Lamborghini Aventador LP 750-4 Superveloce Roadster

The answer is V-12. The question is what is rare, powerful, makes extraordinary noises and in this case sits all by itself? All alone as in no turbos, no hybrid assist and of course, no supercharger. It is a 6.5 liter, 740hp, 12 cylinder, 48 valve wonder in the 2016 Lamborghini Aventador LP750-4 Superveloce.. An amazing, outrageous V-12 monster!

It features a carbon fiber 2-piece removable top, a carbon fiber passenger tub, scissor lift doors and
much more. This yellow example stands out like nothing else, it might be the least subtle car on the road. Deep rear diffusers, a carbon fiber wing, and the breakup of the lines with the roof removed is striking. A large, wide hood finishes off the front and the headlights feature an outline of LED running lights. This car is more transformer than anything else on the road.

A wide button on the door under the character line opens the swing-up scissor door by itself with an excellent damping motion, no worry about it swinging open too hard. Getting in is easier than some other cars with a particularly wide sill (McLaren P1), although it was still butt first. A yellow pull strap is used to bring it back down and the mechanical tolerance to close it is absolutely perfect, not even the slightest hint of slack.

Surprisingly roomy, it has good outward visibility with a very small triangular window at the base of the A-pillar that gives peeks of speed. Legroom is easily sufficient for a 6-footer and the carbon fiber backed seats were extremely comfortable, not even noticing any adjustment was needed in seat back or bottom, a very rare occurrence. Remember the Honda Del Sol? No? Well no matter, the Roadster has a small rear window that retracts downward. The gloss coat carbon fiber interior door panel isn’t for watches and bracelets though.

Turbos will muffle, electric vehicles may eventually kill it, but the V-12 is both a symphony and rock concert with volume control by the right foot and eagerly feeding the ears. Sound is such a necessary ingredient to the enthusiast’s driving experience and this monster has it in spades. Buffeting is minimal at speed and during start-up a whirring from the starter then a whoomph as the engine engages. Other sound bits include shrieking at full throttle, a zing during a rev matched downshift, rumbling at part throttle, a faint humming while driving during the cylinder deactivation, fans heard on the side from the huge intake at stoplights. Someone could write code for an EV’s sound
system to recreate this, but it would be really fake and really cheesy. Bystanders enjoy the concert from this marvel, but an intentionally fake-sound transmitting EV just begs for regulation and posers in skinny jeans.

When Lamborghini added magnetic shocks and revised the shifting of the single clutch automated transmission, and the stiff monocoque carbon fiber passenger tub, and improved steering it became a more attractive option to the owner, especially relatively uncompromised in terms of weight and stiffness as a roadster. And now, it’s a surprisingly good GT car. It’s a bit heavy and doesn’t flick in
transitions as easily like a lighter car, but it sure talks to you. In the Strada mode the ride is excellent, thanks to the inboard magnetic shocks, its firm but not punishingly so. The owner likes the Sport mode, right in between.

It isn’t without faults. The stereo is reported as terrible by any production car standards (I was busy listening to the other concert), and it needs an annoying manual re-shift to first gear when sitting at light for about five seconds. In the quest for higher horsepower, some low end torque is missing, if you can consider 509 lb-ft at 5500rpm a sacrifice, and the hit occurs at about 3500rpm. The stock exhaust sounds amazing and doesn't need modifying. The YouTube videos of exhaust revving mishaps are not from stock exhaust cars...

The owner weighed it at 3950lbs but it does have carbon ceramic rotors as standard to reel it all in. Despite the weight, the coupe still clocked a 6:59.73 at the Nurburgring. Essentially the record among all cars still in production. And one of the leading magazines ran a 10.6 second, 135mph quarter mile, it’s in a particularly rare field of performance especially among unboosted and non-hybrid vehicles.

Normally aspirated performance cars are becoming rare, and some are already commanding a premium new and on the used market. V-12s in particular are a dying breed. Hopefully they won’t be totally obsoleted, after all these rolling pieces of craftsmanship and engineering may stay around in the digital age the way analog watches have. The Aventador leads the way right now in purity and
outrageousness.

Link to pics: https://www.facebook.com/media/set/?set=a.977403555697689.1073741896.378354382269279&type=1&l=d94af3b346

Oil change interval advice from Ask Rob About Cars

The shop where I have my car serviced has been urging me to change my oil in my 2013 Mustang GT California Special more often. I've owned this vehicle since May 2012 and have 11K miles on it. Since I don't have time to drive it much I change the oil once a year since Ford recommends every 10K. The question is should I change it more often or is once a year with synthetic oil okay? Thank you, Russell in San Jose

Answer: Russell, modern engine oils and engine technology allow for the 10,000 mile oil change intervals. Keep in mind the manufacturer also offers a powertrain warranty for up to 100,000 miles so a 10k oil change interval is not harmful under “normal” conditions.

If your trips allow the engine to fully warm up and the oil temperature to get over 200 degrees regularly to evaporate moisture, you’re probably just fine. Keep in mind the manual says to start the engine every 15 days and allow it to reach normal operating temperature.

Ford puts particular emphasis on their oil life monitor stating a the oil change must be done within two weeks or 500 miles of the ENGINE OIL CHANGE DUE or OIL CHANGE message. Should the monitor be accidentally reset or inoperative, Ford states to change the oil at six months or 5000 miles and never exceed one year or 10,000 miles between oil changes. More extreme use as described in your manual will require more frequent changes and the readout should reflect this.

If you want laboratory data to compare, I highly recommend Blackstone Labs for a $28 oil analysis www.blackstone-labs.com. What would be interesting is how the oil life display readout correlates to the vehicle miles and the lab analysis.

The Ford Mustang GT350 and GT350R review

It’s the exhaust system. It’s an eye widening, amazing mechanical roar, both exotic and muscular at the same time. And that is in the Sport mode. In the standard mode, it’s a quiet cruiser and an excellent grand tourer. Comparisons to the BMW M4 are immediate and inevitable, it is that dialed in. Ford took the already very good Mustang platform and enhanced the suspension and drivetrain, and based on past drives of the current the model, the some interior bits as well.

The 2016 Ford Mustang GT350 is Ford’s flat plane crankshaft V-8 answer to the Camaro Z/28 but is absolutely street friendly and less expensive. The non-R version has a starting MSRP $47,995. It features a 5.2 liter V-8 rated at 524hp at 7500 rpm and a healthy 429 lb-ft. torque at 4,750 rpm. The 8000rpm redline makes for a long, hard pull to redline. With the exhaust in the quiet mode, and 80mph cruise is as silent as the BMW 3-series.

