Tesla Roadster Sport driving impression

If you like your head getting snapped back with turbine-like smoothness while removing your dependency on fossil fuels, the new Tesla Roadster Sport is your sports car. This higher horsepower Sport version of the Tesla Roadster, new for 2010, is even quicker. Skipping the '09 model year, the 2010 Roadster model has multiple improvements vs. the first generation including the Sport model. I'll refer to the '08 and '10 as T1 and T2, pun intended.

The Roadster Sport is a $19,500 option over the standard $109,000 Roadster. Adding 40hp to a total of 288hp, the 2,690lb car is very quick. Tesla reports a 0-60mph time of 3.7 seconds which is entirely believable. Considering the power delivery from a dead stop and rear-biased weight distribution, owners can expect this with regularity as traction is excellent.

The "Very Orange" model I drove also had the $9,000 Clear Carbon Fiber Accent Group which made for a very sporty appearance. This paint would be perfectly at home on a Lamborghini. The carbon fiber on the rear spoiler, hood vent and roof cross piece were nice accents complimenting the black finished forged alloy wheels.

The drive selection lever from the T1 is has been replaced with lighted buttons; park, reverse, neutral, and drive. At low speed the first thing noticed is the silent and smooth drive-off, much like a golf-cart. Turning the steering wheel at low speed and you immediately notice the unassisted effort. A larger steering wheel would probably work if the extra leverage could be felt.

Eerily quiet at first, punch the accelerator (no longer the gas pedal!) the response is immediate. This is truly a point-and-shoot type of car. There is no build-up of acceleration, no downshifting, no lag, no hesitation, nothing. It's like always being in 1st gear. The 3.7 second 0-60mph is so easy and even turning off the traction control, I couldn't get the aggressive Yokohama A048s to break loose on dry pavement. Believe me, I tried. A brake torque doesn't do anything either.

Like the Lotus, the steering wheel wiggles over bumps but smooths out at speed unlike my impression of the Lotus. However, around triple digits it loosens up again. But this car isn't about high speed cruising. The motor whine is noticeable and a little loud but what I found more disturbing was the excessive wind noise around the A-pillars and removable soft-top. I'm told the hardtop reduces the noise noticeably.

Having seen a Tesla T1 crack off a 12.9 1/4 mile run, and multiple tests put the car in the high 12second range at 103-105mph, the T2 Sport is quicker but probably won't pick up any mph. I say this because acceleration noticeably falls off after 75mph due to the nature of the engine and powerband. An owner has ran a 12.643 ET, but at only 102.89mph. 

To put it in perspective, a Ford "Terminator" Cobra with bolt-on modifications and stock pulley caught up from a 2 car length deficit at low speed and streamrolled past me once it hit 3rd gear. This car rocks up to legal speeds though. To be honest, that is all anyone really needs on public roads.

The ride is very compliant and quite comfortable. The body roll is minimal and despite the weight distribution, this one was tuned to predictable understeer. The Sport model includes 10 level shock adjustments, 3 position anti-roll bars and a remote shock fluid reservoir. It has very high cornering limits, the non-Sport model recording .90 and .92 on the skidpad so despite nice seats, better side bolstering is needed.

Braking is quite good and I would be curious how the Sport model compares in an instrumented test with it's softer, more aggressive tires. The brake lights activate automatically because the car will decelerate at a rate to activate energy regeneration when off the throttle. Apply the brake pedal for a quicker stop or modulate the accelerator. Again, like driving a car that is permanently in a lower gear.

Getting in, despite a .5" narrower sill, cover, now carbon fiber, is still quite difficult for a 6-footer. Literally climbing out is hardly easier. A side-by-side comparison would be needed with the Lotus Elise, but I seem to remember it being a little easier. Remember, the Tesla has major structural revisions to cope with the battery weight. You can read my review of the Lotus Elise here, but keep in mind, it's based on a very small car. My left calf rested against a support structure on the left side and the lower center console on the right.

When my Pretty Navigator, who is used to large sedans, first saw the car she asked, "Where is the rest of it?" And then during the walk-around, "Oh Honey, it's so cute!". But that isn't so bad because when you really like your passenger, sitting shoulder and hands on thighs is kinda nice.

