Ferrari Cars - Ferrari Car Buyer Guides

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

2009-02-25T06:28:00.000-08:00

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

2008-10-09T03:27:00.000-07:00

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"

2008-10-09T03:26:00.000-07:00

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

2008-10-09T03:25:00.000-07:00

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

2008-10-09T03:24:00.000-07:00

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

2008-10-09T03:22:00.001-07:00

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

2008-04-21T06:40:00.000-07:00

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

2008-04-21T06:16:00.001-07:00

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
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The Battle Rages On Between Porsche And Ferrari

2008-03-27T07:06:00.000-07:00

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

2008-03-20T04:09:00.000-07:00

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

2008-03-20T04:05:00.000-07:00

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

2008-03-20T04:03:00.000-07:00

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

2008-03-20T03:58:00.000-07:00

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?

2008-03-15T07:36:00.000-07:00

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

2008-03-15T07:34:00.000-07:00

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

2008-03-15T07:32:00.000-07:00

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

2008-03-15T07:30:00.000-07:00

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

2008-02-08T04:45:00.001-08:00

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

2008-02-08T04:43:00.000-08:00

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

2008-02-08T04:42:00.000-08:00

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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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

2008-02-08T04:41:00.000-08:00

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.
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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.
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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.
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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

2008-02-08T04:40:00.001-08:00

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

2008-02-08T04:39:00.001-08:00

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?

2008-02-08T04:38:00.001-08:00

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

2008-02-08T04:35:00.000-08:00

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

The Ups and Downs and Ups of the 250 GTO

2008-02-08T04:32:00.000-08:00

Article about the Ferrari 250 GTO
By: Michael Sheehan

(Sports Car Market Magazine � September 2002 issue)

The legendary Ferrari 250 GTO was first shown to the press at Ferrari's annual press conference in February 1962. This newest Ferrari was both strikingly beautiful and, as history would prove, a race winner out of the box.

With only 36 cars built (and three of the 4�liter 330 GTO), it was the last of a line of highly competitive dual�purpose racing Ferraris. It has become the most valuable, sought after, and instantly recognizable racing Ferrari of all time. Further, with its tremendous performance coupled with superb balance, the 250 GTO is one of those rare race cars that can make even a bad driver (read that as wealthy amateur) look good on the track.

GTO stands for Gran Turismo Omologato, meaning homologated for FIA racing. The 250 GTO was a development of the 250 SWB, with the addition of dry�sump lubrication, larger valves, a five�speed gearbox, six carburetors, an oil cooler, a coil spring shock absorber combination in front and rear, and Watts linkage rear suspension. All of this made the car's handling much more stable and predictable than its predecessor, the 250 SWB.

And, as with all things valuable, the market prices of GTOs have had peaks and valleys over the years.

When introduced in early 1962, 250 GTO S/N 3387 was sold by Ferrari to Luigi Chinetti Motors for $9,700 and immediately resold to Bob Grossman for $12,000, plus $1,600 for Le Mans preparation.

Because GTOs were very competitive racecars through the early and mid 1960s, they were highly sought after and changed hands in the $12,000 to $18,000 range throughout the early and mid�1960s.

But by the very early 1970s the 250 GTOs had become merely old, non�competitive racecars, used as macho but impractical street machines. Prices dropped, with S/N 5573 going to Kirk White for $5,800 and S/N 3769 sold to Gordon Barrett for $8,500, both in 1971.

By the late '70s the collector car market had started to blossom and prices were rising. 250 GTO S/N 3757 went to Nick Mason, drummer for Pink Floyd, for approximately $86,000 in 1978. In the early 1980s Ferrari prices continued to rise, and Joe Marchetti paid what was then the unbelievably high price of $285,000 for 250 GTO S/N 4091.

In 1985. as the Ferrari market gathered momentum, 250 GTO S/N 3987 sold to Ralph Lauren of Polo fame for $650,000, and S/N 3705 went to Yoshiyuki Hayashi for $500,000.

In 1986 the Ferrari frenzy was gathering steam and S/N 3589 went to Frank Gallogly for $1 million. Mr. Gallogly did well with his 250 GTO, selling it in August of 1988, to Bert Stieger in Switzerland for $4.2 million

The Ferrari madness of the late 1980's peaked in 1989 with the sale by this author of 250 GTO S/N 3909 to Kato in Japan for $13,837,500. The only higher price ever paid for a Ferrari was $17,000,000, paid in January 1990 to Arnold and Werner Meier of Switzerland for their 330 GTO, S/N 4561 SA.

By 1990, the collector car market had sarted to collapse, and 250 GTO S/N 3607 was sold to Giorgio Perfetti in Switzerland for what seemed like a bargain at $9,588,780.

The market bottom was defined in January 1993 with 250 GTO S/N 4219 going to Brandon Wang for $3.5m and, in Septmeber of 1994, with the ex�Kato car (S/N 3909), previosuly purchased for $13,837,500, going to John Collins of Talacrest for $2.7m.

But no bear market lasts forever, and by 1996 the Ferrari market was again on the rise. 250 GTO S/N 3455 went to Matsuda in Japan for $4.2m, and 250GTO S/N 4293 sold to Patrick Ma in Hong Kong for $4.1m.

In the late '90s, prices continued to rise. Out of respect for the privacy of the recent purchasers, we won't name any names. However, S/N 3729 went to a Northwest SCM'er for $5.25m; S/N 3413 to another SCM'er in the same region for $5.5m; S/N 3909 to the Bay Area for $7m; and, in the highest price recorded in the recent market, 250 GTO S/N 4293 was sold to an SCM'er in Asia for $9m, a number close to the nose�bleed prices of late 1989.

While no one can foresee the future, I would offer that a GTO is pretty safe investment at the current time, at least in financial terms. While they haven't yet hit their former peak prices, if financial uncertainties continue to roil the world's markets, owning one of 36 GTOs certainly seems prudent compared to owning several million shares of any number of publicly traded companies whose duplicitous management makes even used car dealers look like princes.

Further, owning a GTO guarantees you an invitation to any event, competition, concours or otherwise, on the planet. By owning one you have become an instant player, one of the bad boys who walk down Main Street with a GTO ignition key dangling from your Connolly leather holster. After all, there are far fewer GTOs than there are Gulfstream Vs or Canadair Global Express superjets.

And owning a private jet just means you are rich. Owning a GTO means you understand the world of collector cars, and have decided to grab the gold ring and put it in your garage.

Spec sheet for the 250 GTO

Thumbs Up for the Lusso

2008-02-08T04:29:00.000-08:00

Article about the Ferrari 250 GT Lusso Berlinetta
By: Michael Sheehan

(Sports Car Market�May 2003 issue)

The Ferrari market is a fluid animal, with both classic and modern cars moving in and out of favor. Here�s my current read on where the action is.

The flavor of the month is definitely the 250 Lusso. Three years ago, you couldn�t give a Lusso away. Now great Lussos are bringing two and three times as much as Daytonas. For example, Bonhams sold a competition�prepared Lusso, S/N 5367GT, with period TdF history, for $424,362 at Gstaad in December of last year. At the same event, a concours�condition street Lusso, S/N 5303GT, sold for $235,897. The two Daytona coupes that sold brought $93,958 and $102,632.

There�s a reason for this popularity. The Lusso shares the same engine, transmission, brakes and suspension as the �street��model 250 SWB. Because it is eligible for the many rallies and touring events now so popular in Europe, the Lusso has become the �alternative� to the 250 SWB, without the million�dollar�plus price.

While the Lusso may weigh 100 kilos more than a steel�bodied 250 SWB, it has a superior Watts�link rear suspension, evolved directly from the 250 GTO. Consequently, a well�prepared Lusso is comparable in performance with a steel�bodied 250 SWB on the track. Further, in my eyes the Lusso is more attractive than the 250 SWB.

With the Euro up more than 25% against the dollar during the past few months, it is not surprising that the few Lussos that come on the market in the US are finding their way to the other side of the Atlantic. And as always, while top cars are bringing top prices, the rustbuckets and Bondobarges are still stuck in the Ferrari dog pound, unsellable at nearly any price.

Demand for the 246 GT and GTS continues to be strong. Their timeless styling, comfortable yet race�car�like cockpits, light steering, braking and shifting all combine with an engine that sounds more powerful than it is. Because the 246 series gives a great illusion of performance and speed, it makes every trip to the grocery store seem like a practice session for Le Mans, without the fear of speeding tickets.

The Dino downside is that these cars are now 30�plus years old and are the poster children for deferred maintenance and the need for a detailed mechanical and body inspection as part of the purchase agreement. Simply put, the older the Ferrari, the greater the need for a thorough inspection.

While Dinos haven�t gotten back to the world�record $250,000 paid for one in Monterey during the boom, it�s not surprising to see a very nice GTS with chairs and flares come near the $100,000 mark. Coupes are just not very popular in the US, even if they drive better, and seem to move in the $60,000�$70,000 range, again for superb examples. It appears that Dinos will always be high on the list of Ferrari collectibles, and buying one today, even at full market prices, may seem like a shrewd move in 24 months.

The 456 GT and the 550 Maranello are getting close to bargain�basement pricing. A 1995 456 now sells for as little as $75,000, while 550s can be found for $125,000. Both the 456 and the 550 offer state�of�the�art supercar performance and creature comforts for what is, in the Ferrari world, low pricing, especially when compared with their MSRPs ($207,000 for the 456, $208,000 for the 550).

The downside? No question these cars are close to fully depreciated, but �how close? We thought that TRs were cheap at $65,000, and now look at them. Which brings us to�

The 512 BB at $65,000 and the Testarossa at $50,000 have failed the test of time as collectibles. While they are user�friendly and practical to use on a daily basis, and remain the high�performance bargains in the Ferrari world (selling for less than a 246 GT or GTS), no one seems to care.

Of course, while the price of entry may be low, both normal and deferred maintenance can make these supercar bargains into money pits, as the cost of an engine may exceed 50% of the value of the car. If you have to have one of these, buy only a perfect car, and sell it before the next major service comes due.

The award for chasing the market down seems to go to the dozen or so die�hards who continue to advertise Euro 550 Barchettas at prices up to (and even over) $300,000, or US�spec 550 Barchettas at prices over $300,000.

