Ferrari 512 For Sale

Ferrari 512 From Wikipedia, the free encyclopedia Jump to: navigation, search This article is about the early 1970s race cars. For road cars designated 512 BB/i, 512 TR or F512M see Ferrari Berlinetta Boxer and Ferrari Testarossa respectively. Nino Vaccarella driving Ferrari 512S Spyder (chassis #1042) at the 1970 1000km Nürburgring, finishing third with Surtees Ferrari 512S Ferrari 512S at Goodwood Festival of Speed 2009 Problems listening to this file? See media help. Ferrari 512 S was the designation of 25 five litre sports cars built until January 1970, related to the Ferrari P sports prototypes. The V12-powered cars were entered in the 1970 World Sportscar Championship season[1] by the factory (Scuderia Ferrari, SEFAC) and private teams. Later that year, modified versions resembling the main competitor Porsche 917 were called Ferrari 512 M (for modificata). In the 1971 World Sportscar Championship season, the factory focused on the new Ferrari 312PB and abandoned the 512 which was only entered by privateers. From 1972 onwards, the 512 (as the 917) was withdrawn from the world championship following a change in the regulations, and some 512 in private hands were entered in CanAm and Interserie races. Contents 1 Nomenclature 2 History 3 Cars built 4 The drivers of the 512S factory cars 5 See also 6 Notes 7 References [edit] Nomenclature Ferrari 512 is the name of several race and road cars built by Ferrari. The name might indicate that the displacement of the V12 engine would be roughly 5.0 L. This may not always be the case since Ferrari would sometimes use the rather odd system of designating individual cylinder displacement for their V12 engines. For example, in the cases of the 250 GTO or 365 Daytona, when times 12, will give a total displacement of 3000 and 4380 cc. However, in the specific case of world sports car championship and the FIA /24 hours of Le Mans Sports 25 racing cars, regulations in those days restricted maximum displacement to 5.0 L. The Ferrari 512 displaced 4993 cc (bore 87.0 mm, stroke 70.0 mm) so that the "512" designation should be interpreted as "5.0 L/12 cylinders". Later flat-V12 powered Ferrari road-cars also used this type of designation. [edit] History Until 1967, Ferrari raced four litre prototypes (see Ferrari P), but due to high speeds achieved in Le Mans also by the seven litre V8 Ford GT40, the rules were changed for 1968 limiting Group 6 Prototypes to a maximum engine capacity of 3.0 litres, as in Formula 1. Despite having a suitable engine, Ferrari sat out the 1968 season, to return in 1969 with the Ferrari 312P. In that year, Porsche had taken full advantage of a loop hole with the Porsche 917, making the risky investment of building 25 examples of a 5.0 L car to allow homologation into the FIA's Group 5 Sports Car category. Selling a part of his business to Fiat, Enzo Ferrari raised the funds to match that risky investment. Surplus cars were intended to be sold to racing customers, which means that several dozen high powered sports cars were available, and with each requiring two drivers in an endurance race, there was a shortage of experienced pilots. The motor of the 512S was a total new 60° V12 with 560 PS (412 kW) output. Compared to Porsche's air-cooled flat-12, it needed a maze of cooling pipes and a heavy radiator. Since the chassis was of sturded steel, reinforced with aluminium sheet, weight was 100 kg more than that of the alloy-framed 917. Notwithstanding the weight difference and higher center of gravity, the Ferrari 512S and Porsche 917 were theoretically fairly even matched. At the beginning of 1970 the Ferrari 512s were hampered by predictable teething problems, including a weak suspension and transmission bothers. But the fact that Porsche had already six months of equally mixed experience with its 917 in 1969 should be decisive for the rest of the season. Contrary to Porsche, Ferrari did not organise an intramural competition. At Porsche, JWA Gulf, KG Porsche Salzburg and later Martini Racing, received all direct factory support. Thus, at least four cars were real works cars, without putting strain on the factory itself, as personnel and