Ferrari Dealerships Information

ST RACING MAX HUGE SIZE 1/6TH SCALE RADIO CONTROL FERRARI

noreply@blogger.com (Unknown) — Wed, 25 Feb 2009 14:28:00 +0000

OVER 2 FEET LONG WITH REALISTIC DETAILS!

Make room in the garage for this huge 1/6th scale radio controlled Ferrari F50.
A must have for Ferrari lovers, this F50 features real working lights and reaches speeds of 20 mph!
This factory assembled R/C car is equipped with rubber tread tires and front and rear suspension with coil spring shocks.
The full digital proportional controller with LCD screen provides forward and reverse movement with left and right steering.
The attention to detail is amazing from the working headlights and taillights down to the side view mirrors.
The removeable targa top exposes the finely detailed interior.
Features:
Full function radio controlled
2 gear interchangeable system
Remote controller included
All independent spring suspension system
Glossy exterior paint
Speeds of 15-20 mph
12V Battery pack and Charger included
8 'AA' Batteries for Remote included
30 minute run time on a 3 hour charge
Dimensions: 2.3 ft. L x 1 ft. W x 7.5 in. H

Buy this Product with cheap cost!

The Best Tip on Hiring Limousine Service

noreply@blogger.com (Unknown) — Thu, 09 Oct 2008 10:27:00 +0000

By Eliza Maledevic

If you want to impress your loved ones including party guest and friends, limousine is the perfect transportation you could offer to them. There are many companies you could choose from for the limousine you need.

Selecting instantly is hard. Before making decision, check the insurance information of the company. This is important factor for safety reason. If the company is really legitimate.

In checking the limousine service company, use the BBB to check the information if they have license. And if it is legitimate to operate. There are website in the internet could make a background checking. In this way you can be sure the company service you hire is safe for you and your family.

Usually they give promotional package such as flowers, drinks for their service. Always ask if they offer this kind of package. They have different rates on their rental depending on how many hours you will use the limo. They also provide what size of limo you need. You could also select if you prefer a man or a lady chauffeur.

It is important to select the best deal you could get. Comparing their rates on rental including the additional package they will offer you is necessary. Ask them to give you specific quotation on their rates on rental and service fee they charge, before you book on their service. Other company just include unnecessary additional fee. Get all the detail from them before signing the contract.

This might come in handy surfing on the internet might give you an idea about their service charge fee; you can compare the limo service from other company, including their prices, services they rendered and additional promotion they are giving.

Follow your instinct and if the person on their customer service is courteous and it serve you well and it they can meet you needs. Check on their chauffer also.

Company will make sure that their employees treat the customer well. Employee's attitudes reflect the company image. So, it is best to look for this kind of company.

Limos are important since they add up the excitement and can make your event extra special. Just make sure to get the right limo, the one that can give you satisfaction and comfort. There are lots for you to choose from, so allocate few of your time in seeking for the right one for you.

Check on the price, their service and features in order to assure that you will be satisfied and end up happy with your event. Surf on the internet and gain all the important details you need to easily pick the right limo for your big event.

Eliza Maledevic Ayson

http://www.browardlimousine.com

Eliza Maledevic writes for http://Jump2Top.com - SEO Company

Article Source: http://EzineArticles.com/?expert=Eliza_Maledevic

Eliza Maledevic - EzineArticles Expert Author

Synthetic Motor Oil - "This is Big"

noreply@blogger.com (Unknown) — Thu, 09 Oct 2008 10:26:00 +0000

By Gregory J Johnson

The Synthetic Oil Revolution

The major oil companies in our world have been making huge profits from all aspects of their market for over a hundred years. One of their products, motor oil, has a huge profit margin but it is not the best product for lubricating and cooling our internal combustion engines and they know it. Thirty five years ago a superior product pure synthetic motor oil was introduces into the marketplace capable of protecting our engines for 25,000 miles between oil changes. Today almost four decades later the 3,000 mile oil change is still ingrained in a lot of people's minds but the test of time and the fact that superior technology will always prevail is what the Synthetic Oil Revolution is all about.

One reason we have been trained by the oil companies to change our motor oil so often,
Aside from the fact that they make so much money from it, is that it is not a good lubricant. Crude refined petroleum oil breaks down at a rapid rate leaving behind undesirable deposits of sludge and varnish. Crude oil can not be refined enough to remove these damaging molecules form it. Paraffin, a waxy substance causes the oil to gel at low temperatures so that there is no lubrication at temperatures below zero and does not start until it warms up if the engine can crank over at all. This is the time of the most severe engine wear. Other non lubricating molecules in the oil boil off at high temperatures leaving the oil thicker even at those temperatures causing the oil pump to work harder robbing the engine of power to the wheels. While these undesirable occurrences are taking place the rest of the oil is breaking down at a rapid pace, thus the need to replace it every 3,000 miles just to protect our motors. Is there a better way?

Synthetic motor oil is a man made, designed, engineered and manufactured in the laboratory. These identical molecules are designed specifically for lubricating our internal combustion engines. These molecules are precise in their ability to slide across each other and keep the moving parts of our engines from touching each other. Synthetic oil naturally flows at very low temperatures down to minus 50 degrees Fahrenheit and does not boil off at high temperatures thus giving us lubrication throughout the operating temperatures of our engines.

The benefits of using a pure synthetic oil are:

Fuel Economy

If increasing your fuel mileage by 2% to 5% Interests You

More Horsepower

If increasing your vehicles performance Interests You

25,000 Miles

If saving money by increasing your oil drain intervals Interests You

Extended Equipment Life

If having fewer auto repairs Interests You

Cold Temperature Starts

If reducing engine wear at start up Interests You

8 Quarts vs 12 Gallons

If putting less waste into the environment Interests You

10 Minutes Ads Up

If saving time not visiting the oil change bays Interests You

Buy American

If reducing our dependence on foreign oil Interests You

Then join the Synthetic Oil Revolution and be a pioneer in the change from crude petroleum oil to the best synthetic lubrication products for your engines.

Greg Johnson is a retired Airline Captain. His jet equipment was dependent on synthetic lubricants to survive in the extreme operating environments of our atmosphere. The technology needs to be the standard in our internal combustion engines. Using synthetic transmission oil decreases operating temperatures and friction thus increasing the transmissions life. The same holds true for Synthetic Motor Oils that have been with us for thirty five years and will be the standard within the next five years.

Article Source: http://EzineArticles.com/?expert=Gregory_J_Johnson

An Amazing New Sports Car

noreply@blogger.com (Unknown) — Thu, 09 Oct 2008 10:25:00 +0000

By John Hartley

Here is a truly amazing new sports car - the KTM X-Bow. It is amazing in the way it looks, the way it is made and in its performance. So what is so special about the way it looks? Well, it has open wheels, with cycle type fenders, but you can hardly see them. At the front there is a big cowl which hides the wheels, but beneath that is a narrow chisel nose that is the front of the body, the engine being behind the cockpit.

On top of the engine is a curved cowl that acts as a cover, and provides some downforce at speed. Then, twin radiators are mounted each side of the engine, just behind the cockpit, where they partly conceal the engine and rear wheels. If you look from the back, you can see the rear suspension and a big muffler across the back with the exhaust coming straight out. This mufflers acts as a safety crash member, taking the impact in a crash.

One more thing that is different: the instruments and controls are all mounted in the hub of the steering wheel.

Austrian, with mid-engined layout

So who has produced this unusual sports car? KTM, the Austrian maker of high-performance off road motor bikes. Like KTM motorcycles, the X-Bow is a hot performer, without any creature comforts, and has shaken up the sports car world.

It has a carbon fiber body, made in Italy, which is one reason why this is a lightweight car, although not as light as the Lotus 2-11 or Caterham CSR, two competitors.

What is normal about it? Well, like the Lotus Elise, Exige and 2-11 sports cars the engine is mounted cross-wise in unit with the transaxle behind the cockpit, an arrangement which allows the use of a power train of a mass production front-drive car. In this case, the power train is the Audi two-liter turbo unit, developing 240 bhp.

All about performance without any frills

Like the Caterham and Lotus 2-11, the KTM X-Bow is all about performance. It can reach 60 mph in 3.9 seconds, and 100 mph in 8.5 seconds, which puts it up in the supercar category. For example, The acceleration is faster than the Audi R8, Jaguar XKR or Porsche Carrera S. It is matched by some other ultra-lightweight super sports cars like the Lotus 2-11, and is a little slower than the Caterham CSR, which reaches 60 mph in 3.7 seconds. Even so the performance is remarkable.

In some respects, the KTM X-Bow seems inspired by the Caparo T1, although it is slightly heavier and has half the power. Overall, the KTM X-Bow is an amazing addition to the sports car world.

To find out the latest news, and see reviews of top sports cars go to http://www.fast-sportscars.com, which is run by John Hartley.

Article Source: http://EzineArticles.com/?expert=John_Hartley

The World's Cheapest Car - The Nano

noreply@blogger.com (Unknown) — Thu, 09 Oct 2008 10:24:00 +0000

By Tom Tessin

Ratan Tata. You probably do not recognize the name, but this successful business man from India stared the automobile industry dead in the eyes and could have broken numerous molds that have haunted the industry over the past decades. His automobile, officially named the Nano, is the world's least expensive car. At roughly $2,500 dollars each it boasts a roughly 33 horsepower engine and a five seat arrangement that isn't just hard to look at, but also hard to imagine the vehicle can achieve an upwards of 50 miles per gallon. The car was not designed to boast stylish looks or revolutionary technology, but rather the ultimate blend of efficiency to meet the consumer's needs and wants in India.

