Max of Alfaholics in the UK in front of his prized GTA replicaWednesday, May 28, 2008
Tuesday, May 27, 2008
Vintage Alfa leads Maserati GT Coupe
On a race track somewhere in the world a vintage Alfa Romeo GTA leads a more modern Maserati GT Coupe into a turn. This reminds me of my garage. I too have a vintage '71 GTAm (R) in dutch blue that sits alongside my 2002 Maserati 4200 GT Coupe in a dark green (Verde).
Friday, May 23, 2008
Ciao Bella (1971 Alfa Romeo GTAm)
Restoration completed in April 2008 (90% by PMA in California & 10% final work performed by Apex Vintage Racing in Raleigh, NC) For more on this wonderful example of a GTAm visit www.AlfaRomeoGTAm.blogspot.com
Friday, May 9, 2008
Maserati History
Vitaphone take unlikely second in season openerMaserati powers onto podium from 15th on grid
So near, yet so far... the Vitaphone Racing team came within four seconds of winning the opening race of the FIA GT Championship season for the third year in succession, finishing second at Silverstone. Racing the superlative Maserati MC12 supercar, Michael Bartels and Andrea Bertolini had to settle for second place – and missed out on securing the prestigious Tourist Trophy.
The MC12 has long been the class of the field, securing seven out of ten titles in the three years it has been competing; this is despite the performance of the car being limited by a narrower rear wing and extra weight than its competitors. But the 2008 season did not get off to an ideal start; a wet track, heavy traffic and an unexpected red flag saw Bartels and Bertolini qualify down in fifteenth place, with team mates Miguel Ramos and Alexander Negrão managing to avoid traffic, but could do no better than eighth as they struggled to keep their tires at optimum temperature.
When the race got under way, a heavy mist lay on the circuit – TV long shots showed no cars, only headlights piercing the gray blanket. Bertolini wasn’t going to let the conditions slow him down – he made a charging start, overtaking six cars on the opening lap alone. Making the most of the powerful Maserati V12 engine and the MC12’s great handling, he continued to make progress. Meanwhile Ramos, in the sister car, had held on to eighth until the team brought him in on lap 19. With the track conditions improving the decision was made to fit intermediate tires – and when Ramos immediately went 2s a lap faster, the team knew it was time to bring Bertolini in.
The combination of intermediates and their rivals heading for the pits saw the two Vitaphone Maserati cars climbing up the order; circulating in close company, they were up to 2 seconds a lap faster than the leaders. By lap 39, both cars had made it into the top five; on the next lap it was time for the second pit-stops, with Negrão taking over from Ramos, Bartels from Bertolini.
They each lost only one place during the pit-stops; it was immediately clear that Bartels was on a charge, getting past Negrão on lap 42 to get back into the top five. By lap 46 the two Maseratis had closed on the pack in front of them; Bartels was still fifth, but only 3.2s away from second place! On lap 48 he found a way past the Corvette in front of him to take fourth – and then, on lap 50, the safety car was called into action, to allow a wheel which had become detached from another car to be retrieved. The result was that Bartels found himself less than six seconds away from the lead, a remarkable feat from the eighth row of the grid.
The safety car set up a grandstand finish: five cars within seven seconds of each other, and only 15 minutes of the two-hour race remaining. On lap 54 Bartels made it into the top three; unfortunately Negrão had slipped down the order after making contact with a Corvette going into Copse corner. The battle at the front raged on, with Bartels setting the race’s fastest lap, a 1:47.231, on lap 55. Next time around, he was up to second, going side-by-side with an Aston Martin through Luffield and powering by down the straight.
Only three laps remained, which proved insufficient to allow Bartels to mount an attack on the leader. The Vitaphone team had to settle for second – and Bartels and Bertolini looked delighted with the achievement on the podium. Eight points is a good start to the long, ten-race season, and with Ramos and Negrão picking up two more points for seventh, the team has also begun its title defense with a solid score.
After the race, Bartels and Bertolini were understandably upbeat. “Coming back to score eight points, after our poor qualifying session, was a result we didn’t expect,” Michael said. “It’s a good start to the season. Of course, there are always things to improve, and we’ll be working on them.” Andrea was similarly pleased. “The beginning of the race was quite hard, starting so far back, but we managed to improve, and we scored some important points at the start of the championship. It’s good for the team, because they have been working really hard.”
The next outing for Vitaphone Racing will be on 18th May, at Monza – the ‘cathedral of speed’. The race is on home turf for the Maserati MC12 supercar, so the Italian fans will be out in force, cheering on Vitaphone and Maserati.
----------------
So near, yet so far... the Vitaphone Racing team came within four seconds of winning the opening race of the FIA GT Championship season for the third year in succession, finishing second at Silverstone. Racing the superlative Maserati MC12 supercar, Michael Bartels and Andrea Bertolini had to settle for second place – and missed out on securing the prestigious Tourist Trophy.
The MC12 has long been the class of the field, securing seven out of ten titles in the three years it has been competing; this is despite the performance of the car being limited by a narrower rear wing and extra weight than its competitors. But the 2008 season did not get off to an ideal start; a wet track, heavy traffic and an unexpected red flag saw Bartels and Bertolini qualify down in fifteenth place, with team mates Miguel Ramos and Alexander Negrão managing to avoid traffic, but could do no better than eighth as they struggled to keep their tires at optimum temperature.
When the race got under way, a heavy mist lay on the circuit – TV long shots showed no cars, only headlights piercing the gray blanket. Bertolini wasn’t going to let the conditions slow him down – he made a charging start, overtaking six cars on the opening lap alone. Making the most of the powerful Maserati V12 engine and the MC12’s great handling, he continued to make progress. Meanwhile Ramos, in the sister car, had held on to eighth until the team brought him in on lap 19. With the track conditions improving the decision was made to fit intermediate tires – and when Ramos immediately went 2s a lap faster, the team knew it was time to bring Bertolini in.
The combination of intermediates and their rivals heading for the pits saw the two Vitaphone Maserati cars climbing up the order; circulating in close company, they were up to 2 seconds a lap faster than the leaders. By lap 39, both cars had made it into the top five; on the next lap it was time for the second pit-stops, with Negrão taking over from Ramos, Bartels from Bertolini.
