remotes incl. the expensive red master remote), Becker AM/FM premium sound system with CD, power windows with one-touch convenience feature, power and heated exterior mirrors, heated exterior door locks, rear window defrost, power driver and passenger seats with 3-position driver seat memory, on-board tire pressure monitoring system, SkyHook suspension system, Options include: F1 trans. (approx. $10,000.00), red brake calipers ($785.00), Daytona seats with driver side power and memory ($2,203.00), Scuderia shields on front fenders ($1,451.00), leather upholstered rear shelf ($1,666.00), high power Hi-Fi sound system with sub woofer & Becker Silverstone 6CD changer in trunk ($1,612.00), all interior stitching in deviating color ($301.00), 18x8" front & 18x10" rear 5-spoke cast aluminium rims with Pirelli P-Zero Rosso tires (255/40-18f & 295 / 35-18r) with Tread Depth Measurements: DF: 5/32, PF: 4/32, DR: 6/32, PR: 6/32 (10/32 is new tire tread depth), colored Ferrari crest rim caps, 23 gallon fuel tank, EPA fuel economy of 8 mpg city & 13 mpg highway, cold a/c, no oil leaks, very original vehicle that is in absolutely gorgeous condition, complete tool kit, jack and spare, spare tire never on ground, all services and recalls performed, checks out via FNA, fully galvanized unibody, 10 year anti-corrosion warranty, 2 owners since new, paint and interior are absolutely gorgeous, 3M clear bra installed on front bumper cover - fenders and hood, BMI sold this car to a very good repeat client in 06/2012, as nice as a driven vehicle gets and from what I can find this the lowest mileage 575 of any year for sale in the US, clean AutoCheck report, all books - records - manuals - service receipts & copy of original window sticker, serviced and inspected, timing
belt service completed in late 2011, never smoked in,
never driven in rain, aftermarket warranty options are available, new
MSRP of $239,283.00.
The Ferrari 575M: The arrival of the Ferrari 575M Maranello hails a whole new level of achievement for Ferrari’s hugely successful V12 front-engined sports berlinetta concept. It represents 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 ever. As with all Ferraris, the heart of the new car is the engine. In this case, the 575 is the abbreviation of its effective displacement, which has been increased to around 5,750 cc. The ‘M’ Maranello not only links the new model to its predecessor, the 550 Maranello, it also stands for ‘modificata’ (Italian for modified), meaning that all-round performance has been improved, particularly by the introduction of the company’s legendary Ferrari F1 gearchange in a road-going Ferrari V12 for the first time. The styling of the 575M Maranello was entrusted to Ferrari’s long-time creative partner Pininfarina. The balanced lines and sober design that made the 550 Maranello an "instant classic" when it first appeared, have been left largely untouched. The modifications made to the original forms are subtle and are designed to meet specific technical requirements. The shape and size of the front air intakes, for instance, have been optimized to increase the flow of cooling air to the more powerful engine and there’s a new, full-width front spoiler design which improves downforce. The new front section of the car incorporates redesigned headlights, with body-colour surrounds and grey detailing, featuring xenon technology bulbs for dipped beam, as standard. The wheels now also have a much sportier look more in line with the new car’s racier temperament. The new car boasts a perfect weight distribution of 50 per cent over both front and rear axles with the driver on board. This occurs as a result of the rear Transaxle layout, with the gearbox in unit with the limited-slip differential and situated in the same casing as the bevel-type final drive. This is a six-speed gearbox with new multi-cone synchronisers. In fact, synchronisation has been completely reviewed and improved to guarantee quicker gearshifts during more assertive driving. In addition to manual shifting, the new 575M Maranello’s transmission also has the F1 gearchange, developed directly from the marque’s experience on the Formula 1 tracks. The F1 gearchange is an electro-hydraulic system controlled by two paddles on the steering wheel instead of the traditional gear stick and clutch pedal. The F1 system offers the following improvements over the traditional system: * Shifting up and down through the gears is faster than with a traditional gearbox and the accelerator can also be fully depressed during shifts * Drivers can select a gear without taking their hands off the steering wheel * More comfortable control (no clutch pedal) * Safer as it prevents driver error * Protects against over-revving when going up and down gears. The F1 gearchange is about much more than just improved performance, however. It is also part of an integrated driver control strategy on the car. The F1 transmission works in conjunction with the adaptive damping management and traction control, giving the driver the opportunity to select different performance parameters, for either a sportier or more comfortable ride, at the touch of a button. The driver has two main manual shift modes – Sport or ComfortRegular – to choose from, using a button on the console, and these are both integrated with similar corresponding suspension damping management and electronic traction control settings. The use of the F1-style gearchange in the 575M Maranello means faster shift times during more high performance driving (for example, up and down over 6,000 rpm). As a result, the F1 transmission also delivers better acceleration than the manual. In order to optimise acceleration when moving off quickly from a standstill, the 575M Maranello’s F1 gearchange has also been given a "launch control" mode. In addition to the manual mode, the F1 gearchange also offers two other complementary push-button modes: Automatic (fully automatic gear shifting), and Low Grip (to avoid wheel slippage when changing gears on low grip surfaces). 