The view for the ventilation controls were partially obstructed by the dashboard ledge under the radio. One advantage though is the immediate response of the heater - you don't have to wait for engine coolant to warm up since an electric heater starts producing heat immediately.

Having driven about 60 miles with a lot of full-throttle bursts and 75mph cruising, despite the limitations of a very small car design with weight concessions such as soundproofing and wind noise, Tesla has done an admirable job modifying an existing platform and developing a powertrain that is undoubtedly functional, fun and reliable for everyday transportation. As of the writing of this article, Tesla Co-founder Elon Musk's '08 Roadster has over 13,000 miles on it.

Keeping mind no gas station fill-ups, no oil changes, no engine warm-up, minimal maintenance (no spark plugs, belts, air filter, pcv valve, etc. etc), electric vehicles are here to stay. This one is groundbreaking and may be the most fun EV for a long time.

Stay tuned for a future article on Tesla and the improvements made for the 2010 model year.

Instrumented tests with spec sheets: Car & Driver and Road & Track

Sound Off! Lexus LF-A vs. Mustang GT

The super high-tech, incredibly fast and expensive ($375,000) Lexus LF-A actually has something in common with the $30,000 '10 Ford Mustang GT. Believe me, they don't share any common components and they are not even remotely related in any way. But they do share one common trait that is rather unique. They both have methods of directly transmitting the sound of the engine into the passenger compartment.

The new 560hp Lexus LF-A, with it's 9000rpm V-10 engine has sound tubes that transmit the engine sounds into two locations in the passenger compartment. As reported in the December '09 Road & Track, the sound comes in above and below the dashboard. The 2010 Mustang GT also has a "sound induction tube" as reported in Car & Driver, February 2009.

To be perfectly honest, it's an ugly addition to the engine compartment on the Mustang. Looking at the photo here, it unfortunately looks like an afterthought and creates clutter. This engine compartment looks better.

Is this a sign of performance cars being so refined that sound effects are needed to engage the driver? As if the car is so quiet that the enthusiast driver receives so little audio feedback the factory deems it necessary to "pipe it in". What happens when the owner installs a less restrictive "cold air intake"? That is a common upgrade that not only can increase horsepower, but also the audible sound level of the engine as well. Will these "CAI's" still allow for the "sound injection" as well?

Is it another foreshadowing of upcoming sound regulation? Electric cars are naturally very silent and so are hybrids when under full electric power. Is there anticipation of internal combustion engines having even stricter sound requirements? That doesn't bode well for diesels, does it?

A question I always ask is how much R&D and resulting cost did it take? And for these cars, was it really necessary? Is there an after-thought to discourage modifications to the cars?

If that much R&D goes into the sound tube design, shouldn't it be driver selectable? Many want the speed, but what about their music? Gotta have the tunes! Others may want to impress those outside of the car. with the sound. If there are passengers, they are already impressed, right? Hopefully by both you and your car.

Unless exterior sound regulations get so outrageous, I predict the sound tube fad may become an adjustable "feature" in high-end cars and simply fade away in the rest. Just like the digital dashboard. Which, by the way, the Lexus LF-A also has but luckily in the shape of a traditional speedometer and tachometer. The reason? Lexus states the engine revs too fast for an analog gauge to keep up.

So do you want two volume control dials plus the one under your right foot?
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Got 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!

How fast? And is it stock? Bone Stock defined

How quick and is it bone stock? That is the question among fans and owners of various cars with lots of debate about who is faster. Top speed is easily measured by magazines and meaningless in terms of acceleration. Zero to 60mph sounds good but doesn't tell the whole story. The 60-130mph timing is growing in popularity but many don't have the means to measure it. My article about that here. It all comes back the the 1/4 mile drag race.

The trap speed is the real indicator of which car is quicker once rolling and takes out the factor of a bad start (launch). In this age of the internet, claims and scanned timeslips can be seen across the country causing instant rivalries and debates. But the question remains, is it stock or modified? Is it just as it was off the showroom floor or has it been secretly enhanced?

