The Ferrari Finali Mondiali

For the first time in the US, the Ferrari Challenge series world championships were held at Daytona International Speedway the weekend of December 4^th. Featuring races, displays, exhibition laps, a show and more.  Ferrari has history at the track and it's a world class venue appropriate for such an event. Although tailored for Ferrari fans, the event was only $10 for the public. Not well attended in superspeedway terms or any other except by owners, it was spectacular for the car and racing enthusiast for multiple reasons. And less crowds meant excellent access, as good as it gets.

Shell had a small booth, really the only the third party that was there, showing the advantages of the VPower Nitro+ premium gasoline. Shell has partnered with Ferrari from even before their first road car in 1947 and to this day they are an integral partner with Ferrari. Every Ferrari, Maserati and BMW M use the cleanest gasoline VPower Nitro+ for less deposits, corrosion and wear versus other brands. Ferrari also uses the patented PurePlus technology oil from Shell for reduced wear, better temperature protection and cleanest burning for reduced engine wear and varnish.

The main events were the 458 Challenge series championships. Two different classes, Pirelli Trofeo for the near pro level drivers and Coppa Shell (Shell Cup) for the amateur class. Vehicle count was healthy and it was for all intents and purposes ran exactly like a major event. The level of organization and participation was impressive.

There was so much more than the racing however. The hot lap sessions offered ultra-exotic sights and sounds all weekend. The 1,036 horsepower Corse Clienti FXX-K cars positively screamed around the road circuit and exceeded over 200mph on the back straight banking. 599XX cars were also numerous and offered similar sounds and heroic speeds. One Enzo based FXX was observed.

Historic F1 cars were also present and running. By historic I mean not only 1970s or so but also only a generation or two old. Which meant former champion Ferrari Formula 1 drivers Sebastian Vettel and Kimi Raikonnen put on a clinic in the 2009 V8 cars. Howling down the front straight, they were spectacular, a real treat on Sunday. Complete with burnouts and a fan/worker/technician/media scrum in the grass to celebrate. Later two historic Daytona winners were rolled out for a memorable photo shoot.

Earlier at the press conference, Seb and Kim, Fiat Chrysler CEO Sergio Marchionne and team boss Maurizio Arrivabene were present. Both drivers are looking forward to more grip offered by the next season's tire size upgrade and stating they wouldn't mind more power either. Also they expect big changes in how the current test mules evolve for next season. Sergio remarked how a return to NASCAR was in order and felt aerodynamics needed further development for their F1 program.

Ferrari worked closely with the Ferrari Club of America to have members participate in volume. And they sure did, coming from all over the country with their cars. The show on infield was The Quail level in exclusivity. Multiple LaFerraris, F60 Americas, special body cars, historic racers and more. The participation was essential for the Saturday night logistical nightmare attempt at beating the largest parade of Ferraris. Early estimates of 1100 cars suggested breaking the record of 964 held at Silverstone but Guinness Book of World Records officially stated 809 cars unfortunately. If all had drivers versus being parked, my guess it would have been broken. Staging that many cars is always a big challenge. It really didn’t matter, it was spectacular.

One of the temporary buildings had a working Ferrari showroom with new models present with color samples for paint, brake calipers, leather and more. A home equity line approval would have been dangerous… Another building was for the advertising of Classiche program of factory restorations, customization program, re-bodies and more. On display was a flawless 250 GTO with an estimated worth of over $50 million. In glasses in office was a recreation of the binders of all their historical build sheets.

Saturday night was an invitation only cocktail reception but it was really just a huge champagne and wine party with a special auction tossed in. Not much different fashion-wise than McCall's Motorworks Revival, it was a lot of fun, although I draw the line at silver sequined Mens moccasins. The award ceremony for the regional and overall champion drivers was very dignified along with kind words from Sergio Marchionne.  Besides world champion drivers suits selling in the 5-digit teens, LaFerrari number 500, built especially for charity sale to benefit the victims of the August 24^th Central Italy earthquake. A record price for a LaFerrari and the highest price paid for a vehicle produced this twenty-first century, sold for $7 million. Later, the evening closed by being treated to tunes spun by former Formula 1 and champion sports car driver DJ Giancarlo Fischella. The free poster and prints were very nice giveaways.

One miss was the Ferrari clothing and gear store that was well picked over. Ferrari could have had one three times larger with even more variety and still have done very well. What also should have been available was the promotion video shown during the cocktail reception. It was spectacularly done and worthy buying on DVD or on a memory drive.

VIP rides was one of the last events on Sunday. Stock 488 GTBs were driven by none other than Kimi Raikonnen, Sebestian Vettel, and mine was AF Corse Ferrari team driver and Le Man winner Toni Vilander. Holy cow its eye widening what a 10 second car felt like with insane brakes to match. I kept thinking we would overshoot the turns. But it was on the back half of the Speedway, not even on a full lap, the acceleration was relentless. All I could see in the passenger seat was the track surface in the left hand turn starting at the windshield header and disappearing under the car. Well into the triple digits is when the lateral g-force push could be felt. When I finally looked over at the end of the straight, the speedometer had just showed 182mph! It wasn’t even a full lap it and it was incredible! The car sounds great but just doesn’t have that naturally aspirated howl. A catback exhaust system would make it perfect.

The Finali Mondiali easily could be a more commercial event, but it certainly met the needs and expectations of fans and owners. The sights and actions was spectacular, the catering top-notch, Daytona is a world-class facility, and this was an experience of a lifetime.