funds were provided by these professional teams. And even the privateers like AAW Shell Racing and David Piper Racing received a much better support than Ferrari's clients. Ferrari did not adopt this modern scheme, but entered cars themselves in the traditional manner, as Spa Ferrari SEFAC. Having only few Formula 1 drivers under contract in the previous years, with the sports car aces driving for Porsche, Ferrari could barely find qualified drivers for its entries. Beside the factory cars, there were the private cars of Scuderia Filipinetti, NART, Écurie Francorchamps, Scuderia Picchio Rosso, Gelo Racing Team and Escuderia Montjuich. Those private cars never received the same support from the factory. They were considered as field fillers, never as candidate for a win. At the end of the 1970 season, Ferrari had won the 12 hours of Sebring, while Porsche 917 and 908 took all other nine wins of the championship season. At Le Mans, the Ferrari suffered from reliability problems, although it was considered to be equally fast as the 917. Four 512s were entered by Ferrari for that race, but the Vaccarella/Giunti car was out after 7 laps, the Merzario/Regazzoni car was out after 38 laps and the Bell/Peterson car was out a lap later, and about 5 hours later the Ickx/Schetty car was out after 142 laps. For speed tracks such as Le Mans, Spa, Monza and the Osterrichring, an extra rear body panel designed to suit the 512 better for fast tracks was fitted on the car. The modified 512M had proven to be fast at the end of the season, and Ickx/Giunti also won[2] the Kyalami non-championship Springbok 9 hours race. As the loop hole for the five litre sports cars would become obsolete after 1971, Ferrari decided to abandon factory entries of the 512 in favor of developing a new three litre prototype. In 1971, Penske entered an improved 512M (#1040) in Sunoco livery which was able to challenge the 917, taking pole position several times. [edit] Cars built Mike Parkes with Scuderia Filipinetti's Ferrari 512S (#1008) at 1000km Nürburgring 1970, finishing 4th with Herbert Müller Modified Ferrari 512M (#1044) of Herbert Müller, 1971 on the Nürburgring Just in time for the 24h of Daytona, Ferrari in January 1970 presented the required number of 25 512S, as 17 complete cars and 8 assembly kits, to the homologation authorities. Of those cars, fitted with the traditional even chassis numbers, ranging from 1002[3] to 1050, 19 were raced in 1970, 5 of them being spyders. Unlike Porsche, which has built over 50 917s in total, Ferrari could not sell off all surplus cars, and chassis 1046 was given to Pininfarina to be turned into a show car, the Ferrari 512 S Modulo. The only 512 chassis winning major races in 1970 were 1026 (Sebring) and 1010 (Kyalami). Of the 25 cars manufactured for the 1970 season, but not raced that year, the 1020 was converted at the end of the season as a 512M and sold to NART, which entered it in competition in 1971. The 1024 remained unsold in 1970, was transformed into a 512M and sold one year later to the Scuderia Brescia Corse. The 1036 was used as test car by the racing division of Ferrari. Later it was sold to Solar Productions for Steve McQueen's Le Mans, also known as French Kiss with Death. The 1040, sold to Chris Cord and Steve Earle, was entered in 1971 by Penske at Daytona, Sebring, Le Mans and Watkins Glen, setting the pole positions at the American tracks. The 1046 had been disassembled for parts, used for the construction of the Pininfarina Ferrari Modulo, and likely remains under that body in Pininfarina's museum. The 1048 was sold as test car to Scuderia Filipinetti but not raced in 1970. The 1050 was sold to Corrado Manfredini (but only as chassis plus body), combined with parts of 1022 and 1032, transformed into a 512M and raced in 1971. Eventually the factory team used nine cars for international endurance racing. The Scuderia Filipinetti (Switzerland, Herbert Müller) and NART raced two cars each. Écurie Francorchamps (Belgian importer of Ferrari), Escuderia Montjuich (Spain), Gelo Racing Team (Germany) and Picchio Rosso raced one car each. After the 1022, bought by the last team, was destroyed at the 24 