While the 550 Barchetta may be gorgeous when topless, its impractical and very�hard�to�operate folding top makes it less than user�friendly on anything but a sunny day. Then add in the many US model 550 Barchettas on the market and the many soon�to�finally�be�legalized Euro cars about to become available here (another case of speculators seeing higher prices in the US, but by the time their cars have cleared all the necessary importation hurdles, the market here has begun to sag to near�European levels). The correct market price today for a US Barchetta, in my opinion, is a more modest $275,000, while a Euro car would be hard�pressed, once releases were in finally in hand, to bring $245,000.

Spec sheet for the 250 GT Lusso Berlinetta

Ferrari Enzo vs. McLaren F1

2008-02-08T04:27:00.000-08:00

Article about the Ferrari Enzo
By: Michael Sheehan

Comparing the ultimate supercars is much like comparing the various attributes of the world�s top supermodels: It�s all about what fantasy turns your crank, as few of us mere mortals will ever get to test drive the cars or date the models. Those few who own both an Enzo and an F1 will tell you straight�off that the performance level of either car is so high that only professional drivers can explore and compare the limits.

THE CHAMP: MCLAREN F1�Developed by McLaren Cars and designer Gordon Murray, the motivation behind the F1 was to build the best street car ever, regardless of cost. The design goal was to create the highest power�to�weight ratio possible in a user�friendly, roadworthy machine. To this end, the McLaren F1 was the first road car to use a complete carbon fiber chassis and body with lightweight composites and exotic metals throughout. A magnesium�cast BMW engine mated to a very lightweight (and very expensive) transverse gearbox further helped weight savings.

The F1 is surprisingly small on the outside, but it actually seats three people, with two passengers flanking a center�positioned driver. The driving position is difficult to get used to, but it makes for an ideal weight distribution. Appropriately, the first two pages of the owner�s manual are entitled �getting in� and the next two cover �getting out.�

Once you master entry, the McLaren�s controls fall perfectly to hand, with the shifter to the right at four o�clock. The panoramic view from the wrap�around windshield and the gauges� big, bold numbering on a white background are a study in efficiency. But despite the excellent ergonomics, the McLaren dash layout and shifter feel dated, especially when compared with the cutting�edge styling of the Enzo.

Behind the wheel, the steering and brakes are on the heavy side, but with incredible feedback, as should be expected, while the 6.1�liter V12 gives staggering performance, with torque that never ends, in any gear, at any time. Fifth is absolutely usable from 35 mph all the way up to 210�the push just increases astronomically as the revs rise.

McLaren chose to reject technology like power steering, powerassisted brakes, anti�lock brakes, traction control, and stability control, all well known and accessible at the time by virtue of its relationship with the McLaren Formula One race team. But really, only the ABS is missed�and how�as it takes a top-level racing driver to feather the brakes on this car in the wet or a panic situation. Even so, the savings in weight with all the electronics absent is huge: The F1 weighs a mere 2,500 pounds, vs. 3,230 for the Enzo.

For all that it �lacks,� the car does incorporate active aerodynamics, with a pair of lightweight fans that suck air from diffusers under the car so that no huge rear wing is needed to maintain stability at speed though a small tail spoiler does rise to lend some rear downforce.

Your greatest fear when driving an F1 is that the car is simply so good that it eggs you on to drive faster and faster, entering a performance fantasy land that can bite back when you exceed your own talents.

THE CHALLENGER: FERRARI ENZO�The Enzo is certainly Ferrari�s best effort in the supercar wars to date, but it still comes up second in the running for the fastest car title. Styled by Pininfarina, the Enzo is built to resemble a Formula One racecar, but without McLaren�s hell�bent�for�speed attention to maximizing power�to�weight. The result is that the Enzo tries too hard to merge the design of a road car with an open�wheeled racer, and at least to my eyes, the styling suffers, especially when compared to Ferrari�s previous efforts, the much more attractive F40 and F50.

As is now standard practice in most supercars, the Enzo�s chassis is made of carbon fiber, while the bodywork uses a combination of aluminum and carbon fi ber. Huge air intakes allow the Enzo to generate immense downforce, while a small retractable rear spoiler comes up at speeds in excess of 100 mph. The cab�forward interior sports lots of carbon fiber, a semi�automatic six�speed gearbox, launch control, and a variable damping suspension for luxury cruising.

The Enzo�s 6.0�liter, naturally aspirated V12 can rev to 8,000 rpm, yet 80 percent of its torque comes in at only 3,000. In keeping with the lightweight theme, its V12 is one of the lightest in the world at just 496 pounds. By comparison, the 427�ci engine in the Cobra weighed 680 pounds.

Stocked with all the latest high�tech gizmos adapted from its own F1 racing program, the Enzo is a techie�s dream. Advanced technology like stability control, electronic brake�force distribution, traction control, and ABS keep the car in check, making it more user�friendly than the McLaren. The Enzo also has a driver�controlled, up�down lift in the front, which takes the crunch out of getting in and out of driveways.

THE PERFORMANCE VERDICT�The numbers tell the story: While the stock F1 has a �mere� 627 hp versus the Enzo�s 650, and the McLaren must make do with 479 ftlbs of torque versus the Ferrari�s 485 (not to mention a redline of just 7,500 rpm for the F1 against the Enzo�s 8k limit), its smaller mass puts the McLaren out ahead. The Enzo is a leaden 717 pounds heavier than the F1.

The McLaren goes from 0�60 mph in 3.2 seconds; the Ferrari in 3.5 seconds. The McLaren�s 0�100 mph time is 6.3 seconds, while the Ferrari takes 6.6 seconds. And finally, 0�150 mph in the McLaren takes just 12.8 seconds while the Ferrari is a few tenths back at 13.1.

The Enzo�s front�end aerodynamics and many high�tech gizmos weigh the car down to the point that top speed is only an estimated 218 mph, well below the McLaren�s documented 240 mph. Yes, the F1 is still the fastest road car of all time, even with its decade�old technology.

While the F1�s mid� and high�speed acceleration easily beats the Enzo, a factor of its much lighter weight, all who have driven both cars will agree that the huge, state�of�the�art ceramic disc brakes of the Ferrari easily surpass the McLaren�s steel brakes.

The McLaren F1 was a successful attempt to build the best road car ever, regardless of costs, while the Enzo was always intended to make money for Ferrari, which it most certainly has. This, by its very nature, creates entirely different production criteria: While the build quality of the Enzo is good, the McLaren is simply perfect.

Exclusivity is in the F1�s favor as well, with only 64 road�going cars built, against 399 Enzos (plus six to ten pre�production prototypes that will eventually find their way into private hands). This makes the ultrarich buyer�s odds of meeting anther Enzo on the street versus meeting another F1 a healthy six�to�one, causing the Ferrari to seem almost �common.�

MONEY TALKS�Maintenance costs on both cars are staggering, though doubtless their owners are not concerned with the shop bills. An F1 will need a new clutch every 3,000 to 6,000 miles, at a cool $12,000. Its $25,000 fuel cell needs replacing every five years. A starter motor replacement is a 90�hour job, as the engine has to be removed, and that runs $12,000. Should you break the transverse transaxle, expect a $100k repair bill.

As for the Enzo, they are all still under warranty but soon enough that will change and many Ferrari service managers will go shopping for new luxury boats. Once off warranty, a full brake job with new carbon fiber pads ($2,300 front and $2,100 rear) and rotors ($7,400 each) will be in the $40,000 range, while a new clutch assembly should cost only a modest $6,000.

The ultimate test of the cars is, of course, the market. The first U.S.�spec Enzo sold on the private market brought $1,350,000, but prices have been dropping and the current �ask� is in the $1,150,000 range, while the actual �sell� is certainly less. In the next few months, almost every U.S.�spec Enzo is due to pass its one�year, �you�can�t�sell� date imposed by Ferrari, and I personally know of six owners who are planning on putting their cars on the market. This will only further drive down prices.

Only a few McLaren F1s change hands every year, with the last recorded sale at the Christie�s auction in London on Dec. 2, 2003, for $1,257,750. (See English Profile, page 48.) Christie�s sold another F1 for $961,875 on June 16, 2003. While the Enzo may have the market edge as of this moment, the F1 has clearly passed the test of time, and should appreciate, while the Enzo loses value, albeit slowly, for the next ten years or so. In the long haul, the difference in production numbers means the F1 will always be worth more than the Enzo. How much more? At least 25 percent, in my book.

Both the McLaren F1 and Ferrari Enzo are cars few ever see, let alone drive or ride in, not to mention own. While I�m a Ferrari guy at heart, it simply must be said that the F1 is the fastest, most expensive and most exclusive supercar I�ve ever had the opportunity to drive. And either would certainly be welcome in my garage.

Spec sheet for the Enzo

Looking At The New Ferrari F430

2008-02-08T04:22:00.000-08:00

Article about the Ferrari F430
By: Michael Sheehan

Ferrari is expected to define the leading edge in automotive styling and technology, and its new F430 promises to be no exception. A replacement for the 360 Modena, this new entry�level Ferrari debuted at the Paris Motor Show in late September.

It continues the �new� Ferrari look that began with the Enzo, and incorporates multiple design elements lifted from its big brother. The F430 also boasts a new 4.3-liter, 490�hp engine, a unit based on the 4.2�liter V8 now found in all Maserati models.

STYLING�The basic look of the 360 Modena, itself an evolution of the F355, has further evolved in the F430, though it is less of a styling leap than the 360 was when introduced for the 2000 model year.

In the front, the F430�s Enzo�esque headlights are near vertical, while the 360�s are horizontal. The F430�s front air intakes are larger and feature a small splitter in the middle, again, like the Enzo. The 360�s small, sculpted �nose� in the center of the bumper has been eliminated for a cleaner look, and the air duct on the trailing edge of the F430 front spoiler is also much larger than the one on the 360.

At the back, the F430�s rear air intakes and lower air intakes continue the Enzo influence, as do the taillights, mounted high on the rear fascia. The F430 has five cutouts on each side of the engine cover, compared to none on the 360 (though there are four on the 360 Challenge Stradale). The rear air diffuser is more prominent on the F430, with vertical canes similar to those found on the Enzo. The rear bumper is much more cleanly integrated into the rear body than on the 360.

HARDWARE�While the F430 has an aluminum spaceframe similar to the 360, its engine is a Maserati�based, 4.3�liter, 90�degree V8. It kicks out 490 hp and 343 lb�ft of torque, an increase of 90 horses and 68 lb�ft over the 360 Modena. This boosts the power�to�weight ratio significantly, even though the F430 grew to 3,197 pounds, from the 360 Modena�s 3,064. Each of the F430�s horses has to move just 6.52 pounds, compared to 7.66 pounds/hp in the Modena, and 6.64 pounds/hp in the Challenge Stradale. Ferrari claims the F430 can reach 62 mph in 4.0 seconds, with a top speed north of 196 mph.

