This is a great question, especially these days with fuel prices at record highs and the environmental green movement breathing down our collective-car-nut-necks. To some, this post will be as glorious as flying the middle finger high and proud. To others, this will be a tale of horrors and a polar bear's worst nightmare. From whichever angle you read it, it is reality.

When I bought my first Ferrari 308 GTSi in 2001, shortly after finishing grad school, one of the first things I noticed, aside from the constantly nagging repairs, was the amount of fuel it consumed. And this was back when gas was really cheap. My Ferrari was a 1982, built far before the days of on-board digital trip computers that could calculate things such as instantaneous mileage. So my trusty Casio calculator told me I was getting about 10 mpg. Hmm, that sucks, but fuel was inexpensive and Al Gore hadn't made a movie yet, so I didn't think anything of it.

Then, a year ago, I was driving Club Sportiva's yellow 2004 Lamborghini Gallardo coupe with e.gear and it had Audi's trusty on-board trip computer built in. I noticed that the trip computer's instantaneous gas mileage reading would never dip below 5.0 mpg. Is it possible the reading was accurate and that 5.0 mpg is truly the bottom end of the Gallardo's fuel efficiency? Sure it's possible, but it seemed to just stop at 5.0 mpg even as I continued to rev the engine further. Of course, 5.0 mpg is pretty appalling, but in a big 5.0 liter, 500 hp, AWD, V10 engine, what do you expect, right? Could they have intentionally limited the trip computer to shield people from seeing the inconvenient truth? I'm pretty sure Al Gore would drive one too if he hadn't made that big movie.

More recently (like last month), I was driving Club Sportiva's black 2005 Bentley Continental GT with a similar VW equipped on-board trip computer and toggled to instantaneous gas mileage to take a gander as what sort of mileage I might find. I was overwhelmed by the senseless burning of dinosaur remains that I achieved numerous times - 3.6 mpg! Amazing. That is an astoundingly low number and one I am sheepishly proud to say I achieved in a massive W12 engine hauling around an AWD tank-like Bentley with room for three more friends. It did, however, bottom out at 3.6 mpg and while I could achieve that number regularly pulling away from nearly every stop sign, it would never go lower than that. It leaves me to believe the mileage could be worse at times.

The thing about looking for appallingly low mpg figures is the shocking results I found every where I looked. In the Club's 2006 Aston Martin DB9 Volante, with a V12 brute up front, I regularly witnessed 3.4 - 4.4 mpg. But...at one point, I saw 2.5 mpg!! That number surprised me and I didn't get a photo, so that one got away with nothing more than a mention in a blog post. No V12 has ever been known for good mileage, but it is interesting to actually see the real numbers with today's trip computers. Most of the ultra low mileage was found around town in stop and go traffic, not always while cruising on the freeways.

Club Sportiva had a 2004 Lamborghini Murcielago, but it didn't give instantaneous readings, disappointingly, considering the thirsty 6.2 liter V12 nature of the heavy set-up. The Murcielago is actually a large sports car, long and wide. It is deceptive because it is so low, but the car is a beast - a very sexy beast, yes. I'm sure it could have recorded some nice low numbers for us as well. Even the Club's 2006 Porsche Cayman S gets into the action. At 9.0 mpg as the average, not instantaneous, it is clearly capable of racking up some low numbers too.

So, now the quest is on. What car can record a lower fuel efficiency reading lower than 2.5 mpg? What is the car and at what gear and speed? Let's keep the conversation on the down low though, so Al Gore doesn't protest our little science project.

Labels: Al Gore, Aston Martin DB9, Bentley Continental GT, Club Sportiva, exotic car share club, fuel efficiency, gas mileage, Lamborghini Gallardo, Trip computer

A few of my car buddies and I have played this game over the past 10 years. Join along and tell me what is parked in your dream garage.

Dream Garage Challenge #1
You have three parking spaces to fill in your garage. You have $300,000 to spend in total on three cars. At least one car must be a four door sedan. Cars can be new or used. What are they?