Styling takes the great lines of the current GT and adds more aggressive touches without overtly showing off, besides the stripes, of course. Two sets of twin exhaust tips are on either side of the rear fascia. The rear spoiler highlights the rear fascia and which had brilliant styling already. The front end slopes downward more than the standard GT. It’s subtle and very well done.

This particular one is owned by an avid collector and track day enthusiast, who also happens to have a GT350R as well. The R is reportedly the most track focused of the street legal factory track oriented versions of various cars he has experienced. The exhaust is louder (if you can believe it!) due to the lack of an intermediate resonator.  His opinion is that the GT350R was an
extreme choice for daily driving, and offered a quite different driving experience than the wonderful non-R GT350 changed when it was discovered the shipping blocks in the springs weren't removed.  However the Pilot Sport Cup 2s are temperature sensitive in case you want immediate fun. He knows what he’s talking about, with plenty of wheel time in nonstreet legal factory race cars.

There are no complaints about the car. It noticeably comes into the power band at 3500rpm, even to a passenger and is fully exploitable. The GT350 and R have been clocked running low 12s in the high teens in the quarter mile. A very similar trap speed to the BMW M4 and Corvette C7 manual.

The seats are excellent and the available features and amenities include a navigation system, rearview back-up camera and heated and air conditioned seats with the Technology package. MagneRide magnetic shocks are included in both the Technology and Track packages make for a firm, not harsh and nearly perfect for a performance car on the roads that were driven. A standard feature, and unheard of in street legal production cars until now, Electronic Line-Lock. It keeps the front brakes engaged while power can be applied to the rear wheels to spin the tires and warm them up for an ideal launch at the dragstrip.

Fortuitously the opportunity to hot lap a GT350R and quite a few others at Mazda Raceway Laguna Seca presented itself shortly after the GT350 ride. And the R was simply fantastic. Everything about it was dialed in and despite a somewhat high hood line (not as bad as a Camaro SS), the only other two vehicles that have made such an immediately impression were the Audi R8 and Ferrari 458 despite having radically different layouts. It’s that good. The new Camaro SS, far better than the Gen. 5 from last year has the potential in Z/28 form but still will have detrimental sight lines. The ATS-V with its odd gearing, severe turbo lag and terrible Cue system isn’t even a contender. The BMW M4 is close, but the soundtrack isn't engaging and the limits aren't as brutal. Considering it further, it is reminiscent of the CLK63 and C63 Black Series cars on the track. Simply brilliant considering the weight and front engine layout.

Although dynamically different than the mid-engine exotics, the GT350R is supremely driver oriented with supportive seats, an excellent shifter, great turn-in, and a confidence inspiring level grip with no body roll and extreme traction that made one feel like a hero on the track. The engine sound with the windows open was awesome and the engine revs so high, one instinctively shifts early at 7,000 rpm. It is at that high rpm can the vibration from the engine can be felt in the shifter but that was only at full throttle. Makes one wonder how much vibration can be felt in other cars at high rpm when hiding vibration isn't a priority.

Torque was abundant on the track, following in a supercharged Cadillac CTS-V, the R would accelerate out of the turns quite nicely. Its performance level limits are seemingly immediately obtainable and not as intimidating as the Viper ACR. In a head-to-head comparison versus the amazingly capable Camaro Z/28, both driven by pro driver Randy Pobst, the R
was over a second quicker on the track. The only thing missing is a rev-match feature for downshifting. Note to Ford if ever offered: Don't put redundant buttons behind the steering wheel, the worst possible location.

Factoring in price, it truly deserved the Road & Track Performance Car of the Year. It doesn’t compromise, it is practical, has a quality feel, it's engaging and an excellent choice for a do-anything performance car. If you can give up the rear seats and plan on tracking it, get the R. It is simply a supreme track monster.

Update: Randy Pobst clocked a stunning 1:36.11 at Mazda Raceway Laguna Seca in the GT350R. An absolutely amazing time!

Photos here:  https://www.facebook.com/media/set/?set=a.917600731677972.1073741881.378354382269279&type=1&l=b3ef041c3b

Ferrari 488 GTB owner interview

Over three years ago I published a comparison article of the Ferrari 458 Italia versus the McLaren MP4-12C. Now the same owner has a Ferrari 488 GTB and was gracious enough to share his insights. Tony Gaples, owner of the Blackdog Speedshop and driver of the #11 Blackdog Speedshop Chevrolet Z/28.R Camaro in the Pirelli World Challenge GTS series broadcast on CBS sports is the very happy owner of the black model pictured here.

First some background on the Ferrari 488 GTB which is the replacement for the 458 Italia, considered by many to be the best sports car in the world. Dropping the normally aspirated 4.5 liter V8 engine that peaked at 597 horsepower in the Speciale model, the engine is now a 3.9 liter twin turbo V8 producing 661 horsepower and 561 lbs ft of torque at 3,000rpm. By all accounts it is an improvement over the 458 except in one area. Read on.

Q: How would you sum up the Ferrari 488 GTB?
Everything is amazing except the exhaust sound which is exactly the same as my M5. You can't feel the turbos, I think Ferraris should always be naturally aspirated.

Q: What is your overall impression of the 488 GTB?
My overall impression of the car is Ferrari makes some of the best cars in the world. The 488 is a quarter step past the 458. I would still say the 458 is the second best manufacturer built performance car you can buy. This after its replacement, the 488. It is fast, with physics defying handling and amazing brakes all wrapped in a user friendly package with some of the best looks, which were carved in the wind tunnel.

Q: What do you like the most about it?
What I like the most can also be said about all the mid-engine Ferraris. They are like a motorcycle on four wheels. Frantic acceleration with an incredible suspension, stop-now brakes and great ergonomics.

Q: Is there anything you don’t like about it?
There isn't much to not like with the 488. Even though the turbo power comes on as if they weren't there, I feel Ferraris should be naturally aspirated. The exhaust note still has a Ferrari sound to it but not as intense as prior models without turbos. I'm not sure if I have an electrical glitch, but under heavy braking it turns on the hazard lights. This I don't like at all. I don't want to advertise how fast I'm scrubbing off speed.

Q: Any surprises with the car?
No real surprises, but I'm glad Ferrari has finally adopted a keyless ignition since you had to hit a start button anyway. Also it’s neat to have a speedometer and tachometer for the passenger. The exhaust note is reminiscent of a BMW M5, yet louder and more bravado but still definitely a Ferrari.

Q: Ferrari purposely tuned the power delivery to mimic a naturally aspirated engine. What is your feedback having experienced this?
The power and torque curve has a very naturally aspirated feeling. There's always a kick in your back with any press of the go pedal in any gear. Hard not to like, but again I prefer naturally aspirated.