The F430 is the first V8 Ferrari to feature driver aid controls on the steering wheel, as seen previously on the Enzo and 612 Scaglietti. A knob on the right�known to Ferrari F1 drivers as the manettino�controls the car�s dynamic modes (sport, race, etc.). The now de rigeur paddle shifters bang off shifts in as little as 150 milliseconds, transmitting power through Ferrari�s new electronically controlled differential, another technology lifted from its F1 team. Dual�spoke, 19�inch wheels similar to the Enzo�s are fitted, and carbon�ceramic brakes are a reported $20,000 option.

NEW AND OLD TOYS�When the F430 first arrives in the U.S. in late March or April, MSRP will be in the $200,000 range. Of course, like all new toys for rich boys, it will sell for far above window sticker on the immediate secondary market. If you are not near the top of the list with your local Ferrari dealer and want to be the first on your block to own an F430, plan on spending $245,000-$250,000 to put one in your garage.

If you�re thinking that now would be the time to get into that 360 you�ve always wanted but couldn�t afford, that�s not quite the case. Yes, prices have dropped slightly, as six months ago a fully loaded 360 coupe had a window sticker of about $185,000 and was selling for about $10,000 over on the secondary market; in early winter that number had dropped to sticker. (The 360 Spyder has seen a similar drop of about $10k, to $230,000 from its six�month�ago price of $240,000 on the secondary market for a $210,000�window�sticker car with all the bells and whistles.) But these are just minor shifts, more attributable to the uncertainty that involved the presidential election and the looming thought of snow on the ground.

Further, as Ferrari has stopped 360 production to ramp up for the F430, the supply of new cars is drying up. This ensures that prices for the last of the 360s will firm up just as spring approaches. Expect the market to stay in the $10,000�over�sticker range�and maybe even a bit more on the Spyders, as we should not expect a U.S.�model F430 Spyder until the spring of 2006.

TIMING THE MARKET�This means that if you�re in the market for a 360, you should either put down this magazine and buy while there is still snow on the ground, or plan to wait until next winter. If you are looking to sell your 360, you�ll get an optimal price once the snows clear. But parking your Ferrari for a few more months while continuing to make those payments may not make sense when we�re only talking about an extra $10,000 to $15,000.

As for the older Ferrari V8s, a fully loaded 1999 355 Spyder with low miles and all the services was selling for about $115,000 six months ago and is now down about $5,000, again more due to the winter effect and the election rather than in any reaction to the F430. I really don�t expect to see much movement in the V8 Ferrari market for at least a year or so after F430s begin to make it to our shores.

Remember, if there is one thing Ferrari has mastered in the past decade, it is less automotive engineering and more branding and marketing. With high demand for all things Prancing Horse and a cleverly limited supply, you won�t be seeing any �move out the metal� sales with low interest rates and sweetheart leases to be had. It�s rarely empty�pocket bargain hunters you see sniffing out the best prices on new Ferraris; rather, it will be shrewd businessmen who are looking for the best possible deal on a piece of merchandise, just like they do in their day jobs.

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

Spec sheet for the F430

The 275 GTB/2�Sorry Guys, the Cheap Ones Are All Gone

2008-02-08T04:19:00.000-08:00

Article about the Ferrari 275 GTB Short nose
By: Michael Sheehan

Last year it was Lussos that were in the Prancing Horse flavor�of�the�month club. Their values languished in the �why�would�you�want�one�of�those� $125,000�$150,000 range. Today, there are folks standing in line to buy great ones at $250,000 plus, and cars with period race history have cracked the $400,000 barrier.

Now it�s the 275 GTB/2s that are making their run.

But before we talk prices, a short history lesson. These cars are properly called just 275 GTBs. That makes sense, because when they were built, there were no longnose or four�cam models being produced. It�s just like with Jaguar E�types: The pre�1968 cars were never called �first series,� not until the second series was introduced.

The 275, with its sensuous Pinin Farina�designed and Scaglietti�built body, is a study in mechanical evolution. The four variations are the original 275 GTB (referred to hereafter as the 275 GTB/2 shortnose), the 275 GTB/2 longnose, the 275 GTB/2 longnose torque tube, and the 275 GTB/4.

The 275 GTB/2 shortnose entered series production in 1964 with S/N 6003. It was Ferrari�s first attempt at incorporating four�wheel independent suspension and a rear�mounted transaxle into a production car. It was also one of the final cars built by Ferrari that made a real attempt at being a true dual�purpose car, as capable of winning races as cruising down to St. Tropez in the summer.

The 275 was and continues to be visually breathtaking. In addition to its classic and sensual body lines, it offered more�than�adequate performance, nimble handling, and the sounds of a screaming V12 rated at 280 hp (but actually producing about 260). But cockpit comfort and ventilation, rustproofing and the driver�s rear vision were not high on the design committee�s agenda.

Add in brakes that were described, in period, as �adequate� and a sexy squared�off nose that caused aerodynamic front�end lift and vague steering over 100 mph, and the end result was high�speed driving that was exciting and kept a driver busy, to say the least.

The 275 also had a solid�mounted driveshaft, with no U�joints, but instead a center�mounted bearing that required the crankshaft centerline, the driveshaft, the center support bearing, and the gearbox input shaft to be in perfect alignment or your teeth would be vibrated loose.

These user�cruel features, all well known to Ferrari cognoscenti, combined to put the 275 GTB shortnose at the bottom of the 275 GTB food chain. A total of 246 were built, with S/N 7827 as the last shortnose.

The only major update during shortnose production, beginning with S/N 7315, was the decision to make the firewall, the entire floor, and the rear bulkhead in fiberglass, which helped to prevent the rust problems endemic to the earlier cars.

The 275 GTB longnose entered production in early�mid 1966, starting with S/Ns in the 7800 range. Its longer, lower front�end shape cured the aerodynamic lift problems, and a new driveshaft with constant�velocity joints solved the driveshaft vibration. A larger back window improved rear visibility, and dual side�mounted fuel tanks allowed the spare to be lowered, which coupled with external trunk hinges, provided more trunk room.

At the same time, the cylinder heads were fitted with improved valve guide seals, helping to reduce the typical early Ferrari exhaust smoke problem. About 102 longnose, CV-joint 275s left the factory.

In mid�1966, at S/N 8305, the �interim� driveshaft was replaced with a torque tube between the engine and gearbox, eliminating all driveshaft vibrations. About the same period, the brake system was updated with a much�improved master cylinder and power booster, improving the braking from �adequate� to �acceptable.� About 108 of the 275 GTB longnoses were delivered with torque tubes.

The final iteration was the four�cam. Beginning with the prototype, S/N 8769, the new�and�improved 275 GTB/4 featured a dry�sump engine, with six dual�throat Webers standard (they were optional on some earlier models). Breathing and performance from the four�cam heads was much improved, with 300 claimed horsepower. Production ended with S/N 11069 for a total of 330 cars.

Shortnose 275 GTBs have jumped from the $200,000 range to the $275,000 range in only the last year, with almost all cars sold staying in or going to Europe.

There are two factors at work here. The first, although surprisingly not the most important, is the continuing devaluation of the American dollar against the euro. Cars with asking prices in cheap American �pesos� are simply 30 to 40 percent less expensive to a German, Swiss, English or French buyer than they were 18 months ago.

Second, and most important, is the continued rise in interest in events such as the Tour Auto, the Modena Cento Ore and the Tour d�Espagna. The cut�off date to be eligible for an overall win is generally 1965 or 1966, the final build years of the 275 GTB/2, although later cars can enter. European collectors are known for being less risk�averse than their often�timid American counterparts, and these �balls�out� events give them a chance to run their cars hard on hillclimbs and race tracks.

But as the numbers of applications continue to climb, event organizers look for cars that are increasingly exotic. They could easily fill their entire fields with 1965 Porsche 911S�s, but instead try to have as many rare high�performance cars as possible. Hence the appeal of the 275/GTB2, as it was built in the right period, has a great look, and, of course, is a vintage V12 Ferrari.

Is it too late to get a great buy on a 275 GTB/2? If you mean in relation to last year�s prices, yes. But Ferrari isn�t building any more, and the number of rich guys who want to play hard with their toys continues to increase. Assuming the global economy continues to march along, there is no reason to expect that prices won�t continue to rise to the tune of 10 to 15 percent per year.

If you�re in the game for the long haul, I believe this is a model that hasn�t yet hit the redline on its value curve.

For more articles like these please visit www.ferraris-online.com

Spec sheet for the 275 GTB Short nose

Car Dealership Washing Business

2008-01-07T03:07:00.001-08:00

If you own a auto detailing business, pressure washing company or mobile car wash you may wish to look into periodic cleaning of car dealership lots. This can be very lucrative as it is a high-volume periodic business. Most car dealerships rinse off their cars on their lots twice a week. Some three times a week and at minimum they know they must clean these cars at least once per week. Dirty cars do not sell and car dealerships know this.

Our company is in the business of washing fleets of vehicles. We have been in the washing business for over twenty years. Our dealership division specializes lot washing and in new and pre-owned car detailing. If you can secure the lot washing contract there is a good chance that you can eventually bundle detailing services into the loop. What should you charge for lot washing? Well, 20% less than that of the competition, you will make your money by securing the entire dealership row thru economies of scale. In some markets where weather is an issue, you will want to charge upwards of $1.50 per car and $1.90 for each SUV per wash at large dealerships and small used car lots up to $2.50.

Once you secure the detailing contract you may wish to charge:

Used Car Detailing $79.00 each car (Engine, Interior, Exterior)

New Car Preparation $25.00 each car (To Your Specs.)

Customer Car Washing $ 9.00 each car (Complete Wash)

Lot Washing twice a week $ .85 each car (If Requested)

You must also alert your Auto Dealership customers that:

* You can wash on the day and time of their choice.

* Every vehicle will be completely dried off so there will be no water spots!

* They will have convenient monthly invoicing itemized by vehicle number

* That you are professional and friendly clean cut crews

* That your crews are first class outfit with new equipment

* That your company is fully insured! ($1 Million total liability)

* You supply our own water!

You must make sure your customer knows that matching your service to their dealership’s needs and saving them time and money is what you specialize in! Think on this.

"Lance Winslow" - Online Think Tank forum board. If you have innovative thoughts and unique perspectives, come think with Lance; www.WorldThinkTank.net/. Lance is a guest writer for Our Spokane Magazine in Spokane, Washington

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

Alternatives To Car Dealership Financing!

