Lexus RC F is the refined muscle car from Japan

When thinking about a coupe with a V-8 engine in the front, whether a grand tourer or a muscle car, does the Lexus RC F come to mind? Or a different car and a different country? Currently the starting horsepower figure among these sports and performance cars, is 400hp and stays under $100k for the competition in mind. Realistically the starting price is over $40k as well.

The 2020 Lexus RC F posts some impressive performance numbers, offers known Lexus level refinement and luxury (mostly) and renowned and expected quality and reliability. It does stand out versus the European competitors that are forced induction with turbochargers. Of course the “domestic” competition that comes to mind are those Mad-Max-last-of-the-V8s Mustang, Camaro and Challenger. Dare we call it a Lexus Mustang GT? Well equipped at $80,014 that is way over the base V-8 domestic range and right into the premium European competitors and big horsepower domestics.

Shining in the sunlight the Infrared hue is an eye-catching metallic glow that really sets it apart from the earth-tone masses. Even the small rear diffuser is has the optical body color benefit unlike many flat black, forgettable pieces. The 19” forged alloy BBS wheels, handsome as they are, almost are too “spokey” for the metallic orange 6-piston Brembo brake calipers. Yet the combination certainly works.

Hood and front quarter panel air extractors lend to an aggressive side and top appearance, maybe offsetting the controversial large grill in the eyes of detractors? In back, more controversy with the stacked exhaust pipes that Ferrari adopted, and then abandoned. The taillights are partially smoked but carry on that unfortunate trend of sticking out from the body lines. The overall look works, and it is fun to photograph.

But is it fun to drive? Yes indeed. Several years ago I had the opportunity to track the RC F at Laguna Seca. It felt a little big, but confidence inspiring, composed, and fun as a grand tourer, not a sports car and there’s nothing wrong with that. It definitely felt “trackable” even though you knew it was a bit heavy for such shenanigans. 

Despite having the same 5.0 liter, 472 horsepower engine as the LC 500 coupe, it is just not as visceral or engaging as it could be. The very efficient Direct Shift 8 speed torque converter automatic transmission seems to shift too early at part throttle into second and third, and the engine and exhaust sounds arrive too late in the rpm band. The sound is also artificially transmitted into the cabin and that aspect is somewhat detectable. But once at full boil and higher into the rpm range, that glorious sound shows up and acceleration is strong. But it’s just no LC 500, an entirely different animal. Downshifts aren’t exciting and they are rather quiet. Overall it’s composed and not threatening. It just doesn’t have that aggressive character. It does hint at what’s under the hood with a bit of a rumble during start-up, and has a nice deep hum, but it just needs to keep that up.

Testing has shown it to be a mid-high 12 second car in the low teens. Lexus states it can do 0-60 in 4.2 seconds and that assumes using the new Launch Control feature. It can be a bit tricky without it for an optimal launch but impromptu throttle stabs at green lights felt like two rotations of the tires, “ffffttt” and you were off. Do a brake torque (brake stand) and you’ll light up the rears easily. Once moving along fiercely towards triple digits, the engine soundtrack enhances the experience and the rush caused my passenger to start doing the, “Okay! Okay!” yell which we all know translates to, “Slow down!”.

 Now in it’s sixth model year, updates continue. Engine air intake routing was revised for a 5 horsepower and 6 ft lbs torque increase bringing the torque total to 395 at 4800rpm. The intake runners look great in blue as well, but shouldn’t they match the body color? Revised rear bushings further enhance the already responsive handling. Also the headlights, taillights and grill have been revised. Despite some weight reduction, Lexus lists it a still hefty 3904lbs.

Handling is flat, stable and minimal body roll. The electronic torque vectoring differential assists with the high speed turning and power delivery. It also kept the traction control from being too intrusive.  Despite the 275 width Michelin Pilot Sport 4 tires, the rear end will swing out in the wet where one size wider Michelin Pilot Sport A/S 3s did not. Moral of the oft repeated story: Be careful in the wet just like any other high performance, rear wheel drive car.

Unfortunately, the stay-in-place requests for Covid-19 kept the drive time much less than desired. This is the kind of car you want to drive and look forward to doing so. And that includes yearning for some track time, both straight and road circuit. It is comfortable, quick and solid feeling, bumps on the road are minor sensations in the butt with no harshness.

Tech heavy with the suite of Lexus connectivity, the audio knobs are small but have a very refined feel to them. They take a light touch, as do the turn signals for the 3-flash-to-pass function otherwise they are fully activated by accident. The infotainment screen is properly sized, but the rear camera view doesn’t use the entire screen and is too small. It sits further away in the dashboard which makes using the full screen a necessity. The seats look good and feel good, the ventilation fan is quiet and unobtrusive. But oddly the passenger seat lacked lumbar support, that’s a big oversight.

Like many performance coupes, the rear seats are just there for looks or gym and food bags. The trunk is certainly sufficient for a personal coupe, with proper cargo tie-down anchors. The cargo net even has a thoughtful integrated zipper for storage.

The RC F offers a unique proposition for the price range with the lack of engine forced induction yet oddly isn’t as hardcore as one would expect. All after time behind the wheel, the desire for it increases. The yearning to drive it manifests itself when not driving it. When driving it one doesn’t want to stop. That’s a testament to Lexus building a fine vehicle. But the last needed step is to unleash the beast.

Range Rover's luxo-muscle SUV - the Velar SVAutobiography Dynamic Edition

Never having much exposure to Land Rover except for a fun test ride last year and exposed to their thoughtful luxury, I was still pleasantly surprised with the snarling 2020 Range Rover Velar SVAutobiography Dynamic Edition. More like shocked, really. Never mind the excessively long name, what is under the hood is what grabs your aural attention.

Range Rover is the more luxury focused model line-up versus the off-road oriented Land Rover. Its visually striking for an SUV, with the black greenhouse and 21” large split-spoke wheels with red calibers. A nice contrast with the Indus Silver paint. The upturned rear end styling gives it a high stance appearance with very noticeable tailpipe shrouds. More on that later. 