India over the past several years has come to have over 300 million individuals in its middle class, roughly the population of the United States. This enormous middle class is looking for some of the same luxuries as those of western countries and they have been for a while. Tata has been crunching numbers ever since the conception of the vehicle and he is currently projecting sales of nearly one million Nanos each year.

What does this mean for India as a whole? Many believe a great deal of problems. India's road infrastructure is already under enormous pressure and traffic jams in the country make traffic in the United States look minimal. When potentially supplying hundreds of thousands if not millions of the middle class vehicles, it will only place further strain on the system. On more of a global scale, scientists are playing out the worst case scenario of adding even more carbon emissions from a country that normally has kept to itself.

Reports that surfaced around 2005 estimated that Indian vehicles released about 219 million tons of carbon dioxide and with the rise of low-cost vehicles and continued economic expansion, that number is expected to reach at least 1,467 million tons around 2030. Many countries are beginning to worry about the global implications the enormous addition of cars will have, while others are supporting India. Many political leaders are keeping to the sidelines with the notion that India has an enormous population and is clearly becoming an economic power that will do what it wants.

On a different note, several countries, including the United States, are analyzing the effects that this small car will have on the economy of India. The United States has had a small but noticeable movement towards smaller cars using less gasoline; however, even though the Nano would most likely not suit American tastes, especially with the lack of a radio, trunk space, and speed, the smaller footprint and higher efficiency of smaller vehicles has benefits that no nation can look over.

It is up to the new Indian market and the new Nano vehicle to show the world what will happen when low income individuals from a relatively under-developed nation have the means to travel and commute just like that of more developed countries around the world.

Tom Tessin is an author for FINDgascards.com that is geared toward people looking to save on gas with gas credit cards

Article Source: http://EzineArticles.com/?expert=Tom_Tessin

New Jaguar XF Wins Top Award

noreply@blogger.com (Unknown) — Thu, 09 Oct 2008 10:22:00 +0000

By Stuart Coster

The new Jaguar XF has won the coveted What Car magazine Car of the Year 2008 award, beating off stiff competition from rivals BMW and Mercedes.

What Car stipulate that the winner of the award "must have done more than anything else from the past 12 months to move things on".

Jaguar is a mere cottage industry alongside the mighty Audi, BMW and Mercedes-Benz. Yet its replacement for the retro styled S-Type was considered to have beaten the best the company's German rivals could offer.

This is even more of an achievement when set against the backdrop of uncertainty over Jaguar's future, with the sale of the company by owners Ford now imminent - most likely to Indian motor group Tata.

The magazine singled out in particular the way the XF out-drives the previously unbeatable BMW 5 Series, which is saying something, but also manages to be more supple on poor surfaces.

Accepting the award, Jaguar and Land Rover managing director Mike O'Driscoll said, "This marks a very special day for Jaguar. We're back."

What Car isn't alone in praising the new Jag over its executive peers.

In a three-way Auto Express group test against the Mercedes E280 CDI and BMW 525 M Sport, the 2.7 diesel version of the XF again emerged triumphant.

Despite being the cheapest of the three, Auto Express described the car as "brilliant: superbly designed inside out, as well as fantastic to drive in all conditions and cost effective to buy and run. Jaguar should be immensely proud of its achievement."

"We're proud to say the XF is a British world-beater" the mag concluded.

There was more success in the recent What Car awards for British-built models in other categories.

Stable-mate Land Rover won the top award in the compact 4x4 category with its Freelander model, while the Discovery took the accolade for best large 4x4. The Oxford-built MINI Cooper also took the title in the hot hatch category.

Al Kammerer, product development director Jaguar and Land Rover, pointed to strength in automotive manufacturing. 'The automotive industry in the West Midlands is alive and well,' he said.

Stuart Coster is editor of motoring advice site KwikGuides.com, which provides free guides and tools to help with buying, selling and running a car. The site's most popular guide is on Buying a Used Car

Article Source: http://EzineArticles.com/?expert=Stuart_Coster

2004 Ferrari 360 Modena in Thousand Oaks, California

noreply@blogger.com (Unknown) — Mon, 21 Apr 2008 13:40:00 +0000

Vehicle Data
Price: $154,995.00
Year: 2004
Mileage: 2300
Transmission: Manual
Bodystyle: Coupes
Drivetrain: Rear Wheel Drive
Engine: V8
Dealer Stock #: 135433
VIN #: ZFFYT53A940135433
Title: N/A
Warranty: N/A
Seller Type: N/A

Vehicle Description
Gray 2-door Convertible, 2300 miles, MANUAL 6SPD, 3.6L V8. Stock# 135433. Features: Intermittent Wipers, Variable Speed Intermittent Wipers, Privacy Glass, Heated Mirrors, Power Driver Mirror, Power Passenger Mirror, Heated Exterior Driver Mirror, Heated Exterior Passenger Mirror, Hid Headlights, Front Reading Lamps, AM/FM Stereo, Cassette, CD Changer, Premium Sound System, Rear Defrost, Climate Control, A/C, Vehicle Anti-Theft System, Remote Trunk Release, Keyless Entry, Power Door Locks, Adjustable Steering Wheel, Leather Wrapped Steering Wheel, Leather Seats, Bucket Seats, Driver Lumbar, Passenger Lumbar, Power Steering, 4-Wheel Disc Brakes, Compact Spare Tire, Aluminum Wheels, Tires - Rear Performance, Tires - Front Performance, Locking Rear Differential, Rear Wheel Drive, 6-Speed M/T, M/T, Gasoline Fuel, Traction Control, Driver Air Bag, Passenger Air Bag, 4-Wheel ABS.

2004 Ferrari 360 Modena in Hampstead, Maryland

noreply@blogger.com (Unknown) — Mon, 21 Apr 2008 13:16:00 +0000

Vehicle Data
Price: $145,900.00
Year: 2004
Mileage: 10975
Transmission: Manual
Bodystyle: Convertibles
Drivetrain: Rear Wheel Drive
Engine: V8
Dealer Stock #: 136654
VIN #: ZFFYU51A840136654
Title: N/A
Warranty: N/A
Seller Type: N/A

Vehicle Description
Black 2-door Coupe, 10975 miles, MANUAL 6SPD, 3.6L V8. Stock# 136654. Features: 40 Valves, Double Overhead Cam, Horsepower: 400, Horsepower At: 8500, Torque: 275, Torque At: 4750 Drivetrain: 6-Speed Manual, Differential Limslip: Rear Entertainment: CD Factory Installed Options: 6 Speed, HI FI Sound With Subwoofer, Power Daytona Seats, Sheilds, Xenon Lights Comfort: Air Conditioning, Alloy Dash Trim, Alloy Shift Knob, Leather-Wrapped Steering Wheel Instrument Panel: Clock, Tachometer Power Features: Power Door Locks, Power Mirrors, Power Windows Roof/Glass: Intermittent Front Wipers, Rear Defogger Safety: Anti-Theft Alarm System, Stability Control, Traction Control, Xenon High Intensity Headlights Seating: 4-Way Power Passenger'S Seat, 8-Way Power Driver'S Seat, Bucket Rear Seat Suspension: Active Suspension.
Ferrari 360 Modena Review
We are in the process of collecting data. Please visit again!

The Battle Rages On Between Porsche And Ferrari

noreply@blogger.com (Unknown) — Thu, 27 Mar 2008 14:06:00 +0000

By:Gregg Hall

The two European automakers, Porsche of Germany and Ferrari of Italy, have a lot of similarities even though the two compete with each other head to head for a niche market of the automotive industry. Both companies have a patriarchal founder, companies honed their skills in racing, are over five decades old, and both have a commitment to the integrity of their styling. If you question whether the two are the dominant force in performance autos just take a street survey and you will find that even a novice who knows nothing about cars knows these names.

For the purposes of this comparison we have chosen to feature the iconoclastic 911 Carrera from Porsche and the gorgeous Ferrari F430 because the two are representative of their respective company’s long standing tradition of marrying style and performance while offering some practicality but in the end are true sports cars though and through.

Both of these cars have the basic requirements of the modern sports car which are the ability to be started easily, handles well in town, takes winding country roads well and has race car performance coupled with safety.

When comparing standing start times the Ferrari is a slight bit faster edging out the Porsche by .8 seconds with a four second time in the zero to 100km/h test which is needless to say lightning fast. With speeds like these it is also imperative that the two speedsters be able to stop equally efficiently and the two do so offering optional cutting edge ceramic braking systems.

Porsche definitely wins in the fuel economy comparison getting nearly twice the mileage that the F430 gets. Both cars transfer the power of their engines through state of the art six speed transmissions.

The interiors of both vehicles offer a great deal of comfort that belies the small space and doesn’t leave the driver feeling cramped or closed in. The overall appearance in style goes to the Porsche hands down though as masters of high quality finish work.

When having to decide between the two, assuming you have the money to do so, the biggest difference is appearance with the Ferrari having the head turning looks but overall we have to give the fight to Porsche as the more well rounded of the two and the one that is less costly to maintain. It was fun to compare them however and maybe you should make a comparison of your own.