2008-01-07T03:05:00.000-08:00

There are traditional banks and lenders offering car loans and non traditional lenders too offering car loans for people with bad credit or financial difficulties. Thus anyone seeking finance to purchase a car can get approved with significantly lower costs than financing with a car dealership the purchase of the vehicle.

Car Dealership Financing’s Drawbacks

Financing through a car dealership can be extremely expensive. The interest rate charge by dealerships is almost doubling the interest rate charged by traditional lenders. These high prices are due to the fact that when you resort to car dealerships for financing there is a third party that provides the funds. Thus you are paying for the services of two roles: The actual lender and the intermediary.

Besides, car dealerships only offer financing for the cars that they sell. Thus, your options as regards to brands and models are limited. And if you happen to find a private lender offering for sale the car of your dreams at a very advantageous price, you can never resort to a car dealership in order to get the funds for purchasing the car.

Traditional Lenders and Banks

Banks and traditional lenders offer finance for car purchases at very reasonable rates. Car loans are secured loans and thus carry low interest rates compared to personal loans that are unsecured. However, in order to get approved you need to show proof of a clean credit report and a steady income that will let you afford the monthly payments.

A car loan offered by a traditional lender will let you purchase any car you want and also if you visit car dealerships after getting approved for a car loan you can always bargain the price of the cars with the dealer and have more options as to the brand and model of the car that you’ll purchase.

Non Traditional Lenders

Car loans offered by non traditional lenders provide financing for those with irregular credit and income situations. You need to always show proof of a suitable income, but you don’t need to prove that you’ve been in the same job for many years or that your wage is deposited into your bank account.

Besides, the credit requirements are relaxed and anyone can get approved for a car loan as long as there are no mayor delinquencies in their recent credit history. Someone with bad credit, no credit at all or even a past bankruptcy on his credit report can obtain car loan financing through these non traditional lenders.

Where to Find Them?

The best way to obtain finance through a non traditional car loan lender is to seek lenders online. You can do a quick search for bad credit car loans online and you’ll find many online lenders willing to offer you finance regardless of your credit. You may have to face slightly higher rates but the monthly payments are always affordable enough so any budgets with a regular income can meet them without sacrifices.

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Jess Peterson writes finance articles for Yourloanservices.com where she shares her knowledge about how to get money for a starting-up business, consolidating any kind of debt, repairing a home even with a bad credit history and other financial subjects.

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

Is a No Haggle Dealership for You

2008-01-07T03:04:00.000-08:00

In 1990, General Motors capitalized on consumer's intense dislike of the auto purchasing process and introduced the Saturn. Saturns were, and are still, sold at a flat price with no dickering, dealing or haggling. Today, almost 25% of car buyers purchase vehicles from flat price, or no-haggle, dealerships. But are they truly saving money?

At no-haggle dealerships, cars are priced at a flat rate that typically includes a standard options package and a built in profit for the dealer. Additional options may be sold in flat-rate packages or a la carte. At regular dealerships, cars are displayed with a Manufacturer's Suggested Retail Price but everything including options, warranty, financing and dealer profit is negotiable.

Research has shown that educated consumers pay much less for cars at regular dealerships than at no-haggle dealerships. This is because regular dealers set average profit goals over time. For example, if they sell five cars, the average profit per car should be a certain amount, say $1,000. That means of those five cars, three could sell for $1000 profit, but the dealer could make $2000 and $0 profit on the remaining two cars and still hit their goal. At a no-haggle dealership, the profit goal is fixed per car, meaning that while you will not pay $1000 more because you have poor negotiating skills, you will also not save $1000 if you have good ones.

There are certain people who historically do benefit from purchasing cars from no-haggle dealerships. Young adults, women and minorities in particular, have historically paid higher prices than other groups at regular auto dealerships and may benefit from no-haggle pricing. In fact, reacting to the trend of more and more young people turning to no-haggle dealerships for their automobile purchases, Toyota introduced the Scion in 2003. The Scion is a small car that comes with trendy options packages and is priced and marketed directly at young people who don't want to negotiate to purchase their car.

Therefore, if you are willing to do the research and confident in your negotiation skills, you will almost certainly save money at a regular dealership unless you want a Saturn or Scion. Then you'll have to pay the same price as everyone else. However, if you're timid, too busy to research or spend time making a deal, or in one of the groups that historically are offered worse deals, you may be better off at a no-haggle dealership.

Jonathon Hardcastle writes articles on many topics including Automotive, Outdoors, and Business

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

The Best Places to Shop in Las Vegas

2008-01-07T03:03:00.000-08:00

While Las Vegas might be known for the gambling and casinos, you can't look past all of the shopping choices available to the traveler in Vegas. There are plenty of places to go shopping in Las Vegas, and though you might lose some money in the shops - at least you'll have something to take home with you - something the blackjack table might forget to do.

The Strip has a ton of shopping options for you. Most of the mega-resort casinos have some sort of shopping mall connected to their casinos.

Caesar's Palace has the Forum Shops connected to the casino. It's a popular place for tourists and locals alike to hang out, grab a bite to eat or shop. Store include everything from GapKids and Guess? to Louis Vuitton, Gucci, and Burberry among it's 150 shops. Restaurants include the popular Planet Hollywood and the Cheesecake Factory. Or if you're looking for something a little different you can get sushi at Sushi Roku or try Wolfgang Puck's Spago. There are shops for everyone here, or you it's a good place to people watch or check out the fountain shows.

Across the street from the Forum Shops are the Grand Canal Shoppes at the Venetian. This gigantic mall has canals with gondolas just like the city of Venice. you can stroll the cobblestone streets or hitch a ride in one of the gondolas. Either way, there are a ton of shops and restaurants to enjoy as well as numerous street performers throughout the mall. One of the neat things about the Grand Canal Shoppes is that the ceiling is painted like and lit like the sky - so along with the canals it almost feels like you are strolling the streets of Venice.

If you're playing Paris Hilton for a day and feel as though the Gap, Anthropologie, and similar stores are below you, head over to the Wynn or the Bellagio. The stores in these spots are definately for the shopper who doesn't care. At these spots you'll find Chanel, Christian Dior, Manolo Blahnik as well as a bunch of other stores named after French guys with names that are hard to pronounce. And don't stop at clothing, in the Wynn be sure to stop at the Ferrari Maserati dealership located in the casino.

Fashion Show Mall is located on the corner of Spring Mountain and Las Vegas Blvd. (the Strip). This mall located in the middle of the strip is like any other mall with hundreds of stores to choose from. The only difference is that, well, there's a fashion show at various times throughout the day. You've seen them on t.v., the models strutting down walkways - well now you can see it live. Not only that, but the Fashion Show Mall is a great place to stop and rest and take a break from the heat if you're hiking the strip.

Not too far from the strip are two outlet malls - both of which you can catch shuttles to from numerous casinos and hotels. The Las Vegas Premium Outlets are located north of the strip, close to downtown. This outlet mall contains your standard outlet mall fare - Polo, Calvin Klein, Ann Taylor. This is an outdoor mall - so it's a little tough in the hottest months, but extremely pleasant during the winter, spring, and fall months. The other outlet center, called Las Vegas Outlet Center is located south on Las Vegas Blvd. and is completely indoors. Again - standard outlet mall fare includes Coach, Addidas, and Tommy Hilfiger. There is also a giant carousel that the kiddies might enjoy.

Come to Las Vegas and get your gamble on - but don't forget to save a few chips, time, and energy for the many shopping experiences that Sin City has to offer.

Patrick Treadway is a writer living in Las Vegas. He is editor of Vegas24Seven - The Las Vegas Webzine.

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

Free Things To Do In Las Vegas - Free Fun Things To Do In Las Vegas at Las Vegas Hotel Attractions

2008-01-07T03:01:00.000-08:00

Many people think travelling to Las Vegas involves spending a lot of money. This is part one of my collection of articles centred on free things to do in Las Vegas. This article will discuss free things to do in Las Vegas all centred around free Las Vegas hotel attractions that you can enjoy without affecting your holiday budget.

If you can't afford to travel the world then a trip to Las Vegas is the next best thing. The reason for that is that Las Vegas hotels are like a mini trip around the world. If you feel like a mini trip to Egypt, visit the Aladdin and Luxor; if your taste is Italy then visit Bellagio and the Venetian; if you want to see a bit of Rome head over to Caesars Palace; if you have a taste for the South American nightlife then take a walk to Rio. Of course, I can't forget to mention a romantic walk in the moonlight in Paris or the chance to catch the skyscrapers at New York.

And while you're there catch the many free things to do in Las Vegas at its breathtaking glitterati of stunning hotel displays.

Aladdin - the magnificent rain display

Bally's Hotel - water, sound and light show

Barbary Coast Hotel - Big Elvis

Bellagio - breathtaking hotel lobby

Bellagio - world famous fountain show

Bellagio - botanical garden

Bellagio - chocolate fountain

Caesars Palace - Quiz Caesar & Cleopatra about historical events

Caesars Palace - circular aquarium

Caesars Palace - Caesars Palace Forum Shops - Lost City of Atlantis Show

Caesars Palace - Caesars Magical Empire - catacombs and special effects

Circus Circus - Adventuredome. The world's largest indoor adventure park. Free to walk around. Charges for rides, etc.

Excalibur - Court jester performances and medieval acts

Flamingo - Famous for its flamingos and penguin wildlife exhibit

Golden Nugget - Houses the world's largest gold nugget

Hard Rock Hotel - rock memorabilia exhibit & tour

Harrah's - free open air concerts

Hilton - out of space décor

Imperial Palace - describes itself to be the World's Largest Classic Car Showroom. Free coupon available on website.

Las Vegas Hilton - Star Trek The Experience

Luxor - famous for the world's brightest light beam

Main Street Station - artefacts and antiques exhibit

Mandalay Bay - outside walls art

Mandalay Bay - Exotic Bird Show

Mandalay Bay - House of Blues - The world famous establishment of the late Jim Belushi and Dan Aykroyd.

