Porsche Panamera - why is it so quick?

Three letters in the March 2010 Car & Driver question the 3.3 second 0-60mph time of the Porsche Panamera Turbo that was tested the December 2009 issue. That makes it potentially quicker than many cars with much more power and less weight including the McLaren F1, Ferrari Enzo and Porsche's own GT-2. Weighing 4409lbs with 500hp, on paper it shouldn't beat any of them. There are three reasons it's so quick.

All-wheel drive, the dual clutch transmission and gearing that is probably more aggressive than any performance car in history make it accelerate quicker than much more powerful and lighter cars. The Panamera Twin Turbo is in 3rd THIRD! gear by the time it hits 60mph. Many extreme cars like the Bugatti Veyron, Chevrolet Corvette ZR-1 and others go over 60mph in 1st gear. Check out the Bugatti Veyron road test with the top 10 quickest cars they have tested.

The all-wheel drive ensures no slippage unlike the others where power delivery has to be managed with available traction. I eluded to this challenge in my 60-130mph article. A 1.2 second 0-30mph time is extraordinary, on par with the AWD Veyron and GT-R. I would guess this translates to a 1.6 second 60ft at the dragstrip given the previously mentioned gearing.

The horsepower deficit is apparent in the trap speed in the 119mph range vs. the 125-130mph or higher times of the other cars. With excellent track preparation, technique and usually drag radial tires, a few have been able to match the launch of the Panamera and therefore run a much quicker quarter mile. Modern-day street car drag racing legends such as "Ranger" and "Furman" are examples of Corvette and Viper drivers who have done this.

Finally the 7-speed dual-clutch transmission means nearly uninterrupted power delivery. As one clutch disengages, the next engages with a speed and consistency that can't be humanly repeated. With 5 non-overdrive gears, it's fierce.

There is no other-worldly driving skill excuse or strongly suspect fudging of power levels in any gear with the Porsche Panamera Twin Turbo, unlike the Nissan GT-R. The car doesn't defy physics but it's transmission sure tries to make it seem so. Just wait when the new 911 Twin Turbo is tested.

The 2010 Porsche 911 Twin Turbo assuming the gearing is the same as the Panamera is that it will accelerate even quicker since it's about 800lbs lighter than the Panamera. So besides still not matching the GT-R's "factory" 'Ring time, it still won't accelerate to 130mph 1.6 seconds quicker than production models nor accelerate from 120 to 130mph in .9 seconds either in production form.

A great link for various automotive calculators courtesy of Wallace Racing. There are several for 60ft translations and various speed indicators.
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Have a question about cars you would like answered? Want to know about performance, racing, modifying, shopping, makes, models, events, etc? Ask me here: AskRobAboutCars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!

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The Best Exhaust Sounds!

Do you have a favorite exhaust or engine sound? A thunderous domestic V-8? The shriek of a Formula 1 car? The muted roar of a turbocharged powerplant? The big-rig huffing of a massive diesel?

My favorite has to be the furious bark of the Global Motorsports Group exhaust installed on the already demonic sounding Porsche Carrera GT. I once heard an '04 CGT being driven after a clutch! replacement. Yes, clutch. The full-throttle howl reminded me of an air raid siren from hell. It was at once obscenely scary yet cool beyond words. This unique system adds 19hp and 16ft lbs of torque at the rear wheels on the dyno. What's another $6,400 on this beast. Click on the video and skip to the 54 second mark. It's THAT good.

The mid-mounted 605hp V-10 in Porsche's supercar is a work of automotive art already. Unfortunately having only a 3 model-year run producing 1,270 units, it is quite rare. Some speculate disappointing sales due to it's $440,000 MSRP and not-quite-exotic-enough styling are the reasons it was discontinued. Porsche states changing airbag regulations in the US as the reason. Either way, be thankful this car exists.

The clutch is a approx 6.7" in diameter with four plates and weighs 7.7lbs. Less than half the size and weight from the Turbo in '04. This allows for a lower center of gravity by having the engine mounted lower in the car along with the dry-sump lubrication system. There is no clutch slippage so the one I heard was being test driven after the owner had driven it improperly and burned it out. Goodbye $8,000. There is no flywheel but a solid rod that acts as a torsional spring. The engine revs up and drops down like nothing else on the road at the time.

So, which would you choose? A used Carrera GT or a new Lexus LF-A? Listen to the Lexus on Youtube, I still prefer the CGT.