Q: What differences and improvements that you noticed versus the 458 Italia?
If you had a 458 it's a natural progression sitting in the cabin if the 488, not much has changed and what has is for the better. I'm not missing a thing. The improvements are all small. More power and better usability over the 458.

Q: What about a 458 Speciale, the last normally aspirated, non-hybrid assist, mid-engine Ferrari?
I also own a 458 Speciale and will probably keep that car forever. The pinnacle of the 458's.

Q: Any plans to track the car, especially given your level of experience and knowledge?
Even though the 488 GTB comes out of the box ready for race track, I suspect I'll never take on there because if I'm at a race track I'm generally working on my #11 Blackdog Speedshop Chevrolet Z/28.R Camaro or trying to squeeze out better times from my 2014 COPO Camaro depending on the track. Note: Tony’s Copo Camaro is a deep 9-second, 140+mph dedicated drag car.

Q: Turbo cars are easy to modify with increasing boost, would you ever consider it or have you looked into it?
I don't anticipate playing with the turbos on the 488 for more power, but we may see some Blackdog turbo packages for Camaros and Corvettes in the future.

Q: Assuming McLaren has made improvements to their cars over the years, would you consider a 650S or 675LT?
After the McLaren MP4-12C I've been soured on buying another McLaren. They may be much better cars now, but I'm not going to take the risk to find out.

Q: Any final words?
It’s fast as (insert favorite expletive here)! In any gear.

Update: A the Ferrari Finali Mondiali, I had a guess ride in a stock 488 GTB at Daytona International Speedway on December 4th . Driven by Toni Vilander, factory AF Corse Ferrari driver. It sounds great but the exhaust note is definitely muted as Tony stated. Blazingly fast, we hit 182mph on the back half of the track! It's an absolutely outstanding car.

The 2016 Porsche Cayman GT4 might be the optimal sports car

What more can be said about the Porsche Cayman GT4 that hasn’t been said already about the Cayman S and GTS? Take the best sports car under $100k, give it more power, grip and aero, keep it under $100k still, and it keeps the title. And of course, one of the best overall sports cars period. Mid-engine, light weight, powerful and Porsche quality adds up to a near perfect package.

This 2016 GT4 is a gorgeous Sapphire Blue on 20” thin spoke wheels showing lots of big brakes and red calipers. The 20” wheels allow and dictate great body curves with an aggressive but not overly obtrusive wing. Porsche Carbon Ceramic Brakes, also known as PCCBs were not chosen due to the cost of the option and replacement cost if the car is tracked regularly.

This GT4 will likely be tracked at least once, and always driven with passion. The owner knows Porsches and previous cars he’s owned being a 996 GT3 and 997 GT3 RS 3.8 with lap times at Mazda Raceway Laguna Seca of 1:37.7 and 1:36.369 respectively on Hoosier R6 DOTs. So rest assured this car will be driven as designed, and represented very well. Tidbit: The GT4’s front axle from the 911 GT3.

Typical Porsche quality and workmanship is featured throughout the cabin, even the pull straps in lieu of door handles are designed and installed with care and a smooth, bolt-action precision feel when opening the door from within; from a pull strap mechanism, no less! The deep, one-piece carbon fiber backed lightweight sport buckets from the 918 Spyder are very comfortable once you get used to the
fixed, upright backrest angle. However, they have an extremely wide range of height adjustment and plenty of leg room. One interior complaint is the parking brake switch, never knowing which direction activates it versus release, and the sound is noticeable. Sometimes leaving an intrusive manual lever is best.

The GT4 3.8 liter boxer 6 cylinder engine is from the Porsche 911, supposedly filling up the available space so that the PDK dual-clutch won’t fit, leaving only a manual, albeit with very tall gearing, one of the few complaints about the car. Rated at 385hp, Car & Driver magazine tested it in the ¼ mile in 12.3 seconds at 117mph; roughly the same as the new Corvette manual. This is easily a high 11-second car if it had the PDK transmission, especially with more aggressive ratios. The EPA rating isn’t exceptional at 18 city and 23 highway. Do you care about that in a high performance car? The curb weight is only 3,050 pounds!

The owner reports the brakes are extreme, the massive rotors along with the 245-front, 295-rear Michelin Pilot Sport Cup 2s mounted on 8.5” and 11” wheels had a 70mph-0 braking distance of 151 feet which is exceptional. Understeer has been reported by the magazines but keyboard warriors probably don’t know an aggressive, track-oriented alignment could change that. From a lapping perspective, Randy Pobst, clocked a 1:37.43 at Mazda Raceway Laguna Seca. This is quicker than the new Corvette and any other sub-500hp car. except of course, a 997 Porsche 911 GT3 RS 3.8 liter. Motor Trend used to have a summary of their excellent "Laguna Lap" reference, but now Fastestlaps.com is keeping track for therm.

The sport exhaust has a great tone, very sporty yet not overly obtrusive nor obnoxious. It fits its size, power and intent. Especially with the auto rev-match downshifting which makes anyone sound like a pro. The Cayman GT4 is easily a daily driver or a track star with a purity that is quickly going away: Normally aspirated, light weight, rear wheel drive, no hybrid assist, manual transmission yet still livable and practical enough despite the mid-engine layout with impressive performance. Does it really get any better?

Album pics: https://www.facebook.com/media/set/?set=a.983478208423557.1073741898.378354382269279&type=1&l=b0c30677b1

Pirelli World Challenge is the best racing you have never seen

On Sunday, September 13th of this year, the best racing in the western hemisphere concluded its season at nearby Mazda Raceway Laguna Seca but few actually witnessed it. Why is it so good? Because the Pirelli World Challenge GT cars are closely related to what is sold to the public, it is a 50 minute sprint, and the action is fierce. The short race duration means it is easy to follow without a
scoreboard, there is no pit stop, driver change or fueling strategy. It is intense and spectator friendly.

The problem is awareness, competition from another series, lack of a timely broadcasts on a major network and overall malaise regarding auto racing in the US. Imagine seeing your favorite exotic and performance cars racing neck and neck in a big group of twists and turns. These are not overweight, under-tired, under-braked special construction cars that go around in circles with no relation
whatsoever to what is on the street.

This series features raced prepped models such as: Ferrari 458, Porsche GT3, McLaren 650S, Mercedes SLS, Audi R8, Bentley Continental, Nissan GT-R, Aston Martin Vantage, Dodge Viper, Lamborghini Gallardo, BMW Z4, Cadillac ATS-V* and Acura TLX*. The last two are notable because of the extreme modifications to allow them to participate and be competitive. The ATS-V is essentially a purpose-built race car with the engine relocated much further back in the chassis. Same with the Acura but all wheel drive is added. So neither translates well at all to the street version, but manufacturer involvement is always good and the racing is close.