Despite the opulence, the engine has a small block V-8 with an unholy roar without the supercharger whine. It’s a luxurious, muscle SUV that is very quiet when not a full throttle and wonderfully comfortable at highway speeds. The engine settles down, tire noise isn’t noticeable. Even with its weight, height and 550hp from the corporate family shared supercharged 5 liter V-8, 75mph+ cruising it provided 22mpg. Increasing to 80mph saw 1800rpm on the tachometer for reference. Of course, fuel economy won’t be stellar, its rated at 15 city and 20 highway. That is offset with the convenience of a 21.7 gallon fuel tank..

How fast is it? For reference, Car and Driver recently tested the acceleration, achieving a 12.2 second ET @ 115mph in the quarter mile. Despite weighing 4595lbs, there is no doubt whatsoever this is achievable.

It’s not the tightest handling SUV, but performs the way you’d expect a luxury sedan to corner but with very little body roll. Head toss is unnoticeable unless going over large pavement differences like a sloped driveway to a crowned street. The tires are Pirelli Scorpion All-Seasons, 265/45/21s but optional 265/40/22s being a wheel and tire option. The Velar looks fairly large, but with the 113.1” wheelbase, the turning radius is 38.5’ which was perfectly fine for parking lot maneuvering. Parked next to the wife’s Audi SQ5, I was surprised to see that the peak of the Audi’s roof was higher than the Velar.

The perforated seats are not actively ventilated but it is an available option. They are heated and have a massage function as part of this model edition. The side bolsters are adjustable by rotating one of the adjustment knobs, and your back forms to them to the seats nicely when the tension melts. And that’s before the massage! Like your favorite pillow but cut into a tiny piece, the headrests are perfect in their cushioning. There’s plenty of room for rear passengers and cargo, being a good sized two-row SUV. The rear occupants also have a sweet little digital display with left and right-side temperature, fan speed and air direction options with matching metal bezels.

The interior touchscreens work great, although there are a lot of small icons to deal with. But the icons are intuitive and during the one week never referred to the owner’s manual except to discover the seat adjustment knob rotates for the aforementioned lateral bolster support. Like many touchscreens, the fingerprints are ever present.

Commuting in the Velar SV is effortless, the daily slog of stop and go traffic is made easier with the driver assist systems. Land Rover calls their lane keeping assist Incontrol. It provides small, constant steering corrections which conveys it’s always working during the lane keeping and does a very good job. You get the idea it’s never sleeping. Of course, turn lanes and other openings to the road can confuse it a bit.

The Adaptive Cruise Control  in bumper to bumper and high speed traffic works quite well except, like other systems, it has a delay in braking while a vehicle enters your lane and the following distance gets too close. In traffic, it slows nicely except when coming to a complete stop when it’s not as smooth as a human gently braking. It still doesn’t recognize brake lights in the distance though so setting the furthest following distance has it’s advantages. For basic commuting, it’s great. One nice feature is the lane keeping assist and cruise control resumes when manually back on the throttle which is very convenient.

The driver centric controls and displays are first rate. The steering wheel buttons are easily manipulated by the thumbs. The beautiful center color display is configurable, with map, entertainment and vehicle information displayed. The heads up display is also large with multiple information displayed such as mph, transmission selection, incline, wheel direction and more depending on the mode selected.

The various drive modes provide ride height, suspension firmness, throttle response and exhaust differences. Comfort was just fine in terms of engine response and driving. It wasn’t too mushy, the throttle response satisfactory, but the louder exhaust option was preferred. You get that in the Dynamic mode, and the ride was still very nice but some expected stiffness over bumps. The that engine note just stays with you though. Using the paddle shifters becomes habit forming. It’s as if you’re sitting much lower, in a small two-door, on a track….

When selecting the Access height mode, which as you guessed is for loading/unloading, looks perfect with a lower stance. Unfortunately, above 22mph or so it reverts to the normal ride height of 8.1” of ground clearance. The parking mode seemed to sense when the vehicle was about to park and would shut off the vehicle when the rotary gear selector, which rises up when the vehicle is started, is turned to park, another little occasional thoughtful feature.

Land Rover doesn’t just make street queens and they don’t’ mess around. When the large, 511 page owner’s manual was finally consulted to get some specifications, holy cow (pun) the leather envelope smelled really good. Assuming the highest ground clearance of 9.9” is selected, the approach angle is 24 degrees, departure is 26 degrees. The wading depth is 25.6” but the Land Rover USA website states 23.6” . I am curious to know what system or component is at 26” or higher where its not recommended getting emerged in water. Another surprise found in the owner’s manual is the service interval is 16,000 miles. Significantly higher than many cars I’ve come across.

Complaints are minor. The infotainment system glitched a couple of times even though Apple CarPlay would start immediately. This in no way would this stop us from considering this SUV, even at it’s as-tested price of $94,655. The split lid center console was especially appreciated, even though it was a little shallow and small. Two minor things stuck out from a questionable visual standpoint. The exhaust shrouds have a large gap from the tailpipe. Approaching the vehicle, you can easily see the ground between them. The other shocker was when opening the hood, there was no plastic cladding hiding the supercharger and engine. That seems very unusual these days!

Land Rover is the real deal when it comes to SUVs. This is part of the Special Vehicle Operations division and it shows. Not only that, they operate three! Land Rover Experience centers in the US. Ranging from 1 hour to a full day with various tailored programs, they operate at The Quail Lodge in Carmel, California, Biltmore hotel in Asheville, North Carolina and Equinox resort in Vermont. Speaking from experience at The Quail location, it’s not some easy trail, it is serious off-roading with inclines and declines, spotters, etc. You’ve got to give credit to them for offering multiple locations for driving experiences when driving schools in general have had a rough go lately.