Multiple race results:
http://races.ferrari.com/en/finalimondiali2016/

Check out this awesome soundtrack of my F1 car walk-by tour:

Albums from the San Jose Cars Examiner Facebook page:

Ferrari F1 Clienti cars: https://www.facebook.com/media/set/?set=a.963110827126962.1073741889.378354382269279&type=1&l=7828be7ef8

LaFerrari and new Aperta: https://www.facebook.com/media/set/?set=a.963903847047660.1073741895.378354382269279&type=1&l=83fb70d6a8

Ferrari 458 and 488 race cars:  https://www.facebook.com/media/set/?set=a.963114193793292.1073741890.378354382269279&type=1&l=acd79a15fc

Ferrari new and Classiche cars: https://www.facebook.com/media/set/?set=a.963242893780422.1073741892.378354382269279&type=1&l=e09d2bd560

The new Ferrari 488 Challenge!

https://www.facebook.com/media/set/?set=a.963260713778640.1073741893.378354382269279&type=1&l=ad07d6b097

Ferrari Clienti Corse XX cars https://www.facebook.com/media/set/?set=a.963124263792285.1073741891.378354382269279&type=1&l=6446aa4d4c

Ferrari F12tdf and F60 album https://www.facebook.com/media/set/?set=a.963491233755588.1073741894.378354382269279&type=1&l=42354bf286

The captivating Ferrari F12tdf

Oh I’m so in love. I’m writing this right after getting home. First it’s a Ferrrari V-12, that’s usually enough right there. It’s like a regular car though, a traditional one with the engine in front, doors that open out instead of up, rear glass you can see out of, the door sill isn’t too wide so ingress and egress is easy and it’s quick, insanely quick. It’s not a space-shippy, UFO looking oddity and actually, seemingly obtainable because of the natural shape. It has swoops and curves like a beautiful woman lying down (on either her front, back or side). It’s the car a Maserati Grand Turismo wishes it could be. Behold! It’s the Ferrari F12tdf! Now bow down in reverence!

The F12tdf is the monster from Maranello named after the Tour de France race Ferrari dominated in the years before the bicyclists, winning ten times from 1951 to 1964 almost all with the 250 GTO, a similar looking car. The F12tdf is a F12 Berlinetta that’s been lightened, more powerful, revised suspension, transmission, aerodynamic enhancements, rear steering added and a sharper edged version of the F12. This particular version has upgrades including a front axle lift, audio and a stunning selection of personalization with blue tinted carbon fiber. The blue helping highlight the various aerodynamic upgrades over the standard F12 that create 500lbs of downforce at 125mph.

The 6.3 liter V-12 has a horn section. It blares, blasts, plays notes and talks to you with aural feedback like only a Ferrari V-12 can. The brass section changes tunes depending upon the gear and throttle position. Rated at 769hp at 8500rpm, up from 730hp in the Berlinetta. The torque peak is 519lb-ft. at 6250rpm but 80% of that available from 2500rpm and the redline is 8900 rpm. The power builds in a linear rush with no dead spot or lacking under a particular rpm, a rheostat connected to the foot similar to the wife’s LaFerrari. And as he says, it is a front engine LaFerrari, albeit noticeably slower. Well slower to him.

The transmission upshifts are 30% quicker and the downshifts 40% quicker with 6% shorter ratios, turning roughly 3000rpm at 80mph in 7th gear. The suspension features magnetorheological suspension control (generations beyond the first system developed by Delphi) with dual coil system. In order to help with immediate turn-in, the first application of rear steering by Ferrari is with a controller by ZF and software by Ferrari, the system is called Passo Corto Virtuale which basically means short wheelbase. It allows for rapid rotational change as if the wheelbase was shorter and helps keep the rear end stable. For ultimate grip, tires are 275s in front and 315s in the rear and the overall weight is reduced a reported 220lbs.

The owner said the standard F12 Berlinetta was a very good car but wasn’t passionate about it and his wife wasn’t really a fan, but this car is on an entirely different level. More reminiscent of his 599 GTO which he thoroughly enjoys, this F12tdf handles extremely well, rotates immediately, and feels lighter than the weight reduction would indicate which many attribute to the rear wheel steering. The owner, now very experienced and frequent track day participant in extremely high horsepower cars scoffs at reports the car is tricky to drive at the limit. Who goes ten-tenths on the street anyway? However feeling that turn-in a level of effortless grip shames many street legal cars.

Opening the passenger door the custom color choice glossy carbon fiber door panel is stunning, as it contrasts nicely in the interior. The shifting paddles are very long and the steering wheel has multiple functions on the front versus levers behind it.  The display in front of the driver includes front and rear camera views. There is a lot of finished details inside with the carbon fiber and it works great. Plenty of legroom in the footwell was another pleasant surprise and the thin backed carbon fiber seats are perfect with an interestingly firm center section in the back that, while noticeable for a new passenger, were very comfortable. The yellow mesh headliner helps brighten the interior and the blue Alcantara compliments without being garish. Peering in the rear, the hatch opens up revealing a cargo area sufficient for a small suitcase and gym/duffel bag. It’s not a small coupe with a 107.1” wheelbase but under the hood long, blue carbon fiber airboxes lead to the V-12 that actually sits behind the front axle line.

Weight distribution is 46% front, 54% rear. Despite the engine not being behind the driver, traction off the line at a stop light is fierce and even with wheelspin, the fantastically responsive traction control allowed the car to accelerate extremely hard. This is a sub-3 second 0-60mph car with proper traction and run the quarter mile deep in the low 10s and trap speeds likely in the upper 130s. For comparison sake, a heavier, lower horsepower Lamborghini LP750 SV clocked a 10.5 @ 136mph.

One would think this is a numbers car with all the figures tossed around. It’s not, it becomes immaterial when going for a ride in this. Would it matter if it only ran low 11s? What if it only turns 1:35s at Mazda Raceway Laguna Seca? It doesn’t matter. The numbers simply aggregate into an audible, visual, and g-force sensation experience. A seriously sexy beast, the owner loves it, even more than expected. It’s just so cool, especially as bespoke as this one. Possibly the pinnacle of front engine, rear wheel drive cars, it also may be the last of the naturally aspirated and non-hybrid Ferraris. This may be the last of the standalone V-12s with Ferrari. If you ever see one, take your time and really examine it, take it all in. Why? Because V-12, that’s why.