For some reason there are no privateers racing Corvettes unlike past years. The base LT1 engine would need modifying and the Z06 LT4 engine is unsuitable for motorsport circuit racing because it is supercharged. Next year will likely see the Lamborghini Huracan making an appearance. And soon the Ferrari 488 GTB will show up as well, but detuned like the McLaren, down to roughly 550hp to
keep parity. Parity is always a topic of debate, the desire to keep the racing close yet still let the cars do the talking. Since the Viper,  McLaren, Ferrari are all over 600hp stock now, and Porsche has had 600hp-plus production engines, it would be a good time to let the cars run at stock power levels instead of de-tuned.

The series had multiple support races occurring over the weekend as well as some vendor booths for the fans that always have some really cool clothes, memorabilia, artwork and more. The Maserati Trofeo race sounds and looks great, but isn’t the fastest. Unfortunately the Pirelli World Challenge (PWC) series is diluted with multiple, slower classes that make tracking and caring about the results too complicated. GTS, GTA, TC, TCA, TCB etc. is just too much. Granted amateurs should be recognized as well as the pros, but this many classes just makes for a big, “Who cares?” Most fans just want to know the finish order, not what classes did what. It was purer when it was just GT and Touring Car only.

The final race was an exciting one, with hard charger Olivier Beretta moving up from 12th in his Ferrari 458 GT3 challenging Johnny O’Connell in the factory Cadillac ATS-VR GT3 for 3rd place with 10 laps to go. A bad pass attempt by Beretta spun them both, and a drive-through penalty still had Beretta ahead of O’Connell for the series championship but unfortunately contact with the wall 4 laps before the finish gave the championship O’Connell and Cadillac, their 4th consecutive one. Just shows what a great race car Cadillac built and what a great race car driver Johnny O’Connell is. Even if you scoff at a factory effort, special construction car competing against the exotics, it is still a notable accomplishment.

Next year Nissan will be involved with the GT-R (one of the taller race cars), the aforementioned Ferrari and Lamborghini will appear as well as the Mercedes AMG GT. The Pirelli World Challenge series will be in the Bay Area twice in 2016. First at Sonoma Raceway the weekend of September 17th & 18th and back at Mazda Raceway Laguna Seca October 8th & 9th. Don’t miss it this time!

Album pics: https://www.facebook.com/media/set/?set=a.983483338423044.1073741899.378354382269279&type=1&l=b3d71b5fec

The 2015 San Francisco International Auto Show review

The 58th annual San Francisco International Auto Show is being held Saturday, November 21st through Sunday, November 29th at the Moscone Center featuring thirty-eight of the major manufacturers in in the world. Skipping Thanksgiving, the show hours go until 9pm except Friday and Saturdays until 10pm. Tickets are a bargain at only $10, and children under 12 are free. Just make sure they respect the cars…

Numerous special attractions are always part of the show such as special interest vehicles and driving simulators. Test drives are available, and although downtown San Francisco is hardly ideal, bumpy city streets and a short stint on the highway can reveal a lot. Ford, Mazda, Mercedes Benz, Smart and Toyota all offer test drives, including some electric models. If you're attending or a shopper, be sure to stop by the Myhopscotch.com car buying service booth and enter to win a $1000 cash prize. Changing the car buying experience, they claim a $4480 average savings for their clients.

The Academy of Art Classic Car Collection is always impressive, with excellent examples on display. Be sure to find the Auto Salon, it can be easily missed in the Esplanade Ballroom. Race cars from past and present in Gasoline Alley can have some highlights as well as real duds. The Ferrari Club of America is gracious enough to have cars on display, always an open question of what will be there, past and present models. The classic car collection is a must see for aficionados this year but the Ferrari display is by owners and has no new models.

Some of the featured cars from each make are roped off. The Corvette Z06, the Hellcat Charger, Cadillac CTS-V, Lexus GS-F, Porsche 918 Spyder, Audi R8, and Ford GT350 could not be accessed. There is no Viper or Viper ACR, no Acura NSX, no Ford GT, no Porsche GT3, or any new Ferrari. Bentley and Maserati have limited access areas for good reason because their cars look amazing.

How they manage the crowds and sticky hands from children must be a sight to see. The Japanese automakers seem to all be moving towards taillights that sweep forward into the side body of the car, a trend they really need to move away from, and quickly.

Surprises included a Pagani Huayra, Bugatti Veyron, and the Porsche 918. The race car display should be relocated to the esplanade where the Auto Salon cars are located since they are harder to find and far more interesting. However since many are roped off with hoods closed, repetitive four door sedans and few if any fact sheets, it was rather boring along with limited photo opportunities because of being parked so close together and roped off. The “stance” cars all look like they have broken axles and as for the modified ones, an enthusiast in California would ask how many have actually seen a track or a passing smog certificate? In theory, with 40 awards to be handed out, just nearly every car there can win one. It is a must see, regardless of your opinion of them.

The show is excellent, providing variety for everyone and the $10 entry fee a bargain considering parking will cost more than the entry fee. The spokespersons in attendance are knowledgeable about the cars for the average shopper and if they don’t know an answer, are able to obtain answers when asked. The show appeals to enthusiasts, shoppers and the curious looking for something to do. Be sure to attend the best new car auto show in Northern California.

Picture album, 60 pics! https://www.facebook.com/media/set/?set=a.732614963509884.1073741869.378354382269279&type=1&l=01c2f43ddc

The Quail Motorsports Gathering expands in 2015

Not much can be said about The Quail automotive event that hasn’t been already. Held on Friday, August 14th at The Quail Lodge and Golf Club in Carmel-By-The Sea. It was the must-attend event on that day. When one stays at a “car show” from 8:30am to 4pm as an attendee, you know it is something very special. I was barely able to wrap my head around its awesomeness, I finally set out to experience a variety of cuisines and they were amazing. This year the show expanded across the street at the expense of very close parking to include additional displays, vendors and food tents.

Ferrari was prominently on display this year, whether it was the spectacular custom coachbuilt Ferraris that seemed underappreciated, a gaggle of F50s which is almost unheard of in the US or a couple of LaFerraris with stunning paintwork.