The following examples are trap speeds that push the envelope of believability and all of them have the these factors in common: Great driving, proper vehicle preparation and cold, crisp air for maximum horsepower output. Examples such as: Corvette ZR1: 132mph, Dodge Viper ACR: 130mph, Corvette Z-06: 129mph, Dodge Viper 4th gen: 129mph, 03/04 Ford "Terminator" Cobra: 115mph, SRT-8 Charger/300C: 111mph, 05/06 Pontiac GTO: 110mph, 98-02 Camaro/Trans-Am: 110mph, Dodge Challenger R/T: 108mph and many more. Funny thing in the realm of "who is faster debates" is that in most cases, subtract 1mph from many of those and there are suddenly multiple examples.

A "bone stock" vehicle must be as if it rolled off the showroom floor. There are many ways to "cheat" but no performance modifications are allowed. In another article I'll list some drag racing tips for those looking to maximize the performance from their street car.

The rules of "bone stock" are as follows: The original or similar paper air intake filter must be in place. The stock shifting mechanism cannot be substituted for a short-throw shifter, the tires must not be designed for drag racing (drag radials). The vehicle cannot have weight reduction by removing parts. The spare tire is debatable but that weight difference is easily made up with differences in driver weights so I say it's okay. The exhaust as it came from the showroom floor must remain as well.

When magazines test cars, they may be criticized for not representing the "real world". If you take into consideration they don't do any type of weight reduction, a full tank of gas usuallyy, no powershifting, no "drag prep" techniques, they start to look pretty realistic. Another factor is automated clutch cars (single and dual) and fully automatics (torque converter) will have minimal variance. Finally, taking into account the magazines sometimes have fairly fast times because they do not use a dragstrip where the last 60 feet is used as an average for the trap speed, the results are spot-on for probably 90% of the bell curve. Variance due to condtions alone can be huge. A 50 degree swing in outdoor temperatures can translate to about 5mph.

Really the meaning of "bone stock" is pretty basic and the trap speeds listed are in the extreme minority and a couple are no doubt questionable. Others are verified and it's really a simple rule: The same equipment as when the car rolled off the showroom floor, from the factory, no more, no less.

Design flaw in the new McLaren MP4-12C?

There is a disturbing trend in the automotive world of eliminating the limited slip differential (LSD). Manufacturers are promoting alternatives with fancy names, but none of them do what an LSD can do and this can be an issue. If you're spinning, you're not accelerating. This can be a big, big problem on the street and on the track for reasons I'll explain.

According to Road & Track Magazine, Nov. 2009 issue, the upcoming McLaren MP4-12C doesn't have one! This car has every ingredient to make it one of the greatest sports cars on the road except for the potential penalty of lacking an LSD. This is could be a major compromise from a company that is renowned worldwide for it's engineering expertise and racing pedigree. Multiple championships in Formula 1 and at the worlds fastest production car for 7 years are their best known accomplishments to the public.

The MP4-12C is their first entirely designed in-house street car that will compete head-to-head against the upcoming Ferrari 458 Italia and F430, Porsche GT2, the Lexus LFA and the Lamborghini LP560. Pinnacles in modern sports car design with lightweight materials and horsepower levels in the mid-500 range for extreme performance and race bred technology for the street and for the track. Ferrari in particular emphasizes their E-diff for 32% better longitudinal acceleration vs. the F430 and 1.25 second improvement in lap times at their Fiorano track. Read more about it here. The Porsche is a rear-engine design and the Lamborghini is all-wheel drive, both of which aid traction.

Other greats like various BMWs and Porsches also have this "deficiency" as well, but not their flagship or higher performance models. The BMW 335i series vs. the M3 is an example of the more sport orient ed model having a limited slip differential. Due to owner feedback (complaints), the Dodge and Chrysler SRT-8 models finally received LSDs in their 4th model year. One could surmise several specific makes and models always have LSDs. Corvettes come to mind. How about Ferraris? It's a safe assumption, one would think.

With an "open" differential, both wheels apply engine power to the ground and even can lay down twin black strips of rubber when there is a loss of adhesion or overpowering the tires. However, when one becomes "unloaded" due to less traction and starts to spin, the power isn't transferred to the other wheel which means the rate of acceleration doesn't increase. This causes headaches on the street, the racetrack and the dragstrip.