They each lost only one place during the pit-stops; it was immediately clear that Bartels was on a charge, getting past Negrão on lap 42 to get back into the top five. By lap 46 the two Maseratis had closed on the pack in front of them; Bartels was still fifth, but only 3.2s away from second place! On lap 48 he found a way past the Corvette in front of him to take fourth – and then, on lap 50, the safety car was called into action, to allow a wheel which had become detached from another car to be retrieved. The result was that Bartels found himself less than six seconds away from the lead, a remarkable feat from the eighth row of the grid.
The safety car set up a grandstand finish: five cars within seven seconds of each other, and only 15 minutes of the two-hour race remaining. On lap 54 Bartels made it into the top three; unfortunately Negrão had slipped down the order after making contact with a Corvette going into Copse corner. The battle at the front raged on, with Bartels setting the race’s fastest lap, a 1:47.231, on lap 55. Next time around, he was up to second, going side-by-side with an Aston Martin through Luffield and powering by down the straight.
Only three laps remained, which proved insufficient to allow Bartels to mount an attack on the leader. The Vitaphone team had to settle for second – and Bartels and Bertolini looked delighted with the achievement on the podium. Eight points is a good start to the long, ten-race season, and with Ramos and Negrão picking up two more points for seventh, the team has also begun its title defense with a solid score.
After the race, Bartels and Bertolini were understandably upbeat. “Coming back to score eight points, after our poor qualifying session, was a result we didn’t expect,” Michael said. “It’s a good start to the season. Of course, there are always things to improve, and we’ll be working on them.” Andrea was similarly pleased. “The beginning of the race was quite hard, starting so far back, but we managed to improve, and we scored some important points at the start of the championship. It’s good for the team, because they have been working really hard.”
The next outing for Vitaphone Racing will be on 18th May, at Monza – the ‘cathedral of speed’. The race is on home turf for the Maserati MC12 supercar, so the Italian fans will be out in force, cheering on Vitaphone and Maserati.
----------------
Maserati and Moss – the Perfect PairingA legend’s views on classic Maserati racers
In previous issues of Maserati Monthly, we’ve looked back at some of the famous cars in Maserati’s history, both road cars such as the Quattroporte and Ghibli, and the racing cars for which the Trident is justifiably renowned. This month, instead of profiling one car, we thought we would take a look at several cars, from the viewpoint of a driver who drove all of them. Sir Stirling Moss has been described as ‘the world’s greatest all-rounder’, someone who drove every kind of car on every kind of circuit, including almost every racing Maserati during the 1950s.
He also maintained a comprehensive diary, which recorded everything from his racing exploits to the night life – one entry ends “John took Pat & I to Milan and we checked into the Palace. Had a good meal at the B. Napoli & then went to the Jazz Club VG. Bed at 2:30am”. The diaries were used as the basis of the fantastic book “Stirling Moss – My Cars, My Career”, written with noted auto historian Doug Nye. It's a must-have for any racing fan, and any Maseratisti. An indication of the status that Moss achieved during his dazzling career is that the foreword was written by no less a man than Juan Manuel Fangio, who won the Formula One World Championship no fewer than five times, his final title coming at the wheel of the Maserati 250F. Fangio, of course, is often regarded as the finest driver in history, winning about half of the races he contested. And Fangio regarded Moss as his equal and successor.
The book has separate chapters for each car Moss drove – some getting just a page or two, others being covered in great detail. It is hardly surprising that his two stints with the Maserati 250F grand prix car take up eleven pages – the car propelled Moss onto the world stage in 1954, and took him to the runner-up spot in 1956.
Another version of events is contained in the authorized biography of Moss, by Robert Edwards. This has more flowing narrative, taking events in chronological order rather than splitting them up according to the cars being driven. We have looked at both books, and together they give a very complete overview of Moss’ racing exploits in Maseratis.
The incomparable 250F was Moss’ first significant encounter with Maserati. He had been campaigning a succession of British cars, such as HWM, Cooper-Atlas and ERA, with little success; his family ordered a new ‘customer’ 250F for the 1954 season – at a cost of £5,500! At first, relations with the factory were somewhat strained – Moss insisted on a right-side throttle pedal instead of the traditional Italian arrangement of the throttle being the center pedal, and to get the seating position Moss preferred his mechanic, Alf Francis, actually crept into the factory at night and altered the chassis tubes.
From the first time Stirling drove ‘his’ car, chassis 2508, in its first test at the Autodrome of Modena in April 1954, he loved the car. To quote Edwards, “And it was the most amazing fun. As Stirling started to explore both his own limits and those of the car he realized that he had found, potentially, the ideal dancing partner. If he did not step on the Maserati’s toes, then it would treat him gently in return, but being Stirling, his first steps were far from tentative ones.” Indeed, according to Edwards the 250F did much to shape Moss’ approach to the cars he drove later in his career. “The great thing about the Maserati was that it handled so well, the years of experience that had fed into the design were evident. Stirling was always happiest in a machine that had evolved, as opposed to one which had been designed from scratch. Simply sitting in the cockpit, he could tell that at least a generation of know-how had gone into it; it made every single-seater he had driven up to that point (apart from the brief outing in the Alfa 159) seem crude by comparison.”
The combination of Stirling Moss and Maserati 250F proved to be quick right from the start, and the first race win came within a month, in a Formula Libre event in Britain. Unfortunately, victories were few and far between in 1954; in too many races he was forced to retire by niggling problems, some caused by the team’s unfamiliarity with the car. At other events the team’s ‘customer’ status held them back – in particular, Moss used fewer revs (and thus got less power) than the factory team, because he would have to foot the bill for any engine damage!
A cutaway drawing of the 250F six-cylinder engine fitted with carburettors and a longitudinal section through the same unit.
Yet the potential was clear; in his first grand prix in the Maserati, the Belgian GP held on the daunting Spa-Francorchamps circuit, he finished third, behind Fangio – who won the race in a ‘works’ 250F, and the Ferrari of Trintignant. ”I really had taken to the Maserati… above all, it was just a lovely car to drive. It steered beautifully, and inclined towards stable oversteer which one could exploit by balancing it against power and steering in long sustained drifts through corners,” is how he described it.
Despite being a customer team, Moss and Alf Francis became accepted by the factory – to the point where Alf was accorded the singular honor of having his own workbench within the racing workshop. The Managing Director of Maserati, Omer Orsi, also encouraged Moss to use more revs, offering to pay for any engine failure that ensued. Paradoxically, the success of Moss in the 250F meant that the car saw less use; he was snapped up by Mercedes-Benz for the 1955 season, so the Maserati was used only for non-grand prix races.