Hours of Daytona, they would use the 1032. During the 1970 race season several other Ferraris 512S were destroyed. That was the case with the 1012 spyder after its crash at practice for the ADAC 1000km Nürburgring. The 1026, having been raced as factory car #7 by Derek Bell and Ronnie Peterson at the 1970 Le Mans 24 hours, was destroyed during the Le Mans film by Derek Bell. The 1032 chassis number was subject of controversy in the 1980s, and even Christies was involved. Indeed on the reconversion of the 1032 into a 512M parts were used to rebuild it on the 1050 chassis. Up from November 1970 there was no longer a 1032. Nevertheless Christies let believe in 1989 that a replica, built by England's Michael Cane, was the rebuilt 1032. [edit] The drivers of the 512S factory cars Compared to Porsche which since the mid-1960s strived to align the top sports car drivers of that era, Ferrari's Mauro Forghieri could not count exclusively on top racers in their quest to win the 1970 International Championship for Makes, as Ferrari had abandoned sports car racing after 1967, save for few entries in 1969. Clay Regazzoni and Jacky Ickx, who had returned from Brabham, were Ferrari's F1 men for 1970, but as endurance racing typically requires two drivers per car, at least six more drivers were needed to enter four cars, to match the four or more Porsche factory-backed entries. Also, Alfa entered factory prototype cars, and competed for drivers. Starting the season, former Ferrari work's driver Pedro Rodríguez had been lost to Porsche's JWA Gulf Racing of John Wyer, and to BRM in F1, while another former work's racer, Chris Amon was now involved in F1 with March, just like Mario Andretti. It was scheduled that Regazzoni, Ickx, Ignazio Giunti, Peter Schetty, Nino Vaccarella and Arturo Merzario should race as many rounds as possible. Only Vaccarella and Schetty were free from F1 obligations. Although fast, they were not such typical all-rounders as Jo Siffert, Brian Redman, Vic Elford, Hans Herrmann and Pedro Rodriguez (of them Rodriguez raced F1 for BRM, but had not the same heavy testing duties as most other F1 racers). Vaccarella was "the man of the rocky mountains" at the Targa Florio and Schetty was the specialist of hillclimbing racing were Porsche was also a dominant factor. Unfortunately, Derek Bell and Jackie Oliver were also unavailable at most endurance races, since they drove F1 for Brabham and BRM. John Surtees, who had quit Ferrari in 1966 after an argument with Eugenio Dragoni, returned for the races in Monza, Spa and at the Nürburgring. Whilst JWA Gulf, KG Salzburg and Martini Racing could count on stable pairings for the whole season, Ferrari's race director Mauro Forghieri had to change his pairings over and over. Eventually his top racer Mario Andretti could only be present for the three American rounds (Daytona, Sebring and Watkins Glen). In total 12 different drivers were seen in 1970 at the wheel of a factory 512S. Of them the promising Ignazio Giunti did nine of the ten rounds, being only absent at the BOAC 1000 km. Merzario and Vaccarella made seven entries, Ickx and Schetty six of the ten. Only Vaccarella and Surtees were 35 years old or older. Except for Clay Regazzoni (31), all others were younger than 30 years, with Ickx (25), Peterson (26), Merzario (27) and Bell (28). Peterson was only hired for Le Mans, a serious mistake by Forghieri who should have offered him a full year contract. Another handicap for Ferrari was its full season commitment to F1 racing, so that the 512S cars did not received full technical help at all times. Ickx finished second in the F1 World Championship and won three races, while Regazzoni finished third and won once. Both failed to surpass the points tally of late Jochen Rindt, who had a fatal accident during practice for the 1970 Italian Grand Prix. Of the 12 work's racers on Ferrari 512S in 1970, nine are still alive. Ignazio Giunti was killed in Buenos Aires in January 1971, driving the brand new Ferrari 312PB. He was leading the 1971 1000 km Buenos Aires race when he collided with the Matra which Jean-Pierre Beltoise was attempting to push back to the pits after running out of