Link to pictures and video:  https://www.facebook.com/media/set/?set=a.887414341363278.1073741878.378354382269279&type=1&l=0b37f84926

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.

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

Comparison of the Ferrari 458 to a Porsche 911 Twin Turbo S and McLaren 12C

Guest author Jwp98 from Illinois shared his experience on 6speedonline.com with three great, extremely fast sports cars. Below are his thoughts after logging several thousand miles on each car. These were sequential experiences, not in the garage all at once.

Visual appeal: 12C
The 12C just does not have a bad angle. The 458 does have some bad angles (mostly solved by the Speciale) but it has some inspiring angles too. The 991 versus 997 loses something, I'm afraid. The rear is so bland and fat, without even the pretense of a diffuser or a big wing to distract and intimidate. The front is improved and side view reveals a handsome, albeit less classic, smoother rake. Quartering away is just gorgeous over those muscular hips. I look over my shoulder when I walk away, like it was the only car on earth. Well, enough of the aesthetic stuff and on to the marginally less subjective.

Exhaust note: 12C (yes really)
Taking a 458 through an overpass at redline is smile inducing. I grew up on V8 Camaros and tractor pulls, not F1 metallic rasp, but I'm still smiling. The broken glass crackle on downshift is even better, and less likely to get police attention.

The 12C is underrated for this obligatory application, but more commonly when you are putting around in town you can hear the turbines lovely chu-chu-chuff, an unpredictable animal noise from right behind your head. It'd be hard to overemphasize this constantly pleasant event.

The 458 at "town" speeds has a flatulent ricer sound when the valves open at low rpm (2500 I think). Fail.

The 991TT has a new, surprisingly brassy baritone that the 997TT totally lacked. I'm not aware of a wastegate in any VTG system but turbine noises are always there on lift, and are entertaining without sounding artificial or intrusive. On overrun there is a predictable, out-of-character, deep crackle. Maybe it's piped in somehow. I don't like it at all. Oddly I much preferred the lively low splutter of the 997TT. More organic, softer. One might have to roll up the windows or even drive on snow to hear it, but wow do I miss it. Nostalgia for cars past.

Acceleration: 991TTS
Incredibly 550 hp is a knife to gunfight these days. Those numbers were offered at entry level by Ferrari and Lamborghini 4-5 years ago. Domestics too are seeing 600-700 hp stock, with a warranty and a bargain sticker. The lighter 12C will destroy anything at it's price point and above once it grips. Nonetheless, despite it's weight, I'm giving the 991TT the powertrain blue ribbon. It has minimal lag, rewarding gearing, smart auto modes, and sick torque. It's the nuclear roller skate you can take anywhere.

Fun: 458
Tough call. The 458 and 991 turbo are both very responsive. The 458 is quick as a video game. Most city driving is between 20 and 50 mph, for me anyway. The 12C is not geared for enjoyment at those speeds. Torque to the wheels is more important than torque at the shaft, and the 991TT is a genius at torque management. What the Porsche lacks in thrill it partly recovers in accessibility. One does not
have to fret about dragging the snout or parking 1/2 mile from gawkers.

Reliability: 991TTS
So far the Porsche takes it. Definitely not McLaren. modern Ferraris are fine IMO, if you enjoy jokes about Italian culture (no offense intended) and can tolerate a few electronic gremlins.

Tech: 911 TTS
Despite the ground-breaking use of active hydraulic suspension and carbon fiber tub on the 12C. All told, the 991TT offers a LOT of tech, most of it quiet and interesting to read about, with no need to learn or fear the action of differential couplings and computer sampling rates. Just drive as fast as you dare. It's efficient too, not that it really matters, but why embrace low-tech and waste? The small fuel tank  makes it seem to guzzle, but it does not. The start stop mode on the 991 I have tried once. If the digital gauge tells true, oil pressure comes up too slowly at take off. I know there's a microlayer of lube waiting there, but no. Just no. Fortunately it defaults to off. The keyless start on the 991 is embarrassing however. Lexus had push button start in 2005. Corvette had heads up display in the 90s I think. Are you there Porsche? It's me, clock radio. Sorry, couldn't resist.

Track potential:
I don't plan on tracking the car and am in no position to instruct on rear engine dynamics. The 991 turbo with ECU, exhaust, and sticky tires should be a force. Perhaps THE force, depending on the track.

Luxury: 991TTS
No contest. I don't have to tell anyone here about practicality either. This is the only supercar my wife wants to drive, and has single handedly made me a sunroof fan. Good audio but the seating position may not be as good as the 997.

Value and depreciation: 458
Porsche for great value, Ferrari for slow depreciation.

Safety: 991TTS
Not very exciting to discuss but if the car does not have confident brakes, grip, and headlights, this is a fun killer, if not a man killer. Bearing witness, lots of turbos are daily drivers (mine is not). Porsche is the clear winner here, and has been for years. Visibility/seating position matters too when you're threading 18-wheelers in the rain.

Handling: 458
Twitchy, quick, alive, if not the grippiest on stock tire options. Porsche is strong here though. It's nimble and doesn't feel like a heavyweight. Easy to place, as they say. The 4-wheel steering is not so noticeable to me, except in parking lots and torque vectoring, is just as innocuous.

The Ferrari steers so jittery, snappy and the rear steps out on a whim. The 12C offers more feedback.

