Porsche Macan GTS review

He’s been in and out of sports cars for nearly a half century. Now the car trips are usually shorter duration, invariably hauling something, the vehicle sitting in parking public parking lots for minutes or hours. A nice sport car gets attention, sometimes too much, having being keyed by some entitled tool full of wealth bias. And it scrapes the front on so many driveways. This 2017 Porsche Macan GTS is easy to get in and out of, it blends in, kind of, in the current landscape of utility vehicles. It hauls loads and butt. It offers easy cargo access and for those hauling infants and toddlers, easy access to car seats. Yet it’s also the old man’s sports car. Big 21” wheels and tires with Porsche tuned suspension and handling will embarrass or hang with numerous performance cars existing today in any handling or braking metric. Could this be the best all-around vehicle on the road? The crossover, essentially a raised station wagon, is a do-it-all vehicle.

The Macan GTS is powered by a twin turbo V-6 that produces 360 horsepower and 369 lbs feet of torque channeled through the Porsche dual clutch transmission (PDK).  Coupled with torque vectoring all-wheel drive, Car and Driver tested it to a 13.0 second quarter mile at 105mph. Despite the 4492lb weight, it posted a spectacular breaking distance of 157 feet from 70mph. Granted the weight has an effect on the mileage rating of 17mpg city and 23mpg highway. The packaging is impressive, allowing for a 19.8 gallon fuel tank for less fill-ups, very convenient. 

The acceleration has a nice mechanical, kind of a spinning sound, very refined with snappy upshifts. Typical of Porsche, the handling is confidence inspiring and feels like a taller sports car but without the expected slop of a high ground clearance SUV/CUV.  The ride is very comfortable with the air suspension dampers and not hampered by the 21” wheels with 265/45 tires in the front and 295/35 tires in the rear along with Porsche Active Suspension Management which lowers the ride height 10mm versus the standard Macan.

There are nice touches typical of Porsche, even with a lot of buttons surrounding the shifter. This example has the sport chrono package, heated front and rear seats, panoramic sunroof and keyless entry and drive. Having had a series of Porsches, the most recent a 2015 Cayman GTS previously reviewed, one of the surprises is the perfect Bluetooth acoustics and voice command system. Equating it to an acoustic enclosure, the noise cancellation and transmission is said to be spectacular.

The navigation screen also has a cool touch to zoom in or out feature but it does leave fingerprints. And navigation summary provided on the 3^rd gauge directly in front of the driver is very convenient. Also the home screen in the main display is configurable with the desired information, such as music, time/date, recent calls, navigation, etc. There is a rear parking camera and forward proximity sensors to aid in parking. The infotainment system is very well thought out but including  Apple Car Play would be the next step feature wise. 

The cargo capacity is good with the rear seats up, but not great. Two people headed to the golf course means taking a larger SUV or folding down the three-sectional rear seats. However looking underneath the cover reveals a temporary spare. However the orange colored wheel is probably to entice you to get it replaced or fixed immediately.

The exterior is well styled, the red calipers a nice touch behind the turbo-style wheels. A close look at the front grill reveals the louvered opening that open and closes for the cooling efficiency of the radiator. Further inspection along the nicely aggressive front clip shows other cooling radiators. Porsche had headlight styling down to a science and interestingly the hood is somewhat of a clamshell with openings for the headlights and integrated vents that direct intake are to the air boxes, creating a seal with the hood. Very clever and the entire set-up actual makes it one of the few SUV/CUVs that show well. Yes, I mean at a car show. 

It’s not perfect, but it’s close for overall utility, sport and practicality. The fuel efficiency isn’t great, the rating is 17 mpg city and 23 highway and the effortless acceleration will trend that downard.  Doing build on the Porsche configurator, a power tilt and telescoping steering wheel didn’t seem to be available, but the owner has no issues with it, not needing to use it for ingress and egress.

If your use cycle is frequent loading and unloading or even children in car seats, but want something compact versus overly large for around-town use and frequent parking lot visits, a crossover utility vehicle is a great choice. But when the cargo is unloaded, or dropped off at daycare, what’s wrong with having a decent handling driver with 13 or even 12 second quarter mile capability? It’s about having the best of both worlds. Add the capability, engineering and performance of a Porsche, it’s tough to beat a Macan GTS, although there are a couple of higher horsepower models of 400hp and 440hp each...

