�When asked, � What most impressed me with the car ?� my answer related to the fact that not only did I purchase the car, but also commissioned modifications solely by telephone.�
-Ron Busuttil, M.D., Ph.D.
"Doug, your reputation is beyond reproach. I have bought several Ferraris in my lifetime, and I know when I buy from you I am buying a car from a reputable person."
"The exhaust and engine work you did are spectacular! The car sounds completely wonderful - I can actually hear it swallowing air, and I have no doubt the bad headers were causing all kind of backpressure issues -- the increase in power is kind of breathtaking. Obviously the timing correction has a lot to do with that as well. I feel pretty sure the car runs better than it did when it was delivered new to Sonny Crockett back in 1997. And it sounds like a Ferrari again, not a landscaping truck!"
"The engine compartment is vastly improved as well, and the resurfaced console etc. looks most excellent."
"None of this was cheap, but it was all well worth it. A job really, really well done!"
This Issue's Trivia Question!
Last Issue's Fun Fact and trivia question:
Where is the Daytona's matching engine number stamped?
ANSWER: Nowhere - Daytona engines and chassis do not have matching numbers.
Trick questions get mixed reviews, but we couldn't help ourselves with this one. We received several replies as to the location of the engine number on a Daytona, but only one person saw through our trickery and commented that Daytonas don't have matching engine and chassis numbers.
Our Fun Fact winner is:
Robert Blair: "There is no matching number on a Daytona. It does not match the chassis number. The unique engine number is stamped on the rear of the block down low."
I guess it takes the owner of a platinum-winning Daytona to know exactly where the engine number is stamped, and the fact that it doesn't match the chassis number.
John Shea: "Right side of the block, adjacent to the flywheel housing."
Thank you, John!
Now for this issue's Trivia Question . . .
Do you remember when you were in grade school, and the week before Christmas break was so exciting that you could hardly keep it together? And just so that you didn't float away from pure joy, the teacher took the wind out of your sails by giving you a week's worth of homework to be completed before your return in the new year.
In light of that fond memory, we don't have a trivia question for you this issue.
...we have trivia questions!
The first person to answer all of these trivia questions correctly will receive a $150 gift certificate to the establishment of their choosing! Good luck!
Just remember e-mail your response to firstname.lastname@example.org.
1. What was the first Ferrari with a six speed transmission?
2. How did the Queen Mother get its name?
3. How many Daytona Spyders from the factory have a Plexiglas nose?
4. How many 250 GTOs were made?
5. How many 288s?
6. Put these cars in chronological order: 500 Mondial, 500 TRC, 500 Superfast.
7. From what model Ferrari is the shifter depicted below?
11. On what chassis is the Breadvan based? What engine?
12. In AAC 815, what does AAC represent?
13. Why is the background of the Scuderia shield yellow?
14. For what country were the 208s built?
15. With what model did the Challenge series begin?
16. How many 275 NART Spyders were made?
17. How many fiberglass 308 GTS Ferraris were built for the US?
18. From what automaker is the automatic transmission found in the 412?
19. Put these cars in chronological order? 365 GT4 2+2, 365 GTC/4, 365 GT4/BB.
20. What does the 'MM' stand for in '166 MM'?
21. Which Ferrari was designed by Leonardo Fioravanti? 365 GTB/4, 512 BB, 288 GTO?
22. What was the first model made by Ferrari to be available in LHD?
23. Put these cars in chronological order: 330 America, 340 America, 375 America.
24. What does 'BB' stand for in '512 BB'?
25. How many Ferrari models have the word 'California' in their name?
26. What does the 'f' stand for on the Pininfarina badge?
27. What was Ferrari's first 2+2?
28. Put these cars in chronological order? 312 P, 365 P, P4/5.
29. What does the 'M' stand for in 575M Maranello?
30. What came first, the 250 GT SWB or the 250 GT LWB?
The Best of France & Italy
year in Woodley Park in Encino, California, hundreds of car owners
gather for the annual Best of France & Italy car show. The park
itself is enormous - which is good because that's the kind of real
estate required to accommodate 500 cars. But it wasn't the amount of
cars that was as impressive as the types of cars that showed up.