Mercedes withdrew from motorsport at the end of 1955, in the wake of the infamous crash at that year's Le Mans 24 Hours. Moss joined the Maserati works team for 1956, as team leader; he won the Monaco and Italian grands prix, and finished on the podium in Belgium and Germany. At the end of the season he was second in the championship, just three points behind Fangio.
As a result of his good performances in the 250F, Moss also raced numerous Maserati sports cars. One example was the 300S, a car which Moss adored. Hardly surprising: in sixteen races, he won nine and took another four podium finishes. “With a record like that, can you see why I have such fond memories of these beautiful cars?... No doubt about it, apart from the ‘Birdcage’ this was my favourite front-engined sports Maserati… one of the easiest, nicest, best-handling sports-racing cars ever made,” was his verdict.
The combination proved successful right from the start, with Moss and Carlos Menditeguy winning the Buenos Aires 1,000km race, then taking victory in the 1,000km race at the Nürburgring with Jean Behra. More victories followed; his final race in the car was in Denmark in 1958, where he finished second. “That was the last time I raced any 300S. It really was one of the nicest of all Maseratis. I remember them and the team, the Orsis, Alfieri, Bertocchi and the other mechanics, with affection. I had found my feet at top level driving their cars, and for three seasons enjoyed a lot of success with them.”
Edwards agreed – in his assessment: “Maserati’s sports cars were very good indeed. Aside from his Aston Martin commitments, Stirling was free to use the new Maserati 300S which was an inspiring car to drive as well as being utterly beautiful. It had the usual Maserati characteristics; neutral handling spiced with a slight natural oversteer and an F1-derived engine which seemed unburstable. The transmission by Valerio Colotti was well-night perfect and it was to be years before it was surpassed, from Stirling’s point of view.”
And the car that surpassed it was, naturally, a Maserati; the Tipo 60, first in a series which became universally known as ‘Birdcage’ due to the intricate latticework of tubes which made up the chassis. Edwards again: “It was as different from previous offerings as it could be; and a quick trip around the Modena test track revealed that it was faster (and more agile) than any 250F, despite its tiny 2-liter engine. Stirling found it enchanting, and after marvelling at the ingenuity of its space-frame construction which provided huge strength as well as being light, asked to see it again later in the season.”
Moss only completed five races in the Birdcage, and scored three victories. The combination won first time out at Rouen, and again in the Cuban GP in Havana. The finest race came in the 1960 1,000 Kms at the Nürburgring, where he shared the car with Dan Gurney. The pair lost half a lap fixing a broken oil pipe during a pit-stop before Dan took over the car. “This was the kind of driving the ‘Birdcage’ allowed. On lap 24 he was 1 min 35 secs behind Phil Hill’s Ferrari. Next lap the gap had shrunk to 47 secs, the lap after that 15 secs and on lap 28 he came hammering past the pits in the lead.”
Stirling’s verdict on the ‘Birdcage’ was simple: “A fabulous car – light, very nimble, fantastic brakes, super steering, enormous torque and good power.” He had no way of knowing that the ‘Birdcage’ would be the last Maserati he would drive during his career as a racing driver; in 1962 he barely survived an enormous accident at Goodwood, an accident which left him in a coma for over a month. He never raced again as a professional driver, but his name and personality remain synonymous with the phrase 'driving legend'.
Wednesday, May 7, 2008
TAS finally apologizes
TAS apologizes... but alas it is too late. Unfortunately my campaign to notify potential customers via Better Business Bureau and internet sites will potentially take its toll on the company. Maybe this will be a good lesson for this company and they will teach their customer service reps better manners.
The e-mail exchange between Brad Winkfein (one of TAS owners) and me (some 4+ months after the fact):
-----Original Message-----
From: Brad Winkfein
To: 'JP Saleeby'
Sent: Tue, 6 May 2008 4:50 pm
Subject: RE: 2002 Maserati GT Coupe (Green)
The e-mail exchange between Brad Winkfein (one of TAS owners) and me (some 4+ months after the fact):
From: Brad Winkfein
To: 'JP Saleeby'
Sent: Tue, 6 May 2008 4:50 pm
Subject: RE: 2002 Maserati GT Coupe (Green)
Mr. Saleeby,
First of all I would like to apologize to you for the manner in which you were treated. Regardless of the circumstances it is inexcusable to treat a customer poorly or to respond in a hostile manner and you can rest assured that the proper discipline has been enforced. Communication is the key to resolving any issue, when the parties involved fail to communicate the end result will always be unpleasant.
In reviewing the emails it is obvious where and when the problems began and regretfully it is too late to recover or reach an amicable solution.
Saleeby: Sunday, January 06, 2008 8:17 PM See not to Straightline. Went over the car with Ken... there was a new chip in the findshield that is pretty big... big enough to warrant a repair or replacement. It is not just sand blasted... almost goes all the way thru. Would like to file a claim with you to have that fixed.
Saleeby to Straightline Sun, 6 Jan 2008 9:13 pm: TAS dropped off the car about 3PM today. Transporter did a good job, however there was residue of "oil" on the hood indicating it was under another car (oh well), and there was a large stone chip in the windshield that was not there during the inspection (I could tell it was a fresh chip because there was dust and glass fragments around it), will report this to TAS tomorrow. All in all the car looks good. Under the hood the oil was quite low and the oil cap was almost impossible to remove.. had to use a block of wood and a mallet to break the seal. Don't think the oil was changed in quite a while. None the less, the car was as described and I am pretty happy with things. Planning to take her in for a complete servicing in either Greenboro, NC or Atlanta, GA's Maserati dealerships. Will await the paperwork from you guys so I can get my license and tags.
Merritt Tue, 8 Jan 2008 2:14 pm: Generally windshields are not covered on open shipments. *If there is a claim, it will need to be filed with the carrier and their driver. If you have any questions or need any assistance, please call or email me back at any time.
Saleeby Tuesday, January 08, 2008 1:35 PM: That cannot be true... the driver had a sheet outlying all scratches and mares on the car. This stone chip was new and recent (acquired on the trip). **Please follow up on this as a claim should be filed since damage ocured when the car was transported. *You guys are covered for this I am sure. Why would you not be?
Please pass this information along to Ken who was the driver you booked for me.
Merritt Tue, 8 Jan 2008 3:01 pm: ** Ijust got off the phone with Ken (K&L Autotransport) and he says the pit that you are talking about was already there when he picked up the vehicle from Straightline and is clearly marked on the copy of the BOL that I have. I don’t see anything new added to the BOL after delivery. If you have a copy of the BOL, please send me what you have because everything I have has it marked before shipment.