My Dream Garage choices:
My daily driver - Bentley Arnage T - blue over saddle hides (~2004, $120,000)
Significant other's car - Audi S4 - grey over red leather (new, $55,000)
Fun weekend car - Ferrari 360 Modena - red over tan w/ Tubi (~2001, $125,000)

Dream Garage Challenge #2
You have three parking spaces. You have $150,000 to spend in total on three cars. At least one car must be a four door sedan. What are they going to be?

My Dream Garage choices:
My daily driver - Audi S5 coupe - titanium over red (new, $55,000)
Significant other's car - BMW 335xi - blue over terracotta (new, $50,000)
Fun weekend car - Lotus Exige - orange (2006, $45,000)

Of course, by tomorrow, I will have picked some different cars for the garage. These are my selections for today. Every now and then I will repost this topic with an update...

What about your favorites? What would you park in your garage? Let me know with your comment!

Labels: Aston Martin, Bentley, Club Sportiva, dream garage, exotic car share club, Ferrari, Lamborghini, Lotus, Maserati, Porsche

Where do I start when describing my experiences with an ultimate exotic car? Let me start by clarifying my driving experiences with the 2004 Lamborghini Murcielago e.gear involve driving the car numerous times during the 16 months that the car was part of Club Sportiva's Elite Collection. This post isn't based on a single drive during a media/press event but is instead rooted in as much wheel time as any owner.

Describing driving a Lamborghini Murcielago is a bit like describing Christmas day at age ten. You anticipate it, you dream about it, you can't sleep because you're giddy thinking of it. And then, before you know it, you are twisting the key that enlivens the 6.2 liter V12 and you are in heaven with your foot on the gas peddle.

The one-of-a-kind experience, first offered by the Lamborghini Countach and then the Lamborghini Diablo, starts with opening the upright scissor door. Next, it is about reaching for the seat belt. It isn't there...in the normal place anyway. What kind of radical rocket ship is this anyway? The seat belt is inboard over the driver's right shoulder and straps to the left towards the door. Even after my 20th time driving, I still initially reach the wrong way, much like putting the key in the ignition of a Bentley or a Porsche with the left-side ignition. And yes, you better get buckled in fast.

Whirl the key that triggers the starter to begin its effort to fire up the big, heavy breathing engine. The starter strains to waken the giant...and then it happens, the engines turns over and the slumbering bear is awake. The idle quickly smooths to a deep grumble. Before pulling the paddle into first gear, I'd always take note of the massive dimensions of the car. It is a lot bigger than expected and identifying this in the beginning of the drive can help avoid expensive carbon fiber panel repairs!

In first gear, give it some gas and it lurches forward lacking finesse at slow speeds. At speeds under five MPH, it lurches forward in one foot increments, none of this inching forward gingerly in tight parking spaces with this raging bull. Press the gas hard and the torque is summoned faster than police to a donut shop. The bellow from the engine and exhaust is very different from the Ferrari, Maserati or Porsche. It is deeper and more low-key without the scream of the wailing antics of the Ferrari. You'll be pulling second gear with the paddle just about 60 MPH. As the speed builds, so does the deep roar of the V12. You'll also begin to notice how the steering gets heavy and remains precise even through high speed sweepers. Actually, the steering is phenomenal. On Skyline Boulevard, just south of San Francisco, even at 60 MPH on some of the turns that would ordinarily create a rush of fear as you seek your line, the Murcielago steering is precise and dialed-in, offering tremendous confidence.

On most roads, you only need two or three gears unless you are flirting with losing your license. When driving, the front hood quickly drops out of sight. Because you are seated forward, you know it only extends a few feet beyond your feet and much of the car extends behind you. The exhaust system alone is as big as the back seat of the Aston Martin DB9 and peaks out from its enshrouded black mesh behind the engine.