Walking around the park was like looking at a map of the world. You could easily spot colorful chunks of France and Italy as you strolled past rows of cars. Not since Herbie Goes to Monte Carlo have I seen so many Citroen DS. The number of Simcas, Peugeots and Renaults was intense.
The array of Italian cars was nothing short of impressive either. Abarths, Alfas, Fiats, Italias, Lamborghinis, Lancias, Maseratis, Qvales, and of course Ferraris. I could go on and on, but I'll just let the pictures do the talking...
Elephant Car Review
When I was a kid, I was just as obsessed with cars as I am now.
Granted, I no longer sit in the dirt racing my Matchbox cars around,
but when I was a young lad I never sat behind the wheel of a Daytona
either. These days I go to car shows and races, and cheerfully jump at
every opportunity to realize a new driving experience. When I was a kid
there was no FORZA or FerrariChat. And my father wasn't willing
to drive from the Bronx to Huntington just to see what was going on at
But what I did have as a child was endless exposure to automotive literature. My father had subscriptions to Road & Track, Car and Driver and Motor Trend to name a few. I couldn't break a window playing catch without the baseball landing on a car magazine. Of course, at that age, just like with 'other' magazines, I was much more interested in the pictures than the articles. Who knew I would grow up (I use that term loosely) and have the opportunity to write my own car reviews? So as an homage, this issue's car review is dedicated to my earliest automotive influences.
I'm a sucker for any sports car, but I have a real soft spot for anything Italian. Two of my favorite Ferraris (who am I kidding, they're all my favorite!) are the 360 Spider and the Testarossa. Apples and oranges, you say. But of course! Who compares one good apple to another? They're both apples! I think the 360 Spider is the most beautiful contemporary convertible ever made. The lines are smooth and, thanks to the genius of Franco Cimatti, the spider top stows effortlessly and without compromising the look of the car. The Testarossa is just a beast of a car that requires nothing less than 100% of your attention.
But just to keep things interesting, let's throw in a Lamborghini Gallardo. Now we can begin our elephant car review (for the uninitiated, an 'elephant car' is referred to as such because it has a trunk in the front). Let's start with the V8...
I fear that the 360 will be the unsung hero when future automotive historians comb through Ferrari's V8s. The 360 is the voluptuous successor to the sleek and iconic 355. But the 360 is the platform that led to the Challenge Stradale, the F430, the 430 Scuderia and the 16M. The beloved 3.6 liter Modena was the usher who brought us all into this new millennium of Ferrari sports cars.
With just 7,500 examples built worldwide, most of the 360 Spiders that you see are gleaming in Rosso Corsa. The one I had the chance to use for this review, equipped with an F1 transmission, is green (yes, green) - as if Ferraris didn't stand out enough. It's a wonder the plate didn't say KERMIT. But I'm not shy - I'd much rather be looked over than overlooked - so as soon as I fired up the engine, I immediately dropped the top.
Ferrari introduced the F1 transmission in the 355 with a reverse gear lever in the center console. This lever is a sensitive component that's easily breakable and is a costly replacement. In addition to the 355, the 360s, 575Ms and Superamericas that were equipped with an F1 transmission also featured this lever. In later models (Challenge Stradale, 599, F430), the lever was replaced with a button (the Enzo has a reverse button on the steering wheel). With that said, I gently pulled back on the reverse lever. A quick flip of the right paddle engaged first gear and I'm off.
Despite its 75.6 inch width, the 360 is nimble. Acceleration is smooth and stoplight-to-stoplight driving is brainless. The thing that separates Ferrari's F1 transmission from any other manufacturer's semiautomatic transmission software is the lack of jerkiness and the seamless downshifts. In other cars (Maserati, Aston Martin, etc.), downshifts are abrupt and disturb the balance of the car. In a Ferrari, the road car experience is a watered down version of what's in their Formula One cars.