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, owners can now extensively modify the style, kit and functionality of their car to suit their own preferences. They can also enhance the 575M Maranello’s racing spirit with track-oriented options, such as new carbon racing bucket seats, the Fiorano handling package and the use of carbon fibre details in the interior. The range of optional extras now also includes a powerful new eight-speaker stereo with four-channel 200 watt amplifiers and analogue signal processing and an efficient satellite navigation system. The 575M continues this tradition, as did its predecessor, the 550 Maranello. The V12 in this instance is a 5.75-liter alloy version with four overhead camshafts, four valves per cylinder and a dry sump oil lubrication system. The engine improves on the 5.5-liter unit used in the 550 Maranello by offering higher peak horsepower and torque (515 and 434, respectively) along with greater midrange torque. Updates to the engine's cylinder heads, fuel injection and exhaust system also contribute to its increased power and performance. As capable as the engine is (and it is very capable), the real news involves the 575M's Formula One transmission, which marks the first time this transmission has been available on a V12 Ferrari (it debuted on the V8-powered 355 model in 1997). As with the 355 and 360 before it, the F1 uses an electrohydraulic clutch to change gears, meaning no clutch pedal and no shifter is involved. Gear changes are operated via paddles mounted just beyond the steering wheel, with the right paddle initiating upshifts and the left paddle producing downshifts. The speed of these gear changes varies depending on a driver-selected mode. A fully automatic mode requires no driver interaction, but shifts occur in a relaxed manner that will likely leave occupants unsatisfied as their heads bob back and forth. Lifting off the throttle slightly during each gear change can mitigate the head toss somewhat, but drivers expecting the crisp action of a traditional automatic will be disappointed. Putting the F1 transmission in "Sport" mode has a noticeable effect on gear change speed, but requires the driver to initiate all shifts (the transmission will drop into first gear automatically when the vehicle comes to a complete stop). Even quicker gear changes (dubbed "super fast" by Ferrari) occur when the engine controller reads high rpm and heavy throttle application, though the 575M's shifts never felt as quick as those we experienced in the company's own 360 Challenge Stradale. When considering the F1 transmission, you essentially have to balance being freed from clutch pedal usage against being unable to experience a classic Ferrari gearbox. Those who have experienced the traditional Ferrari transmission know that it can be an acquired taste, but once you've mastered the metal gate shifter you realize that, like steering and braking, shifting a Ferrari is meant to be a personal experience. Losing that direct connection between driver and drivetrain seems contrary to the very nature of these cars. The flipside, of course, is that you can shift an F1-equipped Ferrari with the precision of Michael Schumacher. Because the transmission is tied into the engine controller, issues like rev matching, and even suspension damping, are all coordinated during each gear swap. Sure, we all want to think we can precisely blip the V12 engine to perfectly align engine speed and rear wheel speed when downshifting, but with the F1 transmission we all really can. That feature alone can justify the loss of driver interaction. Add in the possibility of driving a 575M in heavy traffic (change "possibility" to "necessity" for Southern California residents) and the F1 seems like an inevitable, if somewhat contradictory, evolution of the brand. One feature not to miss on the F1 transmission is the "launch control" system that can be tapped when a rapid start is required. By switching off the "ASR" button on the center stack and stomping the throttle from a dead stop, the F1 tranny will allow the engine to rev before dropping the clutch — which it will then modulate to produce a near perfect launch. Ferrari has tuned the system to allow a fair amount of wheel spin, meaning ultimate acceleration time is probably sacrificed slightly in the name of noise and drama…but if that's the case, mission accomplished! Another area, beyond the F1 transmission, where the 575M's performance felt less than 100-percent satisfying was the car's suspension tuning. Having driven a 550 Maranello at our test facility recently we considered that model to be extremely secure in its handling characteristics. We expected the 575M to feel similar, but immediately noticed a higher degree of body roll when driving our standard test loop. Switching the driver selectable suspension setting from "Comfort" to "Sport" reduced body roll somewhat, but the car still felt looser than our long-term 550 Maranello. Ferrari claims to have lightened unsprung weight in the 575M, and the car's active suspension can alter both ride height and the damping of each wheel, independently, to compensate for driving conditions. We did notice that while the 575M felt a bit soft under normal conditions, it