The Lamborghini Murcielago is no light weight, though it masks its weight and size well with stiff suspension and 580 hp with 470 lb-ft of torque to motivate its 3,600 pounds. The carbon fiber body, while light, is tremendously expensive and potentially problematic. The front lower valance is about $18,000 and the rear quarter panels are about $25,000, before paint or installation. And they are prone to warping with time and heat as the resin matures. This isn't a car you want to carelessly back into something and it isn't a car for the faint of heart. Carbon fiber doesn't dent, it instead tears and you obviously can't have a dent guy solve that. It is forgiving if bumped lightly, since it flexes, but a $5,000 repair on a normal car can be $30,000 on a Murcielago. So yes, that obligation to avoid the body shop wears on you while driving.

So does the sticker price. Club Sportiva's Murcielago cost $297,000 when new in 2004. That is like driving around in a decent Illinois home. Then, to punch the throttle hard under acceleration while leaving the apex of a mountain road is asking for trouble. Like I said, this isn't a car for the faint of heart... At least the AWD system helps tremendously to put down the power in a smooth way. If it were rear drive, the twitchy-ness would make it harder to enjoy while pushing it on a windy road. The 300 pounds added for AWD are worth the trade-off, in my opinion.

Because the Murcielago is such an overload for the senses, the e.gear transmission is a benefit. Normally I don't feel this way, but shifting the car through Lamborghini's gated manual shifter just adds one more degree of complexity that isn't needed. The Murcielago is a wickedly sinister weekend car. It is a bit too over the top to be used more than for weekends, when compared to a Lamborghini Gallardo, Ferrari F430 or Ferrari 599 Fiorano. If you seek a rare and exciting drive that challenges your senses, this is the car. If you want a car that is easy to use and enjoy, the Murcielago is not the right car.

Every time I climbed past the upright door and sunk low into the alcantara-suede trimmed interior, I savored the rarity of the experience. This is the type of car that epitomizes why companies like Club Sportiva exist, offering enthusiasts the special and unique opportunity to drive a car that is entirely impractical. We look forward to getting the Lamborghini LP640 in the future! Is the Murcielago your type of car? Comments welcomed.

Labels: Club Sportiva, Driving experience, e.gear, exotic car share club, Lamborghini Countach, Lamborghini Diablo, Lamborghini Murcielago

Spend a little time behind the wheel of an Austin Healey and you'll find yourself beginning to change your vocabulary a bit, perhaps using words like jaunt, kerb and tyre which also gives you a great excuse to further associate yourself with all things English — like lift a pint and indulge in some bangers and mash. So what better destination for a holiday jaunt in a British sports car than a remarkably authentic rendition of an English country pub called the Pelican Inn, situated conveniently close by in Muir Beach, just a few dozen twisty turns over the hill on Highway 1 in Southern Marin County.

How I originally came to be a passenger (and an occasional driver) of this splendid automobile is a story for another blog post — but suffice to say it's guilt by association. This Big Healey belongs to my good friend and former neighbor Alan Meeker and it's as sweet as they come — a '67, one of the last produced, and with a mere 80K on the odometer and as in as good a state of tune as the day it left the factory in Abingdon (link: Healey history). White with black side panels gives a formal, yet purposeful look that tends to induce head turning from bystanders and passing cars alike.

There's a huge performance difference between the last Sportiva car I took out (a Corvette) and the Healey, however the sensation of speed and driving at the limit isn't as markedly different as one might think. Driving a Healey is certainly more involving physically than a modern sports cars — the seating position is classic British, upright, wheel close to the chest and the steering, unassisted, is heavy at low speeds, but once a rhythm is established it's possible to make good time in a very satisfying manner. The three liter six, with its distinctive throaty growl, has plenty of low-end torque and there's really no need to use first gear — the PCH down to the Inn can be done in 3^rd the whole way. It's appropriate to remember that the Healey was designed and built for the American market, a high performance (at the time) alternative to the Jaguar at an affordable price.

Driving a classic sports car such as the Healey produces an entirely different mindset and approach to motoring than a day spent in an Audi TT. As exhilarating as it may have been in the '60s — that's not what it's all about now when you get behind the wheel forty years later. It is nostalgia pure and simple, accompanied by appreciation for what got us to where are today. Driving for pleasure is bloody good, mate.