The Velar SV is truly a luxo-muscle SUV, offering utility, opulence and performance making great sounds outside the cabin and inside via the stereo. A complete package that makes it a serious consideration for those seeking SUVs with that combination. 

Check out the photo album on the Barely Streetable Facebook page to get a really good idea of the interior design and features.

Dodge Charger R/T Scat Pack is a hurky lurky machine

In high school our group of friends included one that had an early 1980s Mustang GT and the benefit of an older brother to transfer the cool factor down to him. He introduced us to the term “hurky lurky”.  Coming from front-wheel drive commuters, I had no idea what that was. But when he demonstrated with quick throttle stabs and our resulting peals of laughter, I understood. Immediately.

The 392 cubic inch V-8 in this 2020 Charger R/T makes it a hurky lurky machine. The instantaneous throttle response with 485 horsepower and 475ft-lb of torque break the big 305-width tires loose on a whim. With the same size tire in front, contained by the “widebody” fender flairs, it is big, ridiculous, and fun. I probably used the same description of the Challenger Redeye not long ago. Seemingly loaded for $51,570 minus a sunroof, it offers utility and low 12-second quarter mile ETs with serious matching looks and intent.

The TorRed color is a beautiful shade, it could make almost anything photogenic. Never a fan of the exterior door styling detail in this generation Charger, the fender flairs offset those lines and really makes for eye catching styling. It was fun to photograph from virtually every angle. Checking the air pathway from the hood scoop, it is strictly for engine cooling, not for combustion air intake. Smoothly styled from the outside, looking over it from the driver’s seat you realize it is a broad, raised section of the hood to accommodate it. I curtailed my HOV lane driving a bit and dropped my highway cruising speed a few mph because it really stands out.

The adjustable suspension settings are noticeable, but even in the Street mode the ride is busy, but not intrusive. The bump sensations are more awareness and barely felt versus bothersome. The exhaust note is a calm burble but surprisingly loud when on the gas. I dare say even louder than my 2006 SRT-8 with Magnaflow mufflers. Start-up in the morning was a cheerful event and not unlike a locker room pep talk before the big game. “Are you ready? I said, ARE YOU READY!?!”

One thing about this 392, at extra-legal speeds, it howls with such a fury that you just want to keep your foot in it forever. It just wails in third and fourth gear with that sound you never forget, never want to forget, and always want the option to experience, even for a little bit.

At highway speeds around 75mph or so, the 4 cylinder mode will activate and change the beat of the exhaust sound, but any incline or load immediately kicks it out. I was lucky to see over 20mpg on longer trips. Even with the decently sized 19 gallon tank, I still topped off twice during the week it was driven. It’s probably a good thing the gas gauge needle is very thin and red.

Regarding the big Pirelli P-Zero 3 season tires, when cold it’s easy to get the rear end to swing out on tight turns with a little throttle prodding. Leaving the stability and traction control partially on is a good idea. When warm, the grip levels are high and better than the non-widebody models with 275 width tires. It is nice they can be rotated versus the staggered set-up of many other performance cars. One area of improvement is the desire for quicker ratio turning. Tighter turns require too much steering input.

The trunk is huge and other than the fuel economy, the Charger quite practical. Combined with the performance, it’s no wonder it has sold so well for so many years. Just like the Challenger Redeye, the seats could use a longer or adjustable support for under the thighs, something we have and had in several cars, one from Japan and two from Germany. Regardless, they are comfortable but a little tight across the back. Big guys like this car, you’d think the seat would have more adjustments. Despite a flat bottom steering wheel included in the Widebody option it oddly doesn’t move out of the way when opening the driver’s door despite the power tilt and telescoping function. Every time I got in the car after using the remote start, I would brush the steering wheel with my leg and the tires would squeak on the epoxy coated garage floor.

Those that don’t know claim the interior is dated. It is dated a bit in visual design, but the quality of the switchgear is excellent and has many features. Dodge even had quality in 2006 when I owned one for over four years and 75,000 miles. Yes, it has a vertical face and more modern cars should have some slope for better ergonomics, but the function is great. The steering wheel has multiple buttons in front and behind the spokes easily reached by fingertips. This does make for smaller shifter paddles unfortunately. 

The enthusiast’s magic is in the SRT Dashboard menus for performance. Options include different gauge selection, performance modes, of course adjustable launch rpm and a line lock for warming the rear tires. It doesn’t have the transbrake for that quick launch versus a standard brake torque but unless on a prepped surface with drag radials, its utterly useless in this car. The ZF sourced, TorqueFlite 8 speed transmission shifting, paddle shifter engagement, suspension firmness and steering weight can all be customized for track, sport and street settings. The Auto selection has them all in Street with Paddle Shifters enabled.

The 2DV Plus Group option package adds various luxury features for a bargain price of only $1,995. Highly recommended with powered and front ventilated seats, heated seats front and rear, memory for radio, seat and mirror positions, power tilt and telescoping steering wheel, blind spot and cross-path detection, etc. One thing that catches the eye, if you even care about such a thing when buying a car like this, is with the EPA rating of 15 city, 24 highway and 18mpg combined (which was pretty spot-on), the Monroney sticker says that means spending $6000 more in fuel costs over 5 years versus the average new vehicle. But do we really care about mileage with this car? How many miles are you going to drive it anyway?

It was an enjoyable week with the big sedan. My only regret is that I didn’t take it on a road circuit to really wring it out, and the dragstrip to experiment with the launch settings and get those deep 12 second timeslips.

Lexus LS 500 review - Luxury At What Price?

Lexus LS 500 Luxury at What Price

Despite the sedan seeing declining sales, there is still a huge market for four doors with a proper lower center of gravity and separate, locked area for valuables in the trunk as opposed to a taller SUV or hatchback. Long, sleek lines and superb luxury, this Manganese Luster LS 500 is an interesting combination of features and amenities for an eye watering price of 108,490.