also behaved better than we expected as our speed and aggressiveness increased. But remember that this is a large, heavy car (3,800 pounds) with a body that flares out. The idea that it might lean over and "kiss" something on a twisty canyon road does not add to the driving experience. Our confidence in the car's stability eventually rose, but we prefer our exotic cars with road-going capabilities that instantly inspire, rather than requiring a "warm-up" period. An optional "Fiorano" handling package ($3,600) is supposed to further stiffen the 575M's ride quality, and we would consider this option if ordering our own car. We can report that steering feedback and braking behavior were exactly what we expected from a Ferrari, which is to say among the most rewarding we've ever experienced in a four-wheeled conveyance. If the Grand Touring aspect of the 575M hindered the car somewhat on twisty pavement, it certainly lived up to its billing on long stretches of highway. The sticky Pirelli PZero tires, which proved tenacious around sharp corners, were also relatively quiet at highway speeds. Wind noise and seat comfort also met Grand Touring specs. Another upgrade from the 550 Maranello to the 575M is the use of six-way power-adjustable seats with memory settings for the driver. Our test car's interior was adorned in hand-stitched cuio leather of a darker, richer shade than what is used in most Ferraris. Unfortunately, the absence of a center armrest kept us from giving the 575M a perfect score in terms of comfort, a design flaw that seems particularly out of place in a car meant for long-distance travel. Other improvements from the 550 include higher-quality climate control dials, metallic rings around the gauges and dash vents and a large centrally located tachometer that is easy to read at a glance. On 575Ms equipped with the F1 gearboxes, a high-quality metal plate between the seats houses the reverse gear lever and buttons for fully automatic and low traction mode (the latter starts the 575M out in second gear). Our test model was also outfitted with "50 Years in America" plates throughout the cabin, as well as the optional Becker audio system (a vast improvement over the 550's aural capabilities). If there's an area that Ferrari must eventually address, it's the limited availability of high-tech luxury features in its Grand Touring models. The 575M competes with such tech-savvy players as the Bentley Continental GT and Mercedes-Benz SL65. Items like smart cruise control, one-touch up/down windows, a dedicated navigation screen and a power-operated trunk lid may seem frivolous to the Ferrari faithful, but the exotic car world has been flooded with entries offering such frivolity in the last three years. We're not saying it's time for a Ferrari with smart cruise control, but at over $240,000 our test car had no cruise control, another tough-to-explain situation in a Grand Touring vehicle. If there's a positive spin to Ferrari's traditional philosophy, it's that no confusing interface separates the driver from the climate controls when it's time to turn up the air conditioning. But we found ourselves doing this quite often because the system struggled to keep the cabin cool when the external temperature rose above 90 degrees. Other areas Ferrari might want to rethink are the e-brake that sits between the driver seat and the driver door, the trunk-mounted CD changer and the limited interior storage compartments (though the trunk was wider and deeper than we expected). Items we were happily surprised by included the powerful xenon headlights and superb build quality. Gap tolerances between the exterior body panels were surprisingly consistent, and the interior looked as well executed as anything you'd see from a high-volume Japanese automaker. Then there's the Rosso Corsa that our 575M showed up wearing. Nobody does red like Ferrari. Which gets back to the reason why so many buyers will choose a 575M over a Continental GT or SL65 that offers more luxury and performance at a lower price. Those cars simply don't possess the racing heritage, sensuous body lines or driving dynamics that the 575M offers. Bid with confidence - we have been a member of eBay since November 1998 and we have an excellent feedback rating!! We do have a complete collection of photographs that document every aspect of this vehicle, so please request them! And be sure to mail us if you have any questions! Please also keep in mind that this vehicle is being advertised via other retail venues, so we reserve the right to cancel this auction at any time and without notice. God bless and good luck in bidding! *This vehicle is located in Southern Indiana - more information or photographs are available upon on request. While every reasonable effort has been made to ensure the accuracy of the description of this vehicle, mistakes regarding hp ratings, options, etc. can be made. I have also done my best to be very honest and very critical about the cosmetic and mechanical condition of this vehicle. Of course, it is not always possible to pick-up on every minor detail or flaw. Please keep expectations realistic as this is a pre-owned vehicle, and I have personally found blemishes on brand new un-driven vehicles. If you are an exceptionally detailed oriented person, please contact me to verify any information directly, and I will do my best to specifically photograph anything you request and to answer any of your questions to the best of my ability. |
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FIA approves new F1 elimination qualifying rules
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