Saleeby Jan 8, 2008, at 8:45 PM: **Ken pointed out to me some very minor "sand blastings" that were noted on his BOL. However, this particular "chip" was quite significant and NOT on his BOL. I can take a photo of this and email it to you. ***My inspector from CarChex gave an "Excellent" report to all the Glass.... he would not have given such a good mark with this type of chip. One cannot ignore this as it is in the direct line of vision of the passenger seat rider. As I recall my PPI inspector was a passenger during the test drive. No way he would have missed this. So the chip had to of occurred after the Inspection and before the time of arrival in Bennettsville. Other evidence was the fact that there were tiny pieces of glass shards and "dust" from the apparent rock or debris that hit the windshield. Thank you for your consideration, What is the next step?
*Our terms and agreements state the carrier is liable for all damages, according to the Federal Motor Carriers Safety Association we are not allowed to carry insurance on vehicles that are transported by other carriers. As is our policy stated in our terms and agreements you were instructed to deal with the carrier and we would assist you through the process.
**Merritt did follow and called Ken the driver for K&L Autotransport
**If the damage is not marked on the bill of lading as an exception at the time of delivery it cannot be proven that the damage occurred while in transport. No insurance carrier nor carrier will pay for damages without proof that the damages occurred during transport. In this situation the driver said he had marked the chip at pick up and that it was preexisting. He denied your claim at that time and without a bill of lading to prove otherwise there is little that can be done.
***While an inspection is a credible source for the inspection of a car it is very little help in this situation. The inspection did not occur immediately before the vehicle left and does not provide any chain of custody documentation in the way a bill of lading does. There is no proof that the chip did not occur after the inspection but before it was loaded therefore it is not reliable. The inspection is also questionable because you stated you had problems checking the oil and that the oil was low, this leads me to believe the inspector was less than thorough.
It is our goal to provide each and every customer with quality service but in this case it did not happen and for that I am sorry. The emails that followed these are responses from two individuals that are angry the problem is that one is allowed to get angry and the other must try to accommodate, he is not allowed to become angry. While I disagree with the customer service in this situation it is my opinion that the proper outcome in regards to the claim was reached. I disagree with your second suggestion the cost to repair windshields is considerably more than a happy meal and I don’t think that we should bare the expense of paying for a damage not caused by us to a property not owned by us. Damages to vehicles while being transported are unfortunate and We provide a service as a shipping broker we are not the carrier we never had possession or even saw your vehicle. For example if I use a mail store to ship a package through UPS and damages occur while in the possession of UPS I would file my claim with UPS not the mail store. I am sorry that there was damage to your windshield it was unfortunate and I am sure that it detracted from the excitement of getting the car but the policies and procedures that are in place are there to protect all parties. If they are not followed the system breaks down a driver that fails to list or mark a damage when he picks up the vehicle is liable for that damage. I know it is of little satisfaction to you but since you were so adamant the damage occurred during transport we have added K&L to our do not use list of carriers. Our carriers must be trustworthy and honor their responsibilities his refusal to pay your claim proves otherwise.
Please feel free to contact with me with any questions
Best Regards,
Brad Winkfein
Managing Operator
Texas Auto Shipping
4740 Frank Luke Drive
Addison, TX 75001
972-248-9121 ph
972-346-6880 fax
This email and any attachments are intended only for use by the addressee(s) named herein and may contain legally privileged and/or confidential information. It is the property of TexasAutoShipping, LP and its Affiliates. If you are not the intended recipient of this email, you are hereby notified that any dissemination, distribution or copying of this email, any attachments thereto, and any use of the information contained are strictly prohibited. If you have received this email in error, please notify me at 972.248.9121 and permanently delete the original and any copy thereof.
From: JP Saleeby [mailto:jpsaleeby@aol.com]
Sent: Friday, May 02, 2008 10:19 AM
To: brad@texasautoshipping.com
Subject: Re: 2002 Maserati GT Coupe (Green)
Brad,
Nothing against you personally... but there was some confusion about the BOL. The car was dropped off late in the day and under extreme time constraints that did not allow for a complete inspection in the conditions at the time. I do accept the "minor" sand blasting of the windshield, however, there was a fresh "chip" as evident by the "rock dust" still present on the windshield that was at issue. I had a PPI done and it was so big that the inspector would have notice it. It did not leave TX with that on the windshield... I am almost certain.
My issues are this:
Ms. Merritt was rude and NOT a good representative for your company. You should counsel her in the ways of providing good customer service. I take issue NOT with TAS per se or you for that matter, but rather in the manner in which the situation was handled. I KNOW customer service as a director of an ER. I handle hundreds of patient complaints and consider myself expert at conflict management and a purvayor of good customer relations.
As a gesture of good customer relations I would suggest in the future to provide 1. better e-mail and phone relations (I have copies of the corrrespondences with Ms. Merritt) and I will forward them to you. 2. For the price of a Happy Meal for heavens sake... send a windshield repair kit to a customer. It is by far the cheapest way to keep a customer happy and reduce the risk of "bad press"...
I was quite furious with the encounter with Ms. Merritt... that I went on a campaign to "let the world know" how I was treated. I cannot (nor will I) take any of this back... but it should be a lesson to be learned. Now it is your turn to do damage control. For me it is obvious... re-train or get counseling for Ms. Merritt. If her attitude towards your customers doesn't change... consider termination.
Regards,
JP Saleeby, MD
www.saleeby.net
(800) 965-8482
PS: Email threat to follow.
-----Original Message-----
From: Brad Winkfein <brad@texasautoshipping.com>
To: 'JP Saleeby' <jpsaleeby@aol.com>
Sent: Thu, 1 May 2008 6:39 pm
Subject: RE: 2002 Maserati GT Coupe (Green)
Mr. Saleeby,
I am the owner of Texas Auto Shipping and it has recently come to my attention through the Better Business Bureau that you apparently have an unresolved issue with Texas Auto Shipping in regards to the transport of your vehicle.
My understanding (which may not be correct) is that there was a chip in the windshield that we would not pay to repair. According to the bill of lading that was completed by the driver and signed by dealer the damage to windshield was a pre existing condition as it was marked on bill of lading at origin Never the less a damaged windshield is excluded from coverage if it is not a result of driver negligence. The risk of normal wear and tear resulting from driving the vehicle are much the same as transporting the vehicle on an open carrier, in both instances they are exposed to the road. If vehicle needs to be protected from this risk then enclosed shipping is required.