Most annoyingly daily driving can be compromised. Uneven surfaces encountered pulling out of a parking lot or driveway onto a road when the rear tire (or front tires for front wheel drive vehicles) slips and the manufacturer promoted traction control kicks in. Begin accelerating and if aggressively programmed, the engine power could be reduced besides just the rear brake being applied. A real pain in the ass. A little extra brake wear over time and now you're maintaining your speed or slowing down when you should be accelerating. Try it when a vehicle is headed your way and you "thought" you had enough time... That is why many drive with Traction Control partially off. I'll control my throttle, thank you very much.

How about in rain and snow? Drive over or start on a slippery patch and you just sit and spin, the wheel with traction never getting the available power transferred. Apply more gas and you spin faster. Great. At the dragstrip it's the same thing. Get "out of the groove" with one tire and the other doesn't pick up the slack. For those that run higher traction tires such as drag radials at the dragstrip, the uneven distribution of the power from one side vs. the other can break a rear differential or half-shaft at some point.

Where all these exotic cars are meant to be is on the race track and the potential oversight of the McLaren means in tighter turns, the inside wheel can spin and power isn't then applied to the outside wheel of the turn, meaning a slower corner exit. Spinning is neither winning nor accelerating.

There has to be a good reason why the McLaren doesn't have an LSD so I contacted them with that question. The MP4-12C has multiple systems that they call the Proactive Chassis Control system that McLaren feels eliminates the need for the LSD.

The system consists of adjustable roll control for precise body lean control during high lateral acceleration cornering and it decouples for a better ride when in a straight line. The shocks are interconnected via hydraulics and adjust depending upon conditions and driver preferences. Finally it has a system called Brake Steer which brakes the inside rear wheel when braking into a corner and if spinning when accelerating out of a turn. Obviously brake steer is controlled via electronics and McLaren feels this eliminates the need for the more mechanically complex and heavier LSD. In other words, optimize chassis control and steering and the power delivery takes care of itself.

Granted there are some innovative weight savings with the MP4-12C such as the 175lb carbon MonoCell tub. Interestingly, aluminum brake hubs are used but not carbon ceramic rotors. Also the body panels are not carbon fiber either. Couldn't the weight of the LSD be offset in more traditional areas? I wonder if an LSD would actually be larger, compromising the design with the mid-engine and transmission placement. Perhaps it would have meant additional width, length or even height to the components, raising the center of gravity?

The drawback of a limited slip differential, besides extra cost, complexity or weight (as I roll my eyes) is potential snap oversteer which means when then the wheel with traction "hooks up" suddenly from excess power, it could cause the car to fishtail. That is something you could catch on Youtube. The "open" differential is quite predictable since the power isn't being transferred to the other side. The other disadvantage, and it's quite minor, according to the SRT Engineers the constant transfer of power can cause a ever-so-slightly decrease in acceleration. The benefits far outweigh the costs.

Adding an LSD is a common upgrade among owners of many performance-oriented cars via aftermarket parts. Can it be done with a rear transaxle, dual clutch transmission in a mid-engine car? Doubtful. There are reports of a planned hardtop convertible version of the MP4-12C that would be a first for a mid-engine car. Could this be a business decision to keep the components lower in the chassis, forgo the LSD and accommodate the folding top design? Also a higher performance is supposedly planned and perhaps this model will be "properly" equipped.

The reason many manufacturers leave out a limited slip differential is because of cost savings, pure and simple. Less mechanical parts means less cost. If it was a size and packaging issue that meant raising the center of gravity, extending the wheelbase, or something else radical, will it mean the McLaren, while wildly fast and capable will still be left behind by the competition?

2/8/2017 Edit:  Car and Driver published an article comparing an electronic torque vectoring differential vs. a standard limited slip differential in the Lexus RC-F in October 2015. They didn't bother with the obviously slower brake torque vectoring open differential. The e-diff car was quicker around the track and higher skidpad results. www.caranddriver.com/features/whats-the-diff-we-put-torque-vectoring-to-the-test-feature

6/1/2019 Edit: Being that the cars are fair weather driven, with rear weight bias, the open differential seems to work for McLaren with the selective brake bias (braking one rear wheel) used for quicker turn-in. This may cause excessive wear on the brake pads, but that isn't the concern. Meanwhile the E-diff continues to be the preferred equipment among other manufacturers.