Other categories were the Long Tail Cars of Le Mans, Iconic Pre-1965 Porsches, Pre-War Sports & Racing, Post-War Sports, Supercars, and Sports & Racing Motorcycles. The manufacturer displays were amazing as always. BMW in the center with their colorful 3.0 CSL Hommage R, Bentley had their stunning 1/1 EXP 10 Speed 6, Lamborghini President Stephan Winkelmann presented the world debut of the Aventador LP 750-4 Superveloce Roadster, Pagani had a large display with a bunch of cars cleverly spread out for lots of photo opportunities. Porsche had the 911 GT3 RS and the previous generation RS 4.0. Also, Acura, Audi, Cadillac, Koenigsegg, Lincoln, Maserati, Rolls Royce (that Wraith!) and others all had the latest or amazing on their stages. The stunning Speedback GT, a rebodied, reimagined Jaguar XKR by David Brown Automotive harkened back to the days of custom coachwork sports cars.

Speaking of custom, the Coachbuilt Ferraris were extra special. Based on the blazing fast F12 grand tourer, the elegance of the Touring Superleggera Berlinetta Luso matched the name beautifully. Another highlight was the visit by the Ford GT350s who were racing and hotlapping at nearby Mazda Raceway Laguna Seca. And several of those GT350s were brand new if you catch my drift…

The food pavilions featuring the cuisines from Bangkok, Beverly Hills, Chicago, Hong Kong, New York and Paris were absolutely delicious, representing locations of the Peninsula Hotels. Spending the entire day from media preview to close meant sampling nearly everything. Unfortunately, this meant missing the nearby Bonhams Auction although the walk there was like attending an exotic car show in itself. In the other direction, the Porsche Zentrum building featured the Porsche Cayman GT4.

Always entertaining, the Fireside Chat with German Formula One Champion Jochen Mass delighted the crowd with accounts of his 114 Formula One World Championship Grand Prix races while interviewed by Alain de Cadenet. British Sports Car Racing Champion DerekBell and his son, Justin Bell, British race car driver and renowned U.S.-based media personality traded stories from their combined decades-long careers on the main stage .

In the morning, The Honorable Sir Michael Kadoorie, Chairman of The Hong Kong and Shanghai Hotels, Limited, joined by William E. Connor and Christian Philippsen opened the day by detailing plans for a new international automotive award, The Peninsula Classics Best of the Best. Starting in 2016, the new award will bring together the best of show winners from six of the top concourse events from around the globe to The Quail stage, to compete for the title of the most exceptional car in the world. Truly a destination event in itself.

This year, the Best of Show went to the 1968 Alfa Romeo Tipo 33 Stradale seen in the slideshow. Exclusive, and expensive, The Quail is a unique and splendid experience that every enthusiast should include on their bucket list.

Album here: https://www.facebook.com/media/set/?set=a.695515513886496.1073741863.378354382269279&type=1&l=741e8d23f3

The McCall Motorworks Revival party of magical machines with tires

Kicking off the Monterey Car Week, Gordon McCall’s Motorworks Revival celebrated its 24th anniversary on Wednesday, August 12th, 2015. Held at the Monterey Jet Center in two hangers, the party once again thoroughly entertained all who attended. Starting at 5pm with a photo opportunity and being greeted with a flute of Champagne, it was a red carpet experience.

Seemingly more aviation themed than the past few years, automotive and motorcyclist enthusiasts were not disappointed. There are not many other events where you can speak with Horace Pagani in front of his artful supercars or with Christian von Koenigsegg at his One:1 display. There were many other notable displays. Honda brought their new NSX as well as the HondaJet aircraft, Maserati, Singer Porsche, McLaren with a 650S Spider and 570S and seeing the new Ford GT in person was a real treat. Mecum brought in vehicles to preview before their auction at the Hyatt as well which was another photo opportunity.

Tickets started at $350 or $425 the day of the event, but besides the airplanes, helicopters, and all types of wonderful automobiles, guests enjoyed complimentary champagne and wines from Bernardus and Roederer Estate along with delicious hors d'oeuvre and lite bites, an oyster bar and various desserts. It was quite divine from a culinary perspective besides a visual perspective.
Benefitting the California Highway Patrol 11-99 Foundation for spouses and children of fallen officers, an auction was held featuring a 1956 356 Porsche replica, a Baume Mercier Capeland chronograph timepiece, a four-day driving experience at the Bondurant High Performance School of Driving, a vintage styled electric bike with CHP motif and a collection of products donated by CosBar of Carmel.

And of course well known attendees included Keanu Reeves, Wayne Carini, Adam Carollla and Reggie Jackson. Other notables from the motorsports arena included last names such as Bondurant, Brock, Sullivan, Rainey and Lawson. The only minor negative was not enough seating for the ladies in their glamorous attire with corresponding shoes. The thoughtful gift bag included a very nice color program, bottled water, a McCall hat and some little snacks. Truly a kickoff, it’s a sneak peak of all the awesome cars that are seen or spotted throughout the week with access like none other. It’s an opportunity to feel like a VIP, to truly attend and experience something magical among works of art and science that happen to have tires.

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The 59th annual Hillsborough Concours D'Elegance

Located at the ideal setting of a golf course and notably the last remaining Concours show in the Bay Area, the 59th annual Hillsborough Concours D’elegance was held July 19th at Crystal Springs Golf Course in Burlingame, CA. One would expect lots of road noise from the nearby I-280 expressway but that isn’t he case, nor is it what attendees heard.

Despite the hot weather, and thankful it wasn’t a pavement based show with heat reflecting off the asphalt, the commentary on the public address system by the ever-smooth John Joss was delightful. And so was the variety of automobiles, from pre-war luxury cars, newer exotics, racers, a small collection of motorcycles and basically everything that is cool whether old, new, slow or fast. Rolling
artwork and sculptures, as always.

Heavy on giving back, the Hillsborough Concours d’Elegance Foundation is a 501(c)(3) Not-For-Profit Organization. There are numerous other sponsors and charities involved. One particularly special moment was the remembrance of friends of the show that had since passed on. Instead of a moment of silence, it was a rev-off. A superbly clever idea of revving the engines of the participating cars at the top of the pre-announced hour as a tribute to those no longer with us. A great and memorable idea.

Hopefully the show will continue its wonderful existence with its outstanding community support and sponsors as a premier event in the Bay Area while a preview of the Monterey Weekend at a fraction of the cost. Be sure to check out the website for more information, the class winners and the Best of Show, a stunning 1964 Ferrari 250LM.

The snarling supercharged Jaguar F Type R coupe

Jaguar wowed the performance car arena when it introduced the voluptuously curved F-Type coupe. A front engine two seater available as both a coupe and a convertible, the more seductive model is actually the one that cannot take off its top.