The Porsche's steering is a little, well, different. The extent of wind effect and tram lining are disturbing. Happily there is less of the creepy rear end twitch than in the 997. It's less telepathic than its peers and not as light in the nose of course. It's not the "snap out of your hand" wiggle of previous gen cars. But it's not really numb either. There is just something odd. Almost as if the less I consciously steer the better line it delivers. It likes inputs of pressure, not motion. That kind of feel flatters neither my driving nor the 911 pedigree. But, as I read reviews of the 918 and its competitors, no one is talking about feedback. Reviewers use vague words like "rewarding", "precise" or even "heavy", which sounds an awful lot like "numb", interesting. Whether it's the electric motor impact I don't know, I've read there is no difference between the 991TT and the 991 GT3 except software (and AWD). The new steering will take some getting used to. I am wondering about the impact of a yet to be announced software flash and different tires.

Transmission: 2014 Porsche, 2012 Ferrari, 2013 McLaren
One wants consistent creep with predictable light throttle response on the street. On the track, lighting speed without chassis jump or power interruption. All can deliver the latter, durability being the unknown. All are also viscous dual clutch packs. Graziano may have supply similar hardware for the mid engine cars, but the software is quite different. This has been extensively debated elsewhere. I suspect some combination of durability and versatility was ultimately sought compromise, in other words. My McLaren’s 1-2 shift was needlessly choppy. It also allowed a lot of slip before hooking up. Not good when you’re trying to feel for traction or get out of someone’s way on the 8 lane rush home. Mode control does goes to McLaren for not using silly words like “race” and for logically and completely divorcing drivetrain and suspension settings.

Perhaps its unfair to compare different years and software iterations, particularly to the 458. Of the three the Porsche feels most like an automatic yet not soft. Interestingly it has some clatter, some gear slack you can hear when I assume bits are turning at equal rates more or less, or disengaged, with no load. Not annoying like reported in the GTR but more a throwback to light flywheel manuals. The crisp bark on upshift goes to Ferrari, referencing the exhaust note mentioned earlier. Sounds like something unique and violent is happening in there, to wow onlookers, to propel you forward, and harness the inertia of those between- gear RPMs.

Comfort: McLaren 12C
Once you're in. I'm not a fan of NVH, especially that whump of air the 911 sends into your skull on crossing an expansion joint. Any tech to get rid of it is worth an investment. The 12C suspension is almost as good as they say, but not like a sedan. It's doors are a huge PIA though. I'm 6 feet
tall and reasonably flexible. And imagine a pregnant women shoehorning in then the door failing to close, or making wind noise all day. Yup, it happened.

The Ferrari was versatile enough for short trips but I don't recommend driving it 400 miles with a hangover. The 991 ride is not much better than a 997. I've deflated tires, changed modes, considered the speeds and road surfaces, considered the deceptive softness of the seats. It is harsh. I'm reporting here as one who logged many road miles in 997 GT3 and GT2 cars. Noise level is high too, but such is life in the big league and part of the experience. Until it's not, and then we admit it sucked.

Summary: I'm happily sticking with my Turbo S for the foreseeable future. Even getting a child seat. The three cars above aren't perhaps direct market competitors but I hope these notes are useful to anyone shopping or thinking of a change. I should mention I'm not brand loyal and have low confidence in any company to build and support a reliable super sports car using cutting edge tech. It is apparently too tall an order. I'd love to be proved wrong. If I had to give money to one of the big manufacturers in the future it would probably be Ferrari. But again, this hypothetical car isn't a daily driver. So far, have all been delights in one way or another. You get your money's worth, particularly in the preowned 12C and turbo markets.

The Goodwood Festival of Speed is the pinnacle of automotive events

The Goodwill Festival of Speed, held this past June 27th through the 29th, 2014, is best described as a Concours D’elegance worthy car collection, an airshow, an international car show, a rally race, an exotic car show, a racing motorcycle show and demonstration, a hot rod show, a motocross exhibition, an off road driving experience centered on a hill climb time trial event disguised as a huge outdoor festival and bucket list to-do deep in the English countryside.

To properly take it all in, plan on attending all three days and bring charged back-up batteries and extra memory cards for your devices. Ideally a laptop to store it all nightly if you're appetite for speed is ravenous. If it isn't, it will be.

The Hill Climb is the central event that the rest of the show follows on either side of the track. The course is 1.6 miles long so plan on walking, a lot. Some nasty blind and off-camber turns greet really fast straights below the main house and well up into the countryside. You name it, it’s on the track, running loud and fast. Or in the case of the Rolls Royce and surprisingly the Pagani Huayra, just fast. More on the cars later.

Surprisingly the escorted return trip down the hill can be equally entertaining with burnouts or even an occasional donut and better photo opportunities. A video camera is the best bet along with easy editing and still photo capture.

Only a true fan would make the long trek to the top of the hill to see the Rally portion in the trees The drawback to the provided shade is not being able to see the military jet(s) performing their fly-bys and stunts. The course jump does provide good action provided its a with a quicker car for more air time. If you make the trek, the good part is it is a fairly short downhill walk to the last main straight with a beer booth, big screen, grandstand and great vantage points seated or in the grass. If you want to get more dusty than the rally, the off road riding experience and dirt course nearby provide fun action, including being a passenger if you pay the fee.

Further down is where everything else is gathered. In the main house courtyard was Maserati, celebrating 100 years in a display of sensual curves of carbon fiber and sex appeal. At the entrance vying for most provocative yet functional shape of the event, the commemorative images on the MC12 race car edged it over the McLaren F1 GTR long tail racer. Both had an awesome shrieking exhaust note. A V12 engine will be someday be regarded as a fine musical instrument as well as an awesome powerplant in future generations. Never mind preserving the manual, don't lose the V8, 10 and 12!

The well received Maserati Alfieri concept was the centerpiece of the display that was so good that the poles for the canopy cover were an annoyance, even if blocking a minute viewing angle. And achingly made of near-obtainium was the Gran Turismo MC with seemingly bespoke carbon fiber accents. It is perhaps the sexiest used car under $100k.

