When Driving Is Silly Ride a Custom Bicycle From Behind Bars, Inc.

Think about where you go in the car around town for a minute. How close are your destinations? It takes too much time to walk but if you could run far enough it might be okay, right? Consider taking the bicycle. Statistically, over half of us need to more often. So take the bike, enjoy the scenery, save some gas (duh), stop sitting at stoplights and get some exercise.

When you do, consider a bicycle to add function and form. But if you're going to be exposed to the elements and others, make it unique, fun and something to smile about. Dominick Guida of Behind Bars Inc. knows this and acted on his vision. Check out his workmanship and ideas in the slide show. His enthusiasm is contagious and the designs inspired me to write this article along with the initial suggestion from my pretty navigator.

Driving is great. The effortless power, the comfort, adjustable temperature, music, flexibility to go far and fast are all very appealing. But sometimes it's just a waste of gas. All those creature comforts are not always needed, especially on a short trip. Friends houses, post office (backpack), lottery tickets, bank, etc. I would imagine it's not easy to get mugged riding a bike, by the way.

The retro bikes are making a comeback. Weight isn't a consideration for cruising so why not? And when that supply is gone, customize. Make unique and make it yours. Cookie cutter is for the office parking lot. Have a lime green with pink polka dots (okay, maybe not pink) and chrome wheeled ride for going to the store. Bet your dog needs some exercise too. Just be careful out there.

Additional Links:
Behind Bars, Inc. My Space page http://www.myspace.com/behindbarsinc
Facebook page http://www.facebook.com/pages/Behind-Bars-Inc/269548817652
- check out the bike show June 13th in San Jose
http://i199.photobucket.com/albums/aa24/DeeGuida/Poster_v3copy.jpg
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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!

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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2010 Ford Mustang GT500 - Brief Impression

Recently I had the opportunity to have a couple of rides in a 2010 Ford GT500. What I learned during that brief time was pleasantly surprising. I used to be "down" on the car due to the weight. And actually still am. It's woefully overweight at 3917lbs as tested by Car &Driver, not to mention a bit front heavy in terms of weight distribution. But Ford continues to revise the solid rear axle and has anyone ever said a low 12-second car isn't fun to drive if it's generally refined? The other reason I frowned on it was when it had excessive badging making it a Ford Mustang Shelby Cobra SVT GT00.

The owner stated it's quite difficult to launch despite the solid rear axle (SRA) and weight. Managing a clutch and accelerator isn't easy with a car of this power on unprepped surfaces. Even Car & Driver managed a lousy 12.9 second ET despite a 113mph trap speed. I would suspect excessive wheelspin that shortened the distance of the track. The car should be in the mid-teens.

Besides a tasteful dark blue color, my next favorable impression was the exhaust note at start-up. "How is that street legal from a production car?" was my first thought. It has a nice bark and a great burble. When inside, it isn't intrusive at all.

The door shuts with a very satisfying and surprisiningly refined "thunk" with close tolerances. It was at this point I started to re-think the car. A few years ago, I had the opportunity to put 200 fun miles on a Hertz Shelby GT Mustang convertible. The sub-standard interior wasn't exactly impressive and a 4-speed automatic was archaic.

Now the improvementst of the 2010 is apparent and a nicer interior with steering wheel controls. The screen for the satellite radio doesn't have the sharpest resolution, but I didn't see the navigation portion. The hoodline is still excessively high so placing the car in the corner is more of a guess than a proper sports car. It doesn't have all the creature comforts and might be one of the lowest content cars for the money. But that isn't what it's about. It's about nostalgia, power, heritage and acceleration.

Also easily upgradable in terms of additional horsepower due to the supercharger, it is the muscle car alterative to the Corvette. In other words, a bigger, heavier cruiser that does well on the dragstrip but is second place on the road circuit.

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More power will equal more all-wheel drive

I stated the horsepower race is over, but I didn't say big horsepower cars will no longer be sold. What we will see is a trend for all-wheel drive (AWD) for high horsepower cars. Rear-wheel drive cars with that power level will spin their tires at highway speeds. Can you imagine utilizing that power from a standstill? Hence the reason for the 60mph to 130mph performance standard become more popular and replacing the quarter-mile. See my article here.