38 photos here:  https://www.facebook.com/media/set/?set=a.1239082409529801.1073741930.378354382269279&type=1&l=93a147d1ff

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

2015 Porsche 911 Turbo S test drive and review

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

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

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

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

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

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

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

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

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

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

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

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.
__________
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!

More About: drag racing · performance · Car and Driver · racing · GM · Ferrari · Corvette · Nissan · Porsche · Panamera · Dodge · Veyron · Chevrolet · Viper · cars · Lamborghini · Ask Rob About Cars

170mph at dusk: American LeMans racing at Mazda Raceway Laguna Seca

The second weekend in October saw the American LeMans series racing at Mazda Raceway Laguna Seca near Monterey, California. The weekend was packed with racing action highlighted by the title event on Saturday afternoon. When four hours of top-level racing at speeds reaching approximately 170mph with driver changes and multiple pit stops has a .662 second margin of victory, you know you've seen something special.

This race also marked the retirement of the great racing champion Gil de Ferran who also appropriately won in the Acura ARX 02a race car after being dogged for quite a while by the Fernandez racing Acura from the P2 class, even regaining the lead after a pass into the slowest turn.

The other big story was the fierce battle between the Porsche and Corvette in the GT2 class at the end of the race. The Corvette all over the back of the Porsche lap after lap. An illegal pass by the Corvette by crossing the white line of the pit lane exit going into turn 2 was called back. Then the Corvette tried unsuccessfully to pass again on the next lap, bumping the Porsche before turn 3 and getting a little loose in dust. Finally in the last turn on the last lap, the Corvette bumped the Porsche from behind which ended up with the two side-by-side in a drag race towards the checkered flag with the Porsche forcing the Corvette towards the wall. The resulting contact, either between the two or the 'Vette and the wall caused the Corvette to spin in front of the Porsche, crossing the track and crashing hard into the opposite wall, wrecked and in second place. Check out the video here.

The drivers, Jorg Bergmeister in the Porsche and Jan Magnussen in the Corvette have been placed on a two race probation leading into the 2010 season. More details here. Jorg has been in the position of being squeezed out before, notably at Sebring losing to Ferrari. However considering Magnussen may have had a faster car, he couldn't get a clean pass and Jorg obviously wasn't going to lose the last race of the season due to being bumped in the last turn. If you can't do it cleanly, then don't try it.

There were some unfortunate signs of the economy affecting the event besides a lower entry count. There was no big screen for the main grandstands which actually has the most limited view of the circuit, nor for the stands between turns 4 and 5. Quite unfortunate considering how much occurs on the other parts of the track. The car count was lower as well but isn't as bad as it sounds and I'll get into that later.

The vendor area was also smaller than usual but still offered a great selection of clothing for men, women and children. All racing/automotive themes, of course. Piloti shoes was also there along multiple paraphernalia and excellent model car vendors. A special mention of Sin City clothing and Need For Speed Design with their automotive-themed jewelry and items such as bracelets, wallets, pens, rings, etc. One of the major sponsors, Patron Tequila had an all-day party in the vendor area with a lot of cute tequila girls. After all, for women spectators, the paddock area is full of studly drivers and team members, right? Even though the number of car manufacturer tents was down to one this year, Chevrolet had a nice display with a helpful staff and free Corvette Racing t-shirts for filling out a marketing survey.

Even a first-time race attendee commented on how organized the event was. From parking assistance to the layout, children's play center, go-kart track and even clean bathrooms, it was well done.

Some observations regarding the food and drink. The mixed drinks were a bit weak but the quesadillas were spectacular and right across from a tent with a variety of nice, cold English Ales. Across the Cooper Tires pedestrian bridge in the vendor area, their were other food and drink areas also. How much better could it get?

The sounds of the cars were simply extraordinary. The Corvettes and Panoz were thunderous going around the racetrack. The pushrod V-8 motors were a stark contrast to the screaming fury of every other high revving overhead camshaft motors of every other car on the track. The difference between the pushrod Ford powered Panoz and the overhead cam, 4-valve per cylinder Ford GT was especially interesting. Oddly, the Rahal Letterman Racing (yes that David Letterman) V8 BMW M3s seem to sound not unlike a street-legal M3 with aftermarket intake and exhaust modifications. Perhaps the closest resemblance of the race cars from a sound standpoint.

