www.QV500.com - Ferrari 550 Part 1: 550 Maranello
 
With the 550, Ferrari returned to producing front-V12 engined two-seat Berlinetta's, a type of car they hadn't manufactured since the demise of the 365 GTB/4 Daytona in 1973. Despite much of Ferrari's now legendary reputation having been built around this kind of format, between 1973 and '96, the firm's series production flagships were mid-engined flat-12 supercars like the Berlinetta Boxer and Testarossa. The mid-engined layout had become fashionable in the late sixties and so engrained was its philosophy that by the mid nineties, many doubted the wisdom of returning to a more traditional configuration.
   
However, the 550 Maranello proved its doubters wrong and immediately lapped Ferrari's Fiorano test track over three seconds faster than the outgoing F512. A little more than four years after being launched, the 550 was joined by a beautiful Barchetta version that was built in a limited run of just 448. The Maranello was replaced in 2002 by Ferrari's 575M, the new car heralding the arrival of Magnetti Marelli's F1 paddle shift transmission for the first time on a V12 GT. Meanwhile, despite never having been conceptualised as a racing car, the 550 proved a fast and reliable basis for endurance events, teams like Prodrive, Scuderia BMS Italia and Rafanelli taking the marque back to the forefront of international competition. Each derivative is covered in detail and here we'll concentrate on the original 550 Maranello. High tensile welded tubular steel was used for the chassis, a frame that featured an extremely rigid central cage and advanced underbody aerodynamics. Wider track at the front than rear improved turn-in while a variable damper control system afforded the driver Normal and Sport suspension settings. Speed sensitive power steering varied the level of assistance accordingly.
 
Lightweight components were used throughout the construction of an all-new 5.5-litre 65° V12, cast alloy being used for the cylinder block, four-valve heads and sump while there were also forged alloy Mahle pistons and titanium conrods. Displacement was 5474cc thanks to a bore and stroke of 88 x 75mm respectively, output an enormous 485bhp at 7000rpm, 45bhp up on the outgoing F512 with its five-litre flat-12. Dry sumped, compression was set at 10.8:1 and advanced Bosch Motronic M5.2 digital engine management employed in what was one of Ferrari's most innovative engines in years.
   
All 550 Maranello's used a six-speed manual gearbox and variable back pressure exhausts similar to those previously seen on Ferrari's limited production F50. Weight distribution was split 50/50 front/rear and greatly contributed to the exceptional handling and balance dynamics. Performance-wise, 0-60 required just 4.3 seconds while a top speed of 199mph was attainable given suitable road conditions. The light alloy bodywork was designed by Pininfarina of Turin who were reputed to have spent almost five thousand hours in the wind tunnel. Their final design featured a number of acknowledgements to the 550's forebears, not least with its 250 GTO-style fender vents carved out from behind each front wheelarch and a Daytona-inspired cut-off tail with two circular light clusters either side. Other prominent features were a hood-mounted engine scoop that boosted air pressure inside the intake system to gain 20bhp, a solitary vent on the left-hand side rear wing forcing cool air into a brake radiator. The 550 was Ferrari's first all-new model since their 1968 Daytona not to feature retractable headlights, fixed homofocal front clusters enhancing the rakish nose with its wide grille opening.
 
Pininfarina also designed the unique Speedline 18-inch magnesium alloy wheels while inside, the cabin was trimmed in full Connolly leather and offered total adjustment for all the controls, enabling every driver to tailor themselves a perfect position. Other nice features in the luxurious cabin were a three-spoke leather steering wheel, a classic open gate gearshift, traditional leather straps for the storage area behind the seats and drilled alloy pedals. A variety of options also allowed customers to specify a bespoke machine, the most desirable of which were fitted luggage and the Fiorano handling pack.
   

This included stiffer springs and wider track while Daytona-style seats, custom paint and leather, carbon fibre interior trim, four-point harnesses, a leather-covered roll bar and carbon fibre leather-covered race seats were also well worth paying extra for. Introduced during July 1996 at the Nurburgring racing circuit in Germany, the 550 received an extremely enthusiastic welcome with journalists the world over hailing it as a new dawn for the marque. Following Ferrari's press conference at the Nurburgring, ten 550's were pounded round the track by current Scuderia pilots Michael Schumacher, Eddie Irvine and test driver Nicola Larini. Also present was 1979 World champ Jody Scheckter, three times champion Niki Lauda, works 333 SP driver Max Papis and Italian F1 star Giancarlo Fisichella. Commercially and critically an immediate hit, Ferrari’s return to producing front-engined GT's was a popular move, the 550 selling strongly up until the introduction of the 575M Maranello in autumn of 2002. During October 1998, the car secured world records for the highest average speeds set over 100 miles, 100 kilometres and in one hour on a 12km oval at the Transportation Research Center in Columbus, Ohio.
 
The 550 used was equipped with the Carozzeria Scaglietti sports kit, stiffer shock absorbers, helicoidal springs, modified steering, an infra-red tyre temperature control system, a special OMP roll cage, sports seats with four point harnesses, an automatic fire extinguisher, rapid refuelling system and an additional electronic pump in the event of failure of the power steering or brake servo. To celebrate, 33 commemorative replicas were built between 1999 and 2000, these World Speed Record editions having been the hottest front-engined cars you could buy from the factory.