Having driven over 150,000 miles in a '06 Charger SRT-8 6.1 and a BMW 335d, both with 425lb ft. torque (when stock), I can attest that open differentials suck. That's why owners screamed for an LSD and Dodge later added it as standard equipment.
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Got 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!

Toyota 4Runner Driving Impression

Recently I had the opportunity to drive a 2008 Toyota 4Runner for a few days while my daily driver was being repaired due to running over debris. While familiar in some respects from previous ownership of three Toyotas ('95 Camry XLE V-6, '94 Supra Twin Turbo, '99 Solara SLE V-6), I also found some aspects objectionable even compared to a 14 year-old model. First the circumstances of the accident which is another lesson I learned that I can add to previous articles, "Accidents - what I've learned" and "What Traffic School should teach - lessons for all of us".

While in heavy traffic I was changing lanes from right to left to avoid the slower traffic from merging lanes. I ran over some debris left in the road by a landscaping company pick-up truck. I chose to swerve back into my lane rather than have my momentum carry me too far, possibly into the other lane. Regardless it probably wouldn't have mattered. Obscured by the cars in front of me, I caught a brief glimpse of green leaves and the handle of a wooden tool and yelled an expletive as I ran over some items.

I called CHP and saw that the suspect truck and another vehicle were on the side of the road. Lessons for recourse: Pull over too and inspect the damage before it's too late. Don't believe CHP will make it to the scene on time prior to the offending vehicle leaving. Don't count on fellow motorists to report items falling off of vehicles.

Anyway, the initial impression was one of familiarity with the interior. If it ain't broke, don't fix it. But the seats were the big objection. Being cloth covered was okay, but they were very shallow and when the seat bottom tilt was adjusted all the way, it still didn't seem to enough. The material and design seemed as if they came from a Corolla from the early eighties. Totally unacceptable in any vehicle that costs over ten grand. The problem with the support only in the small of your back is the bumpy ride. The swaying motions meant your upper moves around while your lower back stays supported. Not very comfortable if you have back pain or even if it's tender or sore. The floor is also very close to the bottom of the seat so your feet are out in front of you, instead of down. However, this seemed to be a result of the high floor height for increased ground clearance. Truly truck-like.

Speaking of truck-like, the ride definitely gave the impression of off-road capability. More "jiggly" than harsh, the driver is acutely aware of what each each corner is doing. Impacts are absorbed well, you just know they are there. It wants to go off-road.

The interior has similar designs from Toyotas of the past. Another example of sticking with what works. The climate controls were unique 5-spoke buttons which worked fine and were intuitive. But what I did notice is the text on the buttons was too dark and combined with a dark interior, didn't stand out enough. Sunglasses just made it worse. Despite the good feel of the controls, the dashboard is too far from the driver. Keep in mind, with you legs out in front of you, it creates a greater distance than if they go down a bit. So reaching for the dash controls requires leaning forward if have long legs. Even if you have long monkey-arms like me.

Acceleration however is effortless. Seemingly aggressively geared and with a lightly sprung pedal, speeding seemed easily, even in inappropriate places like parking lots. It was fairly fast with WOT (wide open throttle) to 60mph being quite satisfactory. In fact, it was downright quick and effortless. Gas mileage suffers as a result, however. Alright, did I open the hood? No I didn't. I acted like my non car- DNA brother and didn't even bother. I'll take an educated guess that it was the V-8 because it scooted!

The 5-speed automatic responded well but I am not sure I'm sold on the multiple detent shifter gate. I did get used to it after a while but the first few times shifting to and from reverse I would look down to see why it seemed jammed only to find it was a matter of moving it side to side.
The rear hatch offered spacious cargo capacity which doesn't hide anything from prying eyes. However the door was excessively hard to close, basically requiring both hands. I doubt "they are all like that" - as in all SUVs. When you've got your laptop and lunch bag in one hand, your keys and whatever else in another, even a tall male who spends time in the gym will frown, or get frustrated, with the effort.

Consider the daily usage when buying any used car. Every car has it's quirks, and for my use, sitting high up isn't all it's cracked up to be sometimes.
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Got 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!

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.

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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!