This elephant in the room was the price, being a surprise to multiple passengers, with most guessing the $70-$80k range, and they were mostly right, the base price is $75,450 before offering hybrid power, all-wheel drive or F-sport features. The refinement for the driver and passengers is quite wonderful because this model featured the $17,100 Executive Package which offered a combination of front and rear passenger amenities. This included quilted-stitched, perforated, semi-aniline leather seating and trim, twenty-eight (not a typo, actually 28) way power driver’s seat with multi-function massage, Ultrasuede headliner, power front seat buckles for easier reach, heated rear seats that the left and right sides also power recline with a matching padded leg rest/ottoman, four zone climate control with a 7” touch screen controller for two rear passengers (it’s in the center armrest) and power side window shades. More on the pricing later.

Powered by a smooth 3.5 liter twin turbo V-6, producing 416 horsepower and a nice torque figure of 442lbs ft starting at 1600rpm to 4800rpm. The acceleration is brisk and Lexus claims a 4.6 0-60mph figure which gets it done pretty well while commuting with a subtle growl from the engine.  It’s combined with a 10 speed automatic transmission that with throttle modulation software, it has an extremely smooth and intuitive response starting from a stop. The feel and power modulation is perfect for smooth starts from a stop. The shifts are imperceptible and makes for a very pleasant driving experience when you’re just chillin’. At 75mph the engine is turning about 1490rpm.

Featuring a 12.3” navigation display, it is configurable for language, split screen for display, and the interface combined with Amazon Alexa, offers many services including smart home access and of course, monitoring your conversations for targeted advertising opportunities. Lexus also offers Enform wi-fi in the vehicle, Enform Remote via smartphone or smartwatch with Alexa or Google, and multiple apps for fuel prices, sports scores, stocks, etc.

A huge 24” heads-up display shows audio selection, speed, current gear and rpm. It also ties into the Pedestrian Alert and Cross-Traffic Alert systems. One interesting safety feature is the 4-point hood pop-up system in case of a pedestrian collision. How significant is this system? The latest ZR1 Corvette could not be sold in Europe due to engine to hood clearance. Raising the hood height changes every design aspect of the car, a system like this could be a huge styling savior.

The touchpad is a clever alternative to a touchscreen, but doesn’t have the precision placement of a dial, one reason why some don’t like it. But it’s easier than a touchscreen due to the small size and higher visual field. It also doesn’t show fingerprints on your visual display. It also worked well with Apple CarPlay.

Switching the drive mode from Sport, Normal, Comfort, made noticeable changes but with a 206” length and 4707 pounds, just how sporty are you trying to get? But road noise, bumps, vibrations are minimal. The Sport mode does provide a more aggressive mode, holding the gears longer but it’s still a luxury sedan first. The isolation from the road really pacifies all occupants. It offers a suite of safety and convenience features like lane keeping assist, a clever road sign indicator on the dashboard display, pre-collision warning, and adaptive cruise control. The adaptive headlights with the automatic dimming work so quickly its possible someone observing might think you flashed the brights as surroundings and lighting constantly change at night on busier roads.

The Lexus front grill generates frequent commentary, but it isn’t a detriment to its function, the LS 500 has a drag coefficient of .28. The sophisticated powertrain and low drag contribute to its 19 mpg city rating and 30 mpg highway rating. With a fuel tank capacity of 21.7 gallons, smooth ride, quiet interior and a 23 speaker Mark Levinson sound system, it may be one of the ultimate road-trip cars on the road.

The conflict is the pricing although the reliability is approaching legendary. There’s a nice Lexus branding on the headlights and the top of the rear bumper, but why are the calipers so plain vs. a gloss black with distinguished lettering? Beautifully made and well crafted, its pricing is comparable to the competitors, but one wonders if expectations for the $100k mark are higher. Shouldn’t it have 550-600 horsepower for that much money? Maybe buyers who spend that much on a sublime sedan who want big horsepower already have it sitting in the garage.

Audi SQ5 long term review: A tall sports wagon in a pinstripe suit

Not having raised children, I never got the appeal of the SUV and frowned upon them, preferring the dynamics of a wagon. We all know the mantra: Worse handling, braking, performance, fuel economy, increased rollover risk, etc. But after the first nephew was born, the coupe was out of the question and then we tried a child seat in the sedan, and loading a stroller in the trunk, and suddenly it all made sense. It’s all about load height, ingress and egress. Those child seats don’t stay in the back seat all the time, and the SUV height meant installing them was easier. Not to mention securing the little guy and picking him up out of the seat.

Reinforcing the SUV decision, prepping for a move meant numerous trips for donations and not having to lift over a sill plus the increased vertical room was so convenient. It became clear the coupe, an Infiniti G37, had to go. An old, somewhat tired Ford Edge certainly motivated us to upgrade to a modern vehicle as well. The shopping began for the SUV.

In the price range being considered, there’s no losers. The BMW X5 was too familiar from the interior of the sedan and the overall shape was too common having been around for many years. My wife didn’t want all the buttons along the center console in the Porsche Macan although that would have been my choice. The Jaguar is somewhat striking in appearance but just didn’t have the appeal. The Alfa Romeo Stelvio Quadrifoglio wasn’t available yet and the looks didn’t capture her eye. Infiniti was too familiar after the coupe and didn’t have the power I wanted. Mercedes had the GLC 43 AMG which sounded great, there was a V8 twin turbo 63 model as well, but the interior didn’t sell her. But the 2018 Audi SQ5 interior did.

I knew it was a great vehicle performance wise. Mid-13 second quarter mile, which I verified one warm night, 13.6 @ 100mph. Car and Driver tested it to .93g on the skipad on the 21” Pirelli summer tires, which I approached while following and giggling behind a Porsche 911 GT2 RS on an on-ramp for a review after a photo shoot, and the braking distance from 70mph in an absurdly low 148ft. These are fairly serious sport sedan numbers from a tall, heavy vehicle. The disadvantages have faded with technology. 