The two European automakers, Porsche of Germany and Ferrari of Italy, have a lot of similarities even though the two compete with each other head to head for a niche market of the automotive industry. Both companies have a patriarchal founder, companies honed their skills in racing, are over five decades old, and both have a commitment to the integrity of their styling. If you question whether the two are the dominant force in performance autos just take a street survey and you will find that even a novice who knows nothing about cars knows these names.

For the purposes of this comparison we have chosen to feature the iconoclastic 911 Carrera from Porsche and the gorgeous Ferrari F430 because the two are representative of their respective company’s long standing tradition of marrying style and performance while offering some practicality but in the end are true sports cars though and through.

Both of these cars have the basic requirements of the modern sports car which are the ability to be started easily, handles well in town, takes winding country roads well and has race car performance coupled with safety.

When comparing standing start times the Ferrari is a slight bit faster edging out the Porsche by .8 seconds with a four second time in the zero to 100km/h test which is needless to say lightning fast. With speeds like these it is also imperative that the two speedsters be able to stop equally efficiently and the two do so offering optional cutting edge ceramic braking systems.

Porsche definitely wins in the fuel economy comparison getting nearly twice the mileage that the F430 gets. Both cars transfer the power of their engines through state of the art six speed transmissions.

The interiors of both vehicles offer a great deal of comfort that belies the small space and doesn’t leave the driver feeling cramped or closed in. The overall appearance in style goes to the Porsche hands down though as masters of high quality finish work.

When having to decide between the two, assuming you have the money to do so, the biggest difference is appearance with the Ferrari having the head turning looks but overall we have to give the fight to Porsche as the more well rounded of the two and the one that is less costly to maintain. It was fun to compare them however and maybe you should make a comparison of your own.

Article Source: http://www.redsofts.com/articles/

Gregg Hall is an author and internet marketing consultant living in Navarre Florida. Get information on car care products for your car at http://www.waxyourauto.com

Jeep Dealership Houston, Texas - The Best of its Kind

noreply@blogger.com (Unknown) — Thu, 20 Mar 2008 11:09:00 +0000

One of the main sources of information if you are looking for jeep dealership Houston, Texas is the Internet. If you key into the search engine you would find a number of options available. Some sites accumulate all the data (across all over the United States) and store it into a large database for user convenience.

This process is highly beneficial for both the buyer and the seller. It is not possible for the buyer to know each and every seller in the locality. Internet search makes the whole process of localized searching as easy as a pie with just a mouse click. One can simply put in the area, type the name of the jeep manufacturing company, select the model and input the zip code of Houston, Texas. Within few seconds the result will list all the names of jeep dealers Houston will be reflected on your screen. You will also view the options to find out about 'Used Auto Dealerships' in Houston Texas if you are looking for a second hand car. Search engines access the right database to facilitate the user experience.

Buyers are provided with ample information about the sources that are accessible to them. In addition, they can view the details of the car and its price. The buyer can even check the price list of various dealers and decide on his selected vehicle. Conversely, sellers too get similar facilities. Due to high competitive nature of the jeep dealership Houston, Texas market the prices are kept at a minimal.

Online the buyer can get hassle free discounted quotes on his selected jeeps. And if you are worried about hidden costs you can make full inquiries about the jeep before purchase. Moreover, visiting any site and inquiring does not put you under any obligation to buy.

If you are inquiring about Jeep, then you can get an unlimited number of quotes from a Houston Dealer. For quick information buyers can also get 'Quick Quotes' and 'Nada Guides'.

Help on finance is also available if you are looking for car loans. Information on Gap Insurance, how to pre-qualify for the car loan, car loan payment rate calculator and privacy statement - all can be obtained through the jeep dealership Houston, Texas websites.

Not only new and used Jeeps, spare parts for the old jeep can also be acquired by filling out a simple form. The form has some easy to comprehend data fields. Under the 'vehicle information' - year, miles, make, VIN and model number should be provided. Under 'parts information' - 'part number' and 'part description' are to be supplied. Under the 'additional information' - 'part needed by', 'customer account number', 'payment method' and 'business name' are to be provided.

Norman Hendricks, the author has been a Jeep dealer for the past 15 years. For more information on Jeep Dealership Houston Texas and Used Auto Dealerships in Houston Texas, the author recommends you to visit http://www.archersouthwest.com

Article Source: http://EzineArticles.com/?expert=Norman_Hendricks

The Actual Federal Regulations Governing Dealership F&I Operations

noreply@blogger.com (Unknown) — Thu, 20 Mar 2008 11:05:00 +0000

Sometimes I get requests for the ACTUAL Federal Regulation title and part numbers so that Dealers can look them up for themselves. (like they don't believe me or something.) Like a lot of legalese, this reading can be somewhat "less than riveting" but here they are. Do not read while driving, enjoy.

Bookmark these resources if you choose:

The Federal Reserve Board announces regulatory revisions, proposed changes, and other rulemaking activities in press releases.

The FRB also provides links to the full text of the regulations, but the boards postings are only updated annually, on Jan 1. For the more up-to-date regulation text, visit the "Electronic Code of Federal Regulations" which is updated DAILY.

Now for what you've been EAGERLY waiting for: To search for a regulation, you need to know it's title and part number in the course text, the title and part are identified in the subhead of the regulation. For example, Federal Regulation Z is Title 16, Part 226 - referenced as "16 CFR 226."On the e-cfr index page, you'll select the title number in a pull-down menu and then follow the links until you reach the desired regulation.

Most of the Regulations that directly impact Automotive F&I fall under Title 12, Banks and Banking, and Title 16, Commercial Practices.

Keep the following list of regulations and their title and part designations handy for quick reference:

Title 12 Banks and Banking

Regulation B - 12 CFR 202 Equal Credit Opportunity Act

Regulation M - 12 CFR 213 Consumer Leasing Act

Regulation Z - 12 CFR 226 Truith in Lending Act

Title 16 Commercial Practices

Privacy Rule - (Privacy of Consumer Financial Information) 16 CFR 313 (G-L-B Act)

Safeguards Rule - (Safeguarding Customer Information) 16 CFR 314 (G-L-B Act)

Holder-in-Due-Course Rule - 16 CFR 433

Credit Practices Rule - 16 CFR 601-629

Try to memorize these if possible. Practical application will help bullet proof your Dealership.

by: Robert Linkonis

The Automotive Laws and Regulations site can be found at: http://www.AutoFinanceInsider.blogspot.com

The automotive F&I manager information website is http://www.AutoFinanceInsider.com

Auto Industry News - With a twist: http://www.AutoIndustryNews.blogspot.com

Article Source: http://EzineArticles.com/?expert=Robert_Linkonis

Need of Vehicle Shipping Services

noreply@blogger.com (Unknown) — Thu, 20 Mar 2008 11:03:00 +0000

Moving vehicles successfully from one place to another requires reliable auto transport companies. More number of shipping companies is available in the international market to offer the service fruitfully and successfully. When the vehicles moved from one destination to another destination, it involves lots of procedures which should be necessarily compiled by the shipper who transit the autos. Today, every single person becomes busier and they required the service one way or the other.

People can obtain the service in required styles to meet their requirements. Open or Enclosed vehicle shipping is provided to the customers around the world for reasonable prices which are affordable by them. Movers carry the vehicles more safely and precautionary, so that complains from the public regarding damages or losses can be avoided. Generally, every auto transport company will come up with insurance coverage to indemnify the losses or damages caused at the time of moving the goods from one place to another. All types of transit services are provided to the customers internationally, so people of all ranges can be getting satisfied.

An open moving is similar to enclosed moving, but the small difference is that in open moving the cars will be carried in open way. While in enclosed method, the motors will be totally enclosed. The prices differ accordingly as per open and enclosed carrying. Most of the carrying companies will comes up with huge benefits to the customers, so that people will give first priority to their services. Some of the kinds of benefits offered are door-to-door delivery with pickup and drop, avoiding delay in delivery, superb mode of payment and flexible price schedules and more over excellent customer services. This type of carriers will be more securable for the cars and they protect your car against exposure during the time of transit.

Some of the cars like exotic, classic, race, sports and other types are considered to be more valuable which requires full protection and security. Well trained, experienced and people possessing more knowledge in the field are available, so that best possible service can be offered to the customers. Selecting the appropriate shipper who meets the requirements of the clients internationally and offering the service without any default is said to be the best car transporter. People can choose the best from the list of auto transport company and make their transaction more successful.

Shijina is an expert SEO copywriter for Auto transport. She written many articles like Car transport, auto shipping, car transport For more information visit our site Auto shipping. Contact me at shijinaseo@gmail.com

Article Source: http://EzineArticles.com/?expert=Shiji_Shijina

Increase Dealership Profitability - How 11 Repair Orders Equals One Car Sale

noreply@blogger.com (Unknown) — Thu, 20 Mar 2008 10:58:00 +0000

What if I told you that the gross profit generated by 11 repair orders equals the same amount of gross you make on the average car sale? Dealers tell us that they average about $1,600 in gross per car sold - not counting F&I income which varies all over the board. They also tell us that on customer pay repairs they average about two hours per repair order (RO) at $75 effective labor rate and 75 percent gross profit. They also average about 70 percent parts to labor ratio and maintain about 45 percent gross for parts sold on ROs.