Not long ago I had the good fortune of buying a new Ferrari F430 for Club Sportiva. Our Members had let us know that they wanted, no, make that needed, a new Ferrari. Not that the 360 Spider or the F355 Spider weren't good enough, but that the Members wanted to try the latest from Maranello. I worked with Charlie Miles, the sales manager at Ferrari of Silicon Valley to get the right car for the Club's needs. There are a lot of options, none are inexpensive and the ones you choose impact the value of the car at resale, to some extent, how desirable is your car compared to others available. This is a guide the best of those options.

First and foremost is the decision for the color. Although the car looks good in many colors from red, yellow, black, grey and blue, there need only be one choice for the F430. Rosso Corsa. There will be no debate on color for this V8-powered car, however, with V12 Ferraris I don't feel so strongly about red.

Transmission. Ahh, the "trasmissione" is debatable. Because this is something you will use constantly while driving, getting it right is molto importante (see my F1 transmission vs. 6-speed manual February 13 post). While there is a remarkable trend towards F1 paddle shifted transmissions these days, fueled no doubt by the dealer's power of suggestion in the ordering process, I bucked the trend based on Member feedback to row their own gears. Easy, we will skip right over that check box for F1 transmission; let's see what is next on the option list.

Scuderia badges. Oh yes, lest someone not recognize the car for a Ferrari, we must have extra signage to reinforce the brand. Actually, I do like the badges, even though a few years ago one of the major car magazines called them, "Pep Boy inspired." True, you can save a lot of money by adding them yourself from an auto parts store, but it is a crime to slap a sticker or logo after the fact. They simply look great on the car. Easy, let's check that box.

Rear Challenge Grill. Hmmm, to have or not to have? This one was tricky at the time because in November of 2006 when I was ordering the car, no one had any photos as the option was just coming available. Knowing how cool (and yes, functional) it looks on the 360 and F355, I had to assume Ferrari wouldn't stray off course. So yes, let's check that box as well. It is different on the F430 as it turns out, with a lot of carbon fiber and very little breathable wire mesh. When I did get to see it, it took a little time to appreciate, especially with the diminutive silver prancing horse in the center, barely two inches tall. Nonetheless, I am glad I checked that box on the option list.

Daytona seat inserts. Yes, an option with some heritage and hand craftsmanship. Not inexpensive, but likely to wear well over time and something that Members will see every time they climb in and out. And there is an Extended leather package option with Daytona stitching that includes the otherwise carpeted area behind the seats. My former 308 had lots of carpet, which some people commented seemed dated, so extending the cool Daytona leather stitching on the package tray and engine wall is a good idea. So sure, let's check both those boxes.

Seat colore and Contrast stitching. Since I chose rosso corsa paint, I will stick with traditional tan interior. This also impacts the resale value, probably as much as does the trasmissione decision. The natural brown cuoio also looks great, but the coupe is sharper with tan hides. The contrast stitching has become rather common lately and not having it will feel like I missed the option box, so this one is a must. But there are so many colors to choose between. Well, we can keep this simple by choosing red to match the exterior. Two more boxes complete.

Colored tachometer. Yes, should I choose it in red or yellow? Because the car is red, let's opt for yellow. It should look cool at night when lit. This one won't impact performance in any way, so I can't go wrong either way, which is a relief from a few of the other big decisions that had to be made.

Ball polished rims and Painted calipers. Ball polish rims are a relatively new finish Ferrari is offering. It is not the standard painted rim nor is it machined metal or chrome. It is a polished look that looks a bit sand cast with a little texture as a result of the ball finishing process. The style has more shine to it than a painted rim but without the mirrored look of chrome. And of course, we all know and love painted calipers. I considered yellow or red but not silver or black and chose the red calipers.

There weren't many significant options that I passed on. Ceramic brakes were the one I skipped. The cost is big and so is the replacement price if it comes to that. For Club Sportiva's street driving needs, the steel rotors will do the job just fine. Ceramic is ideal if you plan to do some track days and just simply demand the best technology at any price. Ferrari has announced it is soon going to be making all its brake systems with ceramic rotors, leaving steel rotors to the lesser competitors.