This particular 2015 example is the supercharged R model producing 550hp routed to the rear wheels via an 8 speed automatic torque converter transmission. This particular combination is extremely responsive and with the Dynamic Mode, the exhaust provides regular conversation of the impolite kind. The Type R sounds so good, the engine start-up helped close the sale of this particular example.

The owner, an experienced track day participant has had a variety of high performance cars,
most recently a Mercedes C63 coupe which is possibly one of the best all-around performance
cars on in the sub $100k market. But it isn’t exotic and visceral as this fast feline. The Nissan GT-R was briefly considered but should be part of the Infinity dealer experience, not Nissan. And the styling is dated and definitely lacks artsy, enticing curves.

This one is Ultimate Black with a nice metallic flake, optional blacked out trim and darkened wheels. A nice touch and partially addressing the widely reported tail happiness, Michelin Pilot Sport Cup tires upgraded one size to 265s in the front and 305s in the rear. When on public roads, the limits are extremely high, and only a fool would explore them with stability control switched off. To experience
the tail happiness, you’re either drifting or going way, way above the posted speed limit.

Some also say the interior is space is too tight but there are much more cramped two-seaters on the market. This one fits two six foot plus adults easily. Extra passenger legroom beyond what was needed was limited; reclining the 14-way adjustable seat meant having the seat bottom automatically move forward, or moving the seat back meant the backrest automatically moving upright. It was done quietly without the sound of creaking leather at the limit of seat travel. Another refined touch was the fact that the footwell didn’t get warm despite multiple blasts of acceleration. The interior is eautifully finished in black trim accents, black leather and red stitching. Configurable lighting adds a custom touch and the flat bottom steering wheel looks aggressive and was part of the blackout package.
Everything looks properly luxurious, designed with care and well made.

Multiple aspects are especially appreciated, per the owner. The sound of course, yet the mufflers can be hushed with a rocker switch on the center console! The styling is exceptional, it’s very omfortable and a quiet cruiser at speed on the highway and the adjustable shocks make for a nicely compliant ride. Another surprise for the owner….no squeaks or rattles!

Asked about any disappointments, a little bit of slop in the knobs and buttons was one item, although they looked quite good. Also his opinion was that the Meridian Sound System was lacking. What is appreciated about the ’15 model from a purist’s perspective, is the rear wheel drive. The 2016 R models are all wheel drive only.

The F-Type R is a sexy beast that sounds far better than the supercharged V-6 non-R models. Truly a fun, curvaceous grand touring two seater that makes for a strong argument for a fast, engaging personal luxury coupe with real sounds and organic curves that is immensely fun to drive but practical enough for a trip to the grocery store or the gym.

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Abolish wasteful and unfair HOV Lanes and FasTrak restrictions

HOV lanes waste gasoline and are bad for the environment. How often have you sat idling, virtually motionless when an occasional vehicle drives by? How about watching the traffic reports on the news and seeing the HOV lanes severely underutilized while hundreds or thousands of cars sit idle or barely moving? Imagine the wasted fuel and exhaust emissions as tens or hundreds of thousands of
vehicles sitting twice a day for hours while an adjacent lane is open. Let’s toss in the ill-conceived notion of FasTrak access while we’re at it.

Wasting gas and contributing to polluting the environment are the major drawbacks of HOV lanes. Discriminatory access is patently unfair. Productivity delays and wear and tear are secondary. The intent of the expressway system is to allow as much traffic as possible to move efficiently and safely. That’s it, no other function or purpose. People will carpool if possible. They already use mass transit when they can. The cost of living is high, gas prices are never satisfactory, automobiles are expensive and people will carpool with the incentive of reducing costs. Penalizing other drivers by forcing them into less lanes while one lane is underutilized is nearly criminal in its stupidity, discrimination and environmental impact.

The original intent of the carpool lanes is to encourage or reward people who share rides going to work. Let's look at who it penalizes:

1. Company employees who don't have co-workers living near each other.
2. People whose schedules require them to do things outside of the normal commute to work and home. This could include children, classes, gym, errands, appointments, etc.
3. Any employee whose job requires travel such as sales, repair, delivery, services, either regularly or sporadically.
4. Flex-hour" employees who drive before 9am or after 3pm.
5. Any person who is off work during the week and must plan on traffic back-ups during the week while attending to personal business.
6. Those that cannot afford, need or can drive a qualified hybrid or electric vehicle. How many minivans and pick-up trucks qualify for carpool lanes? Should they qualify? We’ll address that too.

Now let's look what at the NEGATIVE aspects of more cars forced into LESS lanes
means:

1. Long back-ups consume more gas. Far more than the gas saved by the carpools.
2. Carpool lanes contribute to congestion. Every commuter on 280, 680, 237, 85, San Tomas, etc. recognizes this every weekday. They force traffic into less available lanes. One estimate is twenty percent greater congestion: www.thenewspaper.com/news/10/1047.asp
3.  Longer back-ups cause more pollution. These are environmental disasters in every area where thousands of cars idle while there are under-utilized lanes that would allow the average speed of all traffic to increase significantly.
4. Delays, pollution and consuming more gas negatively affect the economy. The money spent could be channeled elsewhere.
5. Large speed differentials in two different lanes is dangerous due to visual perception, merging, etc.

And of course the failed logic of both carpool and FasTrak lanes:

1. FasTrak lanes are not enforceable. Many don’t have cameras to count occupants and how will it count rear seat occupants anyway. FasTrak lanes with license plate cameras cannot know how many occupants a registered FasTrak owner has in the vehicle, penalizing the FasTrak owner if not solo when in a monitored lane. It’s ridiculous in the sheer stupidity.
2. Enforcement is unrealistic. Wasting police time and slowing traffic spotting solo drivers only to find out there is a small child or infant obscured by legally tinted windows. Cameras won’t work for the same reason.
3. Why do more fuel efficient vehicles get to travel more efficiently when less efficient vehicles are stuck in inefficient back-ups?
4. Why do two people in a 15mpg truck have HOV access instead of an over 40mpg diesel (Update: actually 50mpg until the upcoming VW recall) in the regular lanes? Why are 40mpg gas/diesel vehicles not allowed when a hybrid SUV is allowed, possibly with a solo occupant is getting 28mpg and likely far less.
5. If the HOV lanes are fully utilized, then all the lanes are at capacity so what difference does it make that there is a restricted one?
6. And finally, why do archaic toll booths even continue to exist? To waste more fuel due to congestion?