With those numbers in mind, think about this: Each repair order will deliver about $112 in labor gross and $47 in parts gross - for a total of $159 in gross profit per RO. Just 11 repair orders generate more gross profit than the average car sale. Wow! I bet you never thought of it like that.

Wait, there's more. Most advisors write up about 20 repair orders each day. We're told that most vehicle sales people get see about three shoppers per day. Do the math - advisors visit with 5-7 times more customers each day than your vehicle salespeople do.

Now, most dealers have vehicle sales meetings at least weekly, some have them daily. They focus on phone skills and closing techniques. They role play, have walk-arounds and post each unit sold by each salesperson on a huge tracking board. They reward top vehicle salespeople with trips, bonuses and incentives, and all that stuff works. My question is, why don't dealers do the same for their service "salespeople?"

When was the last time you had a 'service sales meeting?' When was the last time you trained advisors on how to answer the phone to get more customers in or how to sell tires? When was the last time you actually practiced or role-played selling a 30,000-mile tune-up or worked with them on negotiating or overcoming objections? Never is too long ago.

Get out there is my message. Get excited about your service business and your service sales team. Start by hiring the right people - people that like to sell. Train them, motivate them, pay them and treat them like salespeople. Make sure they understand how important it is to be honest and that they have to sell, but retain customers for life. Give them the tools they need. Empower them with the ability to work deals, give loaners and get in the tire business in a big way. Make sure they know what you expect and that each car gets a multi-point inspection report, and each customer on the phone needs to be invited in. They need to do whatever it takes to put deals together. They need a never-say-no attitude. Reward top performers and hold them accountable. Treat your service associates more like salespeople and they will perform more like salespeople.

Randy R. Johnson
Randy is the founder and President of Car People Marketing, Inc., which provides customer loyalty and direct mail marketing solutions to increase the revenue and profitability of dealership service departments. He is a former owner of an independent repair shop, and was a fixed-ops director of 17 stores in Florida.

Article Source: http://EzineArticles.com/?expert=Randy_R._Johnson

Which Ferrari Is Right For You?

noreply@blogger.com (Unknown) — Sat, 15 Mar 2008 14:36:00 +0000

If you are considering a Ferrari car as an investment, you have made a choice of valuing a Ferrari so that they will not only increase your net worth, but you'll have fun enjoying these stunning vehicles in the process. There are several different models of new and pre-owned Ferrari sports cars from which you can choose your favorite to build your portfolio and increase your friend's envy.

Italian Enzo Ferrari started out by building race cars, but included road cars in 1947. Many of the body styles came from Pininfarina, an Italian car design company. The street cars come in V6, V8, and V12 models. Body styles are referred to by letters. M refers to models that are modified from the original version, while GTB is the reference for coupes. GTS stands for older-model convertibles or targa top models. Modern convertibles use the designation of Spider. Some Ferraris are called Daytona or GTO, but these are not officially sanctioned names. The Dino models got their name from Enzo Ferrari's son, Dino.

The Ferrari road cars come in several different types. Sports cars are designed for their excellent handling, speed and good looks. GT cars are called grand tourer vehicles, and are usually of the coupe body style, and are a bit bigger than a sports car. The 2+2 style indicates that there are two seats in the front of the vehicle and two seats for passengers in the rear. The America-type Ferraris are grand touring cars that feature the big V12 engines. FR designed vehicles stands for front-engine, rear wheel drive. You might also hear of the RMR type of Ferrari, which is the rear mid-engine, rear-wheel drive layout. The name Supercar refers to their top of the line sports car.

A two-seat GT that Ferrari built was the 250 GT Coupe Pininfarina. The Ferrari Pininfarina was named the 250 GT Boano, which was a coupe. The Ferrari 250 GT California is a beautiful car that was featured in the hit movie Ferris Bueller's Day Off.

The Ferrari 365 GTB/4 is informally called the Ferrari Daytona, in reference to the 24 Hours of Daytona car race, which the Ferrari team won in 1967. For lovers of speedy cars, the Daytona could reach zero to sixty miles per hour in a minuscule 5.4 seconds. A 365 GTB/4 was driven from New York to Los Angeles in just under 36 hours in a race in 1971.

The Ferrari 250 GTO is considered to be one of the finest sports cars ever built. Their value has skyrocketed, and if one happens to become available its cost would be in the millions. Ferraris such as these make an excellent investment.

Jonathon Blocker is a Ferrari aficionado. Jonathon has driven a variety of Ferraris, and has developed an expertise on the collectible Ferrari.

Article Source: http://EzineArticles.com/?expert=Jonathan_Blocker

Ferrari Driving Schools

noreply@blogger.com (Unknown) — Sat, 15 Mar 2008 14:34:00 +0000

If you are a Ferrari car owner, you know the pleasure that is yours when you slip behind the wheel of this fabulous driving machine. Did you know that you could enhance your enjoyment of these vehicles even more by participating in a Ferrari driving school? This is a fun way to get to understand how your Ferrari works, and what it is capable of on a racetrack.

The Ferrari North America School is located in Mont-Tremblant, northwest of Montreal. The driving takes place on a race track a little over two and a half miles long. Instructors make clear that this is not a school to train racers. This Ferrari Driving Experience school will give you the skills you need to get more out of driving your Ferrari.

The instructors have put in many championship wins on race tracks around the world. They are experienced in sharing their skills in a step-by-step manner; with early instruction providing vital tools upon which more advanced techniques will be built.

The Ferrari Driving Experience lasts for two and a half days, and begins with a champagne reception and dinner the evening before classes begin. Time is spent in both the classroom and on the track, although most of the time is spent behind the wheel. Classes cover such topics as vehicle dynamics and driving line. Track time includes introducing skills like how to handle the car in wet and dry conditions, including controlled skids, braking, and acceleration, and building on lapping techniques, beginning with sectional, and moving up to short track and eventually full track circuits.

Students may not drive their own Ferraris, for insurance reasons, but instead are provided with twelve new Ferrari F430 ‘s for their use during the Experience. The fee for sumptuous room, board and instruction is $8,200 in US dollars. There is a waiting list for these special instructional events, so register early if possible.

If you would like to receive all of the superior instruction of the Experience but be able to participate in your own Ferrari, then you might enjoy Ferrari Driving Clinics. Priced at $1350 US, these clinics are held on Ferrari Challenge race weekends, and you get to drive your car on the track, under the helpful eye of your instructor. There are two skill groups, the Sport group for intermediate to advanced drivers and the Touring group for beginner to intermediate enthusiasts. You will also get to participate in infield driving drills to help you hone your ability in several areas, including braking and autocross. You will learn driving techniques to make your Ferrari car driving experience more satisfying. For everyone's safety, Ferrari requires each participating vehicle to receive a technical inspection from an authorized Ferrari dealer.

Jonthon Blocker is a Ferrari afficianado. Jonathon has driven a variety of Ferraris, and has developed an expertise on the marque.

Article Source: http://EzineArticles.com/?expert=Jonathan_Blocker

Ferrari Models Reviewed

noreply@blogger.com (Unknown) — Sat, 15 Mar 2008 14:32:00 +0000

Ferrari was founded in 1929 by Enzo Ferrari and first produced cars in 1947. Today, the parent company for Ferrari is Fiat. The Ferraris engines are famous for their engine displacement technology. The V6 and the V8 are built in total displacement, while the V12 used a displacement of one cylinder. Some of the latest Ferrari models include the Ferrari 550, the 575 M Maranello, 599 GTB Fiorano, the 612 Scaglietti, the F355, the Ferrari 360, the F430, the Enzo Ferrari and the Ferrari FXX.

The 599 GTB Fiorano was started to be produced in 2007, and it is a Gran Turismo two seat berlinetta with a FR layout. The Ferrari 612 Scaglietti is a follower of the Ferrari 456 and it is a 2+2 coupe Gran Turismo. It was first launched in 2004 and is still being manufactured. Another car also launched in 2004 is the Ferrari F430. It is a sports car and it is available as a two seat Berlinetta and as a two seat Spider. The F430 has a MR layout and can be purchased with a 6 manual or semi automatic speed.

The Enzo Ferrari is a super car/ ultra car manufactured between 2002 and 2004 and was launched in the memory of the founder of the Ferrari company. The Enzo was manufactured in only 400 copies so it was a highly expensive item. It had a Berlinetta body style and a MR layout. The follower model of the Enzo Ferrari was the FXX, which is also a super car. The FXX was released in 2005, and is said to be an improved Enzo Ferrari with the same MR layout and Berlinetta body style. The FXX keeps many of the Enzo’s features but has also new cool features that are singular to the FXX. The car is highly expensive and it may be driven on special tracks only. The last FXX, the 30th was given to Michael Schumacher. A similar super car is the Maserati MC12 Corsa.

Ferrari si also responsilble for some concept models, which include among others the Ferrari P5, the Ferrari Pininfarina 512S Berlinetta Speciale, the Pininfarina Modulo, the Ferrari Mythos, the Ferrari GG50, the Ferrari P4/5 and the Ferrari Zagato 575 GTZ.