I've heard Ferraris with Tubi exhausts and even driven one, hard, but there is something about the CGT that is even deeper, more menacing. Lamborghinis rank up there as well. The earth-shaking 427ci V8 in the Corvette C6R race cars are cool, but not like this. Check it out.
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What is your favorite exhaust sound? Send me a note and link to: askrobaboutcars@gmail.com with some information about the vehicle and I'll post your favorite exhaust sound.The Global Motorsports Group exhaust on the Porsche Carrera GT
Porsche Carrera GT - 6 years later and still relevant among supercars


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1967 Chevrolet Camaro Pro Touring review and test drive

When invited to review and drive a heavily modified classic muscle car, it's best to jump at the chance. In this case, it is a beautiful example of a "Pro Touring" car with 550 rear wheel horsepower (about 625 crank horsepower given a 12% loss) and a modernized platform.

Pro Touring typically means a classic muscle car thoroughly upgraded with a very powerful engine, an overdrive transmission suitable for the highway and track worthy modern suspension and brake components. After all that, the chassis is reinforced to eliminate body flex and enhance handling. The two major contributors to the build of this car were Gearhead Garage in Sacramento and Campbell Auto Restoration in Campbell.

This 1967 Camaro is called "Sledgehammer" and is going to be on the auction block at Russo and Steele in January. You can tell the '67s from the rest by the wing window at the A-pillar. It also has a website here with only a few updates needed. Successful small business owner Mike Bassi tells me he has over $240,000 into the car but unfortunately it's time to sell it. You may recall I met Mike at the Goodguys Car Show in Pleasanton, CA earlier this year. Mike has a racing background in the SCCA Mazda RX-7 series. He knows cars and what they are supposed to do. In fact, he and the car placed 4th out of 70 at the autocross at that show.

Lowered, menacing and a little scary looking in the garage, it fires up with a serious growl from the blown 350ci ZZ430 crate motor with some minor chirping from the supercharger. Once inside, I immediately notice how clean it is and rather comfortable. But it's noisy, in a good way. There doesn't seem to be any sound insulation and quite honestly, in this car, that's how it should be.

The dashboard controls are late-sixties basic but with Auto Meter gauges in front of the shifter. The short backed Corbeau GTS 2 seats are quite comfortable and have had the head rests cut off for a period correct look. You sit deep in them despite their appearance are a full performance seat. I would be curious to try them out for track duty to see if additional bolsterstering would needed. Another wonderful aspect of this car, setting it apart from so many muscle cars: It has air conditioning! The leather appointed interior and Porsche carpeting add further to it's immense appeal.

Riding in the car was grin inducing. It's loud despite the soundproofing but the engine and exhaust sounds were music to the ears. Driving or riding this car is like riding a Chopper. Not something you want for a cross-country trip, but perfectly capable for many miles and looks wild and sounds bad ass. If you're not in the mood for it two things happen: You either choose not to drive it or it puts you in the mood as soon as you start it up.

The suspension was stiff yet compliant. I could feel the bumps but it wasn't harsh and the movements were not conveyed as rocking motions. My first thought was "BMW" over a particularly bumpy road. The modern components look good viewed under the hood and looking low under the rear of the car. The only problem is a slight tire rubbing when a passenger is onboard during tight right hand turns. Remember this car has 275 series rear tires. The rear suspension is a Moser 12 bolt with a Truetrac rear differential.

Finally I got to drive it. And the first thought and verbalization before anything else is a deep, "Ohhh Yeahhh" with a wicked smirk. The clutch pedal is stiff but the travel is short so it works quite well. The feel is very linear and exceptionally smooth in it's engagement. The short travel takes some getting used to but the fun is immediate. The shifter is firm but quite positive with throws that were average in length. It's a modern 5 speed transmission, but it's not a Miata, of course. Steering is direct but so smooth, not a lot of feedback is felt. Then again, I wasn't on the track either but for daily driving, it was superb. Body roll was minimal. The impression I got was driving a heavy sports car. Isn't that was Pony Car is anyway?

Acceleration is fierce. The power rush above 4500rpm is especially hard, almost disorienting. I said almost. The second time at wide open throttle you're used to it. A little bit. However starting in first gear at full throttle, once in third, the scenery is blurring and you realize you've just rushed past any national speed limit and potentially going to be in a lot of trouble if there are any witnesses. It was simply glorious, raw and beastly.

Asking what he would do differently next time, and there will be a next time, Mike responded fuel injection. I would agree as well - it allows for fine tuning, longer spark plug life and better mileage. But if there is a common element in used car ads for exotics and high-end sports cars, the mileage is almost always quite low. So really, those are moot points unless you plan on keeping your love for a while, like Mike did.