Texas Auto Shipping was not the carrier and any claims in regards to damage should have been submitted directly to the carrier that transported your vehicle. We should assist you in the claim process and act as a mediator between the two parties but we are not the liable party. While we are not liable for the damages it is still important to me to make sure your interest is protected and that you fully understand the process. In this case the damage was on the vehicle when the carrier picked it up. The dealer that sold the vehicle should have repaired the windshield and this information should have been given to you at that time.
If possible I would like you to forward all correspondence that you sent and received in regards to this matter for me to review. My reputation and that of my company is very important to me and I would like to discuss the matter with you at your convenience. I hope to speak to you soon in order to rectify this issue.
Best Regards,
Brad Winkfein
Managing Operator
Texas Auto Shipping
4740 Frank Luke Drive
Addison, TX 75001
972-248-9121 ph
972-346-6880 fax
Thursday, February 21, 2008
Kudos to Angels Moving Autos & Massey Transport
After the most horrific experience with Texas Auto Transporters (TAS) in shipping my Maserati, I decided to go with Angels Moving Autos (broker) and Massey Auto Transport (shipper) to move my collectible Alfa Romeo.
Here is what I had to say on: http://www.transportreviews.com
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You can look up my negative comments on TAS on this site as well.
Here is what I had to say on: http://www.transportreviews.com
| Poster: | JP Saleeby, MD |
| Date: | 2/21/2008 9:42:00 AM |
| Reviewed: | Angels Moving Autos |
| Subject: | Super Angels |
| Review: | I must say Angels Moving Autos were super great! My restoration project (a 1971 Alfa Romeo GTAm tribute car) which is a show car/racing car had a few glitches and was not completed in Nov '07 as it was promised. I had already reserved the transport and arranged for pick up and delivery. The car however was not released by the restoration company and I was up for taking a $250 loss. However, the folks at Angels were so understanding and they had great customer service and follow up they waived any penalties or fees. I decided to let stand the $250 deposit and as they promised it would go towards a re-order. Three months later when work was finished on my car and it was to be released, I contacted them again. Even with rates increasing they held to the original contracted price of $1550 and stated there were no additional fees. I paid the delivery truck driver a COD of $1300 even and continue to sing praises to Angels and their contractor (Massey Auto Shippers). Kudos. A very very happy client!!!! |
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| Poster: | JP Saleeby, MD |
| Date: | 2/21/2008 9:49:00 AM |
| Reviewed: | Massey Auto Transport, Oregon |
| Subject: | What a driver! |
| Review: | Massey Auto Transport was great. They treated my collector car (an Alfa Romeo GTAm) like gold. The driver was very accommodating and a true gentleman. Extremely conscientious and took pride in what he did. The car was delivered in excellent condition (actually better.... at pick up it was a bit dirty with hand prints, etc.... but when delivered it actually was quite a bit cleaner... go figure). Anyway, hats off to Massey and their excellent driver Rubin. Would certainly use this carrier again and again. Two thumbs up. JP Saleeby, MD www.VerDe-Motors.com |
You can look up my negative comments on TAS on this site as well.
Sunday, January 27, 2008
Requiescat In Pace Dear Al Leake
----Original Message-----
From: STEVE JENIK <COLFAM.2@ATT.NET>
To: jpsaleeby@aol.com
Sent: Sat, 26 Jan 2008 11:01 pm
Subject: Al Leake
Dear Dr.Saleeby,
My name is Steve Jenik. I and my wife Julie are friends, neighbors and caretakers
for Al and Myr Leake. It is with great regret that I must inform you that Al has crossed
the final finish line in his race against cancer. He passed away, quietly, at home,
amidst family and friends on Jan., 25, 2008 @ approx 2:45 P.M.
I am being presumptious by issuing this notice, as I have no formal family approval
to do so. Yet, after searching the web and finding many references to Al, not
only his racing prowess, but his restoration work and finding your name, I hope that
this takes some burden off of Myr. I presume that you know how to contact the family.
I found the picture of your son with the pinewood derby racer. That choked me up.
I printed it out, but, my printer is not the best quality beast in the world.
Nonetheless, I intend to pass it on to Myr.
Our regards sir,
Steve and Julie
Pax et Requiem Dear Al
----------------
PS: Al, a friend, vintage racer, & Alfisti will sure be missed. -JP
Sunday, January 13, 2008
Michael wins at Pinewood Derby
Cub Scout's PineWood Derby Day
Michael holds up his Pinewood Derby car #69. It was named and numbered in honor of Al Leake (AlfaRomeoRestorations.com) who has been working on dad's GTAm for the past 2.5 years. Al was diagnosed with pancreatic cancer in October 2007 and is undergoing treatment as of this posting. The car was painted a florescent yellow with red top and sported a lego driver with helmet and a tail fin.
We used Al's race car number (69) and wrote PMA and Al Leake Racing Team all over the car. This year was not as kind to Michael... as he swept the speed trials in 2007 winning every heat and taking home the 1st place trophy and earning a spot to go to the state meet.
This year however in the preliminary heats he placed mostly 2nd and 1st... with no 3rd place finishes. He made it into the semi-finals as one of eight cars. The semis were all age groups and packs. He ran a good few races pulling mostly 3rds and a couple of 2nd place finishes. Over all... he took home the 2nd place medal for speed in his bear pack.
Mike in front on the cars "impounded" as they have been checked and weighed by the judges. His is the one on the far left.
Cars were so fast everything was a blurrrr... including this picture of Michael in the semi-finals loading his car on the pinewood derby track.
Next year promises to be awesome... more time and prep work will go into the structure, performance and appearance of the car.
Wednesday, January 9, 2008
Bad Customer Service from Texas Auto Shippers
Avoid a major headache... and forget about TAS Auto Transport Company.
Read my REVIEW of this company at:
http://www.transportreviews.com/review/00013880.asp
Read my REVIEW of this company at:
http://www.transportreviews.com/review/00013880.asp
Monday, December 24, 2007
New Addition
VerDe-Motors recently acquired a very special 2002 Maserati GT Coupe.
The Package includes:
Dark Green Metallic exterior Paint, Tan interior w/ wood trim.