After a few lights, I found some open, twisty road and off I went. With Sport Mode engaged, shift times were quicker - especially in the higher rpm range. Low to the ground and snugly tucked into a tan leather bucket, I embraced the wheel and carved out a tiny piece of Southern California. The steering was unctuous without being loose, and the changes in the exhaust note were the soundtrack that scored this impromptu mini-movie. Even with the stock exhaust, the sound was great and seemed to make the car beg to be driven more. Body roll was minimal and the feel of the car inspired confidence going into turns.
In the end, even a short drive in the 360 F1 Spider begins to form a bond with the driver. Reluctantly, I parked, and was deliberately slow in turning the engine off and exiting the car. It's as beautiful to look at as it is fun to drive. If you like convertibles, this is definitely the way to go.
As we all know, Lamborghini names its cars after famous bulls, bullfighters, bull breeders and breeds of bulls. That is, of course, except for the 350 GT and 400 GT models. And the Countach. The word 'countach' is Italian, of the local Piedmontese dialect, and is an expression of astonishment generally used by men who have just seen a beautiful woman.
The last time I was in a Lamborghini, it was a white Countach with white Daytona seats (taken from a totaled Ferrari Daytona!). That was years ago. So this was my second time being in a Lamborghini - and my first time driving one. My how things have changed. The cramped, stuffy, Italian mystique of the Countach morphed over the years into something very sleek and almost comfortable and kinda ...German.
But I'm not biased. I'll drive anything once. Regarding the Gallardo however, I'd love a second round.
The Gallardo was named after a famous breed of fighting bull. From Spanish, 'gallardo' translates to 'gallant', and from Italian it translates to 'striking'. The Gallardo, in appearance and experience, wore both of those translations well. Believe it or not, the Gallardo is the successor to the Jalpa, a rear mounted V8 two door targa whose production ended in 1988. The lineage of that line has come a long way.
I spent an hour in the Gallardo doing real-world local road and highway driving. This particular example was liveried in black with black leather and chrome wheels. Even though this car is shrouded in stealth, it's still flashy. It's impossible for people not to notice it, even at night. I negotiated my way through the evening Los Angeles traffic that lit up the city's streets with white and red head and taillights. The chassis is stiff enough to gossip about every imperfection in the road, but the ride is still comfortable.
The Gallardo was designed by Luc Donckerwolke - German efficiency at its finest - which explains why I had tons of legroom and headroom despite the fact that the Gallardo's roof is just 45.9 inches from the ground. The cockpit is angular, mirroring the car's external aesthetics, and it feels as long as the entirety of the car. The center console is inundated with buttons, levers, switches and knobs, all outlined with a red neon glow. The one thing Donckerwolke forgot was an interior light dimmer switch. All of the glowing red lines made me feel like I was doing reconnaissance over Mars in an SR-71.
Once I got to the highway, I was able to zip around. The Gallardo is a notch above the 360 in terms of power, but it doesn't have the low end torque of, say, a V12 Ferrari. But I was more than happy to be able to zip around. Especially since I felt like I was driving through downtown Los Angeles - and all of the buildings were moving! You can't fully appreciate the heft of an SUV until you've looked up at the bottom of its undercarriage from the ground scraping cockpit of a sports car.
The power band was mostly linear and increasing speed was effortless. Acceleration delivery was smooth and steering was point-and-shoot. Even with the windows down though, the engine sounded muted - as if it were too far away for me to hear clearly. In the 360, the engine seemed like it was right behind my head - like I might break my occipital bone on the cam covers if I looked up at the sky!
This particular Gallardo was equipped with a traditional gearbox - three pedals and a stick. The sight of the shifter gate gave me a warm and fuzzy feeling. But the gate itself or an insulating piece under the gate is made of plastic. So shifting isn't accompanied by the occasional metal clink, but rather a cheap plastic shunk sound. The VIN and the paint code sticker are the only Italian parts of this car; everything else is Audi. So how did the less expensive R8 get the nicer shifter gate?