Driver access: As usual with the ALMS, the driver and team access is excellent. Autograph sessions with lots of posters and/or "hero cards" were common sights with many fans. Unheard of in the past, fans were allowed on the starting grid before the race, standing next to the cars and drivers with great photo opportunities.

Race cars: The major manufacturers represented in the ALMS were Acura, Lola, Porsche, Chevrolet, Panoz, BMW, Ferrari, Ford and Jaguar. The lone Ferrari dropped out due to a mechanical problem and the Dodge Viper was missing from this event. The Jaguar was basically testing for next season and it looked great. Also missing were Audi and Peugeot who only ran a few races this season in the US. Thirty-two cars on the starting grid was actually a somewhat low number but since there were 4 classes of cars running, the passing and dicing was frequent. Also, since this is the last race of the season and on the West Coast which is far for many teams to travel, not everyone was there. Next year the race will be in May which should mean more participation due to being earlier in the season and hopefully a better economy. More teams, more car counts.

Car corrals, while a little smaller than previous years, are always good display for fans of Corvette, Porsche, Audi and BMW. Even the Acura NSX club had a huge turnout in the past and I spotted some cars this year too. On the forums, it's common to read complaints that high-end car owners rarely drive their cars hard. Besides track days during the work week, owners of such are supporting the racing efforts of "their" cars. Not only were there two Ford powered cars in the ALMS race but 3 Mustangs in the Speed GT race, including one driven by Boris Said. Are you a "Said Head"? So I'm calling out Mustang and Ford GT owners to come check out the racing action too. And since Viper is heavily represented in Speed GT, where were you guys too?

Speed GT is one of the best racing series in world. High horsepower street-related sports cars compete in a 50 minute sprint which was a great conclusion to the weekend and racing season. The best bet next year is to attend the race (obviously) and record it on the DVR. Then you can watch what you missed to really get the big picture. Don't miss it, in person or on TV.

_____

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!

Ask Rob About Cars 8-18-09

Question: I have a 993 turbo-S (1998 model year) and a 996 turbo-S (2005 model year)………..is there any word of a 997 turbo-S being made, or are they going to go right to the 998, starting with the 2010 model year???...and if they do NOT make a 997 turbo-S, does that increase the value of my 996 turbo-S, being that it would be the last time it was ever made??

Answer: First congratulations on your selection of fine vehicles. My answer is that Porsche basically eliminated the 'S' option on the 997 with the Sport Chrono package which included a 45ft lbs increase in torque. My review of the 997 Twin Turbo here. Your 996 may increase slightly but I think it will simply stabilize in value.

The 2010 has another jump in horsepower by 20 to 500hp and improved acceleration with the PDK gearbox. I believe Porsche still could offer an 'S' package on this new model but one never knows, which makes answering a guess. Whether or not an 'S' is ever made again, your 996 may slightly increase incrementally in value or hold stable for a longer period of time. This is simply due to a rarer model designation vs. a depreciation due to continuous improvements in the model line-up. Again the Sport-Chrono package may make the 'S' designation redundant.

One tidbit I picked up from the online forums is that the new Turbo no longer has the GT1 motor and speculation is that it may not be as stout as the 3.6 liter for modifications in the upper horsepower range. But these are really just S.W.A.Gs (scientific wild-ass guesses) and at this time may make your 996 more desirable for the rare buyer looking for that aspect before the modifications prove that theory incorrect or not. The vast majority of shoppers though won't be looking to mod the car to the 700whp range....

Got a question about cars you would like answered? Ask 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!

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 - 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.

Porsches don't show well - a 911 Twin Turbo review

But they sure do drive well. Interestingly, a Porsche is like a Harley. No two are exactly alike but I'll get to that later. First in the looks department, it ends up being the back marker. The car is amazing by any standard but let me explain my position.

By itself, a Porsche is a beautiful car. But they are very "buttoned up" and tidy. Like a beauty contestant in a one-piece bathing suit next the bikinis, i.e. Ferraris and Lamborghinis. What was once a traffic accident-causing distraction is now forgotten. Hence the bane of Porsches at car shows like the Concorso Italiano. http://www.concorso.com/ The Ferraris and Lamborghinis really show it all off. Exposed mechanicals, see-through engine covers, flashy wheels, bright colors. It's like spring break on the golf course! I'm sure other analogies have already come to mind. Do Porsche owners really care? Probably not. They take pride in the number of podium finishes for decades at racetracks around the world.