Just outside, the famous yearly sculpture appeasing the car gods raced into the sky confirming the heavenly blessing for three days of speed and sun. One could watch another big screen here or just lie in the grass and absorb the vibe of octane fueled mania. More and larger grandstands across the track lead to multi-level auto manufacturer displays rivaling those at major auto shows. The Nissan Gran Turismo concept, a Jaguar F-Type R cutaway and the Toyota LeMans hybrid racecar were just a fraction of the standouts that could easily take hours to explore.

Taking a bridge back over the track leads to a concours worthy rare care display, small but exquisite in execution. Yet if the names Clarkson or Schmee mean anything to you, a series of tents housing the modern greats ups the ante. Two LaFerraris, a Porsche 918 and McLaren P1 sit among nearly ignored greats like the McLaren 650S, Ferrari F12, a 458 Speciale, Nissan GT-R Nismo (which later ate hay)
and an obviously different sounding GT-R Nurburgring non-stock “record” car. The Pagani Hyuara also stood out but taking the most outrageous award went to the Koeneggsegg One:1 with its aerospace sculpture rear wing, extreme bodywork and carbon fiber wheels.

McLaren had a large plot with the P1 and the unveiling of the 650S GT3 as stage highlights. Also on display were the 650S and the 650S Spyder. Fittingly nearby was the race car paddock has something for everyone from historic racers, NASCAR, LeMans, F1, FIA, etc. Further on was the largest food court with lots of benches and the motocross stunt area. The nearby vendor tent area had some
superfine products, art and automotive luxuries. The world’s fastest car, the Bloodhound SSC had a large display as well.

A building near the starting line, that was long and non-descript but very open had smaller manufacturer displays but also some real gems. The sultry Mercedes AMG Vision Gran Turismo was showing it’s risqué curves. Nearby another Ferrari 458 Speciale in its display sat neglected at times. The redesigned 2015 Ford Mustang GT has great lines, finally modern and sophisticated. A surprise
appearance Lexus RC-F sport coupe with a carbon fiber hood was another treat.

But the reason it is all here is the Hill Climb. Whether standing at the start for some burnouts by the F1 cars along with shrieking starts, roaring V8s and screaming V12s, it is a spectacle to behold. Historic NASCAR racers, the supercars and the outrageous modern F1, FIA GT and LeMans racers and much more displayed showing what speed is all about. All day for 3 days and is a glorious sensory overload with over 300 cars and bikes making the run to the top. The fly-by moments desperately caught on film due to their sheer speed and close access allowed by the hay barriers were unforgettable. The announcers and interviews were excellent, either on the PA system or by an available earpiece radio.

The only complaint was when an interview was occurring the announcer would miss a particular car, so trying to get a shot of some really special super cars was particularly difficult when it would zoom by at over 100mph seemingly unannounced.

Not only were the cars spectacular, the riders and drivers included Derek Bell, Kenny Brack, Jensen Button, Emerson Fittipaldi, Dario Franchitti, Lewis Hamilton, Damon Hill, Sebastien Loeb, Kimi Raikkonen, Richard Petty, Freddie Spencer, Jackie Stewart , Al Unser Sr. and Michael Waltrip. This year the fastest time of the Hill Climb this year was 44.6 seconds set by Sebastien Leob in the Peugeot 208 T16 Pikes Peak car.

The Goodwood Festival of Speed is a must-see for all automotive enthusiasts and race fans around the world. Attending a car show leaves one yearning to see the cars in action as they are designed while at a race it is difficult to see them up close and personal. At Goodwood, you can do both while attending arguably the single premier automotive event in the world.

Check out the 150 picture photo album here:
https://www.facebook.com/media/set/?set=a.523455664425816.1073741837.378354382269279&type=1&l=443e268197

Pebble Beach Concours D'elegance 2010: Stunning Again

It never fails; the 3rd weekend in August is special for a reason and Sunday in particular. Its one thing to see incredible factory production cars, quite another to see examples of greatness from decades or even a century ago that will never be produced again. Cars you've never heard of, never knew existed, and now never can afford. Just to see them up close is a special treat. This year is the 60th annual event and it has raised over 14 million dollars for local, national and international charities. www.pebblebeachconcours.net/

Buy tickets before the show to avoid the same-day mark-up and lines. When you arrive, be sure to park near the posted bus stops and not in a location where there just happens to be cars. Otherwise, it's a long walk to the next stop. Traffic management is pretty good, even arriving late works out well. Be sure to wear walking shoes and even when overcast you can get a sunburn.

The paintwork is flawless, the curves R-rated, the bright work perfectly reflective…you get the point. This year featured Alfa Romeo, Pierce-Arrow, Jaguar and the designs of Ghia. Additionally the Lakesters, Bonneville racers, past Indy cars and antique motorcycles added additional variety.

Even if the overall shape of the car looks identical, take a look at the multiple details inside and out. Rolling sculpture and jewelry before true mass production and aerodynamically perfect details took over. Read the signs in front of them, sometimes their history is also fascinating it's a story you can see in your mind's eye.

The artwork in the tent on the grounds is breathtaking although this year had fewer exhibitors than a few years ago. The food is good, service is excellent and the clothing/memorabilia items are top quality.

Governor Arnold Schwarzenegger attended again and Jay Leno is always bitingly funny announcing the raffle. Edward Herrmann always does a great job announcing the show. Being a fan, I thanked him Thursday night for his contributions and film work at the Credit Suisse www.credit-suisse.com/us/en/ cocktail reception.

Other celebrity attendees were seen as well. A new Orange County Housewife and Brittny Gastineau (Mark's daughter) were spotted by my Lovely Navigator. Yes, the cars were that good. But who is really important is the panel of judges.

The judging panel is a who's who in the automotive world. It is an honor and privilege to attend an event where they gather to assess the rolling artwork. Check out the list here: www.pebblebeachconcours.net/pages/3042/index.htm

The automobiles that are not entered in the show are stunning as well stay tuned for an upcoming article on the cars outside the Concours, especially if you're an enthusiast of the latest generation of exotics.