My disappointment in the shifter gate materials waned as I rowed through the gears. Each shift was buttery smooth and greatly increased the fun factor of the car. I was happy to acquiesce to changing traffic patterns as just meant I needed to change gears. The downshift from fifth to fourth was especially memorable. The shifter came down and moved over to the middle slot as if it was going in a straight line. I don't know what the E-gear is like in a Lamborghini, but I highly doubt it's as much fun as the manual.
Finally, we come to the Testarossa. Designed by Pininfarina and assembled by Scaglietti, Ferrari produced just 7,177 of these beasts from 1984 until 1991 when production of the 512 TR began. In the Spring of 1984, production of the 512 BBi stopped, and by the fall customers were taking delivery of what is revered as the most iconic Ferrari of the '80s.
The 4,942 cc flat 12 alloy engine has an 8.7:1 compression ratio and puts out 380 horsepower and 354 ft. lbs. of torque. But numbers on paper can make anything look impressive. It's the seat of your pants thrill ride that the Testarossa provides that makes it so memorable. Unless you're one of the short Italian guys who built this thing, getting in and out is impossible to do with any grace. But once you're in, you're gravy, and you never once think about getting back out.
Though the center console has its fair share of buttons and knobs, they all serve a purpose. There are no traction control gizmos or varying degrees of sport mode. You can move the seat and adjust the steering wheel - that's it. This particular car is black, which doesn't detract from its striking appearance. And the 77.8 inch rear (trumped only by the Enzo's 80.12 inch posterior) doesn't look any smaller in this thinning color.
If you're going to get one of these, I strongly advise you equip it with a Tubi exhaust - it's a symphony just waiting to happen. But even the stock exhaust has a great sound. Once the engine is warm you can get moving, but the gear oil temperature still needs to come up a bit before you can go from first to second. First to third is the way to go until all of the temp needles have shown some life.
I probably have more seat time in Testarossas than any other Ferrari. And it never gets boring. It is the perfect prescription for anyone with ADD. When you're driving a Testarossa, all of your senses are alive and on fire. With both hands on the wheel, I could feel every inch of the road through the manual steering. The huge powerplant behind my head was a sublime orchestra of my gear and throttle changes. The gearbox was temperamental and, even when warmed up, demanded aggression. The torque hurtled me through time - at least it felt that way - and at full song, the Testarossa wails in ecstasy. The Tubi exhaust whines and hisses, growling as the Testarossa decelerates from a downshift.
After a half an hour in a Testarossa, you never want to get out of it. After an hour, you'll start thinking of ways to make your license plate your new mailing address. The troupe of harmony and resonance wrestles your auditory senses into submission while the torque-blurred landscape around you declares war on your eyes. The steering and shifter keep your muscles just loose enough to make changes at a moment's notice, but tense enough to keep you from settling in. You're breathing heavy, your knuckles are white, you haven't blinked since you started moving and your heartbeat sounds like a drum roll.
Yeah. That's a sports car.
The 2009 Los Angeles Auto Show -
I Hope You Like German Cars!
|Someone asked me what I saw at the auto show. It's what I didn't see that grabbed my attention. The hall where Ferrari is usually set up
was empty; barren like a Syberian tundra. Lamborghini was also absent,
as were Bentley and Maserati (and Alfa!). The show was more like German
Car Day with a Japanese infusion.
I'm a 30-year-old man, but when it comes to cool cars, I'm reduced to a boyish puddle of enthusiasm. So I still had a great time seeing the stuff that was there.
Audi unveiled a convertible version of the R8. After the ghostly white sheet came off, I was so repulsed by the Tiptronic-like shifter that I almost grabbed the sheet and covered the car back up.
"No! Don't look, don't look! It's a horrible mistake!"
Porsche unveiled a new Boxster convertible - I dared not peer into the cockpit after the whole R8 letdown. Porsche also had a whole row of their current lineup (Cayman, Boxster, Panamera, Cayenne, 911) and a separate room-like section detailing the technology that composes the Panamera. Carbon ceramics make me swoon, so the big gray disc that they had on display was top shelf eye candy.