MGM Grand - Lion Habitat exhibit

Mirage - White Tiger enclosure

Mirage - Erupting volcano

Mirage - Coral reef aquarium

Mirage - Continuous video regarding tiger awareness

Mirage - Tropical rainforest

New York New York - Take a peak at a mini New York

New York New York - ESPN zone art collection

Paris - 50 storey exact replica of the Eiffel Tower

Paris - Mini Paris including cobblestones and mimes and white and gold human statues

Rio Suite Hotel & Casino - $25 million sky parade

Rio - Showgirls exhibit

Riviera - backsides of Crazy Girls on display at entrance

Sahara - NASCAR Café - memorabilia

Sam's Town - Mystic Falls Park

Sam's Town - Dancing water and laser light display during Sunset Stampede

Treasure Island - The Sirens Of TI pirate battle show

Tropicana - Free slot machine

Venetian Hotel - be transfixed by the gondolas

Venetian Hotel - Test America Preview Studios

Venetian - The Grand Canal Shoppes at the Venetian

Whiskey Pete's Hotel & Casino - bullet riddled Ford of Bonnie & Clyde in their last world famous shoot out

Wynn - Conservatory

Wynn - Ferrari/Maserati dealership tour

Wynn - The Lake of Dreams

A trip to Las Vegas need not cost you the earth. I've revealed many free things to do in Las Vegas centred on hotel attractions. Be on the look out for my collection of articles all focussed on free things to do in Las Vegas - the one place you MUST visit before you die.

Wait! Don't go to Las Vegas without visiting this website and claiming your very own free copy of 170 free things to do in Las Vegas. Plus I will show you have to save at least $544.00 planning your budget Las Vegas vacation. Find out how to have the time of your life in Vegas without breaking the bank...click here now http://www.cheap-discount-vegas-vacations.com to start planning your Las Vegas vacation now!

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

Used Car Chicago Dealerships Tips

2008-01-07T02:59:00.001-08:00

Buying a used car Chicago puts people in better control of their financial situation.

A car is a basic necessity in Chicago. A brand new car straight out of dealership is not. Not all people find great fancy in driving a sparkling Ferrari out of a showroom. Some people also look at the value loss that would incur to the money they spend in just a matter of days. The moment you drive your brand new car out of a dealership, value depreciation has happened to your coveted investment.

Car loans for Chicago used cars were not easy to come by. Now it is not the case. Loans to purchase used car Chicago are readily available with many loan companies. When you plan to purchase the used car dealership service of one of the used car Chicago lots, you also have an option to opt for an affordable loan. The loans are made available through the used car Chicago dealers.

Loans to buy a used car in Chicago also come with affordable terms. The car itself is given as security and the interest rates are down. Flexible repayment options for Chicago used car loans also should make you attracted to a good condition used vehicle.

In many cases you can get vehicles in its best condition, at a price a little more than half of its original showroom value. Used car Chicago comes from seizure of vehicles by police or even by banks. Used car Chicago can sometimes be sold out on an auction basis, where one can bid for a car for as low as $ 100. Don’t you think it is real deal looking for used car Chicago?

Prices are always a matter to look for when it comes to a used car Chicago. Sometimes a used car in Chicago can show blown up prices in paper. In reality you will be able to buy used car Chicago of same make and model for less than half of the advertised price. Whenever you look to buy used car Chicago, always go armed with exact knowledge of the prices. The advertised prices can be deceiving. Checking out actual selling prices is better option when it comes to buying a used car in Chicago.

Warranties coming with used car Chicago will look into matters of periodic repair and oil refills. It is an offer you can hardly miss. A used car in Chicago can be the best option for your teen’s first car or your daily vehicle. You need a car for daily commute and a used car Chicago serves you with that. There is nothing to worry about going for a used vehicle. The point is the car must serve you in a way it should.

It is therefore necessary to get the car thoroughly examined by a mechanic. Mechanics may be examining used cars in Chicago on a daily basis. You may not be able to spot anomalies in a used car as easily as a mechanic can. Even a minor color difference should alert you to an accident in the history of the car.

To request your Free Report “Buy New or Used Cars … An Introduction to the Best Cars To Buy”, click here: http://www.CarBuyingForIdiots.com Learn how you can buy the perfect car and not get scammed. Find out how to save $1000 on your next car purchase.

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

Can You Purchase a Ferrari at a GM Price? Selling a Premium Product on Value Versus Price

2008-01-07T02:57:00.000-08:00

Imagine two automotive dealerships side by side. Imagine that one is a GM dealer and the other is a Ferrari dealer. How do you think a potential client would be treated at the Ferrari dealership if he demanded a Ferrari, but only if allowed to purchase the Ferrari at a GM price point?

Now imagine two homebuilding businesses side by side. Imagine that one is a stick builder and the other is an insulating concrete forms (ICF) home builder. How do you think a potential client would be treated at the ICF home builders business if he demanded an ICF home, but only if allowed to purchase the ICF home at the stick builder's price point?

First, it is important to understand that both auto dealerships offer automobiles that get a person from point A to point B and that both home builders offer homes that provide adequate shelter from the elements. If this is true, then on the surface, it would seem reasonable to demand that all vehicles and all homes should be similarly priced in a highly competitive marketplace. Strangely, this is not the case and it certainly is not reasonable.

Now there are at least three reasons that this comparison is not totally fair. First, while Ferraris and ICF homes actually cost more to manufacture than their counterparts, the Ferrari is more expensive to operate and maintain while an ICF home is much less expensive. Second, financial "return on investment" calculations are not performed on automobiles since resale value typically declines 60% within four years of ownership. Conversely, homes typically increase in value over any given time frame. Finally, no one honestly believes that you can purchase a Ferrari at a GM price, while the same can't be said of ICF construction versus traditionally built structures.

As ICF industry professionals, we know that we have a premium product with value beyond comparison, yet the industry seems both bashful when discussing benefits and apologetic about the value of the product when discussing price. Here are three things you can start doing today to properly "frame" your ICF business and increase your sales immediately.

First, stop comparing your product to traditional construction technologies. The Ferrari dealer would never allow his product to be compared to a GM product under any circumstances. The essence of ICF technology is superiority in every measurable category and is therefore not comparable to traditional construction technologies. By allowing the comparison of ICFs to traditional construction, we cheapen the "brand" by accepting the question as reasonable and thus opening the door to price comparisons.

Second, immediately begin to start discussing benefits instead of features. Every sales person is familiar with the phrase "sell the sizzle, not the bacon". Apply this bit of wisdom to your sales strategy today. Although a Ferrari may have an awesome sound system, leather seats and a high performance engine (the features), the true appeal is the experience of becoming a member of the elite class of Ferrari owners (the benefit). The features of ICF construction are awesome and sound wonderful, but people don't want to be sold a set of features, they like to buy benefits. Begin discussing benefits today instead of features. You will instantly create reasons for your prospects to buy ICFs and buy them from you, instead of the arduous task of selling against other technologies and other ICF industry members.

Finally, don't be afraid to discuss the premium value of ICF ownership. It is this disconnect between value and price that must be addressed and understood before the ICF industry can assume its rightful place as the technology of choice in the building industry. The best way to discuss anything with your prospects is to ask questions and give them the opportunity to provide an answer. Frame each of your questions in a manner that is consistent with the benefits of ICF technology.

Several questions you could and should ask include "Do you want a structure that can easily survive natural disasters such as hurricanes, tornadoes, fires and floods?" and "Do you require a structure that is resistant to termites and other insect infestations?" and "Are you interested in saving 70% on your utility bills while simultaneously providing the highest possible indoor air quality for your family?". If a prospect shows no interest in these benefits, then they will likely not be interested in the premium value provided by ICF technology.

Remember that not everyone can afford a Ferrari and not everyone that can afford one buys one. The real difference between a Ferrari and ICF technology is that no one can afford not to purchase ICF technology. Properly qualifying your prospects and presenting them with the benefits instead of the features will help you grow your business and your profits more quickly while helping ICF technology assume its rightful place in the building industry.

Eric Williams is the founder of the Get Ready to Win Network. Contact Eric at 928-255-5379 or at ericw01@yahoo.com. For additional information, click on this link: http://ericwilliams.48dayscoach.com

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

Investing in Car Dealerships - How to Value Them

2008-01-07T02:56:00.000-08:00

Most business valuations are driven substantially by the company's historical financial statements, tempered by other factors such as: location, brand name, management and such. In truth and in fact, the dealership’s balance sheet represents less than half the information necessary to properly value an automobile dealership. The balance sheet is but a starting point from which a number of factors must be added and subtracted in order to determine the true value of the assets.

Valuing new car dealerships has to do with projecting future profits and opportunities based upon the “dynamics” of the particular dealership being valued and of the automobile business itself.

The Internal Revenue Service recognizes that valuations include more than financial statements: "The appraiser must exercise his judgment as to the degree of risk attaching to the business of the corporation which issued the stock, but that judgment must be related to all of the other factors affecting the value." Revenue Ruling 59-60, Section 3.03.

DEFINITION OF MARKET VALUE

The definition of market value according to the American Institute of Real Estate Appraisers' Dictionary of Real Estate Appraisal, is: "The most probable price in cash, terms equivalent to cash, or other precisely revealed terms, for which the appraised property will sell in a competitive market under all conditions requisite to fair sale, with the buyer and seller each acting prudently, knowledgeably, and for self interest, and assuming that neither is under duress." American Institute of Real Estate Appraisers, The Dictionary of Real Estate Appraisal. (Chicago: American Institute of Real Estate Appraisers, 1984), 194 195.

In Revenue Ruling 59-60, the Internal Revenue Service defines "fair market value" as follows: “. . . the price at which the business would change hands between a willing buyer and a willing seller when the former is not under any compulsion to buy and the latter is not under any compulsion to sell, both parties having reasonable knowledge and relevant facts.”

The purpose of Revenue Ruling 59-60 is to outline and review in general the approach, methods and factors to be considered in valuing shares of the capital stock of closely held corporations. The methods discussed in the Revenue Ruling apply to the valuation of corporate stocks on which market quotations are either unavailable or are of such scarcity that they do not reflect the fair market value.

The Ruling goes on to state that no set formula can be devised to determine fair market value of closely held stocks and that the value will depend upon such considerations as:

(a) The nature of the business and the history of the enterprise from its inception. (b) The economic outlook in general and the condition and outlook of the specific industry in particular. (c) The book value of the stock and the financial condition of the business. (d) The earnings capacity of the company. (e) The dividend-paying capacity. The ability to pay dividends is often more important than a company’s history of distributing cash to shareholders, especially when valuing controlling interests. (f) Whether or not the enterprise has goodwill or other intangible value. (g) Sales of the stock and the size of the block of stock to be valued. (h) The market price of stocks of corporations engaged in the same or a similar line of business having their stocks actively traded in a free and open market, either on an exchange or over-the-counter. With respect to an individual dealership sale, the best comparable is the amount the public company paid or received for buying or selling a similar dealership, not what the public company’s stock value or earnings multiple, per se, that is reflected on the stock exchange.