fuel. Giunti sustained injuries from which he would not survive. Ronnie Peterson, who started his F1 career in 1971, died from injuries that occurred during the 1978 Italian Grand Prix start. Regazzoni, having been paralyzed from the waist down following an accident at the 1980 United States Grand Prix West, died in a car accident in Italy on December 15, 2006. [edit] See also Ferrari 512 S Modulo [edit] Notes Wikimedia Commons has media related to: Ferrari 512 ^ http://www.wspr-racing.com/wspr/results/wscc/ms1970.html ^ http://wspr-racing.com/wspr/results/spring/spring1970.html ^ http://www.wspr-racing.com/chassis/512.htm [edit] References http://www.ultimatecarpage.com/car/2181/Ferrari-512-S.html http://www.imca-slotracing.com/Ferrari%20512S.htm || Ferrari Berlinetta Boxer From Wikipedia, the free encyclopedia Jump to: navigation, search Ferrari Berlinetta Boxer Manufacturer Ferrari Production 1973–1984 2,323 produced Assembly Maranello, Italy Predecessor Ferrari 365 GTB/4 Successor Ferrari Testarossa Class Sports car Body style(s) Berlinetta Layout RMR layout Transmission(s) 5-speed manual 365 GT4 BB Production 1973–1976 387 produced Engine(s) 4.4 L H12 BB 512 Production 1976–1981 929 produced Engine(s) 5.0 L H12 BB 512i Production 1981–1984 1,007 produced Engine(s) 5.0 L FI H12 A Ferrari Berlinetta Boxer is one of a series of cars produced by Ferrari in Italy between 1973 and 1984. They used a mid-mounted flat-12 (180° V12, not actually with a Boxer crankshaft) engine, replacing the FR layout Daytona, and were succeeded in the Ferrari stable by the Testarossa. Production of the BB was a major step for Enzo Ferrari. He felt that a mid-engined road car would be too difficult for his buyers to handle, and it took many years for his engineers to convince him to adopt the layout. This attitude began to change as the marque lost its racing dominance in the late 1950s to mid-engined competitors. The mid-engined 4-, 6-, and 8-cylinder Dino racing cars were the result, and Ferrari later allowed for the production Dino road cars to use the layout as well. The company also moved its V12 engines to the rear with its P and LM racing cars, but the Daytona was launched with its engine in front. It was not until 1971 that a mid-engined 12-cylinder road car would appear. No BB was ever originally sold in North America, as Enzo did not believe it to be worth the cost of federalizing. However, third parties made conversions, and quite a few of them are now in the United States. Contents 1 365 GT4 BB 2 512 BB 3 512i BB 4 Specifications and performance 5 References [edit] 365 GT4 BB The first "Boxer" was the 365 GT4 BB shown at the 1971 Turin Motor Show. Designed to rival the Lamborghini Miura, it was finally released for sale in 1973 at the Paris Motor Show. 387 were built, with 88 in right-hand drive (of which 58 for the UK market), making it the rarest of all Berlinetta Boxers. The Pininfarina-designed body was an angular wedge with popup headlights. Though it shared its numerical designation with the Daytona, the Boxer was radically different. It was a mid-engined car like the Dino, and the now flat-12 engine was mounted longitudinally rather than transversely. The engine shared its internal dimensions with the V12 from the Daytona, but was spread out to 180° as on Ferrari's 1970 Formula One car and was mounted above a five-speed manual transmission. One major difference in this engine was its use of timing belts rather than chains. [edit] 512 BB The 365 was updated as the BB 512 in 1976, resurrecting the name of the earlier Ferrari 512 racer. The engine was larger at 4942 cc, had an increased compression ratio of 9.2:1, and a new dual plate clutch to handle the added power and ease pedal effort. Dry sump lubrication was used to prevent oil starvation in hard cornering due to revised rear suspension and wider rear tires. External differentiators included a new front spoiler, wider rear tires, added NACA side air vents ducting air to the brakes, and four tail lights (instead of six). 