What does Audi, Bugatti, Lamborghini, Nissan, Porsche and all have in common? They offer all-wheel drive in their most powerful cars, except Porsche who still believes in offering the ultimate experience with the Porsche GT2. Even Ferrari has looked carefully into an AWD drive system now that their production cars are over the 600hp mark.

What are the disadvantages? Weight and powertrain loss which translates worse mileage. Cars are gaining weight anyway, in fact becoming obese. Look at the wheelbase-to-weight ratio of the Nissan GT-R and Mustang GT500 for example. Adding all-wheel drive won't make much difference. Mileage continues to improve with various technologies as well. I don't think it is a major penalty and actually contributes to the safety and drivability of the car, especially in adverse condtions. Not that these cars are driven often in the rain, but it sure helps.

Some other advantages are quicker acceleration due to more aggressive gearing. Check out the overall gearing the Nissan GT-R and Porsche Panamera. Each gear has a roughly 30mph spread or less! This allows for fantastic acceleration. Mileage isn't a big tradeoff when the top gear is the one used most of the time when traveling any appreciable distance anyway.

Another advantage is easier and drivabilty during adverse conditions. Even though the performance tires get hard and slippery in cold weather, it is the wet weather where all-wheel drive will come into play. However, all-wheel drive does NOT mean shorter braking distances or better emergency maneuvers. So don't confuse pace with safety.

As long as development continues for these ultra high performance cars, even though we won't see major leaps in horsepower any more, I believe we will see more and more all-wheel drive models.

Corvette ZR1 Review and Test Ride - Modifed for More Power

The highest horsepower car for sale in the history of General Motors at a whopping 638 is in itself a beast. Add American Racing headers and a smaller Lingenfelter supercharger pulley and snout and suddenly the Corvette ZR1 is just plain scary. It's not only how hard your neck is snapped back, but how long it takes to get back to vertical. Some call it a butt dyno when guessing horsepower but in this car its a head dyno because its so fierce.

The owner, Ben Treynor, is a familiar name among fans of modified performance cars. His Renntech Mercedes S600 was profiled in the October 2003 issue of Car & Driver magazine. From a Supra Twin Turbo, multiple Vipers including what might be among the first (or first widely known) over 1,000 horsepower in a modern car. A previous owner of an 2006 Corvette Z-06 with LG Headers, he can attest to its disconcerting rear suspension movements and being nearly undrivable due to the excessive sound in the cabin from thin-walled exhaust headers.

His commuter car, which is allowed in carpool lanes, is a 2010 Tesla Roadster Sport. I think the Corvette should be allowed in any lane it wants due to its "awesomeness".

This ZR1 produces approximately 590 rear wheel horsepower after mentioned modifications. Notice the stock airbox with the muffler in the slideshow. The LPE supercharger snout is lower than the stock location so there is a crimp that will be soon fixed for an additional horsepower increase of about 30hp at the rear wheel.

America's Sports Car really isn't. The Corvette ZR1 is actually America's Grand Tourer. The Viper ACR is the pure sports car king now where the ZR1 does everything extremely well. Everything. Refinement, ride quality, sound levels and of course obtainable ultra-performance with low maintenance costs make it a top choice in the world. Especially if the MSRP of approximately $120,000 is included in consideration vs. alternatives. Not convinced? Over 18mpg isn't too bad either. That's a good figure for 400 horsepower cars.

Five stage traction control (TC) with a launch control feature is integrated into the powertrain and suspension. Of the two stages demonstrated, one allows for excessive wheelspin and tail-out antics. When it activates, it bogs a bit, almost as if it knows a big save is needed from whatever put you there. The second stage is so well tuned and quick acting, it's the preferred setting. A brief pop is heard while power is very momentarily reduced with near relentless acceleration is enough, and actually perfect on the street. I never thought Id ever think there was enough power but I wasn't acclimated to its furious rate of acceleration.

The factory launch control allows the rear suspension to squat and the front suspension to rise for weight transfer to enhance rear traction. An added benefit of the magnetic shocks.