In practice, in arriving at the fair market value of a new car dealership, several different formulas have been used:

1. Return on Investment (or earnings valuation) Formula: The value of a business to a particular purchaser based upon a return on investment analysis. This value varies from purchaser to purchaser according to the purchaser’s investment criterion and it may or may not reflect fair market value. The National Automobile Dealers Association (NADA) refers to this value as “Investment Value.” A Dealer Guide to Valuing an Automobile Dealership, NADA June 1995, Revised July 2000.

The capitalization rate is determined by the stability of the dealership's earnings and the risk involved in the automobile business at the time of sale, investment, or valuation. This method is highly subjective as the capitalization rate is based upon the particular appraiser's perception of the risk of the business; consequently, the lower the appraiser perceives the risk, the lower will be the capitalization rate and the higher will be the price he would expect a potential purchaser to pay for the business.

In short, the capitalization rate is the appraiser's opinion as to a rate of return on investment that would motivate a prospective purchaser to buy the dealership. Considerations include those specified in Revenue Ruling 59-60, as well as available rate of return on alternative investments.

2. Adjusted Net Worth Formula: Net worth of the company, adjusted to reflect the appraised value of the assets used in the day to day operations of a business, assuming that the user or purchaser will continue to make use of the assets. To this "net worth" value will be added blue sky or goodwill, if any. The "Adjusted Net Worth Formula" is the most common method used in purchasing and selling a new car dealership.

3. Orderly Liquidation Formula. This method values the assets as if all of them had to be sold – not at a "fire sale," but in an orderly manner and without time constraints. Normally, if the dealership is profitable, some value will still be placed upon goodwill.

4. Forced Liquidation. The lowest of all values, forced liquidation means that all of the assets must be sold at a forced sale such as an auction, creditors' sale or by order of a bankruptcy court. A bankruptcy proceeding regarding a new car dealership almost never brings goodwill. This might be the most appropriate formula if the dealership has no lease (or only a short term remaining on its lease) and cannot, as a practical matter, relocate.

5. Income Formula. The income formula is basically taking the store’s earnings and multiplying it by an appropriated capitalization rate. The trick here is the definition of “earnings.” In determining “earnings” a perspective purchase could use any combination of the following:

(a) current earnings (b) average earnings – add the last five years together and divide by 5 (c) weighted average earnings – usually an inverted weight with the current year multiplied by five, last year by four, the year before last by three, four years ago by two, five years ago by one, then adding them together and dividing by 15 (d) cash flow – net income plus agreed add-backs such as depreciation, LIFO, personal expenses, excess bonuses and such (e) forecasted earnings – future projected earnings discounted to present day value.

6. Fair Value. NADA also refers to a third value in addition to “Market Value” “Investment Value,” which it calls “Fair Value.” NADA describes “Fair Value” as being “. . . primarily used when a minority shareholder objects to a proposed sale of the company in assessing liquidating damages.” and defines it as: “The value of the minority interest immediately before the transaction to which the dissenter objects, excluding any appreciation or depreciation in anticipation of the transaction and without reference to either a minority or non-marketability discount.”

The NADA guide states: It is not common for auto dealers to run across this particular valuation standard. This author has never used, nor has ever seen this value used with respect to valuing automobile dealerships. As can be seen in this report, this author in discussing valuations excludes what NADA describes as “Fair Value”.

7. The Greater Fool Theory. The National Automobile Dealers Association publication (A Dealer Guide to Valuing an Automobile Dealership, NADA June 1995), bemuses, in part: “A Rule of Thumb is more properly referred to as a 'greater fool theory.' It is not ‘valuation theory, however.” (In its “Valuing an Automobile Dealership: Update 2004” NADA dropped the reference to “fool” and simply states that the theory is “. . . rarely based upon sound economic or valuation theory,” but advises sellers to “Go for it, and maybe someone will be stupid enough to pay [it].”

The considerations for valuing new car dealerships are more complex than those used for valuing most other businesses. Dynamics such as the unique requirements of automobile manufactures and distributors can limit the amount of monies that may be paid for a dealership, regardless of what perspective purchasers may offer to pay for the store.

Therefore, the value of a new car dealership varies based upon the needs and ability of the purchaser and, consequently, the same dealership could have two different values to two different purchaser and both values would be correct.

Thus, our valuation of the subject dealership should be considered in the context and limitations of the facts and history of new car dealership sales as delineated herein.

Although the terms "blue sky" and "goodwill" are sometimes used interchangeably, in our experience they are two separate items.

"Goodwill" reflects the intangible value, over and above the hard assets (net worth) of a going concern, when the business is run profitably. It has to do with the operation of the business. It reflects the fact, for example, that the day the purchaser closes on the purchase of a dealership, customers will be lined-up in the service drive, the dealership’s phone number will already be listed in the yellow pages, existing customers will have relations with employees of the store, the back-end (parts and service) will have an established gross profit, and a plethora of other advantages that do not exist with the opening of a “new point.”

"Blue Sky", on the other hand, is the intangible value of the business opportunity itself. It is the value, for example of being able to own a particular franchise with a certain retail sales potential, or having a business in particular location, or the fact that a particular franchise or location will complement other franchises or locations of a potential purchaser, or the fact that there are few competitors in the area, or the fact that the franchise is ideal for a certain location.

Examples of pure “blue sky” would be the purchase of a letter of intent (LOI) to establish an heretofore non-existent dealership, or the difference in value between a Subaru franchise in snow country, versus the desert, or the difference in value of a domestic franchise in Flint, Michigan versus Marin, California, or vice-versa, the difference in value of a Nissan store in Marin, California versus Flint Michigan.

In short, “blue sky” may exist whether or not the business is profitable, or even “dormant”, as with a LOI. When a store is profitable, however, the distinction still exists, although the term becomes blurred as dealers generally use the terms "blue sky" and "goodwill" as synonymous.

In valuing an automobile dealership, it is common to:

• use the American Institute of Real Estate Appraisers' Dictionary of Real Estate Appraisal and the IRS Revenue Rulings 59-60 definition of "Market Value" and we used the Adjusted Net Worth formula with "Market Value - Continued Used" when valuing the assets;

• use "blue sky" and "goodwill" synonymously, as the dealership is profitable;

• assume an “asset sale” and (1) add the assets of the corporation a buyer would normally purchase to the blue sky and goodwill values to determine a sales value, (2) then add and subtract from/to that value the assets and liabilities that will remain with the seller.

• consider the unique requirements of the industry with respect to the ownership and capitalization of a new car dealership;

• value blue sky/goodwill based upon what the seller could reasonably expect as a sales price, if the seller's interest were actually sold pursuant to the American Institute of Real Estate Appraisers' Dictionary of Real Estate Appraisal definitions of "Market Value", but with regard to what the factory and a lending institution would require to approve the sale and issue a flooring line.

• consider, if appropriate, a minority discount

• land and buildings are valued separately.

Note too: NADA states that in valuing an automobile dealership, “market value” is interchangeable with “fair market value” unless specified otherwise. NADA refers to this value as being used for computation of taxes, divorce, Employee Stock Ownership Plans (ESOP) and shareholder agreements. See: National Automobile Dealers Association (NADA) publication: A Dealer Guide to Valuing an Automobile Dealership, NADA June 1995, and Revised July 2000.

NEW CAR FRANCHISES CANNOT BE SOLD

The term "sale" of a new car franchise is a misnomer, in that a new car dealership franchise cannot be sold. Each and every factory and distributor issues a contract called a "Dealer Service and Sales Agreement" which is entered into between the dealer and the factory and which agreement specifically states the franchise cannot be sold.

What actually occurs in the "sale" of an automobile dealership is that the parties sign a Purchase Agreement with respect to dealership assets or stock and give the Agreement to the factory for factory approval of a number of approvals that must be obtained before the sale can be consummated and the purchaser appointed as the seller's successor dealer. These approvals include:

(1) the purchaser's character; (2) the operator's experience; (3) the dealership's location, with respect to current demographics; (4) the adequacy of the facility, with respect to current planning volume; (5) the dealership's capitalization; (6) the dealership’s projected viability as a profitable entity; and (7) the investor's source of funds

Consequently, the fact that a particular prospective purchaser has "the highest offer” does not mean that a dealership can be (1) sold to that prospect or (2) that the dealership has the value offered. A new car dealership may only be sold to a candidate that meets all of the qualifications of the manufacturer and distributor with respect to capital, experience and projected viability. Although many courts, especially bankruptcy courts have attempted to ignore this rule and value the dealership at the value placed upon it by the highest bidder, the fact that the highest bid does not establish the value of a new car dealership has been upheld by state and federal appellate courts in every jurisdiction in the United States, including bankruptcy court.

See: In re Pioneer Ford Sales, Inc., 729 F.2d 27 (1984), where the Bankruptcy Court, 26 B.R. 116, had approved the transfer, which ran from Pioneer to Pioneer's principal secured creditor, to Toyota Village. The Court of Appeals reversed both the bankruptcy court and the district court finding that Ford's disapproval was not unreasonable. See too: Ferrari v Simms, US Ninth Circuit Court of Appeals, Case No: 9916059, April 27, 2000, wherein: the US Bankruptcy Court approved the sale of a bankrupt Ferrari dealership and Court of Appeals reversed stating: the manufacturer “. . . did not unreasonably withhold its consent.”

Thomas M. Pitegoff, in his article: Franchise Relationship Laws: A Minefield for Franchisors, THE BUSINESS LAWYER, Vol. 45, No. 1, November 1989, states at page 289. "A franchisor at common law and under the Sherman Act may also withhold consent to a transfer on the basis that the price at which the franchisee is offering to sell the franchise is so high that it would jeopardize the financial stability of the business and hinder the transferee's ability to succeed.

It is well established that the franchisor has an interest in ensuring that the purchaser will have a chance to realize a reasonable return on his investment." See: In re Beverage International, Ltd., [1986-1987 Transfer Binder] Bus. Franchise Guide (CCH) Ð‚Ð‚ 8636 (Bankr. D. Mass. 1986); Walner v. Baskin-Robbins, 514 F.Supp. 1029 (D. Tex. 1981); Hawkins v. Holiday Inns, 634 F.2d 342 (6th Cir. 1980), cert. denied, 451 U.S. 987 (1981); Kestenbaum v. Falstaff Brewing Corp., 514 F.2d 690 (5th Cir. 1975), cert denied, 424 U.S. 943 (1976); Hanigan v. Wheeler, 504 P.2d 972 (Ariz. 1972).