But most of us realize the fantasy isn't always reality. And one is usually the better choice to live with on a daily basis. Probably another reason Porsches are so popular, among many others. Then again, when you can have more than "model", why not? Monogamy with a model (car) isn't necessary and quite frankly, unrealistic. I'll stop before I offend some readers...

And the Harley part? What makes Porsche so unique is the variety of customization from an appearance standpoint. Right from the factory, too. Harley Davidson publishes a catalog of customization parts for their bikes every year. Virtually everything can be changed by the owner with parts from the factory. The world's most profitable carmaker allows it all to be done before the car is delivered. This means the potential for no two to be alike. I'll list the ways this particular example had an option list that took it to an MSRP of $160,000.

The list of options in this example is extensive. Leather covered: seatbacks, console, sun visors and center upper console, dashboard, doors and steering wheel. Additional options include the silver stitching is color matched to the seat belts. Porsche crest on the headrest and an alcantera head liner. http://en.wikipedia.org/wiki/Alcantara_(material) The white dials and lighted door sills add to the interior appeal. The optional Sport Chrono Turbo package is a gem of a lap timer in the center of the dashboard activated by one of the steering wheel stalks for starting and stopping the timer. It also means the torque rating jumps from 460ft lbs from a low 1,950rpm to 5,000 rpm to 505ft lbs from 2,100 to 4,000 rpm. An outstanding increase from any perspective.

Surprisingly the storage space in this small car in the glove box and doors is impressive along with the deep rear seats. The rear seats fold down flat, protecting the leather surface from the cargo. In case your milk leaks, right? Porsche even engineers small folding flaps in the roof for mounting ski or bicycle racks. Have you ever mounted a rack on a roof or trunk? It isn't fun. I once creased the metal in the oddest way underneath the padding mounting a bicycle rack on a trunk. Luckily it wasn't a Porsche!

Moving downward, opening the hood in the rear since the engine is located there, you notice the integrated drip trays for the fluids, very thoughtful. The extraordinary optional Ceramic Composite Brakes with yellow calipers fill out the 19" wheels with the Porsche center crests and painted-to-match spoke edges looks both purposeful and elegant. These brakes were developed originally for racing due to their lack of fade when hot, longevity and lighter weight. Some squeal is evident depending upon circumstances but it sounded more like an electronic beep rather than a grating, annoying and cheap sound.

This low riding machine has a front spoiler or air dam that used to cost $1,200 to replace in '01 or so but now is just $200. A bargain in light of the inevitable scrapes that occur. Many cars need a repaint over time, this solution is far better. Some other features and options include mirrors that turn downward when backing up, a smaller, thicker steering wheel and no front license plate or model designation on the exterior. Yes, not having a front plate is against the law. A silly law, too.
There is a fire extinguisher mounted under the driver's seat and I'll digress here. Imagine going off road at the track into grass that is a little tall. Or parking attendants directing cars onto a field where the overflow parking is for an event. That fire extinguisher can sure come in handy when the grass touches hot parts. We've all seen far too much debris on the road, haven't we?

Alright already! What is it like to drive? A dream. A little harsh over bumps, especially in the "Sport" mode that tightens the shock absorbers. Known as Porsche Active Suspension Management. http://www.porsche.com/usa/models/911/911-turbo/indetail/?gtabindex=3 The Sport mode also adjusts engine responsiveness with fuel and spark manipulation. You can hear a subtle difference when idling.

With 480 horsepower on tap and the torque coming on low, downshifting really isn't necessary on the highway. If you do downshift, it pulls, hard. You're exceeding the speed limit and the car actually seems to enjoy it. Its hard to describe with a Porsche, but when you drive one, the faster you go, the more it seems in it's element. Oddly, it has a 5 speed automatic but when there are virtually no "dead spots" or lack of power in the low rpm range, more gears or "speeds" are not really needed. But it would make the car even quicker! Downshifts are so well controlled and immediate, despite the automatic, you think race car not passenger car.

When you explore the cornering and braking limits of a car like this vs. the world of daily driving boredom, the mind initially can't comprehend how it isn't flying off the road in plume of smoke and protesting tires. Its as if the laws of physics are manipulated slightly when in reality, it is a matter of your senses adjusting to the higher g-forces. Not unlike riding a roller-coaster.