Additional accolades for the car include a write-up in Chevy High Performance, "Bad to the Bone" award at the 2007 Bowtie Bash, DeAnza College and "Sweet Sweeper" at the Goodguys November 2009 show.

According to Mike, the price range for a car like this is $80k to $160k. This is an exceptional example. Contact Mike at info@tri-phase-electric.com if you're serious about buying this car.

Below are some additional build details about the car from the owner:

The engine was designed and built by Campbell Auto Restoration and is built for the procharger blower. We are running 10 pounds of boost on 91 octane with the help of a programmable water injection system, and a J&S knock sensor system that protects the engine along with the new programmable MSD6al 2 digital ignition box. The Holly 750DP was built by the carb shop and tuned by Tim Arnett.

The Transmission is a Tremic TKO 600 with a McLeod dual disk hydraulic clutch system and an aluminum flywheel. It has a Denny's nitrous ready custom driveshaft with 1350 U joints front and rear. The Moser 12 bolt rear has a 3:73 rear ratio with a true track limited slip diff and 33 spline axels. Custom dual 3 inch stainless exhaust system with x pipe design.

We are running a Hydroboost system on Baer 13 inch brakes in front 12 inch in the rear with a relocated parking brake cable. The hydroboost is incredible to use and great in road racing situations.

It has a custom RS front end and has many billet aluminum items from the custom trunk hinges to the Ring Bros hood hinges. LED lights round out the custom tail section. We replaced the stock 67 fuel location to the license plate area like the 69's. It has a custom Rick's stainless gas tank that has a check ball and fuel door system and was built for road racing so not to lose fuel during hard corning. a 2K extra option. Inside also boosts some GT2 seats from Corbeau with Morris Concept classics 3 point seat belts. We also installed Porsche Pyle carpeting throughout. It has a Momo steering wheel with a real Ferrari horn. The wiper system is from DSE. The body is rust free and has a rhino liner underneath. It has a brand new Optima battery given to me from Optima for allowing them to use the car in a show. It is running a painless wiring system, duel electric fans and a Nascar radiator. It also has AC but currently not charged, but does work when charged.

The Wheels are custom Boze forged alloys and are a one off for this car. All lights, wipers, horn, stereo and windows work. It also has brand new glass from the full body off restoration. The list of options and custom fab work is long. It has a Bud Millard Appraisal at 230k.

Ode to the Suburban

Big and ominous, I denied the cargo and minivans to experience you. You're so long, the number of steps to get around you are twice what I'm used to. Flex fuel and LT are the unfamiliar letters on your body. I could care less about the Flex fuel unless that meant diesel. It seems like a fad right now. This LT was nice, very nice. I sung your praises when loaded but alone or backing in reverse, it was a different tune.

The door opens and long expanses of black leather greet me. Three rows of seat shaded from the tinted windows. No more beige and gray. Smooth and comfortable, the driver's chair is so relaxing. Everyone later comments how comfortable you are. The storage under the armest is huge. A few snacks, camera, radar detector, gps unit, sunglass case, all can fit. In front of the bin, the same minus the snacks, but instead are two cupholders which is removable.

A gentle step up on my toes, all six feet slide right in, passing the running boards. It's a little too tall, this glorified station wagon. Given a choice, I'd probably lower it, but you already knew that!

This modern looking dashboard has so many buttons, so many functions. The steering wheel does too and now I'm confused. It tilts nicely but won't come closer to me. I later learn the pedals will. A few minutes, a few button pushes and suddenly nice cool air starts to gently brush us. My passenger's temperature set ever so higher. XM radio sets the mood, but the rock selection on Sirius is better. Once fully loaded, that hardly matters.

There is an extra stalk on the steering column and I know the button at the tip has something to do with towing. I press it. A light comes on the dash implying a trailer. The transmission downshifts. I think I get it now. However the up/down arrows on the shaft have me wondering. So many gadgets!

Once in D for Drive, I notice there is an "M". Do I dare shift into "M"? It must mean "manual" right? A "6" appears on the dashboard readout! This limo for 8 has a 6-speed automatic transmission. Now how do I downshift? Ah yes, the arrows! Third gear barely helps down a grade when loaded. Second is a little noisy for my posse. The Suburban is so quiet and smooth, any sound out of the ordinary brings unwanted attention to it.

Just like going downhill, uphill requires more footwork. Press, press a little more, a smooth downshift. There, now we're keeping up with traffic.

In the daylight I start trying out the other buttons on the dash. Traction control is left on. At a stoplight I turn it off and go full throttle. It doesn't seem to matter on drive pavement. Backing up towards an object, a beeping sound begins. Another button turns that off, but I don't dare. This thing is huge and long after all. The big mirrors are a must.