REAL PROPERTY AND FACILITIES

Insofar as the operations of a new car dealership are concerned, a factory/distributor will not approve the "sale" of the dealership without passing upon: (1) the condition of the physical facility; (2) the rent factor; and (3) the lease. Furthermore, the value of real property and facilities to a manufacturer and to a new car dealership does not necessarily relate to the market value of land and buildings in the market area. See: John Pico “Buying and Selling Automobile Dealerships”, National Legal Publishing Company (1986). There are "per car" rental factor and percentage of sales formulas used to determine whether or not a dealership could even survive servicing a proposed rent factor.

Additionally, unless there are extenuating circumstances (such an anticipated move in location), manufacturers and distributors generally will not approve a sale without a candidate securing at least a five year lease on the dealership on an "approved" facility. In some instance, the prospective purchaser’s problem with relocating could be that the state has a mileage law.

CURRENT STATE OF THE DEALERSHIP ECONOMY

There are three major factors to consider when discussing "the economy": (1) The health of the national economy; (2) The health of the local economy; and (3) The fiscal health of the franchise and its dealers.

IMPORTANCE OF LOCATION

The strategic importance of location in valuing a dealership, especially this dealership, cannot be overstated. Michelle Krebs and Donna Harris, Staff Reporters for Automotive News, wrote an article on January 21, 2002, detailing the importance of a dealership’s location stating that location, always an important asset, has become even more so in valuing a dealership. See too: Dealer Magazine, June 2000, “Defining Blue Sky”; Beers and Cutler, (beersandcutler.com), “Auto Dealer Report”, Issue 2, 2001; and MerillLynch, in its April 19, 2004 report on Auto Dealers wrote:

THE CONDITION OF THE FACILITY

See the Donna Harris’ Automotive News article of January 27, 2003 entitled: “Showroom renewal”, wherein she states “More makers than ever want dealers to remodel their stores.” She quotes Lou Porreco, president of five dealerships in Pennsylvania and Florida, is at the top of the district in customer satisfaction and sales volume: "When there is a buy-sell agreement, and a new dealer is coming in or a dealer is getting a new franchise or a dealer wants to relocate, the factory makes it contingent on remodeling."

See too: Michael Bradford’s February 4, 2004 Automotive News Article entitled: “Dealers Respond – Redesigns”, whose investigative reporting reached the same conclusion.

ONE MAN SHOWS

Revenue Ruling 59-60, Section 4.02 (b) states: “A sound appraisal of a closely held stock must consider . . . The loss of the manager of a so-called ‘one-man’ business may have a depressing effect upon the value of the stock . . . In valuing the stock of this type of business, therefore, the effect of the loss of the manager on the future expectancy of the business, and the absence of management-succession potentialities are pertinent factors to be taken into consideration.”

POTENTIAL PURCHASERS

Public Companies

At this time, public companies are no longer the darlings of the industry and as a rule are no longer spending huge sums remodeling dealership facilities they once were and many manufacturers and distributors are rejecting offers by public companies to purchase their dealerships. For example, in 2005 Ford Motor Company refused to approve a public company's $87 million offer for the a Dealership Group. The rejection was upheld by both the California New Car Dealer Board and the state courts. In 2005 Mercedes-Benz blocked another public company from purchasing one of its dealerships by exercising its right of first refusal. In the same time span, Ford Motor Company repurchased yet another public company’s Ford dealership and turned it into a company store.

In addition, manufacturers and distributors have limited public companies to a specific number of franchises they may own (for example, Lexus only allows a company to own a combined total five Lexus dealerships in the entire United States) and they have implemented rules prohibiting companies from owning dealerships in the same market.

COMPARABLE DEALERSHIP SALES

Comparable sales are relevant to the extent that the stores being sold are truly “comparable” to the dealership being valued, with respect to potential, facility, location, brand, demographics, and so forth. As no two stores are truly identical, the blue sky paid for each “comparable” store would need to be adjusted for the each of the factors mentioned in this article in order to accurately reflect a “comparable” value.

John Pico has a Doctorate in Jurisprudence and is a vice president of Automotive Advisors. He has completed over 1,000 dealership transactions and published the first books copyrighted in the Library of Congress on Buying and Selling Automobile dealerships. You can obtain his biography and more information, sources and references at http://www.automotiveadvisors.com/johnpico.asp

Article Source: http://EzineArticles.com/?expert=John_Pico,_J.D.

Mobile Car Wash Dealership Washing

2008-01-07T02:52:00.000-08:00

If you run a mobile car wash you should have a division, which is dedicated strictly to servicing dealerships in the automotive industry. This division should have services new and used car dealerships, Internet auto sales companies, auto auctions, manufacturers, on-site auto shows, as well as dealerships for RVs, boats, trucks, motorcycles and new farm equipment.

Your Dealership Division should wash for some of the biggest and best in the industry; names like: ADT, Bessmer, AMCI, Lithia, Internet Car Sales, Car Max, Yamaha, Suzuki, Honda, Harley Davidson, Auto Nation, Bayliner, Freightliner, International, John Deere, New Holland, CAT, GM, Selectruck, Peterbilt, and more.

How is this possible?

Our company uses Isuzu trucks. These trucks have the same turning radius as the Ford Escort Wagon, a 13,500 GVW, and can carry up to 1,000 gallons of water. A crew of 10 can work off one truck with a maximum capacity of 1,000 feet of pressure hose.

http://www.isuzucv.com/businessuses/moreuses5.html

By using non-marring hose you will not scratch the surfaces of cars or special dealership flooring. Your crews can also work at night by installing special million candle watt lights. Another custom feature you can incorporate is a dual 360° swivel hose reels. Your competitors will not have this feature and drag their hoses over the hoods of new cars, causing damage to the other vehicles, thus giving away work to your dealership washing division.

In order to provide the best car wash possible, we use reverse osmosis R/O water, no de-ionized and you should too. Your competitors may use de-ionized and occasionally run the C&W tanks out of capacity, thus discharging acid concentrated water onto new dealership units and etching windows and permanently damaging clear-coats. Some mobile car wash companies average 700 cars per day per truck and need additional de-ionized tanks on board. Washing cars on car lots is very hard work. There are over 1.6 million cars on car lots for sale in the U.S. at any one time, and that's just new cars. It's all about logistics, teamwork, and attitude. If you have that and can implement new car dealership lot washing you are good to go. Think about it?

"Lance Winslow" - Online Think Tank forum board. If you have innovative thoughts and unique perspectives, come think with Lance; www.WorldThinkTank.net/. Lance is a guest writer for Our Spokane Magazine in Spokane, Washington

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

Jd Edwards Business Functions - Multiple Ferrari In Pieces!

2008-01-07T02:42:00.002-08:00

As a former trainer for JD Edwards, I was delight when business functions were on the “menu”. In fact, I always related these outstanding tools as multiple Ferrari in pieces. All you have to do is bring the pieces together and build your own car. It seems pretty simple but in reality, it is one of the most difficult tools to use in JDE. What is a business function?

1. Manually generated C code ( source language C)
2. OneWorld generated using business function event rule design (source language NER)

In other words, you can use these encapsulated, reusable business logics (which are compiled) whenever you want to. Like you can see, we are talking about functions and functions need....parameters. Here come the problems.

These magnificent tools needs often a lot of parameters and the documentation in JDE, concerning this subject, is more than poor. This is a disgrace. Of course, JDE will say that you have to build the cross reference facility and so on... In fact, the only help you can get will come from you. As a good JDE developer, you have to open the business function that you think you will need and look at the code, either a source language C or NER. You will then find the parameters you need. Why redo long and difficult code when it is already written? Per example, the “EditLine” business functions are pure delight but very hard to use....

Remember these important points when using business functions:

1. Be patient when first searching for business functions. There are a lot of them and you will often have to guess within a list when you do a word search base.
2. Open the one you selected if there is no documentation (most of the time).
3. Find parameters you need to pass.
4. These are very dominant tools, use it. You will become a Pro.
5. Only a good, well train JDE developer can do that.

Stephan Painchaud is President of FuZZion. These are ERP consulting services companies in USA and Canada. To learn more, contact directly at sniconseil@videotron.ca

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

Ferrari F430 - The Latest Super Car World Challenger From Italy

2008-01-07T02:42:00.001-08:00

It probably comes as no surprise that in the 1930s Enzo Ferrari was a very successful works team manager for the Alfa Romeo. However it wasn't until 1947 that Ferrari produced a car under his own name and so began one of the most successful and famous marques ever conceived.

People able to afford and enjoy a Ferrari F430 are privy to a unique motoring experience because very likely they, better than most, will understand why Ferrari is so different to any of the other sports luxury cars available. Ferrari genuinely offer uniquely designed sensational looking sports, luxury road cars at equally sensational prices. However the high price in this instance is deserved because Ferrari provides its models with the latest engineering technology inspired from successful Formula One experience.

The Ferrari F430 has arguably the most breathtaking appearance of any Ferrari currently in production. The sleek aero-dynamic design cannot help but attract attention, and whether it comes in red livery or another colour, everyone immediately recognises it as a Ferrari. The Ferrari F430 Spider will likewise set hearts racing as it offers open air motoring from inside a practical, but sophisticated luxury cockpit.

A long experience devoted to the development of super-fast luxury cars is a niche market that Ferrari has managed to develop with only a few serious rivals. At £118,500 for a new Ferrari F430 Coupe the F430 could never be considered cheap, but to understand the cost you need to appreciate what it is that you're actually buying.

The Ferrari F430 is an accomplishment of a company whose history spans a large proportion of the twentieth century developing Formula One and Super Fast Road Cars. The road cars have also been luxuriously appointed in order that Ferrari attracts the kind of clients able to afford as well as enjoy their products, and thereby generate the finance for developments to a range of models probably unequalled anywhere on the planet. Luxury cars such as Ferrari are worth every penny because they genuinely support a sphere of development that other manufacturers cannot hope to focus on. Currently the Ferrari F430 is the ultimate road machine offered by this Italian marque.

The Engine

There was a time when Ferrari was associated with V12 engines only, but time has moved on and in respect to the Ferrari F430 a 4.3 litre V8 is present. With around 490 horsepower produced at 8,500 rpm it is easy to understand how this super-fast machine is capable of almost 200 mph and soars between 0-60 in just 4.0 seconds. The fact that the Ferrari F430 is able to handle this kind of power without drama identifies what some of the high initial cost is spent on.