With all boxes satisfactorily complete, the car was then lovingly ordered and shipped. We tried to airfreight the car to expedite the delivery process but the request to Maranello got lost and therefore we had a wait a painful month while the car was floated across the Atlantic and then another few days for customs to eye ball it and then another 10 days to trailer it across the country. It was worth every minute, however painful the anticipation was for the Members of Club Sportiva. The car had about six miles from the test laps on the Fiorano. Pretty cool!

So that was my experience having the pleasure of buying a new Ferrari for Club Sportiva's Members. I plan to be doing it again before long for our next Ferrari, maybe this time it will be an F430 Spider or how about a 599!

Labels: Buying Experience, Club Sportiva, exotic car share club, Ferrari F430, six speed manual

Club Sportiva's Member feedback told us we needed another Lamborghini Gallardo for the Club. We had a yellow 2004 Gallardo e.gear coupe for a year and then traded it for a 2005 Bentley Continental GT at British Motor Cars in late 2007. Now that the Gallardo has been gone for about six months, it is time to get another one. As I've mentioned in my postings, I am a big Gallardo fan, so getting an updated model is very cool.

I am looking for a 2007 model so it has warranty, the new Calisto rims, preferably it should have about 2,000 miles on it so it will have already depreciated a little bit ($25,000+) and needs to be orange or yellow. The transmission doesn't matter according to Member feedback whether it is e.gear or a manual transmission, as both are excellent in their own ways. To complicate my search, the Club has a 2004 Lamborghini Murcielago e.gear that needs traded to facilitate the deal. My first step was to visit www.cars.com and to check about 15 Lamborghini dealers to check their inventory. Then I called 11 of those dealers to see who could take the Murcielago on trade.

Calling 11 dealers is tiring, even if they are Lamborghini dealers! About four dealers had a car in stock that attracted me and who had an interest in Club Sportiva's Murcielago. Several dealers had no desire in taking a Murcielago on trade, so that helped to narrow the field right away.

Interestingly, the very first dealer I called turned out to be one of the most serious in transacting a trade. I assumed I would be looking for a 2007 Gallardo coupe, but after talking to a few dealers, I learned that I could do the trade for a Gallardo Spyder! That was a very pleasant surprise. Of the four dealers who were initially interested, it narrowed further to two dealers within two days who were working hard for my business.

An authorized dealer in Chicago was very aggressive at pricing the Murcielago to help me acquire their Gallardo Spyder. Their Gallardo is a yellow car with black leather and yellow stitching, a 6-speed manual transmission (yes, I am supporting my February 13 post by trying to get a manual transmission to buck the F1 paddle shift trend) and the car looks absolutely stunning.

Another Gallardo Spyder turned up at a Lamborghini dealer in Georgia, where Club Sportiva purchased a 2003 Maserati Spyder with Tubi exhaust (see February 18 post for Tubi exhaust) in 2006 and almost bought an orange Gallardo coupe at the same time. So this dealer knows Club Sportiva and me, so they were very receptive to selling me a yellow Spyder with e.gear and an incredibly cool interior carbon fiber kit.

As always, the deal comes down to the wire. After the dealer in Georgia let a day pass without getting back to me, it looked like Club Sportiva's next Lamborghini was going to come from the dealer in Chicago and we proceeded with some of the paperwork via fax. Then, I got an unexpected fax with a good price from Georgia in the morning on a different yellow Spyder that just came into their inventory an hour before I was about to wire the funds to the Chicago dealer. After spending the better part of a day going back and forth with the Georgia dealer to better understand the options on this last minute Gallardo Spyder, which the dealer oddly struggled to provide, they ended up not having some details correct, so I passed on their Spyder even though they had a great price.

With that, the deal was cinched and our yellow 2007 Lamborghini Gallardo Spyder with 1,700 miles was coming from Chicago. Now, for the painful wait while the car is trailered out to San Francisco across the snow of the wintery Midwest! Our Murcielago was picked up for transport to Chicago within a couple days, but all I care about is getting the Gallardo Spyder to San Francisco in anticipation of our Fifth Anniversary Party for our Members in early March, when we will debut the Lamborghini to the Club. This will be our third Lamborghini to rotate into Club Sportiva in 16 months - a pace at which we are very proud.