The headlights turn on and off automatically. An identical knob next to it is for selecting 2 wheel and 4 wheel high and low. Needless to say, conditions don't dictate either one getting turned.
The elders get in and out fairly well, so does the little guy. A sliding door is nice on the minivans, but the two-step fold-forward rear seat allow the youngsters and the youthful to climb into the snug third row seat. It's a loud release and everyone watches their toes, probably unnecessary.
But wait, more buttons. A column of four next to the steering column for information displays and configuration. Pretty cool but for these few days, miles driven is all I really want to know out of curiosity.

Now I'm downtown following a nimble sedan. Well, nimble to my busload anyway. The view is nice but I have to remember my butt hangs out, far. We pull into a parking garage and the low ceiling doesn't hit us. Or is it vice versa? What a relief. The sedan goes up one level via a winding ramp. No need to panic, but I think my cargo of talking heads is paying attention to my driving now. It isn't really driving at this point, it's maneuvering. Slowly. The big rig makes it and we park. Docked! Sure enough, the wiper on the rear window rests against the ceiling. "Was the attendant supposed to let me in here?", I think it for the 3rd of 5 times.

Later, it's just me and my girl. "Woman from Tokyo" starts. Can you jam in this van? You sure can! This thing scoots pretty well but I swear I saw the gas gauge move with my foot.
I toss my sunglasses on the top of the dashboard. The clang and bounce with an unexpected noise. I tap on the surface with my hand and suddenly it's 1982 again. Hard plastic that rattles when tapped on. The doors are made of the same plastic with a narrow, hard ledge for the elbow and forearm. Obviously cost saving measures that makes me realize it's a domestic, not a high-end import. Yet pound for pound and considering utility, it's a bargain. The large windows make for good sightseeing too.

An earlier concern regarding storage capacity turned out to be baseless. It fit carry-on luggage for six people, two bags each. That included 3 females! It fit nine roller bags nearly up to the rear seatback, then the softbags arranged across the top and sides. Not bad at all.

I can't imagine hauling eight around without a cylinder per person. Add the creature comforts and this staple of American people moving has been a very satisfactory experience. More so than a nameless minivan I used years ago. Sure there are nicer SUVS, faster ones, better looking ones, but taking into account the full load, it's tough to beat.

Got a question about cars you would like answered? Performance, racing, modifying, shopping, makes, models, events, etc? Ask me here: AskRobAboutCars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!

GM's ridiculous Transformer "Bumblebee" Edition Camaro

It's insulting and it's embarrassing. An appearance package of stickers, plaques and decals and an embroidered shield for $995 on a fine car. Sure, $200 dealer-only and I get the humor. Maybe make it VIN specific for yellow cars from the dealers. At least then it's cutesy. But $995? I rarely get political but did Obama approve this? This is GM "acting stupidly".

By the time the designing, permissions, tooling and ordering is all said and done, installed at the factory, specific to this color, is this little "package" profitable for GM? How many to they expect to sell? http://www.autoweek.com/article/20090722/CARNEWS/907229993

I appreciate the humor, but don't insult the public with marketing for a child's science fiction movie on a halo car that is supposed to help save your company, however entertaining the movie might be. At least a Terminator edition could have some real performance and functional parts since the movie is less fantasy than Transformers, right? But in a way, Ford took that opportunity with the 2003-2004 Ford Mustang Cobra. It's nickname is the "Terminator" because of the styling example chosen internally, and not many cars were faster, and none for the money.

We all laughed at the the "flaming chicken" on the hood of the 70's era Trans-Ams. Now we've got another joke for the next 3 decades. If GM wants to really offer something for $995, how about making dropping the LS3 into the automatic so it's no longer "autotragic" as I wrote earlier. Other ideas would be an upgraded stereo, unique wheels, a bigger brake package, cold air induction or a more aggressive final drive ratio. Something with useful mechanical functionality, please! But $995 for stickers and not even a toy robot to put on the dash? Let's get real GM. You brought back a legend, won't even offer the automatic with the same power as the manual, cancelled the supercharged Z/28 edition; let's not make this worse, okay?

