The absurdity of traffic school

Traffic school has it's purpose, but when the information provided is faulty and the financial profits are from instilling doubt, it becomes absurd.

Recently someone I know was ticketed for an illegal left turn. Sure it was illegal, but they had to go to the bathroom very badly, and it didn't cause any interference with traffic, whatsoever. Hence the reason for turn being illegal at that particular intersection. Regardless, the driver was at fault.

But since it wasn't close to home, the traffic school option was chosen. $264 for the fine, then a choice of 13 online traffic schools and one video school . Thirteen. Really. As if they don't all share the same server? At least the fee was only $34.95.

Taking the course online in a 2 to 4 hour period depending upon your reading speed and knowledge is far better than taking an entire Saturday to be bored to death. But there were some hilarious, dangerous and outrageous "tips" and "facts" that need to be exposed and revised.

There was suggestion that just before an accident, one should duck and avoid the steering wheel. Guess what happens when you duck? Your seatbelt no longer works properly for your upper body. The steering wheel is meant to collapse and most have airbags nowadays. Can you keep applying your brakes when you duck? This is real idiocy.

Brake failure can occur during prolonged use. This is ridiculous. Apparently we all drive big rigs on steep grades or are doing triple digits going into turn 2 at Laguna Seca in economy cars. Unless you're doing hot laps in a 1980s era Oldsmobile or your car needs serious attention, brake failure isn't happening. Period.

It was suggested to draft other cars during periods of high winds. My goodness this isn't NASCAR! High winds will mean debris will be blowing around. That means you better increase your following distance because that car in front of you is more likely to hit it's brakes to avoid something blowing across the road. And hit them hard.

Essentially contradicting itself, braking distances are listed as 106ft from 35mph and 228ft from 55mph. This is not the 1950s. 228ft is a horrible number for 70mph and and 106ft is more like a 50mph stop. Check out how quickly modern cars stop from 60mph and 80mph here. What about old cars? Well here are some comparisons of the "best stoppers" going as far back as the 1970s. Keep in mind these cars were not ABS equipped, had sub par tires by modern standards and rear drum brakes. Looking at this data, there is definitely a scare factor figured in.

Another statement was children shouldn't be in the front seat because of risk of suffocation when the air bag is inflated. Look, unless there is rash of suffocations from children sleeping or reading under their bedsheets, this is liability hype. Airbags stay inflated for a fraction of a second and if somehow it was in front of your nose, it gently drapes. It doesn't seal itself to your face, blocking your nose and mouth. In fact, when I was a passenger it reminded me of billowing satin pillow. I'm serious. Small children don't belong in the front seat but let's not spread rumors.

There was a mention of a designated driver is defined when there is two are more people. Really? Also, don't park facing against traffic on a two-way street, okay?

Finally, your completed test must be submitted to the county. The strategy here to get more money from you is to feed the fear of doubt that you'll even receive the completion certificate. So of course the optional fees are introduced to expedite it to you. Then when you receive the certificate of completion and have to forward it (why is there an extra step?), the concern of whether or not it will get lost in the mail and by the county surfaces. Needless to say, you start to worry about having a suspended license, being in contempt of court, having a warrant issue and being dragged kicking and screaming from your desk at work by the S.W.A.T. team and getting tossed in the slammer, never to be heard from again. Well, a minor exaggeration but you get the point.

In my next article I'll list some things that traffic school should teach.

Ode to the Suburban

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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!

Tips and suggestions for the Monterey and Pebble Beach car weekend

If you’ve wanted to know how to get the most out of the three "main" days during the big Monterey Car Weekend, including the Pebble Beach show, I have some suggestions for you. If you can’t find lodging or don’t want to pay at least $300 for a 3-night minimum, check Craigslist for those renting rooms or residences for that weekend. Can you believe there are people who go out of town and avoid the activity that weekend? Well, unfortunately for the first time since moving to California, I’m one of them. Never again! Here is a rundown so go enjoy it for the both of us! If driving from the north, take Hwy 17 to Hwy 1 and enjoy a California driving experience. Highway 101 isn’t nearly a fun.

Friday: The Concorso Italiano – one of the finest exotic and sports car shows, possibly in the world. Easier to get into than the Quail show which is probably sold out and more expensive, it’s the tourist’s show. You’ll never see so many Ferraris and Lamborghinis in one place. Excellent vendors and now that it’s back on a golf course versus the dismal airport, plan on taking 100 pictures that day. Well, every day, really.