The current and proposed incentives are also illogical. Motorcyclists, electric vehicle and (most) hybrid owners don’t need discounts, they are already saving fuel! Taxing gasoline isn’t a solution because hybrids and electric vehicles don’t consume as much gas but they still contribute to highway wear. The ride-sharing public? They already recognized savings and discounts by their act alone.
There is a real hypocrisy with hybrid SUVs and luxury sedans that are efficient, but do not "save" fuel consumption versus a less powerful or smaller sized vehicle. In other words, a larger, heavier or more powerful hybrid whose fuel efficiency is the same as a non-hybrid still receives a carpool sticker. This makes no sense.

If revenue must be realized by vehicles on the road then the best method is a reader system like the Washington State “Good To Go!” program. Their solution is a coded decal on the windshield or motorcycle headlight or a license plate mounted unit and supplemented by license plate readers for those who don’t have an account. Every vehicle on the road then accounts for its presence. Those who do not have an online account or credit card on file will simply be mailed a monthly bill. But NO method should ever be used to restrict lane access.

The bottom line is carpool lanes need to be abolished. All lawful drivers have the right to use all the lanes. If revenue must be raised, the only fair, logical, environmentally friendly and enforceable method to collect funds is license plate cameras or coded windshield decal headers regardless of the vehicle type of number of occupants. Its time our local and state representatives as well as CalTrans wake up and do what is right for commuters and the environment. Until then, the rest of us should drive in whatever lane is available and most efficient.

2015 Porsche Cayman GTS review and test drive

The 2015 Porsche Caymen GTS is the now the best all-around sports car under one hundred thousand dollars, replacing the prior title holder, the Porsche Caymen S. Take everything the prior S model is, add horsepower and a more track and driver oriented, visceral demeanor while retaining streetability, and that is the GTS. Besides horsepower, it adds a new body kit, a sport exhaust system, 20”
wheels and a lower ride height versus the S.

Conveying the balanced perfection of a Cayman isn’t easy unless it’s driven. The latest generation gives it a more exotic, grown-up look. Inside, the familiar ideal seating position with excellent outward visibility. Every surface visually sculpted, everything that is touched has an engineered quality with logic of the controls. For performance driving or track days it has a lower ride height, among the lowest center of gravity among production cars, and an engine placed where it’s supposed to be, right behind you.

The sport exhaust reminds the driver that there is a constant interaction and involvement driving the car. The ride is firm but not choppy, giving the driver constant, subtle communication of what is going on with the road surface. With the Porsche Active Stability Management (PASM), the Sport mode provides a firmer ride without being punishing.

Additionally, the Sport Chrono package has a digital and analog lap timer along with a Sport Plus mode ideally suited for track duty with a firmer ride and more responsive steering. It’s as if it is ready to pounce and roar with the slightest provocation. In both the Sport and Sport Plus modes, the active transmission mounts provide an even more direct feel.

While 340hp isn’t a lot, Porsche lists the curb weight at 3,031 pounds for the 7speed dual clutch (PDK) transmission equipped model. Quite extraordinary in a modern vehicle. The S model is a high-12 second car in the quarter mile, quicker than most. The GTS is quicker still. The competition is still quicker, but this car is so good, so well made, you don’t care. And the mileage isn’t so bad either, 22mpg city, 31 highway. This isn't a high strung, fragile exotic. Porsche quality is among the best, their recall rate is among the lowest, the warranty is 4 years or 50,000 miles and it has 12 year corrosion warranty.

Purists may scoff at an automated transmission, but this dual clutch unit is wonderful. And so precisely dialed in with the engine, it’s like driving a precision watch and being the puppet master of machinery. Pull a paddle, the tachometer needle immediately goes to a higher rpm reading with an associated sound, pull it again, make more music, press on the throttle and feel the direct response as a result of foot pressure. It sings, it talks, it snarls, its snarky and it can just cruise effortlessly. Listen to the start-up sound clip at the bottom.

It isn't just the driving experience, the cockpit layout, the controls, the 18-way adaptive seats with ventilation, the seatbelts are easy to reach, especially for a coupe. The  cargo area in the rear has a cover that moves with the hatch back. Up front, the frunk also offers usable space along with tools and an air compressor for tire inflation. A cover for the battery and fluid reservoirs is easily removed and right below the windshield. The owner, a longtime Porsche owner is very happy with this GTS, which replaced the Cayman S I reviewed previously. The only aspect he would change would be a front end lift for driveways and speedbumps as well as a front camera but is more than happy as equipped.

Porsche upped the ante in with the new Cayman GTS. More power, a crisper, more aggressive mode for the street or track, more aggressive styling and luxury amenities combined with the ideal dimensions and engine layout. It’s not the fastest, but it is among the best. Perhaps most importantly at the sub-$100k price point, the most satisfying overall.

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A review of the extraordinary Ferrari LaFerrari

You could hear it coming from behind as you walk on the sidewalk of Main Street. A deep mechanical humming with a 12 cylinder bark at low speeds. It wasn't visible yet, the Giallo Triplo Strato (pearlescent yellow) would soon stand out, despite being absurdly low to the ground. It sets off car alarms in the downtown area. And then it appears, all sorts of mechanical noises from the back, the long nose in front. And a stunning touch, blue carbon fiber instead of black. Giving the ultra-rare car an even more custom, specially tailored look.

This is the LaFerrari. A name you quickly don’t mind once you see the car in person. It’s forgotten when you hear it start up and rolling. Only 499 of these will be made by Ferrari. Seeing them roped off at Goodwood and passing by at a distance, I was non-committal about the car. Now, having time to view it at all angles up close, and then being a part of the V-12 experience, it’s now my favorite car, of all time. I don’t care if it costs 1.5 million dollars. Its a hypercar and I'm in love.

The V-12 produces 789hp by itself. A stunning number and one of the most powerful naturally aspirated engines in automotive production history. It has a throaty roar at low rpm and a deep scream in the upper rpm range. The sound is simply glorious and it trumps everything else that isn’t a mid-engine supercar. This is the only way to go, a large displacement mid-engine and it must be experienced at least once.

Asking the owner who has spent some time with the car observing the factory break-in, one of the most surprising elements is how quiet, smooth and comfortable the car is, including space in the cabin. Besides the passenger leg room being compromised, it is a very comfortable car with fixed seats from the factory as part of the carbon fiber occupant tub. The pedals are adjustable and the seatback angle is the only seat position adjustment measured by the factory. The back-up camera is a much liked and appreciated feature, although a front camera is needed with the long, low nose.

Other dynamics that stand out are the razor sharp throttle response. There is no lag, no hesitation, the acceleration rate occurs based on throttle position until you lose traction. And what accompanies all that is glorious, howling V-12 soundtrack. It is the acceleration and volume control that goes to eleven. The transmission shifts are perfectly adaptable to around town driving yet fast and sudden during monster full-throttle runs.