The compliant ride with the magnetic (magnetic-rheological) shocks that have tour and sport settings make for a very comfortable ride. Even with the headers the car is very quiet, more so than the Porsche 997 Twin Turbo I reviewed. Another difference is the ridiculously large Brembo carbon-ceramic brakes do not squeal either.

The luggage compartment is nearly cavernous. Some complain about the size of the Corvette in comparison to other sports cars but taking into account its practicality, it's hard to match. Yes, a Corvette is practical for two people.

A common complaint about the car is the styling is too closely related to the common base model and Z-06. On its own it looks great except for the ridiculous window in the hood, which has a view of another cover. It's no Ferrari from that standpoint. However the vents, bulges and carbon fiber roof and other CF pieces are tastefully done and really spice it up nicely. Without the window on the hood, the bulge would be ominous.

Ben's has a few complaints are the seats offer too little lateral support. This has been pointed out for years in Corvettes. Why GM doesn't improve upon them is beyond me. Well maybe not. Cost reduction and more profit. Its not like its one of the mysteries of the universe, it's a corporate mantra. The other is twitchy steering over bumps and uneven road surfaces which is not uncommon with very wide front tires. Wide as in 285/30/19s which is a rear tire width on other very powerful cars.

One of Bens favorite things about the ZR1 is the exhaust note. It really rips and I'll try to get a video because it needs to be included in my Best Exhaust Sounds series.

He did state a wish-list item would be a dual clutch transmission. More aggressive gearing would be hard pressed to change the 0-60mph time because the car is so powerful and would translate to even easier wheelspin. But faster shifting and even more closely spaced ratios are always welcome. Traction management is an issue in 2nd gear as well. That means tire spin at speeds well above 60mph on dry pavement with sticky 335 series tires.

It's outrageous but not exotic. A superb performer and easily upgradeable to be among the quickest cars on the street with handling to match. It can be driven cross country without hesitation with plenty of luggage capacity and get decent mileage. I can't think of any other car that can do that. It can be a daily driver, driven hard and put away wet. And yes, I want one.

Links of interest:
Lingenfelter Performance Engineering - R.I.P. John L.
Newtech Performance Engineering: Not the first time I've encountered a blazing fast car from this shop.
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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!

BMW M5 - The Best Exhaust Sounds

Take a 500 horsepower V-10 engine and unrestrict the exhaust system you've got automotive music. The second installment in the Best Exhaust Sounds series was brought to my attention by an associate of VS Motorsports in Schaumburg, IL.

If you like the responsiveness of a normally aspirated engine in a practical 4-door sedan with excellent handling, buy one soon. BMW will be replacing the V-10 with a twin turbocharged V-8 due to emission and mileage goals. Albeit quicker with more horsepower and a likely dual clutch transmission vs. the somewhat jerky single clutch automated manual.

The predicted replacement engine, already in the X5M, is a 4.4 liter twin-turbo V-8 currently producing 555hp and 500ft lbs of torque. I would be very curious to know if this engine weighs more than the current V-10. Also, the turbos are in the "V" on the top of the engine along with the exhaust ports and the intakes on the bottom/outside. Just the opposite of virtually every other V-bank engine. It will be interesting to see this radical design is incorporated into a serious performance sedan.

This BMW sounds extraordinary. Imagine while "under load" how it sounds. Check out this video of an accelerating M5 and see if you like it. Link to Evosport website.



What is your favorite exhaust sound? 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!

performance · cars · Ask Rob About Cars · BMW

2011 BMW 335is - Are the Changes Enough?

BMW recently announced the 2011 model 335is twin turbo will have power, transmission and cooling enhancements vs. the prior year 335i. I question if these enhancements will enough to sway the enthusiast to purchase the standard 335i with the single turbo. Not giving the car a limited slip differential remains a huge disservice.

The 335is will have 320 horsepower with its revised twin-turbo 6-cylinder engine, up from 300hp. Also 7 seconds of overboost will be available raising the torque figure from 332ft lbs to 370ft lbs. This isn't really an improvement over existing aftermarket tuners such as Dinan (which offers a warranty) and Burger Motorsports Juice Box series.