GM's flip-flop: The last of the V-8 Interceptors

The V-8 in a practical platform is a dying breed. GM flip-flopped regarding the excellent Pontiac G8 GT/GXP. This Australian-built rear-drive sedan was doomed to die with the brand. Then Bob Lutz stated there was a business case as a Chevrolet and we briefly rejoiced. Then the flop: No-go for the obtainable V-8 sedan from GM. http://www.autoweek.com/article/20090717/CARNEWS/907179998

Remember in Mad Max, Mel Gibson's character was presented with the "Last of the V8 Interceptors." Granted it was actually a fake-supercharged GT351 version of a 1973 Ford XB Falcon Hardtop but the point is valid again. If you're like me, you'll never forget that phrase. And that probably means you don't want to slap your forehead and say, "I coulda had a V-8!". The V-8 cars are disappearing and it's a sign of the times. They are becoming the last of the finest. The cliches are becoming more and more meaningful.

The pedigree and performance of the domestic V-8 has been famous (or infamous) worldwide for decades. The sound alone is revered. Ford V8s dominated at LeMans in the 60s and Chevy Corvettes won multiple times this decade. Look at NASCAR, Drag Racing and even for foreign makes such as Ferrari, Porsche, BMW and Mercedes. The G8 GT and GXP sedan offers great utility and performance for the price, as does the 300C/Charger platform. But now, with the (forced) movement towards higher mileage, the troubled domestic manufacturers will eliminate the V-8s from the sedans. Even Ford's performance sedan, the new Taurus SHO, is a turbocharged 6-cylinder.

Are we required to drive more fuel efficient cars? Not if we don't want to. What if we actually use the car for what it's designed for? Contrast that with the hundreds of thousands of pick-up trucks with empty and unused beds and SUVs when a station wagon, minivan or sedan can do do just as well. Don't even get me started.

The imports recognize the desirability of V-8s and can continue to offer them profitably. But now for the 2009 model year, Audi dropped the V8 in favor of a supercharged V6. I believe this is an early indicator for overseas manufacturers. But GM is making a mistake by not offering this car which will sell when there is so much duplicity in their current line-up. Unfortunately it's a sign of the times and foreshadowing an unfortunate end for those that want their fun and practicality on a budget. I've got one more: Get'em while you can.

Photo: The V-8 in the Corvette C5R race car.

10 years of GM's mistakes means 5 years of loss

General Motors should have consolidated brands a decade ago to avoid the position they are in. With Rick Wagoner's resignation of GM, or firing by President Obama, depending how you look at it, the reports state that GM hasn't posted a profit in 5 years. FIVE years! That is a lifetime for a company.

I pride myself on automotive product knowledge, but somehow I completely missed that GM has been hemorrhaging money for that long. No matter, it made me consolidate my thoughts about something in the back of my mind. GM missed a key business decision of eliminating brands. Hybrid SUVs were not any better.

My heart goes out to the employees who have lost their jobs at the plants, the suppliers and the dealerships. But competition, the costs of the union labor agreements and legacy costs of the pensions made GM a big medical care and pension company that is in the red. A familiar theme these days. GM should have done something unrelated to that aspect, but perhaps equally significant a long time ago.

Eliminating Oldsmobile was too little, too late. It was the tip of the iceberg. Ten years ago, not only should Oldsmobile have been eliminated, but Chevrolet trucks and the Buick nameplate too. Pontiac should have merged with Chevrolet and Cadillac. Hummer and Saab should never had entered the equation. Consolidate the small cars and sedans into Chevrolet from Pontiac and Buick by simply offering various trim levels. Have the maybe two profitable (and I'm guessing here) nameplates from Cadillac, the CTS and Escalade, sold at the Chevrolet showrooms. Put the SUVs and trucks in the GMC nameplate. Saturn would also be absorbed by Chevrolet.

I doubt GM will ever release how much they lost per brand, but lets look at what was involved. Separate bumpers front and rear, hoods, trunks, emblems interior options and materials, tail lights etc. all essentially the same platforms across the company. Development, marketing and advertising, logistics, inventory, shipping are major cost centers that could have been reduced sharply.

This massive consolidation would have eliminated billions in repetitive costs. It would also allow engineers to concentrate on modern development rather than brand differentiation. How many brands does Toyota have? Three: Toyota, Scion and Lexus with distinctly different models in each one. But they are probably pushing the envelope, having recently posted a loss as well. Nissan has kept it rather simple with two brands but have had their missteps too. I could go on addressing each manufacturer but you get the point.

Finally what about SUV and truck hybrids? A ridiculous notion only because they came BEFORE a small-car hybrid. Toyota scored a home run with the Prius, and its probably profitable for them. I will not get into debate about the carbon footprint of mining and manufacturing the battery but the 2008 Chevrolet Malibu PARTIAL hybrid was way too little, way too late.

I really want GM, Chrysler and Ford to succeed, but unfortunately we are paying for their mistakes. GM still needs to consolidate brands, immediately.