High Mileage Tires - Test Results on the Toyota Prius

The Tire Rack recently tested six environmentally friendly tires designed for low rolling resistance for higher miles per gallon vs. the original tire equipped on the Toyota Prius. The results were surprising and quite promising. See the report here, "When Round and Black Becomes Lean and Green"

It was always an interesting dilemma regarding tires and how they perform. Get more tread life from your tires and sacrifice performance or emergency maneuver capability (braking distance) due to hard compounds. Achieve better performance and suffer from faster tire wear and higher cost of ownership.

I never understood why low rolling resistance tires would wear out quickly. The assumption was always a hard tire would have less rolling resistance and therefore would last longer. Instead, as explained by Matt Edmonds, Vice President of Marketing at The Tire Rack, the low rolling resistance tires in the past would "give themselves up" to the road, hence wearing faster. But due to advances in tire compound technology and tread design, this is no longer the case. These modern tires now show advantages over the same model that comes on the car, in this case a Toyota Prius, from the factory. Check out the Test Result Charts here.

An interesting observation is that the original Goodyear Integrity tires perform the best in the dry, but not by a large margin. However, they were rather poor in the wet. Especially in wet braking distance, inexcusably worse than the rest. Of course, when the tire was first introduced, it may have been the ideal choice for cost and performance.

Tread wear would be the final aspect that a 550 mile test loop cannot show. However, looking in the "warranty" link for each tire, most have very good tread life warranties. Contrast that with more expensive (albeit larger/wider) high performance tires that last 20,000 miles if you're lucky. and the appeal of lower operating costs and less waste looks very attractive. One thing about all-season tires, they don't react negatively to cold temperatures like high performance tires. Here is my idea for a tread temperature measurement feature.

Take a look at the test results and you'll see not all tires are created equal. The variance is not just the tread pattern. The Tire Rack is an excellent resource for information including tires and equipment. Even if you don't buy from them, when shopping for new tires many retail outlets will have a price matching policy to within a certain amount so you always know you're getting a good deal.

Now when shopping for tires for your daily-driver, a low rolling resistant tire is no longer a compromise in safety or tread life. As technology advances with a continued emphasis on safety and miles per gallon, tires continue to be another avenue of improvement as well.

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 9-27-09 Domestic Performance Sedan

Question: Hey man, I currently have an '05 LS2 GTO (in manual) and next year, I was looking into getting something else frivolous like a Corvette. But recently, I've really started to get tired of sitting in traffic with the GTO's s****y shifter (I have the ripshift but am constantly having to take it all apart and reloctite s**t), and the shot stock suspension. On top of that, the GTO's small trunk and pain-in-the-ass rear seat access has really started to bug me. And lastly, I am starting to give real thought to the possibility of having an auto in my next car. We go out with our friends quite a lot these days, and I usually can't drink because I end up driving, and the wife can't drive stick, and further has no desire to learn. Like, at all. So, my next car, I'm thinking needs to be something she can drive.

NOW THEN. This thinking led me to a series of needs for my next car (which by the way, my budget is $35,000 max):- Big trunk- Four doors- big honking American V8- Still needs to be pretty fast (in my past, I've gone from a Terminator cobra to a Mini Cooper S, I'll never make THAT mistake again)- all around useable space but still pretty quick, and fairly easy to mod.- needs to be an auto so the wife can drive it.So, with all these paremeters in mind, there were really only four or five cars that came to mind as possibilities:

1. Last gen CTS-V. The horror stories surrounding the rear end were enough to instantly disqualify this car.
2. G8 GT/GXP. GXPs are still going for massive cash, and the GT's interior is appalling. Typical GM plastic b******t. Everything else was what I needed, I just can't go back to a chintzy interior.
3. So that leaves me with the SRT8 Charger or 300 SRT8 as possibilities. I am strongly leaning towards the 300 SRT8s, which brings me to the main question: can you give me any information about these cars? I don't want to join an SRT board because they're really biased.

Moddability? How well do bolt-ons do for the car? (no FI or head/cam) Readers: This means no forced induction (turbo or supercharger) or cylinder heads and camshaft. Both are more expensive, extensive and significant "power adders".

RELIABILITY? The GTO is reliable, that is, the ENGINE is reliable, but the suspension is pure s**t, and I don't want another car I need to replace every single godd**n part on for it to be decent.