929 BB 512 models were produced. [edit] 512i BB The Bosch K-Jetronic CIS fuel injected BB 512i introduced in 1981 was the last of the series. The fuel injected motor produced cleaner emissions and offered a better balance of performance and daily-driver temperament. External differentiators from the BB 512 besides badging include a change to metric sized wheels and the Michelin TRX metric tire system, small white running lights in the nose, and red rear fog lamps outboard of the exhaust pipes in the rear valance. 1,007 BB 512i models were produced. [edit] Specifications and performance Measurements are notoriously variable, inaccurate, and definitionally vague even from Ferrari-issued sources of the same period. For example, the workshop manual documents maximum speed (typically speed at redline) whereas the owner's manual documents "attainable" speed which appears to be speed at maximum HP per RPM not exceeding redline; for the 512 and 512i, this is likely not the maximum speed. Also, the workshop manual does not consistently distinguish measurements between the carbureted (512) and injected (512i) engines except with respect to the fuel delivery system, even though it is common knowledge that differences exist. Owner's Manuals 365 512 512i Power 344 hp (257 kW) @ 7200 rpm 360 hp (268 kW) @ 7000 rpm 340 hp (254 kW) @ 6000 rpm Torque 302 lb·ft (409 N·m) @ 3900 rpm 333 lb·ft (451 N·m) @ 4600 rpm 333 lb·ft (451 N·m) @ 4200 rpm Redline 7000 rpm 7000 rpm 6600 rpm Attainable speed 188 mph (303 km/h) @ 7000 rpm 188 mph (303 km/h) @ 6200 rpm 160 mph (260 km/h) @ 6000 rpm 0–100 km/h (0-62 mph) 5.4 secs n/a n/a Dry weight 1,235 kg (2,723 lb) 1,596 kg (3,519 lb) n/a Kerb weight n/a n/a 1,580 kg (3,483 lb) Workshop Manual 365 512 & 512i Power 344 hp (257 kW) @7200 rpm 360 hp (268 kW) @6200 rpm Torque 41.7 kg·m (409 N·m; 302 lb·ft) @ 3900 rpm 46 kg·m (450 N·m; 330 lb·ft) @ 4600 rpm Redline 7000 rpm 6600 rpm Maximum speed 302 km/h (188 mph) 303 km/h (188 mph) 0–100 km/h (0-62 mph) 5.4 secs 5.4 secs Dry weight 1,235 kg (2,723 lb) 1,515 kg (3,340 lb) Kerb weight n/a n/a [edit] References Buckley, Martin & Rees, Chris (1998). World Encyclopedia of Cars. London: Anness Publishing. ISBN 1-84038-083-7.  Ferrari Workshop/Repair Manual 365GT4/BB - BB512 - BB512i.  Ferrari 365 GT4/BB Instruction Book.  Ferrari BB512 Instruction Book.  Ferrari BB512i Owner's Manual.  v â€¢ d â€¢ e « previous — Ferrari road car timeline, 1960s–present Type 1960s 1970s 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 FR/FMR 2-seat GT 250 275 365 GTB/4 Daytona 550 575M 599 America 330 365 2+2 V12 250GT 330GT 365GT 365GTC/4 GT4 2+2 400 400i 412 456 456 M 612 2+2 V8 California V12 250 GTO 599 GTO RMR V6/V8 Dino 206 Dino 246 GT 308GTB 308i 308 QV 328 348 360 458 246 GTS 308 GTS 208 208 Turbo GTB/GTS Turbo F355 F430 2+2 Dino GT4 Mondial 8 Mondial QV 3.2 Mondial Mondial t flat-12 365BB 512 BB 512 BBi Testarossa 512TR F512M V12/V8 250 LM 288 GTO F40 F50 Enzo Ferrari || HOME CLASSIFIEDS Ferrari 512 Classifieds Search Submit Advert Manage my Ads Help/FAQ Dealer Info Tools Email Notifications My Bookmarks Resources Fraud Warnings HPI Check Car Saving Plan Car Finance Car Insurance Car Servicing Car Warranty Number Plate Search Feeds List Gallery Map Filter Show: Sort: PostCode: Ferrari 512 BB  (1978) 56,089 miles, Ferrari 512BB. January 1978, red original black bottom car with sabia interior with black inserts.Documented 56089 miles. Complete original service wallet, service book ... Full Details Stock List Huddersfield Italia Autosport £85,000 Ferrari 512M – 1995 'N'  (1995) 8,000 miles, Rosso Corsa with Crema Interior, Nero Dashboard, Bordeux Carpets, Crema Headlining, Air Conditioning, 18" Speedline Split Rim Alloy Wheels, Electronic Suspension, Stereo ... Full Details Stock List Lyndhurst Meridien Modena £94,995 Ferrari BB 512i Berlinetta Boxer Coupe  (1984) 22,084 miles, Red Coupe with Tan Leather interior. Petrol, 5-Speed Manual, . AM/FM, Wheels, Leather Interior SurfaceThis 1984 Ferrari BB 512i Berlinetta Boxer Coupe . It ... Full Details Stock List New York Exotic Classics Ferrari 512 BBi for sale **LHD** - Swiss Title  (1983) 29,000 miles, Launched during October 1981's Paris Salon, Ferrari's 512i BB most notably marked the arrival of fuel injection on Ferrari's Flat-12. Replacing the familiar Weber carbs (seen ... Full Details Stock List Chorleywood, HERTS. (M25 J18) DK Engineering Ferrari 512 BBi - The last UK car supplied - Recent Cambelts  (1984) :: SOLD VIA PISTONHEADS :: DK Engineering FERRARI 512 BB  (1978) 31,000 miles, Red over black with black leather interior. Covered 31,000 miles. All original equipment and in excellent condition. Price to include a new MOT and cambelt service. With ... Full Details Lancashire Premium Advert £89,000 Over 15 days 1982 Ferrari 512 BBi  (1982) This immaculate Ferrari has covered a genuine mileage of circa 78000 kms in the hands of just 3 owners, the last of whom has owned the car for more than 20 years. Finished in ... Full Details Stock List Richmond Coys 1980 Ferrari 512 BB  (1980) 38,000 miles, Red with cream hide with red cloth inserts-as per the injection model-red carpets.Air conditioned,sports exhaust.Original books,tools-including briefcase tool ... Full Details Stock List Surrey Rardley Motors £84,990 Ferrari 512 512 M  (1995) 5,900 miles, Rosso Corsa Coupe. 4.9 litre, Manual. M Registration. 1995 M reg with 5,900 miles. Rosso Corsa with Crema Leather.Nero Dashboard with Bordeaux Carpets, ... Full Details Stock List Hampshire Clinkard Performance Cars £84,995 F512TR  (1995) 6,227 miles, 4943cc, Manual. Rosso Corsa with Cream interior.Crema Luggage Straps, 5 Spoke Wheels, Rosso Carpets, Rosso StitchingLeather Trim, Air Conditioning, ... Full Details Stock List Swindon Dick Lovett Sporting ltd £74,950 Ferrari 512 BB Carburettor for sale  (1978) :: SOLD VIA PISTONHEADS :: DK Engineering Standard Adverts F512TR  (1992) 27,000 miles, Manual, FFSH, Rosso Corsa with Creama interior, Tubi Exhaust, in excellent condition.Change of circumstances forcing sale, an appreciating much loved classic.... Full Details Devon £57,500 11 days Term & Conditions Hosted by Carrenza Copyright © PistonHeads.com ® 1998-2010 || SPECIFICATIONS BEST VIEWED WITH "Ferrari is not a car, it's a way of life." - Enzo Ferrari The Testarossa debuted at the Paris Motor Show in 1984. Its name derived from the 1957 Ferrari 250 GT featuring a 60 degree V-12 engine that won many endurance races with legendary drivers such as Hill, Collins, and Gendebien. It was this engine that reached a specific power in excess of 100 horsepower per liter first. This high output engine featured red valve head covers (instead of the usual black); thus, it came to be known as the "Testarossa" which means "red head". In 1984, the name Testarossa was given to the car that was to achieve many awards including "Design of the Year" and the "Car Design Award". Acclaim recognized not only the aesthetics of the car but its technical accomplishments as well. The Testarossa was not only powerful, but fast. It was also comfortable. It became an immediate success with both critics and the public alike. It's difficult to surpass excellence, particularly when comparing it with the Testarossa -- a car which had already attained a very high level of performance, maximum speed, acceleration, and road handling. How was it possible to proceed one step further? In 1991, the answer was the Ferrari 512 TR. The new testarossa represented a big step up in Ferrari performance. With 41 more horsepower than its predecessor, the new 428 bhp engine shaves a big 1.0 seconds off the already impressive 5.7 second 0-60 mph speed. The chassis has been extensively reconstructed as has the 5 speed manual transmission, and brakes. A minor facelift adds to the new bodywork giving the TR a more aggressive, lean look yet holds that timeless Testarossa style intact. I've always loved Ferraris for their beauty and power, but one that really caught my attention was the Ferrari 512 TR. I hope to test drive one someday. The closest I've ever come to driving the Ferrari 512 TR is in the game Need For Speed by Electronic Arts. This is one of the best racing games I have ever played. This Exotic Cars & Sports Cars WebRing site is owned by Arnold Lee. JOIN the Exotic Cars & Sports Cars WebRing? [Skip Prev] [Prev] [Next] [Skip Next] [Random] [Next 5] [List Sites] © 1998 Arnold Lee.GRAD '98 ROCKS! E-mail me at testarossa@unforgettable.com || No web site is configured at this address.