Adjustable and adaptive air suspension is very comfortable in Comfort mode of course, but for good roads its usually found in Dynamic mode. Offroad/Lift for going to the lake or even better, cleaning the wheel wells which are lined with a black velvet-like material. The Auto mode does something, we don’t care what it is, it is never left in Auto mode. There is also an in-between all-road height.  The rear will squat down further for easier loading and unloading as well. It looks a little odd though when left in that tail dragger mode when parked and automatically rises at start-up. Total adjustability is about 4 inches.

The throttle response has too much lag in Dynamic mode, but pulling the shift lever back activates Sport mode. Then it responds properly but it also holds a lower gear while cruising and raises the idle rpm. If only Dynamic had the same throttle response as Sport mode it would be perfect. The shifts are soft, and accompanied by a nice pop from the exhaust. By the way, you should hear it at start-up, very throaty and burbles. But Sport mode needs firmer shifts.

The mileage penalty of being an SUV just doesn’t exist enough to care whatsoever. Mid 20s at 85mph cruising speeds and Car and Driver reported 28mpg at a steady 75mph. And it’s quiet, loafing along at 2200rpm or so at 85mph. The 18.5 gallon fuel tank adds further to the convenience. All this performance and efficiency magic from a 3.0 liter, single-turbo, hot-vee (the exhaust is in the inside of the V-6 configuration) making 354hp at 6400rpm and 369lbs ft torque at a diesel-like 1370rpm to the ubiquitous ZF 8-speed automatic.

Now in its second generation, its based on the MLB Evo platform which also underpins the A4 sedan. The previous generation SQ5 has a supercharged V-6 that made 23lbs ft less torque and that peak was 3000rpm higher. It’s AWD system has a 60% rearward bias but can send 85% of the power to the rear wheels depending. A very solid and quiet vehicle, equipped with the optional acoustic glass, it is a very quiet and comfortable highway cruiser and the wife’s choice versus the sport sedan for road trips anywhere.

Interior gauges are somewhat configurable on the thin film display virtual cockpit.  It has a linear boost gauge that reads “Max” but no numeric numbers. The coolant gauge is also a bar graph, but the oil temp is numeric. One day with 102 degree ambient temps, cruising at 85mph uphill, we saw 240 degrees. Not unexpected anymore, but it takes 0W-20 weight oil, 10,000 mile change intervals. At 2,228 miles, the Blackstone Lab Analysis was excellent, then changed again at 9831 miles for the 10k service. Then again at 19,316 miles and the results were great. Interestingly, the VW oil specification 508/509 is not as widely available as expected.

Exterior styling is pretty safe with that general appeal of classy and sporty.  The 21” wheels are painted gray between the spokes and look great. The red brake calipers with S line branding give it that performance hint. We don’t run front plates on the cars and Audi offers an aluminum snap-in trim piece that matches the grill to fill in the gap that was left. Apparently, there’s a black-out package that looks pretty good, others have replaced the grills with an all-black piece. The roof rack rails are a brushed metallic as well as the side view mirrors. It looks good, classy, but not the aggressive blacked-out style. My wife says it reminds her of a pinstripe suit. 

The most annoying thing about the car is the auto shut-off and start. To the point that’s the first thing we do after starting the car is pressing the off button. Its so intrusive when the engine does shut-off, not to mention the ridiculousness of shutting off at a stop-sign. The car hasn’t even rocked back on its air springs and the shudder is felt. We’ve literally begged the dealer to change the default to off. I’ll gladly keep it on at long traffic lights, trains and the drive-through but that’s it. If it wasn’t so intrusive and noticeable it wouldn’t even be an issue.

A few times at very low speeds the Audi Pre-Sense will slam on the brakes thinking there is an object in the way. The epoxied border feature in the garage has caused it to activate when backing out. Sensors have a long way to go but these are minor complaints.

Surprisingly the steering wheel is a manual tilt and telescope for a vehicle with an MSRP of $66,000. However the purchase price was 10% off during a Penske sale. The 2019 model has a power tilt and telescoping steering wheel. I wanted the ventilated seats but my wife chose the beautiful Nappa leather quilted seats with red stitching. They are firm yet comfortable and the leather is spectacularly soft and showing no sign of wear.

Due to an object striking the windshield a replacement was a $1700 repair due to the heads up display and calibration needed for the electronics, a Quantum Grey 2019 model was provided for a comparison. It had the Black Optic package which meant 20” all season tires, the wheels, grill, and roof rails are black along with the side mirrors. Lacking the air suspension, it was a softer ride in Dynamic mode, doesn’t have the All-Road ride selection and of course, no change in ride height. Throttle tip-in is improved as well. An inductive charging phone pad is also a convenient addition.

We aren’t sure if the protruding wheel well molding on the 2018 is for the 21” wheels or eliminated for 2019. A second recall has been issued to have the dealer secure the rear trim piece after a recall for the first. Again, minor annoyances and dealer service is top notch.

Equipped with Pirelli Summer rated tires, they are now about due for replacement after 20,000 miles. In the original 255/40/21 size, replacement tires at The Tire Rack start at $293. OEMs at $349. Yeah, that’s not happening. Go up to a 265 width with only a .3” height increase and there are all-season choices from Michelin, Pirelli and Vredestein for under $250 each. And even a couple of Summer tires for under $200. Much better.

Other neat aspects comes to mind. The huge panoramic sunroof is a joy to have, and we had it tinted to offset the heat. The windshield also has a clear tint to prevent heat build-up and it makes a noticeable difference driving and less build-up when parked. The optional electronic rear differential works it’s magic, a full-throttle, 90-degree turn is stupidly quick and it remains composed and neutral.  The four rings projected on the ground is cool, and got favorable comments at the dragstrip one night. The 360 degree camera and visual parking assist is particularly handy. 

