Porsche Panamera - why is it so quick?

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

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

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

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

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

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

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

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

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Buying Tips for Performance Chips

Chips, handheld tuners, engine control units; they are all used to change the power output of an engine and the shifting of automated (automatic and automated manual) transmissions. The problem is how to choose based on their claims. Based on a friends 997 Porsche Twin Turbo shopping experience, there are certain things to be aware of and questions to ask if you're new to modding your car and there are no clear choices.

It's easy enough to buy on owners recommendations and write-ups in the forums. Not everyone is of the mindset for maximum horsepower though. Some don't even want to void their warranty. Go figure. Sometimes ownership of the car determines your choice. Not so with an LS1 Fbody (Camaro/Trans-Am). There are a ton of choices written up here.

The biggest controversy is horsepower claims. Where do the numbers come from and how are they measured? Keep in mind the biggest horsepower gain isn't always the best choice for your application.

Factors to consider are numerous. Will quality be affected? If supercharged or turbocharged, will the sparking life be shortened? Will there be an octane sensitivity other than a simple race gas tune? Is dyno tuning allowed for more exact and correct tuning or is a "canned" tune all that is available? Perhaps both are possible. Sometimes other vehicle electronic controls are tapped to control the level of the tune from stock to tuned to race gas. For example of this is using the cruise control button to select the tune. Sometimes, you just don't have a choice and have to go with what's available.

Are the horsepower claims taken directly from flywheel or from the dynometer? If taken from the flywheel, the implication is that the engine was removed and tested under controlled conditions. A time consuming and expensive process but more accurate.

If taken from the dynometer, and quoted as an estimated flywheel increase, what percentage loss are they calculating? Keeping in mind there are minor variations in production tolerances for horsepower ratings. One engineering team said 2% is allowable for their line of performance engines. An engine can also make more power when running cool vs. at normal operating temperature vs. running hot or "heat soaked". Taking all this into consideration, claims AND your results can vary wildly.

Was the car modified with intake and exhaust changes that show a greater horsepower enhancement than bone stock? Was 91 octane gas used vs. 93 octane? California is stuck with lousy 91 octane gas and therefore the goofballs at C.A.R.B. (California Air Research Board) dictate the octane auto manufacturers must comply with, among other restrictions. But other parts of the country have 93 octane available at the pump and there is and that allows for a little more power if tuned for it.

It's possible your emissions may be affected negatively. But that is why the "stock" tunes remain accessible. The performance aspect of the tune may not comply with emission requirements. But many times, the car will get better mileage.

As far as warranty concerns, some say their modified tune doesn't leave a trace when the car comes in for warranty work. Some manufacturers may claim otherwise. Well known BMW tuner Dinan matches the manufacturers' warranty and has a relationship with BMW. If your fellow owners have history, and there are a lot of established ones, enjoy that extra kick in the back and head snap with those shifts!
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Have a question about cars you would like answered? Want to know about performance, racing, modifying, shopping, makes, models, events, etc? Ask me here: AskRobAboutCars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!

Interview with a race car driver

Even with great talent, it takes money to get to the professional racing leagues. Champions included. Recently I had the chance to meet a very nice and successful amateur race car driver named Brandon Aleckson at a Club Auto Sport function. Brandon was helping at a racing simulation demonstration for one of his sponsors, Trinity Racing Concepts. Brandon was very personable and I asked him a few questions about his racing experiences that evening. Later I felt complimented when he contacted me looking for help or suggestions for raising funds to continue racing. I then realized there are a lot of things I don't know about climbing the ladder in racing and that we should talk more in depth.

Brandon has quite a list of accomplishments highlighted on his website including the 2006 national championship for Formula SCCA cars and received the Motor Sports Press Associations 2006 Open-Wheel Road Racer of the Year Award http://www.brandonalecksonracing.com/ He also saw noteworthy success in '07 and '08. Take a look, Brandon has more accomplishments in amateur racing than most could dream of.

He used to race Go-Karts but it became too expensive needing 2 chassis, 2 motors, parts, rebuilds, etc during the season. This is also became very time intensive as you can imagine. Buying a Formula FE spec racer turned out to be the way to go. Back in 2003, it was "only" $28,000. Now it's about $50,000 to buy a new one. Start adding up all these figures, you'll see the dilemma, if not already!

The one difficult part of the racing for Brandon is dealing with the parts, despite the 160-170hp 2.3 liter Mazda engine being sealed and lasting 4-5 seasons. A huge bargain. But there are wear and maintenance items or updates to be competitive such as floating brake rotors, and they are not cheap. There are not a lot of sources for these parts and they are obviously not massed produced.

This means during the season, figure about $15,000 - $20,000 maintaining the car. For instance, tires are $650 for a set and they last a weekend Entry fees are $300-$400. Run multiple weekends and suddenly the decimal point starts moving the wrong way in the checkbook and the commas disappear, if you were fortunate enough to begin with.

Asked about the most trying aspect, the answer is the logistics, as you can imagine. Leaving California four days before a race in Atlanta. But Brandon's crew chief, chassis set-up guru and driver is also his source of his funds: His Dad. Being a business owner that can gladly spend the money and time away from the office with his son is a enviable situation. Having a racing background himself has obviously paid off. But keep in mind Brandon's winning seasons are with himself, his Dad and sometimes an assistant versus teams of 2-3 cars with a full staff.

When asked what are his most and least favorite tracks, Miller Motorsports Park in Utah was his top pick. The track, the facilities, everything according to Brandon there is top-notch. Previously it was Road Atlanta, one of the faster tracks in North America. His least favorite is Button Willow in California. Granted it is personal taste, but one interesting observation is that it doesn't have "character corners". In other words, turns that make a track unique and memorable. For those that that are only able to go to Button Willow and feel dissed, don't. You are still in an eviable situation doing something many cannot afford due to time, funds or both.

Looking at his winning record, I asked about confidence. He was obviously consistent and that is a study in concentration in itself. Brandon usually qualified on the pole so confidence level was always high.
Asked what the important piece of advice, the answer is to network. Get to know people and sponsors because it's all about the funds. The next move up for him would be to Star Mazda. But to "try out" means over $5,000 and most likely $10,000 for one day of testing. Not only that, a season runs about $750,000 and Indy Lights would be $1 to $1.2 million dollars. For one season. This means there are drivers in the pro ranks that are there due to having money, not talent.

Brandon impressed me when I first met him and when we spoke on the phone. He is obviously very talented and his accomplishments are very impressive. If you would like to sponsor Brandon or know someone who wants to help fund a top-notch driver, contact him here: AlecksonRacing@hotmail.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.