At full-throttle while hitting a dip in the pavement, the rebound of the suspension or "jounce" which unloaded the weight on the front wheels made the steering wheel momentarily very loose and wiggly. The rear-engine weight bias is a major contributor to this as well. It immediately reminded me of my Harley feeling loose at a full-throttle shift into second with a heavy rear-weight bias. Go figure, another Porsche-Harley comparison! I couldn't make this up if I tried.

This compact and wondrous 3572lb car made the 4200lb sedan I returned in with a similar horsepower level feel slow, ponderous and loosey goosey. Any other mention or comparison is simply ridiculous. Riding in the Porsche as a passenger is a treat, driving it was a true grin-inducing pleasure. It may not draw a crowd, but that isn't what it's all about, is it?
Further information and technical specifications can be found here: http://www.porsche.com/usa/models/911/911-turbo/featuresandspecs/?gtabindex=1

Air Conditioned race cars - where is the coverage and carry over?

Yes it's true. The American LeMans Series, the premier racing league in the United States with a similar series in Europe has mandated air conditioning in the cockpit of the race car during the 2009 season. Where in the world is the reporting about this and the production car usage?

What is the big deal? Did you know virtually all passenger car A/C systems shut off during full throttle acceleration? These race cars spend most of their time at full throttle! This is to address dangerous cockpit temperatures well over 100 degrees which can lead to serious driver errors and fatigue at well over 100 mph running hard for hours on end. These cars, with no insulation and finely tuned engines making in excess of 450hp minimum running high octane race fuel, run hot, really hot. Cool suits are utilized in many race series, but in this series where races run for hours, air conditioning was deemed necessary. A cool suit is a shirt with cooling passages that circulates water to cool the driver during the race. http://www.saferacer.com/auto-racing-underwear/cool-suit/?cat=56&tagarray=29

Most likely these are very efficient air conditioning systems that are powered by an electric motor, rather than a belt spinning the compressor in virtually all passenger cars. There are two exceptions I know of though. The new 2010 Toyota Prius and the Tesla. How is that for irony? Two milestone cars designed for efficiency using the same system extreme race cars use.

So what's the problem? First off, why in the world hasn't this been covered in the media yet? And secondly, why hasn't this been incorporated into production cars that really need it?

This system that has to be designed for efficiency. Ideally, develop the most efficient and reliable system you can in racing and it can filter down to the street car. Here is a system that is functional at full throttle, in an environment that could normally be at well over 100 degrees in an uninsulated environment (no rubber seals, no UV treated or tinted glass, etc), and when is going to show up in the larger engined, lower fuel-economy vehicles?

Obviously the Prius doesn't have this racing pedigree and development, but how ironic that the car that needs it the least has it first. It's time for the media to get on the ball, and the manufacturers to start making some announcements.

Photo: No air conditioning in Wayland Joe's IMSA Porsche 911 GT3 Cup Car

Does Nissan know something Porsche doesn't?

Nissan announced it will not move forward with the GT-R powered 4-door flagship model.

http://blogs.edmunds.com/straightline/2009/04/2009-new-york-auto-show-infiniti-news----gt-r-powered-flagship-is-dead.html while Porsche, Lamborghini and Aston Martin moved forward with theirs.

I find this interesting for several reasons. First, doesn't this reinforce the notion that the GT-R should have been marketed and sold as an Infiniti? After all, how many other $82,000 cars are there in Nissan dealerships? That was a mistake in my opinion. The level of service and atmosphere, in my experience of calling on over 200 dealerships of all makes, is incomparable.

Also, Porsche has moved forward with the Panamera sedan and it arrives shortly. Granted the timing doesn't seem great, but Porsche is the most profitable car company per model at a whopping $28,000 per car sold. http://www.mobilemag.com/content/100/354/C11441/ No wonder they have a controlling interest in Volkswagen, the 3rd largest car company in the world. So I think they know what they are doing, and it shows low volume sales can be profitable with a high price.

Nissan would have much of the R&D worked out already, having the GT-R platform to expand on, especially the powertrain. The GT-R couple is already a large platform, my guess is it could be shared. Very similar to the Challenger (also an overweight 2-door) and the Charger. It would obviously carry a $100,000 price tag, especially badged as an Infiniti. I think this is a missed opportunity. They benchmarked Porsche once, can't they do it again?

Notice how closely the Infiniti looks like the Panamera? Is Nissan conceding defeat to Porsche this time?

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/