Bimmer had a very futuristic concept on display, whose rear-forward design eerily resembled that of Castriota's Mantide. The cockpit was spartan, but in a minimalist, ergo-centric sort of style (as opposed to the 'this interior means business' style of the spartan Noble cockpit).
Mercedes-Benz had their whole fleet on display. AMG styling and grunt choked the air like a misty German testosterone E-, C- and S-class lines swooped and angled about dark colored bodies. High quality interior parts made me wonder why manufacturers like Ford even showed up. Mercedes also unveiled the new Gullwing (das �ber Benz!), replete with the aforementioned AMG chutzpah and copious amounts of carbon fiber. The frumpy fraulein on the raised stand never realized that no one wanted her in their pictures. I wanted to see the lines of the car with the door closed, and when I grabbed it, she sounded like Arnold Schwartzenegger's older brother when she erupted into rapid fire discontent: "Nein! Nein! Nein!"
Acura brought a bunch of cars - I didn't look at a single one. However I did consider stealing the LMP car they had rotating on stage (how the hell do you start that thing?). Fiskar brought two cars, a coupe and a convertible, and Rolls-Royce filled out a corner of the super car wing with their zaftig opulence (complete with suicide doors). Spyker, Aston and Allard joined the ranks in that section. Lotus was also part of the elite, displaying a 2 Eleven, an Elise, an Exige and the new Evora. The Evora looks like a nouveau riche Elise that just spent the last year eating nothing but McDonalds while simultaneously squeezing itself into too small Versace threads. A bloated, leather clad Elise is not the direction in which Lotus should be heading. Unless they think it will foothold a corner of the sports car market not already touched by Porsche and BMW.
Ford brought more cars to the show than I think they'll sell globally next year. But what was very telling was the lack of anything even remotely sporty. Of course there was no Ford GT on display. But there was nary a Mustang among the dozens (literally dozens) of eco-friendly Ford-badged people movers. I couldn't help but chuckle at the irony brought on by their Fiesta, a new, green model they were unctuously touting. I decided to try it on for size and found that the car was locked. It wasn't a concept or roped off - it was one of half a dozen examples, all of which were locked. But no one so much as flinched when I climbed right into the Spyker C8 Spyder. Go figure.
Lexus had the LFA on display, which overshadowed anything else they might've brought (I say 'might've' because I have no idea if they brought anything else, hence the overshadowing). Mini had a hard top roadster on display. It was very colorful in its blue and gray two-tone livery with matching wheels. Very San Francisco chic. But I bet it's still more fun to drive than most other comparably priced cars.
That's about it. Lincoln had a cool concept on display, but the concepts never make it to production without considerable aesthetic revision. The average onlooker sees it and thinks exactly as I did: "Wow, that looks cool. I hope they make that and don't change a thing." But someone at GM with foresight and a bachelor's degree knows that the average American family won't spend more than five minutes in a minimalist interior without griping about the lack of cup holders and headrest DVD iDrone infotainment inanity. If you drop a French fry, you have to pick it up, because there's nowhere to hide it. Middle America doesn't want to live in a world where hiding the dropped French fry instead of picking it up isn't the answer.
Oh, one more thing. At the end of the long corridor that preceded the entrance to the Porsche wing, there was a W-RS Spyder on display. Pretty awesome if you ask me. No Tiptronic contraption in that bad boy (no French fries either).
Ferrari P540 Superfast Aperta: Pininfarina does Fantuzzi
In a spectacular execution of a one-off Ferrari commissioned by a customer, Pininfarina created the modern day golden car.
What's a golden car?
Before we get to the golden car, let's start with Histoires Extraordinaires (Spirits of the Dead; Tre Passi nel Delirio in Italy). Histoires Extraordinaires is a 1968 film comprised of three parts. The French title, Histoires Extraordinaires, is from the first collection of Edgar Allen Poe's short stories; the English title, Spirits of the Dead, is from a poem by Poe.