Interested in cars? Here’s some more info:
Fiat wallpapers and photos
All Car Parts Sitemap
Ford wallpapers and pictures

Article Source: http://EzineArticles.com/?expert=Michael_Rad

The History of Ferrari

noreply@blogger.com (Unknown) — Sat, 15 Mar 2008 14:30:00 +0000

When Enzo Ferrari created his company Scuderia Ferrari in Italy in 1929 his intentions was to sponsor amateur race car drivers and invent racing cars, and it would take more than 15 years before Ferrari began to create their own road cars in 1946. Ferrari is still devoted to the creation of racing cars and high performance sports cars and do not create other types of cars. Scuderia Ferrari is still the widespread name for Gestione Sportiva, the part of the Ferrari company that works with racing. Scuderia is an Italian word and means “stable”, but Scuderia Ferrari is sometime also translated as Team Ferrari.

During the early years, Scuderia Ferrari sponsored race car drivers that were driving Alfa Romeo cars. Scuderia Ferrari would prepare Alfa Romeo cars before the race, and in 1938 Enzo Ferrari became officially employed by Alfa Romeo's racing department. Two years later Enzo Ferrari found out that Alfa Romeo was planning to absorb Scuderia Ferrari, a plan which Enzo Ferrari strongly opposed. He instantly left his job at Alfa Romeo, but his contract restricted him from being involved with racing for several years. He changed Scuderia Ferrari into “Auto Avio Costruzioni Ferrari” and officially manufactured aircraft accessories for a few years. Enzo Ferrari did however create a race car during this restricted period. The Tipo 815 debuted at the Mille Miglia race in 1940, but the race was hampered due to World War II and Tipo 815 encountered no real competition. In 1943 Enzo Ferrari moved his factory to Maranello in Italy and one year later the factory was bombed. After the end of World War II, Enzo Ferrari rebuilt his factory and now the Ferrari factory was capable of construction road cars as well.

Ferrari constructed its first road car in 1947. The 1947 125 S Ferrari had a 1.5 L V12 engine and the whole car was considered very beautiful and well designed. Enzo Ferrari was still more interested in race cars and the Ferrari road cars was merely a way for him to fund his work with the Scuderia Ferrari. His distaste for the road car customers became famous and he even accused them of buying Ferrari cars only as status symbols. It is true that the Ferrari road cars grow to fame not only due to excellent performance but also thanks to their stylish elegance. Pininfarina, Bertone, Ghia, Scagliette, Touring and Vignale are all examples of design houses that have worked with Ferrari.

In November 1961 a dispute between Enzo Ferrari and his sales manager, Girolamo Gardini, turned into a crisis. Girolamo Gardini threatened to leave the company. Enzo Ferrari responded to the threat by throwing out Girolamo Gardini, and several employees who agreed with Girolamo Gardini were also ousted. Among them were Romolo Tavoni, manager for Scuderia Ferrari, Giotto Bizzarrini, the chief of the experimental sports car development, and Carlo Chiti, the chief engineer. This was naturally a huge loss for the Ferrari company and the crisis deepened when those who had been thrown out formed their own company – Automobili Turismo e Sport (ATS). ATS even managed to take over Scuderia Serenissima, a very successful racing team, from Ferrari.

A younger engineer, Mauro Forghieri, and an experienced racing bodyman, Sergio Scaglietti, assumed responsibility and tried to finish the projects that the leaving employees had left behind. One of the most important tasks was to finish the development of 250 GTO; a new 250-based model that could compete with the Jaguar E-type. The 250 GTO was finished in time to participate in the Sebring race and place itself first in class, driven by Phil Hill. Throughout 1962, the 250 GTO continued to win the races and it is still one of the most well known race cars in history. The crisis turned out to be something good for Ferrari and the 1960s became a very good decade for the company.

Until the 1980s when Ferrari began to use fuel injection in the road cars, the Ferraris were known as rather temperamental cars. They could be very unreliable, but would still attract a large group of dedicated fans that viewed this unpredictability as “character” rather than a problem. Today, FIAT controls 56 percent of the Ferrari stocks. The rest of stocks owned by Enzo's con Piero Ferrari and by Commerzbank, Mediobanca and the Lehman Brothers. Maranello is still the home town for Ferrari.

Another dream car for many is the Hummer. The History of the Hummer is much shorter than the history of Ferrari and GM is just releasing their third Hummer model, the Hummer 3. A new more family friendly Hummer that will be very customizable just like the other hummer models with the help of a Hummer accessory or two.

Article Source: http://EzineArticles.com/?expert=William_Berg

Last Stage of Evolution

noreply@blogger.com (Unknown) — Fri, 08 Feb 2008 12:45:00 +0000

Article about the Ferrari F512M
By: Andrew Naber

As the saying goes, "All good things must come to an end." So goes the story of the mid-engine 12 cylinder boxer engine. With its last appearance in the F512M --which is a story about evolution. The F512M, the F for Ferrari the M for modifcato (modified), traces its roots back to the Testarossa from 1984. While the word Testarossa isn't in the name of the car it is still considered this by many. The car was a sign of a new era for Ferrari as consumers demanded more reliability and comfort in a car. The F512M was the transition for Ferrari into today's modern market.

The F512M debuted in October 1994 at the Paris Auto Show and hit markets early in 1995 with an MSRP of $195,780 U.S. dollars. Like its two predecessor the F512M looks strikingly similar in design with the most noticeable changes in the front and rear of the car as well as a softening of the cars edges. The sides of the car remained nearly untouched from the previous two models and kept the instantly recognizable lateral air scoops located just in front of the rear wheels. A masterpiece from the famous Italian coachbuilder Pininfarina. Designed by Sergio Pininfarina himself, the Testarossa will always remain in Ferrari history.

The most notable change to the F512M's body style from the pervious models is the absence of the popup headlights. Ferrari designers opted for single eye projection lights set behind glass. This obviously allowed for better airflow and reduced the car's coeificient of drag. Two small NACA ducts were added to the front hood, or bonnet, for increased air to the passenger interior and add to the car's already aggressive styling. Other changes to the front share design elements very similar to the F355 with the round fog lights. The rear of the car featured for the first time round indicator lights as opposed to the square lights. With the addition of the round lights Pininfarina changed the rear grill, which no longer covered the lights. The wheels on the F512M kept their five spokes but were still changed considerably. The wheels were shaped like a fan and helped to cool the brakes.

The F512M's interior improved driving conditions and comfort over the previous models. Ferrari offered an adjustable adjustable driving position and adjustable pedals (pedals were only adjustable by the dealer). Owners also had the option to have installed carbon-fiber Recaro seats.

Significant weight reduction was achieved with the F512M by using more aluminum throughout the car. The F512M was fitted with aluminum shock absorbers, brake calipers, hub carriers, wheel rims, and shift knob. The car had classic Ferrari tubular steel frame with insulated stainless steel exhaust. The suspension was race-car derived with 4 wheel independent shocks. Four disc brakes, with 4 piston calipers were used to bring the beast to a screeching halt. The drivetrain was a 5 speed, reverse longitudinal gearbox, with synchromesh.

Amedeo Felisa, the engine developer, incorporated forged aluminum-alloy pistons, titanium connecting rods, and a lighter crankshaft to further the weight reduction. For optimal weight distribution on the front and rear wheels respective the engine was mounted in the center of the cars frame. The flat 12 (called 180� V12 by Ferrari) now produced 440 bhp@6750 RPMs up from 390 bhp of the first Testarossa. The engine itself remained much the same, 4 overhead camshaft, 4 values per cylinder. Added was a Bosch Motronic M 2.7 engine management system to help boost power. The engine was cooled by twin radiators, a header tank and automatic fans.

With 440 bhp the F512M could obtain a top speed of 315 km/h (195 mph) and reach 0-100 km/h in only 4.7 seconds. This put the car at the top as Ferrari's fastest car ever until the following year when the F50 was released.

The F512M was a perfect end to the already beautiful tale of the V12 boxer and Testarossa. With the new line-up of models bringing the engine back to the front (456M, 550, and 575M). We are left with the hopes that Ferrari will reach back in history to bring us yet another mid-engine V12. Let us hope it is sooner rather than later.

Spec sheet for the F512M

GTO Impressions

noreply@blogger.com (Unknown) — Fri, 08 Feb 2008 12:43:00 +0000

Article about the Ferrari 250 GTO
By: Stephen Mitchell

The 250GTO #3987 was the third car I�d ever owned. The first was a 3.8 E-Type Jaguar. It was a beautiful car, but featured a low-revving six cylinder with an unsynchronized first gear that was like a granny gear off a truck. The car was more at home on the open road than negotiating the beach canyons of Los Angeles. The second was a Ferrari Berlinetta Lusso. It was very different from the Jaguar with its V12 redlined at 7000 rpm. The Lusso loved the canyons as much as it did the highway. Just as the Lusso was a world apart from the E-Type, so was the GTO an advance over the Lusso. It was a high-revving V12 with six Webers and the gearbox was a 5 speed compared to the Lusso�s 4 speed. I don�t recall which final drive ratio it had, but upon entering a freeway, I would be passing the fastest traffic before needing to shift to second gear. This was worlds apart from the E-Type that would barely get you to 25 mph before requiring a shift to second. Seen in the context of its time, there was nothing quite like the GTO. From 1967-70, 3987 was my principal form of transportation, though I also had an Alfa-Romeo Giulia Veloce spider and the family Cadillac as back up.