Potentially bigger news is the Non-S model now has a single turbo instead of the "twins". Likely significantly larger in size than the twins in the "S" and last year's model, this will mean greater potential for adding power in the aftermarket.

The 6-speed automatic is replaced by the 7-speed dual clutch transmission which probably won't mean turbo boost levels will fall off since the Nissan GT-R and Porsche 911 Twin Turbo manage. But if the gear ratios are the same from the M3, the 6-speed manual has been shown to be the quicker car once the speeds are above 120mph. Will the DCT transmission withstand higher-than-stock power levels?

An upgraded radiator and motor mounts are included as well for track duty. What is really questionable is the decision to leave out a limited slip differential. Making a car more track ready with more power, a fast shifting automated transmission and cooling enhancements without adding an LSD is like making it a better burnout competition entry. Check out this article on the new McLaren MP4-12C supercar not having an LSD and the problems this poses.

While improving the breed, BMW potentially makes the base 335i the enthusiast's choice with a single turbo system and the "S" model still doesn't have a key performance element. Still world class, will the 335is meet sales expectations vs. the non "S"? Will the automatic transmission, now no longer available, be the desired transmission at the 75,000 mile mark? And will the need for an LSD make itself even more apparent?
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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!
BMW 335i Coupe

Will the single turbo 335i be the model to choose vs. the 335is? Is the lack of a limited slip becoming a bigger detriment?
View Slideshow »

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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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Ferrari 458 Italia technical highlights

The technical aspects of the Ferrari 458 production car are fascinating and surprising. There are multiple articles about the car but a summary is in order due to the sheer amount of notable achievements . There are very few cars with such innovation. Read further, you'll be surprised.

The aluminum chassis (frame) is 20% stiffer in it's torsional rigidity (resistance to twist) than it's predecessor, the incredible F430. Also 8% stiffer in resistance to bending. This was done without any weight penalty despite the wheelbase growing 1.4". This means that the suspension is better able to do it's job without geometric compromises that it are not', and can't, be designed for. It also means greater stability than the F430 without a weight penalty.

Among multiple aerodynamic enhancements, downforce is higher, up to 794lbs at 200mph and matches the weight distribution of 49% front and 51% rear. Road & Track states 58% rear. Odd. The benefit regardless like an upside down airplane wing, the car is pressed down to the road instead of lifting off. This allows for for higher cornering speeds and greater stability.

The front winglets in the fascia are aerolastic and route air upward into the radiators and supposedly contribute to the downforce. But at over 124mph, they deflect downward by up to .8" to re-route the air and reduce drag. The overall drag coefficient drops from .343 to .330 as well. The other factor however is frontal area. The frontal area is multiplied by the coefficient of drag (cd) to get the true measurement of resistance.

The dual plenum intake manifold has four modes of variable resonance using sonic waves to force air into the combustion chamber called "resonance supercharging." This is creates up to 30ft lbs of torque. All these increases in power and torque and the fuel consumption improves 13% vs. the 490hp F430. The carbon dioxide output is supposed to be best in class as well. 307g/km or 1.09lb/mi if you're keeping track.

The engine is the highest revving production V-8 in the world with a 9,000rpm redline. Reportedly it will upshift automatically at redline with the dual clutch transmission. It produces 557hp per Motor Trend, 565hp per R&T and 562hp per Car & Driver. Either way, it's from 4499cc or just a hair under 4.5 liters and at 200mph there is a 5hp ram air effect from the air intakes in the C-pillar vents.

Oddly, the main air intake for the engine bay, per Road & Track ,is from underneath the car. Assuming this means the radiator(s), it seems odd to me because of the sheer amount of dust and debris from the road. Don't think there is much? If you've ever seen a motorcycle with downward pointing pipes blip the throttle you'll see little dust clouds. In this case, it isn't just airflow past components, it's air intake. I'll be very curious to know how that is managed, if there is a suggested maintenance interval and what that interval actually is.

Below 3000rpm at wide open throttle, 20-30% of the required fuel is injected at 40 degrees past bottom-dead-center of the piston, creating a rich zone which increases torque by up to 6%. Is this a standard technique or if it's new and what is required to make it work such as piston size or speed. Otherwise, should all those dyno-tuned cars go back for updates?