V8 with 6 speed Standard. With just over 20,000 miles
Excellent Condition
| Optional Equipment | |||||
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| Standard Equipment | |||||
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VIN NUMBER
ZAMBC38A720008691
when you can't have the electric Tesla
Monday, December 3, 2007
Cars Cars Cars
A '67 Alfa Romeo Sprint GT from another online car guy.
Nice pics of a Ferrari 288 GTO (the world's first "Super Car" ... considering a 308 - 288 GTO conversion one day by Jim Carpenter
Mike Cannillo's 82 Ferrari GTBi I have my eye (and $500 deposit) on.
A nice 72 Alfa Romeo GT Jr. (Pics sent by an online car guy)
Friday, November 23, 2007
1982 Ferrari GTBi
308 GTB 30th Anniversary
Nice article at the Ferrari Owners Site (www.owners.ferrari.com)...
====================================
308 GTB – 30th Anniversary
It seems quite amazing that it is already 30 years since the 308 GTB made its public debut, as the Pininfarina designed body has stood the test of time well, still looking good and able to turn heads in the street, and even to people who weren’t born when it was introduced, it is instantly recognizable as a Ferrari.
Up until the late sixties Ferrari production road cars had traditionally featured a V12 engine, but the introduction of the Dino series with V6 engines towards the end of the decade changed the situation. The new “small” Ferrari attracted a new blossoming market of youthful buyers, and was a great success in the five year production period, despite an oil crisis and increased speed control legislation worldwide. Although there was the sister Dino 308 GT4 2+2 model with a V8 engine, it was not until the introduction of the 308 GTB in 1975 that the Dino 246 GT had a true successor.
However, perhaps a short resume of eight-cylinder Ferrari engines would not be out of order, as it is 65 years since the genesis of a “Ferrari” with an eight-cylinder engine, which preceded the birth of the company by seven years. In 1940 Enzo Ferrari produced the Auto Avio Costruzioni 815 model, which was powered by an in-line 1500cc eight-cylinder engine. This model would have carried a Ferrari badge, had it not been for the terms of his employment contract severance with Alfa Romeo the previous year, which forbade the construction of a car bearing his name for a period of four years. Thus it was not until after the end of the Second World War that he was able to build cars bearing his name carrying the now legendary "Cavallino Rampante" logo.
For virtually the first decade of Ferrari’s existence there were four-, six- and twelve-cylinder engines of a wide variety of capacities produced. However, it was not until the inheritance of the works Lancia D50 Grand Prix cars midway through the 1955 season, that there was a V8 engine in the model line-up, albeit carrying a Lancia badge. In 1956 these cars were extensively modified, although they were visually very similar to their predecessor, apart from now wearing a Ferrari badge, and carried Juan-Manuel Fangio to his third consecutive World Drivers' Championship title.
The V8 Lancia engine was further developed and used in the 801 F1 car of 1957, whilst there were V8-engined sports racing cars like the 248 SP and the 268 SP of 1962. In 1964 the company's armoury in F1 was the V8-engined 158 F1 model and the flat-12 engined 512 F1, basically the same car apart from the engine configuration. The 158 F1 took John Surtees to the Drivers’ Championship title, and a combination of the two models Ferrari to the Constructors’ Championship in Formula One that year.
The V8 engine then disappeared from the Ferrari line-up for almost a decade, before the concept was resurrected on their first eight-cylinder road car, the 3-litre transverse-engined Dino 308 GT4, which appeared in 1973, and whose engine/transmission assembly was modelled on that used in the Dino 246 GT/GTS models.
This brings us up to the 308 GTB, which shared the same 3-litre V8 engine/transmission layout, and which was presented to the public in October 1975 at the Paris Salon. Although the body style was a then in vogue wedge shape, there were shades of the Dino 246 in the Pininfarina design details, like the door scallops, buttressed vertical curved rear screen and twin paired tail light treatment. It was an instant hit both with the press and the public, and this model and the succeeding V8 models have now formed the backbone of Ferrari road car production for 30 years. The 308 GTB also marked a first in Ferrari road car production as it was constructed with a fibre-glass body, although this construction method was superseded by more traditional steel and aluminium panels in late 1976 for USA market cars, and mid-1977 for European cars. A targa-roofed version, called the 308 GTS, joined the GTB in late 1977, easily identifiable by the black vinyl covered removable roof panel, and black louvred panels over the rear quarter glass.
Less obvious, but certainly more significant, was the fact that the GTB version (with the exception of the American 1978 model year) was equipped with the dry sump version of the engine, whereas the GTS was a straight carry over of the 308 GT4’s wet sump power unit.
In 1980, again due to emission legislation changes, particularly in the USA, a Bosch K-Jetronic fuel injection system replaced the quad twin-choke Weber carburettor assembly, and this led to a reduction in the power output, as it was still in relatively early stages of development for road car use, but by everyday standards of the time you were still talking about a quick car. The model names became 308 GTBi and 308 GTSi, with this badging appearing on the tail panel, whilst subtle changes to the interior trim, the most noticeable being the change of the instrument binnacle face from an aluminium to a satin black finish, coincided with the change of model name.
For the Italian market a 2-litre version of the 308 series was produced from 1980, initially normally aspirated, called the 208 GTB/S, it mirrored its 3-litre peers in appearance apart from the tail badges and satin black instead of body-colour louvres behind the headlight pods. This was superseded by a turbocharged version in 1982, which was Ferrari's first turbocharged road car, initially only available in closed form, it was designated the 208 GTB Turbo. In 1983 a targa roof 208 GTS Turbo variant became available.
The problem of strangled power was addressed in 1982 with the introduction of the quattrovalvole (four valves per cylinder) models, which redressed the balance of power in Ferrari’s favour whilst still satisfying emission legislation. There were some small external cosmetic changes to the 308 series, the most noticeable being a revised front grille layout with uncovered driving lights in the extremities, the addition of a slim louvre panel across the front lid and the “308 quattrovalvole” tail badge on both GTB and GTS. In the interior there were subtle changes to the seat stitch pattern, which now featured cloth centres as standard, although full leather was still available upon request, and the steering wheel was of a new three spoke design. The concurrent 208 Turbo models also featured the new front lid louvre, but on these models it was painted satin black to match those behind the headlight pods. This model also featured a satin black spoiler at the trailing edge of the roof as standard, which was also available as an option on the 308 Quattrovalvole.