When entering the cockpit, I never got used to the fact that the pedals were so close. I�m 5�10� and my knees were splayed around the steering wheel in an effort to fit into the car. Anyone who has ever made this complaint about a Lusso or GTE never sat in a GTO! This lack of legroom was probably a result of the rearward placement of the engine for better weight distribution. The bulkhead behind the seat limited aft seat travel, so there was no way to adjust for comfort. I always had it in mind to have the pedals moved forward, but never did. I once had a conversation with Mark Slotkin, a former owner of 3987, and he also had a list of things he wanted to do with the car that were never done. You adapt to the GTO, it doesn�t adapt to you. I�ve heard similar remarks made about the Old Man. Headroom was fine and the seat was comfortably wide. One of my favorite things about the car was the position of the gear lever in relation to the steering wheel. Visually, that marvelous aluminum gear knob looked as though it would be too high for comfort. One is accustomed to having to reach down for the lever to shift. With the GTO, the knob was only inches away from the wheel, so shifts could be made very quickly with a short lateral move of the hand. In front of you, the tachometer had a telltale that would move to--and remain at-- the highest revs attained. I rarely exceeded 7500 rpm. The view forward was defined by the two dramatic fender bulges and the �power bulge� in the center of the hood that made room for the twelve velocity stacks above the six Webers. It was a very exciting place to be!

When turning and pushing the ignition key, one was treated to a peculiarity common to Ferraris of the time. The starter motor made a constant whine instead of the more cyclical sound of most starters. To me, it was reminiscent of an aircraft starter. The engine always fired easily and suddenly you would feel the nervous tension of twelve cylinders turning over at 1000 rpm. It took awhile to warm up thanks to the dry-sump and large oil tank. First gear was to the left and back in the slotted gate and the clutch would engage directly without the care required by the Lusso.

For the first 3000 miles that I drove 3987, I kept it to 5000 rpm, as I recall. I did this on the advice of my mechanic, Sal DiNatale, who had just rebuilt the engine. The day I got the car out of the garage (the engine was in pieces when I bought the car) I drove it to Phoenix, Arizona as a break-in trip. A friend of the family was directing an episode of the television series �Then Came Bronson� on location in Tempe and I thought it would be a good opportunity to get to know the car. I left Los Angeles about 9pm and drove all night. Apart from the yoga position my legs had to adopt, the car was very peasant to drive. The sound of it was louder than the Lusso and the suspension was clearly race-tuned. Even at the conservative revs I was using, the car was delightful to drive and must have been a sight to other drivers on the road with its two orange �Le Mans� lights lit up on the roof. That night I became accustomed to hearing a car breath for the first time. It is the interesting sound of air being sucked through the twelve velocity stacks as you increase pressure on the accelerator pedal. I might have heard this on the Lusso were it not for the air filter masking the sound. But, this was new to me and re-enforced the fact that this was a race car. I also had the impression of the timing chains being noisier than those on the Lusso. This may have been owing to the lack of insulation, but it was thrilling to hear all the noises that are usually subdued. It made every drive an adventure. Sometimes, believe it or not, the Lusso was just transportation. The GTO never let you forget it was a star!

The day came when I was given the go-ahead by Sal to let it out and see what the car could do. I did. Up to that time, I had only taken it to 5000 rpm and was already in love with the car. Imagine what happened the first time I took it to 7500! At about 6-6500 rpm, the sound of the engine changes entirely from a low pitched growl to a high pitched banshee scream. It was a transcending experience and it felt like the car was thanking you for giving it release. It was an adrenaline rush every time I experienced it. Fortunately, the people in my neighborhood appreciated this sound and would often stop me in public to convey their amazement about the car. I was often stopped in public by members of the California Highway Patrol who also seemed to appreciate the sound.

The racing history of the GTO speaks for itself. My time with the car was subsequent to its time on the track, but prior to the organization of historic races that feature these cars today. However, I did instigate or take part in a great many informal gathering during which other cars of its kind were present. One very memorable event was staged at Willow Springs Raceway. My acquaintance and fellow GTO owner Mario Tosi wanted to have a farewell party for his GTO, so a bunch of us went with him and spent the day racing our cars on the track. Present that day were three GTOs (Cord/Tosi/Mitchell), a California spider (Peter Helm) and at least a half-dozen other cars. It was a great afternoon. For at least half the day, I was letting different people ride as passengers and it is interesting how this affects the handling dynamics when near the limit. The oil sump tank is located behind the passenger seat and probably provides some natural balance to offset the driver�s weight. The car was fairly neutral�though not in the way that a mid-engined car is neutral�and would oversteer on command. I liked the handling and it was a very forgiving car in my experience. On many occasions, the car would be seen in tandem with the famous Breadvan, which then belonged to my friend Matthew Ettinger. He, too, used his car as personal transportation and many are the times that we jointly recorded �Fastest Time of the Day� on one or more of southern California�s highways and byways.

The GTO was well-suited for sustained high-speed runs, as one would expect. Very often, I would get in the car and drive it from my home in Los Angeles to Las Vegas, Nevada. On these occasions, the car performed without any complaint and I would maintain a cruising speed in the 140 mph range, slowing to about 80 mph when approaching other cars that I would be passing. It never overheated or displayed any temperament. The only concessions to street driving were the installation of an electric fan for the radiator and the use of cooler spark plugs. If the GTO had any agenda of its own, it wanted to go faster. No matter how fast one was traveling, it was always the easiest thing in the world to make it go faster. After driving at 145 mph for a time, the slightest input took the car to 150 and above.

If one were to compare the GTO�s performance figures to those of more recent cars, one might begin to wonder what the fuss was all about. Even Porsche 911s that came not too long after could match it dynamically. The GTO was the dominant GT of its time and though that time has passed, what hasn�t is the manner in which the GTO delivers its performance. It had a personality as defined and characteristic as the man whose name it bore. It is a genuine icon with all of the history, myth, legend and chicanery attached to it that one would expect of a car now valued in the millions of dollars. The memory of the engine screaming as it came on the cam and the snick-snick of that excellent gear change makes almost any other car irrelevant to me. I was able to enjoy the car in a way that current owners wouldn�t dream of. That wouldn�t stop me for a minute, however, if the opportunity to have it back again ever presented itself.

Spec sheet for the 250 GTO

The 328 Replacement: The 348 TB/TS

noreply@blogger.com (Unknown) — Fri, 08 Feb 2008 12:42:00 +0000

Article about the Ferrari 348 TB
By: Bob Hagendijk

How does a car follow in the tire tracks of the 308 & 328 series? It isn't easy, but the 348 attempted just this.

The 348 line started with its introduction at the Frankfurt Auto Show. There were two variations of the model present: the TB and the TB. the TB was the normal berlinetta version, and the TS came with a targa roof. This was the first completely new car since the death of Enzo Ferrari, and it had to follow-up the 308/328 series, the most succesfull model in the history of the company. This wasn't an easy task, but Pininfarina and the designers at the factory yet again produced visual work of art.
�
The 348 was a car of a total different time. This was the first time the factory used large scale production machines to create the 348. The car was the first one to have a self-supporting frame, with a subframe for the engine. Because of this, the 348 didn't need special bumpers for the USA. The engine was now placed longitudinal, therefore the wheelbase of the car increased with 10 cm, and the luggagespace behind the engine disappeared. Instead of that, there was a small space created in the front due to the radiators being placed in the rear. With this placement the car had the same eggslicers as the Testarossa, for the winds to channel and help cool the radiators.
�
When the car was introduced the Ferrari market was hot, new or used, every single one sold because people thought it was a good investment. It wasn't until the beginning of the 90's that the exclusive car market collapsed and dealers had trouble selling their cars. It was for this reason Ferrari built the 348 Serie Speciale. This car was a normal 348 with something extra for the US market and limited to 100 cars. The biggest differences were: new frontspoiler, the underside of the car was painted in bodycolor, wider track, and the rear lights were no longer crossed by the grille.
�
In February of 1993 the Spider version was added to the 348 series. It was introduced on Rodeo Drive and as always the Spider version was gorgeous--all lines were just perfect. Every car lover dreamt of cruising with the top down on curvasious roads along the coast line, their hair in the fresh sea-breeze driving until the sun droped into the ocean. Just like the Serie Speciale the underside of the car was painted in the bodycolor.
�
The 348 was also the first Ferrari to have it's own racing competition, the 348 Challenge. For a fixed price you could buy a racekit for your car, and support on the tracks. After the races the car could easely be converted back to a normal street version. As most readers will recall this was a huge success, and the F335 and 360 Challenges followed in pursuit of the new tradition.
�
In october 1993 the TB and TB badges changed to GTB and GTS, the only visual difference was that the underbody was no longer painted black. A little fact: the black on the previous TB and TS was painted over the body color, creating an extra process, which most buyers did not like in the first place.
�
In 1994 the European dealers got their Serie Speciale, the "GT Competizione." Only 50 were built, of which 8 were right hand drive. The GT Competizione got modular wheels and Scuderia shields on its front quarter panels. In addition, the interior went through some minor design changes.
�
The previous model just mentioned had nothing to do with the 348 Competizione, 11 of these cars were built for the Italian Supercar GT-races, and 2 extra specific for the 24 hours of Le Mans, these were the 348 GT/C-LM.
�
The 348 GTB and GTS were replaced by the F355 Berlinetta and GTS in march 1994, and the Spider was replaced in April 1995.