That overly sensitive sensor mentioned does work well for an audible warning of approaching vehicles when backing out of a parking space, but the sudden pre-sense braking can also be a bit much in its warning, unless of course you’re not paying attention.

It’s still a compact vehicle for child seats, if we had our own littles, it would be too small. A rear facing child seat still requires the front passenger seat to be moved forward a bit. The rear seats fold down flat but also require the front seat back to be moved forward firsts at well. But the cargo capacity is excellent.

We’re thrilled with our choice. A capable performer, efficient, quiet, and wonderfully comfortable. It’s seen the dragstrip, was in a couple Cars & Coffee events, lots of excursions with the nephews and granddaughter and is a joy to drive. The phrase that comes to mind is there are bigger SUVs and faster SUVs, but no better SUVs. Now that is what you call owner satisfaction.

Garage Luxury from Ballistic Concrete Coatings

Having a garage is a luxury. Whether for two wheels or four, motorized or not, being able to store and work on your precious vehicles, covered and protected from the elements and crime is an essential for the enthusiast. Adding a floor covering makes it even nicer, to the point it feels like a new addition to the home.

Some use the garage only for storage, but that isn’t us, is it? A garage has always been a priority. When I relocated to California from Illinois, I specifically looked for an apartment that had a garage. Then when shopping for a townhouse, I specifically sought a two-car garage.  A couple cars later I had to rearrange it twice to accommodate my 200” long Charger SRT-8 and Harley Davidson Softail Deuce motorcycle. My generous neighbors gave me storage cabinets and another a Shop Vac, which was really wonderful of both of them. 

When I moved in with my future wife, we rearranged her garage, had some drywall repaired and painted, added some storage cabinets and hung some artwork. Definitely an improvement, not a bad place to be, but the floor was still the well-worn and stained original. Those additions were not inexpensive either. To my surprise I learned that the garage entry door was narrower in that home than the transition rental we stayed at for a few months.

The dream wasn’t complete yet. Escaping from the rat race, congestion and crime of San Jose-Silicon Valley, we bought a home in Rocklin, CA that, we both agreed, had to have a three-car garage. This one already had cabinets and finished walls. Now we’re talking!

It was time to get to work. An 18,000 lumen overhead light from Home Depot with a motion detection sensor and hanging some framed posters were affordable upgrades that made it more inviting. Even more so when arriving home at night and the garage is nicely lit. A dimly lit garage is like a dungeon.

But the floor, now that absolutely transformed the garage. I didn’t want to a roll-on covering that could potentially bunch when turning the car or SUV wheels or be harmed by the motorcycle kickstand. Not to mention a less than perfect fit. The decking was also considered but I didn’t want seams, nor anything potentially trapped underneath like moisture from rain runoff, etc. I wanted an industrial grade floor with some texture. Epoxy was the way to go.

Calling multiple, highly rated epoxy floor companies resulted a bit of an education. Measure the square footage yourself, don’t let them give a little buffer for their profit with an inflated number. One of the companies failed to call me back and by the time they did, it was too late. When I politely declined, the late-night messages bad mouthing his ex-partner didn’t do him any favors whatsoever. To the point I was compelled to Yelp him as well.

Our part was cleaning out the garage, moving everything outside, covered by the porch or tarps. The motorcycle sat on the front walkway, covered and locked. Then the painting started to freshen it up. That was a lot of work, cleaning, patching and the ubiquitous color Swiss Coffee worked with the previously painted ceiling of the same color.

Expansion seams and cracks filled along with the stem-walls being coated, which are the concrete ledge that surrounds the garage floor, were included in the flooring estimate. I thought I wanted a really fine grain vinyl flake until my wife pointed out it will look like oatmeal. And the owner of the company I chose, Mike from Ballistic Concrete Coatings pointed out a larger flake pattern will be more noticeable from a distance as opposed to looking like a solid color. 

The first step was a light grinding to remove all the dirt and surface imperfections. This is the noisy and dusty part. Then the cracks and seams are filled, and a moisture barrier applied to the surface. Then the flake was sprinkled throughout the garage and then the epoxy was mixed and applied. One tip, I suggest taping off the bottom of cabinets and shelf surfaces due to dust and the errant vinyl flakes that get missed or find their way inside.  

In agreement for social media mentions, which I will gladly continue to do, Ballistic Concrete Coatings wanted to enhance the visual appeal and added a resin border around the perimeter which looks amazing and was done before the flake. It really highlights the floor and the effort. It took an extra couple of days due to the measurement, taping and application, but it’s cool as hell with great, swirling depth.

Without the border, pricing generally seems to be $4 per square foot and less but add for a border or custom work. One thing about a finished garage is it’s like adding a room to a house. Walking barefoot isn’t bad at all as opposed to the bare slab. What that meant, I soon learned, is wanting to keep that floor clean. Which now means I need a mop to clean the man-cave, typically water stains from rain run-off or car washes or the eventually dirt that gets tracked in from the tires. A small price to pay.

For the motorcycle, because the kickstand isn’t smooth, I used my kickstand pad that usually sits in the glovebox in case of a soft surface, sanded the bottom to remove any edges, and use that for the kickstand.

The last step is garage door insulation to keep the garage from getting so hot during the summer months. One recommendation is the Corning kit. It doesn’t have the smooth appearance like a panel kit with Styrofoam, but it does have an R-value that is nearly double, doesn’t make an awful mess when cutting and is more flexible to install. The Styrofoam kit was returned the same day it was bought.

With the epoxy the garage is visibly lighter, cleaner and much more inviting. The finished product makes for a warm environment that now feels like a home addition and doubles as a nice setting for photographing various vehicles besides a place to do projects. A huge thank you to Ballistic Concrete Coatings for a fantastic job. 
https://www.ballisticconcretecoatings.com/

The Can't Miss California Car Extravaganza - The Quail

The Quail, A Motorsports Gathering is one of those car show events that sticks with you like a favorite movie in your head. As you replay the day in your mind, you remember each car and its location, each display, even the food you ate, the drinks consumed. Always held on a Friday at The Quail Lodge and Golf Club in Carmel, California, this seventeenth annual event was held on August 16^th, 2019.