The 308 series also spawned some competition development using the model as a base. A brutal 308 based twin-turbo model was developed by Carlo Facetti to contest the 1980 World Endurance Championship. He called it the Carma FF 308, and while blindingly fast, it suffered from reliability problems, and the project was soon abandoned. More successfully, in the early eighties a series of 308 GTB models were modified by Michelotto of Padova, who have done a large amount of small-series competition development work for Ferrari over the years, to become rally cars. These were raced with considerable success in Italian national rallies, and also by the French importer Charles Pozzi, whose cars included back-to-back wins in the Tour de France Auto amongst their successes. Whilst on the development front, perhaps mention should also be made of another Michelotto creation, the 308 GT/M, of which just three cars were built in 1984. In appearance it was like a scaled-down 512 BB LM, and featured a longitudinally mounted naturally-aspirated V8 engine mated to a Hewland gearbox, whilst the body was manufactured from composite materials. Its basic shape was to be found later in the GTO Evoluzione, which led into the F40 in 1987.
At the 1984 Geneva Salon Ferrari stunned the motoring world when it presented the limited production GTO, with its twin turbo longitudinally mounted 2.8 litre V8 engine producing a claimed 400 bhp. A healthy dose of steroids gave the basically 308 shaped body a muscular stance, with bulging fenders covering split rim wheels, plus deep chin and tail spoilers. There were exhaust air slots in the rear wings, striking an analogy with the front wing slots on the legendary 250 GTO of 1962. The intent of the production run had been to produce the 200 examples required to homologate the car in the group "B" competition category, but then the governing body changed the rules, leaving Ferrari with a car that had nowhere to race. They didn't have to worry, as the model captured their clients’ imagination, and the production numbers stretched from the originally proposed 200 to 272 examples. It would be fair to call this the original supercar, as its success spawned a plethora of limited series models from other high profile manufacturers.
The 308 series production run came to an end 20 years ago, a decade after its introduction, in 1985, when the 328 derivatives were announced at the Frankfurt Salon. A year later the 208s were superseded by the intercooler versions - dropping the 208 moniker to become simply the GTB Turbo and GTS Turbo - which adopted similar bodywork modifications to the 328s, production then ending in 1989.
The 308 GTB was an important model in the history of Ferrari, as it opened up Ferrari ownership to a much wider range of clients, pushing production figures to levels never previously achieved and, as previously noted, it and its successors have been the mainstay of Ferrari production for three decades.
Production Figures Model Production Period No. Built Chassis # Range
308 GTB (Fibre-glass) 1975 – 1977 808 18677 – 21289
308 GTB (Steel) 1977 – 1980 2185 20805 – 34329
308 GTS 1977 – 1980 3219 22619 – 34501
208 GTB 1980 – 1982 160 31219 – 41329
208 GTS 1980 – 1982 140 31249 – 41265
308 GTBi 1980 – 1982 494 31327 – 43059
308 GTSi 1980 – 1983 1743 31309 – 43079
308 GTB QV 1982 – 1985 748 42809 – 59071
308 GTS QV 1982 – 1985 3042 41701 – 59265
208 GTB Turbo 1981 – 1985 437 41357 – 59277
208 GTS Turbo 1982 – 1985 250 42863 – 59279
308 GTB Michelotto* 1978 – 1985 15 08380 – 31559
* This series were constructed by Michelotto of Padova on chassis from within the production series listed above, except the first which was built on a modified 308 GT4 chassis. Therefore they should not be included in the count of overall numbers built.
Source: FerrariChat.com (Mike C.)
====================================
308 GTB – 30th Anniversary
It seems quite amazing that it is already 30 years since the 308 GTB made its public debut, as the Pininfarina designed body has stood the test of time well, still looking good and able to turn heads in the street, and even to people who weren’t born when it was introduced, it is instantly recognizable as a Ferrari.
Up until the late sixties Ferrari production road cars had traditionally featured a V12 engine, but the introduction of the Dino series with V6 engines towards the end of the decade changed the situation. The new “small” Ferrari attracted a new blossoming market of youthful buyers, and was a great success in the five year production period, despite an oil crisis and increased speed control legislation worldwide. Although there was the sister Dino 308 GT4 2+2 model with a V8 engine, it was not until the introduction of the 308 GTB in 1975 that the Dino 246 GT had a true successor.
However, perhaps a short resume of eight-cylinder Ferrari engines would not be out of order, as it is 65 years since the genesis of a “Ferrari” with an eight-cylinder engine, which preceded the birth of the company by seven years. In 1940 Enzo Ferrari produced the Auto Avio Costruzioni 815 model, which was powered by an in-line 1500cc eight-cylinder engine. This model would have carried a Ferrari badge, had it not been for the terms of his employment contract severance with Alfa Romeo the previous year, which forbade the construction of a car bearing his name for a period of four years. Thus it was not until after the end of the Second World War that he was able to build cars bearing his name carrying the now legendary "Cavallino Rampante" logo.
For virtually the first decade of Ferrari’s existence there were four-, six- and twelve-cylinder engines of a wide variety of capacities produced. However, it was not until the inheritance of the works Lancia D50 Grand Prix cars midway through the 1955 season, that there was a V8 engine in the model line-up, albeit carrying a Lancia badge. In 1956 these cars were extensively modified, although they were visually very similar to their predecessor, apart from now wearing a Ferrari badge, and carried Juan-Manuel Fangio to his third consecutive World Drivers' Championship title.
The V8 Lancia engine was further developed and used in the 801 F1 car of 1957, whilst there were V8-engined sports racing cars like the 248 SP and the 268 SP of 1962. In 1964 the company's armoury in F1 was the V8-engined 158 F1 model and the flat-12 engined 512 F1, basically the same car apart from the engine configuration. The 158 F1 took John Surtees to the Drivers’ Championship title, and a combination of the two models Ferrari to the Constructors’ Championship in Formula One that year.
The V8 engine then disappeared from the Ferrari line-up for almost a decade, before the concept was resurrected on their first eight-cylinder road car, the 3-litre transverse-engined Dino 308 GT4, which appeared in 1973, and whose engine/transmission assembly was modelled on that used in the Dino 246 GT/GTS models.
This brings us up to the 308 GTB, which shared the same 3-litre V8 engine/transmission layout, and which was presented to the public in October 1975 at the Paris Salon. Although the body style was a then in vogue wedge shape, there were shades of the Dino 246 in the Pininfarina design details, like the door scallops, buttressed vertical curved rear screen and twin paired tail light treatment. It was an instant hit both with the press and the public, and this model and the succeeding V8 models have now formed the backbone of Ferrari road car production for 30 years. The 308 GTB also marked a first in Ferrari road car production as it was constructed with a fibre-glass body, although this construction method was superseded by more traditional steel and aluminium panels in late 1976 for USA market cars, and mid-1977 for European cars. A targa-roofed version, called the 308 GTS, joined the GTB in late 1977, easily identifiable by the black vinyl covered removable roof panel, and black louvred panels over the rear quarter glass.