The trucking company had promised us a Tuesday delivery, one week from the day they picked up the Gallardo Spyder in Chicago. As always, as the magic day approached, the transportation company started bumping the delivery out, day by day. It finally arrived on Friday morning in a massive 18 wheeler. An impromptu crowd of a dozen people showed up to watch the yellow beast be extracted from the carrier. The car draws a ton of attention, even when covered in plastic and stowed in a car carrier. This car has a magnetic personality, and that is before it gets fired up.

More to come in a later posting about the first drive! Keep an eye out for that, and other engaging car-related postings.

Labels: Buying Experience, Club Sportiva, exotic car share club, Lamborghini Gallardo Spyder, Lamborghini Murcielago, ownership alternative

A couple weekends past I had the opportunity to spend three scintillating days behind the wheel of Club Sportiva's recently acquired 2007 Corvette - a standard issue, six-speed manual, silver exterior, red leather inside, black top. It had been some time since I'd last driven a Vette; certainly I anticipated gobs of low-end torque, poor build quality and without doubt the ability to sign my name on asphalt with the rear tires. As oft is the case, my expectations weren't entirely met - surprise, the interior/exterior finish was much better than I forecast. Maybe not up to the understated refinements of German built sports cars but I found no horrific panel gaps or cheesy looking knobs and there was a decided lack of cheap, poorly molded plastic inside and out. The other two presumptions were as I assumed, except the delivery was in a more refined manner than I recall from my last GM muscle right foot plants in that late 70's 454 big-block many years ago. Overall, this is one good-looking car.

As always, the escape with an unfamiliar Club car from San Francisco north on 6th Street was a bit tense - with top down for maximum visibility, navigating between jaywalking drunks and destitute junkies, my senses were on primal full alert. The stress was nearly enough to induce a nervous tic, but the adrenaline began pumping once I hit the open road north of the Golden Gate. It was pretty evident by now that it really didn't make much difference what gear I was to move from point A to Point B in a hurry - talk about grunt, this vehicle has it, in spades. I arrived home in Mill Valley anticipating more explorations of cautiously applied power and adhesion.

A quick spin before dinner down to Muir Woods and back via Muir Beach revealed a lot about her character – it's a handful on tight, twisty corners, especially downhill, requiring lots of foot-work, and plenty of attention. This is a wide car, prone to some bump steer, and has a tendency to lift the inside wheel on tight transitions, giving you a lot of thumping ABS pedal feedback. With so much torque available, it's with some caution that you apply power when shoulders and guardrails are lacking – it wouldn't be hard to loop it. Still I made great time down to the Woods and back along Highway One; the exhaust note is just right, a classic American V8 burble. I found the seating position to be comfortable with the steering wheel adjustable for both tilt and in/out positioning.

The next day found me headed up and over Mt. Tamalpais on Panoramic Highway, taking the extra long and curvy route to visit a friend in Santa Rosa. Where this baby really began to shine is on the smooth, curving sweepers that abound on the Pacific Coast Highway north of Stinson Beach - after twenty minutes I felt I wanted to put in some track time at Sears Point, where one might really explore the potential of this vehicle. A light and nimble Lotus Elsie it's not, but there's no doubt that this is a serious, refined sports car with the performance to keep up with most exotics - the Z06 must be a monster.

When I handed Andrew back the keys on Monday morning at the Clubhouse, I felt kind of proud that America can build a sports car that can hold its own against best Europe has to offer on on the road. Factor in the price to power/fun ratio; and you really can't beat a Corvette - it's a high performance bargain. Unfortunately, it possesses not a shred of practicality and therefore making it difficult (for me) to justify ownership, no matter what kind of bargain it is. As I have no desire to insure, maintain and store a weekend vehicle my best alternative is my Club Sportiva membership.