The Pebble Beach Concours D'elegance is a must-see for any auto enthusiast. Even if your tastes don't towards the pre-war classics, the variety, ambiance, presentation, people watching and overall experience should be on your must-do automotive wish list.

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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. Reach me here: AskRobAboutCars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!

Concorso Italiano 2010: Returning to Greatness

Recovering from the miserable airport facility a couple years ago, Friday August 13th, 2010 was the second year at the Laguna Seca Golf Ranch in Monterey, CA. As always, there’s a little bit of magic in the air when you have so many exotic cars in one location. Throw in some sunshine, food, excellent vendors and a sprinkling of celebrities and it makes you want to lay down on grass and wiggle a little just like a dog. Okay, maybe that’s just me.

Always a recommendation is to go ahead and enter your car in the corral, assuming it’s not an Italian make. There are usually two reasons for this and this year now four reasons. First, it’s a bargain. It covers the cost of two people for the price of one. Second, you can’t beat the parking. Anytime you can picnic at your car in the middle of a car show on a golf course, do it. The more important reasons became apparent this weekend.

The traffic back-up from eastbound Highway 68 was nearly five miles long and it took an hour. Make sure you have gas, food, drink, air conditioning, satellite radio, my Lovely Navigator (go find your own), etc. Some fellow enthusiasts started later than us and arrived earlier because they registered their car.
The corral participation was particularly lacking.

Reason number four is they need more cars in the non-Italian section. So what if the Audi and BMWs look like an earth-tone parking lot at the mall. Pop the hoods and roll down the windows. Those two marquees along with Porsche and Corvette had much better participation at the hot, dusty, loud and fun American LeMans races at Laguna Seca. Go figure.

The Alpha Romeo section is finally highlighted by the 8C, a gorgeous car from any angle. Pantera never changes but the drivetrains can sure look intimidating. Shame on any owners that hide them.

Ferrari featured a gathering of F-40s which look particularly mean and full-race ready. Two F-50s were highlights, along with a black Enzo. Obviously missing was a red 458 Italia but there was a black one with oversized 22”wheels and opinions vary on that… An SP1 – the first from the Ferrari Portfolio Program, based on an F430 was present too. There was a yellow Ferrari under a car cover, possibly 550-based. What's up with that?

Separated by some excellent vendor offerings such as clothes, accessories, fan collectibles, etc was Lamborghini. Exotic car personified, it was a treat to see at least two LP670 SVs, LP640s, Murcielagos, Gallardos, Diablos, Countachs and a Miura or two. A race-prepped Gallardo was started and revved for a bit, adding the required soundtrack to the day.

The grandstand area offered a wonderful assortment of live entertainment a fashion show and fascinating commentary on the various vehicles driven to the stage and presented. Celebrities sighted include Paul Mitchell and Adam Corolla. As mentioned, once in a while a car starts up, starts tossing revs, and it’s a glorious sound.

Overall it’s a great show and hopefully will recover to be what it once was. If you love Italian sports and exotic cars, this show is a must-see no matter what. Meet the owners, see the cars and love it all.

Ferrari 599 GTO Hits the Mark!

Just over a year ago I wrote how the Ferrari 599XX missed the mark and I challenged Ferrari to make it right. Well they did a great job. The 599XX was excess that was only available to a chosen few, never driven in competition, less than 30 produced, not street legal. It was a Ferrari that couldn't be driven on the street and had no competition pedigree. Seemingly the very antithesis of what Ferrari stands for.

Now the 599 GTO is a street legal work of art from Ferrari. It's European dry weight is reported at 3,296 lbs which doesn't seem so bad for a front engine V-12 supercar on a decent sized platform. US safety spec seats tend to weigh more than European seats but many owners may swap them out anyway. Also keep in mind most enthusiasts weigh their car with minimal gas in the tank. The Ferrari, with a 27.7 gallon tank (compare to 18 gallons or less for most cars) would mean roughly 172lbs of gas depending upon temperature.

The Viper ACR will be dethroned as the King of the 'Ring and Laguna Seca with production car laps records. Even Ferrari says this is their fastest road car ever. It produces 670hp from the 6.0L (5999cc or 366.08 cubic inch) V-12, a super fast shifting 6-speed paddle shift transmission capable of shifts in .06 of a second, carbon-ceramic brakes and magnetorheological shocks like the Corvette ZR1.

A few comparisons are inevitable, others are misguided. Some say it looks too much like a Corvette. That is like saying airplanes look alike, or race cars for that matter. Corvette owners should be happy they own the best bang for the buck in the automotive universe. And there are functional elements with serious exotic styling like the rear diffuser. The ZR1 has little window in the hood for a view of...another cover.

While somewhat of a late arrival in the model line-up, and my challenge to put it on the Nurburgring still stands, I think we all know the outcome. The horsepower race may be over but Ferrari keeps improving the breed.

Edit 2019:  Used 2011 599 GTOs are in the $590k to $750k range used. It's more mundane sibling, the 599 GTB Fiorano is under $200k used.
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Have 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!

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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Presidio of San Francisco Concours D'elegance

An intimate little show tucked away inside the historic Presidio of San Francisco. Held on July 19th, it celebrated the marques of Packard and Bentley. While smaller in scope and variety than the Palo Alto show, it was of higher caliber in terms of entrants, even to a non-car enthusiast. It reminded me of a preview of the Pebble Beach Concours D'elegance.



Difficult to find if you're not familiar with the Presidio and the signage was lacking. However, once there, parking was easy and the layout of show was very nice on the lawn. The area where the non-judged cars were located seemed even larger.

The vintage cars looked amazing, including models and colors I've never seen before. There was even a modern Bentley Zagato with paintwork so perfect, a dog at the show was looking at reflections in it. My opinion of the Ferrari California was confirmed - a stunner with the top down and the busy rear end isn't really a detractor.