Less obvious, but certainly more significant, was the fact that the GTB version (with the exception of the American 1978 model year) was equipped with the dry sump version of the engine, whereas the GTS was a straight carry over of the 308 GT4’s wet sump power unit.
In 1980, again due to emission legislation changes, particularly in the USA, a Bosch K-Jetronic fuel injection system replaced the quad twin-choke Weber carburettor assembly, and this led to a reduction in the power output, as it was still in relatively early stages of development for road car use, but by everyday standards of the time you were still talking about a quick car. The model names became 308 GTBi and 308 GTSi, with this badging appearing on the tail panel, whilst subtle changes to the interior trim, the most noticeable being the change of the instrument binnacle face from an aluminium to a satin black finish, coincided with the change of model name.
For the Italian market a 2-litre version of the 308 series was produced from 1980, initially normally aspirated, called the 208 GTB/S, it mirrored its 3-litre peers in appearance apart from the tail badges and satin black instead of body-colour louvres behind the headlight pods. This was superseded by a turbocharged version in 1982, which was Ferrari's first turbocharged road car, initially only available in closed form, it was designated the 208 GTB Turbo. In 1983 a targa roof 208 GTS Turbo variant became available.
The problem of strangled power was addressed in 1982 with the introduction of the quattrovalvole (four valves per cylinder) models, which redressed the balance of power in Ferrari’s favour whilst still satisfying emission legislation. There were some small external cosmetic changes to the 308 series, the most noticeable being a revised front grille layout with uncovered driving lights in the extremities, the addition of a slim louvre panel across the front lid and the “308 quattrovalvole” tail badge on both GTB and GTS. In the interior there were subtle changes to the seat stitch pattern, which now featured cloth centres as standard, although full leather was still available upon request, and the steering wheel was of a new three spoke design. The concurrent 208 Turbo models also featured the new front lid louvre, but on these models it was painted satin black to match those behind the headlight pods. This model also featured a satin black spoiler at the trailing edge of the roof as standard, which was also available as an option on the 308 Quattrovalvole.
The 308 series also spawned some competition development using the model as a base. A brutal 308 based twin-turbo model was developed by Carlo Facetti to contest the 1980 World Endurance Championship. He called it the Carma FF 308, and while blindingly fast, it suffered from reliability problems, and the project was soon abandoned. More successfully, in the early eighties a series of 308 GTB models were modified by Michelotto of Padova, who have done a large amount of small-series competition development work for Ferrari over the years, to become rally cars. These were raced with considerable success in Italian national rallies, and also by the French importer Charles Pozzi, whose cars included back-to-back wins in the Tour de France Auto amongst their successes. Whilst on the development front, perhaps mention should also be made of another Michelotto creation, the 308 GT/M, of which just three cars were built in 1984. In appearance it was like a scaled-down 512 BB LM, and featured a longitudinally mounted naturally-aspirated V8 engine mated to a Hewland gearbox, whilst the body was manufactured from composite materials. Its basic shape was to be found later in the GTO Evoluzione, which led into the F40 in 1987.
At the 1984 Geneva Salon Ferrari stunned the motoring world when it presented the limited production GTO, with its twin turbo longitudinally mounted 2.8 litre V8 engine producing a claimed 400 bhp. A healthy dose of steroids gave the basically 308 shaped body a muscular stance, with bulging fenders covering split rim wheels, plus deep chin and tail spoilers. There were exhaust air slots in the rear wings, striking an analogy with the front wing slots on the legendary 250 GTO of 1962. The intent of the production run had been to produce the 200 examples required to homologate the car in the group "B" competition category, but then the governing body changed the rules, leaving Ferrari with a car that had nowhere to race. They didn't have to worry, as the model captured their clients’ imagination, and the production numbers stretched from the originally proposed 200 to 272 examples. It would be fair to call this the original supercar, as its success spawned a plethora of limited series models from other high profile manufacturers.
The 308 series production run came to an end 20 years ago, a decade after its introduction, in 1985, when the 328 derivatives were announced at the Frankfurt Salon. A year later the 208s were superseded by the intercooler versions - dropping the 208 moniker to become simply the GTB Turbo and GTS Turbo - which adopted similar bodywork modifications to the 328s, production then ending in 1989.
The 308 GTB was an important model in the history of Ferrari, as it opened up Ferrari ownership to a much wider range of clients, pushing production figures to levels never previously achieved and, as previously noted, it and its successors have been the mainstay of Ferrari production for three decades.
Production Figures Model Production Period No. Built Chassis # Range
308 GTB (Fibre-glass) 1975 – 1977 808 18677 – 21289
308 GTB (Steel) 1977 – 1980 2185 20805 – 34329
308 GTS 1977 – 1980 3219 22619 – 34501
208 GTB 1980 – 1982 160 31219 – 41329
208 GTS 1980 – 1982 140 31249 – 41265
308 GTBi 1980 – 1982 494 31327 – 43059
308 GTSi 1980 – 1983 1743 31309 – 43079
308 GTB QV 1982 – 1985 748 42809 – 59071
308 GTS QV 1982 – 1985 3042 41701 – 59265
208 GTB Turbo 1981 – 1985 437 41357 – 59277
208 GTS Turbo 1982 – 1985 250 42863 – 59279
308 GTB Michelotto* 1978 – 1985 15 08380 – 31559
* This series were constructed by Michelotto of Padova on chassis from within the production series listed above, except the first which was built on a modified 308 GT4 chassis. Therefore they should not be included in the count of overall numbers built.
Source: FerrariChat.com (Mike C.)
* * *
Addendum
Addendum
So the saga on the Fly Yellow 81 308 was this: While Johnathan at the New Auto Toy Store seemed like a nice enough guy... the story about how long it was taking to get the car's engine serviced (was dropped for replacement of some critical parts)... which was running over a month was just a bit worrisome for me. So I decided to withdraw consideration... pull my $500 deposit.. so I guess I "had" the car for about a month so-to-speak. Found the rather reputable dealership in NY (Cannillo) and opted to try to acquire a Black 82 GTBi (rather fewer in number, less than 500 produced worldwide and in high quality).
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