Steering and turn-in are extremely responsive and said to be similar to his Ferrari 458 Speciale. When taking an on ramp at a speed that seemed impossible for anything that seats four adults, let alone two, hard jerks on the wheel to the inside of the turn redirected the nose into an even tighter arc without lean, delay or slop. This car demands comparisons to open-wheel race cars.

P1 comparisons are also inevitable since he owns both, and the track could be the deal breaker for picking a favorite. However the LaFerrari is quieter at cruising speeds, has a more compliant ride, quicker throttle and steering response, more interior room, a more stylish interior and puts the power to the ground better. This is a case where 950hp is better harnessed having a big, heavy V-12 close to the drive wheels with ultra-wide 345 series special model Pirelli P Zero Corsa tires providing traction. Under similar conditions, the  traction control doesn’t seem as intrusive and we speculated that the rear brakes are not activated as quickly or programmed to be less intrusive. There is less “scrabbling” for traction from the tires. Another interesting point, is the electronic differential may also play a role versus the open differential in the P1. Perhaps the recent Motor Trend test of the same car I reviewed suggests this as well. While the McLaren has the swoopy, outrageous styling, it appears shorter by more than the 5”. However the sound of the V-12 trumps all. It is that compelling, that memorable.

The only potential improvement in this masterpiece is lighter weight. The chosen color combination of the metallic yellow, blue carbon fiber, blue brake calipers and black wheels is masterful. I’m uncertain a traditional red colored model could be better configured from a visual standpoint.
There is a hybrid function, very limited by itself for approximately 6 miles but an extra 161 horsepower never hurt anyone except in weight gain. There is an engine stop-start function that should never have been offered. On second thought, hearing the V-12 start often could be a plus.

The center of gravity is 1.4 inches lower than its predecessor, the Enzo. At speed it produces an amazing 800lbs of downforce. Acceleration is brutal. At full throttle the sound is filling your ears while pinning your head against the headrest. First and second gears occur so quickly, that in 3rd gear you’re over 90mph and that sinking feeling in your stomach is building in intensity and
not falling off as speeds approach the triple digits.

Ferrari has made a glorious machine with extraordinary capabilities, a driving experience that is comparable to a race car but on pump gas, with a warranty and pedigree of a successful motorsports company. The question now is what would be different besides less weight if the electric portion of the powertrain is removed?

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2015 Porsche 911 Turbo S test drive and review

What does a successful businessman with a background in drag racing, modifying domestic cars and owns a Z51 optioned C6 Corvette buy when he’s shopping for premier performance cars? After doing a lot of research, Porsche became an obvious consideration. The polarizing styling of the new Corvette along with the experience with the C6 eliminated the new Z06 from contention.

Having no luck with a test drive of a Turbo S at the first dealer, the second one welcomed him with a test drive and multiple launch control demonstrations. And that was it, he was sold. Mark Blackwell loves his Turbo S and I do too. I had to keep reminding myself I didn’t have the funds to purchase it, otherwise I would have blurted out, “How much do you want for it?” several times. There is no
question this is one of the best overall performance cars in the world.

Besides the obvious headlining acceleration, Mark feels it is better looking every time he looks at it. The lines of the body seem to show better in gray color rather than being hidden by black. The only thing he would like to change is being able to activate the front and rear active aerodynamics independently. The Porsche owner retention marketing is exceptional with invitations to multiple product track events, mailings and more.

The acceleration challenges your perception of time and distance. While seemingly bending physics, the speedometer reading throws you off as it moves in 25mph increments rather than the 10mph mere mortals and drivers of obtanium are accustomed to. And looking in the rear view mirror, the cars behind you are so much further back than you recall experiencing on a more regular and mundane basis.

How does this translate to quantifiable numbers? Try Car and Driver’s recently instrumented test: 0-60mph in 2.5 seconds and a 10.6 second quarter mile at 130mph. Superbike territory from a car with a full warranty and a luxurious interior on pump gas. Demonstrating launch control, the back of my head hit the seat cushion and stayed seemingly pinned there for an extended period. Its
warp drive activation that you never forget. On our lunatic launch control, which is quite easy to activate compared to other makes, is a 5,000rpm clutch dump that produced a little bit of tire squeal from the front tires. The exhaust burbles coming to a stop and downshifting at low speeds and isn't too intrusive on the highway. Conversation was easy and the stereo at low volume was still easy to hear.

The lateral g-forces measured by C&D was 1.07g on stock 20” Pirelli P Zeros, this car is equipped with wider tires on sophisticated looking HRE 21” wheels. The fronts are 255, up from 245 and the rears are 325, up from 305. They allow a full view of the Porsche carbon ceramic brakes (PCCB) and yellow calipers. Adding to that set-up are TechArt three-quarter inch lowering springs. Taking a
banked off ramp at speed produced a hysterical giggling at the absurd speed it could enable. Even when exceeding the car’s limits despite the rear wheel steering, stability control gently intervened helping the driver correct our course rather easily.

The 991 generation is bigger than the previous 997. It’s longer, wider and lower with a 4" longer wheelbase. In conversation with a knowledgeable fan of Porsche, he pointed out it is more of a rear mid-engine car now, rather than rear-engine. The rear is wider and looks it. It looks more exotic. The rear fender hips are outrageously bulging over the exotic single-lug wheels. Headlights are stacked
and recall the Carrera GT.

The interior is modern art and engineering. Even the cupholders are worthy of admiration, the trim work and leather dashboard a touch of class. Surprisingly the front cargo space is only 2 cubic feet less than the seemingly huge hatch area of the new Corvette and remains out of site versus exposed under glass and for the center-of-gravity geeks, stores lower as well. The 18-way adaptive seats are perfect, even for a serious weight lifter. The car looks more exotic than the previous generation 997, it is quieter on the highway and the PDK transmission is exceptional around town and at full throttle.

Interestingly, Porsche changed the gear ratios in the transmission to more conservative ratios than the past where 60mph was in third gear. Now it isn’t even the top of second. This means there is even more acceleration potential. The monster brakes are 16.1” in front and
15.4” in the rear. The boxer motor is rated at 560hp at 6750 rpm and the torque peak is 516 lbs. ft. at a low 2100 rpm and an overboost function of 553 lbs ft. Supposedly these are based on 93 octane figures. Which implies the engine control unit will “tune up” when better gas is used than California’s overpriced slop.

This is a budget Veyron with more luxury, available customization and tunability with exquisite engineering. The added dimensions really add an element to the car, so besides a flat-6 engine hidden deep and low under the rear hood, it does show quite well.