Is there a big trunk? Is there a pass-through for long items?- How does the back seat compare?- Is the auto a five or six speed?- Anything I should watch out for when looking at a used one (either Charger or 300)Thanks man.- SS

ANSWER: Hey SS, thank you for your inquiry.

The options you list with your requirements are all viable, except the 1st generation CTS-V is only available in a 6-speed manual. Interestingly, the G8 owners seem to like their interiors but really it's a matter of preference. What may not look so hot may feel and operate pretty well.

Modability: The 425hp 6.1 liter in the SRT-8s respond very nicely to bolt-on modifications and with a cold-air intake, a cat-back exhaust system and a dyno tune with a handheld tuner from Diablosport you can expect over 400 rear wheel horsepower (rwhp) on 91 octane gas. Bone stock they usually dyno at 355 to 375rwhp. Besides other tuning options, the revised shifting into 2nd and 3rd due to the reduced torque management really wakes the car up. Trap speed in the quarter mile increase 3-4 mph to maximum of 114mph and capable of ETs in the 12.6 to 12.7 range depending upon the sixty-foot time.

Reliability - Is quite satisfactory among thousands of owners. A potential sunroof rattle may exist and the excessive brake dust and radiator fluid odor have most likely been already addressed by a previous owner or non-existant on the newer models.

The trunk space is excellent and very deep and the rear seats do fold down for a pass through. Two adult-sized bicycles can fit with the trunk closed provided you take off the front wheels.

Rear seat room is also quite good and seats 2 adults comfortably and 3 isn't too bad either. Keep in mind the LX platform has a 120" wheelbase which is huge by most standards and makes for a lot of interior and cargo space.

The Mercedes sourced 5speed automatic is quite stout and despite the current 13 city / 18 highway rating, you'll see 20+mpg at 70mph stock and 22-23mpg when tuned. Figure 13mpg in the suburbs with a heavy foot. There are "deadspots" in 2nd and 3rd gear so knowing the powerband is important if hard acceleration is wanted going from a roll. The car is quicker if you let it upshift itself. However, downshifting is fun only after doing exhaust work.

It should be noted the suspension is stiffer on the Charger and handles noticably better than the 300 (body roll and jounce) but doesn't have quite as nice as an interior. The '08s have revised shocks for less harshness. The Brembo calipers are red on the Chargers, silver on the 300s.

Things to look out for when buying one are the same as any other car - crash damage, paintwork, etc. The owners of the SRT-8s tend to be maticulous enthusiasts so maintenance records may be provided besides what was done at the dealer. Going back to previous mentions, check the radiator fluid in the overflow tank to see if there is any debris. Brake rotors should be slotted (per a technical service bulletin) for prior year models and once warmed up, if it shifts from 1st to 2nd by itself despite being in "manual" mode. That is the preference because the tachometer and response to the autostick doesn't match the actual engine rpms and bouncing off the rev limiter is a frustrating result. The factory navigation system is very good but not a touch screen.

I highly recommend the 300cforums and Chargerforums along with the LXforums for vast technical knowledge, how-tos, a timeslip database and an added bonus, SRT-8 Engineer Chat Sessions that occur monthly on the first two.

Whichever you choose, you'll love it. Let me know if you have further questions.

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!

The Ride of your Life at Laguna Seca

Combine the philanthropy and resources of Club Auto Sport with the participation of Hooked On Driving for a Community Appreciation weekend that is free to the public, and it's a great time for everyone. Add the opportunity to bid for a ride at speed in an actual NASCAR, one of which driven by Indy 500 winner Danny Sullivan or a Bugatti Veyron or Porsche Carrera GT around Laguna Seca and it truly becomes the Ride Of Your Life. The beneficiary of the bidding for the "Ride of your Life" at this event was the SPCA for Monterey County.

Arriving on Sunday morning, if I hadn't have known better from the level of organization and professionalism exhibited, I was attending a major professional racing event. Considering the variety of cars present and it was free to the public to attend, one could argue it was even better. In my case, I was a passenger in a car driven at speed and currently raced in the Historic Stock Car Racing Series.