It was an outdoor garden party on a golf course with 6,000 automotive enthusiasts and intentionally fashion forward guests. But they aren’t just enthusiasts, they are industry leaders, motorsports legends, celebrities, and more. During my second lunch, I shook hands with Adam Carolla while he was looking for a seat. One year Wayne Carini and I walked into the show together. Usually I see Ed Welburn, retired head of GM Global Design and thank him for his contributions. We said hello to Mr. Olympia trainer and owner of Evogen nutrition, Hani Rambod as well.

This year the three special classes were 100 Years of Bentley Motors. The EXP 100 GT Concept car was simply stunning artwork, inside and out. The 25^th Anniversary of McLaren F1 had four incredibly valuable entries which included a one-of-ten GTR Longtail.

The debuts are always fun, some a first for North America, other times world debuts. Some during the early media access, hours, others during general admission. The Lotus Evija EV is stunning, the Bugatti Centodieci, the Bentley previously mentioned, the Acura Type S Concept were just a few.

There was also Pagani Huayra BC Roadster, the Lamborghini SVJ 63 and the Huracan Evo GT Celebration. The Drako GTE from Drako Motors,  from the Barracuda Networks founder Dean Drako is a very attractive sedan. The ultra curvaceous DeTomaso P72, the Rimac based Pininfarina Battista, the Rolls Royce Cullinan in Fux Orange, a custom color for famous Rolls Royce collector Michael Fux.

The Aston Martin Valhalla looked surprisingly subdued in silver, the SSC Tuatara was also featured along with its bare chassis. The Koenigsegg Jesko was also a real treat to see. There was also a display of vintage Volkswagen Vans and cars famous from TV shows and movies.

The Fireside Chats this year were with Mark Webber, winning Formula 1 driver and 2015 WEC champion moderated by Philip Kadoorie. Mark shared interesting insights about competition and friendship. The other was with Alex Hirschi, aka Supercar Blondie, moderated journalist Hannah Elliott who I also enjoy following on Twitter.

The six cuisines offered had amazing dishes and drinks. Be sure to get there early so you can have gourmet meals multiple times during the day. It’s sometimes a challenge to find a seat but whomever you share a table with is always friendly to talk to during the meal. 

It is important to recognize the supported charities which were the Rancho Cielo Youth Campus, The Naval Post Graduate School Foundation, California Highway Patrol 11-99 Foundation and the Junior Reserve Officer Training Corps.

The Best of Show award went to a 1931 Stutz DV 32 Convertible Victoria and the Spirit of The Quail award went to a gorgeous 1957 Ferrari 335S. The Peninsula Classics Best of the Best Award winner had it’s own display, a 1937 Alfa Romeo 8C 2900B Berlinetta.

A few minor areas of improvement are needed. With ride sharing being so popular, a shuttle service from the Baja Cantina location would be a good idea, since services like Uber and Lift are not allowed to drop-off at the event itself. The pet dog situation, despite not being allowed, is getting a little much just like any event these days.

The Quail, A Motorsports Gathering is a $650 ticket to incredible cars, a beautiful setting with the hills of Carmel as a backdrop,  includes delicious food and drink, people watching like none other, and truly one of the greatest car events in the world. If you love cars, make a it a life goal to attend someday.

Finally back at McCall's Motorworks Revival Party!

Now in its 28th year, this event is dialed in and superbly planned. Running later than I wanted, I was concerned about parking availability. As a media/VIP ticket holder, it meant parking on Garden Road and catching a shuttle. This worked out much better than expected, was as simple as could be, found a spot easily and a short walk to the clearly marked shuttle stop. 

An exciting gala, greeted with champagne and perfect weather made for a great evening. Security was noticeably increased and thoughtfully mentioned by Gordon McCall during his short thank you speech. There were metal detectors and wands with lines moving faster than any airport. Plenty of friendly CHP and DHS uniformed officers were on hand, and Gordon mentioned the FBI and Navy Seals from the local Naval Post Graduate School in attendance. 

The variety was of vehicles, winged and otherwise, was impressive as always. From old modded trucks sitting in the shadows of modern jet aircraft, an electric motorcycle across the aisle from the new Ford GT500 and GT Mk II. Also on display was McLaren’s new GT and F1 long tail race car, multiple special construction hot rods, Ruf Porsches along with Porsches reimagined by Singer. On the aviation side there were stand-outs such as warbirds, a B-25 and P-51 Mustang, private class jets such as the new Gulfstream G500 and Dassault 900EX and much more. 

Drinks flowed, with quite a variety from champagne, beer, wine, tequila and vodka. Appetizers were particularly delicious and for those seeking a real (i.e. big) meal, the paella on a massive wok was awesome. 

Considering the temporary nature of the jewelry and watch displays, they were done quite well with Bremont, Eberhard & Co., H. Moser & Cie, Kerbedanz, Reservoir Watch SA, Chronoswiss A.G. and Winston’s Estate Jewelers. As always, the CHP 11-99 Foundation was well represented and had a very successful fundraiser as the event is a major sponsor and supporter.

The 28th Annual McCall’s Motorworks Revival was a wonderful evening with 3000 fun-loving vehicle enthusiasts. It is a must-attend to really get a feel of what the Monterey Car Week is all about and kick it off in proper fashion.

See my Barely Streetable Facebook page for the full photo album.

Infiniti Q50 Red Sport 400 long term review

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When shopping for a practical car, yet wanting a performance aspect, what compromises do you make? What if your annual miles are twelve thousand to a high as twenty thousand per year? Higher horsepower versus fuel consumption? What about fuel tank capacity for convenience? What about insurance costs? Meanwhile the payment on the car is a monthly visitor to your psyche as it depreciates at a greater rate as the miles pile up. 