Spec sheet for the 348 TB

The Boxer is Born

noreply@blogger.com (Unknown) — Fri, 08 Feb 2008 12:41:00 +0000

Article about the Ferrari 365 GT4 BB Boxer
By: Greg Markson of Sydney, Australia

For those that follow closely will have noticed this site's admin is a fan of all things boxer. In January 2004's article he covered the death of the beloved V12 boxer engine found in the F512M. What better way to follow up then to go back in time to the birth of this wonderful creation? The boxer, as most know, gets its name because of its shape and layout. Most call the engine a Flat 12 because that is exactly what it is but others know it as a 180� V12.

History
It all started at the Turin Auto Show in 1971. The prototype Berlinetta BB made it's debut there. The production did not start until 1973. It was the start of a totally new direction for the streetcars. The prototype was based on the mid-engined racecars like the 250 LM and 365 P. Prior to the introduction of the boxer no Ferrari street car had a mid-engined 12 cylinder. The Dino 206 GT was a year earlier with a 6 cylinder, but at that time they weren't recognized as Ferrari models, and did not have the same potential.
�
Ferrari needed to build a car with a mid-engine. Lamborghini started with the Miura, and from the moment that car was introduced it was faster than everyting else. Lamborghini already showed the prototype of the Countach before Ferrari showed their BB prototype. This suggested that Ferrari never really intended to build mid-engined cars, but were forced to produce them to keep up with the market.
�
The 365 GT/4 BB came after the 365 GTB/4 "Daytona" and the differences were significant. The BB is 6 cm shorter, and 6 cm wider. On top of that it was 12 cm lower. This basically told the whole story of the car. It was low, wide, and fast, very fast. Because it was a boxer, the engine's design was flat, which enabled Ferrari to put the engine very low in the chassis for perfect handling. The engine itself was a Flat 12 (or 180 degree V12) which produced 340bph @ 7200rpms. The bore & stroke of the engine was 81 x 71 mm and the engine could put out 308 lbs-ft of torque at 3900 rpms. The boxer could run 0-60 in 6.1 seconds or the 1/4 mile in 14.4 seconds at a speed of 101mph.
�
Most surprising about this car was that it was not available in the United States for sometime due to the strict emission laws that were in place. However that did not stop Chinetti Motors in Connecticut from importing the car via Canada. At one point there were aproximately 50 illegal boxers in the United States. Eventually the law was redrawn that allowed a loophole for the illegal cars in the U.S. Dr. Norman D. Shutler working for the EPA allowed for a 30 minute test which was needed to meet emission laws. A later model year became legal in the United States with a 3% power loss due to emissions standards, and the bumper was slightly altered. Other minor changes were the addition of a key buzzer, racing style rear view mirror and changes to the lights.

Views & Driving Impressions
The first thing you notice when you approach a 365GT/4 BB is that it looks smaller than in pictures you may have seen in magazines which tend to exaggerate the nose/bonnet area. From behind, the six exhaust pipes signal serious business and help distinguish it from the later 512 series. The unadulterated lines and flowing body make this car more pleasing to the eye than a 512. The roofline is waist high which accentuates the racing heritage of this car.

A small flick of the door release and the lightweight doors swing open willingly (so much that one has to be careful not to be too forceful as they reach there open limit very quickly). As you lower yourself into the seat, you realise that you are very close to the floor and your legs run horizontally rather down to the pedals. The instruments are well positioned and easy to read. The ignition key is quite small and turned clockwise. When turned you begin to hear the low frequency rumble of the fuel pumps. The starting procedure is always the same: let the fuel pumps run for 30 seconds, "pump" the accelerator 5 times to give those hungry 4 triple choke webers a taste of what is to come, depress the pedal halfway and the clutch pedal fully and turn the key to the next position. The engine then comes to life immediately and all 12 cylinders start singing in unison within a few seconds.

The clutch pedal feels quite heavy and requires some effort. The engine has immense torque even at low revs and on a level surface the clutch can be let out without depressing the accelerator. The gear lever is strongly spring loaded towards the centre plane and the gear changes are subsequently easy and accurate. Flatten the accelerator in 2nd gear and there is an instant slingshot effect: the rear of the car squats and there is a loud bark from the exhaust and suddenly it is time for third gear as the speedo shows 130km/hr. The engine flywheel is quite light and the engines revs to the redline easily and without effort;this also means the revs can drop quite quickly between gears and some adjustment to driving technique is required.

The brakes feel strong and the braking line is quite straight and sure. Brake fade is not appreciable. The car is probably undertired as wheel spin can be easily induced, particularly between gears, however this can be used with effect to add some enjoyment in the driving experience. Fitting larger tyres at the rear is not really an option due to wheel arch space. The steering is direct, however,over as well as understeer can be induced as the chassis is quite responsive to throttle steering. Backing off the throttle too quickly mid corner can bring the nose in too far, however the overall tendency of the car is to go round corners with remarkable stability.

The noise, as with other Ferraris, is a symphony reflecting superior mechanical engineering. The induction roar all the way to 7700rpm is purposeful and menacing. The accompanying barking exhausts sing a song that could wake those banished to the Underworld.

More luggage space would have been nice but hey! nobody is perfect. Similarly better air conditioning would help during a long hot Australian summer. Servicing and maintence costs are in keeping with the thoroughbred nature of this car.

The 365GT4/bb was the best sportscar of its time. It lead to a change in the way Maranello built its 12cylinder cars for some time and became iconic during the 1970's. It was a car which could be appreciated for its ability to reach 300km/hr as well being a 20th century art form.

A true classic!

Spec sheet for the 365 GT4 BB Boxer

166 Series

noreply@blogger.com (Unknown) — Fri, 08 Feb 2008 12:40:00 +0000

Article about the Ferrari 166 Mille Miglia Coupe
By: Bob Hagendijk

The 166 series was the first series to have real road-going cars. Ferrari realized in order to keep racing, he needed more money. And you get money by selling cars. It was not the way Ferrari wanted to go, since he was only interested in racing. Despite all this, the road-models would become a very important aspect in the coming years. All the money from the sales went to the racing projects. The knowledge that was gained with racing was used again in the next series of street cars, since those were basically tuned down race engines.

The first model was the 166 Sport. The old engine from the 159 S was enlarged to 1995cc. The bore and stroke became 60x58.8mm. This resulted in 90 hp at 5600 rpm. Only three were ever built, 2 by Allemano, and 1 by Touring. The first Allemano body was a Spyder, and the second a Berlinetta. This already gave an indication of how diverse the 166 series was. Only three cars were built and all three were different.

After the Sport came the Spyder Corsa model. The wheelbase was 200mm shorter (2420mm instead of 2620mm), this was for better handling in sharp corners. The engine was the same as found in the Sport, but because it was very light (basically a cigar on wheels), it was much faster.

The 166 Mille Miglia was the third racing version of the 166 series. This car was mainly used by private teams. People who had money and wanted to race. Because production became quite large now, Ferrari had problems of equipping the cars with bodies. This is the part were the coachbuilders came in. They designed the bodies for the cars, and the customers could choose between them. Ferrari basically delivered the chassis, and let the customer choose who would build the body. For the 166 Mille Miglia, almost all were bodied by Touring, 30 of the 32, of which were 4 Berlinettas and 26 Barchettas. One was created by Vignale, and one by Zagato. The Zagato car was originally built as a Berlinetta, but was later returned to Zagato and rebodied as a Spyder. This model had 125 hp at 7000 rpm.

Finally there was the street version, the 166 Inter. The compression of the engine was lower, and that reflected in the power of the engine. This version only put out 110 hp at 6000 rpm. 37 were built, and 7 different kinds of bodies were fitted to it. Most of those bodies came from Touring. Enzo choose Touring because they used very light aluminium panels instead of steel for the body. They called this superleggera.

Last but not least, the 166 Mille Miglia/53 was introduced. The updated version of the normal Mille Miglia drove on a 2250 mm wheelbase. The engine was upgraded to 160 hp at 7200 rpm. The engine also ran smoother because of a few years extra development. One Abarth Spyder was created for this model, which was later rebodied. It is a shame, because this was the only one built, and quite special as the body was very easy to remove.

With a total of 88 victories this was a very succesful model. It also set the trend for the coming years of Ferrari. They built a racing version, and of that car they tuned down the engine, sent the chassis to a coachbuiler and sold it to customers. This way Enzo Ferrari could ensure he had enough money to keep his racecars going.

166 Sport 3 1947
166 Spyder Corsa 8 1947 - '48
166 Mille Miglia Touring Barchetta 26 1948 - '51
166 Mille Miglia Zagato Berlinetta* 1 1949 / '50
166 Mille Miglia Touring Berlinetta 4 1949 - '50
166 Mille Miglia Vignale Berlinetta 1 1950
166 Inter Touring Coupe 9 1949 - '50
166 Inter Stabilimenti Farina Berlinetta 5 1949 - '50
166 Inter Stabilimenti Farina Cabriolet 3 1949 - '50
166 Inter Touring Berlinetta 10 1949 - '50
166 Inter Vignale Berlinetta 6 1950
166 Inter Vignale Coupe 2 1950
166 Inter Ghia Berlinetta 1 1950
166 Inter Touring Barchetta 1 1950
166 Mille Miglia / 53 Vignale Berlinetta 3 1952 - '53
166 Mille Miglia / 53 Abarth Spyder 1 1952
166 Mille Miglia / 53 Ferrari Spyder 2 1952 - '53
166 Mille Miglia / 53 Vignale Spyder 6 1952 - '53
166 Mille Miglia / 53 Pinin Farina Berlinetta 1 1953

Spec sheet for the 166 Mille Miglia Coupe

The 250 LM: Fast But Nasty

noreply@blogger.com (Unknown) — Fri, 08 Feb 2008 12:39:00 +0000

Article about the Ferrari 250 LM
By: Michael Sheehan

Perhaps the best-known Ferrari street/race cars of the '60s are the 250 GTO and the 250 LM. Although they were built in similarly small numbers, the value of 250 LMs has always languished far behind that of the GTO.