The first segment of the film, by Federico Fellini, entitled Toby Dammit, featured a Ferrari. A golden Ferrari. The Ferrari in the film was a 330 LMB (s/n 4381) that had been rebodied by Fantuzzi, which included a spyder body and golden paint. Hence, the Golden Car.
Who but Edward Walson, the son of the inventor of cable television, John Walson, would commission such a fantastic re-creation of a car originally seen in the movies? Dubbed the Ferrari P540 Superfast Aperta, Walson said, "I had always dreamed of designing sports cars, and when I saw this film the decision came of its own accord: one day I would have my Ferrari."
'Aperta', in Italian, means 'opened'. The P540 uses a 599 as a donor car, and lots of time, money, materials, effort and creative thinking went into strengthening the chassis after the roof was cut off. The extensive use of carbon fiber kept additional weight down to just 20kg.
From the first drawings of what Walson had in his mind, to the final product that you see here, the project took just 14 months. Walson took delivery of the P540 Superfast Aperta at Ferrari's test track, Fiorano, where the first shakedowns of the car took place. Walson said, "This is the most special Christmas present of my life."
Thank you, Edward Walson, for allowing us to live vicariously through you. Merry Christmas.
All pictures courtesy the Internet.
Best Designer of 2009: Pininfarina
For the fourth time, Pininfarina receives the prestigious Troph�e du Design assigned by the French magazine, L'Automobile Magazine.
Turin, 10 December 2009 - Pininfarina is the best designer of the year 2009. It has been
established by the jury of the French magazine L'Automobile Magazine, that assigned the 2009 Troph�e du Design to the Pininfarina Group for having confirmed its supremacy in the automotive design signing two among the most appreciated cars of this year, the Ferrari 458 Italia and the Maserati GranCabrio. On December 15th in Paris the award will be collected by the Chairman Paolo Pininfarina, accompanied by the CEO Silvio Angori and the Design Director Lowie Vermeersch.
In motivating the award, the Automobile Magazine recognizes to Pininfarina the merit of having created in 2009 two models "that takes our breath away", "the most beautiful rebellion signs that Pininfarina could give us: even more than the diversification realized along the years (prototype construction, study centre, engineering laboratory, collaboration with Bollor� for the development of an electric car), the 458 Italia and the GranCabrio prove that Pininfarina has no intention to turn over a new leaf".
It is the fourth time that Pininfarina is awarded with the Troph�e du Design: in 1992 it received the Super Troph�e for the ecological value of the Ethos prototype and for the technical and stylistic contribution given to Ferrari in so many years of cooperation; in 1998 it was assigned the Troph�e du Design as the best coachbuilder in the world for its creations of the last twenty years; finally in 2005, Sergio Pininfarina - currently Honorary Chairman of the Group - received the Troph�e d'Honneur in recognition of its activity and the 75 years of the Company.
"This further demonstration of esteem for the activity of our team makes us very proud and reaffirms the role of Pininfarina in the design world - comments Paolo Pininfarina. - We couldn't have a better gift for our 80th anniversary that we will celebrate in 2010".
"Our challenge as designers - states Lowie Vermeersch - is the search for a synthesis between beauty and functional quality, between style and efficacy. With the Ferrari 458 Italia and the Maserati GranCabrio, both combining technological innovation, creativeness, style and passion, Pininfarina design comes into its own".
Formula One Report
so this season wasn't Ferrari's most exciting Formula One season to
date. We lost a driver to injury, the replacement driver was horrible,
and KERS is a whole other depressing subject.
The last race of the season, the Etihad Airways Abu Dhabi Grand Prix at the Yas Marina Circuit, was more of a spectacle of the opulence poured into the new F1 track than a season-ending race.
Sebastian Vettel and Mark Webber took the race in a one-two finish, after starting second and third respectively. Brawn-Mercedes' Button and Barrichello came in third and fourth, followed by Heidfeld (BMW Sauber), Kobayashi (Toyota), Trulli (Toyota) and Beumi in the STR-Ferrari.