Will the tires cost $750 to replace every 12-18 months or $1400 if you drive with passion? What if you choose super soft compounds for better braking, handling and acceleration? Offset tire sizes can’t be rotated, meaning new tires may be needed in sets of two versus four, with more frequent purchases and installation intervals. Not to mention no rebate specials unless four tires are purchased at the same time.

Settling on a price range, the shopping started on Autotrader and the recurring search result with all the factors accounted for was an Infiniti Q50 Red Sport. A 400hp, 28mpg, 20 gallon gas tank equipped sport sedan.  With an MSRP of $52k, this dealer demo was under $42k. Since my wife had a wonderful experience of reliability and wear with a 2009 Infiniti G37 Coupe Journey, confidence of a happy long-term existence was high. Yet with a production V-6 record turbo rpm of 220,000, the I opted for the factory extended warranty.

First the fun part, the 400 horsepower 3.0 liter twin turbo V-6 is a smooth power plant with a selectable driving mode for throttle response. And that’s the beauty, it’s a hair trigger, near instant power delivery at low rpm which makes for an extremely satisfying driving experience.  Lag is virtually non-existent and the 19”, 265 width rear run-flat Dunlops light up easily from a roll after the initial step-off. Forget the Eco and Snow/Ice modes, they just kill the driving experience. There is an all-wheel drive version that provides better traction, but like this rear-wheel drive model, it doesn’t offer a limited slip differential. A disappointing shortcut.

The exhaust has a slight burble at start-up and a faint hum at wide open throttle but it no way is it part of that aural excellence that makes a gas engine so enjoyable. Infiniti does offer a sport muffler dealer option but it should be cockpit adjustable or just spruce it up a bit. At least the transmission, steering and suspension all have configurable settings that can be saved in the “Personalized” mode. It has to be manually selected every time at start-up. You know, for fuel economy reasons. More silliness. 

Styling is on the mellow side of the aggressive scale. The 19” wheels have a dark finish with red brake calipers, standard performance fare. The low hood contributes to good outward visibility but the chrome touches try to bring it back to the luxury side despite the black canards in front. It really needs a blackout package.

The Dunlop tires are inferior despite being double the cost of non-runflat performance tires. They ride a little harsh and the front right tire was cut by the wheel rim on the inside after hitting a pothole, resulting in a sidewall bulge. The fifty percent discount for the pro-rated replacement cost as much as if I had bought new. What a pain.

Later the rears were replaced with slightly taller Michelin P285/35/19s with the Dunlops still in front. The subtle weight shift with the taller-than-stock rear tires, different tread compound, pattern and larger tread width delta has made the steering more darty at times. Changing fronts to slightly taller and wider Michelin Sport AS3s in 255/40/19s completely cured it. 

Performance testing by the magazines had quarter mile times in the very low 13 second range and I achieved a 13.0 at 110mph bone stock, nearly a full tank of gas  in quite warm weather. That was also with a soft 2.2 60ft launch. Clearly a 12 second car. Overall gearing is shorter than expected, turning 2600rpm at 85mph.  The highest speed allowed by the cruise control is 89mph, which is a perfect compromise of speed and mid-20s fuel economy. One trip with the two of us and weekend luggage saw 28mpg at 78mph. Update: 12.7s -12.9s with the taller, wider, stickier tires with 2.0 60fts up to 110mph. 

The non steer-by-wire steering has a fairly quick ratio which is nice and light in the comfort mode. Feel isn’t great but it does stiffen appreciably in Sport and Sport+ modes. It may not handle like more focused competitors, but its certainly better than the common commuters floating around on public roads with narrower, harder, all-season tires. And far quicker to boot. The seats are superbly comfortable for long distance driving as well as a quiet interior for serene drives at speed.

This 2017 model lacking a boost gauge, coolant and oil temperature gauges further point to the mainstream aspect versus data intensive performance. However these are offered in newer models as part of a configurable display. The lack of Apple CarPlay may be a bigger deal to some with the older models like this 2017 but the voice command for phone and navigation works reasonably well.

The common complaint among owner enthusiasts is the infotainment interface but the only issues I have is the fingerprints on the lower touch screen and a phone call will take over the upper navigation screen until you select another function and then go back to navigation while talking. There is always room for improvement, some of it should be offered as a quick programmable upgrade by the dealer.

Oddly the trunk lid is a little heavy to open, and I popped the license plate light out of the socket with my finger accidentally while opening the trunk. In over 20,000 miles and 1.5 years, this is the only problem I've had inherent to the car. 

The center dash display is easy to manipulate views and to read.  The audio and phone controls on the left of the steering wheel and cruise on the right with the center display selection are easily learned. The shifter paddles are large and well-designed in feel and appearance but manually shifting doesn’t provide any advantage, there’s still some delay in upshifts and downshifting doesn’t provide a lot of engine braking unless high into the rpm range.

The automatic power retracting seat and raising steering wheel is great for ingress and egress but surprisingly, power ventilated seats were not available in the Q50 line-up at the time. It is partially alleviated by the cool down that occurs with the remote start. Tip: Tint all windows as well as a darker sunroof tint with clear for the windshield for heat reduction. 

Currently red stitching with quilted leather seats along with a black headliner are offered for a more upscale appearance as opposed the ubiquitous light grey headliner seen everywhere, across multiple manufacturers.  

There is a chassis control function that is supposed to manage throttle response based on navigation map of the road but it doesn’t work when the throttle map is in sport mode. Needless to say I’ve never experienced that chassis control feature since the engine is always in sport mode.  Also, I always opt for the Limited option in terms of releasing information to Infiniti. Aren’t we tracked enough by our phones?

The Infiniti Q50 Red Sport is a pretty compelling blend of practicality, luxury and performance. Even in the MSRP range of $52,000, it wins out on the horsepower comparison. It’s tough to make a bad decision at that price point, but this was a very satisfactory one.