There are many reasons for this. The 250 GTO, equipped with a predictable solid rear axle, Watts link rear suspension, and easy-to-use, five-speed synchromesh transmission, made a bad driver look good. The 250 LM, built with a flexible chassis, tough-to-shift, non-synchro transaxle and unforgiving rear suspension geometry, made a talented driver look, at best, busy. Add in little headroom, right-hand-drive steering, a left-hand shifter, and a driving position complicated by having the gas, brake and clutch pedals offset well to the center line of the car, and the 250 LM was not favored by many Ferrari drivers. Additionally, the cockpit of the 250 LM is even noisier, more cramped and hotter than the 250 GTO, making our busy driver miserable as he tries to save his life on the race track.

All 250 Le Mans were sold to privateers or to concessionaires who later sold them to privateers, and many suffered accordingly, being crashed and rebuilt repeatedly, usually on limited budgets. Several 250 Le Mans gained double identities when rebuilt, with various parts going into two separate rebuild projects, each claiming the S/N and lineage rights to the damaged car. As a result, of the thirty-two 250 Le Mans built by Ferrari, at least thirty-eight exist today, a survival rate exceeded only by the often-duplicated D-type Jaguars.

Like all collectible racing Ferraris in a booming economy, the price of a 250 Le Mans has risen in the last five years. 250 Le Mans S/N 6023, a car with a good race history and provenance, sold for $2,147,500 at Christie's auction at Pebble Beach, August 28, 1999, to a California exotic car dealer. This same car was resold to an English collector in March 2000 for $2,500,000.�

More recently, RM sold S/N 6173 for $2,310,000 at their Amelia Island auction. While a fully documented car, 6173 had been heavily crashed and rebuilt, while 6023 was relatively pristine, accounting for the price differential. While $2,500,000 is a record price for a 250 LM in this decade, it is well below the record price of $5,500,000 paid for S/N 6313 in 1990, and is also well below the price of a comparable condition 250 GTO today, which would sell for well over $6,000,000. In general, the prices of 250 LMs have always been around 50% of those of GTOs with similar provenance, and you can expect that ratio to remain constant for the foreseeable future.

This article has been featured on Ferrari Forum with the permission of Michael Sheehan. (As Michael's article appeared in Sports Car Market Magazine, May 2000)

Spec sheet for the 250 LM

Which Boxer For You?

noreply@blogger.com (Unknown) — Fri, 08 Feb 2008 12:38:00 +0000

Article about the Ferrari 365 GT4 BB Boxer
By: Michael Sheehan

Ferrari's sporting and Grand Touring reputation through the '50s and '60s was built around low and sleek Italian bodies fitted with front engine V12 engines. The pinnacle of the road-going, front-engine V12 era was the 365GTB/4 Daytona of 1969-1974.

By 1973 the Lamborghini Miura and Countach were making the Daytona look and feel old-fashioned, and Ferrari had to answer Lamborghini's threat with something equally as exotic. Since Lamborghini used a transverse, chain-driven, V12, Ferrari had to be different and produced an in-line, belt-driven, flat-12 with its transmission mounted below the engine.

Ferrari's stated rationale for a mid-mounted flat-12 was that the new configuration would allow a lower center of gravity and better handling.

First in the new line of Ferrari supercars was the 365GT4/BB, produced from 1973-1976. With only 387 made, it remains the rarest of Boxers and the quickest, thanks to peaky cams and "short" transmission gearing. A well running 365 BB is a rocket-ship going through 1st, 2nd and 3rd gears. Its stunning acceleration is accompanied by the wonderful sound of a very busy flat-12 with lots of carburetors sucking air.

Following the 365 was the 512BB, built from1976 to1981. With only 921 cars produced, the carbureted 512's are relatively rare, especially compared to Ferrari's current production numbers. While not as quick as the 365GT4/BB through the first three gears, the extra 600cc's affect the top end, giving the carbureted 512BB to king-of-the-hill rights as the fastest of the Boxers.

With ever-toughening emissions controls worldwide, Ferrari added fuel-injection to the 512, creating the 512BBi. The engine was tuned for more bottom and mid-range performance, but a weaker top-end. From 1981 and 1984 1,007 512BBi's were produced.

A reasonable guess would be that perhaps 25% of the total production of 2,315 cars, or about 550, Boxers were imported into the US, all through the gray market as there was never an offical US Boxer model. With the toughening of American emission laws in the late 1980's and a tremendous export boom to Japan and back to Europe, between 1985 and '91 perhaps half of the total US Boxer population was sold to Japan or back to Europe, resulting in perhaps 250 Boxers remaining in America today.

With room for the tallest driver, adequate air conditioning, light steering and excellent brakes, the Boxers are a driver's delight. On the negative side, while the balance and handling are very good, once the handling limits are reached the car can and will swap ends for the over-exuberant or unwary driver.

The prices of all three models are virtually identical today, ranging from $55,000 for "just a car" to $75,000 to $80,000 for the best of the best. With top quality Daytonas selling for $125,000, a Boxer at about one half that price is the Ferrari world's supercar bargain.

My favorite? The 365GT4/BB. Rare, and with aggressive cams and "short" transmission gearing, it provides F-16 style acceleration. The carburetors make a great gobbling sound as they suck in air. And finally, the earlier styling with a clamshell front spoiler makes the 365 the cleanest design and best looking of the Boxer series. Dollar per horsepower, you'll never find a better deal.

For more information about Michael Sheehan visit www.Ferraris-Online.com.

Spec sheet for the 365 GT4 BB Boxer

F40 & F50: Bucking the Trend

noreply@blogger.com (Unknown) — Fri, 08 Feb 2008 12:35:00 +0000

Article about the Ferrari F50
By: Michael Sheehan

While 360 Berlinettas and Spyders, 456 GTs and 550 Maranellos and Barchettas are dropping in price, F40s and F50s are increasing in value. Why? 360s, 456s and 550s are all massproduction Ferraris, with more coming off the production line every day. As supply meets demand, their prices come down. Further, many of these cars are driven on a daily basis, racking up the miles. With time they become �just used cars,� albeit very exotic, exclusive and state-of-the art used cars.

But F40s and F50s are entirely different animals. There were only about 200 factory-built US-spec F40s and around fifty US-spec F50s. They were the most exclusive Ferraris of their eras (�88-�91 and �95-�97). When new, all were sold to those with the right connections to be at the top of the lengthy waiting lists, and the financial wherewithal to pay $300,000 to over a million dollars for a car that they would, in all probability, rarely use.

All markets seek a level. Despite a list price of around $300k, the first few F40s were sold for over $1m. Prices dropped, bottoming out in the late 1990s at approximately $250k-$275k, before climbing to today�s $300k-$350k level.

A new F50 listed for about $450k, but could only be leased, not purchased. As they came off lease, prices started to rise and never stopped. Today, a very lowmileage (under 1,000), well-documented and properly serviced F50 will easily bring a mind-boggling $750k. With only fifty US cars built, this is the price of exclusivity.

Service problems on both the F40 and F50 are minimal, even when buying a 500-mile �garage queen.� The F40 tensioner bearings tend to tighten up, causing the outside of the cam belt to scuff and gall against the tensioner, leading to belt failure; the bellhousing is magnesium and consequently emits gases that will cause the clutch hydraulics to fail.

The major problem with the F50 is its all-electronic instrument cluster. Prior to purchase, the car should be run through its entire start-up and electronics check sequence. If some part of the dashboard is defective�not an The Italian Superbird. Continued on page 74 uncommon occurrence�the dash must go back to Italy for a sixmonth, $10,000 repair. For those not married to their local authorized Ferrari dealer, an independent Ferrari shop in the US rebuilds the dashes at one-half the price and with a much faster turnaround. The F50s had a factory recall for a defective front main seal, and any car with ultra low miles may not have had the update. Finally, the belly pan on the F50 tends to hide leaks by holding dripping fluids and must be checked for pools of problems before purchase.

On both the F40 and F50, excluding F50 dash nightmares, a preventative trip to your favorite Ferrari expert and a check for $5,000 to $10,000 will resolve all of the hangar queen problems. And if you think $5,000 to $10,000 is a lot of money, you�re right, but not when you are considering s p e n d i n g $500,000 or more on a car. Besides, as the saying goes, if you have to ask�

I see no reason, barring global recession, that the prices of F40s or F50s will do anything but increase, albeit more slowly as we come to the end of the current market adjustment. For collectors of means interested in modern supercars, these are the ultimate Ferraris.

For more articles and information about Michael Sheehan visit www.Ferraris-Online.com.

Spec sheet for the F50