Thanks to the cooling effect of high pressure direct injection, among other advancements, the compression ratio is 12.5 to 1. Looking for a comparison, the horsepower and compression ratio are quite close to the famed 427cubic inch L-88 Corvette engine from '67 to '69. And its also about 1/3rd smaller at nearly 275 cubic inches and revs roughly 1/3rd higher.

Nearly 6ft lbs of torque is saved at 2500rpm by 3 separate crankcase oil scavenger pumps thaIt prevent air from flowing between the galleries creating a near vacuum. The middle 2 cylinders on each bank move out of phase with the other middle two which is the classic flat-plane crank design.

6hp is saved at 9000rpm and 2% fuel consumption at 105mph due to a variable geometry oil pump.

The 3-tip center exhaust isn't for show. The center outlet is used for most driving situations, but the outer two open depending upon driver settings on the manettino steering wheel dial with wide-open throttle and reduce backpressure from 7.3 to 5psi.

The Engine Control Unit (ECU), monitors each combustion chamber result by monitoring ionization across the spark plug gap. This is only done in the F430 Scuderia and Ferrari FXX. I wouldn't be surprised if it also is done in the 599XX. Does this require additional hardware, an upgraded chipset or just additional code? In other words, why is a necessity or what is the benefit? How much does it add to the cost?

The second dual-clutch transmission offered by Ferrari shares 70% of the content including the clutches with the model with the first, the California. Developed by Getrag, top speed is purposely achieved in 7th gear. This means all 7 gears are usable from a performance standpoint. Many cars, whether 5 or even 8 speeds, the top 1 or 2 gears are for fuel economy reasons only.

The time between shifts is reported to be .04 seconds. One would assume there should be no gap if one clutch engages while the other disengages but hopefully explanations will be down the road as DCTs become even more prevalent.

Another feature of the DCT is holding the left paddle in for rapid-fire downshifts while braking such as when approaching a turn. The intent is to choose the best gear for power out of the turn and allowing the driver to concentrate on steering and braking inputs. Although technically another driver aid, it's use is optional.

A limited-slip differential called E-diff3 is supposed to enable corner exit acceleration 32% greater than the F430 before it and with 28% less countersteering. This is a radical difference in philosophy than McLaren's MP4-12C which does not have an LSD.

The 458 also has magnetorheological shocks developed by Delphi. The ride control is assessed every millisecond and damping rates adjusted within every 8 milliseconds. The Corvette ZR1 and Ferrari 599GTB are two other super high performance cars equipped as such. The latest generation of these shocks have 35% less internal friction for a more comfortable ride over small bumps.

The steering is ratio is a super quick 11.9:1 vs. the F430 Scuderia 16.9:1. That is a vast difference vs. what is already a track-ready car. So no shuffling of the steering wheel or hand-over-hand motions in turns.

There is a tire, engine and brake temperature readout. This is done without sensors, but rather based on algorithms. Ferrari was already a step ahead of me when I published this idea on September 6, 2009. This means the driver knows not only when to "beat" on the car, but if the tires will be more likely to spin or slip.. The brake temperature indicator is interesting considering the car already has huge carbon-ceramic rotors.

The 1:25 lap time at the Fiorano test track is the same as the less powerful, automated single-clutch yet lighter F430 Scuderia on competition rubber. The 458 Italia did it on Michelin Pilot Sports. The Enzo is also quoted at 1:25 as well.

The weight is listed at 3,274lbs in R&T (most likely with a full tank) and Ferrari shows 3042lbs with forged wheels and racing seats. Sometimes racing seats are not available in the US due to safety regulations and airbag compatibility. Compare this to the F430 Scuderia which is listed as weighing anywhere from 2,756lbs (bone dry?), 2975lbs (wet?) to 3,150lbs (US spec, full tank).

The Ferrari 458 Italia has features that few, if any automobiles have on the road today. Despite drivers' aids that make a driver faster, but not necessarily better, it is quite possibly the finest sports car on the road.
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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!

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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