Other groups that were racing or hot lapping included Porsches with many GT3 Cup Cars, the Formula Mazda Challenge and Formula 2000 series, 600cc & 1000cc Supersport Motorcycles, Intermediate and Advanced hot laps for street cars and Advanced for race-prepped cars. Street cars included Ferrari F430s, F430 Scuderias, and Nissan GT-Rs. The advanced class included a fully modified late 60's Camaro, a Speed GT eligible Corvette and I think I spotted a former GM Racing CTS-V. The variety was excellent.

The specific car I rode in was Alan Kulwicki's 1992 Ford Thunderbird, chassis #007 that won at the Ford City 500 in Bristol and the Champion Spark Plug 500 at Pocono, PA. Powered by a 358 cubic inch V8 originally producing 720hp+ and weighing 3400lbs, it was fast. Very fast. First we had to make sure I fit inside. I did, but it was tight. There is no door so you literally have to climb in through the window and sit down low in the little seat surrounded by roll cage tubing. If you tend to be a little claustrophobic, note how much easier it is to climb out to ease your mind. Then climb back in so you get some familiarity with it. The five point racing harness secures you to the point where you can't move your torso. This is a good thing considering the g-forces involved. Seeing how the quickly the racing harness releases also is comforting.

Once under way, it sounds glorious. The small-block screaming and thundering at the same time. The acceleration is fierce, the long straightaways don't seem that long in this car. And the elevation changes at this track meant it was like a great roller coaster ride with an unparalleled soundtrack. With the sticky racing slicks the speed in the turns was very impressive despite what you hear or think you know about stock cars. Pushing you in the seat, forcing you to the side, the braking zones were the breather from the relentless forces the car created. It was really incredible no matter what kind of car you like. The Carrera GT and Bugatti surely would have been more elegant and comfortable, but this was intense and truly a race car experience. So how fast was it? About 135mph on the straightaway and low 1:40s for those that know the track. Keep in mind this was with long braking distances which eat up time Who the heck was driving? Mike Cesario of Club Auto Sport. He and his wife Ellie were wonderful host s for me in and out of the car. They make the cutest racing and pit-crew couple - true teamwork. The race was held later and another write-up on the weekend and the results of the race can be found here.

The Boys and Girls Club of America also had a large group of young kids who had a nice tour of the paddock area and we waved to them sitting in the grandstands between turns four and five. I'm not sure if they saw my thumb though - I was sitting pretty low in the car!

The garaged paddock area had some interesting groups besides Club Auto Sport. Trinity Racing Concepts was next door with several excellent racing simulators including one in 3D attached a Lotus Race car, called the Lotus 49 Simulator. There was a display of electric vehicles from the Electric Vehicle Infrastructure Network . Next to that was a Nissan GT-R race car with Brian Lock Racing. I've always been critical of the GT-R due to it's weight, so I was very interested to see this, and it was impressive. Still heavy and not yet competitive in it's intended class, but fast by any means. Check out the in-car video of the track. You get the idea right away.

The next HSCRS event is October 24th and 25th at Infineon Raceway (Sears Point) in Sonoma, California and they are offering the Ride of your Life again! This time the bidding benefits the Boost Camp of Sonoma County. Don't miss it if you want a Ride of your Life.

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 9-23-09

Question: I loved your article, despite that I fall into the category of the owner of a lifted truck.
I am looking into lowering my truck now, and was wondering if you had a price range I would be looking at. I didn't see any mention in the article.

Thanks so much!
Christina- Los Angeles

Answer: Christina, thank you for your question. To give a specific answer, one would need to know the year/make/model of your truck as well as how extensive (high) the lift is. Hopefully it isn't too high!

Your best bet to return to "stock" height from a cost standpoint is to contact shops that specialize in trucks and 4x4s. Lift kits are very common and it's rare for a lifted truck to be lowered back to the stock ride height unless for resale purposes. Therefore the original parts sit may very well be sitting unused. Also, contact the dealers of for the make of your truck in your area and ask who does their conversions as well. Find out if they have any of these original parts as well, commonly called "take-offs".

More good news is that the "take-offs" many times end up sitting around and heavily discounted. So instead of spending potentially thousands of dollars in brand-new OEM parts if you have a high lift, you might be able to get away spending a couple hundred dollars for the parts or potentially, pay nothing for the parts and just pay the labor!

It's also likely these "take-offs" are essentially brand new, having been taken off the truck within a few hundred miles or even less.

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!