Tips:
1. Arrive early and make it a superbly relaxing day.
2. Show your car foreign or domestic in the non-Italian corral if it has any noteworthy performance or styling element. Decals and stickers don’t count…
3. Pack chairs and all the fixings for a picnic if you show your car. Invite your friends to come by. 4. Hang out around the Lamborghinis for a while. Some of the owners stand out like their cars. And that is just way cool. You may recognize an "art car" or two as well.
5. Ferrari owners are very fun. Keep an eye out for an F-50, a very rare sight at the Concorso, or anywhere for that matter.
6. At the end of the day, check out where the entrant’s cars exit the grounds. You’ll hear some exotic sounds to be sure and maybe a brief "exhibition of horsepower."

After the show, head over to the Lodge at Pebble Beach. Preview the excellent displays of concept and pre-production cars outside the lodge, have a drink and walk down to the 18th fairway where there is probably a special display that may not be there Sunday.

Friday and Saturday evenings: Hit the auctions! Also, stop by one of the fabulous restaurants on Alvarado street in downtown Monterey (not Cannery Row!) about 1 hour before you plan on eating. That way if you don’t have reservations, you still might get a seat, including at the bar. Check out all the cool cars cruising down the one-way street.

Regarding the auctions, the largest and most diverse, including art and jewelry displays, is the RM Auctions at the Portola Hotel and Spa and Monterey Conference Center at the end of the street. The preview area is a show in itself. It’s guaranteed a few celebrities will be selling their cars or sitting in the audience. For more classic and muscle cars, check out the Russo and Steele auction on the next street over.

Saturday: The Monterey Historic Races at Laguna Seca. A spectacular event with manufacturer displays and vintage racing. If Sunday's D'elegance isn't for you, the racing later in the day on Sunday will have some very fast race cars of the past. Depending upon the schedule, some of the classes are faster than the fastest on Saturday.

Tips:
1. Pack some food and drink in a backpack. Sunscreen and a hat too.
2. Bring cash for the excellent vendors. From clothing, shoes (Pilottis!), sunglasses, model cars, posters and artwork. And food, did I mention food?
3. Arrive early enough to park and walk the vendor displays (1.5 - 2 hours) then check out the actual races in the afternoon vs. the qualifying (LINK)
4. After the races, walk fast to your car so you’re not stuck in traffic
5. Head back to The Lodge at Pebble Beach to check out the latest additions to the displays outside before the car covers get put on the concept cars in front of the Lodge entrance.
6. Hit the auctions again!

Sunday: The Pebble Beach Concours D’elegance– the finest in the world, by invitation only, are on display. You'll notice a very European presence as well. People watching is off the chart and the judging panel is a Who’s Who in the automotive industry. If you haven’t seen Jay Leno in person by now, you will here. Not to mention he is the guest MC for the raffle. You won’t mind the crowds outside the Lodge because you’ve already previewed the cars on Friday and Saturday. Be patient with the crowds around the cars, you’ll have better photo opportunities as the day goes by. Actor Ed Herman and crew do a great job presenting the cars. The owners are very informative as well.

Tips:
1. Enter in either entrance because you’ll see some great sights as you make your way to the coastline on 17 Mile Drive and park there to take the tour bus to the show.
2. Plan on walking, a lot.
3. You may love the poster and the clothing branded for the show as well. So bring more money, again.
4. Don’t miss Jay’s witty banter during the raffle. He will assuredly make fun of the billionaires in the audience that buy 10 or more $100 raffle tickets for a $25,000 - $30,000 car.
5. If you are unable to get close to the drive-up display area for the chosen finalists, the big screen at the far end of the fairway is a great alternative.
6. Alternatively wait around the corral where the chosen cars end up to see them drive by.

Sunday afternoon/evening: You’re might be tired, you’re "car’d out", and you put a dent in the pocket book. But wait, there’s more! Conclude the evening at the Gooding and Company http://www.goodingco.com/main.html auction at the Pebble Beach Equestrian Center. Finish off with a dinner at Roy’s at The Inn at Spanish Bay and you’ve avoided the traffic driving home. Have a great time!

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. 

GM's ridiculous Transformer "Bumblebee" Edition Camaro

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

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

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

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

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

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

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

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

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

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

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

Presidio of San Francisco Concours D'elegance

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



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

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

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

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

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

Ferrari F430

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

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

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

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

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

Audi R8

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

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

Porsche Cayman S

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

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

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

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

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

Aston Martin DB9 Volante:

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

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

Ferrari F355:

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

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

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

Lotus Elise:

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

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

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

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