Considering this was the first show since a four year run ending in 1972, it was a job very well done. I hope it continues to succeed and perhaps draw entrants and spectators from the north bay that the Palo Alto show may not always be able to. If you don't want to pay $150 for Pebble, nor make the drive let alone find a place to stay for less than $300 per night, attend both of these shows. If you do, you'll know you've seen some of the finest cars the bay area has to offer.

Part 3: Driving the Ferrari F430, Audi R8 and Porsche Cayman

Part 3 of 3 of the Club Sportiva Exotic Car Experience http://www.clubsportiva.com/

Ferrari F430

Wow. Awesome. This is unreal. Amazing! Those were my thoughts as I pulled out and hit the throttle. Now I get it about Ferrari. It was all thrust and sound. There was no vibration, rumbling, driveline lash, hesitation, nothing. The drivetrain is so superbly engineered, there is no feeling of slack or looseness, only a push in your back. Nor does the rear end squat either. It's purely gas 'n' go.

It was incredibly fast - the only one that caused the scenery to blur since I'm not acclimated to that kind of acceleration. It felt simply relentless. The howl from the Tubi exhaust hit notes you've always wanted to hear. I love a roaring V8, but that is like a bass guitar from Led Zeppelin versus the Ferrari's lead guitar from Eddie Van Halen. Applying throttle in different rpm ranges caused different exhaust notes. It was heavenly.

Handling? It felt like the wider but just as response big-brother to the Lotus without the harshness. Granted, the road I was on, 84 heading towards the coast, is one of the best. And so was this car. The view outward was excellent. The hood slopes sharply downward so the road looks close. The windshield is surprisingly close as well. If you have a radar detector, it will be close at hand.

I've driven the first generation Lamborghini Gallardo, and the F430 is a more desirable car. But I would have to spend time in the new LP560 and Porsche GT3 RS before making a decision if I had to choose just one among those three greats. If you could have each one, that would be ideal.

This is car really stood out. It was awe inspiring. A must-have in my mind and now I understand why Car & Driver said, "This is the world's most desirable sports car, bar none." in July 2005. http://www.caranddriver.com/reviews/comparisons/05q3/aston_martin_db9_vs._ferrari_f430_ford_gt_lamborghini_gallardo_m-b_sl65_amg_porsche_911_turbo_s_cabriolet-comparison_tests/ferrari_f430_page_2

Audi R8

The exotic daily driver. Before I got in it, I noticed it was the only car without a hood ornament. The big side intake piece seems to make the car look more upright from the side. This one was a very conservative color too. But when you're following it, you notice how wide the bodywork and tires really are. The front has a very distinctive array of 12 LEDs on each side and is immediately recognizable from a distance in the rear view mirror.

When you get in the car, it's readily apparent how wide it is with a comfortable and luxurious interior. The gear shift lever is a large, heavy piece in a large gate, sitting up high. It felt a bit tight, but it was great. The layout of the dash was lower and angled away from the occupants like the big Aston. The V8 sound behind was very nice and almost turbine-like. I never got a sense of the AWD but it was sure smooth and effortless. This is the car to have as a daily driver of the group if you want a hardtop coupe. The F430 for weekends and summer evenings.

Porsche Cayman S

Everything seemed right. I wish I had more time in this car on various roads. I was quite comfortable, decently quick, fun to drive. It was a little small inside and I did notice there are no cupholders in the center armrest area. Not really a problem though, right? I understand the driving enthusiast scoffing at the thought. But what about a water bottle or protein drink? Surely a cupholder for that is a requirement, right? One point I found objectionable for a long distance was the gearing. Sixth gear spun at 3,000rpm at 75mph at which point I was aware of the engine sound behind me. I don't dare call it noise, but it was noticeable. These close ratios could be considered a benefit on the tracks in the U.S., but for an everyday car, I would have to pass.

Interestingly my notes state it is an easy daily driver like the Audi. And yet later while thinking about it, while it's driving dynamics are very good, it isn't an extreme car. I can do without cupholders or steering wheel controls for satellite radio but only for driving a track weapon or a car with nutso power. But as a "daily", I want my creature comforts.

More time in all the cars would have been better, but that is how a great car should always leave you feeling. Tired of horrendous depreciation? Do you want to fulfill your dream of experiencing exotic cars on great roads? Then I highly recommend the Club Sportiva experience.

Club Sportiva Part 2: Driving the Aston Martin, Ferrari F355 and Lotus Elise, part 2 of 3

Part 2 of 3 of the Club Sportiva Driving Experience http://www.clubsportiva.com/

Aston Martin DB9 Volante:

My first drive was in the Aston Martin DB9 Volante. This 450hp V-12 grand tourer is a wonderfully styled machine with effortless power and an elegant interior. The excuse for rear seats allows a small bag behind you. The lack of a gear shift selector is at first disconcerting, but once shown the push button start, park and drive buttons are easy to use. Gear selection for the 6-speed automatic is via paddle shifters on the steering column. This means they don't rotate with the steering wheel so you don't confuse your shifting. The V-12 starts with a brief bark and then settles into a smooth, quiet idle.

Interestingly, in the Drive mode, the upshifts are very smooth at full throttle. Also, at the speeds I was able to obtain, 6th had to be manually selected. I was a little surprised at the amount of wind noise, but it didn't have a wind blocker behind the seats. The ride was compliant but the weight was evident when turning and a slight amount of cowl shake which surprised me. However, the Aston Martin DB9 was definitely the comfortable cruiser of the group.

Ferrari F355:

Driving the Ferrari F355 was a treat. This low-slung, mid-engine V8 convertible has the slightly odd ergonomics of older Italian imports. It had a nice soundtrack behind my head singing a song you don't hear every day. The brake pedal is very close to the throttle to facilitate heel-toe shifting. http://en.wikipedia.org/wiki/Heel-and-toe however the throttle is far off to the right side, forcing a somewhat spread-leg driving position. It really is meant for someone who doesn't have wide feet.

