2002 Ferrari 575

Maranello

V12

F-1

ZFFBV55A720129303

Clear

NO RESERVE! **Relisted due to a non-responsive bidder (racecarinvestments) who emailed right after the auction closed to aknowledge he won the "Ferrari 575", then emailed the next day to claim he was actually bidding on a "Mercedes S63" and his bid accidently was submitted on our car. Obviously he's full of it, but it's lucky for you because you now have a chance to buy this great car!** Offered here in a no reserve auction, is this beautiful 2002 Ferrari 575 Maranello. As you can see from the photos, this Ferrari is finished in the classic color combination of Rosso Corsa over Nero. Options abound on this 575M, and the list outside includes alloy wheels over Red painted calipers as well as Scuderia shields on the fenders. Inside you will find the coveted Daytona seats with power features on both sides, as well as deviated stitching and piping in Rosso to contrast against the Nero leather. Look a bit further and you will notice this car has the very rare Carbon Fiber kit that includes the door panels and sill plates, as well as a leather rear deck and leather headliner that are also finished with contrasting Rosso stitching. The original books and manuals are also included with this Ferrari, as are the radio and alarm pins plus all keys and fobs (2 black and 1 red). This car is striking to say the least, and it will be a dream come true for it's next owner. Please remember, this NO RESERVE auction will close Sunday September 16th... so book mark the auction and don't forget to bid before it's gone! You've probably noticed the miles are atypical on this Ferrari, as most of them tend to be garage queens. Of course this car has only traveled about 4500 miles per year so it's hardly excessive, and it's nice to know you will be getting a car that isn't fragile. This 575 had a Major service performed in the spring of this year, and it's only been driven a couple thousand miles since then. The tires are in decent shape but I haven't measured them, and the brake pads were recently done as well so it's a good driving car. The only thing I anticipate the car needing to service will be the clutch, as it scanned needing replacement soon. It doesn't slip, but on fast shift it will go to neutral from third to fourth or fourth to fifth. On the open road this car drives excellent and tracks straight, just as you would expect. The V12 also sounds magical as it's breathing through a TUBI exhaust. Cosmetically this car is in very nice condition. Of course with 45k miles it does have some stone chips, but they are only on the lower edge of the front bumper and leading edge of the hood and scoop. There are no dings or dents, no scratches, and the car presents very well. I believe the hood and front bumper have been painted, but all gaps are straight and all panels appear to be original to the car. The paint tends to be soft on these and I'd imagine someone was addressing stone chips from driving it often. The interior is in great shape too. Everything works as it should, the air is cold, and the radio sounds excellent. The leather is soft and supple, carpets are clean, and the glass is clear and free of any chips. All of the wether striping is in good condition and the windows seal properly. There is some shrinkage around the dash vents and third brake light that is very typical for Maranellos, as well as the "standard" wear on the edge of the driver's side bolster. Aside from those couple of items, this car looks excellent inside. There are no sticky parts and it's very clean. From the December 2002 issue of Car & Driver BY DANIEL PUND Enzo Ferrari once said, "A Ferrari owner is not necessarily a Ferrari driver." Now the company that bears his name has made a liar of him. Well, it began making a liar of him in 1996 with the introduction of the 550 Maranello. The 550 was so easy and comfortable to drive that even the director of engineering on the car, Amedeo Felisa, said, "We wanted a car that is easier to drive [than previous 12-cylinder, mid-engine, two-seat Ferraris] and requires no special driving skills." The 575M Maranello F1, the evolution of the 550, requires even less skill of its driver. No special driving skills, huh? Well, then we found the perfect venue for a test: the loudest and longest traffic jam known to man, the Detroit area's annual Woodward Dream Cruise nostalgia-fest. The Ferrari that anyone could drive would meet the event that anybody can participate in. And there we were, fighting upstream among Mustang GTs, primer-gray '70s Chevy Novas, and fiberglass-bodied highboys. We expected to be dismissed as slumming interlopers. But people loved the car. It gained us admittance to places and parties for which we had no reservation. A bicyclist hit a guy standing on the sidewalk as they were both transfixed by the passing Ferrari. And we lost track of how many times we watched bystanders mouth the words, "Oh, my gawdddd? A Fur-raw-ree!" The 550 was created from the platform of Ferrari's four-place, front-engine grand tourer, the 456 - making it into a two-place, front-engine grand tourer. Gone is the flashy, flat, and straked styling of mid-engine Italian exotics of the '70s and '80s. This is a classic GT: a long, pointed shark's nose, a short rear deck, and relatively upright glass. The folks on Woodward Avenue might never have seen a Maranello before, but they sure as hell recognized its type. Gone too from the Ferrari 12-cylinder model are a steering wheel canted at an angle appropriate only for a UPS truck and the previous inability to carry on a conversation with your co-pilot due to all the racket. This deeply disappoints people of simian proportion who are also mute. But we liked it. Getting into a 575 is no more difficult than plopping yourself into an Accord. Tall guys have plenty of headroom, and folks of any size can find a comfortable driving position. Every surface higher than your hip point is covered in leather. The change receptacle on the console? It's tailored in no fewer than three pieces of cowhide. Oh, and the air conditioning works brilliantly. The only problem with the interior is that the small T-bar shifter on the console used to engage reverse in this paddle-shifter car was