But who noticed who was where when the track itself, and the lingering hotel in the background, were more exciting to look at than the race itself? Ostentatious? Maybe? Over the top? I don't think so. But this new track was certainly the topic of discussion over its inaugural race, which could've been all but predicted.
The 2010 season is still three months away, but changes are already occurring. Jenson Button has moved to McLaren; Ross Brawn sold Brawn GP to Mercedes-Benz; Jarno Trulli and Heikki Kovalainen will be driving for Lotus next year; and Brazilian driver Lucas di Grassi will be partnering with ex-Toyota driver Timo Glock at Richard Branson's Virgin Racing.
Earlier this month, Jenson Button received his World Championship trophy in Monaco, at the annual FIA party. Brawn GP received their constructors' title as well. So we congratulate this year's champions, and wish them all the luck next year. Because Ferrari's deafening silence lately tells me they're too busy preparing for 2010 to hold press conferences and other ad nauseum events.
So until March...
Twas The Night Before Christmas
|Twenty days before Christmas, in the Cars & Coffee lot;
The line of cars was endless, bringing toys for Toys for Tots.
Porsches, Ferraris Lambos, loaded to the max;
Those who once received came and hoped to give it back.
As sunrise turned to daybreak, the stacks of gifts had grown;
Open hearts made any place a happy Christmas home.
Parking spaces dwindled, the lot was as full as can be;
But not before the trucks came, bringing U.S. Marines.
The Marines enjoyed the cars, but they came to take the gifts;
To all the sons and daughters of wounded patriots.
Humble and polite, at our thanks they were delighted;
But it was we who were gracious for the safe holiday they provided.
Unfortunately they had to go, so we waved and said goodbye;
Packed to the hilt with toys, Merry Christmas, Semper Fi.
This Issue's Featured Ferrari Sale
|Here we have a beautiful 1966 Ferrari 275 GTS. Liveried in silver
with black leather, this stunning convertible is an excellent candidate
for Ferrari's Classiche certification. Additionally, if entered in
competition, it is a wonderful choice for Class and Preservation awards.
This 275 GTS is a totally original, unrestored car that comes with tools and a tool roll; 36,000 miles. Call Berlinetta Motorcars today to inquire about making this dream come true.
California Superbike School
issue's premier sponsor is again California Superbike School. While the
name says it all - California - Keith Code's California Superbike
School has locations around the globe.
The statistics speak for themselves: More than 70% of California Superbike School's students advance to upper levels of rider education. The school has invented special machines that aid riders in achieving their goals. Riders are professionally coached, step by step, to reach a greater ability. The list of champions trained by California Superbike School dates back to 1988 through 2009, and includes Champions from the following forums: British Superbike, AMA Supersport, AMA Formula Extreme, World Superbike, MotoGP and more.
There is an art to cornering on a motorcycle, and California Superbike School is intimately familiar with that art. So if you're in the area, drag your knee on down to 940 San Fernando Road, Los Angeles, CA, 90065. If you're not in California, that's okay, Los Angeles isn't their only location. Give them a call at 800.530.3350. Don't hesitate to inquire about their European and Australian locations too!
Click on the image below to visit Superbike School online. If I can muster the chutzpah to their one day course, I'll come back with a full report.
If you would like to advertise in The Berlinetta Letter, or if you would like to learn more about advertising in The Berlinetta Letter, please e-mail Carbon McCoy at email@example.com.
1979 to 2009: Thirty Years of Renowned Ferrari Restorations,
Service, Repairs and Sales
The next issue of The Berlinetta Letter will be first issue of 2010. With Christmas and New Year's Eve between now and then, there's no telling what kind of shenanigans I'll find myself in. So stay tuned while I try to stay out of trouble.
In the mean time, Berlinetta Motorcars and Carbon McCoy would like to take this time to wish you and your families a happy, warm, wonderful holiday season. This is the time of year when we reflect on the last 12 months of our lives. We hope your memories, and your plans for the future, are as fond and fun-filled as ours, and we're very grateful that we get to share these with you. Thank you, and happy holidays.