The Drive

Climb out of your hot hatch and in behind the wheel of the Ferrari F430. OK, so the first thing you probably notice is that you're sitting a little lower than usual, or you just might be too excited by the Ferrari logo on the centre of the wheel hub to think of anything other than the fact that you're sitting in one of the fastest road cars on planet earth! Fire up the engine and the howl from 490 horsepower is enough to bring home the fact that your sitting in something that makes sounds faster than your hot hatch can move. You will also have noticed that everyone within a square mile knows that you exist. The sound of the V-8 4.3 litre engine can be intimidating first time you hear it because if ever any engine could be compared to a raging bull, this is it. A six speed manual transmission supplied either through a Formula One paddle or the standard Ferrari open-gate. The F1 paddle is for drivers who don't want to waste precious seconds changing gears, while the standard open-gate is for those with time on their hands. However, a very special feature of the F430 is its electronic differential which allows a driver to push this Ferrari harder than most through bends. Knowing all this is good, but experiencing it is, sensational.

With a straight road ahead push the throttle to the floor and amaze yourself at how quickly the straight road ahead suddenly becomes a bend. Straight-line performance is awesome, pushing you firmly back in the seat so that the thrill of acceleration is almost lost as you attempt to focus well ahead of where you are pointed. Just as you begin to ease off and do a little recovery from the G Force pounding of a straight line power burst, a curve demands that you think about turning the wheel in your hands. Amazingly all you need do is think and follow the line of the bend because the F430, with all its clever Formula One development, helps you round, and as it does so you realise that you're having to get accustomed to another set of G Forces which few people ever experience. The temptation to drive fast is a constant companion, but so is the fact that you're driving one of the safest super-fast cars ever built. The Ferrari F430 is an involving experience, built to provide drivers who enjoy motoring an opportunity to escape the limitations imposed by lesser machines. The only experience to top a drive in the Ferrari F430 would be a drive in a Ferrari F430 Spyder with the top down.

Kevin Dark likes sporty cars. More about Ferrari can be found in his blog - Ferrari Center

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The Battle Rages On Between Porsche And Ferrari

2008-01-07T02:41:00.001-08:00

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.

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.

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Issues Concerning Insuring a Ferrari

2008-01-07T02:40:00.000-08:00

Ferraris are beautiful luxury machines that can make a great addition to your investment portfolio. Considered by vehicle connoisseurs as art on wheels, ownership of a new or used Ferrari puts you in an elite group of car enthusiasts. After making a large investment in such a thing of beauty, you will want to take the necessary steps to protect your expenditure; heading the list will be to procure appropriate Ferrari insurance.

How you will use the car is one factor that will come into play when you are purchasing auto insurance. A car that is used as a show piece and is rarely driven will demand a different rate from one that is taken out and driven on the open road. Some insurers also have requirements for garaging vehicles when they are not in use. Another aspect to consider is the age and gender of the driver. Insurance is based on risk and indemnity, and if you are in what the insurance company decides is a high-risk group, this will cause your rate to increase. For example, an experienced male driver with a clean driving record wishing to insure a $100,000 Ferrari with full coverage might expect an insurance premium in the $5,000 range. An older female driver with a similar record, experience and vehicle would typically pay less for the same coverage, because in general women drivers carry less of a risk to the insurer than do male drivers. The amount of experience a driver has, plus his or her driving record, will also factor into the insurance premium an insurer will offer you. The rarity of the particular Ferrari that you own will also play a part in the insurance costs incurred.

You might want to think about insuring your vehicle with an insurance company that specializes in collectible cars. In this way you will be dealing with agents that are experienced with auto insurance issues specific to Ferraris and other classic road vehicles, and they can offer you the specialized service that you will need. If you are a collector of rare or classic cars, you can often get a discount by insuring more than one vehicle with the same insurance company, so this is something for which you will need to inquire.

Belonging to an auto club for Ferrari owners can also provide a way to lower your insurance costs. Auto clubs can often offer discounts to their members because they are able to buy insurance coverage in bulk, essentially, and this helps drive the prices down, for the members' advantage. Discounts on insurance are also sometimes given to auto club members because they tend to be safe drivers that take excellent care of their prized vehicles.

Jonathon Blocker has worked with many well known Ferrari Dealers. As a Ferrari aficionado who is intimate with the history and variety of Ferraris, Mr. Blocker enjoys sharing his expertise on the family of Ferrari Cars, both new and collectible.

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Ferrari Models Reviewed

2008-01-07T02:39:00.000-08:00

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

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Michael Rad - EzineArticles Expert Author

Ferrari Looks to Impress Home Fans at Monza for the Italian Grand Prix

2008-01-07T02:38:00.002-08:00

Following on from a great win by Felipe Massa in Istanbul and a third position for Michael Schumacher, formula one is now set to travel to Monza for Ferrari’s home race, the only race being held this September.

The drivers’ championship currently stands with Fernando Alonso on 108 points with Michael Schumacher only 12 behind on 96 points and with four races to go, this situation could easily change. After the Turkish result where Ferrari gained 16 valuable points, the constructors’ championship is poised even closer with Renault on 160 pts and Ferrari only 2 points behind on 158. This means that both Schumacher and Massa are both looking to show the fanatical Ferrari home crowd how strong their Maranello based cars really are to the home crowd, and make some significant points gains in the process.

The track at Monza is known as "La Pista Magica," the magic track, by the locals, and it seems to have a heart and soul of its own. Built in 1922, Monza was only the third permanent race track ever to be built, following in the footsteps of Brooklands and Indianapolis, and was originally 10km in length with a banked oval track incorporated into the design of the road racing circuit. The current track has now been reduced to 5.793 km in length, making the 53 lap race distance for the Grand Prix nearly 307 km.

The quickest circuit on the calendar to drive, the Monza track requires a combination of both speed and great talent, as the list of past classic races and terrifying accidents will testify. Racers on this circuit use low amounts of downforce to help maximize their speed, but this means that grip levels are correspondingly low, especially into the turn one chicane where the cars all need to slow down from 350km/h to just 60km/h, which can make for an ‘interesting’ first lap.

As talk of what Michael Schumacher’s future plans are going to be crop up in the media, the drive to succeed over the next few races are liable to demonstrate some of his best driving for years, and the atmosphere whenever Ferrari appears in front of the Tifose home crowd is always an electric event.

The small town of Monza is located a short distance from the charming Lake Como and just 16km to the north-east of Milan, with the circuit in easy reach from the city by using the A1 and A4 motorways, and then the local S36.

International travelers can get to the circuit by taking a flight to Milan Linate airport, just to the east of Milan, which handles domestic and European flights, or use Malpensa airport in the north-west which also handles international traffic. From there a quick train ride from Milan to the track is easy.

After a simple rail journey from Milan through to Monza Station, it's then a short ride on the free shuttle bus service which is normally laid on over the race weekend to transport fans to the circuit, which will have any race fan loving the smell of the fumes on what is set to be a fantastic race day.

About the author:
Andrew Regan is an online journalist who enjoys socialising at his local Edinburgh cricket club.

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Ferrari Drawings

2008-01-07T02:38:00.001-08:00

Ferrari, just the name gets me excited! Drawing Ferraris is something I have done since many years back and I never get tired of it. For me drawing a Ferrari is like physically experiencing the car as if it was right there in front of me. I learn more about the lines of the car and see lines that I would normally not notice when just seeing a picture of a Ferrari.

My favorite Ferrari to draw is probably the Enzo or the 250 GTO, both very different cars from different eras. Doing a Ferrari Enzo drawing is always exciting, because this car is so extreme and looks like no other. And because of the sharp edges it makes it a very challenging car to draw. While a Ferrari 250 GTO drawing is very hard to draw correctly because of the beautiful curves this car has. Then again the reward of pulling it off is totally worth the frustrating hours getting those lines right! A Ferrari F40 drawing is also very special to do, this car is so raw and its always a challenge to get that rawness to come alive in the drawing.

My best advise on how to improve your car drawings is simply to spend more time on them. For example if you are not fully satisfied with the front lights, don’t just continue with the drawing and hoping that the lights will get better by some magical touch! No, look at the lights and don’t give up on them until you are fully satisfied with them, then move on to the next part of the car drawing.

If you love Ferrari you should get your favorite pencil and sit down with a clean sheet of paper and just relax and start sketching your favorite Ferrari. Don’t give up to quickly, just focus on the general shape of the outward lines of the car and you will soon see how the sketch is becoming better. Remember patience is the key to success when drawing a Ferrari.

Lukas Niklasson is the associated editor to the website http://www.autodrawings.net. It is a website that focus on car drawings of all sorts. It get updated regurarly with new drawings and interesting information regarding car artwork.

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Ferrari Driving Schools

2008-01-07T02:37:00.000-08:00

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.

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The History of Ferrari

2008-01-07T02:36:00.000-08:00

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.

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Owning A Ferrari - Is It Worth It?

2008-01-07T02:34:00.000-08:00

Driving a Ferrari has always been a dream of mine. I am unfortunate that I remember Danny Wild driving his red Ferrari around Europe in the Persuaders on TV back in the early 70s. But then when you do get to drive one, you realise that they are only designed to be driven one way, and that’s fast.

But of course with speed limit, kids, other drivers on the road you will find that only a very small time can be dedicate to driving a Ferrari as it should be. In fact much of the driving you would do is totally unsuitable for a Ferrari. OK I will be honest with you, I don’t own a Ferrari but I have driven one. I hired a car and drove it around a racetrack as it was designed to do, which a qualified instructor of course. This has totally changed my perception of why people must own a Ferrari.

I cannot now see any reason to own one at all, except as a status symbol. Nothing comes close to driving this super car around at 150mph, so much legal fun it’s amazing, but driving it at 30mph just seems so much of a hassle. Then my driving instructor came up with some facts. He said add up the cost of buying your Ferrari then add on the insurance, add on your yearly running costs in including servicing, tyres etc.

Then he said calculate how many hours you would actually get to drive your car. Then calculate how many hours you would drive the car as it should be driven. In both cases you get a ridiculously high hourly rate to own a car. So much so that to hire one like I did with professional instruction becomes a bargain.

So I have readjusted my dream, I will stick with my comfortable road car but when I fancy, to the racetrack I will go in the full knowledge I am getting a better deal than the rich and famous. There are many track deals around the UK stating from £99 why not give a try and see if your dream changes.

Mark Flanighan webmaster for Ferrari Track Days He also has 2 car websites Best Breakdown Cover and Choosing The Right Car Breakdown Cover

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