considered unnaturally small by passersby for such a manly ride. If you want a hyper-agile sports car with a rearing horse in the grille, get a 360 Modena. The 575M Maranello is Ferrari's muscle car - its big iron. Despite extensive use of aluminum, it weighs a portly 4085 pounds (173 more than a 1997 Maranello we tested). We'd like to blame the weight on the fact that the 575M, with 29 more horsepower (up to 508) than the 550, was no faster to 60 mph than the old car, at 4.2 seconds. But the 575M has a better power-to-weight ratio. It's the transmission's fault. The big news here is the first application of the F1-paddle-shifting transmission with a V-12 Ferrari. Because the clutch is automatically engaged, we couldn't do our normal wheel-spinning launch. For drag racing, Ferrari provides a launch-control system built into the transmission's computer. Well, it does in markets outside the U.S. at least, where the company has fewer concerns about liability. This system is disabled in U.S. cars, as we found by trying it and succeeding only in filling the cabin with expensive-smelling clutch smoke. Enough of that. Simply cramming our foot into the right pedal returned a time of 4.2 seconds to 60 mph, which we reckon is quick enough. It's not until well above 100 mph that the increased power of the new engine, with its bigger bore and longer stroke, comes into play. The 575M gets to 150 mph in 22.1 seconds - or 1.4 seconds quicker than the 550. Yes, Vipers get to 60 mph even quicker, but if you're into drag-racing Ferraris, you're stranger than we thought. On the road, the powertrain is stunning. Here's the trick: Drive at a steady cruise. It doesn't matter how fast or slow. Now, pull the satin-finish metal paddle on the right for a downshift and jam the aluminum gas pedal to the carpet. The long nose lightens, and the car squats on its tail — similar in character, if not magnitude, to an American muscle car. That's the last thing you'll note before looking down to see that you're now going more than 100 mph. The paddle moves with so little force that it hardly seems possible it could effect such a change in physics. It's like instantly unloading 2000 pounds. The sensation and the sound are nothing like those of a hard-ridden American V-8 (or V-10) that, for no apparent reason, always brings to mind a blast furnace. Nor does the 575M have the clinical zing of a Porsche Turbo. We'd like to hear more of that lovely V-12, but despite its larger displacement (up to 5.7 from 5.5), our decibel meter read 80 at wide-open throttle, five less than the 550. Despite a horsepower peak of 7250 rpm, the V-12 is a sweetheart around town. There's 434 pound-feet of torque at work. The 5.5-liter was high-revving, powerful, and tractable — and the 5.7 is simply more of a good thing. It's the paddle-shifted transmission that makes the biggest change in the character of the car. It is the finest version yet of the system. A Maserati we tested recently with the same basic system bucked and lunged at every stoplight. The clutch engagement is considerably smoother in the 575M. We tried it hundreds of times trudging up Woodward, where speeds alternate between 10 mph and a dead halt. There's a fully automatic mode, which we refused on principle to try. With room to lay on the power and the sport button pushed, the shifts are lightning-quick and firm. The stellar engine may be able to disguise the weight of the 575M, but dynamically you never lose the sensation of heft. We were shocked to see the body roll as we hustled the car around the skidpad. Granted, the skidpad is an extreme exercise, and the car pulled an excellent 0.92 g on the pad, but there is body roll in day-to-day operation as well. Pressing the sport button helps reduce this by stiffening the dampers. Understand we speak of roll here not in the minivan sense, but in the context of other super-capable machines. Ferrari has added automatically adjusting shocks to this car, which accounts for some of the weight gain. The shocks are said to be able to "read" the quality of the road surface and adjust settings accordingly in 80 milliseconds — which is so quick it's hard to imagine it's possible. The 575M's body doesn't exactly flop around. Still, we'd like a setting that clamps down the body more tightly for aggressive driving. The upside to the relatively soft suspension is excellent ride quality. In sport mode, sharp pavement breaks send a quick thwack through the body, but large impacts are absorbed without drama. And the 575M resolutely refuses to track terrain such as crowned pavement. A Viper would just rip the wheel out of your hands — possibly taking a digit or two in the process. The steering is feathery light at low speeds and weights up nicely at speed and telegraphs reams of information about what the front tires are doing. The superlight brake pedal commands the same brakes as those on the 550, stopping the car from 70 mph in an impressive 166 feet. AARON ROBINSON: Ordinary traffic laws are inadequate with a car such as the 575M. They're going to have to make up some new charges. How about "Aggravated Assault with a V-12," punishable by a judge's choice of 30 days in jail or a mandatory three-year lease on a Taurus. Another might be "Negligent Generation of G-forces," which buys you 200 hours of community service scraping off rubber road striping with a Visa Platinum card. "Creating Illicit Street Art without a Permit" and "Downshift with Intent to Serenade" both carry the same penalty: You must strap on headphones and listen to tapes of Brock Yates singing in Italian. CSABA CSERE: For a car capable of running 200 mph, the Maranello is astonishingly plush and refined. Through the wizardry of electronics, its suspension soaks up the fractures of our Michigan roads while maintaining the excellent body control required by a machine this rapid. Although the Maranello accelerates ferociously even at triple-digit speeds, it always remains stable and secure. One reason is the superb F1 gearbox, which lets you keep both hands on the wheel while the electronics dispense seamless shifts. It is the definitive ultra-performance GT, and were I inclined to challenge the Cannonball coast-to-coast record, the 575M would be my machine of choice.