Sitting very low was confident inspiring on the twisting roads and surprisingly, the ride felt quite compliant over the bumps. I did notice the engine was a bit peaky, not a lot of low-end torque. But once singing, it was exciting. It definitely required high revs to access the powerband. My co-driver was aware of this and informed me as such when I took the wheel to keep the rpms over 3,500rpm for acceleration. The gated shifter required some getting used to, but I wasn't complaining.

The Ferrari is a fun convertible that stays true to its roots. Easy clutch take-up, easy to drive, no electronic driving aids or nannys, it looks sexy and drives very nicely.

Lotus Elise:

The Go-Kart. This little car was surprisingly fun. Getting in and out required a special technique but once inside, I was so wrapped up in driving that I looked at the dashboard three times, period. First time was to notice how small the steering wheel was. Again, like a go-kart or a bumper car. Considering the car weighs less than a ton, it makes sense. The second time I looked down was to notice the shift light. Not something I paid attention to since it seemed so intuitive. The third time I looked down, I noticed the tachometer numbers 1 through 3, denoting 1,000 through 3,000 rpm, were so closely spaced together, they were useless. Talk about lack of torque! What a contrast to a car I have drag raced in the past on street tires had an optimal launch rpm in the 1,200 to 1,500 rpm range.

Driving it was superb, so balanced and communicative. The steering wheel tells your hands everything about the road; the slightest undulations, dips and bumps in the pavement. The power in the midrange was good, better than I expected and the extra kick from the Toyota/Yamaha 1.8 liter engine when the variable valve timing activates was pretty neat. But when you're not pushing it with all your attention on the road, it's ride is wiggly-jiggly over uneven pavement.

Even if you're a straight-line, big torque fan, but enjoy going to the go-kart track, you'll enjoy this car too. Just don't plan a weekend trip.

The mountain roads provided the perfect setting for these three open-top cars. But I was now ready for lunch amongst the trees, and the other Ferrari that was waiting for me...

Club Sportiva - an Exotic Car driving experience part 1 of 3

This is part 1 of 3 articles. Parts 2 & 3 cover the cars themselves.

What an amazing day for a car enthusiast. This is a must-do for anyone, and I stress anyone, who has ever wanted to know what it's like to drive an exotic car. Especially on some of the best roads imaginable favored by enthusiasts on two wheels and four. You must be able to drive a manual transmission and a driving academy is offered in case you don't know how. The exotic cars were the Ferrari F430, Aston Martin DB9 Volante, Audi R8, Lotus Elise, Ferrari F355 substituting for the Lamborghini Gallardo and a Porsche Cayman. http://www.clubsportiva.com/

Everyone involved made the event just about perfect. The morning started at the fascinating Club Auto Sport http://www.clubautosport.net/ facility with a continental breakfast in the Club Sportiva car condominium. The six person group size made for an intimate affair with easy introductions and smiles. The cars were all parked in the hallway outside of the condo space. There was a quick tour of the facility and overview of the vehicles along with a briefing before the staff lined them up outside and took photos of the group and then individually with each car.

I have to give kudos to Rick and his staff who were fun, professional and knowledgeable. There was never a sales pitch for membership throughout the event, just fun, informative conversation. They are an enthusiastic group and never too chatty. You can learn a lot from them. They all made sure we were well hydrated on this hot day and Rick announced several times that sunscreen was available. That is unexpected thoughtfulness for his customers, especially for this pale-skinned mutt. After all, 3 of the cars were convertibles or targa top!

About the car variety, which was excellent: 3 mid-engine V-8s, a front engine V-12, a mid-engine inline 4-cylinder (in a very light car), a rear-engined boxer 6 (horizontally opposed). Whether the car or powertrain was Italian, German, British or Japanese, the variety was excellent. They were in great condition and even the F355 with 67K miles on it was superb. When was the last time you heard of a Ferrari with that many miles on it? There were a couple of minor glitches with the cars that actually made the experience more fun. Driving on the lightly traveled, twisting mountain and coastline roads sure helped.

Take a look at listings of exotic cars for sale. Notice how there are almost all low miles and priced many tens or sometimes hundreds of thousands less than the original MSRP? The concept of Club Sportiva, either to taste, rent or share ownership is a great idea. Buyers of these cars will lose far more in depreciation and sometimes they are not driven any more frequently, so why not rent instead of buy, right? Not only that, the benefits and events add to the overall "experience". So, are you experienced?

Part 2 will cover my experience with the Aston Martin DB9 Volante, Ferrari F355 and Lotus Elise.

Rolex 24 Hours at Daytona key element missing

Edit: The series is long gone but the coverage of the vehicles is still terrible. Watching one race on a 75" HD TV and they list the driver's names but the make of the car isn't even legible.

The Rolex 24 Hours at Daytona was recently televised. Speed TV did a good job covering the race itself. Where they lacked is typical in racing coverage - the cars! Getting to know the drivers is good, the race teams can be obscure, but the common element that everyone wants to watch is the cars. But no details!

http://www.grand-am.com/rolex/teams/
This website needs to expand. We want car details, not just driver and team bios.

Did you know there were two Corvettes entered in the GT class? How about two Ferrari F430s? What about the lone Mustang? And of course, the Mazda RX-8. How much power are they making? How do they compare to the other cars? Why wasn't it closer between the Ferraris and Porsche like in the ALMS? What are the performance differences between the GTO.R and GXP.R? We want data, performance metrics, comparisons, explanations. Even to a hardcore enthusiast, they remain rather mysterious. And that doesn't even consider the powertrain and chassis differences of the DP (Daytona Prototype) class.

There is a link for teams, a link for drivers, but what about the cars? THE CARS?!
http://www.grand-am.com/rolex/